CN111483454A - 车辆 - Google Patents

车辆 Download PDF

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Publication number
CN111483454A
CN111483454A CN202010061140.5A CN202010061140A CN111483454A CN 111483454 A CN111483454 A CN 111483454A CN 202010061140 A CN202010061140 A CN 202010061140A CN 111483454 A CN111483454 A CN 111483454A
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CN
China
Prior art keywords
vehicle
power
drive unit
storage device
priority mode
Prior art date
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Pending
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CN202010061140.5A
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English (en)
Inventor
草田正树
大庭智子
尽田祐介
A·S·德瓦拉杰
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Toyota Motor Corp
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Toyota Motor Corp
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Publication of CN111483454A publication Critical patent/CN111483454A/zh
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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Abstract

一种车辆，在车辆存在于灾害发生地区的情况下，能够将车辆充分地用作电源。车辆具备：驱动部，其能够使用燃料进行发电并且能够输出行驶用的动力；蓄电装置，其与驱动部交换电力；供电装置，其能够将驱动部的发电电力和/或来自蓄电装置的电力向外部设备供给；以及控制装置，其控制驱动部及供电装置，其中，在车辆存在于灾害发生地区的情况下，控制装置执行促使用户设定使蓄电装置的充电优先于行驶的充电优先模式的推荐处理。

Description

车辆
技术领域
本发明涉及车辆。
背景技术
作为这种车辆，以往提出了具备蓄电装置和如下放电装置的车辆，该放电装置能够将来自蓄电装置的电力向V2H(Vehicle to Home：从车到住宅)基站等车辆外部供给(例如，参照专利文献1)。在该车辆中，在车辆存在于指定的灾害发生地区的情况下，控制放电装置以允许蓄电装置工作到比在车辆不存在于该灾害发生区域的情况下设定的蓄电装置的SOC(State Of Charge：充电状态)下限低的SOC为止。由此，在发生灾害时能够向车辆外部供给更多的电力。
现有技术文献
专利文献
专利文献1：日本特开2017-73915号公报
发明内容
发明要解决的课题
在上述的车辆中，在车辆存在于灾害发生地区的情况下，根据蓄电装置的SOC，有时仅能够短时间地进行从蓄电装置向车辆外部(外部设备)的电力供给(例如，为了接受车辆减速时的再生能量，通常时的SOC被控制为满充电时的一半左右)，即，有时无法将车辆充分地用作电源。
