JP6389667B2 - Hybrid car - Google Patents

Description

  The present invention relates to a hybrid vehicle including an engine and a motor.

  In recent years, hybrid vehicles that include both an engine and a motor and can select a mode driven by the engine (engine mode) and a mode driven by the motor (electric mode) have become widespread. In the hybrid vehicle, when the vehicle speed is low or the vehicle is frequently paused as in urban driving, the electric mode is more efficient in terms of the travel distance with respect to energy consumption than the engine mode.

  Therefore, a configuration has been proposed in which the vehicle speed and throttle opening are analyzed and the electric mode is selected when it is determined that the vehicle is traveling in an urban area, and the engine mode is determined when it is determined that the vehicle is traveling in a suburb. (For example, Patent Document 1).

JP 63-203428 A

  According to the technique described in Patent Document 1 described above, when traveling in an urban area, efficient driving is possible by driving the motor. However, even in an urban area, depending on the traveling situation, all of the traffic lights ahead may be blue, and it may be possible to continue traveling at a relatively high speed without waiting for the signal. At this time, if the motor is driven only by being in an urban area, there is a possibility that efficient traveling may not be performed.

  Accordingly, an object of the present invention is to provide a hybrid vehicle that appropriately selects either the engine mode or the electric mode and enables efficient driving.

  In order to solve the above-described problem, the hybrid vehicle of the present invention has a first mode selected from at least an engine mode that is driven by the torque of the engine and an electric mode that is stopped and driven by the torque of the drive motor. A mode selection unit that is selected based on the selection condition, an urban area determination unit that determines whether or not the traveling path of the host vehicle is located in an urban area, an image acquisition unit that acquires a color image in front of the host vehicle, and A traffic light detection unit that detects a traffic light from the color image, and a traffic light determination unit that determines that the plurality of traffic lights are in a discontinuous state when the traffic light detection unit detects a plurality of traffic lights having different colors. And the mode selection unit determines that the traveling road is located in the urban area and determines that the plurality of traffic lights are in a discontinuous state, the first selection condition. Conditional range electric mode is selected than on the basis of a large second selection condition, the engine mode and the electric mode, and selects either one.

  The urban area determination unit may determine that the traveling road is located in the urban area when the number of traffic lights detected from the color image exceeds a threshold value.

Traffic judging unit includes a plurality of traffic light the color is lit, if they are not detected continuously for a predetermined preset time, a plurality of traffic lights may be determined to be a non-continuous state.

  According to the present invention, either the engine mode or the electric mode is appropriately selected to enable efficient traveling.

It is the schematic for demonstrating the drive system of a motor vehicle. It is the schematic for demonstrating the control system of a motor vehicle. It is the functional block diagram which showed the schematic function of the external environment recognition apparatus. It is explanatory drawing for demonstrating a color image and a distance image. It is a flowchart which shows the flow of a mode selection process. It is explanatory drawing for demonstrating a point derivation process. It is explanatory drawing for demonstrating a 1st selection condition and a 2nd selection condition. It is explanatory drawing for demonstrating the simulation result which verifies the effect of a mode selection process. It is explanatory drawing for demonstrating the continuity of a traffic light. It is a flowchart which shows the flow of a traffic signal determination process.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. The dimensions, materials, and other specific numerical values shown in the embodiments are merely examples for facilitating understanding of the invention, and do not limit the present invention unless otherwise specified. In the present specification and drawings, elements having substantially the same function and configuration are denoted by the same reference numerals, and redundant description is omitted, and elements not directly related to the present invention are not illustrated. To do.

  FIG. 1 is a schematic diagram for explaining a drive system of the automobile 100. As shown in FIG. 1, the automobile 100 includes an engine 102 and a drive motor 104, and travels by transmitting driving forces of the engine 102 and the drive motor 104 to the wheels 108 via the shaft 106. The drive motor 104 is operated by electric power supplied from the battery 110.

  The MG (motor generator) 112 receives the rotational power from the wheels 108 during braking or receives a part of the driving force from the engine 102 to generate electric power, and charges the battery 110 with the generated electric power.

  In the automobile 100, the engine 102 is operated, and the HEV mode (engine mode) in which the drive motor 104 is operated together with the engine 102 as necessary, and the engine 102 is stopped and driven (runs) with the torque of only the drive motor 104. A pure EV mode (electric mode) is provided.

