JP2008133756A - Control device for vehicle provided with dual-fuel engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To quickly activate a catalyst while taking into consideration exhaust emission in a vehicle provided with a dual-fuel engine. <P>SOLUTION: The control device for the vehicle provided with the dual-fuel engine having a plurality of cylinders and usable with a gasoline and hydrogen has a fuel feeding means for feeding at least one of hydrogen or gasoline into the respective cylinders; a fuel burning means for burning the fuel in the respective cylinders; the catalyst provided on an exhaust passage merged/passed with the exhaust gas from the respective cylinders and cleaning the merged exhaust gas; an activation state detection means for detecting whether or not the catalyst is in the activated state; and a catalyst activation means for making the catalyst in the activated state by burning heat generated by burning of the hydrogen by the heat of the exhaust gas by merging the exhaust gas generated by burning of the gasoline and the hydrogen in the exhaust passage by only burning the gasoline by feeding the hydrogen to the remaining cylinders while feeding the gasoline to a part of the plurality of cylinders when the catalyst is in the inactivated state. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a control apparatus for a vehicle including a dual fuel engine that can use two types of fuel as fuel, and belongs to the technical field of a combustion engine for improving exhaust emission.

  In general, a vehicle including a dual fuel engine that can be used by switching between a liquid fuel such as gasoline and a gaseous fuel such as hydrogen from the viewpoint of protecting the global environment is known. In this dual fuel engine, the amount of harmful substances contained in the exhaust gas generated by burning gaseous fuel is smaller than the amount of harmful substances contained in the exhaust gas generated by burning liquid fuel. It is assumed that even if the fuel is discharged into the atmosphere in an unburned state, the liquid fuel is less affected by the environment than when it is discharged into the atmosphere in an unburned state.

  With regard to a vehicle equipped with such a dual fuel engine, for example, in order to suppress discharge of unburned fuel (gaseous fuel and liquid fuel) to the outside during cold start, the unburned fuel is provided in the exhaust passage of the engine. Gas fuel is used until the exhaust purification catalyst for burning the fuel (hereinafter referred to as “catalyst”) is in an active state (a state in which unburned fuel can be burned). Has a technique of using liquid fuel (see Patent Document 1).

JP 2000-213394 A

  However, in the above-described technology, when the catalyst is activated using the heat of the exhaust gas from the engine and gasoline and hydrogen are used as fuel, the heat of the exhaust gas generated by the combustion of hydrogen is used for the activity of the catalyst. Will do. Therefore, the time required for the activation of the catalyst is longer than that in the case where the heat of the exhaust gas generated by burning gasoline is used for the activation of the catalyst. This is because the temperature of exhaust gas generated by burning hydrogen is lower than the temperature of exhaust gas generated by burning gasoline.

  In other words, gasoline cannot be used until the catalyst is activated. For example, when the vehicle is configured so that the driver can select the fuel to be used, the gasoline is not fueled until the catalyst is activated. Will not be selectable.

  As with an engine that uses only gasoline as fuel, it is conceivable that the catalyst can be activated quickly by utilizing the heat of exhaust gas generated by combustion of gasoline for the activity of the catalyst. Until it is activated, unburned gasoline will continue to be discharged into the atmosphere, which will detract from the advantages of dual fuel engines that use gasoline and hydrogen as fuel from the viewpoint of protecting the global environment.

  Therefore, the present invention enables the catalyst to be activated while suppressing the discharge of unburned gasoline into the atmosphere when the catalyst is activated using the heat of exhaust gas from the engine and gasoline and hydrogen are used as fuel. It is an object of the present invention to provide a vehicle control device including a dual fuel engine that can be activated quickly.

  In order to solve the above-mentioned problem, the invention according to claim 1 of the present application is a control device for a vehicle including a dual fuel engine having a plurality of cylinders and capable of using gasoline and hydrogen as fuel. The fuel supply means for supplying at least one of hydrogen and gasoline into each cylinder, the fuel combustion means for burning the fuel in each cylinder, and the exhaust gas from each cylinder merge and pass A catalyst provided in the exhaust passage for purifying the combined exhaust gas, an active state detecting means for detecting whether or not the catalyst is in an active state, and the active state detecting means for detecting an inactive state of the catalyst; When the fuel supply means supplies gasoline to a part of the plurality of cylinders, hydrogen is supplied to the remaining cylinders and the fuel combustion means burns only gasoline so that the gasoline burns. Exhaust gas and the hydrogen generated is characterized in that it has a catalytic activity means that the active state of the catalytic combustion heat of the hydrogen is generated is burned by the heat of the exhaust gas merges with the exhaust passage.

