JP6090205B2 - Movement support device, movement support method, and driving support system - Google Patents

Description

  The present invention relates to a movement support apparatus, a movement support method, and a driving support system that manage application of a plurality of driving modes of a vehicle.

  Conventionally, a hybrid vehicle using an internal combustion engine and a motor as a drive source is known as a vehicle having a plurality of travel modes as described above. The hybrid vehicle has, as a plurality of travel modes, a first mode (EV mode) in which the amount of charge of the battery is not maintained by giving priority to EV travel in which the internal combustion engine is stopped and traveling using only the motor, A second mode (HV mode) for maintaining the amount of charge of the battery by giving priority to HV traveling using a motor is provided. In addition, the travel support device including the navigation system mounted on the hybrid vehicle calculates a travel route from the current location to the destination based on map information, road traffic information, and the like, and each of the breaks in the travel route Provide support such as selecting the driving mode to be applied to the section. For example, Patent Document 1 describes an example of a vehicle control device having such a movement support function.

JP 2009-12605 A

  By the way, in the vehicle control apparatus described in Patent Literature 1, the travel of each section of the travel route is considered in consideration of the energy balance of the entire travel route so that the remaining amount of the battery as the secondary battery becomes zero at the destination. The mode is set. However, if the prediction is lost due to changes in traffic flow, etc., and the remaining battery capacity decreases faster than predicted, the battery will run out in the middle of the section planned for the first mode, giving the driver a sense of discomfort. There is. Therefore, it is conceivable to estimate the decrease of the battery more in consideration of the unexpected prediction, but in that case, the remaining amount of the battery may not become zero at the destination.

  Such a problem is generally a common problem in an apparatus or a method for assigning a travel mode to a vehicle having a plurality of travel modes with different energy balances.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a movement support apparatus, a movement support method, and these movement support functions that can promote the optimization of battery consumption in a travel route. The object is to provide a driving support system.

Hereinafter, means for achieving the above-described problems and the effects thereof will be described.
A movement support apparatus that solves the above problem is a movement support apparatus that supports movement of a vehicle including an internal combustion engine and a motor as drive sources from a current position to a destination, and divides a travel route from the current position to the destination. For each section, based on the travel load associated with the section, either one of the first mode in which the battery storage amount is not maintained and the second mode in which the battery storage amount is maintained is planned. A planning unit, wherein the planning unit re-plans the travel mode at a predetermined cycle, and the vehicle re-plans the travel mode while the vehicle is traveling in the first mode. The gist of this is that the cycle is shorter than the predetermined cycle.

  A movement support method for solving the above problem is a movement support method for supporting movement of a vehicle including an internal combustion engine and a motor as a drive source from a current location to a destination by using a planning unit. For each section that divides the travel route from the current location to the destination, based on the travel load associated with the section, a first mode that does not maintain the battery storage amount, and a second mode that maintains the battery storage amount When planning one of the driving modes, the driving mode is re-planned at a predetermined cycle, and the driving mode is re-planned while the vehicle is driving in the first mode. The gist of this is that the cycle is shorter than the cycle.

  In the above configuration or method, when the vehicle is traveling in the first mode, the traveling mode is re-planned at a cycle shorter than a predetermined cycle. For this reason, even if the decrease in the remaining amount of the battery changes due to traffic flow or the like, an appropriate travel mode can be newly assigned by changing the travel mode at a cycle shorter than the predetermined cycle. Therefore, it is possible to promote the optimization of battery consumption in the travel route.

  About the movement support apparatus which solves the said subject, it is a movement support apparatus which supports the movement from the present location of a vehicle provided with an internal combustion engine and a motor as a drive source, and the driving | running route from the present location to the destination was divided | segmented For each section, based on the travel load associated with the section, either one of the first mode in which the battery storage amount is not maintained and the second mode in which the battery storage amount is maintained is planned. A planning unit that re-plans the travel mode at a predetermined period, and the vehicle is traveling in the first mode, and the remaining amount of the battery is a battery. The gist of the present invention is that the driving mode replanning is performed in a cycle shorter than the predetermined cycle when the remaining amount is less than the remaining amount threshold value.

