On-vehicle control device

Abstract

To notify a driver or a user of whether a vehicle can completely run on an area on which electric running is set, by the electric running.SOLUTION: An on-vehicle control device is loaded on a vehicle that has an engine, a motor for running, a battery for supplying the motor with electric power and map information and can run with electricity, which displays an electric running set area on which a vehicle runs with electricity, on the map information by a first display method. The on-vehicle control device displays an electric running possible area on which the vehicle can run with electricity, on the map information in a second display method different from the first display method.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present disclosure relates to an in-vehicle control device, and more particularly to an in-vehicle control device that displays an electric driving setting area in which electric driving is performed on map information using a first display method. [Background technology]

[0002] Conventionally, this type of on-board control device has been proposed to be mounted on a vehicle that runs on electric power when it is determined that the hybrid vehicle is in an electric driving area where the engine should be stopped and the vehicle should run on electric power (see, for example, Patent Document 1). When it is determined that the hybrid vehicle is in an entrance area outside the electric driving area that is adjacent to the boundary of the electric driving area, this on-board control device notifies the occupant that the hybrid vehicle may soon enter the electric driving area. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2022-013179 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the above-mentioned on-board control device, even if the remaining battery charge means that it is not possible to complete the electric driving range using electric driving with the engine stopped, the driver is not notified of this, which can lead to the driver mistakenly believing that the electric driving range can be completed using electric driving.

[0005] The main purpose of the in-vehicle control device disclosed herein is to inform the driver or user whether or not the area in which electric driving is set can be completed by electric driving. [Means for solving the problem]

[0006] The vehicle control device of the present disclosure employs the following means to achieve the above-mentioned main object.

[0007] The in-vehicle control device according to the present disclosure includes: An in-vehicle control device is mounted on a vehicle capable of electric driving, the vehicle having an engine, a motor for driving, a battery for supplying power to the motor, and map information, the in-vehicle control device displaying an electric driving setting area for electric driving on the map information by a first display method, displaying an electric-powered travelable area on the map information using a second display method different from the first display method; It is characterized by:

[0008] In the on-board control device disclosed herein, an electric driving set area where electric driving is performed is displayed on map information by a first display method, and an electric driving possible area where electric driving is possible is displayed on map information by a second display method different from the first display method. This makes it possible to inform the driver or user whether or not the electric driving set area can be completed by electric driving. Note that the first display method and the second display method can use a method of displaying the area using different colors, for example.

[0009] In the on-board control device disclosed herein, the electric driving possible area of ​​the electric driving set area may be displayed by the second display method, and the electric driving impossible area where electric driving is impossible may be displayed by the third display method. In this way, the electric driving possible area and the electric driving impossible area can be clearly notified to the user.

[0010] In the on-board control device of the present disclosure, the electric traveling setting region may be set based on an input from a user and / or the map information. In this way, the user can freely set the electric traveling setting region. In this case, when the electric traveling setting region is set based on an input from a user, if the electric traveling setting region is wider than the electric traveling possible region, a notification may be made that the electric traveling setting region cannot be set, or the electric traveling setting region may not be set. In this way, it is possible to inform the user that the electric traveling setting region is wider than the electric traveling possible region. In addition, when an attempt is made to set the electric traveling setting region in a region that is less than a predetermined distance from an electric traveling setting region that has already been set based on an input from a user, a notification may be made that the electric traveling setting region cannot be set, or the electric traveling setting region may not be set. In this way, it is possible to inform the user that a new electric traveling setting region cannot be set within a predetermined distance from the electric traveling setting region that has already been set. Furthermore, the electric driving set area may be set by communicating with a user's portable terminal, and communication may be performed so that the same display as the electric driving set area displayed on the map information by the first display method and / or the electric driving possible area displayed on the map information by the second display method is performed on the portable terminal. In this way, the user can set the electric driving set area using the portable terminal, or check the electric driving set area and the electric driving possible area using the portable terminal.

