JP6580358B2 - Control planning system, control planning method, and control planning program - Google Patents

Description

  The present invention relates to a control plan planning system, a control plan planning method, and a control plan planning program for planning a charge / discharge control plan in a planned travel route.

  2. Description of the Related Art Conventionally, a technique for creating a charge / discharge control plan for a battery on a route before traveling on the route is known. For example, Patent Document 1 discloses determining an operation schedule for minimizing the fuel consumption cost from a departure place to a candidate node.

JP 2011-27472 A

  In the prior art, the possibility of charging the battery from an external power source in the middle of the route is not considered, and an inefficient plan may be made. For example, in a hybrid vehicle, EV traveling is more efficient than HV traveling at the current energy cost. Therefore, if it is possible to complete the route without causing a shortage of the remaining battery level, EV traveling is less expensive than HV traveling. On the other hand, when the vehicle travels only by EV travel, if the route is such that the remaining battery level is insufficient in the middle of the route, the HV travel in the section with a large travel load increases the total EV travelable distance. be able to.

Therefore, conventionally, when the vehicle travels only by EV travel, the control plan is such that the HV travel is performed before the remaining battery level is insufficient when the route is such that the battery remaining shortage occurs in the middle of the route. It was planned. However, if the battery is charged from an external power source in the middle of the route, it may be possible to complete the route only by EV travel. Therefore, if the battery is charged from an external power source in the middle of the route, the cost is reduced when the HV traveling is performed.
The present invention has been made in view of the above problems, and an object of the present invention is to provide a technique capable of developing a control plan that can be driven at low cost.

  In order to achieve the above object, a control planning system is designed to charge a battery in a vehicle that is driven by at least one of an internal combustion engine and a motor and can be charged from an external power source with respect to a battery that is a driving source of the motor. A control plan planning system for planning a discharge control plan, which is a planned travel route acquisition unit that acquires a current planned route of a vehicle, a travel history acquisition unit that acquires a past travel history of the vehicle, and a current travel plan A route similarity determination means for determining whether or not a route and a past travel route of a vehicle indicated by a past travel history are similar; When the battery is charged from an external power source, a charge / discharge control plan is formulated by assuming that there will be no shortage of remaining battery power in the current travel route. That includes a charge and discharge planning means, the.

  In order to achieve the above object, a control planning method includes a battery in a vehicle that is driven from at least one of an internal combustion engine and a motor and can be charged from an external power source with respect to a battery that is a driving source of the motor. A control plan planning method for planning a charge / discharge control plan for the vehicle, a planned travel route acquisition step for acquiring the current planned travel route of the vehicle, a travel history acquisition step for acquiring a past travel history of the vehicle, A route similarity determination step for determining whether or not the planned travel route is similar to the past travel route of the vehicle indicated by the past travel history, and travel on the past travel route similar to the current planned route If the battery is charged from an external power source during the process, a charge / discharge control plan is formulated by assuming that there will be no shortage of the remaining battery power in the current planned route. A discharge planning process, configured to include.

  Further, in order to achieve the above object, a control planning program includes a battery in a vehicle that is driven from at least one of an internal combustion engine and a motor and can be charged from an external power source with respect to a battery that is a driving source of the motor. The computer implements the function of creating a charge / discharge control plan for the vehicle, obtains the planned travel route acquisition function for acquiring the current travel route of the vehicle, the travel history acquisition function for acquiring the past travel history of the vehicle, and the current travel A route similarity determination function for determining whether or not the planned route and the past travel route of the vehicle indicated by the past travel history are similar, and the travel process of the past travel route similar to the current planned route When the battery is charged from an external power source in step 1, the charge / discharge control is presumed that there will be no shortage of remaining battery power in the current planned route. Realizing a discharge planning function to design image, to the computer.

  In other words, the control planning system, method, and program are configured so that when the battery is charged from an external power source in the travel process of the past travel route similar to the current travel route, the current travel route The charge / discharge control plan is prepared by estimating that there is no shortage of the remaining battery power. In other words, if there is no shortage of the remaining battery power in the current travel route, the current travel route can be completed by EV travel, so that high-cost travel is performed in anticipation of the remaining battery power. There is no need to develop a charge / discharge control plan. Therefore, it is possible to devise a charge / discharge control plan without taking into consideration the remaining power amount of the battery, which may be a constraint when the charge / discharge control plan is formulated. For this reason, it is possible to devise a charging / discharging control plan so as not to perform traveling that leads to high costs, and it is possible to devise a control plan capable of traveling at low cost.

It is a block diagram which shows a control planning system. It is a flowchart which shows charging / discharging control processing. It is a flowchart which shows a route similarity determination process. (4A) is a flowchart showing control type determination processing, and (4B) and (4C) are diagrams for explaining types of control.

Here, embodiments of the present invention will be described in the following order.
(1) Configuration of control planning system:
(2) Charge / discharge control processing:
(2-1) Route similarity determination processing:
(2-2) Control type determination process:
(3) Other embodiments:

(1) Configuration of control planning system:
FIG. 1 is a block diagram showing a configuration of a control planning system mounted on a vehicle. In the present embodiment, the control planning system is realized by the navigation system 10. The navigation system 10 includes a control unit 20 including a CPU, a RAM, a ROM, and the like, and a storage medium 30, and the control unit 20 can execute a program stored in the storage medium 30 and the ROM. In this embodiment, a navigation program (not shown) can be executed as this program. The navigation program can cause the control unit 20 to execute a function of searching for a planned travel route to the destination and guiding the user to move along the planned travel route.

  In the present embodiment, the navigation program includes a control planning program 21, and the control unit 20 controls the battery so as to suppress the cost of energy required for traveling of the vehicle by the processing of the control planning program 21. It is possible to make the control unit 20 execute a process for making a charge / discharge control plan.

  The vehicle includes the following units (40 to 48) for cooperating with the navigation system 10 or for executing vehicle control. The user I / F unit 40 is an interface unit for inputting a driver's instruction and providing various information to the driver. The user I / F unit 40 includes a display (not shown) as a display unit and a button (not shown) as an input unit. A touch panel is provided.

  The GPS receiver 41 receives a radio wave from a GPS satellite and outputs a signal indicating a signal for calculating the current location of the vehicle via an interface (not shown). The control unit 20 acquires this signal and acquires the current location of the vehicle. The vehicle speed sensor 42 outputs a signal corresponding to the rotational speed of the wheels provided in the vehicle. The control unit 20 acquires this signal via an interface (not shown) and acquires the vehicle speed. The gyro sensor 43 detects angular acceleration about turning in the horizontal plane of the vehicle, and outputs a signal corresponding to the direction of the vehicle. The control unit 20 acquires this signal and acquires the traveling direction of the vehicle. The vehicle speed sensor 42, the gyro sensor 43, and the like are used to specify the travel locus of the vehicle. In the present embodiment, the current location is specified based on the departure location and the travel locus of the vehicle. Based on the output signal of the GPS receiver 41, the current location of the vehicle specified based on the above is corrected.