  About the movement support method that solves the above problem, a movement support method that uses a planning unit to support movement of a vehicle including an internal combustion engine and a motor as a driving source from a current location to a destination. For each section that divides the travel route from the current location to the destination, based on the travel load associated with the section, a first mode that does not maintain the battery storage amount, and a second mode that maintains the battery storage amount When planning one of the driving modes, the driving mode is re-planned at a predetermined cycle, the vehicle is running in the first mode, and the remaining battery level is low. The gist of the present invention is that the travel mode replanning is performed in a cycle shorter than the predetermined cycle when the amount is less than the remaining amount threshold value which is a determination value of the amount.

  In the above configuration or method, when the vehicle is traveling in the first mode and the remaining amount of the battery is less than the remaining amount threshold, the traveling mode is re-planned at a cycle shorter than a predetermined cycle. For this reason, when the remaining battery level is sufficient, the travel mode is re-planned at a predetermined cycle, and when the remaining battery level is low, the travel mode is re-planned at a cycle shorter than the predetermined cycle. Therefore, the re-planning period is changed only when the influence on the optimization of the battery consumption is large, and this also promotes the optimization of the battery consumption on the travel route.

  A driving support system that solves the above-described problem is a driving assistance system that is selected from a plurality of different driving modes planned in each section that delimits a driving route from a current location to a destination of a vehicle including an internal combustion engine and a motor as drive sources. A driving support system for supporting driving of the vehicle based on a driving mode, wherein the moving support device is configured as a movement supporting device that plans one driving mode selected from the plurality of driving modes in each section of the driving route. The gist is to provide a device.

  According to the above configuration, driving of a vehicle can be supported while promoting optimization of battery consumption on the travel route for a vehicle having a plurality of travel modes.

The block diagram which shows the schematic structure about one Embodiment of a movement assistance apparatus. The flowchart which shows the process sequence about the planning process of the driving mode by the movement assistance apparatus of the embodiment. The flowchart which shows the process sequence about the planning process of the driving mode by the movement assistance apparatus of the embodiment. The flowchart which shows the process sequence about the modification of the planning process of the driving mode by a movement assistance apparatus.

  Hereinafter, with reference to FIGS. 1 to 3, an embodiment embodying a movement support apparatus, a movement support method, and a driving support system will be described. Note that the movement support apparatus, the movement support method, and the driving support system of the present embodiment drive an electric motor that uses a battery made of a secondary battery as a power source, and an internal combustion engine that uses gasoline or other fuel as a power source, respectively. It is applied to the hybrid vehicle as a source.

  As shown in FIG. 1, the vehicle 100 includes, for example, a GPS (Global Positioning System) 101, an in-vehicle camera 102, a millimeter wave radar 103, an acceleration sensor 104, and a vehicle speed sensor 105 as devices for detecting the traveling state of the vehicle 100. Etc. are installed. The GPS 101, the in-vehicle camera 102, the millimeter wave radar 103, the acceleration sensor 104, and the vehicle speed sensor 105 are, for example, a hybrid control apparatus 110 and a navigation control apparatus for the navigation system 120 via an in-vehicle network NW such as a CAN (Controller Area Network). 121 and the engine control device 130. The hybrid control device 110, the navigation control device 121, and the engine control device 130 are so-called ECUs (electronic control devices), and include a small computer having an arithmetic device and a storage device. The hybrid control device 110, the navigation control device 121, and the engine control device 130 can perform various controls by calculating a program and parameters stored in the storage device with an arithmetic device.

  The GPS 101 receives a signal from a GPS satellite and detects the position of the vehicle 100 as, for example, a latitude and longitude based on the received signal from the GPS satellite. Further, the GPS 101 outputs position information that is information indicating the detected position (latitude and longitude) of the vehicle 100. The in-vehicle camera 102 images the surrounding environment of the vehicle 100 and outputs the captured image data. The millimeter wave radar 103 detects an object existing around the vehicle 100 using a millimeter wave band radio wave, and outputs a signal corresponding to the detection result.

  The acceleration sensor 104 detects the acceleration of the vehicle 100 and outputs a signal corresponding to the detected acceleration. The vehicle speed sensor 105 detects the rotational speed of the wheel of the vehicle 100 and outputs a signal corresponding to the detected rotational speed.

  The accelerator sensor 106 detects the amount of operation of the accelerator pedal by the driver, and outputs a signal corresponding to the detected amount of operation of the accelerator pedal. The brake sensor 107 detects the operation amount of the brake pedal by the driver, and outputs a signal corresponding to the detected operation amount of the brake pedal.

