Patent Publication Number: US-2022234567-A1

Title: Vehicle control device and vehicle control method

Description:
FIELD 
     The present disclosure relates to a vehicle control device and vehicle control method. 
     BACKGROUND 
     Japanese Unexamined Patent Publication No. 2019-151316 discloses a conventional control device of a vehicle configured so as to prepare a driving plan dividing a projected route from a starting point to a destination into a plurality of sections and classifying the sections into EV sections for driving in the EV mode and HV sections for driving in the HV mode. 
     SUMMARY 
     In recent years, from the viewpoint of prevention of air pollution, from the viewpoint of noise prevention, and from other viewpoints, an increasing number of countries have established restricted regions restricting operation of internal combustion engines. Inside a restricted region, operation of internal combustion engines is restricted, so, for example, in the case of a hybrid vehicle, inside a restricted region, it is basically necessary to drive in the EV mode. However, conventional control devices of vehicles explained above have prepared driving plans without considering such restricted regions. For this reason, they were liable to end up preparing driving plans running through the insides of restricted regions in the HV mode and as a result driving as in the driving plan was liable to become impossible. 
     The present disclosure was made focusing on such a problem and has as its object to prepare a suitable driving plan considering restricted regions. 
     To solve the above problem, according to one aspect of the present disclosure, there is provided a vehicle control device for controlling a vehicle equipped with an internal combustion engine, rotating electric machine, and battery. The vehicle control device according to this aspect is provided with a driving plan preparation part for preparing a driving plan dividing a scheduled driving route up to a destination of the vehicle into a plurality of driving sections and setting which driving mode the driving sections should be driven in between an EV mode stopping the operation of the internal combustion engine and driving by the drive power of the rotating electric machine and an HV mode running by drive power of the internal combustion engine and the drive power of the rotating electric machine and a drive power control part for controlling the internal combustion engine and rotating electric machine based on the driving plan, the driving plan preparation part configured so that, when driving sections are present inside a restricted region, it extracts as a restricted driving section from among driving sections present inside the restricted region a driving section through which it is projected the vehicle will be driven in a restricted time period in which operation of internal combustion engines is restricted and prepares a driving plan able to drive through the restricted driving section in the EV mode. 
     Further, according to another aspect of the present disclosure, there is provided a vehicle control device for controlling a vehicle equipped with an internal combustion engine configured to be able to burn hydrogen fuel in part of the cylinders and able to burn a fossil fuel in the remaining cylinders. The vehicle control device according to the present aspect comprises a driving plan preparation part for preparing a driving plan dividing a scheduled driving route up to a destination of the vehicle into a plurality of driving sections and setting which driving mode the driving sections should be driven in between a first mode running by burning only hydrogen fuel or a second mode running by burning at least fossil fuel and a drive power control part for controlling the internal combustion engine based on the driving plan, the driving plan preparation part configured so that, when driving sections are present inside a restricted region, it extracts as a restricted driving section from among driving sections present inside the restricted region a driving section through which it is projected that the vehicle will be driven in a restricted time period in which burning fossil fuel to operate internal combustion engines is restricted and prepares a driving plan able to drive through the restricted driving section in the first mode. 
     Further, according to another aspect of the present disclosure, there is provided a vehicle control method for controlling a vehicle equipped with an internal combustion engine, rotating electric machine, and battery. The vehicle control method according to the present aspect includes a step of dividing a scheduled driving route up to a destination of the vehicle into a plurality of driving sections and setting which driving mode the driving sections should be driven in between an EV mode stopping the operation of the internal combustion engine and driving by the drive power of the rotating electric machine and an HV mode running by drive power of the internal combustion engine and the drive power of the rotating electric machine. This step further includes a step of judging if driving sections are present inside a restricted region, a step where, when driving sections are present inside a restricted region, it extracts as a restricted driving section from among driving sections present inside the restricted region a driving section through which it is projected the vehicle will be driven in a restricted time period in which operation of internal combustion engines is restricted, and a step of setting the driving mode of the restricted driving section to the EV mode. 
     According to these aspects of the present disclosure, it is possible to prepare a suitable driving plan considering restricted regions. 
    
    
     
       BRIEF DESCRIPTION OF DRAWINGS 
         FIG. 1  is a schematic view of the configuration of a vehicle control system according to a first embodiment of the present disclosure. 
         FIG. 2  is a view explaining a restricted region. 
         FIG. 3  is a schematic view of the configuration of a vehicle according to the first embodiment of the present disclosure. 
         FIG. 4  is a schematic view of the configuration of a hybrid system. 
         FIG. 5  is a view showing a relationship of an amount of battery electric power and a switching load. 
         FIG. 6A  is a view showing one example of a driving plan. 
         FIG. 6B  is a view explaining problems in the case of preparing a driving plan without considering restricted regions. 
         FIG. 7  is a flow chart explaining control for acquiring restricted region information. 
         FIG. 8A  is a flow chart explaining control for preparing a driving plan. 
         FIG. 8B  is a flow chart explaining details of processing for preparation of a first driving plan according to the first embodiment of the present disclosure. 
         FIG. 8C  is a flow chart explaining details of processing for preparation of a second driving plan according to the first embodiment of the present disclosure. 
         FIG. 9A  is a flow chart explaining details of processing for preparation of a first driving plan according to a second embodiment of the present disclosure. 
         FIG. 9B  is a flow chart explaining details of processing for setting an amount of available battery electric power according to the second embodiment of the present disclosure worked during the first driving plan processing. 
         FIG. 10A  is a flow chart explaining details of processing for preparation of a second driving plan according to the second embodiment of the present disclosure. 
         FIG. 10B  is a flow chart explaining details of processing for setting an amount of available battery electric power according to the second embodiment of the present disclosure worked during the second driving plan processing. 
         FIG. 11  is a flow chart explaining details of processing for setting an amount of available battery electric power according to a third embodiment of the present disclosure worked during the first driving plan processing. 
         FIG. 12  is a flow chart explaining details of processing for setting an amount of available battery electric power according to the third embodiment of the present disclosure worked during the second driving plan processing. 
         FIG. 13  is a flow chart explaining control for searching for an alternative driving route according to a fourth embodiment of the present disclosure. 
         FIG. 14  is a flow chart explaining control for searching for an alternative driving route according to a fifth embodiment of the present disclosure. 
         FIG. 15  is a flow chart explaining control for providing information according to a sixth embodiment of the present disclosure. 
         FIG. 16  is a flow chart explaining control for escaping from a temporary restricted region according to a seventh embodiment of the present disclosure. 
         FIG. 17  is a flow chart explaining control for operating an internal combustion engine according to an eighth embodiment of the present disclosure. 
         FIG. 18  is a schematic view of the configuration according to a ninth embodiment of the present disclosure. 
         FIG. 19A  is a flow chart explaining processing for preparation of a first driving plan according to a ninth embodiment of the present disclosure. 
         FIG. 19B  is a flow chart explaining processing for preparation of a second driving plan according to the ninth embodiment of the present disclosure. 
     
    
    
     DESCRIPTION OF EMBODIMENTS 
     Below, embodiments of the present disclosure will be explained in detail with reference to the drawings. Note that, in the following explanation, similar component elements will be assigned the same reference numerals. 
     First Embodiment 
       FIG. 1  is a schematic view of the configuration of a vehicle control system  100  according to a first embodiment of the present disclosure. 
     As shown in  FIG. 1 , the vehicle control system  100  according to the present embodiment is provided with a server  1  and a vehicle  2 . 
     The server  1  is provided with a server communication part  11 , server storage part  12 , and server processing part  13 . 
     The server communication part  11  has a communication interface circuit for connecting the server  1  through for example a gateway etc. to a network  3  and is configured to be able to communicate with the vehicle  2 . 
     The server storage part  12  has an HDD (hard disk drive), optical recording medium, semiconductor memory, or other storage medium and stores the various types of computer programs and data etc. used for the processing at the server processing part  13 . 
     In the present embodiment, the server storage part  12  stores at least information relating to restricted regions established at different places in a country (information relating to later explained boundaries GF or restricted time periods etc.). A “restricted region” is a region in which operation of internal combustion engines is restricted from the viewpoint of prevention of air pollution, the viewpoint of noise prevention, or other viewpoints. If simply explaining a restricted region while referring to  FIG. 2 ,  FIG. 2  shows the boundary GF between the inside and outside of the restricted region and road positions Kd, Ke, Kf, Kg on the boundary GF. 
     In  FIG. 2 , the inside of the boundary GF is the restricted region. If this restricted region is for example a restricted region of a variable time period type established only for a predetermined restricted time period, operation of internal combustion engines inside the restricted region is restricted for only the restricted time period while operation of internal combustion engines is allowed in the nonrestricted time period. The restricted time period is, for example, set in units of hours, days, weeks, months, years, days of the week, etc. On the other hand, if the restricted region shown in  FIG. 2  is a fixed type restricted region in which no restricted time period is particularly established, operation of internal combustion engines is restricted at all times inside the restricted region. 
     At the road positions Kd, Ke, Kf, Kg on the boundary GF, for example, gates are provided. In the present embodiment, if the vehicle  2  passes through a gate and enters inside a restricted region, a signal notifying the vehicle  2  that it has entered the restricted region from the gate is sent. Further, if the vehicle  2  receives this signal and recognizes that the host vehicle has entered inside the restricted region, it automatically restricts operation of the internal combustion engine mounted in the host vehicle (for example, if the vehicle  2  is a hybrid vehicle, the driving mode is automatically made the EV mode). 
     Returning to  FIG. 1 , the server processing part  13  has one or more processors and their peripheral circuits. The server processing part  13  runs various computer programs stored in the server storage part  12  and comprehensively controls the overall operation of the server  1  and is, for example, a CPU (central processing unit). 
       FIG. 3  is a schematic view of the configuration of the vehicle  2 . 
     The vehicle  2  according to the present embodiment is a hybrid vehicle which is, as shown in  FIG. 3 , provided with an electronic control unit  20 , hybrid system  21 , GPS receiving device  22 , map information storage device  23 , communication device  24 , HMI (human machine interface) device  25 , navigation device  26 , outside information receiving device  27  and an SOC sensor  28   a  or load sensor  28   b , vehicle speed sensor  28   c , and other various sensors  28 . The hybrid system  21 , GPS receiving device  22 , map information storage device  23 , communication device  24 , HMI device  25 , navigation device  26 , outside information receiving device  27 , and various sensors  28  are connected with the electronic control unit  20  through an internal vehicle network  29  based on the CAN (Controller Area Network) or other standard. 