  The vehicle according to the present embodiment is a vehicle including, as a drive source, an internal combustion engine 44 that uses the fuel stored in the fuel tank 47 as a power source, and a motor 45 that uses the electric power stored in the battery 46 as a power source. . The vehicle in the present embodiment is a plug-in hybrid vehicle that can charge the battery 46 with electric power from an external power source. The internal combustion engine 44 and the motor 45 are connected to a power transmission mechanism (not shown), and the vehicle is driven by converting the rotational driving force into the driving force of the vehicle by the power transmission mechanism. The vehicle can be driven by either or both of the internal combustion engine 44 and the motor 45. Further, the motor 45 can be rotated in the direction opposite to the rotation direction when the vehicle is traveling, and the regenerative power generated by this rotation is charged in the battery 46.

  The internal combustion engine 44 and the motor 45 are controlled by a drive control ECU 48. The drive control ECU 48 can output a control signal to the internal combustion engine 44 and the motor 45, and outputs a control signal to the internal combustion engine 44 and the motor 45 to output either the internal combustion engine 44 or the motor 45. Both are controlled to generate a rotational driving force. Therefore, in the present embodiment, driving and stopping of the internal combustion engine 44, charging by the motor 45, and driving of the motor 45 by discharging of the battery 46 are selected by a control signal output from the drive control ECU 48. Further, the drive control ECU 48 can acquire SOC [%] (SOC: State Of Charge) from the battery 46 and notify the control unit 20 of it. Based on the notification, the control unit 20 can acquire the remaining power amount of the battery 46 (the amount of power that can be consumed by EV travel using only the motor 45).

  In the present embodiment, the drive control ECU 48 can switch between EV traveling and HV traveling based on an instruction from the control unit 20. EV travel is a mode in which the vehicle is driven using the motor 45 without using the internal combustion engine 44, and HV travel is a mode in which the vehicle is driven using at least one of the internal combustion engine 44 and the motor 45. It is. When HV traveling is performed, the drive control ECU 48 determines the drive timing of the internal combustion engine 44 according to various conditions (vehicle speed, acceleration, etc.), operates the internal combustion engine 44 at the determined timing, and assists the drive by the motor 45. To drive the vehicle.

  In the present embodiment, the control unit 20 instructs the drive control ECU 48 to start and end EV travel or HV travel, thereby causing the vehicle to perform EV travel or HV travel. If these timings are different, the amount of power consumption in the battery 46 varies. Therefore, the control of the start and end timings of EV travel and HV travel is control of the charge / discharge timing of the battery 46. In the present embodiment, the control unit 20 prepares the charge / discharge timing control plan in advance as a charge / discharge control plan.

  For this purpose, the control plan planning program 21 includes a planned travel route acquisition unit 21a, a travel history acquisition unit 21b, a route similarity determination unit 21c, and a charge / discharge plan planning unit 21d. 30a is stored. The map information 30a includes node data indicating the position of a node set on a road on which the vehicle is traveling, shape interpolation point data indicating the position of a shape interpolation point for specifying the shape of the road between the nodes, the nodes Data from the current location of the vehicle to the destination, including link data indicating the connection of roads, gradient data indicating the gradient of the road, friction coefficient data indicating the friction coefficient of the road, and data indicating the features on and around the road This is used for searching for a planned route, route guidance, acquisition of travel load, and the like.

  The planned travel route acquisition unit 21a is a program module that causes the control unit 20 to execute a function of acquiring the current planned travel route of the vehicle. That is, the control unit 20 receives the current travel destination input by the user through the input unit of the user I / F unit 40. Further, the control unit 20 acquires the current position of the vehicle based on the output signals of the GPS receiving unit 41, the vehicle speed sensor 42, and the gyro sensor 43, and regards the current position as the starting point of the current travel. And the control part 20 searches the route | route from a departure place to the destination with reference to the map information 30a, and acquires it as this driving planned route.

  The travel history acquisition unit 21b is a program module that causes the control unit 20 to realize a function of acquiring a past travel history of the vehicle. The control unit 20 is a battery that is acquired based on the current position acquired based on the output signals of the GPS receiver 41, the vehicle speed sensor 42, and the gyro sensor 43 and the output signal of the drive control ECU 48 in the course of traveling of the vehicle. The travel history information 30b is generated based on the information regarding the history of the remaining power amount 46 and the date and time acquired by a timing circuit (not shown), and recorded in the recording medium 30.

  The travel history only needs to be defined so that the past travel route of the vehicle can be estimated. In this embodiment, the departure time zone, the departure location, the destination, the route length, the power consumption, the charging performance, the charging power It is defined by the amount, distance to the charging position, and travel date. The departure time zone is the time zone to which the departure time belongs, and the route length is the distance traveled by the vehicle from the departure place to the destination. The amount of power consumption is the amount of power of the battery 46 used by the vehicle in the course of travel (excluding the amount of charged power when charged), and is expressed as a ratio (%) to the maximum amount of power of the battery 46. The charge performance is the presence or absence of charge during the traveling process of the route. The amount of charging power is the amount of power charged at the charging position, and is indicated by a ratio (%) to the maximum power amount of the battery 46. The distance to the charging position is the distance that the vehicle has traveled from the departure place to the charging position.

  Note that the power consumption is acquired by the difference between the remaining power of the battery 46 at the departure place and the remaining power of the battery 46 at the destination. When the battery 46 is charged from an external power source, the charged power amount is further reduced from the difference between the remaining power amount of the battery 46 at the departure point and the remaining power amount of the battery 46 at the destination point. Thus, the power consumption is acquired.

Table 1 shows an example of the travel history information 30b.

  The route similarity determination unit 21c is a program module that causes the control unit 20 to realize a function of determining whether or not the current travel route is similar to the past travel route of the vehicle indicated by the past travel history. In the present embodiment, the control unit 20 estimates that the presence / absence of charging from an external power source for the battery is also similar when the current travel route is similar to the past travel route. Therefore, the control unit 20 determines that the travel route is similar to the current travel route when the departure route, the destination, and the route length are similar in the current travel route and the past travel route. It is considered.