  According to a second aspect of the present invention, there is provided a vehicle control apparatus comprising the dual fuel engine according to the first aspect, wherein the fuel supply means changes the fuel supplied by the fuel supply means to all cylinders in accordance with an instruction from a passenger. And the catalyst activation means prohibits fuel change by the fuel change means when the activity detection means detects an inactive state of the catalyst.

  Further, according to a third aspect of the present invention, in the control device for a vehicle including the dual fuel engine according to the first or second aspect, the catalyst activating means is configured so that the catalyst activation means is activated every predetermined time while the catalyst is activated. The fuel supply means changes the fuel supplied to each cylinder from gasoline to hydrogen or from hydrogen to gasoline.

  Furthermore, the invention according to claim 4 is a vehicle control device comprising the dual fuel engine according to any one of claims 1 to 3, wherein the motor for supplying torque to the output shaft of the engine, Motor control means for adjusting a torque assist amount by controlling a motor, the motor control means based on a stroke of a cylinder to which hydrogen is supplied while the catalyst activation means activates the catalyst. And adjusting the amount of torque.

In addition, according to a fifth aspect of the present invention, in the control device for a vehicle including the dual fuel engine according to the fourth aspect, a battery that supplies electric power to the motor;
A storage amount detection means for detecting a storage amount of the battery, wherein the catalyst activation means detects the inactive state of the catalyst by the activation state detection means and the storage amount detection means has a predetermined amount or less. When the storage amount of the battery is detected, the fuel supply means supplies hydrogen to all cylinders, and the fuel combustion means burns hydrogen supplied to all cylinders.

  According to the first aspect of the invention, when the catalyst is in an inactive state, gasoline is supplied to some of the plurality of cylinders of the dual fuel engine while hydrogen is supplied to the remaining cylinders, and only gasoline is in the cylinders. Burned in. As a result, the exhaust gas generated by burning gasoline in the cylinder and the hydrogen not burned in the cylinder are discharged from the respective cylinders into the exhaust passage, merged in the interior, and merged to form hydrogen. The catalyst is activated by the combustion heat generated at this time. As a result, the catalyst can be activated more quickly than when only hydrogen is supplied to all cylinders of the engine and burned in the cylinder, and only gasoline is supplied to all cylinders of the engine. The amount of unburned gasoline discharged into the atmosphere is smaller than when it is burned. In addition, since combustion occurs in the exhaust passage closer to the catalyst than the cylinder, heat generated by combustion of gasoline and hydrogen is efficiently used for the activity of the catalyst. That is, the loss due to the movement of the amount of heat that the amount of heat generated by the combustion of the fuel decreases before reaching the catalyst is suppressed.

  According to the second aspect of the present invention, even when the fuel supplied to all the cylinders of the engine can be changed according to an instruction from the occupant, the catalyst is in an active state (while the catalyst is in an inactive state) ) Fuel changes can be prohibited. Thus, when the catalyst is in an inactive state, it is possible to reliably supply hydrogen to some of the plurality of cylinders of the dual fuel engine while supplying hydrogen to the remaining cylinders and burn only gasoline in the cylinders. . That is, priority can be given to bringing the catalyst into an active state.

  Further, according to the third aspect of the present invention, while the catalyst is activated, in each cylinder, gasoline is supplied and burned to discharge exhaust gas into the exhaust passage and hydrogen is supplied to burn. Instead, the hydrogen is alternately discharged into the exhaust passage. Thereby, the temperature in a some cylinder becomes substantially the same.

  Furthermore, according to the fourth aspect of the present invention, vibration (noise generated from the engine) generated in the engine is suppressed while the catalyst is activated. Specifically, while the catalyst is in an activated state, torque is supplied to the engine output shaft by a piston of a cylinder that is supplied with gasoline and burns, but is not supplied with hydrogen and does not burn the cylinder. Torque is not supplied from the piston. That is, torque is intermittently supplied to the output shaft of the engine. As a result, the output shaft does not rotate smoothly, and as a result, the engine may vibrate or the noise generated from the engine may increase. As a countermeasure, the torque is continuously supplied to the output shaft by supplying torque to the output shaft based on the stroke of the cylinder to which hydrogen is supplied.

