JP2023006488A - Hybrid automobile - Google Patents

Abstract

To more properly generate a travel support plan even in a case where a load weight, the number of occupants and a degree of acceleration-deceleration are different.SOLUTION: On the basis of sectional average load and sectional consumption energy in each travel section of a travel route and a battery residual amount, a travel support plan in which either of travel modes including a CD mode and a CS mode is assigned is generated to execute travel support control for traveling in accordance with the generated plan. When a predetermined condition is established while the travel support control is executed, a sectional average load for each travel section yet to travel is corrected on the basis of a difference between an actual average load for each travel section that has been traveled in and a sectional average load; a travel support plan for each travel section yet to travel in is generated by using the corrected sectional average load; and travel support control is executed on the basis of the generated travel support plan.SELECTED DRAWING: Figure 2

Description

TECHNICAL FIELD The present invention relates to a hybrid vehicle, and more particularly to a hybrid vehicle that generates a driving support plan for a driving route and drives.

Conventionally, as this type of hybrid vehicle, a driving support plan is generated in which one of the driving modes including the CD mode and the CS mode is assigned to each driving section of the planned driving route from the current location to the destination, and the driving support plan is generated. There has been proposed a vehicle that travels along the road (see, for example, Patent Literature 1). In this hybrid vehicle, when driving according to the driving support plan, when the energy consumed in each driving section is integrated from the destination to the current location, there are driving sections in which the sign of the integrated value changes from negative to positive. If it exists, the section immediately preceding the section where the energy consumption becomes negative for the first time on the destination side from the section where the sign closest to the current location changes from negative to positive is defined as the control end section, and the section from the current position to the control end section. Generate a driving support plan as a target. This allows the battery power to be used more appropriately until the destination.

Japanese Patent Application Laid-Open No. 2020-125000

However, the hybrid vehicle described above may not be able to travel as planned due to the load, the number of passengers, the degree of acceleration and deceleration, and the like. Since the energy consumption in each travel section is set based on past travel, etc., the actual energy consumption in each travel section may vary depending on the load, the number of passengers, and the degree of acceleration/deceleration. is different from the planned energy consumption. As a result, the vehicle cannot travel according to the travel support plan.

A main object of the hybrid vehicle of the present invention is to generate a driving support plan more appropriately even when the load, the number of passengers, and the degree of acceleration/deceleration are different.

The hybrid vehicle of the present invention employs the following means in order to achieve the above main object.

The hybrid vehicle of the present invention is
An engine, a motor, a battery, a navigation system that provides route guidance for a travel route from the current location to a destination, and an average load for each travel section of the travel route. generating a driving support plan for allocating one of the driving modes including the CD mode and the CS mode based on the section consumption energy required for driving each driving section and the remaining amount of the battery, and following the driving support plan; A hybrid vehicle comprising a control device that executes driving support control to run with
When a predetermined condition is established during the execution of the driving support control, the control device controls the difference between the actual average load of each traveled section of the travel route for which travel has been completed and the section average load of each corresponding travel section. Correcting the section average load of each untraveled section of the travel route based on, and generating the driving support plan for each untraveled section of the travel route using the corrected section average load and execute driving support control based on the generated driving support plan,
It is characterized by

In the hybrid vehicle of the present invention, for each travel section of the travel route, based on the section average load when traveling in each travel section, the section consumption energy required to travel in each travel section, and the remaining amount of the battery A driving support plan for allocating one of the driving modes including the CD mode and the CS mode is generated, and driving support control is executed to drive along the generated driving support plan. Based on the difference between the actual average load of each section of the travel route that has completed traveling and the section average load of each corresponding section of the travel route when a predetermined condition is satisfied while driving support control is being executed. Correct the section average load of each untraveled section, generate a driving support plan for each untraveled section of the travel route using the corrected section average load, and drive based on the generated driving support plan perform assistive control; That is, the section average load is corrected based on the difference between the actual average load of each travel section and the section average load of each travel section, and the corrected section average load is used for each travel section that has not been traveled. is regenerated. As a result, even when the load, the number of passengers, and the degree of acceleration/deceleration are different, the driving support plan can be generated more appropriately. The predetermined condition is a condition for re-planning the driving support plan, for example, the condition that the vehicle has traveled a predetermined number of sections, the condition that the vehicle has traveled a predetermined distance, or the condition that the vehicle has traveled for a predetermined period of time. can be mentioned.

