Vehicle control device, vehicle control method and program

Abstract

To provide a vehicle control apparatus, a vehicle control method, and a program which make it unlikely that a vehicle capable of executing low SOC control is prevented from traveling in an EV priority mode.SOLUTION: When a prohibition frequency is equal to or greater than a first threshold, the prohibition frequency being obtained on the basis of a total value of prohibition points indicating that a vehicle is prohibited from entering an EV priority mode due to low SOC control, a specific target SOC of the vehicle executing the low SOC control becomes a value equal to or greater than an EV-SW permissible SOC.SELECTED DRAWING: Figure 5

Description

[Technical Field]

[0001] The present invention relates to a vehicle control device, a vehicle control method, and a program. [Background technology]

[0002] The following Patent Document 1 discloses a hybrid vehicle (hereinafter referred to as "vehicle") that can execute low SOC control to lower the vehicle's SOC (State of Charge) from a normal value when a predetermined condition is met. This vehicle recognizes, based on the vehicle's driving history, how frequently forced charging control was executed when the vehicle traveled from a predetermined location to a destination in the past. Forced charging control is a control that forcibly operates the internal combustion engine to increase the battery SOC.

[0003] If it is determined that the execution frequency of the forced charging control is low, the vehicle executes low SOC control when traveling between a predetermined position and a destination. When low SOC control is executed, the SOC value when the vehicle arrives at the destination is low, thereby improving the fuel efficiency of the vehicle. On the other hand, if it is determined that the execution frequency of the forced charging control is high, the vehicle does not execute low SOC control when traveling between a predetermined position and a destination. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Publication No. 2019-055607 Summary of the Invention [Problem to be solved by the invention]

[0005] There is known a vehicle that can run in EV priority mode when the EV switch is turned on. EV priority mode is a driving mode in which the electric motor is used preferentially as a drive source. This vehicle runs in EV priority mode when the EV switch is turned on while the SOC is equal to or higher than a predetermined value. The invention of Patent Document 1 can be applied to this vehicle. However, this vehicle is prone to being unable to run in EV priority mode because the SOC tends to become low when low SOC control is being executed.

[0006] In consideration of the above, an object of the present invention is to provide a vehicle control device, a vehicle control method, and a program that are less likely to hinder a vehicle capable of executing low SOC control from running in EV priority mode. [Means for solving the problem]

[0007] The vehicle control device described in claim 1 is capable of executing low SOC control such that, when the SOC of a battery that can supply power to an electric motor is equal to or greater than an EV-SW permission SOC that is lower than a normal target SOC and the EV switch is turned on, the vehicle enters an EV priority mode that prioritizes using the electric motor rather than an internal combustion engine as a drive source, and prohibits the vehicle from entering the EV priority mode when the SOC is less than the EV-SW permission SOC, and sets a specific target SOC that is a target SOC when the vehicle traveling from a first predetermined position along a first traveling route reaches a second predetermined position to a value lower than the normal target SOC, and when a prohibition frequency calculated based on a total value of prohibition points that indicate that the vehicle is prohibited from entering the EV priority mode due to the low SOC control is equal to or greater than a first threshold value, the specific target SOC of the vehicle that is executing the low SOC control becomes a value equal to or greater than the EV-SW permission SOC.

[0008] The vehicle control device described in claim 1 switches the vehicle to EV priority mode, which prioritizes the use of the electric motor as the drive source, when the SOC (the battery's state of charge) is equal to or greater than the EV-SW permission SOC, which is lower than the battery's normal target SOC, and the EV switch provided in the vehicle is turned on. On the other hand, the vehicle control device prohibits the vehicle from switching to EV priority mode when the SOC is less than the EV-SW permission SOC. The vehicle control device is also capable of executing low SOC control, which sets a specific target SOC, which is the target SOC when the vehicle traveling from a first predetermined position along a first travel route reaches a second predetermined position, to a value lower than the normal target SOC. Furthermore, when the prohibition frequency calculated based on the total value of prohibition points indicating that the vehicle is prohibited from switching to EV priority mode due to low SOC control, is equal to or greater than a first threshold, the specific target SOC of the vehicle executing low SOC control becomes equal to or greater than the EV-SW permission SOC.

[0009] Assume that the frequency of prohibition when the vehicle previously traveled between the first and second predetermined positions while the specific target SOC was lower than the EV-SW permission SOC was equal to or greater than the first threshold. In this case, when the vehicle subsequently travels between the first and second predetermined positions while the specific target SOC is lower than the EV-SW permission SOC, the frequency of prohibition of the vehicle from entering the EV priority mode is likely to be equal to or greater than the first threshold. Therefore, in such a case, at least one of the specific target SOC and the EV-SW permission SOC is changed so that the specific target SOC becomes equal to or greater than the EV-SW permission SOC. In this case, even if the vehicle travels between the first and second predetermined positions while performing low SOC control, the vehicle is unlikely to be prohibited from entering the EV priority mode. In other words, a vehicle capable of performing low SOC control is unlikely to be hindered from traveling in the EV priority mode.

[0010] Furthermore, assume that the prohibition frequency when the vehicle previously traveled between the first predetermined position and the second predetermined position while the specific target SOC was lower than the EV-SW permission SOC was determined to be less than the first threshold. In this case, when the vehicle subsequently travels between the first predetermined position and the second predetermined position while the specific target SOC is lower than the EV-SW permission SOC, the prohibition frequency is likely to be less than the first threshold. Therefore, in this case, even if a vehicle undergoing low SOC control travels between the first predetermined position and the second predetermined position while the specific target SOC is lower than the EV-SW permission SOC, the vehicle is unlikely to be prohibited from switching to the EV priority mode.

[0011] Incidentally, the more accurately the prohibition frequency obtained as described above represents the relationship between the execution of low SOC control and the prohibition of the vehicle from entering the EV priority mode, the less likely it is that the vehicle will be prevented from running in the EV priority mode.

[0012] The prohibition point of the vehicle control device recited in claim 1 indicates that the vehicle is prohibited from entering EV priority mode due to SOC control. Therefore, the prohibition frequency calculated by the vehicle control device of claim 1 accurately indicates the relationship between the execution of low SOC control and the prohibition of the vehicle from entering EV priority mode. Therefore, the invention of claim 1 makes it possible to make it difficult for a vehicle capable of executing low SOC control to be prevented from running in EV priority mode.

[0013] The vehicle control device according to the invention of claim 2 is the invention of claim 1, wherein when the low SOC control is executed and the vehicle is prohibited from entering the EV priority mode while traveling on the first traveling route, the prohibition points for the first traveling route are added up, and when the vehicle travels on the first traveling route while executing the low SOC control and then travels on a second traveling route starting from the second predetermined position without executing the low SOC control, the vehicle traveling on the second traveling route is prohibited from entering the EV priority mode and a specific condition is met, the prohibition points for the first traveling route are added up.

[0014] In the invention described in claim 2, when low SOC control is executed and the vehicle is prohibited from entering EV priority mode while traveling on a first traveling route, prohibition points for the first traveling route are incremented. Furthermore, when the vehicle travels on the first traveling route while executing low SOC control and then travels on a second traveling route starting from a second predetermined position without executing low SOC control, if the vehicle traveling on the second traveling route is prohibited from entering EV priority mode and a specific condition is met, prohibition points for the first traveling route are incremented. Therefore, the prohibition frequency calculated by the vehicle control device described in claim 2 accurately represents the relationship between the execution of low SOC control and the prohibition of the vehicle from entering EV priority mode. Therefore, the invention described in claim 2 makes it possible to reduce the likelihood of a vehicle capable of executing low SOC control being prevented from traveling in EV priority mode.

[0015] The vehicle control device according to the invention described in claim 3 is the invention of claim 2, wherein when the low SOC control is continued until the vehicle reaches the second predetermined position, the specific condition is met when the time between the time the vehicle departs from the second predetermined position on the first driving route and the time the vehicle traveling on the second driving route is prohibited from entering the EV priority mode is equal to or less than a second threshold value.

[0016] In the invention described in claim 3, when low SOC control continues until the vehicle reaches a second predetermined position, the specific condition is met if the time between the time the vehicle departs from the second predetermined position on the first driving route and the time the vehicle traveling on the second driving route is prohibited from switching to EV priority mode is equal to or less than a second threshold. If the second time arrives after a certain amount of time has passed since the end of low SOC control, it is considered that the execution of low SOC control and the prohibition of the vehicle from switching to EV priority mode are not closely related. Therefore, the vehicle control device described in claim 3 can prevent the addition of prohibition points that are not closely related to the execution of low SOC control. Therefore, according to the invention described in claim 3, it is less likely that a vehicle capable of executing low SOC control will be prevented from being prevented from traveling in EV priority mode.

[0017] The vehicle control device according to the invention described in claim 4 is the invention described in claim 2, wherein when the low SOC control ends before the vehicle reaches the second predetermined position, the specific condition is met when the time between the time when the low SOC control ends and the time when the vehicle traveling in the area between the position of the vehicle when the low SOC control ends and the second predetermined position is prohibited from entering the EV priority mode is equal to or less than a second threshold value.

[0018] In the invention recited in claim 4, when low SOC control ends before the vehicle reaches a second predetermined position, the specific condition is met if the time between the time low SOC control ends and the time the vehicle traveling in the area between the vehicle's position when low SOC control ended and the second predetermined position is prohibited from switching to EV priority mode is equal to or less than a second threshold. Therefore, the vehicle control device recited in claim 4 can prevent prohibition points that are little related to the execution of low SOC control from being added when low SOC control ends before the vehicle reaches the second predetermined position and the vehicle then travels to the second predetermined position. Therefore, according to the invention recited in claim 4, it is less likely that a vehicle capable of executing low SOC control will be prevented from being prevented from traveling in EV priority mode.

[0019] The vehicle control device of the invention described in claim 5 is the invention described in claim 2, and when the low SOC control ends before the vehicle reaches the second predetermined position, the specific condition is met when the elapsed driving time, which is the time between a first time when the low SOC control ends and a second time when the vehicle, while traveling in a predetermined area of ​​the second driving route, is prohibited from entering the EV priority mode, minus the time the vehicle was parked between the first time and the second time, is equal to or less than a second threshold value.

