JP7703932B2 - Control device - Google Patents

Description

This disclosure relates to a control device.

Patent Document 1 discloses a technology that prevents fuel depletion at refueling points in the blackout area where fuel depletion is likely to occur by setting a refueling point that can supply fuel to the target vehicle outside the blackout area in order to supply external power at the blackout point in the event of a blackout.

JP 2020-112969 A

However, the above-mentioned Patent Document 1 deals with the situation after a power outage has occurred, and therefore does not adequately prepare for power outages or disasters caused by abnormal weather.

This disclosure has been made in light of the above, and aims to provide a control device that can prepare for disasters caused by abnormal weather.

The control device according to the present disclosure includes a processor configured to acquire weather information and vehicle position information, determine whether the vehicle will encounter abnormal weather based on the weather information and the position information, and, if it is determined that the vehicle will encounter abnormal weather, output weather abnormality countermeasure information including at least one of a message encouraging refueling, a message encouraging charging, and a message encouraging a fuel-efficient driving mode.

This disclosure has the effect of making it possible to prepare for disasters caused by abnormal weather.

FIG. 1 is a diagram showing a schematic configuration of a disaster support system according to the first embodiment. FIG. 2 is a block diagram showing a functional configuration of the vehicle according to the first embodiment. FIG. 3 is a flowchart showing an outline of the processing executed by the ECU according to the first embodiment. FIG. 4 is a diagram showing an example of weather abnormality countermeasure information displayed by the display unit according to the first embodiment. FIG. 5 is a diagram showing an example of route change information displayed by the display unit according to the first embodiment. FIG. 6 is a diagram illustrating an example of power supply information displayed by the display unit according to the first embodiment. FIG. 7 is a diagram showing a schematic configuration of a disaster support system according to the second embodiment. FIG. 8 is a block diagram showing a functional configuration of the support server according to the second embodiment.

The control device according to the embodiment of the present disclosure will be described below with reference to the drawings. Note that the present disclosure is not limited to the following embodiment. In addition, the same parts will be denoted by the same reference numerals in the following description.

(Embodiment 1)
[Outline of the Disaster Support System]
Fig. 1 is a diagram showing a schematic configuration of a 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, or the like.

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

The communication device 200 is capable of communicating with the vehicle 100 according to a predetermined communication standard, and is also capable of communicating 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, for example, using a mobile phone, a tablet-type communication terminal, or the like.

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 location information of the vehicle 100 or the communication device 200. Here, the weather information includes abnormal weather, disaster warning information, disaster prevention information, etc. Furthermore, abnormal weather is weather based on warnings caused by disasters such as heavy rain, heavy rain, typhoons, heavy snow, strong winds, storms, landslides, volcanoes, high tides, flooding, tsunamis, and earthquakes.

[Vehicle Functional Configuration]
Next, a 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, driving 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 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.

The engine 101 is a well-known internal combustion engine, and outputs power using fuel stored in a 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.

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

Under the control of the ECU 122, 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, and supplies this AC power to the motor 104. Also, under the control of the ECU 122, the first inverter 103 converts the AC power generated by the motor 104 into DC power during regenerative braking of the vehicle 100, 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.

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

The secondary battery 106 is configured using, for example, a rechargeable storage battery such as a nickel-metal hydride battery or a lithium-ion battery, or a 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.

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 the ECU 122. Specifically, when charging the secondary battery 106, the converter 107 reduces 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 reduced charging current to the secondary battery 106. On the other hand, when discharging the secondary battery 106, the converter 107 boosts the voltage of the DC power from the secondary battery 106, and supplies this boosted discharge current to the first inverter 103 via the switching unit 108.

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. The switching unit 108 electrically connects the converter 107 to one of the first inverter 103 and the second inverter 109 under the control of the ECU 122. The switching unit 108 is configured using a mechanical relay, a semiconductor switch, or the like.

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 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/discharge cable (not shown). The second inverter 109 is configured using a single-phase inverter circuit or the like to correspond to the form of power used outside.

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

The first detection unit 111 detects the SOC (charging rate), temperature, SOH (State of Health), voltage value, and current value of the secondary battery 106, and outputs the detection results to the ECU 122. The first detection unit 111 is configured using an ammeter, a voltmeter, a temperature sensor, etc.

