JP2014092376A - Vehicle control device and vehicle control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device and a vehicle control method that can perform travel control so that when a hybrid vehicle reaches a destination, the amount of charge of a battery substantially reaches a lower-limit value.SOLUTION: A vehicle control device includes: travel energy acquiring means of searching for a change route from a branch point at a periphery of a route deviation branch point where a route deviation is made with high possibility to a destination point when there is the route deviation branch point in a route from a starting point to the destination point and acquiring first travel energy needed for travelling in a route from the route deviation branch point to the destination point and second travel energy needed for travelling in the change route from the branch point at the periphery to the destination point; and used electric energy setting means of setting the used electric energy of a battery used for travelling to the branch point at the periphery larger than set used electric energy set for the first travel energy when it is determined that the second travel energy is smaller than the first travel energy.

Description

  The present invention relates to a vehicle control device and a vehicle control method applied to a hybrid vehicle.

Conventionally, various techniques for driving and controlling a hybrid vehicle have been proposed.
For example, after a battery is fully charged, it is driven by a motor until it is fully discharged, and then it is driven by an engine, but when a section where high driving force is required is predicted, that section can be combined with the motor and engine. Make a travel plan to travel. In the plug-in hybrid vehicle, this travel plan is set so that the battery is fully discharged when the destination is reached, and the battery is charged by regeneration, but is not charged by the engine.

  On the other hand, because it is not always possible to travel according to the travel plan due to traffic circumstances, etc., in such a case, the concept of penalty that scored the factors that impede the travel plan was introduced, and whenever a penalty is detected from now on, Search for the route that is planned to travel, weaken the energy management control to plan the drive distribution of the engine and motor for the best efficiency, drive with the motor until full discharge, then drive with the engine There is a hybrid vehicle configured to approach the running (see, for example, Patent Document 1).

JP 2008-247318 A

In the hybrid vehicle described in Patent Document 1, energy management can be performed at least in a plug-in hybrid vehicle.
However, when the plug-in hybrid vehicle reaches the destination of the guide route, it travels with energy management so that the charge amount of the battery becomes the lower limit value. There is a risk of deviating.

  When the plug-in hybrid vehicle deviates erroneously at a branch point on the guide route, the plug-in hybrid vehicle searches again for a change guide route from the deviated branch point to the destination. Subsequently, since the plug-in hybrid vehicle travels to the destination on the change guide route with the energy management weakened according to the penalty, the battery charge amount may not reach the lower limit when the destination is reached.

  Accordingly, the present invention has been made to solve the above-described problems, and when the hybrid vehicle reaches the destination, the traveling control can be performed so that the charge amount of the battery becomes almost the lower limit value. Provided are a vehicle control device and a vehicle control method.

  In order to achieve the above object, a vehicle control apparatus according to claim 1 is a vehicle control of a hybrid vehicle including a motor and an engine that are driving sources, and a battery that is connected to the motor and can exchange power with the motor. In the vehicle control device that performs the above, the branch point determination means for determining whether or not there is a route departure branch point that is highly likely to deviate from the route from the departure point to the destination, and the route departure branch point includes When it is determined that there is a change route search means for searching for a change route from a branch point around the route departure branch point to the destination, and on the route from the route departure branch point to the destination. A travel for obtaining a first travel energy necessary for traveling and a second travel energy necessary for traveling on the changed route from a branch point around the route departure branch point to the destination. When it is determined that the energy acquisition means and the second travel energy are smaller than the first travel energy, the amount of power used by the battery used for travel to a branch point around the route departure branch point And a power consumption setting means for setting the power consumption to be larger than the set power consumption set for the first travel energy.

  The vehicle control device according to claim 2 is the vehicle control device according to claim 1, wherein the route departure branch point includes a reroute branch point that has rerouted from the route, and the changed route search is performed. The means searches for each change route from each branch point around the reroute branch point to the destination, and the traveling energy acquisition means is from each branch point around the reroute branch point to the destination. A plurality of second travel energies required for traveling on the changed route, and the power consumption setting means is a predetermined ratio of the plurality of second travel energies with respect to the first travel energy. If it is determined that there is something smaller than the first traveling energy, the battery used for traveling to the branch point corresponding to the second traveling energy smaller than the first traveling energy is determined. And setting the use amount of power to be greater than the set electric power consumption to be set for the first travel energy.

  According to a third aspect of the present invention, in the vehicle control device according to the second aspect, the power consumption setting means uses the second travel energy smaller than the first travel energy as the second travel energy. By setting the target SOC at the corresponding branch point, the power usage amount of the battery used for traveling to the branch point around the reroute branch point is set for the first travel energy. It is set so that it may become larger than this.

  Further, the vehicle control device according to claim 4 is the vehicle control device according to claim 2 or claim 3, wherein each branch point around the reroute branch point is a point closest to the reroute branch point on the route. It is a branch point before and after.

  A vehicle control device according to claim 5 is the vehicle control device according to any one of claims 2 to 4, wherein each branch point of the map information deviates from the branch point on the route to the destination. Reroute occurrence rate storage means for storing a reroute occurrence rate obtained by re-searching the changed route in correspondence with the deviating branch point, and the branch point determination unit is configured to generate the reroute occurrence corresponding to each branch point on the route. A rate is acquired, and a branch point with the reroute occurrence rate larger than a predetermined occurrence threshold is determined as the reroute branch point.

  Further, the vehicle control device according to claim 6 is the vehicle control device according to any one of claims 1 to 5, wherein the power consumption setting means starts from the branch point around the route departure branch point. The power consumption calculating means for calculating the power consumption of the battery used for traveling to the destination, and the remaining charge acquisition means for acquiring the remaining charge of the battery, wherein the used power consumption setting means Use of the battery to use a subtracted electric energy obtained by subtracting the used electric energy of the battery calculated from the remaining electric charge from the electric energy calculating means to a branch point around the route departure branch point. It is set as electric energy.

  The vehicle control device according to claim 7 is the vehicle control device according to claim 6, wherein the electric energy calculation means uses a drive source from a branch point around the route departure branch point to the destination. The amount of power used by the battery when traveling as a motor is calculated.

  The vehicle control device according to claim 8 is the vehicle control device according to claim 6 or claim 7, wherein the power consumption setting means has the second travel energy equal to or greater than the first travel energy. Is determined, the entire section of the route is set as a management section, and the remaining charge is set as the target power consumption of the management section.

  A vehicle control device according to a ninth aspect is the vehicle control device according to any one of the first to eighth aspects, further comprising vehicle position acquisition means for acquiring a vehicle position, wherein the changed route search means includes: A change route from a branch point around the route departure branch point closest to the vehicle position to the destination is searched for.

  The vehicle control device according to claim 10 is the vehicle control device according to any one of claims 1 to 9, wherein the first running energy is discharged to a predetermined lower limit value of the charge amount of the battery. It is the running energy set so that it may be.