[0020] In the invention described in claim 5, when low SOC control ends before the vehicle reaches a second predetermined position, the specific condition is met when the elapsed driving time, which is the time between the first time when low SOC control ends and the second time when the vehicle traveling in a predetermined area of ​​the second driving route is prohibited from switching to EV priority mode, minus the time the vehicle was parked between the first time and the second time, is equal to or less than a second threshold. Therefore, the vehicle control device described in claim 5 can prevent prohibition points that are little related to the execution of low SOC control from being added when low SOC control ends before the vehicle reaches the second predetermined position and the vehicle subsequently travels along the second driving route. Therefore, according to the invention described in claim 5, it is less likely that a vehicle capable of executing low SOC control will be prevented from being prevented from traveling in EV priority mode.

[0021] The vehicle control device according to the invention described in claim 6 is the invention described in claim 2, wherein the specific condition is met when the distance between the position of the vehicle when the low SOC control ends and the position of the vehicle when the vehicle traveling on the second driving route is prohibited from entering the EV priority mode is equal to or less than a third threshold value.

[0022] In the invention described in claim 6, the specific condition is met when the distance between the vehicle's position when low SOC control ended and the vehicle's position when the vehicle traveling on the second traveling route was prohibited from entering EV priority mode is equal to or less than a third threshold. If the vehicle has traveled a certain distance after low SOC control ended, it is considered that the execution of low SOC control and the prohibition of the vehicle from entering EV priority mode are not closely related. Therefore, the vehicle control device described in claim 6 can prevent the addition of prohibition points that are not closely related to the execution of low SOC control. Therefore, according to the invention described in claim 6, it is less likely that a vehicle capable of executing low SOC control will be prevented from traveling in EV priority mode.

[0023] The vehicle control device of the invention described in claim 7 is the invention described in claim 2, in which the specific condition is met when the vehicle traveling on the second traveling route is prohibited from entering the EV priority mode after the low SOC control has ended and before the SOC of the battery of the vehicle traveling on the second traveling route becomes equal to or greater than a predetermined fourth threshold.

[0024] In the invention described in claim 7, the specific condition is met when a vehicle traveling on the second traveling route is prohibited from entering EV priority mode after low SOC control ends and before the SOC of the battery of the vehicle traveling on the second traveling route becomes equal to or greater than a predetermined fourth threshold. Once the time has passed when the SOC of the battery of the vehicle traveling on the second traveling route becomes equal to or greater than the fourth threshold, it is considered that the correlation between the execution of low SOC control and the prohibition of the vehicle from entering EV priority mode becomes weaker. Therefore, the vehicle control device described in claim 7 can prevent the addition of prohibition points that are less correlated with the execution of low SOC control. Therefore, according to the invention described in claim 7, a vehicle capable of executing low SOC control is less likely to be prevented from traveling in EV priority mode.

[0025] A vehicle control method according to the invention recited in claim 8 includes the steps of: when the SOC of a battery that can supply power to an electric motor is equal to or greater than an EV-SW permission SOC that is lower than a normal target SOC and an EV switch is turned on, switching the vehicle to an EV priority mode that prioritizes using the electric motor rather than an internal combustion engine as a drive source; and prohibiting the vehicle from entering the EV priority mode when the SOC is less than the EV-SW permission SOC; executing low SOC control that sets a specific target SOC, which is a target SOC when the vehicle traveling from a first predetermined position along a first traveling route, to a value lower than the normal target SOC; and when a prohibition frequency calculated based on a total value of prohibition points that indicate that the vehicle is prohibited from entering the EV priority mode due to the low SOC control is equal to or greater than a first threshold value, changing the specific target SOC of the vehicle undergoing the low SOC control to a value equal to or greater than the EV-SW permission SOC.

[0026] The program described in claim 9 causes a computer to execute the following processes: when the SOC of a battery that can supply power to the electric motor is equal to or greater than an EV-SW permission SOC that is lower than a normal target SOC and the EV switch is turned on, the program switches the vehicle to an EV priority mode that prioritizes using the electric motor rather than an internal combustion engine as a drive source; and prohibits the vehicle from entering the EV priority mode when the SOC is less than the EV-SW permission SOC; executes low SOC control that sets a specific target SOC, which is a target SOC when the vehicle traveling from a first predetermined position along a first traveling route reaches a second predetermined position, to a value lower than the normal target SOC; and when a prohibition frequency calculated based on a total value of prohibition points that indicate that the vehicle is prohibited from entering the EV priority mode due to the low SOC control is equal to or greater than a first threshold value, changes the specific target SOC of the vehicle that is executing the low SOC control to a value equal to or greater than the EV-SW permission SOC. [Effects of the Invention]

[0027] As described above, the vehicle control device, vehicle control method, and program according to the present invention have the excellent effect of making it difficult for a vehicle capable of executing low SOC control to be hindered from traveling in EV priority mode. [Brief explanation of the drawings]

[0028] [Figure 1] 1 is a diagram illustrating a vehicle control device and a vehicle controlled by the vehicle control device according to a first embodiment. [Figure 2] FIG. 2 is a control block diagram of an ECU of a vehicle. [Figure 3] FIG. 3 is a functional block diagram of the ECU shown in FIG. 2. [Figure 4] FIG. 2 is a functional block diagram of hardware of an external server shown in FIG. [Figure 5] FIG. 1 is a schematic diagram showing a road on which a vehicle travels. [Figure 6] FIG. 10 is a diagram showing a map created when a vehicle travels a specific travel section RS-A of travel routes RT1 and RT2. [Figure 7] FIG. 10 is a diagram showing a map created when the vehicle traveled through the specific travel section RS-C of the travel routes RT3 and RT4. [Figure 8] FIG. 10 is a diagram showing a map created when a vehicle traveled through a specific travel section RS-E of travel routes RT6 and RT7. [Figure 9] 10 is a timing chart showing the state of the SOC, the EV priority mode, and the low SOC control when the vehicle travels in a specific travel section. [Figure 10] 10 is a flowchart showing a process executed by an external server. [Figure 11] 4 is a flowchart showing a process executed by an ECU. [Figure 12] 4 is a flowchart showing a process executed by an ECU. [Figure 13] 10 is a timing chart showing the state of the SOC, the EV priority mode, and the low SOC control when a vehicle of a comparative example travels in a specific travel section. [Figure 14] 10 is a timing chart showing the SOC, the EV priority mode, and the low SOC control state when a vehicle according to a fourth embodiment travels in a specific travel section. [Figure 15] 10 is a flowchart showing a process executed by an ECU according to a fourth embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0029] A first embodiment of a vehicle control device 10, a vehicle control method, and a program according to the present invention will be described below with reference to FIGS.

[0030] 1, a vehicle control device 10 that controls a vehicle 11 includes devices mounted on the vehicle 11 and an external server 20. An ID that represents the vehicle 11 is assigned to the vehicle 11.

[0031] The vehicle 11 has an ECU (Electronic Control Unit) 12, a GNSS (Global Navigation Satellite System) receiver 14, an internal combustion engine 15, an electric motor 16, a battery 17, an EV switch 18, and a display 19. The GNSS receiver 14, the internal combustion engine 15, the electric motor 16, the battery 17, the EV switch 18, and the display 19 are connected to the ECU 12.

[0032] The internal combustion engine 15 and the electric motor 16 are connected to drive wheels (not shown) via a power transmission mechanism (not shown). That is, the vehicle 11 is a hybrid electric vehicle that has the internal combustion engine 15 and the electric motor 16 as drive sources. Therefore, the driving modes of the vehicle 11 include an EV priority mode (also called EV mode) that preferentially uses the electric motor 16 as a drive source, and an HV mode that uses the internal combustion engine 15 and the electric motor 16 as drive sources.

[0033] The internal combustion engine 15 operates by burning gasoline, for example. The electric motor 16 operates by receiving power from a battery 17. The electric motor 16 also functions as a generator. For example, when the internal combustion engine 15 operates as a drive source, the electric motor 16 can function as a generator. Although not shown in the figure, the electric motor 16 of this embodiment includes two electric motors. These two electric motors can both function as an electric motor (drive source) and a generator. The power generated by the electric motor 16 is stored in the battery 17.

[0034] The battery 17 is, for example, a nickel-metal hydride secondary battery or a lithium-ion secondary battery. When the ignition switch of the vehicle 11 is in the ON position, the ECU 12 (drive source control unit 122) selects at least one of the internal combustion engine 15 and the electric motor 16 as a drive source so that the SOC (State of Charge) of the battery 17 is close to a predetermined target SOC. This target SOC includes a normal target SOC and a specific target SOC. The specific target SOC is the target SOC when the ECU 12 executes low SOC control, which will be described later. More specifically, the specific target SOC is the target SOC when the vehicle 11 has arrived at a destination G, which will be described later. The specific target SOC in this embodiment includes a specific target SOC(a) and a specific target SOC(b), which will be described later. On the other hand, the normal target SOC is the target SOC when the ECU 12 executes normal control. In other words, the normal target SOC is the target SOC when the ECU 12 does not execute low SOC control. The magnitude relationship between these values ​​is shown in FIG. 9. That is, normal target SOC > specific target SOC(b) > specific target SOC(a). For example, the normal target SOC value is 63 percent. For example, the specific target SOC(a) value is 42 percent, and the specific target SOC(b) value is 48 percent.

[0035] In this specification, the term "ignition switch 35" includes an ignition switch operated by a key and other switches, such as a push-button start button.

[0036] The GNSS receiver 14 repeatedly acquires position information (latitude, longitude, etc.) of the location where the vehicle 11 is traveling at a predetermined interval based on the GNSS signals transmitted from the artificial satellites.

[0037] The EV switch 18 and the display 19 are provided, for example, on an instrument panel (not shown) of the vehicle 11. As will be described later, when the EV switch 18 is moved to the ON position by a passenger under predetermined conditions, the driving mode of the vehicle 11 switches to an "EV priority mode." The EV priority mode is basically a driving mode in which the vehicle 11 is driven by the driving force generated by the electric motor 16 without transmitting the torque generated by the internal combustion engine 15 to the drive wheels of the vehicle 11.

