Vehicle control device

Abstract

To provide a vehicle control device that can accurately grasp energy required for a vehicle to travel by electricity on a specific section on which the vehicle is recommended to travel by electricity and can integrate sections about which read-ahead information is obtained.SOLUTION: A vehicle control device executes: an information generating process for generating read-ahead information concerning a plurality of sections included in a scheduled traveling route of a vehicle; and a traveling planning process for preparing a traveling plan for switching between electrical traveling and hybrid traveling so that a remaining battery capacity required for the vehicle to completely travel by electricity on a specific section on which the vehicle is recommended to travel by electricity is secured before the vehicle enters the specific section and the vehicle travels by electricity on the specific section, on the basis of the read-ahead information. The information generating process includes an integrating process for integrating some of the plurality of sections on the basis of a road type and a traveling load. In the information generating process, the control device does not execute section-integration by the integrating process, for a section included in the specific section of the plurality of sections.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present disclosure relates to a control device for a vehicle. [Background technology]

[0002] Patent Document 1 discloses a control device for a hybrid vehicle. This control device is configured to assign at least a section of a driving route that includes a destination as an EV highest priority section as an EV driving section, and to assign the remaining sections of the driving route other than the EV highest priority section as HV driving sections or EV driving sections based on the driving load and the remaining charge of a secondary battery. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2014-213638 Summary of the Invention [Problem to be solved by the invention]

[0004] The control of switching between EV driving (electric driving) and HV driving (hybrid driving) as described in Patent Document 1 is performed based on section information (look-ahead information) related to multiple sections included in the planned driving route. To appropriately reduce the number of sections and facilitate the switching control, it is conceivable to consolidate as many sections as possible that are the subject of the look-ahead information. However, it is desirable to perform such consolidation while accurately determining the energy required for electric driving in specific sections where electric driving is recommended.

[0005] The present disclosure has been made in consideration of the above-mentioned problems, and aims to provide a vehicle control device that is capable of accurately determining the energy required for electric driving in specific sections where electric driving is recommended, while also being able to integrate sections that are the subject of look-ahead information. [Means for solving the problem]

[0006] A vehicle control device according to the present disclosure controls a vehicle equipped with a powertrain capable of hybrid driving through cooperation between an internal combustion engine and one or more electric motors, and electric driving through power generation and one or more electric motors without operating the internal combustion engine, and a battery that exchanges power with the powertrain. The control device executes an information generation process that generates look-ahead information for multiple sections included in a planned driving route of the vehicle, and a driving plan that generates, based on the look-ahead information, a driving plan that switches between electric driving and hybrid driving so as to ensure a remaining battery charge necessary to traverse a specific section where electric driving is recommended by electric driving before entering the specific section and to perform electric driving in the specific section. The information generation process includes an integration process that integrates some of the multiple sections based on road type and road load. In the information generation process, the control device does not integrate sections included in the specific section by the integration process. [Effects of the Invention]

[0007] According to the present disclosure, it is possible to accurately grasp the energy required for electric driving in specific sections where electric driving is recommended, while also integrating sections that are the subject of look-ahead information. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a diagram illustrating a schematic configuration of a vehicle according to an embodiment. [Figure 2] FIG. 10 is a diagram for explaining a problem related to the integration process of sections. [Figure 3] 10 is a flowchart illustrating an example of the flow of information generation processing for read-ahead information according to an embodiment. [Figure 4] FIG. 10 is a diagram for explaining an additional problem A related to generation of prefetch information. [Figure 5] 10A and 10B are diagrams for explaining setting of a BEV flag according to an embodiment. [Figure 6]10 is a flowchart illustrating another example of the flow of the information generation process for read-ahead information according to the embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0009] Embodiments of the present disclosure will be described with reference to the accompanying drawings.

