vehicle

Abstract

The vehicle's range is extended after it switches to electric motor power due to the engine failing to operate. [Solution] The vehicle comprises an engine, a drive motor, a battery that supplies power to the drive motor, one or more processors, and a control device having one or more memories connected to the processors. The processor, upon detecting an abnormality in the engine, performs the following processes: switching the driving mode from normal driving mode to emergency driving mode; performing a modification process to change a threshold value of the battery charge rate based on the vehicle speed while driving with the drive motor in the emergency driving mode; and continuing to drive with the driving force of the drive motor if the battery charge rate is above the threshold value while driving with the drive motor in the emergency driving mode.

Description

Technical Field

[0001] The present invention relates to a vehicle.

Background Art

[0002] In recent years, hybrid vehicles equipped with an engine, a driving motor, and a battery that supplies power to the driving motor have become widespread. In a hybrid vehicle, the driving state is switched between at least engine driving in which the engine is driven to run and motor driving in which the engine is stopped and only the driving motor is driven to run.

[0003] As the above hybrid vehicle, for example, Patent Document 1 discloses a technique for switching the driving state from engine driving to motor driving when the fuel is completely consumed.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] By the way, in a hybrid vehicle, a required charge rate is set in advance. The required charge rate is the minimum charge rate required for cranking the engine when starting the engine. Therefore, in the technique such as Patent Document 1 above, for example, when engine driving becomes impossible due to reasons such as complete consumption of fuel and the charge rate of the battery drops to the required charge rate after switching to motor driving, motor driving is stopped and driving becomes impossible. In other words, there is a problem that motor driving can only be performed until the charge rate of the battery reaches the required charge rate, and the cruising range is short.

[0006] In view of these problems, the present invention aims to provide a vehicle that can extend its cruising range after the engine becomes unable to run and the vehicle switches to motor-driven operation. [Means for solving the problem]

[0007] To solve the above problems, a vehicle according to one embodiment of the present invention is: The engine and The driving motor and A battery that supplies power to the aforementioned drive motor, A control device having one or more processors and one or more memories connected to the processors, Equipped with, The aforementioned processor, When an abnormality in the aforementioned engine is detected, the driving mode is switched from normal driving mode to emergency driving mode, During the emergency driving mode, while the vehicle is running on the driving motor, a modification process is performed to change the threshold value of the battery charge level based on the vehicle speed. During operation using the drive motor in the emergency driving mode, if the battery charge level is above the threshold, the operation using the drive motor's driving force will continue. Execute the process that includes this. [Effects of the Invention]

[0008] According to the present invention, it is possible to extend the cruising range after the engine becomes unable to run and the vehicle switches to motor-driven operation. [Brief explanation of the drawing]

[0009] [Figure 1] Figure 1 is a schematic diagram showing the general configuration of a vehicle according to an embodiment of the present invention. [Figure 2] Figure 2 is a schematic diagram showing an example of a control device divided into multiple devices according to the embodiment. [Figure 3]Figure 3 is a flowchart showing an example of the processing flow by the control device according to the same embodiment. [Figure 4] Figure 4 is an illustrative diagram showing an example of a map according to the same embodiment. [Figure 5] Figure 5 is a diagram illustrating the driving range of the vehicle according to the same embodiment. [Modes for carrying out the invention]

[0010] Embodiments of the present invention will be described in detail below with reference to the attached drawings. The specific dimensions, materials, numerical values, etc., shown in these embodiments are merely examples to facilitate understanding of the invention and do not limit the present invention unless otherwise specified. In this specification and drawings, elements having substantially the same function and configuration are denoted by the same reference numerals to avoid redundant explanations, and elements not directly related to the present invention are omitted from the illustrations.

[0011] <1. Vehicle Configuration> First, the configuration of the vehicle 100 according to an embodiment of the present invention will be described with reference to Figure 1. Figure 1 is a schematic diagram showing the general configuration of the vehicle 100 according to an embodiment of the present invention. In Figure 1, the dashed arrows indicate the flow of signals.

[0012] As shown in Figure 1, the vehicle 100 according to this embodiment is a hybrid vehicle equipped with an engine 110 and a drive motor 120 as its power source.

[0013] Engine 110 is either a gasoline engine or a diesel engine.

