JP2015157557A - traveling support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a traveling support device which can continue traveling support by setting a traveling mode between respective zones in a route from a point where the traveling support is interrupted up to a second point even if the traveling support of a vehicle is interrupted in a state that a residual quantity of a battery is small in the middle of the traveling route from the first point up to the second point.SOLUTION: A mode scheduling unit 151 schedules a CD mode in an order from a zone in which a traveling load is small until a vehicle is brought into a state that a total value of the traveling load at traveling in each zone exceeds a residual quantity of a battery 142 from a state that the total value does not exceeds the residual quantity of the battery 142 when the vehicle is located at a starting point, and on the other hand, the mode scheduling unit reschedules a CS mode in a zone other than the above zone. When traveling support of the vehicle is interrupted in a state that the residual quantity of the battery 142 goes below a minimum value for making the vehicle travel at the CS mode, the mode scheduling unit 151 reschedules the CS mode in respective zones of a route from a point at which the traveling of the vehicle is restarted up to a target point.

Description

  The present invention relates to a driving support device that manages application of a plurality of driving modes of a vehicle.

  Conventionally, a hybrid vehicle is widely known as a vehicle that uses an internal combustion engine and a motor together as a drive source. In such a vehicle, the first traveling mode in which the amount of charge of the battery is not maintained by giving priority to EV traveling that uses only the motor while the internal combustion engine is stopped, or HV traveling that uses both the internal combustion engine and the motor. As a vehicle travel mode, a second travel mode for maintaining the amount of charge of the battery by giving priority to the above is provided. In recent years, a travel route from the current location (first point) to the destination (second point) is calculated, and the first travel mode and the first travel mode are calculated for a plurality of sections included in the calculated travel route. There has been proposed a driving support device that supports driving of a vehicle by planning any one of the two driving modes as a driving mode of the vehicle. For example, Patent Document 1 describes an example of a vehicle control device having such a driving support function.

  In the device described in Patent Document 1, first, the second travel mode is applied as the travel mode of the section having the fastest average vehicle speed among the sections included in the travel route, and the first travel mode is set as the travel mode of the other sections. A travel mode is applied, and a predicted value of the remaining battery level of the vehicle when the vehicle travels from the current location to the destination in the applied travel mode is calculated. Then, when the calculated predicted value is smaller than the lower limit value corresponding to the state of running out of battery, after changing the travel mode of the section where the average vehicle speed is fast next from the first travel mode to the second travel mode, The predicted value of the remaining battery of the vehicle at the destination is calculated again. After that, until the predicted value of the remaining amount of battery of the vehicle at the destination reaches the vicinity of the lower limit value, the travel mode of the section is changed from the first travel mode to the second travel mode in order from the section where the average vehicle speed is fast. Change sequentially. When the predicted value of the remaining battery of the vehicle at the destination reaches the vicinity of the lower limit value, the travel mode applied to each section at that time is planned as the travel mode of the vehicle.

JP 2009-12605 A

  By the way, in the device described in the above document, when the vehicle is stopped for some reason such as a break at a point along the route to the destination, and the ignition is turned off, it happens that the battery is used up. In such a case, even if the ignition is turned on in order to resume running of the vehicle, the so-called battery exhaustion state is not resolved. That is, in the apparatus described in the above-mentioned document, the traveling mode of each section is planned on the assumption that the battery is not out of state. Therefore, if the battery runs out when the ignition is turned off again at a point along the travel route to the destination, each section included in the route from the point where the vehicle resumed to the destination The driving mode cannot be planned. That is, there is a problem that it becomes impossible to provide driving support.

  The present invention has been made in view of such a situation, and an object of the present invention is to support driving of a vehicle in a state where the remaining amount of the battery is small on the way from the first point to the second point. The present invention provides a travel support device that can continue travel support by planning the travel mode of each section on the route from the interrupted point to the second point even if the travel is interrupted.

Hereinafter, means for solving the above-described problems and the effects thereof will be described.
A travel support device that solves the above-described problem is a travel support device that supports travel from a first point to a second point of a vehicle including a chargeable / dischargeable battery, from the first point to the second point. In each section that divides the travel route to the point, the travel load for traveling in each section is set as the first travel mode that does not maintain the amount of charge of the battery. Until the total value of the running load when the vehicle is located at the first point does not exceed the remaining amount of the battery when the vehicle is switched to a state exceeding the remaining amount of the battery While planning the first driving mode, the other section includes a mode planning unit for planning a second driving mode for maintaining the amount of charge of the battery, and the mode planning unit includes the remaining battery. amount The driving support of the vehicle is interrupted at a point halfway from the first point to the second point in a state where the value is below the minimum value required for driving the vehicle in the first driving mode. Sometimes, the second travel mode is re-planned as the travel mode of each section included in the route from the point where the vehicle travel is resumed to the second point.

