JP2008247318A - Hybrid car - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To achieve effective energy management in a plug-in type hybrid car. <P>SOLUTION: After a battery is fully charged, this hybrid car is driven by a motor until it is fully discharged, and driven by an engine afterwards. When a section where a high driving force is required is predicted, a traveling plan is made so that the vehicle can travel by using both the motor and the engine in the section. Meanwhile, since the vehicle cannot necessarily travel as the traveling plan due to traffic conditions, there is possibility that fuel costs are made to be worse by energy management. Then, the concept of penalty acquired by scoring the factors of hindering the traveling plan is introduced to weaken the control of energy management each time the penalty is detected, and to bring it close to normal traveling. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle, for example, one that performs energy management during traveling.

Interest in hybrid vehicles that combine an engine (internal combustion engine) and a motor (electric motor) is increasing due to increasing environmental concerns and soaring crude oil prices.
For example, the hybrid vehicle is driven by a motor in a region where the engine efficiency is low such as when starting, and in a region where the engine efficiency is high such as high speed running, the hybrid vehicle is driven by the engine and a power generator is driven to store electricity. The engine works in a complementary manner to improve fuel efficiency.

Various types of hybrid vehicles are considered, but recently, what is called a plug-in hybrid vehicle has been studied.
A plug-in hybrid vehicle is intended to charge inexpensive commercial power to a battery and to run with this power as much as possible. The standard operation method is as follows.

The plug-in type hybrid vehicle includes a connection plug that connects to an external power source such as a household outlet. First, the battery is fully charged by the external power source before departure.
And it runs only with the electric power of a battery until a battery is fully discharged, and after a battery is fully discharged, it drive | works with an engine.
The upper limit and lower limit of the amount of charge are determined for the battery to prevent deterioration, but charging to the upper limit is described as full charge, and discharging to the lower limit is described as total discharge. To.

  In this way, the plug-in hybrid vehicle does not charge with the expensive electric power generated by the engine, but gives priority to charging the battery with the cheap electric power from the external power source and using it up. Thereby, the energy cost required for traveling can be reduced. In particular, since electricity charges are discounted at night, charging at night is more effective.

By the way, in order to improve the fuel consumption of a hybrid vehicle, a technique called energy management has been proposed.
In this technique, a travel route scheduled for travel is estimated in advance, and engine and motor drive distribution is planned so as to be most efficient.

As a result, for example, when there is a downhill ahead, it is possible to perform control such as discharging the battery by driving the motor before reaching it, and accumulating regenerative power when going downhill as much as possible. It becomes.
As a description of performing energy management in this way, there is a “drive control system for a hybrid vehicle” in Patent Document 1 below.
JP 2004-248455 A

  This technology sets a travel plan by predicting a travel pattern that reflects the driving characteristics of a driver.

  However, because it is not always possible to drive the estimated travel route as planned due to off-route or traffic jams, in such a case, there is a possibility that the fuel efficiency will be deteriorated by energy management.

  Accordingly, an object of the present invention is to perform effective energy management in a hybrid vehicle.

(1) In order to achieve the above object, according to the first aspect of the present invention, in the hybrid vehicle that generates driving force by the engine and the motor, a travel route acquisition that acquires a travel route from the departure place to the destination is obtained. And dividing the acquired travel route into a motor section for driving the motor, an engine section for driving the engine, and a combined section for driving the motor and the engine. Planning means for planning traveling along the road, detection means for detecting the occurrence of an event that obstructs the planning during traveling, and at least a part of the combined section when the detection means detects the event. There is provided a hybrid vehicle characterized by comprising changing means for changing to a section.
(2) In the invention according to claim 2, the plan means plans the discharge of the battery so that the amount of charge of the battery is discharged to a predetermined lower limit when the destination is reached. A hybrid vehicle according to claim 1 is provided.
(3) In invention of Claim 3, it comprises the prediction means which estimates the driving force required for driving | running | working along the said driving | running route, The said planning means is more than predetermined value among the said driving | running routes. 3. The hybrid vehicle according to claim 1, wherein the combined section is planned based on a section that requires a large driving force.
(4) In the invention according to claim 4, the changing means determines a section to be changed to the motor section among the combined sections based on a section that requires a driving force larger than the predetermined value. A hybrid vehicle according to claim 3 is provided.
(5) In the invention according to claim 5, the event is at least one of a departure from a travel route, occurrence of a traffic jam, and sudden acceleration / deceleration. A hybrid vehicle according to any one of the claims is provided.
(6) The invention according to claim 6, further comprising connecting means for connecting to an external power source and charging means for charging the battery from the connected external power source. A hybrid vehicle according to any one of claims 5 to 5 is provided.