[0014] The traveling motor 120 includes, for example, a first motor generator 122 and a second motor generator 124. The first motor generator 122 functions as a motor or a generator according to the traveling state of the vehicle 100. Similarly, the second motor generator 124 functions as a motor or a generator according to the traveling state of the vehicle 100. When one or both of the first motor generator 122 and the second motor generator 124 function as a generator, regenerative braking is performed. At this time, the kinetic energy of the vehicle 100 is converted into electrical energy, and the vehicle 100 decelerates.

[0015] Moreover, the vehicle 100 according to the present embodiment includes a battery 130 that supplies power to the traveling motor 120. The rated voltage of the battery 130 is, for example, 400V or more and 600V or less.

[0016] Moreover, the vehicle 100 according to the present embodiment may include, for example, a speed reducer 140, a power split mechanism 160, an inverter 170, and a boost converter 172.

[0017] The speed reducer 140 transmits the power generated by one or both of the engine 110 and the traveling motor 120 to the drive wheels 150. The speed reducer 140 also transmits the drive of the drive wheels 150 to one or both of the engine 110 and the traveling motor 120.

[0018] The power split mechanism 160 distributes the power generated by the engine 110 to two paths, namely the drive wheels 150 and the second motor generator 124. The power split mechanism 160 is, for example, a planetary gear mechanism. The power split mechanism 160 may function as a continuously variable transmission by controlling the rotational speed of the second motor generator 124. The rotational force of the engine 110 is input, for example, to the planetary carrier (C) of the power split mechanism 160, transmitted to the second motor generator 124 by the sun gear (S), and transmitted to the first motor generator 122 and the output shaft (on the side of the drive wheels 150) by the ring gear (R). When stopping the rotating engine 110, since the engine 110 is rotating, the kinetic energy of this rotation is converted into electrical energy by the second motor generator 124 to reduce the rotational speed of the engine 110.

[0019] The inverter 170 performs current control while converting the DC power of the battery 130 and the AC power of the driving motor 120. In the present embodiment, a boost converter 172 is provided between the battery 130 and the inverter 170. The boost converter 172 boosts the power supplied from the battery 130 to the driving motor 120.

[0020] Also, the vehicle 100 according to the present embodiment includes a control device 200. The control device 200 has one or more processors 200a and one or more memories 200b connected to the processor 200a. The processor 200a includes, for example, a CPU (Central Processing Unit). The memory 200b includes, for example, a ROM (Read Only Memory) and a RAM (Random Access Memory). The ROM is a storage element that stores programs and arithmetic parameters used by the CPU. The RAM is a storage element that temporarily stores data such as variables and parameters used in the processes executed by the CPU.

[0021] The control device 200 communicates with various devices installed in the vehicle 100, such as the engine 110, the drive motor 120, the battery 130, the inverter 170, and the boost converter 172. Communication between the control device 200 and each device is achieved, for example, using CAN (Controller Area Network) communication.

[0022] The functions of the control device 200 according to this embodiment may be divided among multiple devices, or multiple functions may be implemented by a single device. If the functions of the control device 200 are divided among multiple devices, these multiple devices may be connected to each other via a communication bus such as CAN.

[0023] Figure 2 is a schematic diagram showing an example of a control device 200 divided into multiple devices. As shown in Figure 2, the control device 200 according to this embodiment includes, for example, a battery ECU 210, an engine ECU 220, an MG_ECU 230, and an HV_ECU 240. Various processes, including those described below, performed by at least one of the battery ECU 210, engine ECU 220, MG_ECU 230, and HV_ECU 240, can be executed by the processor 200a. In detail, various processes are executed by the processor 200a executing a program stored in memory 200b.

[0024] The battery ECU210 manages and controls the charging and discharging state of the battery 130.

[0025] The engine ECU 220 controls the operating status of the engine 110. The engine ECU 220 also detects, for example, engine malfunctions and fuel depletion in the engine 110. Fuel depletion refers to a situation where the amount of fuel stored in the fuel tank provided in the vehicle 100 falls below a predetermined fuel threshold.

[0026] The MG_ECU230 controls the drive motor 120, battery ECU 210, inverter 170, and boost converter 172.

[0027] The HV_ECU240 manages and controls the entire vehicle 100. For example, the HV_ECU240 manages and controls the battery ECU210, engine ECU220, and MG_ECU230.

[0028] <2. Vehicle Driving Modes> In this embodiment, the HV_ECU240 sets the driving mode of the vehicle 100 to either the normal driving mode or the emergency driving mode. The normal driving mode and the emergency driving mode will be described below.

