JP2006105004A - Control system of internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control system of an internal combustion engine dispensing with complicated control concerning fuel supply in the internal combustion engine running on gas fuel and liquid fuel. <P>SOLUTION: The control system is equipped with a hydrogen tank 38 for receiving supply of hydrogen and a gasoline tank 32 for receiving supply of gasoline. A hydrogen fuel injection valve 28 and a gasoline injection valve 26 are provided for respectively injecting hydrogen and gasoline into an intake port 18. Respective injection quantities of hydrogen and gasoline are controlled based on a hydrogenation ratio R predetermined according to operation condition. The hydrogenation ratio R is controlled based on respective storage states of hydrogen and gasoline so that they run short at the same time. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a control device for an internal combustion engine, and more particularly to a control device for an internal combustion engine that uses both a liquid fuel such as gasoline and a gas fuel such as hydrogen fuel as fuel.

  Conventionally, for example, Japanese Patent Application Laid-Open No. 2004-116398 discloses an internal combustion engine configured to be operable with gasoline and hydrogen as fuel. In this internal combustion engine, the hydrogen addition ratio is determined in advance according to the operating state, and gasoline and hydrogen are injected at that ratio.

JP 2004-116398 A

  The operation mode (operation state) of the internal combustion engine changes from moment to moment depending on road conditions and the like. For this reason, in the internal combustion engine in which the hydrogen addition rate is changed according to the operating state as in the conventional internal combustion engine described above, the rate at which gasoline and hydrogen are consumed in the process of fuel consumption is also in the operation mode. It has changed accordingly.

  In an internal combustion engine having a plurality of storage containers that receive refueling as in the above-described conventional internal combustion engine, in order to prevent the vehicle driver from performing complicated management regarding refueling, gasoline and hydrogen are eliminated simultaneously. It is desirable to be able to consume them in a balanced manner. In this respect, the above-described conventional internal combustion engine still leaves room for examination.

  The present invention has been made to solve the above-described problems, and provides an internal combustion engine control apparatus that does not require complicated management regarding refueling in an internal combustion engine using gas fuel and liquid fuel as fuel. For the purpose.

In order to achieve the above object, a first invention includes a gas fuel storage container that receives a supply of gas fuel and a liquid fuel storage container that receives a supply of liquid fuel, and a predetermined injection according to an operating state. A control device for an internal combustion engine that injects the gas fuel and the liquid fuel in proportions,
First storage state detection means for detecting the storage state of the gas fuel;
Second storage state detection means for detecting the storage state of the liquid fuel;
Based on the respective storage states of the gas fuel and the liquid fuel detected by the first storage state detection unit and the second storage state detection unit, the gas fuel and the liquid fuel are simultaneously removed. Injection rate control means for controlling the injection rate;
It is characterized by providing.

  The second invention is characterized in that, in the first invention, the gas fuel is hydrogen fuel, and the liquid fuel is gasoline.

  In a third aspect based on the second aspect, the injection ratio control means is configured such that the remaining amount value of hydrogen fuel is larger than a predetermined value, and the remaining amount value of gasoline is larger than another predetermined value. When the fuel injection rate is smaller, the injection ratio is changed so that the ratio of hydrogen fuel becomes larger. On the other hand, the remaining amount value of hydrogen fuel is smaller than the predetermined value, and the remaining amount value of gasoline is equal to the other predetermined amount. A first injection ratio adjusting means is provided for changing the injection ratio so that the ratio of hydrogen fuel becomes smaller when the value is larger than the value.

  In a fourth aspect based on the second aspect, the injection ratio control means is configured such that the remaining ratio of the remaining amount of the hydrogen fuel to the remaining amount of the entire fuel including the hydrogen fuel and gasoline is greater than a predetermined ratio. The injection ratio is changed so that the ratio of hydrogen fuel is larger when the ratio is larger, and the injection ratio is decreased so that the ratio of hydrogen fuel is smaller when the remaining ratio is smaller than the predetermined ratio. It has the 2nd injection ratio adjustment means which changes.