  ADVANTAGE OF THE INVENTION According to this invention, effective energy management can be performed by changing the drive plan of a motor and an engine with an obstruction factor.

(1) Outline of Embodiment The hybrid vehicle according to the present embodiment is driven by a motor until the battery is fully discharged after being fully charged, and then driven by an engine. When a required section is predicted, a travel plan is created so that the section travels using both the motor and the engine. As a result, battery consumption in the high driving force section can be suppressed, and fuel consumption can be improved.

On the other hand, since it is not always possible to travel according to the travel plan due to traffic conditions or the like, in such a case, there is a possibility that the fuel efficiency is deteriorated instead by energy management.
Therefore, for example, the concept of a penalty in which factors that hinder driving plans such as off-route and traffic jams are scored is introduced, and each time a penalty is detected, the control of energy management is weakened to approach normal driving. For this reason, it is possible to ensure the fuel efficiency of normal traveling as a plug-in type hybrid vehicle at worst.

(2) Details of Embodiment In this embodiment, a plug-in hybrid vehicle is targeted. Currently, energy management technology for plug-in hybrid vehicles is being researched.

As described in the prior art, the plug-in hybrid vehicle runs on a motor until the battery is fully discharged after the battery is fully charged with a household power source or the like, and runs on an engine after the battery is fully discharged.
Hereinafter, a section that travels with a motor is referred to as a motor section, and a section that travels with an engine is referred to as an engine section.
The motor section and the engine section are conceptual ones indicating a section in which the motor is mainly used and a section in which the engine is mainly used. For example, even in the engine section, the engine is assisted by the motor when starting. In some cases, both are used together.

In the plug-in hybrid vehicle configured as described above, when there is a section requiring high driving force such as an uphill in the motor section, the battery power is consumed there, and the distance between the motors is shortened. If it does so, an engine area will become long and the consumption of fuel will increase.
Therefore, when it is known in advance that there is a section that requires high driving force in the motor section that will travel from now on, both the engine and the motor are driven in that section, and the engine is rotated in a highly efficient region and driven. It is possible to reduce the total fuel consumption by supplementing the power shortage with a motor.
In this way, a section that drives both the motor and the engine is referred to as a hybrid section.

Energy management in plug-in type hybrid vehicles estimates the travel route from the starting point to the destination, and divides the travel route into a motor section, a hybrid section, and an engine section, thereby planning a future travel (using battery) To do.
This travel plan is set so that the battery is fully discharged when the plug-in hybrid vehicle arrives at the destination, and the battery is charged by regeneration, but is not charged by the engine.
Thus, if the use of the battery is planned in advance along the travel route by energy management, the amount of fuel consumption can be reduced as compared with the case where energy management is not performed.

However, for example, if you are off the route, encounter a traffic jam, or suddenly start or stop, you may not be able to travel according to the original travel plan. Management effects will be reduced.
In the worst case, fuel consumption may be lower than when energy management is not performed.
Therefore, this embodiment also introduces a concept of penalty to further advance the energy management method for plug-in hybrid vehicles, and also proposes a method for changing the initial travel plan according to the travel state.

Penalties are, for example, 5 points for off-route, 2 points for traffic jam, 1 point for sudden start / stop (rapid acceleration / deceleration), etc. Is.
The definition of the event and the score is performed by the system designer based on a simulation result or the like, but it may be configured to learn from actual running.

And if a plug-in type hybrid vehicle detects a penalty during driving | running | working, control of energy management will be weakened according to a score. This is performed by changing the distance according to the number of points in the hybrid section to the motor section.
Penalty points are added each time an event occurs, and energy management control is weakened according to the added value.
And when a penalty reaches the preset maximum value, control by energy management is stopped and it becomes control which does not perform energy management.

  In this way, the plug-in hybrid vehicle according to the present embodiment does not perform energy management even in the worst case by bringing the control by energy management closer to the control without energy management according to the detected penalty. This prevents the fuel consumption from worsening.

Hereinafter, the plug-in hybrid vehicle according to the present embodiment will be described in detail. This technology has been developed against the background described above.
FIG. 1 is a block diagram schematically showing a configuration of an ECU (Engine Control Unit) mounted on the plug-in hybrid vehicle of the present embodiment.
Hereinafter, the plug-in hybrid vehicle is simply referred to as a hybrid vehicle.

