JP2013180739A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device that can provide a guidance for regularly prompting a driver to supplying fuel by a simple configuration.SOLUTION: A vehicle control device having a fuel tank 203 and an engine 12 into which fuel refueled into the fuel tank 203 is refueled includes: a refueling rate detector for detecting a refueling rate to the fuel tank 203; a time measuring unit for measuring a passing period X from certain timing; an integrated fuel feed rate calculation unit for calculating an integrated refueling rate Y in which the refueling rate during the passing period is integrated; and a guide unit for providing a driver with a guidance for promoting the refueling when the integrated refueling rate Y is lower than a specific rate B and when the passing period X exceeds a certain period A.

Description

  The present invention relates to a vehicle control device, and more particularly to a vehicle control device that suppresses fuel deterioration by prompting a driver to refuel.

  In recent years, a hybrid vehicle equipped with an engine and a motor as a drive source is known as a vehicle that can generate power even in a state in which a loaded fuel (for example, gasoline) is not consumed. The engine generates motive power for driving the vehicle with the loaded fuel, and the motor generates motive power for driving the vehicle with electric power from a power storage device (for example, a battery).

  The battery is charged with electric power generated by a generator driven by an engine, electric power regenerated using a motor when the vehicle is decelerated, or the like. In such a hybrid vehicle, a plug-in hybrid vehicle that can charge a battery with electric power supplied from a power source external to the vehicle is also known.

  The hybrid vehicle can travel by using either one or both of the engine and the motor as a drive source according to the driving state of the vehicle. Therefore, for example, when the remaining capacity of the battery is large, it is possible to stop the engine and travel using only the motor as a drive source. Further, for example, in order to suppress fuel consumption, there is a case where a mode in which the vehicle travels using only the motor as a drive source is selected by operating a switch by the driver.

  Therefore, in the hybrid vehicle, the ratio of the time for operating the engine tends to be small with respect to the entire driving time. In particular, in a plug-in hybrid vehicle, if the battery is frequently charged by a power supply external to the vehicle, the time required to move the engine to generate electric power to be charged in the battery can be shortened, so the above ratio tends to be smaller. . Therefore, in the case of the vehicle as described above, it is assumed that the time for operating the engine will be further shortened in the future due to the improvement of battery technology.

  When the engine is operated for a short time, fuel consumption is reduced. Therefore, the fuel stays in the tank for a long time, and the fuel is likely to be oxidized and deteriorated. For example, in the case of gasoline, it is oxidized and deteriorated due to storage temperature, contact with moisture and air, and the like. The oxidized and deteriorated fuel causes various problems. For example, the use of degraded gasoline can corrode fuel circulation systems (such as fuel tanks, piping and engine parts).

  Therefore, technologies have been proposed that attempt to operate the engine periodically and consume the loaded fuel, and reduce the fuel deterioration by changing the driving probability of the engine that uses the fuel according to the degree of fuel deterioration. There is disclosed a control device that can be used (see, for example, Patent Document 1).

  In the invention disclosed in Patent Document 1, when it is estimated that there is a high possibility that the fuel has deteriorated based on the amount of change in the fuel in the fuel tank, the engine start determination value is set low. As a result, the driving probability of the engine is increased and the frequency of fuel use is increased, so that deterioration of the fuel can be reduced.

  In addition, a fuel deterioration detection device that can detect the degree of oxidation deterioration of fuel in a fuel tank and notify the user of the deterioration is disclosed (for example, see Patent Document 2).

  The invention disclosed in Patent Document 2 warns the oxidative degradation of the fuel when the degree of oxidative degradation of the detected fuel exceeds the first threshold by the detecting means for detecting the oxidative degradation level of the fuel. is there. Further, when the degree of oxidative deterioration of the fuel exceeds a second threshold value that is higher than the first threshold value, the operation of the engine is stopped.

JP 2010-018128 A JP 2008-281486 A

  However, the invention disclosed in the cited document 1 does not prompt the driver to replenish a certain amount of fuel at an early stage after fuel deterioration has progressed. In addition, the invention disclosed in the cited document 2 employs a fuel deterioration detection device that takes out a part of the fuel in the tank and actually measures the degree of fuel deterioration by a chemical method in the vehicle. The structure is complicated, the number of parts is large, and it is necessary to replenish solvents and titrants. As a result, the manufacturing cost is considered to be high. In addition, it is considered that there is a case where the degree of deterioration cannot be measured because there is no solvent or titrant.

  The present invention has been made to solve such a problem, and provides a vehicle control device capable of presenting guidance for prompting a driver to refuel regularly with a simple configuration. The purpose is that.

  In order to achieve the above object, a vehicle control device according to the present invention is (1) a vehicle control device including a fuel tank and an engine to which fuel supplied into the fuel tank is supplied. An oil supply amount detecting means for detecting the amount of oil supplied to the vehicle, a time measuring means for measuring an elapsed period from a predetermined timing, and an integrated fuel supply amount calculation for calculating an integrated fuel supply amount obtained by integrating the fuel supply amount within the elapsed period And means for presenting guidance for prompting the driver to refuel when the accumulated fuel refueling amount is less than a predetermined amount and the elapsed period has passed the predetermined period.

