JP4277631B2 - Internal combustion engine and control method thereof - Google Patents

Description

  The present invention relates to an internal combustion engine that generates power by burning a mixture of reformed fuel and air generated by a reformer in a combustion chamber, and a control method therefor.

Conventionally, a reformer that generates a reformed fuel containing a predetermined fuel component (for example, CO and H ₂ ) by reforming an air-fuel mixture of fuel and air is provided. There is known an internal combustion engine that generates power by burning a mixture of quality fuel and air in a combustion chamber (see, for example, Patent Document 1). Further, as this type of internal combustion engine, an engine having an intake passage including a throttle valve and a reformed air supply passage branched from the intake passage on the upstream side of the throttle valve is known (for example, Patent Document 2). In this case, air is supplied to the reformer through the reformed air supply path.

JP 2001-241365 A Japanese Patent Laid-Open No. 9-21362

  Here, in the internal combustion engine as described above, an air pump may be used to reliably supply air to the reformer (see, for example, Patent Document 2). However, depending on the operating state of the reforming device or the internal combustion engine, it is often unnecessary to pump air to the reforming device by an air pump. It will be useless.

  SUMMARY OF THE INVENTION An object of the present invention is to provide an internal combustion engine that can reliably supply air to a reformer and that can suppress waste of energy, and a control method therefor.

  An internal combustion engine according to the present invention includes a reforming device that reforms an air-fuel mixture of fuel and air to generate a reformed fuel containing a predetermined fuel component. In an internal combustion engine that generates power by burning, a reformed air supply path for supplying air to the reformer, an air pump provided in the reformed air supply path, and fuel reforming in the reformer are started. And a control means for stopping the air pump when starting the air pump and determining that the engine start is completed based on a predetermined parameter.

  In this internal combustion engine, when the fuel reforming in the reformer is started, the air pump is started by the control means, and thereby a sufficient amount of air can be reliably supplied to the reformer. In addition, when the start of the internal combustion engine is completed, a sufficient negative pressure is formed in the combustion chamber. Therefore, even if the air pump does not pump air to the reformer, the negative pressure in the combustion chamber causes Air is taken in enough. For this reason, the control means of the internal combustion engine stops the air pump when determining that the engine start is completed based on a predetermined parameter. As a result, it is possible to reliably suppress energy waste caused by driving the air pump more than necessary.

  An internal combustion engine control method according to the present invention includes a reformer that generates a reformed fuel containing a predetermined fuel component by reforming an air-fuel mixture of fuel and air, and a modification for supplying air to the reformer. A control method for an internal combustion engine, which includes a quality air supply path and an air pump provided in the reformed air supply path, and generates power by burning a mixture of reformed fuel and air in a combustion chamber. After starting the air pump to start fuel reforming in the quality control device, the air pump is stopped when it is determined that the engine start is completed based on a predetermined parameter.

  ADVANTAGE OF THE INVENTION According to this invention, it becomes possible to implement | achieve the internal combustion engine which can supply air reliably with respect to a reformer, and can suppress the waste of energy, and its control method.

  Hereinafter, the best mode for carrying out the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a schematic configuration diagram showing an internal combustion engine according to the present invention. The internal combustion engine 1 shown in the figure is suitable for use as a driving source for driving a vehicle, for example. The internal combustion engine 1 generates power by burning an air-fuel mixture containing a fuel component inside a combustion chamber 3 formed in an engine block 2 and reciprocating a piston 4 in the combustion chamber 3. Although only one cylinder is shown in FIG. 1, the internal combustion engine 1 of the present embodiment is configured as a multi-cylinder engine.

