JP2020117134A - Hybrid vehicle - Google Patents

Abstract

To provide a hybrid vehicle capable of performing both of EV travel and HV travel while satisfying an exhaust regulation when passing through an exhaust regulation region.SOLUTION: A control device of a PHV (PLUG-IN HYBRID VEHICLE) vehicle 100 makes a catalyst into an active state by traveling the PHV vehicle 100 in a CW mode before the PHV vehicle 100 enters an object regulation region R101 when it is determined that the PHV vehicle 100 cannot pass through the object regulation region R101 included in a travel planned route TR by only travel in a CD mode. The PHV vehicle 100 is made to enter the object regulation region R101 while maintaining the catalyst in the active state by continuing the travel in the CW mode. When the PHV vehicle 100 reaches a mode switching position P2, a travel mode of the PHV vehicle 100 is switched from the CW mode to the CD mode.SELECTED DRAWING: Figure 5

Description

The present disclosure relates to a hybrid vehicle, and more particularly, to traveling control of a hybrid vehicle that travels in an exhaust gas regulation area.

Japanese Unexamined Patent Publication No. 7-75210 (Patent Document 1) discloses a hybrid vehicle including an internal combustion engine and an electric motor that generate a traveling driving force. When it is determined that the current vehicle position is included in a predetermined exhaust gas regulation area using GPS (Global Positioning System), this hybrid vehicle stops the internal combustion engine and travels using only the electric motor. .. The internal combustion engine and the electric motor are also generally called “engine” and “motor”, respectively. In addition, the fact that the vehicle travels only by the electric motor using the electric power of the vehicle-mounted battery is generally referred to as “EV traveling”.

JP-A-7-75210

The exhaust gas of an automobile contains a component that promotes air pollution (hereinafter, also referred to as "air pollution component"). Therefore, in a vehicle equipped with an internal combustion engine, an exhaust gas purification catalyst is provided in the exhaust passage of the internal combustion engine. The catalyst provided in the exhaust passage of the internal combustion engine rises in temperature by, for example, exhaust heat of the internal combustion engine to be activated, and purifies the exhaust gas by a catalytic reaction (that is, a reaction promoted by the catalytic action).

Exhaust regulations that regulate the emission of air pollutants emitted from automobiles are being implemented by the national or local governments. In general exhaust emission regulation, an upper limit emission amount (hereinafter, also referred to as “regulation value”) of a predetermined component (hereinafter, also referred to as “regulation component”) emitted from an automobile is set. Examples of regulatory components include atmospheric pollutants such as CO, HC, and NO _X. Exhaust regulations required vary by region. For example, exhaust gas regulations tend to become stricter in urban areas where population density and traffic volume are higher.

No air pollution components are emitted during EV driving. BACKGROUND ART An electric vehicle that does not include an internal combustion engine and travels only by EV traveling (hereinafter, also referred to as “EV vehicle”) has been attracting attention because of its excellent environmental performance, and its penetration rate is increasing. However, on the other hand, under the present circumstances, an oil supply facility (for example, a gas station) for supplying the fuel of the internal combustion engine to the vehicle is already provided as an infrastructure (hereinafter, also referred to as “infrastructure”). From the viewpoint of utilizing such existing refueling equipment, not only running with the internal combustion engine stopped (EV running) but also running with the internal combustion engine operating (hereinafter also referred to as "HV running") is possible Hybrid vehicles (hereinafter also referred to as “HV vehicles”) are more useful than EV vehicles.

There are two main exhaust emission regulations for HV vehicles: a first exhaust emission regulation that allows only EV traveling and a second exhaust emission regulation that allows HV traveling in which the emission amount of a regulated component is below a regulation value in addition to EV traveling. Is. It is considered that the second exhaust emission regulation will be adopted in areas where the utilization of existing refueling facilities (and eventually utilization of HV vehicles) is promoted. However, in an HV vehicle, when the catalyst provided in the exhaust passage of the internal combustion engine is in an inactive state, the exhaust gas purification by the catalyst is not performed, and the atmosphere emitted from the HV vehicle is greater than when the catalyst is in an active state. The amount of contaminants increases significantly. Therefore, in the second exhaust gas regulation, there is a possibility that a regulation value (upper limit emission amount) is set such that the regulation is satisfied by the HV traveling only when the catalyst provided in the exhaust passage of the internal combustion engine is in an active state. Is high. Hereinafter, the exhaust gas regulation area that adopts the second exhaust gas regulation in which such a regulation value is set is also referred to as a “specific HV regulation area”.

Since EV running is excellent in terms of environmental performance, fuel efficiency, acceleration, and quietness, EV running tends to be preferentially carried out in HV vehicles over HV running. However, since the distance that can be traveled only by EV traveling is limited, it is required to use EV traveling and HV traveling together when traveling a long distance. Further, since the internal combustion engine is in a stopped state during EV traveling, if the EV traveling is continued for a long period of time, the catalyst may be cooled and become inactive. When the HV vehicle is EV driving in the specific HV regulated area, the catalyst is cooled and becomes inactive, and the vehicle battery is insufficient in electric power to prevent the HV vehicle from EV driving (hereinafter, referred to as “electricity”). Also referred to as “missing”, even if fuel remains in the HV vehicle, the internal combustion engine cannot be operated while satisfying the exhaust gas regulations. In such a situation, it is difficult for the HV vehicle to leave the specific HV regulation area without traveling (hereinafter, also referred to as “violation traveling”) that does not satisfy the exhaust emission regulations.

In order to avoid such a situation as described above, it may be possible to continue the HV traveling in the specific HV regulated area and maintain the catalyst in the active state by the exhaust heat of the internal combustion engine. However, with such traveling control, it is not possible to enjoy the advantages of the EV traveling described above in the specific HV regulated area.

The present disclosure has been made to solve the above problems, and an object thereof is to provide a hybrid vehicle that can perform both EV traveling and HV traveling while satisfying exhaust regulations when passing through an exhaust regulation area. It is to be.

A hybrid vehicle according to an embodiment of the present disclosure is provided with an internal combustion engine and an electric motor that generate a traveling driving force, a power storage device that supplies electric power to the electric motor, an exhaust passage connected to the internal combustion engine, and an exhaust passage, and the exhaust gas of the internal combustion engine is provided. It comprises a catalyst that is activated by heat and a controller. The control device includes a traveling mode in which the hybrid vehicle is driven by the electric motor with the internal combustion engine stopped (hereinafter, also referred to as “first traveling mode”), and a traveling mode in which the internal combustion engine is operated at a frequency at which the catalyst does not become inactive. A mode (hereinafter, also referred to as “second traveling mode”) is used to control traveling of the hybrid vehicle.