[0011] In the on-board control device of the present disclosure, the electric driving range may be calculated based on the remaining charge of the battery or the fully charged level of the battery, or the electric driving range may be calculated based on the estimated remaining charge of the battery when driving a predetermined distance while driving the engine and charging the battery. [Brief description of the drawings]

[0012] [Figure 1]1 is a block diagram illustrating an example of a hybrid vehicle 20 equipped with an on-vehicle control device according to an embodiment of the present disclosure, with a hybrid ECU 50 as the central block. [Diagram 2] 5 is a flowchart showing an example of an electric power traveling setting region setting process. [Diagram 3] 6 is an explanatory diagram showing an example of an electric power traveling setting region and an electric power traveling possible region displayed on a display device 66 or a mobile terminal 200. FIG. [Figure 4] 6 is an explanatory diagram showing an example of an electric power traveling setting region and an electric power traveling possible region displayed on a display device 66 or a mobile terminal 200. FIG. [Diagram 5] 10 is a flowchart showing an example of an electric power traveling setting range setting process according to a modified example. [Figure 6] 10 is a flowchart showing an example of an electric power traveling setting range setting process according to a modified example. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] Next, a mode (embodiment) for carrying out the present disclosure will be described. FIG. 1 is a block diagram showing an example of a hybrid vehicle 20 equipped with an on-board control device as an embodiment of the present disclosure, with a hybrid electronic control unit (hereinafter referred to as hybrid ECU) 50 as a central block. The on-board control device corresponds to the hybrid ECU 50. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine EG and a motor MG as a power source. The hybrid vehicle 20 of the embodiment runs by switching between a CD mode (Charge Depleting mode) that prioritizes electric running so as to reduce the storage ratio SOC of the battery 40, and a CS mode (Charge Sustaining mode) that uses both electric running and hybrid running so as to maintain the storage ratio SOC of the battery 40 at a target ratio. The electric running is a mode in which the vehicle runs only with power from the motor MG while the operation of the engine EG is stopped, and the hybrid running is a mode in which the vehicle runs with power from the engine EG and power from the motor MG by operating the engine EG.

[0014] In addition to the power source, the hybrid vehicle 20 of the embodiment is equipped with an ignition switch 21, a GPS (Global Positioning System, Global Positioning Satellite) 22, an on-board camera 24, a millimeter-wave radar 26, an acceleration sensor 28, a vehicle speed sensor 30, an accelerator sensor 32, a brake sensor 34, a mode change switch 36, a battery actuator 38, a battery 40, an air conditioner electronic control unit (hereinafter referred to as air conditioner ECU) 42, an air conditioner compressor 44, a hybrid ECU 50, an accelerator actuator 60, a brake actuator 62, a braking device 64, a display device 66, a driving status indicator 67, a meter 68, a DCM (Data Communication Module) 70, a navigation system 80, and the like.

[0015] The GPS 22 is a device that detects the position of the vehicle based on signals transmitted from multiple GPS satellites. The on-board camera 24 is a camera that captures images of the surroundings of the vehicle, such as a front camera that captures images in front of the vehicle and a rear camera that captures images behind the vehicle. The millimeter wave radar 26 detects the distance and relative speed between the vehicle and a vehicle ahead, and the distance and relative speed between the vehicle and a vehicle behind.

[0016] The acceleration sensor 28 is a sensor that detects, for example, the acceleration in the front-rear direction of the vehicle or the acceleration in the left-right direction (lateral direction) of the vehicle. The vehicle speed sensor 30 detects the vehicle speed based on the wheel speed and the like. The accelerator sensor 32 detects the accelerator opening according to the amount of depression of the accelerator pedal by the driver. The brake sensor 34 detects the brake position as the amount of depression of the brake pedal by the driver and the like. The mode change switch 36 is disposed near the steering wheel of the driver's seat and is a switch for changing over between the CD mode and the CS mode.

[0017] The battery actuator 38 detects the state of the battery 40, such as the terminal voltage, the charge / discharge current, and the battery temperature, and manages the battery 40 based on these. The battery actuator 38 calculates the power storage ratio SOC as the ratio of the remaining power storage capacity to the total power storage capacity based on the charge / discharge current, and calculates the maximum allowable output power (output limit Wout) that may be output from the battery 40 and the maximum allowable input power (input limit Win) that may be input to the battery 40 based on the power storage ratio SOC and the battery temperature, etc. The battery 40 is configured as a chargeable and dischargeable secondary battery, and may be, for example, a lithium ion battery, a nickel metal hydride battery, or a lead storage battery.