The intake port of each combustion chamber 3 is connected to an intake pipe 5 a constituting the intake manifold 5, and the exhaust port of each combustion chamber 3 is connected to an exhaust pipe 6 a constituting the exhaust manifold 6. In addition, an intake valve Vi that opens and closes an intake port and an exhaust valve Ve that opens and closes an exhaust port are provided for each combustion chamber 3 in the cylinder head of the internal combustion engine 1. Each intake valve Vi and each exhaust valve Ve are opened and closed by, for example, a valve operating mechanism 7 having a variable valve timing function. Furthermore, a spark plug 8 is provided for each combustion chamber 3 in the cylinder head of the internal combustion engine 1. The exhaust manifold 6 is provided with an exhaust air-fuel ratio sensor (O ₂ sensor) SAF for detecting the air-fuel ratio of the exhaust gas from each combustion chamber 3. The exhaust manifold 6 is connected to the front catalyst device 9a and the rear catalyst device 9b.

  As shown in FIG. 1, each intake pipe 5 a constituting the intake manifold 5 is connected to a surge tank 10, and an air supply pipe L <b> 1 is connected to the surge tank 10. The intake manifold 5 (each intake pipe 5a), the surge tank 10, and the supply pipe L1 constitute an intake path of the internal combustion engine 1. The air supply pipe L1 is connected to an air intake port (not shown) via the air cleaner 11, and a throttle valve (in this embodiment, an electronic throttle) is provided in the middle of the air supply pipe L1 (between the surge tank 10 and the air cleaner 11). Valve) 12 is incorporated. The surge tank 10 is provided with a pressure sensor SP, and the pressure sensor SP detects the internal pressure of the surge tank 10. In this case, the internal pressure of the surge tank 10 is substantially the same as the pressure near the intake port of each combustion chamber 3 and the internal pressure of the reformer 20 (pressure on the downstream side of the on-off valve 15 described later). The location where the pressure sensor SP is disposed may be other than the surge tank 10 and can be arbitrarily determined on the downstream side of the throttle valve 12.

  Further, a first air flow meter AFM1 is installed in the supply pipe L1 so as to be positioned between the air cleaner 11 and the throttle valve 12. A bypass pipe (reformed air supply path) L2 is branched from the supply pipe L1 at a branching portion BP defined between the throttle valve 12 and the first air flow meter AFM1 (upstream side of the throttle valve 12). Yes. The bypass pipe L2 includes the air pump AP, the second air flow meter AFM2, the flow rate adjustment valve 14 and the on-off valve 15 in this order from the branching part BP side, and its tip (on the side opposite to the end part on the branching part BP side). The end portion is connected to the reformer 20. The arrangement order of the air pump AP, the second air flow meter AFM2, the flow rate adjustment valve 14 and the on-off valve 15 is not limited to this order, and the air pump AP is arranged upstream of the flow rate adjustment valve 14 and the on-off valve 15. If so, the other orders can be arbitrarily determined.

  The reformer 20 has a generally cylindrical main body 21 whose both ends are closed. Inside the main body 21, an air-fuel mixing unit 22 to which the above-described bypass pipe L2 is connected, and an air-fuel mixing unit 22 are connected. An adjacent reforming reaction section 23 is defined. In addition to the bypass pipe L2, the fuel injection valve 16 is connected to the air-fuel mixing unit 22. The fuel injection valve 16 is connected to a fuel tank 18 via a fuel pump 17 and can inject hydrocarbon-based fuel such as gasoline into the air-fuel mixing unit 22. In the reforming reaction section 23, for example, a reforming catalyst in which rhodium is supported on zirconia is disposed, and a preheater 24 for preheating the reforming catalyst is disposed.