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

The second detection unit 113 is provided between the in-vehicle 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 outlet 112, and outputs the detection result to the ECU 122. The second detection unit 113 is configured using a wattmeter, an ammeter, a voltmeter, etc.

The fuel tank 114 stores the fuel to be supplied to the engine 101. Here, the fuel is a fossil fuel such as gasoline. If the vehicle 100 is an FCEV, hydrogen fuel is stored.

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

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

The door lock mechanism 117 opens and closes the doors of the vehicle 100 under the control of the ECU 122.

The communication unit 118 receives a control signal including various information input from the outside via the inlet unit 110, and outputs the received control signal to the ECU 122. The communication unit 118 also outputs a control signal including CAN data, etc. input from the ECU 122 to the inlet unit 110. The communication unit 118 is configured using a communication module, etc.

Under the control of the ECU 122, the external communication unit 119 transmits various pieces of information input from the ECU 122 to the communication device 200 in accordance with a predetermined communication standard. The external communication unit 119 also outputs various pieces 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, etc.

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

The GPS sensor 120a receives signals from multiple GPS satellites or transmitting antennas, 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 receiving sensor, etc. In the first embodiment, the orientation accuracy of the vehicle 100 may be improved by installing multiple GPS sensors 120a.

Map database 120b stores various map data. Map database 120b is configured using a storage medium such as a hard disk drive (HDD) or a solid state drive (SSD).

The notification device 120c has a display unit 120e that displays images, maps, videos, and text 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 organic EL (Electro Luminescence). The audio output unit 120f is configured using a speaker, etc.

The operation unit 120d receives input of user operations and outputs signals corresponding to the various operations received to the ECU 122. The operation unit 120d is realized using a touch panel, buttons, switches, a jog dial, etc.

The car navigation system 120 configured in this manner overlays the location information regarding the current location 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 notifies the user of information including the road the vehicle 100 is currently traveling on and the driving route to the destination via the display unit 120e and the audio output unit 120f.

The recording unit 121 records various information related to the vehicle 100. The recording unit 121 records the CAN data of the vehicle 100 input from the ECU 122 and various data during processing executed by the ECU 122. The recording unit 121 has a vehicle model information recording unit 121a related to the vehicle 100, a history information recording unit 121b that records history information related to the history of the stop time for each stop of the vehicle 100, and a program recording unit 121c that records various programs executed by the vehicle 100. Here, the vehicle model information includes the vehicle model of the vehicle 100, identification information for identifying the vehicle 100, the year of the vehicle 100, the presence or absence of power generation, and information indicating either HEV, PHEV, FCEV, or BEV. In addition, the stop time history is a history that corresponds the time when the vehicle 100 is stopped by operating the engine switch or start switch that drives the vehicle 100 and the date and time. The recording unit 121 is composed of DRAM, ROM, flash memory, SSD, etc.

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 operation of each part of the vehicle 100. The ECU 122 has an acquisition unit 122a, a determination unit 122b, a prediction unit 122c, an output control unit 122d, a mode switching unit 122e, a path change unit 122f, and a calculation unit 122g. In the first embodiment, the ECU 122 functions as a control device.

The acquisition unit 122a acquires the vehicle 100's position information from the GPS sensor 120a, the driving condition information from the fourth detection unit 116, and the history information from the history information recording unit 121b.

The determination unit 122b determines whether the vehicle 100 will encounter abnormal weather while traveling, based on the weather information acquired by the acquisition unit 122a. The determination unit 122b also determines whether the vehicle 100 will encounter abnormal weather while traveling or stopped, based on the weather information acquired by the acquisition unit 122a, the next stop time of the vehicle 100 predicted by the prediction unit 122c described below, and the weather information acquired by the acquisition unit 122a.

The prediction unit 122c predicts the next stopping time of the vehicle 100 based on the history information acquired by the acquisition unit 122a. Here, the stopping time is the time from when the passenger operates the start button and the engine 101 of the vehicle 100 stops to when the passenger operates the start button and the engine 101 of the vehicle 100 starts.

