JP2024007072A - 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 which can properly secure a charge remaining amount of a battery of a motor being a drive source when a vehicle travels in an emission gas regulation zone.

SOLUTION: A vehicle control device according to an aspect of the embodiment includes a controller. The controller, when an emission gas regulation zone is included in a travel planned route to the destination of the vehicle, and the vehicle cannot travel in the emission gas regulation zone in a travel mode (BEV travel mode) of making the vehicle travel with driving force of a motor in such a state that an engine is stopped, provides a user with one or more choices for a method which increases or maintains a charge remaining amount of a battery that supplies power to the motor.

SELECTED DRAWING: Figure 1A

COPYRIGHT: (C)2024,JPO&INPIT

Description

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

Conventionally, various control devices for vehicles (so-called hybrid vehicles) using an engine and a motor as drive sources have been proposed (for example, see Patent Document 1).

JP2020-104755A

Incidentally, in recent years, due to problems such as air pollution, the establishment of exhaust gas control areas to regulate vehicle exhaust gas has been progressing, mainly in urban areas, for example. When the above-mentioned vehicle (hybrid vehicle) travels in an emission control area, the vehicle must run using the driving force of the motor with the engine stopped in order to meet the regulations of the area.

Therefore, before a vehicle enters an emission control area, it is necessary to ensure that the motor battery has sufficient remaining charge (SOC (State of Charge)) required for driving in the emission control area. . However, the conventional technology has room for improvement in terms of appropriately securing the remaining charge of the motor battery when the vehicle travels in an emission control area.

The present invention has been made in view of the above, and provides a vehicle control device and a vehicle control device that can appropriately ensure the remaining charge of a battery of a motor that is a drive source when a vehicle travels in an emission control area. The purpose of this invention is to provide a vehicle control method.

In order to solve the above problems and achieve the objects, the present invention includes a vehicle control device that includes a controller that controls a vehicle using an engine and a motor as drive sources. The controller is configured to control the emissions in a driving mode in which an emission control area is included in the scheduled travel route of the vehicle to a destination and the vehicle is driven by the driving force of the motor with the engine stopped. The user is provided with one or more options regarding how to increase or maintain the remaining charge of a battery that supplies power to the motor when driving in a gas restricted area is not possible.

According to the present invention, when the vehicle travels in an emission control area, it is possible to appropriately ensure the remaining charge of the battery of the motor that is the drive source.

FIG. 1A is a diagram for explaining an overview of a vehicle control method according to an embodiment. FIG. 1B is a diagram for explaining an overview of the vehicle control method according to the embodiment. FIG. 1C is a diagram for explaining an overview of the vehicle control method according to the embodiment. FIG. 2 is a time chart showing changes in SOC of a battery according to a comparative example. FIG. 3 is a block diagram showing a configuration example of a vehicle control system including a vehicle control device. FIG. 4 is a block diagram showing a configuration example of a vehicle control device. FIG. 5 is a time chart showing changes in the SOC of the battery when the battery is charged at a charging facility. FIG. 6 is a time chart showing changes in battery SOC when priority is given to driving in the HEV driving mode. FIG. 7 is a flowchart showing the processing procedure executed by the vehicle control device. FIG. 8 is a diagram for explaining a first modification example of the vehicle control device. FIG. 9 is a diagram for explaining a second modification example of the vehicle control device.

DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments of a vehicle control device and a vehicle control method disclosed in the present application will be described in detail with reference to the accompanying drawings. Note that the present invention is not limited to the embodiments described below.

<Overview of vehicle control method>
First, an overview of a vehicle control method according to an embodiment will be described below with reference to FIGS. 1A to 1C. 1A to 1C are diagrams for explaining an overview of a vehicle control method according to an embodiment.

As shown in FIG. 1A, the vehicle control method according to the embodiment is executed by a vehicle control device 10. The vehicle control device 10 is mounted on the vehicle A and performs various controls regarding the vehicle A.

Vehicle A is a hybrid vehicle that uses an engine and a motor as drive sources, and more specifically, is a plug-in hybrid electric vehicle (PHEV). Vehicle A is provided with a plurality of driving modes, and travels in a driving mode that is selectively selected from among the plurality of driving modes based on the driving state of vehicle A.

The driving modes of the vehicle A include a BEV (Battery Electric Vehicle) driving mode, a HEV (Hybrid Electric Vehicle) driving mode, a CHG (Charge) driving mode, and the like.

The BEV driving mode is a driving mode in which the vehicle A is driven by the driving force of the motor with the engine stopped. Specifically, in the BEV driving mode, the vehicle control device 10 drives only the motor using battery power, and causes the vehicle A to travel using the driving force of the motor.

The HEV driving mode is a driving mode in which the vehicle A is driven by the driving force of the engine and motor. In addition, in the HEV driving mode, the vehicle control device 10 operates the engine and motor so that the remaining charge level (hereinafter sometimes referred to as "SOC") of the battery is maintained around the target SOC. is controlled to make vehicle A run. In addition, in the HEV driving mode, vehicle A does not necessarily need to always travel using the driving power of both the engine and the motor; for example, when traveling at a low speed when starting, the vehicle A may be driven only with the driving power of the motor. be. Furthermore, the motor is not only used for driving, but may also be used to charge the battery through regenerative driving.

The above-described BEV driving mode and HEV driving mode are selected depending on the driving state of the vehicle A, including, for example, the SOC of the battery. Note that the vehicle control device 10 according to the present embodiment is configured to select the BEV driving mode with priority as a default (initial setting).

For example, when vehicle A starts running with the battery sufficiently charged, such as fully charged, the vehicle control device 10 first selects the BEV driving mode preferentially and causes vehicle A to travel. Then, when the vehicle A is driven by the driving force of the motor in the BEV driving mode and the SOC of the battery drops to a preset lower limit SOC, the vehicle control device 10 switches the BEV driving mode to the HEV driving mode and drives the vehicle A. Let it run. In the HEV driving mode at this time, the lower limit SOC is set as the target SOC, and the operations of the engine and motor are controlled so that the SOC of the battery is maintained around the target SOC (lower limit SOC).

Note that the above-mentioned lower limit SOC is the lower limit of the SOC at which the vehicle can travel in the BEV driving mode. Moreover, although the example in which the BEV driving mode is prioritized as the default is shown above, the present invention is not limited to this.

The CHG driving mode is a driving mode that charges the battery and increases the SOC. Specifically, the motor has a power generation function, and the vehicle control device 10 in the CHG driving mode causes the motor to generate power using the driving force of the engine to charge the battery, while also driving the vehicle A using the driving force of the engine. Let it run. Note that the engine in the CHG driving mode generates more driving force than during normal driving (during driving in a driving mode other than the CHG driving mode (eg, HEV driving mode)).

