JP2009101983A - Traveling plan creation device for hybrid car, program for traveling plan creation device, driving advice device, and program for driving advice device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve the fuel cost efficiency of a traveling plan by creating a traveling plan based on a traveling history instead of the mean value of vehicle speeds of each time in a hybrid car. <P>SOLUTION: This traveling plan creation device records section total traveling energy and section total regeneration energy in one road section when a hybrid car travels in one of a plurality of road sections for each road section (150). Furthermore, the traveling plan creation device creates a traveling plan for switching the use of an internal combustion engine and a motor when the hybrid car is traveling on a route including the plurality of road sections based on a difference between the section total traveling energy and section total regeneration energy recorded for each of the plurality of road sections. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a travel plan creation device for a hybrid vehicle, a program for a travel plan creation device, a driving advice device, and a program for a driving advice device.

2. Description of the Related Art Conventionally, in a hybrid vehicle, an apparatus is known that creates a plan (hereinafter referred to as a travel plan) for switching the use of an internal combustion engine and a motor on a route before traveling on a route in order to improve fuel efficiency. Yes. For example, Patent Document 1 discloses a technique for creating a travel plan based on an average vehicle speed or the like based on a past travel history of the route.
JP 2004-248455 A

  However, when creating a travel plan based on the past average vehicle speed, the following problems occur. When a vehicle travels a certain section a plurality of times, the overall state of the speed change of the vehicle in that section at each time is similar to each other. This is because there are fixed environments that cause changes in the speed of the vehicle, such as traffic lights, pause displays, pedestrian crossings, uphills, and downhills.

  However, even if the overall state of the change in vehicle speed is similar, the specific acceleration position and deceleration position are not always the same every time, and often deviate from time to time. If the changes in the vehicle speed at which the acceleration position and the deceleration position deviate from each other are averaged, the changes in the vehicle speed are averaged, and as a result, information on acceleration and deceleration greatly related to battery consumption is lost. And even if a travel plan is created based on a travel history in which information on acceleration and deceleration is lost, it becomes impossible to create a travel plan with good fuel efficiency.

  In view of the above points, the first object of the present invention is to improve the fuel efficiency of a travel plan by creating a travel plan based on a travel history instead of an average value of vehicle speeds.

  Conventionally, there is a device for comparing and displaying an optimum accelerator opening and a current accelerator opening as a device for advising a driving operation by a driver. However, since this device always displays a display for advice regardless of the driving situation of the driver, there is a possibility that the driver may feel it in a nuisance.

  In view of the above points, the present invention distinguishes between road sections that require advice for the driver and road sections that do not, and executes / does not execute advice based on the distinction in the technology that advises the driver to drive the hybrid vehicle. The second purpose is to perform switching.

  According to a first aspect of the present invention for achieving the first object, a travel for a hybrid vehicle having an internal combustion engine driven by fuel combustion and a motor driven by a battery as a power source for travel is provided. When the plan creation device travels one road section for each of a plurality of road sections, the energy spent in the travel of the one road section (that is, the hybrid during the travel of the one road section) The total amount of energy consumed by the vehicle (hereinafter referred to as travel energy) and the total amount of energy (hereinafter referred to as regenerative energy) acquired by regenerative charging in traveling on the one road section are recorded in the storage medium. Furthermore, the travel plan creation device, based on the difference between the total amount of travel energy and the total amount of regenerative energy for each of the recorded plurality of road sections, the internal combustion engine and the motor when traveling on a route including the plurality of road sections. Create a travel plan for switching usage.

  In this way, the travel plan creation device records the travel energy and the regenerative energy for each road section, and the difference between the travel energy and the regenerative energy, that is, the total decrease in the amount of energy stored in the vehicle when traveling in the section. Create a travel plan based on

  Even when a travel plan is created based on the past average vehicle speed as in the past, it is normal to create a travel plan after calculating energy consumption from the past vehicle speed. Therefore, as in the present invention, the most direct data for creating a travel plan, which is the total decrease in the amount of energy stored in the vehicle when traveling in a section, is recorded and used later. Fuel efficiency can be improved.

  Further, consider a case where a single road section is traveled a plurality of times for each of the plurality of road sections. In this case, as described in claim 2, the travel plan creation device includes the average value over the plurality of times of the total amount of travel energy of the one road section, and the total amount of regenerative energy of the one road section. An average value over a plurality of times may be recorded in a storage medium and used for creating a travel plan.

  Unlike the vehicle speed, the total amount of travel energy and regenerative energy in a section is recorded as an average value over multiple travels in that section, but there is a shift in the deceleration position and acceleration position in that section. Nevertheless, it is unlikely that necessary information will be lost. This means that if the overall appearance of changes in vehicle speed in a section does not change significantly for each driving opportunity, the total amount of running energy and the total amount of regenerative energy will not change significantly even if the deceleration position and acceleration position are slightly shifted. This is due to the nature.

  In addition, as described in claim 3, when the travel plan creation device travels one road section a plurality of times for each one of the plurality of road sections, the travel energy of the one road section is calculated. The average value and the maximum value over the plurality of times of the total amount, and the degree of variation of the value over the plurality of times of the total amount of travel energy of the one road section may be recorded in the storage medium.

  In this case, the travel plan creation device performs multiple times of the total amount of travel energy in the one road section based on the degree of variation recorded for the one road section for each of the plurality of road sections. When the variation is larger than a predetermined reference, the maximum value of the total amount of traveling energy in the one road section is selected, and the variation of the total amount of traveling energy in the one road section is smaller than the reference value. In this case, an average value of the total amount of travel energy in the one road section may be selected, and the selected one may be used for creating a travel plan.

  The average value over a plurality of times of the total amount of travel energy is higher in accuracy than the maximum value used as a travel plan. However, if there is a large variation in the total amount of travel energy over a plurality of times, there is a high possibility that the total amount of travel energy during actual travel will greatly exceed the average value. In such a case, if the average value is used in the travel plan for the road section, the amount of energy stored in the vehicle (the amount of stored battery power and the amount of fuel remaining in the internal combustion engine) will decrease more than expected. Risk increases.

  Therefore, when the total amount of travel energy is larger than a predetermined standard, the maximum energy value is used instead of the average value as described above, so that the energy storage of the vehicle is sacrificed at the expense of accuracy. The risk of excessive reduction in quantity can be reduced.

  In addition, as described in claim 4, not only for the total amount of running energy but also for the total amount of regenerative energy, from the same viewpoint, when the variation of the total amount of regenerative energy over a plurality of times is larger than a predetermined reference By using the minimum value instead of the average value, it is possible to suppress the risk of excessive reduction in the amount of energy stored in the vehicle at the expense of accuracy.

  According to a sixth aspect of the present invention, the travel plan creation device records the regenerative energy as described above, and the kinetic energy (removed from the hybrid vehicle by the brake operation) is given to the driver of the hybrid vehicle. That is, notification of comparison between the potential regenerative energy) and the energy that can be actually regenerated by the brake operation may be provided.

  As described above, the notification regarding the brake operation is performed by the travel plan creation device, so that the driver can make the potential regenerative energy (that is, the energy that should be turned to the regenerative energy by the brake operation) actually fall within the rechargeable energy. The possibility of traveling while performing an appropriate brake operation is increased. Then, the variation in the regenerative energy recorded in parallel is reduced, and as a result, the accuracy of the travel plan is increased.

  According to a seventh aspect of the present invention, the travel plan creation device records the travel energy as described above with respect to the driver of the hybrid vehicle, the actual accelerator opening and the power energy of the vehicle. You may come to alert | report the comparison with the optimal throttle opening for saving.

  In this way, the notification regarding the accelerator operation is performed by the travel plan creation device, so that the driver is more likely to travel while performing an appropriate accelerator operation so as to save the power energy of the vehicle. Then, the variation of the traveling energy recorded in parallel is reduced, and as a result, the accuracy of the traveling plan is increased.

  According to an eighth aspect of the invention for achieving the second object described above, the driving advice device for a hybrid vehicle provides information on the relationship between the brake operation amount of the hybrid vehicle and the regenerative charge amount for each road section. Is recorded, and a road section in which the amount of brake operation is excessive for regenerative charging is specified, and a notice for calling attention to the brake operation in the specified road section is performed.

  In this way, by using the information on the relationship between the past brake operation and the regenerative charge amount recorded for each road section, the road section where the brake operation amount was excessive for the regenerative charge is identified, so that the driver is advised. It is possible to distinguish between road sections that need to be and road sections that do not, and switch execution / non-execution of advice based on the distinction.

  In addition, as described in claim 9, the driving advice device uses the kinetic energy (that is, potential regeneration) deprived from the hybrid vehicle by the brake operation as information on the relationship between the brake operation amount and the regenerative charge amount of the hybrid vehicle. Energy) may be recorded so as to indicate how much energy exceeds the energy that was actually regeneratively charged by the brake operation.

  In this case, the driving advice device may change a criterion for determining whether or not the brake operation amount is excessive for the regenerative charging based on the distribution state of the recorded degree information value.

  In this way, by changing the determination criterion based on the distribution state of the degree information value, the determination criterion is optimized for each vehicle (that is, for each driver). By doing in this way, even if driving contents differ for each driver, the possibility of giving advice to each driver at an appropriate ratio that is neither too much nor too little is increased. As a result, there is a high possibility that the driver can improve the driving contents step by step without feeling a sense of symptom.

  According to an eleventh aspect of the present invention for achieving the second object of the present invention, a driving advice device for a hybrid vehicle is provided such that an actual accelerator operation amount of the hybrid vehicle and travel energy are From the viewpoint of saving, record information on the relationship with the optimum accelerator operation amount, and based on the recorded contents, identify the road section where the accelerator operation amount was inappropriate for saving the driving energy. A notice to call attention to the accelerator operation is given.

  In this way, by using the information on the relationship between the past actual accelerator operation amount recorded for each road segment and the optimal accelerator operation amount, the road segment where the accelerator operation was inappropriate for saving the travel energy was determined. By specifying, it is possible to distinguish between road sections that require advice for the driver and road sections that do not, and switch execution / non-execution of advice based on the distinction.

  Further, as described in claim 12, the driving advice device determines which accelerator operation amount is the optimum accelerator operation amount as information on the relationship between the actual accelerator operation amount of the hybrid vehicle and the optimum accelerator operation amount. The degree information indicating whether or not the degree is exceeded may be recorded.

  In this case, the driving advice device may be configured to change a determination criterion as to whether or not the accelerator operation is inappropriate for saving the travel energy based on the distribution state of the recorded degree information value. .

  In this way, by changing the determination criterion based on the distribution state of the degree information value, the determination criterion is optimized for each vehicle (that is, for each driver). By doing in this way, even if driving contents differ for each driver, the possibility of giving advice to each driver at an appropriate ratio that is neither too much nor too little is increased. As a result, there is a high possibility that the driver can improve the driving contents step by step without feeling a sense of symptom.