本发明的车辆的主要目的在于在车辆存在于灾害发生地区的情况下，能够将车辆充分地用作电源。
用于解决课题的技术方案
本发明的车辆采取了以下的技术方案以达成上述的主要目的。
本发明的车辆的要旨在于，具备：
驱动部，其能够使用燃料进行发电并且能够输出行驶用的动力；
蓄电装置，其与所述驱动部交换电力；
供电装置，其能够将所述驱动部的发电电力和/或来自所述蓄电装置的电力向外部设备供给；以及
控制装置，其控制所述驱动部及所述供电装置，
在所述车辆存在于灾害发生地区的情况下，所述控制装置执行促使用户设定使所述蓄电装置的充电优先于行驶的充电优先模式的推荐处理。
在该发明的车辆中，在车辆存在于灾害发生地区的情况下，执行促使用户设定使蓄电装置的充电优先于行驶的充电优先模式的推荐处理。在此，“使蓄电装置的充电优先于行驶”意味着与进行用于延长可行驶距离的燃料(能量)的使用相比，优先进行用于提高蓄电装置的蓄电比例的燃料的使用。具体而言，以使得设定了充电优先模式时的蓄电装置的蓄电比例比没有设定充电优先模式时的蓄电装置的蓄电比例高的方式控制驱动部。当通过这样的控制，由用户设定了充电优先模式时，能够利用由驱动部进行的发电迅速地对蓄电装置进行充电而充分地确保用于向外部设备供给的电力。结果，能够将车辆充分地用作用于向外部设备供电的电源。
在此，可以具备发动机、和连接于所述发动机的输出轴并且经由电力线连接于所述蓄电装置的马达作为“驱动部”。在该情况下，可以具备连接于所述电力线的行驶用的第2马达，进而，可以具备与所述发动机、所述马达、连结于车轴的驱动轴及所述第2马达连接的行星齿轮。另外，作为“驱动部”，可以具备经由电力线连接于蓄电装置的燃料电池、和连接于所述电力线的行驶用的马达。
在这样的本发明的车辆中，可以是，在所述车辆存在于灾害发生地区的情况下，所述控制装置在不需要避难时执行所述推荐处理，在需要避难时不执行所述推荐处理。这样一来，在不需要避难时，若由用户设定了充电优先模式，则能够将车辆充分地用作用于向外部设备供电的电源。另一方面，在需要避难时，能够抑制由用户设定充电优先模式的情况，从而抑制可行驶距离的缩短。
在该情况下，所述控制装置可以基于灾害信息和包括海拔信息的所述车辆的位置信息来判定是否需要避难。这样一来，能够更合适地判定是否需要避难。
在本发明的车辆中，可以是，所述控制装置，作为所述推荐处理的执行在显示部显示促使用户设定所述充电优先模式的消息。这样一来，用户能够通过观察显示部来判断是否设定充电优先模式。
附图说明
图1是示出作为本发明的一实施例的混合动力汽车20的大致构成的构成图。
图2是示出由HVECU70执行的处理例程的一个例子的说明图。
图3是示出变形例的混合动力汽车120的大致构成的构成图。
图4是示出变形例的混合动力汽车220的大致构成的构成图。
图5是示出变形例的燃料电池车320的大致构成的构成图。
具体实施方式
接着，使用实施例来说明本发明的实施方式。
[实施例]
图1是示出作为本发明的一实施例的混合动力汽车20的大致构成的构成图。如图所示，实施例的混合动力汽车20具备发动机22、行星齿轮30、马达MG1、MG2、变换器41、42、作为蓄电装置的蓄电池50、连接部60、供电装置62、导航装置90、以及混合动力用电子控制单元(以下，称为“HVECU”)70。
发动机22构成为以汽油、轻油等为燃料而输出动力的内燃机，发动机22的曲轴26经由减振器28连接于行星齿轮30的行星架。该发动机22由发动机用电子控制单元(以下，称为“发动机ECU”)24进行运转控制。