[0018] The air conditioner ECU 42 is configured as a microcomputer centered around a CPU (not shown), and in addition to the CPU, it is equipped with a ROM, a RAM, a flash memory, an input port, an output port, a communication port, etc. The air conditioner ECU 42 is incorporated in an air conditioner that conditions the passenger compartment, and drives and controls an air conditioner compressor 44 in the air conditioner so that the temperature of the passenger compartment becomes a set temperature.

[0019] The engine EG is configured as, for example, an internal combustion engine. The motor MG is configured as, for example, an electric motor that also functions as a generator, such as a synchronous motor. The motor MG is connected to a battery 40 via an inverter (not shown), and can output driving force using electric power supplied from the battery 40 and can charge the battery 40 with the generated electric power.

[0020] The hybrid ECU 50 is configured as a microcomputer centered on a CPU (not shown), and in addition to the CPU, is equipped with a ROM, a RAM, a flash memory, an input port, an output port, a communication port, etc. The hybrid ECU 50 sets a driving mode, and sets a target operating point (target rotation speed and target torque) of the engine EG and a torque command of the motor MG based on the set driving mode, the accelerator opening from the accelerator sensor 32, the brake position from the brake sensor 34, and the output limit and input limit from the battery actuator 38. The hybrid ECU 50 does not start up when the accessory is on, but starts up when the ready is on.

[0021] During electric running, the hybrid ECU 50 sets a required driving force and a required power based on the accelerator opening from the accelerator sensor 32 and the vehicle speed from the vehicle speed sensor 30, sets a torque command for the motor MG so as to output the required driving force and the required power to the vehicle, and transmits the set torque command to the accelerator actuator 60. During hybrid running, the hybrid ECU 50 sets a target driving point for the engine EG and a torque command for the motor MG so as to output the required driving force and the required power to the vehicle, and transmits the target driving point and the torque command to the accelerator actuator 60. In addition, when the brake pedal is depressed, the hybrid ECU 50 sets a required braking force based on the brake position from the brake sensor 34 and the vehicle speed from the vehicle speed sensor 30, sets a torque command for regeneration for regenerative control of the motor MG based on the required braking force and the vehicle speed, and sets a target braking force by the brake device, transmits the torque command to the accelerator actuator 60, and transmits the target braking force to the brake actuator 62.

[0022] Accelerator actuator 60 controls the drive of engine EG and motor MG according to the target operating point and torque command set by hybrid ECU 50. Accelerator actuator 60 performs intake air amount control, fuel injection control, ignition control, intake valve opening / closing timing control, etc. so that engine EG is operated at the target operating point (target rotation speed and target torque). Accelerator actuator 60 also performs switching control of switching elements of an inverter for driving motor MG so that torque corresponding to the torque command is output from motor MG.

[0023] The brake actuator 62 controls the brake device 64 so that the target braking force set by the hybrid ECU 50 is applied to the vehicle by the brake device 64. The brake device 64 is configured as, for example, a hydraulically driven friction brake.

[0024] The display device 66 is, for example, built into an installation panel in front of the driver's seat, and displays various information and also functions as a touch panel. The driving status indicator 67 has an EV indicator and an HV indicator (not shown), and when the vehicle is running on the motor, the EV indicator is turned on and the HV indicator is turned off, and when the vehicle is running on hybrid, the EV indicator is turned off and the HV indicator is turned on. The meter 68 is, for example, built into an installation panel in front of the driver's seat.

[0025] The DCM (Data Communication Module) 70 transmits information about the vehicle to the traffic information management center 100 and the user's mobile terminal 200, receives road traffic information from the traffic information management center 100, and receives data from the mobile terminal 200 such as a smartphone or tablet. Examples of the vehicle information include the vehicle's position, vehicle speed, running power, and running mode. Examples of the road traffic information include information about current and future congestion, information about the current average vehicle speed and the predicted value of the future average vehicle speed in a section on the travel route, information about traffic regulations, information about weather, information about road surface conditions, and information about maps. The DCM 70 communicates with the traffic information management center 100 at predetermined intervals (for example, every 30 seconds, every minute, or every two minutes).

[0026] The navigation system 80 is a system that guides the vehicle to a set destination, and includes a display unit 82 and a map information database 84. The display unit 82 is a functional block that has a function of displaying the route to the destination, the vehicle's position, and the like on the display device 66 based on map information. The navigation system 80 communicates with a traffic information management center 100 via a DCM (Data Communication Module) 70. When a destination is set, the navigation system 80 sets a route based on the destination information, information on the current location (current vehicle position) acquired by the GPS 22, and information stored in the map information database 84. The navigation system 80 communicates with the traffic information management center 100 at predetermined time intervals (for example, every 3 minutes or every 5 minutes) to acquire road traffic information, and provides route guidance based on the road traffic information.