  According to the above configuration, even if the driving support of the vehicle is interrupted at a point on the way from the first point to the second point while the remaining amount of the battery is low, the point from the point of interruption to the second point is interrupted. It is possible to continue the driving support by planning the second driving mode as the driving mode of each section in the route.

1 is a block diagram showing a schematic configuration of a vehicle to which a travel support device according to an embodiment is applied. The flowchart which shows the process sequence of the driving assistance process which the driving assistance apparatus of the embodiment performs. The flowchart which shows the process sequence about the plan of the driving mode which is a process included in the flowchart shown in FIG. The schematic diagram for demonstrating the aspect of the plan of driving | running | working mode in the process from a departure point to a destination.

Hereinafter, an embodiment of a travel support device will be described with reference to the drawings.
As shown in FIG. 1, a vehicle to which the driving support device of the present embodiment is applied includes an accelerator sensor 100, a brake sensor 101, an acceleration sensor 102, a vehicle speed sensor as elements for acquiring information related to the state of the vehicle. 103, an ignition sensor 104, a GPS (Global Positioning System) 105, and the like. These elements are connected to various control devices such as the internal combustion engine control device 120, the hybrid control device 121, and the navigation control device 132 via an in-vehicle network NW such as a CAN (Controller Area Network). The various control devices are so-called ECUs (Engine Control Units), and include a small computer having an arithmetic device and a storage device. And various control apparatuses can perform various control, when an arithmetic unit calculates the program and parameter which were memorize | stored in the memory | storage device.

  The accelerator sensor 100 detects the amount of depression of the accelerator that changes according to the operation of the accelerator pedal by the driver, and outputs a signal corresponding to the detected amount of depression of the accelerator. The brake sensor 101 detects whether or not the brake pedal is operated by the driver, and outputs a signal corresponding to the detected presence or absence of the operation. The acceleration sensor 102 detects the acceleration of the vehicle and outputs a signal corresponding to the detected acceleration. The vehicle speed sensor 103 detects the vehicle speed, which is the speed of the vehicle, and outputs a signal corresponding to the detected vehicle speed. The ignition sensor 104 outputs a signal corresponding to these operations when the driver performs an on / off operation of the ignition switch as the vehicle starts and ends. The GPS 105 receives a GPS satellite signal for detecting the absolute position of the vehicle, and specifies the position of the vehicle based on the received GPS satellite signal. Then, the GPS 105 outputs latitude / longitude information indicating the specified position.

  The vehicle also includes a navigation system 130 that guides the travel route of the vehicle. The navigation system 130 includes a map information database 131 in which map information is registered, and a navigation control device 132 that executes guidance processing for a vehicle travel route using the map information registered in the map information database 131. ing.

  The map information registered in the map information database 131 includes node information that is information about a node indicating a position on a road and link information that is information about a link connecting two adjacent nodes. . The node information includes node position information and road information at the node position. The link information includes road information on the link. The road information included in the link information includes information indicating a travel load when the vehicle travels on the link. In this case, the travel load is defined based on travel time, travel speed, fuel consumption, power consumption, and the like.

  The navigation control device 132 acquires latitude / longitude information indicating the current location of the vehicle from the GPS 105. Further, when the destination is set by the driver, the navigation control device 132 searches for a travel route from the current location of the vehicle to the destination using the Dijkstra method or the like while referring to the map information database 131. In addition, the navigation control device 132 outputs information on travel loads of all links included in the searched travel route to the hybrid control device 121 via the in-vehicle network NW.

  The vehicle also includes an accelerator actuator 140 that controls the driving state of the internal combustion engine and a brake actuator 141 that controls the brake. The actuators 140 and 141 are connected to the internal combustion engine control device 120, the hybrid via the in-vehicle network NW. It is connected to various control devices such as the control device 121 and the navigation control device 132.

