JP2013160522A - Vehicle driving support apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To properly notify a driver of a route superior in fuel economy.SOLUTION: An ECU200 includes: a travel information recording part 204 that records travel information including fuel economy FE on a travel information storage part 210 every time a vehicle travels a section (link) Ln set in advance on a map; a route evaluation part 207 that determines fuel economy FE for each of routes RT from a start point P0 to a designated point P1, on the basis of the travel information recorded in the travel information storage part 210 when the vehicle travels in the past, and selects a route superior in fuel economy FE from the routes RT; and a route display part 208 that displays the route RT selected by the route evaluation part 207 on an LCD 72.

Description

  The present invention relates to a driving support apparatus for a vehicle that supports selection of a travel route from a departure point to a designated point that is a point designated by a driver. In particular, the present invention relates to a driving support apparatus for a hybrid vehicle equipped with an internal combustion engine and an electric motor that are driving sources for traveling.

  Conventionally, as a driving support device that supports driving of a vehicle, for example, a navigation device that guides a travel route is known. For example, the conventional navigation device searches for a travel route from the current position of the vehicle to the destination and arrives at the destination in the shortest time (or the shortest distance) among the plurality of searched travel routes. It informs by voice and image so as to travel on a possible travel route.

  In recent years, various driving assistance devices that focus on fuel consumption have been proposed. For example, road gradient data is stored in the map database for each link (section obtained by dividing a road into predetermined distances), and after setting a plurality of routes in a normal route search, the road gradient data for each route is stored. A vehicular route search device that estimates the fuel consumption using data and determines the route with the best fuel consumption is disclosed (see Patent Document 1).

Japanese Patent Laid-Open No. 10-38594

  However, in the vehicle route search device described in Patent Document 1, the fuel efficiency is estimated based on the road gradient. However, the fuel efficiency depends on the characteristics of the vehicle type, model, etc., the driving operation characteristics of the driver, and the like. Since it changes, there is a possibility that the fuel consumption cannot be accurately estimated. Further, when the fuel consumption cannot be accurately estimated, the route with the best fuel consumption cannot be determined.

  Further, in a hybrid vehicle equipped with an internal combustion engine and an electric motor, which are travel driving sources, and a battery that supplies electric power to the electric motor, the fuel efficiency changes depending on the remaining battery capacity SOC at the current position. That is, for example, when the remaining capacity SOC of the battery at the current position is small, in order to increase the remaining capacity SOC of the battery to a reference SOC (for example, 60%), fuel consumption increases and fuel consumption deteriorates. become.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a driving assistance device capable of accurately reporting an excellent route for fuel consumption.

  In order to solve the above problems, a vehicle driving support apparatus according to the present invention is configured as follows.

  That is, the vehicle driving support device according to the present invention is a vehicle driving support device that supports selection of a travel route from a departure point to a designated point that is a point designated by the driver, and is preset on a map. Travel information including fuel consumption is stored every time the vehicle travels in the section, and each of a plurality of routes from the departure point to the designated point is stored based on the travel information stored in the past travel by the vehicle. In addition, the fuel consumption amount is obtained, a route excellent in fuel consumption amount is selected from the plurality of routes, and the selected route is notified.

  According to the driving support apparatus for a vehicle having such a configuration, travel information including fuel consumption is stored every time the vehicle travels in a preset section on the map. In addition, fuel consumption is determined for each of a plurality of routes from the departure point to the designated point based on the traveling information stored in past traveling by the vehicle. And since the route excellent in fuel consumption is selected from the plurality of routes and the selected route is notified, it is possible to accurately notify the route excellent in fuel consumption.

  That is, since the fuel consumption amount is obtained for each of a plurality of routes from the departure point to the designated point based on the traveling information including the fuel consumption amount stored in the past traveling by the vehicle, It is possible to obtain an accurate fuel consumption amount reflecting the characteristics such as the model and the characteristics of the driving operation of the driver. Therefore, it is possible to accurately report an excellent route for fuel consumption.

  In the vehicle driving support device according to the present invention, the travel information includes a travel time and a travel distance, and based on the travel information stored in the past travel by the vehicle, the specified point from the departure point. It is preferable to select a route that is superior in terms of travel time or travel distance from the plurality of routes up to and informing the selected route.

  According to the driving support apparatus for a vehicle having such a configuration, the travel information includes a travel time and a travel distance, and based on the travel information stored in the past travel by the vehicle, the specified point from the departure point. Since a route that is superior in terms of travel time or travel distance is selected from the plurality of routes up to and the selected route is reported, it is possible to accurately report a route that is superior in terms of travel time or travel distance. .

  In addition, the driving support device for a vehicle according to the present invention, when traveling at least one of low speed traveling, rapid acceleration, and sudden deceleration during traveling in the section, travel information in the section. It is preferable to prohibit the storage of.

  According to the driving support apparatus for a vehicle having such a configuration, when at least one of low-speed traveling, sudden acceleration, and sudden deceleration is performed during traveling in the section, traveling information in the section Therefore, it is possible to prevent inappropriate information from being stored as the travel information. Accordingly, since appropriate information is stored as the travel information, a more accurate fuel consumption can be obtained.

  In the vehicle driving support device according to the present invention, the vehicle loading state, the cooling / heating operation state, and the vehicle state including the lamp lighting state when the travel information including the fuel consumption is acquired are set in advance. It is preferable to obtain the fuel consumption when the vehicle state is changed to the reference vehicle state and store the obtained fuel consumption.

  According to the vehicle driving support device having such a configuration, the vehicle loading state, the cooling / heating operation state, and the vehicle state including the lamp lighting state when the travel information including the fuel consumption is acquired are set in advance. Since the fuel consumption amount when the vehicle is changed to the reference vehicle state is obtained and the obtained fuel consumption amount is stored, a more appropriate fuel consumption amount can be stored as the travel information.

  The vehicle driving support apparatus according to the present invention includes an internal combustion engine and an electric motor that are driving power sources, and a storage battery that supplies electric power to the motor, and the storage battery while traveling in the section. Is being charged, it is preferable to perform a correction to subtract the fuel consumption corresponding to the charging power during traveling in the section from the fuel consumption, and store the corrected fuel consumption.

  According to the driving support apparatus for a vehicle having such a configuration, the vehicle includes an internal combustion engine and an electric motor that are driving sources for traveling, and a storage battery that supplies electric power to the electric motor. When the storage battery is being charged while traveling in the section, a correction is performed to subtract the fuel consumption corresponding to the charging power during the section travel from the fuel consumption, and the corrected fuel consumption Is stored, more appropriate fuel consumption can be stored as the travel information.

  The vehicle driving support apparatus according to the present invention includes an internal combustion engine and an electric motor that are driving sources for driving, and a storage battery that supplies electric power to the motor, and the remaining storage battery at the starting point is provided. Based on the capacity, for each of the plurality of routes, the change in the remaining capacity of the storage battery from the starting point to the designated point is estimated, and when the remaining capacity of the storage battery reaches the maximum capacity, the power cannot be regenerated. It is preferable that a correction for adding the corresponding fuel consumption is performed, and the corrected fuel consumption is the fuel consumption in the route.

