Vehicle-mounted control devices

Abstract

To make travel load in a travel section to a proper value.SOLUTION: An on-vehicle control device calculates a section travel load during each travel section on the basis of section information such as incline per travel section using map information and vehicle speed. The on-vehicle control device regards, when a travel history exists in the travel section, a real travel load required when actually traveling as the section travel load, and calculates, when no travel history exists in the travel section, the section travel load by multiplying the travel load calculated on the basis of the section information by correction coefficient calculated from the real travel load regarding the travel section with a travel history and the travel load on the basis of the section information.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present disclosure relates to an in-vehicle control device, and more particularly, to an in-vehicle control device that calculates the section driving load of each driving section based on section information such as the gradient and driving vehicle speed for each driving section using map information.

Background Art

[0002] Conventionally, as this type of in-vehicle control device, predicted driving load information is stored in a map information database for each driving section, and based on the driving load of each section on the driving route, the engine is operated for each section to drive in a hybrid driving section or drive with a motor in a state where the engine is stopped. A driving support plan for allocating an electric driving section has been proposed (see, for example, Patent Document 1). In this device, the section including the destination of the driving route is allocated to an electric priority section as an electric driving section, and the remaining sections other than the electric priority section on the driving route are allocated to a hybrid driving section or an electric driving section based on the driving load and the remaining amount of the secondary battery.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, in the above-described in-vehicle control device, when there is a deviation between the actual driving load and the predicted driving load when driving through a driving section, the remaining amount of the battery may be insufficient for driving to the destination, or the remaining amount of the battery may become excessive. In this case, an appropriate driving support plan cannot be created.

[0005] The main object of the in-vehicle control device of the present disclosure is to make the driving load of the driving section a more appropriate value. [Means for solving the problem]

[0006] The in-vehicle control device of this disclosure employs the following means to achieve the main objective described above.

[0007] The in-vehicle control device disclosed herein is An on-board control device that uses map information to calculate the section driving load for each driving section based on section information such as the gradient and vehicle speed for each driving section, For sections with a history of travel, the actual travel load incurred during the actual travel is defined as the travel load for that section. For sections where there is no driving history, a correction factor is applied. It is characterized by the following:

[0008] The in-vehicle control device of this disclosure calculates the section driving load for each driving section based on section information such as the gradient and vehicle speed for each driving section, using map information. In this case, for driving sections with a driving history, the actual driving load incurred when the vehicle was actually driven is used as the section driving load. For driving sections without a driving history, a correction coefficient is applied. This makes it possible to obtain a more appropriate section driving load compared to when the driving load calculated based on section information is used as the section driving load.

[0009] In the in-vehicle control device of this disclosure, the correction coefficient may be calculated for driving sections with a driving history based on the actual driving load and the driving load based on the section information, and for driving sections without a driving history, the section driving load may be calculated by multiplying the driving load calculated based on the section information by the correction coefficient. In this way, the correction coefficient can be made to match the driver's driving history, and a more appropriate section driving load can be obtained.

[0010] In the in-vehicle control device of this disclosure, the correction coefficient may be calculated according to the road type of the driving section. In this case, the section driving load is calculated using a correction coefficient according to the road type, so that the section driving load can be set to a more appropriate value. Examples of road types include whether it is a general road or an expressway, or whether it is an urban area or a suburban area.

[0011] In the in-vehicle control device of this disclosure, for congested sections among the sections for which there is no driving history, the driving load calculated based on the section information without using the correction coefficient may be used as the section driving load. This is because the correction coefficient cannot be said to be appropriate in congested sections.

[0012] In the in-vehicle control device of this disclosure, for driving sections where there is no driving history and the driving load calculated based on the section information is a negative value, the driving load calculated based on the section information may be used as the section driving load without using the correction coefficient. This is because in driving sections where the driving load is a negative value, undesirable conditions may occur, such as inappropriate prediction of battery charging.

