JP2013173396A - Control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent occurrence of inconvenience caused by moving a vehicle during supply of fuel.SOLUTION: A PHEV-ECU 34 is a control device that controls a hybrid vehicle 100. The PHEV-ECU 34 includes: a detecting means to detect whether the vehicle is in a supply state in which supply of fuel to a fuel tank 22 is achievable; and a CPU that switches from one to another state among a first state to permit running of a vehicle and a second state to prohibit running, and functions as a switching means that switches from the first state to the second state when the detection means detects that the vehicle is in the supply state when the vehicle is in the first state.

Description

  The present invention relates to a control device for a vehicle such as a hybrid vehicle.

  An automobile equipped with an internal combustion engine operates the internal combustion engine using fuel stored in a fuel tank. When the fuel stored in the fuel tank decreases, the fuel is supplied from the supply port to the fuel tank.

  The automobile can travel even during refueling. If the vehicle travels while refueling, it is not preferable because the fuel scatters.

  Patent Document 1 discloses a technique for prohibiting engine restart during replenishment by the function of a vehicle engine automatic stop / automatic restart device. Therefore, according to this technology, it is possible to prevent the vehicle from starting running during replenishment due to the restart of the engine by the function of the vehicle automatic engine stop / automatic restart device.

JP 2000-110609 A

  However, the technology of Patent Document 1 is not effective in a vehicle not equipped with a vehicle engine automatic stop / automatic restart device, a vehicle capable of invalidating the function of the vehicle engine automatic stop / automatic restart device, or a hybrid vehicle. It is possible to travel even during refueling, and it is impossible to reliably prevent inconvenience due to the movement of the automobile while fuel is being refilled.

  An object of the present invention is to prevent the occurrence of inconvenience due to the movement of a vehicle during refueling.

  According to a first aspect of the present invention, there is provided a control device for a vehicle, wherein a detection means for detecting that a fuel tank mounted on the vehicle is in a replenishment state is allowed, and permits the vehicle to travel. Switching means for switching from one state to the other of the first state and the second state prohibiting traveling, the switching means being in the replenishment state when the vehicle is in the first state. When the detection means detects that there is, the state is switched from the first state to the second state.

  According to a second aspect of the present invention, in the vehicle control device according to the present invention, the replenishment is performed in response to a request for switching to the first state when the switching means is in the second state. When the detection means does not detect that it is in the state, it switches to the first state, and when the detection means detects that it is in the replenishment state, the second state is maintained.

  According to a third aspect of the present invention, the vehicle control device further includes an electric motor for driving the vehicle, and a high-voltage system for supplying electric power to the electric motor, and the switching means switches. The first state is a state in which the high voltage system is activated.

  According to a fourth aspect of the present invention, the vehicle control device further includes a door that opens and closes a supply port for supplying the fuel to the fuel tank, and the detection means opens the door. The opened state is detected as the replenishment state.

  According to a fifth aspect of the present invention, there is provided the vehicle control apparatus, wherein the vehicle further includes a measurement unit that measures the amount of the fuel stored in the fuel tank, and the detection unit is measured by the measurement unit. A state in which the amount of storage increases is detected as the replenishment state.

  According to a sixth aspect of the present invention, there is provided the vehicle control device, wherein the vehicle further includes a parking lock mechanism, and the switching means is configured to lock the wheels when the parking lock mechanism is activated. State.

  According to the present invention, it is possible to prevent the occurrence of inconvenience due to the vehicle moving during fuel supply.

The figure which shows the structure of a hybrid vehicle. The block diagram of PHEV-ECU in FIG. The flowchart of the supply determination process by CPU in FIG. The flowchart of the automatic transition process by CPU in FIG. The flowchart of the change process by CPU in FIG. The modification of the flowchart of the automatic transition process by CPU in FIG.

  Embodiments of the present invention will be described with reference to the drawings. Note that the present embodiment relates to a hybrid vehicle 100 as an example of a vehicle.

  FIG. 1 is a diagram showing a configuration of the hybrid vehicle 100. The hybrid vehicle 100 includes many elements similar to those of another existing hybrid vehicle, but FIG. 1 shows only some of these elements.