  The accelerator actuator 140 controls the internal combustion engine based on the control amount of the internal combustion engine calculated by the internal combustion engine control device 120 according to the detection value of the accelerator sensor 100. The brake actuator 141 controls the brake based on the brake amount calculated by the internal combustion engine control device 120 according to the detection value of the brake sensor 101.

  The vehicle also includes a battery 142 that is a power source of the electric motor, and a battery actuator 143 that controls charging and discharging of the battery 142. The battery 142 can be charged from a power source outside the vehicle connected to an inlet (not shown) via the battery actuator 143. The battery actuator 143 is connected to various control devices such as the internal combustion engine control device 120, the hybrid control device 121, and the navigation control device 132 via the in-vehicle network NW.

  The hybrid control device 121 determines the distribution (output ratio) of the driving force of the internal combustion engine and the electric motor based on the detection results of the acceleration sensor 102, the vehicle speed sensor 103, and the accelerator sensor 100. Further, the hybrid control device 121 generates a control command for the battery actuator 143 related to the discharge of the battery 142 and information related to the control amount of the internal combustion engine calculated by the internal combustion engine control device 120 based on the distribution of the driving force. Further, the hybrid control device 121 determines the distribution of the braking force of the brake and the electric motor based on the detection results of the acceleration sensor 102, the vehicle speed sensor 103, and the brake sensor 101. Based on the distribution of the braking force, the hybrid control device 121 generates a control command for the battery actuator 143 related to charging of the battery 142 and information related to the control amount of the brake calculated by the internal combustion engine control device 120. That is, the hybrid control device 121 controls charging / discharging of the battery 142 by outputting the generated control command to the battery actuator 143. Accordingly, the electric motor using the battery 142 as a power source is driven by the discharge of the battery 142, or the battery 142 is charged by the regeneration of the electric motor.

  In addition, the hybrid control device 121 includes a travel support unit 150 that assists the travel of the vehicle on the input travel route when the travel route of the vehicle is input from the navigation control device 132. The travel support unit 150 includes a mode planning unit 151 that divides the travel route input from the navigation control device 132 into a plurality of sections and plans a travel mode for each of the divided sections. In the present embodiment, mode planning unit 151 performs a CD (Charge Depleting) mode as a first travel mode that consumes the amount of power stored in battery 142, and a second travel that maintains the amount of power stored in battery 142. A travel mode selected from CS (Charge Sustaining) modes as modes is planned for each section of the travel route.

  Here, the CD mode is a mode in which the electric power charged in the battery 142 is actively consumed without maintaining the charged amount of the battery 142, and is a mode in which traveling by the electric motor is prioritized. Even in the CD mode, the internal combustion engine is driven when the accelerator pedal is greatly depressed and a large amount of traveling power is required.

  The CS mode is a mode in which the amount of electricity stored in the battery 142 is maintained within a predetermined range with respect to a reference value. In order to maintain the amount of electricity stored in the battery 142, the internal combustion engine is driven as necessary to operate the electric motor. This mode is for regenerative driving. Even in the CS mode, the driving of the internal combustion engine is stopped when the charged amount of the battery 142 exceeds the reference value. In this case, the reference value of the CS mode includes the value of the storage amount of the battery 142 when the CD mode is changed to the CS mode, or the storage amount of the battery 142 required to maintain the performance of the battery 142. Is appropriately set.

  Then, the hybrid control device 121 outputs information indicating the plan contents of the driving mode by the mode planning unit 151 to the HMI (Human Machine Interface) 160 via the in-vehicle network NW.

  The HMI 160 includes, for example, a head-up display, a monitor of the navigation system 130, a meter panel, and the like. When information indicating the plan content of the travel mode is input from the hybrid control device 121, the HMI 160 displays an image representing the plan content of the travel mode on a head-up display or the like.

Next, an outline of the processing procedure of the driving support process executed by the driving support unit 150 in the driving support device of the present embodiment will be described.
The driving support unit 150 executes the driving support process shown in FIG. 2 every time the ignition switch is turned on. The travel support unit 150 then obtains information on the travel route from the current location (first point) to the destination (second point) of the vehicle as the destination of the vehicle is set. It is determined whether or not it has been input from (step S10).

  Subsequently, when the travel route information is not input from the navigation control device 132 (step S10 = NO), the travel support unit 150 ends the travel support process illustrated in FIG. On the other hand, when the travel route information is input from the navigation control device 132 (step S10 = YES), the travel support unit 150 determines whether the support interruption flag is off, that is, the travel support process shown in FIG. It is determined whether or not it was interrupted at a point on the way to the destination (step S11).

