Vehicle control system
The vehicle control device addresses moisture removal in internal combustion engines by using an electric supercharger and throttle valve management to prevent malfunctions, particularly in cold conditions.
Patent Information
- Authority / Receiving Office
- JP · JP
- Patent Type
- Applications
- Current Assignee / Owner
- TOYOTA JIDOSHA KK
- Filing Date
- 2024-10-23
- Publication Date
- 2026-05-11
AI Technical Summary
Existing vehicle control devices fail to adequately remove moisture from internal combustion engines, particularly when the engine is stopped in cold conditions, leading to potential malfunctions such as spark plug freezing and increased hydrogen concentration due to water accumulation.
A vehicle control device with a processing circuit that performs moisture removal processes involving the operation of an electric supercharger and throttle valve configurations to remove moisture from the engine, including cranking the engine and controlling the throttle valve to manage moisture discharge.
Effectively removes moisture from the internal combustion engine, preventing malfunctions like spark plug freezing and hydrogen concentration issues, especially in low-temperature environments.
Smart Images
Figure 2026075813000001_ABST
Abstract
Description
[Technical Field]
[0001] This invention relates to a vehicle control device. [Background technology]
[0002] Conventionally, when stopping an internal combustion engine in a cold state, there are vehicle control devices that scavenge the combustion chamber of the internal combustion engine before stopping it. A cold state is a state in which the temperature of the internal combustion engine is below the ambient temperature. For example, the vehicle control device described in Patent Document 1 performs a scavenging process that motorizes the internal combustion engine while stopping fuel injection when stopping the internal combustion engine in a cold state.
[0003] Scavenging is performed to remove moisture from the combustion chamber and prevent problems caused by moisture remaining in the combustion chamber while the internal combustion engine is stopped. These problems include, for example, the freezing of the spark plug. By stopping the internal combustion engine after scavenging is complete, problems caused by residual moisture in the combustion chamber are suppressed. Therefore, the starting performance of the internal combustion engine can be ensured. [Prior art documents] [Patent Documents]
[0004] [Patent Document 1] Japanese Patent Publication No. 2018-039347 [Overview of the project] [Problems that the invention aims to solve]
[0005] The control device described in Patent Document 1 has the following concerns. For example, water is generated when fuel is burned. Depending on the amount of water generated during fuel combustion, there is a risk that water may not be sufficiently removed from the internal combustion engine. For this reason, there is a need for a vehicle control device that can properly remove water from the internal combustion engine. [Means for solving the problem]
[0006] A vehicle control device that solves the above problems has a processing circuit. The vehicle includes an internal combustion engine having a crankcase, a starter for starting the internal combustion engine, a throttle valve provided in an intake passage for introducing air into the combustion chamber of the internal combustion engine, and an electric supercharger provided upstream of the throttle valve in the intake passage. The processing circuit has a function of performing a moisture removal process to remove moisture from inside the internal combustion engine. The moisture removal process includes a first process of opening the throttle valve and operating the electric supercharger while cranking the internal combustion engine with the starter, and a second process of opening the throttle valve and operating the electric supercharger. The processing circuit is configured to perform at least one of the first process and the second process after the internal combustion engine has been stopped. [Effects of the Invention]
[0007] According to the vehicle control device of the present invention, moisture can be appropriately removed from the internal combustion engine. [Brief explanation of the drawing]
[0008] [Figure 1] This is a schematic diagram showing the configuration of an internal combustion engine according to one embodiment. [Figure 2] This flowchart shows the procedure for the first process among the moisture removal processes performed by the control device according to one embodiment. [Figure 3] This is a schematic diagram of an internal combustion engine showing the gas flow when a control device according to one embodiment is performing either the first or second process of the moisture removal process. [Figure 4] This flowchart shows the procedure for the second process among the moisture removal processes performed by the control device according to one embodiment. [Figure 5] This flowchart shows the procedure for the third process among the moisture removal processes performed by the control device according to one embodiment. [Figure 6] This is a schematic diagram of an internal combustion engine showing the gas flow when a control device according to one embodiment is performing the third process of the moisture removal process. [Modes for carrying out the invention]
[0009] The following describes one embodiment of a vehicle control device. As shown in Figure 1, the control device 1 controls the vehicle. The vehicle is equipped with an internal combustion engine 10. The internal combustion engine 10 is the power source of the vehicle and uses hydrogen as fuel, for example. The internal combustion engine 10 has a cylinder block 11, a cylinder head 12, a head cover 13, and a crankcase 14. The cylinder block 11 has a plurality of cylinders 15 and a plurality of pistons 16. For the sake of explanation, only one cylinder 15 and one piston 16 are shown in Figure 1. The cylinder 15 is a space provided inside the cylinder block 11 and has a circular cross-sectional shape. The piston 16 is a cylindrical body with a circular cross-sectional shape and is housed inside the cylinder 15 so as to be able to reciprocate.