  In addition, two imaging devices (image acquisition units) 114a and 114b are installed on the front side of the automobile 100 (for example, above the windshield). The imaging devices 114a and 114b are configured to include imaging elements such as a charge-coupled device (CCD) and a complementary metal-oxide semiconductor (CMOS), and each of the two imaging devices 114a and 114b on the traveling direction side of the automobile 100. They are spaced apart in a substantially horizontal direction so that the axes are substantially parallel.

  The imaging devices 114a and 114b can capture an environment corresponding to the front of the automobile 100 and generate a color image using color values. Here, the color value is from a YUV format color space consisting of one luminance (Y) and two color differences (U, V), and three hues (R (red), G (green), B (blue)). A numerical value group represented by any one of the RGB color space or the HSB color space consisting of hue (H), saturation (S), and brightness (B).

  FIG. 2 is a schematic diagram for explaining a control system of automobile 100. As shown in FIG. 2, the automobile 100 includes a battery control unit 116, a vehicle speed sensor 118, an accelerator pedal sensor 120, a vehicle exterior environment recognition device 122, a drive control device 124, an inverter 126, and an ECU 128.

  The battery control unit 116 is connected to the battery 110 and the drive control device 124, monitors the charge / discharge current amount, temperature, and the like of the battery 110, and calculates the remaining capacity of the battery 110 based on the charge / discharge current amount. And the data regarding these batteries 110 are output to the drive control apparatus 124 as needed.

  The vehicle speed sensor 118 is, for example, a resolver, detects the rotation speed of the wheel 108 (shaft 106), and outputs a signal indicating the rotation speed to the drive control device 124. The accelerator pedal sensor 120 detects the amount of depression of the accelerator pedal and outputs a signal indicating the amount of depression to the drive control device 124.

  The vehicle exterior environment recognition device 122 analyzes the image data acquired by the imaging devices 114 a and 114 b, and the drive control device 124 controls driving of the automobile 100 based on the analysis result by the vehicle exterior environment recognition device 122. The configuration of the outside environment recognition device 122 will be described in detail later.

  The drive control device 124 is configured by a semiconductor integrated circuit including a central processing unit (CPU), a ROM storing programs, a RAM as a work area, and the like, and controls the entire automobile 100. Specifically, the drive control device 124 is connected to each of the battery control unit 116, the vehicle speed sensor 118, and the accelerator pedal sensor 120, and a signal indicating a value detected by each of them is input. Further, the drive control device 124 is connected to the outside environment recognition device 122, the inverter 126, and the ECU 128.

  The inverter 126 rectifies the electric power supplied to the drive motor 104 so as to output the required torque for the drive motor 104 in accordance with the control signal of the drive control device 124.

  The ECU 128 is configured by a semiconductor integrated circuit including a central processing unit (CPU), a ROM that stores programs, a RAM as a work area, and the like. The ECU 128 controls the ignition timing and the fuel supply amount of the engine 102 from the engine speed, the required torque for the engine 102, and the like according to the control signal of the drive control device 124.

  The drive control device 124 functions as an urban area determination unit 130, a traffic light determination unit 132, and a mode selection unit 134.

  The urban area determination unit 130 determines whether or not the traveling path of the automobile 100 (own vehicle) is located in the urban area based on the analysis result of the outside environment recognition device 122.

  The traffic light determination unit 132 detects that a plurality of traffic lights are detected in front of the traveling path of the automobile 100 based on the analysis result of the outside environment recognition device 122, and the traffic lights are discontinuous when the lighting colors of the traffic lights are different from each other. It is determined that it is in a state.

  The mode selection unit 134 selects one of the engine mode and the electric mode based on a first selection condition or a second selection condition described later. The processing of the city area determination unit 130, the traffic signal determination unit 132, and the mode selection unit 134 will be specifically described after the configuration of the outside environment recognition device 122 is described.

(Exterior environment recognition device 122)
FIG. 3 is a functional block diagram showing a schematic function of the outside environment recognition device 122. As shown in FIG. 3, the vehicle exterior environment recognition device 122 includes an I / F unit 140, a data holding unit 142, and a central control unit 146.

  The I / F unit 140 is an interface for performing bidirectional information exchange with the imaging devices 114 a and 114 b and the drive control device 124. The data holding unit 142 includes a RAM, a flash memory, an HDD, and the like. The data holding unit 142 holds various information necessary for processing of each functional unit described below, and temporarily stores image data received from the imaging devices 114a and 114b. Hold on.

