JP6322442B2 - Vehicle interlock system - Google Patents

Description

  The present invention relates to a traveling interlock system for a vehicle.

  As a conventional traveling interlock system, for example, the one described in Patent Document 1 below is known. In the traveling interlock system described in Patent Document 1, when charging is started by connecting a charging cable to a vehicle parked in a state other than the P range, the start of movement of the vehicle is detected. Controlled to increase power. This prevents the charging cable from being damaged and alerts the driver.

JP 2013-179797 A

  By the way, in a vehicle such as an electric vehicle or a plug-in hybrid car, the state in which the battery is charged by the external power supply can be considered to be a state in which the vehicle is not ready for traveling. In such a state, it is preferable to limit the start of the vehicle from the viewpoint of ensuring safety. In particular, when charging the battery of a vehicle on a road surface with a slope, it is conceivable that the vehicle starts when the vehicle slides down. Therefore, it is desirable to limit the start of the vehicle in advance. In this regard, since the traveling interlock system as described above assumes parking on a flat road surface, it is not sufficient to prevent the vehicle from sliding down on a sloped road surface, and the vehicle starts appropriately. There was a possibility that it could not be restricted.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle travel interlock system that can appropriately limit the start of the vehicle when the battery is charged by an external power source.

  In order to solve the above-mentioned problems, a traveling interlock system for a vehicle according to the present invention is a traveling interlock that performs traveling interlock in a vehicle including a battery that can be charged by an external power source and a motor as a drive source. A charge detection unit for detecting that a battery is being charged by an external power source, a gradient detection unit for detecting a gradient of a road surface on which a vehicle is present, and at least a detection result and a gradient detection of the charge detection unit A motor control unit that controls the motor based on the detection result of the unit, and the motor control unit detects that the battery is being charged by the charge detection unit and that the gradient detection unit detects that there is a gradient. The rotation speed of the motor is set to 0 in a drivable state where the driving force of the motor can be transmitted to the wheels of the vehicle.

  In this vehicle traveling interlock system, for example, when the battery is charged by an external power source on a slope, the charge detection unit detects that the battery is being charged, and the gradient detection unit detects that there is a gradient, and drives the motor. In a drivable state in which force can be transmitted to the wheels of the vehicle (hereinafter, also simply referred to as “driable state”), the rotational speed of the motor is zero. Thereby, rotation of a wheel can be restrict | limited and the sliding down of a vehicle can be suppressed. That is, it is possible to appropriately limit the start of the vehicle when the battery is charged by the external power source.

  In addition, an abnormality detection unit that detects an abnormality related to theft of the vehicle is further provided, and the motor control unit is a case where the charge detection unit detects that the battery is being charged and the gradient detection unit detects that there is no gradient. When an abnormality is detected by the abnormality detection unit, the rotation speed of the motor may be set to 0 in a drivable state. In this case, for example, if an abnormality relating to theft is detected during charging of the battery by the external power source on a flat road surface, it is assumed that the vehicle may be stolen. And the rotation of the wheel is limited. Thereby, the antitheft effect of a vehicle can be acquired at the time of charge of the battery by an external power supply.

  Further, as a configuration that preferably exhibits the above-described effects, specifically, the motor is connected to a wheel via an automatic transmission, and further includes an automatic transmission control unit that controls a reduction ratio of the automatic transmission. The automatic transmission control unit may set the reduction ratio of the automatic transmission so that the reduction ratio between the motor and the wheels becomes a reduction ratio larger than 1 as the drivable state. In this case, the rotational speed of the motor is set to 0 in a drivable state in which the reduction ratio of the automatic transmission is set so that the reduction ratio between the motor and the wheels is greater than 1. Therefore, the motor torque is amplified via the automatic transmission and transmitted to the wheels, so that the motor torque for limiting the rotation of the wheels is reduced. As a result, it is possible to appropriately limit the start of the vehicle while suppressing power consumption in the motor.

  In addition, as a configuration that preferably exhibits the above-described effects, specifically, the motor is connected to the engine via a clutch unit, and further includes a clutch control unit that controls clutch connection of the clutch unit, and the clutch control unit The drive state may be the clutch connection of the clutch unit. In this case, the rotational speed of the motor is set to 0 in the drivable state in which the clutch connection of the clutch unit is in the connected state. Therefore, since the rotational resistance related to the engine is transmitted to the wheels of the vehicle, the torque of the motor for limiting the rotation of the wheels is reduced. As a result, it is possible to appropriately limit the start of the vehicle while further suppressing power consumption in the motor.

