Control device

Abstract

To provide a control device capable of preparing for disasters caused by abnormal weather.SOLUTION: An ECU 122 acquires weather information and location information of a vehicle 100, determines whether the vehicle 100 will encounter abnormal weather based on the weather information and the location information or not, and, if it is determined that the vehicle will encounter abnormal weather, outputs weather anomaly countermeasure information including at least one of a message prompting refueling, a message prompting charging, and a message prompting a low fuel consumption driving mode.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present disclosure relates to a control device.

Background Art

[0002] Patent Document 1 discloses a technique for suppressing fuel depletion at a fueling station within a power outage area where fuel depletion is likely to occur, by setting a fueling station capable of supplying fuel to a target vehicle outside the power outage area in order to perform external power supply at the power outage location in the event of a power outage.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, in Patent Document 1 described above, since it is a countermeasure after a power outage occurs, sufficient preparations against disasters such as power outages and abnormal weather were not made.

[0005] The present disclosure has been made in view of the above, and an object thereof is to provide a control device capable of preparing for disasters caused by abnormal weather.

Means for Solving the Problems

[0006] The control device according to the present disclosure acquires weather information and position information of a vehicle, determines whether the vehicle encounters abnormal weather based on the weather information and the position information, and when it is determined that the vehicle encounters abnormal weather, outputs weather abnormality countermeasure information including at least one of a message prompting refueling, a message prompting charging, and a message prompting a low fuel consumption driving mode. The control device includes a processor configured to perform the above operations.

Effects of the Invention

[0007] According to the present disclosure, it is possible to achieve the effect of preparing for disasters caused by abnormal weather.

Brief Description of the Drawings

[0008]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Modes for Carrying Out the Invention

[0009] Hereinafter, a control device according to an embodiment of the present disclosure will be described with reference to the drawings. Note that the present disclosure is not limited by the following embodiments. Also, in the following, the same parts will be denoted by the same reference numerals and described.

[0010] (Embodiment 1) 〔Schematic Configuration of Disaster Support System〕 FIG. 1 is a diagram showing the schematic configuration of the disaster support system according to Embodiment 1. The disaster support system 1 shown in FIG. 1 includes a vehicle 100, a communication device 200 associated with the vehicle 100, and a weather server 300 capable of communicating with the vehicle 100 or the communication device 200 via a network NW. This network NW is composed of, for example, an Internet line network, a mobile phone line network, etc.

[0011] The vehicle 100 is realized by using any one of HEV (Hybrid Electric Vehicle), PHEV (Plug-in Hybrid Electric Vehicle), FCEV (Fuel Cell Electric Vehicle), and BEV (Battery Electric Vehicle). The detailed configuration of the vehicle 100 will be described later.

[0012] The communication device 200 can communicate with the vehicle 100 according to a predetermined communication standard, and can also communicate with the weather server 300 via the network NW. Here, the predetermined communication standard is at least one of 4G (4th Generation Mobile Communication System), 5G (5th Generation Mobile Communication System), Bluetooth (registered trademark), and Wi-Fi (registered trademark). The communication device 200 is realized by using, for example, a mobile phone and a tablet-type communication terminal, etc.

[0013] The weather server 300 can communicate with the vehicle 100 and the communication device 200 via the network NW, and outputs weather information according to the position information of the vehicle 100 or the communication device 200. Here, the weather information includes abnormal weather, disaster warning information, disaster prevention information, etc. Further, the abnormal weather is weather based on warnings caused by disasters such as heavy rain, heavy rain, typhoon, heavy snow, strong wind, storm, landslide, volcano, high tide, flooding, tsunami, and earthquake.

[0014] 〔Functional Configuration of Vehicle〕 Next, the detailed functional configuration of the vehicle 100 will be described. FIG. 2 is a block diagram showing the functional configuration of the vehicle 100. As shown in FIG. 2, the vehicle 100 includes an engine 101, a generator 102, a first inverter 103, a motor 104, drive wheels 105, a secondary battery 106, a converter 107, a switching unit 108, a second inverter 109, an inlet unit 110, a first detection unit 111, an in-vehicle power outlet 112, a second detection unit 113, a fuel tank 114, a third detection unit 115, a fourth detection unit 116, a door lock mechanism 117, a communication unit 118, an external communication unit 119, a car navigation system 120, a recording unit 121, and an ECU (Electronic Control Unit) 122.