  The central control unit 146 is configured by a semiconductor integrated circuit including a central processing unit (CPU), a ROM storing a program, a RAM as a work area, and the like, and through the system bus 144, an I / F unit 140, a data holding unit 142 and the like are controlled. In the present embodiment, the central control unit 146 also functions as the image processing unit 148, the three-dimensional position information generation unit 150, and the three-dimensional object identification unit (signal detection unit) 152. Hereinafter, detailed operations of such functional units will be described in the order of image processing and three-dimensional object specifying processing.

(Image processing)
The image processing unit 148 acquires image data from each of the two imaging devices 114a and 114b, and selects a block corresponding to a block arbitrarily extracted from one image data (for example, an array of 4 horizontal pixels × vertical 4 pixels) on the other side. The parallax is derived using so-called pattern matching that is searched from the image data. Here, “horizontal” indicates the horizontal direction of the captured color image, and “vertical” indicates the vertical direction of the captured color image.

  As this pattern matching, it is conceivable to compare the luminance (Y color difference signal) in units of blocks indicating an arbitrary image position between two pieces of image data. For example, SAD (Sum of Absolute Difference) that takes a luminance difference, SSD (Sum of Squared Intensity Difference) that uses the difference squared, or NCC that takes the similarity of a variance value obtained by subtracting an average value from the luminance of each pixel There are methods such as (Normalized Cross Correlation). The image processing unit 148 performs such block-unit parallax derivation processing on all blocks displayed in the detection area (for example, horizontal 600 pixels × vertical 180 pixels). Here, the block is assumed to be horizontal 4 pixels × vertical 4 pixels, but the number of pixels in the block can be arbitrarily set.

  However, the image processing unit 148 can derive the parallax for each block, which is a detection resolution unit, but cannot recognize what kind of three-dimensional object the block is. Therefore, the parallax information is independently derived not in units of solid objects but in units of detection resolution (for example, blocks) in the detection region. Here, an image in which the parallax information derived in this way (corresponding to a relative distance described later) is associated with image data is referred to as a distance image.

  FIG. 4 is an explanatory diagram for explaining the color image 160 and the distance image 162. For example, it is assumed that a color image 160 as illustrated in FIG. 4A is generated for the detection region 164 through the two imaging devices 114a and 114b. However, only one of the two color images 160 is schematically shown here for easy understanding. In the present embodiment, the image processing unit 148 obtains the parallax for each block from the color image 160, and forms the distance image 162 as shown in FIG. Each block in the distance image 162 is associated with the parallax of the block. Here, for convenience of description, blocks from which parallax is derived are represented by black dots.

  Returning to FIG. 3, the three-dimensional position information generation unit 150 uses the so-called stereo method to calculate disparity information for each block in the detection region 164 based on the distance image 162 generated by the image processing unit 148. Convert into 3D position information including horizontal distance, height and relative distance. Here, the stereo method is a method of deriving a relative distance of the three-dimensional object from the imaging devices 114a and 114b from the parallax of the three-dimensional object by using a triangulation method. At this time, the three-dimensional position information generation unit 150 selects the target based on the relative distance of the target part and the detected distance on the distance image 162 between the point on the road surface and the target part at the same relative distance as the target part. The height of the part from the road surface is derived. Since various known techniques can be applied to the relative distance deriving process and the three-dimensional position specifying process, description thereof is omitted here.

(3D object identification processing)
The three-dimensional object specifying unit 152 uses the luminance based on the color image 160 and the three-dimensional position information based on the distance image 162, groups blocks having the same color value and close to the three-dimensional position information as a three-dimensional object. The specific object to which the three-dimensional object in the detection area 164 in the front corresponds is specified. Further, the three-dimensional object specifying unit 152 functions as various specifying units according to the specific object to be specified. Here, the specific objects to be identified are not only objects that exist three-dimensionally independently such as vehicles, pedestrians, bicycles, traffic lights, roads, guardrails, buildings, but also three-dimensional objects such as taillights, blinkers, and lighting parts of traffic lights. Also included are those that can be identified as part of a structural structure.