  Furthermore, a vehicle control method according to an eleventh aspect of the present invention is a vehicle control method for performing vehicle control of a hybrid vehicle that includes a motor and an engine that are driving sources, and a battery that is connected to the motor and can exchange power with the motor. In the method, a branch point determination step for determining whether or not there is a route departure branch point on the route from the departure point to the destination with a high possibility of departure from the route, and the route departure branch in the branch point determination step When it is determined that there is a point, a changed route search step for searching for a changed route from a branch point around the route departure branch point to the destination, and the route from the route departure branch point to the destination The first travel energy necessary for traveling on the road and the second travel energy necessary for traveling on the changed route from the branch point around the route departure branch point to the destination are acquired. A travel energy acquisition step, an energy determination step of determining whether the second travel energy is smaller than the first travel energy, and the second travel energy in the energy determination step is the first travel energy. If it is determined that the power consumption of the battery used for traveling to a branch point around the route departure branch point is less than the set power consumption set for the first travel energy. And a power consumption setting step for setting the power consumption so as to increase.

  In the vehicle control device and the vehicle control method having the above-described configuration, the hybrid vehicle deviates from the departure point even if it deviates from the route at a branch point around the route departure branch point on the route from the departure point to the destination. The power consumption of the battery used for traveling to the branch point is set to be larger than the set power consumption set for the first travel energy. Thus, in the vehicle control device and the vehicle control method having the above-described configuration, when the hybrid vehicle reaches the destination, the travel control can be performed so that the charge amount of the battery becomes substantially the lower limit value. Therefore, the vehicle control device and the vehicle control method having the above configuration are suitable for plug-in hybrid vehicles.

It is a block diagram which shows an example of the structure regarding this invention in a plug-in hybrid vehicle. It is a figure which shows an example of the reroute occurrence rate table stored in reroute occurrence rate DB. It is explanatory drawing explaining an example of a passage pattern. It is a main flowchart which shows the "travel control process" performed in a plug-in hybrid vehicle. FIG. 5 is a sub-flowchart showing a sub process of “prefetch information acquisition process” of FIG. 4. 5 is a sub-flowchart showing a sub-process of “power consumption setting process” in FIG. 4. It is a figure which shows an example of a reroute branch point. It is a figure which shows an example which used electric energy from the departure point to the intersection just before a reroute branch point.

  Hereinafter, a vehicle control device and a vehicle control method according to the present invention will be described in detail with reference to the drawings based on an embodiment in which a plug-in hybrid vehicle is embodied.

[Schematic configuration of plug-in hybrid vehicle]
A schematic configuration of a plug-in hybrid vehicle 1 (hereinafter simply referred to as “hybrid vehicle 1”) according to the present embodiment will be described with reference to FIG. As shown in FIG. 1, the hybrid vehicle 1 according to the present embodiment includes a navigation device 2 installed with respect to the hybrid vehicle 1, an engine 3 and a motor generator (MG) 4 that are drive sources, a battery 6, A vehicle control ECU (Electronic Control Unit) 7, an engine control unit 8, and a motor generator control unit (MG control unit) 9 are basically configured.

  Here, the navigation device 2 is provided on the center console or panel surface in the interior of the hybrid vehicle 1, and a liquid crystal display (LCD) 15 that displays a map around the vehicle and a search route to the destination, and voice guidance regarding route guidance. Is provided. Then, the current position of the hybrid vehicle 1 is specified by the GPS 31 or the like, and when the destination is set, the route to the destination is searched, and guidance according to the set guide route is displayed on the liquid crystal display 15 and the speaker 16. To do. The detailed configuration of the navigation device 2 will be described later.

  The engine 3 is an internal combustion engine that is driven by fuel such as gasoline, light oil, and ethanol, and is used as a first drive source of the hybrid vehicle 1. The engine torque that is the driving force of the engine 3 is transmitted to a planetary gear unit (not shown), and the driving wheels are rotated via a reduction gear, a differential gear, etc., and the hybrid vehicle 1 is driven.

  Further, the motor generator 4 converts the DC power of the battery 6 into AC power via the inverter 5, and when the AC power is supplied, it functions as a motor to generate power and is used as a second drive source. Rotate the drive wheels. On the other hand, when the motor generator 4 is rotated by the rotation of the wheels or the engine 3 being transmitted, it functions as a generator and generates AC power. The AC power generated by the motor generator 4 functioning as a generator is converted into DC power via the inverter 5, and the DC power is charged in the battery 6.

  The charge amount monitoring unit 61 detects an input / output current with respect to the battery 6 by a current sensor (not shown) and sequentially monitors the voltage of the battery 6, and based on these, the remaining capacity of the battery 6 (hereinafter referred to as “SOC”). Are calculated sequentially. And the signal showing SOC is transmitted to vehicle control ECU7 and the navigation apparatus 2. FIG. Further, the charge amount monitoring unit 61 sequentially calculates the maximum power amount that can be charged by the battery 6 and the maximum power amount that can be discharged from the SOC and the rated capacity of the battery 6. The maximum chargeable power amount and the maximum dischargeable power amount are also transmitted to the vehicle control ECU 7.

  The vehicle control ECU 7 is an electronic control unit that performs overall control of the hybrid vehicle 1. The vehicle control ECU 7 is connected to an engine control unit 8 for controlling the engine 3 and a motor generator control unit 9 for controlling the motor generator 4, and the navigation control described later provided in the navigation device 2. The unit 13 is connected. The vehicle control ECU 7 is connected to a charge amount monitoring unit 61, a charger control unit 71, a vehicle speed sensor 51 that detects a vehicle speed, an accelerator sensor 52 that detects an accelerator opening, and the like.

  The vehicle control ECU 7 includes a CPU 81 as an arithmetic device and a control device, an internal storage device such as a RAM 82 used as a working memory when the CPU 81 performs various arithmetic processes, and a ROM 83 in which a control program and the like are recorded. Yes. Then, the CPU 81 creates a travel plan based on the route data of the guide route received from the navigation control unit 13 of the navigation device 2, the gradient information of each link on the route, the link length, and the like.

  This travel plan is a setting of a travel (use of battery 6) mode to be performed from now on by dividing the guide route into an EV section and an HV section. In this EV section, the engine 3 is basically stopped and the vehicle travels only with the motor generator 4 (hereinafter referred to as “EV travel”). When the vehicle exceeds a predetermined speed (for example, 80 km / h), the engine 3 operates. This is the section that travels. The HV section is a section in which the engine 3 and the motor generator 4 are used alone or both as drive sources to travel as a hybrid vehicle (hereinafter referred to as “HV travel”). The travel plan is set so that the SOC of the battery 6 is as low as possible when the hybrid vehicle 1 arrives at the destination, that is, is fully discharged.

  The battery 6 is a secondary battery that can be repeatedly charged and discharged, and a lead storage battery, a nickel cadmium battery, a nickel metal hydride battery, a lithium ion battery, a sodium sulfur battery, or the like is used. The charger 72 connected to the battery 6 is connected to a charging connector 74 via a charging cable 73.

  In a state where the charging connector 74 is connected to a power supply port in a home or a charging station, the charger 72 acquires power from a power supply facility installed in the home or the charging station and charges the battery 6. . Further, the charger control unit 71 controls the amount of charge of the charger 72 until the battery 6 reaches a predetermined voltage or charges the battery 6 with a predetermined amount of current.