虽然未图示，但发动机ECU24构成为以CPU为中心的微处理器，除CPU以外，还具备存储处理程序的ROM、暂时存储数据的RAM、输入/输出端口、通信端口。经由输入端口向发动机ECU24输入对发动机22进行运转控制所需的来自各种传感器的信号，例如，来自检测发动机22的曲轴26的旋转位置的曲轴位置传感器23的曲轴角θcr等。从发动机ECU24经由输出端口输出用于对发动机22进行运转控制的各种控制信号。发动机ECU24经由通信端口与HVECU70连接。发动机ECU24基于来自曲轴位置传感器23的曲轴角θcr对发动机22的转速Ne进行运算。
行星齿轮30构成为单小齿轮型的行星齿轮机构，具有太阳轮、齿圈、分别啮合于太阳轮及齿圈的多个小齿轮、以及将多个小齿轮支承为自转(旋转)且公转自如的行星架。在行星齿轮30的太阳轮连接有马达MG1的转子。在行星齿轮30的齿圈连接有驱动轴36，所述驱动轴36经由差动齿轮38连结于驱动轮39a、39b。如上所述，在行星齿轮30的行星架经由减振器28连接有发动机22的曲轴26。因此，可以说，马达MG1、发动机22、驱动轴36以在行星齿轮30的列线图中按该顺序排列的方式连接于作为行星齿轮30的三个旋转要素的太阳轮、行星架、齿圈。
马达MG1例如构成为同步发电电动机，如上所述，转子连接于行星齿轮30的太阳轮。马达MG2例如构成为同步发电电动机，转子连接于驱动轴36。变换器41、42用于马达MG1、MG2的驱动并且经由电力线54连接于蓄电池50。在电力线54安装有平滑用的电容器57。马达MG1、MG2通过由马达用电子控制单元(以下，称为“马达ECU”)40对变换器41、42的未图示的多个开关元件进行开关控制而被驱动而旋转。
虽然未图示，但马达ECU40构成为以CPU为中心的微处理器，除CPU以外，还具备存储处理程序的ROM、暂时存储数据的RAM、输入/输出端口、通信端口。经由输入端口向马达ECU40输入对马达MG1、MG2进行驱动控制所需的来自各种传感器的信号，例如，来自检测马达MG1、MG2的转子的旋转位置的旋转位置检测传感器43、44的旋转位置θm1、θm2、来自检测向马达MG1、MG2的各相流动的电流的电流传感器45u、45v、46u、46v的相电流Iu1、Iv1、Iu2、Iv2等。从马达ECU40经由输出端口输出对变换器41、42的多个开关元件的开关控制信号等。马达ECU40经由通信端口而与HVECU70连接。马达ECU40基于来自旋转位置检测传感器43、44的马达MG1、MG2的转子的旋转位置θm1、θm2对马达MG1、MG2的电气角度θe1、θe2、角速度ωm1、ωm2、转速Nm1、Nm2进行运算。
蓄电池50例如构成为锂离子二次电池、镍氢二次电池，连接于电力线54。该蓄电池50由蓄电池用电子控制单元(以下，称为“蓄电池ECU”)52管理。
虽然未图示，但蓄电池ECU52构成为以CPU为中心的微处理器，除CPU以外，还具备存储处理程序的ROM、暂时存储数据的RAM、输入/输出端口、通信端口。经由输入端口向蓄电池ECU52输入管理蓄电池50所需的来自各种传感器的信号。作为向蓄电池ECU52输入的信号，例如能够举出来自安装于蓄电池50的端子间的电压传感器51a的蓄电池50的电压Vb、来自安装于蓄电池50的输出端子的电流传感器51b的蓄电池50的电流Ib、来自安装于蓄电池50的温度传感器51c的蓄电池50的温度Tb。蓄电池ECU52经由通信端口与HVECU70连接。蓄电池ECU52基于来自电流传感器51b的蓄电池50的电流Ib的累计值对蓄电比例SOC进行运算。蓄电比例SOC是能够从蓄电池50放出的电力量相对于蓄电池50的总容量的比例。
连接部60例如构成为能够与外部设备(不是车辆的构成要素的设备，例如，电气化产品、V2H设备等)的连接部连接。供电装置62构成为，在连接部60与外部设备的连接部连接时，能够将使用了来自发动机22的动力的马达MG1的发电电力、来自蓄电池50的电力(直流电力)变换为预定电压(例如100V等)的交流电力并向外部设备供给。