[0029] <2.1. Normal Driving Mode> If the HV_ECU240 does not detect any abnormality in the engine 110, it sets the vehicle 100's driving mode to normal driving mode. For example, if the engine ECU220 has not detected any engine 110 failure or fuel shortage, and the MG_ECU230 has not detected any failure of the second motor generator 124, the HV_ECU240 determines that no abnormality has been detected in the engine 110.

[0030] When set to normal driving mode, the HV_ECU240 performs one of the following: motor driving, hybrid driving, engine driving, or first-stage raw driving.

[0031] Motor-driven operation is performed, for example, when the efficiency of the engine 110 is low, such as when the vehicle 100 is starting or driving at low speeds. In motor-driven operation, the vehicle 100 is driven by the driving force of the drive motor 120. In motor-driven operation, for example, the vehicle 100 is driven by only the first motor generator 122 of the drive motor 120.

[0032] Hybrid driving is performed during medium-speed driving, high-speed driving, etc. In hybrid driving, the vehicle 100 is driven by the driving force of the first motor generator 122 of the driving motor 120 and the driving force of the engine 110. In hybrid driving, for example, the power of the engine 110 is divided into two paths by the power split mechanism 160, one path is used to directly drive the drive wheels 150, and the other path is used to drive the second motor generator 124 to generate electricity. In addition, in hybrid driving, the electricity generated by the second motor generator 124 is used to drive the first motor generator 122 to assist in driving the drive wheels 150. Furthermore, in hybrid driving, power may be supplied from the battery 130 to the first motor generator 122 to increase the output of the first motor generator 122 and add driving force to the drive wheels 150.

[0033] Engine operation occurs when the State of Charge (SOC) of battery 130 is below the required charge level. The required charge level is, for example, the minimum charge level required to crank engine 110 when starting engine 110. The required charge level is a charge level that exceeds the lower limit charge level. The lower limit charge level is a charge level that is pre-set for battery 130 based on its lifespan, degradation, safety, etc. The required charge level is, for example, 36%. The lower limit charge level is, for example, 27%.

[0034] In engine-driven operation, the vehicle 100 is driven solely by the engine 110. In engine-driven operation, for example, the power of the engine 110 is divided into two paths by the power split mechanism 160: one path directly drives the drive wheels 150, and the other drives the second motor generator 124 to generate electricity. In engine-driven operation, the electricity generated by the second motor generator 124 is supplied to the battery 130, thereby charging the battery 130.

[0035] The first regenerative drive is performed when the vehicle 100 is decelerating. During the first regenerative drive, the first motor generator 122, driven by the drive wheels 150, functions as a generator to perform regenerative power generation. During the first regenerative drive, the power generated by the first motor generator 122 is supplied to the battery 130, thereby charging the battery 130. The first regenerative drive, and the second regenerative drive described later, are also called coast regeneration or coasting.

[0036] <2.2. Emergency Driving Mode> The HV_ECU240 switches the vehicle's driving mode from normal driving mode to emergency driving mode when it detects an abnormality in the engine 110. The HV_ECU240 detects an abnormality in the engine 110, for example, when the engine ECU220 detects a malfunction in the engine 110 or when the vehicle cannot be driven using the engine, such as when the engine 110 is found to be dead or running out of fuel. The HV_ECU240 also detects an abnormality in the engine 110 when the MG_ECU230 detects a malfunction in the second motor generator 124.

[0037] When set to emergency driving mode, HV_ECU240 outputs control commands to MG_ECU230 to perform motor driving and second regenerative driving. Also, when switching the driving mode from normal driving mode to emergency driving mode, HV_ECU240 first performs motor driving. Then, if the charge level of battery 130 is above the threshold described later during motor driving in emergency driving mode, HV_ECU240 continues driving using the driving force of the driving motor 120. On the other hand, if the charge level of battery 130 falls below the threshold described later during motor driving in emergency driving mode, HV_ECU240 performs second regenerative driving.

[0038] During the second regenerative run, the vehicle stops running using the driving force of the driving motor 120, and the battery 130 is charged using the regenerative power from the driving motor 120. Specifically, during the second regenerative run, the first motor generator 122, which is driven by the drive wheels 150, functions as a generator to perform regenerative power generation. Then, during the second regenerative run, the power generated by the first motor generator 122 is supplied to the battery 130, thereby charging the battery 130.

[0039] <3. Operation of the control device> Next, with reference to Figure 3, the operation of the control device 200 according to an embodiment of the present invention will be described.