  For this reason, the control unit 20 acquires the starting point and the destination of the current scheduled route acquired by the process of the scheduled route acquisition unit 21a. Further, the control unit 20 refers to the map information 30a, acquires the sum of the lengths of the road sections constituting the current scheduled route, and acquires the route length of the current scheduled route. Then, the control unit 20 refers to the travel history information 30b, the starting point and the destination in the current travel route are the same (distance is within a predetermined distance (for example, 100 m)), and the route length is the same (the route length is the same). A past route whose difference is a predetermined length (for example, 100 m or less) is specified as a similar route.

  The charge / discharge plan planning unit 21d is a program module that causes the control unit 20 to realize a function of planning a charge / discharge control plan for a battery and a function of instructing the drive control ECU 48 of timing of EV travel and HV travel according to the charge / discharge control plan. It is. In the planning of the charge / discharge control plan, the control unit 20 determines the current travel schedule when the battery is charged from an external power source in the travel process of the past travel route similar to the current travel route. Estimate that there is no shortage of remaining battery power in the route, and create a charge / discharge control plan.

  Specifically, the control unit 20 includes a path in which the battery 46 is charged from an external power source during the traveling process among a plurality of past traveling paths similar to the current scheduled traveling path. Is greater than a predetermined value (for example, 80%), it is estimated that there is no shortage of the remaining power of the battery 46 in the current scheduled route. In addition, when the charging performance ratio is equal to or less than the predetermined value, the control unit 20 estimates that the remaining power amount of the battery 46 is insufficient in the current scheduled route.

  More specifically, the control unit 20 refers to the travel history information 30b and acquires the number of routes that have been charged in a past travel route similar to the current travel route. And the control part 20 acquires a charge performance ratio by dividing | segmenting the number of the paths by which the said charge was performed by the number of the past driving | running routes similar to this driving planned route. Here, when the charging performance ratio is larger than the predetermined value, the predetermined value is charged from an external power source to the battery 46 in the driving process of the past driving route similar to the current driving route. Is a numerical value that is considered to be statistically supported, and is specified in advance. As described above, the presence / absence of the shortage of the remaining power amount is estimated by comparing the charging performance ratio with the predetermined value and estimating whether or not the remaining power amount of the battery 46 is short in the current scheduled route. The reliability of the estimation result can be improved.

  When it is estimated that there is no shortage of the remaining power amount of the battery 46, the control unit 20 performs charge / discharge control so as to preferentially execute control for driving the vehicle using the motor 45 without using the internal combustion engine 44. Develop a plan. That is, when it is estimated that there is no shortage of the remaining power amount of the battery 46, the control unit 20 performs EV traveling at the beginning of traveling, and the HV when the remaining power amount of the battery 46 becomes equal to or lower than a predetermined lower limit value. Develop a charge / discharge control plan to run. At the current energy cost, since the cost required for electric power to travel a unit distance is smaller than the fuel of the internal combustion engine 44, a charge / discharge control plan is formulated so that EV travel is preferentially executed. By doing so, it is possible to devise a charge / discharge control plan that is cost-effective (can be driven at low cost).

FIG. 4B is a diagram schematically illustrating a charge / discharge control plan that is planned when it is estimated that a shortage of the remaining power of the battery 46 does not occur. The point P ₂ shown in FIG. 4B is assumed to be an arbitrary point far from the departure place, and the point P ₁ is a point where the remaining power amount of the battery 46 becomes equal to or less than a predetermined lower limit value when traveling only by EV traveling. . Accordingly, if the current travel route is shorter than the point P ₁ shown in FIG. 4B, the current travel route can be completed by EV travel. Further, in the present embodiment, a charge / discharge control plan is formulated so that EV travel is preferentially executed when a charging performance ratio in a past travel route similar to the current travel route is greater than a predetermined value. Therefore, it is statistically reliable that the shortage of the remaining power of the battery 46 does not occur even in the current travel route. Therefore, in many cases, the current travel planned route can be completed by EV traveling.

  When it is estimated that the remaining power amount of the battery 46 is insufficient, the control unit 20 makes a charge / discharge control plan so that a section for driving the vehicle using the internal combustion engine 44 is included in the current travel route. . That is, when it is estimated that the remaining power amount of the battery 46 is insufficient, it is estimated that the current travel route cannot be completed only by the EV travel, so the vehicle is driven using the internal combustion engine 44. If the charging / discharging plan is made so that the section to be included is included in the current travel route, the period until the shortage of the remaining power amount of the battery 46 occurs (or the remaining power amount is not generated) can be increased. it can. Therefore, when it is estimated that the remaining power amount of the battery 46 is insufficient, the control unit 20 performs HV traveling in a section where the traveling load is equal to or greater than a predetermined value, and gives priority to EV traveling in other sections (the battery 46 The charging / discharging control plan is made so that the EV travels until the remaining power amount becomes equal to or less than a predetermined lower limit value.

In the present embodiment, the section where the traveling load is equal to or greater than a predetermined value is an uphill road with an inclination angle equal to or greater than a predetermined value. For this reason, the control unit 20 refers to the map information 30a, identifies a section where the traveling load is equal to or greater than a predetermined value based on the gradient data of the road section constituting the current scheduled route, To do. The section in which the travel load is a predetermined value or more is a section in which the energy cost per unit distance is lower when performing HV travel (using the internal combustion engine 44) than when performing EV travel in the section. Is set. FIG. 4C is a diagram schematically illustrating a charge / discharge control plan that is planned when it is estimated that the remaining power amount of the battery 46 is insufficient. In this case, as shown in FIG. 4C, a section where HV traveling is performed even in the initial stage of the traveling route may be included. Thus, by performing HV traveling instead of EV traveling in a section where the traveling load is large, the total distance traveled by EV in the traveling process from the departure point to the point P ₂ is increased as compared with the example shown in FIG. 4B. be able to.

  As described above, when the charge / discharge control plan is drawn up, the control unit 20 outputs an instruction to the drive control ECU 48 during the traveling process of the vehicle by the processing of the charge / discharge plan planning unit 21d, and follows the charge / discharge plan. Make them run. That is, when it is estimated that there is no shortage of the remaining power amount of the battery 46, the control unit 20 outputs an instruction to the drive control ECU 48 to execute EV traveling at the initial stage of traveling. Further, the control unit 20 monitors whether or not the remaining power amount of the battery 46 has become a predetermined lower limit value or less based on the output signal of the drive control ECU 48. When the remaining power amount of the battery 46 becomes equal to or less than a predetermined lower limit value, the control unit 20 outputs an instruction to the drive control ECU 48 to end EV traveling and start HV traveling.