In addition, the fifth aspect of the present invention includes a supply mode selection means that allows the driver to select whether to supply hydrogen fuel and gasoline simultaneously or separately in the third or fourth aspect. ,
When the simultaneous replenishment is selected, the first injection ratio adjusting means or the second injection ratio adjusting means is executed.

In addition, a sixth invention includes any one of the second to fourth inventions, comprising position information acquisition means for acquiring position information of the hydrogen station,
The injection ratio control means stops the change of the injection ratio so that the ratio of hydrogen fuel increases when it is determined that the current position of the vehicle is far from the position of the hydrogen station, or the ratio of hydrogen fuel The injection ratio is changed so as to be small.

  According to the first invention, control can be performed so that the gas fuel and the liquid fuel are consumed in a well-balanced manner based on the storage states of the gas fuel and the liquid fuel.

  According to the second aspect of the invention, since gasoline and hydrogen are consumed in a balanced manner so as to disappear simultaneously, it is possible to construct a system that can reliably create a state in which a sufficient amount of gasoline and hydrogen can be replenished at a time.

  According to the third invention, by comparing the gasoline remaining amount value and the hydrogen remaining amount value with the respective predetermined value and the predetermined value, the respective storage states of gasoline and hydrogen are detected, and based on the storage state, It can be controlled so that gasoline and hydrogen are consumed in a well-balanced manner.

  According to the fourth aspect of the invention, since the consumption amounts of gasoline and hydrogen are constantly controlled so that the remaining ratio is a predetermined ratio, both are consumed in a balanced manner, and only one of the fuels is consumed. There is nothing.

  According to the fifth aspect of the invention, the driver can arbitrarily supply hydrogen at the same time as gasoline or reduce the frequency of hydrogen replenishment separately depending on the arrangement situation of the hydrogen station and the driver's own desire. You can choose. Further, according to the present invention, it is possible to construct a system that is convenient when used in an area where there are not many stations that can be replenished with hydrogen.

  According to the sixth invention, when it is determined that the position from the hydrogen station is far away, that is, in the situation where it is assumed that hydrogen is not replenished at the same time, the correction on the side to increase the injection ratio is to be stopped. Alternatively, by reducing the amount, the amount of hydrogen used can be suppressed under such circumstances, and the hydrogen can be prevented from being exhausted until reaching the hydrogen station.

Embodiment 1 FIG.
FIG. 1 is a diagram for explaining a configuration of an internal combustion engine 10 according to a first embodiment of the present invention. A piston 12 that reciprocates inside the cylinder of the internal combustion engine 10 is provided. Further, the internal combustion engine 10 includes a cylinder head 14. A combustion chamber 16 is formed between the piston 12 and the cylinder head 14. An intake port 18 and an exhaust port 20 communicate with the combustion chamber 16. An intake valve 22 and an exhaust valve 24 are disposed in the intake port 18 and the exhaust port 20, respectively.

  A gasoline injection valve 26 that injects gasoline (liquid fuel) into the port is disposed in the intake port 18. The intake port 18 is provided with a hydrogen fuel injection valve 28 for injecting hydrogen (gas fuel) into the port.

  A gasoline tank (liquid fuel storage container of the present invention) 32 communicates with the gasoline injection valve 26 via a gasoline supply pipe 30. The gasoline supply pipe 30 includes a pump 34 between the gasoline injection valve 26 and the gasoline tank 32. The pump 34 can supply gasoline at a predetermined pressure to the gasoline injection valve 26. For this reason, the gasoline injection valve 26 is able to inject an amount of gasoline into the intake port 18 according to the opening time by opening the valve in response to a drive signal supplied from the outside.