  Further, a reformed fuel distribution chamber 25 is defined in the main body 21 on the downstream side of the reforming reaction section 23. A number of reformed fuel supply pipes 26 corresponding to the number of combustion chambers 3 of the internal combustion engine 1 are connected to the reformed fuel distribution chamber 25. A fuel supply nozzle 27 is mounted at the tip of each reformed fuel supply pipe 26, and each fuel supply nozzle 27 is disposed near the intake port of the corresponding combustion chamber 3. The internal combustion engine 1 also has a heat exchanger 28 for cooling the reformed fuel in each reformed fuel supply pipe 26. As the cooling medium of the heat exchanger 28, for example, engine cooling water is used. Further, the reformed fuel distribution chamber 25 of the reformer 20 is provided with a temperature sensor ST. In the present embodiment, the temperature sensor ST is attached to the main body 21 so as to be located on the downstream side of the reforming reaction unit 23, and detects the temperature of the reformed fuel flowing out from the reforming reaction unit 23. Instead of providing the reformed fuel supply pipe 26 for each combustion chamber 3, one reformed fuel supply pipe is connected to the reformed fuel distribution chamber 25, and this reformed fuel supply pipe is connected to, for example, the heat exchanger 28. You may make it branch toward each combustion chamber 3 in the inside of the intake manifold 5 downstream.

  In addition, the internal combustion engine 1 has a fuel injection valve 16x equipped in each intake pipe 5a (each intake port), and is in a state in which the reformer 20 is operated or air to the reformer 20 and It is also possible to obtain power by injecting the fuel pumped by the fuel pump 17 from each fuel injection valve 16x into each intake pipe 5a (intake port) with the fuel supply stopped. The fuel injection valve 16x may directly inject fuel into the corresponding combustion chamber 3.

  FIG. 2 is a control block diagram of the internal combustion engine 1 described above. As shown in the figure, the internal combustion engine 1 has an electronic control unit (hereinafter referred to as “ECU”) 30 that functions as a control means. The ECU 30 includes a CPU, a ROM, a RAM, an input / output port, and a memory in which various information and maps are stored. The ECU 30 (input / output port) includes the above-described valve operating mechanism 7, spark plug (igniter) 8, throttle valve 12, flow rate adjusting valve 14, on-off valve 15, fuel injection valves 16, 16x, preheater 24, air pump. AP, and further, a starter 19 and the like are appropriately connected via a control circuit and the like.

  Further, various sensors, that is, the above-described air flow meters AFM1 and AFM2, pressure sensor SP, exhaust air-fuel ratio sensor SAF, temperature sensor ST, and the like are connected to the input / output port of the ECU 30. The first air flow meter AFM1 detects the total flow rate of air taken into the supply pipe L1 from the air intake port (total amount of air supplied to all the combustion chambers 3), and gives a signal indicating the detected value to the ECU 30. The second air flow meter AFM2 detects the flow rate of the air flowing through the bypass pipe L2, and gives a signal indicating the detected value to the ECU 30. The pressure sensor SP, the exhaust air / fuel ratio sensor SAF, and the temperature sensor ST also provide the ECU 30 with signals indicating detected values.

  Further, a door switch 31, an ignition switch 32, an accelerator position sensor 33, a crank angle sensor 34, and the like are connected to an input / output port of the ECU 30. The door switch 31 detects opening / closing of a door of a vehicle to which the internal combustion engine 1 is applied. The accelerator position sensor 33 gives a signal indicating the depression amount of an accelerator pedal (not shown) to the ECU 30, and the crank angle sensor 34 gives a signal showing the crank angle of the internal combustion engine 1 to the ECU 30. The ECU 30 then opens the throttle valve 12 and the flow rate adjusting valve 14 based on signals from the air flow meters AFM1, AFM2, the accelerator position sensor 33, the crank angle sensor 34, etc., and the fuel injection by the fuel injection valve 16 or 16x. The amount, the ignition timing by the spark plug 8, the opening / closing timing of the intake valve Vi and the exhaust valve Ve, and the like are controlled.