  On the other hand, when it is estimated that the remaining power amount of the battery 46 is insufficient, the control unit 20 monitors whether or not the EV traveling or HV traveling start timing or end timing is reached based on the current position of the vehicle. When the start timing or end timing of EV travel or HV travel is reached, the travel control to be started is started at the timing, and a control signal is output to the drive control ECU 48 so as to end the travel to be terminated.

  According to the above-described embodiment, even if a route in which the remaining power amount of the battery 46 may be insufficient when EV traveling is simply performed, charging is likely to be performed during the traveling process of the route. It is possible to prioritize EV traveling that can be performed at low cost on the assumption that the above is performed. Therefore, it is possible to devise a control plan that can travel at low cost.

(2) Charge / discharge control processing:
Next, the charge / discharge control process performed by the control unit 20 in the above configuration will be described. FIG. 2 is a flowchart showing the charge / discharge control process. The charge / discharge control process includes a charge / discharge control planning process. When the user sets the current travel planned route by the user I / F unit 40, the control unit 20 executes a charge / discharge control process. In the charge / discharge control process, the control unit 20 acquires route information through the processes of the planned travel route acquisition unit 21a and the travel history acquisition unit 21b (step S100). That is, the control unit 20 acquires information indicating the current planned travel route set by the user through the processing of the planned travel route acquisition unit 21a. Further, the control unit 20 acquires the travel history information 30b by the process of the travel history acquisition unit 21b.

  Next, the control part 20 performs a route similarity determination process by the process of the route similarity determination part 21c (step S105). The route similarity determination process is a process of acquiring a past travel route similar to the current planned travel route, and details will be described later. When the route similarity determination process is executed and the process by the control unit 20 returns to the charge / discharge control process shown in FIG. 2, a similar route similar to the current scheduled route is set.

  Next, the control part 20 performs a control type determination process by the process of the charging / discharging plan planning part 21d (step S110). The control type determination process is a process of determining the type of control when the drive control ECU 48 controls charging / discharging of the battery 46. When the process by the control unit 20 returns to the charge / discharge control process shown in FIG. 2, the control type is set to either EV priority or HV combination. Note that the EV priority is a mode in which EV travel is performed in the initial stage of travel, and HV travel is performed when the remaining power amount of the battery 46 is equal to or lower than a predetermined lower limit value. The HV combined use is a mode in which the HV traveling is performed in a section where the traveling load is a predetermined value or more, and the EV traveling is prioritized in other sections.

  Next, the control unit 20 determines whether the control type is EV priority or HV combined by the process of the charge / discharge planning unit 21d (step S115). If it is determined in step S115 that the control type is EV priority, the control unit 20 is set to perform EV travel until the remaining power amount of the battery 46 reaches the lower limit value by the process of the charge / discharge plan planning unit 21d. (Step S120). That is, the control unit 20 develops a charge / discharge control plan so that the vehicle travels HV in a section where the travel load is a predetermined value or more, and the EV travel is prioritized in other sections.

  When it is determined in step S115 that the control type is HV combined use, the control unit 20 sets the HV section and the EV section based on the running load by the processing of the charge / discharge plan planning unit 21d (step S125). That is, the control unit 20 refers to the map information 30a, and extracts an uphill road with an inclination angle equal to or greater than a predetermined value from the current planned travel route as a section where the travel load is equal to or greater than a predetermined value. And the control part 20 sets the area where driving | running | working load becomes more than predetermined value to an HV area. Moreover, the control part 20 sets the area which did not become HV area to EV area. Of course, even in the section set as the EV section, HV traveling is performed when the remaining power amount of the battery 46 becomes the lower limit value.

  Next, the control part 20 performs charging / discharging control by the process of the charging / discharging plan planning part 21d (step S130). That is, the control unit 20 outputs an instruction to the drive control ECU 48 during the traveling process of the vehicle, and causes the vehicle to travel according to the charge / discharge plan. When the EV priority is set in step S120, the control unit 20 outputs an instruction to execute the EV traveling to the drive control ECU 48 in the initial traveling. Further, the control unit 20 monitors whether or not the remaining power amount of the battery 46 has become a predetermined lower limit value or less based on the output signal of the drive control ECU 48. When the remaining power amount of the battery 46 becomes equal to or less than a predetermined lower limit value, the control unit 20 outputs an instruction to the drive control ECU 48 to end EV traveling and start HV traveling. As a result, the vehicle is driven so that the EV traveling has priority in the early stage of traveling, and the vehicle is driven so as to travel HV when the remaining power amount of the battery 46 becomes a predetermined lower limit value or less.

  On the other hand, when HV combined use is set by step S125, the control part 20 monitors whether it became the start timing or completion | finish timing of EV driving | running | working or HV driving | running based on the present position of a vehicle. When the start timing or end timing of EV travel or HV travel is reached, the travel control to be started is started at the timing, and a control signal is output to the drive control ECU 48 so as to end the travel to be terminated. As a result, the vehicle is driven so that the EV traveling has priority in the section planned to travel by EV, and the vehicle is driven to be driven by HV traveling in the section planned to travel by HV.

  Next, the control unit 20 determines whether or not the destination has been reached (step S135). That is, when the current position matches the destination of the current scheduled route (within a predetermined distance), the control unit 20 determines that the destination has been reached. In Step S135, when it is not determined that the destination has been reached, the control unit 20 repeats the processes after Step S130. When it is determined in step S135 that the vehicle has arrived at the destination, the control unit 20 records the travel history information 30b on the recording medium 30 by the processing of the travel history information 30b (step S140). That is, in the process of executing the charge / discharge control process, the control unit 20 acquires the current position history of the vehicle and the remaining power amount history of the battery 46 by the process of the travel history acquisition unit 21b.

  Therefore, when the vehicle reaches the destination, the control unit 20 specifies the departure point and the destination based on the history of the current position. Moreover, the control part 20 acquires the path length of the path | route from a departure place to the destination based on the map information 30a. Furthermore, the control unit 20 acquires the power consumption amount, the charging result, and the charging power amount based on the history of the remaining power amount of the battery 46. Further, when the charging result is charging, the control unit 20 specifies the charging position based on the current position history and the remaining power amount history of the battery 46, and from the departure position based on the map information 30a. Is obtained as the distance to the charging position. Furthermore, the control unit 20 acquires a departure time zone and a travel date based on a timing circuit (not shown).