[0013] In the in-vehicle control device of this disclosure, it may be installed in an electrically powered vehicle having an engine, a drive motor, a battery that supplies power to the motor, and map information, and may create a driving support plan using the section driving load to plan whether to drive in CD mode or CS mode for each driving section included in the driving route to the destination, and may perform driving support control to control the engine and the motor to drive according to the driving support plan. In this case, a more appropriate driving support plan can be created and driving support control can be performed more appropriately. In this case, the section driving load using the correction coefficient may be used when the driving route includes an electric driving area where the vehicle is driven by the motor with the engine stopped. This is because it is preferable to create a more accurate driving support plan when the driving route includes an electric driving area. [Brief explanation of the drawing]

[0014] [Figure 1] This is a block diagram showing an example of a hybrid vehicle 20 equipped with an in-vehicle control device as one embodiment of the present disclosure, with the hybrid ECU 50 as the central block. [Figure 2] This flowchart shows an example of driving assistance control performed by the hybrid ECU50. [Figure 3] This is a flowchart showing an example of a section-based load calculation process. [Figure 4] A flowchart showing an example of a modified driving assistance control system. [Modes for carrying out the invention]

[0015] Next, embodiments for implementing this disclosure will be described. Figure 1 is a block diagram showing an example of a hybrid vehicle 20 equipped with an on-board control device as one embodiment of this disclosure, centered on a hybrid electronic control unit (hereinafter referred to as hybrid ECU) 50. The hybrid ECU 50 corresponds to the on-board control device. As shown in the figure, the hybrid vehicle 20 of the embodiment is equipped with an engine EG and a motor MG as power sources. The hybrid vehicle 20 of the embodiment operates by switching between two driving modes: CD mode (Charge Depleting mode), which prioritizes electric driving to reduce the battery 40's state of charge (SOC), and CS mode (Charge Sustaining mode), which uses electric driving and hybrid driving in combination to maintain the battery 40's SOC at a target level. Electric driving is a mode in which the vehicle is driven only by power from the motor MG with the engine EG stopped, while hybrid driving is a mode in which the vehicle is driven by power from both the engine EG and the motor MG.

[0016] In addition to the power source, the hybrid vehicle 20 of this embodiment is equipped with an ignition switch 21, GPS (Global Positioning System, Global Positioning Satellite) 22, an onboard camera 24, a millimeter-wave radar 26, an acceleration sensor 28, a vehicle speed sensor 30, an accelerator sensor 32, a brake sensor 34, a mode switching switch 36, a battery actuator 38, a battery 40, an electronic control unit for air conditioning (hereinafter referred to as air conditioning ECU) 42, an air conditioning compressor 44, a hybrid ECU 50, an accelerator actuator 60, a brake actuator 62, a brake device 64, a display device 66, a driving status indicator 67, a meter 68, a DCM (Data Communication Module) 70, a navigation system 80, and the like.

[0017] GPS22 is a device that detects the vehicle's position based on signals transmitted from multiple GPS satellites. The on-board camera24 is a camera that takes images of the area around the vehicle, such as a front camera that takes images of the area in front of the vehicle and a rear camera that takes images of the area behind the vehicle. The millimeter-wave radar26 detects the distance and relative speed between the vehicle and the vehicle in front, and the distance and relative speed between the vehicle and the vehicle behind.

[0018] The acceleration sensor 28 is a sensor that detects, for example, the acceleration of the vehicle in the longitudinal direction or the acceleration of the vehicle in the lateral direction. The vehicle speed sensor 30 detects the vehicle speed based on the wheel speed, etc. The accelerator sensor 32 detects the accelerator opening degree, etc., according to the amount the driver depresses the accelerator pedal. The brake sensor 34 detects the brake position, etc., as the amount the driver depresses the brake pedal. The mode selector switch 36 is located near the steering wheel in the driver's seat and is a switch for switching between CD mode and CS mode.

[0019] The battery actuator 38 detects the state of the battery 40, such as the voltage between terminals, the charge / discharge current, and the battery temperature, and manages the battery 40 based on these. The battery actuator 38 may calculate the state of charge SOC as the ratio of the remaining charge capacity to the total charge capacity based on the charge / discharge current, or calculate the maximum allowable output power (output limit Wout) that may be output from the battery 40 or the maximum allowable input power (input limit Win) that may be input to the battery 40 based on the state of charge SOC, the battery temperature, etc. The battery 40 is configured as a rechargeable secondary battery, and for example, a lithium-ion battery, a nickel-metal hydride battery, a lead-acid battery, etc. can be used.

[0020] The air conditioner ECU 42 is configured as a microcomputer centered around a CPU (not shown), and in addition to the CPU, includes a ROM, a RAM, a flash memory, an input port, an output port, a communication port, etc. The air conditioner ECU 42 is incorporated in an air conditioning device that air-conditions the passenger compartment, and drives and controls the air conditioner compressor 44 in the air conditioning device so that the temperature of the passenger compartment becomes the set temperature.

