JP2009121361A - Fuel injection control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To retain a temperature of a catalyst carrier in an exhaust emission control device within the range of catalyst activation temperatures. <P>SOLUTION: A fuel injection control device (electronic control device 1) is provided with a fuel injection ratio setting means varying the fuel injection ratio of a high calorific power fuel FH with high calorific power reserved in separate fuel tanks (first and second fuel tanks 41A, 41B) and a low calorific power fuel FL with calorific power lower than that of the high calorific power fuel FH, and a fuel injection control means for having the high calorific power fuel FH and the low calorific power fuel FL jetted at the fuel injection ratio. The fuel injection ratio setting means is configured to set the fuel injection ratio increased in the fuel injection percentage of the low calorific power fuel FL when the temperature Tc of the catalyst carrier of the exhaust emission control device 82 of an internal combustion engine is higher than a catalyst activation determining upper limit temperature Tmax. Moreover, the device is provided with a catalyst activation determining value setting means for setting the catalyst activation determining upper limit temperature Tmax according to the magnitude of the calorific power of the low calorific power fuel FL. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a fuel injection control device applied to an internal combustion engine that can be operated using a plurality of types of fuel having different fuel properties.

  In recent years, in the automobile industry, various efforts have been made to cope with changes in the environment surrounding automobiles. For example, in the field of internal combustion engines, efforts have been made for so-called multi-fuel internal combustion engines that can be operated even with fuels having different fuel properties. A vehicle equipped with this kind of multi-fuel internal combustion engine is generally called a flexible fuel vehicle (FFV). For example, any of gasoline fuel, alcohol fuel, or a mixed fuel thereof is used. However, it is known to improve the environmental performance such as the suppression of the consumption of fossil fuels such as gasoline fuel, which can be operated and the limits of reserves continue to be sought. For example, the following Patent Document 1 discloses a multi-fuel internal combustion engine that is operated using an alcohol mixed fuel composed of gasoline fuel and alcohol fuel.

  Here, in such an internal combustion engine, as in the case of an internal combustion engine that can be operated only with a single fuel, exhaust that purifies harmful substances such as hydrocarbons (HC) and nitrogen oxides (NOx) in the exhaust gas. A purification device is provided on the exhaust path. Since the exhaust gas purification device cannot properly purify harmful substances if the catalyst carrier temperature is not within the predetermined catalyst activation temperature range, various controls have been implemented in order to keep the catalyst carrier temperature within the catalyst activation temperature range. Has been made. For example, in Patent Document 2 below, in an internal combustion engine capable of individually injecting light oil fuel and gasoline fuel according to their fuel injection ratios, when the catalyst carrier temperature of the exhaust emission control device is below the catalyst activation temperature, Discloses a technique for changing the fuel injection ratio to increase the amount of gasoline fuel.

JP-A-2-305335 JP-A-2005-90271

  By the way, as for gasoline fuel and alcohol fuel, it is not possible to obtain one with a purity of 100% depending on the country or region. For example, there are cases where alcohol fuel is slightly mixed in gasoline fuel, In some cases, gasoline fuel is mixed in alcohol fuel. In addition, alcohol blended fuel obtained by mixing gasoline fuel with alcohol fuel does not necessarily have the same fuel blend ratio depending on the country or region. The above-described multi-fuel internal combustion engine can be operated even when fuels having such various fuel properties are supplied.

  Here, when the multi-fuel internal combustion engine is operated by supplying at least two types of fuel properties from separate fuel tanks, the fuel properties and the catalyst carrier of the exhaust emission control device are used. If it is not properly used depending on the temperature, the catalyst carrier temperature may not be maintained within the catalyst activation temperature range. That is, for example, in such a multi-fuel internal combustion engine, even if the amount of gasoline fuel with a high calorific value is increased after the catalyst carrier temperature falls to the lower limit value of the catalyst activation temperature, the catalyst carrier temperature increases due to the increase in the gasoline fuel. There is a risk that the catalyst carrier temperature will be lower than the catalyst activation temperature before it occurs. In addition, even if the amount of the alcohol fuel or the alcohol mixed fuel having a low calorific value is increased after the catalyst carrier temperature reaches the upper limit value of the catalyst activation temperature, the multi-fuel internal combustion engine can increase the amount of the alcohol fuel. There is a possibility that the temperature of the catalyst carrier becomes higher than the catalyst activation temperature before the temperature lowers. When the catalyst carrier temperature is out of the catalyst activation temperature range, there is a high possibility that harmful substances in the exhaust gas will be exhausted to the atmosphere without being purified. When the temperature is higher than the temperature, there is a possibility that the catalyst may be melted.

  Therefore, the present invention improves the inconvenience of the conventional example, and brings the catalyst carrier temperature of the exhaust gas purification apparatus for an internal combustion engine operated with a plurality of types of fuels that can be individually injected into different catalytic activity temperature ranges. It is an object of the present invention to provide a fuel injection control device that can be maintained.

  In order to achieve the above object, according to the first aspect of the present invention, fuel injection of a high calorific value fuel having a high calorific value stored in an individual fuel tank and a low calorific value fuel having a calorific value lower than that of the high calorific value fuel. A fuel injection control device comprising: a fuel injection ratio setting means for varying the ratio; and a fuel injection control means for injecting a high calorific value fuel and a low calorific value fuel at the fuel injection ratio. When the catalyst carrier temperature is higher than the catalyst activity determination upper limit temperature, the fuel injection ratio setting means is configured to set the fuel injection ratio by increasing the fuel injection ratio of the low calorific value fuel, and the catalyst activity determination upper limit temperature is set. A catalyst activity determination value setting means is provided for setting according to the amount of heat generated by the low heat generation amount fuel.

  Specifically, in the invention according to claim 2, in the fuel injection control device according to claim 1, the catalyst activity determination value is set such that the catalyst activity determination upper limit temperature is changed to a lower temperature side as the heat value of the low heat value fuel is larger. It constitutes setting means.

  For example, if the upper limit temperature of the catalyst activity determination is set higher than the appropriate temperature despite the large amount of heat generated by the low heating value fuel, the time elapses compared to the time when the upper limit temperature of the catalyst activity determination is appropriate. However, the fuel injection ratio of the low calorific value fuel is increased after the catalyst carrier temperature is further increased. However, in the fuel injection control apparatus according to claim 1 or 2, the catalyst activity determination upper limit temperature is changed to an appropriate temperature according to the calorific value of the low calorific value fuel. It can be lowered while being kept within the active temperature range.

  In order to achieve the above object, according to a third aspect of the present invention, in the fuel injection control device according to the first or second aspect, the high heat generation is performed when the catalyst carrier temperature is lower than the catalyst activity determination lower limit temperature. The fuel injection ratio setting means is configured so as to set the fuel injection ratio with the fuel injection ratio of the quantity fuel being increased, and the catalyst activation determination lower limit temperature is set according to the calorific value of the high calorific value fuel. The judgment value setting means is configured.

  Specifically, in the invention according to claim 4, in the fuel injection control device according to claim 3, the catalyst activity determination value is set such that the lower the heat generation amount of the high calorific value fuel, the lower the catalyst activity determination lower limit temperature is. It constitutes setting means.

  For example, when the lower limit temperature of the catalyst activity determination is set lower than the appropriate temperature despite the small amount of heat generated by the high calorific value fuel, the time elapses compared to when the appropriate lower limit temperature of the catalyst activity determination is reached. However, the fuel injection ratio of the high calorific value fuel is increased after the catalyst carrier temperature is further lowered. However, in the fuel injection control apparatus according to claim 3 or 4, the catalyst activity determination lower limit temperature is changed to an appropriate temperature according to the calorific value of the high calorific value fuel. The temperature can be raised while being kept within the active temperature range.

  Here, the fuel injection ratio setting means, as in the fifth aspect of the invention, when the remaining amount of the high calorific value fuel is less than or equal to the predetermined amount, is high when the catalyst carrier temperature is lower than the catalyst activity determination lower limit temperature. It is preferable that the fuel injection ratio setting for increasing the fuel injection ratio of the calorific value fuel is prohibited.

  As a result, the fuel injection control device according to claim 5 can leave the high calorific value fuel that is particularly useful for starting the engine during cold, so that the cold start is performed the next time the engine is started. Even so, the internal combustion engine can be started.

  In order to achieve the above object, according to a sixth aspect of the present invention, in the fuel injection control device according to any one of the first to fifth aspects, an electric motor that applies at least a driving force to the vehicle is provided. Electric motor drive torque control means is provided for powering driving when the catalyst carrier temperature is higher than the catalyst activity determination upper limit temperature.

  In the fuel injection control device according to the sixth aspect, the required engine torque is reduced to satisfy the required vehicle torque by driving the electric motor to the power running. At that time, the temperature in the combustion chamber decreases as the required engine torque decreases. For this reason, the fuel injection control device according to claim 6 reduces the engine torque even if the catalyst carrier temperature cannot be kept within the catalyst activation temperature range only by increasing the fuel injection ratio of the low heating value fuel. The catalyst support temperature can be maintained within the catalyst activation temperature range by adding.

  In order to achieve the above object, according to a seventh aspect of the present invention, in the fuel injection control device according to any one of the first to fifth aspects, the catalyst carrier temperature is lower than the catalyst activity determination lower limit temperature. There is provided motor control means for regeneratively driving an electric motor that applies a driving force or a regenerative braking force to the vehicle at a low temperature.