[0015] The engine 101 is configured by a well-known internal combustion engine and outputs power using the fuel stored in the fuel tank 114. The engine 101 is driven under the control of the ECU 122. The power output from the engine 101 drives the generator 102.

[0016] The generator 102 is electrically connected to the motor 104 via the first inverter 103. The generator 102 supplies the AC power generated under the control of the ECU 122 to the secondary battery 106 via the switching unit 108 and the converter 107. The generator 102 is configured using a motor generator for power generation that has a motor function in addition to a power generation function.

[0017] The first inverter 103 converts the discharge power (DC power) from the secondary battery 106 supplied via the switching unit 108 and the converter 107 into AC power under the control of the ECU 122 and supplies this AC power to the motor 104. Also, the first inverter 103 converts the AC power generated by the motor 104 into DC power during regenerative braking of the vehicle 100 under the control of the ECU 122 and supplies this DC power to the secondary battery 106 via the switching unit 108 and the converter 107. The first inverter 103 is configured using, for example, a three-phase inverter circuit including a bridge circuit including switching elements for three phases.

[0018] Motor 104 is driven by AC power supplied from the first inverter 103 under the control of ECU 122 when the vehicle 100 is accelerating. The power output from motor 104 drives the drive wheels 105. Also, motor 104 functions as a generator that generates electricity by the external force transmitted from the drive wheels 105 under the control of ECU 122 when the vehicle 100 is braking, and supplies the generated power to the secondary battery 106 via the switching unit 108 and the converter 107 from the first inverter 103. Motor 104 is configured using a drive motor generator that has a power generation function in addition to the motor function.

[0019] The secondary battery 106 is configured using a rechargeable battery such as a nickel-metal hydride battery or a lithium-ion battery, or an energy storage element such as an electric double layer capacitor. The secondary battery 106 can be charged and discharged by the converter 107 and stores high-voltage DC power.

[0020] One end of the converter 107 is electrically connected to the secondary battery 106, and the other end is electrically connected to one of the first inverter 103 and the second inverter 109 via the switching unit 108. The converter 107 charges and discharges the secondary battery 106 under the control of ECU 122. Specifically, when the converter 107 charges the secondary battery 106, it steps down the DC power supplied from the outside via the second inverter 109, the inlet unit 110, and the switching unit 108 to a predetermined voltage, and supplies this stepped-down charging current to the secondary battery 106. On the other hand, when the converter 107 discharges the secondary battery 106, it steps up the voltage of the DC power from the secondary battery 106, and supplies this stepped-up discharge current to the first inverter 103 via the switching unit 108.

[0021] The switching unit 108 has one end electrically connected to the converter 107 and the other end electrically connected to one of the first inverter 103 and the second inverter 109. Under the control of the ECU 122, the switching unit 108 electrically connects the converter 107 and one of the first inverter 103 and the second inverter 109. The switching unit 108 is configured using a mechanical relay, a semiconductor switch, or the like.

[0022] One end of the second inverter 109 is electrically connected to the switching unit 108, and the other end is electrically connected to the inlet unit 110 or the in-vehicle power outlet 112. Under the control of the ECU 122, the second inverter 109 converts the discharge power (DC power) from the secondary battery 106 supplied via the switching unit 108 and the converter 107 into AC power, and supplies this AC power to the inlet unit 110. Specifically, under the control of the ECU 122, the second inverter 109 supplies AC power to the outside via the inlet unit 110 and a charge and discharge cable (not shown). The second inverter 109 is configured using a single-phase inverter circuit or the like so as to correspond to the form of power used outside.

[0023] One end of the inlet unit 110 is electrically connected to the second inverter 109. A charge and discharge cable (not shown) is detachably connected to the inlet unit 110. The inlet unit 110 supplies the AC power supplied from the outside to the second inverter 109 via the charge and discharge cable, and outputs various information including control signals and the like input from the outside to the communication unit 118. Also, the inlet unit 110 supplies the AC power supplied from the second inverter 109 to the outside via the charge and discharge cable, and outputs various information including control signals and the like from the ECU 122 input via the communication unit 118 to the outside.

[0024] The first detection unit 111 detects each of the SOC (state of charge), temperature, SOH (State of Health), voltage value, and current value of the secondary battery 106, and outputs the detection result to the ECU 122. The first detection unit 111 is configured using an ammeter, a voltmeter, a temperature sensor, or the like.