  The hybrid vehicle 100 includes a main body 1, front wheels 2a and 2b, rear wheels 3a and 3b, axles 4a, 4b, 5a and 5b, transmission mechanisms 6 and 7, an internal combustion engine 8, electric motors 9 and 10, a generator 11, a battery 12, Inverters 13, 14, 15, contactors 16 a, 16 b, 16 c, 17 a, 17 b, 17 c, service plug 18, charging device 19, driver unit 20, actuator 21, fuel tank 22, supply path 23, filler door 24, actuator 25, Sensor 26, fuel gauge 27, fuel meter 28, power switch 29, open switch 30, OSS-ECU (one-touch start system-electric control unit) 31, ETACS-ECU (electric time and alarm control system-electric control unit) 32, engine-ECU (electric control unit) 33 and PHEV-ECU (plug-in hyb rid electric vehicle-electric control unit) 34.

  The main body 1 includes a chassis and a vehicle body, supports other elements, and forms a space for an occupant to board.

  The front wheels 2a and 2b are fixed to end portions of the axles 4a and 4b, respectively.

  The rear wheels 3a and 3b are fixed to end portions of the axles 5a and 5b, respectively.

  The front wheels 2a and 2b and the rear wheels 3a and 3b are grounded in the normal use state of the hybrid vehicle 100, support the main body 1, and rotate to move the main body 1.

  The axles 4a and 4b maintain the relative positional relationship between the main body 1 and the front wheels 2a and 2b in a predetermined state, and transmit the rotational force transmitted from the transmission mechanism 6 to the front wheels 2a and 2b.

  The axles 5a and 5b maintain the relative positional relationship between the main body 1 and the rear wheels 3a and 3b in a predetermined state, and transmit the rotational force transmitted from the transmission mechanism 7 to the rear wheels 3a and 3b.

  The transmission mechanism 6 supports the axles 4a and 4b so as to be individually rotatable. Respective rotation shafts 8a, 9a, 11a of the internal combustion engine 8, the electric motor 9, and the generator 11 are individually connected to the transmission mechanism 6. The transmission mechanism 6 is configured by combining various gears including a differential gear, a shaft, a clutch, and the like as is well known, and connects the rotating shaft 8a of the internal combustion engine 8 and the axles 4a, 4b, and rotates the internal combustion engine 8. A state in which the shaft 8a is connected to the rotating shaft 11a of the generator 11, a state in which the rotational force of the rotating shaft 8a of the internal combustion engine 8 is distributed and transmitted to the axles 4a, 4b and the rotating shaft 11a of the generator 11, A state where the rotating shaft 9a and the axles 4a, 4b are connected, a state where the rotating shaft 11a of the generator 11 and the axles 4a, 4b are connected, a state where the axles 4a, 4b are freely rotated, or the axles 4a, 4b are locked The state to be selectively formed. The axles 4a and 4b are locked by, for example, mechanically locking the rotation of the shaft provided in the transmission mechanism 6 by a parking lock mechanism provided in the transmission mechanism 6. Thus, the transmission mechanism 6 has a function as selection means.

  The transmission mechanism 7 supports the axles 5a and 5b so as to be individually rotatable. A rotating shaft 10 a of the electric motor 10 is connected to the transmission mechanism 7. The transmission mechanism 7 is configured by combining various gears including a differential gear, a shaft, a clutch, and the like as is well known, and freely connects the rotating shaft 10a of the electric motor 10 and the axles 5a, 5b and the axles 5a, 5b. The state to be rotated is selectively formed.

  The internal combustion engine 8 uses the fuel to generate a rotational force, and rotates the rotary shaft 8a. The internal combustion engine 8 typically uses gasoline as a fuel, but may use a fuel other than gasoline such as another fuel oil such as light oil or a gas such as LPG (liquefied petroleum gas). . When the transmission mechanism 6 connects the rotating shaft 8a of the internal combustion engine 8 and the axles 4a, 4b, the internal combustion engine 8 rotates the front wheels 2a, 2b.

  The electric motors 9 and 10 generate rotational force using electric energy and rotate the rotary shafts 9a and 10a. When the transmission mechanism 6 connects the rotating shaft 9a of the electric motor 9 and the axles 4a, 4b, the electric motor 9 rotates the front wheels 2a, 2b. When the transmission mechanism 7 connects the rotating shaft 10a of the electric motor 10 and the axles 5a, 5b, the electric motor 10 rotates the rear wheels 3a, 3b.