The control device includes a vehicle route determination unit, a restricted area identification unit, and a switching position identification unit. The vehicle route determination unit is configured to determine a planned traveling route of the hybrid vehicle. The restricted area specifying unit is configured to specify an exhaust restricted area in which an upper limit emission amount of a predetermined component emitted from an automobile is set. The switching position specifying unit determines a position (hereinafter, also referred to as a “mode switching position”) of the power storage device that allows the hybrid vehicle to exit the exhaust gas regulation area only in the first traveling mode within the exhaust gas regulation area. It is configured to be specified using the amount, the planned travel route, and the emission control area.

Further, when it is determined that the hybrid vehicle cannot pass through the exhaust gas regulation area included in the planned travel route only by traveling in the first traveling mode, the control device causes the hybrid vehicle to enter the exhaust gas regulation area. Before, the hybrid vehicle is run in the second running mode to activate the catalyst, and the hybrid vehicle is allowed to enter the exhaust gas regulation area while continuing to run in the second running mode and maintaining the catalyst in the active state. The hybrid vehicle is configured to switch the traveling mode of the hybrid vehicle from the second traveling mode to the first traveling mode when the hybrid vehicle reaches the mode switching position.

In the traveling control of the hybrid vehicle by the control device, when it is determined that the hybrid vehicle cannot pass through the exhaust gas regulation area included in the planned traveling route only by traveling in the first traveling mode, the hybrid vehicle exhaust emission regulation is performed. Before entering the area, the traveling mode of the hybrid vehicle becomes the second traveling mode. Then, the hybrid vehicle enters the exhaust gas regulation area in the second traveling mode and travels in the exhaust gas regulation area in the second traveling mode. When the hybrid vehicle is traveling in the exhaust control area in the second traveling mode, the catalyst is maintained in the active state, so that the exhaust regulation is satisfied. Further, the hybrid vehicle is switched from the second traveling mode to the first traveling mode at the mode switching position, so that the hybrid vehicle travels in the first traveling mode (that is, EV traveling) without running out of power. It will be possible to leave the emission control area only. When the hybrid vehicle is traveling in the exhaust control area in the first traveling mode, the internal combustion engine is in a stopped state, so the exhaust control is satisfied. In this way, the hybrid vehicle can perform both EV traveling and HV traveling while satisfying the exhaust gas regulations when passing through the exhaust gas regulation area.

Satisfying the exhaust regulation means that a predetermined component (regulation component) discharged from the vehicle into the atmosphere is equal to or less than the upper limit emission amount. The active state is a state in which the temperature of the catalyst is equal to or higher than a predetermined activation temperature. The activation temperature is the lower limit temperature at which the catalyst is activated to start the catalytic reaction and the reaction can be maintained.

According to the present disclosure, it is possible to provide a hybrid vehicle that can perform both EV traveling and HV traveling while satisfying the exhaust gas regulations when passing through the exhaust gas regulation area.

It is a figure which shows the structure of the vehicle monitoring system which concerns on embodiment of this indication. It is a figure which shows the structure of the PHV vehicle contained in the vehicle monitoring system shown in FIG. FIG. 4 is a diagram for explaining a traveling mode (CD mode, CS mode, and CW mode) of the hybrid vehicle according to the embodiment of the present disclosure. FIG. 9 is a diagram for describing traveling control when it is determined that the hybrid vehicle according to the embodiment of the present disclosure can pass in EV traveling when passing through the target restricted area. FIG. 9 is a diagram for describing traveling control when it is determined that the hybrid vehicle according to the embodiment of the present disclosure cannot pass through EV traveling when passing through the target restricted area. 3 is a flowchart showing a processing procedure of travel control executed by a control device for a hybrid vehicle according to an embodiment of the present disclosure. It is a figure which shows an example of operation|movement of the hybrid vehicle which concerns on embodiment of this indication.

Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are designated by the same reference numerals and description thereof will not be repeated.

FIG. 1 is a diagram showing a configuration of a vehicle monitoring system according to this embodiment. Referring to FIG. 1, vehicle monitoring system 1 includes a PHV vehicle 100, a mobile terminal 4, a map database 6, and a management device 500. Although FIG. 1 shows one PHV vehicle 100, the vehicle monitoring system 1 includes a plurality of PHV vehicles 100. The management device 500 is configured to manage information about all the PHV vehicles 100 registered in advance. The vehicle monitoring system 1 is constructed by connecting the PHV vehicle 100, the mobile terminal 4, the map database 6, and the management device 500 so that they can communicate with each other via the communication network 2.

In the vehicle monitoring system 1, the state of the PHV vehicle 100 running in a predetermined exhaust gas regulation area (hereinafter, also referred to as “target regulation area”) is sequentially transmitted from the PHV vehicle 100 to the management device 500. Management device 500 is configured to monitor the state of each PHV vehicle 100 in real time.

In the target regulated area, an exhaust gas regulation that defines an upper limit emission amount (regulated value) of a predetermined regulated component discharged from a vehicle to be regulated (hereinafter, also referred to as “regulated vehicle”) is applied. Each of the regulation component and the regulation value is arbitrarily set by the regulation authority described later. In this embodiment, CO, HC, and NO _X are used as the restriction components. Regulation values are individually set for each of CO, HC, and NO _X. In the target restriction zone, CO discharged from the regulated vehicle, HC, and each of the NO _X exhaust restriction as long below the regulated value is satisfied, CO discharged from the regulated vehicle, HC, and of the NO _X If at least one exceeds the regulation value, the exhaust regulation is not satisfied.

In recent years, there has been a strong demand for environmental protection around the world, and each country is required to tighten exhaust regulations. In the future, there is a possibility that each country will adopt a system (hereinafter, also referred to as a “monitoring regulation system”) that regulates exhaust gas using a system that monitors the state of a vehicle traveling in a predetermined area in real time. In the monitoring regulation system, the state of a vehicle running in an emission control area is monitored by an organization of a country or a local government (hereinafter, also referred to as “regulatory authority”) having jurisdiction over the emission control area. By adopting the surveillance regulation system, the regulatory authority can grasp the state of the vehicle in the emission control area in real time. For this reason, the regulatory authority prohibits vehicles in the emission control area from traveling (violation traveling) that does not meet the emission regulations, or imposes fines on vehicles that have performed violation in the emission control area. It will be easier.