  In addition, as described in claims 5, 10, and 13, each feature of the present invention can be understood as a program used for the travel plan creation device of the present invention.

(First embodiment)
The first embodiment of the present invention will be described below. FIG. 1 schematically shows an example of the configuration of a hybrid vehicle to which the present embodiment is applied. The hybrid vehicle includes an engine 1, a generator 2, a motor 3, a differential device 4, a tire 5a, a tire 5b, an inverter 6, a DC link 7, an inverter 8, a battery 9, an HV control unit 10, a GPS sensor 11, and a direction. A sensor 12, a vehicle speed sensor 13, a map DB storage unit 14, an acceleration sensor 15, an engine speed sensor 16, an accelerator opening sensor 17, a display 18, a speaker 19, and a navigation ECU 20 are mounted.

  This hybrid vehicle runs using the engine 1 and the motor 3 as power sources. When the engine 1 is used as a power source, the rotational force of the engine 1 is transmitted to the tires 5a and 5b via a clutch mechanism and a differential device 4 (not shown). When the motor 3 is used as a power source, the DC power of the battery 9 is converted into AC power via the DC link 7 and the inverter 8, and the motor 3 is operated by the AC power. It is transmitted to the tires 5a and 5b via the differential device 4.

  The rotational force of the engine 1 is also transmitted to the generator 2, and the generator 2 generates AC power by the rotational force, and the generated AC power is converted into DC power via the inverter 6 and the DC link 7. The DC power may be stored in the battery 9 in some cases. Such charging of the battery 9 is charging by the operation of the engine 1 using fuel. Hereinafter, this type of charging is referred to as internal combustion charging.

  Further, when the hybrid vehicle decelerates by a braking mechanism (not shown), a resistance force at the time of deceleration is applied to the motor 3 as a rotational force, and the motor 3 generates AC power by this rotational force. It is converted into direct current power via the DC link 7, and the direct current power is stored in the battery 9. Hereinafter, this type of charging is referred to as regenerative charging.

  Further, the battery 9 is connected to a power source external to the hybrid vehicle (for example, a power source that supplies power through a household outlet), thereby receiving power supply from the external power source and storing the received power. . Hereinafter, this type of charging is referred to as plug-in charging.

  The HV control unit 10 controls execution / non-execution of the above-described operations of the generator 2, the motor 3, the inverter 6, the inverter 8, and the battery 9 in accordance with a command from the navigation ECU 20. The HV control unit 10 may be realized using a microcomputer, for example, or may be hardware having a dedicated circuit configuration for realizing the following functions.

More specifically, the HV control unit 10 stores three values of the current SOC, the reference SOC, and the lower limit SOC, and performs the following processes (A) to (E).
(A) At the start of plug-in charging, the navigation ECU 20 is notified of the start.
(B) Based on a command from the navigation ECU 20, the traveling mode of the hybrid vehicle is switched between the HV mode (corresponding to an example of the first mode) and the EV mode (corresponding to an example of the second mode).
(C) The current SOC is periodically notified to the navigation ECU 20.
(D) When there is a request from the navigation ECU 20, the reference ECU and the lower limit SOC are notified to the navigation ECU 20.
(E) When there is a request from the navigation ECU 20, the value of the reference SOC is changed.

  The SOC (State of Charge) is an index representing the remaining amount of the battery, and the higher the value, the more the remaining amount. The current SOC indicates the current SOC of the battery 9. The HV control unit 10 repeatedly updates the current SOC value by sequentially detecting the state of the battery 9. The reference SOC is a value (for example, 60 percent) used in the HV mode. This value can be changed by control from the navigation ECU 20. The lower limit SOC is an SOC value (for example, 30 percent) that is not allowed to fall any further.

  Here, the HV mode and the EV mode will be described. In the HV mode, the HV control unit 10 performs driving of the vehicle by the engine 1, driving of the vehicle by the motor 3, internal combustion charging, and regenerative charging so that the current SOC maintains the reference SOC value while the hybrid vehicle is traveling. Switch execution / non-execution. For example, when the current SOC falls below the reference SOC, the internal combustion charging is used to convert the fuel energy into the battery power energy. Thus, the HV mode is a travel mode that allows the internal combustion charging in that the internal combustion charging is performed as necessary. Since the contents of this HV mode control are well known, the details thereof will not be described here.

  In the EV mode, the HV control unit 10 drives the hybrid vehicle mainly using the motor 3 out of the engine 1 and the motor 3. For example, the engine 1 is used only when the acceleration or speed of the hybrid vehicle is too high and the motor 3 is likely to be damaged if the acceleration or speed of the hybrid vehicle is achieved with the motor 3 alone. In other cases, the hybrid vehicle may be driven only by the motor 3 in other cases. Further, in the EV mode, the HV control unit 10 does not permit internal combustion charging even if regenerative charging is permitted. This is because one of the purposes of the EV mode is to reduce the current SOC of the battery 9.

  The GPS sensor 11, the azimuth sensor 12, and the vehicle speed sensor 13 are well-known sensors that specify the position, traveling direction, and traveling speed of the hybrid vehicle, respectively. The map DB storage unit 14 is a storage medium that stores map data. The acceleration sensor 15 is a known sensor that identifies the acceleration of the vehicle. The gradient (inclination angle) is calculated using a vehicle speed sensor and an acceleration sensor. The engine speed sensor 16 is a sensor that detects the speed of the engine 1. The accelerator opening sensor 17 is a sensor that detects the opening of an accelerator (not shown) of the vehicle.

  The display 18 is a device that displays an image or the like based on the control of the navigation ECU 20. The speaker 19 is a device that outputs sound based on the control of the navigation ECU 20.

  The map data has node data corresponding to each of a plurality of intersections, and link data corresponding to each of road sections or links connecting the intersections. One node data includes an identification number of the node, location information, and type information. One link data includes an identification number of the link (hereinafter referred to as a link ID), position information, type information, and the like.

  Here, the position information of the link includes the location data of the shape complement point included in the link and the data of the segment connecting two adjacent nodes and the shape complement points at both ends of the link. The data of each segment includes information such as the segment ID of the segment, the gradient, direction, and length of the segment.

  As shown in FIG. 2, the navigation ECU 20 includes a RAM 21, a ROM 22, a durable storage medium 23 into which data can be written, and a control unit 24. The durable storage medium is a storage medium that can keep data even when the main power supply of the navigation ECU 20 is stopped. Examples of the durable storage medium 23 include a non-volatile storage medium such as a hard disk, a flash memory, and an EEPROM, and a backup RAM.

  The control unit 24 executes the program read from the ROM 22 or the durable storage medium 23, reads information from the RAM 21, the ROM 22, and the durable storage medium 23 when executing the program, and stores information on the RAM 21 and the durable storage medium 23. HV control unit 10, GPS sensor 11, direction sensor 12, vehicle speed sensor 13, map DB storage unit 14, acceleration sensor 15, engine speed sensor 16, accelerator opening sensor 17, display 18, speaker 19, etc. Send and receive signals.

  Specifically, the control unit 24 performs processing such as navigation processing 40, charging position recording processing 50, learning control processing 100, route calculation processing 200, SOC management plan creation processing 300, travel time processing 400, driving advice processing 500, and the like. This is realized by executing a predetermined program.

  In the navigation process 40, the control unit 24 performs a guide display for driving the hybrid vehicle along the route to the destination point determined by the route calculation process 200 (hereinafter referred to as a planned route) to the driver.

  In the charging position recording process 50, every time the plug-in charging start notification is received from the HV control unit 10, the control unit 24 uses the current position received from the GPS sensor 11 at that time as the chargeable point, as a durable storage medium. 23. Alternatively, every time the vehicle stops, the control unit 24 may record the current position received from the GPS sensor 11 at that time as a chargeable point in the durable storage medium 23. At this time, the chargeable point may be recorded on the durable storage medium 23 in association with the segment to which the point belongs. The association between the chargeable point and the segment can be realized by collating the current position information from the GPS sensor 11 with the map data information from the map DB storage unit 14. By executing such processing at a plurality of points where plug-in charging has been performed, information on a plurality of rechargeable points is recorded in the durable storage medium 23.

  In the learning control process 100, the control unit 24 records the road on which the hybrid vehicle has traveled and a history of travel conditions that affect the power consumption of the battery 9 during travel on the road (specifically, the total travel energy and the total travel described later). Regenerative energy) is recorded in the durable storage medium 23 for each segment. FIG. 3 shows a flowchart of the learning control process 100. In this process, the same segment may be treated as a different segment if the traveling direction is different.

  The control unit 24 repeatedly executes the learning control process 100 shown in this figure, and in each iteration, the control unit 24 first acquires information on the current traveling state in step 110, and then in step 130, the current traveling section is determined. It is determined whether or not it has been completed. A travel section is a unit (for example, a link or a segment) that divides a road. In the present embodiment, a segment is adopted as the traveling section.

  As long as the current travel section has not ended, step 110 is executed again. When the current travel section ends, step 150 is subsequently executed. Accordingly, the control unit 24 repeatedly acquires information on the driving situation in each section where the vehicle travels (for example, at intervals of one second). Hereinafter, this repeated time interval is referred to as a sample period.

  The traveling state refers to information on one or both of the external environment during traveling and the vehicle behavior during traveling. The information acquired as the travel status information includes, for example, the link ID of the currently traveling link, the segment ID of the currently traveling segment, the current vehicle direction, the road type of the link, the travel energy of the vehicle, and the regeneration of the vehicle. There is energy.

  Here, the link ID and the segment ID can be specified by collating the current position information from the GPS sensor 11 with the map data information from the map DB storage unit 14. Further, the direction of the vehicle can be acquired from the direction sensor 12. The road type of the road is acquired from the map data.

  The travel energy refers to the amount of energy required by the vehicle during the sample period. Moreover, regenerative energy means the energy (namely, electric energy) which the vehicle acquired by regenerative charge in the sample period.

  FIG. 4 shows a process for calculating travel energy and regenerative energy in the current sample period in step 110. In this process, the control unit 24 first detects the current vehicle speed v and the road gradient θ in step 111. The current vehicle speed can be obtained from the vehicle speed sensor 13. In addition, the gradient may be acquired using information on the gradient of the segment in the link in the map data, or may be calculated using the outputs of the vehicle speed sensor and the acceleration sensor.

Then in step 113, it calculates the frictional resistance force f _r and an air resistance f _a rolling according to the vehicle. Specifically, the rolling frictional resistance force f _r is rolling friction coefficient of the vehicle a predetermined mu (e.g. 0.025), with a weight m, and the gravitational acceleration g of the vehicle predetermined, It is calculated by the formula f _r = μ × g × m. As for the air resistance force fa, _a predetermined air density ρ (for example, 1.2 kilograms / cubic meter), a predetermined air resistance coefficient C _D of the own vehicle (for example, 0.35), and a predetermined value are determined. Using the front projection area A of the host vehicle and the detected vehicle speed v, the calculation is performed according to the formula f _a = 0.5 × ρ × C _D × A × v ² .