  The generator 11 generates power by electromagnetic induction using the rotation of the rotating shaft 11a. When the transmission mechanism 6 connects the rotation shaft 8 a of the internal combustion engine 8 and the rotation shaft 11 a of the generator 11, the generator 11 generates power using the rotational force generated by the internal combustion engine 8. When the transmission mechanism 6 connects the axles 4a and 4b and the generator 11, the generator 11 generates power using the rotational force of the axles 4a and 4b.

  The battery 12 generates a high DC voltage.

  Inverters 13 and 14 convert a DC voltage generated by battery 12 into an AC voltage. The inverter 13 supplies electric energy to the electric motor 9 by applying an AC voltage to the electric motor 9. The inverter 14 supplies electric energy to the electric motor 10 by applying an AC voltage to the electric motor 10. The inverters 13 and 14 can change at least one of the output voltage value, the output current value, and the output frequency under the control of the PHEV-ECU 34. Whether the inverters 13 and 14 change the output voltage value, the output current value, or the output frequency is determined depending on whether the motors 9 and 10 are of a type in which the rotation speed is determined by the voltage value, the current value, or the frequency .

  The inverter 15 converts the AC voltage generated by the generator 11 into a DC voltage. The DC voltage obtained by the inverter 15 is supplied to the battery 12.

  The contactors 16a, 16b, and 16c are interposed between the positive electrode of the battery 12 and the inverters 13, 14, and 15. Contactors 16a, 16b, and 16c turn on / off electrical connection between the positive electrode of battery 12 and inverters 13, 14, and 15 under the control of PHEV-ECU.

  The contactors 17a, 17b, and 17c are interposed between the negative electrode of the battery 12 and the inverters 14, 15, and 16. The contactors 17a, 17b, and 17c turn on / off the electrical connection between the negative electrode of the battery 12 and the inverters 14, 15, and 16 under the control of the PHEV-ECU.

  The service plug 18 can be connected to a cable for receiving power supply from an external power source as necessary. The service plug 18 electrically connects the cable and the charging device 19 when the cable is connected.

  The charging device 19 charges the battery 12 with power supplied from an external power source via a cable connected to the service plug 18.

  The driver unit 20 drives the actuator 21 under the control of the PHEV-ECU 34.

  The actuator 21 mechanically changes the state of the parking lock mechanism of the transmission mechanism 6.

  The fuel tank 22 stores fuel used by the internal combustion engine 8.

  The supply path 23 is a path for supplying fuel from the outside of the main body 1 to the fuel tank 22. The supply path 23 forms a supply port 23 a that opens toward the outside of the main body 1.

  The filler door 24 opens or closes the supply port 23a.

  The actuator 25 opens the filler door 24 under the control of the engine ECU 33.

  The sensor 26 detects opening / closing of the filler door 24. The sensor 26 outputs a detection signal indicating whether the filler door 24 is in an open state or a closed state. That is, the sensor 26 is an example of a detection unit. The sensor 26 may be built in the actuator 25.

  The position of the fuel gauge 27 changes according to the amount of fuel stored in the fuel tank 22 (hereinafter referred to as the remaining amount).

  The fuel meter 28 measures the remaining amount of fuel based on the position of the fuel gauge 27. The fuel meter 28 outputs a remaining amount measurement value.

  Thus, the fuel gauge 27 and the fuel meter 28 function as measurement means.

  The power switch 29 is a switch operated by the user in order to instruct start and stop of the hybrid vehicle 100.

  The open switch 30 is a switch operated by the user to instruct opening of the filler door 24.

  When the user operates the power switch 29, the OSS-ECU 31 performs power supply control of each unit after performing authentication communication.

  The ETACS-ECU 32 controls electrical components that are mounted on the hybrid vehicle 100 and are not shown in FIG. The electrical components to be controlled by the ETACS-ECU 32 are, for example, a headlight, a door mirror, a wiper, a door lock mechanism, a room lighting device, and a security alarm. The ETACS-ECU 32 controls various electrical components to achieve predetermined operations while appropriately communicating with the OSS-ECU 31, the engine-ECU 33, and the PHEV-ECU 34 to acquire necessary information. As an example, the ETACS-ECU 32 automatically deploys the door mirror if the door mirror is in the retracted state when the vehicle speed exceeds a specified value.