The vehicle monitoring system 1 according to this embodiment can be used, for example, by a regulatory authority to implement the above-described monitoring regulation system. When registering a vehicle (for example, a new vehicle) to the transportation branch office, the regulated vehicle in the regulated area may be registered in the management device 500. At this time, the person in charge of the registration procedure receives information used in the surveillance regulation system (for example, information for safely communicating between the regulated vehicle and the management device 500) from the owner of the regulated vehicle. You can pick it up or give it to the owner of the regulated vehicle.

In this embodiment, the regulated vehicle is the PHV vehicle 100. PHV vehicle 100 has a power storage device that can be charged (hereinafter, also referred to as “external charging”) with electric power supplied from outside the vehicle, and the power stored in the power storage device (hereinafter, also referred to as “stored power”). It is a plug-in hybrid vehicle that can travel by using both the engine output and the engine output. However, the regulated vehicle is not limited to the plug-in hybrid vehicle (PHV vehicle), and may include a hybrid vehicle that does not support external charging instead of or in addition to the PHV vehicle.

The target restricted area in the vehicle monitoring system 1 corresponds to the specific HV restricted area described above. That is, only when the catalyst of PHV vehicle 100 (for example, catalytic converter 135 shown in FIG. 2 described later) is in an active state, PHV vehicle 100 can perform HV traveling in the target regulation area while satisfying the exhaust regulation.

A deposit account for collecting fines may be associated with each regulated vehicle and registered in the management device 500. The management device 500 is configured to automatically collect a fine from the deposit account of the vehicle that has performed the illegal traveling when the illegal traveling is performed in the exhaust emission control area, and notify the vehicle that the fine has been collected. May be done.

Vehicles other than the regulated vehicles (for example, EV vehicles) may be registered in the management device 500. The management device 500 may be configured to perform a predetermined preferential treatment (for example, giving eco-points that can be exchanged for a predetermined product or service) to a vehicle that travels EV in the target restricted area.

The management device 500 includes a processor 510, a RAM (Random Access Memory) 520, a storage device 530, and a communication device 540. As the processor 510, for example, a CPU (Central Processing Unit) can be adopted. The RAM 520 functions as a working memory that temporarily stores data processed by the processor 510. The storage device 530 functions as a storage that stores various information. The storage device 530 includes, for example, a ROM (Read Only Memory) and a rewritable nonvolatile memory. The communication device 540 is configured to be accessible to the communication network 2.

The storage device 530 stores information for each vehicle registered in the management device 500 (hereinafter, also referred to as “vehicle information”). In this embodiment, the PHV vehicle 100 (regulated vehicle in the regulated area) is registered in the management device 500. An ID (hereinafter, also referred to as a "vehicle ID") for identifying the vehicle at the time of registration is given to each vehicle. The vehicle information is associated with the vehicle ID. The vehicle information includes the communication address of the communication terminal (vehicle-mounted terminal) mounted on the vehicle, and the management device 500 is configured to transmit predetermined information to the vehicle-mounted terminal. Further, the management device 500 is configured to manage the vehicle information by using the vehicle ID and update the vehicle information by using the information sent from each vehicle.

In addition to the above vehicle information, the storage device 530 also stores information on the mobile terminal 4 registered for each vehicle (hereinafter, also referred to as “terminal information”). The terminal information is also associated with the vehicle ID. Predetermined application software (hereinafter, simply referred to as “app”) is installed in the portable terminal 4 (hereinafter, also referred to as “registration terminal”) registered in the vehicle, and the management device 500 uses the application to register the registration terminal. Predetermined information can be displayed on the screen. Information on the corresponding vehicle is sent from the management device 500 to the registration terminal periodically or in response to a request. The user of the vehicle can check the information from the management device 500 on the registration terminal even when the user is away from the vehicle. In addition, in a vehicle that does not include an in-vehicle terminal, a registration terminal may be used instead of the in-vehicle terminal to receive information from the management device 500. In this embodiment, a smartphone is adopted as the mobile terminal 4. However, the present invention is not limited to this, and a smart watch, a laptop computer, a tablet terminal, a portable game machine, or the like can be adopted instead of the smartphone.

In the storage device 530, in addition to the vehicle information and the terminal information, programs used for various controls and various parameters used for the programs are stored in advance. Various controls are executed by the processor 510 executing the programs stored in the storage device 530. Note that various types of control are not limited to processing by software, and may be processed by dedicated hardware (electronic circuit).

The map database 6 stores map information and restricted area information. The map information is information indicating what is at what position on the map, and includes information indicating a road and information indicating a position of an infrastructure facility such as a refueling facility. The restricted area information is information indicating each exhaust restricted area and includes information indicating a target restricted area. Each of the management device 500, the PHV vehicle 100, and the mobile terminal 4 can acquire map information and restricted area information from the map database 6.

FIG. 2 is a diagram showing a configuration of the PHV vehicle 100. Referring to FIG. 2, PHV vehicle 100 includes power storage device 110, travel drive device 120, navigation system (hereinafter also referred to as “NAVI system”) 150, communication device 160, control device 180, and input device. 184 and a notification device 185. The traveling drive device 120 includes an engine 121, motor generators (hereinafter, referred to as “MG (Motor Generator)”) 122 and 123, a power split device 124, and a power control unit (hereinafter, “PCU (Power Control Unit)”). Referred to as) 125 and a drive shaft 126. Power storage device 110 is configured to supply power to PCU 125 (and eventually MG 123).

Power storage device 110 is a rechargeable DC power supply. Power storage device 110 is configured to include, for example, a secondary battery. As the secondary battery, for example, a lithium ion battery can be adopted. Power storage device 110 may include an assembled battery including a plurality of electrically connected secondary batteries (for example, lithium ion batteries). Note that the secondary battery forming power storage device 110 is not limited to a lithium ion battery, and may be another secondary battery (for example, a nickel hydrogen battery). As the power storage device 110, an electrolytic solution type secondary battery or an all solid state type secondary battery may be adopted. Further, as the power storage device 110, a large-capacity capacitor or the like can be adopted. The power storage device 110 according to this embodiment corresponds to an example of the “power storage device” according to the present disclosure.