  In the fuel injection control apparatus according to the seventh aspect, the required engine torque is increased to satisfy the required vehicle torque by regeneratively driving the electric motor. At that time, the temperature in the combustion chamber increases as the required engine torque increases. Therefore, the fuel injection control device according to claim 7 increases the engine torque even if the catalyst carrier temperature cannot be kept within the catalyst activation temperature range only by increasing the fuel injection ratio of the high calorific value fuel. The catalyst support temperature can be maintained within the catalyst activation temperature range by adding.

  Here, as in the invention described in claim 8, the low calorific value fuel may be alcohol fuel or fuel mainly composed of alcohol fuel, and the high calorific value fuel may be gasoline fuel or fuel mainly composed of gasoline fuel.

  The fuel injection control device according to the present invention changes the catalyst activity determination lower limit temperature and the catalyst activity determination upper limit temperature according to each calorific value (alcohol concentration) of the high calorific value fuel and the low calorific value fuel, and after the change The fuel injection ratio of the high calorific value fuel and the low calorific value fuel is changed using the catalyst activity judgment lower limit temperature or the catalyst activity judgment upper limit temperature. For this reason, this fuel injection control device is capable of mixing alcohol as a high calorific value fuel or a low calorific value fuel, even if the high calorific value fuel or the low calorific value fuel is not 100% pure gasoline fuel or alcohol fuel. Even if the fuel is not kept at a constant fuel mixture ratio, the activated state of the exhaust emission control device can be appropriately maintained according to the alcohol concentration of the high calorific value fuel and the low calorific value fuel. That is, this fuel injection control device can keep the exhaust purification device active even if the calorific value (alcohol concentration) of the high calorific value fuel or the low calorific value fuel changes. Therefore, the fuel injection control device can accurately maintain the action of purifying harmful substances in the exhaust gas in the exhaust gas purification device, and can effectively suppress the deterioration of the emission performance.

  Embodiments of a fuel injection control device according to the present invention will be described below in detail with reference to the drawings. The present invention is not limited to the embodiments.

  A fuel injection control apparatus according to a first embodiment of the present invention will be described with reference to FIGS. In the following, the fuel injection control device will be described in detail while explaining an example of an internal combustion engine to be applied.

  The internal combustion engine exemplified here is a multi-fuel internal combustion engine mounted on a so-called flexible fuel vehicle that can be operated even with a fuel having a different fuel property, and has at least two kinds of differences in calorific value. The fuel is configured to be supplied individually. Here, hydrocarbon fuels such as gasoline fuel are exemplified as the high calorific value fuel having a high calorific value. Examples of the low calorific value fuel having a calorific value lower than that of the high calorific value fuel include alcohol fuels such as ethanol, methanol and butanol, or alcohol mixed fuels. The alcohol mixed fuel is a fuel mainly composed of alcohol fuel, and is a mixed fuel of alcohol fuel and at least one kind of fuel having different fuel properties. The alcohol mixed fuel illustrated here is mixed with a hydrocarbon fuel (for example, gasoline fuel).

  The internal combustion engine is one in which various control operations such as combustion control are executed by an electronic control unit (ECU) 1 shown in FIG. In the first embodiment, it is assumed that a fuel injection control device is configured as one function of the electronic control device 1. The electronic control unit 1 includes a CPU (Central Processing Unit) (not shown), a ROM (Read Only Memory) that stores a predetermined control program and the like, and a RAM (Random Access) that temporarily stores the calculation result of the CPU. Memory) and a backup RAM for storing information prepared in advance.

  First, the configuration of the internal combustion engine exemplified here will be described with reference to FIG. Although only one cylinder is shown in FIG. 1, the present invention is not limited to this, and can be applied to a multi-cylinder multifuel internal combustion engine. In the present embodiment, description will be made assuming that a plurality of cylinders are provided.

  The internal combustion engine includes a cylinder head 11, a cylinder block 12, and a piston 13 that form a combustion chamber CC. Here, the cylinder head 11 and the cylinder block 12 are fastened with bolts or the like via the head gasket 14 shown in FIG. 1, and the recess 11a on the lower surface of the cylinder head 11 and the cylinder bore 12a of the cylinder block 12 formed thereby. The piston 13 is disposed so as to be capable of reciprocating in the space. And the combustion chamber CC mentioned above is comprised by the space enclosed by the wall surface of the recessed part 11a of the cylinder head 11, the wall surface of the cylinder bore 12a, and the top surface 13a of the piston 13. FIG.

  This internal combustion engine sends air and fuel into the combustion chamber CC in accordance with operating conditions such as engine speed and engine load, and executes combustion control in accordance with the operating conditions. The air is sucked from the outside through the intake passage 21 and the intake port 11b of the cylinder head 11 shown in FIG. On the other hand, the fuel is supplied using the fuel supply device 50 shown in FIG.

  First, the air supply path will be described.

  On the intake passage 21 of the internal combustion engine, an air cleaner 22 for removing foreign matters such as dust contained in air introduced from the outside, and an intake air amount detection means 23 for detecting the amount of intake air from the outside are provided. ing. As the intake air amount detection means 23, an air amount detection sensor such as an air flow meter that directly detects the intake air amount, an intake pipe pressure sensor that detects the pressure in the intake passage 21 (ie, intake pressure), and the like are conceivable. When the latter intake pipe pressure sensor is used, the intake air amount is obtained indirectly from the intake pressure and the engine speed. In this internal combustion engine, the detection signal of the intake air amount detection means 23 is sent to the electronic control unit 1, and the electronic control unit 1 calculates the intake air amount, the engine load and the like based on the detection signal. The engine speed can be grasped from the detection signal of the crank angle sensor 16 that detects the rotation angle of the crankshaft 15.

  A throttle valve 24 capable of adjusting the flow rate of the air flowing into the combustion chamber CC and a throttle valve for opening and closing the throttle valve 24 are provided downstream of the intake air amount detecting means 23 on the intake passage 21. And an actuator 25. In the electronic control unit 1 of the first embodiment, the throttle valve actuator 25 is driven and controlled according to the operating conditions, and the throttle valve that adjusts the valve opening angle of the throttle valve 24 so that the valve opening degree according to the operating conditions is obtained. Control means are provided. Here, the throttle valve actuator 25 and the throttle valve control means constitute a throttle valve opening control means. Further, this internal combustion engine is provided with a throttle opening sensor 26 that detects the valve opening of the throttle valve 24 and transmits the detection signal to the electronic control unit 1.

  On the other hand, one end of the intake port 11b opens to the combustion chamber CC, and an intake valve 31 that opens and closes the opening is disposed in the opening portion. The number of openings may be one or more, and an intake valve 31 is provided for each opening. Therefore, in this internal combustion engine, air is sucked into the combustion chamber CC from the intake port 11b by opening the intake valve 31 and closed to the combustion chamber CC by closing the intake valve 31. Air inflow is blocked.

  Here, as the intake valve 31, for example, there is a valve that is driven to open and close in accordance with the rotation of an intake camshaft (not shown) and the elastic force of an elastic member (string spring). In this type of intake valve 31, by interposing a power transmission mechanism such as a chain or a sprocket between the intake side camshaft and the crankshaft 15, the intake side camshaft is interlocked with the rotation of the crankshaft 15, Open / close drive is performed at a preset opening / closing timing. In the internal combustion engine illustrated here, the intake valve 31 that is driven to open and close in synchronization with the rotation of the crankshaft 15 can be applied.

  However, the internal combustion engine may be provided with a variable valve mechanism such as a so-called variable valve timing and lift mechanism that can change the opening / closing timing and lift amount of the intake valve 31, and thereby the opening / closing timing of the intake valve 31. And the lift amount can be changed to a suitable one according to the operating conditions. Furthermore, in this internal combustion engine, a so-called electromagnetically driven valve that opens and closes the intake valve 31 using electromagnetic force may be used in order to obtain the same effect as the variable valve mechanism.

  Next, the fuel supply device 50 will be described.

  As the fuel supply device 50, fuels having different fuel properties stored in a plurality of fuel tanks are individually injected into the intake port 11b and / or the combustion chamber CC, or fuel stored in a plurality of fuel tanks It is conceivable that fuels having different properties are mixed at a desired fuel mixing ratio by a fuel mixing device or the like and injected into the intake port 11b and / or the combustion chamber CC. In the first embodiment, two types of fuels having different fuel properties (high calorific value fuel FH stored in the first fuel tank 41A or low calorific value fuel FL stored in the second fuel tank 41B) are used. A representative example is a port injection type in which the injection ratio is varied and injected into each intake port 11b, and each fuel is introduced into the combustion chamber CC together with the intake air. In the first embodiment, the first fuel tank 41A stores gasoline fuel as the high heating value fuel FH, and the second fuel tank 41B stores the alcohol mixed fuel (constant fuel mixture ratio as the low heating value fuel FL). It is assumed that a mixed fuel of alcohol fuel and gasoline fuel) is stored.

  Specifically, the fuel supply device 50 includes a fuel injection ratio setting means of the electronic control unit 1 for setting a fuel injection ratio between the high heat value fuel FH and the low heat value fuel FL, a high heat value fuel FH, and a low heat value. The target fuel injection amount setting means of the electronic control device 1 for setting the respective target fuel injection amounts of the fuel FL, and the electronic control device 1 for injecting the high heat generation amount fuel FH and the low heat generation amount fuel FL at the respective target fuel injection amounts. And the fuel injection control means.