[Schematic configuration of navigation device]
Next, a schematic configuration of the navigation device 2 will be described. As shown in FIG. 1, the navigation apparatus 2 according to the present embodiment includes a current location detection processing unit 11 that detects the current position of the host vehicle, a data recording unit 12 that records various data, and input information. The navigation control unit 13 for performing various arithmetic processes, the operation unit 14 for receiving operations from the operator, the liquid crystal display (LCD) 15 for displaying information such as a map to the operator, and route guidance A communication device 17 that communicates with a speaker 16 that outputs voice guidance related to the information, a road traffic information center (not shown), an information distribution center (not shown), etc. via a mobile phone network, etc., and the surface of the liquid crystal display 15 It is comprised from the touchscreen 18 with which it was mounted | worn.

  A vehicle speed sensor 51 and an accelerator sensor 52 are connected to the navigation control unit 13. The navigation control unit 13 is electrically connected to a vehicle control ECU 7 that creates a travel plan for a guide route and a charge amount monitoring unit 61 so that the SOC can be acquired.

  Hereinafter, each component constituting the navigation device 2 will be described. The current position detection processing unit 11 includes a GPS 31 and the like, and is the current position of the hybrid vehicle 1 (hereinafter referred to as “own vehicle position”), the own vehicle direction, The travel distance, elevation angle, etc. can be detected. For example, it is possible to detect the turning speed of the three axes by the gyro sensor, and to detect the azimuth (horizontal direction) and the traveling direction of the elevation angle.

  The communication device 17 is configured to be able to receive the latest road information distributed from a road traffic information center (not shown) at predetermined time intervals (for example, every 5 minutes). The “traffic information” is, for example, detailed information regarding traffic information such as road traffic information regarding road traffic congestion, traffic regulation information due to road construction, building construction, and the like. In the case of road traffic information, the detailed information is the actual length of the traffic jam, the time when traffic congestion is expected to be resolved, and in the case of traffic regulation information, the duration of road construction, construction work, etc. The type of traffic regulation such as lane regulation, the time zone of traffic regulation, etc.

  The data recording unit 12 includes an external storage device and a hard disk (not shown) as a recording medium, a map information database (map information DB) 25, a traffic information database (traffic information DB) 27, a reroute stored in the hard disk. An occurrence rate database (reroute occurrence rate DB) 28 and a driver (not shown) for reading predetermined programs and writing predetermined data to the hard disk are provided.

  The map information DB 25 stores navigation map information 26 used for travel guidance and route search of the navigation device 2. In addition, the traffic information DB 27 collects traffic information received from the road traffic information center, creates the actual length of the traffic jam, the required time, the cause of the traffic jam, the time when the traffic jam is expected to be resolved, and the like. Current traffic information, which is information related to road congestion, is stored in association with the link ID of the navigation map information 26 corresponding to each traffic information.

  In addition, the reroute occurrence rate DB 101 stores a reroute occurrence rate table 101 (see FIG. 2) that stores, for each branch point, a reroute occurrence rate obtained by re-searching a changed route from the branch point on the route to the destination. Stored. Further, the contents of the reroute occurrence rate table 101 are updated by downloading update information distributed from an information distribution center (not shown) via the communication device 17.

  Here, the navigation map information 26 is composed of various information necessary for route guidance and map display. For example, new road information for specifying each new road, map display data for displaying a map, Search for intersection data related to intersections, node data related to node points, link data related to roads (links), search data for searching routes, facility data related to POI (Point of Interest) such as stores that are a type of facility, and points. Search data and the like.

  In addition, as node data, a node ID for identifying each node, an actual road branch point (including an intersection, a T-junction, etc.), a node set for each road at a predetermined distance according to a curvature radius, etc. Coordinates (position), node attribute indicating whether the node is a node corresponding to the intersection, etc., connection link number list that is a list of link IDs that are identification numbers of links connected to the node, adjacent to the node via the link Data relating to an adjacent node number list that is a list of node numbers of nodes to be recorded is recorded.

  Further, as link data, a link ID for specifying a link for each link constituting the road, a link length indicating the length of the link, a coordinate position (for example, latitude and longitude) of the start point and end point of the link, Data indicating presence / absence of median, link gradient, road width to which the link belongs, railroad crossing, etc. for corners, data on radius of curvature, intersections, T-junctions, corner entrances and exits, etc. In addition to general roads such as national roads, prefectural roads, narrow streets, etc., data representing toll roads such as national highways, urban highways, general toll roads, and toll bridges are recorded.

In addition, facility data includes POIs such as hotels, amusement parks, palaces, hospitals, gas stations, parking lots, stations, airports, ferry landings, interchanges (IC), junctions (JCT), parking areas (PA), etc. Names, addresses, phone numbers, coordinate positions on the map (for example, the latitude and longitude of the center position, entrance, exit, etc.), and data such as facility icons and landmarks that display the location of the facility on the map It is stored together with the facility ID that identifies the POI. In addition, a registered facility ID for specifying a registered facility such as a convenience store or a gas station registered by the user is also stored.
Further, the contents of the map information DB 25 are updated by downloading update information distributed from an information distribution center (not shown) via the communication device 17.

  As shown in FIG. 1, the navigation control unit 13 constituting the navigation device 2 is a working device that controls the entire navigation device 2, the CPU 41 as the control device, and the CPU 41 performs various arithmetic processes. In addition to being used as a memory, it has a RAM 42 for storing route data when a route is searched, an internal storage device such as a ROM 43 for storing control programs, a timer 45 for measuring time, etc. Yes.

In addition, if there is a guidance branch point in the ROM 43 that is highly likely to search for a changed route on the guidance route described later, up to the branch points immediately before and after the guidance branch point. A program such as “power consumption setting process” (see FIG. 6) for setting the power consumption is stored.
Further, the navigation control unit 13 is electrically connected to peripheral devices (actuators) of the operation unit 14, the liquid crystal display 15, the speaker 16, the communication device 17, and the touch panel 18.

  This operation unit 14 is operated when correcting the current position at the start of traveling, inputting a departure point as a guidance start point and a destination as a guidance end point, or searching for information about facilities, etc. Key and a plurality of operation switches. The navigation control unit 13 performs control to execute various corresponding operations based on switch signals output by pressing the switches.

  Also, the liquid crystal display 15 includes map information currently traveling, map information around the destination, operation guidance, operation menu, key guidance, guidance route from the current location to the destination, guidance information along the guidance route, traffic Information, news, weather forecast, time, mail, TV program, etc. are displayed.

  Further, the speaker 16 outputs voice guidance or the like for guiding traveling along the guidance route based on an instruction from the navigation control unit 13. Here, as the voice guidance to be guided, for example, “300m ahead, turn right at the XX intersection” is available.

  The touch panel 18 is a transparent panel-like touch switch mounted on the display screen of the liquid crystal display 15. Various instruction commands can be input by pressing buttons or a map displayed on the screen of the liquid crystal display 15. It is possible to do the same. Note that the touch panel 18 may be configured by an optical sensor liquid crystal system that directly presses the screen of the liquid crystal display 15.

Next, an example of the reroute occurrence rate table 101 stored in the reroute occurrence rate DB 28 will be described with reference to FIGS.
As shown in FIG. 2, the reroute occurrence rate table 101 includes “node ID”, “passing pattern”, and “reroute occurrence rate”. In this “node ID”, a node ID for identifying each node of the navigation map information 26 is stored.