[0010] The cylinder head 12 is located on top of the cylinder block 11. The cylinder head 12 has a combustion chamber 17, an intake port 18, and an exhaust port 19. The combustion chamber 17 is the space where combustion takes place in the internal combustion engine 10, and is formed by the cylinder block 11, the cylinder head 12, and the piston 16. The intake port 18 introduces intake air into the combustion chamber 17. An intake valve 20 is provided in the intake port 18. The exhaust port 19 discharges exhaust gas from the combustion chamber 17. An exhaust valve 21 is provided in the exhaust port 19. The cylinder head 12 has a spark plug 22. The spark plug 22 is a device that ignites a mixture of fuel injected into the combustion chamber 17 from a fuel injector (not shown) and air introduced into the combustion chamber 17 from the intake port 18. The fuel injector is provided in the cylinder head 12. The fuel injected from the fuel injector is, for example, hydrogen.
[0011] The head cover 13 is provided on the upper part of the cylinder head 12. The head cover 13 is a hollow body that covers the upper part of the cylinder head 12. The crankcase 14 is provided on the lower part of the cylinder block 11. The crankcase 14 houses a crankshaft (not shown). The crankshaft is connected to the piston 16 via a connecting rod (not shown). The crankshaft rotates in conjunction with the reciprocating motion of the piston 16.
[0012] The vehicle includes a starter 23. The starter 23 is a device for starting the internal combustion engine 10. The starter 23 is, for example, a motor and is connected to the crankshaft so as to be able to transmit power thereto. When starting the internal combustion engine 10, the starter 23 rotates the crankshaft until the internal combustion engine 10 can operate independently.
[0013] The vehicle has an intake passage R IN and an exhaust passage R OUT The intake passage R IN is a passage for introducing air into the combustion chamber 17 of the internal combustion engine 10 and has an intake manifold 31 and an intake pipe 32. The exhaust passage R OUT is a passage for discharging the exhaust gas discharged from the combustion chamber 17 of the internal combustion engine 10 and has an exhaust pipe 33. The first end of the exhaust pipe 33 is connected to the downstream part of the exhaust port 19. The second end of the exhaust pipe 33 is open to the atmosphere via an exhaust system.
[0014] The intake manifold 31 is connected to the upstream part of the intake port 18. The upstream part is the part of the intake port 18 on the side opposite to the combustion chamber 17. The intake pipe 32 is connected to the upstream part of the intake manifold 31. The upstream part is the part of the intake manifold 31 on the side opposite to the intake port 18. The intake pipe 32 has an air cleaner 35, an electric supercharger 36, a turbocharger 37, an intercooler 38, and a throttle valve 39. The air cleaner 35, the electric supercharger 36, the turbocharger 37, the intercooler 38, and the throttle valve 39 are arranged in order from the upstream side of the intake pipe 32.
[0015] The air cleaner 35 filters the air taken into the intake pipe 32. The electric supercharger 36 assists in providing the necessary pressure for supercharging. Supercharging is the process of compressing air to increase its density and guiding it into the cylinder 15 of the internal combustion engine 10. The electric supercharger 36 has a motor and a compressor driven by the motor. The compressor compresses the air in the intake pipe 32.
[0016] The turbocharger 37 is a device that supercharges the internal combustion engine 10 using the exhaust gas from the internal combustion engine 10 as a power source. The turbocharger 37 has a compressor 37A and a turbine 37B. The compressor 37A is disposed on the intake pipe 32. The turbine 37B is disposed on the exhaust pipe 33. The compressor 37A and the turbine 37B are coaxially connected. The turbine 37B is driven by the exhaust gas from the internal combustion engine 10. The compressor 37A is driven by the turbine 37B. The compressor 37A compresses the air in the intake pipe 32. The temperature of the air rises as it is compressed.