  Further, the vehicle 100 is provided with an accelerator actuator 108 that controls the driving state of the internal combustion engine and a brake actuator 109 that controls the brake. The accelerator actuator 108 and the brake actuator 109 are electrically connected to the in-vehicle network NW. The accelerator actuator 108 controls the internal combustion engine based on the control amount of the internal combustion engine calculated by the engine control device 130 according to the detection value of the accelerator sensor 106. The brake actuator 109 controls the brake based on the brake control amount calculated by the engine control device 130 in accordance with the detection value of the brake sensor 107.

  Further, the vehicle 100 is provided with a battery 113 that is a power source of an electric motor that is a drive source, and a battery actuator 112 that controls charging and discharging of the battery 113. The battery actuator 112 is electrically connected to the in-vehicle network NW. The battery actuator 112 manages charging / discharging of the battery 113 and the like. Further, the battery actuator 112 drives the electric motor by controlling the discharge of the battery 113 or charges the battery 113 by regeneration of the electric motor.

  The vehicle 100 is provided with a hybrid control device 110 that controls driving states of the internal combustion engine and the electric motor. The hybrid control device 110 is electrically connected to the battery actuator 112, the accelerator actuator 108, and the brake actuator 109 via the in-vehicle network NW.

  The hybrid control device 110 determines the distribution (output ratio) of the driving force of the internal combustion engine and the electric motor based on the detection results of the acceleration sensor 104, the vehicle speed sensor 105, and the accelerator sensor 106. In particular, the hybrid control device 110 adjusts the remaining amount of the battery 113 that is the remaining amount of energy of the battery 113 by changing the distribution (output ratio) of the driving force of the internal combustion engine and the electric motor. The hybrid control device 110 executes EV travel using the electric motor as a drive source after stopping the internal combustion engine, and HV travel using the internal combustion engine and the electric motor as a drive source.

  The hybrid control device 110 appropriately selects a CD (Charge Depleting) mode that is a mode that consumes the amount of power stored in the battery 113 and a CS (Charge Sustaining) mode that is a mode that maintains the amount of power stored in the battery 113.

  The CD mode is a mode in which the electric power charged in the battery 113 is actively consumed without maintaining the amount of power stored in the battery 113, and is a mode in which EV traveling is prioritized. Hereinafter, this CD mode will be described as an EV mode. Even in the EV mode, the internal combustion engine is driven if the accelerator pedal is greatly depressed and a large amount of traveling power is required.

  The CS mode is a mode in which the charged amount of the battery 113 is maintained within a predetermined range with respect to a reference value. In order to maintain the charged amount, the internal combustion engine is driven as necessary to regenerate the electric motor, and HV traveling. Is a mode that prioritizes. Hereinafter, the CS mode will be described as the HV mode. Even in the HV mode, the internal combustion engine stops if the charged amount of the battery 113 exceeds the reference value. As the reference value for the HV mode, the value of the charged amount when the EV mode is changed to the HV mode or the value of the charged amount necessary for maintaining the performance of the battery 113 is appropriately set.

  The hybrid control device 110 controls the control of the battery actuator 112 related to the discharge of the battery 113 and the control of the internal combustion engine to be calculated by the engine control device 130 based on the distribution of the driving force under the selected EV mode or HV mode. Generate information about quantities. Further, the hybrid control device 110 determines the distribution of the braking force of the brake and the electric motor based on the detection results of the acceleration sensor 104, the vehicle speed sensor 105, and the brake sensor 107. Based on the distribution of the braking force, the hybrid control device 110 generates a control command for the battery actuator 112 related to charging of the battery 113 and information related to a brake control amount calculated by the engine control device 130. That is, the hybrid control device 110 controls charging / discharging of the battery 113 by outputting the generated control command to the battery actuator 112. Thereby, the electric motor using the battery 113 as a power source (power source) is driven by the discharge of the battery 113, or the battery 113 is charged by the regeneration of the electric motor. In addition, the hybrid control device 110 can monitor the execution status of the hybrid control and the charging rate of the battery 113.

  The hybrid control device 110 performs control to switch between the EV mode and the HV mode according to the selection result of the driver of the vehicle 100. Further, the hybrid control device 110 has a function of automatically switching between the EV mode and the HV mode, and information related to the travel load required for travel in each section of the travel route of the vehicle 100 input from the navigation control device 121. Based on the above, control for switching between the EV mode and the HV mode is performed. The traveling load is a load amount per unit distance in the section and is an average load amount required for traveling in the section. On the other hand, the cumulative value of the running load required for completing the section is defined as energy consumption.