(2-1) Route similarity determination processing:
Next, the route similarity determination process in step S105 will be described in detail. In the route similarity determination process, the control unit 20 acquires the current time, the departure point, the destination, and the route length of the current scheduled route (step S200). That is, the control unit 20 acquires the current time based on a clock circuit (not shown). In addition, the control unit 20 acquires the starting point and destination of the current scheduled travel route set by the user by the user I / F unit 40. Furthermore, the control unit 20 refers to the map information 30a, acquires the sum of the lengths of the road sections constituting the route from the departure point to the destination, and sets the route length.

  Next, the control unit 20 acquires the starting point, destination, and route length of the travel route indicated by the past travel history in the same time zone as the current time (step S205). That is, the control unit 20 refers to the departure time zone of the past travel route indicated by the travel history information 30b, and identifies the route whose current time is included in the departure time zone. Then, the departure point, destination, and route length for the identified route are acquired.

  Next, the control unit 20 sets a determination target travel route (step S210). That is, in step S205, since a plurality of past travel routes may be acquired from the travel history information 30b, when there are a plurality of past travel routes, the control unit 20 determines the current travel plan from among them. A similar route similar to the route is identified. For this reason, in this embodiment, in the loop processing of steps S210 to S230, one of a plurality of past travel routes is set as a determination target, and the similarity between the determination target route and the current travel route is determined. To do. For this purpose, in step S210, the control unit 20 sets one of the routes acquired in step S205 as a determination target.

  Next, the control unit 20 determines whether the starting point and the destination are the same (step S215). That is, the control unit 20 determines that the distance between the departure point of the current scheduled route and the departure point of the determination target travel route is within a predetermined distance, and the destination of the current planned route and the purpose of the determination target travel route. When the distance to the ground is within a predetermined distance, it is determined that the departure place and the destination are the same.

  When it is determined in step S215 that the departure place and the destination are the same, the control unit 20 determines whether or not the route length is the same (step S220). That is, the control unit 20 determines that the route lengths are the same when the difference between the route length of the current scheduled route and the route length of the determination target travel route is equal to or less than a predetermined length.

  When it is determined in step S220 that the route lengths are the same, the control unit 20 sets the determination target travel route as a candidate (step S225). On the other hand, if it is not determined in step S215 that the starting point and the destination are the same, or if it is not determined in step S220 that the route length is the same, the control unit 20 skips step S225. That is, in this case, the travel route to be determined is regarded as not similar to the current travel route.

  Next, the control unit 20 determines whether or not the determination has been completed for all travel routes (step S230). That is, the control unit 20 determines whether or not the loop processing of steps S210 to S230 has been completed with all the travel routes acquired in step S205 as determination targets. In step S230, when it is not determined that the determination has been completed for all the travel routes, the control unit 20 repeats the processes after step S210.

  When it is determined in step S230 that the determination has been completed for all the travel routes, the control unit 20 determines whether or not there are travel route candidates (step S235). That is, when at least one travel route candidate is set in step S225, the control unit 20 determines that there is a travel route candidate. If it is not determined in step S235 that there is a travel route candidate, the control unit 20 ends the route similarity determination process. In this case, the charge / discharge control process shown in FIG. 2 is also terminated. Therefore, charge / discharge control is not performed.

  On the other hand, when it is determined in step S235 that there is a travel route candidate, the control unit 20 sets the latest history in the travel route candidates as a similar route (step S240). That is, the control unit 20 refers to the travel history information 30b, extracts the candidate with the latest travel date from the travel route candidates set in step S225, and sets the similar route.

(2-2) Control type determination process:
Next, the control type determination process in step S110 will be described in detail. In the control type determination process, the control unit 20 acquires the charge performance of the similar route (step S300). In other words, the control unit 20 refers to the travel history information 30b for the route that is a candidate in step S225, identifies the charging performance of each route, and acquires the number of routes that have been charged. And the control part 20 acquires the charge performance ratio of a similar path | route by dividing | segmenting the number of the paths by which the said charge was performed by the number of the paths made into the candidate by step S225.

  Next, the control part 20 determines whether a charge performance ratio is below a predetermined value (step S305). In step S305, when it is determined that the charging performance ratio is equal to or less than the predetermined value, the control unit 20 acquires the power consumption amount in the similar route (step S310). That is, the control unit 20 refers to the travel history information 30b and acquires the power consumption for the past travel route set as the similar route in step S240.

  Next, the control unit 20 determines whether or not the power consumption is larger than the current remaining power (step S315). That is, the control unit 20 outputs a control signal to the drive control ECU 48 to acquire the current remaining power amount in the battery 46. Then, it is determined whether or not the power consumption amount is larger than the current remaining power amount by comparing the power consumption amount acquired in step S310 with the current remaining power amount.

  If it is determined in step S315 that the amount of power consumption is greater than the current remaining power amount, the control unit 20 estimates that the remaining power amount of the battery 46 will be insufficient on the current scheduled route, and sets the control type to HV. (Step S320). On the other hand, if it is not determined in step S315 that the power consumption is greater than the current remaining power amount, the control unit 20 estimates that there is no shortage of the remaining power amount of the battery 46 in the current scheduled route, and sets the control type. EV priority is set (step S345).

  That is, even if the battery 46 is not charged from an external power source, if the current remaining power amount of the battery 46 is sufficient, the current travel planned route can be completed by EV travel, so The possibility of running at low cost is higher if it is considered that there is no shortage of power. Therefore, when the power amount of the battery 46 consumed in the travel process of the past travel route is larger than the remaining power amount of the battery 46 at the current departure place, the control unit 20 selects the HV combination, When the amount of power of the battery 46 consumed in the travel process of the travel route is equal to or less than the remaining amount of power of the battery 46 at the current departure point, the control unit 20 selects EV priority.

  On the other hand, when it is not determined in step S305 that the charging performance ratio is equal to or less than the predetermined value, the control unit 20 acquires the power consumption amount to the charging position on the similar route (step S325). That is, the control unit 20 refers to the travel history information 30b, and acquires the power consumption, the distance to the charging position, and the route length for the past travel route set as the similar route in step S240. Further, the control unit 20 multiplies the power consumption by (distance to the charging position / path length) to thereby calculate the power consumption to the charging position in the similar path, that is, from the starting point of the similar path to the charging position. The amount of power consumed in the section is acquired.

  Next, the control unit 20 determines whether or not the power consumption amount to the charging position is larger than the current remaining power amount (step S330), and the power consumption amount to the charging position is the current battery 46 in step S330. When it is determined that the remaining power amount is greater than the remaining power amount, the control unit 20 sets the control type to HV combination in step S320. That is, if the vehicle cannot travel to the charging position with the remaining power amount of the battery 46 on the similar route, the control unit 20 estimates that the remaining power amount of the battery 46 is insufficient on the current traveling route, and uses the HV together. Set to.