  Next, when the support interruption flag is off (step S11 = YES), the driving support unit 150 determines whether the support is possible, that is, the remaining battery 142 is out of battery. It is determined whether or not it is greater than a predetermined threshold (step S12).

  When the driving support unit 150 is not in a supportable state (step S12 = NO), the driving support process shown in FIG. On the other hand, when it is in a supportable state (step S12 = YES), the driving support unit 150 causes the mode planning unit 151 to execute the driving mode planning process (step S13). In addition, the driving support unit 150 determines whether or not it is in a supportable state even when the support interruption flag is turned on in the previous step S11 (step S11 = NO). Then, the travel mode planning process in step S13 is executed.

  Specifically, as shown in FIG. 3, the mode planning unit 151 first obtains information on travel loads of all links included in the travel route from the current location of the vehicle to the destination from the navigation control device 132 ( Step S20). Next, the mode planning unit 151 calculates the total travel load of the links included in each section of the travel route as the travel load of each section of the travel route. Further, the mode planning unit 151 calculates the total value of the travel loads of all the sections included in the travel route as the sum Esum of the energy consumption of all the sections of the travel route (step S21).

  Subsequently, the mode planning unit 151 determines whether or not there is a remaining amount of the battery 142 (step S22). That is, the mode planning unit 151 executes the travel mode planning process without determining in advance whether or not the support is possible in step S12 of FIG. 2 due to the support interruption flag being on. It is determined whether or not.

  Then, when the remaining amount of the battery 142 is not present (step S22 = NO), the mode planning unit 151 plans the CS mode as the travel mode for all sections of the travel route (step S23), and then performs the travel mode planning process. finish.

  On the other hand, when the remaining amount of the battery 142 is present (step S22 = YES), the mode planning unit 151 determines whether the total energy Esum calculated in the previous step S21 is larger than the remaining amount of the battery 142. (Step S24). When the total energy Esum of the consumed energy is equal to or less than the remaining amount of the battery 142 (step S24 = NO), the mode planning unit 151 plans the CD mode as the travel mode for all sections of the travel route (step S25). Then, the travel mode planning process is terminated.

  In addition, when the total energy Esum of the energy consumption is larger than the remaining amount of the battery 142 (step S24 = YES), the mode planning unit 151 compares the travel loads of the sections of the travel route, and sets the sections in ascending order of the travel load. Are rearranged (step S26).

  Then, the mode planning unit 151 sets sections n = 1 to n as the sections sorted in ascending order of travel load, and sets sections n = 1 and energy consumption E = 0 (step S27). Further, the mode planning unit 151 calculates the sum (E = E + En) of energy consumption up to the section n (step S28).

  Subsequently, the mode planning unit 151 determines whether or not the sum E of energy consumption in the section up to the section n is larger than the remaining amount of the battery 142 (step S29). Then, the mode planning unit 151 sets n = n + 1 to add one section when the sum E of energy consumption in the section up to the section n is less than or equal to the remaining amount of the battery 142 (step S29 = NO). (Step S30). Thereafter, the mode planning unit 151 repeatedly executes the processes of step S28 and step S29 until the sum E of energy consumption in the section up to the section n becomes larger than the remaining amount of the battery 142.

  Then, when the sum E of energy consumption in the section up to the section n becomes larger than the remaining amount of the battery 142 (step S29 = YES), the mode planning unit 151 sets the sections 1 to n after the rearrangement. The CD mode is planned as the travel mode (step S31), and the CS mode is planned as the travel mode for other sections (step S32). In general, it is likely that the traveling by the electric motor is applied to the section where the traveling load is small, and the efficiency tends to be better when the traveling by the internal combustion engine is applied to the section where the traveling load is large. Because. Thereafter, the mode planning unit 151 ends the planning process for the driving mode, and returns the processing to the driving support process shown in FIG.

  Next, the driving support unit 150 determines whether or not the ignition switch has been turned off (step S14). Then, when the ignition switch is not turned off (step S14 = NO), the driving support unit 150 determines whether the driving end is satisfied and the driving support is completed (step S15). In the present embodiment, as an example, the driving support unit 150 determines that the support end condition is satisfied when the vehicle arrives at the destination. However, the driving support unit 150 determines that the support end condition is satisfied when the route guidance to the destination is canceled or when an operation indicating that the driving support is not continued is input by the driver. May be.