[0010] 1. Example of vehicle configuration 1 is a diagram illustrating a schematic configuration of a vehicle 1 according to an embodiment. The vehicle 1 is a hybrid electric vehicle (HEV) and includes a powertrain 10, a battery 16, a control device 20, sensors 26, and an HMI (Human Machine Interface) device 30. The control device 20 includes a vehicle control ECU (Electronic Control Unit) 22 and a navigation ECU (Navi ECU) 24.

[0011] The powertrain 10 includes an internal combustion engine 12, one or more (e.g., two) electric motors 14, and a battery 16, and is configured to perform hybrid driving (HEV driving) and power generation through cooperation between the internal combustion engine 12 and the electric motors 14, and electric driving (BEV driving) performed by the electric motors 14 without operating the internal combustion engine 12. The battery 16 exchanges electric power with the powertrain 10, more specifically, with the electric motor 14. Specifically, the battery 16 is charged by electric power generated by the electric motor 14 and discharged by electric power consumed by the electric motor 14. The hybrid system of the vehicle 1 is not particularly limited and may be, for example, a series-parallel system, a parallel system, or a series system. More specifically, the vehicle 1 is a plug-in hybrid electric vehicle (PHEV) that can be externally charged, but it does not necessarily have to be configured to be externally chargeable.

[0012] The vehicle control ECU 22 includes a processor and a storage device. The vehicle control ECU 22 receives sensor signals from sensors 26 attached to the vehicle 1 and outputs operation signals to the powertrain 10. The storage device stores various control programs for controlling the powertrain 10. The processor reads and executes the control programs from the storage device, thereby realizing various controls related to the powertrain 10. The sensors 26 include various sensors used to control the powertrain 10, such as a vehicle speed sensor, an accelerator position sensor, and a battery remaining capacity sensor. The accelerator position sensor detects the amount of accelerator pedal operation (depression amount). The battery remaining capacity sensor detects the remaining capacity (battery remaining capacity) of the battery 16. In the following description, the battery remaining capacity is also referred to as SOC (State Of Charge).

[0013] The navigation ECU 24 includes a processor and a storage device. The navigation ECU 24 is configured to be able to communicate with external systems via a wireless communication network, and can acquire various data from the external systems.

[0014] For example, the navigation ECU 24 acquires the current position of the vehicle 1 using a Global Navigation Satellite System (GNSS). Furthermore, the navigation ECU 24 can identify the current position of the vehicle 1 on a map by acquiring map information from, for example, an external server. The map information here includes information about specific areas SA where BEV driving, i.e., deactivation of the internal combustion engine 12, is recommended, and geographical information (e.g., speed limits, distances, and road types). The specific areas SA are, for example, low-emission zones where driving of the vehicle 1 with the internal combustion engine 12 in operation is restricted. The navigation ECU 24 can also acquire various types of traffic information, such as congestion information, regulation information, and traffic accident information, from a traffic information center. The navigation ECU 24 can notify the user of the vehicle 1 of such various information using the HMI device 30. The HMI device 30 includes, for example, an output unit and an input unit provided in the interior of the vehicle 1. The output unit includes, for example, a display unit such as a display of a navigation system or a meter installed on an instrument panel. The output unit may include a speaker, and the input unit may be a touch panel or switches.

[0015] The navigation ECU 24 can also accept operations by the user via the HMI device 30. For example, when the user operates the HMI device 30 to input a destination, the navigation ECU 24 creates a planned driving route PR from the current position of the vehicle 1 to the destination, displays it on the HMI device 30, and provides route guidance. In addition, the specific area SA may be arbitrarily set by the user operating the HMI device 30, for example.

[0016] The navigation ECU 24 can also calculate the required traveling power PW and section traveling energy E required to travel each traveling section (or simply section) of the planned traveling route PR based on at least one of past traveling data and information such as the type of road surface or gradient included in the map information. The navigation ECU 24 can also calculate the required energy Esum required to travel the planned traveling route PR by integrating the traveling energy E of each section. In addition, the navigation ECU 24 can also calculate the required energy Eev required to travel a "specific section X" described below using BEV traveling.