  The engine-ECU 33 controls the operation of the internal combustion engine 8. The engine-ECU 33 controls the actuator 25 for opening the filler door 24 and monitors the state of the filler door 24. The engine-ECU 33 appropriately communicates with the ETACS-ECU 32 and the PHEV-ECU 34 to acquire information necessary for various controls.

  The PHEV-ECU 34 is an example of a control device, and performs various control processes related to traveling of the hybrid vehicle 100. For example, the PHEV-ECU 34 includes a function as a switching unit that controls the state of the transmission mechanisms 6 and 7 according to the traveling state of the hybrid vehicle 100. The PHEV-ECU 34 controls the states of the inverters 13 and 14 and the contactors 16a, 16b, 16c, 17a, 17b, and 17c. As an example, the PHEV-ECU 34 is configured to connect the transmission mechanism 6 to the rotating shaft 9a of the electric motor 9 and the axles 4a and 4b and to rotate the transmission mechanism 7 in the electric vehicle (EV) mode. The shaft 10a is connected to the axles 5a and 5b, and the contactors 16a, 16b, 16c, 17a, 17b, and 17c are all turned on. In this state, the PHEV-ECU 34 calculates the required traveling output according to the operation of the accelerator pedal by the driver, and outputs the inverters 13 and 14 so as to operate the electric motors 9 and 10 to obtain the traveling output. To control. Here, in the present embodiment, the state where all of the contactors 16a, 16b, 16c, 17a, 17b, and 17c are turned on, that is, the startup state of the system may be set as the first state. In addition to this, the PHEV-ECU 34 has transmission mechanisms 6, 7, inverters 13, 14 and contactors 16 a, 16 b, 16 c so as to form various operation states as required in other existing hybrid vehicles. , 17a, 17b, 17c are controlled. The PHEV-ECU 34 appropriately communicates with the ETACS-ECU 32 and the engine-ECU 33 to acquire information necessary for various controls.

  FIG. 2 is a block diagram of the PHEV-ECU 34. In FIG. 2, the same parts as those shown in FIG. 1 are denoted by the same reference numerals.

  The PHEV-ECU 34 includes a CPU (central processing unit) 34a, a ROM (read-only memory) 34b, a RAM (random-access memory) 34c, an EEPROM (electrically erasable programmable read-only memory) 34d, and an interface unit (I / F unit). 34e and a communication unit 34f. These elements are connected to the bus 34g.

  The CPU 34a performs information processing for controlling the operation of each element to be controlled by the PHEV-ECU 34 based on the operating system and application programs stored in the ROM 34b and the RAM 34c.

  The ROM 34b stores the above operating system. The ROM 34b may store the above application program. The ROM 34b may store data that is referred to when the CPU 34a performs various processes.

  The RAM 34c is used as a so-called work area that stores data temporarily used when the CPU 34a performs various processes.

  The EEPROM 34d stores data used when the CPU 34a performs various processes and data generated by the processes performed by the CPU 34a. The data stored in the EEPROM 34d includes a replenishment flag. The replenishing flag selectively takes two states, on and off.

  The application program stored in the ROM 34b, the RAM 34c, or the EEPROM 34d includes a control program described with respect to processing to be described later. When this control program is stored in the RAM 34c or the EEPROM 34d, the transfer of the PHEV-ECU 34, the unit including the PHEV-ECU 34, or the hybrid vehicle 100 is generally in a state where the control program is stored in the RAM 34c or the EEPROM 34d. Done. However, the PHEV-ECU 34, the unit including the PHEV-ECU 34, or the hybrid vehicle 100 is transferred in a state where the control program is not stored in the RAM 34c or the EEPROM 34d, and the magnetic disk, magneto-optical disk, optical disk, semiconductor memory, etc. The control program is transferred to a removable recording medium or transferred via a network, and the PHEV-ECU 34, the unit including the PHEV-ECU 34, or a hybrid vehicle to which the control program is separately transferred. 100 RAM 34c or EEPROM 34d may be written.

  The interface unit 34e physically connects each element to be controlled by the PHEV-ECU 34. That is, the transmission mechanisms 6 and 7, the battery 12, the inverters 13 and 14, the contactors 16a, 16b, 16c, 17a, 17b, and 17c and the driver unit 20 are connected to the interface unit 34e. The interface unit 34e interfaces data exchange between each connected element and the CPU 34a.