The power storage device 110 is provided with a monitoring unit 111 that monitors the state of the power storage device 110. Monitoring unit 111 includes various sensors that detect the state of power storage device 110 (for example, temperature, current, and voltage), and is configured to output the detection result to control device 180. Control device 180 can acquire the state (for example, temperature, current, voltage, and SOC (State Of Charge)) of power storage device 110 based on the output of monitoring unit 111 (detection values of various sensors). The SOC indicates the amount of stored electricity, for example, the ratio of the amount of stored electricity to the amount of stored electricity in a fully charged state is represented by 0 to 100%.

Power storage device 110 is configured to be externally chargeable. More specifically, the PHV vehicle 100 further includes a power receiving port 141 for performing external charging and a charger 142 (on-vehicle charger). The power receiving port 141 is configured to be connectable to a charging connector 322 of a power feeding facility 321 (for example, a charging stand such as a normal charger or a quick charger) outside the vehicle. By connecting charging connector 322 to power receiving port 141, it becomes possible to supply electric power from power feeding facility 321 to PHV vehicle 100. Electric power supplied from the power feeding facility 321 to the PHV vehicle 100 is supplied to the power storage device 110 via the charger 142. Charger 142 includes a circuit (not shown) that performs a predetermined process on the electric power input to power reception port 141. The charger 142 may include a power conversion circuit or a filter circuit. Through the processing of such a circuit, electric power (DC power) suitable for charging the power storage device 110 is output from the charger 142 to the power storage device 110. As a result, power storage device 110 is charged.

PCU 125 executes bidirectional power conversion between power storage device 110 and MGs 122 and 123 according to a control signal from control device 180. The PCU 125 is configured so that the states of the MGs 122 and 123 can be controlled separately, and for example, the MG 123 can be in the power running state while the MG 122 is in the power generating state. PCU 125 is configured to include, for example, two inverters provided corresponding to MGs 122 and 123, and a converter that boosts the DC voltage supplied from MGs 122 and 123 to each inverter.

MG 122 and 123 are AC rotary electric machines, and are, for example, three-phase AC synchronous motors in which permanent magnets are embedded in the rotor. MG 122 mainly operates as a generator driven by engine 121. The driving force of engine 121 is transmitted to MG 122 via power split device 124. The electric power generated by MG 122 is supplied to at least one of MG 123 and power storage device 110 via PCU 125. MG 122 performs power generation (hereinafter, also referred to as “engine power generation”) using power output from engine 121 (for example, rotational force of the output shaft), and power generated by engine power generation (hereinafter, “engine power generation”). (Also referred to as “electric power”) can be supplied to the power storage device 110.

MG 123 is mechanically connected to drive shaft 126. MG 123 is driven by at least one of the power stored in power storage device 110 and the power generated by MG 122 (power generated by the engine) to enter a power running state. MG 123 in the powering state operates as an electric motor and rotates drive shaft 126. MG 123 according to this embodiment corresponds to an example of “electric motor” according to the present disclosure.

During deceleration and braking of the running PHV vehicle 100, MG 123 is in a power generation state and performs regenerative power generation. Electric power generated by regenerative power generation (hereinafter, also referred to as “regenerative power”) is supplied to power storage device 110 via PCU 125. The power storage device 110 is regeneratively charged by the regenerative power supplied from the PCU 125.

The engine 121 is an internal combustion engine that outputs power by converting combustion energy generated when a mixture of air and fuel is burned into kinetic energy of a moving element such as a piston or a rotor. The engine 121 is controlled by the control device 180. Power split device 124 includes, for example, a planetary gear mechanism including a sun gear, a carrier, and a ring gear. Power split device 124 is configured to split the power output from engine 121 into power for driving MG 122 and power for rotating drive shaft 126. Although not shown, the PHV vehicle 100 detects various states of the engine 121 and outputs them to the control device 180 (for example, a fresh air amount sensor, an intake pressure sensor, an exhaust pressure sensor, an engine speed sensor, An engine cooling water temperature sensor, an accelerator opening sensor, an atmospheric pressure sensor, an outside air temperature sensor, etc.) are provided. In this embodiment, a gasoline engine is adopted as the engine 121, but a diesel engine using light oil as fuel can also be adopted. The engine 121 according to this embodiment corresponds to an example of an “internal combustion engine” according to the present disclosure.

An exhaust passage 134 is connected to the engine 121, and the engine 121 is configured to discharge the gas after combustion to the exhaust passage 134. A catalytic converter 135 is provided in the exhaust passage 134. Gas (exhaust gas) discharged from the engine 121 flows through the exhaust passage 134, and is discharged to the outside of the vehicle from the discharge port EP1 via the catalytic converter 135. The catalytic converter 135 is configured to reduce air pollutant components in the exhaust gas. The catalytic converter 135 is provided with a temperature sensor 136 that detects the temperature of the catalytic converter 135 (catalyst temperature). The detection result (detection value of catalyst temperature) by the temperature sensor 136 is output to the control device 180.

The catalytic converter 135 is configured to reduce the restriction components (that is, CO, HC, and NO _X ) in the exhaust gas when the catalyst is in the activated state (that is, the activation temperature or higher). As the catalytic converter 135, a known exhaust gas purification catalyst can be adopted. In this embodiment, the catalytic converter 135 includes an oxidation catalyst that oxidizes incomplete combustion products (for example, CO and HC) in exhaust gas, and a denitration catalyst that reduces nitrogen oxides (NOx) in exhaust gas. Adopt a three-way catalytic converter. The catalytic converter 135 has no heater. Each of the oxidation catalyst and the denitration catalyst forming the catalytic converter 135 has an activation temperature in the range of 200° C. or higher and 500° C. or lower, for example. When the engine 121 is in an operating state, the exhaust heat of the engine 121 raises the temperature of each catalyst to an activation temperature or higher, and the catalytic converter 135 is activated. When the catalytic converter 135 is in the active state, each of CO, HC, and NO _{X in} the exhaust gas discharged from the engine 121 in the operating state is reduced by the catalytic converter 135 to an amount equal to or less than the regulation value of the target regulation area. .. Therefore, the PHV vehicle 100 can operate the engine 121 while satisfying the exhaust gas regulation in the target regulation area when the catalytic converter 135 is in the active state. The catalytic converter 135 being in the active state means that all the catalysts (the oxidation catalyst and the denitration catalyst) constituting the catalytic converter 135 are in the active state, and the catalytic converter 135 being in the inactive state. It means that at least one of the catalysts (oxidation catalyst and denitration catalyst) constituting the catalytic converter 135 is in an inactive state.