  Although not shown, the ECU 1 includes a computer using a storage device such as a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and a hard disk, and is stored in the storage device. It is an electronic device that executes various programs such as setting a travel plan, controlling a motor and an engine according to the travel plan, detecting a penalty, and changing the travel plan due to a penalty.

The ECU 1 includes an energy information acquisition unit 5, a navigation system 8, an energy management system 7, a motor control unit 6, an engine control unit 10, and the like. The energy management system 7 is provided with a penalty detection unit 11.
The ECU 1 is connected with a communication unit 2, a battery sensor 3, a fuel sensor 4, a map DB 9, and the like as peripheral devices.
Although not shown, the hybrid vehicle also includes connection means for connecting to an external power source such as a household outlet as a peripheral device of the ECU 1 and charging means for charging the battery thereby.

  The communication unit 2 is a communication module such as a mobile phone, a wireless LAN (Local Area Network), a PLC (Power Line Communications), an optical beacon, an FM (Frequency Modulation), and the like via the Internet or other communication networks. It connects to a server device and provides an interface when the ECU 1 communicates with an external server device. Thereby, for example, the traffic information necessary for the route guidance by the navigation system 8 can be obtained.

The battery sensor 3 monitors the state of charge (SOC value: State of Charge) of the battery and transmits it to the energy information acquisition unit 5.
The amount of charge of the battery decreases when the motor is driven, and increases due to regenerative power.
The fuel sensor 4 is a fuel meter that detects the volume of fuel in the fuel tank, and transmits the detected amount of fuel to the energy information acquisition unit 5.
The map DB 9 stores a route search map composed of nodes and links, a map for display to the user, and the like.
ECU1 can perform the scheduling driving | running | working by energy management using the map data of map DB9.

The energy information acquisition unit 5 is an interface that connects the communication unit 2, the battery sensor 3, the fuel sensor 4, and the energy management system 7, and the energy management system 7 receives the charge amount of the battery, the amount of fuel, When collecting information such as information necessary for controlling the motor and the engine, the energy management system 7, the communication unit 2, the battery sensor 3, and the fuel sensor 4 are intervened.
Moreover, the energy information acquisition part 5 also converts this into a digital signal, when the output value of the battery sensor 3 or the fuel sensor 4 is an analog signal.

The navigation system 8 acquires travel data (consisting of the current position, time, vehicle speed, accelerator opening (indicating the required driving force), etc.) and outputs it to the energy management system 7, , Estimation of the travel route from the departure point to the destination, route guidance from the departure point to the destination, and the like.
The setting of the starting point, the destination, and the travel route is a setting necessary for performing energy management, and may be set manually by the user, or configured so that the navigation system 8 guesses by learning. You can also.

When guessing by learning, the navigation system 8 memorizes the travel history of the hybrid vehicle. From now on, from Monday to Friday, it departs from the address A (home) at 8:00 am via the link XX and node XX. Then, a travel pattern such as arrival at address B (company) at 8:30 am is extracted.
When the user performs an operation that matches the travel pattern, the travel route and the destination are estimated from the past travel pattern.
In the above example, for example, when the user leaves at 8 am on Tuesday, the navigation system 8 sets the company as the destination and sets the usual travel route as the planned travel route.

The energy management system 7 is a system that controls the driving of the motor and the engine, and can be operated in a normal mode in which energy management is not performed and in a saving mode in which energy management is performed.
In the normal mode, the energy management system 7 first runs on the motor until the battery power is used up, and then switches to engine running.

On the other hand, in the saving mode, the energy management system 7 estimates the travel route to be traveled and sets the travel route. And a driving | running route is divided | segmented into a motor area, a hybrid area, and an engine area, a driving plan is set, and a motor and an engine are controlled according to this.
Moreover, if a penalty is detected by the penalty detection part 11, the energy management system 7 will change a travel plan according to a score, and will weaken control of energy management.

The penalty detection unit 11 monitors whether a penalty has occurred while the hybrid vehicle is traveling in the saving mode, and notifies the energy management system 7 of the result.
More specifically, the penalty detection unit 11 stores an event that becomes a penalty such as off-route, traffic jam, sudden start / deceleration, and the score in association with each other.
Then, the penalty detection unit 11 sequentially receives travel data from the navigation system 8 while the hybrid vehicle is traveling in the saving mode, analyzes this, and determines whether or not a penalty has occurred.