The CHG driving mode described above is a driving mode that can be selected according to a user's (eg, driver's) request. Specifically, a charge switch is provided inside the vehicle A, and the vehicle control device 10 selects the CHG driving mode when the charge switch is operated (ON operation) by the user.

Note that the vehicle control device 10 is not limited to operating the charge switch described above, and can select the CHG driving mode, for example, when selection of the CHG driving mode is permitted by the user.

In addition, it can be said that the BEV driving mode described above is the first driving mode, the HEV driving mode is the second driving mode, and the CHG driving mode is the third driving mode. Further, the driving modes of vehicle A may include driving modes other than the above-mentioned driving modes.

Incidentally, on the road B on which the vehicle travels, an "exhaust gas control area D" may be set in some areas for the purpose of suppressing air pollution. Note that, hereinafter, the exhaust gas regulated area D may be referred to as a "regulated area D," and the area other than the exhaust gas regulated area D may be referred to as a "non-regulated area E." Further, in FIG. 1A, a regulated area D is shown surrounded by a chain line, and a non-regulated area E is shown surrounded by a chain double-dashed line. Note that FIG. 1A shows an example in which the departure point of vehicle A exists in regulated area D, and vehicle A travels from the departure point through (via) non-regulated area E to a destination in regulated area D. .

The regulated area D is an area where exhaust gas from vehicles is regulated. As an example, in the regulated area D, regulations (standards) such as not emitting exhaust gas such as CO2 while the vehicle is running are set, and vehicles that meet the regulations are allowed to travel in the regulated area D. Conversely, vehicles that do not meet the regulations of the restricted area D are subject to regulations such as being prohibited from entering the restricted area D and unable to drive, or being subject to a toll.

Note that the above-mentioned restricted area D is also called ZEZ (Zero Emission Zone) or the like. Further, the content of regulations in the above-mentioned regulated area D is merely an example and is not limited, and may be other content such as, for example, the amount of exhaust gas while the vehicle is running is below a standard value.

When vehicle A, which is a hybrid vehicle, travels in such a restricted area D, in order to satisfy the regulations of restricted area D, the vehicle control device 10 needs to cause vehicle A to travel in the BEV driving mode. In other words, in the BEV driving mode, only the motor is driven, so no exhaust gas such as CO2 is emitted from vehicle A. Therefore, vehicle A is in an operating state that satisfies the regulations of regulated area D, and cannot drive in regulated area D. can.

In addition, in HEV driving mode and CHG driving mode, the engine is driven, so exhaust gases such as CO2 are emitted from vehicle A. Therefore, vehicle A does not operate in a state that satisfies the regulations of regulated area D. Unable to run.

Therefore, before vehicle A enters regulated area D, it is necessary to secure the SOC (hereinafter referred to as "required SOC") required for traveling in regulated area D in the battery.

However, it is difficult to judge whether the required SOC is secured in the battery before entering the restricted area D, or in other words, to judge whether the battery will run out of SOC while driving in the restricted area D in BEV driving mode. , difficult for the user (driver).

Additionally, if the user determines that the SOC will become insufficient while driving in restricted area D in BEV driving mode, it is possible to charge the battery in the CHG driving mode described above before entering restricted area D. . However, since the CHG driving mode is selected using the user's operation of the charge switch as a trigger, it is difficult for the user to determine the operation timing.

In other words, for example, if the charge switch is operated earlier than the appropriate timing, the required SOC may be secured, but the engine will remain driven in CHG driving mode for a longer period of time than necessary, and the battery will be charged beyond the required SOC. Therefore, there was a risk that fuel efficiency would deteriorate.

On the other hand, for example, if the charge switch is operated later than the appropriate timing, the required SOC cannot be secured due to insufficient time to drive in CHG driving mode, and as a result, vehicle A cannot drive in restricted area D. (In other words, it becomes subject to regulation).

A case in which the operation of the charge switch was slow and it was not possible to secure the required SOC in the battery before the vehicle entered the restricted area D will be described in detail with reference to FIG. 2. FIG. 2 is a time chart showing changes in SOC of a battery according to a comparative example.

As shown in FIG. 2, when the vehicle according to the comparative example departs from the starting point in the restricted area D (see time T0), the vehicle first starts traveling in the BEV driving mode. Then, the vehicle enters the non-regulated area E from the regulated area D where the departure point is located at time Ta, and when the SOC of the battery drops to the lower limit SOC in the middle of the non-regulated area E (see time Tb), the vehicle enters the non-regulated area E. The driving mode switches to the HEV driving mode.

Then, when the user determines that the SOC will be insufficient when driving in the BEV driving mode in the restricted area D where the destination is located, the charge switch is operated (see time Tc). As a result, the vehicle shifts from the HEV driving mode to the CHG driving mode, and the battery is charged, that is, the SOC increases. Then, at time Td, when the vehicle reaches the regulated area D where the destination is located and enters the regulated area D, the charge switch is operated (OFF operation) and the vehicle shifts from the CHG driving mode to the BEV driving mode. do. It is assumed that the battery at this time is not charged with the SOC required for the vehicle to travel to the destination in restricted area D in the BEV driving mode because the charge switch was operated slowly.

Therefore, while the vehicle is traveling in the BEV driving mode in the restricted area D, that is, before arriving at the destination, the SOC of the battery decreases to the lower limit SOC (see time Te), and the vehicle is traveling in the restricted area D in the BEV driving mode. You will no longer be able to drive in this mode (in other words, you will be subject to regulations).

As described above, even if the user was able to determine that the SOC would be insufficient while driving in the BEV driving mode in the restricted area D, it was difficult for the user to operate the charge switch at an appropriate timing.

Therefore, in the vehicle control method according to the present embodiment, when the vehicle A travels in the restricted area D, it is possible to appropriately ensure the SOC of the battery of the motor that is the drive source.

Specifically, as shown in FIG. 1A, the vehicle control device 10 acquires route information indicating a planned travel route F of the vehicle A to the destination (step S1). Specifically, destination information indicating a destination is input to the navigation device 100 mounted on the vehicle A by a user's operation. The navigation device 100 searches for a scheduled driving route F from the current location (in other words, the departure point) to the destination based on the current position information and destination information of the vehicle A, and generates route information including the searched scheduled driving route F. generate.

Furthermore, in the navigation device 100, restricted area information, charging facility information, and the like are stored in advance in a storage unit (not shown). The restricted area information is information regarding the above-mentioned restricted area D, and includes, for example, position information of the area set as the restricted area D. The charging facility information is information regarding a charging facility (charging station) that can charge the battery of the vehicle A, and includes, for example, position information of the charging facility.

Then, the vehicle control device 10 acquires the above-described route information, restricted area information, and charging facility information from the navigation device 100. Further, the vehicle control device 10 acquires SOC information indicating the SOC of the battery, specifically, SOC information indicating the current SOC of the battery, from a motor ECU 310 (see FIG. 3), which will be described later. Note that the SOC information is an example of charging information.