  With this configuration, the vehicle control apparatus according to the present invention presents guidance that prompts the driver to refuel when the accumulated fuel refueling amount is less than the predetermined amount and the elapsed period has passed the predetermined period. . Therefore, the determination as to whether or not to provide guidance for prompting the driver to refuel is made based on two factors: the accumulated fuel refueling amount and the elapsed period.

  Thereby, refueling by a driver can be induced at an early stage. If the required amount of fuel is supplied, the degree of deterioration of the fuel in the fuel tank becomes low, and as a result, fuel deterioration is suppressed. By suppressing fuel deterioration, the possibility of corrosion of the fuel circulation system (fuel tank, piping, engine parts, etc.) can be reduced. The vehicle control device can be realized with a simple configuration.

  Further, the vehicle control device according to the present invention is the vehicle control device according to (1), wherein (2) when the guiding means presents the guidance, the accumulated fuel supply amount is equal to the predetermined amount. The guide presentation state is maintained until the amount is equal to or more than a predetermined amount.

  With this configuration, the vehicle control device according to the present invention maintains the guidance presentation state when the guidance means is presenting guidance until the accumulated fuel supply amount becomes equal to or greater than a predetermined amount. More specifically, after the guidance is presented once, the vehicle control apparatus according to the present invention presents the guidance until the accumulated fuel supply amount becomes a predetermined amount or more due to execution of the required amount of fueling. Keep the state that has been set.

  Thus, after the guidance is presented, the driver can always be urged to refuel until the required amount of fuel is refueled. Therefore, it is possible to continuously encourage the driver to refuel, and to quickly improve the deterioration of the fuel in the fuel tank.

  The vehicle control device according to the present invention is the vehicle control device according to the above (1) or (2), wherein (3) the guide means is configured to display the integrated fuel in a state where the guide is presented. When the amount of oil supply becomes equal to or greater than the predetermined amount, the guidance is not presented.

  With this configuration, in the vehicle control device according to the present invention, when the guidance is presented, the guidance means does not present the guidance when the accumulated fuel supply amount becomes a predetermined amount or more by refueling. More specifically, the control device for a vehicle according to the present invention provides guidance when the required amount of fueling has been executed and the accumulated fuel refueling amount is equal to or greater than a predetermined amount while the presentation of guidance is maintained. Is stopped and no guidance is presented.

  Thereby, it is possible to inform the driver that the deterioration of the fuel in the fuel tank has become below a certain level.

  The vehicle control device according to the present invention is the vehicle control device according to any one of (1) to (3), wherein (4) the guide means is configured so that the elapsed period has not passed a predetermined period. In addition, when the accumulated fuel supply amount is equal to or greater than a predetermined amount, the guidance is not presented.

  With this configuration, in the vehicle control apparatus according to the present invention, the guidance means does not present guidance when the accumulated fuel supply amount becomes equal to or greater than the predetermined amount before the elapsed period elapses. This is because the elapsed time does not pass the predetermined period because the elapsed time count is reset if the accumulated fuel supply amount exceeds the predetermined amount before the elapsed period passes the predetermined period. Therefore, no guidance is presented.

  Accordingly, when the fuel is appropriately supplied into the fuel tank and the deterioration of the fuel in the fuel tank is kept below a certain level, the guidance can be prevented from being presented.

  The vehicle control device according to the present invention is the vehicle control device according to any one of (1) to (4), wherein (5) the predetermined fuel supply amount is the predetermined fuel supply amount. It has a configuration that is when it becomes more than a fixed amount.

  With this configuration, the vehicle control apparatus according to the present invention sets the predetermined timing when the accumulated fuel supply amount becomes equal to or greater than a predetermined amount. This means that the predetermined timing is newly set when the accumulated fuel supply amount becomes a predetermined amount or more.

  As a result, the counting of the elapsed period is reset, and the supply amount integration process for obtaining the integrated fuel supply amount is reset. Then, the elapsed period can be newly advanced.

  The vehicle control device according to the present invention is the vehicle control device according to any one of (1) to (5), wherein (6) the vehicle is refueled into the fuel tank. It has a configuration that can run without using any kind of fuel.

  With this configuration, the vehicle control apparatus according to the present invention can be applied to a vehicle capable of traveling without using at least one type of fuel supplied into the fuel tank. A vehicle that can run without using at least one type of fuel supplied in the fuel tank is less likely to consume fuel than other vehicles. There is an advantage of using a control device.

  ADVANTAGE OF THE INVENTION According to this invention, the control apparatus of the vehicle which can show the guidance which prompts a driver | operator for fuel supply regularly with a simple structure can be provided.

It is a schematic block diagram of the vehicle carrying the control apparatus which concerns on embodiment of this invention. It is a schematic block diagram for demonstrating the structure of the control apparatus which concerns on embodiment of this invention. It is a flowchart which controls the count of the elapsed period at the time of refueling. It is a flowchart which controls the display of the indicator lamp in an ignition-on state. It is the figure which showed the fluctuation | variation of the peroxide value of the gasoline with respect to regular refueling.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the vehicle control device according to the present invention is applied to a parallel series plug-in hybrid vehicle that can be driven only by a motor generator and can be charged by electric power from a commercial power source. A case will be described as an example.