  In addition, according to the fifth aspect of the present invention, when the storage amount of the battery that supplies electric power to the motor that supplies torque to the drive system is equal to or less than the predetermined amount, hydrogen is supplied to all the cylinders. And the catalyst is activated by the heat of combustion. More specifically, when the amount of electricity stored in the battery is equal to or less than a predetermined amount, the motor cannot stably supply torque to the output shaft of the engine while the catalyst is activated. In other words, it is not possible to suppress engine vibration that occurs when torque is intermittently supplied to the output shaft of the engine. In order to suppress the vibration of the engine, hydrogen is supplied to all cylinders of the engine and burned in each cylinder, so that even if no torque is supplied from the motor to the output shaft, it is supplied to the engine output shaft. Torque is continuous. In addition, exhaust gas emissions are taken into account using hydrogen instead of gasoline.

  FIG. 1 is a diagram showing an overall configuration of a vehicle W according to an embodiment of the present invention. The vehicle W is a so-called series / parallel type hybrid vehicle that is driven by torque (driving force) supplied from the engine 10 and the engine 12 to generate electric power and functions as a motor when electric power is supplied. A generator (corresponding to the motor described in the claims) 12, a battery 14 for storing electric power generated by the generator 12, and the battery 14 and / or the generator 12. A power motor (electric motor) 20 as a power source of the vehicle W that generates torque upon receipt of electric power and supplies the torque to a drive system (mechanism including a shaft and a differential) 18 that drives the drive wheels 16; Have.

  Further, an AC / DC converter 22 for converting AC electricity into DC electricity is interposed between the generator 12 and the battery 14, and DC electricity is converted into AC electricity between the battery 14 and the motor 20. For this purpose, a DC / AC converter 24 is provided.

  The engine 10 is a dual fuel engine that uses gasoline and hydrogen as fuel, and the torque generated by the engine 10 is distributed to the generator 12 and the drive system 18 or is supplied to the drive force distribution mechanism 26 that supplies either to the generator 12 and the drive system 18 without distribution. Drive coupled. Fuel hydrogen is stored in the fuel tank 28, and gasoline is stored in the fuel tank 30. Each of the fuel tanks 28 and 30 is connected to a fuel injection valve described later in the engine 10.

  FIG. 2 is a diagram showing a control system of the vehicle W and a fluid flow system. The engine 10 is a twin-rotor type rotary engine, which is in contact with the trochoidal surfaces 52a and 52b of the rotor housings 50a and 50b at three points by rotation (indicated by →) of the rotors 54a and 54b that define three working chambers. An eccentric shaft 56 as an output shaft is driven to rotate. A throttle valve 60 and gasoline fuel injection valves 62a and 62b are disposed on the intake passage 58 connected to the rotor housings 50a and 50b, and a catalyst 66 is disposed on the exhaust passage 64. The hydrogen fuel injection valves 68a and 68b and the pair of spark plugs 70a and 70b are attached so as to face the working chambers of the rotor housings 50a and 50b. The arrows shown in the intake passage 58 and the exhaust passage 64 indicate the flow of fluid such as intake and exhaust.

  The control unit 100 includes a signal from each of a current sensor 102 that detects a current flowing in and out of the battery 14 and a voltage sensor 104 that detects a voltage of the battery 40, and a signal from the vehicle speed sensor 106. And a signal from an accelerator opening sensor 1108 that detects the amount of depression of an accelerator pedal (not shown) by the occupant, and an instrument panel (not shown) in front of the driver's seat. A signal from a fuel changeover switch 110 for selecting gasoline or hydrogen, a signal from a catalyst temperature sensor 112 (corresponding to the active state detecting means described in the claims) 112 for detecting the temperature of the exhaust purification catalyst 66, A signal from the engine speed sensor 114 is input.

  The control unit 100 includes a generator 12, a power motor 20, an AC / DC converter 22, a DC / AC converter 24, gasoline fuel injection valves 62a and 62b, hydrogen fuel injection valves 68a and 68b, spark plugs 70a and 70b, and an eccentric. Control signals are output to a starter 116 for rotating the shaft 56 and a throttle valve actuator 118 for adjusting the opening of the throttle valve 60, respectively.

  Control operation of the control unit 100 during normal operation, specifically, control when the catalyst 66 is in an active state (when a signal corresponding to a temperature equal to or higher than a predetermined temperature is output from the catalyst temperature sensor 112). Will be explained. The contents of the control operation when the catalyst 66 is in an inactive state will be described later.

  The control unit 100 controls the drive motor 20 by stopping the engine 10 and driving the power motor 20 only when the vehicle W is started or when low-torque travel is required. 16 is rotated.