  The “passing pattern” stores a passing pattern that passes through the node specified by the node ID stored in association with the node ID according to the guide route. Further, the “reroute occurrence rate (%)” stores the reroute occurrence rate obtained by re-searching the changed route to the destination that deviates from the node specified by the node ID stored in association with each passing pattern. Has been. Therefore, when the reroute occurrence rate is 20%, the guidance success rate of the guidance route is 80% or less when passing through the node specified by the node ID in the passage pattern.

  For example, as shown in FIGS. 2 and 3, each of the links L1 to L4 is connected to a node P12 whose node ID is “P12”. Further, both end points (nodes) of the link L1 are the node P12 and the node P21 having the node ID “P21”. Further, both end points (nodes) of the link L3 are the node P12 and the node P22 having the node ID “P22”.

  Then, in the guide route 102 in which the passage pattern passing through the node P12 from the link L1 to the link L2 is “L1 → L2”, for example, the user enters the link L3 without departing from the node P12 and entering the link L2. The reroute occurrence rate obtained by re-searching the changed route to the destination is “A1 (%)”. That is, in the guide route 102 with the passage pattern “L1 → L2” passing through the node P12, the route that has changed from the node P12 to the destination is re-searched at a rate of A1 out of 100 times.

  In addition, in the guide route 103 in which the passage pattern passing through the node P12 from the link L1 to the link L3 is “L1 → L3”, the route P3 departs from the node P12 and does not enter the link L3. The reroute occurrence rate obtained by re-searching the changed route to the destination is “A2 (%)”. In other words, in the guide route 103 with the passage pattern “L1 → L3” passing through the node P12, the change route from the node P12 to the destination is re-searched at a rate of A2 times out of 100 times.

[Running control processing]
Next, in the hybrid vehicle 1 configured as described above, the process is executed by the CPU 41 of the navigation device 2 and the CPU 81 of the vehicle control ECU 7, and the drive distribution of the engine and the motor from the departure place to the destination is planned. A “travel control process” for travel control by (travel plan) will be described with reference to FIGS. Note that the program shown in the flowchart in FIG. 4 is a process executed when a destination is set by the user via the navigation device 2.

[Processing of the navigation device 2]
As shown in FIG. 4, first, in step (hereinafter abbreviated as “S”) 11, the CPU 41 of the navigation device 2 acquires destination information regarding the set destination. Specifically, the CPU 41 uses the navigation map information 26 stored in the map information DB 25 based on the coordinate position (for example, latitude and longitude), address, telephone number, and the like of the destination input via the operation unit 14. The location of the destination on the map is specified and stored in the RAM 42.

  Then, based on the navigation map information 26, current traffic information, etc., the CPU 41 searches for a guide route from the vehicle position to the destination by the Dijkstra method, for example, and stores the route data of the guide route in the RAM 42. . This route data is composed of the link ID of each link on the guide route, the coordinates of both end points (nodes) (for example, latitude and longitude), the gradient of each link, the link length, and the like.

Subsequently, in S12, the CPU 41 executes a sub-process (see FIG. 3) of the “prefetch information acquisition process”.
Here, the sub-process of the “prefetch information acquisition process” executed by the CPU 41 in S12 will be described with reference to FIG. As shown in FIG. 5, the CPU 41 reads current traffic information from the vehicle position on the guidance route to the destination from the traffic information DB 27 and stores it in the RAM 42 in S111.

  In S112, the CPU 41 reads the link ID of each link from the vehicle position to the destination on the guidance route, the coordinates of both end points (nodes), the link length, the gradient of each link, and the like from the navigation map information 26. And stored in the RAM 42. Thereafter, the CPU 41 obtains the route data of the guidance route, the current traffic information from the vehicle position to the destination, the link ID of each link from the vehicle position to the destination on the guidance route, and both end points (nodes). After transmitting the coordinates, link length, gradient of each link, etc. to the vehicle control ECU 7, the sub-process is terminated, the process returns to the main flowchart, and the process proceeds to S13.

Subsequently, in S13, when there is a guidance branch point on the guidance route that has a high possibility of searching for a changed route by departing from the guidance route, the branch points immediately before and after the guidance branch point. The sub-process of “power consumption setting process” for setting the power consumption until is executed.
Here, the sub-process of the “power consumption setting process” executed by the CPU 41 in S13 will be described with reference to FIGS.

  As shown in FIG. 6, in S <b> 211, the CPU 41 determines a “node ID” for identifying each guidance branch point (node) on the guidance route from the vehicle position to the destination, and before and after the traveling direction at each guidance branch point. The link ID of the link to be connected is read from the RAM 42.

  Then, the CPU 41 sets the “node ID” of each guidance branch point as the “node ID” of the reroute occurrence rate table 101, and sets the link ID of the link connected to each guidance branch point before and after the traveling direction in the reroute occurrence rate table 101. Let it be a “passing pattern”. Then, the CPU 41 reads “reroute occurrence rate (%)” corresponding to each “node ID” and “passing pattern” in the reroute occurrence rate table 101, and “reroute occurrence rate (%)” of each guidance branch point (node). "In correspondence with each" node ID "in the RAM 42.

  Subsequently, in S212, the CPU 41 sequentially reads “reroute occurrence rate (%)” of each guidance branch point from the own vehicle position to the destination, and the reroute occurrence rate is an occurrence threshold (for example, the occurrence threshold is 20%). There is a determination process for determining whether or not there is the above guidance branch point (hereinafter referred to as “reroute branch point”). In other words, the CPU 41 is a reroute branch point that has a high possibility of searching for a changed route out of the guide route without traveling along the guide route among the guide branch points from the vehicle position to the destination, that is, A determination process for determining whether there is a reroute branch point that is highly likely to be rerouted is executed.

  If it is determined that there is no reroute branch point among the guide branch points within a predetermined distance ahead (S212: NO), the CPU 41 proceeds to the process of S218 described later.

  On the other hand, when it is determined that there is a reroute branch point among the guidance branch points from the vehicle position to the destination (S212: YES), the CPU 41 stores the node ID of the reroute branch point in the RAM 42. Then, the process proceeds to S213. In S213, the CPU 41 calculates travel energy E1 necessary for traveling on the guide route from the reroute branch point to the destination, and stores it in the RAM.

  Here, the travel energy E per unit travel distance (for example, travel distance traveled for 1 second) is rolling frictional resistance force F1, air resistance force F2, potential energy term F3, acceleration / deceleration energy term F4 applied to the vehicle. Is calculated by the equation E = V × T × (F1 + F2 + F3 + F4) (see “Development of New Energy Vehicle”, pages 123 to 124, November 2006, published by CMC). Here, V is the vehicle speed detected by the vehicle speed sensor 51. T is the length of the sample period (for example, 1 second).

  Further, the rolling frictional resistance F1 is calculated by the formula F1 = μ × g × m. Here, μ is a rolling friction coefficient of the vehicle (for example, 0.025), m is the weight of the host vehicle, and g is a gravitational acceleration. Further, the air resistance force F2 is calculated by an equation of F2 = 0.5 × ρ × Cd × A × V2. Here, ρ is a predetermined air density (for example, 1.2 kilogram / cubic meter), Cd is a predetermined air resistance coefficient of the own vehicle (for example, 0.35), and A is a front projected area of the own vehicle. It is.

