JP2001105903A - Moving body, fuel supply device and fuel supply system - Google Patents

Abstract

(57) [Summary] [PROBLEMS] To prevent inconvenience caused by erroneous refueling operation. A hybrid vehicle equipped with an engine and a fuel cell device includes a gasoline tank for storing fuel for the engine and a methanol tank for storing fuel for the fuel cell device. A fuel supply port 40 having a gas supply port 42 communicating with the gas tank 35 and a methanol supply port 44 communicating with the methanol tank 61 is provided on an outer wall surface of the hybrid vehicle. Here, the gasoline supply port 42 and the methanol supply port 44 have different shapes from each other,
There is no compatibility and there is no connection with a device that supplies undesired fuel.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a moving body, a fuel supply device, and a fuel supply system. The present invention relates to a fuel supply device for supplying fuel, and a fuel supply system including a moving body and a fuel supply device.

[0002]

2. Description of the Related Art Various driving energy sources are known for driving a moving body, including a gasoline engine widely used in vehicles. When a gasoline engine is used as a driving energy source, a fuel tank is mounted together with the engine, and a sufficient amount of gasoline is stored in the fuel tank to ensure a distance that the moving body can continuously travel. Some of such driving energy sources require a plurality of types of fuels, as described in, for example, Japanese Utility Model Laid-Open No. 1-85454. This publication discloses an engine for alcohol-mixed fuel, and a fuel tank for storing alcohol-mixed gasoline and a fuel tank for storing alcohol are connected to the engine. When driving an alcohol mixed fuel engine, the mixture ratio of fuel supplied from the two fuel tanks is controlled to adjust the mixture ratio of alcohol and gasoline to a desired value. In a moving body equipped with such driving energy, it is necessary to replenish each fuel tank with alcohol-blended gasoline or alcohol.

In recent years, various hybrid vehicles having an engine and an electric motor have been proposed. Since such a hybrid vehicle includes a plurality of driving energy sources, it is known that different fuels must be prepared in order to operate each driving energy source.
For example, in a vehicle equipped with a fuel cell using a hydrogen-rich gas generated by reforming methanol as a fuel and a gasoline engine as a driving energy source, methanol is stored in order to supply fuel to each driving energy source. And a fuel tank for storing gasoline. The vehicle can continue running by replenishing each fuel tank with methanol or gasoline.

[0004]

However, a simple configuration for preventing such erroneous supply when replenishing a plurality of types of fuel to a moving body has not been realized. The moving object, the fuel supply device, and the fuel supply system according to the present invention employ the following configurations in order to solve such a problem.

[0005]

The first moving body of the present invention uses a plurality of types of fuel to generate driving energy and stores the plurality of types of fuel separately. A moving body equipped with a plurality of fuel storage means, connected to a fuel supply device for supplying the fuel,
A fuel supply port for guiding the fuel supplied from the fuel supply device to fuel storage means for storing the fuel, wherein the fuel supply port is provided corresponding to each of the plurality of fuel storage means; The gist is that each includes a plurality of openings communicating with the corresponding fuel storage means, and the plurality of openings have different shapes.

The first moving body of the present invention configured as described above uses a plurality of fuels to generate driving energy, and a plurality of fuels for storing the plurality of fuels separately. Equipped with storage means. A fuel supply port provided in the moving body is connected to a fuel supply device for supplying the fuel, and guides the fuel supplied from the fuel supply device to a fuel storage unit for storing the fuel. Further, the fuel supply port is provided with an opening corresponding to each of the plurality of fuel storage means. Each of the plurality of openings communicates with the corresponding fuel storage means and is different from each other. It has a shape.

According to the first moving body of the present invention, the plurality of openings respectively communicating with the plurality of fuel storage means for storing any one of the plurality of types of fuels have different shapes. Therefore, when replenishing fuel to the moving body, it is possible to easily determine the opening to be connected to the fuel supply device that supplies a predetermined fuel. In particular, if each of the plurality of openings is formed in a shape that can be connected only to the fuel supply device that supplies the corresponding fuel, the desired fuel can be reliably provided to any fuel storage means provided in the moving body. Can be replenished.

[0008] In the first moving body of the present invention, the fuel supply port is provided with the plurality of openings at predetermined positions on the outer wall surface of the moving body, the plurality of openings being close to each other,
A single lid covering the plurality of openings may be provided.

With this configuration, when replenishing a plurality of types of fuel at the same time, the refueling operation can be performed in the vicinity of one fuel supply port, and the operation related to refueling can be simplified. can do. In addition, since the plurality of openings have a single lid, only one structure related to opening and closing of the lid is required, and the number of components of the structure related to the fuel supply port can be reduced and the structure can be simplified. it can.

In such a moving body, the lid may be moved by a single operation system.

Further, the first moving body of the present invention includes a plurality of driving energy generating devices which receive the supply of any one of the plurality of types of fuel and generate energy for driving the moving body, At least one of the plurality of energy generating devices may not receive a supply of fuel from at least one of the plurality of fuel storage units.

In such a moving body, since each of the plurality of openings has a different shape as described above, an appropriate supply port can be easily determined in a fuel supply operation to the fuel storage means.

A second moving body of the present invention uses a plurality of fuels to generate driving energy, and has a plurality of fuel storage means for separately storing the plurality of fuels. It is provided corresponding to each of the plurality of fuel storage means, the fuel supplied from the outside,
A plurality of flow paths leading to corresponding fuel storage means, and detection means for detecting information on the type of fuel passing through the flow path in at least one of the plurality of flow paths. And

The second moving body of the present invention having the above-described structure uses a plurality of fuels to generate driving energy, and a plurality of fuels for separately storing the plurality of fuels. Equipped with storage means. The fuel supplied from outside is guided to the plurality of fuel storage means by a plurality of flow paths provided corresponding to each of the plurality of fuel storage means. In at least one of the plurality of flow paths, information on the type of fuel passing through the flow path is detected.

According to the second moving body of the present invention, the fuel guided to the corresponding fuel storage means after passing through the flow path for detecting the information on the type of the fuel is changed to the desired type. It is possible to determine whether or not the fuel is the same. When an undesired type of fuel passes through the flow path, it is desirable to display the warning so that the user can visually recognize the fuel, or to emit a warning sound. Can be immediately recognized by the user.

In the second moving body of the present invention, a plurality of fuels for generating energy for driving the moving body by receiving a supply of any one of the plurality of types of fuel stored in the plurality of fuel storage means. A fuel type that determines whether fuel passing through the flow path is fuel to be stored in the fuel storage means corresponding to the flow path, based on the drive energy generation device of When the determination unit and the fuel type determination unit determine that the fuel that is not the fuel to be stored in the fuel storage unit corresponding to the flow path has passed through the flow path, the fuel storage unit corresponding to the flow path Prohibition means for prohibiting generation of energy by the driving energy generation device receiving supply of fuel may be provided.

With this configuration, when it is determined that the fuel supplied to the predetermined fuel storage means is an undesired fuel, the driving energy generating apparatus supplied with the fuel from the fuel storage means Therefore, it is possible to prevent or reduce inconvenience caused by operating the driving energy generating device using an undesired fuel. As described above, when undesired fuel is replenished to any one of the fuel storage means, and when the desired fuel is stored in the other fuel storage means, the fuel is supplied from the other fuel storage means. The driving energy may be generated by a driving energy generation device that receives the supply of the driving energy. This makes it possible to drive the moving body even when undesired fuel is supplied to the predetermined fuel storage means.

The fuel supply port of the present invention uses a plurality of fuels to generate driving energy, and is provided on a moving body on which a plurality of fuel storage means for separately storing the plurality of fuels are mounted. A fuel supply port connected to a fuel supply device for supplying the fuel and guiding the fuel supplied from the fuel supply device to fuel storage means for storing the fuel; The invention is characterized in that a plurality of openings are provided corresponding to each of the above, and the plurality of openings have different shapes from each other.

Such a fuel supply port is provided in a moving body using a plurality of fuels for generating driving energy and mounting a plurality of fuel storage means for separately storing the plurality of fuels. And connecting the fuel supplied from the fuel supply device to a fuel storage means for storing the fuel. The plurality of openings provided in the fuel supply port are provided corresponding to each of the plurality of types of fuel, and have mutually different shapes.

According to such a fuel supply port, the fuel supply port is provided in the moving body, and each of the plurality of openings provided in the fuel supply port is communicated with the corresponding fuel storage means. The moving object according to the present invention can be configured to obtain the effects described above.

The fuel supply device according to the present invention is applicable to a moving body that uses a plurality of types of fuel to generate driving energy.
A fuel supply device that supplies at least two types of fuels among the plurality of types of fuels, including a connection unit connected to the moving body so that the fuel can be supplied to the moving body, The connection unit includes a plurality of discharge ports provided independently of each other in correspondence with each of the fuel supplied from the fuel supply device to the moving body, and each of the plurality of discharge ports is In addition, the gist of the present invention is that the fuel is discharged and formed in different shapes.

According to the fuel supply apparatus of the present invention having the above-described structure, at least two types of fuel among the plurality of types of fuel can be supplied to a moving body that uses a plurality of types of fuel to generate driving energy. Supply. In this fuel supply device, a connection portion provided so as to be able to supply the fuel to the moving body corresponds to each of the fuel supplied to the moving body from the fuel supply device, A plurality of discharge ports are provided independently of each other, and each of the plurality of discharge ports discharges the corresponding fuel, and is formed in a different shape from each other.