The PHV vehicle 100 further includes a fuel filler 131, a fuel tank 132, and a fuel pump 133. Fuel tank 132 is configured to store fuel (for example, gasoline) of engine 121. The fuel tank 132 is provided with a fuel sensor (not shown) that detects the remaining amount of fuel. The detection result of the fuel sensor (the detection value of the remaining fuel amount) is output to the control device 180. Refueling port 131 is configured to be connectable to refueling facility 310 (for example, a gas station) outside the vehicle. By connecting refueling port 131 to refueling facility 310, PHV vehicle 100 can receive refueling (fuel supply) from refueling facility 310. The fuel supplied from the refueling facility 310 to the refueling port 131 is stored in the fuel tank 132.

The fuel in the fuel tank 132 is supplied to the engine 121 by the fuel pump 133 and converted into power by the engine 121. On the other hand, the electric power stored in power storage device 110 is supplied to MG 123 and converted to power by MG 123. The power output from the engine 121 and the MG 123 causes the drive shaft 126 to rotate. Drive wheels (not shown) of the PHV vehicle 100 are attached to both ends of the drive shaft 126 and are configured to rotate integrally with the drive shaft 126. PHV vehicle 100 can perform EV traveling by rotating drive shaft 126 with MG 123 driven by the stored power of power storage device 110 with engine 121 stopped. Further, by driving the drive shaft 126 by using the power output from the engine 121 while the engine 121 is operating, the PHV vehicle 100 starts to travel in the HV. The PHV vehicle 100 travels in the HV state either by directly rotating the drive shaft 126 by the power output from the engine 121 in the operating state or by rotating the drive shaft 126 by the MG 123 driven by engine generated power. Can be done.

The NAVI system 150 includes a touch panel display (hereinafter, also referred to as “TPD”) 151, a GPS module 152, and a storage device (not shown). The storage device stores map information. The TPD 151 receives input from the user and displays a map and other information. When the screen of TPD 151 is operated by the user, a signal corresponding to the operation is input to control device 180. The GPS module 152 is configured to receive signals (hereinafter, referred to as “GPS signals”) from GPS satellites (not shown). The NAVI system 150 can specify the position of the PHV vehicle 100 using the GPS signal. The NAVI system 150 is configured to display the position of the PHV vehicle 100 on a map in real time. The NAVI system 150 performs a route search for finding an optimal route (for example, the shortest route) from the current position of the PHV vehicle 100 to the destination based on the input from the user, and finds the optimal route found by the route search on the map. Is configured to display. The NAVI system 150 is controlled by the controller 180.

The communication device 160 includes a long distance communication module and a short distance communication module. The telecommunications module is configured to be accessible to the communication network 2. An example of the long distance communication module is a communication module compliant with LTE (Long Term Evolution). The telecommunications module may be a DCM (Data Communication Module). The short-range communication module is configured to perform wireless communication with the inside or the vicinity of the vehicle. The short-range communication module may include a vehicle-mounted device or a communication module that performs wireless communication with the portable terminal 4 carried in the vehicle. The short-range communication module may include a communication module that performs wireless communication between vehicles (V2V) or between vehicles (V2I).

The NAVI system 150, the communication device 160, and the control device 180 can exchange information with each other. The NAVI system 150 receives the latest map information from the map database 6 as needed through the communication device 160, and updates the map information in the storage device. Further, the NAVI system 150 receives the latest restricted area information from the map database 6 and displays the target restricted area on the map. The control device 180 can acquire the GPS signal (and thus the position information of the PHV vehicle 100) from the NAVI system 150. Further, the control device 180 can acquire information from outside the vehicle through the communication device 160. Through the communication device 160, the control device 180 can obtain the restricted area information held by the map database 6 and the vehicle information held by the management device 500. When the PHV vehicle 100 exists in the target restricted area, information on the PHV vehicle 100 (for example, the position of the PHV vehicle 100, the state of the engine 121, the SOC of the power storage device 110, and the remaining fuel amount of the engine 121) is regularly provided. Alternatively, it is transmitted from the PHV vehicle 100 to the management device 500 in response to a request from the management device 500.

The input device 184 is a device that receives an input from a user. The input device 184 is operated by the user and outputs a signal corresponding to the user's operation to the control device 180. For example, the user can input a predetermined instruction or request to the control device 180 through the input device 184 or set a value of a parameter in the control device 180. The communication system may be wired or wireless. As the input device 184, for example, various switches (push button switch, slide switch, etc.) provided around the driver's seat of the PHV vehicle 100 (for example, a steering wheel or an instrument panel) can be adopted. However, the present invention is not limited to this, and various pointing devices (mouse, touch pad, etc.), a keyboard, etc. can be adopted as the input device 184.

Notification device 185 is configured to perform a predetermined notification process to a user (for example, a driver of PHV vehicle 100) when a request is issued from control device 180. Examples of the notification device 185 include a display device (for example, a meter panel or a head-up display), a speaker, and a lamp.

The control device 180 includes a processor 181, a RAM 182, and a storage device 183. As the processor 181, for example, a CPU can be adopted. The RAM 182 functions as a working memory, and the storage device 183 functions as a storage. The storage device 183 includes, for example, a ROM and a rewritable nonvolatile memory. When the processor 181 executes the program stored in the storage device 183, various controls (for example, traveling control and charging control) are executed. The control device 180 includes a “vehicle route determining unit”, a “regulated area specifying unit”, and a “switching position specifying unit” according to the present disclosure. In the control device 180, for example, the processor 181 and the program executed by the processor 181 embody a vehicle route determination unit, a restricted area identification unit, and a switching position identification unit. Note that various types of control are not limited to processing by software, and may be processed by dedicated hardware (electronic circuit).

Control device 180 selects one traveling mode from a plurality of traveling modes prepared in advance, and controls traveling of PHV vehicle 100 in accordance with the selected traveling mode. In this embodiment, as the traveling modes of the PHV vehicle 100, a CD (Charge Depleting) mode, a CS (Charge Sustaining) mode, and a CW (Catalyst Warm-up) mode are adopted. FIG. 3 is a diagram for explaining traveling modes (CD mode, CS mode, and CW mode) of the PHV vehicle 100. In FIG. 3, the vertical axis represents the SOC of power storage device 110, and the horizontal axis represents time.

Referring to FIG. 3, in the present embodiment, the CD mode is a traveling mode in which EV traveling is continuously performed while consuming the electric power of power storage device 110. In the CD mode, the PHV vehicle 100 is driven by the MG 123 with the engine 121 stopped. Even in the CD mode, although the SOC of the power storage device 110 may temporarily increase due to the regenerative power, the discharge rate is higher than the charging rate as a whole, and the SOC of the power storage device 110 gradually decreases.