  Further, the potential energy term F3 is calculated by the equation F3 = m × g × sin θ. Here, θ is the gradient of the link where the host vehicle is located. The gradient θ takes a range of −90 ° to 90 °, and has a positive value in the case of an uphill, and a negative value in the case of a downhill. Therefore, the potential energy term F3 is a term resulting from the force generated in the vehicle by gravity. Further, the acceleration / deceleration energy term F4 is calculated by the equation F4 = m × dV / dt. Here, dV / dt is a time derivative of the vehicle speed V.

  Accordingly, the CPU 41 reads out the link ID, link length, and gradient θ of each link on the guide route from the reroute branch point to the destination from the RAM 42, reads out the current traffic information from the traffic information DB 27, and calculates the average for each link. The vehicle speed V1 and travel time T1 are acquired. In addition, the CPU 41 reads the weight m of the host vehicle, the gravitational acceleration g, the air density ρ, the air resistance coefficient Cd of the host vehicle, and the front projected area A of the host vehicle from the ROM 43. The weight m of the host vehicle, gravity acceleration g, air density ρ, air resistance coefficient Cd of the host vehicle, and front projection area A of the host vehicle are stored in the ROM 43 in advance.

  Then, the CPU 41 calculates the travel energy E per unit travel distance for each link on the guide route from the reroute branch point to the destination with the average vehicle speed V1 of the link as the vehicle speed V. Then, for each link, the CPU 41 multiplies the travel energy E per unit travel distance by the travel time T1, calculates the travel energy of each link, and totals the guide route from the reroute branch point to the destination. The travel energy E1 necessary for traveling on the vehicle is calculated and stored in the RAM.

  Subsequently, in S214, the CPU 41 extracts, from the navigation map information 26, intersections (branch points) before and after the reroute branch point located in the direction from the vehicle position to the destination from the navigation map information 26, and the respective node IDs. Is stored in the RAM 42. That is, the CPU 41 extracts the intersections (branch points) immediately before and after the reroute branch point from the navigation map information 26, and stores each node ID in the RAM 42 as a node ID of a departure point that deviates from the guide route.

  When there are a plurality of reroute branch points from the vehicle position to the destination, the CPU 41 stores the node ID of the reroute branch point in the RAM 42 for the reroute branch point closest to the vehicle position. The travel energy E1 is calculated. Then, the CPU 41 extracts intersections (branch points) before and after the reroute branch point in the direction of the guide route, from the navigation map information 26, and uses each node ID as a node ID of a departure point that deviates from the guide route. To remember.

  In S215, the CPU 41 reads out from the RAM 42 the node IDs of the intersections (branch points) before and after the reroute branch point in the direction of the guide route. Then, the CPU 41 searches for each changed route from the branch point specified by each node ID to the destination based on the navigation map information 26, the current traffic information, etc., for example, by the Dijkstra method, etc. The route data is stored in the RAM 42. The route data includes a link ID of each link on the changed route, coordinates of both end points (nodes) (for example, latitude and longitude), a gradient of each link, a link length, and the like.

  Thereafter, in S216, the CPU 41 calculates each travel energy E2, E3 necessary for traveling on the changed route from the intersection (branch point) before and after the reroute branch point in the direction of the guide route road to the destination, Store in the RAM 42. Specifically, the CPU 41 reads from the RAM 42 the link ID, link length, and gradient θ of each link on the changed route from the intersection (branch point) before and after the reroute branch point in the guide route way direction to the destination. Further, the current traffic information is read from the traffic information DB 27, and the average vehicle speed V2 and travel time T2 in each link are acquired.

  Then, as in the calculation of the travel energy E1, the CPU 41 uses the average vehicle speed V2 of the link as the vehicle speed V for each link on each change route from the preceding and following intersections (branch points) to the unit travel. The travel energy E per distance is calculated. Then, for each link, the CPU 41 multiplies the travel energy E per unit travel distance by the travel time T2, and calculates and sums the travel energy of each link, thereby calculating the intersection (branch point) before and after the link. Each travel energy E2, E3 required for traveling on the changed route to the destination is calculated and stored in the RAM.

  For example, as shown in FIG. 7, when the node P12 is a reroute branch point closest to the own vehicle position O from the own vehicle position O to the destination G, the CPU 41 moves from the node P12 to the destination G. The travel energy E1 necessary for traveling on the guide route 102 indicated by the bold line is calculated. Further, the CPU 41 extracts intersections (branch points) before and after the direction of the guide route 102 of the node P12 from the navigation map information 26, and stores the respective node IDs “P21” and “P22” in the RAM 42.

  Then, the CPU 41, based on the navigation map information 26, the current traffic information, etc., for example, by the Dijkstra method or the like, the node P21 identified by the node IDs “P21” and “P22” and the thin lines from the node P22 to the destination G Are searched for, and the route data of each of the changed routes 105 and 106 is stored in the RAM 42. Subsequently, the CPU 41 calculates the travel energy E2, E3 necessary for traveling on the changed routes 105, 106 from the nodes P21, P22 to the destination G, and stores them in the RAM 42.

  Subsequently, as shown in FIG. 6, in S217, the CPU 41 executes each travel energy necessary for traveling on the changed route from the intersection (branch point) before and after the reroute branch point in the direction of the guide route road to the destination. E2 and E3, and travel energy E1 necessary for traveling on the guide route from the reroute branch point to the destination are read from the RAM. Thereafter, the CPU 41 executes a determination process for determining whether at least one of the travel energies E2 and E3 is less than a predetermined ratio (for example, less than 90%) with respect to the travel energy E1.

  That is, when the CPU 41 deviates from the guide route at the reroute branch point and travels on the changed route from the intersection (branch point) before and after the reroute branch point in the direction of the guide route road, it arrives at the destination. At this point, a determination process is performed to determine whether the SOC of the battery 6 does not reach the lower limit value, that is, whether there is a battery that is not fully discharged.

  Then, when it is determined that each of the travel energies E2 and E3 has a ratio with respect to the travel energy E1 equal to or greater than a predetermined ratio (S217: NO), the CPU 41 proceeds to the process of S218. In other words, the CPU 41 deviates from the guide route at the intersection (branch point) before and after the reroute branch point in the direction of the guide route road, and even when it travels on the changed route and arrives at the destination, the SOC of the battery 6 However, it is determined that the value almost reaches the lower limit, and the process proceeds to S218.

  In S <b> 218, the CPU 41 sets from the departure point to the destination as a management section of energy management for planning the drive distribution of the engine 3 and the motor generator 4. Then, the CPU 41 transmits to the vehicle control ECU 7 an “all-section setting instruction” that instructs to set the remaining charge (SOC) of the battery 6 as the amount of power used in the management section from the departure place to the destination. The sub-process is terminated and the process returns to the main flowchart.

  On the other hand, when it is determined that at least one of the travel energies E2 and E3 is less than a predetermined ratio with respect to the travel energy E1 (S217: YES), the CPU 41 proceeds to the process of S219. In S219, the CPU 41 calculates the electric energy W1 necessary for EV traveling on the changed route from the branch point closest to the reroute branch point corresponding to the smaller one of the travel energy E2 and E3 to the destination. Calculate and store in RAM.