When the above-described internal combustion engine 1 is operated, air is introduced into the air-fuel mixing unit 22 of the reformer 20 through the bypass pipe L2 including the air pump AP and the flow rate adjustment valve 14 controlled by the ECU 30. Then, fuel such as gasoline is injected from the fuel injection valve 16 controlled by the ECU 30. The fuel such as gasoline is vaporized in the air / fuel mixing unit 22 and mixed with the air from the bypass pipe L <b> 2 and flows into the reforming reaction unit 23. In the reforming reaction section 23, the hydrocarbon-based fuel and air are reacted by the reforming catalyst, and a partial oxidation reaction represented by the following formula (1) proceeds.
C _m H _n + (m / 2) O ₂ → mCO + (n / 2) H ₂ (1)

Then, as the reaction of the above formula (1) proceeds, reformed fuel (reformed gas) containing CO and H ₂ as fuel components is generated, and the obtained reformed fuel is supplied from the reformer 20. The fuel is supplied to the intake port of each combustion chamber 3 through the reformed fuel supply pipe 26 and the fuel supply nozzle 27. Air is introduced into the intake port of each combustion chamber 3 via the throttle valve 12 of the supply pipe L1 whose opening is adjusted by the ECU 30. Therefore, the reformed fuel introduced from the reformer 20 to each intake port is further mixed with air and then sucked into each combustion chamber 3. When each spark plug 8 is ignited at a predetermined timing, the fuel components CO and H ₂ burn in the combustion chamber 3 to reciprocate the piston 4, thereby obtaining power from the internal combustion engine 1. be able to.

  By the way, when the internal combustion engine 1 including the reforming device 20 as described above is started, generally, the amount of air sucked into the combustion chamber 3 itself is reduced. Even if it is attempted to start fuel reforming in the reformer 20 so as to operate, sufficient air cannot be supplied to the reformer 20 via the bypass pipe L2 branched from the supply pipe L1 on the upstream side of the throttle valve 12. There is also a risk. Further, when starting the fuel reforming in the reformer 20, the supply of air to the reformer 20 is started when the pressure inside the reformer 20 is reduced (becomes negative). Originally preferred. Further, in the internal combustion engine 1 provided with the air pump AP as described above, if the air pump AP is always operated, energy for driving the air pump AP is wasted.

  In view of these points, in the present embodiment, the internal combustion engine 1 (and the reformer 20) is started by the ECU 30 as the control means according to the procedure shown in FIGS.

  When starting the internal combustion engine 1, the ECU 30 first operates the preheater 24 of the reformer 20 when determining that the vehicle door is opened based on a signal from the door switch 31 (S 10). As a result, the catalyst temperature (catalyst bed temperature) in the reforming reaction section 23 of the reformer 20 gradually increases. The ECU 30 acquires the catalyst temperature based on the signal from the temperature sensor ST after the operation of the preheater 24 is started, and stops the preheater 24 when the catalyst temperature in the reforming reaction unit 23 reaches a predetermined temperature Tr ( (See FIG. 4). The ECU 30 determines whether or not the ignition switch 32 is turned on after operating the pre-heater 24 in S10 (S12). If the ECU 30 determines that the ignition switch 32 is turned on, the ECU 30 is kept slightly open until then. The opening degree of the throttle valve 12 of the supplied air supply pipe L1 is set to the minimum (S14).

  Here, in the internal combustion engine 1 of the present embodiment, in order to prevent the valve body of the throttle valve 12 from adhering to the air supply pipe (intake passage) L1 (to bite), as described above, Even when the engine is stopped, the slot valve 12 is maintained at a constant opening (a slightly opened state). Therefore, even if the supply of air to the reforming device 20 via the bypass pipe L2 is started to start the internal combustion engine 1, the throttle valve that is slightly opened inside the air supply pipe (intake passage) L1 and the like If the flow of air to the combustion chamber 3 through 12 is formed, it becomes impossible to secure a sufficient amount of air supply to the reformer 20. In view of such a point, in the internal combustion engine 1 of the present embodiment, before the supply of air to the reforming device 20, that is, fuel reforming in the reforming device 20, is started, the throttle valve 12 in S14. Is set to the minimum opening.

  Further, the ECU 30 keeps the on-off valve 15 of the bypass pipe L2 in a closed state (if it is open, the on-off valve 15 is closed), and the flow rate adjusting valve 14 of the bypass pipe L2 to a predetermined opening degree. Open (S16). That is, in S16, the opening of the flow rate adjustment valve 14 is requested at the start of fuel reforming in the reforming device 20 in a state where the on-off valve 15 is closed and the inflow of air to the reforming device 20 is cut off. Is set in advance.