[0040] Figure 3 is a flowchart showing an example of the processing flow by the control device 200 according to this embodiment. The processing shown in Figure 3 is started when the vehicle 100 is turned Ready ON in response to an operation input from the driver or the like.

[0041] As shown in Figure 3, in step S110, the HV_ECU240 determines whether or not it has detected an abnormality in the engine 110. If it determines that it has not detected an abnormality in the engine 110 (NO in step S110), the HV_ECU240 sets the driving mode of the vehicle 100 to the normal driving mode in step S112. Then, the HV_ECU240 returns to step S110. Note that, as described above, when set to the normal driving mode, the charge level of the battery 130 is above the required charge level.

[0042] On the other hand, if it is determined that an abnormality has been detected in the engine 110 (YES in step S110), the HV_ECU240 sets the driving mode of the vehicle 100 to emergency driving mode in step S114 and performs motor-driven driving (S116).

[0043] Then, in step S118, the HV_ECU240 performs a change process to modify the threshold charge level of the battery 130 based on the vehicle speed. The threshold is, for example, the charge level that triggers the vehicle 100 to switch from motor-driven driving to second regenerative driving. In the change process, the threshold is changed within a range of, for example, less than the required charge level and greater than or equal to the lower limit charge level. The threshold can also be described as the charge level at which the battery 130's charge level recovers to or above the required charge level by performing second regenerative driving.

[0044] In the modification process, the HV_ECU240 preferably sets a lower threshold for the battery 130's charge rate as the vehicle speed increases.

[0045] Furthermore, in the modification process, the HV_ECU240 may change the threshold for the charge level of the battery 130 based on at least one of the following: vehicle speed, driving resistance, power electronics system losses, and gradient.

[0046] Furthermore, in the modification process, the HV_ECU240 preferably sets a higher threshold for the charge rate of the battery 130 the greater at least one of the following is greater: driving resistance, power electronics system losses, and gradient.

[0047] Figure 4 is an illustrative diagram showing an example of the map 300 according to this embodiment. As shown in Figure 4, the memory 200b of the control device 200 according to this embodiment pre-stores a map 300 in which vehicle speed [km / h], gradient [deg], and threshold Th are associated.

[0048] In the map 300 according to this embodiment, the threshold Th is set lower as the vehicle speed increases. Also, in the map 300 according to this embodiment, the threshold Th is set higher as the gradient increases.

[0049] In addition, in map 300, each threshold Th may be preset based on at least one of the driving resistance and the power electronics system losses. The driving resistance and the power electronics system losses are values ​​specific to the vehicle 100 and are predetermined.

[0050] For example, in step S118, the HV_ECU240 refers to the map 300 stored in memory 200b and determines a threshold Th based on the current vehicle speed obtained from a vehicle speed sensor (not shown) and the current gradient obtained from an acceleration sensor (not shown).

[0051] Returning to Figure 3, in step S120, the HV_ECU240 obtains the state of charge (SOC) of the battery 130 through the battery ECU210. The HV_ECU240 then determines whether the state of charge of the battery 130 is less than the threshold Th determined in step S118.

[0052] As a result, if it is determined that the charge level of the battery 130 is not below the threshold Th (NO in step S120), the HV_ECU240 repeats the process from step S116. On the other hand, if it is determined that the charge level of the battery 130 is below the threshold Th (YES in step S120), the HV_ECU240 performs a second regenerative run (step S122). As described above, the second regenerative run is a running state in which the driving force of the driving motor 120 is stopped and the battery 130 is charged by the regenerative power of the driving motor 120.

[0053] Then, in step S124, the HV_ECU240 determines whether or not the vehicle 100 has stopped. For example, the HV_ECU240 obtains the rotational speed of the first motor generator 122 from the MG_ECU230 and determines whether or not the vehicle 100 has stopped based on the rotational speed of the first motor generator 122.

[0054] If it is determined that vehicle 100 is not stopped (NO in step S124), HV_ECU240 repeats the process from step S122.

[0055] On the other hand, if it is determined that vehicle 100 has stopped (YES in step S124), HV_ECU240 puts vehicle 100 into Ready OFF mode (step S126) and terminates the flowchart. Ready OFF means that the engine 110 is stopped, the power supply from battery 130 to the drive motor 120 and the high-voltage electrical system is stopped, and the power supply from an auxiliary battery (not shown) to the low-voltage electrical system is maintained. The rated voltage of the auxiliary battery is, for example, 12V.