According to such a fuel supply device, the plurality of discharge ports for discharging the fuel are formed in different shapes from each other. A discharge port that is provided in communication with the mounted predetermined fuel storage means and that is to be connected to an opening provided in the moving body to receive the predetermined fuel can be easily determined. In particular, if each of the plurality of discharge ports is formed in a shape that can be connected only to the opening on the side of the moving body that receives the supply of the corresponding fuel, the desired fuel can be reliably transferred to the moving body through the predetermined opening. Can be supplied to

The fuel supply system of the present invention uses a plurality of types of fuel to generate driving energy, and is provided for a moving body equipped with a plurality of fuel storage means for separately storing the plurality of types of fuel. A fuel supply system that supplies the plurality of types of fuel by a fuel supply device, wherein the fuel supply device includes a plurality of outlets for separately supplying the plurality of types of fuel to the moving body. Wherein the moving body has a plurality of openings corresponding to each of the fuel storage means and communicates with the fuel storage means and can be connected to any of the plurality of discharge ports. The point is that the plurality of openings are formed so that they cannot be connected to each other when the corresponding fuels are different.

The fuel supply system configured as described above uses a plurality of types of fuel to generate driving energy, and is equipped with a plurality of fuel storage means for separately storing the plurality of types of fuel. The plurality of types of fuel are supplied to the moving object by a fuel supply device. Here, the fuel supply device includes a plurality of discharge ports for separately supplying the plurality of types of fuel to the moving body, and the moving body corresponds to each of the fuel storage units. In addition, there are provided a plurality of openings which communicate with the fuel storage means and can be connected to any of the plurality of discharge ports. The plurality of discharge ports and the plurality of openings cannot be connected to each other when the corresponding fuels are different.

According to such a fuel supply system, the discharge port and the opening corresponding to the fuel to be replenished can be easily determined. Therefore, the operation of replenishing fuel to a moving body on which a plurality of types of fuel are mounted can be made smoother.

[0027] In the fuel supply system of the present invention, the plurality of openings provided in the moving body are provided close to each other at a predetermined position on an outer wall surface of the moving body. A single lid that covers the plurality of openings may be further provided.

According to such a fuel supply system, when replenishing a plurality of types of fuel at the same time, the refueling operation can be performed in the vicinity of one fuel supply port, and the operation related to the refueling can be performed. It can be simplified. In addition, since a plurality of openings have a single lid, only one structure is required for opening and closing the lid, and the number of components related to the fuel supply port is reduced, simplifying the structure of the moving body. can do.

[0029]

DESCRIPTION OF THE PREFERRED EMBODIMENTS In order to further clarify the structure and operation of the present invention described above, embodiments of the present invention will be described below based on examples. (1) Configuration of device: FIG. 1 is a schematic configuration diagram showing a hybrid vehicle of the present embodiment. The hybrid vehicle according to the present embodiment includes an engine 10 and a motor 20 as power sources. Further, a fuel cell device 60 and a battery 50 are provided for supplying electric energy for driving to the motor 20. Therefore, the hybrid vehicle of the present embodiment includes a gasoline tank 35 and a methanol tank 61 for storing fuel for driving the engine 10 and the fuel cell device 60. Further, as shown in FIG. 1, the hybrid vehicle according to the present embodiment replenishes the gasoline tank 35 and the methanol tank 61 with gasoline and methanol.
The vehicle has a fuel supply port 40 provided in the body of the hybrid vehicle. The configuration of the fuel supply port 40 is also shown in FIG. The hybrid vehicle of the present embodiment has the fuel supply port 4
The configuration of the hybrid vehicle has the characteristic, but first, the overall configuration of the hybrid vehicle will be described with reference to FIG.

As shown in the figure, the power system of the hybrid vehicle according to the present embodiment has a configuration in which an engine 10, an input clutch 18, a motor 20, a torque converter 30, and a transmission 100 are connected in series from the upstream side. . That is,
The crankshaft 12 of the engine 10 is connected to a motor 20 via an input clutch 18. By turning on / off the input clutch 18, it is possible to switch between a state in which power is transmitted from the engine 10 to the motor 20 and a state in which power transmission from the engine 10 to the motor 20 is interrupted. The output shaft 13 of the motor 20 is also connected to a torque converter 30. The output shaft 14 of the torque converter is connected to the transmission 100.
The output shaft 15 of the transmission 100 is connected to an axle 17 via a differential gear 16. Hereinafter, each component will be described in order.

The engine 10 is a normal gasoline engine. However, the engine 10 sets the opening / closing timing of an intake valve for sucking a mixture of gasoline and air into a cylinder and an exhaust valve for discharging exhaust gas after combustion from the cylinder relative to the vertical movement of the piston. It has an adjustable mechanism (hereinafter, this mechanism is called a VVT mechanism). Since the configuration of the VVT mechanism is well known, detailed description is omitted here. Engine 10
By adjusting the opening / closing timing so that each valve closes with a delay with respect to the vertical movement of the piston, a so-called pumping loss can be reduced. As a result,
When the engine 10 is motored, the torque to be output from the motor 20 can be reduced. When power is output by burning gasoline, the VVT mechanism is controlled so that each valve opens and closes at a timing with the highest combustion efficiency according to the rotation speed of the engine 10. The engine 10 receives gasoline from a gasoline tank 35. The gasoline tank 35 is provided with a capacity sensor 35a, and a fuel supply port 40 is provided to supply gasoline to the gasoline tank 35. The configuration of the fuel supply port 40 will be described later.

The motor 20 is a three-phase synchronous motor,
A rotor 22 having a plurality of permanent magnets on an outer peripheral surface and a stator 24 around which a three-phase coil for forming a rotating magnetic field is wound. The motor 20 is driven to rotate by interaction between a magnetic field generated by a permanent magnet provided on the rotor 22 and a magnetic field formed by a three-phase coil of the stator 24. When the rotor 22 is rotated by an external force, an electromotive force is generated at both ends of the three-phase coil by the interaction of these magnetic fields. The motor 20 includes the rotor 2
It is also possible to apply a sine wave magnetized motor in which the magnetic flux density between the stator 2 and the stator 24 has a sine distribution in the circumferential direction. However, in the present embodiment, a non-sine wave magnetized motor capable of outputting a relatively large torque is used. A magnetic motor was applied.

As a power source for the motor 20, a battery 50 is used.
And a fuel cell device 60. However, the main power supply is the fuel cell device 60. The battery 50 complements when the fuel cell device 60 is out of order or when the fuel cell device 60 is in a transitional operating state where sufficient power cannot be output (for example, when the fuel cell device 60 is started). It is used as a power supply for supplying electric power to the motor 20. The electric power of the battery 50 is mainly supplied to power devices such as a control unit 70 for controlling the hybrid vehicle and lighting devices.

A changeover switch 84 for switching the connection state is provided between the motor 20 and each power supply. The changeover switch 84 can arbitrarily switch the connection state among the three members of the battery 50, the fuel cell device 60, and the motor 20. Stator 24 is electrically connected to battery 50 via changeover switch 84 and drive circuit 51. The stator 24 is connected to the fuel cell device 6 via the changeover switch 84 and the drive circuit 52.
Connected to 0. Each of the drive circuits 51 and 52 is configured by a transistor inverter, and a plurality of transistors are provided for each of the three phases of the motor 20 by using a pair of a source side and a sink side. These drive circuits 51 and 52 are electrically connected to the control unit 70. When the control unit 70 performs PWM control of the on / off time of each transistor of the drive circuits 51 and 52, pseudo three-phase alternating current using the battery 50 and the fuel cell device 60 as power supplies flows through the three-phase coil of the stator 24, and the motor 20 , A rotating magnetic field is formed. The motor 20
By the action of such a rotating magnetic field, it functions as an electric motor or a generator as described above.

FIG. 4 is an explanatory diagram showing a schematic configuration of a fuel cell device 60 that functions as a power source for the motor 20. The fuel cell device 60 includes a methanol tank 6 for storing methanol.
1. Water tank 62 for storing water, burner 63 for generating combustion gas, compressor 64 for compressing air, burner 63
, A reformer 66 that generates fuel gas by a reforming reaction, a CO reducing unit 67 that reduces the concentration of carbon monoxide (CO) in the fuel gas, The main component is a fuel cell 60A that obtains electric power. The operations of these units are controlled by the control unit 70.

The fuel cell 60A is a solid polymer electrolyte fuel cell, and is constituted by stacking a plurality of single cells each having an electrolyte membrane, a cathode, an anode, and a separator. The electrolyte membrane is, for example, a proton-conductive ion exchange membrane formed of a solid polymer material such as a fluorine-based resin. The cathode and the anode are both formed of carbon cloth woven from carbon fibers. The separator is formed of a gas-impermeable conductive member such as dense carbon which is made gas-impermeable by compressing carbon. The separator forms a flow path for the oxidizing gas and the fuel gas between the cathode and the anode.

The components of the fuel cell device 60 are connected as follows. The methanol tank 61 is connected to the evaporator 65 by a predetermined flow path. The pump P2 provided in the middle of this flow path supplies methanol to the evaporator 65 while adjusting the flow rate of the raw fuel methanol.
The water tank 62 is also connected to the evaporator 65 by a predetermined flow path. Pump P provided in the middle of this flow path
3 supplies the water to the evaporator 65 while adjusting the flow rate of the water. The methanol flow path and the water flow path merge into one flow path downstream of the pumps P2 and P3, respectively, and are connected to the evaporator 65.

The evaporator 65 vaporizes the supplied methanol and water. The evaporator 65 is provided with a burner 63 and a compressor 64. The evaporator 65 boils and vaporizes methanol and water by the combustion gas supplied from the burner 63. Here, the flow path connecting the methanol tank 61 and the evaporator 65 is branched in the middle and connected to the burner 63. A pump P <b> 1 is provided in the branched flow path, whereby the amount of methanol supplied to the burner 63 is adjusted. Burner 63
As fuel for combustion, in addition to the methanol, fuel exhaust gas remaining without being consumed by the electrochemical reaction in the fuel cell 60A is also supplied. The burner 63 mainly burns the latter of methanol and fuel exhaust gas. The combustion temperature of the burner 63 is controlled based on the output of the sensor T1, and is maintained at about 800 ° C to 1000 ° C. Burner 63
When the combustion gas is transferred to the evaporator 65, the combustion gas rotates the turbine and drives the compressor 64. The compressor 64 takes in air from the outside of the fuel cell device 60, compresses the air, and supplies the compressed air to the cathode side of the fuel cell 60A.