[0027] When performing route guidance, the navigation system 80 generates, as look-ahead information, information on each traveling section in the traveling route and information on the traveling load among the road traffic information acquired from the traffic information management center 100 (or at predetermined time intervals), and load information required for traveling each traveling section based on the vehicle's speed, the vehicle's traveling power, the vehicle's traveling mode, etc., and transmits the look-ahead information to the hybrid ECU 50. The look-ahead information includes vehicle information such as the vehicle's position, vehicle speed, traveling power, and traveling mode, information on current and future traffic congestion, information on the current average vehicle speed and predicted future average vehicle speed in sections on the traveling route, information on traffic regulations, information on weather, information on road surface conditions, information on maps, and the like.

[0028] Next, an operation of the hybrid ECU 50 in the hybrid vehicle 20 configured as above, particularly an operation when setting an area for traveling by electric power, will be described. Fig. 2 is a flowchart showing an electric power traveling setting area setting process as an example of a process when setting an area for traveling by electric power (electric power traveling setting area) by a user operation.

[0029] In the electric power travel setting area setting process, first, a process is performed in which a user specifies an area on a map (step S100). This area setting can be performed using the touch panel function of the display device 66, or can be performed by communication with the mobile terminal 200 in which application software for setting the electric power travel setting area is installed.

[0030] Next, it is determined whether the area specified in step S100 is an electric driving set area (step S110). Specifically, it is determined whether the area is for an electric driving set area or for another purpose based on the user's input. If it is determined that the area specified is not an electric driving set area, it is determined that the area is not subject to this process, and this process is terminated.

[0031] When it is determined that the region designation in step S110 is the designation of the electric travel setting region, the region where electric travel is possible (electric travel possible region) is calculated based on the remaining charge of the battery 40 (step S110). In this case, as the remaining charge of the battery 40, the remaining charge at that time may be used, or the remaining charge of the battery 40 when traveling from the current position to the electric travel setting region may be calculated and used, or the remaining charge of the battery 40 when traveling a predetermined distance may be calculated and used, or the remaining charge when the battery 40 is fully charged (fully charged remaining charge) may be used. When calculating the remaining charge of the battery 40 as the remaining charge of the battery 40 as the remaining charge of the battery 40 when traveling a predetermined distance from the current position, the battery 40 may be charged by hybrid traveling. When calculating the remaining charge of the battery 40 when traveling a predetermined distance as the remaining charge of the battery 40, the engine EG may be forcibly driven to charge the battery 40 as much as possible, or the engine EG may be driven to charge the battery 40 to an extent that does not cause discomfort to the driver or passengers.

[0032] Next, it is determined whether the electric driving set area is equal to or smaller than the electric driving possible area (step S130). When it is determined that the electric driving set area is equal to or smaller than the electric driving possible area, the electric driving set area is displayed on the map in the second display color (step S140), and the electric driving set area is displayed on the map in the first display color (step S150), and this process ends. FIG. 3 shows an example of the electric driving set area and the electric driving possible area displayed on the display device 66 or the mobile terminal 200 when it is determined that the electric driving set area is equal to or smaller than the electric driving possible area. In the figure, A1 indicates the electric driving set area, and A2 indicates the electric driving possible area. As shown in the figure, the electric driving set area A1 is displayed inside the electric driving possible area A2. Here, it is sufficient that the first display color and the second display color are different colors. The reason why the electric driving possible area is displayed on the map in the second display color and then the electric driving set area is displayed on the map in the first display color is to replace the electric driving set area A1 within the electric driving possible area A2 of the second display color with the first display color.