     The hybrid system  21  is configured to be able to generate the drive power necessary for making the vehicle  2  run and transmit that drive power to the driving wheels. Details of the hybrid system  21  will be explained with reference to  FIG. 4 . 
       FIG. 4  is a schematic view of the configuration of the hybrid system  21  according to the present embodiment. The hybrid system  21  according to the present embodiment is a so-called series-parallel type of hybrid system, but may also be a series type, parallel type, or other type of hybrid system. 
     As shown in  FIG. 4 , the hybrid system  21  according to the present embodiment is provided with an internal combustion engine  211 , drive power splitting mechanism  212 , first rotating electric machine  213  used mainly as a generator, second rotating electric machine  214  used mainly as a motor, battery  215 , and power control unit (below, referred to as a “PCU”)  216 . 
     The internal combustion engine  211  burns fuel inside the cylinders formed at the inside and generates drive power for making an engine output shaft coupled with the drive power splitting mechanism  212  rotate. Note that, the internal combustion engine  211  according to the present embodiment is a gasoline engine burning gasoline fuel to generate drive power. 
     The drive power splitting mechanism  212  is a known planetary gear mechanism dividing the drive power of the internal combustion engine  211  into the two systems of drive power for making the driving wheels turn and drive power for driving regenerative operation of the first rotating electric machine  213 . 
     The first rotating electric machine  213  is, for example, a three-phase alternating current synchronous type of motor-generator and has a function as a motor receiving the supply of electric power from the battery  215  to drive a power operation and a function as a generator receiving drive power of the internal combustion engine  211  to drive a regenerative operation. In the present embodiment, the first rotating electric machine  213  is mainly used as a generator and generates the electric power required for charging the battery  215  and the electric power required for driving regenerative operation of the second rotating electric machine  214 . Further, it is used as a motor when making the engine output shaft rotate for cranking at the time of startup of the internal combustion engine  211  and performs the role of a starter. 
     The second rotating electric machine  214  is, for example, a three-phase alternating current synchronous type of motor-generator and has a function as a motor receiving the supply of electric power from the battery  215  to drive a power operation and a function as a generator receiving drive power from the driving wheels to drive a regenerative operation at the time of deceleration of the vehicle  2 . In the present embodiment, the second rotating electric machine  214  is mainly used as a motor and generates the drive power for making the driving wheels rotate. 
     The battery  215  is, for example, a nickel cadmium storage battery or nickel hydrogen storage battery, lithium ion battery, or other rechargeable secondary battery. The battery  215  is electrically connected through the PCU  216  to the first rotating electric machine  213  and the second rotating electric machine  214  so as to be able to supply the charged electric power of the battery  215  to the first rotating electric machine  213  and the second rotating electric machine  214  to drive a power operation and, further, so as to be able to charge the battery  215  with generated electric power of the first rotating electric machine  213  and the second rotating electric machine  214 . 
     Further, the battery  215  according to the present embodiment is configured to be able to be electrically connected at the home or a charging station etc. through a charging control circuit  217  and charging lid  218  to an outside power source so as to enable charging from the outside power source. The charging control circuit  217  is an electrical circuit which can convert the alternating current supplied from the outside power source to a direct current and boost the input voltage to the battery voltage to charge the electric power of the outside power source at the battery  215  based on control signals from the electronic control unit  20 . 
     The PCU  216  is provided with an inverter and boost converter and is controlled in operation by the electronic control unit  20 . Specifically, when the rotating electric machines  213  and  214  are used as motors, the operation of the PCU  216  is controlled by the electronic control unit  20  so that the electric power required for driving the rotating electric machines  213  and  214  is supplied from the battery  215  to the rotating electric machines  213  and  214 . Further, when using the rotating electric machines  213  and  214  as generators, the operation of the PCU  216  is controlled by the electronic control unit  20  so that the electric power generated by the rotating electric machines  213  and  214  is supplied to the battery  215 . 
     Returning to  FIG. 3 , the GPS receiving device  22  receives radio waves from satellites to identify the latitude and longitude of the hybrid vehicle  2  and detect the current position of the vehicle  2 . 
     The map information storage device  23  stores position information of the roads, information on the road shapes (for example, the road grades, curves or straight sections, curvature of curves, etc.), position information of intersections and branch points, road types, speed limits, and other map information. 
     The communication device  24  is a vehicle-mounted terminal having a wireless communication function. The communication device  24  accesses a wireless base station  4  (see  FIG. 1 ) connected with a network  3  (see  FIG. 1 ) through a not shown gateway etc. to be connected through the wireless base station  4  with the network  3 . Due to this, two-way communication with the server  1  is performed. 
     The HMI device  25  is an interface for transfer of information with the vehicle occupants. The HMI device  25  according to the present embodiment is provided with a display and speaker for providing the vehicle occupants with various types of information and a touch panel for a vehicle occupant to operate to enter information. The HMI device  25  sends the input information which was inputted by the vehicle occupant (for example, the destination, waypoints, and other information) to the electronic control unit  20  and the navigation device  26 . Further, when receiving various types of information from the electronic control unit  20  or navigation device  26 , outside information receiving device  27 , etc., the HMI device  25  displays the received information on the display etc. to provide it to the vehicle occupants. 
     The navigation device  26  is a device guiding the vehicle  2  until a destination set by a vehicle occupant through the HMI device  25 . The navigation device  26  sets the scheduled driving route from the current position to the destination based on the current position information of the vehicle  2  and the map information and sends information relating to the set scheduled driving route as navigation information to the electronic control unit  20  or the HMI device  25 . 
     The outside information receiving device  27 , for example, receives outside information sent from a road traffic information communication system center or other outside communication center. The outside information is, for example, congestion information or accident information or other road traffic information or meteorological information (rain or snow, fog, wind speed, temperature, humidity, or other information) etc. The outside information receiving device  27  sends the received outside information to the electronic control unit  20 . 
     The SOC sensor  28   a  detects the amount of electric power Wn[kWh] of the current charged in the battery  215  (below, referred to as the “amount of battery electric power”). The load sensor  28   b  detects an output voltage proportional to the amount of depression of the accelerator pedal as a parameter corresponding to the driving load. The vehicle speed sensor  28   c  detects the speed of the vehicle  2 . 
     The electronic control unit  20  is provided with an internal vehicle communication interface  201 , vehicle storage part  202 , and vehicle processing part  203 . The internal vehicle communication interface  201 , the vehicle storage part  202 , and the vehicle processing part  203  are connected to each other through signal wires. 
     The internal vehicle communication interface  201  is a communication interface circuit for connecting the electronic control unit  20  to an internal vehicle network  29  based on the CAN (Controller Area Network) or other standard. 
     The vehicle storage part  202  has an HDD (hard disk drive) or optical recording medium, semiconductor memory, or other storage medium and stores various types of computer programs or data etc. used for processing at the vehicle processing part  203 . 
     The vehicle processing part  203  has one or more processors and their peripheral circuits. The vehicle processing part  203  runs computer programs stored at the vehicle storage part  202  to comprehensively control the vehicle  2  and is, for example, a CPU. Below, the content of the control relating to mainly the preparation of a driving plan in the various control of the vehicle  2  performed by the vehicle processing part  203  and in turn the electronic control unit  20  will be explained. 
     The electronic control unit  20  switches the driving mode to either the EV (electric vehicle) mode or HV (hybrid vehicle) mode to make the vehicle  2  run. 
     The EV mode is a mode where the electric power of the battery  215  is utilized with priority so as to drive a power operation of the second rotating electric machine  214  to consume the electric power of the battery  215  and transmits the drive power of the second rotating electric machine  214  to the driving wheels to make the vehicle  2  run. Therefore, the EV mode is sometimes also called a “CD (charge depleting) mode”. 
     When the driving mode is the EV mode, the electronic control unit  20  basically uses the electric power of the battery  215  in a state making the internal combustion engine  211  stop to drive a power operation of the second rotating electric machine  214  and makes the driving wheels rotate to make the vehicle  2  run by only the drive power of the second rotating electric machine  214 . 
     On the other hand, the HV mode is a mode where the outputs of the internal combustion engine  211  and the second rotating electric machine  214  are controlled to make the vehicle  2  run so that the amount of battery electric power is maintained at the amount of electric power when switched to the HV mode (below, referred to as the “amount of sustained electric power”). Therefore, the HV mode is sometimes referred to as the “CS (charge sustaining) mode”. 
     When the driving mode is the HV mode, if the driving load is less than a predetermined switching load where the driving load changes in accordance with the amount of battery electric power shown in  FIG. 5 , in the same way as the above-mentioned EV mode, the electronic control unit  20  uses the electric power of the battery  215  in a state making the internal combustion engine  211  stop to drive a power operation of the second rotating electric machine  214  and makes the driving wheels rotate to make the vehicle  2  run by only the drive power of the second rotating electric machine  214 . Note that the electronic control unit  20 , as shown in  FIG. 5 , makes the switching load change in accordance with the amount of battery electric power so that the switching load becomes smaller the smaller the amount of battery electric power. 
     Further, if the driving load becomes greater than or equal to the switching load, the electronic control unit  20  splits the drive power of the internal combustion engine  211  by the drive power splitting mechanism  212  into two systems, transmits one split drive power of the internal combustion engine  211  to the driving wheels, and uses the other drive power to drive regenerative operation of the first rotating electric machine  213 . Further, while using the generated electric power of the first rotating electric machine  213  to drive power operation of the second rotating electric machine  214 , in accordance with need, part of the generated electric power is supplied to the battery  215  to charge the battery and, in addition to part of the drive power of the internal combustion engine  211 , the drive power of the second rotating electric machine  214  is transmitted to the driving wheels to make the vehicle  2  run. 
     The internal combustion engine  211  tends to become poorer in heat efficiency the lower the engine load. For this reason, to keep down the amount of consumption of fuel, for example, the greater the number of traffic lights in the driving section or the greater the amount of traffic and the more easily congestion occurs in the driving section and otherwise when starts and stops are frequently repeated or low speed driving continues in the driving section, the driving mode is preferably set to the EV mode to make the vehicle  2  run. Further, when the driving section is one where steady driving where greater than or equal to a certain constant vehicle speed is maintained or otherwise the driving section is one with driving in a region of engine load with a good heat efficiency, the driving mode is preferably set to the HV mode to make the vehicle  2  run. 
     Therefore, in the case of a vehicle  2  able to be switched in driving mode between the EV mode and the HV mode, for example, as shown in  FIG. 6A , preparing a driving plan splitting the scheduled driving route from the starting point (current position) to the destination into a plurality of driving section and designating which driving sections to be run in the EV mode and which driving sections to be run in the HV section based on map information of the driving sections (for example, the driving loads or other road information etc.) and switching the driving modes while running the vehicle  2  in accordance with the driving plan can be said to be an effective method for keeping down the amount of fuel consumption. 