  The vehicle 100 also includes a map information database 122 in which map data is registered. Map data is data relating to geography such as roads. In the map data, information on the position such as latitude and longitude is registered, as well as display type data capable of displaying geography. The display type data includes display information such as rivers, lakes, and seas. Moreover, information, such as an intersection name, a road name, a direction name, a direction guide, and facility information, may be registered in the map data.

  In addition, the map information database 122 includes node data that is information related to a node indicating a position on a road, and link data that is information related to a link as a section between two nodes. Nodes are set on roads, such as intersections, traffic lights, points where specific traffic elements such as curves and the number of lanes are changed. The node data includes node position information, road information at the position, and the like. A link is set between two nodes as a section divided by these two nodes. The link data includes information on two nodes, road information on a section of the link, and the like. The travel load can be acquired or calculated from the travel load information included in the link data. The road information of the link section includes information such as a start point position, an end point position, a distance, a route, and undulations. The link data includes cost data including the travel load of the link section, road data including the road type, mark data indicating a specific position, intersection data indicating intersection information, facility data indicating facility information, and the like. Various data are included.

  More specifically, the node data is composed of, for example, a node ID that is an identification number of the node, node coordinates, link IDs of all links connected to the node, a node type indicating a type such as an intersection or a junction, and the like. Also good. The node data may be configured to include data indicating node characteristics such as an image ID which is an identification number of an image representing the node.

  Moreover, link data is comprised by node ID of each node connected to link ID which is a link identification number, link length, a starting point, and an end point, for example. Link data includes data indicating road types such as expressways, toll roads, general roads, urban / suburban roads, mountain roads, tunnels, bridges, and multi-level intersections, as well as road width, number of lanes, and link travel time. In addition, the information includes necessary information among the data indicating the legal speed limit, the road gradient, and the like. Furthermore, the link data is data indicating the average value, maximum value, minimum value, etc. of travel time, travel speed, fuel consumption, power consumption, etc. as travel load information that is a necessary output of the vehicle 100 in each link. It may be configured to include. The amount of power consumption is the amount of power consumed by the electric motor when the vehicle 100 travels in the EV mode. The travel load of the link (section) is acquired or calculated based on such travel load information. The traveling load is an average value in the link (section), and the unit is [kW] or the like. Moreover, the energy consumption as a cumulative value of the travel load required for the completion of each link (section) can be calculated from the travel load and the link length (section length).

  The vehicle 100 is equipped with a navigation system 120 that performs route guidance and the like. The navigation control device 121 of the navigation system 120 acquires the current location (latitude and longitude) of the vehicle 100 from the GPS 101. In addition, when the destination point is set by the driver, the navigation control device 121 specifies the destination point (latitude and longitude). Then, the navigation control device 121 searches for a travel route from the current location of the vehicle 100 to the destination location using the Dijkstra method, for example, with reference to the map information database 122. In addition, the navigation control device 121 calculates, for example, the travel load, travel time, travel speed, fuel consumption, and power consumption on the searched travel route. The navigation control device 121 outputs information indicating the searched travel route, the calculated travel load, travel time, travel speed, fuel consumption, and power consumption to the hybrid control device 110 via the in-vehicle network NW. At the same time, the data is output to the display device 123 including a liquid crystal display or the like provided in the vehicle interior via the in-vehicle network NW.

  In addition, the vehicle 100 is provided with a meter control device 124 that controls a display state of a meter displayed on an instrument panel provided on the dashboard. The meter control device 124 acquires, for example, data indicating the charge / discharge status of the battery 113 from the hybrid control device 110, and displays the energy flow in the vehicle 100, for example, based on the acquired data. The energy flow is an energy flow in the vehicle 100 generated by charging / discharging of the battery 113, driving force / regeneration of the electric motor, and the like. The energy flow may include an energy flow in the vehicle 100 that is generated by the driving force of the internal combustion engine or the like.

  When the travel route is input, the hybrid control device 110 assigns a travel mode to each section of the travel route. The hybrid control device 110 includes a driving support unit 111 that supports assignment of a driving mode according to a driving route. The driving support unit 111 acquires information on a travel route from the navigation control device 121 to the destination point set by the driver. In addition, the driving support unit 111 includes a mode planning unit 111a that performs planning of a driving mode assigned to the section of the acquired driving route. The mode planning unit 111a constitutes a movement support device, and its function is exhibited by a program execution process or the like in the hybrid control device 110. The mode planning unit 111a has a function of planning the travel mode of each section according to the travel load of each section of the travel route in consideration of the energy balance of the entire travel route.