  As shown in FIG. 1, a hybrid vehicle 11 includes an engine 12, a power transmission device 15 that transmits power input from the engine 12 to drive wheels 14L and 14R via a drive shaft 13 as a drive shaft, and a hybrid vehicle. 11, a hybrid electronic control unit (hereinafter referred to as a hybrid ECU) 100 that controls the whole.

  The engine 12 burns fuel such as gasoline or light oil to output power, and an engine electronic control unit (hereinafter referred to as an engine ECU) that inputs signals from various sensors that detect the operating state of the engine 12. ) 101 performs operation control such as fuel injection control, ignition control, intake air amount adjustment control, and the like.

  The engine ECU 101 communicates with the hybrid ECU 100 via a high-speed CAN (Controller Area Network), controls the operation of the engine 12 based on a control signal input from the hybrid ECU 100, and if necessary, the engine 12 The data regarding the driving state is output to the hybrid ECU 100.

  The power transmission device 15 includes a motor generator MG1, a motor generator MG2, a speed reducer 17 connected to the rotor shaft 36 of the motor generator MG2, and a power distribution mechanism 18 that distributes power between the engine 12 and the motor generator MG1. It is equipped with.

  The power distribution mechanism 18 includes a sun gear 21 coupled to a hollow sun gear shaft 20 that passes through the center of a crankshaft 19 serving as an output shaft of the engine 12, a ring gear 22 that has the same center axis as the sun gear 21, and a sun gear. And a plurality of pinion gears 23 that are disposed between the ring gear 22 and revolve while rotating on the outer periphery of the sun gear 21, and an input shaft 26 that is coupled to the end of the crankshaft 19 via a damper 24. Yes. The power distribution mechanism 18 includes a carrier 25 that supports the rotation shaft of each pinion gear 23, and constitutes a planetary gear mechanism that performs a differential action with the sun gear 21, the ring gear 22, and the carrier 25 as rotational elements.

  The motor generator MG1 functions as a generator and an electric motor according to the power distribution and integration by the power distribution mechanism 18. That is, when the hybrid vehicle 11 travels, the power distribution mechanism 18 distributes the power input from the engine 12 to the carrier 25 to the sun gear 21 side and the ring gear 22 side according to the gear ratio. The motor generator MG1 is caused to function as a generator, and the power is transmitted to the drive wheels 14L and 14R. When the hybrid vehicle 11 travels, when the motor generator MG1 functions as an electric motor, the power distribution mechanism 18 receives the power from the engine 12 input from the carrier 25 and the motor generator MG1 input from the sun gear 21. The power is integrated and output to the ring gear 22 side.

  Further, when the engine 12 is started while the hybrid vehicle 11 is stopped, the power distribution mechanism 18 transmits the power from the engine 12 to the motor generator MG1, which causes the motor generator MG1 to generate power. It comes to function as a machine.

  The motor generator MG2 functions as a drive source and transmits power to the drive wheels 14L and 14R when the engine 12 is stopped while the engine 12 is stopped and when the vehicle is running under a light load.

  Motor generator MG1 includes a stator 28 that forms a rotating magnetic field, and a rotor 29 that is disposed inside stator 28 and in which a plurality of permanent magnets are embedded, and stator 28 is wound around the stator core and the stator core. It has a three-phase coil that is turned. The rotor 29 is coupled to the sun gear shaft 20 that rotates integrally with the sun gear 21 of the power distribution mechanism 18, and the stator core of the stator 28 is fixed to the inner peripheral portion of the main body case 51. Therefore, motor generator MG1 is housed in main body case 51.

  The motor generator MG1 configured as described above operates as an electric motor that rotationally drives the rotor 29 by the interaction between the magnetic field formed by the permanent magnet embedded in the rotor 29 and the magnetic field formed by the three-phase coil. . The motor generator MG1 also operates as a generator that generates electromotive force at both ends of the three-phase coil by the interaction between the magnetic field generated by the permanent magnet and the rotation of the rotor 29.

  Motor generator MG2 includes a stator 32 that forms a rotating magnetic field, and a rotor 33 that is disposed inside stator 32 and has a plurality of permanent magnets embedded therein. Stator 32 is wound around the stator core and the stator core. It has a three-phase coil that is turned. The rotor shaft 36 of the rotor 33 is connected to the speed reducer 17, and the stator core of the stator 32 is fixed to the inner peripheral portion of the main body case 51. Therefore, motor generator MG2 is housed in main body case 51.

  The motor generator MG2 also operates as a generator that generates electromotive force at both ends of the three-phase coil by the interaction between the magnetic field generated by the permanent magnet and the rotation of the rotor 33. Motor generator MG2 is also configured to operate as an electric motor that rotationally drives rotor 33 by the interaction between a magnetic field generated by a permanent magnet and a magnetic field formed by a three-phase coil.