[0038] 2, the ECU 12 includes a CPU (Central Processing Unit: processor) (computer) 12A, a ROM (Read Only Memory) 12B, a RAM (Random Access Memory) 12C, a storage 12D, a communication I / F (Interface) 12E, and an input / output I / F 12F. The CPU 12A, ROM 12B, RAM 12C, storage 12D, communication I / F 12E, and input / output I / F 12F are connected to each other via a bus 12Z so as to be able to communicate with each other. The ECU 12 can obtain information related to the date and time from a timer (not shown).

[0039] The CPU 12A is a central processing unit that executes various programs and controls each component. That is, the CPU 12A reads programs from the ROM 12B or the storage 12D and executes the programs using the RAM 12C as a work area. The CPU 12A controls each component and performs various arithmetic operations in accordance with the programs recorded in the ROM 12B or the storage 12D.

[0040] The ROM 12B stores various programs and various data. The RAM 12C temporarily stores programs or data as a working area. The storage 12D is configured with a storage device such as an HDD (Hard Disk Drive) or an SSD (Solid State Drive) and stores various programs and various data. The communication I / F 12E is an interface for communicating with other devices. For example, the communication I / F 12E is capable of wireless communication with the wireless communication device 21 of the external server 20. The input / output I / F 12F is an interface for communicating with various devices.

[0041] 3 is a block diagram showing an example of the functional configuration of the ECU 12. The ECU 12 has, as its functional configuration, a travel route prediction unit 121, a drive source control unit 122, a low SOC control unit 123, and a communication control unit 124. The travel route prediction unit 121, the drive source control unit 122, the low SOC control unit 123, and the communication control unit 124 are realized by the CPU 12A reading and executing programs stored in the ROM 12B.

[0042] The driving route prediction unit 121 predicts the driving route of the vehicle 11 based on information input to the car navigation system, vehicle speed information of the vehicle 11, steering angle information of the vehicle 11, operation information of a direction indicator (turn signal lever) (not shown), position information received by the GNSS receiver 14, the current date and time, and driving history information of the vehicle 11 recorded in the storage 12D. Each driving history recorded in this driving history information is linked to the date and time period on which the vehicle 11 drove.

[0043] The driving source control unit 122 determines the driving mode of the vehicle 11 based on multiple pieces of information, and selects at least one of the internal combustion engine 15 and the electric motor 16 as the driving source. This information includes at least the accelerator pedal (not shown), the SOC of the battery 17, the vehicle speed of the vehicle 11, and whether the EV switch 18 has been turned on. When the SOC of the battery 17 falls below a forced charge SOC, which is a value lower than the specific target SOC(a), the driving source control unit 122 forcibly rotates the internal combustion engine 15.

[0044] The driving source control unit 122 determines whether to set the driving mode of the vehicle 11 to the "EV priority mode." That is, when the SOC of the battery 17 is equal to or greater than the EV-SW permission SOC and the EV switch 18 is in the ON position, the driving source control unit 122 sets the driving mode of the vehicle 11 to the "EV priority mode." On the other hand, when the SOC of the battery 17 is less than the EV-SW permission SOC, the driving source control unit 122 does not set the driving mode of the vehicle 11 to the "EV priority mode." The magnitude relationship among the EV-SW permission SOC, normal target SOC, specific target SOC(a), and specific target SOC(b) in this embodiment is shown in FIG. 9. That is, the magnitude relationship among these values ​​is normal target SOC > specific target SOC(b) > EV-SW permission SOC > specific target SOC(a). For example, the value of the EV-SW permission SOC is 43 percent.

[0045] When the parking determination unit 211 of the external server 20 determines that "the vehicle will be in a long-term parked state," as described below, the low SOC control unit 123 sets the target SOC of the battery 17 when the vehicle 11 is traveling in a specific traveling section RS, which will be described below, to a specific target SOC that is a value lower than the normal target SOC. In other words, the vehicle 11 is controlled so that the SOC when the vehicle 11 reaches the destination G will be the specific target SOC. This control of setting the target SOC of the battery 17 when the vehicle 11 is traveling in the specific traveling section RS to a specific target SOC that is a value lower than the normal target SOC is referred to as low SOC control. As described below, the specific traveling section RS includes, for example, specific traveling sections RS-A, RS-B, RS-C, and RS-E.

[0046] The communication control unit 124 controls the communication I / F 12E.

[0047] The external server 20 has a hardware configuration including a CPU, a ROM 20B, a RAM, a storage, a communication I / F, and an input / output I / F. The CPU, ROM 20B, RAM, storage, communication I / F, and input / output I / F are connected to each other via a bus so as to be able to communicate with each other. The external server 20 can obtain information related to the date and time from a timer (not shown).

[0048] The storage of the external server 20 stores driving history information of a large number of vehicles, including the vehicle 11, in association with the ID of each vehicle. The driving history information of each vehicle is wirelessly transmitted from the communication I / F 12E of each vehicle to the wireless communication device 21 of the external server 20. This driving history information includes the driving route that each vehicle actually traveled and the location where each vehicle actually parked. The driving history information also includes the date and time and number of times that each vehicle traveled each driving route, as well as the date and time, parking duration, and number of times at each parking location. The driving history information also includes information on the location (location information), number of times, and date and time when the EV switch 18 was turned on, as well as information on the location (location information), number of times, and date and time when execution of the EV priority mode was prohibited. The storage of the external server 20 also stores information on the driving route of each vehicle predicted by the driving route prediction unit 121, which the external server 20 received from the communication I / F 12E.

[0049] 4 is a block diagram showing an example of the functional configuration of the hardware of the external server 20. The hardware of the external server 20 has, as its functional configuration, a parking determination unit 211, a frequency determination unit 212, a map creation unit 213, and a communication control unit 214. The parking determination unit 211, the frequency determination unit 212, the map creation unit 213, and the communication control unit 214 are realized by the CPU reading and executing programs stored in the ROM 20B.

[0050] The parking determination unit 211 predicts the destination (end point) G of the vehicle 11's driving route based on the predicted driving route, current date and time, weather information, and driving history information recorded in the storage. Furthermore, the parking determination unit 211 predicts the length of time the vehicle 11 will be parked at the predicted destination G. That is, the parking determination unit 211 determines whether the length of time the vehicle 11 will be parked at the destination G will be longer than a predetermined parking time threshold. In this specification, a parking state of the vehicle 11 that lasts for a time longer than the parking time threshold is referred to as a long-term parking state. On the other hand, a parking state of the vehicle 11 that lasts for a time equal to or shorter than the parking time threshold is referred to as a short-term parking state. The parking time threshold is, for example, six hours. The parking time threshold is recorded in the ROM 20B of the external server 20. Note that methods for estimating the destination of the vehicle's driving route and the parking state at the destination based on the above information are well known. For example, the destination of the vehicle's driving route and the parking state at the destination can be estimated using the method disclosed in Japanese Patent Application Laid-Open No. 2019-055607.

[0051] The frequency determination unit 212 determines a discharge point P, which is a predetermined position a predetermined distance before the destination G on the estimated travel route. The section of the travel route between the destination G and the discharge point P is the specific travel section RS. Furthermore, the frequency determination unit 212 calculates a prohibition frequency, which indicates how often the EV priority mode was prohibited when the vehicle 11 traveled the specific travel section RS in the past, based on information about the location, date, and time when the EV priority mode was prohibited, which is included in the travel history information. Here, prohibiting the EV priority mode includes the drive source control unit 122 refusing to switch to the EV priority mode when the EV switch 18 is moved from the OFF position to the ON position, and the drive source control unit 122 stopping the currently running EV priority mode. On the other hand, allowing the EV priority mode includes the drive source control unit 122 switching the travel mode to the EV priority mode when the EV switch 18 is moved from the OFF position to the ON position, and the drive source control unit 122 continuing to run the currently running EV priority mode.

[0052] The map creating unit 213 creates a map, which will be described later, based on information relating to the driving history received from the vehicle 11, and updates the map recorded in the ROM 20B.

[0053] 6 to 8 are examples of maps MP1, MP2, and MP3 that represent the frequency (driving history) at which the vehicle 11 previously prohibited the execution of the EV-priority mode when traveling through the specific driving section RS and other sections. More specifically, the maps MP1, MP2, and MP3 represent the frequency at which the execution of the EV-priority mode was prohibited when the vehicle 11 traveled through the specific driving section RS while performing low SOC control while setting the target SOC of the battery 17 to the specific target SOC(a). Note that, in this specification, a trip refers to the travel of the vehicle 11 from when the ignition switch is turned on until the ignition switch is turned off. Furthermore, when the vehicle 11 completes a trip and then starts a new trip, the first trip is referred to as the first trip, and the next trip is referred to as the second trip. The maps MP1, MP2, and MP3 in FIGS. 6 to 8 are stored in the ROM 20B of the external server 20.

[0054] Map MP1 in FIG. 6 shows the prohibition frequency when the vehicle 11 travels along the travel route RT1 (first travel route) and the travel route RT2 (second travel route) shown in FIG. 5. That is, the vehicle 11 has traveled along the travel route RT1 and the travel route RT2 in the past. The travel route RT1 is the route taken by the vehicle 11, whose ignition switch is turned on, to depart from the departure point (first predetermined position) indicated by symbol S in FIG. 5, and pass through point P1, branch point SP1, branch point SP2, and point P2 to reach point A (second predetermined position) (destination). Furthermore, the travel route RT2 is the route taken by the vehicle 11, after parking at point A, to depart from point A (departure point) (first predetermined position), and pass through points P3 and P4 to reach point B (second predetermined position) (destination). In other words, the trip in which the vehicle 11 travels along the travel route RT1 is the first trip, and the trip in which the vehicle 11 travels along the travel route RT2 is the second trip. Furthermore, when the vehicle 11 reaches a discharge point P on the travel route RT1 (the start point of the specific travel section RS-A), and when the vehicle 11 reaches a discharge point P on the travel route RT2 (the start point of the specific travel section RS-B), the low SOC control unit 123 executes low SOC control to set the target SOC of the battery 17 to the specific target SOC(a), based on information relating to the discharge points P on the travel routes RT1 and RT2 received from the external server 20. When the vehicle 11 travels on the travel route RT1, the low SOC control continues until the vehicle 11 reaches point A, and when the vehicle 11 travels on the travel route RT2, the low SOC control continues until the vehicle 11 reaches point B.