  Steering mechanisms and brakes that change the direction of the wheels 108 are controlled according to the specific object specified by the three-dimensional object specifying process, and are shown on cruise control and road signs that keep the distance between the vehicle and the preceding vehicle safe. A speed control process based on the limited speed is performed.

  In the present embodiment, the three-dimensional object specifying unit 152 is, for example, a traffic light located in front of the automobile 100 (positioned on a travel path on which the automobile 100 travels) or another vehicle (in front of the automobile 100 ( (Hereinafter referred to as the forward vehicle). Then, based on the three-dimensional object specified by the three-dimensional object specifying process, the mode selection process by the drive control device 124 is performed.

  FIG. 5 is a flowchart showing the flow of mode selection processing. As shown in FIG. 5, the mode selection unit 134 determines whether or not the remaining capacity of the battery 110 calculated by the battery control unit 116 exceeds a preset battery threshold (S200). When the battery remaining capacity is too low, the battery remaining capacity may be insufficient if the electric mode is easily selected. Therefore, here, the battery remaining capacity determination process is performed. When the battery threshold is exceeded (YES in S200), the urban area determination unit 130 determines whether or not the traveling path of the host vehicle is located in the urban area (S202).

  Specifically, in the determination process as to whether or not the vehicle is located in the city area, the city area determination unit 130 derives the vehicle speed of the host vehicle based on a signal output from the vehicle speed sensor 118. And it is determined whether the vehicle speed of the own vehicle is below the preset vehicle speed threshold value. Moreover, the urban area determination unit 130 determines whether or not the traffic lights specified by the three-dimensional object specifying unit 152 are detected in a predetermined number or more within a predetermined distance in front of the host vehicle.

  Then, when the vehicle speed of the host vehicle is equal to or lower than the vehicle speed threshold and a predetermined number or more of traffic lights are detected, the city area determination unit 130 determines that the traveling path of the vehicle is located in the city area. In urban areas, the vehicle speed tends to be low, and the interval between traffic lights is narrow. Therefore, it is possible to easily identify that the vehicle is traveling in the city by determining the city based on the vehicle speed and the number of traffic lights.

  When the traveling path of the host vehicle is located in the city area (YES in S202), the mode selection unit 134 performs a point derivation process (S204).

  FIG. 6 is an explanatory diagram for explaining the point derivation process and shows the point derivation items and points in a table. As shown in FIG. 6, in the case of “Yes” for each item of “No continuity of traffic signal?” “Distance between traffic signals <30 m?” “Distance with preceding vehicle <30 m?” “Number of preceding vehicles ≧ 2?” In the case of No and No, points are set for each. The mode selection unit 134 performs a determination process for each item, and accumulates points for each item corresponding to the determination result.

  The continuity of the traffic lights will be described in detail later. In addition, the shorter the distance between traffic lights and the distance to the vehicle ahead, the higher the possibility that the host vehicle will pause or slow down due to waiting for a signal. In addition, as the number of front vehicles increases, the possibility that the own vehicle is temporarily stopped or slowed down due to a signal waiting or the like increases. The points are added when these conditions are met, and the points are subtracted when the conditions are not met. That is, the larger the integrated value of the points, the higher the possibility that the own vehicle is temporarily stopped or slowed down due to a signal waiting or the like.

  Returning to FIG. 5, the mode selection unit 134 determines whether or not the integrated value of points exceeds a preset point threshold value (S206). If the integrated value of points exceeds the point threshold (YES in S206), mode selection unit 134 applies a second selection condition described later, and selects either one of the engine mode and the electric mode. (S208).

  When the battery threshold is not exceeded (NO at S200), when the traveling path of the host vehicle is not located in the city area (NO at S202), and when the integrated value of points does not exceed the point threshold (NO at S206) The mode selection unit 134 applies a first selection condition to be described later, and selects either one of the engine mode and the electric mode (S210).

  FIG. 7 is an explanatory diagram for explaining the first selection condition and the second selection condition. FIG. 7A shows the first selection condition, and FIG. 7B shows the second selection condition. Indicates. In FIG. 7, hatching indicates a region where the engine mode is selected, and cross hatching indicates a region where the electric mode is selected.

  As shown in FIG. 7, the first selection condition and the second selection condition determine which one of the engine mode and the electric mode is selected according to the vehicle speed and the driving force (accelerator opening). As can be seen by comparing FIG. 7A and FIG. 7B, the second selection condition has a larger condition range in which the electric mode is selected in the low speed range than the first selection condition.