导航装置90具备装置主体92、GPS天线95、VICS(注册商标)天线96以及显示器98。虽然未图示，但装置主体92具有CPU、ROM、RAM、存储介质、输入/输出端口、通信端口。在装置主体92的存储介质中存储有地图信息等。在地图信息中存储有服务信息(例如，观光信息、停车场等)、各行驶区间(例如，红绿灯间、交叉路口间等)的道路信息等作为数据库。道路信息中包括距离信息、道路宽度信息、车道数信息、地区信息(市区、郊区)、种类信息(一般道路、高速公路)、坡度信息、法定速度、红绿灯的数量等。GPS天线95接收与本车的当前地点有关的信息。VICS(注册商标)天线96从信息中心接收交通堵塞信息、管制信息、灾害信息等。显示器98构成为如下触摸面板型的显示器：显示与本车的当前地点有关的信息、到目的地为止的行驶预定路线等各种信息，并且用户能够输入各种指示。导航装置90经由通信端口与HVECU70连接。
当通过由用户进行的显示器98的操作而设定了目的地时，该导航装置90的装置主体92基于存储于装置主体92的存储介质的地图信息、来自GPS天线95的本车的当前地点、以及所设定的目的地来设定从本车的当前地点到目的地为止的行驶预定路线，并在显示器98显示所设定的行驶预定路线而进行路线引导。
虽然未图示，但HVECU70构成为以CPU为中心的微处理器，除CPU以外，还具备存储处理程序的ROM、暂时存储数据的RAM、输入/输出端口、通信端口。经由输入端口向HVECU70输入来自各种传感器的信号。作为向HVECU70输入的信号，例如能够举出来自点火开关80的点火信号、来自检测变速杆81的操作位置的变速位置传感器82的变速位置SP。另外，也能够举出来自检测加速器踏板83的踩踏量的加速器踏板位置传感器84的加速器开度Acc、来自检测制动器踏板85的踩踏量的制动器踏板位置传感器86的制动器踏板位置BP、来自车速传感器88的车速V。进而，也能够举出来自用于供用户设定使蓄电池50的充电优先于行驶的充电优先模式的充电优先模式开关89的开关信号。从HVECU70经由输出端口输出对供电装置62的控制信号等。如上所述，HVECU70经由通信端口而与发动机ECU24、马达ECU40、蓄电池ECU52、导航装置90连接。
这样构成的实施例的混合动力汽车20进行伴随发动机22的运转地进行行驶的混合动力行驶(HV行驶)、伴随发动机22的运转停止地进行行驶的电动行驶(EV行驶)。
在进行HV行驶时，基本上，HVECU70基于加速器开度Acc和车速V来设定行驶所要求的(驱动轴36所要求的)行驶用转矩Td*，对所设定的行驶用转矩Td*乘以驱动轴36的转速Nd(马达MG2的转速Nm2)来计算行驶所要求的行驶用功率Pd*。然后，从行驶用功率Pd*减去基于蓄电池50的蓄电比例SOC的充放电要求功率Pb*(在从蓄电池50进行放电时为正值)来运算发动机22的目标功率Pe*，以使得从发动机22输出运算出的目标功率Pe*并且向驱动轴36输出行驶用转矩Td*的方式设定发动机22的目标转速Ne*、目标转矩Te*、马达MG1、MG2的转矩指令Tm1*、Tm2*。然后，将发动机22的目标转速Ne*、目标转矩Te*向发动机ECU24发送，并且将马达MG1、MG2的转矩指令Tm1*、Tm2*向马达ECU40发送。发动机ECU24在接收到发动机22的目标转速Ne*及目标转矩Te*时进行发动机22的运转控制(吸入空气量控制、燃料喷射控制、点火控制等)，以使得发动机22基于目标转速Ne*及目标转矩Te*进行运转。马达ECU40在接收到马达MG1、MG2的转矩指令Tm1*、Tm2*时进行变换器41、42的多个开关元件的开关控制，以使得马达MG1、MG2通过转矩指令Tm1*、Tm2*而被驱动。
在进行EV行驶时，基本上，HVECU70基于加速器开度Acc和车速V来设定行驶用转矩Td*，将值0设定为马达MG1的转矩指令Tm1*并且以向驱动轴36输出行驶用转矩Td*的方式设定马达MG2的转矩指令Tm2*，将马达MG1、MG2的转矩指令Tm1*、Tm2*向马达ECU40发送。在上文对由马达ECU40进行的变换器41、42的控制进行了描述。