  In this way, while the opening / closing valve 15 is closed (prior to opening the opening / closing valve 15), the opening / closing valve 15 is opened and reforming is started by starting the opening of the flow rate adjustment valve 14. Immediately after the fuel reforming is started when the air is supplied to the apparatus 20, the air supply amount to the reforming apparatus 20 can be set with high accuracy. Thereby, fuel reforming can be performed stably and satisfactorily, and a desired amount of reformed fuel can be obtained. Note that the opening setting of the flow rate adjusting valve 14 in S16 prescribes the relationship between the target torque or the target rotational speed during idling and the amount of air to be supplied to the reformer 20 (reformed air supply amount), for example. Is executed according to a map created in advance.

  After the process of S16, the ECU 30 starts cranking of the internal combustion engine 1 that operates the starter 19 for a predetermined time (S18), and almost simultaneously with this, activates the air pump AP of the bypass pipe L2 (S20). Thereafter, the ECU 30 acquires a pressure (internal pressure of the reformer 20) on the downstream side of the on-off valve 15 based on a signal from the pressure sensor SP provided in the surge tank 10, and acquires the acquired pressure and a predetermined value. The threshold value is compared (S22). If the ECU 30 determines in S22 that the pressure acquired based on the signal from the pressure sensor SP has fallen below the threshold value, the ECU 30 opens the on-off valve 15 of the bypass pipe L2, and supplies air to the reformer 20. Start (S24). Further, almost simultaneously with the processing of S24, the ECU 30 air-fuels an amount of fuel corresponding to the amount of air (reformed air supply amount) supplied to the reformer 20 via the bypass pipe L2 from the fuel injection valve 16. The fuel is injected into the mixing unit 22, thereby starting the fuel reforming in the reformer 20 (S26).

  Here, in this embodiment, as described above, after the opening of the throttle valve 12 is set to the minimum in S14, the air pump AP is started almost simultaneously with the start of cranking (S18) (S20). . Accordingly, a negative pressure is formed in each combustion chamber 3 by cranking of the internal combustion engine 1, and the pressure on the upstream side of the on-off valve 15 is increased by the activation of the air pump AP. Therefore, when it is determined in S22 that the pressure acquired based on the signal from the pressure sensor SP has fallen below the threshold, the pressure at a predetermined location downstream of the on-off valve 15 (internal pressure of the reformer 20). Is lower than the pressure (for example, outlet pressure of the air pump AP) at a predetermined location on the upstream side of the on-off valve 15.

  That is, in the internal combustion engine 1, the downstream pressure of the on-off valve 15 (internal pressure of the reformer 20) is sufficiently reduced in a state where the on-off valve 15 of the bypass pipe L <b> 2 is closed. The opening / closing valve 15 is opened when the pressure at the predetermined location is lower than the pressure at the predetermined location upstream of the opening / closing valve 15. Further, in the internal combustion engine 1, the degree of opening of the throttle valve 12 is set to the minimum in S14, and the reforming is performed in a state where the air flow to the combustion chamber 3 through the throttle valve 12 is almost completely cut off. Air supply to the apparatus 20 is started (S24), and fuel reforming in the reformer 20 is started (S26).

  Therefore, in the internal combustion engine 1, immediately after starting the fuel reforming in the reforming device 20, a sufficient amount of air is supplied to the reforming device 20, and the fuel reforming is performed stably and satisfactorily to achieve a desired amount. A reformed fuel can be obtained. As a result, the internal combustion engine 1 can be started with good responsiveness using the reformed fuel generated by the reformer 20. Further, in the internal combustion engine 1, since the preheating of the catalyst by the preheater is started in S10 and the on / off valve 15 is opened in S24, the inflow of air to the reforming reaction section 23 is cut off. It is reliably prevented that the reforming catalyst is cooled by the air.