[0025] The in-vehicle power outlet 112 is electrically connected to the second inverter 109. The in-vehicle power outlet 112 can connect the power plug of a general electrical appliance, and supplies the AC power supplied from the second inverter 109 to the electrical appliance to which the power plug is connected.

[0026] The second detection unit 113 is provided between the in-vehicle power outlet 112 and the second inverter 109, detects at least one of the power consumption and the current value of the electrical device connected to the in-vehicle power outlet 112, and outputs the detection result to the ECU 122. The second detection unit 113 is configured by using a wattmeter, an ammeter, a voltmeter, etc.

[0027] The fuel tank 114 stores the fuel supplied to the engine 101. Here, the fuel is a fossil fuel such as gasoline. In addition, when the vehicle 100 is an FCEV, it stores hydrogen fuel.

[0028] The third detection unit 115 detects the remaining amount of the fuel stored in the fuel tank 114, and outputs the detection result to the ECU 122. The third detection unit 115 is configured by using a fuel gauge, etc.

[0029] The fourth detection unit 116 detects the driving state information regarding the driving state of the vehicle 100, and outputs the detection result to the ECU 122. Here, the driving state information is the acceleration, the inclination angle, the speed, etc. of the vehicle 100. The fourth detection unit 116 is configured by using an acceleration sensor, a speed sensor, a gyro sensor, etc.

[0030] The door lock mechanism 117 performs the opening and closing operation of the door provided in the vehicle 100 under the control of the ECU 122.

[0031] The communication unit 118 receives a control signal including various types of information input from the outside via the inlet unit 110, and outputs the received control signal to the ECU 122. Further, the communication unit 118 outputs a control signal including CAN data or the like input from the ECU 122 to the inlet unit 110. The communication unit 118 is configured using a communication module or the like.

[0032] The external communication unit 119 transmits various types of information input from the ECU 122 to the communication device 200 according to a predetermined communication standard under the control of the ECU 122. Further, the external communication unit 119 outputs various types of information received from the communication device 200 to the ECU 122. Here, the predetermined communication standard is at least one of Wi-Fi (registered trademark) and Bluetooth (registered trademark). The external communication unit 119 is configured using a wireless communication module or the like.

[0033] The car navigation system 120 includes a GPS (Global Positioning System) sensor 120a, a map database 120b, a notification device 120c, and an operation unit 120d.

[0034] The GPS sensor 120a receives signals from a plurality of GPS satellites or a transmission antenna, and calculates position information regarding the position (longitude and latitude) of the vehicle 100 based on the received signals. The GPS sensor 120a is configured using a GPS reception sensor or the like. In the first embodiment, the accuracy of the orientation of the vehicle 100 may be improved by mounting a plurality of GPS sensors 120a.

[0035] The map database 120b stores various types of map data. The map database 120b is configured using a storage medium such as an HDD (Hard Disk Drive) or an SSD (Solid State Drive).

[0036] The notification device 120c includes a display unit 120e that displays images, maps, videos, and character information, and an audio output unit 120f that generates sounds such as voices and alarm sounds. The display unit 120e is configured using a display such as a liquid crystal or an organic EL (Electro Luminescence). The audio output unit 120f is configured using a speaker or the like.

[0037] The operation unit 120d receives input of user operations and outputs a signal corresponding to each received operation content to the ECU 122. The operation unit 120d is realized using a touch panel, buttons, switches, jog dials, and the like.

[0038] The navigation system 120 configured as described above overlays the position information regarding the current position of the vehicle 100 acquired by the GPS sensor 120a on a map corresponding to the map data stored in the map database 120b, and thereby notifies the user of information including the road on which the vehicle 100 is currently traveling and the driving route to the target value through the display unit 120e and the audio output unit 120f.

[0039] The recording unit 121 records various information regarding the vehicle 100. The recording unit 121 records the CAN data of the vehicle 100 input from the ECU 122 and data during various processes executed by the ECU 122. The recording unit 121 includes a vehicle type information recording unit 121a regarding the vehicle 100, a history information recording unit 121b that records history information regarding the history of the parking time each time the vehicle 100 stops, and a program recording unit 121c that records various programs executed by the vehicle 100. Here, the vehicle type information includes the vehicle type of the vehicle 100, identification information for identifying the vehicle 100, the model year of the vehicle 100, information indicating the presence or absence of power generation, and information indicating any one of HEV, PHEV, FCEV, and BEV. Also, the history of the parking time is a history in which the time and date when the vehicle 100 stops are associated with the time when an engine switch or a start switch for driving the vehicle 100 is operated. The recording unit 121 is configured using a DRAM, ROM, Flash memory, SSD, or the like.