  In S220, the CPU 41 moves from the departure point to the nearest branch point of the reroute branch point corresponding to the smaller one of the travel energy E2 and E3 on the guide route from the departure point to the destination. Set as “first management section”. In addition, the CPU 41 sets the second route from the branch point closest to the reroute branch point to the destination as the “second management section”.

  Subsequently, the CPU 41 sets the power amount obtained by subtracting the power amount W1 from the remaining charge (SOC) of the battery 6 as the power amount used in the “first management section”, and the power amount W1 is set as the “second management section”. "Divided section setting instruction" is transmitted to the vehicle control ECU 7 to instruct to set as "used electric energy". Specifically, the CPU 41 determines, as the “division section setting instruction”, the amount of power W1 and the branch point closest to the reroute branch point corresponding to the smaller one of the travel energy E2 and E3 from the departure point. The node ID is transmitted to the vehicle control ECU 7. Thereafter, the CPU 41 ends the sub-process and returns to the main flowchart.

  For example, as shown in FIGS. 7 and 8, the CPU 41 has travel energy E2 required for traveling on the changed route 105 from the node P21 to the destination G on the guide route 102 from the node P12 to the destination G. When the ratio to the travel energy E1 required for traveling the vehicle is less than the predetermined ratio, the amount of electric power W1 necessary for EV traveling on the changed route 105 from the node P21 to the destination G is calculated.

  Then, the CPU 41 sets the management section on the guide route 102 as the first management section 107 from the departure point O to the node P21 and as the second management section 108 from the node P21 to the destination G. Subsequently, the CPU 41 acquires the remaining charge (SOC) J <b> 1 of the battery 6 through the charge amount monitoring unit 61.

  Then, the CPU 41 sets the power amount obtained by subtracting the power amount W1 from the remaining charge J1 of the battery 6 as the power amount used in the first management section 107, and uses the power amount W1 as the power amount used in the second management section 108. Is transmitted to the vehicle control ECU 7 so as to instruct the vehicle control ECU 7 to set it. Specifically, the CPU 41 transmits the power amount W1 and the node ID “P21” to the vehicle control ECU 7 as a “division section setting instruction”. Thereafter, the CPU 41 ends the sub-process and returns to the main flowchart.

  As a result, when the vehicle travels on the guide route 102 via the reroute branch point (node P12) from the departure point O and arrives at the destination G, the SOC of the battery 6 reaches the lower limit value. Further, even when the vehicle 6 deviates from the guide route 102 at the intersection (node P21) immediately before the reroute branch point from the departure point O, travels on the changed route 105, and arrives at the destination G, the SOC of the battery 6 is reached. Can reach the lower limit.

[Processing of vehicle control ECU 7]
Next, as shown in FIG. 4, when the CPU 81 of the vehicle control ECU 7 receives the “all section setting instruction” from the navigation device 2 in S <b> 14, the remaining charge (SOC) of the battery 6 is monitored by the charge amount. Obtained via the unit 61. Then, the CPU 81 sets the remaining charge (SOC) of the battery 6 as the amount of power used in the management section from the departure place to the destination.

  On the other hand, when the CPU 81 receives the power amount W1 and the node ID of the branch point as the “division section setting instruction” from the navigation device 2, the remaining charge (SOC) of the battery 6 is determined as the charge amount monitoring unit 61. To get through. Then, the CPU 81 sets the management section on the guidance route from the departure point (intersection) to the branch point (intersection) corresponding to the node ID received from the departure point, and from the branch point (intersection) corresponding to the received node ID. The destination is set as the “second management section”.

  Thereafter, the CPU 81 sets the power amount obtained by subtracting the power amount W1 from the remaining charge amount of the battery 6 as the used power amount of the “first management section”. That is, the CPU 81 sets a value obtained by converting the electric energy W1 into the SOC as the target SOC at the branch point corresponding to the received node ID. Further, the CPU 81 sets the amount of power W1 as the amount of power used in the “second management section”.

  Subsequently, the CPU 81 uses the power consumption set in the section from the departure place to the destination, the route data of the guide route received from the navigation device 2, and the current traffic information from the vehicle position on the guide route to the destination. And the link ID of each link from the vehicle position to the destination on the guide route, the coordinates of the end points (nodes), the link length, the gradient of each link, etc., from the vehicle position to the destination. A travel plan in which the guide route is divided into an EV section and an HV section is created and stored in the RAM 82. The CPU 81 transmits the created travel plan to the navigation device 2 and then performs travel control according to the travel plan of the guide route.

[Processing of the navigation device 2]
Then, as shown in FIG. 4, when the CPU 41 of the navigation device 2 receives the travel plan from the vehicle control ECU 7 in S15, the travel plan is stored in the RAM 42 and displayed on the map image of the liquid crystal display 15. To notify. Further, the CPU 41 acquires the vehicle speed from the output of the vehicle speed sensor 51 and stores it in the RAM 42. In addition, the CPU 41 acquires the azimuth (horizontal direction) and elevation angle of the traveling direction detected by the gyro sensor or the like from the current position detection processing unit 11 and stores them in the RAM 42.

Subsequently, in S <b> 16, the CPU 41 detects the vehicle position based on the detection result of the current location detection processing unit 11 and stores it in the RAM 42.
Thereafter, in S17, the CPU 41 determines whether or not the vehicle position has deviated from the guide route, that is, the vehicle position does not exist on the link of the guide route, and then is a predetermined distance (for example, about 200 m). ) A determination process for determining whether or not the vehicle has traveled is executed.

  When the CPU 41 determines that the vehicle position has not been on the link of the guide route and then determines that the vehicle has traveled a predetermined distance (S17: YES), the CPU 41 deviates from the guide route. Determination is made, and the processing after S11 is executed again.

  On the other hand, if it is determined that the vehicle position is on the guide route link or is not on the guide route link and then it is determined that the vehicle has not traveled a predetermined distance (S17: NO), the CPU 41 Then, it is determined that the vehicle position has not deviated from the guide route, and the process proceeds to S18. In S18, the CPU 41 in S12, the current traffic information from the own vehicle position to the destination, the link ID of each link from the own vehicle position to the destination on the guide route, the coordinates of both end points (nodes), the link After acquiring the length, the gradient of each link, etc., a determination process is performed to determine whether or not a predetermined time (for example, about 5 minutes) has elapsed.

  And the current traffic information from the vehicle position to the destination, the link ID of each link from the vehicle position to the destination on the guidance route, the coordinates of both end points (nodes), the link length, the gradient of each link, etc. If it is determined that a predetermined time has elapsed after acquiring (S18: YES), the CPU 41 executes the processing from S12 onward again.

  On the other hand, current traffic information from the vehicle position to the destination, link ID of each link from the vehicle position to the destination on the guidance route, coordinates of both end points (nodes), link length, gradient of each link, etc. If it is determined that the predetermined time has not elapsed (S18: NO), the CPU 41 obtains the vehicle speed, the heading direction (horizontal direction) and the elevation angle of the host vehicle acquired in S15, and the S16. Is read from the RAM 42 and transmitted to the vehicle control ECU 7.