[0017] The supercharging by the turbocharger 37 is assisted by the electric supercharger 36. Thereby, the responsiveness of the turbocharger 37 is ensured. For example, in a region where the rotational speed of the turbine 37B is low, the air compressed by the electric supercharger 36 is supplied to the compressor 37A. The intercooler 38 is, for example, a heat exchanger that cools the air whose temperature has risen due to compression by the compressor 37A. The throttle valve 39 is a valve that adjusts the intake air amount of the internal combustion engine 10. The opening degree of the throttle valve 39 is changed, for example, by a motor.
[0018] The internal combustion engine 10 has a ventilation system. The ventilation system is configured to ventilate blow-by gas in the crankcase 14. Blow-by gas is gas that leaks from the combustion chamber 17 into the crankcase 14 through the gap between the piston 16 and the cylinder 15 during the compression stroke or combustion stroke of the internal combustion engine 10. Blow-by gas includes, for example, combustion gases, unburned fuel mixture, and lubricating oil for the internal combustion engine 10. The ventilation system has, for example, a first passage R1 and a second passage R2.
[0019] The first passage R1 is a passage that connects the crankcase 14 and the intake manifold 31. The first passage R1 includes a first gas passage 51A, a second gas passage 51B, a first oil separator 51C, a second oil separator 51D, and a PCV (Positive Crankcase Ventilation) valve 51E.
[0020] The first oil separator 51C is located in the middle of the first gas passage 51A in the cylinder block 11. The second oil separator 51D is located inside the head cover 13. The first oil separator 51C and the second oil separator 51D separate the blow-by gas flowing through the first passage R1 into oil mist and unburned gas.
[0021] The first gas passage 51A is a gas passage that passes through the inside of the cylinder block 11 and the cylinder head 12, and is a gas passage that communicates between the crankcase 14 and the second oil separator 51D. The first gas passage 51A guides the blow-by gas in the crankcase 14 to the second oil separator 51D.
[0022] The second gas passage 51B connects the second oil separator 51D and the intake manifold 31. The second gas passage 51B may be, for example, a heat-resistant silicone hose. The second gas passage 51B guides unburned gas in the second oil separator 51D to the intake manifold 31.
[0023] The PCV valve 51E is located in the second gas passage 51B. The PCV valve 51E is a one-way valve. The PCV valve 51E restricts the flow of gas from the intake manifold 31 to the crankcase 14 via the first passage R1, while allowing the flow of gas from the crankcase 14 to the intake manifold 31 via the first passage R1. However, the PCV valve 51E opens when the pressure in the intake manifold 31 is lower than the pressure in the second oil separator 51D. This allows gas to flow from the second oil separator 51D into the intake manifold 31. The pressure in the second oil separator 51D is equal to the pressure in the crankcase 14.
[0024] The second passage R2 is a passage that connects the portion of the intake pipe 32 between the electric supercharger 36 and the turbocharger 37 with the crankcase 14. The second passage R2 includes a third gas passage 52A, a valve chamber 52B, a third oil separator 52C, and a fourth gas passage 52D.
[0025] The third gas passage 52A is a gas passage that passes through the inside of the cylinder block 11 and cylinder head 12, and is a gas passage that connects the crankcase 14 and the valve chamber 52B. The third gas passage 52A functions as a passage for returning oil from the valve chamber 52B to the crankcase 14, and also functions as a passage for circulating gas between the valve chamber 52B and the crankcase 14.
[0026] The valve train chamber 52B is a space located inside the head cover 13 and houses the valve train mechanism of the cylinder head 12. The valve train mechanism controls the operation of the intake valve 20 and exhaust valve 21 in the internal combustion engine 10.
[0027] The third oil separator 52C is located inside the head cover 13. Gas can flow between the third oil separator 52C and the valve train chamber 52B. The third oil separator 52C separates the blow-by gas flowing through the second passage R2 into oil mist and unburned gas.