  Subsequently, in step 115, the power consumption of the auxiliary machine per sample period is acquired. Auxiliary equipment is a general term for devices that are not directly related to the traveling of the vehicle but indirectly assist the traveling. Examples of auxiliary equipment include an audio device, a head ride, a navigation device, an air conditioning device, and the like. The power consumption of the auxiliary machine is determined in advance. For example, 400 watt-seconds may be determined in the daytime (from 6 am to 6 pm), and 500 watt seconds may be determined in the evening (from 6 pm to 6 am).

  In step 117, the regenerative energy per sample period is detected. This detection can be realized by monitoring the current and voltage from the motor 3 and the inverter 8 when performing regenerative charging.

Subsequently, at step 119, the travel energy _Er in the sample period is acquired. Specifically, the vehicle speed v obtained in step 111 and 113, rolling frictional resistance force _{f r,} in addition to the air resistance _{f a,} using the potential energy term _{f h} and acceleration energy terms _{f v, E} r = v It is calculated by the equation of × T × (f _r + f _a + f _h + f _v ) (see “Development of New Energy Vehicle”, pages 123 to 124, November 2006, published by CMC).

Here, the potential energy term f _h is calculated by the equation f _h = m × g × sin θ. Note that the gradient θ takes a range of −90 ° to 90 °, and has a positive value in the case of an uphill, and a negative value in the case of a downhill. Therefore, the potential energy term f _h is a term due to the force generated in the vehicle by gravity. Further, the acceleration / deceleration energy term f _v is calculated by an equation of f _v = m × dv / dt. Note that dv / dt is a time derivative of the vehicle speed v, and T is the length of the sample period (for example, 1 second).

  In step 150 after finishing the travel of the section, the travel energy and regenerative energy information repeatedly acquired in step 110 for the section, and the travel status information at that time if traveled in the past in the past are used. Thus, optimization is performed in combination with the ID of the section (specifically, the segment ID). Since the optimized traveling state data includes the segment ID, the road is associated with the traveling state information on the road.

  FIG. 5 specifically shows this optimization process. The control unit 24 executes the process of FIG. 5 for each of the travel energy and the regenerative energy for the section. Hereinafter, although the process of FIG. 5 is illustrated only for the traveling energy, the operation content is the same for the regenerative energy.

  In this optimization process, the control unit 24 first determines in step 151 whether there is existing learning information for the section. That is, it is determined whether or not the information on the traveling situation when traveling in the section before this time is recorded.

  If this determination is negative, that is, if the current travel status information is the first for the section, then in step 152, the total travel energy in the current section (denoted as a calculated value in the figure) is obtained. The maximum value, the minimum value, and the average value of the total traveling energy in the section are used.

  Here, the total travel energy in the current section is the integrated value of the travel energy calculated in step 110 for the section in the execution of the current learning control process 100 (that is, the travel energy of all the sample periods in the section). Sum). That is, the current total travel energy in the section is the travel energy spent when the host vehicle travels this section this time.

  The total regenerative energy in the section is the integrated value of the regenerative energy calculated in step 110 for the section in the execution of the current learning control process 100 (that is, the total sum of the regenerative energy for all sample periods in the section). is there. That is, the current total regenerative energy in the section is the regenerative energy collected when the host vehicle travels this section this time.

  If the determination in step 151 is affirmative, that is, if the current travel status information is not the first for the section, then in step 153, the total travel energy in the current section and the durable storage medium 23 are stored in the section. Compare the value recorded as the maximum value of total travel energy. As a result of the comparison, if the current value is larger, then in step 154, the current total running energy in the section is set to the maximum value.

  If the current value is smaller as a result of the comparison in step 153, then in step 155, the current total running energy in the section and the minimum value of the total running energy in the section are recorded in the durable storage medium 23. Compare the value. If the current value is smaller as a result of the comparison, subsequently, in step 156, the current total running energy in the section is set to the minimum value.

  Further, after Steps 152, 154, and 155 and as a result of the comparison in Step 155, if the current value is larger, then in Step 157, the recorded value of the number of travels for the section is increased by one. Note that the recorded value of the number of times of travel is initialized to zero when the navigation ECU 20 is manufactured.

  Subsequently, in step 158, the new total traveling energy in the section is calculated by reflecting the total traveling energy in the section calculated this time in the total traveling energy in the section recorded in the durable storage medium 23. Specifically, it is calculated using the formula [total running energy in the current section + (N−1) × average value of total traveling energy in the section] / N. After step 158, the process of step 150 ends.

  Subsequently, in step 160, the optimized data (that is, the maximum value, the minimum value, the average value, the maximum value, the minimum value, and the average value of the total regenerative energy) for the section (segment) is updated. Is recorded in the durable storage medium 23 as a history of various driving situations, that is, as learning information. After step 160, one execution of the learning control process 100 ends.

  By executing the learning control process 100 as described above, the history of the driving situation for each segment around the chargeable point is recorded in the durable storage medium 23. FIG. 6 shows an example of a travel status history table recorded in the durable storage medium 23 together with roads associated with the history.

  In this travel status history table, for the segments 31 to 33 sandwiched between the node 21, the complementary shape point 25, the complementary shape point 26, and the node 22, the total travel energy and total regeneration when traveling in the segment Energy is recorded.

  In addition, for the segment 33 in which the chargeable point recorded by the charging position recording process 50 exists, information that the segment 33 includes the chargeable point is also recorded in the table.

  FIG. 7 shows a flowchart of the route calculation process 200. The control unit 24 executes the process of the route calculation process 200 every time the destination point is determined. Here, the destination point may be determined by the control unit 24 based on a user's input operation using the operating device, or may be determined by the control unit 24 based on a past travel history.

  In one execution of the route calculation process 200, the control unit 24 first determines an optimal planned route from the current position (corresponding to an example of a departure point) to the destination point in step 210 based on map data or the like. To confirm.

  Subsequently, in step 220, it is determined whether or not the destination point is a chargeable point by comparing the position of the destination point and the position of the chargeable point recorded in the durable storage medium 23. If the destination point is a chargeable point, then step 230 is executed. Otherwise, one execution of the route calculation process 200 is terminated. In Step 230, the current SOC information is requested to the HV control unit 10 and the current SOC information transmitted from the HV control unit 10 is received in response to the request.

  Subsequently, in step 240, the history of the driving situation in the segment around the destination point on the planned route, that is, the segment in the continuous section (hereinafter referred to as the judgment section) that goes back along the planned route from the destination point, that is, learning information is obtained. Read from the durable storage medium 23.

  Subsequently, in step 250, execution of the SOC management plan creation process 300 is called based on the information acquired in steps 230 and 240. With this configuration, when the planned route to the destination point is determined, the control unit 24 executes the SOC management plan creation process 300 if the destination point is a chargeable point.

  FIG. 8 shows a flowchart of the SOC management plan creation process 300. In the process of the SOC management plan creation process 300, the electric energy that can be used between the SOC maintained during HV traveling (for example, 60%) and the lower limit of the value allowed for the SOC (for example, 40%, 30%). And a section where the electric energy can run to the destination point (hereinafter referred to as an EV finish section) is specified based on the learning information in the determination section.

  Specifically, first, in step 310, in each segment of the determination section, how much power is consumed when traveling in the segment, that is, the expected electricity consumption in the segment is learned for the segment. Read from information. Specifically, the total travel energy in the section for the segment is read, the total regeneration energy in the section for the segment is read, and the energy obtained by subtracting the total regeneration energy in the section from the read total travel energy in the section, Estimated electricity consumption in this segment. Note that the total intra-section travel energy to be read may be any of a maximum value, a minimum value, and an average value, and the total intra-section travel energy to be read may be any of a maximum value, a minimum value, and an average value.

  Subsequently, in step 320, a result obtained by subtracting the lower limit SOC from the current SOC acquired from the HV control unit 10 is set as the usable amount of electricity. The lower limit SOC may be received from the HV control unit 10 by requesting it from the HV control unit 10 simultaneously with the reception of the current SOC, or by requesting the HV control unit 10 at another timing. You may receive from the HV control part 10. FIG.

  Subsequently, in steps 330 to 360, the segments are picked up in order of going back the predicted route from the destination point (step 350), and the predicted electricity consumption in the segment is sequentially integrated (steps 330 and 360). Then, when the result of the integration becomes the same as the usable amount of electricity (within a predetermined tolerance) (step 340), the segment farthest from the destination point among the last picked up segments at that time is selected. , The start point of the EV finish section (step 370).

  Subsequently, an SOC management plan in the EV finish section is created (step 380). Specifically, the prediction of the transition of the SOC in the EV finish section when the EV mode is switched from the HV mode to the EV mode at the start point and then the EV mode continues to the destination point is specified based on the learning information. FIG. 9 is a graph showing an example of prediction of such SOC transition. A value at each point of the predicted SOC transition is referred to as a target SOC. After step 380, one execution of the SOC management plan creation process 300 is terminated.

  By executing the SOC management plan creation process 300 as described above, the start point of the section in which the EV mode is continued to the destination can be specified in the predicted route to the destination. Thus, in the present embodiment, the learning information is used only for determining the EV finish section and the management plan in the EV finish section, and for other sections on the predicted route. Not used. In the present embodiment, the travel mode is the HV mode in all sections other than the EV finish section.

  FIG. 10 shows a flowchart of the running time process 400. The control unit 24 determines the destination point and the predicted route to the destination point, the SOC management plan creation processing 300 is executed for the predicted route, and the navigation processing 40 displays a guide for the predicted route. When the hybrid vehicle is traveling, the on-travel processing 400 is executed.

  In the execution of the running time process 400, the control unit 24 first transmits the current position and the like to the HV control unit 10 as eco-control support information in step 410. Subsequently, in step 420, the current SOC that is sequentially transmitted from the HV control unit 10 is received. Subsequently, in step 430, in order to correct the SOC management plan (that is, the start point of the EV finish section and the transition of the electric consumption in the EV finish section) based on the received current SOC, the SOC management plan creation process 300 is performed again. Execute. Subsequently, at step 440, it is determined whether or not the hybrid vehicle has reached the start point of the EV finish section. If it has not reached yet, step 410 is executed again, and if it has reached, step 450 is executed subsequently. . Therefore, the control unit 24 repeats fine adjustment of the SOC management plan based on the current SOC until the host vehicle reaches the start point.

  In the HV mode, the HV control unit 10 appropriately performs driving of the vehicle by the engine 1, driving of the vehicle by the motor 3, regenerative charging, and internal combustion charging so that the SOC becomes the same value as the reference SOC. The value of the SOC does not always match the reference SOC, and varies from moment to moment. If the current SOC value increases, the EV finish section distance also increases. If the current SOC value decreases, the EV finish section distance also decreases. Therefore, the current SOC at the start point of the EV finish section and the target SOC are more accurately matched by repeating the recalculation of the start point of the EV finish section in accordance with the fluctuation of the current SOC, and more accurately at the destination point. The current SOC can be lowered to the lower limit SOC.