  Further, in the normal state, when medium torque travel is required, the control unit 100 controls the drive of the engine 10 with the power motor 20 stopped, and controls the driving force distribution mechanism 26 to generate torque from the engine 10. Is supplied to the drive system 18, that is, the drive wheels 16 are rotationally driven only by the torque from the engine 10. The engine 10 is driven using hydrogen or gasoline as fuel in accordance with a signal from the fuel changeover switch 110.

  Further, when high torque traveling is required in the normal state, the control unit 100 drives and controls both the engine 10 and the power motor 20 and controls the driving force distribution mechanism 26 to drive torque from the engine 10. The drive wheels 16 are driven to rotate by torque supplied from both the engine 10 and the power motor 20 to the system 18. The engine 10 is driven using hydrogen or gasoline as fuel in accordance with a signal from the fuel changeover switch 110.

  Furthermore, when it is detected that the charged amount of the battery 14 is equal to or less than a predetermined amount based on the signals from the battery current sensor 102 and the battery voltage sensor 104 at normal time, the control unit 100 controls the drive of the engine 10. At the same time, the driving force distribution mechanism 26 is controlled to supply the torque of the engine 10 to the generator 12, that is, the generator 12 is charged with the battery 14. Note that when it is detected that the amount of power stored in the battery 14 is equal to or less than a predetermined amount is during middle torque traveling or high torque traveling, that is, when torque is being supplied from the engine 10 to the drive system 18. The control unit 100 provides a torque that is equal to or greater than the torque when the battery 14 has a sufficient amount of charge and is traveling at a middle torque or at a high torque so that the necessary torque can be distributed to both the drive system 18 and the generator 12. It controls so that the engine 10 can supply.

  From here, the control unit 100 starts when the engine 10 is requested to start, and includes the control operation when the catalyst 14 is not activated, that is, when the catalyst 14 is in an inactive state. An example of the flow of the control operation will be described with reference to the flow shown in FIG.

  First, an engine start is requested in S10. The engine start request is executed when a medium torque or a high torque is required during traveling, or when the storage amount of the battery 14 is a predetermined amount or less.

Next, in step S12, the starter 116 according to the engine start request in step S10.
To start the engine 10.

  After the engine 10 is started, in S14, a signal from the engine speed sensor 114 corresponding to the engine speed is read.

  In S16, based on the signal read in S14, it is determined whether or not the rotational speed of the engine 10 is equal to or higher than a predetermined rotational speed (for example, 600 to 700 rpm). When the rotational speed of the engine 10 is equal to or higher than the predetermined rotational speed, the process proceeds to S18. Otherwise, the process returns to S14.

  In S18, a signal from the catalyst temperature sensor 112 corresponding to the temperature of the catalyst 66 and a signal from the battery current sensor 102 and the battery voltage sensor 104 corresponding to the storage amount of the battery 14 are read.

  In S20, based on the signal corresponding to the temperature of the catalyst 66 read in S18, it is determined whether or not the temperature of the catalyst 66 is equal to or higher than a predetermined temperature (a temperature indicating that the catalyst 66 is in an active state). When the temperature of the catalyst 66 is equal to or higher than the predetermined temperature, the process proceeds to S24 and a control A described later is executed. Otherwise, the process proceeds to S22.

  In S22, based on the signal corresponding to the charged amount of the battery 14 read in S18, whether or not the charged amount of the battery 14 is equal to or greater than a predetermined amount (an amount necessary for causing the generator to function as a motor as will be described later). Is determined. When the amount of power stored in the battery 14 is equal to or greater than the predetermined amount, the process proceeds to S26 and control B described later is executed. Otherwise, the process proceeds to S28 and the control C described later is executed.

  When the execution of the control A, the control B, and the control C is completed, the process proceeds to S30, and the above-described normal control operation, that is, the control operation when the catalyst 66 is in the active state is executed.

  The contents of the control A, the control B, and the control C will be described with reference to FIGS. 4, 5, and 6 showing respective control flows.

  Control A is control executed when the temperature of the catalyst 66 is equal to or higher than a predetermined temperature as shown in FIG. In the control A, as shown in FIG. 4, first, it is confirmed by reading a signal from the fuel changeover switch 110 whether the fuel used by the occupant is gasoline or hydrogen (S24-1). .

  Next, in S24-2, the fuel confirmed in S24-1 is supplied into both the rotary housings 50a and 50b. When the confirmed fuel is hydrogen, hydrogen is supplied to the rotary housings 50a and 50b by hydrogen fuel injection valves 68a and 68b, and when the fuel is gasoline, gasoline is supplied by the gasoline fuel injection valves 62a and 62b.