The output control unit 122d outputs the weather abnormality side information to the display unit 120e and the communication device 200. The output control unit 122d also outputs to the display unit 120e information on 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. Furthermore, the output control unit 122d outputs route change information to the display unit 120e that recommends changing the driving route of the vehicle 100 to a driving route that allows a stop at a refueling station or a charging station.

When the determination unit 122b determines that the vehicle 100 will encounter abnormal weather, the mode switching unit 122e switches the driving mode of the vehicle 100 to a fuel-efficient driving mode.

When a passenger of the vehicle 100 performs a change operation to change the driving route on the operation unit 120d, and when the determination unit 122b determines that the vehicle 100 will encounter abnormal weather, the route change unit 122f changes the driving route of the vehicle 100 to a driving route that allows a stop at a refueling station or a charging station.

The calculation unit 122g calculates the time during which power can be supplied from the vehicle 100 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 charge of the secondary battery 106.

[ECU Processing]
Next, a description will be given of the process executed by the ECU 122. FIG 3 is a flowchart showing an outline of the process executed by the vehicle 100.

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

Next, the acquisition unit 122a acquires weather information for a predetermined range (e.g., 20 km x 20 km) including the vehicle 100 or for the travel route along which the vehicle 100 is traveling, based on the position information of the vehicle 100 (step S102).

Then, the prediction unit 122c predicts the next stopping time of the vehicle 100 based on the historical information acquired by the acquisition unit 122a (step S103).

Based on the next stop time of the vehicle 100 predicted by the prediction unit 122c and the weather information acquired by the acquisition unit 122a, the determination unit 122b determines whether the vehicle 100 will encounter abnormal weather while at least one of the vehicles is traveling and stopped (step S104). If the determination unit 122b determines that the vehicle 100 will encounter abnormal weather while at least one of the vehicles is traveling and stopped (step S104: Yes), the vehicle 100 proceeds to step S105, which will be described later. On the other hand, if the determination unit 122b determines that the vehicle 100 will not encounter abnormal weather while at least one of the vehicles is traveling and stopped (step S104: No), the vehicle 100 ends this process.

In step S105, the determination unit 122b determines whether the vehicle 100 is moving based on the driving state information of the vehicle 100 acquired by the acquisition unit 122a. If the determination unit 122b determines that the vehicle 100 is moving (step S105: Yes), the vehicle 100 proceeds to step S106, which will be described later. On the other hand, if the determination unit 122b determines that the vehicle 100 is not moving (step S105: No), the vehicle 100 proceeds to step S112, which will be described later.

In step S106, the output control unit 122d outputs the weather abnormality 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 weather abnormality countermeasure information M1 to the display unit 120e. The weather abnormality countermeasure information M1 includes at least one of a message encouraging refueling, a message encouraging charging, and a message encouraging the driving mode of the vehicle 100 to be changed to a fuel-efficient driving mode. This allows the passengers of the vehicle 100 to be aware of the possibility of encountering abnormal weather and to prepare for abnormal weather.

Next, the output control unit 122d outputs information about refueling or charging stations located on the driving route of the vehicle 100 to the display unit 120e based on the position information of the vehicle 100 and the map data recorded by the map data recording unit 402b (step S107). This allows the passengers of the vehicle 100 to be prepared for abnormal weather by being prompted to refuel or charge the vehicle 100.

Then, the mode switching unit 122e switches the driving mode of the vehicle 100 to a fuel-efficient driving mode (step S108). For example, the mode switching unit 122e switches the driving mode of the vehicle 100 to a fuel-efficient driving mode in which the vehicle 100 is less likely to suddenly accelerate by slowing down the response of the driver to the amount of depression of the accelerator pedal (not shown). This reduces the fuel consumption of the vehicle 100.

Next, the output control unit 122d outputs route change information to the display unit 120e, which recommends changing the driving route of the vehicle 100 to a driving route that allows a stop at a refueling station or a charging station (step S109). Specifically, as shown in FIG. 5, the output control unit 122d outputs route change information M2 to the display unit 120e, which recommends changing the driving route to one that includes a refueling station or a charging station.