  That is, in the low speed range, even when the driving force is selected for the engine mode under the first selection condition, the electric mode may be selected when the second selection condition is applied. As a result, it is possible to avoid a situation where the engine is unnecessarily started and the fuel efficiency is deteriorated in a traveling state where frequent pauses and slow speeds occur, and the overall energy efficiency including the fuel efficiency and power consumption of the automobile 100 is improved. Is possible.

  FIG. 8 is an explanatory diagram for explaining a simulation result for verifying the effect of the mode selection process. FIG. 8A shows an example of the time lapse of the vehicle speed, and FIG. 8 (a) shows the transition of the engine-on flag in the time range surrounded by a broken line. Here, the engine-on flag is a flag that is set to 1 when the engine 102 is operated and is set to 0 when the engine 102 is stopped.

  In FIG. 8B, the legend indicated by the alternate long and short dash line indicates the transition of the engine on flag when the first selection condition is applied, and the case indicated by the solid line indicates the engine on when the second selection condition is applied. Indicates the transition of the flag.

  As shown in FIG. 8B, when the second selection condition is applied, the period during which the engine-on flag is 1 is shorter than when the first selection condition is applied. That is, the operating time of the engine 102 is shortened. As a result, the fuel efficiency of the automobile 100 is improved in the simulation.

  Subsequently, the continuity of the traffic light determined in the above point derivation process will be described. FIG. 9 is an explanatory diagram for explaining the continuity of the traffic light. As shown in FIGS. 9A, 9B, and 9C, it is assumed that there are three traffic lights 170a, 170b, and 170c whose posture is horizontal in front of the automobile 100. Here, in the traffic lights 170a, 170b, and 170c, the three circles indicate “blue”, “yellow”, and “red” lighting devices in order from the bottom (from the left side in the horizontal direction when viewed from the automobile 100) in the figure. Show. Further, among the traffic lights 170a, 170b, and 170c, a lighting device that is lit is indicated by a circle filled in black.

  As shown in FIGS. 9 (a) and 9 (b), when all three traffic lights 170a, 170b, and 170c are lit in the same color, the automobile 100 is operated a plurality of times by the plurality of traffic lights 170a, 170b, and 170c. The possibility of waiting for a signal is low. That is, if the traffic light 170a turns blue after waiting at least at the traffic light 170a in front, it is highly possible that the other traffic lights 170b and 170c are also blue.

  On the other hand, as shown in FIG. 9C, when the color in which the traffic light 170c is lit is different from the color in which the other traffic lights 170a and 170b are lit, the automobile 100 waits for a signal at the traffic light 170a, There is a high possibility that the traffic light 170c waits for a signal.

  Thus, the possibility that the automobile 100 repeatedly waits for a signal increases depending on the continuity of the traffic lights 170a, 170b, and 170c, that is, the interlocking of the colors of the lighting devices that are lit on the traffic lights 170a, 170b, and 170c. Therefore, the traffic light determination unit 132 determines the continuity of the traffic lights 170a, 170b, and 170c.

  FIG. 10 is a flowchart showing the flow of the traffic light determination process. As shown in FIG. 10, the traffic light determination unit 132 is a signal that is positioned on the travel path on which the automobile 100 travels (for example, the width direction of the automobile 100 from a virtual line drawn in the traveling direction from the automobile 100). It is determined whether or not three or more traffic lights located within a predetermined distance are detected (S320). Here, although the threshold value is 3 as the number of traffic lights, an arbitrary value of 2 or more can be set as the threshold value.

  When three or more traffic lights located on the travel path on which the automobile 100 travels are detected (YES in S320), the traffic light determination unit 132 indicates that all the colors in which the detected traffic lights (lighting devices for the traffic lights) are lit. It is determined whether or not the colors are the same (S322). If all the detected traffic lights are of the same color (YES in S322), the traffic light determination unit 132 increments the counter (S324).

  Then, the traffic light determination unit 132 determines whether or not the counter exceeds a preset counter threshold value (S326). If the counter exceeds a preset counter threshold value (YES in S326), the traffic light determination unit 132 determines that there is continuity of the traffic light (S328).

  Here, as the counter threshold, for example, a counter value corresponding to 5 seconds (5 seconds / execution cycle) is set, but an arbitrary value can be set as the counter threshold.