  Further, the speed reducer 17 performs a speed reduction by having a structure in which the carrier 38 is fixed to the main body case 51 of the power transmission device 15. Specifically, the reduction gear 17 meshes with a sun gear 37 coupled to the rotor shaft 36 of the rotor 33, a ring gear 39 that rotates integrally with the ring gear 22 of the power distribution mechanism 18, and the ring gear 39 and the sun gear 37. A planetary gear mechanism is configured by including a pinion gear 40 that transmits the rotation of the sun gear 37 to the ring gear 39 and a carrier 38 having a support shaft that rotatably supports the pinion gear 40.

  Furthermore, a counter drive gear 52 is provided on the ring gear 39 of the speed reducer 17 and the ring gear 22 of the power distribution mechanism 18 so as to rotate integrally. The counter drive gear 52 is connected to a gear mechanism 56, and the gear mechanism 56 is connected to a differential gear 57. The power output to the counter drive gear 52 is transmitted from the counter drive gear 52 to the differential gear 57 via the gear mechanism 56.

  The differential gear 57 is connected to the drive shaft 13, and the drive shaft 13 is connected to the drive wheels 14L and 14R. The power transmitted to the differential gear 57 is output to the drive wheels 14L and 14R via the drive shaft 13.

  Motor generator MG1 and motor generator MG2 exchange power with battery 63 via inverter 61 and inverter 62. Power line 64 connecting inverter 61 and inverter 62 and battery 63 is configured as a positive and negative bus shared by inverter 61 and inverter 62, and is generated by one of motor generators MG1 and MG2. Can be consumed by the other motor generator.

  The motor generator MG1 and the motor generator MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 102.

  The motor ECU 102 has signals necessary for driving and controlling the motor generator MG1 and the motor generator MG2, for example, a rotational position detection sensor 111 and a rotational position detection for detecting the rotational positions of the rotors of the motor generator MG1 and the motor generator MG2, respectively. A signal input from the sensor 112, a phase current applied to the motor generator MG1 and the motor generator MG2 detected by a current sensor (not shown), and the like are input. On the other hand, the motor ECU 102 outputs a switching control signal to the inverter 61 and the inverter 62.

  The motor ECU 102 communicates with the hybrid ECU 100 via the high-speed CAN. By controlling the inverter 61 and the inverter 62 in accordance with a control signal input from the hybrid ECU 100, the motor generator MG1 and the motor generator MG2 are controlled. It comes to drive.

  The battery 63 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 103 for states such as storage capacity and temperature, and the battery ECU 103 has signals necessary for managing the state of the battery 63, for example, The voltage between terminals from a voltage sensor (not shown) installed between the terminals of the battery 63, the charge / discharge current from a current sensor (not shown) attached to the power line 64 connected to the output terminal of the battery 63, and the battery 63 A battery temperature or the like from a temperature sensor (not shown) is input. Further, the battery ECU 103 outputs data related to the state of the battery 63 to the hybrid ECU 100 as necessary. Further, the battery ECU 103 calculates an SOC (State of charge) representing the remaining capacity based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the state of the battery 63.

  The power line 64 is connected to a DC / DC converter 68 that converts the voltage of the DC power and supplies it to the battery 63. The DC / DC converter 68 is connected to a commercial power source supplied via a power cord 70. An AC / DC converter 69 that converts the AC power into DC power is connected. Therefore, by connecting the power cord 70 to a commercial power source as an external power source and controlling the AC / DC converter 69 and the DC / DC converter 68, the battery 63 can be charged with power from the commercial power source. Note that the AC / DC converter 69 and the DC / DC converter 68 are controlled by the hybrid ECU 100.

  Further, the hybrid ECU 100 outputs a switching control signal to the AC / DC converter 69, a switching control signal of the DC / DC converter 68, and the like via an output port.

  Further, in hybrid vehicle 11 according to the present embodiment, the system is stopped at home or at a preset charging point, and when power cord 70 is connected to a commercial power source, hybrid ECU 100 includes DC / DC converter 68 and AC / DC. By controlling the converter 69, the battery 63 is fully charged or in a predetermined charging state lower than full charge by the electric power from the commercial power source. When the system is activated after the battery 63 is charged, the hybrid ECU 100 normally travels in the motor operation mode until the SOC of the battery 63 decreases to a threshold value Shv that is sufficient to start the engine 12. The priority is set to the electric travel priority mode, and when the SOC of the battery 63 becomes equal to or less than the threshold value Shv, the hybrid travel priority mode that prioritizes the travel in the engine operation mode is set.

  On the other hand, as shown in FIG. 1, the hybrid ECU 100 includes a microprocessor centering on a CPU (Central processing unit) 100 a. Hybrid ECU 100 further includes a ROM (Read only memory) 100b for storing a processing program, a RAM (Random access memory) 100c for temporarily storing data, and an input / output port and a communication port (not shown). .

  The hybrid ECU 100 includes an ignition signal Ig from an ignition switch (IG) 113, a shift position signal SP from a shift position sensor 114 that detects an operation position of a shift lever 91 that is manually operated by the driver, and an accelerator that is depressed by the driver. An accelerator opening signal Acc from the accelerator pedal position sensor 115 that detects the depression amount of the pedal 92, a brake pedal position signal BP from the brake pedal position sensor 116 that detects the depression amount of the brake pedal 93, and a vehicle speed signal from the vehicle speed sensor 117 V or the like is input via an input port.