     However, in recent years, referring to  FIG. 2 , the above-mentioned restricted regions have been established at various locations. If preparing a driving plan not considering the existence of such restricted regions, for example, as shown in  FIG. 6B , a driving plan which sets a driving section inside a restricted region to an HV section for driving in the HV mode is liable to end up being prepared. 
     If running inside a restricted region in a restricted time period, operation of the internal combustion engine  211  is restricted inside the restricted region, so even if setting a driving section present inside a restricted region to an HV section, it becomes necessary to run in the EV mode in that driving section. For this reason, it becomes unable to run the vehicle  2  while switching the driving mode as in the driving plan. As a result, compared to when able to drive according to the driving plan, the amount of fuel consumption increases or the amount of battery electric power becomes insufficient in the driving section inside a restricted region set as an HV section and, in the worst case, the electric power is liable to run out thereby rendering driving impossible. 
     Therefore, in the present embodiment, it was made possible to prepare a driving plan considering the existence of restricted regions. Below, referring to  FIG. 7 , the control for acquiring restricted region information will be explained, then the control for preparing a driving plan according to the present embodiment will be explained with reference to  FIG. 8A  to  FIG. 8C . 
       FIG. 7  is a flow chart for explaining control for acquiring restricted region information according to the present embodiment. The electronic control unit  20  repeatedly performs the present routine at predetermined processing cycles. 
     At step S 101 , the electronic control unit  20  of the vehicle  2  sends a restricted region information request signal to the server  1  to acquire the restricted region information. In the present embodiment, the restricted region information request signal includes at least an identification number of the host vehicle stored in advance in the vehicle storage part  202  (for example the vehicle license plate number) and the scheduled driving route of the host vehicle. Note that the restricted region information is information including information relating to whether there is restricted region on the scheduled driving route, information on the boundary GF or restricted time period of the restricted region if there is a restricted region on the scheduled driving route, etc. 
     At step S 102 , the server  1  judges whether it has received a restricted region information request signal. If it has received a restricted region information request signal, the server  1  proceeds to the processing of step S 3 . On the other hand, if it has not received a restricted region information request signal, the server  1  ends the current processing. 
     At step S 103 , the server  1  generates the restricted region information and sends it to the vehicle  2  originally sending the restricted region information request signal (below, in accordance with need, also referred to as the “sending vehicle  2 ”. 
     Specifically, the server  1  first judges if there is a restricted region present on the scheduled driving route of the sending vehicle  2  based on the information relating to restricted regions stored in the server storage part  12  and the scheduled driving route of the sending vehicle  2 . Further, if there is not a restricted region present on the scheduled driving route of the sending vehicle  2 , the server  1  generates restricted region information including information to that effect and sends it to the sending vehicle  2 . On the other hand, if there is a restricted region present on the scheduled driving route of the sending vehicle  2 , the server  1  generates restricted region information including information relating to the boundary GF and restricted time period of that restricted region and sends it to the sending vehicle  2 . 
     At step S 104 , the electronic control unit  20  of the vehicle  2  judges if it has received the restricted region information. If it has received the restricted region information, the electronic control unit  20  proceeds to the processing of step S 5 . On the other hand, if it has not received the restricted region information, the electronic control unit  20  waits for a certain time, then again judges if it has received the restricted region information. 
     At step S 105 , the electronic control unit  20  of the vehicle  2  stores the content of the received restricted region information in the vehicle storage part  202  and updates the content of the restricted region information. 
     Note that in the present embodiment, in this way the server  1  is communicated with to acquire the restricted region information, but the disclosure is not limit to this. For example, if an outside communication center periodically sends information relating to restricted regions as outside information, it is also possible to acquire information relating to restricted regions by the outside information receiving device  27  and judge whether there is a restricted region on the scheduled driving route of the host vehicle based on that information by the electronic control unit  20 . 
       FIG. 8A  is a flow chart for explaining control for preparing a driving plan according to the present embodiment. The electronic control unit  20  repeatedly performs the present routine at a predetermined processing cycle. 
     At step S 111 , the electronic control unit  20  of the vehicle  2  judges if the destination is known. The destination may be a destination input through the HMI device  25  by a vehicle occupant or for example may be a destination surmised based on the past driving history of the vehicle  2  etc. If the destination is known, the electronic control unit  20  proceeds to the processing of step S 112 . On the other hand, if the destination is not known, the electronic control unit  20  ends the current processing without preparing a driving plan. 
     At step S 112 , the electronic control unit  20  of the vehicle  2  divides the scheduled driving route into a plurality of driving sections and calculates the driving loads of the driving sections based on the map information. 
     At step S 113 , the electronic control unit  20  of the vehicle  2  refers to the restricted region information stored in the vehicle storage part  202  and judges if there is a restricted region present on the scheduled driving route of the host vehicle. If there is a restricted region on the scheduled driving route of the host vehicle, the electronic control unit  20  proceeds to the processing of step S 114 . On the other hand, if there is no restricted region on the scheduled driving route of the host vehicle, the electronic control unit  20  proceeds to the processing of step S 116 . 
     At step S 114 , the electronic control unit  20  of the vehicle  2  calculates the projected driving time ranges of the driving sections on the scheduled driving route based on the current time, map information, and outside information (road traffic information). Further, the electronic control unit  20  judges if among the driving sections present inside a restricted region, there is a driving section where the projected driving time range overlaps the restricted time period of that restricted region (below, referred to as a “restricted driving section”). If there is a restricted driving section, the electronic control unit  20  judges that there is a possibility of running through the inside of the restricted region during the restricted time period and proceeds to the processing of step S 115 . On the other hand, if there is no restricted driving section, the electronic control unit  20  judges that there is no possibility of running through the inside of the restricted region during the restricted time period and proceeds to the processing of step S 116 . 
     At step S 115 , the electronic control unit  20  of the vehicle  2  performs processing for preparation of a first driving plan for preparing a driving plan considering restricted regions (below, referred to as the “first driving plan”). Details of the processing for preparation of a first driving plan will be explained later referring to  FIG. 8B . 
     At step S 116 , the electronic control unit  20  of the vehicle  2  performs processing for preparation of a second driving plan for preparing a normal driving plan not considering restricted regions (below, referred to as the “second driving plan”). Details of the processing for preparation of a second driving plan will be explained later referring to  FIG. 8C . 
       FIG. 8B  is a flow chart explaining details of the processing for preparation of a first driving plan. 
     At step S 121 , the electronic control unit  20  of the vehicle  2  sets the restricted driving section as an EV section for running in the EV mode. 
     At step S 122 , the electronic control unit  20  of the vehicle  2  judges if there is any driving section for which the driving mode has not been set. If there is a driving section for which the driving mode has not been set, the electronic control unit  20  proceeds to the processing of step S 123 . On the other hand, if there is no driving section for which the driving mode has not been set, the electronic control unit  20  ends the preparation of the first driving plan. 
     At step  123 , the electronic control unit  20  of the vehicle  2  calculates the estimated value W 1 [kWh] of the amount of electric power consumed when running through all of the restricted driving sections in the EV mode based on the driving loads of the restricted driving sections (the amount of electric power consumed for driving the second rotating electric machine  214  and the amount of electric power consumed by vehicle-mounted equipment other than the second rotating electric machine  214 ) (below, referred to as the “first estimated amount of electric power”). 
     At step S 124 , the electronic control unit  20  of the vehicle  2  calculates the amount of battery electric power WA[kWh] able to be used in the remaining driving sections other than the restricted driving sections in the current amount of battery electric power Wn detected by the SOC sensor  28   a  (below, referred to as the “amount of available battery electric power”). In the present embodiment, the electronic control unit  20  calculates the remaining amount of electric power obtained by subtracting from the current amount of battery electric power Wn the first estimated amount of electric power W 1  as the amount of available battery electric power WA. 
     At step S 125 , the electronic control unit  20  of the vehicle  2  judges if the amount of available battery electric power WA is larger than zero. If the amount of available battery electric power WA is greater than zero, the electronic control unit  20  proceeds to the processing of step S 126 . On the other hand, if the amount of available battery electric power WA is less than or equal to zero, the electronic control unit  20  proceeds to the processing of step S 132 . 
     At step S 126 , the electronic control unit  20  of the vehicle  2  calculates the EV suitabilities of the remaining driving sections based on the driving loads of the remaining driving sections other than the restricted driving sections on the scheduled driving route. The EV suitability is an indicator showing by which extent each driving section is suitable for EV driving. In the present embodiment, the lower the driving load of the driving section, the higher the value (that is, the more suitable for EV driving). 
     At step S 127 , the electronic control unit  20  of the vehicle  2  sets the driving section with the highest EV suitability among the driving sections for which the driving mode has not been set as the “driving mode setting section”. 
     At step S 128 , the electronic control unit  20  of the vehicle  2  judges if it is possible to set the driving mode setting section as an EV section. 
     Specifically, the electronic control unit  20  first calculates the estimated value W 2 [kWh] of the amount of electric power consumed when driving through the driving mode setting section in the EV mode (below, referred to as the “second estimated amount of electric power”) based on the driving load of the driving mode setting section. 
     Next, the electronic control unit  20  calculates the estimated value W 3  [kWh] of the amount of electric power consumed when driving through the driving mode setting section and all of the driving sections already set as EV sections in the EV mode (below, referred to as the “third estimated amount of electric power”). 
     Note that, when proceeding from step S 126  to step S 127  and first proceeding to the processing of the present step, the third estimated amount of electric power W 3  becomes the value of the first estimated amount of electric power W 1  plus the second estimated amount of electric power W 2  calculated at the present step. On the other hand, if returning from step S 131  to the processing of the present step, the third estimated amount of electric power W 3  becomes the value of the previous value of the third estimated amount of electric power W 3  plus the second estimated amount of electric power W 2  newly calculated after returning to the processing of the present step. 
     Further, finally, the electronic control unit  20  judges if the amount of available battery electric power WA is greater than or equal to the third estimated amount of electric power W 3 . That is, the electronic control unit  20  judges if the amount of available battery electric power WA is greater than or equal to the amount of electric power enough for enabling the driving mode setting section to be newly set as an EV section in addition to the driving sections already set as EV sections. If the amount of available battery electric power WA is greater than or equal to the third estimated amount of electric power W 3 , the electronic control unit  20  judges that the driving mode setting section can be newly set as an EV section and proceeds to the processing of step S 129 . On the other hand, if the amount of available battery electric power WA is less than the third estimated amount of electric power W 3 , the electronic control unit  20  judges that the driving mode setting section cannot be set as an EV section and proceeds to the processing of step S 130 . 