接着，对这样构成的实施例的混合动力汽车20的动作，尤其是VICS(注册商标)天线96接收到灾害信息时的动作进行说明。图2是示出由HVECU70执行的处理例程的一个例子的说明图。该例程在VICS(注册商标)天线96接收到灾害信息时执行。
当执行图2的处理例程时，HVECU70首先输入灾害内容、灾害发生位置、车辆的当前地点等数据(步骤S100)。在此，关于灾害内容、灾害发生位置，通过通信从导航装置90输入VICS(注册商标)天线96接收到的数据。作为灾害内容，能够举出地震、海啸等。关于车辆的当前地点，通过通信从导航装置90输入GPS天线95接收到的信息。此外，车辆的当前地点包括位置(坐标)及海拔的信息。
当这样输入数据时，基于灾害发生位置和车辆的当前地点来判定车辆是否存在于灾害发生地区(步骤S110、S112)。该判定例如能够通过将灾害发生位置与车辆的当前地点的距离L与阈值Lref1进行比较来进行。在判定为车辆不存在于灾害发生地区时，结束本例程。
在步骤S110、S112中判定为车辆存在于灾害发生地区时，基于灾害内容、灾害发生位置以及车辆的当前地点(位置、海拔)来判定是否需要避难(步骤S120、S122)。该判定例如能够如以下那样进行。在灾害内容为海啸且车辆的当前地点的海拔H小于阈值Href时，判定为需要避难。在灾害内容为海啸且车辆的当前地点的海拔H为阈值Href以上且灾害发生位置与车辆的当前地点的距离L小于比上述的阈值Lref1短的阈值Lref2时，判定为需要避难。在灾害内容为海啸且车辆的当前地点的海拔H为阈值Href以上且灾害发生位置与车辆的当前地点的距离L为阈值Lref2以上时，判定为不需要避难。在灾害内容为地震时，判定为不需要避难。此外，是否需要避难的判定不限定于此，能够适当地进行设定。
在步骤S120、S122中判定为不需要避难时，执行促使用户设定充电优先模式的推荐处理(步骤S130)，结束本例程。在推荐处理中，例如，在导航装置90的显示器98显示“在希望将车辆用作电源的情况下，请将充电优先模式开关设为接通。”等消息。由此，用户能够通过观察显示器98来判断是否设定充电优先模式。并且，当由用户将充电优先模式开关89设为接通时，HVECU70设定充电优先模式。在充电优先模式下，例如，通过HVECU70、发动机ECU24以及马达ECU40的协调控制，不论是行驶期间还是停车期间，都通过使用来自发动机22的动力的马达MG1的发电来对蓄电池50进行充电，并且以使得与不是充电优先模式时相比蓄电池50的蓄电比例SOC变高的方式控制发动机22和马达MG1。由此，能够迅速地对蓄电池50进行充电，充分地确保用于向外部设备(例如，电气化产品、V2H设备等)供给的电力。结果，能够将车辆充分地用作用于向外部设备供电的电源。
在步骤S120、S122中判定为需要避难时，不执行上述的推荐处理，结束本例程。由此，能够抑制由用户将充电优先模式开关89设为接通的情况，从而抑制HVECU70设定充电优先模式的情况。结果，能够抑制由于充电优先模式的设定而可行驶距离缩短的情况。
在以上所说明的实施例的混合动力汽车20中，在车辆存在于灾害发生地区的情况下，在不需要避难时，执行促使用户设定充电优先模式的推荐处理。并且，当由用户将充电优先模式开关89设为接通时，设定充电优先模式，以使得与不是充电优先模式时相比蓄电池50的蓄电比例SOC变高的方式控制发动机22和马达MG1。由此，能够迅速地对蓄电池50进行充电而充分地确保用于向外部设备供给的电力。结果，能够将车辆充分地用作用于向外部设备供电的电源。另一方面，在判定为需要避难时，不执行推荐处理。由此，能够抑制由用户将充电优先模式开关89设为接通的情况，从而抑制充电优先模式的设定。结果，能够抑制由于充电优先模式的设定而可行驶距离缩短的情况。
在实施例的混合动力汽车20中，在车辆存在于灾害发生地区的情况下，在不需要避难时，执行促使用户设定充电优先模式的推荐处理，在判定为需要避难时，不执行推荐处理。但是，也可以设为，在车辆存在于灾害发生地区的情况下，不论是否需要避难都执行推荐处理。