[0017] The navigation ECU 24 is communicably connected to the vehicle control ECU 22, for example, via CAN (Controller Area Network) communication. This allows the vehicle control ECU 22 to acquire various information (section information) related to each section of the planned travel route PR described above from the navigation ECU 24. The section information here is information related to each section ahead of the vehicle that is read ahead, and is therefore hereinafter also referred to as "read-ahead information."

[0018] 2. Driving assistance functions The control device 20 is configured to be able to execute the following "driving switching control" as a driving assistance function for the vehicle 1. In the driving switching control, when a "specific section X" exists on the planned driving route PR of the vehicle 1 to the destination, the control device 20 manages the SOC so that the required battery remaining capacity (required SOCev) for driving the specific section X by BEV driving is secured before entering the specific section X. The specific section X is a section on the planned driving route PR that is included in the above-mentioned specific area SA. The required SOCev is the SOC value corresponding to the above-mentioned required energy Eev.

[0019] More specifically, the vehicle control ECU 22 included in the control device 20 executes a "travel plan process." In this travel plan process, the vehicle control ECU 22 generates a travel plan that switches between BEV travel and HEV travel based on the look-ahead information. The travel plan is generated so that the required energy Eev for BEV travel in the specific section X is secured and BEV travel is performed in the specific section X.

[0020] To manage the SOC as described above, the control device 20 automatically selects BEV driving or HEV driving by automatically switching between a CD (Charge Depleting) mode and a CS (Charge Sustaining) mode. The CD mode is a mode in which the vehicle is driven mainly by the power charged in the battery 16. Examples of the CD mode include a mode in which only BEV driving is performed until the SOC is depleted, and / or a mode in which BEV driving is performed as much as possible and switching between BEV driving and HEV driving so that the SOC is consumed. In the latter mode, when a high vehicle output is requested by the user, switching from BEV driving to HEV driving is performed. On the other hand, in the CS mode, HEV driving is performed by operating the internal combustion engine 12 and the electric motor 14 while maintaining the SOC at a target value by utilizing power generation using the power of the internal combustion engine 12. Furthermore, the driving modes of the vehicle 1 include, in addition to the CD mode and the CS mode, for example, a charging mode. The charging mode is a mode in which HEV driving is performed to restore the SOC to a predetermined threshold when the SOC is depleted.

[0021] 3.Generating prefetch information The navigation ECU 24 included in the control device 20 executes an "information generation process" that generates the above-mentioned look-ahead information. More specifically, the navigation ECU 24 repeatedly updates the look-ahead information. The look-ahead information is updated, for example, at a predetermined cycle (for example, every minute). The update is also performed, for example, when the vehicle 1 deviates from the current planned driving route PR due to an operation by the driver. When the look-ahead information is updated, the navigation ECU 24 updates the section number of each section so that the section to which the current position of the vehicle 1 belongs at the time of the update becomes the new first section (starting section), and transmits the updated look-ahead information to the vehicle control ECU 22.

[0022] More specifically, the storage device of the navigation ECU 24 stores basic section information used as look-ahead information as a database. This basic section information is composed of multiple basic sections (links) divided, for example, by intersections. If such basic section information is used as look-ahead information as is, the number of sections will be too large if the destination is far away. As a result, the time required to transmit the look-ahead information from the navigation ECU 24 to the vehicle control ECU 22 will increase, and the processing load on the vehicle control ECU 22 will increase.

[0023] Therefore, the information generation process includes an "integration process." In this integration process, some of the multiple sections (more specifically, multiple basic sections) are integrated based on road type and road load so that the number of sections included in the look-ahead information is kept below a predetermined number (e.g., 100).

[0024] FIG. 2 is a diagram illustrating issues related to section integration processing. The section driving energy E required to drive a certain section in a BEV varies depending on factors such as the road type and road gradient of the section. In the driving switching control described above, the SOCev required to drive a specific section X in a BEV must be accurately estimated from the driving energy E of one or more sections corresponding to the specific section X. To do this, it is necessary to grasp the peaks of increase and decrease in the driving energy E (in other words, the consumed SOC) due to consumption in each section.