[0056] <4. Vehicle Effects> Next, the effects of the vehicle 100 according to the embodiment of the present invention will be described.

[0057] The vehicle 100 according to this embodiment includes an engine 110, a drive motor 120, a battery 130 that supplies power to the drive motor 120, one or more processors 200a, and a control device 200 having one or more memories 200b connected to the processor 200a. The processor 200a performs the following processes when it detects an abnormality in the engine 110: switching the driving mode from normal driving mode to emergency driving mode; performing a change process to change a threshold for the charge level of the battery 130 based on the vehicle speed while driving with the drive motor 120 in emergency driving mode; and continuing to drive with the driving force of the drive motor 120 when the charge level of the battery 130 is above the threshold while driving with the drive motor 120 in emergency driving mode.

[0058] Thus, the vehicle 100 according to this embodiment changes the threshold in anticipation of replenishing the charge rate with regenerative power based on the vehicle speed. For this reason, the vehicle 100 according to this embodiment can set the threshold that triggers whether or not to continue driving using the driving force of the traction motor 120 to be lower than the required charge rate.

[0059] Figure 5 illustrates the driving range of the vehicle 100 according to this embodiment. In Figure 5, the vertical axis represents the state of charge (SOC), and the horizontal axis represents the driving range. As shown in Figure 5, in a comparative example where the driving force of the traction motor 120 is stopped when the charge level of the battery 130 drops to the required charge level SOC_r, the vehicle stops at distance L0. On the other hand, the vehicle 100 according to this embodiment can change the charge level threshold Th to less than the required charge level SOC_r. Therefore, the vehicle 100 according to this embodiment can extend its driving range to a distance beyond distance L0. As a result, the vehicle 100 according to this embodiment can increase the probability of being able to evacuate to a safe place when an abnormality in the engine 110 is detected.

[0060] Furthermore, in the vehicle 100 according to this embodiment, it is preferable to change the charge rate threshold Th to a lower charge rate SOC_min or higher. This makes it possible to prevent shortening the lifespan of the battery 130 and deterioration of the battery 130, and to maintain the safety of the battery 130.

[0061] Furthermore, as shown in Figure 5, the processor 200a according to this embodiment changes the charge rate threshold Th to the threshold Th-l when the vehicle speed is at a first speed. As a result, the processor 200a can continue driving using the driving force of the driving motor 120 until the charge rate of the battery 130 falls below the threshold Th-l (distance L1). When the charge rate of the battery 130 falls below the threshold Th-l, the processor 200a changes the driving state from motor driving to second regenerative driving. As a result, as shown by the dashed line in Figure 5, the charge rate of the battery 130 increases, and at distance L3, the charge rate of the battery 130 becomes the required charge rate SOC_r, and thereafter the vehicle 100 stops.

[0062] Therefore, the processor 200a according to this embodiment can maintain the charge level of the battery 130 at the required charge level SOC_r when the vehicle 100 is stopped. As a result, the processor 200a according to this embodiment can suitably crank the engine 110 when returning from emergency driving mode to normal driving mode, and can reliably start the engine 110.

[0063] Furthermore, in the change processing, the processor 200a according to this embodiment may set the threshold Th of the battery 130's charge rate lower as the vehicle speed increases.

[0064] As shown in Figure 5, for example, when the second vehicle speed is greater than the first vehicle speed, the processor 200a changes the charge level threshold Th to threshold Th-h. Threshold Th-h is lower than threshold Th-l. Then, the processor 200a can continue driving with the driving force of the driving motor 120 until the charge level of the battery 130 falls below threshold Th-h (distance L2). When the charge level of the battery 130 falls below threshold Th-h, the processor 200a changes the driving state from motor driving to second regenerative driving. Then, as shown by the dashed line in Figure 5, the charge level of the battery 130 increases, and at distance L4, the charge level of the battery 130 becomes the required charge level SOC_r, and thereafter the vehicle 100 stops.

[0065] The higher the vehicle speed, the greater the regenerative power that is generated in proportion to the vehicle speed. Therefore, in this embodiment, the processor 200a can further extend the driving range by setting a lower threshold Th for the charge rate of the battery 130 as the vehicle speed increases during the change process.

[0066] Furthermore, in the modification process, the processor 200a according to this embodiment may change the threshold Th of the battery 130's charge level based on at least one of the following: vehicle speed, driving resistance, power electronics system losses, and gradient.