Note that although the above example shows that the navigation device 100 is mounted on the vehicle A, the present invention is not limited to this. That is, the navigation device 100 may be, for example, a terminal device (for example, a smartphone, a tablet terminal, etc.) that is used by a user and has a navigation function.

Next, the vehicle control device 10 determines whether the regulated area D is included in the planned travel route F based on the acquired route information, regulated area information, etc. (step S2). Here, as shown in FIG. 1A, it is assumed that a restricted area D is included in the planned travel route F.

When the regulated area D is included in the planned travel route F, the vehicle control device 10 determines whether or not the regulated area D can be traveled in the BEV driving mode (step S3). More specifically, the vehicle control device 10 determines whether, based on route information, restricted area information, SOC information, etc., the vehicle A is driven by the driving force of the motor with the engine stopped during the entire journey of the planned travel route F. By driving to a place where the vehicle can travel only in BEV mode (BEV driving mode), it is determined whether or not it is possible to travel the entire distance in the restricted area D within the planned travel route F. In other words, the vehicle control device 10 determines whether or not the battery has an SOC that allows the vehicle to travel to the final point of the restricted area D that exists before the destination in only the BEV travel mode. Here, it is assumed that the vehicle cannot travel to the final point of the restricted area D within the planned travel route F only in the BEV travel mode.

Note that after the vehicle has traveled through all of the restricted areas D within the planned travel route F, the vehicle control device 10 may select any travel mode. Specifically, if the area around the destination is a non-regulated area E and the vehicle completes the entire journey in the regulated area D before arriving at the destination, the vehicle will arrive at the destination after completing the entire journey in the regulated area D. Until then, the vehicle will be traveling in the non-regulated area E. At this time, the vehicle control device 10 does not need to drive in this non-regulated area E in BEV driving mode, and does not need to determine whether or not it is possible to drive in this non-regulated area E in BEV driving mode in step S3. It's fine.

When the vehicle control device 10 determines that it is not possible to travel in the restricted area D within the planned travel route F in the BEV driving mode (in other words, when it is determined that it is impossible to travel), the SOC of the battery that supplies power to the motor is determined. The user is provided with one or more options regarding how to increase or maintain the value (step S4). Providing such options will be explained with reference to FIG. 1B. FIG. 1B is a diagram for explaining the provision of options.

As shown in FIG. 1B, the vehicle control device 10 displays and provides options 112a to 112b, etc. on the display unit (display) 110 of the navigation device 100. Specifically, the vehicle control device 10 determines that it is not possible to drive within the restricted area D in the BEV driving mode only, that it is necessary to ensure the SOC of the battery to travel in the restricted area D in the BEV driving mode, and that it is necessary to ensure the SOC of the battery. A message is displayed in the display field 111 to prompt the user to select an option regarding the securing method.

Further, the vehicle control device 10 displays and provides a method of increasing the SOC by charging the battery at a charging facility (charging station) as an option 112a. Specifically, the vehicle control device 10 determines whether or not there is a charging facility for charging the battery around the planned travel route F based on route information, charging facility information, and the like. Then, the vehicle control device 10 determines that a charging facility exists around the scheduled driving route F, and charges the battery at the charging facility to drive the vehicle in the BEV driving mode in the restricted area D included in the scheduled driving route F. If it is possible to reach the destination while doing so, a method of increasing the SOC by charging the battery at a charging facility is displayed and provided as an option 112a.

Further, the vehicle control device 10 displays and provides methods for automatically controlling the SOC of the battery to ensure the SOC as options 112b and 112c. Specifically, the vehicle control device 10 provides an option 112b that gives priority to a method of maintaining the SOC in the HEV driving mode, and an option 112c that allows a method of increasing the SOC in the CHG driving mode.

Specifically, the vehicle control device 10 maintains the SOC of the battery by driving in the HEV driving mode in the non-regulated area E included in the planned driving route F based on route information, regulated area information, SOC information, etc. In other words, by preventing the SOC from decreasing), it is determined whether the destination can be reached while traveling in the BEV driving mode in the restricted area D included in the planned driving route F. When the vehicle control device 10 determines that it is possible to reach the destination while traveling in the BEV driving mode in the restricted area D by driving in the HEV driving mode, the vehicle control device 10 selects a method that gives priority to a method of maintaining the SOC in the HEV driving mode. 112b is displayed and provided.

In addition, the vehicle control device 10 increases the SOC of the battery by driving in the non-regulated area E included in the planned driving route F in the CHG driving mode based on the route information, regulated area information, SOC information, etc. It is determined whether the destination can be reached while driving in the BEV driving mode in the restricted area D included in the planned route F. If the vehicle control device 10 determines that it is possible to reach the destination while traveling in the restricted area D in the BEV driving mode by driving in the CHG driving mode, the vehicle control device 10 selects an option to permit a method of increasing the SOC in the CHG driving mode. 112c is displayed and provided.

Further, the vehicle control device 10 displays and provides a method of increasing the SOC as an option 112d by the user manually operating the charge switch. The user then selects a desired option from the provided options 112a to 112d. For example, the display unit 110 is a touch panel display, and the user selects a desired option from the options 112a to 112d by touch operation.

Continuing the description of FIG. 1A, the vehicle control device 10 controls the vehicle to increase or maintain the SOC using the method selected by the user (step S5).

Specifically, the vehicle control device 10 requests that the user charge the battery via the charging facility when the option 112a of the method of increasing the SOC by charging the battery at the charging facility is selected. Request information indicating this is output to the navigation device 100. When the request information is input, the navigation device 100 changes the planned travel route F to a route that passes through the charging facility, and provides route information indicating the changed planned travel route F to the user.

As a result, the battery of vehicle A will be charged at the charging facility, making it possible to secure the necessary SOC. You can reach your destination while driving. Note that changes in the SOC of the battery when the option 112a is selected and the battery is charged at the charging facility will be described later with reference to FIG. 5.

Further, when the option 112b that gives priority to the method of maintaining the SOC in the HEV driving mode is selected, the vehicle control device 10 drives the non-regulated area E included in the planned driving route F in the HEV driving mode, and maintains the SOC of the battery. Vehicle A is controlled to maintain the SOC at the required SOC.

As a result, the battery of vehicle A can secure the required SOC by driving in the non-regulated area E in HEV driving mode and maintaining the battery's SOC (in other words, by preventing the SOC from decreasing). As a result, vehicle A can reach the destination while traveling in restricted area D included in planned travel route F in BEV travel mode. Note that changes in the SOC of the battery when the option 112b is selected and the vehicle travels in the non-regulated area E in the HEV travel mode will be described later with reference to FIG.

In addition, when the option 112c that allows the method of increasing the SOC in the CHG driving mode is selected, the vehicle control device 10 controls the CHG driving mode for a predetermined time (or a predetermined distance) in the non-regulated area E included in the planned driving route F. The vehicle A is controlled so as to drive at a constant speed and raise the SOC of the battery to the required SOC.