  In general, it tends to be more efficient to apply travel by an electric motor to a section with a small travel load, and it tends to be more efficient to apply travel by an internal combustion engine to a section with a large travel load. Therefore, the hybrid control device 110 assigns the EV mode to a section with a small traveling load, and assigns the HV mode to a section with a large traveling load.

  The mode planning unit 111a compares the traveling loads in the plurality of target sections and assigns the EV mode in order from the lowest section. Further, the mode planning unit 111a adds up the energy consumption of the section to which the EV mode is assigned and subtracts it from the remaining energy of the battery 113. Then, the mode planning unit 111a continues to assign the EV mode to each section so that the accumulated energy consumption does not exceed the remaining amount of energy of the battery 113. Thereby, the mode planning unit 111a assigns the EV mode to a section having a relatively low traveling load among the sections of the traveling route. Further, the mode planning unit 111a assigns the HV mode to the section where the EV mode is not assigned.

  By the way, the mode planning unit 111a plans the travel mode of each section of the travel route in consideration of the energy balance of the entire travel route so that the remaining amount of the battery 113 becomes zero at the destination. However, when the prediction is lost due to a change in traffic flow or the like and the remaining amount of the battery 113 decreases earlier than the prediction, the battery runs out in the middle of the section planned for the EV mode, which may give the driver a sense of incongruity. is there. Therefore, the mode planning unit 111a re-plans the travel mode at a predetermined period (for example, 1 minute period). When the vehicle 100 travels in the EV mode, the re-plan of the travel mode is performed at a predetermined period. Are also performed in a short cycle (for example, a cycle of 30 seconds).

  The mode planning unit 111a performs re-planning at a predetermined planning cycle (normal planning cycle) while the vehicle 100 is traveling in the HV mode, and is longer than the normal planning cycle while the vehicle 100 is traveling in the EV mode. Replan in a short cycle. That is, in this way, when the EV mode in which the remaining amount of the battery 113 is varied is re-planned in a short cycle, it is possible to promote the appropriate consumption of the battery 113 in the travel route.

  The mode planning unit 111a also outputs the travel mode planned for each section of the travel route as described above to the display device 123, and causes the display device 123 to display the planned travel mode of the traveled section.

  The hybrid control device 110 specifies the currently traveling section, in other words, the current section by appropriately acquiring the current traveling position information, and the vehicle 100 operates in the traveling mode planned for the identified section. I try to run. That is, every time the travel route of the vehicle 100 changes, the hybrid control device 110 switches the travel mode of the vehicle 100 to the EV mode or the HV mode assigned to the section. As a result, the vehicle 100 travels in the travel mode planned for the currently traveling section (current section).

  Next, the travel mode planning process by the mode planning unit 111a of the driving support unit 111 will be described with reference to FIGS. Each time the travel route is transmitted from the navigation control device 121, the driving support unit 111 plans a travel mode for each section of the travel route. In addition, the mode planning unit 111a performs the driving mode planning again every planning cycle.

  As shown in FIG. 2, when the destination point is set by the navigation control device 121, the driving support unit 111 acquires route information for all sections in the travel route (step S11). Then, the driving support unit 111 sets the elapsed time t = 0 (step S12).

  The driving support unit 111 determines whether it is in a supportable state (step S13). That is, since the mode planning unit 111a can support driving in the EV mode if the remaining amount of the battery 113 remains, it is determined whether or not the remaining amount of the battery 113 is larger than a predetermined value for determining that the battery runs out. to decide. If the driving support unit 111 determines that the remaining state of the battery 113 is not in a supportable state (step S13: NO), the driving support unit 111 ends the mode planning process.

  In addition, when the driving support unit 111 determines that the remaining state of the battery 113 is in a supportable state (step S13: YES), the driving support unit 111 calculates the total energy Esum of all the sections of the travel route ( Step S14). The driving support unit 111 determines whether or not the sum Esum of energy consumption in all sections of the travel route is larger than the remaining amount of the battery 113 (step S15). That is, the mode planning unit 111a determines whether or not all sections of the travel route can travel in the EV mode. When the driving support unit 111 determines that the sum Esum of the energy consumption of all sections of the travel route is not larger than the remaining amount of the battery 113 (step S15: NO), the EV mode is set to all sections of the travel route. Is assigned (step S28).