The evaporator 65 and the reformer 66 are connected in a predetermined flow path, and the raw fuel gas obtained in the evaporator 65, that is, the mixed gas of methanol and steam, is passed through this flow path. It is supplied to the reformer 66. The reformer 66 includes a reforming catalyst therein, and reforms the supplied raw fuel gas composed of methanol and water to generate a hydrogen-rich fuel gas. Further, a temperature sensor T2 is provided in the middle of a flow path connecting the evaporator 65 and the reformer 66, and the temperature of the mixed gas passing through this flow path is normally set to a predetermined value of about 250 ° C. Thus, the amount of methanol supplied to the burner 63 is controlled. In the reformer 66, a steam reforming reaction is performed by utilizing the heat of the mixed gas brought from the evaporator 65. In the reformer 66 of the present embodiment, when generating a hydrogen-rich gas from methanol, an oxidation reaction simultaneously proceeds in addition to a steam reforming reaction, and heat is also generated by this oxidation reaction. Therefore, in order to supply oxygen required for the oxidation reaction, the reformer 66 is provided with a blower 68 for supplying air from outside.

The reformer 66 and the CO reduction unit 67 are connected by a predetermined flow path, and the hydrogen-rich fuel gas generated by the reformer 66 is supplied to the CO reduction unit 67.
The fuel gas discharged from the reformer 66 that generates a hydrogen-rich gas mainly by a steam reforming reaction under a predetermined catalyst usually contains a certain amount of carbon monoxide (CO). C
The O reduction unit 67 reduces the concentration of carbon monoxide in the fuel gas. This is because, in a polymer electrolyte fuel cell, carbon monoxide contained in the fuel gas inhibits the reaction at the anode and lowers the performance of the fuel cell. CO
The reduction unit 67 reduces the concentration of carbon monoxide by oxidizing carbon monoxide in the fuel gas.

The CO reducing section 67 and the fuel cell 60A are connected by a predetermined flow path, and the hydrogen-rich fuel gas having a reduced carbon monoxide concentration passes through this flow path to the anode side of the fuel cell 60A. And used for electrochemical reactions. As described above, the air compressed by the compressor 64 is supplied to the cathode side of the fuel cell 60A. This compressed air is used as an oxidizing gas in the fuel cell 6.
It is used for the electrochemical reaction on the cathode side of OA. Hereinafter, an electrochemical reaction that proceeds in the fuel cell 60 will be described.
Equation (1) shows the reaction on the anode side, and equation (2) shows the reaction on the cathode side. The reaction shown in equation (3) proceeds in the whole battery.

H ₂ → 2H ⁺ + 2e ⁻ (1) (1/2) O ₂ + 2H ⁺ + 2e ⁻ → H ₂ O (2) H ₂ + (1/2) O ₂ → H ₂ O (3 )

The fuel cell device 60 having the above configuration is
Electric power can be supplied by an electrochemical reaction using methanol and water as raw fuels. In the present embodiment, the operation state of the fuel cell is controlled according to the remaining amounts of methanol and water in the methanol tank 61 and the water tank 62. In order to realize such control, each tank is provided with a capacity sensor 61a, 62a. Although not shown in FIG. 1, these capacity sensors 61 a and 62 a are connected to the control unit 70, and information on the remaining amounts of methanol and water is input to the control unit 70. In FIG. 1, the fuel cell device 60 and the methanol tank 6
1, the methanol tank 61 is a member included in the fuel cell device 60, as shown in FIG. Although not shown in FIGS. 1 and 4, the fuel cell 60A includes a cooling device for circulating cooling water therein. When the above-described electrochemical reaction proceeds in the fuel cell 60A, heat is generated. However, the cooling device keeps the operating temperature of the fuel cell 60A within a predetermined temperature range.

Since the methanol in the methanol tank 61 is consumed with the progress of the electrochemical reaction, the methanol tank 61 in the hybrid vehicle of the present embodiment is used.
Is supplied with methanol. Fuel supply port 40 for replenishing methanol to methanol tank 61
The configuration of the fuel supply port 40 will be described later in detail.

When power is generated in the fuel cell device 60, water stored in the water tank 62 is consumed together with the methanol. Here, as described in (2), when the electrochemical reaction proceeds, water is generated on the cathode side. The generated water generated on the cathode side is vaporized in the oxidizing gas and discharged from the fuel cell 60A. In the hybrid vehicle of the present embodiment, a condenser is provided in the flow path of the oxidizing gas discharged from the fuel cell 60A. (Not shown), the generated water in the oxidizing gas is recovered, and the water tank 6 is recovered again.
2 and used for the electrochemical reaction. Water tank 6
Replenishment of water from the outside with respect to 2 may compensate for the shortfall of simply recovering the generated water from the oxidizing gas. Of course, the above-described condenser may not be provided, and all the water supplied to the water tank 62 may be supplied from outside.

In the following description, unless otherwise specified, methanol and water used for power generation in a fuel cell are collectively referred to as FC fuel. Both capacities are not always the same. In the following description, the FC fuel amount means a capacity on a side that restricts power generation by the fuel cell. In other words, it means the capacity of methanol and water on the side that runs short first when power generation is continued.

The battery 50 is an auxiliary power supply as described above, and mainly supplies power to the motor 20 at the time of starting the fuel cell and the like, except for supplying power to the power unit such as the control unit 70 and the lighting device. It is used to supplement power.
As the battery, various secondary batteries such as a lead storage battery, a nickel-cadmium storage battery, a nickel-hydrogen storage battery, and a lithium secondary battery can be used. This battery 5
A capacity of 0 is used during the warm-up of the fuel cell during startup.
In an operation state described later (the MG area in FIG. 7 described later) in which the vehicle runs with the fuel cell as a power source, the size is set such that the power source can drive the motor 20.

The torque converter 30 is a known power transmission mechanism using a fluid. Here, power is transmitted from one rotation shaft to the other rotation shaft between the input shaft of the torque converter 30, that is, the output shaft 13 of the motor 20 and the output shaft 14 of the torque converter 30. The torque converter 30 is further provided with a lock-up clutch, which switches between a state in which both rotating shafts can rotate with slipping relative to each other and a state in which both rotating shafts are coupled so as not to cause slipping. ON / OFF of the lock-up clutch is controlled by the control unit 70.

The transmission 100 includes a plurality of gears, clutches, one-way clutches, brakes, and the like, and converts the torque and the number of revolutions of the output shaft 14 of the torque converter 30 by switching the gear ratio, thereby forming the output shaft 15. It is a mechanism that can transmit. In this embodiment, a transmission that can realize five forward speeds and one reverse speed is applied. Transmission 100
Is set by the control unit 70 according to the vehicle speed and the like. The driver can change the range of the shift speed to be used by manually operating the shift lever provided in the vehicle and selecting the shift position. It should be noted that various clutches and brakes related to switching of the transmission ratio in the transmission 100 are engaged and released by hydraulic pressure, respectively. Although detailed illustration is omitted, the transmission 1
Reference numeral 00 denotes a hydraulic control unit 1 provided with a hydraulic pipe enabling operation, a solenoid valve for controlling hydraulic pressure, and the like.
04, whereby the hydraulic pressure is controlled. Further, the transmission 100 includes an electric hydraulic pump 102.
The hydraulic pump 102 supplies hydraulic oil for operating the clutch and the brake.
In the hybrid vehicle of this embodiment, the control unit 70 controls the operation of each clutch and brake by outputting a control signal to a solenoid valve or the like in the hydraulic control unit 104.

In the hybrid vehicle of this embodiment, the power output from the power source such as the engine 10 is also used for driving the auxiliary equipment. As shown in FIG. 1, an accessory drive device 82 is connected to the engine 10. The auxiliary equipment includes a compressor for an air conditioner, a pump for power steering, and the like. Here, the accessories driven using the power of the engine 10 are collectively shown as an accessory drive 82. The accessory drive device 82 is specifically connected to a crankshaft of the engine 10 via a pulley or a belt, and is driven by the rotational power of the crankshaft.

The accessory driving device 82 is also connected to an accessory driving motor 80. Auxiliary drive motor 80
Is connected to the fuel cell device 60 and the battery 50 via the changeover switch 83. The accessory driving motor 80 has the same configuration as the motor 20, and is driven by the power of the engine 10 to generate power. The electric power generated by the accessory driving motor 80 can charge the battery 50. The accessory driving motor 80 can also be powered by receiving power supplied from the battery 50 and the fuel cell device 60. In the hybrid vehicle of the present embodiment, the operation of the engine 10 is stopped under predetermined conditions, as described later. Auxiliary drive motor 80
, The accessory drive device 82 can be driven even when the engine 10 is stopped. Of course, when the engine 10 is stopped, the input clutch 18 may be turned on to drive the accessory driving device 82 with the power of the motor 20. When the accessory is driven by the accessory drive motor 80, the engine 1
The auxiliary machine clutch 19 between 0 and the auxiliary machine driving device 82 is released.

In the hybrid vehicle of this embodiment, the engine 10, the motor 20, the torque converter 30, the transmission 1
00, the operation of the auxiliary drive motor 80 and the like
0 is controlling (see FIG. 1). The control unit 70
One chip with CPU, RAM, ROM, etc. inside
The microcomputer is a microcomputer, and the CPU performs various control processes described later according to a program recorded in the ROM. Various input / output signals are connected to the control unit 70 to realize such control. FIG. 5 is an explanatory diagram showing connection of input / output signals to the control unit 70. A signal input to the control unit 70 is shown on the left side of the drawing, and a signal output from the control unit 70 is shown on the right side.

The signals input to the control unit 70 are signals from various switches and sensors. Such signals include the remaining fuel for the fuel cell, the fuel cell temperature, the number of revolutions of the engine 10, the water temperature of the engine 10, the ignition switch, the remaining battery charge SOC, the battery temperature, the vehicle speed, the oil temperature of the torque converter 30, There are signals related to the shift position, the on / off state of the side brake, the amount of depression of the foot brake, the temperature of the catalyst for purifying the exhaust of the engine 10, the accelerator opening, and the like, and the signal from the acceleration sensor of the vehicle. In the control unit 70,
Although many other signals are input, they are not shown here.