  As described above, hybrid ECU 100 is connected to engine ECU 101, motor ECU 102, and battery ECU 103 via high-speed CAN, and exchanges various control signals and data with engine ECU 101, motor ECU 102, and battery ECU 103. It has become.

  As shown in FIG. 2, the hybrid ECU 100 is electrically connected to an indicator lamp 202, an engine ECU 101, and a fuel tank 203 of an instrument panel (hereinafter referred to as “instrument panel”) 201.

  The hybrid ECU 100 controls the turning on and off of the indicator lamp 202 in the instrument panel 201 by transmitting a control signal.

  As described above, hybrid ECU 100 is connected to engine ECU 101 via high-speed CAN. Hybrid ECU 100 is connected to engine 12 via engine ECU 101. The hybrid ECU 100 can acquire the fuel injection amount obtained by the engine ECU 101 by executing the fuel injection control, for example, from the engine ECU 101. The fuel injection amount can be considered as a fuel consumption amount.

  When the fuel is supplied to the fuel tank 203, the hybrid ECU 100 can acquire the amount of fuel supplied via a sensor (not shown). The sensor is constituted by a fuel gauge (sender gauge or the like) attached to the fuel tank 203, for example. The hybrid ECU 100 can calculate the fuel supply amount from the difference obtained by subtracting the fuel remaining amount before refueling from the fuel remaining amount after refueling.

  The gasoline in the fuel tank 203 passes through the fuel pipe 204 and is pressurized by a fuel pump (not shown) and then supplied to the engine 12. The gasoline supplied to the engine 12 is injected into the cylinder by a fuel injector (not shown) provided in each cylinder.

  The characteristic configuration of the vehicle control apparatus according to the embodiment of the present invention will be described below with reference to FIGS.

  The characteristic configuration of the vehicle control device according to the embodiment of the present invention is that the fuel is supplied to the driver when the accumulated fuel supply amount Y is less than the predetermined amount B and the elapsed period X has passed the predetermined period A. It is to present prompting information. More specifically, the control device presents a guide for prompting the driver to refuel using a guide means at a predetermined time by executing internal processing with the accumulated fuel refueling amount and the elapsed period as variables. If the driver who is urged to refuel by the guiding means performs the refueling of a required amount, the degree of deterioration of the fuel in the fuel tank 203 decreases, and as a result, the possibility of corrosion of the fuel circulation system can be reduced.

  The hybrid ECU 100 constituting the control device of the present invention is used in a vehicle including a fuel tank 203 and an engine 12 to which fuel supplied into the fuel tank 203 is supplied.

  Further, the hybrid ECU 100 detects the amount of fuel supplied into the fuel tank 203. Therefore, the refueling amount detection means is normally configured by a sensor that detects the remaining amount of fuel in the fuel tank 203 and the hybrid ECU 100. Specifically, the detection is performed by a processing program stored in the ROM of the hybrid ECU 100.

  For example, when there is an opening history of the fuel filler opening, the hybrid ECU 100 obtains the remaining fuel amount before and after fueling from a sender gauge attached to the fuel tank 203. Then, the remaining fuel amount before refueling is subtracted from the remaining fuel amount after refueling, and the difference is calculated as the refueling amount.

  The hybrid ECU 100 measures the elapsed period X. The elapsed period X is a period (time) from a predetermined timing C to the present time. Therefore, the hybrid ECU 100 constitutes a time measuring means. Specifically, the timing is performed by a processing program stored in the ROM of the hybrid ECU 100.

  The predetermined timing C corresponds to the start time when the elapsed period X is measured. The predetermined timing C is usually when the elapsed period is reset by executing an internal process described later. In other words, the predetermined timing C is when the accumulated fuel supply amount Y becomes equal to or greater than the predetermined amount B. The predetermined timing C may be any time after the vehicle is delivered and before the count of the elapsed period X is first reset. For example, when the vehicle is shipped or when the vehicle is first refueled after the vehicle is shipped.

  Therefore, the timer and counter provided in the hybrid ECU 100 constitute a time measuring means. Note that the time measuring means may be configured by a physical mechanism. Further, the hybrid ECU 100 stores a predetermined timing C, which is a certain date and time, obtains the current time from a clock of the navigation device or the like in response to a request at the time of execution of internal processing described later, and starts from the predetermined timing C. A period (time) up to the present time may be calculated.

  Further, the hybrid ECU 100 calculates an integrated fuel refueling amount Y. The accumulated fuel supply amount Y is a value obtained by integrating individual fuel supply amounts within the elapsed period X. Therefore, the hybrid ECU 100 constitutes an integrated fuel supply amount calculation unit. Specifically, the calculation is performed by a processing program stored in the ROM of the hybrid ECU 100. The value memory is stored in the ROM of the hybrid ECU 100.

  The hybrid ECU 100 may, for example, store the individual fuel supply amounts for each fuel supply, and integrate all the fuel supply amounts within the elapsed period X in response to a request at the time of executing internal processing to be described later. In addition, each refueling amount may not be stored for each refueling, but may be integrated every time refueling, and the integrated value of the refueling amount within the elapsed period X may be stored (a so-called counter).