After that, if the passenger of the vehicle 100 performs a change operation to change the driving route on the operation unit 120d (step S110: Yes), the route change unit 122f changes the driving route of the vehicle 100 to a driving route that allows a stop at a refueling station or a charging station (step S111). This allows the vehicle 100 to prepare for abnormal weather. After step S111, the vehicle 100 ends this process. On the other hand, if the passenger of the vehicle 100 has not performed a change operation to change the driving route on the operation unit 120d (step S110: No), the vehicle 100 ends this process.

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

Next, the calculation unit 122g calculates the time during which power can be supplied from the vehicle 100 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 charge of the secondary battery 106 (step S113).

Then, the output control unit 122d outputs power supply information regarding the power supply possible 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. This allows the user to know the power supply time when power is supplied to a house using the vehicle 100. After step S114, the vehicle 100 ends this process.

According to the above-described embodiment 1, the acquisition unit 122a acquires weather information from the weather server 300 and location information of the vehicle 100 from the GPS sensor 120a, and the determination unit 122b determines whether or not the vehicle 100 will encounter abnormal weather based on the weather information and location information acquired by the acquisition unit 122a. Then, when the determination unit 122b determines that the vehicle 100 will encounter abnormal weather, the output control unit 122d outputs to the display unit 120e or the communication device 200 weather abnormality countermeasure information M1 including at least one of a message encouraging refueling, a message encouraging charging, and a message encouraging a fuel-efficient driving mode. This allows the user to prepare for disasters caused by abnormal weather by checking the weather abnormality countermeasure information M1.

According to the first embodiment, the acquisition unit 122a further acquires the traveling state of the vehicle 100 from the fourth detection unit 116, and the history information of the stop time of each stop of the vehicle 100 during a predetermined period from the history information recording unit 121b. Then, when the determination unit 122b determines that the vehicle 100 is traveling, the prediction unit 122c predicts the next stop time of the vehicle 100 based on the history information acquired by the acquisition unit 122a. After that, when the determination unit 122b determines that the vehicle 100 will encounter abnormal weather while stopped, the output control unit 122d outputs the weather abnormality countermeasure information M1 before the vehicle 100 stops. This allows the user to prepare for a disaster caused by abnormal weather even if the user encounters abnormal weather while the vehicle 100 is stopped.

Furthermore, according to the first embodiment, when the determination unit 122b determines that abnormal weather will occur, the output control unit 122d outputs station information including at least one of a refueling station and a charging station. This prompts the user to refuel or charge the vehicle 100, thereby enabling the user to prepare for abnormal weather.

Furthermore, according to the first embodiment, when the determination unit 122b determines that the vehicle 100 will encounter abnormal weather, the mode switching unit 122e switches the driving mode of the vehicle 100 to the fuel-efficient driving mode. This allows the user to reduce consumption of fossil fuel in the fuel tank 114 of the vehicle 100 or power from the secondary battery 106, so that the user can be sufficiently prepared for abnormal weather even if the vehicle encounters abnormal weather.

Furthermore, according to the first embodiment, when the determination unit 122b determines that the vehicle 100 will encounter abnormal weather, the route change unit 122f changes the driving route of the vehicle 100 to a route that includes at least one of a refueling station and a charging station, so that the vehicle 100 can be fully prepared for abnormal weather. This allows the user to refuel the vehicle 100 with fossil fuels or charge the vehicle 100 with electricity.

In addition, according to embodiment 1, the output control unit 122d outputs weather abnormality countermeasure information M1 to the communication device 200 linked to the vehicle 100, so that the user who owns the vehicle 100 can fully prepare for abnormal weather by checking the weather abnormality countermeasure information M1 displayed on the communication device 200.

Furthermore, according to the first embodiment, the acquisition unit 122a acquires the power consumption required for the user's residence associated with the vehicle 100 and the remaining charge of the secondary battery 106 that is provided in the vehicle 100 and can supply power to the outside, and the calculation unit 122g calculates the power supply time that can be supplied to the residence based on the remaining charge and power consumption of the secondary battery 106 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. This allows the user to know the power supply time by the vehicle 100 even when abnormal weather is encountered.