  According to the driving support apparatus for a vehicle having such a configuration, the vehicle includes an internal combustion engine and an electric motor that are driving sources for traveling, and a storage battery that supplies electric power to the electric motor. Then, based on the remaining capacity of the storage battery at the departure point, a change in the remaining capacity of the storage battery from the departure point to the designated point is estimated for each of the plurality of routes, and the remaining capacity of the storage battery becomes the maximum capacity. If it reaches, the fuel consumption corresponding to the power that cannot be regenerated is corrected, and the corrected fuel consumption is the fuel consumption in the route. Therefore, the more accurate fuel consumption in the route Can be requested.

  The vehicle driving support device according to the present invention selects a plurality of routes excellent in fuel consumption, informs the plurality of selected routes in an identifiable manner, and indicates the fuel consumption of the plurality of routes, respectively. It is preferable to notify in association with the route.

  According to the driving support apparatus for a vehicle having such a configuration, a plurality of routes with excellent fuel consumption are selected, the selected plurality of routes are notified in an identifiable manner, and the fuel consumption of the plurality of routes is determined. Since each is notified in association with a route, convenience can be improved.

  According to the vehicle driving support device of the present invention, travel information including fuel consumption is stored each time a predetermined section on the map is traveled. In addition, fuel consumption is determined for each of a plurality of routes from the departure point to the designated point based on the traveling information stored in past traveling by the vehicle. And since the route excellent in fuel consumption is selected from the plurality of routes and the selected route is notified, it is possible to accurately notify the route excellent in fuel consumption.

  That is, since the fuel consumption amount is obtained for each of a plurality of routes from the departure point to the designated point based on the traveling information including the fuel consumption amount stored in the past traveling by the vehicle, It is possible to obtain an accurate fuel consumption amount reflecting the characteristics such as the model and the characteristics of the driving operation of the driver. Therefore, it is possible to accurately report an excellent route for fuel consumption.

It is a schematic block diagram which shows an example of the hybrid vehicle by which the driving assistance device of the vehicle which concerns on this invention is mounted. It is a block diagram which shows an example of the engine shown in FIG. It is a block diagram which shows an example of the input / output of ECU shown in FIG. It is a functional block diagram which shows an example of the principal part in the driving assistance device of the vehicle which concerns on this invention. It is explanatory drawing explaining an example of operation | movement of the driving | running | working information acquisition part shown in FIG. It is a graph explaining an example of operation | movement of the driving | running | working information correction | amendment part shown in FIG. 6 is a flowchart showing an example of a recording operation by the vehicle driving support apparatus shown in FIG. 4. It is a graph explaining an example of the SOC correction process by the path | route evaluation part shown in FIG. FIG. 5 is a screen diagram illustrating an example of a screen displayed on the LCD illustrated in FIG. 4. 5 is a flowchart showing an example of a route display operation by the vehicle driving support device shown in FIG. 4. 11 is a detailed flowchart illustrating an example of an SOC correction process executed in step S215 of the flowchart of FIG.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the present embodiment, a case where the “vehicle driving support device” according to the present invention is applied to an FF (front engine / front drive) hybrid vehicle will be described.

-Hybrid vehicle HV-
FIG. 1 is a schematic configuration diagram showing an example of a hybrid vehicle HV in which a “vehicle driving support device” according to the present invention is mounted. As shown in FIG. 1, the hybrid vehicle HV includes an engine 1 that generates driving force for traveling the vehicle, a first motor generator MG1 that mainly functions as a generator, a second motor generator MG2 that mainly functions as an electric motor, power The division mechanism 3, the reduction mechanism 4, the counter drive gear 51, the counter driven gear 52, the final gear 53, the differential device 54, the front wheel axle (drive shaft) 61, the left and right drive wheels (front wheels) 6L and 6R, and the ECU 200 are provided. The “driving support device” according to the present invention is realized by executing a program stored in the ROM or the like of the ECU 200.

  The ECU 200 (Electronic Control Unit) includes, for example, an HV (hybrid) ECU that controls the hybrid vehicle HV in an integrated manner, an inverter ECU that controls the drive of the inverter 8 (see FIG. 3), and an engine that controls the drive of the engine 1. The ECU is constituted by a battery ECU for managing the state of the battery 9 (see FIG. 3), and these ECUs are connected so as to communicate with each other.

  Next, each part such as the engine 1, the motor generators MG1 and MG2, the power split mechanism 3, the reduction mechanism 4, and the ECU 200 will be described.

-Engine 1-
First, the engine 1 will be described with reference to FIG. FIG. 2 is a configuration diagram illustrating an example of the engine 1 illustrated in FIG. 1. FIG. 2 shows only the configuration of one cylinder in the engine 1. The engine 1 corresponds to an “internal combustion engine” described in the claims.

  Here, the engine 1 is a port injection type multi-cylinder gasoline engine, and a piston 1c that reciprocates in the vertical direction is provided in a cylinder block 1a constituting each cylinder. The piston 1c is connected to the crankshaft 105 via the connecting rod 106, and the reciprocating motion of the piston 1c is converted into rotation of the crankshaft 105 by the connecting rod 106.

  A signal rotor 107 is attached to the crankshaft 105. On the outer peripheral surface of the signal rotor 107, a plurality of protrusions (teeth) 107a are provided at equal angles. A crank position sensor (engine speed sensor) 197 is disposed near the side of the signal rotor 107. The crank position sensor 197 is an electromagnetic pickup, for example, and generates a pulsed signal (output pulse) corresponding to the protrusion 17a of the signal rotor 17 when the crankshaft 105 rotates.

  A water temperature sensor 191 for detecting the cooling water temperature is disposed in the cylinder block 1 a of the engine 1. A cylinder head 1b is provided at the upper end of the cylinder block 1a, and a combustion chamber 1d is formed between the cylinder head 1b and the piston 1c. A spark plug 13 is disposed in the combustion chamber 1 d of the engine 1. The ignition timing of the spark plug 13 is adjusted by the igniter 14.

  An oil pan 108 for storing lubricating oil is provided below the cylinder block 1 a of the engine 1. The lubricating oil stored in the oil pan 108 is pumped up by the oil pump 109 through an oil strainer that removes foreign matters during operation of the engine 1 and supplied to the piston 1c, the crankshaft 105, the connecting rod 106, and the like. Used for lubrication and cooling of each part. The lubricating oil supplied in this way is used for lubrication and cooling of each part of the engine 1, and then returned to the oil pan 108 until it is pumped up again by the oil pump 109. Stored.

  An intake passage 11 and an exhaust passage 12 are connected to the combustion chamber 1 d of the engine 1. A part of the intake passage 11 is formed by an intake port 11a and an intake manifold 11b. A part of the exhaust passage 12 is formed by an exhaust port 12a and an exhaust manifold 12b.

In the intake passage 11, an air cleaner 115, a hot-wire air flow meter 192, an intake air temperature sensor 193 built in the air flow meter 192, an electronically controlled throttle valve 113 for adjusting the intake air amount of the engine 1, etc. Is arranged. The throttle valve 113 is driven by a throttle motor 114. The opening degree of the throttle valve 113 is detected by a throttle opening degree sensor 196. The exhaust passage 12 of the engine 1, 0 ₂ sensor 194 and the three-way catalyst 122 for detecting the oxygen concentration in the exhaust gas is disposed.