  ADVANTAGE OF THE INVENTION According to this invention, the start of a vehicle can be restrict | limited appropriately at the time of charge of the battery by an external power supply.

1 is a schematic configuration diagram illustrating a traveling interlock system for a vehicle according to an embodiment. It is a flowchart explaining operation | movement of the driving | running | working interlock system of the vehicle of FIG.

  DESCRIPTION OF EMBODIMENTS Hereinafter, preferred embodiments according to the present invention will be described in detail with reference to the drawings. In the following description, the same reference numerals are used for the same or corresponding elements, and duplicate descriptions are omitted.

  FIG. 1 is a schematic configuration diagram illustrating a traveling interlock system for a vehicle according to an embodiment. As shown in FIG. 1, the traveling interlock system 100 for a vehicle according to the present embodiment is a system for limiting the start of the vehicle V while the battery 5 is being charged by the external power source 10. The travel interlock system 100 includes a G sensor 8, an immobilizer 9, and an ECU (Electronic Control Unit) 20.

  The vehicle V includes an engine 1 and a motor 2 as drive sources, an automatic transmission 3 and a clutch unit 4 that transmit driving force of the engine 1 and the motor 2, a battery 5, a charger 6, and an inverter 7. And it is configured as a plug-in hybrid vehicle. Examples of the vehicle V to be applied include commercial vehicles such as buses and trucks. The vehicle V is not particularly limited, and may be, for example, a large vehicle, a medium-sized vehicle, a normal passenger car, a small vehicle, or a light vehicle.

  The engine 1 has a function of driving an ISG (Integrated Starter Generator, not shown) as a generator in addition to driving the wheels 14 of the vehicle V. As the engine 1, for example, a diesel engine or a gasoline engine is employed. The engine 1 is appropriately operated or stopped based on the situation of the vehicle V and the like, for example, when the battery 5 is being charged by the external power source 10 (hereinafter also simply referred to as “battery 5 is being charged”). A clutch unit 4 is connected to the output shaft of the engine 1.

  The motor 2 has a function as an electric motor that drives the wheels 14 of the vehicle V. The motor 2 is electrically connected to the battery 5 and the charger 6 via the inverter 7. The motor 2 operates by using power from the battery 5 or the external power source 10. The motor 2 is electrically connected to the ECU 20, and its operation is controlled by the ECU 20. The motor 2 is connected to the engine 1 via the clutch unit 4. The motor 2 is connected to wheels 14 via an automatic transmission 3, a propeller shaft 11, a differential gear 12 and a drive shaft 13.

  The automatic transmission 3 and the clutch unit 4 constitute an automatic manual transmission (AMT), and a gear change of the automatic transmission 3 such as a change in gear position and control of clutch connection of the clutch unit 4 is performed. The operation is performed automatically. The automatic transmission 3 is disposed between the motor 2 and the propeller shaft 11, amplifies the driving force (torque) of the engine 1 and the motor 2, and transmits it to the wheels 14. The automatic transmission 3 is electrically connected to the ECU 20, and its gear position is automatically controlled by the ECU 20.

  The automatic transmission 3 has a forward gear position and a reverse gear position as gear positions at which the driving force of the input shaft is transmitted to the output shaft. The automatic transmission 3 has a neutral gear position where the driving force of the input shaft is not transmitted to the output shaft. As the gear position of the automatic transmission 3, for example, 1st speed, 2nd speed, 3rd speed, 4th speed, 5th speed (forward gear position), back (backward gear position), neutral (neutral gear position), etc. There is.

  In the automatic transmission 3, the driving force of the input shaft can be transmitted to the output shaft at the forward and reverse gear positions. Thus, when the gear position of the automatic transmission 3 is set to the forward gear position and the reverse gear position, the driving force of the motor 2 can be transmitted to the wheels 14. Further, at each of the forward and reverse gear positions, the ratio of the rotational speed of the input shaft of the automatic transmission 3 to the rotational speed of the output shaft (reduction ratio) is set to a reduction ratio greater than 1. With such a reduction ratio, the rotational speed of the output shaft is less than the rotational speed of the input shaft, and the torque at the input shaft is amplified via the automatic transmission and transmitted to the output shaft.