The signal output from the control unit 70 is
These are signals for controlling the engine 10, the motor 20, the torque converter 30, the fuel cell device 60, the transmission 100, and the like. Such signals include, for example, engine 1
0, an ignition signal for controlling the ignition timing, a fuel injection signal for controlling the fuel injection, a motor control signal for controlling the operation of the auxiliary machine motor 80, a motor control signal for controlling the operation of the motor 20, Transmission control signal for switching the gear position of the machine 100, the input clutch 18 and the accessory clutch 1
9, a signal for controlling an auxiliary machine such as a control signal for an air conditioner compressor or a hydraulic pump, a control signal for a switch 84 for switching the power supply of the motor 20, and a motor 8 for driving the auxiliary machine.
A control signal of the power supply changeover switch 83, a control signal of the fuel cell device 60, and the like. Although many other signals are output from the control unit 70, they are not shown here.

In order to supply a predetermined amount of fuel gas to the fuel cell 60A, an evaporator 65 is supplied from the methanol tank 61.
Is adjusted by the above-described pump P2 driven by a drive signal from the control unit 70. Similarly, the amount of water sent from the water tank 62 to the evaporator 65 is adjusted by the above-mentioned pump P3 driven by a drive signal from the control unit 70. Also,
The amount of gasoline supplied from the gasoline tank 35 to the engine 10 in order to obtain a desired output in the engine 10 is controlled by a fuel injection control electronic control unit (hereinafter, EFIECU, not shown). The EFIECU is a one-chip microcomputer having a CPU, a ROM, a RAM, and the like therein, and the CPU executes fuel injection of the engine 10 and other controls according to a program recorded in the ROM. To enable these controls, E
Various sensors indicating the operating state of the engine 10 are connected to the FIECU, and the EFIECU is connected to the control unit 70 so that information can be exchanged with each other.

(2) Structure related to fuel supply: Next, a structure for supplying gasoline and methanol to the hybrid vehicle will be described. FIG. 2 is an explanatory diagram showing a state of the hybrid vehicle of the present embodiment and a fuel supply device 95 that supplies gasoline and methanol to the vehicle. At a predetermined position on the outer surface of the body of the hybrid vehicle,
Although the fuel supply port 40 described above is provided, the position where the fuel supply port 40 is provided is indicated by a region F in FIG. Fuel supply port 4 provided in region F on the outer surface of the vehicle
The state of 0 is shown in FIG. The fuel supply device 95 for supplying gasoline and methanol to the vehicle has two tubular structures extending to the outside, and a gasoline discharge portion 90 or a methanol discharge portion 92 is provided at the tip of these tubular structures.
And gasoline or methanol can be discharged by these discharge sections. The gasoline discharge section 90 and the methanol discharge section 92 are shown in more detail in FIG.

As shown in FIG. 3, the fuel supply port 40 has a gasoline supply port 42 and a methanol supply port 44. A gas supply port 42 opened on the outer surface of the vehicle body of the hybrid vehicle is connected to a gasoline tank 35 via a gasoline flow path provided inside the hybrid vehicle. A methanol supply port 44, which also opens on the outer surface of the vehicle body of the hybrid vehicle, is connected to a methanol tank 61 via a methanol flow path provided inside the hybrid vehicle.
(See FIG. 1).

The gasoline discharge section 90 is provided in a fuel supply device 95 for supplying gasoline to the hybrid vehicle, and has a gasoline discharge port 91 for discharging gasoline at an end thereof. In addition, the methanol discharge unit 92
A fuel supply device 95 for supplying methanol to the hybrid vehicle is provided with a methanol discharge port 93 for discharging methanol at an end thereof.

The gasoline discharge port 91 and the gasoline supply port 42 provided in the fuel supply port 40 are configured to be connectable to each other. When refilling the gasoline tank 35 with gasoline, the two must be connected. Thus, gasoline is supplied from the fuel supply device 95 to the gasoline tank 35 via the gasoline discharge port 91 and the gasoline replenishment port 42. That is, the gasoline discharge port 91 and the gasoline supply port 4
2 has a circular cross-sectional shape, and can be connected to each other by fitting the two so as to fit each other exactly. Also, the methanol outlet 93
And a methanol supply port provided in the fuel supply port 40 are configured to be connectable to each other. When methanol is supplied to the methanol tank 61, the two are connected to each other so that they can be connected to each other through these structures. , Fuel supply device 95
Supplies methanol to the methanol tank 61 from the apparatus. That is, the methanol discharge port 93 and the methanol supply port 44
In both cases, the cross-sectional shapes are formed in an elliptical shape, and they can be connected to each other by fitting them so that they fit together. As described above, the shapes of the discharge port and the supply port related to the supply of gasoline and the shapes of the discharge port and the supply port related to the supply of methanol are different from each other, and the gasoline discharge port 91 and the methanol supply port 44 are different from each other.
Alternatively, the methanol discharge port 93 and the gasoline supply port 42
And can not be connected.

The fuel supply port 40 is provided on the outer surface of the vehicle body via a hinge 45 so as to be openable and closable. On the vehicle body side where the fuel lid 48 and the fuel supply port 40 are provided, a claw portion 49 and an engaging portion 47 are provided at positions corresponding to each other. When fuel supply is not performed, the gas supply port 42 and the methanol supply port 44
The opening of the fuel supply port 40 is closed by a predetermined cap (not shown), and the fuel supply port 40 is in a state in which the fuel lid 48 is closed by engaging the claw portion 49 and the engagement portion 47.

In the hybrid vehicle of this embodiment, an opener lever is provided near the driver's seat. The opener lever is connected to the engaging portion 47 by a predetermined cable.
When an operating force is applied to the opener lever, the operating force is transmitted to the engaging portion 47 via the cable, and the engaged state between the engaging portion 47 and the claw portion 49 is released. This opens the fuel lid 48. Such a structure relating to the opening and closing of the fuel lid is a well-known structure widely applied to conventionally known gasoline vehicles. The mechanism for transmitting the operation force applied to the opener lever may be an electric type instead of a mechanical type using a cable. When refueling, the opener lever is operated to release the engaged state, the fuel lid 48 is opened, and the caps attached to the respective replenishing ports are removed. 44 are connected to a gasoline outlet 91 and a methanol outlet 93, respectively.

According to the hybrid vehicle of the present embodiment described above, there is no possibility that an erroneous operation is performed when replenishing the vehicle with gasoline or methanol. Gasoline supply port 42 and methanol supply port 4 provided in fuel supply port 40
4 are formed in shapes different from each other, so that when refueling, it is possible to easily determine a replenishing port for replenishing a desired fuel.

The shapes of the gasoline replenishing port 42 and the methanol replenishing port 44 are different from each other, and may be any shapes as long as they can be connected only to the corresponding fuel discharge ports. Here, the different shape does not mean that the size of each supply port is simply different, but in a different combination, the supply port provided in the fuel supply port 40 and the discharge port provided in the fuel supply device 95 cannot be connected. This is important, that is, it is not preferable that one discharge port can be inserted into both supply ports and the other discharge port can be inserted into only one supply port. In addition, the connection failure here means that not only the supply port and the discharge port that have no correspondence do not completely match, but it is impossible to insert any discharge port into the supply port that does not have a correspondence. It is desirable that

In the hybrid vehicle of the above embodiment, the gas supply port 42 communicating with the gas tank 35 is provided.
And the methanol supply port 44 communicating with the methanol tank 61 are provided in the fuel supply port 40 covered by the single fuel lid 48. in this way,
By providing both supply ports in the single fuel supply port 40, when both gasoline and methanol are supplied at the same time, the supply operation can be simplified. At this time, even if both supply ports are adjacent to each other, there is no compatibility between the supply port and the discharge port, so that the corresponding supply port and discharge port can be easily determined. Further, by providing both supply ports in the single fuel supply port 40, only one fuel lid for covering these supply ports and one opener lever for opening the fuel lid are required. Therefore, the fuel lid 48 covering both supply ports can be opened by a single operation, and only one structure relating to the opening of the fuel lid is required.

In the hybrid vehicle of this embodiment shown in FIG. 2, the fuel supply port 40 is provided in the area F located behind one side of the vehicle, but may be provided in another position. . The position where the fuel supply port 40 is provided is determined by the gasoline tank 35 and the methanol tank 61 in the vehicle.
May be set as appropriate in consideration of the position at which is installed, the convenience of operation during fuel supply, and the like. Further, the fuel supply device 95 shown in FIG. 2 is a device capable of supplying both gasoline and methanol. However, the gasoline supply device and the methanol supply device may be provided separately, As long as the shape of the discharge port 90 and the shape of the methanol discharge section 92 can be connected only to the corresponding supply port among the supply ports provided in the fuel supply port 40, the above-described effects can be obtained. .

In the embodiment described above, the gasoline supply port 42 and the gasoline discharge port 91, and the methanol supply port 44 and the methanol discharge port 93 are respectively fixed by fitting the openings having the same shape. The fuel supply device was connected so that fuel could be supplied to the fuel (gasoline or methanol) tank. In such a configuration, when refueling is not performed, the gasoline replenishing port 42 and the methanol replenishing port 44 may be provided with caps of corresponding shapes (circular or elliptical). On the other hand, on both the gasoline side and the methanol side, the shape of the connection portion between the fuel supply port and the discharge port is formed to be the same, and the shape of the cap that closes the gasoline supply port and the methanol supply port is shared. It may be that. An example of such a configuration is shown in FIG. 6 as a modification of the above embodiment. FIG. 6 shows a fuel supply port 40A provided in a region F on the outer surface of the vehicle body, similar to FIG.
9 shows a configuration of a gasoline discharge unit 90A and a methanol discharge unit 92A provided in a fuel supply device similar to the fuel supply device 95.