[0040] The ECU 122 is configured using a memory and a processor having hardware such as a CPU (Central Processing Unit). The ECU 122 controls the operations of each part constituting the vehicle 100. The ECU 122 includes an acquisition unit 122a, a determination unit 122b, a prediction unit 122c, an output control unit 122d, a mode switching unit 122e, a route change unit 122f, and a calculation unit 122g. In the first embodiment, the ECU 122 functions as a control device.

[0041] The acquisition unit 122a acquires the position information of the vehicle 100 from the GPS sensor 120a, the driving state information from the fourth detection unit 116, and the history information from the history information recording unit 121b.

[0042] Based on the weather information acquired by the acquisition unit 122a, the determination unit 122b determines whether the vehicle 100 encounters abnormal weather while in motion. Further, based on the weather information acquired by the acquisition unit 122a, the parking time predicted by the prediction unit 122c (which will be described later) for the vehicle 100 to next stop, and the weather information acquired by the acquisition unit 122a, the determination unit 122b determines whether the vehicle 100 encounters abnormal weather while in motion or at a stop.

[0043] Based on the history information acquired by the acquisition unit 122a, the prediction unit 122c predicts the parking time for the vehicle 100 to next stop. Here, the parking time is the time from when the passenger operates the start button and the engine 101 of the vehicle 100 stops until the passenger operates the start button and the engine 101 of the vehicle 100 starts driving.

[0044] The output control unit 122d outputs the abnormal weather entity side information to the display unit 120e and the communication device 200. Further, the output control unit 122d outputs to the display unit 120e the fueling or rechargeable station information located on the travel route of the vehicle 100 based on the position information of the vehicle 100 and the map data recorded by the map data recording unit 402b. Furthermore, the output control unit 122d outputs to the display unit 120e route change information recommending changing the travel route of the vehicle 100 to a travel route that can stop at a fueling station or a charging station.

[0045] When the determination unit 122b determines that the vehicle 100 encounters abnormal weather, the mode switching unit 122e switches the travel mode of the vehicle 100 to the low fuel consumption travel mode.

[0046] When the passenger of the vehicle 100 performs a change operation to change the travel route on the operation unit 120d, or when the determination unit 122b determines that the vehicle 100 encounters abnormal weather, the route change unit 122f changes the travel route of the vehicle 100 to a travel route that can stop at a fueling station or a charging station.

[0047] The calculation unit 122g calculates the power supply available time that the vehicle 100 can supply power to the user's residence based on the power consumption consumed at the user's residence acquired by the acquisition unit 122a and the remaining amount of the secondary battery 106.

[0048] 〔Processing of the ECU〕 Next, the processing executed by the ECU 122 will be described. FIG. 3 is a flowchart showing an overview of the processing executed by the vehicle 100.

[0049] As shown in FIG. 3, the acquisition unit 122a acquires the position information of the vehicle 100 from the GPS sensor 120a, the travel state information from the fourth detection unit 116, and the history information from the history information recording unit 121b (step S101).

[0050] Subsequently, the acquisition unit 122a acquires weather information within a predetermined range (e.g., 20 km × 20 km) including the vehicle 100 or on the driving route along which the vehicle 100 travels, based on the position information of the vehicle 100 (step S102).

[0051] Thereafter, the prediction unit 122c predicts the parking time at which the vehicle 100 will next stop, based on the history information acquired by the acquisition unit 122a (step S103).

[0052] The determination unit 122b determines whether the vehicle 100 encounters abnormal weather during at least one of traveling and stopping, based on the parking time at which the vehicle 100 will next stop predicted by the prediction unit 122c and the weather information acquired by the acquisition unit 122a (step S104). If it is determined by the determination unit 122b that the vehicle 100 encounters abnormal weather during at least one of traveling and stopping (step S104: Yes), the vehicle 100 proceeds to step S105 described below. In contrast, if it is determined by the determination unit 122b that the vehicle 100 does not encounter abnormal weather during at least one of traveling and stopping (step S104: No), the vehicle 100 ends this process.