  The gasoline tank 32 incorporates a liquid level sensor 36 for detecting the liquid level of gasoline. The liquid level sensor 36 can detect the amount of gasoline stored during refueling based on the liquid level of the fuel. During operation of the internal combustion engine 10, the consumption amount of gasoline stored in the gasoline tank 32 can be calculated by integrating the gasoline usage amount of the gasoline injection valve 26. For this reason, according to the system of the present embodiment, the stored amount (remaining amount) in the gasoline tank 32 is accurately detected based on the output of the liquid level sensor 36 and the integrated value of the gasoline usage amount of the gasoline injection valve 26. can do.

  The system of the present embodiment includes a hydrogen tank (a gas fuel storage container of the present invention) 38 for storing hydrogen in a gaseous state at a high pressure. A hydrogen supply pipe 40 communicates with the hydrogen tank 38. The hydrogen supply pipe 40 communicates with the hydrogen fuel injection valve 28. In the system of the present embodiment, hydrogen gas charged into the hydrogen tank 38 from the outside is used as the hydrogen fuel supplied to the hydrogen fuel injection valve 28, but is supplied to the hydrogen fuel injection valve 28. The hydrogen fuel is not limited to this, and a hydrogen-rich gas containing high-concentration hydrogen generated on the vehicle or supplied from the outside may be used.

  A regulator 42 is disposed in the hydrogen supply pipe 40 between the hydrogen tank 38 and the hydrogen fuel injection valve 28. According to such a configuration, hydrogen in the hydrogen tank 38 is supplied to the hydrogen fuel injection valve 28 at a predetermined pressure reduced by the regulator 42. For this reason, the hydrogen fuel injection valve 28 is able to inject an amount of hydrogen into the intake port 18 according to the opening time by opening the valve in response to a drive signal supplied from the outside.

  A hydrogen fuel pressure sensor 44 is disposed in the hydrogen supply pipe 40 between the regulator 42 and the hydrogen fuel injection valve 28. The hydrogen fuel pressure sensor 44 is a sensor that emits an output corresponding to the pressure of hydrogen supplied to the hydrogen fuel injection valve 28. Further, a hydrogen tank internal pressure sensor 46 and a gas temperature sensor 48 are incorporated in the hydrogen tank 38. The hydrogen tank internal pressure sensor 46 is a sensor that outputs an output corresponding to the internal pressure of the hydrogen tank 38, and the gas temperature sensor 48 is a sensor that outputs an output corresponding to the hydrogen gas temperature in the hydrogen tank 38. According to the outputs of these sensors 46 and 48, the storage amount (remaining amount) of hydrogen gas in the hydrogen tank 38 can be accurately detected.

  The system of this embodiment includes an ECU 50. In addition to the liquid level sensor 36, the hydrogen fuel pressure sensor 44, the hydrogen tank internal pressure sensor 46, and the gas temperature sensor 48, the ECU 50 includes an accelerator position sensor, an engine speed, etc. in order to grasp the operating state of the internal combustion engine 10. Various sensors for detecting (not shown) are connected. The ECU 50 is connected to devices such as the gasoline injection valve 26, the hydrogen fuel injection valve 28, the pump 34, and the regulator 42 described above. The ECU 50 can appropriately drive the various devices described above by performing predetermined processing based on the sensor output described above.

In the system of the present embodiment configured as described above, injection of gasoline and hydrogen is performed based on a base hydrogen addition ratio R _Base that is predetermined according to the operating state of the internal combustion engine 10 in order to realize good combustion. Each amount is controlled to an appropriate amount. More specifically, in order to realize such control, a map (hereinafter referred to as “base addition ratio map”) in which the base hydrogen addition ratio R _Base is defined in relation to the operation region of the internal combustion engine 10 is referred to as the ECU 50. Is remembered. Here, the “hydrogen addition ratio R” is defined as the ratio of the calorific value of hydrogen to the total calorific value of the total fuel including gasoline and hydrogen.

  By the way, in the system that needs to appropriately replenish gasoline and hydrogen as in the internal combustion engine 10 configured as described above, in order to ensure the convenience of the driver of the vehicle with respect to refueling, It is desirable that the system consumes gasoline and hydrogen in a well-balanced manner so that they disappear simultaneously. Therefore, in the system of the present embodiment, the following control is performed in order to consume gasoline and hydrogen in a balanced manner.