虽然在实施例的混合动力汽车20中，基于灾害内容、灾害发生位置以及车辆的当前地点(位置、海拔)来判定是否需要避难，但也可以基于灾害内容、灾害发生位置以及车辆的当前地点中的任一方来判定是否需要避难。
虽然在实施例的混合动力汽车20中，在推荐处理中，在导航装置90的显示器98显示促使用户设定充电优先模式的消息，但也可以除此之外还从未图示的扬声器用声音输出该消息、使充电优先模式开关89闪烁，或者代替该方案而从未图示的扬声器用声音输出该消息、使充电优先模式开关89闪烁。
虽然在实施例的混合动力汽车20中，使用了蓄电池50作为蓄电装置，但也可以使用电容器来代替蓄电池50。
虽然在实施例的混合动力汽车20中，具备发动机ECU24、马达ECU40、蓄电池ECU52以及HVECU70，但也可以将它们中的至少两个构成为单一的电子控制单元。
在实施例中，如图1所示那样设为经由行星齿轮30将发动机22及马达MG1连接于与驱动轮39a、39b连结的驱动轴36，并且将马达MG2连接于驱动轴36，经由电力线将蓄电池50连接于马达MG1、MG2的混合动力汽车20的构成。但是，也可以如图3所示那样，设为经由变速器130将马达MG连接于与驱动轮39a、39b连结的驱动轴36，并且经由离合器129将发动机22连接于马达MG，经由电力线将蓄电池50连接于马达MG的混合动力汽车120的构成。另外，也可以如图4所示那样，设为将马达MG2连接于与驱动轮39a、39b连结的驱动轴36，并且将马达MG1连接于发动机22，经由电力线将蓄电池50连接于马达MG1、MG2的串联式的混合动力汽车220的构成。进而，也可以如图5所示那样，设为将马达MG连接于与驱动轮39a、39b连结的驱动轴36，并且经由电力线将燃料电池322及蓄电池50连接于马达MG的燃料电池车320的构成。
对实施例的主要的要素与用于解决课题的技术方案一栏中所记载的发明的主要的要素的对应关系进行说明。在实施例中，发动机22、行星齿轮30、马达MG1、MG2、变换器41、42等相当于“驱动部”，蓄电池50相当于“蓄电装置”，供电装置62相当于“供电装置”，HVECU70相当于“控制装置”。
此外，在实施例的主要的要素与用于解决课题的技术方案一栏中所记载的发明的主要的要素的对应关系中，实施例是用于具体说明用于解决课题的技术方案一栏中所记载的发明的实施方式的一个例子，所以不限定用于解决课题的技术方案一栏中所记载的发明的要素。即，关于用于解决课题的技术方案一栏中所记载的发明的解释应该基于该栏的记载来进行，实施例只不过是用于解决课题的技术方案一栏中所记载的发明的具体的一个例子。
以上，使用实施例对本发明的实施方式进行了说明，但本发明丝毫不被这样的实施例限定，当然能够在不脱离本发明的要旨的范围内以各种方式实施。
产业上的可利用性
本发明能够用于车辆的制造产业等。

Claims (4)

1.一种车辆，具备：
驱动部，其能够使用燃料进行发电并且能够输出行驶用的动力；
蓄电装置，其与所述驱动部交换电力；
供电装置，其能够将所述驱动部的发电电力和/或来自所述蓄电装置的电力向外部设备供给；以及
控制装置，其控制所述驱动部及所述供电装置，
在所述车辆存在于灾害发生地区的情况下，所述控制装置执行促使用户设定使所述蓄电装置的充电优先于行驶的充电优先模式的推荐处理。
2.根据权利要求1所述的车辆，
所述控制装置，在所述车辆存在于灾害发生地区的情况下，在不需要避难时执行所述推荐处理，在需要避难时不执行所述推荐处理。
3.根据权利要求2所述的车辆，
所述控制装置基于灾害信息和包括海拔信息的所述车辆的位置信息来判定是否需要避难。
4.根据权利要求1～3中任一项所述的车辆，
所述控制装置，作为所述推荐处理的执行在显示部显示促使用户设定所述充电优先模式的消息。
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