In this embodiment, the CS mode is a traveling mode in which EV traveling and HV traveling are switched so that the SOC of power storage device 110 is maintained at the target SOC.

In this embodiment, the CW mode is a traveling mode in which HV traveling is mainly performed so that catalytic converter 135 is maintained in an active state. In the CW mode, the engine 121 operates at a frequency such that the catalytic converter 135 does not become inactive. The operation frequency of the engine 121 in the CW mode is higher than that in the CS mode. In the CW mode, the SOC of the power storage device 110 rises because the power storage device 110 is charged by the engine-generated power when the traveling load is small. When power storage device 110 is fully charged, engine generated power is output to another power storage device (for example, an auxiliary battery not shown) and/or an electric load (for example, a resistor not shown) mounted on PHV vehicle 100. It may be done.

Control device 180 is configured to perform traveling control of PHV vehicle 100 using the CD mode, CS mode, and CW mode described above. The CD mode and the CW mode according to this embodiment correspond to examples of the “first traveling mode” and the “second traveling mode” according to the present disclosure, respectively.

By the way, when the EV traveling of the PHV vehicle 100 is continued for a long period of time, the catalytic converter 135 may be cooled and become inactive. If the catalytic converter 135 becomes cold and becomes inactive while the PHV vehicle 100 is EV traveling in the target restricted area, and if the power storage device 110 is depleted of electricity, even if fuel remains in the fuel tank 132, It becomes impossible to operate the engine 121 while satisfying the exhaust gas regulations. In such a situation, it is difficult for the PHV vehicle 100 to leave the target restricted area without performing the illegal traveling.

In order to avoid such a situation as described above, it is possible to continue the HV traveling in the target restricted area and maintain the catalytic converter 135 in the active state by the exhaust heat of the engine 121. However, such traveling control makes it impossible to enjoy the merits of EV traveling in the target restricted area.

Therefore, in PHV vehicle 100 according to the present embodiment, control device 180 performs traveling control as described below. As a result, the PHV vehicle 100 can perform both EV traveling and HV traveling while satisfying the exhaust gas regulations when passing through the target regulation area.

The control device 180 determines the planned travel route based on the input from the user (for example, the input to the TPD 151 or the input device 184), and causes the TPD 151 to display the determined planned travel route. The user (driver of the PHV vehicle 100) drives the PHV vehicle 100 according to the displayed planned traveling route.

The control device 180 determines whether or not the target restricted area is included in the planned traveling route. If the target restricted area is not included in the planned traveling route, control device 180 controls the travel of PHV vehicle 100 according to the CD mode until the SOC of power storage device 110 becomes equal to or lower than the target SOC, and the SOC of power storage device 110 is the target. When it becomes SOC or less, the traveling mode of the PHV vehicle 100 is switched to the CS mode (see FIG. 3). Hereinafter, the above-mentioned traveling control when the target restricted area is not included in the planned traveling route is also referred to as "normal traveling control".

On the other hand, when the planned travel route includes the target restricted area, the control device 180 determines whether the PHV vehicle 100 can pass through the target restricted area only by traveling in the CD mode (that is, EV traveling). Then, different traveling control is performed according to the determination result. The control device 180 determines whether or not the PHV vehicle 100 can pass through the target restricted area only by traveling in the CD mode, for example, the planned travel route, the target restricted area, the SOC of the power storage device 110, and the SOC change in the CD mode. It can be judged using the characteristics. The SOC change characteristic in the CD mode may be obtained in advance by experiments or the like and stored in the storage device 183.

Hereinafter, the travel control of the PHV vehicle 100 when the planned travel route includes the target restricted area will be described with reference to FIGS. 4 and 5. In each of FIG. 4 and FIG. 5, the line L101 indicates the outer boundary line of the target restricted area R101, and the region inside the line L101 corresponds to the target restricted area R101. In the example of FIGS. 4 and 5, the planned traveling route TR of the PHV vehicle 100 is set so as to pass through the target restricted area R101. That is, the planned travel route TR includes the target restricted area R101. A section TR _CD in the planned travel route TR indicates a section in which the PHV vehicle 100 travels in the CD mode on the planned travel route TR. A section TR _CW in the planned traveling route TR indicates a section in which the PHV vehicle 100 travels in the CW mode on the planned traveling route TR.

In FIG. 4, the PHV vehicle 100 can pass through the target restricted area R101 included in the planned traveling route TR only by traveling in the CD mode (that is, EV traveling) (hereinafter, also simply referred to as “passable by EV traveling”). FIG. 6 is a diagram for explaining traveling control of the PHV vehicle 100 when it is determined to be).

Referring to FIG. 4, when PHV vehicle 100 travels along planned travel route TR, PHV vehicle 100 enters target regulation area R101 at position P11 and exits from target regulation area R101 at position P12. When it is determined that the PHV vehicle 100 can pass through in EV traveling, the control device 180 sets the traveling mode of the PHV vehicle 100 to CD until the PHV vehicle 100 enters the target restricted area R101 and exits (that is, from position P11 to position P12). Stay in mode.

FIG. 5 shows that the PHV vehicle 100 cannot pass through the target restricted area R101 included in the planned traveling route TR only by traveling in the CD mode (that is, EV traveling) (hereinafter, simply referred to as "cannot pass by EV traveling"). FIG. 6 is a diagram for explaining traveling control of the PHV vehicle 100 when it is determined to be). In FIG. 5, a line L102 indicates a boundary line outside the regulation preparation region R102. The line L101 corresponds to the boundary line between the target regulation area R101 and the regulation preparation area R102. The area between the line L101 and the line L102 corresponds to the regulation preparation area R102.

Referring to FIG. 5, control device 180 sets a regulation preparation region R102 around the target regulation region R101 when it is determined that the vehicle cannot pass during EV traveling. Then, control device 180 causes warm-up of catalytic converter 135 to be completed when PHV vehicle 100 is present in regulation preparation region R102 (that is, before PHV vehicle 100 enters target regulation area R101). The control device 180 switches the traveling mode of the PHV vehicle 100 to the CW mode at the position P1 in the regulation preparation region R102, and activates the catalytic converter 135 by causing the PHV vehicle 100 to travel in the CW mode. Subsequently, the control device 180 allows the PHV vehicle 100 to enter the target restricted area R101 while continuing the traveling of the PHV vehicle 100 in the CW mode and maintaining the catalytic converter 135 in the active state. After that, when the PHV vehicle 100 reaches the mode switching position P2, the control device 180 switches the traveling mode of the PHV vehicle 100 from the CW mode to the CD mode. The control device 180 maintains the traveling mode of the PHV vehicle 100 in the CD mode until the PHV vehicle 100 leaves the target restricted area R101 (that is, from the mode switching position P2 to the position P12).