  FIG. 2 is a flowchart of the hydrogen addition ratio adjustment control A routine executed by the ECU 50 in order to realize the above request in the first embodiment. Note that this routine is periodically executed at every constant crank angle. In the routine shown in FIG. 2, first, it is determined whether or not the gasoline remaining amount value in the gasoline tank 32 is equal to or less than a predetermined value 1 (step 100).

  If it is determined in step 100 that the gasoline remaining amount value ≦ predetermined value 1 is not established, it is then determined whether or not the remaining hydrogen value in the hydrogen tank 38 is equal to or greater than the predetermined value 2. (Step 102). The ECU 50 stores the predetermined value 1 and the predetermined value 2 as described above in order to determine whether gasoline and hydrogen are consumed in a balanced manner.

If it is determined in step 102 that the remaining hydrogen value ≧ predetermined value 2 holds, the base hydrogen addition ratio R _BASE is set as the hydrogen addition ratio R used in this case (step 104). In this case, since it can be determined that gasoline and hydrogen are sufficiently left in the respective tanks at an appropriate ratio, the base hydrogen addition ratio R _BASE is maintained.

When it is determined in step 102 that the remaining amount of hydrogen ≧ predetermined value 2 is not established, the hydrogen addition rate R used in this case is set to a smaller value than the base hydrogen addition rate R _BASE. (Step 106). In this case, since it can be determined that the remaining amount of gasoline is sufficient but the remaining amount of hydrogen is insufficient, the amount of hydrogen used is suppressed.

On the other hand, if it is determined in step 100 that the gasoline remaining amount value ≦ the predetermined value 1 is established, it is then determined whether or not the hydrogen remaining amount value ≧ the predetermined value 2 (step 108). As a result, if it is determined that the remaining hydrogen value ≧ the predetermined value 2 is not established, the base hydrogen addition rate R _BASE is set as the hydrogen addition rate R used in this case (step 104). That is, if it is determined that the gasoline remaining amount value and the hydrogen remaining amount value are less than the predetermined value 1 and the predetermined value 2, respectively, it can be determined that both gasoline and hydrogen are consumed in a well-balanced manner. The ratio R _BASE is selected.

If it is determined in step 108 that the remaining hydrogen amount value ≧ predetermined value 2 is satisfied, the hydrogen addition rate R used in this case is set to a larger value than the base hydrogen addition rate R _BASE. (Step 110). In this case, since it can be determined that the remaining amount of hydrogen is sufficient but the remaining amount of gasoline is insufficient, the amount of gasoline used is suppressed in order to extend the cruising distance. In the case where the internal combustion engine has an operation region in which hydrogen addition is not normally performed, when this step 110 is executed, hydrogenation is performed in the operation region in which such hydrogen addition is not performed. Also good.

  According to the processing of the hydrogen addition ratio adjustment control A routine in FIG. 2 described above, the gasoline remaining amount value and the remaining hydrogen amount value are compared with the predetermined value 1 and the predetermined value 2 respectively, thereby It is possible to detect the storage state and control so that gasoline and hydrogen are consumed in a balanced manner based on the storage state. For this reason, if the process of the said routine is applied, the system which can produce reliably the state which can replenish sufficient quantity of gasoline and hydrogen at once can be constructed | assembled.

  In the routine of FIG. 2 in the first embodiment described above, the hydrogen addition ratio R is based on the relationship between the remaining values of gasoline and hydrogen and the predetermined values 1 and 2 regardless of the load state of the internal combustion engine 10. However, the present invention is not limited to this. That is, the routine executed in the first embodiment may be, for example, the routine shown in FIG.

  FIG. 3 is a flowchart showing another routine (hydrogen addition ratio adjustment control B routine) that can be applied to the first embodiment. In FIG. 3, the same steps as those shown in FIG. 2 in the first embodiment are denoted by the same reference numerals, and the description thereof is omitted or simplified. The routine shown in FIG. 3 is the same as the routine shown in FIG. 2 except that the process of step 112 is added.