     At step S 129 , the electronic control unit  20  of the vehicle  2  sets the driving mode setting section as an EV section. 
     At step S 130 , the electronic control unit  20  of the vehicle  2  sets the driving mode setting section as an HV section. 
     At step S 131 , the electronic control unit  20  of the vehicle  2  judges if there is any driving section for which the driving mode has not been set. The electronic control unit  20  returns again to step S 127  if there is a driving section for which the driving mode has not been set and sets the driving mode for the driving section for which the driving mode has not been set. On the other hand, if there is no driving section for which the driving mode has not yet been set, the electronic control unit  20  ends the preparation of the first driving plan. 
     At step S 132 , the electronic control unit  20  of the vehicle  2  sets the driving modes of all of the remaining driving sections for which the driving mode has still not yet been set, including the driving mode setting section, as HV sections. 
     Note that, it is also possible to determine the driving modes of the driving sections, then decide at which of the HV sections among them the drive power of the internal combustion engine  211  should be used to enable part of the generated electric power generated at the first rotating electric machine  213  to be supplied to the battery  215  to charge the battery  215 . If using the drive power of the internal combustion engine  211  to charge the battery  215 , the load of the internal combustion engine  211  increases by exactly the amount generating electric power for charging the battery  215 . For this reason, if charging the battery  215  in the low load side engine operation region, the noise of the internal combustion engine  211  is liable to increase along with the increase in load of the internal combustion engine  211 . Therefore, in the present embodiment, even in an HV section, for example, a driving section where the driving load becomes greater than or equal to a predetermined load or other driving section where it is projected that operation of the internal combustion engine  211  will increase in the relatively high load side engine operating region is set as a charging section for charging the battery  215 . 
       FIG. 8C  is a flow chart explaining details of the processing for preparation of a second driving plan. 
     At step S 141 , the electronic control unit  20  of the vehicle  2  sets the current amount of battery electric power Wn as the amount of available battery electric power WA. 
     At step S 142 , the electronic control unit  20  of the vehicle  2  calculates the EV suitabilities of the driving sections based on the driving loads of the driving sections. 
     At step S 143 , the electronic control unit  20  of the vehicle  2  sets the driving section with the highest EV suitability among the driving sections for which the driving modes have not been set as the “driving mode setting section”. 
     At step S 144 , the electronic control unit  20  of the vehicle  2  judges if the driving mode setting section can be set as an EV section. 
     Specifically, the electronic control unit  20  first calculates a second estimated amount of electric power W 2 [kWh] of the estimated value of the amount of electric power consumed when driving through the driving mode setting section in the EV mode based on the driving load of the driving mode setting section. 
     Next, the electronic control unit  20  calculates the estimated value W 4 [kWh] of the amount of electric power consumed if driving through the driving mode setting section and all driving sections already set as EV sections, if there are any such driving sections, in the EV mode (below, referred to as the “fourth estimated amount of electric power”). 
     Note that, when proceeding from step S 142  through step S 143  and first proceeding to the processing of the present step, there are still no driving sections set as EV sections, so the fourth estimated amount of electric power W 4  becomes the second estimated amount of electric power W 2  calculated at this step. On the other hand, if returning from step S 147  to the processing of the present step, the fourth estimated amount of electric power W 4  becomes the value of the previous value of the fourth estimated amount of electric power W 4  plus the second estimated amount of electric power W 2  newly calculated after returning to the processing of the present step. 
     Finally, the electronic control unit  20  judges if the amount of available battery electric power WA is greater than or equal to the fourth estimated amount of electric power W 4 . That is, the electronic control unit  20  judges if the amount of available battery electric power WA is greater than or equal to the amount of electric power enabling driving through the driving mode setting section and all driving sections already set as EV sections if any in the EV mode. Further, if the amount of available battery electric power WA is greater than or equal to the fourth estimated amount of electric power W 4 , the electronic control unit  20  judges that the driving mode setting section can be set as an EV section and proceeds to the processing of step S 145 . On the other hand, if the amount of available battery electric power WA is less than the fourth estimated amount of electric power W 4 , the electronic control unit  20  judges that the driving mode setting section cannot be set as an EV section and proceeds to the processing of step S 146 . 
     At step S 145 , the electronic control unit  20  of the vehicle  2  sets the driving mode setting section as an EV section. 
     At step S 146 , the electronic control unit  20  of the vehicle  2  sets the driving mode setting section as an HV section. 
     At step S 147 , the electronic control unit  20  of the vehicle  2  judges if there is any driving section for which the driving mode has not been set. if there is a driving section for which the driving mode has not been set, the electronic control unit  20  returns again to step S 143  where the driving mode is set for the driving section for which the driving mode has not yet been set. On the other hand, if there is no driving section for which the driving mode has not yet been set, the electronic control unit  20  ends the preparation of the second driving plan. 
     According to the present embodiment explained above, an electronic control unit  20  (vehicle control device) for controlling a vehicle  2  equipped with an internal combustion engine  211 , a second rotating electric machine  214  (rotating electric machine), and a battery  215  is provided with a driving plan preparation part for preparing a driving plan dividing a scheduled driving route up to a destination of the vehicle  2  into a plurality of driving sections and setting which driving mode the driving sections should be driven in between an EV mode stopping the operation of the internal combustion engine  211  and driving by the drive power of the second rotating electric machine  214  and an HV mode running by drive power of the internal combustion engine  211  and the drive power of the second rotating electric machine  214  and a drive power control part for controlling the internal combustion engine  211  and the second rotating electric machine  214  based on the driving plan. 
     Further, the driving plan preparation part is configured so that, when a driving section is present inside a restricted region, it extracts as a restricted driving section from among driving sections present inside the restricted region a driving section through which it is projected the vehicle will be driven in a restricted time period in which operation of internal combustion engines  211  is restricted and prepares a driving plan able to drive through the restricted driving section in the EV mode. 
     Due to this, it is possible to prepare a driving plan enabling driving through the restricted driving section in the EV mode, that is, a suitable driving plan considering restricted regions. 
     Note that the driving plan preparation part according to the present embodiment is more specifically configured to set the driving mode of a restricted driving section as an EV mode, calculate the amount of electric power able to be used in the remaining driving sections other than the restricted driving section in the amount of electric power of the battery  215  as the amount of available battery electric power WA, and determine the driving modes of the remaining driving sections other than the restricted driving section based on the amount of available battery electric power WA. Further, the amount of available battery electric power WA is made the remaining amount of electric power obtained by subtracting from the current amount of battery electric power Wn the first estimated amount of electric power W 1  of the estimated value of the amount of electric power consumed if driving through the restricted driving section in the EV mode. 
     Due to this, it is possible to prepare a driving plan enabling a vehicle to drive through the restricted driving section in the EV mode while driving through the other driving sections as much as possible in the EV mode. Therefore, it is possible to keep down the amount of fuel consumption as much as possible. 
     Further, the driving plan preparation part according to the present embodiment is configured so as to set a driving section with a driving load greater than or equal to a predetermined load among the driving sections for which the driving mode is set to the HV mode as a charging section for utilizing the drive power of the internal combustion engine  211  to charge the battery  215 . 
     When utilizing the drive power of the internal combustion engine  211  to charge the battery  215 , the load of the internal combustion engine  211  increases by exactly the amount for generating the electric power for charging the battery  215  and as a result the noise of the internal combustion engine  211  increases. Therefore, for example, if charging the battery  215  when the internal combustion engine  211  is being operated in a relatively low load side engine operating region or otherwise it is believed the noise is small, the noise of the internal combustion engine  211  ends up becoming noticeable and the vehicle occupants are liable to feel uncomfortable with the noise of the internal combustion engine  211 . 
     Therefore, in the present embodiment, by charging the battery  215  in a driving section where the driving load becomes greater than or equal to a predetermined load, it is possible to charge the battery  215  in a driving section where it is projected the internal combustion engine  211  will more often be operated in a relatively high load side engine operating region, that is, a driving section where it is believed the noise would be great. For this reason, it is possible to keep the noise of the internal combustion engine  211  from ending up becoming noticeable at the time of charging the battery  215  and keep the vehicle occupants from feeling uncomfortable about the noise of the internal combustion engine  211 . 
     Second Embodiment 
     Next, a second embodiment of the present disclosure will be explained. The present embodiment differs from the first embodiment on the point of preparing a driving plan of a current trip considering the next trip starting from that destination to a new next destination if the destination of the current trip is present inside a restricted region. Below, that point of difference will be focused on in the explanation. 
     If the destination of the current trip of the vehicle  2  is present inside a restricted region, at the next trip, the vehicle starts from the destination of the current trip present inside the restricted region toward the next destination. Therefore, if the next trip is started toward the next destination in the restricted time period, it becomes necessary to run in the EV mode from inside the restricted region until escaping from the restricted region. For this reason, if the amount of battery electric power at the time of start of the next trip is small, it is liable to become impossible to escape from inside the restricted region. 
     Therefore, in the present embodiment, if the destination of the current trip of the vehicle  2  is present inside a restricted region, the driving plan of the current trip is prepared so as to enable an amount of battery electric power necessary for escaping from inside the restricted region to outside the restricted region in the next trip to be left. 
       FIG. 9A  is a flow chart explaining details of the processing for preparation of a first driving plan according to the present embodiment. In  FIG. 9A , the contents of the processing of steps S 121  to S 123  and S 125  to S 132  are similar to the first embodiment, so explanations will be omitted here. 
     At step S 200 , the electronic control unit  20  of the vehicle  2  performs processing for setting the amount of available battery electric power WA. The processing for setting the amount of available battery electric power WA according to the present embodiment is processing for setting the amount of available battery electric power WA of the amount of battery electric power able to be used in the remaining driving sections other than the restricted driving section while considering the next trip. Details of the processing for setting the amount of available battery electric power WA according to the present embodiment performed during this first driving plan processing will be explained with reference to  FIG. 9B . 
       FIG. 9B  is a flow chart explaining details of the processing for setting the amount of available battery electric power WA according to the present embodiment performed during this first driving plan processing. 
     At step S 201 , the electronic control unit  20  of the vehicle  2  judges if the destination is present inside a restricted region. If the destination is present inside a restricted region, the electronic control unit  20  proceeds to the processing of step S 202 . On the other hand, if the destination is not present inside a restricted region, the electronic control unit  20  proceeds to the processing of step S 204 . 