The mode switching position P2 corresponds to a position where the PHV vehicle 100 can exit the target restricted area R101 only by traveling in the CD mode in the target restricted area R101. The control device 180 is configured to specify the mode switching position P2 using the planned travel route TR, the target restricted area R101, and the SOC of the power storage device 110. The SOC change characteristic in the CW mode and the SOC change characteristic in the CD mode are obtained in advance by experiments or the like and stored in the storage device 183, and when the control device 180 specifies the mode switching position P2, these are changed by the control device 180. The characteristic may be referred to.

In the above traveling control, the traveling mode of the PHV vehicle 100 becomes the CW mode before the PHV vehicle 100 enters the target regulation area R101, and the PHV vehicle 100 enters the target regulation area R101 in the CW mode and the target regulation area R101. The vehicle runs in the area R101 in the CW mode. When the PHV vehicle 100 is traveling in the target regulation area R101 in the CW mode, the catalytic converter 135 is maintained in the active state, so that the exhaust regulation is satisfied. Further, since the traveling mode of the PHV vehicle 100 is switched from the CW mode to the CD mode at the mode switching position P2 specified as described above, the PHV vehicle 100 travels in the CD mode (without running out of power). That is, it becomes possible to exit the target restricted area R101 only by EV traveling). When the PHV vehicle 100 is traveling in the target restricted area R101 in the CD mode, the engine 121 is in a stopped state, so the exhaust gas regulations are satisfied. As described above, according to the traveling control of the PHV vehicle 100, when the PHV vehicle 100 passes through the target regulation area R101, it is possible to perform both EV traveling and HV traveling while satisfying the exhaust emission regulations.

FIG. 6 is a flowchart showing a processing procedure of travel control executed by the control device 180 of the PHV vehicle 100. The process shown in this flowchart is started when the control device 180 receives an input (for example, an input to the TPD 151 or the input device 184) for determining the planned travel route from the user.

Referring to FIG. 6 together with FIG. 5, in step (hereinafter, also simply referred to as “S”) 11, control device 180 determines planned traveling route TR based on the above input from the user, and the determined traveling is performed. The planned route TR is displayed on the TPD 151. For example, when the user inputs the destination, the shortest route for reaching the destination from the current position of the PHV vehicle 100 may be determined as the planned travel route TR. Further, the control device 180 may perform a route search based on the conditions input by the user, and determine a route selected by the user from a plurality of routes (candidates) found by the route search as the planned travel route TR. ..

In S12, control device 180 determines whether or not target restricted area R101 is included in planned travel route TR determined in S11. The control device 180 can specify the position and range of the target restricted area R101 using the restricted area information acquired from the map database 6.

When the target restricted area R101 is not included in the planned traveling route TR (NO in S12), the series of processes in FIG. 6 ends. In this case, control device 180 performs the normal traveling control described above.

On the other hand, when the planned traveling route TR includes the target restricted area R101 (YES in S12), the control device 180 causes the PHV vehicle 100 to travel in the CD mode in the target restricted area R101 in S13 (that is, EV). It is determined whether or not the vehicle can be passed only by driving. For example, if the SOC of the power storage device 110 is sufficiently high with respect to the travel distance in the target restricted area R101 when the PHV vehicle 100 passes the target restricted area R101 according to the planned travel route TR, the PHV vehicle 100 only travels in the CD mode. Then, it is determined that the target restricted area R101 can be passed (YES in S13).

When it is determined that the vehicle can pass through EV running (YES in S13), control device 180 determines in S14 whether PHV vehicle 100 has entered target restricted area R101. The control device 180 can specify the current position of the PHV vehicle 100 using the GPS signal acquired from the NAVI system 150 (and thus the position information of the PHV vehicle 100). When PHV vehicle 100 has not entered target restricted area R101 (NO in S14), control device 180 performs the above-described normal traveling control in S20. During the period until the PHV vehicle 100 enters the target restricted area R101 (the period when NO is determined in S14), S14 and S20 are repeatedly executed.

When PHV vehicle 100 enters target restricted area R101 (YES in S14), control device 180 selects the CD mode as the traveling mode of PHV vehicle 100 (S15), and whether PHV vehicle 100 exits target restricted area R101. It is determined whether or not (S16). During the period in which the PHV vehicle 100 is traveling in the target restricted area R101 (the period when NO is determined in S16), S15 and S16 are repeatedly executed. As a result, the traveling mode of the PHV vehicle 100 is maintained in the CD mode until the PHV vehicle 100 enters and exits the target restricted area R101. Then, when PHV vehicle 100 exits target restricted area R101 (YES in S16), the series of processing in FIG. 6 ends. As a result, normal traveling control is performed.

When it is determined that the vehicle cannot pass through the EV traveling (NO in S13), the control device 180 sets the regulation preparation region R102 around the target regulation area R101 (S21) and then sets the mode switching position P2. (S22). For example, when the PHV vehicle 100 passes through the target restricted area R101 according to the planned travel route TR, the position at which the distance to the SOC of the power storage device 110 until leaving the target restricted area R101 is sufficiently short is referred to as the mode switching position P2. To do.

After the process of S22, the control device 180 determines in S23 whether the PHV vehicle 100 has entered the regulation preparation region R102 set in S21. When PHV vehicle 100 has not entered regulation preparation region R102 (NO in S23), control device 180 performs the above-described normal traveling control in S20. During the period until the PHV vehicle 100 enters the regulation preparation region R102 (the period when NO is determined in S23), S23 and S20 are repeatedly executed.

When PHV vehicle 100 enters regulation preparation area R102 (YES in S23), control device 180 selects the CW mode as the traveling mode of PHV vehicle 100 (S24), and PHV is set to the mode switching position P2 set in S22. It is determined whether the vehicle 100 has arrived (S25). During the period from when the PHV vehicle 100 enters the regulation preparation region R102 to when it reaches the mode switching position P2 (the period when NO is determined in S25), S24 and S25 are repeatedly executed. As a result, the traveling mode of the PHV vehicle 100 is maintained in the CW mode.