  The clutch unit 4 is a mechanical element that is disposed between the engine 1 and the motor 2 and transmits or disconnects the driving force of the engine 1. The clutch unit 4 has, for example, a plurality of disc-shaped clutch disks. The clutch unit 4 is electrically connected to the ECU 20, and the clutch connection is automatically controlled by the ECU 20. The clutch unit 4 has a connected state and a disconnected state as clutch connection of the clutch unit 4.

  The battery 5 is a secondary battery that stores electric power. Examples of the battery 5 include a nickel metal hydride battery, a lithium ion battery, a lead storage battery, and an electric double layer capacitor. The battery 5 is electrically connected to the charger 6 and can be charged by the external power source 10. Further, the battery 5 is electrically connected to the motor 2 via the inverter 7. When the battery 5 is not being charged by the external power source 10, the power stored in the battery 5 can be supplied to the motor 2.

  The charger 6 is electrically connected to the ECU 20, and transmits a signal to that effect to the ECU 20 when the battery 5 is being charged. The case where the battery 5 is being charged includes, for example, a case where the charging plug 10b is connected to the vehicle-side plug 10c and a case where a current related to charging is detected in the charger 6.

  The G sensor 8 is an acceleration sensor that detects acceleration acting on the vehicle V. Here, the G sensor 8 detects acceleration in the front-rear direction of the vehicle V. The G sensor 8 is electrically connected to the ECU 20 and outputs the detected value to the ECU 20. The G sensor 8 may detect, for example, the vertical acceleration of the vehicle V.

  The immobilizer 9 determines that there is an abnormality related to theft when, for example, an unauthorized key is used for the vehicle V. Specifically, the immobilizer 9 recognizes a key containing a transponder in which an ID code is written, electronically compares the ID code with the ID code on the vehicle V side, and the ID codes do not match each other. Is determined to have an abnormality related to theft. When the immobilizer 9 is electrically connected to the ECU 20 and determines that there is an abnormality relating to theft, the immobilizer 9 transmits a signal to that effect to the ECU 20.

  The external power source 10 is a power source for charging the battery 5, and includes a charging facility 10a and a charging plug 10b. In the external power supply 10, the charging facility 10a and the charger 6 are electrically connected by connecting the charging plug 10b to the vehicle-side plug 10c. In this way, the external power supply 10 supplies power to the battery 5 from the charging facility 10a via the charger 6. When the battery 5 is charged, the external power source 10 can directly supply power to the motor 2 from the charging facility 10a.

  The ECU 20 is configured by a computer including, for example, a CPU (Central Processing Unit), a ROM (Read Only Memory), and a RAM (Random Access Memory). The ECU 20 is electrically connected to the motor 2, the automatic transmission 3, and the clutch unit 4, and controls to limit the start of the vehicle V during charging of the battery 5 by the external power source 10 (details will be described later). Execute. The ECU 20 includes a charge detection unit 21, a gradient detection unit 22, an abnormality detection unit 23, a motor control unit 24, an automatic transmission control unit 25, and a clutch control unit 26 as functional configurations. .

  The charge detection unit 21 detects that the battery 5 is being charged. The charge detection unit 21 here detects that the battery 5 is being charged by receiving a signal from the charger 6 that the battery 5 is being charged. A signal related to the detection result of the charge detection unit 21 is output to the motor control unit 24, the automatic transmission control unit 25, and the clutch control unit 26.

  The gradient detector 22 detects the gradient of the road surface on which the vehicle V exists (hereinafter also simply referred to as “road surface”). Here, the gradient detection unit 22 receives a detected value of acceleration acting on the vehicle V from the G sensor 8, and detects the inclination of the vehicle body of the vehicle V (the posture of the vehicle body) based on the detected value, whereby the road surface It is detected whether or not the road surface has a slope, and whether the road surface slope is an upward slope or a downward slope. A signal related to the detection result of the gradient detection unit 22 is output to the motor control unit 24, the automatic transmission control unit 25, and the clutch control unit 26.

  The abnormality detection unit 23 detects an abnormality related to the theft of the vehicle V. The abnormality detection unit 23 here detects an abnormality related to the theft of the vehicle V by receiving a signal indicating that there is an abnormality related to the theft of the vehicle V from the immobilizer 9. A signal related to the detection result of the abnormality detection unit 23 is output to the motor control unit 24, the automatic transmission control unit 25, and the clutch control unit 26.