  Here, when the ignition switch is turned off in the previous step S14 (step S14 = YES), the driving support unit 150 determines that the ignition switch is turned off before the support end condition is satisfied. . That is, the driving support unit 150 determines that the vehicle has been stopped for some reason such as a break at a point along the driving route to the destination, and the ignition is set to off. Therefore, the driving support unit 150 sets the support interruption flag to ON to indicate that the driving support is interrupted before the vehicle reaches the destination (step S16), and ends the driving support process.

  Moreover, the driving | running | working assistance part 150 returns the process to step S13, and repeatedly performs the process of step S13-S15, when support end conditions are not satisfied in previous step S15 (step S15 = NO). On the other hand, when the support end condition is satisfied in the previous step S15 (step S15 = YES), the driving support unit 150 determines that the driving support is continuously performed until the vehicle reaches the destination. Therefore, the driving support unit 150 resets the support interruption flag to OFF to indicate that the vehicle has reached the destination and the driving support is completed (step S17). Then, after that, the travel support unit 150 outputs information indicating the content of the travel mode set when the vehicle travels through each section of the travel route to the HMI 160 via the in-vehicle network NW as a travel result of the vehicle. (Step S18), the driving support process is terminated. In general, the CD mode and the CS mode may be referred to as an EV mode and an HV mode, respectively. In the present embodiment, HMI 160 displays images representing the results of traveling of the vehicle in the CD mode and CS mode input from traveling support unit 150 as the results of traveling of the vehicle in EV mode and HV mode, respectively.

Next, the operation of the driving support device according to the present embodiment, in particular, the driving support unit 150 will be described.
As shown in FIG. 4, the vehicle is in a supportable state at a point before the battery 142 is out of battery at a point P <b> 1 on the travel route from the departure point to the destination. Therefore, when the ignition switch is turned on, the travel mode planning process is executed regardless of whether the support interruption flag is on or off. In this case, either the CS mode or the CD mode is planned as the travel mode of each section of the travel route.

  Further, even when the battery 142 is out of battery at the point P1 on the way from the departure point of the vehicle to the destination, the ignition switch is turned off or the vehicle As long as it reaches the ground and the support end condition is not satisfied, the planning process of the travel mode of each section of the travel route is continuously performed. In this case, the CS mode is planned as a travel mode of each section in which the vehicle travels after the battery 142 is out of battery.

  Furthermore, it is assumed that the vehicle is stopped while the battery 142 is out of battery for some reason such as a break at a point P2 on the way from the departure point to the destination, and the ignition switch is turned off. In this case, the support interruption flag is set on when the ignition off is set. Therefore, when the driving of the ignition switch is turned on as the vehicle is restarted and the driving support process is started, regardless of whether or not the battery 142 is out of battery at the point P2. The planning process for the travel mode of each section of the travel route is performed. In this case, the CS mode is planned as the travel mode of each section where the vehicle travels.

As described above, according to the above embodiment, the following effects can be obtained.
(1) Even if the driving support of the vehicle is interrupted at a point on the way from the departure point to the destination with the battery 142 remaining low, the driving mode of each section on the route from the point of interruption to the destination The driving support can be continued by planning the CS mode.

In addition, the said embodiment can also be implemented with the following forms.
In the above embodiment, the travel support unit 150 may not output information indicating the plan content of the travel mode by the mode plan unit 151 to the HMI 160 via the in-vehicle network NW when the vehicle travels.

  In the above embodiment, the travel support unit 150 uses the in-vehicle network to display information indicating the content of the travel mode that was set when the vehicle traveled through each section of the travel route when the vehicle arrived at the destination. It is not necessary to output to the HMI 160 via the NW.

  -In above-mentioned embodiment, the vehicle-mounted network NW illustrated about the case where it is CAN. However, the present invention is not limited to this, and the in-vehicle network NW may be Ethernet (registered trademark), FlexRay (registered trademark), IEEE 1394 (FireWire (registered trademark), or the like, as long as the connected control device or the like is communicably connected. Trademark))) or other networks. Moreover, CAN may be comprised and these networks may be combined and comprised. Thereby, the freedom degree of a structure is improved about the vehicle in which a driving assistance device is used.