  The fuel injection ratio setting means sets the fuel injection ratio of the high calorific value fuel FH and the low calorific value fuel FL between 0 to 10 and 10 to 0 in accordance with operating conditions such as engine speed and engine load. . Further, the target fuel injection amount setting means determines whether the high heating value fuel FH and the low heating value fuel FL are based on the fuel injection ratio, the target air-fuel ratio of the air-fuel mixture in the combustion chamber CC, and the intake air amount (engine load). Each target fuel injection amount is set. Note that the target air-fuel ratio of the air-fuel mixture in the combustion chamber CC is set according to the operating conditions.

  Further, the fuel supply device 50 includes first fuel supply means for injecting the high calorific value fuel FH into the intake port 11b, and second fuel supply means for injecting the low heat value fuel FL into the intake port 11b. Yes. Therefore, the fuel injection ratio setting means of the first embodiment sets the fuel injection ratio between the high calorific value fuel FH to be injected by the first fuel supply means and the low calorific value fuel FL to be injected to the second fuel supply means. It becomes.

  The first fuel supply means sucks the high heating value fuel FH from the first fuel tank 41A and sends it to the first fuel passage 51A, and the high heating value fuel FH of the first fuel passage 51A. A first fuel delivery pipe 53A that distributes to each cylinder, and a fuel injection valve (fuel injection means) for each cylinder that injects the high heating value fuel FH supplied from the first fuel delivery pipe 53A into each intake port 11b. 54A. The first fuel supply means injects the high calorific value fuel FH in accordance with the fuel injection conditions such as the fuel injection timing according to the target fuel injection amount set by the target fuel injection amount setting means and the operating conditions. The fuel injection control means is configured to drive and control the first feed pump 52A and the fuel injection valve 54A based on the injection conditions. Accordingly, in the first fuel supply means, the high heat value fuel FH is sucked up from the first fuel tank 41A by the first feed pump 52A, and the high heat value fuel FH is injected from the fuel injection valve 54A under fuel injection conditions. The

  As for the second fuel supply means, a second feed pump 52B that sucks the low calorific value fuel FL from the second fuel tank 41B and sends it to the second fuel passage 51B, and a low calorific value fuel in the second fuel passage 51B. A second fuel delivery pipe 53B that distributes the FL to the respective cylinders, and a fuel injection valve (fuel injection) of each cylinder that injects the low calorific value fuel FL supplied from the second fuel delivery pipe 53B into the respective intake ports 11b. Means) 54B. The second fuel supply means injects the low calorific value fuel FL in accordance with the fuel injection conditions such as the fuel injection timing according to the target fuel injection amount set by the target fuel injection amount setting means and the operating conditions. The fuel injection control means is configured to drive and control the second feed pump 52B and the fuel injection valve 54B based on the injection conditions. Therefore, in the second fuel supply means, the low heat value fuel FL is sucked up from the second fuel tank 41B by the second feed pump 52B, and the low heat value fuel FL is injected from the fuel injection valve 54B under fuel injection conditions. The

  The high calorific value fuel FH and the low calorific value fuel FL supplied to the intake port 11b in this way are mixed with the air described above in the intake port 11b, and into the combustion chamber CC together with the opening of the intake valve 31. Supplied with. Then, the air-fuel mixture in the combustion chamber CC is burned by the ignition operation of the spark plug 61 when the ignition timing according to the operating conditions is reached. The in-cylinder gas (combustion gas) after the combustion is discharged from the combustion chamber CC to the exhaust port 11 c shown in FIG. 1 and released to the atmosphere through the exhaust passage 81.

  An exhaust valve 71 that opens and closes an opening between the exhaust port 11c and the combustion chamber CC is disposed. The number of openings may be one or more, and the exhaust valve 71 described above is provided for each opening. Accordingly, in this internal combustion engine, combustion gas is discharged from the combustion chamber CC to the exhaust port 11c by opening the exhaust valve 71, and closing the exhaust valve 71 to the combustion gas exhaust port 11c. Is blocked.

  Here, as the exhaust valve 71, as in the intake valve 31 described above, a valve with a power transmission mechanism, a valve with a variable valve mechanism such as a so-called variable valve timing & lift mechanism, or a so-called electromagnetically driven valve is used. Can be applied.

  Further, an exhaust gas purification device 82 is disposed on the exhaust passage 81, and the exhaust gas purification device 82 purifies harmful substances in the exhaust gas. The exhaust gas purification device 82 is an effective purification system for hydrocarbons (HC), carbon monoxide (CO), and nitrogen oxides (NOx) in exhaust gas generated in the theoretical air-fuel ratio operation or the rich air-fuel ratio operation. A three-way catalyst that exerts its action and a lean NOx catalyst (NOx occlusion reduction type catalyst) that exhibits an effective purification action against nitrogen oxides in exhaust gas generated in large quantities in a lean air-fuel ratio operation are known. ing.

  By the way, the exhaust gas purification device 82 cannot appropriately purify harmful substances in the exhaust gas unless the catalyst carrier temperature Tc is in an active state (that is, within a predetermined catalyst activation temperature range). For this reason, in general, during cold start, various controls are performed to raise the catalyst carrier temperature Tc to within the catalyst activation temperature range.

  Here, the high heating value fuel FH has a higher combustion temperature than the low heating value fuel FL, and can increase the temperature of the exhaust gas. That is, for the exhaust purification device 82 through which the exhaust gas passes, the catalyst carrier temperature Tc is likely to rise by increasing the injection amount of the high calorific value fuel FH. Therefore, the fuel injection control device of the first embodiment injects only the high heating value fuel (gasoline fuel) FH at the cold start or the fuel injection ratio of the high heating value fuel FH is larger than that at the normal fuel injection ratio. Thus, the high calorific value fuel FH and the low calorific value fuel FL are configured to be injected. The normal fuel injection ratio here refers to a fuel injection ratio that is applied according to operating conditions when the catalyst carrier temperature Tc is within the catalyst activation temperature range.

  In this way, the exhaust purification device 82 is normally activated at the time of cold start. For example, when the low load operation or idling state is continued for a long time in the active state, Due to a decrease in the temperature of the exhaust gas, the catalyst carrier temperature Tc falls to a lower temperature side than within the catalyst activation temperature range, and there is a possibility that harmful substances in the exhaust gas are released to the atmosphere as they are. On the other hand, for example, when the high load operation is continued for a long time in the active state, the catalyst carrier temperature Tc rises to a higher temperature side than the catalyst activation temperature range due to the rise of the exhaust gas temperature. In addition, there is a possibility that harmful substances in the exhaust gas may be released to the atmosphere as they are, and there is a possibility that the catalyst may be melted.

  Therefore, the fuel injection control device according to the first embodiment uses the high calorific value fuel FH and the low calorific value fuel FL when the catalyst carrier temperature Tc of the exhaust purification device 82 is likely to deviate from the catalyst activation temperature range. The fuel injection ratio is changed so that the catalyst carrier temperature Tc is maintained within the catalyst activation temperature range.

  First, in the first embodiment, when the catalyst carrier temperature Tc of the exhaust purification device 82 in the active state becomes lower than the catalyst activity determination lower limit temperature Tmin, the fuel injection ratio is higher than the normal fuel injection ratio at that time. Also, the fuel injection ratio setting means is configured so that the fuel injection ratio of the high heating value fuel FH is increased to a maximum of 100%. Specifically, the fuel injection ratio setting means of the first embodiment increases the combustion temperature in the combustion chamber CC by increasing the fuel injection amount of the high calorific value fuel FH at that time, and the exhaust gas temperature rise accompanying this Thus, the catalyst carrier temperature Tc is increased to a temperature higher than at least the catalyst activity determination lower limit temperature Tmin. Therefore, in the first embodiment, even if the catalyst carrier temperature Tc of the exhaust purification device 82 in the active state becomes lower than the catalyst activity determination lower limit temperature Tmin, inactivation of the exhaust purification device 82 can be avoided. it can.

  Here, the catalyst activity determination lower limit temperature Tmin is a determination value for determining the lower limit value of the catalyst carrier temperature Tc necessary for maintaining the active state of the exhaust purification device 82, and is based on the lower limit value of the catalyst activity temperature range. Is also set on the high temperature side. The reason why the catalyst activation determination lower limit temperature Tmin is set higher than the lower limit value of the catalyst activation temperature range is that it takes time until an instruction to change the fuel injection ratio is issued and the exhaust gas temperature actually starts to rise. This is because if the lower limit of the catalyst activity determination lower limit temperature Tmin is set, the catalyst carrier temperature Tc may be lower than the catalyst activation temperature range. For this reason, the catalyst activation determination lower limit temperature Tmin may be set based on experiments and simulations so as to avoid inactivation of the exhaust purification device 82 due to the time difference. As described above, in the first embodiment, by setting the catalyst activity determination lower limit temperature Tmin within the catalyst activation temperature range, the catalyst carrier temperature Tc can be increased while the exhaust purification device 82 is maintained in the active state. Thus, the active state can be maintained effectively.

  In addition, regarding the change allowance of the fuel injection ratio of the high calorific value fuel FH at that time, the catalyst capacity, which is a specific value of the exhaust purification device 82, the catalyst carrier temperature Tc of the exhaust purification device 82 at that time, and the high calorific value fuel It depends on the fuel injection ratio of the FH and the low calorific value fuel FL, and it is only necessary to conduct experiments and simulations in advance and prepare the results as map data. For example, the map data is used to derive how much the fuel injection ratio of the high heating value fuel FH should be changed using the catalyst carrier temperature Tc and the fuel injection ratio as parameters.