  When fuel is not supplied during the elapsed period X, the accumulated fuel supply amount Y is zero. When refueling is performed once during the elapsed period X, the one refueling amount becomes the integrated fuel refueling amount Y. When refueling is performed a plurality of times during the elapsed period X, the amount obtained by integrating the individual refueling amounts becomes the integrated fuel refueling amount Y.

  Further, the hybrid ECU 100 presents guidance that prompts the driver to refuel at a predetermined time. The predetermined time is when the integrated fuel supply amount Y is less than the predetermined amount B and the elapsed period X has passed the predetermined period A. Therefore, the guide means is usually constituted by an indicator lamp or a liquid crystal panel and the hybrid ECU 100. Specifically, the guidance is presented by a processing program stored in the ROM of the hybrid ECU 100.

  The predetermined period A can be arbitrarily set. In the present embodiment, for example, the predetermined period A is set to 6 months. The predetermined period A is basically a constant, but can be a variable. As a variable, for example, when a good quality fuel is used, the deterioration speed is slow. Therefore, when the predetermined period A is set long, and a poor quality fuel is used, the deterioration speed is fast. It is conceivable to set the predetermined period A short.

  The predetermined amount B can be arbitrarily set. In the present embodiment, for example, the predetermined amount B is set to half the capacity of the fuel tank 203 of the vehicle. The predetermined amount B is basically a constant, but can be a variable. For example, when the elapsed period X greatly exceeds the predetermined period A, there is a high possibility that the fuel is excessively deteriorated. In this case, the predetermined amount B is usually set according to a certain rule. It is possible to make it larger.

  For example, when a predetermined period A = 6 months and a predetermined amount B = 20 L (half of the fuel tank 203 capacity of the vehicle) are set for a vehicle with a fuel tank 203 capacity of 40 L, the hybrid ECU 100 [1] a predetermined timing C The accumulated fuel supply amount Y from (when the previous timer is reset) to the current time is less than 20L, and [2] the period from the predetermined timing C (when the previous timer is reset) to the current time is 6 months When the time has elapsed, the driver is encouraged to refuel via the indicator light 202.

  The indicator lamp 202 is not particularly limited, and a known method can be adopted. ON / OFF of the indicator lamp 202 is controlled by the hybrid ECU 100. Therefore, the indicator lamp 202 constitutes a guide means. In addition, as a guidance means, you may be comprised by the liquid crystal panel of the navigation apparatus. More specifically, for example, a display relating to a message “please refuel to avoid fuel deterioration” is turned on, or the message is displayed on the liquid crystal panel.

  The guide means is not limited to visual ones, and may be constituted by, for example, a device that outputs a guidance sound or sound from a speaker or the like, or may be constituted by a combination thereof.

  When the guidance by the indicator lamp 202 is turned on (presentation state), the on state is normally continued until the fuel supply with the accumulated fuel refueling amount Y equal to or greater than the predetermined amount B is performed. Even in this case, it is also possible to make it possible to turn it off by an arbitrary operation such as pressing an off button.

  The internal processing of the vehicle control apparatus according to the embodiment of the present invention will be described with reference to FIGS.

  The following processing is executed by the CPU 100a configuring the hybrid ECU 100 when refueling is performed (processing in FIG. 3) and at predetermined time intervals (processing in FIG. 4). The following processing realizes a program that can be processed by the CPU 100a.

  The process of FIG. 3 will be described. The process of FIG. 3 is performed when refueling is performed. As shown in FIG. 3, first, the hybrid ECU 100 detects the amount of oil supply at that time (step S1).

  Next, the hybrid ECU 100 calculates an integrated fuel supply amount Y by integrating all the supply amounts within the elapsed period X based on the supply amount detected in step S1 (step S2).

  Next, the hybrid ECU 100 determines whether or not the accumulated fuel supply amount Y is less than a predetermined amount B (step S3).

Hybrid ECU100 If the cumulative fuel oil amount Y is determined to be smaller than the predetermined amount B (YES in step S3), and hybrid ECU100 continues counting the elapsed time _{X 0} (step S4). That is, the hybrid ECU100, without stopping the counting of the elapsed time period X from the predetermined timing _{C 0,} proceed every moment.

On the other hand, the hybrid ECU100 If the accumulated refueling quantity Y is equal to or greater than the predetermined amount B (NO in step S3), and hybrid ECU100 is stopped counting the elapsed time _{X 0,} resets the counter (step S5) . Then, the hybrid ECU 100 starts counting again, and newly counts the elapsed period X1 every moment. In this case, the beginning of age X ₁ (beginning of the re-counting elapsed time X) is set as a new predetermined timing C _1.

At this time, along with the count reset the elapsed time _{X 0,} hybrid ECU100 is stopped integration of age _{X 0,} resets the integration processing so far (step S6). Along with the count start of the transitional period X _1, hybrid ECU100 is integrated starts processing, calculates a new cumulative fuel oil amount calculating amounts Y ₁ again.