In the modification shown in FIG. 6, the same members as those in FIG. 3 are denoted by the same reference numerals, and detailed description thereof will be omitted.
The fuel supply port 40A shown in FIG.
A and a methanol supply port 44A. The gas supply port 42A and the methanol supply port 44A are formed in the same circular shape, but inside each of them, the gasoline tank 35 or the methanol tank 61 described above is provided.
Is provided with an opening communicating with the opening. Gas supply port 4
A circular first opening 142 is provided inside 2A, and a square second opening 144 is provided inside methanol supply port 44A. The circular gasoline supply port 42A and the methanol supply port 44A are formed such that a cylindrical member protrudes in a concave portion 41 formed on the vehicle body surface so as to be covered by the fuel lid 48. A spiral groove having the same shape is carved on the outer wall surface.

The gasoline discharge section 90A provided in the fuel supply device has a gasoline discharge port 91A at its tip. The gasoline outlet 91A has a circular cross section similar to the first opening 142 described above, and the gasoline outlet 91A can be inserted into the first opening 142. Similarly, a methanol discharge section 92A provided in the fuel supply device has a methanol discharge port 9
3A. The methanol discharge port 93A has the same rectangular cross section as the second opening 144 described above, and the methanol discharge port 93A is connected to the second opening 144.
It is possible to insert it.

The gasoline discharge section 90A and the methanol discharge section 92A are further near the ends thereof and outside the gasoline discharge port 91A and the methanol discharge port 93A.
The engagement portions 191 and 193 formed in a cylindrical shape are provided. When refilling gasoline, the gasoline discharge port 91A is inserted into the first opening 142 as described above, and the engaging section 191 having a circular cross section is engaged with the gasoline refilling port 42A also having a circular cross section. . Similarly, when replenishing methanol, the methanol discharge port 93A is connected to the second
Of the engaging portion 1 having a circular cross-section.
93 is engaged with the methanol supply port 44A also having a circular cross section.

The fuel supply port 40A is provided with caps 43 and 46 for closing the gasoline supply port 42A and the methanol supply port 44A, respectively. The caps 43 and 46 are formed to have a circular cross section that can be engaged with the gasoline supply port 42A and the methanol supply port 44A. A groove corresponding to the above-mentioned spiral groove formed in the above is formed. As described above, the gas supply port 42A and the methanol supply port 44A are formed in the same circular shape and have the same helical groove, so that the caps 43 and 46 for closing these are also the same. It is a shaped member. When a desired amount of fuel is supplied to the fuel tank, the gasoline discharge port 90A is removed from the gasoline supply port 42A and the methanol discharge section 92A is removed from the methanol supply port 44A. Can be completed by screwing.

According to the fuel supply port 40A configured as described above, the gasoline discharge port 91A has a shape that can be inserted only into the first opening 142, and the methanol discharge port 93A has the second opening 144. Since the shape is such that it can be inserted only into the nozzle, the same effect as that of the above-described embodiment can be achieved in which the discharge port to be connected and the opening can be easily identified. Further, since the gas supply port 42A and the methanol supply port 44A are formed in the same shape, a cap for closing each supply port can be shared. Therefore, it is not necessary to prepare a different type of cap for each supply port.

In the above-described fuel supply port 40A, the shape of the first opening 142 is circular and the shape of the second opening 144 is square. It is important that the supply port provided in the fuel supply port 40A and the discharge port provided in the fuel supply device cannot be connected in different combinations as well as in the shape. For example, in the above-described fuel supply port 40A, the size of the circle of the cross section of the gasoline discharge port 91A that can be inserted exactly into the first opening 142 is changed to the second opening 144.
If it is formed so as to be smaller than the square circumscribed circle and larger than the inscribed circle, it is possible to prevent any of the discharge ports from being inserted into the uncorrelated opening.

In the embodiment described above, the fuel supply port 4
Although a gas supply port and a methanol supply port are provided in 0,40A, a water supply port communicating with the water tank 62 may be provided. As described above, water is generated by the electrochemical reaction proceeding in the fuel cell 60A, and the vehicle of this embodiment is configured to recover water from the oxidizing exhaust gas. Need to replenish. Thus, the water is stored in the water tank 6
A water supply port for supplying water to the fuel supply port 2 is also provided in the same fuel lid 48, and the water supply port is formed in a shape incompatible with the other two supply ports, so that a desired water supply port can be provided when water is supplied. The water supply port can be easily determined.

(3) General Operation: The structure corresponding to the main part of the present invention has been described above, and the structure related to refueling in the hybrid vehicle of the present embodiment and its effects have been described. Hereinafter, a general operation related to running of the hybrid vehicle using gasoline and methanol as fuel will be described. As described earlier with reference to FIG.
The hybrid vehicle of this embodiment has an engine 1 as a power source.
0 and a motor 20. The control unit 70 uses both of them according to the traveling state of the vehicle, that is, the vehicle speed and the torque. The proper use of both is set in advance as a map and stored in the ROM in the control unit 70.

FIG. 7 is an explanatory diagram showing the relationship between the running state of the vehicle and the power source. A region MG in the drawing is a region where the vehicle runs using the motor 20 as a power source. Area EG outside area MG
Is a region where the vehicle runs using the engine 10 as a power source.
Hereinafter, the former is referred to as EV running, and the latter is referred to as engine running. The engine 10, which is a normal gasoline engine, has a property that energy efficiency is lower at low speed running than at high speed running. In the hybrid vehicle of the present embodiment, during such low-speed traveling, the driving force is obtained from the motor 20 instead of the engine 10, thereby suppressing a decrease in energy efficiency of the entire vehicle and improving fuel efficiency. In addition, according to the configuration of FIG. 1, it is possible to run using both the engine 10 and the motor 20 as power sources, but in the present embodiment, such a running region is not provided.

As shown in the figure, the hybrid vehicle of the present embodiment starts in EV running. In such a region, the vehicle travels with the input clutch 18 turned off. When the vehicle started by the EV traveling reaches the traveling state near the boundary between the area MG and the area EG in the map of FIG. 7, the control unit 70
Turns on the input clutch 18 and starts the engine 10. When the input clutch 18 is turned on, the engine 10 is rotated by the motor 20. The control unit 70 injects and ignites fuel at the timing when the rotation speed of the engine 10 increases to a predetermined value. After the engine 10 is started in this manner, the engine 10
It runs using only the power source. When traveling in the region EG is started, the control unit 70 shuts down all the transistors of the drive circuits 51 and 52. As a result, the motor 20 simply turns idle.

The control unit 70 performs the control of switching the power source according to the running state of the vehicle as described above, and also performs the process of switching the gear position of the transmission 100. The switching of the gear stage is performed based on a map set in advance in the running state of the vehicle, similarly to the switching of the power source. The map differs depending on the shift position. FIG. 7 shows a map corresponding to the D position. As shown in this map, the control unit 70 executes the switching of the gear stage so that the gear ratio decreases as the vehicle speed increases.

FIG. 7 shows a map in the case where the EV running and the engine running are selectively used in accordance with the running state of the vehicle. There is also a map. Such a map is obtained by removing the EV traveling region (region MG) in FIG. Electric power is required for EV running. When power can be secured from the battery 50 and the fuel cell device 60, the control unit 70
The operation is performed by selectively using the traveling and the engine traveling, and if sufficient electric power cannot be secured, the operation is performed by the engine traveling. Further, even when the vehicle is started in the EV running, if power cannot be sufficiently secured after the vehicle starts, the vehicle is switched to the engine running even if the running state of the vehicle is within the area MG. Such an operation will be described later.

(4) Switching control between engine running and EV running: Next, in the hybrid vehicle of this embodiment equipped with gasoline and methanol as fuel as described above,
Control executed for switching between the engine running and the EV running will be described. FIG. 8 is a flowchart illustrating an automatic driving switching process routine. This routine is periodically executed by the CPU in the control unit 70 at predetermined time intervals while the vehicle is running. When the present routine is started, the CPU first inputs a driving state of the vehicle (step S200). Here, inputs from various sensors shown in FIG. 5 are made. In particular, input signals from capacity sensors 61a, 62a, and 35a, shift position, vehicle speed, accelerator opening, remaining battery capacity SO
An input signal related to C or the like is involved in subsequent processing.

Next, the CPU determines whether the running state of the vehicle is based on the shift position, vehicle speed, accelerator opening, and the like.
It is determined which of the two areas shown in FIG. 7 corresponds to the running state (step S210). Area E
When it is determined that the vehicle is in the running state corresponding to G, it is next determined whether or not gasoline is remaining in the gasoline tank 35 in such an amount that the engine can run (step S220). When it is determined that gasoline is present in the gasoline tank 35, an engine running processing routine, which is a subroutine, is executed, and this routine ends (step S230).

In this engine running processing routine, first, it is determined whether or not the vehicle is currently running on the engine. If the vehicle is running on the engine, the engine is operated in accordance with the vehicle speed, the accelerator opening, and the shift position. Processing for continuing to output various drive signals related to the drive of 10 is continued. If it is determined that the vehicle is traveling in the EV mode, the process for stopping the power generation operation by the fuel cell device 60, starting the engine 10, and starting the predetermined control related to the driving of the engine is started. Execute As described above, the hybrid vehicle performs engine running by executing the engine running processing routine.

If it is determined in step S220 that there is no gasoline in gasoline tank 35, a subroutine of engine running stop processing is executed, and this routine is terminated (step S240). In this process, a process of prohibiting driving of the engine 10 is performed based on the absence of gasoline. When the gasoline runs out during the running state corresponding to the area EG,
As described above, while prohibiting the driving of the engine 10,
If the remaining amount of the FC fuel is sufficient, a process for further performing the EV traveling may be executed. Whether the EV traveling can correspond to the traveling state corresponding to the area EG depends on the performance of the motor 20 mounted.
EV driving is performed within the range of the performance described above, and the fact that there is no gasoline remaining is displayed so that the driver can visually recognize it, and a configuration to prompt the user to supply gasoline may be adopted.