  On the other hand, if it is not determined in step S330 that the amount of power consumed up to the charging position is greater than the current remaining power amount (between the departure point and the charging position where the battery 46 is charged from an external power source). When the amount of power of the battery 46 consumed in the traveling process is equal to or less than the remaining amount of power of the battery 46 at the current departure point), the control unit 20 acquires the power consumption amount of the similar route and the charge power amount of the similar route. (Step S335).

  That is, the control unit 20 refers to the travel history information 30b, and acquires the power consumption amount for the past travel route set as the similar route in step S240 and the charge power amount for the travel route. Next, the control unit 20 determines whether or not the charged power amount + the current remaining power amount is less than the consumed power amount (step S340). In step S340, when it is determined that the charged power amount + the current remaining power amount is less than the consumed power amount, the control unit 20 sets the control type to HV combined use in step S320. That is, when the battery 46 is charged at the charging position on the similar route but the amount of power for completing the similar route cannot be secured, the control unit 20 causes the remaining battery 46 to remain on the current scheduled route. Estimated that a shortage of power will occur and set to HV combination.

  On the other hand, when it is not determined in step S340 that the charged power amount + the current remaining power amount is less than the consumed power amount (the power amount of the battery 46 consumed in the travel process of the past travel route is the battery at the current departure point). 46 is less than or equal to the sum of the remaining power amount of 46 and the amount of power charged at the charging position), the control unit 20 estimates that there is no shortage of the remaining power amount of the battery 46 in the current scheduled route, step S345. Set the control type to EV priority.

  As described above, in the present embodiment, the control unit 20 estimates whether or not the remaining power is insufficient in the battery 46 when traveling to the charging position based on the traveling history on the similar route. Furthermore, the control unit 20 estimates, based on the travel history on the similar route, whether or not the remaining power amount of the battery is insufficient when charging is performed based on the charge amount at the charging position. As a result, it is possible to improve the reliability of the estimation result when it is estimated that there will be no shortage of the remaining power of the battery in the current travel route.

(3) Other embodiments:
The above embodiment is an example for carrying out the present invention, and various embodiments can be adopted. For example, the navigation system 10 may be fixedly mounted on the vehicle, or may be a mode in which the portable navigation system 10 is brought into the vehicle and used. Furthermore, the above-described control mode is an example, and various other modes can be employed. For example, in the control using HV together, a traffic jam section or a downward slope section may be set as the EV section.

  Furthermore, the above-described control type determination process is also an example, and for example, various determination elements can be omitted. Specifically, steps S310 to S345 (excluding S320) may be omitted in the control type determination process shown in FIG. In this case, step S320 is executed when it is determined in step S305 that the charging performance ratio is equal to or less than the predetermined value, and step S345 is executed when it is not determined that the charging performance ratio is equal to or less than the predetermined value. .

  In the control type determination process shown in FIG. 4, steps S310 and S315 may be omitted. Furthermore, steps S325 and S330 may be omitted in the control type determination process shown in FIG. Furthermore, steps S335 and S340 may be omitted in the control type determination process shown in FIG. In this case, if it is not determined in step S330 that the amount of power consumed up to the charging position is greater than the current remaining power amount of the battery 46, step S345 is executed. Furthermore, steps S325 to S340 may be omitted in the control type determination process shown in FIG. In this case, step S345 is executed when it is not determined in step S305 that the charge performance ratio is equal to or less than the predetermined value.

  The vehicle may be a vehicle that is driven by at least one of an internal combustion engine and a motor and can be charged from an external power source with respect to a battery that is a driving source of the motor, that is, a plug-in hybrid vehicle. The planned travel route acquisition unit only needs to be able to acquire the current planned travel route of the vehicle. The planned travel route may be a route searched based on a condition (such as a destination) specified by the user, or based on a travel history of the user, a current position (including a transition of the current position), or the like. An estimated route may be used.

  The travel history acquisition unit only needs to be able to acquire the past travel history of the vehicle. That is, the travel history acquisition unit only needs to be able to acquire a travel history for acquiring a past travel route of the vehicle. The travel history only needs to be defined so that the past travel route of the vehicle can be estimated or specified, and can be configured by the history of the position and speed of the vehicle in the past travel, the departure place, the destination, and the like. Of course, other information may be associated with the travel history. Other information includes, for example, the date and time (time zone) when the vehicle was present at each position, the length from the departure place to the destination, the history of the remaining power of the battery (power consumption on the route, presence or absence of charging, Charging power amount when charging, charging position, etc.), road sections constituting the route, and the like. In the present technology, the remaining power amount of the battery and the SOC (State of Charge) can be regarded as equivalent.

  The route similarity determination unit only needs to be able to determine whether or not the current scheduled route and the past travel route of the vehicle indicated by the past travel history are similar. That is, when the current travel route and the past travel route are similar, it can be considered that the presence or absence of charging from the external power source for the battery is also similar. Therefore, the route similarity determination means determines whether the current travel route is similar to the past travel route in order to infer the presence / absence of charging in the current travel route from the presence / absence of charging in the past travel route. Determine. Whether or not they are similar is determined by comparing, for example, an element indicating the past travel route of the vehicle (departure point, destination, route length, etc.) and an element indicating the current travel route from the past travel history. What is necessary is just to determine by doing.

  The charge / discharge planning means only needs to be able to make a charge / discharge control plan for the battery, and in the charge / discharge control plan making, the charge / discharge plan planning means is a past run similar to the current scheduled route. When the battery is charged from an external power source during the course of the route, a charge / discharge control plan is prepared by estimating that there is no shortage of the remaining battery power in the current scheduled route. That is, the charging / discharging planning means estimates that the battery is charged from the external power source in this time when the battery has been charged from the external power source in the past through a similar route, As a result, it is estimated that there is no shortage of the remaining power of the battery.

  In situations where it is estimated that there will be no shortage of the remaining battery power, it is not necessary to consider the shortage of the remaining battery power. Therefore, it is possible to devise a charge / discharge control plan that places top priority on efficient traveling. The charge / discharge control plan may include a plan for all operations that change the remaining power amount of the battery during the traveling process. For example, the timing for performing EV traveling or the timing for performing HV traveling may be included in the charge / discharge control plan, and the timing for using the regenerative brake or the timing for using the engine brake is included in the charge / discharge control plan. May be. When it is estimated that the remaining power amount of the battery is insufficient, the remaining power amount of the battery is insufficient. Therefore, a charge / discharge control plan is formulated so that efficient running can be performed while using the internal combustion engine. A configuration or the like can be adopted.