In the routine shown in FIG. 3, if it is determined in steps 100 and 108 that the gasoline remaining amount value ≦ predetermined value 1 and the hydrogen remaining amount value ≧ predetermined value 2 are satisfied, then the internal combustion engine 10 It is determined whether or not the operation region is one of a light load region and a medium load region (step 112). As a result, when it is determined that the vehicle is in the light and medium load region, the hydrogen addition rate R is set to a larger value than the base hydrogen addition rate R _BASE as in the routine of FIG. 110). On the other hand, when it is determined that the vehicle is not in the light / medium load region, that is, in the high load region, the base hydrogen addition ratio R _BASE is set unlike the routine of FIG. 2 (step 104).

When hydrogen, which is a gas fuel, is port-injected as in the configuration of the first embodiment described above, the hydrogen addition ratio R is increased in the high load region, that is, the gasoline injection amount is reduced, and hydrogen When the injection amount is increased, the volume efficiency η _V is lowered, and the output of the engine is lowered. In such a case, it is necessary to increase the amount of gasoline in order to maintain the output. According to the processing of the routine of FIG. 3 described above, when it is determined that the remaining amount of hydrogen is sufficient but the remaining amount of gasoline is insufficient (Yes route of step 110), the volume efficiency η _V is decreased. In other words, the engine output can be maintained while suppressing the consumption of gasoline.

In the first embodiment described above, the internal combustion engine 10 having a configuration in which the hydrogen fuel injection valve 28 is disposed in the intake port 18 is targeted. However, the configuration of the internal combustion engine to which the present invention is applied is that hydrogen is used. The hydrogen fuel injection valve 28 may be attached to the cylinder head 14 so that it can be directly injected into the cylinder. With such a configuration, even if the hydrogen addition ratio R is increased with respect to the base hydrogen addition ratio R _{BASE in} a high load region, the volume efficiency η _V does not decrease.

  In Embodiment 1 described above, the storage state of gasoline and hydrogen is detected by giving predetermined value 1 and predetermined value 2 as one determination value for each of the gasoline remaining amount value and the hydrogen remaining amount value. However, the method of setting the predetermined value is not limited to this, that is, a plurality of predetermined values may be given to the gasoline remaining amount value and the hydrogen remaining amount value.

In the first embodiment described above, the hydrogen tank internal pressure sensor 46 and the gas temperature sensor 48 are the “first storage state detection means” in the first invention, and the liquid level sensor 36 is the first invention. The ECU 50 corresponds to the “second storage state detection means”, and the ECU 50 executes the process of the hydrogen addition ratio adjustment control A routine of FIG. 2, whereby the “injection ratio control means” in the first invention. Is realized.
In the first embodiment described above, the hydrogen addition ratio R corresponds to the “injection ratio” in the second to sixth inventions.
In the above-described first embodiment or its modification, the ECU 50 executes the process of the hydrogen addition ratio adjustment control A routine of FIG. 2 or the process of the hydrogen addition ratio adjustment control B routine of FIG. The “first injection ratio adjusting means” in the third aspect of the invention is realized.

Embodiment 2. FIG.
Next, a second embodiment of the present invention will be described with reference to FIG.
The system of the present embodiment is realized by causing the ECU 50 to execute the routine of FIG. 4 instead of the hydrogen addition ratio adjustment control A routine of FIG. 2 using the apparatus configuration of the first embodiment described above. is there.

  The system of the present embodiment sets a predetermined target ratio with respect to the ratio of the remaining amount of hydrogen to the remaining amount of the total fuel including gasoline and hydrogen, and operates the internal combustion engine 10 according to the base hydrogen addition ratio map. In addition, in order to consume gasoline and hydrogen in a well-balanced manner, the hydrogen addition ratio R is changed so that the hydrogen remaining ratio becomes a target ratio. Hereinafter, specific processing will be described with reference to FIG.