[0033] When it is determined in step S130 that the electric driving set area is larger than the electric driving possible area, the electric driving set area is displayed on the map in a first display color (step S160), the electric driving possible area is displayed on the map in a second display color (step S170), and a notification is given that the electric driving set area exceeds the electric driving possible area (step S180), and this process ends. FIG. 4 shows an example of the electric driving set area and the electric driving possible area displayed on the display device 66 or the mobile terminal 200 when it is determined that the electric driving set area is larger than the electric driving possible area. As shown in the figure, the electric driving set area A1 is displayed outside the electric driving possible area A2. Note that the reason why the electric driving set area is displayed on the map in the first display color and then the electric driving possible area is displayed on the map in the second display color is to replace the electric driving possible area A2 within the electric driving set area A1 of the first display color with the second display color. In the example of FIG. 4, the message "The electric power travel setting area exceeds the electric power travel possible area" is displayed on the display device 66, and the same is also notified by voice.

[0034] In the hybrid ECU 50 functioning as the on-board control device described above, when the user sets the electric driving set area, the electric driving possible area is calculated based on the remaining charge of the battery 40, and the electric driving set area is displayed in a first display color together with map information on the display device 66, and the electric driving possible area is displayed in a second display color. This makes it possible to inform the driver or user whether or not the electric driving set area can be completed by electric driving. Moreover, when the electric driving set area is larger than the electric driving possible area, a notification to that effect is issued, so that it is possible to more reliably inform the user that the electric driving set area is larger than the electric driving possible area.

[0035] In the hybrid ECU 50 of the embodiment, when the electric travel setting region is larger than the electric travel possible region, the electric travel setting region is displayed on the map in a first display color and the electric travel possible region is displayed on the map in a second display color, and a notification is given that the electric travel setting region exceeds the electric travel possible region. However, when the electric travel setting region is larger than the electric travel possible region, the electric travel setting region may not be displayed in the first display color or the electric travel possible region in the second display color, and the notification may be given by display on the display device 66 or by audio output to the effect that the electric travel setting region cannot be set. An example of the electric travel setting region setting process in this case is shown in FIG. 5. In the electric travel setting region setting process in FIG. 5, step S260 is executed instead of steps S160 to S180 of the electric travel setting region setting process in FIG. 2. That is, when it is determined in step S130 that the electric travel setting region is larger than the electric travel possible region, a notification is given that the electric travel setting region cannot be set (step S260), and this process ends. When the electric driving set region is larger than the electric driving possible region, the electric driving set region may not be set without notifying the user that the electric driving set region cannot be set.

[0036] In the hybrid ECU 50 of the embodiment, the electric driving setting area is set by the user specifying an area on a map. However, if an electric driving setting area has not already been set within a predetermined distance from the specified area, a new electric driving setting area may not be set. An example of the electric driving setting area setting process in this case is shown in FIG. 6. In the electric driving setting area setting process of FIG. 6, step S115 is executed between steps S110 and S120 of the electric driving setting area setting process of FIG. 2. In the electric driving setting area setting process of FIG. 6, when it is determined that the area specified in step S110 is the specification of an electric driving setting area, it is determined whether or not there is an electric driving setting area that has already been set within a predetermined distance from the area specified on the map by the user (step S115). The predetermined distance may be 1 km, 3 km, 5 km, 10 km, or the like. When it is determined that there is an electric driving setting area that has already been set within the predetermined distance, this process is terminated without setting the electric driving setting area. On the other hand, when it is determined that there is no electric driving setting area that has already been set within the predetermined distance, the process from step S120 onwards is executed and this process is terminated. In addition, when it is determined that an electric driving setting area has already been set within the specified distance, a notification that the electric driving setting area cannot be set may be given by displaying a message on the display device 66 or outputting an audio message.

[0037] In the hybrid ECU 50 of the embodiment, the electric driving set area is set by the user specifying an area on a map, but the electric driving set area may be one that is preset in the map information database 84.

[0038] In the hybrid ECU 50 of the embodiment, the electric driving set area is displayed on the map in the first display color, and the electric driving possible area is displayed on the map in the second display color. However, in addition to this, the electric driving impossible area where electric driving is possible may be displayed on the map in the third display color. In this case, when the electric driving set area is larger than the electric driving possible area, the area of ​​the electric driving set area other than the electric driving possible area becomes the electric driving impossible area, so that the electric driving possible area and the electric driving impossible area are displayed on the map in the second display color and the electric driving impossible area in the third display color. In this case, the third display color may be the same as the first display color. That is, the area of ​​the electric driving set area other than the electric driving possible area becomes the electric driving impossible area, so that the area displayed in the first display color becomes the electric driving impossible area.