[0021] The engine EG is configured as, for example, an internal combustion engine. The motor MG is configured as an electric motor that also functions as a generator such as a synchronous motor-generator. The motor MG is connected to the battery 40 via an inverter (not shown), and can output driving force using the power supplied from the battery 40 or charge the battery 40 with the generated power.

[0022] The hybrid ECU 50, although not shown in the diagram, is configured as a microcomputer centered around a CPU, and in addition to the CPU, it includes ROM, RAM, flash memory, input ports, output ports, and communication ports. The hybrid ECU 50 sets the driving mode and, based on the set driving mode, the accelerator opening from the accelerator sensor 32, the brake position from the brake sensor 34, and the output and input limits from the battery actuator 38, sets the target operating point of the engine EG (target rotational speed and target torque) and the torque command of the motor MG. Note that the hybrid ECU 50 does not start when the accessory is on, but starts when the dashcam is on.

[0023] When the hybrid ECU 50 is driving on electric power, it sets the required driving force and power based on the accelerator opening from the accelerator sensor 32 and the vehicle speed from the vehicle speed sensor 30, sets a torque command for the motor MG to output the required driving force and power to the vehicle, and transmits the set torque command to the accelerator actuator 60. When the hybrid ECU 50 is driving in hybrid mode, it sets the target driving point of the engine EG and the torque command for the motor MG to output the required driving force and power to the vehicle, and transmits the target driving point and torque command to the accelerator actuator 60. Furthermore, when the brake pedal is pressed, the hybrid ECU 50 sets the required braking force based on the brake position from the brake sensor 34 and the vehicle speed from the vehicle speed sensor 30, sets a regenerative torque command for regenerative control of the motor MG based on the required braking force and vehicle speed, and sets a target braking force for the braking system, transmits the torque command to the accelerator actuator 60, and transmits the target braking force to the brake actuator 62.

[0024] The accelerator actuator 60 drives and controls the engine EG and motor MG according to the target driving point and torque command set by the hybrid ECU 50. The accelerator actuator 60 controls the intake air volume, fuel injection, ignition, and intake valve opening and closing timing so that the engine EG operates at the target driving point (target rotational speed and target torque). In addition, the accelerator actuator 60 controls the switching of the switching elements in the inverter that drives the motor MG so that the motor MG outputs torque corresponding to the torque command.

[0025] The brake actuator 62 controls the brake device 64 so that a target braking force set by the hybrid ECU 50 is applied to the vehicle by the brake device 64. The brake device 64 is configured, for example, as a hydraulically driven friction brake.

[0026] The display device 66 is, for example, integrated into the installation panel in front of the driver's seat and displays various information and also functions as a touch panel. The driving status indicator 67, although not shown, has an EV indicator and an HV indicator. When the vehicle is running on the motor, the EV indicator lights up and the HV indicator turns off, and when the vehicle is running in hybrid mode, the EV indicator turns off and the HV indicator lights up. The meter 68 is, for example, integrated into the installation panel in front of the driver's seat.

[0027] The DCM (Data Communication Module) 70 transmits information about its own vehicle to the traffic information management center 100 and receives road traffic information from the traffic information management center 100. Information about the own vehicle may include, for example, its location, speed, power, and driving mode. Road traffic information may include, for example, information about current and future congestion, current average speed and predicted future average speed for sections of the driving route, traffic regulations, weather, road surface conditions, and map information. The DCM 70 communicates with the traffic information management center 100 at predetermined intervals (for example, every 30 seconds, every minute, every two minutes, etc.).

[0028] The navigation system 80 is a system that guides the vehicle to a set destination and comprises a display unit 82 and a map information database 84. The display unit 82 is a functional block that has the function of displaying the route to the destination and the vehicle's position on the display device 66 based on map information. The navigation system 80 communicates with the traffic information management center 100 via a DCM (Data Communication Module) 70. When a destination is set, the navigation system 80 sets a route based on the destination information, the current location (the current position of the vehicle) information obtained by GPS 22, and the information stored in the map information database 84. The navigation system 80 then communicates with the traffic information management center 100 at predetermined intervals (for example, every 3 minutes or every 5 minutes) to obtain road traffic information and provides route guidance based on the road traffic information. The map information stored in the map information database 84 includes not only map data but also road gradients, road types, elevations, etc. for each driving section.