  FIG. 4 is a flowchart of the hydrogen addition ratio adjustment control C routine executed by the ECU 50 in order to realize the above function in the second embodiment. Note that this routine is periodically executed at every constant crank angle. In FIG. 4, the same steps as those shown in FIG. 2 in the first embodiment are denoted by the same reference numerals, and the description thereof is omitted or simplified.

  In the routine shown in FIG. 4, it is first determined whether or not the current hydrogen remaining ratio is larger than a predetermined target ratio (step 114). When the hydrogen addition ratio R is determined on the basis of the calorific value of the fuel as in the system of the present embodiment, the target ratio is also set as a hydrogen remaining ratio based on the calorific value. In the system of the present embodiment, the capacity ratio between the gasoline tank 32 and the hydrogen tank 38 is set so as to be a value that substantially matches the target ratio.

If it is determined in step 114 that the remaining amount ratio> the target ratio is satisfied, that is, if it is determined that the ratio of the remaining amount of hydrogen in the total remaining fuel amount is larger than the target ratio, it is used in this case. The hydrogen addition rate R is set to a larger value than the base hydrogen addition rate R _BASE (step 116).

On the other hand, if it is determined in step 114 that the remaining amount ratio> the target ratio is not satisfied, it is then determined whether the remaining amount ratio <the target ratio is satisfied (step 118). As a result, when it is determined that the remaining amount ratio <target ratio is satisfied, that is, when it is determined that the ratio of the remaining hydrogen amount in the total remaining fuel amount is smaller than the target ratio, the hydrogen addition used in this case The ratio R is set to a smaller value than the base hydrogen addition ratio R _BASE (step 120).

When it is determined in step 118 that the remaining amount ratio <the target ratio is not satisfied, that is, when the remaining ratio is substantially equal to the target ratio, the hydrogen addition ratio R is set to the base hydrogen addition ratio R _BASE . It is held (step 122). If it is determined by the processing of step 114 in the routine of FIG. 4 that the remaining amount ratio> the target ratio is established, it is determined whether the load is light or medium as in the routine of FIG. When the load is not medium, the hydrogen addition ratio R may not be increased.

  The operation mode (operation state) of the internal combustion engine changes from moment to moment depending on road conditions and the like. For this reason, in the internal combustion engine in which the hydrogen addition rate is changed according to the operating state as in the system of the present embodiment, the rate at which gasoline and hydrogen are consumed in the process of fuel consumption is also in the operation mode. It has changed accordingly. According to the processing of the hydrogen addition ratio adjustment control C routine in FIG. 4 described above, the consumption amounts of gasoline and hydrogen are always controlled so that the remaining ratio becomes the target ratio. Only one of the fuels is not consumed. Further, according to the routine processing, since the hydrogen addition ratio R is adjusted from the beginning after refueling, the cruising distance of the vehicle can be increased compared to the processing of the first embodiment described above. .

  In the second embodiment described above, the ECU 50 executes the process of the hydrogen addition ratio adjustment control C routine of FIG. 4 to realize the “second injection ratio adjustment means” in the fourth aspect of the invention. Yes.

Embodiment 3 FIG.
Next, Embodiment 3 of the present invention will be described with reference to FIG. 5 and FIG.
FIG. 5 is a diagram for illustrating the configuration of the internal combustion engine 60 according to the third embodiment of the present invention. In FIG. 5, the same components as those shown in FIG. 1 are denoted by the same reference numerals, and description thereof is omitted or simplified.

  As shown in FIG. 5, the system according to the present embodiment includes a replenishment mode selection switch for selecting whether the vehicle driver replenishes gasoline and hydrogen simultaneously or supplies hydrogen separately (the replenishment mode of the present invention). Selection means) 62. This switch 62 is connected to the ECU 64. Here, this switch 62 shall be installed on the instrument panel of a vehicle. Except for this point, the configuration of the present embodiment is the same as the configuration of the first embodiment described above. Hereinafter, specific processing executed in the present embodiment will be described with reference to FIG.