1 is a block diagram showing an example of a configuration of a hybrid vehicle 20 as one embodiment of the present invention, centering on a hybrid ECU 50. FIG. 4 is a flowchart showing an example of driving support control executed by a hybrid ECU 50; 7 is a flowchart showing an example of driving support plan generation processing; FIG. 10 is an explanatory diagram showing an example of how the section average load P(n) is corrected when a predetermined condition is satisfied when travel in travel segment (i) is completed; It is a flow chart which shows an example of driving support control of a modification. FIG. 10 is an explanatory diagram showing an example of how the section average vehicle speed V(n) is corrected when a predetermined condition is satisfied when traveling in travel segment (i) is completed;

Next, a mode for carrying out the present invention will be described using examples.

FIG. 1 is a block diagram showing an example of the configuration of a hybrid vehicle 20 as an embodiment of the present invention, centering on a hybrid electronic control unit (hereinafter referred to as a hybrid ECU) 50. As shown in FIG. As illustrated, the hybrid vehicle 20 of the embodiment includes an engine EG and a motor MG as power sources. The hybrid vehicle 20 of the embodiment has, as driving modes, a CD mode (Charge Depleting mode) in which electric driving is prioritized so as to reduce the charging ratio SOC of the battery 40, and a CD mode (Charge Depleting mode) in which the charging ratio SOC of the battery 40 is maintained at a target ratio. A CS mode (Charge Sustaining mode) that uses both electric driving and hybrid driving is switched to drive. Electric driving is a mode in which the engine EG is stopped and the vehicle is driven only by the power from the motor MG. Hybrid driving is a mode in which the engine EG is driven and the vehicle is driven by the power from the engine EG and the power from the motor MG. mode.

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

The GPS 22 is a device that detects the position of the vehicle based on signals transmitted from multiple GPS satellites. The in-vehicle camera 24 is a camera that captures an image of the surroundings of the vehicle. The millimeter wave radar 26 detects the inter-vehicle distance and relative speed between the vehicle and the vehicle ahead, and detects the inter-vehicle distance and relative speed between the vehicle and the vehicle behind.

The acceleration sensor 28 is, for example, a sensor that detects acceleration in the front-rear direction of the vehicle, or detects acceleration in the left-right direction (lateral direction) of the vehicle. Vehicle speed sensor 30 detects the vehicle speed based on wheel speed and the like. The accelerator sensor 32 detects an accelerator opening or the like according to the amount of depression of the accelerator pedal by the driver. The brake sensor 34 detects the brake position, which is the amount of depression of the brake pedal by the driver. A mode changeover switch 36 is arranged near the steering wheel of the driver's seat to switch between the CD mode and the CS mode.

The battery actuator 38 detects the state of the battery 40, such as terminal voltage, charging/discharging current, and battery temperature, and manages the battery 40 based on these. The battery actuator 38 may calculate a power storage rate SOC as a ratio of the remaining power storage capacity to the total power storage capacity based on the charging/discharging current, or may output from the battery 40 based on the power storage rate SOC, the battery temperature, and the like. The output power (output limit Wout) and the allowable maximum input power (input limit Win) that can be input to the battery 40 are calculated. The battery 40 is configured as a rechargeable secondary battery, and can be, for example, a lithium-ion battery, a nickel-metal hydride battery, a lead-acid battery, or the like.

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

The engine EG is configured as an internal combustion engine, for example. The motor MG is configured as an electric motor that also functions as a generator such as a synchronous motor. The motor MG is connected to the battery 40 via an inverter (not shown), and is capable of outputting driving force using power supplied from the battery 40 and charging the battery 40 with generated power. .

The hybrid ECU 50 is configured as a microcomputer centered on a CPU (not shown), and includes a ROM, a RAM, a flash memory, an input port, an output port, a communication port, etc. in addition to the CPU. The hybrid ECU 50 sets the driving mode, and controls the engine EG 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 limit and input limit from the battery actuator 38. A target operating point (target rotation speed and target torque) and a torque command for the motor MG are set.