[0053] In step S105, the determination unit 122b determines whether the vehicle 100 is traveling, based on the driving state information of the vehicle 100 acquired by the acquisition unit 122a. If it is determined by the determination unit 122b that the vehicle 100 is traveling (step S105: Yes), the vehicle 100 proceeds to step S106 described below. In contrast, if it is determined by the determination unit 122b that the vehicle 100 is not traveling (step S105: No), the vehicle 100 proceeds to step S112 described below.

[0054] In step S106, the output control unit 122d outputs the weather anomaly side information to the display unit 120e and the communication device 200. For example, as shown in FIG. 4, the output control unit 122d outputs the weather anomaly countermeasure information M1 to the display unit 120e. The weather anomaly countermeasure information M1 includes at least one of a message prompting refueling, a message prompting charging, and a message prompting the driving mode of the vehicle 100 to be a low fuel consumption driving mode. Thereby, the passengers of the vehicle 100 can grasp the possibility of encountering abnormal weather and can prepare for abnormal weather.

[0055] Subsequently, the output control unit 122d outputs to the display unit 120e the information on the refueling or charging stations located on the driving route of the vehicle 100 based on the position information of the vehicle 100 and the map data recorded by the map data recording unit 402b (step S107). Thereby, by prompting the passengers of the vehicle 100 to refuel or charge the vehicle 100, they can be prepared for abnormal weather.

[0056] Thereafter, the mode switching unit 122e switches the driving mode of the vehicle 100 to the low fuel consumption driving mode (step S108). For example, the mode switching unit 122e switches to the low fuel consumption driving mode in which the vehicle 100 is less likely to make a sudden start by making the reaction of the driver's depression amount on an accelerator pedal (not shown) slower. Thereby, the fuel consumption of the vehicle 100 can be reduced.

[0057] Subsequently, the output control unit 122d outputs to the display unit 120e the route change information recommending changing the driving route of the vehicle 100 to a driving route that can stop at a refueling station or a charging station (step S109). Specifically, as shown in FIG. 5, the output control unit 122d outputs to the display unit 120e the route change information M2 recommending changing to a driving route incorporating a refueling station or a charging station.

[0058] After that, when a passenger of the vehicle 100 performs a change operation to change the travel route on the operation unit 120d (step S110: Yes), the route change unit 122f changes the travel route of the vehicle 100 to a travel route that can stop at a gas station or a charging station (step S111). Thereby, the vehicle 100 can be prepared for abnormal weather. After step S111, the vehicle 100 ends this process. On the other hand, when a passenger of the vehicle 100 does not perform a change operation to change the travel route on the operation unit 120d (step S110: No), the vehicle 100 ends this process.

[0059] In step S112, the acquisition unit 122a acquires the power consumption consumed at the residence of the user associated with the vehicle 100 via the external communication unit 119 and the remaining amount of the secondary battery 106 from the first detection unit 111.

[0060] Subsequently, the calculation unit 122g calculates a power supply available time that the vehicle 100 can supply power to the user's residence based on the power consumption consumed at the user's residence acquired by the acquisition unit 122a and the remaining amount of the secondary battery 106 (step S113).

[0061] After that, the output control unit 122d outputs power supply information regarding the power supply available time calculated by the calculation unit 122g to the display unit 120e or the communication device 200 associated with the vehicle 100 (step S114). Specifically, as shown in FIG. 6, the output control unit 122d outputs the power supply information M3 calculated by the calculation unit 122g to the display unit 120e or the communication device 200 associated with the vehicle 100. Thereby, the user can grasp the power supply time when power is supplied to the house using the vehicle 100. After step S114, the vehicle 100 ends this process.

[0062] According to the first embodiment described above, the acquisition unit 122a acquires weather information from the weather server 300 and position information of the vehicle 100 from the GPS sensor 120a, and the determination unit 122b determines whether the vehicle 100 encounters abnormal weather based on the weather information and the position information acquired by the acquisition unit 122a. Then, when it is determined by the determination unit 122b that the vehicle encounters abnormal weather, the output control unit 122d outputs weather abnormality countermeasure information M1 including at least one of a message prompting refueling, a message prompting charging, and a message prompting a low fuel consumption driving mode to the display unit 120e or the communication device 200. Thereby, the user can prepare for disasters of abnormal weather by checking the weather abnormality countermeasure information M1.