  An injector (fuel injection device) 112 for fuel injection is disposed in the intake passage 11. Fuel of a predetermined pressure is supplied from the fuel tank to the fuel injection device 112 by a fuel pump, and the fuel is injected into the intake port 11 a of the intake passage 11. This injected fuel is mixed with intake air to form an air-fuel mixture and introduced into the combustion chamber 1 d of the engine 1. The air-fuel mixture introduced into the combustion chamber 1d (here, air-fuel mixture = “fuel + air”) is ignited by the spark plug 13 and burns and explodes. The piston 1c reciprocates due to combustion and explosion of the air-fuel mixture in the combustion chamber 1d, and the crankshaft 105 rotates. The fuel injection device 112 is provided with a fuel injection amount sensor 198 that detects the fuel injection amount, and the fuel injection amount detected by the fuel injection amount sensor 198 is output to the ECU 200.

  As shown in FIG. 1, the output of the engine 1 is transmitted to the input shaft 21 via the crankshaft 105 and the damper 2. The damper 2 is a damper that absorbs torque fluctuations of the engine 1 and is, for example, a coil spring type transaxle damper.

-Motor generator-
Next, the first motor generator MG1 and the second motor generator MG2 will be described with reference to FIG. The first motor generator MG1 is an AC synchronous generator including a rotor MG1R made of a permanent magnet supported so as to be relatively rotatable with respect to the input shaft 21, and a stator MG1S wound with a three-phase winding. It functions as a generator and also as an electric motor (electric motor). The first motor generator MG1 corresponds to a part of the “motor” described in the claims.

  Similarly, the second motor generator MG2 includes an AC synchronous generator including a rotor MG2R made of a permanent magnet supported so as to be relatively rotatable with respect to the input shaft 21, and a stator MG2S wound with a three-phase winding. It functions as an electric motor (electric motor) as well as a generator. The second motor generator MG2 corresponds to a part of the “motor” described in the claims.

  The first motor generator MG1 and the second motor generator MG2 are each connected to a battery (power storage device) 9 via an inverter 8 (see FIG. 3). The inverter 8 is controlled by the ECU 200, and by controlling the inverter 8, the regeneration and driving operations of the motor generators MG1 and MG2 are controlled. Regenerative power generated by each motor generator MG 1, MG 2 is charged to the battery 9 via the inverter 8. Furthermore, the driving power for each motor generator MG1 and MG2 is supplied from the battery 9 via the inverter 8, respectively.

-Power split mechanism-
Next, the power split mechanism 3 will be described with reference to FIG. As shown in FIG. 1, the power split mechanism 3 includes an external gear sun gear 3S that rotates at the center of a plurality of gear elements, and an external gear pinion gear 3P that revolves around the sun gear 3S while rotating around its periphery. And a planetary gear mechanism that includes a ring gear 3R of an internal gear formed in a hollow ring shape to mesh with the pinion gear 3P, and a planetary carrier 3CA that supports the pinion gear 3P and rotates through the revolution of the pinion gear 3P. Yes. The planetary carrier 3CA is rotatably connected to the input shaft 21 on the engine 1 side. The sun gear 3S is rotatably connected to the rotor MG1R of the first motor generator MG1.

  The power split mechanism 3 applies at least one driving force of the engine 1 and the second motor generator MG2 via the counter drive gear 51, the counter driven gear 52, the final gear 53, the differential device 54, and the drive shaft 61 sequentially. This is transmitted to the left and right drive wheels 6L, 6R.

-Reduction mechanism-
Next, the reduction mechanism 4 will be described with reference to FIG. As shown in FIG. 1, the reduction mechanism 4 is rotatably supported by an external gear sun gear 4S that rotates at the center of a plurality of gear elements and a carrier (transaxle case) 4CA, and rotates while being circumscribed by the sun gear 4S. The planetary gear mechanism includes a pinion gear 4P as an external gear and a ring gear 4R as an internal gear formed in a hollow ring shape to mesh with the pinion gear 4P. Note that the ring gear 4R of the reduction mechanism 4, the ring gear 3R of the power split mechanism 3, and the counter drive gear 51 are integrally formed with each other. The sun gear 4S is connected to the rotor MG2R of the second motor generator MG2 so as to rotate together.

  In addition, the reduction mechanism 4 decelerates the driving force of the second motor generator MG2 with an appropriate reduction ratio, and the reduced driving force includes a counter drive gear 51, a counter driven gear 52, a final gear 53, a differential device 54, and It is transmitted to the left and right drive wheels 6L and 6R via the drive shaft 61 in order.

-Battery, inverter-
Next, input / output of the ECU 200 will be described. FIG. 3 is a block diagram showing an example of input / output of ECU 200 shown in FIG.

  The battery 9 is provided with a voltage sensor 91, a current sensor 92, and a temperature sensor 93. The voltage sensor 91 is a sensor that detects the voltage Vb between the terminals of the battery 9. The current sensor 92 is a sensor that detects a charge / discharge current Ib between the battery 9 and the inverter 8. The temperature sensor 93 is a sensor that detects the temperature Tb of the battery 9. The voltage Vb, current Ib, and temperature Tb detected by these sensors are output to the ECU 200.

  In order to manage the state of the battery 9, the ECU 200 determines the integrated value of the charge / discharge current Ib detected by the current sensor 92 that detects the charge / discharge current of the battery 9, the battery temperature Tb detected by the battery temperature sensor 93, etc. Based on the state of charge (SOC) of the battery 9, the input limit Win and the output limit Wout of the battery 9, and the like are obtained.

  In addition, an inverter 8 is connected to the ECU 200. Inverter 8 includes an IPM (Intelligent Power Module) that controls motor generators MG1 and MG2. Each IPM is configured by a plurality of (for example, six) semiconductor switching elements (for example, an IGBT (Insulated Gate Bipolar Transistor)).

  For example, the inverter 8 converts the direct current from the battery 9 into the motor generators MG1 and MG2 in accordance with a command signal from the ECU 200 (for example, a torque command value of the first motor generator MG1 and a torque command value of the second motor generator MG2). In order to charge the battery 9 with the alternating current generated in the first motor generator MG1 by the power of the engine 1 and the alternating current generated in the second motor generator MG2 by the regenerative operation. Convert to DC current. Further, the inverter 8 supplies the alternating current generated by the first motor generator MG1 as driving power for the second motor generator MG2 in accordance with the traveling state.

  The ECU 200 is connected to a throttle motor 114 that opens and closes a throttle valve 113 of the engine 1, a fuel injection device 112, an ignition device 13, and the like. Further, the ECU 200 executes a throttle opening control (intake air amount control) of the engine 1 by outputting a control signal to the throttle motor 114 based on the output signals of the various sensors. Further, the ECU 200 executes a fuel injection amount control of the engine 1 by outputting a control signal to the fuel injection device 112 based on the output signals of the various sensors. In addition, ECU 200 outputs a control signal to ignition device 13 based on the output signals of the various sensors, and executes ignition timing control of engine 1.

-ECU-
Next, the configuration of the ECU 200 will be described. The ECU 200 is an electronic control device that executes various controls including operation control of the engine 1 and cooperative control of the engine 1 and the motor generators MG1 and MG2, and includes a CPU (Central Processing Unit), a ROM (Read Only Memory), and a RAM. (Random Access Memory) and a backup RAM. Further, the ECU 200 is communicably connected to an HDD (Hard Disk Drive) 210 as shown in FIG.

  The ROM stores various control programs, tables, maps, and the like that are referred to when the various control programs are executed. The CPU executes arithmetic processing based on various control programs and maps stored in the ROM. The RAM is a memory for temporarily storing calculation results from the CPU, data input from each sensor, and the backup RAM is a non-volatile memory for storing data to be saved when the ignition switch is OFF. It is. The HDD 210 is a non-volatile memory that stores a large amount of data to be stored (here, travel information, map information) and the like.