[Processing of vehicle control ECU 7]
Next, as shown in FIG. 4, in S <b> 19, the CPU 81 of the vehicle control ECU 7 stores the own vehicle position, the vehicle speed, the direction of travel (horizontal direction), and the elevation angle received from the navigation device 2 in the RAM 82. . Then, CPU81 performs the determination process which determines whether the own vehicle position is located on the link of an HV area.

  When it is determined that the vehicle position is not located on the link in the HV section, that is, located on the link in the EV section (S19: NO), the CPU 81 determines the travel plan for the guide route. The following traveling control, that is, traveling control of EV traveling is performed. In addition, the CPU 81 transmits to the navigation device 2 a vehicle state acquisition instruction that instructs to execute the processes after S15 again. On the other hand, when the CPU 41 of the navigation device 2 receives a vehicle state acquisition instruction from the vehicle control ECU 7, the CPU 41 executes the processes after S15 again.

  On the other hand, when it determines with the own vehicle position being located on the link of HV area (S19: YES), CPU81 transfers to the process of S20. In S20, the CPU 81 sets the section ahead from the vehicle position as the HV section for HV traveling, and controls to start HV traveling via the engine control unit 8 and the motor generator control unit 9.

  Subsequently, in S21, the CPU 81 performs a determination process for determining whether or not to end the HV traveling control of the HV section, that is, whether or not the vehicle has traveled from the vehicle speed and the traveling time to the exit end point of the link of the HV section. Run. And when it determines with not complete | finishing HV driving control of the said HV area (S21: NO), CPU81 performs the process after S20 again. Note that the end of the HV traveling control may be determined by determining whether or not the vehicle position is located on the link of the HV section.

  On the other hand, when it is determined that the HV traveling control of the HV section is to be ended (S21: YES), the CPU 81 proceeds to the process of S22. In S22, the CPU 81 determines whether or not the destination has been reached, that is, determines whether or not a signal indicating that the vehicle position has reached the destination has been received from the navigation device 2. . When it is determined that the destination has not been reached (S22: NO), the CPU 81 issues a prefetch information acquisition instruction that instructs the navigation device 2 to execute the subprocess (S12) of the prefetch information acquisition process. Send.

Moreover, CPU41 of the navigation apparatus 2 performs the process after S12 again, when the prefetch information acquisition instruction | indication is received from vehicle control ECU7.
On the other hand, when it determines with having arrived at the destination (S22: YES), CPU81 complete | finishes the said process.

  As described above in detail, in the hybrid vehicle 1 according to this embodiment, the CPU 41 of the navigation device 2 has a reroute branch point within a predetermined distance on the guide route (for example, within 5 km ahead). The travel energy E1 required to travel on the guide route from the reroute branch point to the destination and the travel route on the changed route from the intersection (branch point) before and after the reroute branch point in the direction of the guide route road The travel energy E2 and E3 necessary for the calculation are calculated.

  When each of the travel energy E2 and E3 is equal to or greater than a predetermined ratio with respect to the travel energy E1, the CPU 81 determines the remaining charge (SOC) of the battery 6 in the management section from the departure place to the destination. Set as the amount of power used, create a travel plan and perform travel control. As a result, even if the CPU 81 deviates from the guidance route at the intersections immediately before and after the reroute branch point, the SOC of the battery 6 becomes almost the lower limit at the time of arrival at the destination. Travel control can be performed so as to completely discharge.

  On the other hand, when at least one of the travel energies E2 and E3 is less than a predetermined ratio with respect to the travel energy E1, the CPU 81 corresponds to the management section on the guide route with the node ID received from the departure place. A point up to a branch point (intersection) is set as a “first management section”, and a point from the branch point (intersection) corresponding to the received node ID to the destination is set as a “second management section”. Thereafter, the CPU 81 sets the power amount obtained by subtracting the power amount W1 from the remaining charge amount of the battery 6 as the used power amount of the “first management section”. That is, the CPU 81 sets a value obtained by converting the electric energy W1 into the SOC as the target SOC at the branch point corresponding to the received node ID. In addition, the CPU 81 sets the power amount W1 as the power usage amount of the “second management section”, creates a travel plan, and performs travel control.

  Thereby, the CPU 81 travels on the guide route from the departure point through the reroute branch point, and when reaching the destination, the SOC of the battery 6 is set to the lower limit value, that is, the battery 6 is fully discharged. The traveling control can be performed as described above. Further, the CPU 81 deviates from the guidance route at the intersection just before the reroute branch point from the departure point, travels on the changed route, and sets the SOC of the battery 6 to the lower limit value even when it arrives at the destination. Thus, the travel control can be performed as described above, which is suitable for the plug-in hybrid vehicle 1.

  Further, since the CPU 41 searches for a change route from the branch points immediately before and after the reroute branch point on the guide route to the destination, the CPU 41 determines the change route from the point most likely to deviate from the guide route to the destination. Can be explored. Therefore, the CPU 41 can acquire the electric energy W1 necessary for EV traveling from the point most likely to deviate from the guide route to the destination. In addition, the CPU 41 determines, as the reroute branch point, a guide branch point having a reroute occurrence rate equal to or greater than the occurrence threshold (for example, the occurrence threshold is 20%) among the guide branch points within a predetermined distance ahead. It can be accurately determined whether or not each guidance branch point is a reroute branch point.

  In addition, this invention is not limited to the said Example, Of course, various improvement and deformation | transformation are possible within the range which does not deviate from the summary of this invention. For example, the following may be used.

  (A) For example, a reroute occurrence rate DB 28 in which the reroute occurrence rate table 101 is stored may be provided in an information distribution center (not shown). In S <b> 211, the CPU 41 of the navigation device 2 determines the “node ID” for identifying each guidance branch point (node) on the guidance route from the vehicle position to the destination, and the guidance branch point before and after the traveling direction. The “link ID” of the link to be connected may be read from the RAM 42 and transmitted to the information distribution center (not shown) together with the “identification ID” for identifying the navigation device 2 via the communication device 17.

  The information distribution center (not shown) is connected to the “node ID” of each guidance branch point on the guidance route from the vehicle position received from the navigation device 2 to the destination, and to each guidance branch point before and after the traveling direction. The “link ID” of the link and the “identification ID” for identifying the navigation device 2 may be stored in the RAM or the like.

  Subsequently, the information distribution center uses the received “node ID” of each guidance branch point as the “node ID” of the reroute occurrence rate table 101, and reroutes the link ID of the link connected to each guidance branch point before and after the traveling direction. The “passing pattern” in the occurrence rate table 101 is assumed. Then, the information distribution center reads “reroute occurrence rate (%)” corresponding to each “node ID” and “passing pattern” in the reroute occurrence rate table 101, and “reroute occurrence rate (node)” of each guidance branch point (node). %) ”May be transmitted to the navigation device 2 identified by the“ identification ID ”in association with each“ node ID ”.

  Then, the CPU 41 of the navigation device 2 stores the “reroute occurrence rate (%)” of each guidance branch point (node) received from the information distribution center in the RAM 42 in association with each “node ID”, and then proceeds to S212. You may make it transfer.

  Thereby, since the navigation apparatus 2 does not need to store the reroute occurrence rate DB 28 in the data recording unit 12, it is possible to reduce the storage capacity and reduce the processing load. Further, the information distribution center can create the reroute occurrence rate table 101 based on the probe information received from many probe cars, and can improve the accuracy of the “reroute occurrence rate” at each branch point. Therefore, the CPU 41 of the navigation device 2 can acquire a highly accurate “reroute occurrence rate (%)” at each guidance branch point on the guidance route from the vehicle position to the destination.