  The process of FIG. 4 will be described. The process of FIG. 4 is performed at predetermined time intervals when the ignition switch is ON. As shown in FIG. 4, the hybrid ECU 100 confirms the elapsed period X at that time (step S11).

  Next, the hybrid ECU 100 determines whether or not the elapsed period X has passed the predetermined period A (step S12).

  When the hybrid ECU 100 determines that the elapsed period X has passed the predetermined period A (YES in step S12), the hybrid ECU 100 displays the indicator lamp 202 (step S13). If the indicator lamp 202 is already being displayed, the hybrid ECU 100 continues the display.

  On the other hand, when the hybrid ECU 100 determines that the elapsed period X has not passed the predetermined period A (NO in step S12), the display lamp 202 is hidden (step S14). When the indicator lamp 202 is not displayed, the hybrid ECU 100 continues the non-display state.

  As described above, in the vehicle control apparatus according to the embodiment of the present invention, the hybrid ECU 100 determines that when the accumulated fuel supply amount Y is less than the predetermined amount B and the elapsed period X has passed the predetermined period A, Present a guide to the driver to refuel. Therefore, the determination as to whether or not to provide guidance for prompting the driver to refuel is made based on two factors: the accumulated fuel refueling amount and the elapsed period.

  Thereby, the vehicle control apparatus according to the embodiment of the present invention can guide refueling by the driver at an early stage. If the required amount of fuel is supplied, the degree of deterioration of the fuel in the fuel tank 203 is reduced, and as a result, fuel deterioration is suppressed. By suppressing fuel deterioration, the possibility of corrosion of the fuel circulation system (fuel tank 203, piping, engine 12 components, etc.) can be reduced. The vehicle control device can be realized with a simple configuration.

  Further, in the vehicle control apparatus according to the embodiment of the present invention, when the hybrid ECU 100 presents the guidance, the hybrid ECU 100 maintains the guidance presentation state until the accumulated fuel supply amount becomes a predetermined amount or more. More specifically, after the guidance is presented once, the hybrid ECU 100 maintains the state in which the guidance is presented until the required amount of fueling is executed and the accumulated fuel supply amount becomes a predetermined amount or more. .

  As a result, the vehicle control apparatus according to the embodiment of the present invention can always prompt the driver to refuel until the required amount of fuel is refueled after the guidance is presented. Therefore, the driver can be continuously urged to refuel, and the deterioration of the fuel in the fuel tank 203 can be improved at an early stage.

  Moreover, in the vehicle control apparatus according to the embodiment of the present invention, hybrid ECU 100 does not present guidance when integrated fuel supply amount Y is equal to or greater than a predetermined amount B in a state where guidance is presented. More specifically, the hybrid ECU 100 stops the presentation of guidance when the required amount of fueling has been performed and the accumulated fuel supply amount exceeds a predetermined amount while the guidance presentation is being held. Is not presented.

  Thereby, the vehicle control apparatus according to the embodiment of the present invention can notify the driver that the deterioration of the fuel in the fuel tank 203 has become below a certain level.

  Further, in the vehicle control apparatus according to the embodiment of the present invention, hybrid ECU 100 presents guidance when accumulated fuel supply amount Y is equal to or greater than predetermined amount B before elapsed period X has passed predetermined period A. do not do. This is because the elapsed period X does not pass the predetermined period A because the elapsed time X is reset when the accumulated fuel supply amount Y becomes equal to or greater than the predetermined amount B before the elapsed period X passes the predetermined period A. It is. Therefore, no guidance is presented.

  As a result, when the fuel is appropriately supplied into the fuel tank 203, when the deterioration of the fuel in the fuel tank 203 is kept below a certain level, guidance can not be presented.

  In the vehicle control apparatus according to the embodiment of the present invention, hybrid ECU 100 sets a predetermined timing when integrated fuel supply amount Y is equal to or greater than a predetermined amount B. This means that the predetermined timing is newly set when the integrated fuel supply amount Y becomes equal to or greater than the predetermined amount B.

  As a result, the counting of the elapsed period X is reset, and the supply amount integration process for obtaining the integrated fuel supply amount Y is reset. Then, the elapsed period X can be newly advanced.

  In addition, the vehicle control apparatus according to the embodiment of the present invention can be applied to a vehicle that can travel without using at least one type of fuel supplied into the fuel tank 203. A vehicle that can run without using at least one kind of fuel supplied into the fuel tank 203 consumes less fuel than other vehicles. There is an advantage of using the control device.

  Inventors conducted the following experiment in order to investigate the relationship between the above-mentioned elapsed period X and the accumulated fuel supply amount Y. The experimental results are shown in FIG. The vehicle control device according to the embodiment of the present invention is an epoch-making invention made based on the following experimental results.

  Hereinafter, the method of the experiment will be described. First, a vehicle having a fuel tank capacity of 40 L was prepared, and 40 L of low quality grade gasoline was put in the fuel tank and held as it was. Then, 20 L was taken out from the fuel tank at an interval of 6 months or less, and 20 L of new gasoline of the same grade was added to replace 20 L of gasoline in the fuel tank. Before and after adding new gasoline, the POV (peroxide number) value of gasoline in the fuel tank was measured. FIG. 5 is a graph showing the results of this experiment with the elapsed years on the horizontal axis and the POV values on the vertical axis.

