JP2023013788A - Control device - Google Patents

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

The present disclosure relates to control devices.

In Patent Document 1, in a situation where a power failure occurs, external power supply is performed at the power failure point, so by setting a fuel supply point that can supply fuel to the target vehicle outside the power failure area, technology for suppressing fuel depletion at refueling points.

Japanese Patent Application Laid-Open No. 2020-112969

However, in Patent Literature 1 described above, the countermeasures are taken after a power outage occurs, so sufficient preparations for power outages and abnormal weather disasters have not been made.

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.

A control device according to the present disclosure acquires weather information and vehicle position information, and determines whether or not the vehicle encounters abnormal weather based on the weather information and the position information. and a processor configured to output 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 when it is determined that the abnormal weather is encountered. Prepare.

Advantageous Effects of Invention According to the present disclosure, it is possible to prepare for disasters caused by abnormal weather.

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

A control device according to an embodiment of the present disclosure will be described below with reference to the drawings. It should be noted that the present disclosure is not limited by the following embodiments. Also, the same parts are denoted by the same reference numerals in the following description.

(Embodiment 1)
[Schematic configuration of disaster support system]
FIG. 1 is a diagram showing a schematic configuration of a disaster assistance system according to Embodiment 1. As shown in FIG. A disaster assistance 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, and the like.

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

Communication device 200 can communicate with vehicle 100 according to a predetermined communication standard, and can communicate with weather server 300 via 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 implemented using, for example, a mobile phone, a tablet-type communication terminal, or the like.

Weather server 300 can communicate with vehicle 100 and communication device 200 via network NW, and outputs weather information according to position information of vehicle 100 or communication device 200 . Here, the weather information includes abnormal weather, disaster warning information, disaster prevention information, and the like. Also, abnormal weather is weather based on warnings caused by disasters such as heavy rain, heavy rain, typhoons, heavy snow, strong winds, storms, earth and sand, volcanoes, storm surges, floods, tsunamis, and earthquakes.

[Vehicle functional configuration]
Next, a detailed functional configuration of vehicle 100 will be described. FIG. 2 is a block diagram showing the functional configuration of vehicle 100. As shown in FIG. 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, and a switching unit 108. , a second inverter 109, an inlet section 110, a first detection section 111, an in-vehicle outlet 112, a second detection section 113, a fuel tank 114, a third detection section 115, a fourth It includes a 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 .

Engine 101 is a well-known internal combustion engine, and uses fuel stored in fuel tank 114 to output power. The engine 101 is driven under control of the ECU 122 . Power output from the engine 101 drives the generator 102 .

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

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

Motor 104 is driven by AC power supplied from first inverter 103 under the control of ECU 122 when vehicle 100 is accelerating. The power output from the motor 104 drives the drive wheels 105 . In addition, under the control of the ECU 122, the motor 104 functions as a generator that generates power by external force transmitted from the drive wheels 105 when the vehicle 100 is braked. 108 and converter 107 to secondary battery 106 . 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 chargeable/dischargeable storage battery such as a nickel-metal hydride battery or a lithium ion battery, or an electric storage element such as an electric double layer capacitor. Secondary battery 106 can be charged and discharged by converter 107 and stores high-voltage DC power.

Converter 107 has one end electrically connected to secondary battery 106 and the other end electrically connected to one of first inverter 103 and second inverter 109 via 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 steps down DC power supplied from the outside via the second inverter 109, the inlet section 110 and the switching section 108 to a predetermined voltage. The stepped-down charging current is supplied 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 transfers the boosted discharge current to the first inverter 103 via the switching unit 108 . supply to

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

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

Inlet portion 110 is electrically connected at one end to second inverter 109 . A charging/discharging cable (not shown) is detachably connected to the inlet portion 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 and the like input from the outside to the communication unit 118 . . Inlet unit 110 supplies AC power supplied from second inverter 109 via a charge/discharge cable to the outside, and receives various signals including control signals from ECU 122 input via communication unit 118 . Output information to the outside.

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

In-vehicle outlet 112 is electrically connected to second inverter 109 . In-vehicle outlet 112 is connectable with a power plug of a general electrical appliance, and supplies AC power supplied from second inverter 109 to the electrical appliance to which the power plug is connected.

Second detection unit 113 is provided between in-vehicle outlet 112 and second inverter 109, detects at least one of power consumption and current value of electrical equipment connected to in-vehicle outlet 112, and outputs the detection result. Output to the ECU 122 . The second detection unit 113 is configured using a wattmeter, an ammeter, a voltmeter, or the like.