The hybrid ECU 50 sets the required driving force and the required power based on the accelerator opening from the accelerator sensor 32 and the vehicle speed from the vehicle speed sensor 30, and outputs the required driving force and the required power to the vehicle. A torque command for the motor MG is set, and the set torque command is transmitted to the accelerator actuator 60 . The hybrid ECU 50 sets the target operating point of the engine EG and the torque command of the motor MG so as to output the required driving force and required power to the vehicle during hybrid running. Send to Further, when the brake pedal is depressed, 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, and regenerates the motor MG based on the required braking force and the vehicle speed. A torque command for regeneration for control is set, and a target braking force by the brake device is set.

The accelerator actuator 60 drives and controls the engine EG and the motor MG according to the target operating point and torque command set by the hybrid ECU 50 . The accelerator actuator 60 performs intake air amount control, fuel injection control, ignition control, intake valve opening/closing timing control, etc. so that the engine EG is operated at a target operating point (target rotation speed and target torque). Accelerator actuator 60 also performs switching control of a switching element of an inverter for driving motor MG so that torque corresponding to the torque command is output from motor MG.

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

A display device 66 is incorporated, for example, in an installation panel in front of the driver's seat, and displays various information. The running state indicator 67 has an EV indicator and an HV indicator (not shown). During motor running, the EV indicator is turned on and the HV indicator is turned off, and during hybrid running, the EV indicator is turned off. The HV indicator is lit together. The meter 68 is incorporated, for example, in an installation panel in front of the driver's seat.

A DCM (Data Communication Module) 70 transmits information on its own vehicle to the traffic information management center 100 and receives road traffic information from the traffic information management center 100 . Examples of information about the own vehicle include the position of the own vehicle, vehicle speed, running power, and running mode. Examples of road traffic information include information on current and future traffic congestion, information on current average vehicle speeds in sections on the travel route and predicted values for future average vehicle speeds, information on traffic regulations, information on weather, and information on road conditions. information, map information, and the like. The DCM 70 communicates with the traffic information management center 100 at predetermined intervals (for example, every 30 seconds, 1 minute, 2 minutes, etc.).

The navigation system 80 is a system that guides the own vehicle to a set destination, and includes a display unit 82 and a map information database 84 . Navigation system 80 communicates with traffic information management center 100 via DCM (Data Communication Module) 70 . When the destination is set, the navigation system 80 plots a route based on the information on the destination, the information on the current location (the current position of the own vehicle) acquired by the GPS 22, and the information stored in the map information database 84. set. Then, the navigation system 80 communicates with the traffic information management center 100 at predetermined time intervals (for example, every 3 minutes or 5 minutes) to acquire road traffic information, and provides route guidance based on the road traffic information.

When the navigation system 80 performs route guidance, each time the road traffic information is acquired from the traffic information management center 100 (or at predetermined time intervals), the navigation system 80 uses the road traffic information acquired from the traffic information management center 100 to obtain information on the travel route. Based on information on each section of travel, information on the travel load, the speed of the vehicle, the traveling power of the vehicle, and the travel mode of the vehicle, the load information required to travel each section is generated as look-ahead information. , to the hybrid ECU 50 . The hybrid ECU 50 uses the look-ahead information received from the navigation system 80 to allocate either the CD mode or the CS mode to the driving mode of each section of the route when the driving support control can be executed. Generate a support plan and execute the driving support plan.

When the navigation system 80 acquires the map update information included in the map information from the traffic information management center 100, it displays the item "map update" on the display unit 82 and also displays "ready to update the map information." Please press the map update button." When the "map update" item is operated in response to such a map update notification, the navigation system 80 communicates with the traffic information management center 100 via the DCM 70, acquires the updated map information, and stores it in the map information database. 84. When the map is updated, an announcement such as "Some functions will stop when the map information is updated" is made.

The navigation system 80 counts a survival counter Cnb that is incremented by 1 at predetermined time intervals in order to inform the hybrid ECU 50 and the like that the system is normally activated. The hybrid ECU 50 acquires the survival counter Cnb from the navigation system 80 at regular time intervals and confirms that the navigation system 80 is normally activated. On the other hand, the hybrid ECU 50 counts a survival counter Chv that is incremented by 1 at predetermined time intervals in order to inform the navigation system 80 and the like that the unit is normally activated. The navigation system 80 acquires the survival counter Chv from the hybrid ECU 50 at regular intervals and confirms that the hybrid ECU 50 is operating normally.