For example, the penalty detection unit 11 determines that the current position is off the travel route, determines that the route is off, and determines that traffic congestion has occurred if the average vehicle speed is a predetermined amount or less than planned, and an acceleration sensor (not shown) If the acceleration / deceleration is greater than or equal to a predetermined value, it is determined that sudden start / deceleration has occurred.
The penalty detection unit 11 includes a score storage unit that stores a penalty score, and adds a score to the score storage unit and notifies the energy management system 7 whenever a penalty occurs.

The motor control unit 6 controls the motor current so as to cause the motor to generate the required driving force designated by the energy management system 7.
The engine control unit 10 controls the supply of fuel and the like so that the engine generates the required driving force specified by the energy management system 7.

Next, the control of the normal mode and the saving mode performed by the energy management system 7 will be described with reference to FIG.
In addition, although it demonstrates using various graphs below, in order to make a change easy to see, the scale is not necessarily proportionally distributed.
FIG. 2A is a graph showing a change in fuel consumption with time when the vehicle travels on the travel path in the normal mode.
In the example of FIG. 2A, the energy management system 7 performs motor driving (motor section) until 500 (seconds) has elapsed after starting traveling, and then reaches the destination in 800 (seconds). The engine is running (engine section).
This is because the battery is fully discharged 500 seconds after the start of traveling, and the energy management system 7 starts the engine at 500 seconds.
Therefore, the fuel consumption is zero until 500 (seconds) after departure, and the fuel is consumed up to 800 (seconds) after 500 (seconds). In the example of the figure, the fuel of a (g) is consumed before reaching the destination.

A high driving force section indicated by a network from 200 (seconds) to 400 (seconds) in FIG. 2A is a section where high driving force is required, such as an uphill.
In the normal mode, the engine section is set after the motor section regardless of the required driving force.

FIG.2 (b) is a figure for demonstrating the driving | running plan which the energy management system 7 set with respect to the same driving | running route as Fig.2 (a).
The energy management system 7 acquires the starting point, the destination, and the travel route estimated by the navigation system 8 and information for calculating the required driving force such as the altitude of each point on the travel route.
The required driving force may be obtained by learning by storing the driving force output when traveling on the travel route in the past, not by calculation based on altitude.

When the energy management system 7 obtains the travel route and the driving force that is output to travel along the travel route, the section in which the output driving force is equal to or greater than a predetermined threshold is defined as the hybrid section.
In the example of FIG. 2 (b), the energy management system 7 uses a travel section as a first motor section (0 to 200 (second) section), a hybrid section (200 to 400 (second) section), and a second motor section. A travel plan is set by dividing into (segments of 400 to 800 (seconds)).
The energy management system 7 drives the motor and engine according to this travel plan.

As shown in FIG. 2B, the fuel consumption is zero because the vehicle travels only by the motor in the first motor section.
In the hybrid section, the energy management system 7 consumes fuel because it drives both the engine and the motor.
Since the battery consumption is suppressed in the hybrid section, in the example of FIG. 2B, the motor travels to the destination by the battery remaining power saved in the hybrid section. Therefore, the fuel consumption is 0 in the second motor section.

Also, if the destination cannot be reached due to the remaining battery capacity saved in the hybrid section, the energy management system 7 plans to set the section that can travel with the remaining battery power as the second motor section and the rest as the engine section. .
In the example of FIG. 2B, the fuel consumption is b (g), which is (ab) (g) less than the normal mode.

Next, battery management performed by the energy management system 7 will be described with reference to FIGS.
FIG. 3A is a diagram corresponding to FIG. 2A, and is a diagram illustrating a time-dependent change in SOC (State of Charge) in the normal mode.
In the present embodiment, the SOC is fully charged at d% and fully discharged at h%.
As shown in FIG. 3 (a), the SOC is d% of full charge at the time of departure, and h% of total discharge at the end of the motor section. In a high driving force interval of 200 (seconds) to 400 (seconds) in the middle, the SOC is changed from e% to f% in order to output a high driving force only by the motor without using the engine, that is, (ef) % Decrease.

FIG. 3B is a diagram corresponding to FIG. 2B, and shows a change with time in the SOC in the saving mode.
As shown in FIG. 3 (b), in the saving mode, the driving force by the engine is also used with the high driving force section from 200 seconds to 400 seconds as the hybrid section, so the SOC is from e% to g%, that is, (e -G)% decrease, the amount of decrease is smaller than (ef)% in FIG.
The hybrid vehicle travels with the motor in the second motor section, and the battery is fully discharged when it reaches the destination.