  ECU 200 is communicably connected to touch panel 73 and LCD 72. The touch panel 73 is integrally formed on the surface of the LCD 72 and receives an operation from the driver. An LCD (Liquid Crystal Display) 72 displays various images or moving images in accordance with instructions from the ECU 200 and the navigation device 300.

-Vehicle driving support device-
Next, a “vehicle driving support apparatus” according to the present invention will be described with reference to FIG. FIG. 4 is a functional configuration diagram showing an example of a main part in the “vehicle driving support apparatus” according to the present invention. As shown in FIG. 4, the ECU 200 is connected with a wheel speed sensor 19A for detecting the vehicle speed V, a fuel injection amount sensor 198, a battery voltage sensor 91, a battery current sensor 92, and the like, and signals from these sensors. Is input to the ECU 200. In addition, a navigation device 300 equipped with a GPS (Global Positioning System) is communicably connected to the ECU 200.

  The ECU 200 reads and executes a control program stored in the ROM or the like by the CPU, so that functionally, the travel information acquisition unit 201, the travel information determination unit 202, the travel information correction unit 203, and the travel information recording unit 204 are functionally performed. , Function as functional units such as a designated point reception unit 205, an index reception unit 206, a route evaluation unit 207, and a route display unit 208. Here, the travel information acquisition unit 201, the travel information determination unit 202, the travel information correction unit 203, the travel information recording unit 204, the designated point reception unit 205, the index reception unit 206, the route evaluation unit 207, the route display unit 208, and The travel information storage unit 210 constitutes a “vehicle driving support device” according to the present invention.

  In addition, the ECU 200 causes the CPU 210 to function as a functional unit such as the travel information storage unit 210 when the CPU reads and executes a control program stored in the ROM or the like. Here, for convenience, the HDD and the travel information storage unit are represented using the same reference numerals.

  In the present embodiment, the case where the travel information is recorded in the HDD 210 will be described. However, the travel information may be recorded in other storage means (backup RAM) or the like.

-Recording process of driving information-
The travel information acquisition unit 201 is a functional unit that acquires travel information including the fuel consumption amount FE every time the vehicle travels on a section (link) set in advance on a map. Here, an example of the operation of the travel information acquisition unit 201 will be described with reference to FIG. FIG. 5 is an explanatory diagram illustrating an example of the operation of the travel information acquisition unit 201 illustrated in FIG.

  A road included in a map used in the navigation device 300 or the like has a node Nn set at a preset position (for example, a signal, an intersection, etc.). A road between the two nodes N (n−1) and Nn is set as a link (section) Ln. When the hybrid vehicle HV traveling on the link (section) Ln reaches the node Nn, the travel information acquisition unit 201 acquires the travel information on the link (section) Ln. That is, the travel information acquisition unit 201 acquires travel information of the link (section) Ln when reaching the node Nn at the end of the link (section) Ln. Note that the length of the link (section) Ln is set to about 10 m to 50 m, for example. As the length of the link (section) Ln is longer, the travel information acquired by the travel information acquisition unit 201 is reduced, and the capacity of the travel information storage unit 210 that stores the travel information can be reduced. Conversely, as the length of the link (section) Ln is shorter, travel information that accurately represents the travel performance can be acquired.

  Further, as the travel information, for example, the fuel consumption amount FE, the link length (travel distance) L, the travel time TM, the average vehicle speed VA, the maximum value GM of the longitudinal acceleration, and the change amount ΔS of the remaining capacity SOC of the battery 9 are included. including. Here, the fuel consumption amount FE is obtained by integrating the fuel injection amounts detected by the fuel injection amount sensor 198. The link length (travel distance) L and the average vehicle speed VA are obtained using the vehicle speed V detected by the wheel speed sensor 19A. The maximum value GM of the longitudinal acceleration is obtained from the detection result of an unillustrated acceleration sensor.

  The remaining capacity SOC of the battery 9 is estimated based on, for example, power charged in the battery 9 and power discharged from the battery 9. Specifically, the electric power charged in the battery 9 is electric power generated by the first motor generator MG1 (and the second motor generator MG2) and supplied to the battery 9 via the inverter 8. In the regenerative state, second motor generator MG2 functions as a generator and generates electric power. The electric power discharged from battery 9 is electric power supplied from battery 9 to motor generators MG1 and MG2 via inverter 8 in order to drive motor generators MG1 and MG2.

  When the travel information is acquired by the travel information acquisition unit 201, the travel information determination unit 202 performs at least one of low speed travel, rapid acceleration, and rapid deceleration while traveling in the section (link) Ln from which travel information is acquired. It is a functional unit that determines whether any one operation has been performed. Whether or not the vehicle is traveling at a low speed is determined, for example, depending on whether or not the average vehicle speed VA included in the travel information is equal to or lower than a preset lower limit vehicle speed VL. Whether or not sudden acceleration or sudden deceleration has been performed depends on, for example, whether or not the maximum value GM of the longitudinal acceleration included in the travel information is greater than or equal to a predetermined longitudinal acceleration threshold GM0. Determined.

  When it is determined by the travel information determination unit 202 that at least one of low speed travel, rapid acceleration, and rapid deceleration is performed while traveling in the section (link) Ln from which travel information is acquired. In this case, the travel information recording unit 204 is prohibited from recording the travel information in the travel information storage unit 210.

  In this way, when at least one of the low speed travel, rapid acceleration, and rapid deceleration is performed while traveling in the section (link) Ln in which the travel information is acquired, Since storage of travel information in the travel information storage unit 210 is prohibited, it is possible to prevent inappropriate information from being stored as the travel information. Accordingly, since appropriate information is stored as the travel information, a more accurate fuel consumption amount FE can be obtained. In the following description, traveling when low-speed traveling, rapid acceleration, and rapid deceleration are not performed is also referred to as “normal traveling” or “normal traveling”.

  For example, when low-speed traveling is performed due to traffic congestion or the like, the fuel consumption amount FE increases extremely compared to normal traveling. Also, when sudden acceleration or sudden deceleration is performed, the fuel consumption amount FE is extremely increased compared to that during normal traveling. Therefore, when the travel information with extremely large fuel consumption FE is stored in a mixed manner with the travel information during normal travel, an accurate fuel consumption FE is obtained from the stored travel information. I can't. Accordingly, when at least one of the low speed travel, rapid acceleration, and rapid deceleration is performed while traveling in the section (link) Ln in which the travel information is acquired, the travel information of the travel information in the section is displayed. By prohibiting storage in the storage unit 210, it is possible to prevent travel information that has an extremely large amount of fuel consumption FE from being stored, so that a more accurate fuel consumption FE can be obtained.

  In the present embodiment, a case will be described in which storage of travel information in the section is prohibited when at least one of low speed travel, rapid acceleration, and rapid deceleration is performed. Any form that prohibits storage of travel information with a large number of FEs may be used. For example, for each section (link) Ln, a reference fuel consumption amount FE0 that is a reference fuel consumption amount FE is obtained in advance, and the fuel consumption amount FE is extremely large compared to the reference fuel consumption amount FE0 (for example, It is also possible to prohibit the storage of travel information (which is at least five times the reference fuel consumption FE0).