If it is determined in step S210 that the running state of the vehicle is a running state corresponding to area MG, then it is determined whether or not FC fuel is present (step S250). If it is determined that there is FC fuel, a subroutine EV traveling process is executed, and the routine ends (step S290).

In this EV traveling processing routine, first, it is determined whether or not the vehicle is currently traveling in the EV mode.
When the vehicle is traveling in the V-direction, the output of various drive signals related to driving of the fuel cell device 60 and the motor 20 is continued according to the vehicle speed, the accelerator opening, and the shift position. When it is determined that the vehicle is running with the engine, the driving of the engine 10 is stopped, and a predetermined control for driving the fuel cell device 60 and the motor 20 is started. Thus, the hybrid vehicle performs the EV traveling by executing the EV traveling processing routine.

If it is determined in step S250 that there is no FC fuel, it is next determined whether gasoline is present (step S260). If it is determined that gasoline is present, the entire area engine running process is executed, and the present routine is terminated (step S28).
0). In this all-region engine traveling process, control is performed to perform engine traveling in all traveling states without performing EV traveling even in the traveling state corresponding to region MG shown in FIG.

If it is determined in step S260 that there is no gasoline, the vehicle running stop processing routine is executed, and this routine ends (step S270). Since such a state corresponds to running out of fuel, the engine 10
Then, a process of stopping the output of the drive signal to the fuel cell device 60 is performed. Even when there is no FC fuel and gasoline, if the remaining capacity of the battery 50 is equal to or more than a predetermined amount, a process of performing EV traveling using the battery 50 as a driving energy source may be executed. .

As described above, when there is no fuel of at least one of gasoline and FC fuel, the running state of the vehicle is controlled as described above, and the absence of the predetermined fuel and the current running state are performed. Such information may be displayed in the vicinity of the driver's seat so that the driver can view the information. This allows the driver to quickly replenish the missing fuel.

(5) Traveling mode selection control: In the above description, a configuration has been described in which the traveling state is switched between the engine traveling and the EV traveling based on the traveling state based on the vehicle speed and the accelerator opening and the presence or absence of each fuel. . In such a hybrid vehicle of the present embodiment, a means may be provided for the driver to forcibly set which of the engine running and the EV running is performed regardless of the running state. Hereinafter, such a configuration will be described.

FIG. 9 is an explanatory diagram showing the configuration of the shift position operation section 160 provided in the hybrid vehicle of this embodiment. The speed of the transmission 100 is determined by the control unit 7.
Although 0 is set according to the vehicle speed or the like, the driver manually operates the shift lever 162 of the operation unit 160 provided in the vehicle to select the shift position, thereby setting the range of the shift speed to be used. It is possible to change. The operation unit 160 is provided on the floor next to the driver's seat in the vehicle along the front-rear direction of the vehicle.

The driver can select various shift positions by sliding the shift lever 162 back and forth. The shift positions are parking (P), reverse (R), neutral (N),
The drive positions (D), four positions (4), three positions (3), two positions (2) and a low position (L) are arranged in this order.

In addition to the above, the operation unit 160 is provided with a power source changeover switch 164 that can forcibly select either the engine running or the EV running. The power source changeover switch 164 is a switch for instructing proper use of the power source during traveling. The switch is rotated in the front-rear direction like a seesaw around a portion where "AUTO" is shown in FIG. 9 and takes three states of operation. In the state where the part marked with “EG” in the figure is pushed down and tilted forward (hereinafter, the operation mode corresponding to this state is called the engine mode), “FC” in the figure
Press the part marked with, and tilt it backward (hereinafter, referred to as
The operation mode corresponding to this state is called FC mode),
Then, there are three modes of a neutral state (hereinafter, an operation mode corresponding to this state is called an automatic mode). The engine mode is a mode for forcibly selecting the engine running, and F
The C mode is a mode in which the EV driving is forcibly selected.
The automatic mode is a mode for automatically switching between the engine traveling and the EV traveling based on the traveling state of the vehicle as described above.

FIG. 10 is a flowchart showing a mode selection processing routine. This routine is periodically executed at predetermined time intervals by the CPU in the control unit 70 during running of the vehicle in the hybrid vehicle of the present embodiment including the power switch 164.
When the present routine is started, the CPU first inputs a driving state of the vehicle (step S300). Here, similarly to step S200 in the automatic driving switching process routine shown in FIG. 8, inputs from various sensors shown in FIG. 5 are made.
64 is input.

Next, the CPU determines which operation mode is instructed by power switch 164 (step S210). When it is determined that the engine mode has been selected, it is next determined whether or not gasoline exists in the gasoline tank 35 (step S320). If it is determined that there is gasoline, the whole area engine running process, which is a subroutine, is executed, and this routine ends (step S280).
This process is the same as the all-region engine running process in step S280 shown in FIG. 8, and always performs control for running the engine regardless of the running state of the vehicle.

If it is determined in step S320 that there is no gasoline, an engine running stop process is executed, and the routine ends (step S240). This process is similar to the engine running stop process of step S240 shown in FIG. 8, and performs a process of prohibiting driving of the engine 10 based on the absence of gasoline. In this case, the process of prohibiting driving of the engine 10 is executed, and the fact that there is no gasoline remaining is displayed so that the driver can visually recognize it. With such a configuration, it is possible for the driver to recognize that the engine cannot be run even though the engine mode has been selected, because the gasoline level is low, and the gasoline can be quickly refilled. It becomes possible. At this time,
If the remaining amount of FC fuel is sufficient, the driver can switch the power switch 164 to allow the vehicle to travel by EV traveling.

When determining whether or not gasoline is present in step S320, it may be determined whether or not the gasoline remaining amount has become equal to or less than a predetermined amount, instead of determining whether or not gasoline has been completely used up. When the gasoline remaining amount becomes equal to or less than the predetermined amount, even if the power changeover switch 164 is in the engine mode, if the engine driving is prohibited without performing the full-range engine running process (step S280), then the power is turned off. By selecting the automatic mode with the changeover switch 164, the normal operation in which the engine traveling and the EV traveling are automatically switched can be continued.

If it is determined in step S310 that the FC mode has been selected, it is next determined whether or not there is FC fuel (step S330). When it is determined that there is FC fuel, the subroutine of the all-area EV running process is executed, and the present routine ends (step S3).
40). In this all-region EV traveling process, control is performed for EV traveling without performing engine traveling in all traveling states. If the performance of the motor 20 mounted on the hybrid vehicle according to the present embodiment cannot correspond to the entire area EG shown in FIG. Motor 2
0 will be restricted depending on the performance.

If it is determined in step S330 that there is no FC fuel, EV running stop processing is executed, and this routine ends (step S350). In this process, a process of prohibiting the driving of the fuel cell device 60 is performed based on the absence of FC fuel. In this case, the process of prohibiting the driving of the fuel-fuel cell device 60 is executed, and the fact that there is no remaining FC fuel is displayed so that the driver can visually recognize it. With this configuration, the driver can recognize that the EV mode cannot be performed even though the FC mode is selected, because the FC fuel is not remaining, and the FC fuel is promptly supplied. It is possible to do. At this time, if the gasoline remaining amount is sufficient, the driver operates the power switch 16
By switching 4, the vehicle can be driven by the engine. Alternatively, even if there is no remaining FC fuel, if the remaining capacity of the battery 50 is sufficient, E
V running may be performed.

When determining whether or not FC fuel is present in step S330, it is determined whether or not the remaining amount of FC fuel has become equal to or less than a predetermined amount, instead of determining whether or not FC fuel has been completely used up. Is also good. When the remaining amount of FC fuel becomes equal to or less than the predetermined amount, even if the power changeover switch 164 is in the FC mode, the driving of the fuel cell device 60 is prohibited without performing the full range EV traveling process (step S340). Then, by selecting the automatic mode with the power switch 164, the normal operation in which the engine traveling and the EV traveling are automatically switched can be continued.

If it is determined in step S310 that the automatic mode has been selected, an automatic operation switching process routine is executed, and this routine ends (step S360). The automatic driving switching processing routine executed in step S360 is the same processing as the automatic driving switching processing routine shown in FIG. 8, and automatically switches between the engine traveling and the EV traveling according to the traveling state of the vehicle. .

In the hybrid vehicle that executes the above-described processing, when any of the fuel runs out, the running state is switched to the predetermined running state by the above-described processing. At this time, the driver can visually recognize that the predetermined fuel has run out. If displayed, the driver can quickly refuel. At the time of this refueling, the fuel supply port 40 or 40A having the above-described configuration provided in the vehicle is provided.
Since the fuel supply is performed by the fuel supply device having the corresponding fuel discharge port, the replenishing port to which the desired fuel is to be supplied is easily determined, and the desired fuel is supplied to the corresponding fuel tank. Can be performed smoothly.

(6) Hybrid vehicle of the second embodiment: In the above-described embodiment, the plurality of openings provided in the fuel supply holes of the vehicle are formed in different shapes from each other.
An opening to be connected to a fuel supply device for supplying a predetermined fuel can be easily identified. Hereinafter, as a second embodiment, a fuel type sensor for determining the type of supplied fuel is provided in a flow path in a vehicle through which fuel supplied through an opening passes, and a fuel type sensor is provided through a predetermined opening. A description will be given of a configuration of a hybrid vehicle capable of detecting when undesired fuel has been supplied.

FIG. 11 is an explanatory diagram schematically showing the configuration of the hybrid vehicle according to the second embodiment. The hybrid vehicle of the second embodiment has substantially the same configuration as that of the hybrid vehicle shown in FIG. 1, and a description of members common to the vehicle shown in FIG. 1 will be omitted. In the hybrid vehicle of the second embodiment, the fuel type is provided in each of a gasoline flow path 36 that connects the gasoline supply port 42 and the gasoline tank 35 and a methanol flow path 37 that connects the methanol supply port 44 and the methanol tank 61. Sensor 38,
39 are arranged. These fuel type sensors 38, 39
It is a sensor for determining the type of fuel passing through the flow path in which each sensor is provided. Output signals from the fuel type sensors 38 and 39 are output to the control unit 7 described above.
Input to 0.