[0028] The fourth gas passage 52D connects the portion of the intake pipe 32 between the electric supercharger 36 and the turbocharger 37 to the third oil separator 52C. The fourth gas passage 52D may be, for example, a silicone hose with excellent heat resistance.
[0029] Next, we will describe the ventilation of the crankcase 14 when the internal combustion engine 10 is operating in the naturally aspirated range. In this case, the intake air is restricted by the throttle valve 39 in order to adjust the load on the internal combustion engine 10. Therefore, the intake passage R downstream of the throttle valve 39 IN In that area, for example, the pressure inside the intake manifold 31 becomes negative. Negative pressure is a pressure lower than atmospheric pressure. Because the pressure inside the intake manifold 31 becomes lower than the pressure inside the crankcase 14, and consequently the pressure inside the second oil separator 51D, the PCV valve 51E opens.
[0030] When the PCV valve 51E opens, air flows into the crankcase 14 from the intake manifold 32 through the second passage R2. Additionally, blow-by gas from the crankcase 14 is drawn into the intake manifold 31 through the first passage R1. The blow-by gas drawn into the intake manifold 31 is sent to the combustion chamber 17 along with the intake air for combustion. This process of blow-by gas treatment ventilates the crankcase 14, thereby reducing the hydrogen concentration within the crankcase 14.
[0031] However, the internal combustion engine 10 configured in this way has the following concerns. For example, water is produced when the fuel is burned. In particular, the internal combustion engine 10 that uses hydrogen as fuel is more prone to producing water during fuel combustion than, for example, an internal combustion engine that uses gasoline as fuel. When the vehicle is running, the water is discharged as water vapor along with the exhaust gas, but when the vehicle is driven short distances or idles for long periods of time repeatedly, water is released into the intake passage R IN Water tends to accumulate inside the internal combustion engine 10. Therefore, if the internal combustion engine 10 is stopped in a low-temperature environment, the water accumulated in various parts of the internal combustion engine 10 may freeze, potentially causing various malfunctions. Possible malfunctions include, for example, the following malfunctions A1 to A6, listed below.
[0032] A1. The spark plug 22 may freeze. In this case, ignition failure may occur due to ice accumulating on the electrodes. A2. Freezing of the intake valve 20 or exhaust valve 21. The intake valve 20 and exhaust valve 21 are collectively referred to as engine valves. In this case, ice can get stuck in the engine valve, causing compression loss, or when starting the internal combustion engine 10, the intake passage R IN There is a risk that the hydrogen concentration inside may increase. Compression loss is the phenomenon in which the fuel-air mixture leaks out during the compression stroke of the internal combustion engine 10.
[0033] A3. The piston rings may freeze. In this case, compression loss may occur in the internal combustion engine 10, or a seal failure may occur between the piston 16 and the cylinder 15. If the seal between the piston 16 and the cylinder 15 is compromised, the hydrogen concentration in the crankcase 14 may increase when the internal combustion engine 10 is started.
[0034] A4. Freezing of the PCV valve 51E and the piping. The piping includes a first passage R1 and a second passage R2. In this case, poor ventilation may occur inside the crankcase 14, or the internal pressure of the crankcase 14 may increase.
[0035] A5. Freezing of the intake pipe 32, particularly the upstream portion of the compressor 37A. In this case, the compressor 37A may suck in ice, which could hinder the smooth operation of the turbocharger 37.
[0036] A6. The throttle valve 39 may freeze. In this case, the operation of the throttle valve 39 may be hindered, which could lead to a failure to start the internal combustion engine 10. Therefore, in this embodiment, the control device 1 is configured as follows.
[0037] The control device 1 has a processing circuit 1A. The processing circuit 1A includes one or more processors that operate according to a computer program, which is software. The processor includes a CPU (Central Processing Unit) and memory. The memory is a medium readable by the computer and stores programs that describe processing or instructions for the computer. In this embodiment, the computer is the CPU. The memory includes RAM (Random Access Memory) and ROM (Read Only Memory). The CPU performs various controls by executing the programs stored in memory at predetermined calculation cycles.