  The travel information correction unit 203 is a functional unit that corrects the fuel consumption amount FE included in the travel information acquired by the travel information acquisition unit 201. Specifically, the travel information correcting unit 203 sets a vehicle condition including a vehicle loading state, a cooling / heating operation state, and a lamp lighting state when travel information including the fuel consumption amount FE is acquired as a predetermined reference. The fuel consumption amount FEA when the vehicle state is changed is obtained. The “vehicle loaded state” refers to the size of the weight W of passengers, luggage, etc. loaded on the hybrid vehicle HV.

  Here, the “reference vehicle state” is, for example, a state in which the vehicle is loaded in a state where only the driver (weight 60 kg) is on the hybrid vehicle HV and no luggage is loaded, However, both the cooling and heating are in the OFF state, the lamp lighting state is the head lamp and the fog lamp are OFF.

  Further, the weight W of passengers, luggage, etc. loaded on the hybrid vehicle HV can be estimated by a known method (for example, JP 2010-243305 A). The travel information correction unit 203 corrects the fuel consumption amount FE, assuming that the fuel consumption amount FE increases, for example, by 1% as the weight W increases by 10% of the main body weight W0 of the hybrid vehicle HV. That is, correction is performed using the following equation (1).

FEA = FE / (1 + W × 0.1 / W0) (1)
In the present embodiment, the case where the fuel consumption amount FE is increased in proportion to the weight W of the passenger, the luggage, etc. will be described. However, the fuel consumption amount FE may be increased according to the weight W of the passenger, the luggage, etc. That's fine. For example, the relationship between the weight W and the fuel consumption FE may be obtained in advance as a function, and the fuel consumption FE may be corrected based on the weight W using this function. In this case, the fuel consumption amount FE can be corrected more accurately in the vehicle loading state.

  Furthermore, the traveling information correction unit 203 corrects the fuel consumption amount FE, assuming that the fuel consumption amount FE increases by, for example, 5% when the cooling or heating is ON. That is, correction is performed using the following equation (2).

FEA = FE / 1.05 (2)
In the present embodiment, the case where the fuel consumption amount FE is corrected when the cooling or heating is ON and the fuel consumption amount FE is increased by, for example, 5% will be described. However, the outside air temperature, the indoor temperature, and the cooling / heating are described. The fuel consumption amount FE may be corrected based on the set temperature or the like. In this case, the fuel consumption amount FE can be corrected more accurately in the air conditioning operation state.

  In addition, when the lamp lighting state is at least one of the headlamp and the fog lamp, the travel information correction unit 203 corrects the fuel consumption amount FE, assuming that the fuel consumption amount FE increases by 3%, for example. That is, correction is performed using the following equation (3).

FEA = FE / 1.03 (3)
In the present embodiment, the case where the fuel consumption amount FE is corrected by assuming that the fuel consumption amount FE increases by 3%, for example, when the lamp lighting state is at least one of the headlamp and the fog lamp is ON. The fuel consumption amount FE may be corrected in accordance with the type and number of lamps that are lit. In this case, the fuel consumption FE can be corrected more accurately for the lamp lighting state.

  As described above, the fuel when the vehicle loading state, the cooling / heating operation state, and the vehicle state including the lamp lighting state when the travel information including the fuel consumption is acquired is changed to a preset reference vehicle state. Since the consumption amount FEA is obtained and the obtained fuel consumption amount FEA is stored, a more appropriate fuel consumption amount FEA can be stored as travel information.

  In the present embodiment, a case where the fuel consumption amount FEA when the vehicle state including the vehicle loading state, the air conditioning operation state, and the lamp lighting state is changed to a preset reference vehicle state is obtained will be described. The fuel consumption amount FEA may be obtained when at least one of the state, the cooling / heating operation state, and the lamp lighting state is changed to the reference vehicle state.

  Further, when the hybrid vehicle HV is charging the battery 9 while the hybrid vehicle HV is traveling in the section Ln in which the travel information has been acquired by the travel information acquisition section 201, the travel information correction unit 203 calculates the section Ln from the fuel consumption amount FE. Correction is performed to reduce the fuel consumption amount ΔFE corresponding to the charging power ΔP during traveling. Specifically, for example, the following equation (4) is used for correction using the increase ΔSOC (%) of the remaining capacity SOC of the battery 9 during the travel of the section Ln.

FEA = FE−ΔSOC × α (4)
Here, when the fuel consumption amounts FE and FEA are expressed by the unit cc, the constant α is, for example, “5”. That is, when the increase ΔSOC of the remaining capacity SOC during the travel of the section Ln is 1%, the travel information correction unit 203 performs correction to reduce the fuel consumption amount ΔFE by 5 cc.

  Here, a situation in which the travel information correction unit 203 performs correction to reduce the fuel consumption amount ΔFE corresponding to the charging power ΔP will be described with reference to FIG. FIG. 6 is a graph for explaining an example of the operation of the travel information correction unit 203 shown in FIG. In the figure, the horizontal axis represents time T, and the vertical axis represents the remaining capacity SOC of the battery 9. Here, it is assumed that the hybrid vehicle HV departs toward the destination at time T0. The graph G1 is a graph showing the transition of the remaining capacity SOC. As shown in the graph G1, the remaining capacity SOC at time T0 is 42%, which is less than the reference remaining capacity SOC (here, 60%). As the hybrid vehicle HV travels, the battery 9 is charged, and as shown in the graph G1, the remaining capacity SOC reaches the reference remaining capacity SOC at the time T1, and charging of the battery 9 is stopped. That is, during the period from time T0 to time T1, the travel information correction unit 203 performs correction using the increase ΔSOC (%) of the remaining capacity SOC.

  In this way, when the battery 9 is being charged while the hybrid vehicle HV is traveling in the section Ln in which the traveling information is acquired, the fuel corresponding to the charging power ΔP during traveling of the section Ln from the fuel consumption amount FE. Since the correction for reducing the consumption amount ΔFE is performed and the corrected fuel consumption amount FEA is stored, a more appropriate fuel consumption amount FEA can be stored as the travel information.

  In the present embodiment, a case where correction is performed by the above equation (4) will be described. However, any correction method may be used as long as the increase ΔSOC (%) of the remaining capacity SOC of the battery 9 during traveling in the section Ln is used. For example, the correction may be made using the remaining capacity SOC at the start point node N (n−1) of the section (link) Ln and the increase ΔSOC (%) of the remaining capacity SOC of the battery 9 while traveling in the section Ln. In this case, correction can be performed more accurately.

  The travel information recording unit 204 associates the travel information including the fuel consumption amount EFA corrected by the travel information correction unit 203 with the identification information indicating the section (link) Ln in which the travel information is acquired, and stores the travel information. This is a functional unit that records in the unit 210. However, when it is determined by the travel information determination unit 202 that at least one of low speed travel, rapid acceleration, and rapid deceleration has been performed while traveling in the section (link) Ln in which travel information is acquired. The travel information recording unit 204 does not record the travel information in the travel information storage unit 210.

-Recording operation of ECU 200-
Next, the recording operation of the “vehicle driving support apparatus” (ECU 200) according to the present invention will be described with reference to FIG. FIG. 7 is a flowchart showing an example of a recording operation by the driving support device of the hybrid vehicle HV shown in FIG. First, the travel information acquisition unit 201 acquires travel information including the fuel consumption amount FE every time the vehicle travels on a section (link) Ln set in advance on the map (step S101). Then, the travel information determination unit 202 determines whether or not the travel information acquired in step S201 is acquired in normal travel (step S103). If NO in step S103, the process returns to step S101. If YES in step S103, the process proceeds to step S105.