FIG. 12 is an explanatory diagram showing a state of the methanol channel 37 to which the fuel type sensor 39 is attached.
In the methanol flow path 37, a sub-pool 34 in which a predetermined amount of fuel passing through the methanol flow path 37 can be retained at a predetermined position near the methanol supply port 44, and in a region where the sub-pool 34 is provided. , Fuel type sensor 3
9 are provided.

The fuel type sensor 39 is a well-known gas sensor for combustible gas, and is composed of, for example, an n-type oxide semiconductor such as tin oxide to which a catalyst such as palladium (Pr) or platinum (Pt) is added. Is done. Such sensors are:
Utilizing the property that the electric resistance of the oxide semiconductor changes depending on the concentration of the combustible gas in the presence of various combustible gases, a signal corresponding to the resistance value of the oxide semiconductor is output.

When fuel is supplied via the methanol supply port 44, a predetermined amount of newly supplied fuel stays in the sub-pool. The fuel such as methanol always volatilizes in the air. However, since a predetermined amount of the fuel stays in the sub-pool 34, the concentration of the fuel vaporized in the air at a certain temperature around the sub-pool 34 at a certain temperature. Becomes a concentration within a predetermined range according to the type of replenished fuel. Therefore, when fuel is supplied via the methanol supply port 44, the electric resistance of the oxide semiconductor provided in the fuel type sensor 39 has a value corresponding to the type of the supplied fuel. Therefore, this fuel type sensor 39
It can be determined from the output signal from whether or not methanol has been correctly supplied as fuel. In addition,
Such a fuel type sensor 39 may increase the selectivity to the detection target gas and further increase the accuracy of the fuel type determination by appropriately selecting the composition of the oxide semiconductor, the added catalyst, and the like.

The fuel type sensor 39 disposed in the methanol flow path 37 has been described above.
The fuel type sensor 38 provided with the same configuration has the same configuration, and can determine whether or not the fuel supplied through the gasoline supply port 42 is gasoline.

By providing the fuel type sensor as described above, even when an undesired fuel is supplied to a predetermined fuel tank, the user can recognize that the undesired fuel has been supplied. When the fuel type sensor detects that fuel of an undesired type has been replenished, the control unit 70 that has input the detection signal sends the fuel supply hole 40
Alternatively, it is preferable that a drive signal is output to a predetermined display unit or an alarm device provided near the driver's seat, and the display is performed so that the user can visually recognize the drive signal or a warning sound is generated. . As a result, the user can immediately recognize that the wrong fuel has been supplied.

When it is detected by the fuel type sensor that undesired fuel has been replenished to any of the fuel tanks, the control unit 70 which has inputted this detection signal has
Accordingly, the operation of the driving energy generating device that receives the supply of fuel from the fuel tank that has been replenished with undesired fuel may be prohibited. As a result, it is possible to prevent a problem caused by operating the driving energy generating device using the wrong fuel. Hereinafter, such an operation will be described.

FIG. 13 is an explanatory diagram showing a fuel type detection processing routine executed in the hybrid vehicle of the second embodiment. This routine is periodically executed by the CPU in the control unit 70 at predetermined time intervals while the vehicle is running. When this routine is started, the CPU first
The driving state of the vehicle is input (step S400). Here, similarly to step S300 in the mode selection processing routine shown in FIG. 10, inputs from various sensors shown in FIG. 5 are made.
The signal from 39 is input. The signals from the fuel type sensors 38 and 39 input here are based on information stored in the control unit 70 as a result of detection at the time of refueling, and are stored in the control unit 70. Information is updated each time fuel is supplied to each fuel tank.

Next, the CPU determines whether or not the fuel supplied to the methanol tank 61 is regular fuel (whether fuel other than methanol has not been supplied) based on the information input in step S400 (step S400). Step S4
10). When it is determined that the fuel supplied to the methanol tank 61 is the regular fuel, it is next determined whether the fuel supplied to the gasoline tank 35 is the regular fuel (step S420). When it is determined that the fuel supplied to the gasoline tank 35 is also the normal fuel, the mode selection processing routine is executed and this routine ends (step S450). The mode selection processing routine executed in step S450 is the same processing as the mode selection processing routine shown in FIG. And EV running.

If it is determined in step S420 that the fuel supplied to the gasoline tank 35 is not regular fuel, it is next determined what the running mode of the vehicle instructed by the power source switch 164 is (step S420). Step S430). When it is determined in step S430 that the FC mode or the automatic mode has been selected, the presence or absence of FC fuel is determined (step S440).
When it is determined that there is FC fuel, the entire area EV running process, which is a subroutine, is executed, and this routine ends (step S340). This process is the same as the entire region EV traveling process in step S340 shown in FIG. 10, and performs control for always performing EV traveling regardless of the traveling state of the vehicle.

In the above description, when it is determined in step S430 that the automatic mode is selected,
If the FC fuel is present, the entire region EV traveling process is executed. In such a case, it is visually recognized that the vehicle is not automatically switched to the engine traveling due to an error in the replenishment fuel type. It is desirable to display. Of course, when the automatic mode is selected, the entire area EV traveling process is not immediately executed.
5 may be visually displayed to indicate that undesired fuel has been replenished, and the entire area EV traveling process may be executed after the FC mode is selected again by the driver.

If it is determined in step S440 that there is no FC fuel, the subroutine EV running /
The engine running stop process is executed, and this routine ends (step S460). In this processing, based on the absence of FC fuel and the fact that the fuel supplied to the gasoline tank 35 is not regular fuel, the processing for inhibiting the driving of the engine 10 and the processing for inhibiting the driving of the fuel cell device 60 are performed. Perform In such a case, the engine 1
0 and the process of prohibiting the driving of the fuel-fuel cell device 60 is executed, and the driver can visually confirm that the fuel supplied to the gasoline tank is not regular fuel and that there is no remaining FC fuel. To be displayed. At this time, if the remaining capacity of the battery 50 is sufficient, the electric vehicle may be run by using the electric power supplied from the battery 50.

If it is determined in step S430 that the engine mode has been selected, engine running stop processing is executed and this routine is terminated (step S430).
240). This processing is performed in step S24 shown in FIG.
0, which is a process similar to the engine running stop process, in which the driving of the engine 10 is prohibited. In this case, the process of prohibiting the driving of the engine 10 is executed, and the fact that the fuel tank 35 is replenished with an undesired type of fuel is displayed so that the driver can visually recognize it. With such a configuration, the driver can recognize that the engine cannot be driven even though the engine mode is selected. At this time,
If the remaining amount of FC fuel is sufficient, the driver can switch the power switch 164 to allow the vehicle to travel by EV traveling.

If it is determined in step S410 that the fuel supplied to the methanol tank 61 is not a regular fuel, the CPU next determines the amount of fuel supplied to the gasoline tank 35 based on the information input in step S400. It is determined whether the fuel is legitimate (step S47).
0). In step S470, the gasoline tank 35
When it is determined that the fuel supplied to the vehicle is the regular fuel, it is next determined what the traveling mode of the vehicle instructed by the power source changeover switch 164 is (step S48).
0).

If it is determined in step S480 that the FC mode has been selected, the EV traveling stop process is executed, and the routine ends (step S35).
0). This process is similar to the EV traveling stop process of step S350 shown in FIG.
A process is performed to prohibit the driving of 0. In this case, a process of prohibiting the driving of the fuel cell device 60 is executed, and the fact that an undesired type of fuel is being supplied to the methanol tank 61 is displayed so that the driver can visually recognize the fuel. . With such a configuration, it is possible for the driver to recognize that the EV traveling cannot be performed even though the FC mode is selected. At this time, if the remaining amount of gasoline is sufficient, the driver can switch the power switch 164 to allow the vehicle to run by the engine.

If it is determined in step S480 that the engine mode or the automatic mode has been selected, it is determined whether or not gasoline is present (step S49).
0). If it is determined that there is gasoline, the whole area engine running process, which is a subroutine, is executed, and this routine ends (step S280). This processing is shown in FIG.
This is the same process as the all-region engine running process in step S280 shown in FIG. 0, and always performs control for running the engine regardless of the running state of the vehicle.

In the above description, when it is determined in step S480 that the automatic mode is selected,
If the gasoline is present, the entire region engine running process is executed. In such a case, it is visually recognized that the vehicle is not automatically switched to the EV running due to an error in the replenishment fuel type. It is desirable to do. Of course, when the automatic mode is selected, the entire area engine running process is not immediately executed, but the fact that undesired fuel has been replenished in the methanol tank 61 is displayed so as to be visually recognized, and the engine is renewed by the driver. After the mode is selected, the entire region engine running process may be executed.

If it is determined in step S490 that there is no gasoline, the subroutine EV running
The engine running stop process is executed, and this routine ends (step S460). In this process, similarly to the above-described EV traveling / engine traveling stopping process, a process for inhibiting the driving of the engine 10 and a process for inhibiting the driving of the fuel cell device 60 are performed. Here, since it is based on the absence of gasoline and the fact that the fuel supplied to the methanol tank 61 is not regular fuel, a process for prohibiting the driving of the engine 10 and the fuel-fuel cell device 60 is executed, It is confirmed that the fuel supplied to the tank 61 is not regular fuel and that there is no gasoline remaining.
A process of displaying the driver so that the driver can visually recognize it is further performed. At this time, if the remaining capacity of the battery 50 is sufficient, the electric vehicle may be run by using the electric power supplied from the battery 50.