  The results of the experiment will be described based on FIG. By periodically replacing the gasoline in the fuel tank with new gasoline, the POV value of the gasoline in the fuel tank was significantly reduced. When the above replacement treatment was continued for a long period of time, the POV value reached a plateau around 120 mg / kg. 120 mg / kg is a level with no problem in reliability as gasoline to be supplied to the engine.

  According to the above result, by controlling the elapsed period X and the accumulated fuel supply amount Y, it is possible to maintain the deterioration of gasoline at a certain level or less which does not cause a problem in reliability, and as a result, the fuel circulation system is corroded. It turns out that the possibility of doing so can be reduced.

  As described above, the predetermined period and the predetermined amount can be arbitrarily set. However, according to the above result, the predetermined period is set to at least six months and the predetermined amount is set to at least half of the fuel tank capacity of the vehicle. By doing so, it has been found that the possibility of corrosion of the fuel circulation system can be significantly reduced.

  Note that the vehicle in which the control device according to the present invention is used is not limited to a plug-in hybrid vehicle, and considering that future vehicles will further improve fuel consumption and reduce fuel consumption, Applicable. Among these, it is particularly useful for a vehicle capable of traveling without using at least one kind of loaded fuel. Examples of vehicles that can travel without using at least one type of loaded fuel include hybrid vehicles, plug-in hybrid vehicles, and bi-fuel vehicles.

  The fuel used for the vehicle of the control device according to the present invention may be other than gasoline.

  Further, the hybrid ECU 100 can obtain the fuel injection amount via the engine ECU 101 that executes fuel injection control to the engine 12. Since the fuel injection amount can be considered as the fuel consumption amount, the hybrid ECU 100 can predict how much the fuel in the fuel tank 203 has been reduced from the fuel injection amount. Therefore, the hybrid ECU 100 can additionally take into account the degree of fuel reduction predicted from the fuel injection amount as a determination index when determining whether or not to provide the driver with guidance for refueling.

  In addition, even when the vehicle control device according to the present invention provides the guidance for refueling, it is conceivable that fuel cannot be physically refueled due to a large amount of fuel remaining in the fuel tank 203. Specifically, this is a case where the supply amount necessary to make the cumulative fuel supply amount Y equal to or greater than the predetermined amount B in order to hide the guidance for prompting fuel supply is greater than the amount that can be supplied to the fuel tank 203. . In this case, the amount of refueling necessary to hide the refueling guidance cannot be provided, so the fueling guidance is not presented or the driver is encouraged to consume fuel together with the refueling guidance. An internal process can be performed so as to shift to a driving mode in which guidance is presented or fuel is forcibly consumed. For example, in the case of a plug-in hybrid vehicle, it is forced to shift to a drive mode by the engine 12. The forced transition may be automatic or arbitrary requiring an arbitrary operation by the driver.

  When the supply amount necessary for making the accumulated fuel supply amount Y equal to or greater than the predetermined amount B is less than the amount that can be supplied to the fuel tank 203 due to the consumption of fuel, guidance for prompting the fuel supply again It is also possible to apply internal processing to present

  As described above, the vehicle control apparatus according to the present invention can provide a vehicle control apparatus that can present a guide for prompting the driver to periodically refuel with a simple configuration. This is useful for a vehicle control device that suppresses fuel deterioration by prompting the driver to refuel.

12 Engine 100 Hybrid ECU
101 engine ECU
201 Instrument panel 202 Indicator light 203 Fuel tank 204 Fuel pipe A Predetermined period B Predetermined amount C Predetermined timing X Elapsed period Y Accumulated fuel supply amount

Claims (6)

A vehicle control device including a fuel tank and an engine to which fuel supplied in the fuel tank is supplied,
A refueling amount detecting means for detecting a refueling amount to the fuel tank;
A time measuring means for measuring an elapsed period from a predetermined timing;
An integrated fuel supply amount calculating means for calculating an integrated fuel supply amount obtained by integrating the fuel supply amount within the elapsed period;
A vehicle control apparatus comprising: a guidance unit that presents guidance for prompting a driver to refuel when the accumulated fuel refueling amount is less than a predetermined amount and the elapsed period has passed a predetermined period.   2. The vehicle control device according to claim 1, wherein when the guidance is presented, the guidance presentation state is maintained until the accumulated fuel supply amount becomes equal to or greater than the predetermined amount. .   3. The vehicle according to claim 1, wherein the guidance unit does not present the guidance when the accumulated fuel supply amount is equal to or greater than the predetermined amount in a state where the guidance is presented. 4. Control device.   4. The guide according to claim 1, wherein the guide means does not present the guide when an accumulated fuel supply amount becomes equal to or greater than a predetermined amount before the predetermined period has elapsed. The vehicle control device described in 1.   5. The vehicle control device according to claim 1, wherein the predetermined timing is a time when the integrated fuel supply amount becomes equal to or greater than the predetermined amount. 6.   The vehicle according to any one of claims 1 to 5, wherein the vehicle is capable of traveling without using at least one type of fuel supplied into the fuel tank. Control device.

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