JP2020120495A - vehicle - Google Patents

Abstract

To inhibit a vehicle from staying in a disaster occurrence area.SOLUTION: A vehicle includes: a power output device for outputting power for traveling; an information acquisition device for acquiring information including a disaster occurrence area having a high probability of occurrence of disaster and the current position of the vehicle; and a control device for controlling the power output device. When the current position is in the disaster occurrence area, the control device controls the power output device so that the vehicle travels in a second mode extending a cruising range as compared to a first mode which is a traveling mode when the current position is outside the disaster occurrence area.SELECTED DRAWING: Figure 3

Description

The present invention relates to a vehicle, and more particularly, to a vehicle including a power output device and an information acquisition device.

Conventionally, as this type of vehicle, a vehicle equipped with an information acquisition device (navigation system) has been proposed (see, for example, Patent Document 1). The information acquisition device includes a display that displays information. It is determined whether or not the current location is within the disaster occurrence area where a disaster may occur by comparing the area information by the emergency alert broadcast with the current location information. Then, when the current position is within the disaster occurrence area, the evacuation area near the current position of the vehicle is displayed on the display.

JP-A-7-220196

However, in the above vehicle, if the cruising distance of the vehicle is short, the vehicle cannot travel outside the disaster occurrence area, and the vehicle may remain in the disaster occurrence area. When there is a risk of a disaster, it is desired to prevent the vehicle from staying in the disaster area in order to avoid the damage.

The main object of the vehicle of the present invention is to prevent the vehicle from staying in the disaster occurrence area.

The vehicle of the present invention employs the following means in order to achieve the above-mentioned main object.

The vehicle of the present invention is
A power output device that outputs power for traveling,
An information acquisition device that acquires information including a disaster occurrence area in which a disaster is likely to occur and the current position of the vehicle,
A control device for controlling the power output device,
A vehicle comprising:
A second mode in which the control device has a longer cruising range when the current position is within the disaster occurrence area than in a first mode which is a traveling mode when the current position is outside the disaster occurrence area. Controlling the power output device to run at
That is the summary.

In the vehicle according to the present invention, when the current position is within the disaster occurrence area, the vehicle travels in the second mode in which the cruising range is longer than in the first mode which is the travel mode when the current position is outside the disaster occurrence area. The power output device is controlled to do so. As a result, the cruising range can be increased when the current position of the vehicle is within the disaster occurrence area. As a result, it is possible to prevent the vehicle from staying in the disaster area.

In the vehicle of the present invention, the power output device includes an engine that outputs power for traveling, a motor that outputs power for traveling, and a power storage device that exchanges electric power with the motor. Controls the engine and the motor in the first mode such that the power storage ratio of the power storage device is equal to or lower than the allowable upper limit ratio, and in the second mode, the power storage ratio of the power storage device is higher than the allowable upper limit ratio. You may control the said engine and the said motor so that it may become below an expansion upper limit ratio. With this configuration, in the second mode, the power storage ratio of the power storage device can be made higher than the allowable upper limit ratio, and the cruising range can be lengthened. In this way, it is possible to prevent the vehicle from staying in the disaster area.

In the vehicle of the present invention, the power output device includes an engine that outputs power, and a transmission that shifts power from the engine and outputs the power to a drive shaft connected to an axle. Controls the engine and the transmission so that the vehicle travels at the required power required for traveling in the first mode, and in the second mode, the engine speed is higher than that in the first mode. The engine and the transmission may be controlled so that the engine speed can be efficiently driven. In this way, in the second mode, fuel consumption can be suppressed and the cruising range can be lengthened compared to the first mode. In this way, it is possible to prevent the vehicle from staying in the disaster area.

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 as one Example of this invention. 6 is a flowchart showing an example of a processing routine executed by the navigation device 60. 7 is a flowchart showing an example of a mode selection routine executed by the HVECU 70.

Next, modes for carrying out the present invention will be described using examples.

FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. The hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50 as a power storage device, a navigation device 60, a hybrid electronic control unit (hereinafter, referred to as “ HVECU”) 70).

The engine 22 is configured as an internal combustion engine that outputs power using gasoline or light oil as fuel, and is connected to a carrier of a planetary gear 30 via a damper 28. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter, referred to as “engine ECU”) 24.

Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and in addition to the CPU, includes a ROM for storing a processing program, a RAM for temporarily storing data, an input/output port, and a communication port. Prepare The engine ECU 24 receives signals from various sensors necessary for controlling the operation of the engine 22, for example, a crank angle θcr from a crank position sensor 23 that detects a rotational position of a crankshaft 26 of the engine 22 via an input port. Has been entered. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 through the output port. The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotation speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 23.

The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The sun gear of the planetary gear 30 is connected to the rotor of the motor MG1. The ring gear of the planetary gear 30 is connected to a drive shaft 36 that is connected to the drive wheels 39a and 39b via a differential gear 38. As described above, the crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30 via the damper 28.

The motor MG1 is configured as, for example, a synchronous generator motor, and the rotor is connected to the sun gear of the planetary gear 30 as described above. The motor MG2 is configured as, for example, a synchronous generator motor, and the rotor is connected to the drive shaft 36. The inverters 41 and 42 are used to drive the motors MG1 and MG2 and are connected to the battery 50 via a power line 54. A smoothing capacitor 57 is attached to the power line 54. The motors MG1 and MG2 are rotationally driven by a plurality of switching elements (not shown) of the inverters 41 and 42 being switching-controlled by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40.

Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and in addition to the CPU, includes a ROM for storing a processing program, a RAM for temporarily storing data, an input/output port, and a communication port. Prepare Signals from various sensors necessary for driving and controlling the motors MG1 and MG2 are input to the motor ECU 40 via input ports. The signal input to the motor ECU 40 flows to, for example, rotational positions θm1 and θm2 from rotational position detection sensors 43 and 44 that detect rotational positions of rotors of the motors MG1 and MG2, and phases of the motors MG1 and MG2. The phase currents Iu1, Iv1, Iu2, Iv2 from the current sensors 45u, 45v, 46u, 46v for detecting the current can be mentioned. From the motor ECU 40, switching control signals and the like to the plurality of switching elements of the inverters 41 and 42 are output via the output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40, based on the rotational positions θm1 and θm2 of the rotors of the motors MG1 and MG2 from the rotational position detection sensors 43 and 44, the electrical angles θe1 and θe2 of the motors MG1 and MG2, the angular velocities ωm1 and ωm2, and the rotational speeds Nm1 and Nm2. Is being calculated.

The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydrogen secondary battery, and is connected to the power line 54. The battery 50 is managed by a battery electronic control unit (hereinafter, referred to as “battery ECU”) 52.

Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and in addition to the CPU, includes a ROM that stores a processing program, a RAM that temporarily stores data, an input/output port, and a communication port. Prepare Signals from various sensors necessary for managing the battery 50 are input to the battery ECU 52 via an input port. As the signal input to the battery ECU 52, for example, the voltage Vb of the battery 50 from the voltage sensor 51a attached between the terminals of the battery 50, or the battery 50 from the current sensor 51b attached to the output terminal of the battery 50. The current Ib and the battery temperature Tb of the battery 50 from the temperature sensor 51c attached to the battery 50 can be mentioned. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 calculates the charge ratio SOC based on the integrated value of the current Ib of the battery 50 from the current sensor 51b. The charge ratio SOC is the ratio of the capacity of the electric power that can be discharged from the battery 50 to the total capacity of the battery 50.

The battery ECU 52 sets the input/output limits Win* and Wout* of the battery 50. For the input limit Win*, the basic value Wintmp is set based on the battery temperature Tb detected by the temperature sensor 51c, the correction coefficient kin is set based on the calculated charge ratio SOC, and the basic value Wintmp is multiplied by the correction coefficient kin. To set. Here, the correction coefficient kin changes from 1 to 0 as the storage ratio SOC is larger (closer to the allowable upper limit ratio SOCmax) in a region where the storage ratio SOC is smaller than the allowable upper limit ratio SOCmax (for example, 60% or 65%). The value 0 is set in a region where the power storage ratio SOC is equal to or higher than the allowable upper limit ratio SOCmax. This is to prevent the storage ratio SOC of the battery 50 from becoming larger than the allowable upper limit ratio SOCmax. The output limit Wout* of the battery 50 is set by setting the basic value Wouttmp based on the battery temperature Tb, setting the correction coefficient kout based on the charge ratio SOC of the battery 50, and multiplying the basic value Wouttmp by the correction coefficient kout. .. Here, the correction coefficient kout changes from 1 to 0 as the storage ratio SOC becomes smaller (closer to the allowable lower limit ratio SOCmin) in a region where the storage ratio SOC is larger than the allowable lower limit ratio SOCmin (for example, 40% or 45%). The value 0 is set in a region where the power storage ratio SOC is equal to or less than the allowable lower limit ratio SOCmin. This is to prevent the storage ratio SOC of the battery 50 from becoming smaller than the allowable lower limit ratio SOCmin.