As described above, when it is known in advance that there is a section requiring high driving force on the travel route, the energy management system 7 sets the high driving force section as a hybrid section and suppresses battery consumption in this section.
In the present embodiment, the event corresponding to the penalty is off-route, traffic jam, sudden start / stop, but this is an example, and at least one of these or other turns such as a sudden turn An event can be a penalty.

Next, the case where a travel plan is changed during traveling will be described with reference to FIG.
In FIG. 4, the first hybrid section planned by the energy management system 7 before departure is described as an initially set hybrid section, and the changed hybrid section is described as a changed hybrid section.
When the energy management system 7 receives the penalty score from the penalty detection unit 11, the energy management system 7 shortens the hybrid section according to the score, and sets the shortened section as the motor section.
As described above, the energy management system 7 changes the part of the hybrid section according to the penalty score (all if the score is equal to or greater than the predetermined threshold) to the motor section, so that the control by the energy management is performed normally. Move closer to control.

In the example of FIG. 4, the section from 200 (seconds) to 400 (seconds) was initially set as a hybrid section, but the period was changed from 250 (seconds) to 350 (seconds) by detecting a penalty. Has been.
Thereafter, when a penalty is detected, the hybrid section is further changed to a motor section.

FIG. 4 also shows changes over time in fuel consumption. The consumption amount when traveling in the normal mode is indicated by a broken line, the case when traveling according to the initial travel plan is indicated by a solid line, and the travel plan is changed by a penalty. A case where the vehicle has traveled is indicated by a one-dot chain line.
In the example shown in the figure, in the saving mode after the change, the battery is fully discharged before reaching the destination and the engine runs, so the fuel consumption increases compared to the initial saving mode, but there are also sections that run in the saving mode. Therefore, it is less than the consumption in the normal mode.

Next, a method for shortening the hybrid section by a penalty will be described with reference to FIG.
FIG. 5 shows the driving force (power) that the energy management system 7 outputs to the motor and engine along the travel route.
When formulating a travel plan, the energy management system 7 estimates the driving force required for travel from the departure point to the destination based on altitude and past learning.
And the section which becomes more than an initial threshold is specified, and it sets to a hybrid on the basis of this section.
In the example of FIG. 5, the section from 200 (seconds) to 400 (seconds) is equal to or greater than the initial threshold, and this section is set as an initially set hybrid section.

There are various methods for setting a hybrid section based on a section that is equal to or greater than a predetermined threshold.
For example, a section that is equal to or greater than a predetermined threshold can be simply set as a hybrid section, or even if there is a section that falls below a predetermined threshold for a short time, a section that is below this threshold can be included as a hybrid section, or The moving average value of the driving force (the average value at a certain time point as a value obtained by averaging the values over a certain period in the past) may be a section that is equal to or greater than a predetermined threshold value.

When a penalty is detected, the energy management system 7 increases the threshold according to the score. Therefore, as the penalty score increases, the hybrid section is shortened. When the threshold value exceeds the upper limit of the driving force, all the hybrid sections become motor sections.
In this way, the energy management system 7 weakens the energy management control according to the penalty, and shifts from the saving mode to the normal mode step by step.

In the example of FIG. 5, a section from 250 (seconds) to 350 (seconds) is a hybrid section by raising the threshold value due to a penalty.
In FIG. 5, the portion where the driving force is lower than the threshold value due to the penalty is also a hybrid section. However, when the hybrid section is shortened, the drop in driving force within the section is ignored. This is because the hybrid section can be set except for the section where the driving force falls below the penalty threshold.

Next, the procedure by which the ECU 1 changes the travel plan by a penalty will be described using the flowchart of FIG.
When the user starts the hybrid vehicle, the navigation system 8 is activated to select either the normal mode or the saving mode.
This selection is performed, for example, by learning past driving patterns or by user settings.

  Next, the navigation system 8 detects the destination (step 5), and acquires the route to the destination (step 10). Thus, the hybrid vehicle includes a travel route acquisition unit that acquires a travel route from the departure place to the destination.

  The energy management system 7 acquires information necessary for planning a travel plan, such as the route from the navigation system 8 to the destination and the altitude, and divides the travel route into a motor section, a hybrid section, and an engine section, and then travel plans. To plan.

  In this way, the hybrid vehicle travels along the travel route by dividing the travel route into the motor section, the engine section, and the combined section (hybrid section) that drives the motor and the engine. It has planning means for planning.