  Further, in the fuel injection ratio setting means of the first embodiment, when the catalyst carrier temperature Tc of the exhaust purification device 82 in the active state becomes higher than the catalyst activation determination upper limit temperature Tmax, the fuel injection ratio is set at that time. The fuel injection ratio of the low calorific value fuel FL is set to a value that is increased up to 100% at a maximum from the normal fuel injection ratio. Specifically, the fuel injection ratio setting means increases the fuel injection amount of the low calorific value fuel FL at that time to lower the combustion temperature in the combustion chamber CC, and the temperature of the exhaust gas accompanying this decreases the catalyst carrier temperature. Tc is configured to be lowered to at least a lower temperature side than the catalyst activity determination upper limit temperature Tmax. Therefore, in the first embodiment, even if the catalyst carrier temperature Tc of the exhaust purification device 82 in the active state becomes higher than the catalyst activity determination upper limit temperature Tmax, the exhaust purification device 82 is deactivated and the catalyst is damaged. Can be avoided.

  Here, the catalyst activity determination upper limit temperature Tmax is a determination value for determining the upper limit value of the catalyst carrier temperature Tc necessary for maintaining the active state of the exhaust purification device 82, and is based on the upper limit value of the catalyst activation temperature range. Is also set on the low temperature side. The reason why the catalyst activation determination upper limit temperature Tmax is set to be lower than the upper limit value of the catalyst activation temperature range is that it takes time until the temperature of the exhaust gas starts to decrease after an instruction to change the fuel injection ratio is issued. This is because if the upper limit of the catalyst activity determination upper limit temperature Tmax is set, the catalyst carrier temperature Tc may become higher than the catalyst activation temperature range. For this reason, as for the catalyst activity determination upper limit temperature Tmax, a value capable of avoiding inactivation of the exhaust purification device 82 and catalyst erosion due to the time difference may be set based on experiments and simulations. Thus, in the first embodiment, by setting the catalyst activity determination upper limit temperature Tmax within the catalyst activation temperature range, the catalyst carrier temperature Tc can be lowered while the exhaust purification device 82 is maintained in the active state. Thus, the active state can be maintained and the catalyst can be prevented from being damaged.

  Further, regarding the amount of change in the fuel injection ratio of the low heating value fuel FL at that time, the catalyst capacity of the exhaust purification device 82, the catalyst carrier temperature Tc of the exhaust purification device 82 at that time, the high heating value fuel FH, and the low heating value It depends on the fuel injection ratio of the fuel FL, and it is only necessary to conduct experiments and simulations in advance and prepare the results as map data. For example, the map data derives how much the fuel injection ratio of the low calorific value fuel FL should be changed using the catalyst carrier temperature Tc and the fuel injection ratio as parameters.

  Hereinafter, the operation of the fuel injection control device (electronic control device 1) of the first embodiment will be described based on the flowchart of FIG.

  First, the electronic control unit 1 detects the catalyst carrier temperature Tc of the exhaust purification device 82 (step ST5). The catalyst carrier temperature Tc is directly detected by using, for example, a temperature sensor 83 shown in FIG. Alternatively, the catalyst carrier temperature Tc may be estimated from the temperature of the exhaust gas detected by the exhaust temperature sensor 84 on the exhaust passage 81.

  Subsequently, the fuel injection ratio setting means of the electronic control unit 1 determines whether or not the catalyst carrier temperature Tc is lower than the above-described catalyst activity determination lower limit temperature Tmin (step ST10).

  Here, when it is determined (negative determination) that the catalyst carrier temperature Tc is equal to or higher than the catalyst activity determination lower limit temperature Tmin, the fuel injection ratio setting means has the catalyst carrier temperature Tc higher than the catalyst activity determination upper limit temperature Tmax described above. It is determined whether or not the temperature is high (step ST15).

  If it is determined in step ST15 that the catalyst carrier temperature Tc is equal to or lower than the catalyst activity determination upper limit temperature Tmax (negative determination), that is, the catalyst carrier temperature Tc is equal to the catalyst activity determination lower limit temperature Tmin and the catalyst activity. If it is within the determination upper limit temperature Tmax, the fuel injection ratio setting means determines that the exhaust purification device 82 is in the active state and applies the normal fuel injection ratio (step ST20).

  Accordingly, the fuel injection ratio setting means in this case sets the normal fuel injection ratio according to the operating conditions at that time, sends the set value to the target fuel injection amount setting means of the electronic control unit 1, and the target fuel The injection amount setting means sets the target fuel injection amounts of the high calorific value fuel FH and the low calorific value fuel FL according to the operating conditions. Thereafter, the fuel injection control means of the electronic control unit 1 that has received the set values of the respective target fuel injection amounts from the target fuel injection amount setting means, and the first fuel supply means and the first fuel supply means so as to obtain the respective target fuel injection amounts. 2 Drive control of each fuel supply means.

  On the other hand, if it is determined in step ST10 that the catalyst carrier temperature Tc is lower than the catalyst activity determination lower limit temperature Tmin (positive determination), that is, the exhaust purification device 82 may be in an inactive state. If it is determined that there is, the fuel injection ratio setting means sets the fuel injection ratio by increasing the fuel injection ratio of the high heating value fuel (gasoline fuel) FH based on the map data described above (step ST25). The set fuel injection ratio is obtained by increasing the fuel injection ratio of the high heating value fuel FH from the fuel injection ratio set at the time of determination (usually the normal fuel injection ratio in most cases). is there.

  Accordingly, in this case, the target fuel injection amount setting means that has received the set value of the fuel injection ratio sets the target fuel injection amounts of the high calorific value fuel FH and the low calorific value fuel FL according to the operating conditions. The fuel injection control means drives and controls the first fuel supply means and the second fuel supply means so that the respective target fuel injection amounts are obtained. For this reason, in the internal combustion engine at that time, since the fuel injection amount of the high calorific value fuel (gasoline fuel) FH is increased more than before, the combustion temperature becomes high and the temperature of the exhaust gas rises. In the exhaust purification device 82, the catalyst carrier temperature Tc, which has continued to decrease due to the temperature increase of the exhaust gas, starts to rise while being maintained within the catalyst activation temperature range as shown in FIG. That is, when there is a possibility that the exhaust purification device 82 may become inactive due to a decrease in the catalyst carrier temperature Tc, the fuel injection ratio of the high calorific value fuel FH whose combustion temperature is higher than that of the low calorific value fuel FL is increased. As a result, the temperature of the exhaust gas is raised so that the active state of the exhaust purification device 82 is maintained.

  Here, the increase in the fuel injection ratio of the high calorific value fuel FH is continued until the catalyst carrier temperature Tc again becomes higher than the catalyst activity determination lower limit temperature Tmin, as shown in FIG.

  Further, if it is determined in step ST15 that the catalyst carrier temperature Tc is higher than the catalyst activity determination upper limit temperature Tmax (positive determination), that is, the exhaust purification device 82 may be in an inactive state. When it is determined that there is a possibility of catalyst melting, the fuel injection ratio setting means sets the fuel injection ratio by increasing the fuel injection ratio of the low heating value fuel (alcohol mixed fuel) FL as described above. Based on the data (step ST30). The set fuel injection ratio is obtained by increasing the fuel injection ratio of the low calorific value fuel FL from the fuel injection ratio set at the time of determination (usually the normal fuel injection ratio). is there.

  Even in this case, the high calorific value fuel FH and the low calorific value fuel FL are injected so as to achieve the target fuel injection amount according to the set fuel injection ratio and operating conditions. For this reason, in the internal combustion engine in this case, since the fuel injection amount of the low calorific value fuel (alcohol mixed fuel) FL increases more than before, the combustion temperature decreases and the temperature of the exhaust gas decreases. Then, in the exhaust purification device 82 at that time, the catalyst carrier temperature Tc, which has continued to rise due to the temperature drop of the exhaust gas, starts to fall while being maintained within the catalyst activation temperature range as shown in FIG. That is, if the exhaust gas purification device 82 becomes inactive due to an increase in the catalyst carrier temperature Tc, and there is a possibility that the catalyst may be melted, the low heating value fuel FL whose combustion temperature is lower than that of the high heating value fuel FH. Thus, the exhaust gas temperature is increased, thereby lowering the temperature of the exhaust gas so that the active state of the exhaust purification device 82 is maintained.

  Here, the increase in the fuel injection ratio of the low calorific value fuel FL is continued until the catalyst carrier temperature Tc becomes lower than the catalyst activity determination upper limit temperature Tmax again as shown in FIG.

  As described above, the fuel injection control device according to the first embodiment has the high heating value fuel FH and the low heating value when the catalyst carrier temperature Tc of the exhaust gas purification device 82 may be out of the catalyst activation temperature range. The active state of the exhaust purification device 82 can be maintained by changing the fuel injection ratio of the fuel FL. Therefore, since this fuel injection control device can maintain the purification action of harmful substances in the exhaust gas in the exhaust purification device 82, it is possible to suppress the deterioration of the emission performance. For example, in the case where the internal combustion engine exemplified here is operated mainly at the stoichiometric air-fuel ratio, that is, in the case of an internal combustion engine in which stoichiometric operation is mainly performed, the active state of the exhaust purification device 82 which is a three-way catalyst Therefore, hydrocarbons (HC), carbon monoxide (CO) and nitrogen oxides (NOx) in the exhaust gas can be effectively purified. In the case where the internal combustion engine exemplified here is operated mainly at a lean air-fuel ratio, that is, in the case of an internal combustion engine in which lean operation is mainly performed, the active state of the exhaust purification device 82 which is a lean NOx catalyst. Therefore, nitrogen oxides in the exhaust gas can be effectively purified. For this reason, in such a case, it is possible to devote a lot of time during driving to lean driving, so that fuel efficiency can be improved.