(Embodiment 2)
Next, a second embodiment will be described. In the first embodiment, the ECU 122 of the vehicle 100 acquires weather information from the weather server 300 and urges the vehicle 100 to prepare for abnormal weather if the vehicle 100 encounters abnormal weather while stopped. In the second embodiment, a disaster support server is further provided, and the disaster support server urges the vehicle 100 to prepare for abnormal weather. The disaster support system according to the second embodiment will be described below. Note that the same components as those in the disaster support system 1 according to the first embodiment are denoted by the same reference numerals, and detailed explanations will be omitted.

[Outline of the Disaster Support System]
Fig. 7 is a diagram showing a schematic configuration of a disaster support system according to embodiment 2. A 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.

[Functional configuration of the support server]
Next, a description will be given of the functional configuration of the support server 400. 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.

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.

The recording unit 402 records various information related to the support server 400. The recording unit 402 has 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 stop time for each stop of the multiple vehicles 100. The recording unit 402 is configured using DRAM, ROM, Flash memory, HDD, SSD, etc.

The server control unit 403 controls each unit constituting the assistance server 400. The server control unit 403 is configured using a processor having a memory and hardware such as a CPU. The server control unit 403 has functions equivalent to those of the ECU 122 of the vehicle 100. Specifically, the server control unit 403 has 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.

The support server 400 configured in this manner performs processing equivalent to that of the ECU 122 according to the first embodiment (see, for example, FIG. 3), and outputs information to the vehicle 100 or the communication device 200 to encourage preparations for the abnormal weather when the vehicle 100 encounters abnormal weather.

According to the above-described second embodiment, similar to the first embodiment, the user can prepare for disasters caused by abnormal weather by checking the weather abnormality countermeasure information M1.

Other Embodiments
In the first and second embodiments, the above-mentioned "unit" can be read as a "circuit" etc. For example, a control unit can be read as a control circuit.

The programs executed by the disaster support systems according to the first and second embodiments are provided as file data in an installable or executable format 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.

The programs executed for disaster relief in the first and second embodiments may be stored on a computer connected to a network such as the Internet and configured to be provided by being downloaded via the network.

Note that in the explanation of the flowcharts in this specification, the order of processing between steps is clearly indicated using expressions such as "first," "then," and "continue." However, the order of processing required to implement this embodiment is not uniquely determined by these expressions. In other words, the order of processing in the flowcharts described in this specification can be changed as long as there are no contradictions.

Further advantages and modifications may be readily derived by those skilled in the art. The invention in its broader aspects is not limited to the specific details and representative embodiments shown and described above. Thus, various modifications may be made without departing from the spirit or scope of the general inventive concept as defined by the appended claims and equivalents thereof.

1, 1A Disaster support system 100 Vehicle 101 Engine 102 Generator 103 First inverter 104 Motor 105 Drive wheel 106 Secondary battery 107 Converter 108 Switching unit 109 Second inverter 110 Inlet unit 111 First detection unit 112 Vehicle 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 Audio 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 Determination 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 (1)

acquiring weather information, vehicle position information, vehicle running state information, power consumption at a user's residence associated with the vehicle, a remaining charge of a secondary battery provided in the vehicle, and history information relating to a history of a stop time of each stop of the vehicle;
predicting a next stop time for the vehicle based on the history information;
determining whether or not the vehicle will encounter abnormal weather while at least one of while the vehicle is traveling and while the vehicle is stopped based on the stop time, the weather information, and the position information;
Calculating a time during which power can be supplied from the vehicle based on the power consumption amount and the remaining amount;
a processor configured to output weather abnormality countermeasure information including at least one of a message encouraging refueling, a message encouraging charging, and a message encouraging a fuel-efficient driving mode when it is determined that the abnormal weather will be encountered;
The processor,
determining whether the vehicle is moving based on the driving state information;
When it is determined that the abnormal weather will be encountered and when it is determined that the vehicle is traveling, a traveling mode of the vehicle is switched to a fuel-efficient traveling mode,
When it is determined that the abnormal weather will be encountered and when it is determined that the vehicle is not traveling, a power supply available time that can be supplied from the vehicle is calculated based on the power consumption amount and the remaining amount;
outputting power supply information relating to the power supply possible time ;
Control device.

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