  The communication unit 34f communicates with the OSS-ECU 31, the ETACS-ECU 32, and the engine-ECU 33.

  Next, the operation of hybrid vehicle 100 configured as described above will be described. The hybrid vehicle 100 has various functions similar to those of another existing hybrid vehicle. However, the operation related to these functions is the same as that of another existing hybrid vehicle, and thus detailed description thereof is omitted. . In the following, a detailed description will be given of the travel inhibition function in a state where fuel is being supplied to the fuel tank 22 (replenishment state).

  The CPU 34a repeatedly executes the supply determination process shown in FIG. 3 at regular time intervals. The time interval for executing the supply determination process may be arbitrarily determined by the PHEV-ECU 34 or the designer of the hybrid vehicle 100. However, the time interval is preferably shorter than the time required for normal replenishment work. The normal replenishment work refers to a work for replenishing several liters of gasoline at a gas station, for example.

  In step Sa1, the CPU 34a acquires the remaining amount measurement value output from the fuel meter 28 via the ETACS-ECU 32, and sets the value to the variable Rp.

  In step Sa2, the CPU 34a waits for a predetermined waiting time to elapse. The standby time is determined as a time when an increase in the remaining amount of the fuel tank 22 due to replenishment appears sufficiently as a change in the remaining amount measurement value output from the fuel meter 28.

  In step Sa3, the CPU 34a newly acquires the remaining amount measurement value output from the fuel meter 28 via the ETACS-ECU 32, and sets the value to the variable Rc.

  In step Sa4, the CPU 34a checks whether or not the increase amount of the remaining amount obtained as [Rc−Rp] is larger than a predetermined threshold value Rth. The threshold value Rth may be arbitrarily determined by the PHEV-ECU 34 or the designer of the hybrid vehicle 100. However, the threshold value Rth is typically larger than the increase that can occur in the remaining amount measurement value due to fuel fluctuations or the like when normal replenishment work is not performed, and within the standby time due to normal replenishment work. It is determined as a value smaller than the increase amount that can occur in the remaining amount measurement value.

  If YES is determined in step Sa4, that is, if the increase amount of the remaining amount of fuel in the standby time exceeds a certain amount, the CPU 34a proceeds to step Sa5. In step Sa5, the CPU 34a turns on the replenishment flag. Then, the CPU 34a ends the supply determination process.

  On the other hand, if NO is determined in step Sa4, that is, if the increase amount of the remaining amount of fuel in the standby time is equal to or less than a certain amount, the CPU 34a proceeds to step Sa6. In step Sa6, the CPU 34a turns off the replenishing flag. Then, the CPU 34a ends the supply determination process.

  As a result of the above replenishment determination process, it is determined that a state in which the remaining amount of fuel measured by the fuel meter 28 exceeds a certain amount within a certain time is a replenishment state, and at that time the replenishment flag is turned on. The Thus, the CPU 34a functions as a detection unit.

  The CPU 34a repeatedly executes the automatic transition process shown in FIG. 4 at predetermined timings as a task process different from the supply determination process. The timing for executing the automatic transition process may be arbitrarily determined by the PHEV-ECU 34 or the designer of the hybrid vehicle 100. As an example, it may be considered every time the replenishment determination process ends.

  In step Sb1, the CPU 34a checks whether or not the shift position is the parking position. When the shift position is the parking position, a state in which the axles 4a and 4b are locked by the parking lock mechanism provided in the transmission mechanism 6 is formed. Here, the state where the axles 4a and 4b are locked by the parking lock mechanism included in the transmission mechanism 6 may be set as the second state.

  If the CPU 34a determines NO in step Sb1, the CPU 34a proceeds to step Sb2, and confirms whether or not the high voltage system is in an activated state. The startup state of the high voltage system refers to a state in which the contactors 16a, 16b, 16c, 17a, 17b, and 17c are on and a high voltage is applied to the inverters 13 and 14.

  If it is determined YES in step Sb2, the CPU 34a proceeds to step Sb3 and confirms whether or not the operation mode is the traveling mode. The travel mode is a mode in which the hybrid vehicle 100 travels according to the operation of the accelerator pedal and the brake pedal by the driver.