[0038] Processing circuit 1A acquires detection results from various sensors mounted on the vehicle. The sensors include a temperature sensor 24. The temperature sensor 24 detects, for example, the ambient temperature. The ambient temperature is the temperature outside the vehicle. If the internal combustion engine 10 is stopped in a low-temperature environment, processing circuit 1A performs a moisture removal process after the internal combustion engine 10 has stopped. After the internal combustion engine 10 has stopped means, for example, immediately after the internal combustion engine 10 has stopped. The moisture removal process is a process to remove moisture from inside the internal combustion engine 10.
[0039] The moisture removal process includes, for example, a first process, a second process, and a third process. The first process is a process that suppresses defects A1 to A3 (first to third defects), defect A5 (fifth defect), and defect A6 (sixth defect), in particular defects A1 to A3 (first to third defects), defect A5 (fifth defect), and defect A6 (sixth defect), in particular defects A5 (fifth defect) and defect A6 (sixth defect). The third process is a process that suppresses defect A4 (fourth defect).
[0040] Furthermore, processing circuit 1A may execute at least one of the first, second, and third processes. If processing circuit 1A executes all of the first to third processes, it executes the first to third processes in a predetermined order. If processing circuit 1A executes only two of the first to third processes, it executes the two processes in a predetermined order. Also, for example, if it is not necessary to suppress the fourth defect A4, processing circuit 1A may execute at least one of the first and second processes. If processing circuit 1A executes both the first and second processes, it executes the first and second processes in a predetermined order.
[0041] Next, the procedure for the first process executed by processing circuit 1A will be described. As shown in Figure 2, the processing circuit 1A determines whether the internal combustion engine 10 has stopped (step S101). The internal combustion engine 10 stops when the vehicle's start switch is operated. The start switch is, for example, the ignition switch or the power switch. The start switch is operated when starting or stopping the internal combustion engine 10. If the processing circuit 1A determines that the internal combustion engine 10 has stopped (YES in step S101), it determines whether the environment is low temperature (step S102). The processing circuit 1A determines whether the environment is low temperature based, for example, on the ambient temperature detected by the temperature sensor 24. A low temperature environment is, for example, an environment where the ambient temperature is 0° or lower.
[0042] If the processing circuit 1A determines that it is a low-temperature environment (YES in step S102), it starts cranking the internal combustion engine 10 via the starter 23 (step S103). Cranking is the rotation of the crankshaft of the internal combustion engine 10. The processing circuit 1A also opens the throttle valve 39 (step S104). The throttle valve 39 is opened to, for example, fully open. Fuel injection is kept off. Ignition at the spark plug 22 is also kept off. After this, the processing circuit 1A activates the electric supercharger 36 (step S105). The air compressed by the electric supercharger 36 enters the intake passage R IN It is supplied to.
[0043] Next, the processing circuit 1A determines whether the stop condition for the electric supercharger 36 is met (step S106). The stop condition is, for example, that a set time has elapsed since the electric supercharger 36 was activated in step S105. The processing circuit 1A may change the set time according to the ambient temperature. For example, the processing circuit 1A sets a longer set time the lower the ambient temperature. If the processing circuit 1A determines that the stop condition is met (YES in step S106), it stops the electric supercharger 36 (step S107) and terminates the process. The processing circuit 1A also stops the cranking of the internal combustion engine 10.
[0044] Furthermore, if the processing circuit 1A determines in step S106 that the stop condition is not met (NO in step S106), it will wait until the stop condition is met. Also, if the processing circuit 1A determines in step S102 that the environment is not low temperature (NO in step S102), it will terminate the process. Also, if the processing circuit 1A determines in step S101 that the internal combustion engine 10 is not stopped (NO in step S101), it will terminate the process.
[0045] Next, we will explain the gas flow resulting from the first treatment. As shown in Figure 3, the air compressed by the electric supercharger 36 flows into the combustion chamber 17 via the intake pipe 32 and intake manifold 31 and is discharged via the exhaust pipe 33. This allows the intake passage RIN Moisture inside and in the combustion chambers 17 is removed. Therefore, problems caused by moisture remaining in the internal combustion engine 10 during the stop of the internal combustion engine 10 are suppressed. The problems are, for example, the previous first problem A1, second problem A2, third problem A3, fifth problem A5, and sixth problem A6. The engine valves are opened and closed by cranking the internal combustion engine 10. Since air from the electric supercharger 36 is supplied to all the combustion chambers 17, moisture in all the combustion chambers 17 is removed. That is, the first process is particularly effective in suppressing the previous first problem A1 to third problem A3.