  When fuel is supplied into both rotor housings 50a and 50b, the fuel is ignited by both spark plugs 70a and 70b in S24-3. Thereby, the eccentric shaft 56 of the engine 10 is rotationally driven by the combustion of fuel.

  When driving of the engine 10 with fuel starts, the starter 116 is stopped in S24-4. Then, control A ends, and the process proceeds to S30 shown in FIG.

  Next, the control B will be described.

  The control B is a control for activating the catalyst 66, which is performed when the charged amount of the battery 14 is equal to or greater than a predetermined amount and the catalyst 66 is in an inactive state.

  First, as shown in FIG. 5, in S26-1, fuel to be supplied to each of the rotor housings 50a and 50b is set. If the fuel supplied into one rotor housing is set to hydrogen, the fuel supplied into the other rotor housing is set to gasoline.

  Next, in S26-2, hydrogen is supplied into one of the rotor housings set for hydrogen in S26-1. For example, when the rotor housing 50a is set for hydrogen, the hydrogen fuel injection valve 68a injects hydrogen into the rotor housing 50a.

  In the subsequent S26-3, gasoline is supplied into the other rotor housing that is set for gasoline in S26-1. For example, when the rotor housing 50b is set for gasoline, the gasoline fuel injection valve 62b injects gasoline into the rotor housing 50b.

In S26-4, the gasoline supplied into the other rotor housing is ignited and burned by a spark plug that faces the other rotor housing. For example, the fuel supplied into the rotor housing 50b is ignited by the spark plug 70b and burned. Thereby, the eccentric shaft 56 of the engine 10 is rotationally driven by the combustion of gasoline.

  The reason why the control unit 100 supplies hydrogen into one of the rotor housings and supplies gasoline into the other rotor housing to burn only the gasoline will be described.

  The reason is to increase the temperature of the catalyst 66. In principle, hydrogen is first supplied into one of the rotor housings 50a and 50b, and is discharged from the rotor housing to the exhaust passage 64 by the rotor without being combusted. Subsequently, gasoline is supplied into the other rotor housing and burned in the rotor housing, and exhaust gas generated by burning the gasoline by the rotor is discharged from the rotor housing to the exhaust passage 64.

  As a result, hydrogen precedes the exhaust passage 64 toward the catalyst 66, and then the exhaust gas generated by gasoline combustion advances toward the catalyst 66 so as to follow the hydrogen. As shown in FIG. 2, the hydrogen and the exhaust gas join at the joining portion P of the exhaust passage 64. When hydrogen and exhaust gas merge, hydrogen burns with the heat of the exhaust gas. The combustion heat generated by the combustion of hydrogen moves to the catalyst 66 and raises the temperature of the catalyst 66.

  That is, the control unit 100 functions as the catalyst activation means described in the claims.

  Explaining the effect, the catalyst 66 can be activated more quickly than when only hydrogen is supplied into both the rotor housings 50a and 50b and the hydrogen is combusted therein. Further, the amount of unburned gasoline discharged into the atmosphere is smaller than when only gasoline is supplied into both rotor housings 50a and 50b and burned into the rotor housings 50a and 50b. Further, since combustion occurs in the joining portion P in the exhaust passage 64 closer to the catalyst 66 than in the rotor housings 50a and 50b, heat generated by combustion of gasoline and hydrogen is efficiently used for the activation of the catalyst 66. become. That is, the loss due to the movement of the amount of heat that the amount of heat generated by the combustion of the fuel decreases before reaching the catalyst is suppressed.

  Returning to FIG. 5, when driving of the engine 10 with fuel starts, the starter 116 is stopped in S <b> 26-5.

  When the starter 116 stops, time measurement by a timer is started in S26-6.

  When the time measurement by the timer is started, a signal from the catalyst temperature sensor 112 corresponding to the temperature of the catalyst 66 is read in S26-7.

  In S26-8, it is determined whether or not the temperature of the catalyst 66 is equal to or higher than a predetermined temperature based on the signal corresponding to the temperature of the catalyst 66 read in S26-7. When the temperature of the catalyst 66 is equal to or higher than the predetermined temperature, the process proceeds to S30 shown in FIG. Otherwise, the process proceeds to S26-9.

  In S26-9, as in S26-2, hydrogen is supplied into one of the one rotor housings 50a and 50b set for hydrogen. At the same time, the generator 12 is controlled to function as a motor, and torque is supplied from the generator 12 to the eccentric shaft 56 of the engine 10 (torque assist is executed). The reason for executing torque assist will be described later.