When PHV vehicle 100 reaches mode switching position P2 (YES in S25), control device 180 selects the CD mode as the traveling mode of PHV vehicle 100 (S15), and PHV vehicle 100 exits target restricted area R101. It is determined whether or not (S16). Since S15 and S16 have already been described, description thereof will be omitted. Through the processes of S15 and S16, control device 180 maintains the traveling mode of PHV vehicle 100 in the CD mode from when PHV vehicle 100 reaches mode switching position P2 until it leaves target restricted area R101.

FIG. 7 is a diagram showing an example of the operation of the PHV vehicle 100 according to this embodiment. In FIG. 7, line L1 shows the transition of SOC of power storage device 110, and line L2 shows the transition of catalyst temperature (more specifically, the temperature of catalytic converter 135).

Referring to FIG. 7 together with FIG. 5 and FIG. 6, in this example, before timing t1, the PHV vehicle 100 exists outside the regulation preparation region R102, and the traveling mode of the PHV vehicle 100 is the CD mode (see line L1). ), the catalyst temperature is below the activation temperature (see line L2). The PHV vehicle 100 enters the regulation preparation area R102 at the timing t1. As a result, YES is determined in S23 of FIG. 6, and the traveling mode of the PHV vehicle 100 is switched from the CD mode to the CW mode (S24 in FIG. 6). The catalyst temperature rises in the CW mode. When the PHV vehicle 100 exists in the regulation preparation region R102 (time period from timing t1 to t2), the catalyst temperature rises to the activation temperature or higher, and the catalytic converter 135 is activated.

The PHV vehicle 100 continues traveling in the CW mode and enters the target restricted area R101 at timing t2. During the period (timing t1 to t3) from when the PHV vehicle 100 enters the regulation preparation region R102 to when it reaches the mode switching position P2, the traveling mode of the PHV vehicle 100 is maintained in the CW mode. As a result, the catalytic converter 135 is maintained in the active state.

The PHV vehicle 100 reaches the mode switching position P2 at the timing t3. As a result, YES is determined in S25 of FIG. 6, and the traveling mode of the PHV vehicle 100 is switched from the CW mode to the CD mode (S15 in FIG. 6). During the period (timing t3 to t4) from when the PHV vehicle 100 reaches the mode switching position P2 in the target restricted area R101 until it exits the target restricted area R101, the traveling mode of the PHV vehicle 100 is maintained in the CD mode. ..

As described above, the control device 180 of the PHV vehicle 100 according to the present embodiment determines that the PHV vehicle 100 cannot pass through the target restricted area R101 included in the planned traveling route TR only by traveling in the CD mode. In case of (NO in S13 of FIG. 6), before the PHV vehicle 100 enters the target restricted area R101 (YES in S23 of FIG. 6), the PHV vehicle 100 is driven in the CW mode to drive the catalytic converter 135. Is activated (S24 in FIG. 6), the PHV vehicle 100 is moved to the target switching area R101 while continuing traveling in the CW mode and maintaining the catalytic converter 135 in the active state, and the PHV vehicle 100 is moved to the mode switching position P2. When it reaches (YES in S25 of FIG. 6), the traveling mode of the PHV vehicle 100 is switched from the CW mode to the CD mode (S15 in FIG. 6). According to such a control device 180, when the PHV vehicle 100 passes through the target regulation area R101, both EV traveling and HV traveling can be performed while satisfying the exhaust gas regulation.

In the above embodiment, the PHV vehicle 100 is driven by the user. However, the PHV vehicle 100 may be a vehicle having an automatic driving function. The automatic driving function is a function of causing the vehicle to travel without being operated by a user, and may be, for example, a function of automatically causing the vehicle to travel in accordance with the set planned travel route TR. Management device 500 may be configured to remotely operate PHV vehicle 100.

It should be considered that the embodiments disclosed this time are exemplifications in all points and not restrictive. The scope of the present invention is shown not by the above description of the embodiments but by the claims, and is intended to include meanings equivalent to the claims and all modifications within the scope.

1 vehicle monitoring system, 2 communication network, 4 portable terminal, 6 map database, 100 PHV vehicle, 110 power storage device, 111 monitoring unit, 120 traveling drive device, 121 engine, 122, 123 MG, 124 power split device, 125 PCU, 126 drive shaft, 131 oil supply port, 132 fuel tank, 133 fuel pump, 134 exhaust passage, 135 catalytic converter, 136 temperature sensor, 141 power receiving port, 142 charger, 150 NAVI system, 151 TPD, 152 GPS module, 160, 540 Communication device, 180 control device, 181,510 processor, 182,520 RAM, 183,530 storage device, 184 input device, 185 notification device, 310 refueling facility, 321 power feeding facility, 322 charging connector, 500 management device, EP1 outlet , R101 target regulation area, R102 regulation preparation area, TR planned travel route.

Claims (1)

An internal combustion engine and an electric motor that generate a driving force,
A power storage device for supplying electric power to the electric motor;
An exhaust passage connected to the internal combustion engine,
A catalyst provided in the exhaust passage and activated by exhaust heat of the internal combustion engine;
Using a first traveling mode in which the hybrid vehicle is driven by the electric motor in a state where the internal combustion engine is stopped and a second traveling mode in which the internal combustion engine is operated at a frequency at which the catalyst does not become inactive, And a control device configured to perform traveling control of the hybrid vehicle,
The control device is
A vehicle route determination unit that determines a planned traveling route of the hybrid vehicle,
A regulated area specifying unit that specifies an exhaust regulated area in which the upper limit emission amount of a predetermined component emitted from an automobile is determined,
The mode switching position, which is a position where the hybrid vehicle can exit the exhaust gas restricted area only by traveling in the first travel mode in the exhaust gas restricted area, is the amount of electricity stored in the power storage device and the planned travel route. A switching position specifying unit that specifies using the exhaust control area,
Including
When it is determined that the hybrid vehicle cannot pass through the exhaust gas regulation area included in the planned traveling route only by traveling in the first traveling mode, the control device determines that the hybrid vehicle has the exhaust gas regulation. Before entering the area, the hybrid vehicle is driven in the second traveling mode to activate the catalyst, and the hybrid vehicle is kept traveling in the second traveling mode to maintain the catalyst in the activated state. A hybrid vehicle configured to switch the traveling mode of the hybrid vehicle from the second traveling mode to the first traveling mode when the hybrid vehicle reaches the mode switching position by entering the vehicle into the exhaust gas regulation area. ..

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