  FIG. 6 is a flowchart of the hydrogen addition ratio selection control A routine executed by the ECU 64 in the third embodiment. In addition, this routine shall be a routine started when the supply mode selection switch 62 is operated by the driver. In the routine shown in FIG. 6, first, it is determined whether or not the selection of simultaneously supplying gasoline and hydrogen has been made (step 124).

  If it is determined in step 124 that simultaneous replenishment has been selected, one of the hydrogen addition ratio adjustment controls A, B, or C described above is executed in order to consume gasoline and hydrogen in a balanced manner ( Step 126).

On the other hand, if it is determined in step 124 that the simultaneous replenishment selection has not been made, that is, if the driver gives an instruction to replenish hydrogen, in order not to increase the hydrogen addition ratio R, A base hydrogenation rate R _BASE is selected (step 128). In step 128, the hydrogen addition ratio R may be decreased as compared with the base hydrogen addition ratio R _BASE .

  According to the processing of the hydrogen addition ratio selection control A routine of FIG. 6 described above, the driver determines whether the hydrogen is supplied simultaneously with gasoline or is supplied separately to reduce the frequency of hydrogen supply. Since it can be arbitrarily selected according to the driver's own desire, a convenient system can be constructed particularly when used in an area where there are not many stations capable of supplying hydrogen.

Embodiment 4.
Next, a fourth embodiment of the present invention will be described with reference to FIGS.
FIG. 7 is a diagram for explaining the configuration of the internal combustion engine 70 according to the fourth embodiment of the present invention. In FIG. 7, the same components as those shown in FIG. 1 are denoted by the same reference numerals, and the description thereof is omitted or simplified.

  As shown in FIG. 7, the system of the present embodiment includes a navigation system (position information acquisition means of the present invention) 72 for acquiring vehicle position information. The navigation system 72 is connected to the ECU 74. Except for this point, the configuration of the present embodiment is the same as the configuration of the first embodiment described above. The system of the present embodiment is characterized in that the ECU 74 manages the consumption amounts of gasoline and hydrogen while constantly communicating with the navigation system 72. Hereinafter, with reference to FIG. 8, a specific process executed in the present embodiment will be described.

  FIG. 8 is a flowchart of the hydrogen addition ratio selection control routine B executed by the ECU 74 in the fourth embodiment. Note that this routine is periodically executed at every constant crank angle. In the routine shown in FIG. 8, first, it is determined whether or not the current position of the vehicle is in the vicinity of the hydrogen supply station (step 130). The ECU 74 stores in advance the position of the station where hydrogen can be supplied. In this step 130, specifically, it is determined whether or not the current position of the vehicle is within a predetermined distance (for example, 50 km) from a nearby hydrogen station. The method of grasping the vehicle position information is not limited to this, and for example, an area determined in consideration of traffic conditions of the road until the vehicle heads for the hydrogen station may be used on the basis of the hydrogen station. . Note that the processing (function) for grasping the current position of the vehicle in this step 130 may be performed by the navigation system 72 instead of the ECU 74 as described above, that is, the ECU 74 includes the navigation system. The configuration may be such that the determination result of the current position of the vehicle is issued from 72.

  If it is determined in step 130 that the area is in the vicinity of the hydrogen station, the above-described hydrogen addition ratio is used in order to consume gasoline and hydrogen in a balanced manner, assuming that hydrogen is supplied simultaneously with gasoline. Any of the adjustment controls A, B, or C is executed (step 132).

On the other hand, if it is determined in step 130 that the area is not near the hydrogen station, the base hydrogen addition ratio R _BASE is selected so as not to increase the hydrogen addition ratio R (step 134). In step 134, the hydrogen addition rate R may be decreased as compared with the base hydrogen addition rate R _BASE .