  When three or more traffic lights located on the travel path on which the automobile 100 travels are not detected (NO in S320), when the detected traffic lights are not all in the same color (NO in S322), and a counter Does not exceed the preset counter threshold value (NO in S326), the traffic light determination unit 132 determines that there is no continuity of the traffic light (discontinuous state) (S330). And the traffic signal determination part 132 resets a counter (S332).

  In this manner, the traffic light determination unit 132 discontinues a plurality of traffic lights when a plurality of traffic lights having different colors are continuously detected for a predetermined time (here, 5 seconds). It is determined that it is in a state. For this reason, when the lighting colors of the plurality of traffic lights are different for a short time but are generally synchronized, only the timing when the lighting colors are different is analyzed to reduce the possibility of erroneous determination that there is no continuity of the traffic lights. As a result, it is possible to suppress the occurrence of an event in which the mode selection unit 134 selects the electric mode even though the energy efficiency is better when traveling in the engine mode.

  As described above, in the present embodiment, whether or not the plurality of traffic lights are in a discontinuous state, the distance between the traffic lights, the inter-vehicle distance with the preceding vehicle closest to the host vehicle, and the number of preceding vehicles. For each of the four items, when the accumulated point value exceeds the point threshold value, the mode selection unit 134 selects one of the engine mode and the electric mode based on the second selection condition. Therefore, selection of the engine mode or the electric mode is appropriately performed, and efficient traveling becomes possible.

  As mentioned above, although preferred embodiment of this invention was described referring an accompanying drawing, it cannot be overemphasized that this invention is not limited to this embodiment. It will be apparent to those skilled in the art that various changes and modifications can be made within the scope of the claims, and these are naturally within the technical scope of the present invention. Is done.

  For example, when the mode selection unit 134 determines that the traveling road is located in an urban area, the mode selection unit 134 determines whether or not the plurality of traffic lights are in a discontinuous state, the distance between the traffic lights, and the closest vehicle to the host vehicle. The case where the integrated value of points is evaluated for all four items of the inter-vehicle distance and the number of vehicles ahead and the first determination condition or the second determination condition is selected has been described. However, the mode selection unit 134 may select either the first determination condition or the second determination condition depending on whether or not the condition for each of the four items is satisfied without evaluating the four items with points.

  Further, the mode selection unit 134 is not limited to all four items, and if a preset condition (item condition) based on one or more items among the four items is satisfied, the first determination condition or the second determination condition is satisfied. Either may be selected. Specifically, for example, when the mode selection unit 134 determines that the traveling road is located in an urban area and determines that the plurality of traffic lights are in a discontinuous state, the mode selection unit 134 determines the engine mode and Either one may be selected from the electric mode.

  The present invention can be used for a hybrid vehicle including an engine and a motor.

DESCRIPTION OF SYMBOLS 100 Automobile 102 Engine 104 Drive motor 114a, 114b Imaging device 130 Urban area determination part 132 Traffic signal determination part 134 Mode selection part 152 Three-dimensional object specific | specification part (traffic signal detection part)
170a, 170b, 170c traffic light

Claims (3)

A mode selection unit that selects at least one mode from an engine mode that is driven by the torque of the engine and an electric mode that is stopped and driven by the torque of the drive motor, based on a first selection condition;
An urban area determination unit that determines whether or not the traveling path of the vehicle is located in an urban area;
An image acquisition unit for acquiring a color image in front of the host vehicle;
A traffic light detector for detecting a traffic light from the obtained color image;
A traffic light determination unit that determines that the plurality of traffic lights are in a discontinuous state when a plurality of the traffic lights that are lit in different colors are detected by the traffic light detection unit;
With
The mode selection unit determines that the electric mode is selected over the first selection condition when it is determined that the traveling road is located in an urban area and the plurality of traffic lights are determined to be discontinuous. A hybrid vehicle, wherein either one of the engine mode and the electric mode is selected based on a second selection condition having a large range.   The hybrid vehicle according to claim 1, wherein the urban area determination unit determines that the traveling road is located in an urban area when the number of traffic lights detected from the color image exceeds a threshold value. The traffic determination unit, wherein the plurality of traffic light the color is lit, if they are not detected continuously for a predetermined preset time, the determining means determines that the plurality of traffic is non-continuous state The hybrid vehicle according to claim 1 or 2 .

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