     At step S 202 , the electronic control unit  20  of the vehicle  2  calculates the distances from the destination to road positions at the boundary GF of the restricted region (in the example shown in  FIG. 2 , Kd, Ke, Kf, Kg) and calculates the estimated value W E S C  [kWh] of the minimum necessary amount of electric power for escaping from the inside of the restricted region based on the shortest distance among them (below, referred to as the “estimated amount of escape electric power”). 
     At step S 203 , the electronic control unit  20  of the vehicle  2  sets the amount of electric power obtained by subtracting from the current amount of battery electric power Wn the first estimated amount of electric power W 1  and the estimated amount of escape electric power W E S C  as the amount of available battery electric power WA. Due to this, it is possible to prepare a driving plan so that an amount of battery electric power of exactly the amount of the estimated amount of escape electric power W E S C  remains at the end of the current trip. 
     At step S 204 , the electronic control unit  20  of the vehicle  2  sets the amount of electric power obtained by subtracting from the current amount of battery electric power Wn the first estimated amount of electric power W 1  as the amount of available battery electric power WA. Due to this, when the destination is not present inside a restricted region, it is possible to use up the amount of battery electric power without waste by driving according to the driving plan, so it is possible to keep down the amount of fuel consumption. 
       FIG. 10A  is a flow chart explaining details of the processing for preparation of a second driving plan according to the present embodiment. In  FIG. 10A , the contents of the processing of steps S 142  to S 147  are similar to the first embodiment, so the explanation will be omitted here. 
     At step S 210 , the electronic control unit  20  of the vehicle  2  performs processing for setting the amount of available battery electric power WA. Details of the processing for setting the amount of available battery electric power WA according to the present embodiment performed in this second driving plan processing will be explained with reference to  FIG. 10B . 
       FIG. 10B  is a flow chart explaining details of the processing for setting the amount of available battery electric power WA according to the present embodiment performed during the second driving plan. The contents of the processing of steps S 201 , S 202  of  FIG. 10B  are similar to the contents of the processing explained with reference to  FIG. 9B , so explanations will be omitted here. 
     At step S 211 , the electronic control unit  20  of the vehicle  2  sets the amount of electric power obtained by subtracting from the current amount of battery electric power Wn the estimated amount of escape electric power W E S C  as the amount of available battery electric power WA. 
     At step S 212 , the electronic control unit  20  of the vehicle  2  sets the current amount of battery electric power Wn as the amount of available battery electric power WA. 
     The electronic control unit  20  according to the present embodiment explained above, like in the first embodiment, is provided with a driving plan preparation part for preparing a driving plan dividing a scheduled driving route up to a destination of the vehicle  2  into a plurality of driving sections and setting which driving mode the driving sections should be driven in between an EV mode stopping the operation of the internal combustion engine  211  and driving by the drive power of the second rotating electric machine  214  and an HV mode running by drive power of the internal combustion engine  211  and the drive power of the second rotating electric machine  214 . 
     Further, the driving plan preparation part according to the present embodiment is configured so as to prepare a driving plan where the amount of electric power of the battery  215  when arriving at the destination does not fall under the amount of electric power required for escaping from the destination to outside a restricted region when the destination is inside a restricted region. 
     Specifically, the driving plan preparation part according to the present embodiment is configured so that when calculating the amount of electric power able to be used in the remaining driving sections other than the restricted driving section in the current amount of battery electric power Wn as the amount of available battery electric power WA, it calculates the first estimated amount of electric power W 1  of the estimated value of the amount of electric power consumed if driving through the restricted driving section in the EV mode and the estimated amount of escape electric power W E S C  of the estimated value of the amount of electric power required for escaping from the destination to the outside of the restricted region. 
     Further, the driving plan preparation part according to the present embodiment is configured to set the remaining amount of electric power obtained by subtracting from the current amount of battery electric power Wn the first estimated amount of electric power W 1  and the estimated amount of escape electric power W E S  C as the amount of available battery electric power WA and determining the driving modes of the remaining driving sections other than the restricted driving section based on the amount of available battery electric power WA. 
     Due to this, when the destination of the current trip is present inside a restricted region, it is possible to prepare a driving plan where the amount of battery electric power of exactly the estimated amount of escape electric power W E S C  remains at the time of end of the current trip. For this reason, it is possible to keep from becoming impossible to escape from the inside of the restricted region at the next trip. 
     Third Embodiment 
     Next, a third embodiment of the present disclosure will be explained. The present embodiment differs from the second embodiment in the contents of the processing for setting the amount of available battery electric power WA. Below, this point of difference will be focused on in the explanation. 
     In the above-mentioned second embodiment, the driving plan of the current trip was prepared so that if the destination of the current trip of the vehicle  2  was present inside a restricted region, it was possible to leave an estimated amount of escape electric power W E S C  of an estimated value of the amount of battery electric power required for escaping from inside the restricted region to outside the restricted region in the next trip. 
     However, if it is scheduled to connect the battery  215  to an outside power source to fully charge it at for example the destination after arriving at the destination of the current trip, there is no need for leaving the estimated amount of escape electric power W E S C  for the next trip and there is no problem even if ending up using up the amount of battery electric power in the current trip. 
     Therefore, in the present embodiment, it was made possible to prepare a driving plan of a current trip considering also the battery  215  being charged at the destination after arriving at the destination of the current trip if the destination of the current trip is present inside a restricted region. 
       FIG. 11  is a flow chart explaining details of processing for setting the amount of available battery electric power WA according to the present embodiment performed during the first driving plan processing. The contents of the processing of steps S 201  to S 204  in  FIG. 11  are similar to the second embodiment, so the explanations will be omitted here. 
     At step S 301 , the electronic control unit  20  of the vehicle  2  judges if it is scheduled to charge the battery  215  at the destination of the current trip. If it is scheduled to charge the battery  215  at the destination of the current trip, the electronic control unit  20  proceeds to the processing of step S 302 . On the other hand, if it is not scheduled to charge the battery  215  at the destination of the current trip, the electronic control unit  20  proceeds to the processing of step S 203 . 
     Note that in the present embodiment, to judge whether there is a schedule for charging the battery  215  at the destination of the current trip, when the destination is input by a vehicle occupant through the HMI device  25 , the occupant is made to confirm whether there is a schedule for charging at the destination before input. Further, if there is a schedule for charging at the destination, to obtain a grasp of to what extent the battery  215  can be charged at the destination of the current trip, the occupant is further made to input the scheduled charging time at the destination. However, the method of judging if there is a schedule for charging the battery  215  at the destination of the current trip is not limited to such a method. For example, it is made possible to judge this according to the type of the destination input through the HMI device  25  (for example, the home or a location with a charging station etc.) or the past results of charging at the destination etc. 
     At step S 302 , the electronic control unit  20  of the vehicle  2  calculates the estimated value W C H G [kWh] of the amount of electric power charged at the battery  215  at the destination after reaching the destination of the current trip based on the scheduled charging time (below, referred to as the “estimated amount of charged electric power”). The estimated amount of charged electric power W C H G  becomes a larger value the longer the scheduled charging time. 
     At step S 303 , the electronic control unit  20  of the vehicle  2  judges if the estimated amount of charged electric power W C H G  is greater than or equal to the estimated amount of escape electric power W E S C . 
     If the estimated amount of charged electric power W C H G  is greater than or equal to the estimated amount of escape electric power W E S C , there is no need to leave the estimated amount of escape electric power W E S C  for the next trip and there is no problem even if ending up using up the amount of battery electric power at the current trip, so the electronic control unit  20  proceeds to the processing of step S 304  where the remaining amount of electric power obtained by subtracting from the current amount of battery electric power Wn the first estimated amount of electric power W 1  is set as the amount of available battery electric power WA. 
     On the other hand, if the estimated amount of charged electric power W C H G  is less than the estimated amount of escape electric power W E S C , if ending up using up the amount of battery electric power in the current trip, even if charging at the destination of the current trip as scheduled, there is a possibility of the electric power required for escaping from inside the restricted region to outside the restricted region becoming insufficient at the next trip by exactly the amount of electric power W S H T G  (=W E S C −W C H G )[kWh] short from the estimated amount of escape electric power W E S C  (below, referred to as the “amount of short electric power”), so the electronic control unit  20  proceeds to the processing of step S 305 . 
     At step S 305 , the electronic control unit  20  of the vehicle  2  sets the remaining amount of electric power, obtained by subtracting from the current amount of battery electric power Wn the first estimated amount of electric power W 1  and amount of short electric power W S H T G , as the amount of available battery electric power WA. 
       FIG. 12  is a flow chart explaining details of processing for setting the amount of available battery electric power WA according to the present embodiment performed in the second driving plan processing. In  FIG. 12 , the contents of the processing of steps S 201  and  5202 , the contents of the processing of S 211  and S 212 , and the contents of the processing of S 301  to S 303  are as explained above referring to respectively  FIG. 9B ,  FIG. 10B , and  FIG. 11 , so explanations will be omitted here. 
     At step S 311 , since the estimated amount of charged electric power W C H G  is greater than or equal to estimated amount of escape electric power W E S C , there is no need to leave the estimated amount of escape electric power W E S C  for the next trip, and there is no problem even if ending up using the amount of battery electric power up at the current trip, the electronic control unit  20  of the vehicle  2  sets the current amount of battery electric power Wn as the amount of available battery electric power WA. 
     At step S 312 , since the estimated amount of charged electric power W C H G  is less than the estimated amount of escape electric power W E S C , if the amount of battery electric power ends up being used up in the current trip, even if charging as scheduled at the destination of the current trip, there is a possibility of the electric power necessary for escaping from the inside of the restricted region to the outside of the restricted region in the next trip becoming insufficient by exactly the short amount of electric power W S H T G  (=W E S C −W C H G ), the electronic control unit  20  of the vehicle  2  sets the remaining amount of electric power, obtained by subtracting from the current amount of battery electric power Wn the amount of short electric power W S H T G , as the amount of available battery electric power WA. 
     The electronic control unit  20  according to the present embodiment explained above also, in the same way as the first embodiment, is provided with a driving plan preparation part for preparing a driving plan dividing a scheduled driving route up to a destination of the vehicle  2  into a plurality of driving sections and setting which driving mode the driving sections should be driven in between an EV mode stopping the operation of the internal combustion engine  211  and driving by the drive power of the second rotating electric machine  214  and an HV mode running by drive power of the internal combustion engine  211  and the drive power of the second rotating electric machine  214 . 
     Further, the driving plan preparation part according to the present embodiment is configured so that if the destination is present inside a restricted region, when scheduled to charge the battery  215  at the destination, it prepares a driving plan where the amount of electric power of the battery  215  at the time of starting the next trip starting from the destination does not fall below the amount of electric power required for escaping from the destination to outside the restricted region. 