The operation of the hybrid vehicle 20 configured in this manner, in particular, the operation during execution of the driving support control will be described. FIG. 2 is a flowchart showing an example of driving support control executed by the hybrid ECU 50. As shown in FIG. This flowchart is executed when a destination is set.

In driving support control, first, it is determined whether or not driving support control can be executed (step S100). As described above, when the route from the current location to the destination is set by the navigation system 80, the driving support control assigns either the CD mode or the CS mode to the driving mode for each section of the route. Therefore, when the destination is not set, the driving support control cannot be executed. Also, when the navigation system 80 or the GPS 22 malfunctions, or when the route guidance cannot be performed satisfactorily, the driving support control cannot be executed. When the battery temperature is low, the output limit Wout, which is the maximum allowable output power that may be output from the battery 40, becomes small, and the engine EG may be frequently started even when the vehicle is running in the CD mode. You will not be able to run. In step S100, it is determined whether or not the driving support control can be executed under these circumstances. When it is determined in step S100 that the driving support control cannot be executed, the process waits until the driving support control can be executed.

When it is determined in step S100 that the driving support control can be executed, it is determined whether or not the look-ahead information is acquired for the first time, or whether the look-ahead information transmitted and received from the navigation system 80 has been updated ( step S110). Now, consider the case where step S110 is executed for the first time, ie the prefetch information is acquired for the first time. In this case, an affirmative determination is made in step S110, and prefetch information is acquired (step S120). As described above, the look-ahead information includes, among the road traffic information acquired from the traffic information management center 100, information on each travel section in the travel route, information on the travel load, vehicle speed of the own vehicle, travel power of the own vehicle, It includes load information necessary for traveling in each travel section generated based on the travel mode of the vehicle. Then, a driving support plan generation process is executed based on the look-ahead information (step S130). FIG. 3 shows an example of the driving support plan generation processing.

In the driving support plan generation processing, first, the energy consumption E(n) of each driving section of the driving route from the current position to the control end section (destination) and the total energy Esum as the sum thereof are calculated (step S200). The energy consumption E(n) in each travel section is calculated by the section average load P(n) when traveling in each travel section, the average vehicle speed V(n) when traveling in each travel section, and the travel distance in each travel section. From the distance L(n), it can be obtained as E(n)=P(n)×L(n)/V(n). The section average load P(n) is the average load (power) in a section of travel, and is a value determined based on criteria such as whether the section of travel is an urban area, a suburban area, or a mountainous area. Alternatively, a value calculated based on the actual average load Pa(n) when traveling in the past can be used.

Subsequently, it is determined whether or not the total energy Esum is greater than the remaining amount of the battery 40 (step S210). The remaining capacity of the battery 40 can be calculated by multiplying the total capacity of the battery 40 by the power storage rate SOC. When it is determined that the total energy Esum is equal to or less than the remaining amount of the battery 40, the CD mode is assigned to all travel sections (step S220), and this processing is terminated as the travel support plan. When it is determined that the total energy Esum is greater than the remaining amount of the battery 40, the driving sections are rearranged in descending order of section average load P(n) (step S230), and assigned in descending order of section average load P(n). Until the sum of the energy consumption E(n) of the travel section exceeds the remaining amount of the battery 40, the CD mode is assigned and the remaining travel section is assigned to the CS mode (step S240). do.

After generating the driving support plan in this way, it is determined whether or not a predetermined condition is satisfied (step S140). Here, the predetermined condition is a condition for re-planning the driving support plan. Conditions and the like can be mentioned. Considering now that step S110 is executed for the first time, it is determined that the predetermined condition is not satisfied. In this case, the driving mode is controlled in accordance with the driving support plan for the assigned mode, and the effect of the driving support control (control effect) is accumulated (step S180). Control effects include, for example, the travel distance and travel time due to motor travel during driving support control, the travel distance and travel time due to hybrid travel, and the actual energy consumption actually consumed during travel in each travel section. The accumulated control effect is stored in a flash memory (not shown) of the hybrid ECU 50, and when the destination is reached, the display device 66 incorporated in the installation panel in front of the driver's seat displays "Motor driving XX km, hybrid driving 〇〇km” or the like is displayed.