  Next, the vehicle state information including the vehicle loading state, the cooling / heating operation state, and the lamp lighting state when traveling in the section (link) Ln corresponding to the travel information acquired in step S101 by the travel information correction unit 203. Is acquired (step S105). Then, for the vehicle loading state acquired in step S105, the travel information correction unit 203 corrects the fuel consumption amount FE acquired in step S101 (step S107). Next, the fuel consumption amount FE is corrected by the travel information correction unit 203 for the cooling / heating operation state acquired in step S105 (step S109). Next, the fuel consumption amount FE is corrected by the travel information correction unit 203 for the lamp lighting state acquired in step S105 (step S111). If the remaining capacity SOC of the battery 9 increases due to traveling in the section (link) Ln corresponding to the travel information acquired in step S101, the travel information correction unit 203 uses the travel information correction unit 203 to determine the increase ΔSOC. The consumption amount FE is corrected (step S113). Next, the travel information including the corrected fuel consumption amount FEA in steps S107 to S113 is associated with the identification information indicating the section (link) Ln in which the travel information is acquired by the travel information recording unit 204, and the travel information It is recorded in the storage unit 210 (step S115). Then, the process returns to step S101.

  In this way, each time the vehicle travels on the section (link) Ln set in advance on the map, travel information including the fuel consumption FE is acquired, and the identification indicating the section (link) Ln from which the travel information has been acquired. Since the information is recorded in the travel information storage unit 210 in association with the information, the travel information for each section (link) Ln can be accumulated.

-Route selection and display processing-
Returning to FIG. 4 again, the functional configuration of the ECU 200 will be described.

  The designated point reception unit 205 is a functional unit that receives a designated point P1, which is a point designated by the driver. Specifically, the designated point accepting unit 205 accepts a driver's operation input via the touch panel 73 or the like, and uses the map information, GPS function, etc. mounted on the navigation device 300 as the designated point P1. A point or passing point is accepted.

  The index receiving unit 206 selects one index from a plurality of preset indexes as an index for evaluating the route from the departure point P0 to the designated point P1 received by the designated point receiving unit 205 by the driver. It is a functional part that accepts. Specifically, the index receiving unit 206 receives, for example, selection of one index from the fuel consumption amount FE, the travel time TT, and the travel distance LT from the departure point P0 to the designated point P1.

  The route evaluation unit 207 determines a plurality of routes RT from the departure point P0 to the designated point P1 based on the travel information stored in the travel information storage unit 210 in the past travel by the hybrid vehicle HV, the fuel consumption amount FE, It is a functional unit that evaluates the travel time TT or the travel distance LT. Specifically, for example, when the fuel consumption amount FE is selected by the index receiving unit 206, the route evaluation unit 207 stores driving information for each of a plurality of routes RT from the departure point P0 to the designated point P1. Based on the traveling information stored in the unit 210, the fuel consumption amount FE is obtained, and a predetermined number (for example, three) of routes RT set in advance from the one with the smallest fuel consumption amount FE is selected.

  Further, the route evaluation unit 207 estimates a change in the remaining capacity SOC of the battery 9 from the departure point P0 to the designated point P1 for each of a plurality of routes RT based on the remaining capacity SOC of the battery 9 at the departure point P0. When the remaining capacity SOC of 9 reaches the maximum capacity SOC (for example, 80%), a correction for adding the fuel consumption amount ΔFE corresponding to the electric power ΔP that cannot be regenerated is performed, and the corrected fuel consumption amount FEB is changed to the corresponding route. The fuel consumption amount FEB at As described above, when estimating the change in the remaining capacity SOC of the battery 9 from the starting point P0 to the designated point P1, when the remaining capacity SOC of the battery 9 reaches the maximum capacity SOC (for example, 80%), The correction process for adding the fuel consumption amount ΔFE corresponding to the electric power ΔP that cannot be regenerated is also referred to as “SOC correction process”.

  Here, with reference to FIG. 8, a method of correcting the fuel consumption amount ΔFE by the route evaluation unit 207 will be specifically described. FIG. 8 is a graph for explaining an example of the “SOC correction process” by the path evaluation unit 207 shown in FIG. FIG. 8A is graphs G21 and G22 showing changes in altitude H from the starting point P0 to the designated point P1 of two routes RT (here, routes RTA and RTB), and the horizontal axis is the starting point P0. The vertical axis is the altitude H.

  The graph G21 is a graph showing a change in the altitude H of the route RTA. The altitude H monotonously decreases from the starting point P0 having the distance L of “0” to the point having the distance L2, and from the point having the distance L2 to the designated point P1. The altitude H increases monotonously up to the point of the distance L5 corresponding to. The graph G22 is a graph showing a change in the altitude H of the route RTB. The altitude H monotonously increases from the starting point P0 having the distance L of “0” to the point having the distance L3, and from the point having the distance L3 to the designated point P1. The altitude H decreases monotonously to a point of distance 4 corresponding to.

  FIG. 8B is graphs G31 and G32 showing changes in the remaining capacity SOC of the battery 9 from the starting point P0 to the designated point P1 of two routes RT (here, routes RTA and RTB), and the horizontal axis Is the distance L from the departure point P0, and the vertical axis is the remaining capacity SOC.

  The graph G31 is a graph showing the remaining capacity SOC of the battery 9 when traveling on the route RTA, and the altitude H monotonously decreases from the starting point P0 where the distance L is “0” to the point where the distance L1 is. The remaining capacity SOC increases monotonously, and the remaining capacity SOC reaches the maximum capacity SOC (for example, 80%) at the point of the distance L1. From the point of the distance L1 to the point of the distance L2, as shown in the graph G21 of FIG. 8A, the altitude H is monotonously decreasing, so it is assumed that the remaining capacity SOC has not reached the maximum capacity SOC. In this case, as shown by a broken line, the remaining capacity SOC can be further increased by the remaining capacity increase ΔSOC. However, in actuality, the remaining capacity SOC reaches the maximum capacity SOC (for example, 80%) at the point of the distance L1, and thus the electric power ΔP that cannot be regenerated in the travel from the point of the distance L1 to the point of the distance L2. Is generated, and the path evaluation unit 207 performs correction to add the fuel consumption amount ΔFE corresponding to the electric power ΔP. Further, since the altitude H is monotonously increasing from the point at the distance L2 to the point at the distance L5 corresponding to the designated point P1, the graph G31 remains from the point at the distance L2 to the point at the distance L5 corresponding to the designated point P1. The capacity SOC is monotonously decreasing.

  More specifically, a correction for adding the fuel consumption amount ΔFE corresponding to the electric power ΔP that cannot be regenerated is performed using the following equation (5).

FEB = FE + ΔSOC × β (5)
Here, when the fuel consumption amounts FE and EFB are expressed by the unit cc, the constant β is, for example, “5”. That is, the route evaluation unit 207 performs a correction to add 5 cc as the fuel consumption amount ΔFE when the virtual increase ΔSOC of the remaining capacity SOC that cannot be regenerated during traveling on the route RT is 1%.

  The graph G32 is a graph showing the remaining capacity SOC of the battery 9 when traveling on the route RTB, and the altitude H increases monotonously from the starting point P0 where the distance L is “0” to the point where the distance L3 is. The remaining capacity SOC decreases monotonously, and the altitude H decreases monotonously from the point of the distance L3 to the point of the distance 4 corresponding to the designated point P1, so that the remaining capacity SOC increases monotonously.