(B) Further, for example, the reroute occurrence rate table 101 replaces “reroute occurrence rate (%)” with a “route departure rate (%) that represents the rate of departure from the branch point identified by each node ID. ) "May be stored.
In S <b> 211, the CPU 41 of the navigation device 2 determines the “node ID” for identifying each guidance branch point (node) on the guidance route from the vehicle position to the destination, and the guidance branch point before and after the traveling direction. The link ID of the link to be connected is read from the RAM 42.

  Subsequently, the CPU 41 sets the “node ID” of each guidance branch point as the “node ID” of the reroute occurrence rate table 101, and the link ID of the link connected to each guidance branch point in the traveling direction before and after the reroute occurrence rate table 101. "Passing pattern". Then, the CPU 41 reads “route deviation rate (%)” corresponding to each “node ID” and “passing pattern” in the reroute occurrence rate table 101, and “route deviation rate (%)” of each guidance branch point (node). ”May be stored in the RAM 42 in association with each“ node ID ”.

  Thereafter, in S212, the CPU 41 sequentially reads the “route departure rate (%)” of each guidance branch point from the vehicle position to the destination, and the route departure rate is a departure threshold (for example, the departure threshold is 20%). Yes) You may make it perform the determination process which determines whether there exists the above guidance branch point (henceforth "route departure branch point").

  If it is determined that there is no route departure branch point among the guidance branch points from the vehicle position to the destination (S212: NO), the CPU 41 proceeds to the process of S218. Good.

  On the other hand, if it is determined that there is a route departure branch point among the guidance branch points from the vehicle position to the destination (S212: YES), the CPU 41 reroutes the node ID of this route departure branch point. After the point node ID is stored in the RAM 42, the process may proceed to S213. As a result, the CPU 41 can detect the reroute branch point from the guide branch points from the vehicle position to the destination with higher accuracy.

DESCRIPTION OF SYMBOLS 1 Plug-in hybrid vehicle 2 Navigation apparatus 3 Engine 4 Motor generator 6 Battery 7 Vehicle control ECU
11 current location detection processing unit 12 data recording unit 25 map information DB
27 Traffic information DB
28 Reroute occurrence rate DB
41, 81 CPU
42, 82 RAM
43, 83 ROM
101 Reroute occurrence rate table 102 Guide route 105, 106 Change route L1, L2, L3, L4 Link P12, P21, P22 Node

Claims (11)

In a vehicle control device that performs vehicle control of a hybrid vehicle including a motor and an engine that serve as a driving source, and a battery that is connected to the motor and can exchange power with the motor.
A branch point determination means for determining whether or not there is a route departure branch point on the route from the departure point to the destination with a high possibility of performing a route departure;
If it is determined that there is a route departure branch point, a change route search means for searching for a change route from a branch point around the route departure branch point to the destination;
In order to travel on the changed route from a branch point around the route departure branch point to the destination, the first travel energy required for traveling on the route from the route departure branch point to the destination Travel energy acquisition means for acquiring necessary second travel energy;
When it is determined that the second travel energy is smaller than the first travel energy, the amount of electric power used by the battery used for travel to a branch point around the route departure branch point is determined as the first travel energy. Power consumption setting means for setting to be larger than the set power consumption set for energy;
A vehicle control device comprising: The route departure branch point includes a reroute branch point that has rerouted from the route,
The changed route search means searches each changed route from each branch point around the reroute branch point to the destination,
The travel energy acquisition means acquires a plurality of second travel energies necessary for traveling on the changed route from each branch point around the reroute branch point to the destination,
The power usage amount setting means is smaller than the first travel energy when it is determined that there is something less than a predetermined ratio with respect to the first travel energy among the plurality of second travel energy. The power consumption of the battery used for traveling to the branch point corresponding to the second travel energy is set to be larger than the set power consumption set for the first travel energy. The vehicle control device according to claim 1.   The power consumption setting means sets the second traveling energy smaller than the first traveling energy as the target SOC at the branching point corresponding to the second traveling energy, thereby reaching the branching points around the reroute branching point. The vehicle control device according to claim 2, wherein a power consumption amount of the battery used for traveling is set to be larger than a set power consumption amount set for the first travel energy.   4. The vehicle control device according to claim 2, wherein each branch point around the reroute branch point is a branch point immediately before and after the reroute branch point on the route. 5. For each branch point of the map information, a reroute occurrence rate storage means for storing a reroute occurrence rate that re-searches for a changed route to the destination by deviating from a branch point on the route in correspondence with the deviated branch point,
The branch point determination means acquires the reroute occurrence rate corresponding to each branch point on the route, and determines a branch point having the reroute occurrence rate larger than a predetermined occurrence threshold as the reroute branch point. The vehicle control device according to any one of claims 2 to 4. The power consumption setting means includes:
Electric energy calculation means for calculating electric energy used by the battery used for traveling from a branch point around the route departure branch point to the destination;
Remaining charge acquisition means for acquiring the remaining charge of the battery;
Have
The power consumption amount setting means travels a subtraction power amount obtained by subtracting the battery power consumption amount calculated through the power amount calculation means from the remaining charge amount to a branch point around the route departure branch point. The vehicle control device according to any one of claims 1 to 5, wherein the vehicle control device is set as a power consumption amount of the battery used for the vehicle.   The power consumption calculation means calculates the power consumption of the battery when traveling from a branch point around the route departure branch point to the destination all using the drive source as a motor. The vehicle control device described.   When it is determined that the second travel energy is equal to or higher than the first travel energy, the power consumption setting means sets all sections of the route as management sections, and sets the remaining charge amount to the The vehicle control device according to claim 6, wherein the vehicle control device is set as a target power consumption amount of the management section. Vehicle position acquisition means for acquiring the vehicle position;
9. The change route search means searches for a change route from a branch point around the route departure branch point closest to the vehicle position to the destination. The vehicle control device according to claim 1.   The vehicle control according to any one of claims 1 to 9, wherein the first travel energy is travel energy set so that a charge amount of the battery is discharged to a predetermined lower limit value. apparatus. In a vehicle control method for performing vehicle control of a hybrid vehicle having a motor and an engine as a driving source, and a battery connected to the motor and capable of transmitting and receiving electric power to the motor,
A branch point determination step for determining whether or not there is a route departure branch point on the route from the departure point to the destination with a high possibility of performing a route departure;
When it is determined in the branch point determination step that there is the route departure branch point, a change route search step for searching for a change route from a branch point around the route departure branch point to the destination;
In order to travel on the changed route from a branch point around the route departure branch point to the destination, the first travel energy required for traveling on the route from the route departure branch point to the destination A travel energy acquisition step of acquiring necessary second travel energy;
An energy determination step of determining whether the second travel energy is smaller than the first travel energy;
When it is determined in the energy determination step that the second travel energy is smaller than the first travel energy, the amount of power used by the battery used for travel to branch points around the route departure branch point A power consumption setting step for setting the power consumption to be larger than the set power consumption set for the first traveling energy;
A vehicle control method comprising:

Images