  In subsequent S26-10, as in S26-3, gasoline is supplied into the other rotor housing set for gasoline.

  The gasoline supplied into the other rotor housing is ignited and burned by a spark plug facing the other rotor housing in S26-11, as in S26-4.

  Here, the reason why the generator 12 functions as a motor to supply torque to the eccentric shaft 56 of the engine 10 will be described with reference to FIG.

  Normally, in other words, when fuel (hydrogen or gasoline) is supplied into both rotor housings 50a and 50b and the fuel is combusted in both rotor housings 50a and 50b, the torque supplied to the eccentric shaft 56 thereby. Changes continuously as shown in FIG. That is, torque is alternately supplied to the eccentric shaft 56 from the rollers 54a and 54b in both the rotor housings 50a and 50b.

  However, in S26-2 to S26-4 or S26-9 to S26-11 of control B in which hydrogen is supplied to one of the rotor housings 50a and 50b and gasoline is supplied to the other to burn only gasoline, an eccentric is performed. The torque supplied to the shaft 56 changes intermittently as shown in FIG. This occurs because the rotor in the rotor housing supplied with hydrogen cannot supply torque to the eccentric shaft because the hydrogen is not combusted.

  As shown in FIG. 7B, when the torque supplied to the eccentric shaft 56 changes intermittently, vibration may occur in the engine 10. Further, noise may be generated from the engine 10 due to vibration.

  As a countermeasure, the generator 12 is caused to function as a motor, and the torque is intermittently supplied to the eccentric shaft 56 so as to complement the generator 12 as shown in FIG. That is, based on the stroke of the rotor housing to which hydrogen is supplied (corresponding to the stroke of the corresponding rotor), specifically, the generator 12 is supplied to the generator 12 as if the rotor in the rotor housing to which hydrogen is supplied supplies torque. Torque is supplied to the eccentric shaft 56. As a result, torque is continuously supplied to the eccentric Eric shaft 56, and vibration of the engine 10 and noise generation from the engine 10 are suppressed.

  Returning to FIG. 5, in S26-12, it is determined whether or not a predetermined time has elapsed since the timer started measuring time. If the predetermined time has elapsed, the process proceeds to S26-13. Otherwise, the process proceeds to S26-7.

  In S26-13, the fuel set in the rotor housings 50a and 50b is changed. The rotor housing set for hydrogen is changed for gasoline and the rotor housing set for gasoline is set for hydrogen.

  The reason for changing the fuel supplied to the rotor housing when the predetermined time has elapsed (every time the predetermined time has elapsed) will be described.

  When gasoline is supplied to one of the rotor housings 50a and 50b and hydrogen is supplied to the other and combustion of the gasoline is continued, the temperature in the rotor housing to which gasoline is supplied and the rotor housing to which hydrogen is supplied The difference with the temperature inside increases. If the temperature difference in the rotor housings 50a and 50b becomes large and the state continues, the life of the engine 10 may be shortened. In order to prevent this, every time a predetermined time elapses, the rotor housing for hydrogen is set for gasoline, while the rotor housing for gasoline is changed for hydrogen.

  The setting change of the fuel supplied to each of the rotor housings 50a and 50b is performed as shown in FIG.

  FIG. 8A shows a change in torque supplied to the eccentric shaft 56 by the rotor in the rotor housing whose setting has been changed from hydrogen to gasoline, and FIG. 8B shows a change in setting from gasoline to hydrogen. The change in torque supplied to the eccentric shaft 56 by the rotor in the rotor housing is shown. FIG. 8C shows a change in torque supplied from the generator 12 to the eccentric shaft 56 when the setting of the fuel supplied into the rotor housings 50a and 50b is changed. The dotted line in the figure indicates a change in torque supplied to the eccentric shaft by the rotor when hydrogen is combusted in the rotor housing (that is, the hydrogen supply timing).

  In the setting change of the fuel supplied to each of the rotor housings 50a and 50b, the hydrogen discharged into the exhaust passage 64 from the inside of the rotor housing changed from setting for gasoline to hydrogen is set for gasoline after the setting change. This is performed so as to precede the exhaust passage 64 compared to the exhaust gas (gas generated by combustion of gasoline) discharged from the changed rotor housing into the exhaust passage 64.