Then, it is determined whether or not conditions for terminating the driving support control are satisfied (step S190). Conditions for terminating the driving support control include when the destination is reached, when the remaining amount of the battery 40 changes due to charging, etc., and when an operation to end the driving support control is performed by the driver or the like. can. Since it is assumed that step S110 is executed for the first time, it is determined that the condition for terminating the driving support control is not established, and the process returns to step S100 for determining whether or not the driving support control can be executed. . Note that, when it is determined that the conditions for terminating the driving support control are satisfied, the driving support control is terminated. When the remaining amount of the battery 40 changes due to charging or the like, the driving support control is ended. However, when a new driving support control is started, this routine is executed again.

Next, consider the case where the look-ahead information is updated. In this case as well, the processing is the same as when the prefetch information is acquired for the first time (when step S110 is executed for the first time).

Next, consider the case where it is determined in step S140 that the predetermined condition is established while the processing of steps S110 to S190 is being repeatedly executed. In this case, first, the difference ΔP(n) between the actual average load (actual average load) Pa(n) in each traveled section of the travel route and the section average load P(n) of each corresponding travel section (Pa(n)-P(n)) is calculated, and the average of the differences (average difference) ΔAP is calculated (step S150). Subsequently, the section average load P(n) is corrected by adding the correction coefficient k multiplied by the average difference ΔAP to the section average load P(n) of each travel section, and the corrected section average load P(n) is stored (step S160). Here, the correction coefficient k can be arbitrarily determined within the range of 0 to 1. Then, using the corrected section average load P(n), the driving support plan from that point to the destination is re-planned (regenerated) by the driving support plan generation processing shown in FIG. The driving mode is controlled according to the regenerated driving support plan, the driving support control effect (control effect) is accumulated (step S180), and it is determined whether or not the driving support control end condition is satisfied ( step S190). In this way, when the predetermined condition is established, the section average load P(n) is corrected based on the actual average load Pa(n) for each section of travel completed, and the corrected section average load P(n) is calculated. The driving assistance plan is re-planned using the re-planned driving assistance plan, and then the driving mode is controlled according to the re-planned driving assistance plan. Therefore, even when the load, the number of passengers, and the degree of acceleration/deceleration are different, it is possible to make the travel support plan more appropriate after the predetermined condition is established.

FIG. 4 shows an example of how the section average load P(n) is corrected by satisfying a predetermined condition when the travel in the travel segment (i) is completed. A difference ΔP (1 to i) between the section average load P (1 to i) and the actual average load Pa (1 to i) for driving sections (1) to (i) is calculated, and the difference ΔP (1 to i) is calculated. The average difference ΔAP is calculated as the average of . Then, the section average load P(n) is corrected by adding the correction coefficient k multiplied by the average difference ΔAP to the section average load P(n) of each travel section. In FIG. 4, the section average load P(n) is corrected by setting the correction coefficient k=0.7 and the average difference ΔAP to 0.5.

In the hybrid vehicle 20 of the embodiment described above, when a predetermined condition is established while the driving support plan is being generated and the driving mode is being controlled according to the driving support plan, the actual driving of each driving section where the driving is completed is performed. The section average load P(n) is corrected based on the average load Pa(n), the driving support plan is replanned using the corrected section average load P(n), and the vehicle travels according to the replanned driving support plan. control mode. As a result, even when the load, the number of passengers, and the degree of acceleration/deceleration are different, it is possible to make the travel support plan after the predetermined condition is established more appropriate.