  In step 450, an EV travel start notification is transmitted to the HV control unit 10. Thereby, the HV control unit 10 switches the travel mode from the HV mode to the EV mode. Subsequently, in step 452, the current SOC and the target SOC corresponding to the current position are transmitted to the HV control unit 10 as eco-control support information. Subsequently, in step 454, the current SOC is received from the HV control unit 10.

  Subsequently, in step 460, it is determined based on the signal from the GPS sensor 11 whether or not the hybrid vehicle has reached the destination, and this step 460 is repeated until it reaches, and if it reaches, step 470 is executed. In step 470, an EV travel stop notification is transmitted to the HV control unit 10. Thereby, the HV control unit 10 switches the travel mode from the EV mode to the HV mode.

  As described above, by executing the running time process 400, the control unit 24 first, in the HV traveling section before the EV finish section (see step 440), based on the current SOC sequentially received from the HV control section 10. (See step 420), and correct the SOC management plan (see step 430). Then, when the hybrid vehicle reaches the start point of the EV finish section (see step 440), the control unit 24 causes the HV control unit 10 to start the EV mode (see step 450), and then the hybrid vehicle arrives at the destination point. Sometimes (see step 460), the EV mode of the HV control unit 10 is terminated (see step 470). Therefore, the travel mode is switched from the HV mode to the EV mode at the start position of the EV finish section, and then the EV mode continues until the destination point arrives.

  The control unit 24 records a chargeable point by the charging position recording process 50, and records a travel situation history around the chargeable point by the learning control process 100. Furthermore, when the destination point on the planned route is a chargeable point (see step 220 of the route calculation process 200), the control unit 24 performs an EV traveling continuous section before the chargeable point by the SOC management plan creation process 300. And the HV control unit 10 is controlled by the running time process 400 to switch between HV running and EV running according to the decision.

  As described above, the navigation ECU 20 determines all the sections from the start point to the destination point of the EV finish section as sections using the EV mode, and actually consumes battery power using the EV mode in that section. It has become. By adopting such a relatively simple method of merging the HV mode sections into one and placing them before the EV finish section, the remaining battery level is reached when the destination point, which is a chargeable point, is reached. Control that the amount becomes the lower limit can be easily realized.

  The determination of the start point is realized by using the power consumption in the continuous section along the planned route from a certain point on the planned route to the destination point. And this power consumption is determined by the learning process using the history of the driving | running condition which influences the power consumption of the battery when drive | working the said area in the past. By doing in this way, the calculated electric power consumption becomes more suitable for the road and the substance of the hybrid vehicle, and as a result, the remaining battery level can be reduced to the lower limit value at the destination point more accurately.

  Further, the navigation ECU 20 calculates the battery power consumption amount using the learning information only in the EV finish section of the planned route. As a result, the processing load on the navigation ECU 20 is reduced as compared with the case where the learning information is used in all of the predicted routes.

  Further, when the navigation ECU 20 travels for each of the plurality of road sections, the total storage energy in the section and the total regenerative energy in the section are stored in the durable storage medium 23. (See learning control process 100). Further, the navigation ECU 20 determines the internal combustion engine and the motor when traveling on the route including the plurality of road sections based on the difference between the total travel energy in the sections and the total regenerative energy in the sections for each of the plurality of recorded road sections. A travel plan is created for use switching (specifically, an EV finish section or the like is determined. Refer to the SOC management plan creation process 300).

  As described above, the navigation ECU 20 records the travel energy and the regenerative energy for each road section, and creates a travel plan based on the difference between them, that is, the total decrease in the amount of energy stored in the vehicle when traveling in the section. .

  Even when the travel plan is created based on the past vehicle speed as in the past, the travel plan is usually created after calculating the energy consumption from the past vehicle speed. Therefore, as in the present invention, the most direct data for creating a travel plan, which is the total decrease in the amount of energy stored in the vehicle when traveling in a section, is recorded and used later. Fuel efficiency can be improved.

  In addition, when the navigation ECU 20 travels a certain road section a plurality of times, the average value, minimum value, maximum value of the total travel energy in the section of the one road section, and the section of the one road section The average value, the minimum value, and the maximum value of the total regenerative energy over a plurality of times are recorded in a storage medium and used to create a travel plan.

  Unlike the vehicle speed, the total running energy and total regenerative energy in a section are recorded as average values over multiple runs in that section. Regardless of its existence, it is unlikely that necessary information will be lost. This means that if the overall appearance of changes in vehicle speed in a section does not change significantly for each driving opportunity, the total amount of running energy and the total amount of regenerative energy will not change significantly even if the deceleration position and acceleration position are slightly shifted. This is due to the nature.

  Next, the driving advice process 500 will be described. FIG. 17 shows a flowchart of the driving advice process 500. During the execution of the learning control process 100, the control unit 24 repeatedly executes the driving advice process 500 in parallel with the learning control process 100 (for example, at a cycle of 1 second).

  As shown in FIG. 17, in the execution of the driving advice processing 500, the control unit 24 first obtains route information in step 510, whereby the planned route to the destination, the road section where the host vehicle is currently traveling, And the road section etc. into which the own vehicle enters next are specified.

  Subsequently, in step 520, it is determined whether or not brake learning information (specifically, a brake level, which will be described later) is recorded in the durable storage medium 23 for the current road section. A brake support process is executed at 525, and if it is not recorded, then step 530 is executed.

  In step 530, it is determined whether or not accelerator learning information (specifically, an accelerator level, which will be described later) is recorded in the durable storage medium 23 for the current road section. Then, the accelerator assist process is executed. If not recorded, the brake indicator display in step 550 is executed.

  Following each of steps 525, 540, and 550, learning processing is performed in step 560. In this learning process, accelerator learning information and brake learning information for the current road section are recorded in the durable storage medium 23. Therefore, by repeatedly executing the driving advice processing 500 while the vehicle is traveling, the accelerator learning information and the brake learning information are recorded in the durable storage medium 23 as necessary for each of the road sections on which the vehicle has traveled.

  Normally, neither accelerator learning information nor brake learning information is recorded in one road section. Therefore, by executing the driving advice process 500 once, the control unit 24 performs brake support processing if there is brake learning information for the current road section, and accelerator support processing if there is accelerator learning information for the current road section. If neither is found, the brake indicator is displayed. If both are recorded, the brake indicator is displayed. In either case, the learning process is performed.

  Here, the learning process in step 560 will be described first. FIG. 18 is a flowchart showing details of the learning process. In this learning process, the control unit 24 first calculates potential regenerative energy in the current time section in step 561. The current time section refers to a section to which the execution timing of the current driving advice process 500 belongs, among the time sections obtained by dividing the time by the execution cycle T of the driving advice process 500.

  The latent regenerative energy refers to kinetic energy taken from the hybrid vehicle by a brake operation. Therefore, the latent regenerative energy is a value that increases as the brake operation amount increases and decreases as the brake operation amount decreases (that is, an amount corresponding to the brake operation amount).

  For example, when the vehicle is going down a hill, the potential energy obtained by going down the hill during this time section (excluding energy dissipation due to factors such as air resistance) Should be kinetic energy. If the vehicle speed did not change even though the vehicle went down the hill in the current time section, the position energy (excluding energy dissipation due to factors such as air resistance) is applied to the hybrid vehicle by the brake operation. It becomes kinetic energy deprived of.

  For example, when the vehicle decelerates on a flat ground, the kinetic energy of the vehicle decreased by the deceleration (excluding energy dissipation due to factors such as air resistance) remains the kinetic energy of the vehicle unless braking is applied. Should have been. Therefore, in this case, the kinetic energy of the vehicle reduced by deceleration (excluding energy dissipation due to factors such as air resistance) becomes the kinetic energy taken away from the hybrid vehicle by the brake operation.

  If there is no limit in the power recovery capability of the battery 9, all of the potential regenerative energy should be charged in the battery 9. In that sense, the potential regenerative energy is ideally the regenerative energy that should originally be obtained.

  However, in reality, there is a limit to the power recovery capability of the battery 9, so there is a case where all of the potential regenerative energy cannot be stored in the battery 9. In such a case, it can be said that the brake is excessively depressed from the viewpoint of the efficiency of regenerative charging.

  For example, when the vehicle travels on road sections A, B, and C as shown in FIG. 19, the road gradient of each road section is as shown by a solid line 71, and the traveling speed of the vehicle changes as shown by a solid line 72. Consider the case.

  The road section A is a downhill, and the driver does not operate the brake before the range 73, and as a result, the vehicle continues to accelerate. In this case, the potential regenerative energy is zero.

  In the range 73, the driver suddenly performs a braking operation, so that the speed of the vehicle rapidly decreases. At this time, the kinetic energy deprived from the hybrid vehicle by the brake operation includes the kinetic energy lost in response to the deceleration of the vehicle and the potential energy obtained by the vehicle going down the slope in the range 73 (however, air resistance etc. (Excluding energy dissipation due to these factors). When such a sudden braking is performed, the latent regenerative energy 61 often exceeds the recovery limit 62 of the battery 9 in many cases.

  Similarly, the road section B is downhill, and the driver does not operate the brake before the range 74. As a result, the vehicle continues to accelerate. In the range 74, the driver performs a sudden brake operation. By doing so, the speed of the vehicle decreases rapidly. At this time, the kinetic energy deprived from the hybrid vehicle by the brake operation includes the kinetic energy lost in response to the deceleration of the vehicle and the potential energy obtained by the vehicle going down the slope in the range 74 (however, air resistance, etc. In other cases, the potential regenerative energy 63 exceeds the recovery limit 64 of the battery 9 in many cases.

In the present embodiment, regenerative charging is performed when a brake operation is performed. Therefore, the following formula is used as a formula for calculating the potential regenerative energy E0.

E0 = −v × T × α × (f _h + f _v )
Here, the meanings of the potential energy term f _h and the acceleration / deceleration energy term f _v are as described above. Time T is an execution cycle of the driving advice process 500. The vehicle speed v, the potential energy term f _h , and the acceleration / deceleration energy term f _v are values in the current time interval. Further, the value α is a predetermined conversion efficiency (a value of 1 or less, for example, 0.8) in consideration of energy dissipation such as air resistance.

  Subsequently, in step 563, actual regenerative energy is calculated. The actual regenerative energy is energy that is actually stored in the battery 9 by regenerative charging in the current time interval. The calculation of the actual regenerative energy can be performed by monitoring the current and voltage from the motor 3 and the inverter 8 at the time of performing regenerative charging and using the value of the monitoring result.