[0025] However, if multiple sections (multiple basic sections) that make up the specific section X are inadvertently combined, it may become impossible to grasp the above-mentioned peak. As a result, it may become impossible to secure the required SOCev before entering the specific section X. More specifically, three examples 1 to 3 are shown in Figures 2(A) to 2(C).

[0026] First, in Example 1, the consumed SOC according to the driving energy E of each of the three basic sections that make up the specific section X is 50 Wh, 20 Wh, and −50 Wh. In addition, in the third section (regeneration section), the consumed SOC is a negative value due to the action of regeneration control of the vehicle 1. In other words, the SOC is recovered. To actually travel the specific section X in Example 1 using BEV driving, it is necessary to secure in advance 70 Wh, which is the sum of the consumed SOC of the first and second sections, as the required SOCev. On the other hand, the total consumed SOC of the specific section X in Example 1 is 20 Wh. Therefore, if the three sections in Example 1 are combined into one, the consumed SOC according to the driving energy E of the combined section will be 20 Wh, and this 20 Wh will be treated as the required SOCev. As such, if a regeneration section is included in some of the basic sections that make up the specific section X, performing the integration process may make it difficult to secure in advance an appropriate required SOCev.

[0027] The above description of Example 1 also applies to Examples 2 and 3. As described above, when multiple basic sections that make up the specific section X are combined, it becomes difficult to capture peaks in the increase or decrease in the section driving energy E(SOC). More specifically, when more sections are combined, the number of peaks reflected in the combined section becomes smaller.

[0028] In view of the above-mentioned problems, in the information generation process of this embodiment, the above-mentioned integration process is not performed on sections (basic sections) included in the specific section X among the multiple sections (more specifically, multiple basic sections) included in the prefetch information. That is, one or more basic sections corresponding to the specific section X remain as the basic section obtained from the basic section information. More specifically, integration is not performed between multiple basic sections within the specific section X. Furthermore, integration is not performed between one or more basic sections within the specific section X and one or more basic sections outside the specific section X that are consecutive to the one or more basic sections.

[0029] 3 is a flowchart showing an example of the flow of information generation processing for read-ahead information according to an embodiment of the present invention. The processing of this flowchart is repeatedly executed while the hybrid system of the vehicle 1 is running (system ON).

[0030] In step S100, the navigation ECU (or simply ECU) 24 determines whether or not route guidance has been set by the driver of the vehicle 1. Whether or not route guidance has been set is one of the execution conditions for the driving switching control (start conditions for driving assistance) described above. As a result, if route guidance has been set (step S100; Yes), the process proceeds to step S102. Note that the determination result in step S100 may be Yes not only when route guidance has been set, but also, for example, when the navigation ECU 24 has been able to estimate a route.

[0031] In step S102, the ECU 24 determines whether or not the timing to update the look-ahead information has arrived based on the above-mentioned predetermined cycle. If the timing to update has arrived (step S102; Yes), the process proceeds to step S104. On the other hand, if the timing to update has not arrived (step S102; No), the process returns to step S100.

[0032] In step S104, the ECU 24 acquires basic section information (e.g., section information for each intersection) for each basic section included in the planned travel route PR ahead of the vehicle 1. The basic section information includes, for example, traffic information, regulation information, and road load information for each basic section. Also, in step S104, the ECU 24 assigns the section number of the section to which the current position of the vehicle 1 belongs (i.e., the current section) to the starting section number. Thereafter, the process proceeds to step S106.

[0033] In step S106, the ECU 24 calculates the section number n of the nth section to be compared with the starting section (the current section of the vehicle 1 for the first time) as the sum of the starting section number and 1. Thereafter, the process proceeds to step S108.

[0034] In step S108, the ECU 24 determines whether or not the condition that neither the starting section nor the n section is a specific section X is satisfied. Whether or not this condition is satisfied is determined, for example, based on the state of a BEV flag. The BEV flag is a flag that is set to 1 if a certain section is a specific section X and is set to 0 if the section is not a specific section X.