  In addition, the hybrid vehicle includes a predicting unit that predicts a driving force required for traveling along a traveling route from an altitude or the like when planning, and the planning unit drives a predetermined value or more in the traveling route. The combined section is planned based on a section that requires force.

Thereafter, the user departs from the hybrid vehicle, and the energy management system 7 controls the motor and engine according to the travel plan while receiving travel data from the navigation system 8.
Further, the initial value of the score stored in the score storage unit by the penalty detection unit 11 is zero.

Simultaneously with the departure of the hybrid vehicle, the penalty detection unit 11 receives the travel data from the navigation system 8 and starts monitoring the occurrence of the penalty using this data.
As described above, the hybrid vehicle includes detection means for detecting the occurrence of an event that obstructs the travel plan during travel by monitoring the penalty.

First, the penalty detection unit 11 confirms a deviation from the route based on the travel data, and when a deviation from the route is detected (step 15; Y), the penalty score set for the deviation from the route is added to the score storage unit (step 20). ).
After adding the score at step 20 or when no off-route is detected (step 15; N), the penalty detection unit 11 confirms the occurrence of traffic jam based on the travel data and detects the traffic jam (step 25; Y) The penalty score set for the traffic jam is added to the score storage unit (step 30).

After adding the score at step 30 or when no traffic jam is detected (step 25; N), the penalty detection unit 11 confirms the occurrence of sudden start / stop based on the travel data, and detects the sudden start / stop. If so (step 35; Y), the penalty score set for the traffic jam is added to the score storage unit (step 40).
After adding the score at step 40 or when sudden start / stop is not detected (step 35; N), the penalty detection unit 11 uses the score stored in the score storage unit to control the energy management system 7 (Step 45).

The energy management system 7 determines a control level (determination of a threshold value for converting a hybrid section into a motor section) according to the score (step 50), and controls the motor and the engine.
As described above, the hybrid vehicle includes a changing unit that changes at least a part of the combined section (hybrid section) to the motor section when the detection unit (penalty detection unit 11) detects an event that inhibits the travel plan. Yes.
The penalty detection unit 11 repeatedly performs the processing of the above steps 15 to 45 while traveling.

According to the embodiment described above, the following effects can be obtained.
(1) In plug-in hybrid vehicles, energy management can be performed.
(2) By introducing the concept of penalty, the deviation from the travel plan planned by energy management can be quantified.
(3) Depending on the penalty, the control of energy management can be brought closer to the control not performing this.
(4) It is possible to change the travel plan according to the penalty during traveling, thereby saving fuel consumption.

It is the figure which showed the structure of ECU. It is the graph which showed change with time of fuel consumption. It is the graph which showed the time-dependent change of SOC. It is a figure for demonstrating the change of a travel plan. It is a figure for demonstrating the shortening method of a hybrid area. It is a flowchart for demonstrating the change procedure of a travel plan.

Explanation of symbols

1 ECU
2 Communication unit 3 Battery sensor 4 Fuel sensor 5 Energy information acquisition unit 6 Motor control unit 7 Energy management system 8 Navigation system 9 Map database 10 Engine control unit 11 Penalty detection unit

Claims (6)

A hybrid vehicle that generates driving force by an engine and a motor,
A travel route acquisition means for acquiring a travel route from the departure place to the destination;
By traveling along the travel route, the acquired travel route is divided into a motor section for driving the motor, an engine section for driving the engine, and a combined section for driving the motor and the engine. Planning means for planning
Detecting means for detecting the occurrence of an event that obstructs the plan during driving;
Changing means for changing at least a part of the combined section to a motor section when the event is detected by the detecting means;
A hybrid vehicle characterized by comprising:
2. The hybrid vehicle according to claim 1, wherein the planning unit plans the discharge of the battery so that the amount of charge of the battery is discharged to a predetermined lower limit value when the destination is reached. .
Predicting means for predicting the driving force required for traveling along the traveling route is provided, and the planning means uses the section of the traveling route that requires a driving force larger than a predetermined value as a reference. The hybrid vehicle according to claim 1, wherein a combined section is planned.
The hybrid vehicle according to claim 3, wherein the changing unit determines a section to be changed to a motor section among the combined sections based on a section that requires a driving force larger than the predetermined value.
5. The device according to claim 1, wherein the event is at least one of departure from a travel route, occurrence of a traffic jam, and sudden acceleration / deceleration. Hybrid vehicle.
Connection means for connecting to an external power source;
Charging means for charging the battery from the connected external power source;
The hybrid vehicle according to any one of claims 1 to 5, characterized by comprising:

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