  In the above-described example, gasoline fuel having a purity of 100% is stored in the first fuel tank 41A as the high calorific value fuel FH, and alcohol mixing with a constant fuel mixing ratio is performed in the second fuel tank 41B as the low calorific value fuel FL. It is assumed that fuel is stored. However, the gasoline fuel provided in the refueling facility is mainly gasoline fuel depending on the country or region. However, the gasoline fuel may be provided as an alcohol mixed fuel in which alcohol fuel is mixed with the gasoline fuel. That is, it is also conceivable that fuel, mainly gasoline fuel, in which some alcohol fuel is mixed is stored in the actual first fuel tank 41A. Further, as described above, the alcohol mixed fuel provided in the fueling facility is not always obtained with the same fuel mixing ratio, and the fuel mixing ratio of the alcohol fuel may be low. In other words, it is conceivable that the actual second fuel tank 41B stores fuel mainly composed of alcohol fuel but having a different fuel mixing ratio with gasoline fuel.

  Thus, there is a possibility that gasoline fuel and alcohol fuel having different fuel mixing ratios, that is, alcohol mixed fuel having different alcohol concentrations, are stored in the actual first fuel tank 41A and second fuel tank 41B before and after refueling. There is. Therefore, depending on the alcohol concentration of the alcohol-mixed fuel in the first fuel tank 41A and the second fuel tank 41B, even if the fuel injection ratio is changed as described above, the exhaust purification device 82 remains active. Therefore, there is a possibility that the fuel injection amount of the high calorific value fuel (gasoline fuel) FH and the low calorific value fuel (alcohol mixed fuel) FL necessary for this cannot be secured. That is, for example, when the alcohol concentration in the first fuel tank 41A is high, the high heating value fuel FH of the first fuel tank 41A is prevented so as to prevent inactivation of the exhaust purification device 82 due to the temperature drop of the catalyst carrier temperature Tc. Even if the fuel injection ratio is increased as shown in the above example, the higher the alcohol concentration, the smaller the gasoline component in the injected fuel. Therefore, it is impossible to increase the temperature of the catalyst carrier temperature Tc within the catalyst activation temperature range. there is a possibility. Further, when the alcohol concentration in the second fuel tank 41B is low, the fuel of the low calorific value fuel FL in the second fuel tank 41B is to prevent inactivation of the exhaust purification device 82 due to the temperature rise of the catalyst carrier temperature Tc. Even if the injection ratio is increased as shown in the above example, the alcohol component in the injected fuel decreases as the alcohol concentration decreases, so that the temperature of the catalyst carrier temperature Tc within the catalyst activation temperature range cannot be reduced. There is sex.

  Therefore, the fuel injection control device according to the first embodiment appropriately detects the catalyst carrier in accordance with the alcohol concentration of the fuel in the first fuel tank 41A or the second fuel tank 41B (that is, the amount of heat generated by the fuel). The temperature Tc can be controlled. Here, the electronic control unit 1 is provided with catalyst activity determination value setting means for changing the catalyst activity determination upper limit temperature Tmax and the catalyst activity determination lower limit temperature Tmin in accordance with the alcohol concentration.

  Specifically, the operation of the fuel injection control device (electronic control device 1) in this case will be described based on the flowchart of FIG.

  First, the electronic control unit 1 detects or estimates the catalyst carrier temperature Tc of the exhaust purification device 82 in step ST5 described above, and also determines the alcohol concentration of the high heating value fuel FH in the first fuel tank 41A and the second fuel tank. The alcohol concentration of the low calorific value fuel FL in 41B is detected (step ST6). In step ST6, the alcohol concentration detection sensor 55A shown in FIG. 1 in which the alcohol concentration of the high heating value fuel FH is prepared in the first fuel tank 41A or the first fuel passage 51A (here, the first fuel passage 51A) is used. To detect directly. Further, the alcohol concentration of the low heating value fuel FL is directly detected using the alcohol concentration detection sensor 55B shown in FIG. 1 prepared in the second fuel tank 41B or the second fuel passage 51B (here, the second fuel passage 51B). Let Alternatively, the alcohol concentration of the high calorific value fuel FH may be estimated based on, for example, the difference between the target air-fuel ratio and the actual air-fuel ratio when only the first fuel supply means is operated. . Further, the alcohol concentration of the low calorific value fuel FL may be similarly estimated based on the difference between the target air-fuel ratio and the actual air-fuel ratio when only the second fuel supply unit is operated. The actual air-fuel ratio is detected using an exhaust sensor such as an A / F sensor or an O 2 sensor (not shown) provided on the exhaust passage 81.

  Subsequently, the electronic control unit 1 causes the catalyst activity determination value setting means to set the catalyst activity determination upper limit temperature Tmax and the catalyst activity determination lower limit temperature Tmin (step ST7).

  As shown in FIG. 5, the catalyst activity determination value setting means is such that the higher the calorific value fuel FH in the first fuel tank (gasoline fuel tank) 41A is, the higher the alcohol concentration is (that is, the smaller the calorific value), the more. The catalyst activity determination lower limit temperature Tmin is changed to the high temperature side. Here, for example, the correspondence relationship between the alcohol concentration of the high calorific value fuel FH that does not deviate the catalyst carrier temperature Tc from the catalyst activation temperature range and the catalyst activity determination lower limit temperature Tmin is obtained from experiments and simulations, and the correspondence relationship is obtained as map data. Prepare as.

  Further, in this catalyst activity determination value setting means, the lower the calorific value fuel FL in the second fuel tank (alcohol-mixed fuel tank) 41B is, the lower the alcohol concentration is (that is, the greater the calorific value), the more the FIG. As shown in FIG. 5, the catalyst activity determination upper limit temperature Tmax is changed to the low temperature side. With respect to this catalyst activity determination upper limit temperature Tmax, a correspondence relationship between the alcohol concentration of the low calorific value fuel FL and the catalyst activity determination upper limit temperature Tmax that does not deviate the catalyst carrier temperature Tc from the catalyst activation temperature range is obtained through experiments and simulations. What is necessary is just to obtain | require from the map data showing the correspondence.

  Subsequently, the fuel injection ratio setting means of the electronic control unit 1 proceeds to step ST10 described above, and the detected or estimated catalyst carrier temperature Tc is the catalyst activity determination lower limit temperature Tmin according to the alcohol concentration of the high calorific value fuel FH. It is determined whether the temperature is lower than that.

  If the fuel injection ratio setting means makes a negative determination in step ST10, the process proceeds to step ST15 described above, and the catalyst carrier temperature Tc is higher than the catalyst activity determination upper limit temperature Tmax corresponding to the alcohol concentration of the low calorific value fuel FL. It is determined whether or not.

  Then, when a negative determination is made in step ST15, the fuel injection ratio setting means proceeds to step ST20 described above and applies the normal fuel injection ratio.

  On the other hand, when an affirmative determination is made in step ST10, the fuel injection ratio setting means proceeds to step ST25 described above, and sets a fuel injection ratio obtained by increasing the fuel injection ratio of the high heating value fuel FH. As a result, in the exhaust purification device 82, the catalyst carrier temperature Tc increases as the temperature of the exhaust gas increases, as in the above-described example.

  Here, it is assumed that the high calorific value fuel FH has a high alcohol concentration. At this time, if the determination in step ST10 is made at the catalyst activation determination lower limit temperature Tmin corresponding to the low alcohol concentration high calorific value fuel FH, the catalyst activation determination lower limit temperature Tmin becomes inappropriate. As indicated by a two-dot difference line in FIG. 5, the catalyst carrier temperature Tc changes and becomes lower than the catalyst activation temperature range. That is, in this case, the fuel injection ratio of the high calorific value fuel FH is increased after a time has elapsed from the time of determination at the appropriate catalyst activity determination lower limit temperature Tmin and the catalyst carrier temperature Tc further decreases. The catalyst carrier temperature Tc becomes lower than the catalyst activation temperature range before the catalyst carrier temperature Tc starts to rise. However, here, by changing the catalyst activity determination lower limit temperature Tmin to an appropriate temperature (determination value) according to the alcohol concentration of the high calorific value fuel FH, the catalyst carrier temperature Tc is changed to the catalyst activation temperature range as shown in FIG. Since it can be raised while being held inside, the activated state of the exhaust gas purification device 82 can be maintained more appropriately.

  Further, when an affirmative determination is made in step ST15, the fuel injection ratio setting means proceeds to step ST30 described above, and sets a fuel injection ratio obtained by increasing the fuel injection ratio of the low calorific value fuel FL. As a result, in the exhaust purification device 82, the catalyst carrier temperature Tc decreases as the exhaust gas temperature decreases, as in the above-described example.

  Here, it is assumed that the low calorific value fuel FL has a low alcohol concentration. At this time, if the determination in step ST15 is made at the catalyst activity determination upper limit temperature Tmax corresponding to the low-calorific value fuel FL having a high alcohol concentration, the catalyst activity determination upper limit temperature Tmax becomes inappropriate. As shown by the double-dotted line in FIG. 6, the catalyst carrier temperature Tc changes and becomes higher than the catalyst activation temperature range. In other words, in this case, the fuel injection ratio of the low calorific value fuel FL is increased after the catalyst carrier temperature Tc is further increased after a lapse of time from the determination at the appropriate catalyst activity determination upper limit temperature Tmax. The catalyst carrier temperature Tc becomes higher than the catalyst activation temperature range before the catalyst carrier temperature Tc starts to decrease. However, here, by changing the catalyst activity determination upper limit temperature Tmax to an appropriate temperature (determination value) that matches the alcohol concentration of the low calorific value fuel FL, the catalyst carrier temperature Tc is changed to the catalyst activation temperature range as shown in FIG. Since it can be lowered while being held inside, the activated state of the exhaust purification device 82 can be maintained more appropriately.