  In step 565, the brake level is recorded in the durable storage medium 23 as necessary. Specifically, it is determined whether the potential regenerative energy calculated in step 561 is higher or lower than a reference value (for example, a value that is 1.2 times the actual regenerative energy) equal to or higher than the actual regenerative energy calculated in step 563. In this case, the brake level of the currently running road section is specified and recorded in the durable storage medium 23.

  The brake level is specified based on the division value obtained by dividing the potential regenerative energy by the actual regenerative energy so that the brake level increases as the division value increases. For example, when the division value is greater than 1.2 and less than or equal to 1.5, the brake level is 1, and when the division value is greater than 1.5 and less than or equal to 2.0, the brake level is 2, and the division value is 2. If it is greater than 0, the brake level is set to 3.

  However, in step 565, when a brake level higher than the brake level specified in the current time section has already been recorded from the start of traveling on the current road section to the present, the brake level specified in the current time section is recorded. Is not recorded in the durable storage medium 23.

Thus, when the vehicle finishes traveling on a certain road section, the highest brake level specified in the road section is recorded in the durable storage medium 23 as the brake level of the road section. It will be. However, the latest brake level is memorized even if the brake level is low in the section where the brake level is high when traveling once and the braking is corrected by the driver.
At this time, the control unit 24 may record the value obtained by dividing the latent regenerative energy by the actual regenerative energy in the durable storage medium 23.

  As a result, when the vehicle travels on the road sections A, B, and C as shown in FIG. 19, the road sections A and B are brakes corresponding to the potential regenerative energy in the ranges 73 and 74, respectively. The level is recorded in the durable storage medium 23, and the brake level is not recorded for the road section C.

  Subsequently, at step 566, the current engine speed is specified based on the signal from the engine speed sensor 16. Subsequently, at step 567, the current acceleration of the vehicle is specified based on the signal from the acceleration sensor 15.

  In step 569, the accelerator level is recorded in the durable storage medium 23 as necessary. Specifically, the current optimum accelerator opening is identified using an optimum accelerator opening map set in advance for each vehicle, and a reference value equal to or greater than the identified optimum accelerator opening (for example, 1. It is determined whether or not the current accelerator opening is larger than (double value), and if it is larger, the accelerator level of the road section currently running is specified and recorded in the durable storage medium 23. The current accelerator opening is specified based on a signal from the accelerator opening sensor 17.

  Here, the optimal accelerator opening map will be described. The optimum accelerator opening map is a map for assigning different optimum accelerator openings for different sets of engine speed and acceleration, and is recorded in advance in the durable storage medium 23 (for example, when the vehicle is shipped). Here, the optimum accelerator opening is the optimum accelerator opening for saving the motive energy of the vehicle (that is, gasoline fuel and charging power).

  The control unit 24 specifies the current optimal accelerator opening by applying the engine speed specified in step 566 and the acceleration specified in step 567 to the optimal accelerator opening map.

  The accelerator level is specified based on a division value obtained by dividing the current actual accelerator opening by the optimum accelerator opening so that the accelerator level increases as the division value increases. For example, when the division value is greater than 1.2 and less than or equal to 1.5, the accelerator level is 1, and when the division value is greater than 1.5 and less than or equal to 2.0, the accelerator level is 2, and the division value is 2. If it is greater than 0, the accelerator level is set to 3.

  However, in step 569, if an accelerator level higher than the accelerator level specified in the current time section has already been recorded from the start of traveling on the current road section to the present, the accelerator level specified in the current time section is recorded. Is not recorded in the durable storage medium 23.

  Thus, when the vehicle finishes traveling on a certain road section, the highest accelerator level specified in the road section is recorded in the durable storage medium 23 as the accelerator level of the road section. It will be.

  However, the accelerator level at the time of driving once is high, and the latest accelerator level is memorized in the section where the driver corrects the accelerator work by performing notification even if the accelerator level is low.

  At this time, the control unit 24 may record a value obtained by dividing the actual accelerator opening by the optimum accelerator opening in the durable storage medium 23.

  As a result, when the vehicle travels on road sections D, E, and F as shown in FIG. 20, the actual accelerator opening of the vehicle changes as indicated by a solid line 75, and the optimum accelerator opening Consider the case where becomes a dotted line 76. In such a case, at the points 65 and 66, the acceleration is such that the actual accelerator opening greatly exceeds the optimum accelerator opening. Therefore, with respect to the road sections D and E, the points 65 and 66 respectively. The accelerator level corresponding to the accelerator opening is recorded in the durable storage medium 23, and the accelerator level is not recorded for the road section F.

  Next, the brake support process in step 525 of FIG. 17 will be described. FIG. 21 shows a detailed flowchart of the brake support process. In the brake support process, the control unit 24 first determines in step 532 whether or not the target road section is an excessively braked point. The target road section may be a road section in which the host vehicle is currently traveling, or may be a road section in which the host vehicle is traveling next according to the planned route.

  Whether or not the target road section is an excessive brake point is determined by whether or not the brake level recorded in the durable storage medium 23 for the target road section is equal to or higher than the reference brake level. The reference brake level is determined based on the number distribution situation of all brake level values recorded in the durable storage medium 23. That is, when the distribution is biased toward the higher brake level (for example, when the median of the distribution is larger) and when the distribution is biased toward the lower side of the brake level (for example, when the median of the distribution is smaller) When comparing with, make the reference level larger in the former.

  More specifically, the reference level is determined so that a predetermined ratio (for example, 30 percent) of the higher level is at least the reference level and the reference level is the highest. Here, the percentage is a ratio to the total number of brake levels recorded in the durable storage medium 23. FIG. 22 shows the relationship between the brake level distribution and the reference level when the predetermined ratio is 30%.

  In the upper example, the number distribution of brake level values for a plurality of road sections recorded in the durable storage medium 23 is 40% for level 1, 30% for level 2, and 30% for level 3. In this case, the reference level is level 3. In the middle example, level 1 is 10 percent, level 2 is 30 percent, and level 3 is 60 percent. In this case, the reference level is level 2. In the lower example, level 1 is 10 percent, level 2 is 10 percent, and level 3 is 80 percent. In this case, the reference level is level 1.

  If it is determined that the target road section is not a point with excessive braking, the brake support process is terminated. If it is determined that the point is an excessively braked point, then in step 534, a notice that the traveling on the target road section is excessively braked is performed using the display 18 or the speaker 19, so that the driver's attention to the brake operation is obtained. Arouse.

  At this time, the recorded value of the value obtained by dividing the potential regenerative energy by the actual regenerative energy when traveling on the road section last time may be read from the durable storage medium 23 and displayed on the display 18. . By performing such display, it is possible to give a more specific index of brake work to the driver.

  Subsequently, at step 536, a brake indicator is displayed on the display 18. FIG. 23 shows a display example of the brake indicator. As shown in FIG. 23, the brake indicator has a plurality of rectangular portions 81 a to 81 f that are vertically arranged at equal intervals, and further has a horizontal bar 82.

  The displayed number of the rectangular portions 81a to 81f, that is, the vertical length of the rectangular portion total is a division value obtained by dividing the current latent regenerative energy by the recovery limit, and the vertical position of the horizontal bar 82 is This corresponds to the position where the division value is 1.

  By displaying a comparison between the potential regenerative energy and the recovery limit, the driver can see how much the potential regenerative energy exceeds the recovery limit or until the potential regenerative energy reaches the recovery limit. It is possible to easily grasp how much room is still available.

  The method for calculating the potential regenerative energy is the same as that in step 561 in FIG. Further, the recovery limit (which corresponds to the energy that can be regeneratively charged by the brake operation) that is the chargeable amount per time interval T of the battery 9 may be a fixed value, the temperature of the battery 9, the battery 9 May be changed based on the value of the current flowing through the battery and the amount of electricity stored in the battery 9.

  In addition, the part arrange | positioned above the horizontal bar 82 among the rectangular parts 81a-81f, ie, the part exceeding a collection | recovery limit, is different from the part arrange | positioned below the horizontal bar 82 among latent regeneration energy. It may be displayed in color. In this way, the driver can easily visually check whether or not the potential regenerative energy exceeds the recovery limit. After step 536, the brake support process is terminated.

  Next, the accelerator support process in step 540 of FIG. 17 will be described. FIG. 24 is a flowchart showing details of the accelerator support process. In the accelerator support process, the control unit 24 first determines in step 542 whether or not the target road section is a rapid acceleration point. The target road section may be a road section in which the host vehicle is currently traveling, or may be a road section in which the host vehicle is traveling next according to the planned route.

  Whether or not the target road section is a rapid acceleration point is determined by whether or not the accelerator level recorded in the durable storage medium 23 for the target road section is equal to or higher than the reference accelerator level. The reference accelerator level is determined based on the distribution status of all accelerator level values recorded in the durable storage medium 23. That is, when comparing the case where the distribution is biased toward the higher accelerator level and the case where the distribution is biased toward the lower accelerator level, the former is set so that the reference level becomes larger. More specifically, the brake level is specified in the same manner as the reference level.

  If it is determined that the target road section is not a rapid acceleration point, the accelerator support process is terminated. If it is determined that the vehicle is in the sudden acceleration point, then in step 544, the display 18 or the speaker 19 is used to notify the driver that the vehicle is traveling on the target road section using the display 18 or the speaker 19. Call attention.

  At this time, the recorded value of the result obtained by dividing the actual accelerator opening by the optimum accelerator opening when the vehicle traveled on the road section last time is read from the durable storage medium 23 and displayed on the display 18. May be. By performing such a display, a more specific accelerator work index can be given to the driver.

  Subsequently, at step 546, an accelerator indicator is displayed on the display 18. FIG. 25 shows a display example of the accelerator indicator. As shown in FIG. 25, the accelerator indicator includes a plurality of rectangular portions 83a to 83f arranged at equal intervals in an oblique direction, and further includes a horizontal bar 84.

  The display number of the rectangular portions 83a to 83f, that is, the length of the rectangular portion in the diagonal direction is a division value obtained by dividing the current accelerator opening by the optimal accelerator opening, and the diagonal direction of the horizontal bar 84 Corresponds to the position where the division value is 1.

  By displaying such a comparison between the current accelerator opening and the optimum accelerator opening, the driver can determine how much the current accelerator opening exceeds the optimum accelerator opening, It is possible to easily grasp visually how much time still remains until the accelerator opening reaches the optimum accelerator opening.

  The method for specifying the optimum accelerator opening of the target road section is the same as the method in step 569 in FIG.

  In addition, the part arrange | positioned above the horizontal bar 84 among the rectangular parts 83a-83f, ie, the part exceeding the optimal accelerator opening, is arrange | positioned below the horizontal bar 84 among actual accelerator opening. It may be displayed in a color different from the portion. In this way, the driver can easily recognize whether or not the actual accelerator opening exceeds the optimum accelerator opening. After step 546, the accelerator support process is terminated.

  In addition, the control part 24 displays the brake indicator similar to step 536 of FIG. 21 also in step 550 of FIG.