[0055] For example, suppose that vehicle 11 travels along route RT1 from 5:00 to 11:00 on a Friday (weekday), and then travels along route RT2 from 11:00 to 14:00 on the following Saturday (holiday).

[0056] Assume that execution of the EV priority mode is prohibited when the vehicle 11 traveling along the travel route RT1 passes points P1 and P2, and when the vehicle 11 traveling along the travel route RT2 passes points P3 and P4. Note that an x ​​in FIG. 5 indicates that execution of the EV priority mode is prohibited. The vehicle 11 passes point P1 before reaching the specific travel section RS-A. Therefore, there is no correlation between the low SOC control in the specific travel section RS-A and the prohibition of execution of the EV priority mode at point P1. For example, when the driver of the vehicle 11 depresses the accelerator pedal to request acceleration, the drive source control unit 122 may operate the internal combustion engine 15 in addition to the electric motor 16 to satisfy this acceleration request. In this case, execution of the EV priority mode is prohibited at point P1. On the other hand, there is a strong correlation between the prohibition of execution of the EV priority mode when the vehicle 11 passes point P2, which is included in the specific travel section RS-A, and the low SOC control in the specific travel section RS-A.

[0057] When the vehicle 11 reaches point A and the ignition switch 35 is turned off, the communication I / F 12E wirelessly transmits the driving history for this first trip to the external server 20. As described above, there is a strong correlation between the fact that execution of EV priority mode was prohibited when the vehicle 11 passed point P2 and the low SOC control in the specific driving section RS-A. Therefore, the map creation unit 213 of the external server 20 updates the map MP1 stored in ROM 20B so that the prohibition point is incremented by "1" to the number of prohibitions for the time period from 5:00 to 11:00 on weekdays.

[0058] Furthermore, after the vehicle 11 is parked at point A, the ignition switch 35 is turned on, and the vehicle 11 departs from point A (starting point) and travels along travel route RT2. The time when the low SOC control ends for the vehicle 11 at point A is defined as t1, and the time when the vehicle 11 passes point P3 is defined as t2. Hereinafter, the value (time) obtained by subtracting the parking time from the time between the first time (t1) when the low SOC control ends and the second time (t2) when the vehicle 11, with the ignition switch 35 in the ON position, is located at a predetermined position may be referred to as the elapsed travel time. In other words, the elapsed travel time is approximately the same as the time the vehicle 11 traveled between the first time and the second time. Note that the parking time is zero when the vehicle 11 is not parked. Furthermore, it is assumed that the length of the elapsed travel time, which is the time between time t1 and time t2, is equal to or less than a second threshold. The second threshold is, for example, 10 minutes. Due to the low SOC control in the first trip, the SOC of the battery 17 is low when the vehicle 11 departs point A. That is, there is a strong correlation between the prohibition of execution of the EV priority mode when the vehicle 11 passes point P3 and the low SOC control in the specific driving section RS-A. Furthermore, the time when the vehicle 11 passes point P4 is assumed to be t3. The length of the elapsed driving time between time t1 and time t3 is longer than the second threshold. If the elapsed driving time is longer than the second threshold, there is a possibility that the SOC of the battery 17 will reach a high value during the elapsed driving time. Therefore, there is a weak correlation between the prohibition of execution of the EV priority mode when the vehicle 11 passes point P4 and the low SOC control in the specific driving section RS-A.

[0059] When the vehicle 11 reaches point B and the ignition switch 35 is turned off, the communication I / F 12E wirelessly transmits the driving history for this second trip to the external server 20. As described above, there is a strong correlation between the fact that execution of EV priority mode was prohibited when the vehicle 11 passed point P3 and the low SOC control in the specific driving section RS-A. Therefore, the map creation unit 213 of the external server 20 updates the map MP1 stored in ROM 20B so that the prohibition point is incremented by "1" to the number of prohibitions for the time period from 5:00 to 11:00 on weekdays.

[0060] Map MP1 in FIG. 6 indicates that vehicle 11 has traveled the specific driving section RS-A a total of 56 times in the past. For example, between 5:00 and 11:00 on weekdays, vehicle 11 was prohibited from operating in EV priority mode a total of four times. Furthermore, between 5:00 and 11:00 on weekdays, vehicle 11 was permitted to operate in EV priority mode a total of 46 times. In other words, map MP1 indicates that vehicle 11 was prohibited from operating in EV priority mode only four times out of 50 times it traveled between 5:00 and 11:00 on weekdays. Map MP1 also indicates that vehicle 11 was prohibited from operating in EV priority mode with a probability of 8 percent between 5:00 and 11:00 on weekdays. In other words, the prohibition frequency between 5:00 and 11:00 on weekdays is 8 percent. The probability that vehicle 11 was prohibited from operating in EV priority mode (prohibition frequency) during other time periods is 0 percent.

[0061] Next, assume that the vehicle 11 has never traveled the travel route RT3 (first travel route) and the travel route RT4 (second travel route) shown in FIG. 5 before, and travels the travel route RT3 and the travel route RT4 for the first time. The travel route RT3 is the route in which the vehicle 11, with the ignition switch turned on, departs from a starting point S (first predetermined position), passes through point P1, branch point SP1, branch point SP2, and point P5, and reaches point C (second predetermined position) (destination). Furthermore, the travel route RT4 is the route in which the vehicle 11 departs from point C (starting point) after parking at point C, passes through point P6, and reaches point A (destination). In other words, the trip in which the vehicle 11 travels the travel route RT3 is the first trip, and the trip in which the vehicle 11 travels the travel route RT4 is the second trip.

[0062] For example, when vehicle 11 traveling from departure point S to point C passes point P1, branch point SP1, and branch point SP2, travel route prediction unit 121 estimates that "vehicle 11 is traveling along travel route RT1 toward point A" based on travel history information, etc. Therefore, when vehicle 11 reaches a predetermined position on travel route RT3 (the start point of specific travel section RS-C), low SOC control unit 123 executes low SOC control to set the target SOC of battery 17 to specific target SOC(a) based on information regarding discharge point P on travel route RT1 received from external server 20. Low SOC control is continued until vehicle 11 reaches point C.

[0063] For example, assume that vehicle 11 travels along travel route RT3 between 11:00 and 14:00 on a certain Wednesday (weekday), and travels along travel route RT4 between 14:00 and 20:00 on the same day.

[0064] Assume that execution of the EV priority mode is prohibited when the vehicle 11 traveling on travel route RT3 passes points P1 and P5, and when the vehicle 11 traveling on travel route RT4 passes point P6. As in the case of Figure 6, there is no correlation between the low SOC control in the specific travel section RS-A and the prohibition of execution of the EV priority mode at point P1. However, there is a strong correlation between the prohibition of execution of the EV priority mode when the vehicle 11 passes point P5 included in the specific travel section RS-C and the low SOC control in the specific travel section RS-C.

[0065] When the vehicle 11 reaches point C and the ignition switch 35 is turned off, the communication I / F 12E wirelessly transmits the driving history for this first trip to the external server 20. This causes the map creation unit 213 to create the map MP2 shown in FIG. 7. Furthermore, as described above, there is a strong correlation between the fact that execution of the EV priority mode was prohibited when the vehicle 11 passed point P5 included in the specific driving section RS-C and the low SOC control in the specific driving section RS-C. Therefore, the map creation unit 213 of the external server 20 creates the map MP2 so that the prohibition point is increased by "1" to the number of prohibitions during the time period from 11:00 to 14:00 on weekdays.

[0066] Furthermore, after the vehicle 11 is parked at point C, the ignition switch 35 is turned on, and the vehicle 11 departs from point C (starting point) and travels along travel route RT4. The time when the vehicle 11 departs point C is set to t4, and the time when the vehicle 11 passes point P6 is set to t5. Furthermore, assume that the length of the elapsed travel time between time t4 and time t5 is equal to or less than the second threshold. Due to the low SOC control in the first trip, the SOC of the battery 17 is low when the vehicle 11 departs point C. In other words, there is a strong correlation between the prohibition of EV priority mode execution when the vehicle 11 passes point P6 and the low SOC control in the specific travel section RS-C.

[0067] When the vehicle 11 reaches point A and the ignition switch 35 is turned off, the communication I / F 12E wirelessly transmits the driving history for this second trip to the external server 20. This causes the map creation unit 213 to create a map (not shown) representing the driving history of the driving route RT4. Furthermore, as described above, the fact that the EV priority mode was prohibited when the vehicle 11 passed point P6 is closely related to the low SOC control in the specific driving section RS-C. Therefore, the map creation unit 213 of the external server 20 updates the map MP2 so that the number of prohibitions for the time slot from 11:00 to 14:00 on weekdays (from 14:00 to 20:00 on weekdays) is increased by "1." The map MP2 shown in FIG. 7 is a map after the vehicle 11 subsequently traveled the driving routes RT3 and RT4 multiple times.

[0068] Next, a case will be described in which the vehicle 11 travels along the travel route RT5 shown in Fig. 5. The vehicle 11 has traveled along the travel route RT5 in the past. The travel route RT5 is a route in which the vehicle 11, with its ignition switch turned on, departs from the departure point S, passes through point P1 and branch point SP1, and reaches point D (destination). Low SOC control is not executed in this trip.

[0069] When the vehicle 11 reaches point D and the ignition switch 35 is turned off, the communication I / F 12E wirelessly transmits the driving history for this trip to the external server 20. In this case, execution of the EV priority mode is prohibited when the vehicle 11 passes point P1. However, low SOC control is not executed for this trip. Therefore, in this case, when the map creation unit 213 updates the map (not shown) representing the driving history of the driving route RT5 recorded in ROM 20B, no prohibition points are added to the number of prohibitions.

[0070] Next, assume that the vehicle 11 has never traveled the travel route RT6 (first travel route) and the travel route RT7 (second travel route) shown in FIG. 5 before, and travels the travel route RT6 and the travel route RT7 for the first time. The travel route RT6 is a route in which the vehicle 11, with the ignition switch turned on, departs from a starting point S (first predetermined position), passes through point P1, branch point SP1, branch point SP2, point P7, and point P8, and reaches point E (destination). The travel route RT7 is a route in which the vehicle 11 departs from point E (starting point) after parking at point E, and passes through point P9. In other words, a trip in which the vehicle 11 travels the travel route RT6 is a first trip, and a trip in which the vehicle 11 travels the travel route RT7 is a second trip.