The navigation device 60 includes a main body 62 in which a control unit having a storage medium such as a hard disk in which map information and the like are stored, an input/output port, and a communication port is built in, a GPS antenna 64 for receiving information about the current location of the vehicle, A touch panel type display 66 is provided, which displays various kinds of information such as information about the current location of the vehicle and a planned travel route to the destination and allows the user to input various instructions. Here, in the map information, service information (for example, tourist information, parking lot, etc.), road information for each traveling section (for example, between traffic lights, between intersections, etc.), etc. are stored as a database. The road information includes distance information, width information, lane number information, area information (city areas and suburbs), type information (general roads and highways), slope information, legal speed, the number of traffic lights, and the like. The navigation device 60 is connected to the HVECU 70 via a communication port. The navigation device 60 receives from the information center 10 by wireless communication, traffic congestion information, information on the required time from the current position to a predetermined position, and a special warning for warning that a disaster may occur. The special warning includes information on disaster-prone areas (hereinafter referred to as “hazard areas”) where a disaster is likely to occur.

Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU, a ROM for storing a processing program, a RAM for temporarily storing data, an input/output port, and a communication port. .. Signals from various sensors are input to the HVECU 70 via input ports. Examples of the signal input to the HVECU 70 include an ignition signal from the ignition switch 80 and a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81. Further, an accelerator opening Acc from an accelerator pedal position sensor 84 for detecting the amount of depression of the accelerator pedal 83, a brake pedal position BP from a brake pedal position sensor 86 for detecting the amount of depression of the brake pedal 85, and a vehicle speed sensor 88. The vehicle speed V can also be mentioned. From the HVECU 70, control signals to the air conditioner 58 are output via the output port. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, and the navigation device 60 via the communication port.

Here, as the shift position SP, a parking position (P position), a reverse position (R position), a neutral position (N position), a forward position (D position), a brake position (B position) and the like are prepared. The B position is a position where the driving force when the accelerator is turned on is the same as the D position and the braking force when the accelerator is turned off is larger than the D position.

The hybrid vehicle 20 of the embodiment configured in this manner travels as hybrid travel (HV travel) in which the engine 22 is driven, or electric travel (EV travel) in which the engine 22 is stopped.

The hybrid vehicle 20 of the embodiment basically runs in the normal mode as the running mode. In the normal mode, during traveling in HV traveling, the HVECU 70 sets the required torque Tr* required for traveling based on the accelerator opening Acc and the vehicle speed V, and rotates the drive shaft 36 at the set required torque Tr*. The traveling power Pdrv* required for traveling is calculated by multiplying the number Nr (for example, the rotational speed Nm2 of the motor MG2 or the rotational speed obtained by multiplying the vehicle speed V by a conversion factor), and from the calculated traveling power Pdrv* The required power Pe* required for the vehicle is set by subtracting the required charge/discharge power Pb* of the battery 50 (a positive value when the battery 50 is discharged). Then, the required power Pe* is output from the engine 22, and as described above, the input/output limit of the battery 50 is set such that the storage ratio SOC is within the control range of the allowable upper limit ratio SOCmax or less and the allowable lower limit ratio SOCmin or more. The target rotation speed Ne* and the target torque Te* of the engine 22 and the torque commands Tm1* and Tm2* of the motors MG1 and MG2 are set so that the required torque Tr* is output to the drive shaft 36 within the range of Win* and Wout*. It is set and transmitted to the engine ECU 24 and the motor ECU 40. The engine ECU 24, which has received the target rotation speed Ne* and the target torque Te*, controls the intake air amount of the engine 22 and performs fuel injection so that the engine 22 is operated based on the target rotation speed Ne* and the target torque Te*. Control, ignition control, etc. Further, the motor ECU 40 that has received the torque commands Tm1* and Tm2* controls the switching of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1* and Tm2*.