Changes in the SOC of the battery when the option 112c is selected and the vehicle travels in the CHG travel mode will be described with reference to FIG. 1C. FIG. 1C is a time chart showing changes in the SOC of the battery when driving in the CHG driving mode is permitted.

As shown in FIG. 1C, for example, at time T0, when the vehicle control device 10 acquires the route information, the vehicle control device 10 selects the scheduled travel route F if the restricted area D is included in the scheduled travel route F based on the route information. It is determined whether the vehicle can be driven only in BEV driving mode. Here, as shown by an imaginary line, it is assumed that it is determined that the scheduled travel route F cannot be traveled in the BEV travel mode (see time T2). Therefore, the vehicle control device 10 provides, for example, the above-mentioned options 112a to 112d to the user, and here it is assumed that option 112c, which allows the method of increasing the SOC in the CHG driving mode, is selected.

In such a case, the vehicle control device 10 causes the vehicle A to travel in the BEV driving mode in the restricted area D when the vehicle departs from the departure point located in the restricted area D. Then, when the vehicle enters the non-regulated area E from the regulated area D where the departure point is located at time T1, the vehicle control device 10 causes the vehicle A to run in the CHG driving mode in the non-regulated area E, and adjusts the SOC of the battery to the required SOC. rise to. Note that the required SOC is calculated based on various information including route information, which will be described later.

Next, when the SOC of the battery rises to the required SOC (time T3), the vehicle control device 10 controls the vehicle A to drive in the HEV driving mode in the non-regulated area E and maintain the SOC of the battery at the required SOC. . Although FIG. 1C shows an example in which the CHG driving mode is switched to the HEV driving mode, the present invention is not limited to this. For example, the HEV driving mode may be changed to the CHG driving mode, or the CHG driving mode may be switched to the CHG driving mode. and HEV driving mode may be selected alternately.

Subsequently, at time T4, when the vehicle A reaches the regulated area D where the destination is located and enters the regulated area D, the vehicle control device 10 shifts from the HEV driving mode to the BEV driving mode. At this time, since the battery of vehicle A has the required SOC, vehicle A can reach the destination while traveling in restricted area D in the BEV driving mode (see time T5).

Continuing the description of FIG. 1A, when the user selects option 112d (see FIG. 1B) of a method of increasing the SOC by manually operating the charge switch, the vehicle control device 10 controls the charge switch to be manually operated (ON). (operation), the vehicle A is controlled to run in the CHG drive mode and increase the SOC of the battery. This option 112d is selected, for example, when the user knows the appropriate timing for operating the charge switch and desires to manage the SOC by himself/herself. Therefore, the required SOC of the battery of the vehicle A is secured by driving in the CHG driving mode, and the vehicle A can reach the destination while driving in the restricted area D in the BEV driving mode.

As described above, in the vehicle control device 10 according to the present embodiment, when it is determined that the scheduled travel route F including the restricted area D is not travelable (unable to travel) in the BEV travel mode, the SOC of the battery is The user is provided with options 112a to 112d regarding methods for increasing or maintaining the level.

As a result, in this embodiment, by controlling the vehicle A using the method of the option selected by the user, when the vehicle A travels in the restricted area D, the SOC of the battery of the motor that is the drive source can be adjusted. Can be properly secured.

<Vehicle control system configuration>
Next, the configuration of the vehicle control system 1 including the vehicle control device 10 according to the embodiment will be described using FIG. 3. FIG. 3 is a block diagram showing a configuration example of a vehicle control system 1 including a vehicle control device 10. As shown in FIG. In the block diagrams such as FIG. 3, only the components necessary to explain the features of this embodiment are shown as functional blocks, and descriptions of general components are omitted.

In other words, each component illustrated in the block diagrams such as FIG. 3 is functionally conceptual, and does not necessarily need to be physically configured as illustrated. For example, the specific form of distributing and integrating each functional block is not limited to what is shown in the diagram, and all or part of it can be functionally or physically distributed in arbitrary units depending on various loads and usage conditions. - Can be configured in an integrated manner.

As shown in FIG. 3, the vehicle control system 1 includes a vehicle control device 10, a navigation device 100, an engine 200, an engine ECU (Electronic Control Unit) 210, a motor 300, a motor ECU 310, and a battery 400. include.

The vehicle control device 10 is communicably connected to a navigation device 100, an engine ECU 210, a motor ECU 310, and the like via CAN (Controller Area Network) communication, and controls the entire vehicle. Note that the detailed configuration of the vehicle control device 10 will be described later with reference to FIG. 4.

The navigation device 100 provides route information including a scheduled route of the vehicle to its destination. Specifically, the navigation device 100 travels from the current location to the destination based on vehicle position information detected by a GPS (Global Positioning System) sensor (not shown) and destination information input by user operation. A planned route is searched, and route information including the searched planned travel route is generated. Then, the navigation device 100 displays the generated route information and the like on the display unit 110 (see FIG. 1B) and provides it to the user. Further, the navigation device 100 transmits the generated route information, restricted area information, charging facility information, etc. stored in advance in a storage unit (not shown) to the vehicle control device 10.

Further, when the navigation device 100 receives the information regarding the above-mentioned options from the vehicle control device 10, the navigation device 100 displays the options according to the information on the display unit 110 and provides the options to the user. Further, when the user selects the option displayed on the display unit 110, the navigation device 100 transmits selection information indicating the selected option to the vehicle control device 10.

Although FIG. 3 shows an example in which the vehicle control device 10 and the navigation device 100 are separate devices, the present invention is not limited to this. That is, for example, the vehicle control device 10 may be a device having a navigation function, a display function, etc. in the navigation device 100.

Engine 200 is, for example, an internal combustion engine such as a gasoline engine or a diesel engine. Engine ECU 210 controls engine 200. For example, when the BEV driving mode is selected, the engine ECU 210 stops the engine 200 in response to a control instruction from the vehicle control device 10, and sets the engine 200 to an operating state in which no exhaust gas such as CO2 is emitted while the vehicle is running.

Furthermore, when the HEV driving mode is selected, the engine ECU 210 drives the engine 200 so that the SOC of the battery 400 is maintained around the target SOC in accordance with control instructions from the vehicle control device 10, while driving the vehicle. run. Further, when the CHG driving mode is selected, the engine ECU 210 causes the engine 200 to generate more driving force than when driving normally (for example, when driving in the HEV driving mode) in response to a control instruction from the vehicle control device 10. The vehicle is driven while the battery 400 is charged by the motor 300 that generates electricity using this driving force.

Motor 300 is, for example, a motor generator having a power generation function. Note that in the example of FIG. 3, the motor 300 is shown as one block, but there may be a plurality of motors 300. That is, the configuration may include a plurality of motors with different functions, such as a motor that uses output torque as a driving force for driving the vehicle or a motor that generates electricity using the driving force of the engine 200.