     Specifically, the driving plan preparation part according to the present embodiment calculates the amount of electric power able to be used in the remaining driving sections other than the restricted driving section in the current amount of battery electric power Wn as the amount of available battery electric power WA during which it calculates the first estimated amount of electric power W 1  of the estimated value of the amount of electric power consumed when running through the restricted driving section in the EV mode, the estimated amount of escape electric power W E S C  of the estimated value of the amount of electric power required for escaping from the destination to the outside of the restricted region, and the estimated amount of charged electric power W C H G  of the estimated value of the amount of electric power charged at the destination. 
     Further, the driving plan preparation part according to the present embodiment is configured to make the remaining amount of electric power, obtained by subtracting from the current amount of battery electric power Wn the first estimated amount of electric power W 1 , the amount of available battery electric power WA if the estimated amount of charged electric power W C H G  is greater than or equal to the estimated amount of escape electric power W E S C , make the remaining amount of electric power, obtained by subtracting from the current amount of battery electric power Wn the first estimated amount of electric power W 1  and the difference between the estimated amount of escape electric power W E S C  and the estimated amount of charged electric power W C H G  (=shortage amount of electric power W S H T G ), the amount of available battery electric power WA if the estimated amount of charged electric power W C H G  is less than the estimated amount of escape electric power W E S C , and determine the driving modes of the remaining driving sections other than the restricted driving section based on the amount of available battery electric power WA. 
     Due to this, if it is scheduled to charge the battery  215  at the destination of the current trip, it is possible to prepare a driving plan considering the charging schedule. That is, it is possible to increase the amount of available battery electric power WA of the current trip by exactly the amount of charged electric power scheduled. For this reason, compared with when preparing a driving plan not considering the charging schedule, it is possible to increase the running time and distance in which the vehicle can be run in the EV mode, so it is possible to improve the fuel efficiency and improve the exhaust emissions. 
     Fourth Embodiment 
     Next, a fourth embodiment of the present disclosure will be explained. The present embodiment differs from the above embodiments on the point of changing the scheduled driving route if running while switching the driving mode in accordance with a driving plan and the vehicle is liable to have to enter a restricted region in a restricted time period in a state with the amount of battery electric power smaller than a predetermined value. Below, this point of difference will be focused on in the explanation. 
     Inside a restricted region in a restricted time period, operation of the internal combustion engine  211  is restricted, so the vehicle must run in the EV mode even if in a state where the amount of battery electric power is not sufficiently secured and it is not possible to operate the internal combustion engine  211  to charge the battery  215 . For this reason, if entering a restricted region in a restricted time period in the state where the amount of battery electric power is not sufficiently secured, in the worst case, the electric power is liable to run out and thereby render driving impossible. 
     Therefore, in the present embodiment, assuming periodically preparing and updating a driving plan while the vehicle is running, each time updating the driving plan, the estimated value W B A T [kWh] of the amount of battery electric power at the time of entry into the restricted region projected when running in accordance with the updated driving plan (below, referred to as the “estimated amount of entry battery electric power”) is calculated. Further, when the estimated amount of entry battery electric power W B A T  is less than a predetermined first threshold value Wth 1 , it is judged that the vehicle will enter the restricted region in the restricted time period in the state where the amount of battery electric power is not sufficiently secured and an alternative driving route for taking the place of the scheduled driving route is searched for. Below, the control for searching for the alternative driving route according to the present embodiment will be explained. 
       FIG. 13  is a flow chart explaining control for searching for an alternative driving route according to the present embodiment. 
     At step S 401 , the electronic control unit  20  of the vehicle  2  judges if a driving plan has been newly prepared. If a driving plan has been newly prepared, the electronic control unit  20  proceeds to the processing of step S 402 . On the other hand, if a driving plan has not been newly prepared, the electronic control unit  20  ends the current processing. 
     At step S 402 , the electronic control unit  20  of the vehicle  2  calculates the estimated amount of entry battery electric power W B A T  projected when running while switching driving modes in accordance with the newly prepared driving plan. The method of calculating the estimated amount of entry battery electric power W B A T  is not particularly limited, but, for example, it can be calculated by subtracting from the current amount of battery electric power Wn the estimated value of the amount of electric power consumed when running through all of the EV sections present before the restricted region in the EV mode. 
     At step S 403 , the electronic control unit  20  of the vehicle  2  judges if the estimated amount of entry battery electric power W B A T  is less than the first threshold value Wth 1 . If the estimated amount of entry battery electric power W B A T  is less than the first threshold value Wth 1 , the electronic control unit  20  proceeds to the processing of step S 404 . On the other hand, if the estimated amount of entry battery electric power W B A T  is greater than or equal to the first threshold value Wth 1 , the electronic control unit  20  judges that there is no need to change the scheduled driving route and ends the current processing. 
     Note that in the present embodiment, the electronic control unit  20  sets an amount of electric power of an extent enabling passage through the restricted region (for example, an amount of electric power of an extent enabling driving from one road position to another road position on the boundary GF of the restricted region) as the first threshold value Wth 1 . 
     However, for example, if information relating to the amount of battery electric power when one or more other vehicles enter the restricted region is collected at the server  1  as macro data, it is possible to set the first threshold value Wth 1  based on the distribution of data of the amount of entry battery electric power into the restricted region collected at the server  1 . Specifically, it is possible to set the center value or average value or most frequent value etc. in the distribution of data of the amounts of battery electric power at the time of entry into the restricted region collected at the server  1  as the first threshold value Wth 1 . 
     Further, if a solar panel is attached to the vehicle  2  and the electric power generated by the solar panel can be charged into the battery  215 , that is, if the battery  215  is configured so as to be able to store electric power generated by utilizing sunlight to generate electric power, it is also possible to set the first threshold value Wth 1  based on the weather around the restricted region. Specifically, if the weather around the restricted region is cloudy or rain, the first threshold value Wth 1  may be set higher than if it is clear. 
     Further, regardless of whether a solar panel is attached or not, for example, if the weather around the restricted region is rain or otherwise if the humidity around the restricted region is high, envisioning that the air-conditioner load will increase for dehumidification, it is also possible to raise the first threshold value Wth 1  compared with if the humidity around the restricted region is low. 
     At step S 404 , the electronic control unit  20  of the vehicle  2  searches for an alternative driving route by which an increase in the estimated amount of entry battery electric power W B A T  can be expected compared with the current scheduled driving route based on the current position information and the map information. The electronic control unit  20 , for example, searches among the plurality of driving routes from the current position until entry into the restricted region for a driving route with many driving sections suitable for the HV mode and by which it is believed that the distance running in the EV mode would become shorter than the current scheduled driving route as an alternative driving route. Further, for example, it searches among the plurality of driving routes from the current position until entry into the restricted region for a driving route with many downhill slopes, a driving route with many driving sections with relatively high driving loads and suitable for running while charging the battery  215  using the drive power of the internal combustion engine  211 , or another driving route by which it is believed the amount of regenerated electric power will become greater than the current driving route, as an alternative driving route. 
     At step S 405 , the electronic control unit  20  of the vehicle  2  proposes a change of route to the alternative driving route to the vehicle occupants through the HMI device  25 . 
     At step S 406 , the electronic control unit  20  of the vehicle  2  judges if the change of route to the alternative driving route has been approved by a vehicle occupant. In the present embodiment, the electronic control unit  20  judges that the change of route to the alternative driving route has been approved by a vehicle occupant when a vehicle occupant indicates his or her intent of approval through the HMI device  25  before a predetermined time elapses from when change of route to the alternative driving route was proposed. When it is judged that the change of route to the alternative driving route has been approved by a vehicle occupant, the electronic control unit  20  proceeds to the processing of step S 407 . On the other hand, when it is judged that the change of route to the alternative driving route has not been approved by a vehicle occupant, the electronic control unit  20  ends the current processing. 
     At step S 407 , the electronic control unit  20  of the vehicle  2  changes the scheduled driving route to the alternative driving route. 
     Note that in the present embodiment, in this way, an alternative driving route was searched for and a change of route to the alternative driving route was proposed to the vehicle occupants, but for example if the vehicle  2  is an automated driving vehicle able to autonomously run, it is also possible to automatically switch the scheduled driving route to the alternative driving route and run along the alternative driving route. 
     The electronic control unit  20  according to the present embodiment explained above is configured to calculate an estimated amount of entry battery electric power W B AT  of an estimated value of the amount of electric power of the battery  215  when entering a restricted region projected when driving along a scheduled driving route in accordance with the driving plan and search for an alternative driving route taking the place of the scheduled driving route if the estimated amount of entry battery electric power W B A T  is less than the predetermined first threshold value Wth 1 . 
     Due to this, when the estimated amount of entry battery electric power W B A T  is less than the first threshold value Wth 1 , it is possible to propose an alternative driving route to the vehicle occupants or, if the vehicle  2  is an automated driving vehicle able to autonomously run, automatically change the scheduled driving route to the alternative driving route. For this reason, for example, it is possible to keep from falling in a situation where the vehicle ends up entering a restricted region in a restricted time period in a state where the amount of electric power of the battery  215  is not sufficiently secured. 
     Fifth Embodiment 
     Next, a fifth embodiment according to the present disclosure will be explained. The present embodiment differs from the fourth embodiment on the point of setting the estimated amount of entry battery electric power W B A T  calculated based on the driving plan prepared at the time of start of the trip as the first threshold value Wth 1 . Below, this point of difference will be focused on in the explanation. 
       FIG. 14  is a flow chart explaining control for searching for an alternative driving route according to the present embodiment. The contents of processing of steps S 401  to S 407  of  FIG. 14  are similar to the fourth embodiment, so here the explanations will be omitted. 
     At step S 501 , the electronic control unit  20  of the vehicle  2  judges if the newly prepared driving plan is a driving plan first prepared in the current trip. 
     If the newly prepared driving plan is a driving plan first prepared in the current trip, the electronic control unit  20  proceeds to the processing of step S 502  where it sets the estimated amount of entry battery electric power W B A T , calculated based on the driving plan first prepared in the current trip, as the first threshold value Wth 1 . 
     On the other hand, if the newly prepared driving plan is not a driving plan first prepared in the current trip, the electronic control unit  20  proceeds to the processing of step S 403  and on where it judges if the estimated amount of entry battery electric power W B A T , calculated based on the driving plan first prepared in the current trip, is less than the first threshold value Wth 1  set at step S 502 . Further, if the estimated amount of entry battery electric power W B A T  is less than the first threshold value Wth 1 , it proposes a change of route to an alternative driving route to the vehicle occupants through the HMI device  25 . 