Fuel tank 114 stores fuel to be supplied to engine 101 . Here, the fuel is fossil fuel such as gasoline. In addition, when the vehicle 100 is an FCEV, the hydrogen fuel is stored.

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

Fourth detection unit 116 detects running state information about the running state of vehicle 100 and outputs the detection result to ECU 122 . Here, the running state information is the acceleration, tilt angle, speed, and the like of the vehicle 100 . The fourth detection unit 116 is configured using an acceleration sensor, a speed sensor, a gyro sensor, and the like.

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

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

Under the control of the ECU 122, the external communication unit 119 transmits various information input from the ECU 122 to the communication device 200 according to a predetermined communication standard. Also, the external communication unit 119 outputs various 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.

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

GPS sensor 120a receives signals from a plurality of GPS satellites or transmission antennas, and calculates position information regarding the position (longitude and latitude) of vehicle 100 based on the received signals. The GPS sensor 120a is configured using a GPS reception sensor or the like. It should be noted that in Embodiment 1, the orientation accuracy of the vehicle 100 may be improved by mounting a plurality of GPS sensors 120a.

The map database 120b stores various 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).

The notification device 120c has 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 liquid crystal or organic EL (Electro Luminescence). The audio output unit 120f is configured using a speaker or the like.

The operation unit 120d receives input of a user's operation, and outputs signals to the ECU 122 in accordance with various types of received operation contents. The operation unit 120d is implemented using a touch panel, buttons, switches, a jog dial, and the like.

The car navigation system 120 configured in this manner superimposes the position information regarding the current position of the vehicle 100 acquired by the GPS sensor 120a on the map corresponding to the map data stored in the map database 120b. Information including the road on which the vehicle is currently traveling and the travel route to the target value is notified to the user by the display unit 120e and the voice output unit 120f.

The recording unit 121 records various information about the vehicle 100 . The recording unit 121 records the CAN data of the vehicle 100 input from the ECU 122, the data during various processes executed by the ECU 122, and the like. The recording unit 121 includes a vehicle type information recording unit 121a related to the vehicle 100, a history information recording unit 121b recording history information related to the history of the stop time of each stop of the vehicle 100, and a program recording various programs executed by the vehicle 100. and a recording unit 121c. 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, the presence or absence of power generation, information indicating any of HEV, PHEV, FCEV and BEV, and the like. The stop time history is a history in which the times and dates during which the vehicle 100 is stopped by operating an engine switch or a start switch for driving the vehicle 100 are associated with each other. The recording unit 121 is configured using DRAM, ROM, Flash memory, SSD, and the like.

The ECU 122 is configured using a memory and a processor having hardware such as a CPU (Central Processing Unit). ECU 122 controls the operation of each unit that configures 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 route change unit 122f, and a calculation unit 122g. In addition, in Embodiment 1, the ECU 122 functions as a control device.

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.

Based on the weather information acquired by the acquisition unit 122a, the determination unit 122b determines whether or not the vehicle 100 encounters abnormal weather during travel. Further, the determination unit 122b is 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 later, and the weather information acquired by the acquisition unit 122a. It is determined whether or not the vehicle 100 encounters abnormal weather while the vehicle 100 is running or stopped.

The prediction unit 122c predicts the next stop time of the vehicle 100 based on the history information acquired by the acquisition unit 122a. Here, the stop 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 is driven. .

The output control unit 122 d outputs the weather abnormal body side information to the display unit 120 e and the communication device 200 . In addition, the output control unit 122d displays information on refueling or charging stations located on the travel route of the vehicle 100 based on the location information of the vehicle 100 and the map data recorded by the map data recording unit 402b. 120e. Further, output control unit 122d outputs to display unit 120e route change information recommending changing the travel route of vehicle 100 to a travel route that allows a stopover at a refueling station or a charging station.

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

When the passenger of the vehicle 100 performs a change operation to change the travel route on the operation unit 120d, the route change unit 122f determines that the vehicle 100 encounters abnormal weather by the determination unit 122b. change the driving route to a driving route that can stop at a refueling station or a charging station.

The calculation unit 122g calculates a power supply available time 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 amount of the secondary battery 106. Calculate

[Processing of ECU]
Next, processing executed by the ECU 122 will be described. FIG. 3 is a flow chart showing an overview of the process executed by vehicle 100. As shown in FIG.

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

Subsequently, based on the position information of the vehicle 100, the acquiring unit 122a acquires weather information within a predetermined range (for example, 20 km x 20 km) including the vehicle 100 or along the travel route along which the vehicle 100 travels (step S102).