Motor ECU 310 controls motor 300. For example, when the BEV driving mode is selected, motor ECU 310 drives motor 300 in response to a control instruction from vehicle control device 10, and uses this driving force to drive the vehicle.

Furthermore, when the HEV driving mode is selected, the motor ECU 310 drives the motor 300 in accordance with control instructions from the vehicle control device 10 so that the SOC of the battery 400 is maintained around the target SOC, while driving the vehicle. run. Further, when the CHG driving mode is selected, motor ECU 310 causes the vehicle to travel while generating electricity using the driving force from engine 200 in accordance with a control instruction from vehicle control device 10.

Further, a battery 400 is connected to the motor ECU 310, and the motor ECU 310 detects the SOC of the battery 400. Further, motor ECU 310 can transmit SOC information indicating the detected SOC to vehicle control device 10.

Note that although in the above description, the motor ECU 310 detects the SOC of the battery 400, the present invention is not limited to this. For example, the motor ECU 310 may acquire SOC information from a battery ECU (not shown) that manages the state of the battery 400 to control the vehicle. It may also be transmitted to the device 10. Alternatively, the battery ECU may transmit the SOC information to the vehicle control device 10.

Battery 400 is connected to motor 300 and supplies power to motor 300. Further, when the motor 300 functions as a generator, the battery 400 is charged by being supplied with electric power generated by the motor 300. Note that as the battery 400, a nickel-metal hydride secondary battery, a lithium-ion secondary battery (LIB (Lithium-Ion rechargeable battery)), etc. can be used, but the battery is not limited to these, and other types of batteries can be used. It may be.

<Configuration of vehicle control device>
Next, the configuration of the vehicle control device 10 will be explained in detail with reference to FIG. 4. FIG. 4 is a block diagram showing a configuration example of the vehicle control device 10. As shown in FIG.

The vehicle control device 10 includes a controller (control section) 20 and a storage section 30. Further, the above-described charge switch 11 is connected to the vehicle control device 10, and an operation signal indicating a user's operation (ON operation or OFF operation) on the charge switch 11 is input.

The storage unit 30 is, for example, a storage unit configured with a storage device such as a nonvolatile memory, a data flash, or a hard disk drive. The storage unit 30 stores route information 31, restricted area information 32, charging facility information 33, SOC information 34, various programs, and the like.

The route information 31 is information that includes the planned route of the vehicle to its destination. The regulated area information 32 is information regarding regulated areas (emission gas regulated areas), and includes, for example, position information of areas set as regulated areas.

The charging facility information 33 is information regarding charging facilities such as charging stations that can charge the battery of the vehicle, and includes, for example, position information of the charging facility. The SOC information 34 is information indicating the SOC of the battery 400, and more specifically, is information indicating the current SOC of the battery 400.

The controller 20 includes an acquisition section 21, a determination section 22, a provision section 23, a reception section 24, and a vehicle control section 25, and controls a vehicle using an engine 200 and a motor 300 as drive sources. The controller 20 includes, for example, a computer and various circuits having a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), input/output ports, and the like.

The CPU of the computer functions as the acquisition section 21, determination section 22, provision section 23, reception section 24, and vehicle control section 25 of the controller 20, for example, by reading and executing a program stored in the ROM. In addition, at least a part or all of the acquisition unit 21, determination unit 22, provision unit 23, reception unit 24, and vehicle control unit 25 of the controller 20 may be replaced with an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), etc. It can also be configured with hardware.

The acquisition unit 21 of the controller 20 acquires route information and the like. For example, when a destination is set and route information is generated in the navigation device 100, the acquisition unit 21 acquires the route information from the navigation device 100 and stores it in the storage unit 30. Further, the acquisition unit 21 acquires restricted area information and charging facility information from the navigation device 100 and stores them in the storage unit 30.

Note that although in the above description the acquisition unit 21 acquires the restricted area information and the charging facility information from the navigation device 100, the acquisition unit 21 is not limited to this, and may also be acquired from other devices such as an external server. good. Further, the restricted area information and the charging facility information may be stored in the storage unit 30 in advance.

The acquisition unit 21 also acquires SOC information indicating the SOC of the battery 400. For example, the acquisition unit 21 acquires SOC information indicating the current SOC of the battery 400 from the motor ECU 310 and stores it in the storage unit 30. Note that, in the above description, the acquisition unit 21 acquires the SOC information from the motor ECU 310, but the information is not limited to this, and may be acquired from other devices such as a battery ECU.

The determination unit 22 performs a process of determining whether a regulated area (emission gas regulated area) is included in the planned driving route, and whether or not it is possible to travel in the regulated area included in the planned driving route in BEV driving mode. Execute processing to determine whether the

Specifically, the determination unit 22 determines whether the planned travel route includes a restricted area based on route information, restricted area information, and the like. When determining that the planned travel route includes a regulated area, the determination unit 22 determines whether or not the vehicle can travel in the regulated area in the BEV driving mode.

Specifically, the determination unit 22 determines, based on route information, regulated area information, SOC information, etc., that the vehicle can travel only in the BEV driving mode for the entire length of the regulated area within the planned route, out of the entire length of the scheduled route. Determine whether or not. That is, the determination unit 22 determines whether the vehicle is scheduled to travel or not by driving to a place where it is possible to travel only in BEV travel mode based on the current SOC, the total travel distance on the planned travel route, the travel distance in restricted areas within the planned travel route, etc. It is determined whether it is possible to travel the entire length of the restricted area within the route (in other words, to the final point of the restricted area).

As an example, the determination unit 22 first calculates the necessary SOC required for the vehicle to travel in the BEV driving mode from the current location to the final point of the restricted area. For example, the determination unit 22 calculates the predicted electricity cost required to travel from the current location to the final point in the restricted area, and calculates the required SOC based on the calculated predicted electricity cost. Then, when the current SOC is larger than the calculated required SOC, the determination unit 22 determines that it is possible to travel in the restricted area within the planned travel route in the BEV travel mode.

Further, the determining unit 22 outputs to the providing unit 23 a determination result as to whether or not the vehicle can travel in the BEV driving mode in the restricted area.

Note that the determination unit 22 may calculate the above-mentioned predicted electricity cost by considering information other than the distance of the planned travel route (total travel distance) and the travel distance of the regulated area in the route information. For example, the determination unit 22 may calculate the predicted electricity cost in consideration of the user's driving tendency information, traffic information, air conditioner usage information, margin, and the like.

To explain in detail, the user's driving tendency information is information indicating the user's tendency regarding driving. As an example, regarding the user's driving tendency, the controller 20 can analyze the frequency and timing of the user's brake operations and accelerator operations, and detect that the user's driving tendency involves relatively frequent sudden braking and sudden starts. If it is detected that there is a tendency to drive with a lot of sudden braking, etc., the power consumption of the motor 300 etc. during driving may increase, so the determination unit 22 determines whether the driving tendency is a normal one with relatively few sudden braking, etc. Calculate the predicted electricity cost to be higher than the driving trend.