  As described above, based on the remaining capacity SOC of the battery 9 at the departure point P0, a change in the remaining capacity SOC of the battery 9 from the departure point P0 to the designated point P1 is estimated for each of a plurality of routes RT, and the remaining battery 9 When the capacity SOC reaches the maximum capacity SOC (for example, 80%), a correction for adding the fuel consumption amount ΔFE corresponding to the electric power ΔP that cannot be regenerated is performed, and the corrected fuel consumption amount FEB is in the route RT. Since the fuel consumption amount FEB is used, a more accurate fuel consumption amount FEB in the route RT can be obtained.

  The route display unit 208 selects and selects an excellent route for the index (here, fuel consumption FE, travel time TT, or travel distance LT) received by the index receiving unit 206 from a plurality of routes RT. This is a functional unit for informing the route RT.

  As described above, the travel information includes the travel time TM and the travel distance L, and a plurality of items from the departure point P0 to the designated point P1 based on the travel information stored in the travel information storage unit 210 in the past travel by the vehicle. Since the route RT excellent for the travel time TT or the travel distance LT is selected from the route RT, and the selected route RT is notified, the route excellent for the travel time TT or the travel distance LT is accurately notified. can do.

  In the present embodiment, a case will be described in which the route display unit 208 selects an excellent route for the fuel consumption FE, the travel time TT, or the travel distance LT and notifies the selected route RT. It suffices for the unit 208 to select an excellent route for at least the fuel consumption FE and notify the selected route RT.

  Further, when the index received by the index receiving unit 206 is the fuel consumption FE, the route display unit 208 selects a plurality of excellent routes RT for the fuel consumption FE, and selects the selected plurality of routes RT. Is identifiable, and the fuel consumption FE of the plurality of routes RT is notified in association with each route RT.

  Here, the operation of the route display unit 208 will be specifically described with reference to FIG. FIG. 9 is a screen diagram 400 showing an example of a screen displayed on the LCD 72 shown in FIG. In the screen diagram 400, map information of the navigation device 300 is displayed, a departure point mark 401 is displayed at the lower left portion of the screen, and a designated point mark 402 is displayed at the upper right portion of the screen. In addition, three routes 403, 404, and 405 from the departure point mark 401 to the designated point mark 402 are displayed.

  The departure point mark 401 is a mark that is detected by the GPS function mounted on the navigation device 300 and indicates the position of the departure point P0 on the map. The designated spot mark 402 is a mark indicating the position on the map of the designated spot P1 received by the designated spot receiving unit 205. Three paths 403, 404, and 405 respectively indicated by a thick solid line, a thick broken line, and a thick one-dot chain line are three paths that have been evaluated by the path evaluation unit 207 as being excellent paths for the fuel consumption FE. In the three routes 403, 404, and 405, predicted values FU1, FU2, and FU3 of the fuel consumption amount FE when traveling on the respective routes are displayed in association with lines indicating the respective routes. For example, when traveling on routes 403, 404, and 405 from the departure point P0 to the designated point P1, the fuel consumption FE is predicted to be 310 cc, 320 cc, and 340 cc, respectively.

  In this way, a plurality of (in this case, three) excellent paths 403, 404, and 405 are selected for the fuel consumption FE, and a plurality of (in this case, three) selected paths 403, 404, and 405 are identified. Since the fuel consumption amounts FE of the plurality of (here, three) routes are displayed in association with the routes 403, 404, and 405, respectively, the convenience can be improved.

  For example, as shown in a screen diagram 400 shown in FIG. 9, when the fuel consumption FE when traveling on routes 403, 404, and 405 is 310 cc, 320 cc, and 340 cc, respectively, for example, the driver It is possible to select the route 404 that makes it easy for the driver to travel (or to enjoy traveling) by evaluating that the fuel consumption of the route 404 is substantially equal.

  In the present embodiment, the case where the fuel consumption amount FE is displayed in association with the paths 403, 404, and 405 will be described. However, the fuel consumption amount FE is notified in association with the paths 403, 404, and 405. If it is. For example, the fuel consumption amount FE may be notified by voice. Specifically, when the routes 403, 404, and 405 are displayed in red, yellow, and blue, respectively, the voice output that “the fuel consumption of the route displayed in red is 310 cc” is output. The form to do may be sufficient.

-Route display operation of ECU 200-
Next, the route display operation of the “vehicle driving support apparatus” (ECU 200) according to the present invention will be described with reference to FIGS. FIG. 10 is a flowchart showing an example of a route display operation by the vehicle driving support apparatus shown in FIG. FIG. 11 is a detailed flowchart showing an example of the “SOC correction process” executed in step S215 of the flowchart of FIG.

  First, as shown in FIG. 10, the designated point reception unit 205 receives the designated point P1 based on the operation of the touch panel 73 from the driver (step S201). Based on the operation of the touch panel 73 from the driver, the index receiving unit 206 receives selection of one index from the fuel consumption FE, the travel time TT, and the travel distance LT (step S203). Next, the route evaluation unit 207 determines whether or not the evaluation index received in step S203 is the fuel consumption FE (step S205). If NO in step S205, the process proceeds to another flowchart (not shown). If YES in step S205, the process proceeds to step S207.

  The route evaluation unit 207 reads the travel information stored in the travel information storage unit 210 in the past travel (step S207). Next, based on the travel information read in step S207, the route evaluation unit 207 searches for all routes RT having a travel history (step S209). Next, for each route RT searched in step S209, the route evaluation unit 207 obtains the fuel consumption amount FE based on the travel information read in step S207 (step S211). Then, a predetermined number (for example, three) of route RTs set in advance from the route RT searched in step S209 in order from the smallest fuel consumption amount FE obtained in step S211 by the route evaluation unit 207. Is selected (step S213).

  Next, for the three routes RT selected in step S213 by the route evaluation unit 207, when the remaining capacity SOC of the battery 9 reaches the maximum capacity SOC (for example, 80%), it corresponds to the power ΔP that cannot be regenerated. The “SOC correction process”, which is a correction process for adding the fuel consumption amount ΔFE to be performed, is performed (step S215). Then, the route display unit 208 displays the three routes RT selected in step S213 and the fuel consumption amount FEB corrected in step S215 on the LCD 72 (step S217), and the process ends.

  In this manner, the travel information including the fuel consumption amount FE is stored every time the vehicle travels on the section (link) Ln set in advance on the map. Further, based on the travel information stored in the past travel by the hybrid vehicle HV, the fuel consumption amount FE is obtained for each of the plurality of routes RT from the departure point P0 to the designated point P1. Then, since three excellent routes RT for the fuel consumption amount FE are selected from the plurality of routes RT and the selected route RT is displayed, it is possible to accurately display the excellent route RT for the fuel consumption amount FE. it can.

  That is, the fuel consumption amount FE is obtained for each of a plurality of routes RT from the departure point P0 to the designated point P1 based on the traveling information including the fuel consumption amount FE stored in the past traveling by the hybrid vehicle HV. In addition, it is possible to obtain an accurate fuel consumption amount FE that reflects the characteristics of the vehicle type, model, etc. of the vehicle and the characteristics of the driving operation of the driver. Therefore, it is possible to accurately display the excellent route RT for the fuel consumption amount FE.