  When the charge detection unit 21 detects that the battery 5 is being charged and the gradient detection unit 22 detects that there is a gradient, the motor control unit 24 sets the rotation speed of the motor 2 to 0 in a drivable state. Implement control. In addition, the motor control unit 24 detects that the battery 5 is being charged by the charge detection unit 21 and detects that the gradient detection unit 22 has no gradient and the abnormality detection unit 23 detects an abnormality. Then, control is performed so that the rotation speed of the motor 2 is 0 in a drivable state. The motor control unit 24 executes control for setting the rotation command value output to the motor 2 to 0, for example, as control for setting the rotation speed of the motor 2 to 0. Note that setting the rotation speed of the motor 2 to 0 is not limited to a mode in which the rotation speed is strictly 0. For example, depending on a mode in which the rotation speed of the motor 2 is approximately 0 or the motor control unit 24 The situation where the motor 2 is controlled so that the rotation speed of the motor 2 becomes 0 is also included.

  When the charge detection unit 21 detects that the battery 5 is being charged and the gradient detection unit 22 detects that there is a gradient, the automatic transmission control unit 25 changes the gear position of the automatic transmission 3 to the forward gear position. (For example, 1st gear) or reverse gear position (back). Here, the automatic transmission control unit 25 sets the gear position of the automatic transmission 3 to the forward gear position when the road surface gradient is an upward gradient, and automatically shifts when the road surface gradient is a downward gradient. The gear position of the machine 3 is set to the reverse gear position. The automatic transmission control unit 25 detects that the battery 5 is being charged by the charge detection unit 21 and that the gradient detection unit 22 detects no gradient, and the abnormality detection unit 23 detects an abnormality. In this case, the gear position of the automatic transmission 3 is set to a forward gear position (for example, first gear).

  When the charge detection unit 21 detects that the battery 5 is being charged and the gradient detection unit 22 detects that there is a gradient, the clutch control unit 26 sets the clutch connection of the clutch unit 4 to the connected state as a drivable state. To do. The clutch control unit 26 detects that the battery 5 is being charged by the charge detection unit 21 and that the gradient detection unit 22 detects that there is no gradient, and an abnormality is detected by an abnormality detection unit 23 described later. In this case, the clutch connection of the clutch unit 4 is set to the connected state as the drivable state. It should be noted that the clutch connection state of the clutch unit 4 is not limited as long as the driving force of the engine 1 can be transmitted to the wheels 14, and includes, for example, a so-called half-clutch state in which the driving force is transmitted while the clutch discs slide on each other.

  Next, the start restriction process in the travel interlock system 100 will be described with reference to FIG. FIG. 2 is a flowchart for explaining the operation of the traveling interlock system 100 of the vehicle V. As shown in FIG. 2, in the present embodiment, the ECU 20 executes the following processing.

  That is, first, it is determined whether or not the battery 5 is being charged (S1). In S <b> 1, determination is made based on whether or not the signal indicating that the battery 5 is being charged is received from the charger 6 in the charge detection unit 21. If it is determined in S1 that the battery 5 is not being charged, the processing is terminated as it is.

  When it is determined in S1 that the battery 5 is being charged, it is determined whether or not there is a gradient on the road surface (S2). In S2, whether or not there is a gradient on the road surface is determined based on the inclination of the vehicle body of the vehicle V detected by the gradient detection unit 22. When it is determined in S2 that the road surface has a gradient, it is determined whether the road surface has an upward gradient or a downward gradient (S3).

  When it is determined in S3 that the road surface slope is a downward slope, the automatic transmission control unit 25 sets the gear position of the automatic transmission 3 to the reverse gear position (back), and the clutch control unit 26 In the drivable state in which the clutch connection of the clutch unit 4 is in the connected state, the rotational speed of the motor 2 is set to 0, and the start of the vehicle V is restricted (S4). A process is complete | finished after said S4.

  On the other hand, when it is determined in S3 that the road surface gradient is an upward gradient, the automatic transmission control unit 25 sets the gear position of the automatic transmission 3 to a forward gear position (for example, first gear). In the drivable state where the clutch connection of the clutch unit 4 is brought into the connected state by the clutch control unit 26, the rotational speed of the motor 2 is set to 0 and the start of the vehicle V is restricted (S5). After S5, the process is terminated.