Further, for example, the determination unit 22 obtains traffic information from an external server or the like. If the traffic information includes traffic congestion information indicating that the scheduled travel route is congested, the power consumption of the motor 300 and the like during driving may increase. Calculate so that the predicted electricity cost is higher than when it is not included.

Further, for example, the determination unit 22 acquires usage status information indicating the usage status of the vehicle's air conditioner. If the usage information includes information indicating that the air conditioner is being used, the power consumption of the air conditioner during driving may increase. Calculate so that the predicted electricity cost will be higher than when using information.

In this way, the determination unit 22 uses the predicted electricity cost calculated in consideration of information other than route information (here, user's driving tendency information, traffic information, air conditioner usage information, margin, etc.). It becomes possible to calculate SOC with high accuracy.

Note that the above-mentioned required SOC varies depending on the distance from the current location of the vehicle to the final point of the restricted area. That is, as the distance to the final point of the restricted area becomes shorter as the vehicle moves, the required SOC decreases.

Continuing the explanation of FIG. 4, when the determining unit 22 determines that it is not possible to drive in the restricted area in the BEV driving mode, the providing unit 23 provides the user with options regarding a method for increasing or maintaining the SOC of the battery 400. provide.

The options include option 112a, which is a method of charging the battery 400 at a charging facility to raise the SOC, option 112b, which prioritizes a method of maintaining SOC in HEV driving mode, and option 112c, which allows a method of increasing SOC in CHG driving mode. , a method option 112d for increasing the SOC by the user manually operating the charge switch (both shown in FIG. 1B), and the like.

By providing options in this way, the user can, for example, freely select a method for ensuring the SOC required for driving in the restricted area by the battery 400, thereby improving user convenience. .

Note that although an example has been shown above in which four options 112a to 112d are provided, the present invention is not limited to this, and at least one of the four options 112a to 112d may be provided.

Specifically, the providing unit 23 determines options to be provided to the user based on the SOC information, route information, and the like.

For example, based on route information, charging facility information, SOC information, etc., the providing unit 23 determines that there are charging facilities around the planned driving route, and by charging the battery at such charging facilities, the provision unit 23 moves the restricted area to BEV driving mode. If the destination can be reached while traveling at a charging facility, the option 112a of charging the battery 400 at a charging facility to increase the SOC is determined as the option provided to the user. Conversely, if there are no charging facilities around the planned travel route, the providing unit 23 does not determine option 112a as an option to be provided to the user, that is, option 112a is not provided.

Further, for example, the providing unit 23 may drive in the BEV driving mode in the regulated area by driving in the HEV driving mode in the non-regulated area and maintaining the SOC of the battery based on the route information, regulated area information, SOC information, etc. If it is possible to reach the destination while driving the vehicle, the option 112b that gives priority to the method of maintaining the SOC in the HEV driving mode is determined as the option provided to the user. Conversely, when the destination cannot be reached even if the SOC of the battery is maintained in the HEV driving mode, the providing unit 23 does not decide option 112b as an option to be provided to the user, that is, option 112b is not provided. Make it.

Further, for example, the providing unit 23 may drive in the BEV driving mode in the regulated area by driving in the non-regulated area in the CHG driving mode and increasing the SOC of the battery based on the route information, regulated area information, SOC information, etc. If it is possible to reach the destination while driving, the option 112c that allows the method of increasing the SOC in the CHG driving mode is determined as the option provided to the user. Conversely, if the destination cannot be reached even if the SOC of the battery is increased in the CHG driving mode, the providing unit 23 does not determine option 112c as an option to be provided to the user, that is, option 112c is not provided. Make it.

In this way, the providing unit 23 according to the present embodiment determines the options provided to the user based on the SOC information, route information, etc., so that the user can reach the destination while driving in the BEV driving mode in the restricted area. It is possible to accurately determine the options that can reach up to

The reception unit 24 receives a user's operation on the charge switch 11. For example, when receiving an operation signal indicating a user's operation (ON operation or OFF operation) from the charge switch 11, the reception unit 24 outputs the input operation signal to the vehicle control unit 25.

The vehicle control unit 25 controls the vehicle to increase or maintain the SOC using the method selected by the user. In other words, vehicle control unit 25 controls the SOC of battery 400 by controlling the operation of engine 200 and motor 300 according to the option selected by the user.

For example, when option 112a of a method of charging the battery 400 at a charging facility to increase the SOC is selected, the vehicle control unit 25 navigates request information indicating that the user requests battery charging at the charging facility. Output to the device 100. Thereby, the navigation device 100 changes the planned travel route to a route that passes through the charging facility, and provides the user with route information indicating the changed planned travel route. Then, the vehicle moves to the charging facility included in the route information, and the battery 400 of the vehicle is charged at the charging facility, so the vehicle can reach the destination while traveling in the BEV driving mode in the restricted area. I can do it.

Changes in the SOC of the battery 400 when the option 112a is selected and the battery 400 is charged at a charging facility will be described with reference to FIG. 5. FIG. 5 is a time chart showing changes in the SOC of the battery 400 when the battery 400 is charged at a charging facility.

As shown in FIG. 5, for example, at time T0, when the vehicle departs from a starting point in a restricted area, the vehicle control unit 25 causes the vehicle to travel in the BEV driving mode in the restricted area. Then, when the vehicle passes through the regulated area and enters the non-regulated area at time T11, and the SOC of the battery drops to the lower limit SOC midway through the non-regulated area (see time T12), the vehicle control unit 25 switches to the BEV driving mode. Switch to HEV driving mode.

Then, at time T13, when the vehicle arrives at the charging facility, battery 400 is charged at the charging facility. Note that in the example of FIG. 5, the battery 400 is charged until it is fully charged, but the present invention is not limited to this.

Subsequently, at time T14, the vehicle departs from the charging facility, and the vehicle control unit 25 causes the vehicle to travel in the BEV travel mode. At this time, the battery 400 of the vehicle is fully charged and the necessary SOC is ensured, so the vehicle can reach the destination while traveling in the BEV driving mode in the restricted area (see time T15).

Returning to the explanation of FIG. 4, when the option 112b that prioritizes the method of maintaining the SOC in the HEV driving mode is selected, the vehicle control unit 25 drives the non-regulated area in the HEV driving mode and maintains the SOC of the battery 400. The vehicle is controlled to maintain the required SOC.

As a result, the battery 400 can maintain the SOC of the battery while driving in the HEV driving mode in a non-regulated area (in other words, by preventing the SOC from decreasing), it is possible to secure the necessary SOC. As a result, the vehicle can reach the destination while traveling in the BEV driving mode in the restricted area.