  For example, as shown in FIGS. 8A and 8B, after the setting is changed, the rotor of the rotor housing whose setting is changed for hydrogen supplies temporary torque to the eccentric shaft 56. In the first period A after the setting change, the hydrogen supplied into the rotor housing is changed to the first time after the setting change in which the rotor of the rotor housing changed for gasoline supplies torque to the eccentric shaft 56. In the period B, the fuel setting is changed so as to precede the exhaust gas generated by combustion of gasoline supplied into the rotor housing.

  Further, when the setting is changed, the torque supplied to the eccentric 56 is continuously changed to the generator 12 (so that the torque changes as shown in FIG. 7A). As shown in FIG. 8 (c), a period C in which the rotor of the rotor housing whose setting is changed for gasoline is finally supplied with provisional torque, and a rotor of the rotor housing whose setting is changed for hydrogen is used for the first time. The torque is supplied to the eccentric shaft 56 during the period A in which the pressure is supplied.

  Returning to FIG. 5, after the fuel setting change set in the rotor housings 50 a and 50 b is completed, the timer is reset in S <b> 26-14. Then, the process returns to S26-6.

  Finally, the control C will be described.

  The control C is a control for activating the catalyst 66 without using the electric power of the battery 14, which is performed when the charged amount of the battery 14 is less than a predetermined amount and the catalyst 66 is in an inactive state.

  First, as shown in FIG. 6, in S28-1 of control C, hydrogen is supplied into both rotor housings 50a and 50b.

  Next, in S28-2, hydrogen in both rotor housings 50a and 50b is burned by ignition of the spark plugs 70a and 70b. Thereby, the drive of the engine 10 by the fuel is started.

  When the driving of the engine 10 with fuel is started, the starter 116 is stopped in S28-3. Then, the control C ends, and the process proceeds to S30 shown in FIG.

  This control C takes into account the case where the generator 12 cannot function as a motor due to the small amount of power stored in the battery 14, that is, the case where torque cannot be supplied to the eccentric shaft 56 of the engine 10 by the generator 12 in control B. is there.

  Therefore, the control C cannot cause the generator 12 to function as a motor. Therefore, like the control B, the control C supplies hydrogen into one rotor housing and supplies gasoline into the other rotor housing to burn the gasoline. The hydrogen is supplied into both rotor housings and the hydrogen is combusted in both housings. As a result, torque is alternately supplied from the rotors 54a and 54b to the eccentric shaft 56. As a result, the engine 10 is suppressed from vibration and noise from the engine 10.

  The reason for using hydrogen instead of gasoline as the fuel in the control C is that exhaust emission is taken into consideration. When gasoline is used in the control C, the time until the catalyst 66 is activated is shorter than that of hydrogen, but the advantage of environmental protection, which is the effect of the dual fuel engine using two fuels, is impaired.

  Three controls A, control B, and control C have been described. Of these, control A is the only control that uses the fuel selected by the occupant. Controls B and C are controls that do not follow the passenger's instructions. That is, when the control B and the control C are executed, in other words, when the catalyst is in an inactive state, the occupant is prohibited from changing the fuel.

  While the present invention has been described with reference to the above-described embodiment, the present invention is not limited to this.

  For example, the dual fuel engine of the above-described embodiment is a rotary engine, but is not limited thereto, and may be a four-cylinder reciprocating engine, for example.

  When the dual fuel engine is a four-cylinder reciprocating engine, the cylinder corresponds to the rotor housing in the above-described embodiment, and the crankshaft corresponds to the eccentric shaft. Further, the contents of the control B executed by the control unit are changed as shown in FIG.

  As shown in FIG. 9, the contents after S126-5 for stopping the starter are the same as the contents after S26-5 in the flow shown in FIG. Control before S126-5, that is, control for starting driving of the engine with fuel will be described.

  First, as shown in FIG. 9, in S126-1, fuel to be supplied to each of the four cylinders is set. For example, two cylinders are set for hydrogen and the remaining two cylinders are set for gasoline.

  Next, after the fuel setting of each cylinder is completed in S126-1, immediately after that, the crankshaft is rotationally driven by the starter to supply hydrogen fuel to the cylinder set for hydrogen in the compression process ( S126-2).

  Next, in S126-2 ', it is confirmed whether or not the cylinder supplied with hydrogen fuel in S126-2 has completed one step. If it is confirmed that one step is completed, the process proceeds to S126-3.

  In S126-3, gasoline is supplied to the cylinder set for gasoline in the compression process immediately after the confirmation operation in S126-2 'is executed.

  In subsequent S126-4, the gasoline supplied to the cylinder is ignited and burned by the corresponding spark plug. Thereby, the drive of the engine by fuel is started.