  Thus, the fuel injection control device in this case sets the catalyst activity determination lower limit temperature Tmin and the catalyst activity determination upper limit temperature Tmax according to the calorific values (alcohol concentration) of the high calorific value fuel FH and the low calorific value fuel FL. The fuel injection ratio of the high calorific value fuel FH and the low calorific value fuel FL is changed using the catalyst activity determination lower limit temperature Tmin and the catalyst activity determination upper limit temperature Tmax after the change. For this reason, this fuel injection control device is able to use the high calorific value fuel FH and the low calorific value fuel FL even if the high calorific value fuel FH and the low calorific value fuel FL are not gasoline fuel or alcohol fuel with a purity of 100%. Even if the alcohol mixed fuel is not maintained at a constant fuel mixture ratio, the active state of the exhaust purification device 82 can be appropriately maintained according to the alcohol concentration of the high calorific value fuel FH and the low calorific value fuel FL. become able to. That is, this fuel injection control device can maintain the exhaust purification device 82 in an active state even when a change occurs in the calorific value (alcohol concentration) of the high calorific value fuel FH or the low calorific value fuel FL. Therefore, this fuel injection control device can accurately maintain the action of purifying harmful substances in the exhaust gas in the exhaust gas purification device 82, so that the deterioration of the emission performance can be more effectively suppressed. In addition, if the internal combustion engine is operated mainly at a lean air-fuel ratio, this fuel injection control device can devote more time during operation to lean operation, thus further improving fuel efficiency. Can be planned.

  Next, a second embodiment of the fuel injection control device according to the present invention will be described with reference to FIGS.

  In the second embodiment, a fuel injection control device applied to a so-called hybrid vehicle that uses not only the output of the internal combustion engine but also the output of the electric motor 91 shown in FIG. 7 as driving force will be exemplified. That is, a battery 92 is connected to the electric motor 91, and the electric motor 91 performs power running drive by feeding power from the battery 92, while accumulating in the battery 92 by operating as a generator and performing regenerative drive. .

  Here, the same internal combustion engine as that of the first embodiment is exemplified. Therefore, the fuel injection control device of the second embodiment is configured as one function of the electronic control device 1 and has the same arithmetic processing function as that described in the first embodiment. That is, the fuel injection control device of the second embodiment includes the fuel injection ratio setting means, the target fuel injection amount setting means, and the fuel injection control means shown in the first embodiment. Further, if the fuel injection control device of the second embodiment is of the form shown in the flowchart of FIG. 4 of the first embodiment, it further includes a catalyst activity determination value setting means.

  In the first embodiment described above, in order to keep the catalyst carrier temperature Tc of the exhaust purification device 82 within the catalyst activation temperature range, the fuel injection ratio of the high calorific value fuel FH and the low calorific value fuel FL is changed to change the catalyst carrier temperature Tc. It is promoting the rise and fall. Here, such a change in the fuel injection ratio may cause an uneven use of one of the fuels. Therefore, the deviation of the remaining amounts of fuel in the first fuel tank 41A and the second fuel tank 41B is caused. In order to eliminate it, it is desirable to return to the normal fuel injection ratio as soon as possible.

  In the first embodiment described above, the fuel injection ratio of the high calorific value fuel FH is increased in order to increase the catalyst carrier temperature Tc. However, when a light load operation request is made to the internal combustion engine, combustion is performed. Since it is difficult to increase the temperature in the chamber CC, there is a possibility that the effect of increasing the combustion temperature due to the increase in the high calorific value fuel FH cannot be utilized. Furthermore, in the first embodiment, the fuel injection ratio of the low calorific value fuel FL is increased in order to lower the catalyst carrier temperature Tc. However, when a high load operation request is made to the internal combustion engine, the combustion chamber Since the temperature in the CC rises, there is a possibility that the effect of lowering the combustion temperature due to the increase in the low calorific value fuel FL cannot be utilized.

  Therefore, the fuel injection control device of the second embodiment has the same high calorific value fuel FH as that of the first embodiment if a light load operation is required for the internal combustion engine when increasing the catalyst carrier temperature Tc. In addition to the increase in the fuel injection ratio, the motor 91 is regeneratively driven in accordance with the required vehicle torque and the output torque of the internal combustion engine (hereinafter referred to as “engine torque”) is increased. That is, by increasing the engine torque, the temperature in the combustion chamber CC rises and the temperature of the exhaust gas rises compared to when there is no increase, so in the second embodiment, the catalyst of the exhaust purification device 82 is thus treated. The carrier temperature Tc is increased more quickly.

  Further, in the fuel injection control device of the second embodiment, when the high load operation is required for the internal combustion engine when the catalyst carrier temperature Tc is lowered, the low heating value fuel FL similar to that of the first embodiment is used. In addition to the increase in the fuel injection ratio, the motor 91 is driven in accordance with the required vehicle torque and the engine torque is decreased. That is, by reducing the engine torque, the temperature in the combustion chamber CC is lower than when there is no reduction, and the temperature of the exhaust gas is lowered. Therefore, in the second embodiment, the catalyst of the exhaust purification device 82 is thus treated. Lower the carrier temperature Tc more quickly.

  Here, since power is supplied from the battery 92 when the electric motor 91 is driven by power running, it is not preferable to drive the electric motor 91 when the remaining amount of the battery 92 is low. For this reason, the second embodiment is configured such that the power driving of the electric motor 91 in the second embodiment is executed only when the remaining amount of the battery 92 is large, such as full charge. On the other hand, when the electric motor 91 is regeneratively driven, the battery 92 is charged. Therefore, when the electric motor 91 is driven to be regeneratively when the remaining amount of the battery 92 is large, the regenerative power is not stored and the efficiency is improved. Not good. Therefore, in the second embodiment, the regenerative drive of the electric motor 91 in the second embodiment may be executed only when the remaining amount of the battery 92 is low. However, if the control of the second embodiment is not performed just because the remaining amount of the battery 92 is large, there is a possibility that the catalyst carrier temperature Tc of the exhaust purification device 82 cannot be quickly raised. Therefore, in the second embodiment, if it is necessary to increase the catalyst carrier temperature Tc when a light load operation is required for the internal combustion engine, the second embodiment is used regardless of the remaining amount of the battery 92. This control is executed.

  For this reason, the fuel injection control device (electronic control device 1) of the second embodiment includes engine torque control means for controlling the engine torque, and an electric motor for controlling the power running or regenerative drive torque of the electric motor 91. Driving torque control means.

  Here, the engine torque control means of the second embodiment is prepared as one function of the fuel injection control device, but the original engine torque control is the combustion control means of the internal combustion engine (here, one function of the electronic control device 1). Therefore, the engine torque control means may be configured to send an instruction for the magnitude of the required engine torque to the combustion control means. Similarly, the motor drive torque control means of the second embodiment is also prepared as a function of the fuel injection control device. However, the original motor drive torque is controlled by the control means of the motor 91 (here, the electronic control device 1). The motor drive torque control means may be configured to send an instruction on the magnitude of the required motor drive torque to the control means of the motor 91. Good.

  Specifically, the operation of the fuel injection control device (electronic control device 1) of the second embodiment will be described based on the flowchart of FIG. In the following, a fuel injection control device based on the form of the flowchart of FIG. Therefore, the embodiment of FIG. 8 according to the second embodiment performs almost the same arithmetic processing operation as the embodiment of FIG. And in the present Example 2, since the case where each affirmative determination is carried out by step ST10 and step ST15 differs from the form of FIG. 4, only the difference is explained in full detail.

  In the second embodiment, for convenience of explanation, it is exemplified that the required vehicle torque is generated only by the engine torque (that is, the electric motor 91 is not driven) if the normal fuel injection ratio is applied. The required vehicle torque may be generated only by the engine torque or the power running drive torque of the electric motor 91, or the required vehicle torque may be generated by the combined use of the engine torque and the power running or regenerative drive torque of the electric motor 91. .

  When the fuel injection ratio setting means of the second embodiment makes an affirmative determination in step ST10, it determines whether or not a request for light load operation has been made to the internal combustion engine (step ST12). Such a determination may be made, for example, by acquiring the value of the requested engine torque instructed by the combustion control means to the internal combustion engine.

  If it is determined in step ST12 that the light load operation request is not made, the fuel injection ratio setting means proceeds to step ST25, and increases the fuel injection ratio of the high heating value fuel FH in the same manner as in the first embodiment. Set the fuel injection ratio. Thereby, in this case, the temperature of the exhaust gas rises and the catalyst carrier temperature Tc of the exhaust purification device 82 can be raised as in the first embodiment, so that the catalyst carrier temperature Tc is within the catalyst activation temperature range. Thus, the same effect as in the first embodiment can be obtained.

  On the other hand, if it is determined in step ST12 that a light load operation request has been made, the electronic control unit 1 of the second embodiment uses the fuel of the high heating value fuel FH as in step ST25 as the fuel injection ratio setting means. The fuel injection ratio that increases the injection ratio is set, and the engine torque control means sets the required engine torque to the internal combustion engine and the motor drive torque control means sets the required motor regenerative drive torque to the motor 91 ( Step ST26).