Changes in the SOC of battery 400 and the like when option 112b is selected and driving in the HEV driving mode is prioritized will be described with reference to FIG. 6. FIG. 6 is a time chart showing changes in the SOC of the battery 400 when priority is given to driving in the HEV driving mode.

As shown in FIG. 6, for example, at time T0, when the vehicle departs from a starting point in a restricted area, the vehicle control unit 25 causes the vehicle to travel in the BEV driving mode in the restricted area. Then, when the vehicle passes through the regulated area and enters the non-regulated area at time T21, and the SOC of the battery drops to the required SOC halfway through the non-regulated area (see time T22), the vehicle control unit 25 sets the BEV driving mode. Switch to HEV driving mode. Thereby, the SOC of battery 400 is maintained at the required SOC.

Then, at time T23, when the vehicle enters a restricted area where the destination is, the vehicle control unit 25 causes the vehicle to travel in the BEV travel mode. Since the battery 400 of the vehicle at this time has the required SOC, the vehicle can reach the destination while traveling in the BEV driving mode in the restricted area (see time T24).

Returning to the explanation of FIG. 4, when the option 112c that allows the method of increasing the SOC in the CHG driving mode is selected, the vehicle control unit 25 runs in the CHG driving mode in a non-regulated area and requires the SOC of the battery to be increased. The vehicle is controlled to rise to SOC.

As a result, the battery 400 can secure the required SOC by driving in the CHG driving mode in the non-regulated area and the SOC of the battery increases, and as a result, the vehicle can drive in the BEV driving mode in the regulated area. You can reach your destination while doing so.

Note that the change in the SOC of the battery 400 when this option 112c is selected and driving in the CHG driving mode is permitted is shown in FIG. 1C, so a description thereof will be omitted here.

When the user selects option 112d of the method of increasing the SOC by manually operating the charge switch, the vehicle control unit 25 causes the vehicle to run in the CHG drive mode in accordance with the operation signal input from the reception unit 24. let That is, the vehicle control unit 25 controls the vehicle to run in the CHG driving mode and increase the SOC of the battery when the charge switch is manually operated (ON-operated). As described above, this allows the vehicle to reach the destination while traveling in the BEV driving mode in the restricted area.

Further, even if the options are provided to the user as described above, there are cases where the user does not perform a selection operation (that is, there is a case where the user does not input a selection operation). In such a case, the vehicle control unit 25 according to the present embodiment selects a preset option from among the provided options, and increases or maintains the SOC using the method of the selected option.

As an example, if the user has not inputted a selection operation, the vehicle control unit 25 selects a preset option 112d from the provided options 112a to 112d (a method in which the user manually operates the charge switch to increase the SOC). Option 112d) was selected, and the SOC was increased using the method in the selected option.

As a result, in this embodiment, even if the user has not inputted a selection operation for a provided option, it is possible to select an appropriate option. For example, by selecting the above-mentioned option 112d (option 112d, which is a method for increasing the SOC by the user manually operating the charge switch), an appropriate option is selected that prevents the user from switching to a driving mode that is not intended by the user. It becomes possible to do so.

Note that, in the above example, the preset option is the option 112d, which is a method of increasing the SOC by the user manually operating the charge switch, but the option is not limited to this, and any of the options 112a to 112c may be used. Other options may also be used.

<Control processing of vehicle control device according to embodiment>
Next, a specific processing procedure in the vehicle control device 10 will be explained using FIG. 7. FIG. 7 is a flowchart showing the processing procedure executed by the vehicle control device 10.

As shown in FIG. 7, the controller 20 of the vehicle control device 10 determines whether route information indicating the planned route of the vehicle to the destination has been acquired (step S10). If it is determined that the route information etc. have not been acquired (step S10, No), the controller 20 executes default normal control (step S11). Note that the controller 20 in the normal control selects the BEV driving mode with priority, for example, and executes the CHG driving mode when an operation of the charge switch 11 is received.

When the controller 20 determines that the route information and the like have been acquired (Step S10, Yes), the controller 20 determines whether a restricted area is included in the planned travel route (Step S12). If it is determined that the restricted area is not included in the planned travel route (step S12, No), the controller 20 executes the process of step S11.

On the other hand, if it is determined that the regulated area is included in the planned travel route (step S12, Yes), the controller 20 determines whether or not it is possible to travel in the regulated area of the planned travel route only in the BEV driving mode. (Step S13). If it is determined that the vehicle can travel in the restricted area only in the BEV driving mode (Step S13, Yes), the controller 20 executes the process of Step S11.

Further, if it is determined that it is not possible to drive in the restricted area only in the BEV driving mode (No in step S13), the controller 20 selects options to be provided to the user based on the SOC information, route information, etc. Determine (step S14). Then, the controller 20 provides the determined options to the user (step S15).

Next, the controller 20 determines whether an option has been selected by the user (step S16). When it is determined that no option is selected by the user, that is, when the user has not inputted a selection operation (step S16, No), the controller 20 selects a preset option (for example, when the user manually operates the charge switch 11). By doing so, the option 112d) of the method of increasing the SOC is selected, and the process of step S11 is executed.

On the other hand, if it is determined that the option has been selected by the user (Step S16, Yes), the controller 20 determines whether the option 112d for manually operating the charge switch 11 has been selected (Step S17).

If it is determined that the option 112d of manually operating the charge switch 11 has been selected (step S17, Yes), the controller 20 executes the process of step S11. On the other hand, if it is determined that the option 112d for manually operating the charge switch is not selected (step S17, No), that is, if it is determined that any of the options 112a to 112c is selected (step S17, No), the vehicle is controlled to increase or maintain the SOC of the battery 400 using the method in the selected option (step S18).

As described above, the vehicle control device 10 according to the embodiment includes a controller 20 that controls a vehicle using an engine and a motor as drive sources. The controller 20 selects a driving mode (BEV driving mode) in which the planned route of the vehicle to the destination includes an emission control area and the vehicle is driven by the driving force of the motor 300 with the engine 200 stopped. The user is provided with one or more options regarding a method for increasing or maintaining the remaining state of charge (SOC) of the battery 400 that supplies power to the motor 300 when the vehicle cannot travel in an emission control area. Thereby, when the vehicle travels in an emission control area, it is possible to appropriately ensure the remaining charge of the battery of the motor that is the drive source.

<First modification example>
Next, first and second modified examples of the vehicle control device 10 according to the embodiment described above will be explained. FIG. 8 is a diagram for explaining a first modification example of the vehicle control device 10, and FIG. 9 is a diagram for explaining a second modification example of the vehicle control device 10. Note that FIGS. 8 and 9 show the display unit 110 of the navigation device 100, and display contents according to control instructions from the vehicle control device 10 are displayed. In addition, below, the same code|symbol is attached|subjected about the structure common to embodiment, and description is abbreviate|omitted.