[0071] For example, when the vehicle 11 traveling from the departure point S to point E passes point P1, branch point SP1, and branch point SP2, the travel route prediction unit 121 may estimate, based on travel history information, that "the vehicle 11 is traveling along the travel route RT1 toward point A." Therefore, in this case, when the vehicle 11 reaches a predetermined position on the travel route RT6 (the start point of the specific travel section RS-E), the low SOC control unit 123 executes low SOC control to set the target SOC of the battery 17 to the specific target SOC(a) based on information regarding the discharge point P on the travel route RT1 received from the external server 20. Furthermore, in this case, the low SOC control ends when the vehicle 11 travels a predetermined distance after passing the discharge point P. In other words, the low SOC control ends when the vehicle 11 reaches the destination (second predetermined position) predicted by the travel route prediction unit 121. As shown in FIG. 5, point E is away from the point where the low SOC control ended.

[0072] For example, suppose that vehicle 11 travels along route RT6 between 11:00 and 14:00 on a Saturday (holiday), and then travels along route RT7 between 11:00 and 14:00 on Monday (weekday) two days later.

[0073] Assume that execution of the EV priority mode is prohibited when the vehicle 11 traveling on travel route RT6 passes through points P1, P7, and P8, and when the vehicle 11 traveling on travel route RT7 passes through point P9. As in the case of Figure 6, there is no correlation between the low SOC control in the specific travel section RS-E and the prohibition of execution of the EV priority mode at point P1. However, there is a strong correlation between the prohibition of execution of the EV priority mode when the vehicle 11 passes through point P7, which is included in the specific travel section RS-E, and the low SOC control in the specific travel section RS-E.

[0074] Furthermore, the time when the vehicle 11 traveling along the travel route RT6 ends the low SOC control is t6, and the time when the vehicle 11 passes the point P8 is t7. Furthermore, assume that the length of the elapsed travel time between the times t6 and t7 is equal to or less than the second threshold. When the low SOC control in the first trip ends, the SOC of the battery 17 has a low value. In other words, there is a strong correlation between the fact that the EV priority mode was prohibited when the vehicle 11 passed the point P8 and the low SOC control in the specific travel section RS-E.

[0075] When the vehicle 11 reaches point E and the ignition switch 35 is turned off, the communication I / F 12E wirelessly transmits the driving history for this first trip to the external server 20. As described above, the prohibition of EV priority mode execution when the vehicle 11 passes point P7, which is included in the specific driving section RS-E, is closely related to low SOC control in the specific driving section RS-E, and the prohibition of EV priority mode execution when the vehicle 11 passes point P8 is closely related to low SOC control in the specific driving section RS-E. Therefore, the map creation unit 213 of the external server 20 updates the map MP3 stored in ROM 20B so that the prohibition points for the 11:00 to 14:00 time slot on holidays are increased by "2."

[0076] Furthermore, after the vehicle 11 is parked at point E, the ignition switch 35 is turned on, and the vehicle 11 departs from point E and travels along travel route RT7. The time when the vehicle 11 passes point P9 is defined as t8. Furthermore, the length of the elapsed travel time, which is the time between t6 and t8, when the low SOC control of the vehicle 11 traveling along travel route RT6 ends, minus the parking time at point E, is defined as being equal to or less than the second threshold. At time t6, when the low SOC control for the first trip ends, the SOC of the battery 17 is at a low value. In other words, there is a strong correlation between the prohibition of EV priority mode execution when the vehicle 11 passes point P9 and the low SOC control in the specific travel section RS-E.

[0077] When the vehicle 11 reaches the destination (not shown) on the travel route RT7 and the ignition switch 35 is turned off, the communication I / F 12E wirelessly transmits the travel history for this second trip to the external server 20. This causes the map creation unit 213 to create a map (not shown) that represents the travel history for the travel route RT7. Furthermore, as described above, there is a strong correlation between the fact that the EV priority mode was prohibited when the vehicle 11 passed point P9 and the low SOC control in the specific travel section RS-E. Therefore, the map creation unit 213 of the external server 20 updates the map MP3 stored in ROM 20B so that the prohibition point for the number of prohibitions for the time period from 11:00 to 14:00 on holidays is incremented by "1."

[0078] The communication control unit 214 controls the wireless communication device 21 .

[0079] (Action and effect) Next, the operation and effects of the first embodiment will be described.

[0080] The operation of the ECU 12 of the vehicle 11 and the external server 20 when the vehicle 11 travels along one of the travel routes RT1, RT2, and RT3 predicted by the travel route prediction unit 121 in the manner shown in FIG. 9 will be described using the flowcharts of FIGS. 10 to 12. In the following description, the travel routes RT1, RT2, and RT3 will be collectively referred to as the travel route RT, and the specific travel sections RS-A, RS-B, and RS-C will be collectively referred to as the specific travel section RS. At time TM0 in FIG. 9, the vehicle 11 departs from a start point S (first predetermined position) of the travel route RT. At time TM1, the vehicle 11 passes through a discharge point P. Furthermore, at time TM2, the vehicle 11 reaches a destination G (points A, B, and C) (second predetermined position). As shown in FIG. 9, between time TM0 and time TM1, the target SOC of the battery 17 is set to the normal target SOC. That is, during this time period, the vehicle 11 is normally controlled by the drive source control unit 122.

[0081] First, a description will be given of the processing of the flowchart in Fig. 10. The external server 20 (its CPU) repeatedly executes the processing shown in the flowchart in Fig. 10 every time a predetermined time elapses.

[0082] In step S10 (hereinafter, the word "step" will be omitted), the external server 20 determines whether or not information relating to the driving route of the vehicle 11 predicted by the driving route prediction unit 121 has been received from the vehicle 11.

[0083] If the external server 20 judges Yes in S10, it proceeds to S11, where the parking determination unit 211 predicts the destination G of the driving route RT of the vehicle 11 based on the predicted driving route, the current date and time, weather information, and driving history information.

[0084] After completing the process of S11, the external server 20 proceeds to S12, where the parking determination unit 211 determines whether the vehicle 11 will be in a long-term parking state at the destination G.

[0085] If the external server 20 determines "Yes" in S12, the process proceeds to S13, where the parking determination unit 211 sets the value of the low SOC control flag to "1." The initial value of the low SOC control flag is "0."

[0086] On the other hand, if the external server 20 determines No in S12 and proceeds to S14, the parking determination unit 211 sets the value of the low SOC control flag to "0."

[0087] After completing the process of S13, the external server 20 proceeds to S15, where the parking determination unit 211 determines the discharge point P.

[0088] After completing the process of S15, the external server 20 proceeds to S16, where the frequency determination unit 212 calculates the prohibition frequency at which the vehicle 11 previously prohibited the execution of the EV priority mode when traveling the specific traveling section RS between the destination G and the discharge point P. The frequency determination unit 212 then determines whether the calculated prohibition frequency is equal to or greater than a predetermined first threshold. In this embodiment, the first threshold is 5 percent. However, the first threshold may be a different value. For example, if the vehicle 11 is traveling on the traveling route RT1 and the current time is within the 5:00-11:00 time slot on a weekday, the frequency determination unit 212 determines Yes in S16 and proceeds to S17.

[0089] The frequency determination unit 212 of the external server 20, which has proceeded to S17, sets the value of the prohibition frequency flag to "1." The initial value of the prohibition frequency flag is "0."

[0090] If the external server 20 determines No in S16 and proceeds to S18, the frequency determining unit 212 sets the value of the prohibition frequency flag to "0."

[0091] After completing the process of S17 or S18, the external server 20 proceeds to S19. In S19, the wireless communication device 21 controlled by the communication control unit 214 wirelessly transmits to the vehicle 11 (communication I / F 12E) the low SOC control flag, the prohibition frequency flag, the predicted destination, the discharge point P, and information about the specific time period in which the prohibition frequency is determined to be equal to or greater than the first threshold value.

[0092] When the determination in S10 is No or when the processes of S14 and S19 are completed, the external server 20 temporarily ends the process of the flowchart in FIG.

[0093] Next, a description will be given of the processing of the flowchart of Fig. 11 performed by the ECU 12 of the vehicle 11. The ECU 12 repeatedly executes the processing of the flowchart of Fig. 11 every time a predetermined time elapses.

[0094] First, in S20, the low SOC control unit 123 of the ECU 12 determines whether the communication I / F 12E has received information regarding the low SOC control flag, the prohibition frequency flag, the predicted destination, the discharge point P, and the specific time period, and whether this information has been recorded in the storage 12D.

[0095] If the low SOC control unit 123 of the ECU 12 determines "Yes" in S20, it proceeds to S21, where it determines whether the vehicle 11 has reached the discharge point P based on information from the car navigation system and position information received by the GNSS receiver 14. For example, when the current time is TM1 in Fig. 9, the ECU 12 determines "Yes" in S21 and proceeds to S22. On the other hand, when the current time is a time before TM1, the ECU 12 determines "No" in S21.

[0096] In S22, the low SOC control unit 123 determines whether the value of the low SOC control flag is "1" or not.

[0097] If the ECU 12 determines "Yes" in S22, the ECU 12 proceeds to S23, where the low SOC control unit 123 determines whether the value of the prohibition frequency flag is "1" and whether the current time is within the specific time period.

[0098] If the ECU 12 determines "Yes" in S23, the process proceeds to S24, where the low SOC control unit 123 sets the target SOC of the battery 17 to the specific target SOC(b). On the other hand, if the ECU 12 determines "No" in S23, the process proceeds to S25, where the low SOC control unit 123 sets the target SOC of the battery 17 to the specific target SOC(a). For example, at time TM1 in FIG. 9, the ECU 12 performs the process of S24 or S25, whereby the low SOC control unit 123 executes the low SOC control. As shown in FIG. 9, the low SOC control unit 123 executes the low SOC control between time TM1 and time TM2. When the ECU 12 executes the process of S24, as shown by the solid line in FIG. 9, the SOC, which was close to the normal target SOC at time TM1, decreases over time and reaches a value close to the specific target SOC(b) at time TM2. On the other hand, when ECU 12 performs processing of S25, as shown by the phantom line in Figure 9, the SOC, which was close to the normal target SOC at time TM1, decreases over time and reaches a value close to the specific target SOC(a) at time TM2.