[0035] If neither the starting section nor the n section is a specific section X (step S108; Yes), the process proceeds to step S110. On the other hand, if at least one of the starting section and the n section is a specific section X (step S108; No), the process proceeds to step S116.

[0036] In step S110, the ECU 24 determines whether the road types of the starting section and the n section are the same (for example, a general road or an expressway). If the road types of the starting section and the n section are the same (step S110; Yes), the process proceeds to step S112. On the other hand, if the road types of the starting section and the n section are different (step S110; No), the process proceeds to step S116.

[0037] In step S112, the ECU 24 determines whether the difference in road load (required road power PW) between the starting section and section n is equal to or less than a predetermined threshold. If the difference in road load is equal to or less than the threshold (step S112; Yes), the process proceeds to step S114. On the other hand, if the difference in road load is greater than the threshold (step S112; No), the process proceeds to step S116.

[0038] In step S114, the ECU 24 increments the section number n. Thereafter, the process returns to step S108. That is, after the process proceeds to step S114, the determinations of steps S108 to S112 are executed again for the section next to the n section before the increment in the process of step S114 and the starting section. This process is repeatedly executed while incrementing n until the determination result of any of steps S108 to S112 becomes No. As a result, the last basic section that is the section beyond the starting section and that satisfies all three conditions of steps S108 to S112 is identified.

[0039] In step S116, the ECU 24 executes the above-described integration process for the multiple basic sections from the starting point to the (n-1)th. More specifically, the section information after integration by the integration process is generated as follows, taking into account, for example, the weight of the length of each basic section to be integrated. That is, the vehicle speed of the integrated section is generated so as to be equal to the value obtained by dividing the sum of the lengths of each basic section to be integrated by the sum of the times (length ÷ vehicle speed) of each basic section. The length of the integrated section is generated so as to be equal to the sum of the lengths of each basic section to be integrated. The road load (required driving power PW) of the integrated section is generated so as to be equal to the sum of the values ​​obtained by dividing the product of the road load and time (length ÷ vehicle speed) of each basic section to be integrated by the time (length ÷ vehicle speed) of each basic section. In addition, the road type of the starting section is used as the road type of the integrated section. The regulation information of the starting section is used as the regulation information of the integrated section.

[0040] In step S118 following step S116, the ECU 24 changes the starting section to the nth section. Next, in step S120, the ECU 24 determines whether the nth section is the final section. The final section here refers to the final section of the basic section that is the target of the current look-ahead information. If the determination result is No, the process returns to step S106.

[0041] On the other hand, if the determination result in step S120 is Yes, that is, if the necessary integration process has been completed for all basic sections included in the current look-ahead information, the process proceeds to step S122. In addition, if the process proceeds to step S122, the currently generated (updated) look-ahead information is transmitted to the vehicle control ECU 22.

[0042] In step S122, the ECU 24 determines whether a termination condition for generating the look-ahead information is met. The termination condition may be, for example, that the vehicle 1 has arrived at the destination, that an abnormality has occurred in the system of the vehicle 1, or that the route guidance has been stopped. If the termination condition is not met (step S122; No), the process returns to step S102. On the other hand, if the termination condition is met (step S122; Yes), the process shown in FIG. 3 ends.

[0043] 3, the comparison between the starting section and the nth section regarding whether or not to merge may take into account not only the road type and the traffic load but also, for example, the traffic congestion situation (for example, the degree of traffic congestion). Also, for example, even if the conditions for merging related to these aspects are met, if the length of the section becomes equal to or greater than a predetermined threshold, the process may be executed so that the merging process is not performed.

[0044] 3, section integration can be appropriately performed based on the road type and road load. Section integration is not performed for basic sections included in specific section X. This makes it possible to accurately determine the required energy Eev required for BEV driving in specific section X, while integrating sections (more specifically, basic sections) that are the subject of look-ahead information.