  As described above, when the control unit 24 executes the learning control process 100 and records regenerative energy or the like, the kinetic energy (that is, latent potential) deprived from the hybrid vehicle by the brake operation to the driver of the hybrid vehicle. Regeneration energy) and the energy that can be actually regenerated and charged by the brake operation are notified (see steps 525 and 550 in FIG. 17 and FIGS. 21 and 23).

  As described above, the notification regarding the brake operation is performed by the control unit 24, so that the driver is more likely to travel while performing an appropriate brake operation so that the potential regenerative energy does not exceed the energy that can actually be regeneratively charged. . Then, the variation in the regenerative energy recorded in parallel is reduced, and as a result, the accuracy of the travel plan is increased.

  In addition, when the control unit 24 executes the learning control process 100 and records the travel energy and the like, the control unit 24 can optimize the accelerator for the driver of the hybrid vehicle to save the actual accelerator opening and the power energy of the vehicle. Notification of comparison with the opening is made (see step 540 in FIG. 17, FIG. 24, and FIG. 25).

  In this way, the notification regarding the accelerator operation is performed by the control unit 24, so that the driver is more likely to travel while performing an appropriate accelerator operation so that the actual accelerator opening does not exceed the optimum accelerator opening. . Then, the variation of the traveling energy recorded in parallel is reduced, and as a result, the accuracy of the traveling plan is increased.

  In addition, the control unit 24 records information on the relationship between the brake operation amount (specifically, potential regenerative energy) of the hybrid vehicle and the regenerative charge amount for each road section, and based on the recorded contents, the brake operation is recorded. A road section whose amount is excessive for regenerative charging is specified (see step 532 in FIG. 21), and a notice for calling attention to the brake operation of the specified road section is performed (see steps 534 and 536).

  In this way, by using the information on the relationship between the past brake operation and the regenerative charge amount recorded for each road section, the road section where the brake operation amount was excessive for the regenerative charge is identified, so that the driver is advised. It is possible to distinguish between road sections that need to be and road sections that do not, and switch execution / non-execution of advice based on the distinction.

  Further, the control unit 24 determines how much the potential regenerative energy exceeds the energy (that is, the actual regenerative energy) that could be regeneratively charged by the brake operation as information on the relationship between the brake operation amount and the regenerative charge amount of the hybrid vehicle. Is recorded (specifically, a division value) (see steps 561 to 565 in FIG. 18). Then, the control unit 24 changes a determination criterion (specifically, a reference level) as to whether or not the brake operation amount is excessive for the regenerative charging based on the distribution state of the recorded degree information value.

  In this way, by changing the determination criterion based on the distribution state of the degree information value, the determination criterion is optimized for each vehicle (that is, for each driver). By doing in this way, even if driving contents differ for each driver, the possibility of giving advice to each driver at an appropriate ratio that is neither too much nor too little is increased. As a result, there is a high possibility that the driver can improve the driving contents step by step without feeling a sense of symptom.

  In addition, the control unit 24 records information on the relationship between the actual accelerator operation amount of the hybrid vehicle and the optimum accelerator operation amount from the viewpoint of saving travel energy for each road section, and based on the recorded contents, the accelerator operation amount is recorded. A road section in which the operation amount is inappropriate for saving the travel energy is specified (see step 542 in FIG. 24), and notification is made to alert the accelerator operation in the specified road section (see steps 544 and 546).

  In this way, by using the information on the relationship between the past actual accelerator operation amount recorded for each road segment and the optimal accelerator operation amount, the road segment where the accelerator operation was inappropriate for saving the travel energy was determined. By specifying, it is possible to distinguish between road sections that require advice for the driver and road sections that do not, and switch execution / non-execution of advice based on the distinction.

  In addition, the control unit 24 provides degree information indicating how much the actual accelerator operation amount exceeds the optimum accelerator operation amount as information on the relationship between the actual accelerator operation amount of the hybrid vehicle and the optimum accelerator operation amount (specifically, Specifically, the division value is recorded (see steps 566 to 569 in FIG. 18).

  In this case, the control unit 24 changes the determination criterion (specifically, the reference level) as to whether or not the accelerator operation is inappropriate for saving the travel energy based on the distribution state of the recorded degree information value. Let

  In this way, by changing the determination criterion based on the distribution state of the degree information value, the determination criterion is optimized for each vehicle (that is, for each driver). By doing in this way, even if driving contents differ for each driver, the possibility of giving advice to each driver at an appropriate ratio that is neither too much nor too little is increased. As a result, there is a high possibility that the driver can improve the driving contents step by step without feeling a sense of symptom.

(Second Embodiment)
Next, a second embodiment of the present invention will be described with a focus on differences from the first embodiment. The navigation ECU 20 of this embodiment has a wireless communication device (not shown) in addition to the same configuration as that of the first embodiment, and wirelessly communicates with the information center using the wireless communication device.

In addition, the GPS sensor 11 of the present embodiment has an HDOP (Horizontal Dilution Precision) that represents a decrease in accuracy in the horizontal direction due to the distribution state of GPS satellites.
accuracy) called “ion)” is also output to the control unit 24. And the control part 24 specifies the position confidence degree showing the precision of the present position of the own vehicle from the accuracy information input from this GPS sensor 11. Note that the degree of position confidence in the present embodiment increases as the accuracy of the current position increases, and decreases as the accuracy of the current position decreases.

  FIG. 11 is a sequence diagram illustrating a communication procedure between the information center 35 and the navigation ECU 20. The information center 35 is configured as a server having a database that stores traffic flow information representing traffic flow for each road section collected along with the traveling of a large number of probe cars 36.

  As shown in FIG. 11, the information center 35 receives the traveling information collected along with the traveling of the probe cars 36, performs statistical processing (step 510), and stores it in the database. The travel information collected by the probe vehicle 36 includes an average vehicle speed for each segment (or for each link) as traffic flow information indicating the traffic flow. As shown in FIG. 12, when receiving the average vehicle speed from a large number of probe cars 36, the information center 35 calculates the average vehicle speed for every predetermined time (for example, 10 minutes) for each segment and stores it in the database.

  Next, the information center 35 performs a classification process on the traffic flow information stored in the database (step 520). The information center 35 generates classification information in which traveling information is classified into a plurality of groups according to time zones, days of the week, and holidays according to the characteristics of the traffic flow information for each segment stored in the database, and stores the classification information in another region of the database.

  FIG. 13 shows a configuration example of the classification information. For example, when the average vehicle speed from 7:00 to 9:00 on the road section 1 (segment 1) is less than 20 km / h, and the average vehicle speed at other times (9 to 7:00) is 20 km / h or more, As shown in the road 1, the group is classified into two groups: a group from 7:00 to 9:00 and another group (from 9:00 to 7:00). Similarly, each road section (segment N) is classified into a plurality of groups according to the average vehicle speed characteristic. Furthermore, it is classified by day of the week and public holidays, such as weekdays and public holidays.

  The control unit 24 of the navigation ECU 20 in the present embodiment acquires the classification information from the information center 35 as shown in FIG. 11 when the navigation ECU 20 is activated for the first time or when a preset maintenance time comes. A learning database construction process for constructing a learning database classified according to a plurality of time zones according to the classification information is performed (step 530).

  FIG. 14 shows the configuration of the learning database. This learning database functions as learning information in place of the travel situation history table in the first embodiment. This learning database is divided into a learning database for running energy and a learning database for regenerative energy, and each learning database has a configuration as shown in FIG.

  Each learning database includes a reference value storage unit B for storing a reference value set for each road type, and a plurality of travel counts (initial value is zero) for each degree of deviation from the reference value B. Number-of-divergence count storage unit A, statistical confidence level storage unit C for storing statistical confidence level (corresponding to an example of variation degree) to be described later, travel status collected by traveling of own vehicle (total travel energy in the section) Alternatively, the representative value storage unit D for storing representative values (maximum value, minimum value, and average value) over a plurality of travel opportunities (total regenerative energy in the section), and the position confidence degree based on the accuracy information from the GPS sensor 11 A position confidence degree storage E for storing is provided. Note that the number-of-divergence count storage unit B is divided every predetermined amount (for example, 2.5 kilowatt seconds in the case of a learning database for travel energy) with reference to a reference value.

  Each of these storage units is classified by time zone, day of the week, and holiday according to the classification of the classification information generated by the information center 35. In the present embodiment, the traveling state for each road section (segment in the present embodiment) collected as the vehicle is traveling is recorded according to the classification of the learning database.

  Moreover, the control part 24 of this embodiment performs the process shown in FIG. 15 instead of the process shown in FIG. 5 as a process of step 150 of the learning control process 100 shown in FIG. The processing in FIG. 15 is performed separately for each of the travel energy learning database and the regenerative energy learning database. In the following, the processing of FIG. 15 will be described only for the travel energy learning database, but the content of the processing for the regenerative energy learning database is the same except for the difference between the travel energy and the regenerative energy.

  In the process of FIG. 15, the control unit 24 first stores a reference value according to the road type of the target segment (that is, the segment determined to have finished traveling in step 130 in FIG. 3) in the reference value storage unit B of the learning database. Is stored (step 600). This reference value is determined as the total travel energy required when traveling the target segment based on the standard vehicle speed, gradient, and total length of the target segment assigned for each road type (for example, in the map DB storage unit). . FIG. 16A illustrates 20 kilowatt seconds as the reference value of the running energy.

  Next, the segment ID, which is the road identification information of the target segment, and the position confidence level are specified (step 602). Next, the current time is specified, and the storage destination of the collected traveling state is determined (step 604). For example, in the case of 7:30 on Monday, the storage destination of the learning database is determined from 7:00 to 9:00 on weekdays. Next, it is determined whether or not the driving situation in the past driving opportunity has already been recorded in the storage destination of the learning database (step 606).

  If it is recorded, the determination at step 606 is NO, and then the travel status collected at step 110 in FIG. 3 is recorded in the storage destination determined at step 604 (step 608). For example, when the target segment is road 1 and the integrated value (that is, the total travel energy in the section) of the travel energy calculated repeatedly in step 110 is 22 kilowatt seconds, as shown in FIG. In the storage destination representative value storage unit D determined in step 604, the maximum, minimum, and average values of the total travel energy in the section (segment in this embodiment) as the travel status are equally 22 kilowatts. Record seconds.

  Next, the statistical confidence degree is set to 100 and stored in the statistical confidence degree storage unit C of the learning database (step 610). The statistical confidence is determined by multiple samples of driving conditions (specifically, multiple driving energy values) acquired over multiple occasions of the same storage location (ie, of the same time zone, day of the week, and section). This is a value indicating the degree of variation of the sample. Specifically, the statistical confidence is a value from 0 to 100, and is a value that decreases as the standard deviation of the sample increases (that is, as the variation increases).