  On the other hand, when the driving support unit 111 determines that the sum Esum of the energy consumption of all the sections of the travel route is larger than the remaining amount of the battery 113 (step S15: YES), the driving support unit 111 determines the travel load of each section of the travel route. In comparison, the sections are rearranged in descending order of travel load (step S16).

  The driving support unit 111 sets the sections rearranged in descending order of travel load as sections n = 1 to n, section n = 1, and energy consumption E = 0 (step S17). The driving support unit 111 calculates the sum of energy consumption (E = E + En) up to the section n (step S18).

  Next, the driving support unit 111 determines whether the sum E of energy consumption in the section up to the section n is larger than the remaining amount of the battery 113 (step S19). When the driving support unit 111 determines that the sum E of energy consumption in the section up to the section n is less than or equal to the remaining amount of the battery 113 (step S19: NO), n = n + 1 to add one section. (Step S27).

  In addition, when the driving support unit 111 determines that the sum E of energy consumption in the section up to the section n is larger than the remaining amount of the battery 113 (step S19: YES), 1 to n after the rearrangement. Is set to the EV mode (step S20). Then, the driving support unit 111 assigns a travel mode to each section of the travel route (step S21).

  Subsequently, the driving support unit 111 determines whether or not the current travel mode is the EV mode (step S22). That is, the mode planner 111a consumes the battery 113 and determines whether or not the EV mode is a travel mode in which the remaining amount of the battery 113 varies. When the mode planning unit 111a determines that the current travel mode is not the EV mode (step S22: NO), the mode planning unit 111a sets the plan cycle T, which is the plan interval of the travel mode, to “β” (step S29). ). “Β” is a normal planning cycle and corresponds to a predetermined planning cycle, for example, 1 minute.

  On the other hand, when the mode planning unit 111a determines that the current traveling mode is the EV mode (step S22: YES), the mode planning unit 111a sets the planning period T of the traveling mode to “α” (step S23). “Α” is a cycle shorter than the normal planned cycle (α <β), and is, for example, 30 seconds.

  The driving support unit 111 adds the calculation period to the elapsed time t, and calculates the elapsed time t after the end of the calculation (step S24). Here, the calculation cycle is the time from the start of the process in step S24 to the start of the next mode planning process, and is, for example, 8 milliseconds.

  Subsequently, the driving support unit 111 determines whether or not the elapsed time t calculated in step S24 is smaller than the planned period T (step S25). That is, the mode planning unit 111a determines whether or not the elapsed time t has passed the planning period T. When the driving support unit 111 determines that the elapsed time t is not smaller than the planned cycle T, that is, the planned cycle T has elapsed (step S25: NO), the driving support unit 111 proceeds to step S12 and proceeds to the next driving mode. Plan.

  On the other hand, when the driving support unit 111 determines that the elapsed time t is smaller than the planned cycle T, that is, the planned cycle T has not elapsed (step S25: YES), whether or not the driving support unit 111 is in a supportable state. Judgment is made (step S26). That is, if the mode planning unit 111a is in a supportable state in which the remaining amount of the battery 113 remains (step S26: YES), the mode planning unit 111a proceeds to step S22 to continue the driving support in the EV mode, and the current driving The mode is checked again, and the process is repeated until the elapsed time t reaches the planned period T. Then, when the elapsed time t reaches the planning cycle T, the mode planning unit 111a proceeds to step S12 to plan the next traveling mode. On the other hand, if the mode planning unit 111a is in an unsupportable state in which the remaining amount of the battery 113 does not remain (step S26: NO), the mode planning process ends.

  In the present embodiment, the re-planning of the travel mode is performed at the plan cycle T = β as described above. However, when the vehicle 100 travels in the EV mode, the re-planning of the travel mode is shorter than the plan cycle T = β. This is performed at the planning cycle T = α. Thus, in the EV mode in which the remaining amount of the battery 113 fluctuates, the travel mode is re-planned with a short plan cycle T = α <β, so that it is possible to promote optimization of the consumption of the battery 113 in the travel route. .