[0029] When providing route guidance, the navigation system 80 generates predictive information based on the road traffic information acquired from the traffic information management center 100 each time (or at predetermined intervals) the information on each driving section within the driving route, information on driving load, the vehicle's speed, the vehicle's power, the vehicle's driving mode, etc., and transmits this information to the hybrid ECU 50. The predictive information also includes information on the vehicle itself, such as its position, speed, power, and driving mode, as well as information on current and future congestion, information on the current average speed and predicted future average speed for sections along the driving route, information on traffic regulations, weather information, road surface conditions, and map information.

[0030] Next, we will explain the operation of the hybrid ECU 50 in the hybrid vehicle 20 configured in this way, particularly its operation when creating a driving support plan and executing driving support control when a driving route is set in conjunction with the setting of a destination. Figure 2 is a flowchart showing an example of driving support control performed by the hybrid ECU 50. This flowchart is executed after the ignition switch 21 is turned on.

[0031] In the driving assistance control system, the first step is to determine whether or not it is possible to perform the driving assistance control (step S100). Driving assistance control cannot be performed when route guidance cannot be properly provided, such as when there is a malfunction in the navigation system 80 or the GPS 22. When the battery temperature is low, the output limit Wout, which is the maximum allowable output power that can be output from the battery 40, becomes small, and even when driving in CD mode, the engine EG may start frequently, making it impossible to drive properly in CD mode. In step S100, it is determined whether or not it is possible to perform the driving assistance control due to these circumstances. If it is determined in step S100 that it is not possible to perform the driving assistance control, the system waits until it becomes possible to perform the driving assistance control.

[0032] If it is determined in step S100 that driving support control can be executed, it is determined whether or not the lookup information transmitted from the navigation system 80 has been updated (step S110). If it is determined that the lookup information has been updated, the lookup information is acquired (step S120). Next, the driving load (section driving load) D3 for each driving section up to the control end section (destination) is calculated (step S130). This calculation of the section driving load D3 for each driving section is performed by the section driving load calculation process illustrated in Figure 3. The section driving load calculation process will be described later.

[0033] The section driving load D3 for each driving section up to the control end section is calculated, and a driving support plan is created using this section driving load D3 (step S140). The driving support plan can be created, for example, by calculating the energy consumption E(n) for each driving section of the driving route from the current location to the control end section (destination) and the total energy Esum as its sum, and if the total energy Esum is less than or equal to the remaining battery 40, assigning CD mode to all driving sections, and if the total energy Esum is greater than the remaining battery 40, assigning the driving sections belonging to the electric driving area to CD mode and calculating the sum of the energy consumption En for those driving sections, rearranging the driving sections that do not belong to the electric driving area in descending order of section driving load D3(n), and assigning them to CD mode in descending order of section driving load D3 until the sum of the energy consumption En for the assigned driving sections exceeds the remaining battery 40, and assigning the remaining driving sections to CS mode.

[0034] Then, the driving mode is controlled according to the driving support plan (step S150), and it is determined whether or not the control termination condition has been met (step S160). If it is determined that the control termination condition has not been met, the process returns to determining whether or not the driving support control can be executed in step S100. If it is determined that the control termination condition has been met, the driving support control is terminated.

[0035] Next, the section travel load calculation process shown in Figure 3 will be explained. In the section travel load calculation process, first, it is determined whether or not there is a history of travel (travel history) for the target travel section (step S200). If it is determined that there is a travel history, the travel load (actual travel load) D2 from the previous travel is set as the section travel load D3 (step S210), and this process is terminated.