  Next, the position confidence degree is recorded in the position confidence degree storage unit E as the storage destination of the learning database (step 612). Next, the number of travels in the number-of-divergence count storage unit A corresponding to the total travel energy in the section at the current travel opportunity is increased by 1 (step 614). For example, when the total travel energy in the section calculated this time is 22 kilowatt seconds, the number of travels in the frequency difference storage unit A of +2.5 kilowatt seconds covering the range of 20 to 22.5 kilowatt seconds is set to 0 to 1. To end this process.

  In this way, each time the host vehicle reaches the end point of the target segment (in other words, the start point of the next target segment), the control unit 24 performs the above processing, and the total travel energy in the section for the segment is obtained from the learning database. Is remembered.

  And in the opportunity which the own vehicle drive | worked the area which memorize | stored the driving | running condition again in the learning database, determination of step 606 becomes YES and next, the frequency | count storage part according to divergence degree corresponding to the total traveling energy in this area. The number of runnings during A is increased by one (step 615). For example, when the total travel energy calculated in this section is 24 kilowatt seconds, the travel count 1 is added to the number-of-divergence storage unit A of +5 kilowatt seconds covering 22.5 to 25 kilowatt seconds.

  Next, the collected travel situation and the past travel situation are averaged and recorded in the storage destination representative value storage unit D determined in Step 604 (Step 616). Specifically, processing similar to that of FIG. 5 of the first embodiment is performed using the currently calculated total traveling energy within the section and the maximum, minimum, and average values of the total traveling energy within the section that are already stored. Then, the maximum value, minimum value, and average value of the new total travel energy in the section are determined, and the maximum value, minimum value, and average value are recorded in the representative value storage unit D as new travel conditions. In this way, the representative value (for example, the maximum value of 24 kilowatt seconds, the minimum value of 22 kilowatt seconds, and the average value of 22.5 kilowatt seconds) is stored in the travel information storage section of FIG. 16B. Is done.

  Next, the statistical confidence is specified and recorded in the statistical confidence storage C of the storage destination (step 618). The statistical confidence level specified here is calculated based on the number of running times currently recorded in each of the storage destination divergence degree count storage units A. Specifically, the total running in the section is a representative value of the numerical range assigned to each of the number-of-divergence degree storage units A (for example, the representative value of the number-of-divergence degree storage unit A of +5 is 25 kilowatt seconds). The statistical confidence is calculated by assuming that there is energy corresponding to the number of times of travel recorded in the storage unit A. In this way, for example, 75 is stored in the statistical confidence storage B as illustrated in FIG.

  Next, the degree of position confidence is recorded (step 620). Specifically, a value obtained by sequentially averaging the newly calculated position confidence degree and the already stored position confidence degree is stored in the position confidence degree storage unit E as a new position confidence degree. In this way, for example, 77 is stored in the position confidence degree storage unit of FIG.

  In this way, a travel energy learning database and a regenerative energy learning database classified according to a plurality of time zones according to the characteristics of the traffic flow information stored in the database of the information center 35 are constructed, and the collected total travel energy within the section is collected. And learning according to the classification of both learning databases using the total regenerative energy in the section.

  Further, in the SOC management plan creation process 300 of FIG. 8, in step 310, the control unit 24 reads out the total running energy in the section for the segment, as shown in the first embodiment, and calculates the total in section for the segment. The regenerative energy is read out, and the energy obtained as a result of subtracting the total regenerative energy in the section from the read out total travel energy in the section is set as the predicted electricity consumption in the segment.

  However, the storage destination to be read is a storage destination corresponding to the current date and time and the target segment. Whether the maximum value, the minimum value, or the average value is adopted as the total travel energy to be read is determined based on the statistical confidence (or position confidence) recorded in the storage destination of the learning data for the travel energy. ). Whether the maximum value, the minimum value, or the average value is adopted as the total regenerative energy in the section to be read is determined based on the statistical confidence (or position confidence) recorded in the storage destination of the learning data for the regenerative energy. ).

  Specifically, when the target statistical confidence level (or position confidence level) is equal to or higher than a predetermined first reference value, the average value is used as the total running energy to be read and is less than the first reference value. In this case, the maximum value is used. When the target statistical confidence (or position confidence) is equal to or higher than the predetermined second reference value, the average value is used as the total regenerative energy to be read, and the minimum is less than the first reference value. Use the value.

  As described above, the control unit 24 varies the total travel energy in the section over a plurality of times based on the degree of confidence recorded for the road section for each of the plurality of road sections (and dates and times). Is larger than a predetermined standard, the maximum value of the total amount of travel energy is selected, and when the variation of the total travel energy in the section is smaller than the standard value, the average value is selected and the selected one is selected. Used to create a travel plan.

  The average value over a plurality of travel opportunities of the total travel energy in the section is higher in accuracy than the maximum value as a value used in creating the travel plan. However, when there is a large variation in the total traveling energy within the section over a plurality of times, there is a high possibility that the total traveling energy within the section during actual traveling greatly exceeds the average value. In such a case, if the average value is used in the travel plan for the road section, the amount of energy stored in the vehicle (the amount of stored battery power and the amount of fuel remaining in the internal combustion engine) will decrease more than expected. Risk increases.

  Therefore, if the total travel energy in a section varies more than a predetermined standard, the maximum value is used instead of the average value as described above, and the vehicle energy is sacrificed at the expense of accuracy. The risk of excessive reduction of the accumulated amount can be suppressed.

  From the same point of view, not only the total running energy in the section but also the total amount of regenerative energy, if the variation of the total amount of regenerative energy over multiple times is greater than a predetermined standard, the minimum value is not the average value. By using it, the risk of excessive reduction in the amount of energy stored in the vehicle can be suppressed at the expense of accuracy.

  As described above, the navigation ECU 20 of the present embodiment records the total travel energy (maximum value, minimum value, average value) and total regenerative energy (maximum value, minimum value, average value) and uses them in the travel plan. Exhibits the same effect as the first embodiment.

  Further, the navigation ECU 20 uses a learning database in which the statistical confidence level and the positional confidence level are stored in association with the driving situation, and based on the statistical confidence level and the positional confidence level, the statistical confidence level (or positional confidence level). 7 is permitted to be executed when it is larger than the predetermined value, and execution of the processes of FIGS. 7 and 8 is prohibited when it is smaller than the predetermined value. In this way, it is possible to selectively use highly accurate traveling information, and it is possible to improve the accuracy of control of HV traveling and EV traveling.

  According to the above configuration, the statistical confidence level indicating the degree of variation in the collected travel information is specified according to the deviation between the predetermined reference value and the collected travel information, and the collected travel information is statistically recorded. Since the degree of confidence is associated and recorded in the storage medium, the collected travel information can be managed with higher accuracy. As a result, the in-vehicle control device can recognize the degree of variation in the travel information based on the statistical confidence level, and can perform control with high accuracy.

  In addition, since the position confidence level indicating the accuracy of the current position of the host vehicle is specified and the position confidence level is associated with the travel information stored in the storage medium and recorded in the storage medium, the collected travel information is managed with higher accuracy. be able to. Thereby, the vehicle-mounted control apparatus can recognize the accuracy of the current position based on the position confidence level, and can perform control with high accuracy.

  In addition, from the position confidence level of the collected travel information and the position confidence level of the past travel information stored in the storage medium, an average value of the position confidence level corresponding to the number of learning is obtained, and the average value is calculated as a new position. The degree of confidence can be stored in a storage medium.

  In addition, a learning database classified according to a plurality of time zones according to the characteristics of the traffic flow information stored in the database of the information center 35 is constructed, and the collected traveling information is learned according to the classification of the learning database. Information can be managed.

  That is, for example, when the collected travel information is classified and recorded on a storage medium every hour, the traffic flow is poor in the first 30 minutes and the traffic flow is good in the latter 30 minutes. Because it is classified, it is difficult to accurately manage the collected travel information according to the traffic flow trend, but the travel information that is classified and collected by multiple time zones according to the characteristics of the traffic flow information is recorded in the storage medium Therefore, the traveling information collected with higher accuracy can be managed. Note that the travel information stored in the storage medium reflects the driving characteristics of the driver.

  In each of the above-described embodiments, the navigation ECU 20 corresponds to an example of a travel plan creation device, the navigation ECU 20 corresponds to an example of a travel plan creation device and an example of a driving advice device, and the control unit 24 is a computer. It corresponds to an example. The control unit 24 functions as an example of a recording unit by executing the learning control process 100, and functions as an example of a planning unit by executing the SOC management plan creation process 300.

  Further, the control unit 24 functions as an example of a brake support unit by executing Step 550 in FIG. 17 and Steps 534 and 536 in FIG. 21, and executing accelerators support by executing Steps 544 and 546 in FIG. 22. It functions as an example of means.

  Further, the control unit 24 functions as an example of a brake recording unit by executing Step 565 in FIG. 18, and functions as an example of an accelerator notification unit by executing Step 569, and executes Step 530 in FIG. 17. Thus, it functions as an example of a brake notification unit, and functions as an example of an accelerator notification unit by executing Step 540.

(Other embodiments)
As mentioned above, although embodiment of this invention was described, the scope of the present invention is not limited only to the said embodiment, The various form which can implement | achieve the function of each invention specific matter of this invention is included. It is.

  For example, the control unit 24 calculates the execution timing plan of the engine 1, the motor 3, and the internal combustion charge within the range of the HV mode using the learning information even in the section in which the travel mode is the HV mode. It may be.

  Further, in steps 240 and 570 described above, the history of the driving situation in the segment in the determination section, that is, the learning information is read from the durable storage medium 23 and used as the power consumption information in the SOC management plan creation process 300. It has become. However, in the above-described steps 240 and 570, the map data in the segment in the determination section may be read and the read data may be used as power consumption information in the SOC management plan creation process 300.

  Further, in each of the above-described embodiments, the unit for recording the total running energy in the section and the total regenerative energy in the section, the unit for calculating the consumed electric energy, the unit for creating the SOC management plan, and the target for association with the chargeable point However, although it is a segment, these objects may be links. That is, these objects are sufficient if they are road sections.

  Further, the chargeable point may be not only a position where the battery is actually charged but also a chargeable point stored in advance or a chargeable point set by the user.

  In addition, immediately after plug-in charging, the HV control unit 10 may use the EV mode until the current SOC falls to the reference SOC. If such an operation is applied to the first embodiment, even if the control unit 24 does not determine the end point 92 in the SOC management plan creation process 300 in advance, the EV mode → HV mode → Switching to the EV mode is realized.

  In addition, when the re-execution of the SOC management plan creation process 300 is repeated a reference number of times (for example, 5 times) without changing the destination point, the control unit 24 thereafter continues the HV traveling to the destination. Alternatively, the HV control unit 10 may be controlled. By doing so, it is possible to prevent the process from being wasted in a situation where the SOC management plan creation process is not effective.