  When the fuel reforming in the reformer 20 is started in S26, the ECU 30 determines the flow rate of the air flowing through the bypass pipe L2, based on the signal from the second air flow meter AFM2 of the bypass pipe L2, that is, the reformer. The amount of air supplied to 20 (reformed air supply amount) is acquired, and the negative pressure sufficient for the acquired reformed air supply amount and a predetermined threshold RGAr (for example, the combustion chamber 3 (inside the reformer 20)) (A value larger than the amount of air that can be supplied by the air pump AP in a state in which no is formed) (S28). If the ECU 30 determines in S28 that the reformed air supply amount exceeds the threshold value RGAr, the ECU 30 cancels the fully closed state in which the opening of the throttle valve 12 is minimized (S30).

  That is, if the amount of air flowing into the reformer 20 (reformed air supply amount) exceeds the threshold value RGAr, the reforming reaction in the reformer 20 is sufficiently stable, as can be seen from FIG. In addition, the amount of air taken into each combustion chamber 3 of the internal combustion engine 1 is also increasing. Accordingly, after that, even if the throttle valve 12 of the supply pipe L1 is released from the fully closed state and the opening degree adjustment of the throttle valve 12 is started so that the air amount and air-fuel ratio required for the internal combustion engine 1 can be obtained. The air supply amount to the reformer 20 is sufficiently secured.

  Further, when it is determined in S28 that the reformed air supply amount exceeds the threshold value RGAr, sufficient reformed fuel is supplied from the reformer 20 to each combustion chamber 3 and the air taken into each combustion chamber 3 Is sufficiently large, it is recognized that the internal combustion engine 1 has been started. For this reason, when the ECU 30 releases the fully closed state of the throttle valve 12 (S30), it is determined in S28 that the reformed air supply amount has exceeded the threshold value RGAr (determination that starting of the internal combustion engine 1 has been completed). After that, it is determined whether or not a predetermined time has passed (S32). When the ECU 30 determines in S32 that a predetermined time has elapsed since the completion of the start of the internal combustion engine 1, as shown in FIG. 4, the ECU 30 stops the air pump AP while gradually decreasing the rotational speed (S34).

  Here, in the internal combustion engine 1, when the fuel reforming in the reformer 20 is started, the air pump AP is activated by the ECU 30, and thereby a sufficient amount of air is reliably supplied to the reformer 20. The On the other hand, for example, when the reformed air supply amount exceeds the threshold value RGAr and it is recognized that the start of the internal combustion engine 1 has been completed, a sufficient negative pressure is formed in each combustion chamber 3. Even if air is not pumped to the reformer 20 by the AP, the air is sufficiently taken into the reformer 20 by the negative pressure in each combustion chamber 3.

  Therefore, if it is determined in S28 that the engine start has been completed based on a parameter such as the reformed air supply amount, the air supply amount to the reformer 20 is sufficient even if the air pump AP is stopped. Secured. As a result, in the internal combustion engine 1, it is possible to reliably suppress energy waste caused by driving the air pump AP more than necessary and to suppress deterioration of the air pump AP. When the air pump AP is completely stopped in S34, the ECU 30 ends the series of processing (reforming device start-up processing) in FIG. 3, and when the internal combustion engine 1 (reforming device 20) is idling, idling off, or the like. Control at is started.

  The determination process in S22 for determining whether or not the opening / closing valve 15 can be opened may be executed as follows. That is, in S22 described above, the pressure at a predetermined location upstream of the on-off valve 15 (pressure in the bypass pipe L2 between the air pump AP and the on-off valve 15) is detected and compared with a predetermined threshold value. The on-off valve 15 may be opened when the threshold value is exceeded. Further, in S22, it may be determined whether or not a predetermined time has elapsed after the start of cranking, and the on-off valve 15 may be opened when the predetermined time has elapsed after the start of cranking. Further, in S22, it may be determined whether or not the crankshaft has been rotated by a predetermined number of rotations (for example, about 3 rotations), and the on-off valve 15 may be opened when the crankshaft has rotated by a predetermined number of rotations. Further, in S22, it may be determined whether or not a predetermined time has elapsed after the activation of the air pump AP, and the opening / closing valve 15 may be opened when the predetermined time has elapsed after the activation of the air pump AP.