As described above, according to this embodiment, the following effects can be obtained.
(1) When the traveling mode is traveling in the EV mode, re-planning is performed with a planning cycle T = α shorter than a predetermined planning cycle T = β. For this reason, even if the decrease in the remaining amount of the battery 113 is changed due to traffic flow or the like, it is possible to change the driving mode with a plan cycle T = α <β shorter than the predetermined plan cycle T = β. New driving modes can be newly assigned. Therefore, optimization of consumption of the battery 113 in the travel route can be promoted.

In addition, the said embodiment can be implemented with the following forms which changed this suitably.
As shown in FIG. 4 as a diagram instead of FIG. 3, when the traveling mode is traveling in the EV mode and the remaining amount of the battery 113 is less than the remaining amount threshold value X, it is shorter than a predetermined planned cycle T = β. Re-planning may be performed at the planning cycle T = α. That is, following step S21, the driving support unit 111 determines whether or not the remaining amount of the battery 113 is less than the remaining amount threshold value X (step S30). When the driving support unit 111 determines that the remaining amount of the battery 113 is greater than or equal to the remaining amount threshold value X (step S30: NO), the driving cycle 111 sets the planned cycle T to “β” (step S29). When the driving support unit 111 determines that the remaining amount of the battery 113 is less than the remaining amount threshold value X (step S30: YES), the driving support unit 111 proceeds to step S22 and the current driving mode is the EV mode. (Step S22: YES), the planning cycle T is set to “α” (Step S23). Therefore, even if the current travel mode is the EV mode, if the remaining amount of the battery 113 is equal to or greater than the remaining amount threshold value X, the planned cycle T becomes the normal planned cycle β. As a result, the re-planning period is changed only when there is a great influence on the optimization of the consumption of the battery 113, and this also promotes the optimization of the consumption of the battery 113 in the travel route.

  -In above-mentioned embodiment, the vehicle-mounted network NW illustrated about the case where it is CAN. However, the present invention is not limited to this, and the in-vehicle network NW may be Ethernet (registered trademark), Flexray (registered trademark), IEEE 1394 (FireWire (registered trademark)) as long as the connected ECU or the like is communicably connected. ))) Or other networks. Moreover, CAN may be comprised and these networks may be combined and comprised. Thereby, the freedom degree of a structure is improved about the vehicle in which a movement assistance apparatus is used.

In the above embodiment, the GPS 101 is connected to the navigation control device 121 via the in-vehicle network NW, but the GPS 101 may be directly connected to the navigation control device 121.
-In above-mentioned embodiment, it illustrated about the case where the navigation system 120 and the driving assistance part 111 are separate structures. However, the present invention is not limited to this, and the navigation system and the driving support unit may be provided in the same device. Thereby, the freedom degree of a structure of a movement assistance apparatus is improved.

  -In above-mentioned embodiment, the case where the hybrid control apparatus 110 and the driving assistance part 111 were provided in the same apparatus was illustrated. However, the present invention is not limited to this, and the hybrid control device and the driving support unit may be provided in separate devices. Thereby, the freedom degree of a structure of a movement assistance apparatus is improved.

  -In above-mentioned embodiment, it illustrated about the case where each apparatus, such as the navigation system 120 and the display apparatus 123, was provided in the vehicle 100 integrally. However, the present invention is not limited to this, and each device such as a navigation system and a display device is connected to a portable information processing device such as a mobile phone or a smartphone as a whole or one of their functions as long as they can be connected to each other. It may be used as a part. Thereby, the design flexibility of the movement support apparatus can be expanded.

  In the above embodiment, the case where the driving support unit 111, the navigation system 120, the map information database 122, and the like are mounted on the vehicle 100 is illustrated. However, the present invention is not limited thereto, and some functions such as a driving support unit, a navigation system, and a map information database may be provided in an information processing apparatus outside the vehicle, or may be provided in a portable information processing apparatus. The information processing apparatus outside the vehicle includes an information processing center, and the portable information processing apparatus includes a mobile phone and a smartphone. In the case of an information processing apparatus outside the vehicle, information may be exchanged via a wireless communication line or the like. If it is a portable information processing apparatus, it may be connected to an in-vehicle network, may be connected by short-range communication, or may exchange information via a wireless communication line. Thereby, the design flexibility of the movement support apparatus can be expanded.