[0063] Also, according to the first embodiment, the acquisition unit 122a further acquires the driving state of the vehicle 100 from the fourth detection unit 116 and the history information of the parking time for each stop of the vehicle 100 during a predetermined period from the history information recording unit 121b. Then, when it is determined by the determination unit 122b that the vehicle 100 is running, the prediction unit 122c predicts the parking time when the vehicle 100 will stop next based on the history information acquired by the acquisition unit 122a. Thereafter, when it is determined by the determination unit 122b that the vehicle 100 encounters abnormal weather while stopped, the output control unit 122d outputs the weather abnormality countermeasure information M1 before the vehicle 100 stops. Thereby, even when the vehicle 100 encounters abnormal weather while stopped, the user can prepare for disasters of abnormal weather.

[0064] Also, according to the first embodiment, when it is determined by the determination unit 122b that weather abnormality occurs, the output control unit 122d outputs station information including at least one of a gas station and a charging station. Thereby, since the user is prompted to refuel or charge the vehicle 100, the user can be prepared for abnormal weather.

[0065] Further, according to Embodiment 1, when the mode switching unit 122e is determined by the determination unit 122b to have encountered a weather abnormality, the driving mode of the vehicle 100 is switched to a fuel-efficient driving mode. As a result, the user can reduce the consumption of the fossil fuel in the fuel tank 114 of the vehicle 100 or the power of the secondary battery 106, and thus can be sufficiently prepared for the abnormal weather even when encountering the abnormal weather.

[0066] Further, according to Embodiment 1, when the route change unit 122f is determined by the determination unit 122b that the vehicle 100 has encountered an abnormal weather, the traveling route of the vehicle 100 is changed to a traveling route that can travel on a route including at least one of a fueling station and a charging station. As a result, the user can replenish the fossil fuel or charge the power for the vehicle 100, and thus can be sufficiently prepared for the abnormal weather.

[0067] Further, according to Embodiment 1, since the output control unit 122d outputs the weather abnormality countermeasure information M1 to the communication device 200 associated with the vehicle 100, the user who owns the vehicle 100 can be sufficiently prepared for the abnormal weather by checking the weather abnormality countermeasure information M1 displayed on the communication device 200.

[0068] Further, according to Embodiment 1, the acquisition unit 122a acquires the power consumption required for the residence of the user associated with the vehicle 100 and the remaining amount of the secondary battery 106 that can supply power to the outside provided in the vehicle 100, and the calculation unit 122g calculates the power supply time that can supply power to the residence based on the remaining amount of the secondary battery 106 and the power consumption acquired by the acquisition unit 122a. Then, the output control unit 122d outputs the power supply time calculated by the calculation unit 122g to the display unit 120e or the communication device 200. As a result, the user can grasp the power supply time by the vehicle 100 even when encountering abnormal weather.

[0069] (Embodiment 2) Next, Embodiment 2 will be described. In Embodiment 1, when the ECU 122 of the vehicle 100 acquires weather information from the weather server 300 and encounters abnormal weather while the vehicle 100 is stopped, it prompts preparations for abnormal weather. However, in Embodiment 2, a disaster support server is further provided, and the disaster support server prompts preparations for abnormal weather. Below, the disaster support system according to Embodiment 2 will be described. Note that the same components as those of the disaster support system 1 according to Embodiment 1 are denoted by the same reference numerals, and detailed descriptions thereof are omitted.

[0070] 〔Schematic Configuration of Disaster Support System〕 FIG. 7 is a diagram showing a schematic configuration of a disaster support system according to Embodiment 2. The disaster support system 1A shown in FIG. 7 further includes a support server 400 in addition to the configuration of the disaster support system 1 according to Embodiment 1.

[0071] 〔Functional Configuration of Support Server〕 Next, the functional configuration of the support server 400 will be described. FIG. 8 is a block diagram showing the functional configuration of the support server 400. The support server 400 shown in FIG. 8 includes a communication unit 401, a recording unit 402, and a server control unit 403.

[0072] The communication unit 401 receives various information from the vehicle 100 or the communication device 200 via the network NW under the control of the server control unit 403, and transmits various information to the vehicle 100 or the communication device 200. The communication unit 401 is configured using a communication module or the like capable of transmitting and receiving various information.

[0073] The recording unit 402 records various information related to the support server 400. The recording unit 402 includes a program recording unit 402a that records various programs executed by the support server 400, a map data recording unit 402b that records map data, and a history information recording unit 402c that records history information related to the history of the parking time for each stop of each of the plurality of vehicles 100. The recording unit 402 is configured using a DRAM, ROM, Flash memory, HDD, SSD, or the like.