  In the second embodiment, the navigation ECU 20 has a function of communicating with the information center 35, but a function of communicating with the information center 35 is not essential. When not communicating with the information center 35, the navigation ECU 20 may create the learning database as a database that is not classified by date and time zone. In this case, the learning database has one storage destination for each road section (that is, the number-of-divergence count storage unit A, the reference value storage unit B, the statistical confidence storage unit C, the representative value storage unit D, and the position confidence storage unit). E set).

  Moreover, in the said embodiment, determination of EV finish area is shown as an example of preparation of a travel plan, However As a method of preparation of a travel plan, things other than determination of EV finish area may be used.

  In the above embodiment, each function realized by the program executed by the control unit 24 is realized by using hardware having those functions (for example, an FPGA capable of programming a circuit configuration). You may come to do.

  In addition, the present invention is characterized in that the total travel energy in the section and the total regenerative energy in the section are recorded and used to create a travel plan. However, there may be a travel plan creation device that records the maximum value, the minimum value, the average value, and the degree of variation over a plurality of travel opportunities of the vehicle speed within the section and the vehicle speed within the section, and uses them to create a travel plan. Even in this case, the maximum value may be used when the degree of variation is a predetermined value or more, and the average value may be used when the degree of variation is less than the predetermined value.

1 is a diagram schematically showing a configuration of a hybrid vehicle to which an embodiment of the present invention is applied. It is a block diagram which shows the structure of navigation ECU20, and the connection relation with the exterior. 3 is a flowchart of a learning control process 100. It is a flowchart which shows the process for calculating driving energy and regenerative energy in step 110 of FIG. 4 is a flowchart specifically showing optimization processing in step 150 of FIG. 3. It is a graph which shows an example of the log | history of the driving | running | working condition for every segment. 5 is a flowchart of a route calculation process 200. 5 is a flowchart of an SOC management plan creation process 300. It is a graph which shows the transition of the change of SOC at the time of EV driving | running | working estimated by the SOC management plan creation process 300. FIG. It is a flowchart of the process 400 at the time of driving | running | working. It is a sequence diagram which illustrates the procedure of communication with the information center 35 and navigation ECU20 in 2nd Embodiment. It is a figure for demonstrating the statistical process of an information center. It is a figure which shows the structure of classification information. It is a figure which shows the structure of a learning database. It is a flowchart which shows the process in step 150 of the learning control process 100 of FIG. It is a figure for demonstrating the data storage procedure of a learning database. 5 is a flowchart of a driving advice process 500. It is a flowchart which shows the detail of the learning process of step 560 of FIG. It is a figure for demonstrating latent regeneration energy. It is a figure which shows an example of the recording of an accelerator level. It is a flowchart which shows the detail of the brake assistance process of step 530 of FIG. It is a figure which shows the relationship between distribution of a brake level, and a reference level. It is a figure which shows the example of a display of a brake indicator. It is a flowchart which shows the detail of the accelerator assistance process of step 540 of FIG. It is a figure which shows the example of a display of a brake indicator.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Alternator, 3 ... Motor, 4 ... Differential gear, 5a, 5b ... Tire,
6 ... Inverter, 7 ... DC link, 8 ... Inverter, 9 ... Battery,
DESCRIPTION OF SYMBOLS 10 ... HV control part, 11 ... GPS sensor, 12 ... Direction sensor, 13 ... Vehicle speed sensor,
14 ... map DB storage unit, 15 ... acceleration sensor, 20 ... navigation ECU,
16 ... engine speed sensor, 17 ... accelerator opening sensor, 18 ... display,
19 ... Speaker, 21 ... RAM, 22 ... ROM, 23 ... Durable storage medium, 24 ... Control unit,
21, 22 ... nodes, 25, 26 ... complementary shape points, 31-33 ... segments,
35 ... Information center, 36 ... Probe car, 40 ... Navigation processing,
50 ... Charging position recording process, 100 ... Learning control process, 200 ... Path calculation process,
300 ... SOC management plan creation processing, 400 ... Travel time processing,
500: Driving advice processing.

Claims (13)

A travel plan creation device for a hybrid vehicle having an internal combustion engine driven by combustion of fuel and a motor driven by a battery as a power source for travel,
For each of a plurality of road sections, the total amount of energy (hereinafter referred to as travel energy) spent in the travel of the one road section and the travel of the one road section when traveling on the one road section Recording means for recording the total amount of energy acquired by regenerative charging (hereinafter referred to as regenerative energy) in a storage medium;
The internal combustion engine and the motor when traveling on a route including the plurality of road sections based on a difference between the total amount of the travel energy recorded by the recording unit and the total amount of regenerative energy for each of the plurality of road sections. A travel plan creation device comprising: planning means for creating a plan for switching the use of the vehicle. The recording means, for each of the plurality of road sections, when traveling the road section a plurality of times, an average value of the total amount of travel energy of the one road section over the plurality of times, and The average value over the plurality of times of the total amount of regenerative energy of the one road section is recorded in the storage medium,
The planning means determines the plurality of road sections based on a difference between the average value of the total amount of travel energy recorded by the recording means and the average value of the total amount of regenerative energy for each of the plurality of road sections. The travel plan creation device according to claim 1, wherein a plan is created for switching the use of the internal combustion engine and the motor when traveling on a route including the route. The recording means, for each of the plurality of road sections, when traveling on the one road section a plurality of times, the average value and maximum of the total amount of travel energy of the one road section over the plurality of times. Recording the value and the degree of variation of the value over the plurality of times of the total amount of travel energy of the one road section in the storage medium,
For each of the plurality of road sections, the planning means determines that the total amount of travel energy in the one road section is predetermined for a plurality of times based on the degree of variation of the one road section. When larger than the reference, the maximum value of the total amount of travel energy in the one road section is selected, and when the variation over the plurality of times of the total amount of travel energy in the one road section is smaller than the reference value, Select the average value of the total amount of travel energy in the one road section,
For each of the plurality of road sections, the planning means determines the plurality of road sections based on the difference between the maximum value and the average value of the total amount of travel energy and the total amount of regenerative energy. The travel plan creation device according to claim 1, wherein a plan is created for switching the use of the internal combustion engine and the motor when traveling on a route including the route. The recording means, for each of the plurality of road sections, when traveling the road section a plurality of times, an average value and a minimum of the total amount of regenerative energy of the one road section over the plurality of times. Recording the value and the degree of variation of the value over the plurality of times of the total amount of regenerative energy of the one road section in the storage medium,
The planning means is configured such that, for each of the plurality of road sections, a plurality of variations in the total amount of regenerative energy in the one road section is predetermined based on the degree of variation of the one road section. When larger than the reference, the minimum value of the total amount of regenerative energy in the one road section is selected, and when the variation over the plurality of times of the total amount of regenerative energy in the one road section is smaller than the reference value, Select the average value of the total amount of regenerative energy in the one road section,
For each of the plurality of road sections, the planning means determines the plurality of road sections based on the difference between the minimum value and the average value of the total amount of regenerative energy and the total amount of travel energy. The travel plan creation device according to any one of claims 1 to 3, wherein a plan is created for switching the use of the internal combustion engine and the motor when traveling on a route including the route. A program used in a travel plan creation device for a hybrid vehicle having an internal combustion engine driven by combustion of fuel and a motor driven by a battery as a power source for travel,
For each of a plurality of road sections, the total amount of energy (hereinafter referred to as travel energy) spent in the travel of the one road section and the travel of the one road section when traveling on the one road section Recording means for recording the total amount of energy acquired by regenerative charging (hereinafter referred to as regenerative energy) in a storage medium, and the total amount of travel energy and the regenerative energy recorded by the recording means for each of the plurality of road sections A program that causes a computer to function as a planning unit that creates a plan for switching use of the internal combustion engine and the motor when traveling on a route including the plurality of road sections based on a difference in total amount.   When the recording means records the regenerative energy, the kinetic energy taken from the hybrid vehicle by the brake operation for the driver of the hybrid vehicle is compared with the energy that can be regeneratively charged by the brake operation. The travel plan creation device according to any one of claims 1 to 4, further comprising: a brake support unit that performs the notification.   An accelerator for notifying the driver of the hybrid vehicle of the comparison between the actual accelerator opening and the optimum accelerator opening for saving the vehicle's power energy when the recording means is recording the travel energy. The travel plan creating apparatus according to claim 1, further comprising an operation support unit. A driving advice device for a hybrid vehicle having an internal combustion engine driven by combustion of fuel and a motor driven by a battery as a power source for traveling,
Brake recording means for recording information on the relationship between the amount of brake operation of the hybrid vehicle and the amount of regenerative charge for each road section;
Brake information means for identifying a road section in which the amount of brake operation is excessive for regenerative charging based on the recorded content of the brake recording means, and performing a notice to alert the brake operation of the identified road section, Driving advice device. The brake recording means, as information on the relationship between the brake operation amount and the regenerative charge amount of the hybrid vehicle, the kinetic energy taken away from the hybrid vehicle by the brake operation can be actually recharged by the brake operation. Record information indicating how far the
The said brake alerting | reporting means changes the criterion of whether the brake operation amount was excessive for regenerative charge based on the distribution situation of the value of the recorded said degree information. Driving advice device. A program for use in a driving advice device for a hybrid vehicle having an internal combustion engine driven by combustion of fuel and a motor driven by a battery as a power source for traveling,
Brake recording means for recording information on the relationship between the brake operation amount of the hybrid vehicle and the regenerative charge amount for each road section, and the brake operation amount is excessive for regenerative charging based on the recorded contents of the brake recording means. A program that causes a computer to function as a brake notification means for specifying a road section and performing a notification to call attention to the brake operation of the specified road section. A driving advice device for a hybrid vehicle having an internal combustion engine driven by combustion of fuel and a motor driven by a battery as a power source for traveling,
Accelerator recording means for recording information on the relationship between the actual accelerator operation amount of the hybrid vehicle and the optimum accelerator operation amount from the viewpoint of saving travel energy for each road section;
Accelerator notifying means for identifying a road section in which the accelerator operation amount is inappropriate for saving travel energy based on the recorded contents of the accelerator recording means, and for notifying the operator about the accelerator operation of the identified road section; Driving advice device with The accelerator recording means records information indicating how much the actual accelerator operation amount exceeds the optimal accelerator operation amount as information on the relationship between the actual accelerator operation amount of the hybrid vehicle and the optimal accelerator operation amount. ,
12. The brake notification unit changes a determination criterion as to whether or not an accelerator operation is inappropriate for saving travel energy based on a distribution state of the recorded value of the degree information. Driving advice device described in 1. A program for use in a driving advice device for a hybrid vehicle having an internal combustion engine driven by combustion of fuel and a motor driven by a battery as a power source for traveling,
Accelerator recording means for recording information on the relationship between the actual accelerator operation amount of the hybrid vehicle and the optimum accelerator operation amount for each road section, and the accelerator operation is based on the recorded contents of the accelerator recording means. A program that causes a computer to function as an accelerator notifying unit that identifies a road section that is inappropriate for saving and that alerts the user about an accelerator operation in the identified road section.

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