     The electronic control unit  20  according to the present embodiment explained above, in the same way as the fourth embodiment, is configured to search for an alternative driving route for taking the place of the scheduled driving route if the estimated amount of entry battery electric power W B A T  is less than a predetermined first threshold value Wth 1  and set the estimated amount of entry battery electric power W B A T  calculated when first preparing a driving plan in the current trip as the first threshold value Wth 1 . Even if configuring the electronic control unit  20  in this way, it is possible to obtain actions and effects corresponding to the fourth embodiment. 
     Sixth Embodiment 
     Next, a sixth embodiment of the present disclosure will be explained. The present embodiment differs from the above embodiments on the point of providing the vehicle occupants with position information of charging stations in accordance with the amount of battery electric power when actually entering a restricted region in a restricted time period. Below, this point of difference will be focused on in the explanation. 
     As explained above, if entering a restricted region in a restricted time period in the state where the amount of battery electric power is not sufficiently secured, in the worst case, the electric power will run out thereby rendering driving impossible. Therefore, in the present embodiment, if entering a restricted region in a restricted time period in the state where the amount of battery electric power is not sufficiently secured, it is made to provide the vehicle occupants with position information of charging stations. Below, the control for providing information according to the present embodiment will be explained. 
       FIG. 15  is a flow chart for explaining control for providing information according to the present embodiment. The electronic control unit  20  of the vehicle  2  repeatedly performs the present routine at predetermined processing cycles. 
     At step S 601 , the electronic control unit  20  of the vehicle  2  judges if the host vehicle has entered a restricted region in a restricted time period. The method of judgment of whether the host vehicle has entered a restricted region in a restricted time period is not particularly limited. For example, it is possible to judge this based on the current position information, map information, and restricted region information. If the host vehicle enters a restricted region in a restricted time period, the electronic control unit  20  proceeds to the processing of step S 602 . On the other hand, if the host vehicle does not enter a restricted region in a restricted time period, the electronic control unit  20  ends the current processing. 
     At step S 602 , the electronic control unit  20  of the vehicle  2  judges if the current amount of battery electric power Wn is less than the first threshold value Wth 1 . If the amount of battery electric power Wn is less than the first threshold value Wth 1 , the electronic control unit  20  proceeds to the processing of step S 603 . On the other hand, if the amount of battery electric power Wn is greater than or equal to the first threshold value Wth 1 , the electronic control unit  20  judges the minimum extent of the amount of battery electric power required for entry into the restricted region in a restricted time period has been secured and ends the current processing. 
     At step S 603 , the electronic control unit  20  of the vehicle  2  judges if the destination of the host vehicle is known. If the destination of the host vehicle is known, the electronic control unit  20  proceeds to the processing of step S 604 . On the other hand, if the destination of the host vehicle is not known, the electronic control unit  20  proceeds to the processing of step S 607 . 
     At step S 604 , the electronic control unit  20  of the vehicle  2  judges if the destination is present inside a restricted region. If the destination is present inside a restricted region, the electronic control unit  20  proceeds to the processing of step S 605 . On the other hand, if the destination is not present inside a restricted region, the electronic control unit  20  proceeds to the processing of step S 606 . 
     At step S 605 , the electronic control unit  20  of the vehicle  2  provides position information on nearby charging stations present on the scheduled driving route and position information on parking lots with chargers present near the destination through the HMI device  25  to the vehicle occupants. 
     At step S 606 , the electronic control unit  20  of the vehicle  2  provides position information on nearby charging stations present on the scheduled driving route through the HMI device  25  to the vehicle occupants. 
     At step S 607 , the electronic control unit  20  of the vehicle  2  provides position information on nearby charging stations through the HMI device  25  to the vehicle occupants. 
     Note that in the present embodiment, in this way, the position information on charging stations or the position information of parking lots with chargers was provided to the vehicle occupants, but, for example, when the vehicle  2  is an automated driving vehicle able to autonomously run, it is also possible to automatically switch the destination to the nearest charging station or parking lot with a charger and make the vehicle  2  head to the switched destination. 
     If the amount of battery electric power Wn when entering a restricted region in a restricted time period is less than a predetermined first threshold value Wth 1 , the electronic control unit  20  according to the present embodiment explained above is configured to search for possible charging locations at which the battery  215  can be charged and, when the destination is inside a restricted region, provide the occupants of the vehicle  2  with at least position information of possible charging locations near the destination or change the destination to a possible charging location near the destination. 
     Due to this, even when entering a restricted region in a restricted time period in the state where the amount of battery electric power is not sufficiently secured, it is possible to keep from falling in a situation where the electric power runs out thereby rendering driving impossible. 
     Seventh Embodiment 
     Next, a seventh embodiment of the present disclosure will be explained. 
     If for example an event is held in a region where operation of internal combustion engines is not restricted, an accident occurs, etc., that region might conceivably be set as a restricted region temporarily or abruptly for a limited time period. If such a temporary restricted region is established, operation of the internal combustion engine  211  of the vehicle  2  which had been running inside a temporary restricted region might end up unexpectedly restricted. Further, inside the temporary restricted region, there is a high possibility of traffic restrictions being put into place or vehicles flowing in and congestion being caused. For this reason, if passing through a temporary restricted region to head toward a destination, a vehicle is liable to be entangled in the congestion. In the worst case, electric power is liable to run out thereby rendering driving impossible. 
     Therefore, in the present embodiment, if turning out to run through a temporary restricted region, it is made possible to prompt the vehicle to escape from the temporary driving region and again prepare a driving plan to the destination after escaping to the outside of the temporary restricted region. 
       FIG. 16  is a flow chart for explaining control for escape from a temporary restricted region according to the present embodiment. 
     At step S 701 , the electronic control unit  20  of the vehicle  2 , for example, communicates with the server  1  to acquire restricted region information and judges if the host vehicle is running inside a temporary restricted region based on the current position information. If if the host vehicle is running inside a temporary restricted region, the electronic control unit  20  proceeds to the processing of step S 702 . On the other hand, if the host vehicle is not running inside a temporary restricted region, the electronic control unit  20  ends the current processing. 
     At step S 702 , the electronic control unit  20  of the vehicle  2  searches for the shortest escape route by which it is possible to escape from the current position to outside the temporary restricted region based on the current position information and map information. 
     At step S 703 , the electronic control unit  20  of the vehicle  2  proposes escape from the temporary restricted region to the vehicle occupants through the HMI device  25 . 
     At step S 704 , the electronic control unit  20  of the vehicle  2  judges if escape from the temporary restricted region has been approved by a vehicle occupant. In the present embodiment, the electronic control unit  20  judges that escape from the temporary restricted region has been approved by a vehicle occupant when a vehicle occupant indicates his or her intent of approval through the HMI device  25  before a predetermined time has elapsed after proposing escape from the temporary restricted region. When judging that escape from the temporary restricted region has been approved by a vehicle occupant, the electronic control unit  20  proceeds to the processing of step S 705 . On the other hand, when it is judged that escape from the temporary restricted region has not been approved by a vehicle occupant, the electronic control unit  20  proceeds to the processing of step S 706  where it prepares a driving plan optimizing the driving route from the current position to the destination after considering the temporary restricted region. 
     At step S 705 , the electronic control unit  20  of the vehicle  2  judges if the host vehicle has escaped from the temporary restricted region based on the current position information. If the host vehicle has escaped from the temporary restricted region, the electronic control unit  20  proceeds to the processing of step S 706 . On the other hand, if the host vehicle has not escaped from the temporary restricted region, the electronic control unit  20  waits for a predetermined interval and again performs the processing of step S 705 . 
     At step S 706 , the electronic control unit  20  of the vehicle  2  prepares a driving plan optimizing the driving route from the current position (point of escape) to the destination considering the temporary restricted region. 
     Note that in the present embodiment, in this way, the shortest escape route was searched for and escape from the temporary restricted region was proposed to the vehicle occupants, but for example if the vehicle  2  is an automated driving vehicle able to autonomously run, it is also possible to make the vehicle automatically run over the shortest escape route to make it escape from the temporary restricted region. 
     The electronic control unit  20  according to the present embodiment explained above is configured so as to search for the shortest escape route enabling escape from the temporary restricted region when, while driving through a point where operation of internal combustion engines  211  is not restricted, that point becomes inside a temporary restricted region where operation of internal combustion engines  211  is restricted temporarily or abruptly. 
     Due to this, if a temporary restricted region is established, it is possible to propose a shortest escape route to the vehicle occupants and prompt early escape from the temporary restricted region or, further, if the vehicle  2  is an automated driving vehicle able to autonomously run, possible to automatically run along the shortest escape route to escape from the temporary restricted region early. Further, after escaping from the temporary restricted region, it is possible to prepare a driving plan optimizing the driving route from the escape point to the destination. 
     Eighth Embodiment 
     Next, an eighth embodiment of the present disclosure will be explained. The present embodiment differs from the above embodiments in the configuration of the internal combustion engine  211 . Below, this point of difference will be focused on in the explanation. 
     The internal combustion engine  211  according to the present embodiment is configured to be able to burn hydrogen fuel at part of the cylinders and to burn gasoline fuel (fossil fuel) at the remaining cylinders. Due to this, when burning only hydrogen fuel to operate the internal combustion engine  211 , the amount of exhaust of carbon dioxide from the internal combustion engine  211  becomes zero. Therefore, if the restricted region is set with the object of prevention of global warming, even inside a restricted region in a restricted time period, burning only hydrogen fuel to operate the internal combustion engine  211  is allowed. 
     Here, even if driving according to the driving plan, the amount of battery electric power will not necessarily be managed as planned. When running through the inside of a restricted region in a restricted time period in the EV mode, the amount of battery electric power may greatly fall contrary to expectations. As a result, inside a restricted region, the amount of battery electric power may become insufficient and the electric power may run out thereby rendering driving impossible. 
     Therefore, in the present embodiment, assuming a restricted region being set for the purpose of prevention of global warming, it is made so that if driving through the inside of a restricted region in a restricted time period in the EV mode in accordance with a driving plan, when the amount of battery electric power Wn has become less than a predetermined second threshold value Wth 2 , only hydrogen fuel is burned to operate the internal combustion engine  211 . Due to this, it is possible to run the vehicle  2  by the drive power of the internal combustion engine  211  and, further, possible to generate electric power by regenerative operation of the first rotating electric machine  213 . For this reason, when running through the inside of a restricted region in the EV mode in accordance with the driving plan, even if the amount of battery electric power greatly drops contrary to projections, it is possible to keep from falling in a situation where driving becomes impossible. The second threshold value Wth 2  is made an amount of electric power of an extent, for example, enabling driving from the center part of the restricted region to the boundary. 