[0046] Next, the procedure of the second process executed by the processing circuit 1A will be described. As shown in FIG. 4, the processing circuit 1A determines whether the internal combustion engine 10 has stopped (step S201). The stop of the internal combustion engine 10 is a stop by operating the vehicle start switch. When the processing circuit 1A determines that the internal combustion engine 10 has stopped (YES in step S201), it determines whether it is in a low-temperature environment (step S202). The processing circuit 1A determines whether it is in a low-temperature environment based on, for example, the outside air temperature detected by the temperature sensor 24. The low-temperature environment is, for example, an environment where the outside air temperature is 0° or lower.
[0047] When the processing circuit 1A determines that it is in a low-temperature environment (YES in step S202), it opens the throttle valve 39 (step S203). The opening degree of the throttle valve 39 is, for example, fully open. Fuel injection is maintained in a stopped state. Ignition at the spark plug 22 is also maintained in a stopped state. After that, the processing circuit 1A operates the electric supercharger 36 (step S204). The air compressed by the electric supercharger 36 is supplied to the intake passage R IN is supplied to.
[0048] Next, the processing circuit 1A determines whether the stop condition for the electric supercharger 36 is met (step S205). The stop condition is, for example, that a set time has elapsed since the electric supercharger 36 was activated in step S204. The processing circuit 1A may change the set time according to the ambient temperature. For example, the processing circuit 1A sets a longer set time the lower the ambient temperature. If the processing circuit 1A determines that the stop condition is met (YES in step S205), it stops the electric supercharger 36 (step S206) and terminates the process. The processing circuit 1A also stops the cranking of the internal combustion engine 10.
[0049] Furthermore, if the processing circuit 1A determines in step S205 that the stop condition is not met (NO in step S205), it will wait until the stop condition is met. Also, if the processing circuit 1A determines in step S202 that the environment is not low temperature (NO in step S202), it will terminate the process. Also, if the processing circuit 1A determines in step S201 that the internal combustion engine 10 is not stopped (NO in step S201), it will terminate the process.
[0050] Next, we will explain the gas flow resulting from the second treatment. As shown in Figure 3, the air compressed by the electric supercharger 36 flows into the combustion chamber 17 via the intake pipe 32 and intake manifold 31 and is discharged via the exhaust pipe 33. This allows the intake passage R IN Moisture inside the engine and in the combustion chamber 17 is removed. Therefore, malfunctions caused by moisture remaining inside the internal combustion engine 10 while the engine is stopped are suppressed. These malfunctions include, for example, the first malfunction A1, the second malfunction A2, the third malfunction A3, the fifth malfunction A5, and the sixth malfunction A6. However, unlike the first treatment, the internal combustion engine 10 is not cranked, so closed engine valves exist. Therefore, there is a risk that moisture in the combustion chamber 17 corresponding to the closed engine valves may not be sufficiently removed. In other words, the second treatment is particularly effective in suppressing the fifth malfunction A5 and the sixth malfunction A6.
[0051] Next, we will explain the procedure for the third process executed by processing circuit 1A. As shown in Figure 5, the processing circuit 1A determines whether the internal combustion engine 10 has stopped (step S301). The internal combustion engine 10 stops when the vehicle's start switch is operated. If the processing circuit 1A determines that the internal combustion engine 10 has stopped (YES in step S301), it determines whether the environment is low temperature (step S302). The processing circuit 1A determines whether the environment is low temperature based, for example, on the ambient temperature detected by the temperature sensor 24. A low temperature environment is, for example, an environment where the ambient temperature is 0° or lower. If the processing circuit 1A determines that the environment is low temperature (YES in step S302), it closes the throttle valve 39 (step S303). The opening of the throttle valve 39 is, for example, fully closed. Fuel injection is maintained in a stopped state. Ignition at the spark plug 22 is also maintained in a stopped state. After this, the processing circuit 1A operates the electric supercharger 36 (step S304). Since the throttle valve 39 is fully closed, the air compressed by the electric supercharger 36 is supplied to the crankcase 14 via the second passage R2.