In the above embodiment, the GPS 105 is connected to the navigation control device 132 via the in-vehicle network NW, but the GPS 105 may be directly connected to the navigation control device 132.
-In above-mentioned embodiment, the case where the navigation system 130 and the driving assistance part 150 were separate structures was illustrated. However, the present invention is not limited to this, and the navigation system and the travel support unit may be provided in the same device. Thereby, the freedom degree of a structure of a driving assistance device is improved.

  -In above-mentioned embodiment, it illustrated about the case where the hybrid control apparatus 121 and the driving assistance part 150 were provided in the same apparatus. However, the present invention is not limited to this, and the hybrid control device and the travel support unit may be provided in separate devices. Thereby, the freedom degree of a structure of a driving assistance device is improved.

  In the above embodiment, the case where each device such as the navigation system 130 and the HMI 160 is integrally provided in the vehicle is illustrated. However, the present invention is not limited to this, and each device such as a navigation system and an HMI can be connected to a portable information processing device such as a mobile phone or a smartphone in whole or in part as long as they can be connected to each other. It may be used as As a result, the degree of freedom in designing the driving support device can be expanded.

  -In above-mentioned embodiment, the case where the driving assistance part 150, the navigation system 130, the map information database 131, etc. were mounted in the vehicle was illustrated. However, the present invention is not limited to this, and some functions such as a travel support unit, a navigation system, and a map information database may be provided in an information processing apparatus outside the vehicle, or may be provided in a portable information processing apparatus. The information processing apparatus outside the vehicle includes an information processing center, and the portable information processing apparatus includes a mobile phone and a smartphone. In the case of an information processing apparatus outside the vehicle, information may be exchanged via a wireless communication line or the like. If it is a portable information processing apparatus, it may be connected to an in-vehicle network, may be connected by short-range communication, or may exchange information via a wireless communication line. As a result, the degree of freedom in designing the driving support device can be expanded.

  In the above embodiment, the case where the travel load of the section in the travel route is obtained or calculated from the information included in the map information database 131 is illustrated. However, the present invention is not limited to this, and the travel load of a section in the travel route may be acquired or calculated from a learning database. For example, if the route has traveled before, the travel load stored in the learning database and previously traveled on the route can be used. As a result, the degree of freedom in designing the driving support device can be expanded.

  -In above-mentioned embodiment, it illustrated about the case where the driving | running | working support part 150 performs assignment of driving modes. However, the present invention is not limited to this, and the driving mode may be assigned by a navigation control device or the like. As a result, the degree of freedom in designing the driving support device can be expanded.

  In the above embodiment, the case where the driving mode assignment is executed mainly when the position of the vehicle is the current location is exemplified, but the driving mode assignment is performed when the vehicle moves from the departure place to the destination. It may be executed at any point. Then, for execution at any point, it is possible to assign an appropriate travel mode to all sections of the travel route. As a result, the degree of freedom in designing the driving support device can be expanded.

  DESCRIPTION OF SYMBOLS 100 ... Accelerator sensor, 101 ... Brake sensor, 102 ... Acceleration sensor, 103 ... Vehicle speed sensor, 104 ... Ignition sensor, 105 ... GPS, 120 ... Internal combustion engine control apparatus, 121 ... Hybrid control apparatus, 130 ... Navigation system, 131 ... Map Information database, 132 ... navigation control device, 140 ... accelerator actuator, 141 ... brake actuator, 142 ... battery, 143 ... battery actuator, 150 ... travel support section, 151 ... mode planning section, 160 ... HMI.

Claims (1)

A driving support device that supports driving from a first point to a second point of a vehicle including a chargeable / dischargeable battery,
In each section obtained by dividing the travel route from the first point to the second point, a travel load when traveling in each section is set as a first travel mode in which the amount of storage of the battery is not maintained. The total value of the traveling load when traveling in each section is switched from a state where the remaining amount of the battery does not exceed the remaining amount of the battery when the vehicle is located at the first point. Until the first traveling mode is planned in order from the section with the lower traveling load, while the other section includes a mode planning unit that plans the second traveling mode for maintaining the amount of charge of the battery,
The mode planning unit is configured to perform the operation from the first point to the second point in a state where the remaining amount of the battery is lower than a minimum value necessary for driving the vehicle in the first driving mode. When the driving support of the vehicle is interrupted at an intermediate point, the second driving mode is re-planned as the driving mode of each section included in the route from the point where the driving of the vehicle is resumed to the second point. A driving support device characterized by that.

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