       FIG. 17  is a flow chart explaining control for operating the internal combustion engine  211  according to the present embodiment. 
     At step S 801 , the electronic control unit  20  of the vehicle  2  judges if the host vehicle is running inside a restricted region in a restricted time period. If the host vehicle is running inside a restricted region during a restricted time period, the electronic control unit  20  proceeds to the processing of step S 802 . On the other hand, if the host vehicle is not running inside a restricted region during a restricted time period, the electronic control unit  20  ends the current processing. 
     At step S 802 , the electronic control unit  20  of the vehicle  2  judges if the current amount of battery electric power Wn is less than the second threshold value Wth 2 . If the current amount of battery electric power Wn is less than the second threshold value Wth 2 , the electronic control unit  20  proceeds to the processing of step S 803 . On the other hand, if the current amount of battery electric power Wn is greater than or equal to the second threshold value Wth 2 , the electronic control unit  20  ends the current processing. 
     At step S 803 , the electronic control unit  20  of the vehicle  2  burns only hydrogen fuel to operate the internal combustion engine  211 . 
     According to the present embodiment explained above, the internal combustion engine  211  is configured to enable hydrogen fuel to be burned at part of the cylinders and gasoline fuel (fossil fuel) to be burned at the remaining cylinders. Further, the electronic control unit  20  according to the present embodiment is configured so that if driving through the inside of a restricted region in a restricted time period in the EV mode, when the amount of battery electric power Wn becomes less than the second threshold value Wth 2 , only hydrogen fuel is burned to operate the internal combustion engine  211  to make the vehicle  2  run by the drive power of the internal combustion engine  211  or the electric power generated utilizing the drive power of the internal combustion engine  211  is charged to the battery  215 . 
     Due to this, when running through the inside of a restricted region in an EV mode in a restricted time period in accordance with a driving plan, even if the amount of battery electric power greatly falls contrary to projections, it is possible to keep from falling in a situation where driving becomes impossible. 
     Ninth Embodiment 
     Next, a ninth embodiment of the present disclosure will be explained. The present embodiment differs from the above embodiments on the point that the vehicle  2  is not a hybrid vehicle provided with an internal combustion engine and a motor as sources of drive power, but a normal vehicle provided with only an internal combustion engine as a source of drive power. Below, this point of difference will be focused on in the explanation. 
       FIG. 18  is a schematic view of the configuration of the vehicle  2  according to the present embodiment. 
     As shown in  FIG. 18 , the vehicle  2  according to the present embodiment is a normal vehicle provided with only an internal combustion engine  211  as the source of drive power and is configured to be able to transmit the drive power of the internal combustion engine  211  to the driving wheels. The internal combustion engine  211  is configured to be able to burn hydrogen fuel in part of the cylinders and burn gasoline fuel (fossil fuel) in the remaining cylinders. The vehicle  2  is provided with a remaining fuel amount sensor  28   d  detecting the remaining amount of fuel. 
     The electronic control unit  20  according to the present embodiment is configured to be able to switch the driving mode of the vehicle  2  to either of the hydrogen mode or the gasoline mode. The hydrogen mode is a mode burning only hydrogen fuel to drive the internal combustion engine  211 . The gasoline mode is a mode burning at least gasoline fuel to drive the internal combustion engine  211 . 
     Further, the electronic control unit  20  prepares a driving plan regarding which driving sections on the scheduled driving route to run through in a hydrogen mode and which driving sections to run through in a gasoline mode while considering restricted regions and make the vehicle  2  run while switching the driving mode in accordance with the driving plan. 
       FIG. 19A  is a flow chart explaining details of the processing for preparation of a first driving plan according to the present embodiment. 
     At step S 901 , the electronic control unit  20  of the vehicle  2  sets the restricted driving sections as hydrogen sections for running in the hydrogen mode. 
     At step S 902 , the electronic control unit  20  of the vehicle  2  judges if there is any drive section for which the driving mode has not been set. If there is a driving section for which the driving mode has not been set, the electronic control unit  20  proceeds to the processing of step  5903 . On the other hand, if there is no driving section for which the driving mode has not been set, the electronic control unit  20  ends the preparation of the first driving plan. 
     At step S 903 , the electronic control unit  20  of the vehicle  2  calculates the estimated value Q 1 [L] of the hydrogen fuel consumed when driving through all of the restricted driving sections in the hydrogen mode based on the driving loads of the restricted driving sections (below, referred to as the “estimated amount of fuel consumption”). 
     At step S 904 , the electronic control unit  20  of the vehicle  2  calculates the amount of hydrogen fuel QA[L] able to be used in the remaining sections other than the restricted driving sections in the current amount of hydrogen fuel Qn detected by the remaining fuel amount sensor  28   d  (below, referred to as the “amount of available hydrogen fuel”). In the present embodiment, the electronic control unit  20  calculates the remaining amount of hydrogen fuel obtained by subtracting from the current amount of hydrogen fuel Qn the estimated amount of fuel consumption Q 1  as the amount of available hydrogen fuel QA. 
     At step S 905 , the electronic control unit  20  of the vehicle  2  judges if the amount of available hydrogen fuel QA is greater than zero. if the amount of available hydrogen fuel QA is greater than zero, the electronic control unit  20  proceeds to the processing of step S 906 . On the other hand, if the amount of available hydrogen fuel QA is less than or equal to zero, the electronic control unit  20  proceeds to the processing of step S 908 . 
     At step S 906 , the electronic control unit  20  of the vehicle  2  judges if the driving mode of the first driving section in which the vehicle first runs on the scheduled driving route (that is, the driving section including the starting point) has not yet been set. If the driving mode of the first driving section has not yet been set, the electronic control unit  20  proceeds to the processing of step S 907 . On the other hand, if the driving mode of the first driving section has already been set, the electronic control unit  20  proceeds to the processing of step S 909 . 
     At step S 907 , the electronic control unit  20  of the vehicle  2  sets the first driving section as a hydrogen section and sets all of the remaining driving sections as gasoline sections. 
     In this way, the first driving section is set as a hydrogen section for the following reason. That is, if driving the internal combustion engine  211  by burning gasoline fuel, which is liquid fuel at the time of a cold state before the internal combustion engine  211  has finished warming up, the exhaust emission tends to deteriorate due to the effect of the gasoline fuel adhering to the cylinder wall surfaces. Therefore, by setting the first driving section as a hydrogen section, at the time of a cold state of the internal combustion engine  211 , it is possible to operate the internal combustion engine  211  by burning the gaseous hydrogen fuel and as a result it is possible to keep the exhaust emission from deteriorating. 
     At step S 908 , hydrogen fuel becomes insufficient for driving through the restricted driving section in the hydrogen mode, so the electronic control unit  20  of the vehicle  2  proposes the resupply of hydrogen fuel to the vehicle occupants through the HMI device  25 . 
     At step S 909 , the electronic control unit  20  of the vehicle  2  sets all of the remaining driving sections as gasoline sections. 
       FIG. 19B  is a flow chart explaining details of the processing for preparation of a second driving plan according to the present embodiment. Note that in  FIG. 19B , the contents of the processing of steps S 905  to S 909  are similar to the contents of the above-mentioned processing explained above with reference to  FIG. 19A , so here the processing will be omitted. 
     At step S 911 , the electronic control unit  20  of the vehicle  2  calculates the current amount of hydrogen fuel Qn detected by the remaining fuel amount sensor  28   d  as the amount of available hydrogen fuel QA. 
     Note that in the present embodiment, a driving plan enabling running in the restricted driving section and the first driving section in the hydrogen mode was prepared, but a driving plan setting other driving sections to the hydrogen mode in addition to these driving sections in accordance with the remaining amount of hydrogen may also be prepared. 
     According to the present embodiment explained above, the electronic control unit  20  (vehicle control device) for controlling a vehicle  2  equipped with an internal combustion engine  211  configured to be able to burn hydrogen fuel in part of the cylinders and able to burn a fossil fuel in the remaining cylinders is provided with a driving plan preparation part for preparing a driving plan dividing a scheduled driving route up to a destination of the vehicle  2  into a plurality of driving sections and setting which driving mode the driving sections should be driven in between a hydrogen mode (first mode) driving by burning only hydrogen fuel or a gasoline mode (second mode) driving by burning at least fossil fuel and a drive power control part for controlling the internal combustion engine  211  based on the driving plan. 
     Further, the driving plan preparation part is configured so that, when driving sections are present inside a restricted region, it extracts as a restricted driving section from among driving sections present inside the restricted region a driving section through which it is projected that the vehicle  2  will be driven in a restricted time period in which burning fossil fuel to operate the internal combustion engine  211  is restricted and prepares a driving plan able to drive through the restricted driving section in the hydrogen mode. 
     Due to this, it is possible to prepare a suitable driving plan considering restricted regions when preparing a driving plan of a vehicle  2  able to switch to driving modes of a first mode running by burning only hydrogen fuel and a second mode running by at least a fossil fuel. 
     Further, the electronic control unit  20  according to the present embodiment is configured to provide occupants of a vehicle  2  the position information of locations able to resupply hydrogen fuel when the remaining amount of hydrogen fuel is less than an estimated value of the amount of hydrogen fuel consumed when driving through a restricted driving section in the hydrogen mode (first mode), so it is possible to keep from falling in a situation where the remaining amount of hydrogen becomes insufficient while driving through a restricted driving section. 
     Above, embodiments of the present disclosure were explained, but the above embodiments only show some of the examples of application of the present disclosure and are not meant to limit the technical scope of the present disclosure to the specific constitutions of the above embodiments. 
     For example, in the above embodiments, a driving plan was prepared optimizing the driving in one trip from the starting point to the destination (period from when the start switch of the vehicle  2  is turned ON to when it is turned OFF), but the disclosure is not limited to this. It is also possible to prepare a driving plan optimizing the driving in a driving route as a whole comprised of several trips such as when traveling back and forth between the home and workplace or when making the rounds of a plurality of destinations (waypoints) then returning to the home or other initial starting point (in the case of the former, two trips—outbound and return and in the case of the latter, for example, if there are two destinations, three trips). 
     Further, in the above embodiments, the restricted region information was acquired from the server  1 , but the disclosure is not limited to this. The restricted region information may be stored in advance in the vehicle storage part  202  of the electronic control unit  20  or another vehicle-mounted storage device. If a road traffic information communication system center or other outside communication center periodically sends restricted region information, it may also be acquired by receiving the restricted region information sent from the outside communication center.