[0045] 4. Other examples of prefetching information generation According to the process shown in FIG. 3, if a basic section corresponds to a specific section X, the basic section is excluded from the integration process regardless of its length. However, if the length of the basic section is short, the prediction error of the running load (in other words, the estimation error of the required running power PW) is likely to be large. Therefore, if the length of the basic section constituting the specific section X is short (for example, several meters or several tens of meters), not integrating this basic section may exacerbate the prediction error of the running load (additional problem A).

[0046] More specifically, Figure 4 is a diagram illustrating additional problem A related to the generation of look-ahead information. For example, when two basic sections A1 and A2 having the same elevation difference but different lengths are compared as shown in Figure 4, the road gradient of basic section A2, which is shorter than basic section A1, is greater. Therefore, when predicting the road load from the road gradient based on information about the elevation difference, a short basic section will exacerbate the deviation in the predicted road load.

[0047] In view of the above-mentioned additional problem A, in another example of the "information generation processing," when a short section (i.e., a short basic section) whose length is less than a predetermined threshold TH1 is included within a specific section X, the navigation ECU 24 performs section integration using an integration process on multiple consecutive basic sections including the short section so that the length of the multiple consecutive basic sections including the short section is equal to or greater than the threshold TH1.

[0048] 5 is a diagram for explaining the setting of the BEV flag according to the embodiment. When a plurality of consecutive basic sections are combined as described above, if the relationship between the basic sections before the combination is as shown in FIG. 5 between basic sections B1 and B2, the following additional problem B occurs. That is, if the information on the BEV flag of basic section B2, which is the section ahead in the vehicle travel direction, is used as the BEV flag of section C after the combination, section C after the combination will no longer be regarded as specific section X. This means that the specific section X will become shorter as a result of the combination of sections (additional problem B).

[0049] In consideration of the above-mentioned additional problem B, in another example of the "information generation process," the navigation ECU 24 sets the section after section integration of the above-mentioned "plurality of consecutive basic sections" as the specific section X. Specifically, in the example of basic sections B1 and B2 shown in FIG. 5, the BEV flag of the integrated section C is set to 1 as shown in the figure. Therefore, section C is set as the specific section X.

[0050] Fig. 6 is a flowchart showing another example of the flow of the information generation process for prefetching information according to the embodiment. Below, differences between the process of this flowchart and the process shown in Fig. 3 will be described. The process of this flowchart is executed, for example, after the process shown in Fig. 3 described above is executed.

[0051] 6, after the processing of step S106, the processing proceeds to step S200. In step S200, the navigation ECU 24 determines whether the length D1 of the starting section (the current section at the first time) is less than a predetermined threshold TH1. That is, it is determined whether the starting section corresponds to a "short section with a length D1 less than the threshold TH1."

[0052] If the length D1 of the starting section is equal to or greater than the threshold value TH1 (step S200; No), the process proceeds to step S202. In step S202, the ECU 24 changes the starting section to the nth section. Next, in step S204, the ECU 24 determines whether the nth section is the final section. If the determination result is No, the process returns to step S106. On the other hand, if the determination result is Yes, the process proceeds to step S122.

[0053] On the other hand, if the length D1 of the starting section is less than the threshold value TH1 (step S200; No), the process proceeds to step S206. In step S206, ECU 24 calculates the length D2 of the section from the starting point to the nth section. For example, if the nth section (i.e., the nth section) is the next section (the section one section ahead) of the starting section, the sum of the length D1 of the starting section and the length of the nth section is calculated as length D2. Also, for example, if the nth section is the section two sections ahead of the starting section, the sum of the length D1 of the starting section, the length of the n-1th section, and the length of the nth section is calculated as length D2.

[0054] In step S208 following step S206, the ECU 24 determines whether the length D2 is equal to or greater than the threshold value TH1. If the length D2 is less than the threshold value TH1 (step S208; No), the process proceeds to step S210. On the other hand, if the length D2 is equal to or greater than the threshold value TH1 (step S208; Yes), the process proceeds to step S212.