To explain the first modified example, in the vehicle control device 10 according to the first modified example, the display order of the provided options is changed depending on the priority of the options. Thereby, in the first modification, the display order of the options can be made appropriate.

Specifically, first, the acquisition unit 21 of the controller 20 of the vehicle control device 10 acquires priority information indicating the priority of options. The priority information is information that indicates the content to be prioritized when the user selects an option and secures the SOC. Such priority information is set by the user. FIG. 8 shows a setting screen for setting priority information.

As shown in FIG. 8, on the priority information setting screen, for example, a message is displayed in the display field 113 prompting the user to input the content to be prioritized when selecting an option and securing the SOC. Further, on the setting screen, a setting button 114a that gives priority to time and a setting button 114b that gives priority to cost are displayed.

Here, the time priority in the setting button 114a means that the user desires to prioritize time and secure the SOC required for driving in the restricted area as early as possible. To explain in detail, since it takes a certain amount of time to charge the battery 400 at the above-mentioned charging facility, the time it takes to reach the destination when charging the battery 400 at the charging facility is as follows: It will be slower than the time you arrive at your destination when charging. Therefore, when the user desires to arrive at the destination early, the setting button 114a is operated and the priority information becomes "time priority".

Then, when the priority information is "time priority", the providing unit 23 changes the display order of the options to the order in which time is prioritized. For example, the providing unit 23 changes the display order to an option 112c that allows the CHG driving mode, an option 112b that prioritizes the HEV driving mode, an option 112d that increases the SOC by manual operation of the charge switch, and an option 112d that increases the SOC by charging the battery at the charging facility. The method is changed to option 112a, which raises the amount of .

Moreover, the "cost priority" in the setting button 114b means that the user desires to secure the SOC required for driving in a restricted area by giving priority to cost. To explain in detail, the cost of charging the battery 400 in CHG driving mode or the like is higher than the cost of charging the battery 400 at a charging facility. Therefore, if the user desires to keep costs as low as possible, the setting button 114b is operated and the priority information is set to "cost priority."

Then, when the priority information is "cost priority", the providing unit 23 changes the display order of the options to the order of options that prioritize cost. For example, the providing unit 23 changes the display order to an option 112a for increasing the SOC by charging the battery at a charging facility, an option 112b for prioritizing the HEV driving mode, an option 112d for increasing the SOC by manual operation of the charge switch, and an option 112d for increasing the SOC by manually operating the charge switch. The option is changed to option 112c, which allows the driving mode.

In this way, in the first modified example, by changing the display order of the provided options according to the priority of the options, for example, the display order of the options can be adjusted appropriately according to the user's priority. can be done in order. Therefore, it becomes easier for the user to select options that match the content that he or she prioritizes.

<Second modification example>
Next, a second modification will be explained. In the vehicle control device 10 according to the second modification, time required information indicating the time required to increase or maintain the SOC is provided to the user. As a result, in the second modification, information that can be used as a reference when the user selects an option can be provided, thereby improving convenience for the user.

Specifically, the providing unit 23 of the controller 20 of the vehicle control device 10 calculates the time required to increase or maintain the SOC when the SOC is increased or maintained using the method in the provided options.

Then, as shown in FIG. 9, the providing unit 23 displays the required time information indicating the calculated required time in the display fields 115a to 115d and provides it to the user. Specifically, the providing unit 23 calculates the required charging time required when charging the battery 400 at a charging facility, which is the method of option 112a, and displays and provides the calculated required charging time in the display field 115a. . Note that the required charging time is calculated based on, for example, the required charging amount from the current SOC to the required SOC (or full charge), the charging capacity of the charging station, etc., but this is an example and is not limited. do not have.

Further, the providing unit 23 calculates the required travel time in the HEV driving mode that is required when driving with priority given to the HEV driving mode, which is the method of option 112b, and displays the calculated required driving time in the display column 115b. provide. Further, the providing unit 23 calculates the required travel time in the CHG driving mode that is required when driving with the CHG driving mode permitted, which is the method of the option 112c, and displays the calculated required driving time in the display column 115c. provide. In addition, the providing unit 23 calculates the travel time required in the CHG travel mode required when increasing the SOC by manual operation of the charge switch, which is the method of option 112d, and displays the calculated travel time in the display column 115d. provided. Note that each travel time is calculated based on, for example, the current SOC, the required SOC, the travel distance in the restricted area, the power generation capacity of the motor, etc., but this is an example and is not limited.

In this way, in the second modification, the required time information indicating the time required to raise or maintain the SOC of the battery 400 is provided to the user. As a result, in the second modification, the required time information can be provided as reference information when the user selects an option, thereby improving convenience for the user.

Further advantages and modifications can be easily deduced by those skilled in the art. Therefore, the broader aspects of the invention are not limited to the specific details and representative embodiments shown and described above. Accordingly, various changes may be made without departing from the spirit or scope of the general inventive concept as defined by the appended claims and their equivalents.

10 vehicle control device 20 controller

Claims (7)

Equipped with a controller that controls a vehicle whose driving source is an engine and a motor,
The controller includes:
An exhaust gas control area is included in the scheduled travel route of the vehicle to a destination, and the vehicle travels through the exhaust gas control area in a driving mode in which the vehicle is driven by the driving force of the motor with the engine stopped. Providing the user with one or more options for increasing or maintaining the remaining charge of the battery that supplies power to the motor when the vehicle is not capable of driving;
Vehicle control device. The above options include:
A method of charging the battery at a charging facility to increase the remaining charge amount, a method of prioritizing a method of maintaining the remaining charge amount in a driving mode in which the vehicle is driven by the driving force of the engine and the motor, and , at least one of the options includes allowing a method of increasing the remaining charge amount in a driving mode in which the motor having a power generation function generates power using the driving force of the engine to charge the battery and run the vehicle. ,
The vehicle control device according to claim 1. The controller includes:
determining the option provided to the user based on charging information indicating the remaining charge of the battery and route information indicating the planned travel route;
The vehicle control device according to claim 1. The controller includes:
If the user's selection operation for the provided option is not input, select the preset option from the provided options, and increase or maintain the remaining charge level using the method of the selected option. let,
The vehicle control device according to claim 1. The controller includes:
changing the display order of the provided options according to a preset priority of the options;
The vehicle control device according to claim 1. The controller includes:
providing the user with required time information indicating the time required to increase or maintain the remaining charge level when the remaining charge level is increased or maintained using the method in the provided option;
The vehicle control device according to claim 1. A vehicle control method for controlling a vehicle using an engine and a motor as drive sources, the method comprising:
An exhaust gas regulated area is included in the scheduled travel route of the vehicle to a destination, and the vehicle is driven in a driving mode in which the vehicle is driven by the driving force of the motor with the engine stopped, and the exhaust gas regulated area is Providing the user with one or more options for increasing or maintaining the remaining charge of the battery that supplies power to the motor when the vehicle is not capable of driving.
Vehicle control method.

Images