  If it is determined YES in step Sb3, the CPU 34a proceeds to step Sb4 and checks whether or not a predetermined transition permission condition is satisfied. The transition permission condition is for confirming that the hybrid vehicle 100 is allowed to shift the shift position from another position to the parking position. The design of the PHEV-ECU 34 or the hybrid vehicle 100 is used. It may be arbitrarily determined by a person or the like. As an example, the transition permission condition includes that the vehicle speed is zero.

  If it is determined YES in step Sb4, the CPU 34a proceeds to step Sb5 and checks whether or not the replenishing flag is on.

  If it is determined as YES at Step Sb5, the CPU 34a proceeds to Step Sb6 and shifts the shift position to the parking position. That is, at this time, the CPU 34 a instructs the driver unit 20 to drive the actuator 21, and forms a state in which the axles 4 a and 4 b are locked by the parking lock mechanism provided in the transmission mechanism 6. When the transition to the parking position is completed, the CPU 34a ends the automatic transition process.

  On the other hand, if the CPU 34a determines YES in step Sb1, or if YES is determined in any of steps Sb2 to Sb5, the CPU 34a immediately ends the automatic transition process and does not shift the shift position.

  Thus, in the case where the fuel supply is performed in the state where the vehicle is not in the parking position although it is possible to shift to the parking position and start running in the EV mode, the hybrid The automobile 100 automatically transitions to the parking position.

  When the driver performs a shift operation using a shift lever or the like, the CPU 43a executes the change process shown in FIG. 5 as a process separate from the supply determination process and the automatic transition process.

  In step Sc1, the CPU 43a checks whether or not the shift position is the parking position.

  If the CPU 34a determines YES in Step Sc1, the CPU 34a proceeds to Step Sc2 and confirms whether or not the high voltage system is in an activated state.

  If the CPU 34a determines YES in Step Sc2, the CPU 34a proceeds to Step Sc3 and confirms whether or not the operation mode is the traveling mode.

  If the CPU 34a determines YES in Step Sc3, the CPU 34a proceeds to Step Sc4 to check whether or not the replenishing flag is off.

  If the CPU 34a determines YES in Step Sc4, it proceeds to Step Sc6.

  On the other hand, if the CPU 34a determines NO in step Sc1, the CPU 34a proceeds to step Sc5 and confirms whether or not the operation mode is the traveling mode.

  The CPU 34a also proceeds to step Sc6 when determining YES in step Sc5.

  In step Sc6, the CPU 34a changes the shift position according to the shift operation. Then, when the transition to the parking position is completed, the CPU 34a ends the change process.

  If the CPU 34a determines NO in any of steps Sc2, 3, 4, and 5, it immediately ends the automatic transition process and does not transition the shift position. That is, when fuel is being replenished at the parking position, the shift position is not changed even if a shift operation is performed, and the parking position remains unchanged.

  It should be noted that the time interval for executing the replenishment determination process should be longer than the standby time. However, the longer the time interval and standby time for executing the replenishment determination process, the longer the time lag from the start of replenishment until the shift position is shifted in step Sb6, or the shift position can be shifted in step Sc5 after replenishment is completed. The time lag until it becomes like will become large. Therefore, it is desirable that the time interval and the standby time be as short as possible within a range satisfying the above-described conditions.

  As described above, when the CPU 34a detects the supply state, the CPU 34a controls the transmission mechanism 6 so as to form a state in which the shift position is set to the parking position and the running is disabled. That is, the CPU 34a functions as a control unit.

  Thus, the hybrid vehicle 100 does not start running in the replenishment state. Therefore, the occurrence of inconveniences such as fuel scattering can be prevented when the vehicle starts to move during fuel supply.

  The hybrid vehicle 100 can operate the internal combustion engine 8 even in the replenishment state. Thereby, in the replenishment state, it is possible to charge the battery 12 using the electrical energy generated by the generator 11 using the rotational force generated by the internal combustion engine 8.

  This embodiment can be variously modified as follows.

  In the hybrid vehicle 100, fuel is replenished with the filler door 24 opened as indicated by a broken line in FIG. Therefore, the CPU 34a may detect a state where the filler door 24 is open as a replenishment state. Specifically, the CPU 34a acquires a detection signal output from the sensor 26 via the engine-ECU 33, and detects when the detection signal indicates an open state as a replenishment state. In this case, the CPU 34a does not perform the supply determination process. Then, the automatic transition process is changed as shown in the flowchart of FIG. In FIG. 6, the same processes as those shown in FIG. 2 are denoted by the same reference numerals. The flowchart shown in FIG. 6 includes step Sd1 instead of step Sb5 in FIG. In step Sd1, the CPU 34a checks whether or not the filler door 24 is opened as described above. Then, the CPU 34a proceeds to step Sb6 when determining YES here, and immediately ends the automatic transition process when determining NO. Similarly, the changing process may be modified so as to check whether or not the filler door 24 is closed instead of determining whether or not the replenishing flag is OFF in step Sc4.