  If it is determined in S2 that there is no slope on the road surface, it is determined whether or not an abnormality relating to the theft of the vehicle V has been detected (S6). In S6, the determination is made based on the detection result of the abnormality detection unit 23. If an abnormality related to the theft of the vehicle V is detected in S6, the process of S5 is executed, and then the process ends. On the other hand, if it is determined in S6 that an abnormality relating to the theft of the vehicle V has not been detected, the processing is terminated as it is.

  Note that after S4 and S5, the motor control unit 24 maintains (locks) the rotational speed of the motor 2 at 0 (lock) to maintain the start limit of the vehicle V. For example, the brake pedal of the vehicle V is depressed. When the start of the vehicle V is restricted without using the motor 2, such as when the parking brake of the vehicle V is activated, the motor control unit 24 controls the motor 2 to have a rotational speed of 0. You may cancel (end).

  As described above, in the present embodiment, when the battery 5 is charged by the external power supply 10 on the slope, the charge detection unit 21 detects that the battery 5 is being charged, and the gradient detection unit 22 detects that there is a gradient and can be driven. In this state, the rotation command value output to the motor 2 by the motor control unit 24 is controlled to 0, and the rotation speed of the motor 2 is set to 0. Thereby, rotation of the wheel 14 is restricted by the motor 2 and the vehicle V is prevented from sliding down. That is, it is possible to appropriately limit the start of the vehicle V when the battery 5 is charged by the external power supply 10 on a slope.

  Further, in the present embodiment, when an abnormality relating to theft is detected during charging of the battery 5 by the external power source 10 on a flat road surface, the charge detection unit 21 detects that the battery 5 is being charged, and the gradient detection unit It is detected that there is no gradient at 22 and an abnormality is detected by the abnormality detection unit 23. In this case, assuming that the vehicle V may be stolen, the rotation command value to the motor 2 is controlled to 0 by the motor control unit 24 in the drivable state, and the rotation speed of the motor 2 is set to 0. Thereby, rotation of the wheel 14 is restricted by the motor 2, and the anti-theft effect of the vehicle V can be obtained when the battery 5 is charged by the external power source 10.

  In the present embodiment, the motor 2 is connected to the wheels 14 via the automatic transmission 3. In this case, when the charge detection unit 21 detects that the battery 5 is being charged and the gradient detection unit 22 detects that there is a gradient, the gear position of the automatic transmission 3 is the forward gear position (for example, first gear). Alternatively, it is set to the reverse gear position (back). That is, the rotational speed of the motor is set to 0 in the drivable state where the reduction ratio of the automatic transmission 3 is set to a reduction ratio greater than 1. Since the torque of the motor 2 is amplified via the automatic transmission 3 and transmitted to the wheel 14, the torque of the motor 2 for limiting the rotation of the wheel 14 is reduced when the rotation speed of the motor 2 is zero. Get smaller. As a result, it is possible to appropriately limit the start of the vehicle V while suppressing power consumption in the motor 2.

  As described above, for example, when the gradient detection unit 22 determines that the gradient of the road surface on which the vehicle V exists is an upward gradient, the gear position of the automatic transmission 3 is changed to the forward gear position. The In this case, from the viewpoint of amplifying the torque of the motor 2 via the automatic transmission 3, the greater the reduction ratio of the automatic transmission 3, the greater the torque of the motor 2 is amplified and transmitted to the wheels 14. is there. Therefore, in this case, when the forward gear position (for example, the first speed) having the largest reduction ratio in the automatic transmission 3 is set as the forward gear position in the automatic transmission 3, the above-described effects are more preferable. Played.

  In the present embodiment, the motor 2 is connected to the engine 1 via the clutch unit 4. In this case, the rotational resistance of the stopped engine 1 is also transmitted to the wheel 14 of the vehicle V by setting the rotational speed of the motor to 0 in the drivable state where the clutch connection of the clutch unit 4 is in the connected state. Therefore, when the rotation speed of the motor 2 is set to 0, the torque of the motor 2 for limiting the rotation of the wheels 14 is reduced. As a result, it is possible to appropriately limit the start of the vehicle V while further suppressing power consumption in the motor 2.

  For example, when the vehicle V is prevented from sliding down on a slope, the motor 2 generates a certain amount of power in order to reduce the rotation speed of the motor 2 to zero. In this regard, in the present embodiment, since the battery 5 is charged by the external power source 10 and power is supplied to the motor 2, the motor 2 can be operated using the power from the external power source 10. The consumption of the generated power is suppressed. As a result, regardless of the remaining amount of power stored in the battery 5, the above-described effects can be achieved.