After that, the prediction unit 122c predicts the next stop time of the vehicle 100 based on the history information acquired by the acquisition unit 122a (step S103).

The determination unit 122b detects abnormal weather during at least one of traveling and stopping of the vehicle 100 based on the next stop time of the vehicle 100 predicted by the prediction unit 122c and the weather information obtained by the obtaining unit 122a. is encountered (step S104). When the determining unit 122b determines that the vehicle 100 encounters abnormal weather during at least one of running and stopping (step S104: Yes), the vehicle 100 proceeds to step S105, which will be described later. On the other hand, if the determining unit 122b determines that the vehicle 100 will not encounter abnormal weather during at least one of running and stopping (step S104: No), the vehicle 100 ends this process.

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

In step S<b>106 , the output control unit 122 d outputs the weather abnormal body side information to the display unit 120 e 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 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 vehicle 100 to be in the low fuel consumption driving mode. This allows the passengers of the vehicle 100 to know the possibility of encountering abnormal weather and to prepare for the abnormal weather.

Subsequently, the output control unit 122d displays information on refueling or charging stations 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. Output to the unit 120e (step S107). As a result, passengers of vehicle 100 can be prepared for abnormal weather by prompting them to refuel or charge vehicle 100 .

After that, 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 slows down the reaction of the driver's depression of an accelerator pedal (not shown), thereby switching to a fuel efficient driving mode in which the vehicle 100 is less likely to start suddenly. As a result, the fuel consumption of vehicle 100 can be reduced.

Subsequently, 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 allows a stopover 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 route change information M2 that recommends changing to a travel route that incorporates a refueling station or a charging station.

After that, when the 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 refueling station or a charging station. (step S111). Thereby, the vehicle 100 can be prepared for abnormal weather. After step S111, vehicle 100 ends this process. On the other hand, if the passenger of the vehicle 100 has not operated the operation unit 120d to change the travel route (step S110: No), the vehicle 100 terminates this process.

In step S<b>112 , the acquisition unit 122 a acquires power consumption consumed in 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 . and get

Subsequently, the calculation unit 122g determines whether power can be supplied from the vehicle 100 to the user's residence based on the power consumption at the user's residence acquired by the acquisition unit 122a and the remaining amount of the secondary battery 106. A power supply available time is calculated (step S113).

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. FIG. Thereby, the user can grasp the power supply time when the vehicle 100 is used to supply power to the house. After step S114, vehicle 100 ends this process.

According to the first embodiment described above, the acquisition unit 122a acquires the weather information from the weather server 300 and the position information of the vehicle 100 from the GPS sensor 120a, and the determination unit 122b acquires the weather information acquired by the acquisition unit 122a. Based on the information and the location information, it is determined whether the vehicle 100 encounters abnormal weather. Then, when the determination unit 122b determines that an abnormal weather is encountered, the output control unit 122d provides a countermeasure against weather abnormalities including at least one of a message prompting refueling, a message prompting charging, and a message prompting a low fuel consumption driving mode. Information M1 is output to display unit 120e or communication device 200. FIG. Accordingly, the user can prepare for a disaster due to abnormal weather by checking the weather abnormality countermeasure information M1.

Further, according to the first embodiment, the acquisition unit 122a obtains the running state of the vehicle 100 from the fourth detection unit 116, the history information of the stop time of the vehicle 100 for each stop in a predetermined period from the history information recording unit 121b, get more. Then, when the determining unit 122b determines that the vehicle 100 is traveling, the predicting unit 122c predicts the next stopping time of the vehicle 100 based on the history information acquired by the acquiring unit 122a. After that, when the determination unit 122b determines that the vehicle 100 is stopped and encounters abnormal weather, the output control unit 122d outputs the weather abnormality countermeasure information M1 before the vehicle 100 stops. Thereby, even if the user encounters abnormal weather while the vehicle 100 is stopped, the user can prepare for the abnormal weather disaster.

Further, according to the first embodiment, output control unit 122d outputs station information including at least one of a refueling station and a charging station when determining unit 122b determines that an abnormal weather has occurred. This prompts the user to refuel or charge the vehicle 100, so that the user can be prepared for abnormal weather.

Further, according to the first embodiment, when the determination unit 122b determines that the mode switching unit 122e encounters a weather abnormality, the driving mode of the vehicle 100 is switched to the low fuel consumption driving mode. As a result, the user can reduce consumption of fossil fuel in the fuel tank 114 of the vehicle 100 or electric power of the secondary battery 106, so that even when an abnormal weather occurs, the user can avoid the abnormal weather. can be adequately prepared.