[0099] After completing the process of S24 or S25, the ECU 12 proceeds to S26 and determines whether the SOC of the battery 17 is equal to or greater than the EV-SW permitted SOC.

[0100] For example, when the ECU 12 performs the process of S24, the SOC of the battery 17 becomes equal to or greater than the EV-SW permitted SOC between time TM1 and time TM2, as is clear from Fig. 9. Therefore, in this case, the ECU 12 determines Yes in S26 and proceeds to S27.

[0101] In S27, the drive source control unit 122 of the ECU 12 determines whether the EV switch 18 is in the ON position. If the drive source control unit 122 determines Yes in S27, the process proceeds to S28. In this case, as described above, the SOC of the battery 17 is equal to or greater than the EV-SW permission SOC, so in S28 the drive source control unit 122 permits the driving mode of the vehicle 11 to change to the EV priority mode (see the solid line in FIG. 9).

[0102] On the other hand, when the ECU 12 performs the process of S25, as is clear from Fig. 9, the SOC of the battery 17 becomes less than the EV-SW permitted SOC, for example, between time TM1a and time TM2. Note that time TM1a is a time between time TM1 and time TM2. Therefore, for example, at time TM1a, the ECU 12 makes a "No" determination in S26 and proceeds to S29.

[0103] In S29, the drive source control unit 122 of the ECU 12 determines whether the EV switch 18 is in the ON position. If the drive source control unit 122 determines Yes in S29, it proceeds to S30. In this case, as described above, the SOC of the battery 17 is less than the EV-SW permitted SOC. Therefore, for example, when the ECU 12 performs the process of S30 at time TM1a, the drive source control unit 122 prohibits the driving mode of the vehicle 11 from switching to the EV priority mode (see the phantom line in FIG. 9). When switching to the EV priority mode is prohibited, the display 19 displays the information to that effect.

[0104] After completing the process of S28 or S30, the ECU 12 proceeds to S31, where it determines whether the vehicle 11 has reached the destination G based on the position information received by the GNSS receiver 14.

[0105] If the ECU 12 determines No in S21 or S22, the process proceeds to S32, where the drive source control unit 122 executes normal control. That is, in this case, the drive source control unit 122 executes normal control while the vehicle 11 travels from the start point S to the destination G. If the ECU 12 determines No in S20, the process proceeds to S33, where the drive source control unit 122 executes normal control.

[0106] When the determination in S31 is Yes or when the process of S33 is completed, the ECU 12 temporarily ends the process of the flowchart of FIG.

[0107] Next, a description will be given of the process of the flowchart of Fig. 12 executed by the ECU 12. Every time the ignition switch 35 is turned off, the ECU 12 executes the process of the flowchart of Fig. 12.

[0108] First, in S40, the ECU 12 determines whether or not the execution of the EV priority mode is prohibited in the current trip in which the ignition switch 35 is turned off.

[0109] If the ECU 12 determines Yes in S40, it proceeds to S41 and determines whether the reason for prohibiting execution of the EV priority mode is due to the SOC of the battery 17. For example, if execution of the EV priority mode is prohibited due to execution of low SOC control, the ECU 12 determines Yes in S41. On the other hand, if execution of the EV priority mode is prohibited due to, for example, an acceleration request, the ECU 12 determines No in S41.

[0110] If the ECU 12 determines "Yes" in S41, the ECU 12 proceeds to S42 to determine whether or not there is a history of execution of low SOC control. In other words, the ECU 12 determines whether or not the process of S24 or S25 in FIG. 11 has been executed.

[0111] If the ECU 12 determines Yes in S42, it proceeds to S43 and determines whether low SOC control was being executed when the EV priority mode was prohibited, or whether the elapsed driving time when the EV priority mode was prohibited was less than or equal to the second threshold value.

[0112] If the determination in S43 is Yes, the ECU 12 proceeds to S44 and counts up the number of prohibitions for the current trip. If the determination in S43 is Yes, a specific condition is established.

[0113] On the other hand, if the determination in S42 is No, the ECU 12 proceeds to S45 to determine whether SOC control was performed in the previous trip, which is the trip immediately preceding the current trip. In other words, it determines whether the processing of S24 or S25 in FIG. 11 was performed during the previous trip.

[0114] If the ECU 12 determines "Yes" in S45, the ECU 12 proceeds to S46 and determines whether the elapsed traveling time when the EV priority mode was prohibited is equal to or less than a second threshold value.

[0115] If the determination in S46 is Yes, the ECU 12 proceeds to S47 and counts up the number of prohibitions for the previous trip. If the determination in S46 is Yes, a specific condition is established.

[0116] When the determination in S40, S41, S43, S45 or S46 is No, or when the processing of S44 or S47 is completed, the ECU 12 temporarily ends the processing of the flowchart of FIG.

[0117] As described above, in the vehicle control device 10 of this embodiment, when the SOC of the battery 17 is equal to or greater than the EV-SW permission SOC, which is lower than the normal target SOC, and the EV switch 18 is turned on, the drive source control unit 122 of the ECU 12 of the vehicle 11 switches the vehicle 11 to the EV priority mode, which uses the vehicle 11 as the drive source and prioritizes the use of the electric motor 16. On the other hand, when the SOC is lower than the EV-SW permission SOC, the drive source control unit 122 prohibits the vehicle 11 from switching to the EV priority mode. Furthermore, when the parking determination unit 211 of the external server 20 determines that the vehicle 11 is in a long-term parked state, the low SOC control unit 123 of the ECU 12 executes low SOC control, which sets the specific target SOC, which is the target SOC when the vehicle 11 travels the specific travel section RS, to a value lower than the normal target SOC. Furthermore, when the vehicle 11 previously traveled through the specific driving section RS with the target SOC at a value (specific target SOC(a)) lower than the EV-SW permission SOC, the frequency determination unit 212 determines whether the frequency with which the drive source control unit 122 prohibited the vehicle 11 from entering the EV priority mode is equal to or greater than a first threshold. Furthermore, when the frequency determination unit 212 determines that the prohibition frequency is equal to or greater than the first threshold and the vehicle 11 travels through the specific driving section RS, the low SOC control unit 123 adjusts the specific target SOC so that the specific target SOC becomes a value (specific target SOC(b)) equal to or greater than the EV-SW permission SOC.

[0118] Here, assume that the target SOC of the vehicle 11 is a specific target SOC(a) lower than the EV-SW permission SOC, and the driver has turned on the EV switch 18. The prohibition frequency when the vehicle 11 previously traveled the specific travel section RS was equal to or greater than the first threshold. The comparative example shown in FIG. 13 is an example of a case where the vehicle 11, whose target SOC is the specific target SOC(a), travels the specific travel section RS several days after the vehicle 11 previously traveled the specific travel section RS in this state. In this comparative example, the SOC of the vehicle 11 traveling the specific travel section RS is likely to become lower than the EV-SW permission SOC between time TM1b and time TM2. In other words, there is a high possibility that the drive source control unit 122 will execute a process to prohibit the EV priority mode while the vehicle 11 travels the specific travel section RS once.

[0119] In contrast, in this embodiment, when the vehicle 11 travels through the specific travel section RS, the low SOC control unit 123 sets the target SOC value (specific target SOC(b)) so that the SOC of the battery 17 is equal to or greater than the EV-SW permitted SOC. In this case, even if the vehicle 11 travels through the specific travel section RS while executing low SOC control, the vehicle 11 is less likely to be prohibited from switching to the EV priority mode than in the comparative example. In other words, the vehicle 11 is less likely to be prevented from traveling in the EV priority mode while being able to execute low SOC control.

[0120] Furthermore, when the target SOC of the battery 17 is set to the specific target SOC(b) by the low SOC control, the SOC is unlikely to become an excessively low value, which reduces the risk of the battery 17 deteriorating.

[0121] Furthermore, assume that the target SOC of the vehicle 11 is set to a specific target SOC(a) lower than the EV-SW permission SOC, and the driver has turned on the EV switch 18. The frequency of prohibition when the vehicle 11 previously traveled through the specific driving section RS is less than the first threshold. In this case, when the vehicle 11, whose target SOC is set to the specific target SOC(a), travels through the specific driving section RS, the SOC of the vehicle 11 traveling through the specific driving section RS is likely to be equal to or higher than the EV-SW permission SOC. In other words, the drive source control unit 122 is unlikely to execute a process to prohibit the EV priority mode while the vehicle 11 travels through the specific driving section RS once. In other words, even if the vehicle 11, which is undergoing low SOC control, travels through the specific driving section RS with the target SOC set to the specific target SOC(a) lower than the EV-SW permission SOC, the vehicle 11 is unlikely to be prohibited from switching to the EV priority mode.

[0122] Furthermore, when the target SOC is set to the specific target SOC(a) by the low SOC control, as shown in FIG. 9 , the SOC of the battery 17 becomes close to the specific target SOC(a) when the vehicle 11 reaches the destination G. After the vehicle 11 is parked for a long period at the destination G, the driver turns on the ignition switch of the vehicle 11, and the internal combustion engine 15 starts, causing the vehicle 11 to enter a warm-up state. During this warm-up operation, the electric motor 16 operates as a generator, and the electric power generated by the electric motor 16 is stored in the battery 17. In this case, the SOC of the battery 17 becomes a small value close to the specific target SOC(a) when the ignition switch is turned on. Therefore, when the vehicle 11 warms up in this state, a large amount of the electric power generated by the electric motor 16 is stored in the battery 17. Therefore, if the SOC of the battery 17 becomes close to the specific target SOC(a) when the vehicle 11 reaches the destination G, it becomes easier to improve the fuel efficiency of the vehicle 11.

[0123] Incidentally, the more accurately the prohibition frequency obtained as described above represents the relationship between the execution of low SOC control and the prohibition of vehicle 11 from entering EV priority mode, the less likely it is that vehicle 11 will be prevented from traveling in EV priority mode when low SOC control is executed.

[0124] In this embodiment, for example, if low SOC control continues until vehicle 11 reaches point A, which is the destination (second predetermined position) of driving route RT1 (first driving route), when the elapsed driving time between the time when vehicle 11 departs from point A and the time when vehicle 11 traveling on driving route RT2 (second driving route) is prohibited from entering EV priority mode is less than or equal to the second threshold, a prohibited point on driving route RT2 is recorded in map MP1.