When traveling in EV mode in the normal mode, the HVECU 70 sets the required torque Tr* based on the accelerator opening Acc and the vehicle speed V, sets the torque command Tm1* of the motor MG1 to the value 0, and stores the power storage ratio. The required torque Tr* is output to the drive shaft 36 within the range of the input/output limits Win* and Wout* of the battery 50 which are set so that the SOC is within the control range of the allowable upper limit ratio SOCmax or less and the allowable lower limit ratio SOCmin or more. Thus, the torque command Tm2* for the motor MG2 is set and transmitted to the motor ECU 40. Upon receiving the torque commands Tm1* and Tm2*, the motor ECU 40 performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1* and Tm2*.

Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when the navigation device 60 receives a special alarm will be described. FIG. 2 is a flowchart showing an example of a processing routine executed by the navigation device 60. The processing routine is executed at a predetermined time (for example, every several msec). FIG. 3 is a flowchart showing an example of a mode selection routine executed by the HVECU 70. The mode selection routine is repeatedly executed. First, the processing routine illustrated in FIG. 2 will be described, and then the control routine illustrated in FIG. 3 will be described.

When the processing routine is executed, the navigation device 60 determines whether or not a special alarm has been received (step S100). If no special warning has been received, the processing routine ends.

When the special warning is received in step S100, it is determined whether or not the current position of the vehicle is within the hazard area included in the special warning as information (step S110). When the current position of the vehicle is outside the hazard area, the processing routine ends.

When the current position of the vehicle is in the hazard area in step S100, an in-area signal indicating that the vehicle is in the area is transmitted to the HVECU 70 (step S120), and the display 66 selects the distance expansion mode to be described later as the traveling mode. A mode selection screen for prompting the user to select whether or not to display is displayed (step S130), and the processing routine ends. When the user selects the distance expansion mode on the mode selection screen, the distance expansion command is transmitted to the HVECU 70. When the user does not select the distance expansion mode on the mode selection screen, the distance expansion command is not transmitted.

Next, the mode selection routine illustrated in FIG. 3 will be described. When the control routine is executed, the HVECU 70 determines whether or not the current position of the vehicle is within the hazard area (step S200) and whether or not the distance expansion mode is selected by the user (step S210). In step S200, when the in-area signal from the navigation device 60 is received, it is determined that the current position of the vehicle is within the hazard area. When the in-area signal from the navigation device 60 is not received, it is determined that the current position of the vehicle is outside the hazard area. In step S210, when the distance expansion command is received from the navigation device 60, it is determined that the user has selected the distance expansion mode. When the distance expansion command is not received from the navigation device 60, it is determined that the user has not selected the distance expansion mode.

If the current position of the vehicle is not within the hazard area in step S200, or if the user has not selected traveling in the distance expansion mode in step S210 even if the current position of the vehicle is within the hazard area, the normal mode is selected. Is selected (step S240), and this routine ends. When the normal mode is selected, the engine 22, the motors MG1 and MG2 are controlled so that the vehicle runs in the above-described normal mode.

When the current position of the vehicle is within the hazard area in step S200 and the user has selected the distance expansion mode in step S210, the distance expansion mode is selected (step S220).

In the distance expansion mode, the correction coefficient kine is set based on the state of charge SOC, and the input limit Win* is calculated by multiplying the basic value Wintmp described above by the correction coefficient kine. Here, the correction coefficient kine is larger as the storage ratio SOC is larger (closer to the expansion upper limit ratio SOCmaxe) in a region where the storage ratio SOC is smaller than the expansion upper limit ratio SOCmaxe (eg, 70% or 75%) larger than the allowable upper limit ratio SOCmax. The value is set to decrease from the value 1 to the value 0, and the value 0 is set in the region where the storage ratio SOC is equal to or higher than the expansion upper limit ratio SOCmaxe. This is because the upper limit of the storage ratio SOC of the battery 50 is set to the expansion upper limit ratio SOCmaxe larger than the allowable upper limit ratio SOCmax.