  In step ST26, as shown in FIG. 9, setting is performed such that the total torque obtained by combining the required engine torque and the required motor regeneration drive torque becomes the required vehicle torque. That is, in step ST26, the required engine torque is set to a magnitude increased from the required vehicle torque, and the required motor regenerative drive torque is set to a magnitude corresponding to the increased amount. The amount of increase in the required engine torque is determined, for example, by conducting experiments and simulations in advance so that at least the internal combustion engine is operated at a high load, and more preferably, only by increasing the high heating value fuel FH. What is necessary is just to determine by experiment etc. to the magnitude | size which can raise catalyst carrier temperature Tc rapidly. For example, the increase amount of the required engine torque is obtained from map data using the engine torque and the catalyst carrier temperature Tc as parameters.

  Thereafter, the electronic control unit 1 causes the engine torque control means to execute the engine torque increase control of the internal combustion engine based on the set required engine torque, and the motor drive torque based on the set required motor regenerative drive torque. The control means is caused to execute regenerative drive control of the electric motor 91 (step ST27).

  In this step ST27, the engine torque control means calculates the required intake air amount corresponding to the increase in the required engine torque, and opens the throttle valve 24 so that the required intake air amount is reached, thereby increasing the intake air amount. Plan. The engine torque control means passes information on the required intake air amount to the target fuel injection amount setting means. In step ST27, the target fuel injection amount setting means determines the high heat value fuel FH and the low heat generation based on the received information on the required intake air amount and the set values of the fuel injection ratio and the required engine torque (that is, operating conditions). Each target fuel injection amount of the quantity fuel FL is set. In this step ST27, the fuel injection control means drives and controls the first fuel supply means and the second fuel supply means in order to inject the high heat value fuel FH and the low heat value fuel FL at the respective target fuel injection amounts. To do. For this reason, the internal combustion engine at that time is switched from light load operation to high load operation, and further, the fuel injection amount of the high calorific value fuel FH is increased more than before, so that the combustion temperature immediately increases and the temperature of the exhaust gas increases. Soars. Therefore, the catalyst carrier temperature Tc of the exhaust purification device 82 starts to rise quickly while being kept within the catalyst activation temperature range as shown in FIG. If the engine torque increase control and the regenerative drive control of the electric motor 91 are not performed, the catalyst carrier temperature Tc exceeds the catalyst activation temperature range as indicated by a two-dotted line in FIG. 9 due to the low engine load. Will also be cold.

  In step ST27, since the electric motor 91 is regeneratively driven, the remaining battery 92 remaining as shown in FIG. 9 can be increased.

  Here, the increase in the fuel injection ratio of the high calorific value fuel FH is continued until the catalyst carrier temperature Tc again becomes higher than the catalyst activity determination lower limit temperature Tmin, as shown in FIG. Accordingly, the regenerative drive of the electric motor 91 is continued while the fuel injection ratio of the high calorific value fuel FH continues to increase.

  Further, if the fuel injection ratio setting means of the second embodiment makes an affirmative determination in step ST15, whether or not the remaining amount of the battery 92 is large and whether a request for a high load operation has been made to the internal combustion engine. It is determined whether or not (step ST17). Whether or not there is a request for high load operation may be determined by acquiring the value of the requested engine torque instructed by the combustion control means to the internal combustion engine, as in step ST12. On the other hand, the remaining amount of the battery 92 may be determined using, for example, the detection result of the remaining battery amount detecting means such as the voltmeter 93 shown in FIG.

  When the fuel injection ratio setting means makes a determination in step ST17 that either the remaining amount of the battery 92 is low or a high-load operation request is not made, the process proceeds to step ST30. Similarly, a fuel injection ratio is set by increasing the fuel injection ratio of the low calorific value fuel FL. Thereby, in this case, the temperature of the exhaust gas can be lowered and the catalyst carrier temperature Tc of the exhaust purification device 82 can be lowered as in the first embodiment, so that the catalyst carrier temperature Tc falls within the catalyst activation temperature range. Thus, the same effect as in the first embodiment can be obtained.

  On the other hand, when it is determined in step ST17 that the remaining amount of the battery 92 is large and a high load operation request is made, the electronic control unit 1 of the second embodiment uses the same fuel injection ratio setting means as in step ST30. The fuel injection ratio for increasing the fuel injection ratio of the low heating value fuel FL is set, and the engine torque control means is set to the required engine torque for the internal combustion engine, and the motor drive torque control means is requested to the motor 91. An electric motor power running drive torque is set (step ST31).

  In step ST31, as shown in FIG. 10, setting is performed so that the total torque obtained by combining the requested engine torque and the requested motor power running drive torque becomes the requested vehicle torque. That is, in step ST31, the required engine torque is set to a magnitude that is reduced from the required vehicle torque, and the required motor power running torque is set to a magnitude corresponding to the reduced quantity. The amount of reduction in the required engine torque is determined, for example, by conducting experiments and simulations in advance so that at least the internal combustion engine is operated at a light load, and more preferably than only increasing the low heating value fuel FL. What is necessary is just to determine by experiment etc. to the magnitude | size which can reduce catalyst carrier temperature Tc rapidly. For example, the reduction amount of the required engine torque is obtained from map data using the engine torque and the catalyst carrier temperature Tc as parameters as in the case of the increase amount described above.

  Thereafter, the electronic control unit 1 causes the engine torque control means to execute the engine torque reduction control of the internal combustion engine based on the set required engine torque, and the motor drive torque based on the set required motor power running drive torque. The control means is caused to execute powering drive control of the electric motor 91 (step ST32).

  In this step ST32, the engine torque control means calculates a required intake air amount corresponding to the decrease in the required engine torque, and closes the throttle valve 24 so that the required intake air amount is reached, thereby reducing the intake air amount. Plan. The engine torque control means passes the required intake air amount information to the target fuel injection amount setting means, as in step ST27. In step ST32, the target fuel injection amount setting means sets the target fuel injection amounts for the high calorific value fuel FH and the low calorific value fuel FL in the same manner as in step ST27. The fuel injection control means drives and controls the first fuel supply means and the second fuel supply means in order to inject the high calorific value fuel FH and the low calorific value fuel FL at the fuel injection quantity. For this reason, the internal combustion engine at that time is switched from high-load operation to light-load operation, and since the fuel injection amount of the low calorific value fuel FL increases more than before, the combustion temperature immediately decreases and the temperature of the exhaust gas decreases. Suddenly drops. Accordingly, the catalyst carrier temperature Tc of the exhaust purification device 82 starts to rapidly decrease while being maintained within the catalyst activation temperature range as shown in FIG. When the engine torque reduction control and the power running drive control of the electric motor 91 are not performed, the catalyst carrier temperature Tc is larger than the catalyst activation temperature range as shown by a two-dotted line in FIG. 10 depending on the height of the engine load. Will become too hot.

  Here, the increase in the fuel injection ratio of the low calorific value fuel FL is continued until the catalyst carrier temperature Tc becomes lower than the catalyst activity determination upper limit temperature Tmax again as shown in FIG. Therefore, while the fuel injection ratio of the low calorific value fuel FL continues to increase, the power running drive of the electric motor 91 is also continued. Therefore, during that time, the remaining amount of the battery 92 decreases as shown in FIG. Therefore, if the remaining amount becomes unacceptably small, it is desirable to stop the engine torque reduction control and the power running drive control of the electric motor 91 at that time.

  As described above, the fuel injection control device according to the second embodiment has the high heating value fuel FH and the low heating value when the catalyst carrier temperature Tc of the exhaust purification device 82 may be out of the catalyst activation temperature range. The fuel injection ratio of the fuel FL is changed, and further, the engine torque increase control and the regenerative power running drive control of the motor 91 or the engine torque decrease according to the remaining amount of the battery 92 and the required load (required engine torque) to the internal combustion engine. Control and power running drive control of the electric motor 91 are performed. For this reason, this fuel injection control device takes time to raise or lower the catalyst carrier temperature Tc only by changing the fuel injection ratio, and even in a situation where the catalyst carrier temperature Tc falls outside the catalyst activation temperature range. By increasing or decreasing the engine torque, the exhaust gas temperature can be rapidly increased or decreased, and the catalyst carrier temperature Tc can be rapidly increased or decreased. In other words, the fuel injection control device can increase the catalyst carrier temperature Tc by adding or decreasing the engine torque, even if the catalyst carrier temperature Tc cannot be kept within the catalyst activation temperature range only by changing the fuel injection ratio. It can be kept within the catalytic activity temperature range.

  Therefore, the fuel injection control device can maintain the active state of the exhaust gas purification device 82 even in such a situation, so that the exhaust gas purification device 82 maintains the action of purifying harmful substances in the exhaust gas, Deterioration of emission performance can be suppressed. Further, the fuel injection control device can quickly return the catalyst carrier temperature Tc between the catalyst activity determination lower limit temperature Tmin and the catalyst activity determination upper limit temperature Tmax. Even if this is the case, the time to return to the normal fuel injection ratio can be advanced. For this reason, the fuel injection control device can suppress the uneven use of the high calorific value fuel FH and the low calorific value fuel FL, and therefore can prevent extreme consumption of only one fuel.

  Next, a third embodiment of the fuel injection control device according to the present invention will be described with reference to FIG.