  Fuel supply is typically performed in a state where a supply nozzle for discharging fuel is inserted from the supply port 23 a into the supply path 23. Therefore, a sensor that detects the presence or absence of the supply nozzle inserted from the supply port 23a may be provided, and the CPU 34a may detect the state in which the sensor detects the supply nozzle as the supply state.

  In the automatic transition process, some or all of steps Sb2 to Sb4 may be omitted.

  The present application can also be applied to an automobile equipped with only an internal combustion engine as a prime mover.

  The possibility that the replenishment work is started while the hybrid vehicle 100 is traveling is low. Therefore, the CPU 34a may execute the replenishment determination process, the automatic transition process, and the change process only when the hybrid vehicle 100 is stopped. In this way, it is possible to reduce the load on the CPU 34a when the hybrid vehicle 100 is traveling.

  The present invention is not limited to the above-described embodiments as they are, and can be embodied by modifying the constituent elements without departing from the scope of the invention in the implementation stage. Various inventions can be formed by appropriately combining a plurality of constituent elements disclosed in the above-described embodiments. For example, you may delete some components from all the components shown by embodiment mentioned above. Furthermore, you may combine the component covering different embodiment suitably.

  DESCRIPTION OF SYMBOLS 1 ... Main body, 2a, 2b ... Front wheel, 2a, 2b ... Front wheel, 3a, 3b ... Rear wheel, 4a, 4b, 5a, 5b ... Axle, 6, 7 ... Transmission mechanism, 8 ... Internal combustion engine, 9, 10 ... Electric motor , 11 ... generator, 12 ... battery, 13, 14, 15 ... inverter, 16a, 16b, 16c, 17a, 17b, 17c ... contactor, 18 ... service plug, 19 ... charging device, 20 ... driver unit, 21 ... actuator , 22 ... Fuel tank, 23 ... Supply path, 24 ... Filler door, 25 ... Actuator, 26 ... Sensor, 27 ... Fuel gauge, 28 ... Fuel meter, 29 ... Power switch, 30 ... Open switch, 31 ... OSS-ECU, 32 ... ETACS-ECU, 33 ... Engine-ECU, 34 ... PHEV-ECU, 34a ... CPU, 34b ... ROM, 34c ... RAM, 34d ... EPROM, 34e ... interface unit, 34f ... communication unit, 100 ... hybrid car.

Claims (6)

Detecting means for detecting that the fuel tank mounted on the vehicle is in a replenishment state where fuel can be replenished;
A switching device that switches from one state to the other of the first state that permits traveling of the vehicle and the second state that prohibits traveling, and a vehicle control device comprising:
The switching device switches from the first state to the second state when the detection unit detects that the vehicle is in the replenishment state when the vehicle is in the first state. . The switching means is
In response to a request from the driver to switch to the first state in the second state, the first state is entered when the detection means does not detect that the replenishment state is present 2. The vehicle control device according to claim 1, wherein the second state is maintained when the detection unit detects that the replenishment state is switched. 3. The vehicle is
An electric motor for running the vehicle;
A high voltage system for supplying power to the electric motor,
The vehicle control device according to claim 1, wherein the first state switched by the switching unit is a state in which the high voltage system is activated. The vehicle is
A door for opening and closing a supply port for supplying the fuel to the fuel tank;
4. The vehicle control device according to claim 1, wherein the detection unit detects an open state in which the door is open as the replenishment state. 5. The vehicle is
Further comprising measuring means for measuring the amount of fuel stored in the fuel tank;
4. The vehicle control device according to claim 1, wherein the detection unit detects a state in which the storage amount measured by the measurement unit increases as the replenishment state. 5. The vehicle is
A parking lock mechanism;
6. The vehicle control device according to claim 1, wherein the switching unit sets the second state when the parking lock mechanism is operated to lock the wheels. 6.

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