In the distance expansion mode, the correction coefficient koute is set based on the state of charge SOC of the battery 50, and the output limit Wout* is set by multiplying the basic value Wouttmp described above by the correction coefficient koute. Here, the correction coefficient koute becomes smaller as the storage ratio SOC becomes smaller (closer to the expansion lower limit ratio SOCmine) in a region where the storage ratio SOC is larger than the expansion lower limit ratio SOCmine (for example, 30% or 35%) smaller than the allowable lower limit ratio SOCmin. The value is set to decrease from the value 1 to the value 0, and the value 0 is set in the region where the storage ratio SOC is equal to or lower than the expansion lower limit ratio SOCmine. This is because the lower limit of the storage ratio SOC of the battery 50 is set to the expansion lower limit ratio SOCmine which is smaller than the allowable lower limit ratio SOCmin.

Then, the engine 22, the motors MG1 and MG2 are controlled so that the required torque Tr* is output to the drive shaft 36 within the range of the input/output limits Win* and Wout* thus set. As a result, the storage ratio SOC of the battery 50 is managed so as to fall within the control range of the expansion lower limit ratio SOCmine or more and the expansion upper limit ratio SOCmaxe or less. That is, when traveling in the distance expansion mode, the cruising distance of hybrid vehicle 20 can be increased by expanding the control range of the charge ratio SOC of battery 50 as compared with the normal mode. This can prevent the hybrid vehicle 20 from staying in the hazard area.

When the distance expansion mode is selected in this manner, it is determined whether or not the conditions for ending the distance expansion mode are satisfied (step S230). In step S230, when the shift position SP is the P position, it is determined that the condition for ending the distance expansion mode is satisfied. When the shift position SP is not the P position, it is determined that the condition for ending the distance expansion mode is not satisfied.

If the ending condition of the distance expansion mode is not satisfied in step S230, the process waits until the ending condition of the distance expansion mode is satisfied. Then, when the condition for ending the distance expansion mode is satisfied in step S230, the normal mode is selected (step S240), and the present routine is ended. In this way, when the vehicle is driven after the normal mode is selected, the control in the normal mode is executed.

According to the hybrid vehicle 20 of the embodiment described above, when the current position is within the hazard area, the cruising range becomes longer as compared to the normal mode which is the traveling mode when the current position is outside the hazard area. By controlling engine 22 and motors MG1 and MG2 so that the vehicle travels in the mode, it is possible to prevent the vehicle from staying in the hazard area.

In the hybrid vehicle 20 of the embodiment, the mode selection screen is displayed in step S130, and it is determined in step S210 whether or not the distance expansion mode is selected by the user. However, instead of performing step S130 and not determining whether the user has selected the distance expansion mode in step S210, it is determined whether the shift position SP is the P position and the shift position SP is set to the P position. Step S220 may be executed when SP is in the P position. In this case, next, when the shift position SP is switched to the D position or the B position, the storage ratio SOC of the battery 50 is set to fall within the control range of the expansion lower limit ratio SOCmine or more and the expansion upper limit ratio SOCmaxe or less. The engine 22, the motors MG1, MG2 are controlled so that the required torque Tr* is output to the drive shaft 36 within the range of the input/output limits Win*, Wout*.

In the hybrid vehicle 20 of the embodiment, the mode selection screen is displayed in step S130, and it is determined in step S210 whether or not the distance expansion mode is selected by the user. However, instead of performing step S130 and not determining whether the user has selected the distance expansion mode in step S210, it is determined whether the vehicle is stopped and the vehicle is stopped. The step S220 may be executed during the period. In this case, when the accelerator pedal 83 is next stepped on and the traveling of the vehicle is resumed, the charging ratio SOC of the battery 50 is set to fall within the control range of the expansion lower limit ratio SOCmine or more and the expansion upper limit ratio SOCmaxe or less. The engine 22, the motors MG1, MG2 are controlled such that the required torque Tr* is output to the drive shaft 36 within the range of the output limits Win*, Wout*.