[0055] In step S210, n is incremented. Then, the process returns to step S206. In step S212, the ECU 24 executes the above-described integration process for the multiple basic sections from the starting point to the nth basic section. More specifically, similar to the process in step S116, the section information after integration by the integration process is generated, for example, taking into account weights based on the lengths of the basic sections to be integrated. Then, the process proceeds to step S214.

[0056] In step S214, the ECU 24 determines whether at least one of the multiple basic sections from the starting section to section n corresponds to the specific section X. If the determination result is Yes, then in step S216, the ECU 24 sets the BEV flag of the integrated section after being integrated in step S212 to 1. That is, the integrated section (as a whole) is set to the specific section X. Thereafter, the process proceeds to step S218. If the determination result in step S214 is No, the process proceeds directly to step S218.

[0057] In step S218, the ECU 24 changes the starting section to the (n+1)th section. Next, in step S220, the ECU 24 determines whether the (n+1)th section is the final section. If the determination result is No, the process returns to step S106. On the other hand, if the determination result is Yes, the process proceeds to step S122.

[0058] 6, if a short section (i.e., a short basic section) with a length less than a predetermined threshold TH1 is included in the specific section X, the contiguous basic sections including the short section are integrated by an integration process so that the lengths of the contiguous basic sections including the short section are equal to or greater than the threshold TH1. In this way, by applying the integration process to a short basic section included in the specific section X, it is possible to reduce errors in the prediction of the road load.

[0059] 6, the section after the section integration of the above-mentioned "plurality of consecutive basic sections" is performed is set as a specific section X. This makes it possible to prevent the specific section X from becoming shorter due to the execution of the section integration. [Explanation of symbols]

[0060] 1 vehicle, 10 power train, 12 internal combustion engine, 14 electric motor, 16 battery, 20 control device, 22 vehicle control ECU, 24 navigation ECU, 26 sensors, 30 HMI device

Claims

1. a powertrain capable of hybrid driving and power generation through cooperation between an internal combustion engine and one or more electric motors, and electric driving performed by the one or more electric motors without operating the internal combustion engine; a battery that exchanges power with the powertrain; A control device for controlling a vehicle comprising: an information generation process for generating look-ahead information regarding a plurality of sections included in a planned travel route of the vehicle; a travel planning process that generates a travel plan that switches between the electric traveling and the hybrid traveling based on the look-ahead information so that a remaining charge in the battery necessary to travel the specific section where electric traveling is recommended by the electric traveling is ensured before entering the specific section and the electric traveling is performed in the specific section; and Run the information generation process includes an integration process of integrating some of the plurality of sections based on a road type and a traffic load, In the information generation process, the control device does not execute the section integration process for sections included in the specific section among the plurality of sections. Vehicle control device.

2. A powertrain capable of hybrid driving and power generation through cooperation between an internal combustion engine and one or more electric motors, and electric driving performed by the one or more electric motors without operating the internal combustion engine; a battery that exchanges power with the powertrain; A control device for controlling a vehicle comprising: an information generation process for generating look-ahead information regarding a plurality of sections included in a planned travel route of the vehicle; a travel planning process that generates a travel plan that switches between the electric traveling and the hybrid traveling based on the look-ahead information so that a remaining charge in the battery necessary to travel the specific section where electric traveling is recommended by the electric traveling is ensured before entering the specific section and the electric traveling is performed in the specific section; and Run the information generation process includes an integration process of integrating some of the plurality of sections based on a road type and a traffic load, In the information generation process, the control device If the specific section does not include a short section having a length less than the threshold, the section integration process is not performed on the sections included in the specific section among the plurality of sections; If the short section is included in the specific section, the section integration process is performed on the consecutive sections so that the length of the consecutive sections including the short section is equal to or greater than the threshold. Vehicle control device.

3. In the information generation process, the integrated section after the section integration process is performed on the plurality of consecutive sections is set as the specific section. The vehicle control device according to claim 2.

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