  The preferred embodiments of the present invention have been described above. However, the present invention is not limited to the above-described embodiments. The present invention can be modified without departing from the scope described in the claims or applied to other embodiments. May be.

  For example, the motor 2 of the above embodiment is connected to the wheel 14 via the automatic transmission 3 and is connected to the engine 1 via the clutch unit 4. It is not limited to form. For example, the motor 2 may be disposed at a location where the wheel 14 is driven without going through the automatic transmission 3, and is connected to the wheel 14 through the automatic transmission 3 and the clutch unit 4 like the engine 1. May be. In short, when the rotational speed of the motor 2 is set to 0, the motor 2 may be arranged at various locations as long as a drivable state capable of transmitting the driving force of the motor 2 to the wheels 14 of the vehicle V can be realized. .

  In the above embodiment, the external power supply 10 includes the charging plug 10b and is charged in a wired form. For example, the external power supply 10 does not include the charging plug 10b and is in a wireless form. Charging may be performed remotely. In the above embodiment, the electric power from the external power source 10 is directly supplied to the motor 2 during charging by the external power source 10. For example, the electric power from the external power source 10 is once supplied to the battery 5. May be supplied from the battery 5 to the motor 2.

  In the above embodiment, the first gear is shown as an example of the forward gear position of the automatic transmission 3 set by the automatic transmission control unit 25, but the gear position is limited to the example in the above embodiment. Absent. In short, if the gear position at which the reduction ratio (total reduction ratio) between the motor 2 and the wheel 14 is a reduction ratio larger than 1, even if a gear position other than the first speed is set as the forward gear position, Good.

  Moreover, in the said embodiment, although the mechanical automatic transmission (AMT) was used as the automatic transmission 3, you may use another kind of automatic transmission. For example, an automatic transmission (AT) or a continuously variable transmission (CVT) may be used. The clutch unit 4 is not limited to a mechanical element having a plurality of disc-shaped clutch disks. The clutch unit 4 only needs to have a connected state and a disconnected state as a clutch connection of the clutch unit 4, and may be a torque converter having a direct coupling clutch, for example.

  Further, as a drivable state when it is determined in S6 that an abnormality related to theft of the vehicle V is detected, the gear position of the automatic transmission 3 is set to a forward gear position (for example, first gear). In this case, since it is determined in S2 that there is no gradient on the road surface, the gear position of the automatic transmission 3 may be set to the reverse gear position (back).

  DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Motor, 3 ... Automatic transmission, 4 ... Clutch part, 5 ... Battery, 10 ... External power supply, 14 ... Wheel, 21 ... Charge detection part, 22 ... Gradient detection part, 23 ... Abnormality detection part, 24 ... Motor control unit, 25 ... Automatic transmission control unit, 26 ... Clutch control unit, 100 ... Travel interlock system, V ... Vehicle.

Claims (3)

In a vehicle comprising a battery that can be charged by an external power source and a motor as a drive source, a travel interlock system that performs travel interlock,
A charge detector for detecting that the battery is being charged by an external power source;
A gradient detector for detecting the gradient of the road surface on which the vehicle exists;
A motor control unit that controls the motor based on at least a detection result of the charge detection unit and a detection result of the gradient detection unit;
An abnormality detection unit for detecting an abnormality related to theft of the vehicle ,
The motor controller is
When the battery detection unit detects that the battery is being charged and the gradient detection unit detects that the gradient is present, the driving force of the motor can be transmitted to the vehicle wheels in a drivable state. Set the motor speed to 0 ,
When the charge detection unit detects that the battery is being charged, and the gradient detection unit detects that the gradient is not present, and the abnormality detection unit detects the abnormality, the battery enters the drivable state. A vehicle traveling interlock system in which the rotational speed of the motor is zero . The motor is connected to the wheel via an automatic transmission,
An automatic transmission controller that controls a reduction ratio of the automatic transmission;
The automatic transmission control unit, as the driving state, the reduction ratio is set gear ratio of the automatic transmission to be greater than 1 reduction ratio between the motor and the wheel, to claim 1 The vehicle traveling interlock system described. The motor is connected to the engine via a clutch part,
A clutch control unit for controlling clutch connection of the clutch unit;
The clutch control unit, as the driving state, the clutch connection of the clutch portion and the connecting state, the travel interlock system for a vehicle according to claim 1 or 2.

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