In the hybrid vehicle 20 of the embodiment, the mode selection screen is displayed in step S130, and it is determined in step S210 whether or not the distance expansion mode is selected by the user. However, instead of step S130, the display 66 is displayed so that the user stops the vehicle and operates the shift position SP to the P position, and instead of step S210, the user stops the vehicle and sets the shift position SP to P position. It may be determined whether or not the position has been operated, and step S220 may be executed when the user stops the vehicle and operates the shift position SP to the P position.

In the hybrid vehicle 20 of the embodiment, when the shift position SP is the P position in step S230, it is determined that the condition for ending the distance expansion mode is satisfied. However, in step S230, the termination condition may be that the vehicle has stopped or that the system has been started after the vehicle has stopped.

In the hybrid vehicle 20 of the embodiment, the mode selection screen is displayed in step S130, and it is determined in step S210 whether or not the distance expansion mode is selected by the user. However, steps S130 and S210 may not be executed.

In the hybrid vehicle 20 of the embodiment, the navigation device 60 receives a special warning including information on the hazard area from the information center 10 by wireless communication. However, of the information included in the special warning, only the information on the hazard area may be received from the information center 10 by wireless communication.

In the hybrid vehicle 20 of the embodiment, the navigation device 60 receives the special warning including the information on the hazard area. However, the special alert may be received by a receiving device different from the navigation device 60 capable of wirelessly communicating with the information center 10.

The hybrid vehicle 20 of the embodiment includes the battery 50 as a power storage device, but may include a capacitor instead of the battery 50.

In the embodiment, the invention is applied to the hybrid vehicle 20 including the engine 22, the motors MG1 and MG2, the planetary gear 30, and the battery 50, but the motors MG1 and MG2, the planetary gear 30, and the battery 50 are not provided. In addition, the invention may be applied to a vehicle including the engine 22 and a transmission that shifts and outputs power from the engine 22. In this case, when the normal mode is selected, the engine 22 and the transmission may be controlled so that the vehicle travels with a driving force according to the accelerator opening Acc. Then, in the distance expansion mode, the engine 22 and the transmission may be controlled so that the rotation speed of the engine 22 becomes a rotation speed at which the engine 22 can be operated more efficiently than in the normal mode.

Correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem will be described. In the embodiment, the engine 22, the motors MG1 and MG2, the planetary gear 30, and the battery 55 correspond to a “power output device”, the navigation device 60 corresponds to an “information acquisition device”, and the HVECU 70 corresponds to a “control device”. ..

The correspondence between the main elements of the embodiment and the main elements of the invention described in the section of means for solving the problem is the same as the embodiment described in the section of the means for solving the problem. Since this is an example for specifically explaining the mode for carrying out the invention, it does not limit the elements of the invention described in the column of means for solving the problem. That is, the interpretation of the invention described in the column of means for solving the problem should be made based on the description in that column, and the embodiment is the invention of the invention described in the column of means for solving the problem. This is just a specific example.

The embodiments for carrying out the present invention have been described above with reference to the embodiments. However, the present invention is not limited to these embodiments, and various embodiments are possible within the scope not departing from the gist of the present invention. Of course, it can be implemented.

INDUSTRIAL APPLICABILITY The present invention can be used in the vehicle manufacturing industry and the like.

20 hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 planetary gear, 36 drive shaft, 38 differential gear, 39a, 39b drive wheel, 40 motor electronic control unit (motor) ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 45u, 45v, 46u, 46v current sensor, 50 battery, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 electronic control unit for battery (battery ECU) ), 54 power line, 57 condenser, 60 navigation device, 62 main body, 64 GPS antenna, 66 display, 70 hybrid electronic control unit (HVECU), 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, MG1, MG2 motor.

Claims (1)

A power output device that outputs power for traveling,
An information acquisition device that acquires information including a disaster occurrence area in which a disaster is likely to occur and the current position of the vehicle,
A control device for controlling the power output device,
A vehicle comprising:
A second mode in which the control device has a longer cruising range when the current position is within the disaster occurrence area than in a first mode which is a traveling mode when the current position is outside the disaster occurrence area. Controlling the power output device to run at
vehicle.

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