  Then, the determination process in S28 for determining whether or not the throttle valve 12 can be fully closed and determining the completion of the engine start may be executed as follows. That is, in S28 described above, the detection value of the first air flow meter AFM1 (total amount of air supplied to all the combustion chambers 3) is compared with a predetermined threshold value EGAr, and the detection value of the first air flow meter AFM1 is compared with the threshold value EGAr. It may be determined that the fully closed state of the throttle valve 12 is released and the engine start is completed. In S28, the engine speed obtained from the detected value of the crank angle sensor 34 is compared with a predetermined threshold value NEr, and the fully closed state of the throttle valve 12 is released when the engine speed exceeds the threshold value NEr. In addition, it may be determined that the engine start has been completed.

  Furthermore, in this embodiment, in order to prevent the operating state of the internal combustion engine 1 from becoming unstable due to fluctuations in the air supply amount accompanying the stop of the air pump AP, it is determined that the start of the internal combustion engine 1 has been completed in S28. The air pump AP is gradually stopped when a predetermined time has elapsed since then, but is not limited thereto. That is, the air pump AP may be completely stopped when a predetermined time elapses after it is determined that the start of the internal combustion engine 1 is completed in S28. Further, the air pump AP may be stopped completely when it is determined that the start of the internal combustion engine 1 is completed in S28, and may be stopped while gradually decreasing the rotational speed from that point.

1 is a schematic configuration diagram showing an internal combustion engine according to the present invention. FIG. 2 is a control block diagram of the internal combustion engine of FIG. 1. 2 is a flowchart for explaining an operation at the time of starting the internal combustion engine of FIG. 1. 2 is a timing chart for explaining an operation at the time of starting the internal combustion engine of FIG. 1.

Explanation of symbols

1, 1A Internal combustion engine 3 Combustion chamber 4 Piston 5 Intake manifold 5a Intake pipe 6 Exhaust manifold 6a Exhaust pipe 7 Valve mechanism 8 Spark plug 10 Surge tank 12 Slot valve 14 Flow control valve 15 On-off valve 16, 16x Fuel injection valve 19 Starter 20 reformer 21 main body 22 air fuel mixing unit 23 reforming reaction unit 24 preheater 25 reformed fuel distribution chamber 26 reformed fuel supply pipe 27 fuel supply nozzle 28 heat exchanger 30 ECU
33 Accelerator position sensor 34 Crank angle sensor AFM1, AFM2 Air flow meter AP Air pump BP Branch part L1 Supply pipe L2 Bypass pipe

Claims (2)

A reformer that reforms a mixture of fuel and air to generate a reformed fuel containing a predetermined fuel component, and generates power by burning the mixture of the reformed fuel and air in a combustion chamber In an internal combustion engine that
A reformed air supply path for supplying air to the reformer;
An air pump provided in the reformed air supply path;
The air pump is started to start fuel reforming in the reformer, and when it is determined that engine start is completed based on a predetermined parameter, the air pump is stopped and the reforming is performed by negative pressure in the combustion chamber. An internal combustion engine comprising control means for taking air into the apparatus . A reformer for reforming a mixture of fuel and air to generate a reformed fuel containing a predetermined fuel component, a reformed air supply path for supplying air to the reformer, and the reformer An internal combustion engine control method for generating power by combusting an air-fuel mixture of the reformed fuel and air in a combustion chamber.
After starting the air pump to start fuel reforming in the reformer, when it is determined that engine start is completed based on a predetermined parameter, the air pump is stopped and the negative pressure in the combustion chamber is A control method for an internal combustion engine, wherein air is introduced into the reformer by

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