  -In above-mentioned embodiment, the case where the driving | running | working load of the area in a driving | running route was acquired or calculated from the information contained in a map information database was illustrated. However, the present invention is not limited to this, and the travel load of a section in the travel route may be acquired or calculated from a learning database. For example, if the route has traveled before, the travel load stored in the learning database and previously traveled on the route can be used. Thereby, the design flexibility of the movement support apparatus can be expanded.

  In the above embodiment, the case where the driving mode is assigned by the driving support unit 111 is illustrated. However, the present invention is not limited to this, and the driving mode may be assigned by a navigation control device or the like. Thereby, the design flexibility of the movement support apparatus can be expanded.

  In the above-described embodiment, the case where the assignment of the travel mode is executed mainly when the position of the vehicle 100 is the current position is exemplified. However, the assignment of the travel mode may be performed while the vehicle is moving to the destination point. It may also be executed at this point. Then, for execution at any point, it is possible to assign an appropriate travel mode to all sections of the travel route. Thereby, the design flexibility of the movement support apparatus can be expanded.

  DESCRIPTION OF SYMBOLS 100 ... Vehicle, 101 ... GPS, 102 ... Car-mounted camera, 103 ... Millimeter wave radar, 104 ... Acceleration sensor, 105 ... Vehicle speed sensor, 106 ... Accelerator sensor, 107 ... Brake sensor, 108 ... Accelerator actuator, 109 ... Brake actuator, 110 DESCRIPTION OF SYMBOLS ... Hybrid control apparatus, 111 ... Driving support part, 111a ... Mode planning part, 112 ... Battery actuator, 113 ... Battery, 120 ... Navigation system, 121 ... Navigation control apparatus, 122 ... Map information database, 123 ... Display apparatus, 124 ... Meter control device, NW ... in-vehicle network, T, α, β ... plan cycle, t ... elapsed time.

Claims (5)

A movement support device for supporting movement of a vehicle including an internal combustion engine and a motor as drive sources from a current location to a destination,
For each section that divides the travel route from the current location to the destination, based on the travel load associated with the section, a first mode that does not maintain the battery storage amount, and a second mode that maintains the battery storage amount With a planning section to plan any driving mode with mode,
The planning unit performs re-planning of the travel mode at a predetermined cycle, and when the vehicle is traveling in the first mode, the re-planning of the travel mode is performed more than the predetermined cycle. A movement support apparatus characterized by being performed in a short cycle. A movement support device for supporting movement of a vehicle including an internal combustion engine and a motor as drive sources from a current location to a destination,
For each section that divides the travel route from the current location to the destination, based on the travel load associated with the section, a first mode that does not maintain the battery storage amount, and a second mode that maintains the battery storage amount With a planning section to plan any driving mode with mode,
The planning unit re-plans the travel mode at a predetermined cycle, and the vehicle is traveling in the first mode, and the remaining battery level is a determination value of the remaining battery level. When it is less than the remaining amount threshold value, the travel mode re-planning is performed in a cycle shorter than the predetermined cycle. A movement support method for supporting movement of a vehicle including an internal combustion engine and a motor as drive sources from a current location to a destination using a planning unit,
For each section obtained by dividing the travel route from the current location to the destination by the planning unit, based on the travel load associated with the section, the first mode in which the battery storage amount is not maintained, and the battery storage amount In planning any one of the travel modes with the second mode to be maintained, the travel mode is re-planned at a predetermined cycle, and when the vehicle is traveling in the first mode, A movement support method, wherein replanning is performed at a cycle shorter than the predetermined cycle. A movement support method for supporting movement of a vehicle including an internal combustion engine and a motor as drive sources from a current location to a destination using a planning unit,
For each section obtained by dividing the travel route from the current location to the destination by the planning unit, based on the travel load associated with the section, the first mode in which the battery storage amount is not maintained, and the battery storage amount In planning one of the travel modes with the second mode to be maintained, the travel mode is re-planned at a predetermined cycle, the vehicle is traveling in the first mode, and the battery When the remaining amount is less than a remaining amount threshold value that is a determination value of the remaining amount of battery, the travel mode replanning is performed in a cycle shorter than the predetermined cycle. The vehicle is operated based on one traveling mode selected from a plurality of different traveling modes planned in each section obtained by dividing the traveling route from the current location to the destination of the vehicle having an internal combustion engine and a motor as drive sources. A driving support system to assist,
A driving support system comprising the movement supporting device according to claim 1 or 2 as a movement supporting device that plans one driving mode selected from the plurality of driving modes in each section of the driving route.

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