[0125] Furthermore, for example, if low SOC control ends when vehicle 11 reaches a point (second predetermined position) before point E, which is the destination of driving route RT6 (first driving route), and the elapsed driving time between the time when low SOC control ended and the time when vehicle 11 is prohibited from entering EV priority mode while traveling in the area between the position of vehicle 11 at the time low SOC control ended and point E (point P8) is less than or equal to the second threshold, a prohibited point on driving route RT6 is recorded on map MP3.

[0126] Furthermore, for example, if low SOC control ends when vehicle 11 reaches a point (second predetermined position) before point E, which is the destination of driving route RT6 (first driving route), when the elapsed driving time, which is the time between the first time when low SOC control ended and the second time when vehicle 11 is prohibited from entering EV priority mode while traveling in a predetermined area (point P9) after departing point E minus the time that vehicle 11 was parked at point E, is equal to or less than a second threshold, a prohibited point on driving route RT7 is recorded on map MP3.

[0127] In this way, the prohibition frequency in this embodiment accurately represents the relationship between the execution of low SOC control and the prohibition of the vehicle 11 from entering the EV priority mode. Therefore, this embodiment can make it less likely that a vehicle 11 capable of executing low SOC control will be prevented from traveling in the EV priority mode, compared to a case in which the relationship between the execution of low SOC control and the prohibition of the vehicle 11 from entering the EV priority mode is not taken into consideration. In other words, when the vehicle 11 is traveling at points P2, P5, and P7 while executing low SOC control, and when the vehicle 11 is traveling at points P3, P4, P6, P8, and P9 without executing low SOC control, the execution of the EV priority mode is less likely to be prevented.

[0128] Next, a second embodiment of the vehicle control device 10 according to the present invention will be described. Note that a description of technical content common to the first embodiment will be omitted.

[0129] In the second embodiment, it is determined whether the distance between the position of the vehicle 11 when the low SOC control ends and the position of the vehicle 11 when switching to the EV priority mode is prohibited is equal to or less than a third threshold. If the vehicle 11 has traveled a short distance equal to or less than the third threshold since the low SOC control ended, it is considered that there is a high correlation between the execution of the low SOC control and the prohibition of the vehicle 11 from switching to the EV priority mode. On the other hand, if the vehicle 11 has traveled a certain distance since the low SOC control ended, it is considered that there is a low correlation between the execution of the low SOC control and the prohibition of the vehicle 11 from switching to the EV priority mode. The third threshold is, for example, 3 km. Furthermore, if the distance between the position of the vehicle 11 and the position of the vehicle 11 when switching to the EV priority mode is prohibited is equal to or less than the third threshold, the specific condition is met.

[0130] For example, assume that the vehicle 11 travels along travel route RT1 to point A, parks at point A, and then travels along travel route RT2 to point B. In this case, if execution of the EV priority mode is prohibited at point P3 and the distance between point A and point P3 is equal to or less than the third threshold, a prohibition point is added to the number of prohibitions in map MP1. Also, if execution of the EV priority mode is prohibited at point P4 and the distance between point A and point P4 is greater than the third threshold, no prohibition point is added to the number of prohibitions in map MP1.

[0131] According to the second embodiment, it is possible to prevent prohibition points that are little related to the execution of low SOC control from being recorded in the maps MP1, MP2, and MP3. Therefore, according to the second embodiment, it is also difficult to prevent the vehicle 11 that can execute low SOC control from traveling in the EV priority mode.

[0132] Next, a third embodiment of the vehicle control device 10 according to the present invention will be described. Note that a description of technical content common to the first embodiment will be omitted.

[0133] In the third embodiment, it is determined whether the vehicle 11 has entered the EV priority mode after the low SOC control has ended and before the SOC of the battery 17 of the vehicle 11 traveling in a predetermined area thereafter becomes equal to or greater than a predetermined fourth threshold. Before the time when the SOC of the battery 17 becomes equal to or greater than the fourth threshold after the low SOC control has ended, it is considered that there is a strong correlation between the execution of the low SOC control and the prohibition of the vehicle 11 from entering the EV priority mode. On the other hand, once the time when the SOC of the battery 17 becomes equal to or greater than the fourth threshold after the low SOC control has ended, it is considered that there is a weak correlation between the execution of the low SOC control and the prohibition of the vehicle 11 from entering the EV priority mode. The fourth threshold is a value higher than the EV-SW permitted SOC, for example, 50%. Furthermore, when the vehicle 11 enters the EV priority mode before the SOC becomes equal to or greater than the fourth threshold, a specific condition is met.

[0134] For example, assume that the vehicle 11 travels to point A along travel route RT1, parks at point A, and then travels to point B along travel route RT2. In this case, if the SOC of the battery 17 does not become equal to or greater than the fourth threshold when the vehicle 11 travels between point A and point P3 and the execution of the EV priority mode is prohibited at point P3, a prohibition point is added to the number of prohibitions in map MP1. Also, if the execution of the EV priority mode is prohibited at point P4 and the SOC of the battery 17 becomes equal to or greater than the fourth threshold when the vehicle 11 travels between point A and point P4, no prohibition point is added to the number of prohibitions in map MP1.

[0135] According to the third embodiment, it is possible to prevent prohibition points that are little related to the execution of low SOC control from being recorded in the maps MP1, MP2, and MP3. Therefore, according to the third embodiment, it is also difficult to prevent the vehicle 11 that can execute low SOC control from traveling in the EV priority mode.

[0136] Next, a fourth embodiment of the vehicle control device 10 according to the present invention will be described with reference to Figures 14 and 15. Note that a description of technical content common to the first embodiment will be omitted.

[0137] A first feature of the fourth embodiment is that, when the low SOC control unit 123 executes low SOC control and the frequency determination unit 212 determines that the prohibition frequency is equal to or greater than the second threshold, the low SOC control unit 123 changes the EV-SW permission SOC to a value lower than the EV-SW permission SOC that was used when the low SOC control unit 123 did not execute low SOC control or the frequency determination unit 212 determined that the prohibition frequency was less than the second threshold. As shown in Fig. 14, this changed EV-SW permission SOC(x) is a value lower than the specific target SOC(a), for example, 41 percent. However, the EV-SW permission SOC(x) may be a value equal to or greater than the specific target SOC(a), as long as it is lower than the specific target SOC(c), which will be described later.

[0138] The second feature of the fourth embodiment is that when the low SOC control unit 123 executes low SOC control and the frequency determination unit 212 determines that the prohibition frequency is equal to or greater than the second threshold, the low SOC control unit 123 sets the specific target SOC to a specific target SOC(c) that is lower than the specific target SOC(b) and higher than the specific target SOC(a).

[0139] (Action and effect) Next, the operation and effects of the fourth embodiment will be described.

[0140] In the second embodiment, the external server 20 also performs the processing of the flowchart in Fig. 10. Meanwhile, the ECU 12 performs the processing of the flowcharts in Fig. 12 and Fig. 15. The flowchart in Fig. 15 differs from the flowchart in Fig. 11 only in S23A and S24A.

[0141] In S23A, the low SOC control unit 123 changes the EV-SW permitted SOC to the EV-SW permitted SOC(x).

[0142] After completing the process of S23A, the ECU 12 proceeds to S24A, where the low SOC control unit 123 sets the target SOC of the battery 17 to the specific target SOC(c). For example, at time TM1 in FIG. 14, the ECU 12 performs the process of S24A, whereby the low SOC control unit 123 executes low SOC control. When the ECU 12 performs the process of S24A, as shown by the solid line in FIG. 14, the SOC, which was close to the normal target SOC at time TM1, decreases over time and reaches a value close to the specific target SOC(c) at time TM2. On the other hand, when the ECU 12 performs the process of S25, as shown by the phantom line in FIG. 14, the SOC, which was close to the normal target SOC at time TM1, decreases over time and reaches a value close to the specific target SOC(a) at time TM2.

[0143] After completing the process of S24A or S25, the ECU 12 proceeds to S26 and determines whether the SOC of the battery 17 is equal to or greater than the EV-SW permitting SOC.

[0144] In the vehicle control device 10 of the fourth embodiment described above, the low SOC control executed when the determination in S22 is Yes tends to cause the SOC of the battery 17 between times TM1 and TM2 to be lower than the SOC of the battery 17 between times TM1 and TM2 in the first embodiment. However, the EV-SW permission SOC(x) in this case is lower than the specific target SOC(c). Therefore, even if the vehicle 11 undergoing low SOC control travels through the specific travel section RS with the target SOC set to the specific target SOC(c), the vehicle 11 is unlikely to be prohibited from switching to the EV priority mode. In other words, the vehicle 11 is unlikely to be prevented from traveling in the EV priority mode while being able to execute low SOC control.

[0145] Furthermore, in the fourth embodiment, the SOC value of the battery 17 when the vehicle 11 reaches the destination G is likely to be smaller than the SOC value of the battery 17 when the vehicle 11 in the first embodiment reaches the destination G. Therefore, the fourth embodiment makes it easier to improve the fuel efficiency of the vehicle 11 than the first embodiment.

[0146] The vehicle control device 10, vehicle control method, and program according to the first to fourth embodiments have been described above, but the design of the vehicle control device 10 can be modified as appropriate within the scope of the gist of the present invention.

[0147] In the first to fourth embodiments, the external server 20 has the functions of the parking determination unit 211 and the frequency determination unit 212, but the ECU 12 may have at least one of the functions of the parking determination unit 211 and the frequency determination unit 212.

[0148] In the first to fourth embodiments, the ECU 12 has the function of the travel route prediction unit 121, but the external server 20 may have the function of the travel route prediction unit 121. In this case, information about the travel route estimated by the travel route prediction unit 121 of the external server 20 is wirelessly transmitted from the external server 20 to the vehicle 11.

[0149] When performing low SOC control, low SOC control unit 123 may adjust (change) at least one of the specific target SOC and the EV-SW permitted SOC so that the specific target SOC and the EV-SW permitted SOC have the same value.

[0150] The second or third embodiment may be applied to the fourth embodiment.