Further, according to the first embodiment, when determination unit 122b determines that vehicle 100 encounters abnormal weather, route change unit 122f changes the travel route of vehicle 100 to include at least one of a refueling station and a charging station. Change the route to a drivable route. As a result, the user can replenish fossil fuel or charge the vehicle 100 with electric power, so that the vehicle 100 can be fully prepared for abnormal weather.

Further, according to Embodiment 1, since the output control unit 122d outputs the weather anomaly countermeasure information M1 to the communication device 200 linked to the vehicle 100, the user who owns the vehicle 100 can display the information on the communication device 200. By confirming the weather anomaly countermeasure information M1 provided, it is possible to sufficiently prepare for an anomalous weather.

Further, according to the first embodiment, the acquisition unit 122a obtains the amount of power consumption necessary for the residence of the user associated with the vehicle 100, the remaining amount of the secondary battery 106 provided in the vehicle 100 and capable of supplying power to the outside, , and the calculating unit 122g calculates the power supply time during which power can be supplied to the residence based on the remaining amount of the secondary battery 106 and the power consumption obtained by the obtaining 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. FIG. Thereby, the user can grasp the power feeding time by the vehicle 100 even when encountering abnormal weather.

(Embodiment 2)
Next, Embodiment 2 will be described. In the first embodiment, when ECU 122 of vehicle 100 acquires weather information from weather server 300 and encounters abnormal weather while vehicle 100 is stopped, the ECU 122 urges preparation for the abnormal weather. A disaster support server is further provided, and the disaster support server prompts preparations for abnormal weather. A disaster support system according to the second embodiment will be described below. In addition, the same code|symbol is attached|subjected to the same structure as the disaster support system 1 which concerns on Embodiment 1, and detailed description is abbreviate|omitted.

[Schematic configuration of disaster support system]
FIG. 7 is a diagram showing a schematic configuration of a disaster assistance system according to Embodiment 2. As shown in FIG. 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 the first embodiment.

[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. As shown in FIG. A support server 400 shown in FIG. 8 includes a communication unit 401 , a recording unit 402 , and a server control unit 403 .

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

The recording unit 402 records various information about 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 of stop times for each stop of each of the plurality of vehicles 100. and a history information recording unit 402c for recording history information. The recording unit 402 is configured using a DRAM, ROM, Flash memory, HDD, SSD, and the like.

The server control unit 403 controls each unit that configures the support server 400 . The server control unit 403 is configured using a processor having hardware such as a memory and 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. Note that in the second embodiment, the server control unit 403 functions as a control device.

Support server 400 configured in this manner performs processing equivalent to that of ECU 122 according to Embodiment 1 (see, for example, FIG. 3), so that when vehicle 100 encounters abnormal weather, vehicle 100 or communication device 200 output information prompting preparations to prepare for abnormal weather.

According to the second embodiment described above, as in the first embodiment, the user can prepare for an abnormal weather disaster by checking the weather abnormality countermeasure information M1.

(Other embodiments)
Further, in the first and second embodiments, the above-described "unit" can be read as "circuit" or the like. For example, the controller can be read as a control circuit.

Further, the program to be executed by the disaster support system according to the first and second embodiments is file data in an installable format or an executable format and Disk), USB medium, flash memory, or other computer-readable recording medium.

Also, the programs to be executed by the disaster assistance according to Embodiments 1 and 2 may be stored on a computer connected to a network such as the Internet, and provided by being downloaded via the network.

In addition, in the description of the flowcharts in this specification, expressions such as "first", "after", and "following" are used to clearly indicate the anteroposterior relationship of the processing between steps. The order of processing required to do so is not uniquely determined by those representations. That is, the order of processing in the flow charts described herein may be changed within a consistent range.

Further effects and modifications can be easily derived by those skilled in the art. The broader aspects of the invention are not limited to the specific details and representative embodiments shown and described above. Accordingly, various changes may be made without departing from the spirit or scope of the general inventive concept 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 Driving Wheel 106 Secondary Battery 107 Converter 108 Switching Unit 109 Second Inverter 110 Inlet Unit 111 First Detecting 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 units 121b and 402c History information recording units 121c and 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)

Acquire weather information and vehicle position information,
determining whether the vehicle encounters abnormal weather based on the weather information and the location information;
a processor configured to output weather abnormality countermeasure information including at least one of a message prompting refueling, a message prompting charging, and a message prompting fuel-efficient driving mode when it is determined that the abnormal weather is encountered. ,
Control device.

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