[0039] The correspondence between the main elements of the embodiment and the main elements of the invention described in the section on Means for Solving the Problems will be described below. In the embodiment, the engine EG corresponds to the "engine", the motor MG corresponds to the "motor", the battery 40 corresponds to the "battery", the map information database 84 corresponds to the "map information", and the hybrid electronic control unit 50 corresponds to the "vehicle control device".

[0040] Note that the correspondence between the main elements of the embodiment and the main elements of the invention described in the Means for Solving the Problem column does not limit the elements of the invention described in the Means for Solving the Problem column, since the embodiment is an example for specifically explaining the form for implementing the invention described in the Means for Solving the Problem column. In other words, the interpretation of the invention described in the Means for Solving the Problem column should be made based on the description in that column, and the embodiment is merely a specific example of the invention described in the Means for Solving the Problem column.

[0041] The present disclosure has been described above using embodiments, but the present disclosure is not limited to these embodiments in any way, and it goes without saying that the present disclosure can be embodied in various forms without departing from the gist of the present disclosure. [Industrial Applicability]

[0042] The present disclosure can be used in the manufacturing industry of in-vehicle control devices, etc. [Explanation of symbols]

[0043] 20 hybrid vehicle, 21 ignition switch, 22 GPS, 24 in-vehicle camera, 26 millimeter wave radar, 28 acceleration sensor, 30 vehicle speed sensor, 32 accelerator sensor, 34 brake sensor, 36 mode change switch, 38 battery actuator, 40 battery, 42 air conditioner electronic control unit (air conditioner ECU), 44 air conditioner compressor, 50 hybrid electronic control unit (hybrid ECU), 60 accelerator actuator, 62 brake actuator, 64 brake device, 66 display device, 67 driving status indicator, 68 meter, 70 DCM, 80 navigation system, 82 display unit, 84 map information database, 100 traffic information management center, 200 mobile terminal, EG engine, MG motor.

Claims

1. An in-vehicle control device is mounted on a vehicle capable of electric travel having an engine, a motor for travel, a battery for supplying power to the motor, and map information, the in-vehicle control device displaying an electric travel setting region for electric travel on the map information by a first display method, displaying an electric-power-travelable area on the map information using a second display method different from the first display method; 2. An in-vehicle control device comprising:

2. 2. The vehicle-mounted control device according to claim 1, an electric-travel-enabled region within the electric-travel-set region is displayed by the second display method, and an electric-travel-disabled region within the electric-travel-set region is displayed by a third display method. In-vehicle control device.

3. 2. The vehicle-mounted control device according to claim 1, setting the electric power traveling setting area based on an input from a user and / or the map information; In-vehicle control device.

4. 4. The vehicle-mounted control device according to claim 3, when the electric driving set region is set based on an input from a user, if the electric driving set region is wider than the electric driving possible region, a notification is given that the electric driving set region cannot be set. In-vehicle control device.

5. 4. The vehicle-mounted control device according to claim 3, when the electric driving set region is set based on an input from a user, if the electric driving set region is wider than the electric driving possible region, the electric driving set region is not set. In-vehicle control device.

6. 4. The vehicle-mounted control device according to claim 3, When an attempt is made to set the electric power traveling setting region to a region that is less than a predetermined distance from an electric power traveling setting region that has already been set based on an input from a user, a notification is given that the electric power traveling setting region cannot be set. In-vehicle control device.

7. 4. The vehicle-mounted control device according to claim 3, When the electric power traveling setting region is to be set to a region that is less than a predetermined distance from an electric power traveling setting region that has already been set based on an input from a user, the electric power traveling setting region is not set. In-vehicle control device.

8. 8. The vehicle control device according to claim 3, The electric power travel setting region is set by communication with a mobile terminal of a user, communicating so that the same display as the display of the electric power travel setting area on the map information by the first display method and / or the display of the electric power travelable area on the map information by the second display method is performed on the mobile terminal; In-vehicle control device.

9. 8. An in-vehicle control device according to any one of claims 1 to 7, Calculating the electric-powered travelable range based on the remaining charge of the battery or the fully charged charge of the battery. In-vehicle control device.

10. 8. An in-vehicle control device according to any one of claims 1 to 7, calculating the electric-powered travelable range based on an estimated remaining charge of the battery when the vehicle travels a predetermined distance while driving the engine and charging the battery; In-vehicle control device.

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