If it is determined in step S470 that the fuel supplied to the gasoline tank 35 is not regular fuel, the subroutine EV / engine stop processing is executed, and the routine ends (step S460). In this process, similarly to the above-described EV traveling / engine traveling stopping process, a process for inhibiting the driving of the engine 10 and a process for inhibiting the driving of the fuel cell device 60 are performed. Here, it is determined that the fuel supplied to the methanol tank 61 is not regular fuel, and that the gasoline tank 35
Since the fuel replenished to the fuel tank is based on the fact that the fuel is not regular fuel, the process for inhibiting the driving of the engine 10 and the fuel-fuel cell device 60 is executed, and the fuel replenished in the methanol tank 61 is not regular fuel. Further, processing is further performed to display that the fuel supplied to the gasoline tank is not regular fuel so that the driver can visually recognize the fuel. At this time, if the remaining capacity of the battery 50 is sufficient, the electric vehicle may be run by using the electric power supplied from the battery 50.

According to the hybrid vehicle configured as described above, when undesired fuel is supplied to any one of the fuel tanks, the driving energy generating device (fuel cell) supplied with fuel from this fuel tank In order to stop using the engine 60) or the engine 10), it is possible to prevent inconvenience caused by operating the driving energy generating device using an undesired fuel. As described in the above-described embodiment, it is desirable that the opening provided in the hybrid vehicle and the discharge port of the fuel supply device cannot be connected in an undesired combination. According to the vehicle, even when one of the fuel tanks is replenished with an undesired type of fuel, the problem caused by supplying the wrong fuel to the drive energy generating device is prevented or reduced. It becomes possible.

When the undesired fuel is replenished to any one of the fuel tanks and the desired fuel is stored in the other fuel tank, the fuel is removed from the other fuel tank. Can be used. The switching of the operation for obtaining the driving energy using the correctly replenished fuel is performed automatically or so that the driver can recognize that the undesired fuel has been supplied to any one of the fuel tanks. Can be displayed by prompting the user to switch modes.
By switching the driving energy generating device to be used, the vehicle can continue running.

In the second embodiment, the fuel type sensor is provided in both the gasoline flow path 36 and the methanol flow path 37. However, the fuel type sensor is provided in only one of the flow paths. Is also good. In such a case,
It is possible to obtain a predetermined effect by determining the type of fuel passing through the flow path provided with the sensor and determining whether or not the desired fuel has been supplied to the tank in which fuel is to be supplied via the flow path. it can.

In the above-described embodiment, gasoline and methanol are used as fuel for driving the vehicle, and an engine and a fuel cell each using fuel are mounted. However, different types of fuel are used. Or a different type of power generator may be provided. For example, instead of methanol, other hydrocarbons or hydrocarbon-based compounds such as ethanol, light oil, and ethane may be mounted as fuel for the fuel cell, and these may be reformed to generate a hydrogen-rich gas. Even in such a case, by applying the present invention to a moving body on which a plurality of types of fuels are mounted, the same effects as those described above can be obtained.

In the above embodiment, the fuel supply port used for replenishing a plurality of types of fuel to the respective separate storage tanks, and the connection port having an incompatible connection with the fuel supply device for supplying each fuel. And a sensor for detecting whether or not replenished fuel is a desired type of fuel. An example in which such a configuration is applied to a hybrid vehicle equipped with an engine and a fuel cell is shown. did. In the embodiment, the application to the vehicle is exemplified.
The present invention can be applied to various moving objects such as aircraft and flying objects that move using power. Further, the present invention can be applied not only to a vehicle having a hybrid power source, but also to various moving bodies equipped with a plurality of types of fuels.

The embodiments of the present invention have been described above.
The present invention is not limited to such embodiments at all, and it goes without saying that the present invention can be implemented in various modes without departing from the gist of the present invention.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a hybrid vehicle that is a preferred embodiment of the present invention.

FIG. 2 is an explanatory diagram illustrating a state of a hybrid vehicle and a fuel supply device.

FIG. 3 is an explanatory diagram showing a structure related to connection at a fuel supply port 40.

FIG. 4 is an explanatory diagram showing a schematic configuration of a fuel cell device 60.

5 is an explanatory diagram showing connection of input / output signals to a control unit 70. FIG.

FIG. 6 is an explanatory diagram showing a structure related to connection at a fuel supply port 40A.

FIG. 7 is an explanatory diagram showing a relationship between a traveling state of a vehicle and a power source.

FIG. 8 is a flowchart illustrating an automatic driving switching process routine.

FIG. 9 is an explanatory diagram showing an operation section 160 of a shift position in the hybrid vehicle of the embodiment.

FIG. 10 is a flowchart illustrating a mode selection processing routine.

FIG. 11 is an explanatory diagram schematically showing a configuration of a hybrid vehicle according to a second embodiment.

FIG. 12 is an explanatory diagram showing a state where a fuel type sensor 39 is attached.

FIG. 13 is a flowchart illustrating a fuel type detection processing routine.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 ... Engine 12 ... Crankshaft 13 ... Output shaft 14 ... Output shaft 15 ... Output shaft 16 ... Differential gear 17 ... Axle 18 ... Input clutch 19 ... Auxiliary clutch 20 ... Motor 22 ... Rotor 24 ... Stator 30 ... Torque converter 34 ... Sub pool 35 Gasoline tank 35a Capacity sensor 36 Gasoline flow path 37 Methanol flow path 38, 39 Fuel type sensor 40, 40A Fuel supply port 41 Recess 42, 42A Gasoline supply port 43 Caps 44, 44A Methanol replenishment port 45 Hinge 46 Cap 47 Engagement part 48 Fuel lid 49 Claw part 50 Battery 51, 52 Drive circuit 60 Fuel cell device 60A Fuel cell 61 Methanol tank 61a, 62a, 35a Capacity Sensor 62… Water tank 63… Kana 64 ... Compressor 65 ... Evaporator 66 ... Reformer 67 ... CO reduction unit 68 ... Blower 70 ... Control unit 80 ... Auxiliary equipment driving motor 82 ... Auxiliary equipment driving device 83 ... Changeover switch 84 ... Changeover switch 90 90A: Gasoline discharge section 91, 91A: Gasoline discharge port 92, 92A: Methanol discharge section 93, 93A: Methanol discharge port 95: Fuel supply device 100: Transmission 102: Hydraulic pump 104: Hydraulic control section 142: First opening Unit 144 Second opening 160 Operation unit 162 Shift lever 164 Power source changeover switch 191, 193 Engagement unit

Claims (10)

[Claims] 1. A moving body that uses a plurality of types of fuel to generate driving energy, and includes a plurality of fuel storage units for separately storing the plurality of types of fuel, and supplies the fuel. A fuel supply port for connecting the fuel supplied from the fuel supply apparatus to a fuel storage means for storing the fuel, the fuel supply port comprising: a plurality of the fuel storage means. And a plurality of openings, each of which is provided corresponding to each of the plurality of openings, and each of which has a plurality of openings communicating with the corresponding fuel storage means, wherein the plurality of openings have mutually different shapes. 2. The moving body according to claim 1, wherein the fuel supply port is provided with the plurality of openings at predetermined positions on an outer wall surface of the moving body, the plurality of openings being close to each other. A moving body having a single lid that covers the opening of the moving body. 3. The moving body according to claim 2, wherein the lid is moved by a single operation system. 4. The moving body according to claim 1, further comprising: a plurality of driving energy generating devices configured to receive any one of the plurality of types of fuel and generate energy for driving the moving body. At least one of the plurality of energy generating devices includes:
A moving object, wherein fuel is not supplied from at least one of the plurality of fuel storage units. 5. A moving body using a plurality of fuels to generate driving energy and mounting a plurality of fuel storage means for separately storing the plurality of fuels, wherein the plurality of fuels are provided. Provided corresponding to each of the storage means, a plurality of flow paths for guiding the fuel supplied from the outside to the corresponding fuel storage means, and at least one of the plurality of flow paths,
A detecting means for detecting information on the type of fuel passing through the flow path. 6. The moving body according to claim 5, wherein any one of the plurality of types of fuel stored in the plurality of fuel storage units is supplied and energy for driving the moving body is received. A plurality of drive energy generating devices to be generated, and, based on a detection result of the detection means, determine whether fuel passing through the flow path is fuel to be stored in fuel storage means corresponding to the flow path. A fuel type determining unit that determines that a fuel that is not a fuel to be stored in the fuel storage unit corresponding to the flow path has passed through the flow path; Prohibiting means for prohibiting generation of energy by the driving energy generating device receiving supply of fuel from storage means. 7. A vehicle, wherein a plurality of fuels are used to generate driving energy, and a plurality of fuel storage means for separately storing the plurality of fuels are provided on a moving body, and the fuel is supplied. A fuel supply port for connecting the fuel supplied from the fuel supply device to fuel storage means for storing the fuel, the fuel supply port corresponding to each of the plurality of types of fuel. A fuel supply port, comprising a plurality of openings provided, wherein the plurality of openings have mutually different shapes. 8. A fuel supply device for supplying at least two kinds of fuels among a plurality of kinds of fuel to a moving body using a plurality of kinds of fuels for generating driving energy, wherein So that the fuel can be supplied to
A connection portion connected to the moving body, the connection portion including a plurality of discharge ports provided independently of each other in correspondence with each of the fuel supplied to the moving body from the fuel supply device. The fuel supply device, wherein each of the plurality of discharge ports discharges the corresponding fuel, and is formed in a shape different from each other. 9. A moving body using a plurality of fuels for generating driving energy and mounting a plurality of fuel storage means for separately storing the plurality of fuels,
A fuel supply system that supplies the plurality of types of fuel by a fuel supply device, wherein the fuel supply device includes a plurality of discharge ports for individually supplying the plurality of types of fuel to the moving body. The moving body includes a plurality of openings corresponding to each of the fuel storage means, the plurality of openings communicating with the fuel storage means, and being connectable to any of the plurality of discharge ports. The fuel supply system is characterized in that the plurality of openings are formed so that they cannot be connected to each other when the corresponding fuels are different. 10. The fuel supply system according to claim 9, wherein the plurality of openings provided in the moving body are provided close to each other at a predetermined position on an outer wall surface of the moving body. The fuel supply system, wherein the moving body further includes a single lid that covers the plurality of openings.