  In the above-described embodiment, the engine is cranked by the starter. However, the engine may be cranked by a generator that can function as a motor without providing the starter.

  Furthermore, in the above-described embodiment, the vehicle is a series / parallel hybrid (a drive system in which driving wheels are driven to rotate at least one of torque from the power motor and torque from the engine). The drive wheel may be driven to rotate by either the torque of the engine or the torque from the engine. Alternatively, a series hybrid having a motor in which a generator is driven by an engine, a battery is charged by the generator, and torque is supplied to driving wheels using electric power of the battery may be used. The vehicle according to the present invention may be a vehicle equipped with a dual fuel engine in a broad sense.

  Furthermore, according to the above-described embodiment, the generator is caused to function as a motor while the catalyst is activated, and torque is supplied from the generator to the output shaft of the engine. When the engine vibration and noise generated by supplying gasoline to some of the cylinders (in the rotor housing) and supplying hydrogen to the remaining cylinders and burning only the gasoline is small (vibration and noise are acceptable) Level), the generator need not function as a motor.

  In addition, in the above-described embodiment, the occupant can select two fuels to be used for the engine. However, in the vehicle control device according to the present invention, the fuel to be used for the engine is selected by the occupant. There may be a configuration in which the control unit determines the fuel to be used based on the remaining amount of fuel or the running state.

1 is a diagram illustrating an overall configuration of a vehicle according to a best embodiment of the present invention. It is a figure which shows the control system of a vehicle. It is a figure which shows the flow of an example of the concrete control action which the control unit of a vehicle performs. It is a figure which shows the flow of the control A in FIG. It is a figure which shows the flow of the control B in FIG. It is a figure which shows the flow of the control C in FIG. FIG. 6 is a diagram for explaining torque assist performed by a generator in control B; FIG. 6 is a diagram for explaining control when setting of fuel supplied into each rotor housing is changed in control B; It is a figure which shows the flow of the control B in case an engine is a 4-cylinder reciprocating engine.

Claims (5)

A control device for a vehicle having a dual fuel engine having a plurality of cylinders and capable of using gasoline and hydrogen as fuel,
Fuel supply means for supplying at least one of hydrogen or gasoline into each cylinder;
Fuel combustion means for burning the fuel in each cylinder;
A catalyst for purifying exhaust gas that is provided in an exhaust passage through which exhaust gas from each cylinder merges and passes;
Active state detecting means for detecting whether or not the catalyst is in an active state;
When the active state detecting means detects the inactive state of the catalyst, the fuel supplying means supplies the remaining cylinders with hydrogen while supplying the fuel to the fuel cylinders while supplying gasoline to a part of the plurality of cylinders. By burning only gasoline, the exhaust gas generated by burning gasoline and hydrogen merge in the exhaust passage, and the hydrogen is burned by the heat of the exhaust gas to bring the catalyst into an active state. And a catalyst activation unit for controlling the vehicle equipped with a dual fuel engine. In the control apparatus of the vehicle provided with the dual fuel engine according to claim 1,
Fuel changing means for changing the fuel supplied to all cylinders by the fuel supply means in accordance with a passenger's instruction;
The control device for a vehicle with a dual fuel engine, wherein the catalyst activation means prohibits fuel change by the fuel change means when the active state detection means detects an inactive state of the catalyst. . In the control apparatus of the vehicle provided with the dual fuel engine according to claim 1 or 2,
The catalyst activation means changes the fuel supplied from the fuel supply means to each cylinder from gasoline to hydrogen or changes from hydrogen to gasoline every predetermined time while the catalyst is activated. A vehicle control device equipped with a dual fuel engine. In the control apparatus of the vehicle provided with the dual fuel engine according to any one of claims 1 to 3,
A motor that supplies torque to the output shaft of the engine;
Motor control means for adjusting the assist amount of torque by controlling the motor,
The motor control means adjusts the amount of torque based on the stroke of a cylinder to which hydrogen is supplied while the catalyst activation means activates the catalyst. A vehicle equipped with a dual fuel engine is provided. Control device. In the control apparatus of the vehicle provided with the dual fuel engine according to claim 4,
A battery for supplying power to the motor;
A storage amount detecting means for detecting a storage amount of the battery;
The catalyst activation means is configured such that when the activation state detection means detects an inactive state of the catalyst and the charge amount detection means detects a charge amount of the battery equal to or less than a predetermined amount, A control apparatus for a vehicle having a dual fuel engine, characterized in that hydrogen is supplied and the fuel combustion means burns hydrogen supplied to all cylinders.

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