  According to the processing of the hydrogen addition ratio selection control B routine of FIG. 8 described above, if it is determined that the position from the hydrogen station is far, that is, under the situation where it is assumed that hydrogen will not be replenished simultaneously, By canceling or reducing the correction on the side of increasing the addition rate R, hydrogen usage is suppressed under such circumstances so that hydrogen is not consumed until it reaches the hydrogen station. Can do.

It is a figure for demonstrating the structure of the internal combustion engine of Embodiment 1 of this invention. It is a flowchart of the hydrogen addition ratio adjustment control A routine executed in the first embodiment of the present invention. It is a flowchart of the hydrogen addition ratio adjustment control B routine executed in the modification of the first embodiment of the present invention. It is a flowchart of the hydrogen addition ratio adjustment control C routine executed in the second embodiment of the present invention. It is a figure for demonstrating the structure of the internal combustion engine of Embodiment 3 of this invention. It is a flowchart of the hydrogenation ratio selection control A routine performed in Embodiment 3 of the present invention. It is a figure for demonstrating the structure of the internal combustion engine of Embodiment 4 of this invention. It is a flowchart of the hydrogen addition ratio selection control B routine executed in the fourth embodiment of the present invention.

Explanation of symbols

10, 60, 70 Internal combustion engine 26 Gasoline injection valve 28 Hydrogen fuel injection valve 32 Gasoline tank 36 Liquid level sensor 38 Hydrogen tank 44 Hydrogen fuel pressure sensor 46 Hydrogen tank internal pressure sensor 48 Gas temperature sensors 50, 64, 74 ECU (Electronic Control Unit)
62 Supply mode selection switch 72 Navigation system

Claims (6)

An internal combustion engine comprising a gas fuel storage container that receives a supply of gas fuel and a liquid fuel storage container that receives a supply of liquid fuel, and injects the gas fuel and the liquid fuel at a predetermined injection rate according to an operating state A control device of
First storage state detection means for detecting the storage state of the gas fuel;
Second storage state detection means for detecting the storage state of the liquid fuel;
Based on the respective storage states of the gas fuel and the liquid fuel detected by the first storage state detection unit and the second storage state detection unit, the gas fuel and the liquid fuel are simultaneously removed. Injection rate control means for controlling the injection rate;
A control device for an internal combustion engine, comprising:   2. The control apparatus for an internal combustion engine according to claim 1, wherein the gas fuel is hydrogen fuel, and the liquid fuel is gasoline.   The injection ratio control means is configured to increase the hydrogen fuel ratio when the remaining amount value of hydrogen fuel is larger than a predetermined value and the remaining amount value of gasoline is smaller than another predetermined value. On the other hand, when the remaining amount value of hydrogen fuel is smaller than the predetermined value and the remaining amount value of gasoline is larger than the other predetermined value, the proportion of hydrogen fuel is decreased. The control apparatus for an internal combustion engine according to claim 2, further comprising first injection ratio adjusting means for changing the injection ratio as described above.   The injection ratio control means is configured to increase the ratio of hydrogen fuel when the remaining ratio of the remaining amount of hydrogen fuel to the total remaining amount of fuel including hydrogen fuel and gasoline is larger than a predetermined ratio. A second injection ratio adjusting means for changing the injection ratio and changing the injection ratio so that the ratio of hydrogen fuel is reduced when the remaining ratio is smaller than the predetermined ratio; 3. The control device for an internal combustion engine according to claim 2, wherein the control device is an internal combustion engine. A replenishment mode selection means for allowing the driver to select whether to replenish hydrogen fuel and gasoline simultaneously or separately;
5. The control device for an internal combustion engine according to claim 3, wherein the first injection ratio adjusting means or the second injection ratio adjusting means is executed when the simultaneous replenishment is selected. A location information acquisition means for acquiring location information of the hydrogen station;
The injection ratio control means stops the change of the injection ratio so that the ratio of hydrogen fuel increases when it is determined that the current position of the vehicle is far from the position of the hydrogen station, or the ratio of hydrogen fuel The control apparatus for an internal combustion engine according to any one of claims 2 to 4, wherein the injection ratio is changed so that the value becomes smaller.

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