  In the present embodiment, the case where the excellent route RT is notified about the fuel consumption amount FE by displaying on the LCD 72 has been described, but the fuel consumption amount is combined with the display by the image (or the moving image) and the output of the sound. The form which alert | reports the route RT excellent about FE may be sufficient. For example, the fuel consumption of the displayed route RT is displayed while the three routes RT are sequentially displayed on the LCD 73 as a moving image (for example, a moving image in which the route RT is sequentially highlighted from the starting point P0 to the designated point P1). The amount FE may be output by voice (for example, a voice saying “The fuel consumption amount of this route is 310 cc”) may be output.

-SOC correction processing operation of ECU 200-
Next, the operation of ECU 200 in the “SOC correction process” executed in step S215 of the flowchart of FIG. 10 will be described with reference to FIG. The following processing is all executed by the route evaluation unit 207. First, the remaining capacity SOC at the departure point P0 is acquired (step S301). Next, the transition of the remaining capacity SOC from the departure point P0 to the designated point P1 is estimated for each of the three routes RT selected in step S213 in the flowchart of FIG. 10 (step S303).

  Whether or not the maximum value of the remaining capacity SOC estimated in step S303 is larger than the maximum capacity SOC (for example, 80%) for each of the three routes RT selected in step S213 in the flowchart of FIG. A determination is made (step S305). If NO in step S305, the process returns to step S217 in the flowchart of FIG. If YES in step S305, the process proceeds to step S307. Then, by subtracting the maximum capacity SOC from the estimated maximum value of the remaining capacity SOC, a virtual increase ΔSOC of the remaining capacity SOC that cannot be regenerated is obtained (step S307). Next, based on the ideal increase ΔSOC obtained in step S307, correction is performed to add the fuel consumption amount ΔFE corresponding to the power ΔP that cannot be regenerated to the fuel consumption amount FE (step S309), and the processing is as shown in FIG. It returns to step S217 of the flowchart.

  In the present embodiment, a case where the “SOC correction process” shown in the flowchart of FIG. 11 is executed for the three routes RT excellent in the fuel consumption FE will be described. However, all of the routes searched in step S209 of the flowchart shown in FIG. The “SOC correction process” shown in the flowchart of FIG. In this case, an excellent route RT for the fuel consumption amount FE can be selected more accurately.

-Other embodiments-
In the present embodiment, the driving support apparatus according to the present invention includes a travel information acquisition unit 201, a travel information determination unit 202, a travel information correction unit 203, a travel information recording unit 204, a designated point reception unit 205, an index reception unit 206, a route. Although the case where the evaluation unit 207, the route display unit 208, and the travel information storage unit 210 are configured as functional units has been described, the travel information acquisition unit 201, the travel information determination unit 202, the travel information correction unit 203, and the travel At least one functional unit among the information recording unit 204, the designated point reception unit 205, the index reception unit 206, the route evaluation unit 207, the route display unit 208, and the travel information storage unit 210 is hardware such as an electronic circuit. It may be configured.

  In the present embodiment, the case where the vehicle is a so-called “series / parallel type” hybrid vehicle HV has been described. However, the vehicle may be a “series type” or “parallel type” hybrid vehicle. Further, the vehicle may be a so-called plug-in hybrid vehicle.

  In the present embodiment, the case where the vehicle is a hybrid vehicle HV has been described. However, the driving support apparatus according to the present invention is a so-called conventional vehicle (that is, a vehicle whose driving source for traveling is only an internal combustion engine such as an engine). ) Can also be applied.

  In the present embodiment, the case where the vehicle driver is one (fixed) has been described. However, when the number of vehicle drivers is two or more (two or more drivers are driven alternately), It is preferable to record travel information for each driver. This is because the selection of the travel route RE can be supported by reflecting the driving characteristics of each driver. The driver may be identified based on the position of the driver seat or the like, or the driver may input identification information or the like given to himself / herself.

  INDUSTRIAL APPLICABILITY The present invention can be used for a vehicle driving support device that supports selection of a travel route from a departure point to a designated point that is a point designated by a driver. In particular, the present invention can be suitably used for a driving support device for a hybrid vehicle equipped with an internal combustion engine and an electric motor as driving power sources.

HV Hybrid vehicle 1 Engine (Internal combustion engine)
112 Fuel injection device 195 Accelerator opening sensor 198 Fuel injection amount sensor 19A Wheel speed sensor 2 Damper 3 Power split mechanism 4 Reduction mechanism 72 LCD
73 Touch Panel 8 Inverter 9 Battery 91 Battery Voltage Sensor 92 Battery Current Sensor 93 Battery Temperature Sensor 200 ECU (Operation Support Device)
DESCRIPTION OF SYMBOLS 201 Travel information acquisition part 202 Travel information determination part 203 Travel information correction | amendment part 204 Travel information recording part 205 Designated point reception part 206 Index reception part 207 Route evaluation part 208 Route display part 210 Travel information storage part 300 Navigation apparatus FE Fuel consumption MG1 First motor generator (part of the motor)
MG2 Second motor generator (part of electric motor)
P0 Departure point P1 Designated point RT route

Claims (7)

A vehicle driving support device that supports selection of a travel route from a departure point to a designated point that is designated by a driver,
Every time you travel in a preset section on the map, you can store travel information including fuel consumption,
Based on the travel information stored in past travel by the vehicle, fuel consumption is determined for each of a plurality of routes from the departure point to the designated point,
A driving support apparatus for a vehicle, wherein an excellent route for fuel consumption is selected from the plurality of routes, and the selected route is notified. The vehicle driving support device according to claim 1,
The travel information includes travel time and travel distance,
Based on the travel information stored in the past travel by the vehicle, a route that is superior in terms of travel time or travel distance is selected from a plurality of routes from the departure point to the designated point. A vehicle driving support device characterized by notifying a route. In the vehicle driving assistance device according to claim 1 or 2,
Driving of the vehicle is characterized by prohibiting storage of travel information in the section when at least one of low speed travel, rapid acceleration, and rapid deceleration is performed while traveling in the section. Support device. In the vehicle driving assistance device according to any one of claims 1 to 3,
The fuel consumption when the vehicle loading state, the cooling / heating operation state, and the vehicle state including the lamp lighting state when the travel information including the fuel consumption is acquired is changed to a preset reference vehicle state is obtained. A driving support device for a vehicle, which stores the obtained fuel consumption. In the driving support device for a vehicle according to any one of claims 1 to 4,
The vehicle includes an internal combustion engine and an electric motor that are driving sources for driving, and a storage battery that supplies electric power to the electric motor,
When the storage battery is being charged while traveling in the section, correction is performed to subtract the fuel consumption corresponding to the charging power during traveling in the section from the fuel consumption, and the corrected fuel consumption is stored. A vehicle driving support device characterized by the above. In the driving support device for a vehicle according to any one of claims 1 to 5,
The vehicle includes an internal combustion engine and an electric motor that are driving sources for driving, and a storage battery that supplies electric power to the electric motor,
Based on the remaining capacity of the storage battery at the starting point, for each of the plurality of routes, to estimate the change in the remaining capacity of the storage battery from the starting point to the designated point,
When the remaining capacity of the storage battery reaches the maximum capacity, a correction is made to add a fuel consumption corresponding to electric power that cannot be regenerated, and the corrected fuel consumption is used as a fuel consumption in the route. A vehicle driving support device. In the vehicle driving assistance device according to any one of claims 1 to 6,
A vehicle characterized by selecting a plurality of excellent routes for fuel consumption, informing the selected plurality of routes in an identifiable manner, and informing the fuel consumption of the plurality of routes in association with the respective routes. Driving assistance device.

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