  In the first embodiment or the second embodiment described above, the fuel injection ratio of the high heating value fuel FH is increased when the catalyst carrier temperature Tc of the exhaust purification device 82 is increased. Here, since the low calorific value fuel FL is inferior in engine startability (particularly, engine startability when cold), the high calorific value fuel FH is used when the engine is started. In some internal combustion engines, the high heat value fuel FH is mainly used only when the engine is started, and after the engine is started, the engine is mainly operated with the low heat value fuel FL. Some have the capacity of the first fuel tank 41A in which the fuel FH is stored smaller than that of the second fuel tank 41B. Accordingly, when the fuel injection ratio of the high calorific value fuel FH is increased as in the first or second example when the remaining amount of the high calorific value fuel FH is low, the next engine start is performed. There is a possibility that the required amount of high heating value fuel FH does not remain in the first fuel tank 41A.

  Therefore, the fuel injection control device of the third embodiment is the same as the fuel injection control device of the first embodiment or the second embodiment described above, when the remaining amount of the high heating value fuel FH is low. Configure to reduce or reduce usage. That is, the fuel injection control device of the third embodiment is configured as a function of the electronic control device 1, and if it is based on the fuel injection control device of the first embodiment, the same calculation as that described in the first embodiment is performed. If it has a processing function and is based on the fuel injection control device of the second embodiment, it has the same arithmetic processing function as that described in the second embodiment.

  Here, in the fuel injection control device of the third embodiment, the remaining amount of the high calorific value fuel FH in the first fuel tank 41A is monitored, and the fuel injection ratio of the high calorific value fuel FH is increased according to the result. The fuel injection ratio setting means is configured so as to determine whether or not to perform the operation.

  Specifically, the operation of the fuel injection control device (electronic control device 1) of the third embodiment will be described based on the flowchart of FIG. In the following, a fuel injection control device based on the form of the second embodiment will be representatively exemplified. Therefore, the form of FIG. 11 of the third embodiment performs substantially the same arithmetic processing operation as the form of FIG. 8 of the second embodiment. And in this Example 3, since the case where affirmation determination is carried out by step ST10 differs from the form of FIG. 8, only the difference is explained in full detail.

  The fuel injection ratio setting means of the third embodiment determines whether or not the remaining amount of the high heating value fuel FH in the first fuel tank 41A is greater than a predetermined value when an affirmative determination is made in step ST10 (step ST11). ). The remaining amount of the high calorific value fuel FH can be grasped from the detection signal of the first remaining fuel amount detection means 42A provided in the first fuel tank 41A and the like. Further, as the predetermined value, for example, an amount of the high calorific value fuel FH that allows at least several engine starts can be set. Note that the remaining amount of the low heating value fuel FL can be grasped from the detection signal of the second remaining fuel amount detecting means 42B provided in the second fuel tank 41B and the like. For example, as the first and second remaining fuel amount detection means 42A and 42B, a fuel remaining amount meter or the like may be used.

  Then, when it is determined that the remaining amount of the high heating value fuel FH is equal to or less than a predetermined value, the fuel injection ratio setting means proceeds to step ST20 and applies the normal fuel injection ratio. That is, this fuel injection ratio setting means increases the fuel injection ratio of step ST25 or step ST26 to increase the fuel injection ratio of the high heat value fuel FH in order to reduce the use amount of the high heat value fuel FH or suppress its use. The setting is prohibited and the normal fuel injection ratio is selected. As a result, in the internal combustion engine, the high calorific value fuel FH necessary for at least the next engine start can be secured, so that the situation where the engine cannot be started can be avoided.

  Here, it is preferable that the fuel injection ratio setting means sets the fuel injection ratio so that the amount of use of the high calorific value fuel FH is reduced as much as possible when the normal fuel injection ratio is selected. In this case, the amount of use of the high calorific value fuel FH can be further suppressed, and the next engine start can be performed more reliably.

  On the other hand, when it is determined in step ST11 that the remaining amount of the high heating value fuel FH is greater than the predetermined value, the fuel injection ratio setting means proceeds to step ST12 as in the second embodiment, and the internal combustion engine It is determined whether or not a request for light load operation has been made. Subsequent arithmetic processing operations are executed in the same manner as in the second embodiment.

  As described above, the fuel injection control device according to the third embodiment not only obtains the same effect as the fuel injection control devices according to the first and second embodiments described above, but also the high calorific value fuel FH necessary for engine starting. When the remaining amount decreases, the use of the high calorific value fuel FH can be reduced or suppressed to ensure the remaining amount, so that the internal combustion engine can be started even if the next engine start is a cold start Is possible.

  As described above, the fuel injection control device according to the present invention keeps the catalyst carrier temperature of the exhaust gas purification device for an internal combustion engine that is operated with a plurality of types of fuels that can be individually injected within the catalyst activation temperature range. This is useful for applying technology.

It is a figure shown about an example of the internal combustion engine used as the application object of the fuel-injection control apparatus of Example 1 which concerns on this invention. 3 is a flowchart for explaining an arithmetic processing operation of the fuel injection control apparatus according to the first embodiment. 6 is a time chart for explaining catalyst carrier temperature control of the fuel injection control device according to the first embodiment. It is a flowchart explaining the other arithmetic processing operation of the fuel-injection control apparatus of Example 1. FIG. It is a time chart explaining other catalyst carrier temperature control of the fuel-injection control apparatus of Example 1, Comprising: It is a figure explaining operation | movement when the catalyst carrier temperature is falling. It is a time chart explaining other catalyst carrier temperature control of the fuel-injection control apparatus of Example 1, Comprising: It is a figure explaining operation | movement when the catalyst carrier temperature is rising. It is a figure shown about an example of the internal combustion engine used as the application object of the fuel-injection control apparatus of Example 2 which concerns on this invention. It is a flowchart explaining the arithmetic processing operation | movement of the fuel-injection control apparatus of Example 2. FIG. It is a time chart explaining other catalyst carrier temperature control of the fuel-injection control apparatus of Example 2, Comprising: It is a figure explaining operation | movement when the catalyst carrier temperature is falling. It is a time chart explaining other catalyst carrier temperature control of the fuel-injection control apparatus of Example 2, Comprising: It is a figure explaining operation | movement when the catalyst carrier temperature is rising. 10 is a flowchart for explaining an arithmetic processing operation of the fuel injection control apparatus according to the third embodiment.

Explanation of symbols

1 Electronic control device (fuel injection control device)
41A 1st fuel tank 41B 2nd fuel tank 42A Fuel remaining amount detection means 42B Fuel remaining amount detection means 50 Fuel supply device 51A 1st fuel passage 51B 2nd fuel passage 54A, 54B Fuel injection valve 55A Alcohol concentration detection sensor 55B Alcohol concentration detection Detection sensor 81 Exhaust passage 82 Exhaust purification device 83 Temperature sensor 84 Exhaust temperature sensor 91 Electric motor 92 Battery 93 Voltmeter CC Combustion chamber FH High calorific value fuel FL Low calorific value fuel Tc Catalyst carrier temperature Tmax Catalyst activity determination upper limit temperature Tmin Catalyst activity determination Lower temperature limit

Claims (8)

A fuel injection ratio setting means for varying a fuel injection ratio between a high calorific value fuel having a high calorific value stored in an individual fuel tank and a low calorific value fuel having a calorific value lower than that of the high calorific value fuel; and the fuel injection ratio In a fuel injection control device comprising: a fuel injection control means for injecting the high calorific value fuel and the low calorific value fuel;
The fuel injection ratio setting means sets the fuel injection ratio obtained by increasing the fuel injection ratio of the low calorific value fuel when the catalyst carrier temperature of the exhaust gas purification device of the internal combustion engine is higher than the catalyst activity determination upper limit temperature. Configured as
A fuel injection control device comprising a catalyst activity judgment value setting means for setting the catalyst activity judgment upper limit temperature in accordance with the calorific value of the low calorific value fuel.   2. The fuel injection control device according to claim 1, wherein the catalyst activity determination value setting means is configured to change the catalyst activity determination upper limit temperature to a lower temperature side as the calorific value of the low calorific value fuel increases. The fuel injection ratio setting means is configured to set the fuel injection ratio in which the fuel injection ratio of the high heating value fuel is increased when the catalyst carrier temperature is lower than the catalyst activity determination lower limit temperature.
3. The fuel injection according to claim 1, wherein the catalyst activity determination value setting means is configured to set the catalyst activity determination lower limit temperature in accordance with a calorific value of the high calorific value fuel. Control device.   4. The fuel injection control apparatus according to claim 3, wherein the catalyst activity determination value setting means is configured to change the catalyst activity determination lower limit temperature to a higher temperature side as the calorific value of the high calorific value fuel is smaller.   The fuel injection ratio setting means determines a fuel injection ratio of the high calorific value fuel to be performed when the catalyst carrier temperature is lower than a catalyst activation determination lower limit temperature when the remaining amount of the high calorific value fuel is a predetermined amount or less. The fuel injection control device according to claim 3 or 4, wherein setting of the fuel injection ratio to be increased is prohibited.   6. An electric motor driving torque control means for driving a motor that exerts at least a driving force on a vehicle when the catalyst carrier temperature is higher than the catalyst activity determination upper limit temperature is provided. A fuel injection control device according to any one of the above.   2. An electric motor driving torque control means for driving an electric motor that applies a driving force or a regenerative braking force to a vehicle when the catalyst carrier temperature is lower than the catalyst activity determination lower limit temperature. To 5. The fuel injection control device according to any one of 5 to 5.   8. The low calorific value fuel is alcohol fuel or fuel mainly composed of alcohol fuel, and the high calorific value fuel is gasoline fuel or fuel mainly composed of gasoline fuel. The fuel-injection control apparatus as described in any one.

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