In the hybrid vehicle 20 of the embodiment, when the driving support plan is generated and the driving mode is controlled according to the driving support plan, when the predetermined condition is established, the actual average load Pa (n), the section average load P(n) shall be corrected. However, the section average vehicle speed V(n) may be corrected based on the actual average vehicle speed Va(n) of each travel section in which travel has been completed. An example of driving support control in this case is shown in FIG. The driving support control in FIG. 5 is the same as the driving support control in FIG. 2 except that steps S150 and S160 in the driving support control in FIG. 2 are different. In the driving support control of FIG. 5, when it is determined in step S140 that the predetermined condition is satisfied, the actual average vehicle speed (actual average vehicle speed) Va(n) in each section of the driving route that has been completed corresponds to the actual average vehicle speed. The difference ΔV(n) (Va(n)−V(n)) of the section average vehicle speed V(n) of each traveling section is calculated, and the average of the differences (average difference) ΔAV is calculated (step S150B). Subsequently, the section average vehicle speed V(n) is corrected by adding the correction coefficient k multiplied by the average difference ΔAV to the section average vehicle speed V(n) of each driving section, and the corrected section average vehicle speed V(n) is calculated. is stored (step S160B). FIG. 6 shows an example of how the section average vehicle speed V(n) is corrected when the predetermined condition is satisfied when the travel in the travel segment (i) is completed. A difference ΔV (1 to i) between the section average vehicle speed V (1 to i) and the actual average vehicle speed Va (1 to i) for driving sections (1) to (i) is calculated, and the difference ΔV (1 to i) is calculated. The average difference ΔAV is calculated as the average of . Then, the section average vehicle speed V(n) is corrected by adding the correction coefficient k multiplied by the average difference ΔAV to the section average vehicle speed V(n) of each travel section. In FIG. 6, the section average vehicle speed V(n) is corrected by setting the correction coefficient k=0.7 and the average difference ΔAV to −3. Then, using the corrected section average vehicle speed V(n), the travel support plan from that point to the destination is replanned (regenerated) by the travel support plan generation processing shown in FIG. 3 (step S170). As described above, the energy consumption E(n) in each travel section is obtained as E(n)=P(n)×L(n)/V(n). By correcting the section average vehicle speed V(n) based on Va(n) and re-planning the driving support plan using the corrected section average vehicle speed V(n), the driving support plan after the establishment of the predetermined condition can be revised. It can be made more appropriate.

In the hybrid vehicle 20 of the embodiment, the navigation system 80 uses the map information database 84 to set the travel route from the current location to the destination based on the information on the current location and the information on the destination. A travel route from the current location to the destination may be set in cooperation with the management center 100 . That is, the navigation system 80 transmits the current location information and the destination information to the traffic information management center 100, and the travel route set by the traffic information management center 100 based on the current location information and the destination information. The travel route may be set by receiving from the traffic information management center 100 .

The correspondence relationship between the main elements of the embodiments and the main elements of the invention described in the column of Means for Solving the Problems will be described. In the embodiment, the engine EG corresponds to the "engine", the motor MG corresponds to the "motor", the battery 40 corresponds to the "battery", and the hybrid ECU 50 and the navigation system 80 correspond to the "control device".

Note that the correspondence relationship between the main elements of the examples and the main elements of the invention described in the column of Means for Solving the Problems is the Since it is an example for specifically explaining the mode for solving the problem, it does not limit the elements of the invention described in the column of the means for solving the problem. That is, the interpretation of the invention described in the column of Means to Solve the Problem should be made based on the description in that column, and the Examples are based on the description of the invention described in the column of Means to Solve the Problem. This is only a specific example.

Although the embodiments for carrying out the present invention have been described above, the present invention is not limited to such embodiments at all, and can be modified in various forms without departing from the scope of the present invention. Of course, it can be implemented.

INDUSTRIAL APPLICABILITY The present invention is applicable to the manufacturing industry of hybrid vehicles and the like.

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 switching switch, 38 battery actuator, 40 battery, 42 air conditioner electronic control unit for air conditioner (air conditioner ECU), 44 compressor for air conditioner, 50 electronic control unit for hybrid (hybrid ECU), 60 accelerator actuator, 62 brake actuator, 64 brake device, 66 display device, 67 running state indicator, 68 meter, 70 DCM, 80 navigation system, 82 display unit, 84 map information database, 100 traffic information control center, EG engine, MG motor.

Claims (1)

An engine, a motor, a battery, a navigation system that provides route guidance for a travel route from the current location to a destination, and an average load for each travel section of the travel route. generating a driving support plan for allocating one of the driving modes including the CD mode and the CS mode based on the section consumption energy required for driving each driving section and the remaining amount of the battery, and following the driving support plan; A hybrid vehicle comprising a control device that executes driving support control to run with
When a predetermined condition is established during the execution of the driving support control, the control device controls the difference between the actual average load of each traveled section of the travel route for which travel has been completed and the section average load of each corresponding travel section. Correcting the section average load of each untraveled section of the travel route based on, and generating the driving support plan for each untraveled section of the travel route using the corrected section average load and execute driving support control based on the generated driving support plan,
A hybrid vehicle characterized by:

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