  As a planning example of the charge / discharge control plan in the case where it is estimated that there is no shortage of the remaining power amount of the battery and in the case where the shortage of the remaining power amount is estimated to occur, for example, the shortage of the remaining power amount of the battery does not occur If estimated, the charge / discharge plan drafting means may adopt a configuration for drafting a charge / discharge control plan so as to preferentially execute control for driving the vehicle using the motor without using the internal combustion engine. . In other words, the current energy cost requires less power to travel a unit distance than the fuel of the internal combustion engine. Therefore, according to the configuration in which the charge / discharge control plan is formulated so as to preferentially execute the control of driving the vehicle using the motor without using the internal combustion engine, the cost efficiency is high (the vehicle can travel at a low cost). A charge / discharge control plan can be created.

  Further, when it is estimated that the remaining amount of electric power of the battery is insufficient, the charging / discharging control planning means sets the charging / discharging control plan so that the current driving scheduled route includes the section in which the vehicle is driven using the internal combustion engine. You may employ | adopt the structure to plan. That is, in the case where it is estimated that the remaining power amount of the battery is insufficient, it is estimated that the current travel route cannot be completed only by EV travel, so the section in which the vehicle is driven using the internal combustion engine If the charging / discharging plan is formulated so as to be included in the current travel route, it is possible to lengthen the period until the shortage of the remaining power amount of the battery occurs (or not to generate the remaining power amount).

  A charge / discharge plan that preferentially executes control for driving a vehicle using a motor without using an internal combustion engine includes, for example, a plan for performing EV travel as much as possible. That is, in the current planned travel route, there is a charge / discharge control plan in which the EV travel is performed until the remaining power amount of the battery runs out (or until the predetermined remaining power amount is reached), and then the HV travel is performed.

  In addition, a charge / discharge control plan in which a section in which a vehicle is driven using an internal combustion engine is included in the current travel route is, for example, a section in which HV traveling is more efficient than EV traveling (the energy cost in the section is A plan for performing HV traveling in a case where HV traveling is lower than EV traveling (EV traveling in other sections) and a plan for performing HV traveling in sections where the traveling load is greater than a predetermined reference (EV traveling in other sections). Etc.

  Furthermore, when the ratio of the plurality of past travel routes similar to the current travel route to the route charged from an external power source in the travel process is greater than a predetermined value, A configuration may be adopted in which the charge / discharge plan drafting means formulates a charge / discharge control plan by estimating that there is no shortage of the remaining battery power in the current travel route. That is, when it is statistically supported that the battery has been charged from an external power source in the travel process of the past travel route similar to the current travel route, the charge / discharge planning means is It is estimated that there will be no shortage of remaining battery power in the current travel route. According to this configuration, it is possible to improve the reliability of the estimation result when it is estimated that there is no shortage of the remaining power of the battery in the current travel route based on the past travel history of the vehicle.

  Furthermore, when a ratio of a plurality of past travel routes similar to the current travel route including a route charged from an external power source to a battery in a travel process is equal to or less than a predetermined value The charging / discharging plan drafting means may adopt a configuration in which the charging / discharging control plan is drafted by estimating that the remaining power amount of the battery is insufficient in the current travel route. That is, when it is not statistically supported that the battery has been charged from an external power source in the travel process of the past travel route similar to the current travel route, the charge / discharge planning means Therefore, it is estimated that a shortage of the remaining battery power will occur in the current travel route. According to this configuration, it is possible to improve the reliability of the estimation result when it is estimated that the remaining power amount of the battery is insufficient in the current travel route based on the past travel history of the vehicle.

  Further, the remaining power amount of the battery in the past travel history may be analyzed. For example, in a plurality of past travel routes that are similar to the planned travel route this time, a ratio that includes a route that is charged from an external power source to the battery in the travel process is less than or equal to a predetermined value, In addition, when the amount of battery power consumed in the travel process of the past travel route is larger than the remaining power amount of the battery at the current departure place, the charge / discharge plan planning means causes the remaining battery power on the current travel route. It is good also as a structure which presumes that electric power shortage will arise and makes a charging / discharging control plan.

  That is, even if the battery is not charged from an external power source, if the current remaining battery power is sufficient, the current travel route can be completed by EV travel, so the remaining power is It is more likely that you can drive at a lower cost if you consider that there is no shortage. Therefore, when the amount of battery power consumed in the travel process of the past travel route is greater than the remaining power amount of the battery at the current departure point, the charge / discharge plan planning means performs the remaining battery power on the current travel route. If it is assumed that a shortage of electric power occurs, it is possible to improve the reliability of the estimation result when it is estimated that a shortage of the remaining electric power of the battery will occur in the current travel route.

  Various configurations can be adopted as the configuration for analyzing the remaining power amount of the battery. For example, the travel history acquisition unit is configured to calculate the starting point, the destination, and the remaining power amount of the battery in the past traveling of the vehicle. The history may be obtained as a travel history. According to this configuration, the charge / discharge planning means can easily determine whether or not the battery is charged from the external power source by referring to the history of the remaining power amount of the battery. In addition, the charging plan drafting means refers to the difference between the remaining battery power at the departure point and the remaining battery power at the destination, thereby determining the amount of battery power consumed in the travel process of the past travel route. Can be easily obtained. Of course, if the battery is charged from an external power source, the amount of charged power can be further reduced from the difference between the remaining battery power at the departure point and the remaining battery power at the destination. In addition, it is possible to easily obtain the amount of battery power consumed in the travel process of the past travel route.

  Furthermore, in the past travel route, the amount of battery power consumed in the travel process between the departure point and the charging position where the battery was charged from an external power source is the remaining battery power at the current departure point. When the power amount is less than or equal to the amount of electric power, a configuration may be adopted in which the charge / discharge plan drafting unit drafts a charge / discharge control plan by estimating that there is no shortage of the remaining battery power in the current planned route. That is, when there is no shortage of remaining battery power up to the charging position in the past travel route, it may be configured that it is estimated that there is no shortage of remaining battery power in the current travel route. According to this configuration, it is possible to improve the reliability of the estimation result when it is estimated that there is no shortage of the remaining power of the battery in the current travel route.