[0151] [Note] The vehicle control device of the present invention may be any combination of the following configurations 1 to 7. <Configuration 1> A vehicle control device that, when the SOC of a battery that can supply power to an electric motor is equal to or greater than an EV-SW permission SOC that is lower than a normal target SOC and the EV switch is turned on, switches the vehicle to an EV priority mode that prioritizes using the electric motor rather than an internal combustion engine as the drive source, and is capable of executing low SOC control that prohibits the vehicle from entering the EV priority mode if the SOC is less than the EV-SW permission SOC and sets a specific target SOC that is a target SOC when the vehicle traveling from a first predetermined position along a first traveling route reaches a second predetermined position to a value lower than the normal target SOC, and when a prohibition frequency calculated based on the total value of prohibition points that indicate that the vehicle has been prohibited from entering the EV priority mode due to the low SOC control is equal to or greater than a first threshold value, the specific target SOC of the vehicle that is executing the low SOC becomes a value equal to or greater than the EV-SW permission SOC. <Configuration 2> A vehicle control device in which, when the low SOC control is executed and the vehicle is prohibited from entering the EV priority mode while the vehicle is traveling on the first traveling route, the prohibition points for the first traveling route are added up, and, when the vehicle travels on the first traveling route while executing the low SOC control and then travels on a second traveling route starting from the second predetermined position without executing the low SOC control, the vehicle traveling on the second traveling route is prohibited from entering the EV priority mode and a specific condition is met, the prohibition points for the first traveling route are added up. <Configuration 3> A vehicle control device in which, when the low SOC control continues until the vehicle reaches the second predetermined position, the specific condition is met if the time between the time when the vehicle departs from the second predetermined position on the first driving route and the time when the vehicle is prohibited from entering the EV priority mode while traveling on the second driving route is equal to or less than a second threshold value. <Configuration 4> A vehicle control device in which, when the low SOC control ends before the vehicle reaches the second predetermined position, the specific condition is met if the time between the time when the low SOC control ends and the time when the vehicle, traveling in the area between the position of the vehicle when the low SOC control ends and the second predetermined position, is prohibited from entering the EV priority mode is equal to or less than a second threshold value. <Configuration 5> A vehicle control device in which, when the low SOC control ends before the vehicle reaches the second predetermined position, the specific condition is met when the elapsed driving time, which is the value obtained by subtracting the time the vehicle was parked between the first time and the second time, from the time between a first time when the low SOC control ended and a second time when the vehicle, while traveling in a predetermined area of ​​the second driving route, is prohibited from entering the EV priority mode, is equal to or less than a second threshold value. <Configuration 6> A vehicle control device in which the specific condition is met when the distance between the position of the vehicle when the low SOC control ends and the position of the vehicle when the vehicle traveling on the second driving route is prohibited from entering the EV priority mode is equal to or less than a third threshold. <Configuration 7> A vehicle control device in which the specific condition is met when the vehicle traveling on the second driving route is prohibited from entering the EV priority mode after the low SOC control has ended and before the SOC of the battery of the vehicle traveling on the second driving route becomes equal to or greater than a predetermined fourth threshold. Furthermore, the vehicle control method of the present invention may be a combination of the following configuration 8 and at least one of configurations 1 to 7. <Configuration 8> A vehicle control method comprising the steps of: when the SOC of a battery that can supply power to an electric motor is equal to or greater than an EV-SW permission SOC that is lower than a normal target SOC and an EV switch is turned on, switching the vehicle to an EV priority mode that prioritizes using the electric motor rather than an internal combustion engine as a drive source; and prohibiting the vehicle from entering the EV priority mode when the SOC is less than the EV-SW permission SOC; executing low SOC control that sets a specific target SOC that is a target SOC when the vehicle traveling from a first predetermined position along a first traveling route reaches a second predetermined position to a value lower than the normal target SOC; and when a prohibition frequency calculated based on a total value of prohibition points that indicate that the vehicle is prohibited from entering the EV priority mode due to the low SOC control is equal to or greater than a first threshold value, setting the specific target SOC of the vehicle that is undergoing the low SOC control to a value equal to or greater than the EV-SW permission SOC. Furthermore, the program of the present invention may be a combination of the following configuration 9 and at least one of configurations 1 to 7. <Configuration 9> A program that causes a computer to execute the following processes: when the SOC of a battery that can supply power to an electric motor is equal to or greater than an EV-SW permission SOC that is lower than a normal target SOC and the EV switch is turned on, the program switches the vehicle to an EV priority mode that prioritizes using the electric motor rather than an internal combustion engine as a drive source; and prohibits the vehicle from entering the EV priority mode when the SOC is less than the EV-SW permission SOC; executes low SOC control that sets a specific target SOC, which is a target SOC when the vehicle traveling from a first predetermined position along a first traveling route, to a value lower than the normal target SOC; and when a prohibition frequency calculated based on a total value of prohibition points that indicate that the vehicle is prohibited from entering the EV priority mode due to the low SOC control is equal to or greater than a first threshold value, the program causes the specific target SOC of the vehicle that is executing the low SOC control to become equal to or greater than the EV-SW permission SOC. [Explanation of symbols]

[0152] 10 Vehicle control device 11 vehicles 12A CPU (computer) 122 Drive source control unit 123 Low SOC control unit 15 Internal combustion engine (power source) 16 Electric motor (drive source) 17 Battery 18 EV switch 20B ROM (recording section) G destination RT1 Route (1st Route) RT2 Route (Second Route) RT3 Route (1st Route) RT4 Route (Second Route) RT5 driving route RT6 Route (1st Route) RT7 Route (Second Route)

Claims

1. When the SOC of a battery capable of supplying power to the electric motor is equal to or higher than an EV-SW permitted SOC that is lower than a normal target SOC and an EV switch is turned on, the vehicle is placed in an EV priority mode in which the electric motor is used preferentially as a drive source rather than an internal combustion engine, and when the SOC is lower than the EV-SW permitted SOC, the vehicle is prohibited from entering the EV priority mode, and a low SOC control is executed in which a specific target SOC, which is a target SOC when the vehicle traveling along a first traveling route from a first predetermined position reaches a second predetermined position, is set to a value lower than the normal target SOC; A vehicle control device in which, when a prohibition frequency calculated based on a total value of prohibition points indicating that the vehicle is prohibited from entering the EV priority mode due to the low SOC control is equal to or greater than a first threshold value, the specific target SOC of the vehicle performing the low SOC control becomes equal to or greater than the EV-SW permitted SOC.

2. When the low SOC control is executed and the vehicle is prohibited from entering the EV priority mode while the vehicle is traveling on the first traveling route, the prohibition points related to the first traveling route are added, 2. The vehicle control device according to claim 1, wherein, when the vehicle travels along the first driving route while performing the low SOC control and then travels along a second driving route starting from the second predetermined position without performing the low SOC control, the vehicle traveling along the second driving route is prohibited from entering the EV priority mode and a specific condition is met, the prohibition points for the first driving route are added.

3. 3. The vehicle control device according to claim 2, wherein, when the low SOC control is continued until the vehicle reaches the second predetermined position, the specific condition is met when the time between the time when the vehicle departs from the second predetermined position on the first driving route and the time when the vehicle traveling on the second driving route is prohibited from entering the EV priority mode is equal to or less than a second threshold value.

4. 3. The vehicle control device according to claim 2, wherein, when the low SOC control ends before the vehicle reaches the second predetermined position, the specific condition is met when the time between the time when the low SOC control ends and the time when the vehicle traveling in the area between the position of the vehicle when the low SOC control ends and the second predetermined position is prohibited from entering the EV priority mode is equal to or less than a second threshold value.

5. 3. The vehicle control device according to claim 2, wherein, when the low SOC control ends before the vehicle reaches the second predetermined position, the specific condition is met when an elapsed driving time, which is the time between a first time when the low SOC control ends and a second time when the vehicle traveling in a predetermined area of ​​the second driving route is prohibited from entering the EV priority mode, minus the time the vehicle was parked between the first time and the second time, is equal to or less than a second threshold value.

6. 3. The vehicle control device according to claim 2, wherein the specific condition is met when a distance between a position of the vehicle when the low SOC control ends and a position of the vehicle when the vehicle traveling on the second driving route is prohibited from entering the EV priority mode is equal to or less than a third threshold value.

7. 3. The vehicle control device according to claim 2, wherein the specific condition is met when the vehicle traveling on the second driving route is prohibited from entering the EV priority mode after the low SOC control has ended and before the SOC of the battery of the vehicle traveling on the second driving route becomes equal to or greater than a predetermined fourth threshold.

8. a step of switching the vehicle into an EV priority mode in which the electric motor is preferentially used as a drive source rather than an internal combustion engine when the SOC of a battery capable of supplying power to the electric motor is equal to or higher than an EV-SW permitted SOC that is lower than a normal target SOC and an EV switch is turned on, and prohibiting the vehicle from switching into the EV priority mode when the SOC is lower than the EV-SW permitted SOC; a step of executing low SOC control in which a specific target SOC, which is a target SOC when the vehicle traveling along a first traveling route from a first predetermined position reaches a second predetermined position, is set to a value lower than the normal target SOC; and a step of causing the specific target SOC of the vehicle performing the low SOC control to become a value equal to or greater than the EV-SW permitted SOC when a prohibition frequency calculated based on a total value of prohibition points indicating that the vehicle is prohibited from entering the EV priority mode due to the low SOC control is equal to or greater than a first threshold value; A vehicle control method comprising:

9. a process of switching the vehicle into an EV priority mode in which the electric motor is used preferentially as a drive source rather than an internal combustion engine when the SOC of a battery capable of supplying power to the electric motor is equal to or higher than an EV-SW permitted SOC that is lower than a normal target SOC and the EV switch is turned on, and prohibiting the vehicle from switching into the EV priority mode when the SOC is lower than the EV-SW permitted SOC; A process of executing low SOC control to set a specific target SOC, which is a target SOC when the vehicle traveling along a first traveling route from a first predetermined position reaches a second predetermined position, to a value lower than the normal target SOC; and a process in which, when a prohibition frequency calculated based on a total value of prohibition points indicating that the vehicle is prohibited from entering the EV priority mode due to the low SOC control is equal to or greater than a first threshold value, the specific target SOC of the vehicle performing the low SOC control becomes equal to or greater than the EV-SW permitted SOC; A program that causes a computer to execute the following.

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