[0036] If it is determined in step S200 that there is no driving history, the driving load D1 is calculated based on the driving section information (section information: gradient, average speed, driving resistance, distance, etc.) and vehicle weight (step S220). Next, it is determined whether the calculated driving load D1 is a negative value (downhill) or not (step S230), and whether the target driving section is congested or not (step S240). If it is determined that the driving load D1 is not a negative value and the target driving section is not congested, a correction coefficient k is set based on the road type (steps S250~S280). Specifically, when the road type is an expressway, the coefficient kh is set to the correction coefficient k (step S260), when the road type is an urban general road, the coefficient ku is set to the correction coefficient k (step S270), and when the road type is a suburban general road, the coefficient ks is set to the correction coefficient k (step S280). The coefficients kh, ku, and ks can be the average value or learned value of the ratio (D2 / D1) between the actual driving load D2 of a driving section with a driving history and the driving load D1 calculated for that driving section based on section information, etc., on expressways, general roads in urban areas, and general roads in suburban areas. Then, the section driving load D3 is calculated by multiplying the driving load D1 by the correction coefficient k (k=1) (step S300), and this process ends. By calculating the section driving load D3 in this way, the discrepancy between the actual driving load D2 and the driving load D1 calculated based on section information, etc. can be reduced, and the driving load of the driving section (section driving load) can be made more appropriate.

[0037] If it is determined in step S230 that the driving load D1 is a negative value (downhill) or if it is determined in step S240 that the target driving section is congested, the correction coefficient k is set to a value of 1 (step S290), the driving load D1 is multiplied by the correction coefficient k (k=1) to calculate the section driving load D3 (step S300), and this process is terminated. In this case, the driving load D1 is set as the section driving load D3, so if it is determined that the driving load D1 is a negative value (downhill) or if it is determined that the target driving section is congested, this is equivalent to setting the driving load D1 as the section driving load D3 without using the correction coefficient k. Setting the driving load D1 as the section driving load D3 when it is determined in step S230 that the driving load D1 is a negative value (downhill) is to prevent the battery 40 from having an excessive charge when the driving support plan is executed and the destination is reached. Furthermore, when it is determined in step S240 that the target driving section is congested, the driving load D1 is changed to the section driving load D3 because the correction coefficient k, which takes into account the actual driving load D2, cannot be said to be appropriate in a congested driving section.

[0038] In the hybrid ECU 50 of the hybrid vehicle 20 of the embodiment described above, for driving sections with a driving history, the driving load when actually driving (actual driving load D2) is used as the section driving load D3. For driving sections without a driving history, the section driving load D3 is calculated by multiplying the driving load D1 by a correction coefficient k based on the actual driving load D2 in the driving section with a driving history and the driving load D1 calculated for that driving section based on section information, etc. This makes it possible to obtain a more appropriate section driving load D3 compared to when the driving load D1 calculated based on section information is used as the section driving load D3. Moreover, since the correction coefficient k is set according to the road type, an even more appropriate section driving load D3 can be obtained. Furthermore, since a driving support plan is created using this section driving load D3 and driving support control is performed, a more appropriate driving support plan can be created and driving support control can be executed more appropriately.

[0039] In the hybrid ECU 50 of the hybrid vehicle 20 of the embodiment, when the driving load D1 is a negative value (downhill), the driving load D1 is set to the section driving load D3 without using a correction coefficient k. However, even when the driving load D1 is a negative value (downhill), the section driving load D3 may be calculated by multiplying the driving load D by a correction coefficient k based on the road type.

[0040] In the hybrid ECU 50 of the hybrid vehicle 20 of the embodiment, when the target driving section is congested, the driving load D1 is set to the section driving load D3 without using a correction coefficient k. However, even when the target driving section is congested, the section driving load D3 may be calculated by multiplying the driving load D by a correction coefficient k based on the road type.

[0041] In the hybrid ECU 50 of the hybrid vehicle 20 of this embodiment, for driving sections without a driving history, the section driving load D3 is calculated by multiplying the driving load D by a correction coefficient k based on the road type. However, the section driving load D3 may be calculated by multiplying the driving load D by a correction coefficient k of the same value regardless of the road type.

[0042] In the hybrid ECU 50 of the hybrid vehicle 20 of the embodiment, the section driving load D3 is calculated by multiplying the driving load D by a correction coefficient k, regardless of whether or not the driving path includes an electric driving area. However, the section driving load D3 may be calculated by multiplying the driving load D by a correction coefficient k only when the driving path includes an electric driving area. An example of driving support control in this case is shown in Figure 4. In the driving support control of Figure 4, after acquiring lookahead information, it is determined whether or not there is an electric driving area in the driving path (step S122), and if it is determined that there is an electric driving area in the driving path, the section driving load D3 for each driving section up to the control end section is calculated using a correction coefficient k according to the road type, similar to the driving support control of Figure 2 (step S130), and a driving support plan is created (step S140). On the other hand, if it is determined in step S122 that there is no electric driving area in the driving path, for each driving section up to the control end section, the actual driving load D2 is set as the section driving load D3 for driving sections with a driving history, and the driving load D1 calculated based on section information, etc., is set as the section driving load D3 for driving sections without a driving history (step S124), and a driving support plan is created using these section driving loads D3 (step S140). In this way, when an electric driving area is included in the driving path, a correction coefficient k is multiplied by the driving load D to calculate the section driving load D3 and create a driving support plan, thereby creating a more appropriate driving support plan when an electric driving area is included in the driving path.