[0074] The server control unit 403 controls each part that constitutes the support server 400. The server control unit 403 is configured by using a memory and a processor having hardware such as a CPU. The server control unit 403 has the same functions as the ECU 122 of the vehicle 100. Specifically, the server control unit 403 includes a determination unit 122b, a prediction unit 122c, an output control unit 122d, a mode switching unit 122e, a route change unit 122f, and a calculation unit 122g. In the second embodiment, the server control unit 403 functions as a control device.

[0075] The support server 400 configured as described above performs the same processing as the ECU 122 according to the first embodiment (see, for example, FIG. 3), and when the vehicle 100 encounters abnormal weather, outputs information for prompting preparation to prepare for the abnormal weather to the vehicle 100 or the communication device 200.

[0076] According to the second embodiment described above, as in the first embodiment, the user can prepare for disasters of abnormal weather by checking the weather abnormality countermeasure information M1.

[0077] (Other Embodiments) In the first and second embodiments, the above-mentioned "part" can be read as "circuit" or the like. For example, the control unit can be read as a control circuit.

[0078] The program to be executed by the disaster support system according to the first and second embodiments is provided by being recorded on a computer-readable recording medium such as a CD-ROM, a flexible disk (FD), a CD-R, a DVD (Digital Versatile Disk), a USB medium, or a flash memory in an installable format or an executable format file data.

[0079] The program to be executed for disaster support according to the first and second embodiments may be stored on a computer connected to a network such as the Internet and provided by being downloaded via the network.

[0080] In the description of the flowchart in this specification, expressions such as "first", "then", and "subsequently" are used to clarify the sequence of processes between steps. However, the order of processes necessary to implement this embodiment is not uniquely determined by these expressions. That is, the order of processes in the flowchart described in this specification can be changed within a non - conflicting range.

[0081] Further effects and variations can be easily derived by those skilled in the art. The broader aspects of the present invention are not limited to the specific details and representative embodiments described and represented as above. Therefore, various changes can be made without departing from the spirit or scope of the general inventive concept defined by the appended claims and their equivalents.

Description of Reference Numerals

[0082] 1,1A Disaster Support System 100 Vehicle 101 Engine 102 Generator 103 First Inverter 104 Motor 105 Driving Wheel 106 Secondary Battery 107 Converter 108 Switching Unit 109 Second Inverter 110 Inlet Section 111 First Detection Unit 112 In - vehicle Power Outlet 113 Second Detection Unit 114 Fuel Tank 115 Third Detection Unit 116 Fourth Detection Unit 117 Door Lock Mechanism 118,401 Communication Unit 119 External Communication Unit 120 Car Navigation System 120a GPS Sensor 120b Map Database 120c Notification device 120d Operation unit 120e Display unit 120f Voice output unit 121 Recording unit 121a Vehicle type information recording unit 121b, 402c History information recording unit 121c, 402a Program recording unit 122 ECU 122a Acquisition unit 122b Judgment unit 122c Prediction unit 122d Output control unit 122e Mode switching unit 122f Route change unit 122g Calculation unit 400 Support server 402b Map data recording unit 403 Server control unit P1 Fuel position information NW Network

Claims

【Claim 1】 Obtain meteorological information, vehicle position information, the driving state information of the vehicle, the power consumption amount consumed at the residence of the user associated with the vehicle, the remaining amount of the secondary battery provided in the vehicle, and history information regarding the history of the parking time for each parking of the vehicle, Based on the history information, predict the parking time when the vehicle will park next, Based on the parking time, the meteorological information, and the position information, determine whether the vehicle encounters abnormal weather during at least one of driving and parking, Based on the power consumption amount and the remaining amount, calculate the power supply available time that can be supplied from the vehicle, When it is determined that the vehicle encounters abnormal weather, it is provided with a processor configured to output meteorological abnormality countermeasure information including any one of a message prompting at least refueling, a message prompting charging, and a message prompting a low fuel consumption driving mode, The processor, Based on the driving state information, determine whether the vehicle is driving, When it is determined that the vehicle encounters abnormal weather and when it is determined that the vehicle is driving, while switching the driving mode of the vehicle to a low fuel consumption driving mode, When it is determined that the vehicle encounters abnormal weather and when it is determined that the vehicle is not driving, based on the power consumption amount and the remaining amount, calculate the power supply available time that can be supplied from the vehicle, Output power supply information regarding the power supply available time, A control device.

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