[0067] As a result, the processor 200a according to this embodiment can extend the driving range while maintaining the charge level of the battery 130 at the required charge level SOC_r when the vehicle 100 is stopped.

[0068] Furthermore, in the processor 200a according to this embodiment, the threshold Th of the battery 130's charge level may be set higher in the change processing, as the greater at least one of the running resistance, power electronics system losses, and gradients becomes.

[0069] The greater the driving resistance, the less kinetic energy from the vehicle 100 contributes to regeneration. Therefore, in the modification process, the processor 200a according to this embodiment sets a higher threshold Th for the charge rate of the battery 130 as the driving resistance increases, thereby extending the driving range and maintaining the charge rate of the battery 130 at the required charge rate SOC_r when the vehicle 100 is stopped.

[0070] Furthermore, the greater the losses in the power electronics system, the less power can be supplied to the battery 130 from regenerative power. For this reason, in the change processing, the processor 200a according to this embodiment sets a higher threshold Th for the charge rate of the battery 130 as the losses in the power electronics system increase, thereby extending the driving range and maintaining the charge rate of the battery 130 at the required charge rate SOC_r when the vehicle 100 is stopped.

[0071] Furthermore, the greater the gradient, the less kinetic energy from the vehicle 100 contributes to regeneration. For this reason, in the modification process, the processor 200a according to this embodiment sets a higher threshold Th for the charge rate of the battery 130 as the gradient increases, thereby extending the driving range while maintaining the charge rate of the battery 130 at the required charge rate SOC_r when the vehicle 100 is stopped.

[0072] Furthermore, the processor 200a according to this embodiment may, when the vehicle is running on the drive motor 120 in emergency driving mode and the charge level of the battery 130 is below a threshold, stop driving using the drive motor 120 and charge the battery 130 using the regenerative power of the drive motor 120.

[0073] As a result, the processor 200a according to this embodiment can extend the driving range while maintaining the charge level of the battery 130 at the required charge level SOC_r when the vehicle 100 is stopped.

[0074] Preferred embodiments of the present invention have been described above with reference to the attached drawings, but it goes without saying that the present invention is not limited to these embodiments. It will be obvious to those skilled in the art that various modifications or alterations can be conceived within the scope of the claims, and these will naturally also fall within the technical scope of the present invention.

[0075] For example, the processes described using flowcharts in this specification do not necessarily have to be performed in the order shown in the flowcharts. Additional processing steps may be adopted, and some processing steps may be omitted.

[0076] Furthermore, if the input power capacity to the battery 130 is less than a predetermined allowable threshold, step S118 does not need to be performed. In this case, it is preferable to perform a process to set the charge level threshold of the battery 130 to the required charge level instead of step S118. The allowable threshold can be obtained, for example, by referring to a single-axis table in which arguments and vehicle speed are associated. [Explanation of Symbols]

[0077] 100 vehicles 110 engine 120 Motor for driving 130 batteries 200 Control device 200a Processor 200b memory

Claims

1. The engine and The driving motor and A battery that supplies power to the aforementioned drive motor, A control device having one or more processors and one or more memories connected to the processors, Equipped with, The aforementioned processor, When an abnormality in the aforementioned engine is detected, the driving mode is switched from normal driving mode to emergency driving mode, During the emergency driving mode, while the vehicle is running on the driving motor, a modification process is performed to change the threshold value of the battery charge level based on the vehicle speed. During operation using the drive motor in the emergency driving mode, if the battery charge level is above the threshold, the operation using the drive motor's driving force will continue. A vehicle that performs a process that includes the following.

2. The vehicle according to claim 1, wherein the processor, in the modification process, sets the threshold value of the battery charge rate lower as the vehicle speed increases.

3. The vehicle according to claim 1 or 2, wherein the processor, in the modification process, modifies the threshold value of the battery charge rate based on at least one of the following: driving resistance, power electronics system losses, and gradient, in addition to the vehicle speed.

4. The vehicle according to claim 3, wherein the processor, in the modification process, sets the threshold value of the battery charge level higher the greater the driving resistance, the greater the loss of the power electronics system, and the gradient.

5. The vehicle according to claim 1 or 2, wherein the processor, when the vehicle is running on the drive motor in the emergency driving mode, stops driving on the drive motor's driving force and charges the battery using the regenerative power of the drive motor if the battery's charge level is below the threshold.

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