[0043] The correspondence between the main elements of the embodiment and the main elements of the invention described in the section on means for solving the problem will be explained. In the embodiment, the hybrid electronic control unit 50 corresponds to the "on-board control device".

[0044] Furthermore, the correspondence between the main elements of the embodiment and the main elements of the invention described in the section on means for solving the problem is merely an example to specifically explain the form in which the embodiment implements the invention described in the section on means for solving the problem, and does not limit the elements of the invention described in the section on means for solving the problem. In other words, the interpretation of the invention described in the section on means for solving the problem should be based on the description in that section, and the embodiment is merely one specific example of the invention described in the section on means for solving the problem.

[0045] Although the present disclosure has been described above using embodiments, the present disclosure is not limited in any way to these embodiments, and can of course be implemented in various forms without departing from the gist of the present disclosure. [Industrial applicability]

[0046] This disclosure can be used in industries such as the manufacturing of in-vehicle control devices. [Explanation of symbols]

[0047] 20 Hybrid vehicle, 21 Ignition switch, 22 GPS, 24 Onboard camera, 26 Millimeter-wave radar, 28 Acceleration sensor, 30 Vehicle speed sensor, 32 Accelerator sensor, 34 Brake sensor, 36 Mode selector switch, 38 Battery actuator, 40 Battery, 42 Air conditioning electronic control unit (Air conditioning ECU), 44 Air conditioning compressor, 50 Hybrid electronic control unit (Hybrid ECU), 60 Accelerator actuator, 62 Brake actuator, 64 Brake system, 66 Display device, 67 Driving status indicator, 68 Meter, 70 DCM, 80 Navigation system, 82 Display unit, 84 Map information database, 100 Traffic information management center, EG Engine, MG Motor.

Claims

1. An on-board control device that uses map information to calculate the section driving load for each driving section based on section information such as the gradient and vehicle speed for each driving section, For sections with a history of travel, the actual travel load incurred during the actual travel is defined as the travel load for that section. For sections without a driving history, the driving load calculated based on the section information is multiplied by a correction coefficient obtained based on the actual driving load for sections with a driving history and the driving load based on the section information to obtain the section driving load. For congested sections among the sections for which there is no driving history, the driving load calculated based on the section information without using the correction coefficient shall be used as the driving load for that section. An in-vehicle control device characterized by the following features.

2. The in-vehicle control device according to Claim 1, The correction coefficient is calculated according to the type of road in the travel section. In-vehicle control device.

3. An on-board control device that uses map information to calculate the section driving load for each driving section based on section information such as the gradient and vehicle speed for each driving section, For sections with a history of travel, the actual travel load incurred during the actual travel is defined as the travel load for that section. For sections without a driving history, the driving load calculated based on the section information is multiplied by a correction coefficient obtained based on the actual driving load for sections with a driving history and the driving load based on the section information to obtain the section driving load. For sections of travel where there is no travel history and the travel load calculated based on the section information is a negative value, the travel load calculated based on the section information without using the correction coefficient shall be used as the travel load for that section. An in-vehicle control device characterized by the following features.

4. The in-vehicle control device according to claim 3, The correction coefficient is calculated according to the type of road in the travel section. In-vehicle control device.

5. An in-vehicle control device according to any one of claims 1 to 4, It is mounted on an electric-powered vehicle having an engine, a motor for driving, a battery that supplies power to the motor, and the map information, Using the aforementioned section driving load, a driving support plan is created to determine whether to drive in CD mode or CS mode for each driving section included in the driving route to the destination, and driving support control is executed to control the engine and motor to drive according to the driving support plan. In-vehicle control device.

6. The in-vehicle control device according to claim 5, When the aforementioned travel path includes an electric travel section where the motor is used while the engine is stopped, the section travel load using the correction coefficient is used. In-vehicle control device.

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