  Further, in the past travel route, the amount of battery power consumed in the travel process of the past travel route is equal to or less than the sum of the remaining power amount of the battery at the current departure point and the amount of power charged at the charging position. In this case, a configuration may be employed in which the charging / discharging plan planning unit estimates the charging / discharging control plan by estimating that there is no shortage of the remaining power of the battery in the current travel route. That is, based on the charge amount at the charging position, it is estimated based on the travel history on the similar route whether or not the remaining power amount of the battery is insufficient when charging is performed. As a result, it is possible to improve the reliability of the estimation result when it is estimated that there will be no shortage of the remaining power of the battery in the current travel route.

  As in the present invention, when the battery is charged from an external power source in the travel process of the past travel route similar to the current travel route, the remaining battery in the current travel route is obtained. The method for estimating that a shortage of electric power does not occur can also be applied as a method or program for performing this process. The control planning system, method, and program as described above may be realized as a single system or as a plurality of systems. Moreover, it may be realized using parts shared with each part provided in the vehicle, or may be realized in cooperation with each part not mounted on the vehicle, and includes various aspects. Further, some changes may be made as appropriate, such as a part of software and a part of hardware. Further, the present invention can be realized as a recording medium for a program for controlling the control planning system. Of course, the software recording medium may be a magnetic recording medium, a magneto-optical recording medium, or any recording medium to be developed in the future.

  DESCRIPTION OF SYMBOLS 10 ... Navigation system, 20 ... Control part, 21 ... Control plan planning program, 21a ... Travel plan route acquisition part, 21b ... Travel history acquisition part, 21c ... Route similarity determination part, 21d ... Charge / discharge plan planning part, 30 ... Memory Medium 30... Recording medium 30 a map information 30 b travel history information 40 user I / F unit 41 GPS receiver 42 vehicle speed sensor 43 gyro sensor 44 internal combustion engine 45 motor , 46 ... battery, 47 ... fuel tank, 48 ... drive control ECU

Claims (6)

A control plan planning system for formulating a charge / discharge control plan for the battery in a vehicle driven by at least one of an internal combustion engine and a motor and capable of charging a battery serving as a drive source of the motor from an external power source. ,
A planned travel route acquisition means for acquiring the current planned travel route of the vehicle;
Travel history acquisition means for acquiring a past travel history of the vehicle;
Route similarity determination means for determining whether the current travel route and the past travel route of the vehicle indicated by the past travel history are similar;
A ratio of a plurality of the past travel routes similar to the current travel route including a route charged from the external power source to the battery in a travel process is greater than a predetermined value. In the past driving route, the amount of power of the battery consumed in the driving process between the starting point and the charging position where the battery is charged from the external power source is The amount of power of the battery that is less than or equal to the amount of remaining power of the battery and is consumed in the travel process of the past travel route in the past travel route is the amount of remaining power of the battery and the charge at the current departure point. If it is less than or equal to the sum of the amount of power charged at the position, it is estimated that there will be no shortage of the remaining power of the battery in the current scheduled route, and the previous internal combustion engine is not used. A discharge planning unit using motor to draw up the charge and discharge control scheme to execute a control for driving the vehicle priority,
Control planning system with   The charge / discharge planning means is
    A ratio in which a route charged from the external power source to the battery in a traveling process is included in a plurality of the past traveling routes similar to the current traveling route is equal to or less than the predetermined value And the amount of power of the battery consumed in the travel process of the past travel route is greater than the amount of remaining power of the battery at the current departure location, Estimating that a shortage of remaining power will occur, and formulating the charge / discharge control plan,
The control planning system according to claim 1.   The charge / discharge planning means is
    When it is estimated that the remaining amount of electric power of the battery is insufficient, the charge / discharge control plan is drafted so that a section for driving the vehicle using the internal combustion engine is included in the current planned travel route.
The control planning system according to claim 2.   The travel history acquisition means includes
    Obtaining a history of a starting point and a destination in the past driving of the vehicle and a remaining power amount of the battery as the driving history;
  The charge / discharge planning means is
    Determining whether or not the battery is charged from the external power source based on the history of the remaining power of the battery;
    Obtaining the amount of battery power consumed in the travel process of the past travel route based on the difference between the remaining power amount of the battery at the departure point of the past travel and the remaining power amount of the battery at the destination To
The control planning system according to any one of claims 1 to 3.   Control planning system
  A control plan planning method for planning a charge / discharge control plan for a battery in a vehicle that is driven by at least one of an internal combustion engine and a motor and that can be charged from an external power source with respect to a battery that is a drive source of the motor. ,
  A step of acquiring a current scheduled route of the vehicle by a planned route acquisition unit;
  Acquiring a past travel history of the vehicle by a travel history acquisition unit;
  A step of determining whether or not the current travel schedule route is similar to the past travel route of the vehicle indicated by the past travel history by a route similarity determination unit;
  The charging / discharging planning unit includes a path in which the battery is charged from the external power source in the traveling process among the plurality of past traveling paths similar to the current traveling path. The amount of power of the battery consumed in the traveling process between the departure point and the charging position where the battery is charged from the external power source in the past traveling route. Is less than or equal to the remaining amount of power of the battery at the current departure point, and the amount of power consumed by the battery in the past traveling route in the past traveling route is equal to the battery at the current departure point. Is less than the sum of the amount of remaining power and the amount of power charged at the charging position, it is estimated that there will be no shortage of the remaining amount of power in the battery in the current scheduled route A step of formulating the charge and discharge control scheme to execute a control to drive the vehicle using the motor without using the internal combustion engine preferentially,
Control plan making method to execute.   Control that causes a computer to realize a function of creating a charge / discharge control plan for the battery in a vehicle that is driven by at least one of an internal combustion engine and a motor and that can be charged from an external power source to a battery that is a drive source of the motor A planning program,
  Computer
  A planned travel route acquisition unit for acquiring the current planned travel route of the vehicle;
  A travel history acquisition unit for acquiring a past travel history of the vehicle;
  A route similarity determination unit that determines whether or not the current travel route and the past travel route of the vehicle indicated by the past travel history are similar;
  A ratio of a plurality of the past travel routes similar to the current travel route including a route charged from the external power source to the battery in a travel process is greater than a predetermined value. In the past driving route, the amount of power of the battery consumed in the driving process between the starting point and the charging position where the battery is charged from the external power source is The amount of power of the battery that is less than or equal to the amount of remaining power of the battery and is consumed in the travel process of the past travel route in the past travel route is the amount of remaining power of the battery and the charge at the current departure point. If it is less than or equal to the sum of the amount of power charged at the position, it is estimated that there will be no shortage of the remaining power of the battery in the current scheduled route, and the previous internal combustion engine is not used. Discharge planning unit using motor to draw up the charge and discharge control scheme to execute a control for driving the vehicle priority,
Control planning program to function as.

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