[0052] Next, the processing circuit 1A determines whether the stop condition for the electric supercharger 36 is met (step S305). The stop condition is, for example, that a set time has elapsed since the electric supercharger 36 was activated in step S304. The processing circuit 1A may change the set time according to the ambient temperature. For example, the processing circuit 1A sets a longer set time the lower the ambient temperature.
[0053] If the processing circuit 1A determines that the stopping condition has been met (YES in step S305), it stops the electric supercharger 36 (step S306) and terminates the process. The processing circuit 1A also stops the cranking of the internal combustion engine 10.
[0054] Furthermore, if the processing circuit 1A determines in step S305 that the stop condition is not met (NO in step S305), it will wait until the stop condition is met. Also, if the processing circuit 1A determines in step S302 that the environment is not low temperature (NO in step S302), it will terminate the process. Also, if the processing circuit 1A determines in step S301 that the internal combustion engine 10 is not stopped (NO in step S301), it will terminate the process.
[0055] Next, we will explain the gas flow resulting from the third treatment. As shown in Figure 6, the throttle valve 39 is in the fully closed position. Therefore, the air compressed by the electric supercharger 36 flows into the crankcase 14 via the second passage R2, and then, together with the blow-by gas in the crankcase 14, flows into the second oil separator 51D via the first gas passage 51A. The pressure of the air compressed by the electric supercharger 36 is higher than atmospheric pressure. Since the pressure in the second oil separator 51D becomes higher than the pressure in the intake manifold 31, the PCV valve 51E opens.
[0056] When the PCV valve 51E opens, gas from the crankcase 14 is drawn into the intake manifold 31 via the first passage R1. The gas includes air from the electric supercharger 36 and blow-by gas. The gas drawn into the intake manifold 31 passes through the combustion chamber 17 and is discharged via the exhaust pipe 33. This removes moisture from the first passage R1 and the second passage R2. Moisture in the PCV valve 51E is also removed. Therefore, malfunctions caused by moisture remaining in the internal combustion engine 10 while the internal combustion engine 10 is stopped are suppressed. One such malfunction is the fourth malfunction A4 described above. The third treatment is particularly effective in suppressing the fourth malfunction A4.
[0057] This embodiment provides the following effects. (1) The processing circuit 1A has the function of performing a moisture removal process to remove moisture from inside the internal combustion engine 10. The moisture removal process includes a first process of opening the throttle valve 39 and operating the electric supercharger 36 while cranking the internal combustion engine 10 with the starter 23, and a second process of opening the throttle valve 39 and operating the electric supercharger 36. The processing circuit 1A may perform at least one of the first process and the second process after the internal combustion engine 10 has been stopped.
[0058] The air compressed by the electric supercharger 36 flows through the intake passage R IN It is then introduced into the combustion chamber 17 of the internal combustion engine 10. This is done through the intake passage R IN This allows for the discharge of moisture accumulated in the throttle valve 39 and the combustion chamber 17. In particular, in the first process, the internal combustion engine 10 is cranked by the starter 23. As a result, compressed air from the electric supercharger 36 is introduced into all of the combustion chambers 17. Therefore, moisture accumulated in all of the combustion chambers 17 can be discharged.
[0059] (2) If the internal combustion engine 10 has a first passage R1, a second passage R2, and a PCV valve 51E, the moisture removal treatment may further include, in addition to the first and second treatments, a third treatment which involves closing the throttle valve 39 to operate the electric supercharger 36. In this case, the treatment circuit 1A may perform at least one of the first, second, and third treatments after the internal combustion engine 10 has been stopped.
[0060] If the third process is performed after the internal combustion engine 10 has stopped, the air compressed by the electric supercharger 36 flows into the crankcase 14 through the second passage R2. The pressure inside the crankcase 14 becomes higher than the intake pressure. The intake pressure is higher than the intake passage R IN This is the pressure downstream of the throttle valve 39. Therefore, the PCV valve 51E opens. Air from the electric supercharger 36 enters the intake passage R1 through the first passage R1 together with the gas in the crankcase 14. INThe moisture is discharged internally. This discharges the moisture in the first passage R1 and the moisture in the second passage R2. The moisture in the PCV valve 51E is also removed.
[0061] (3) The processing circuit 1A performs a moisture removal process when the internal combustion engine 10 is stopped in a low-temperature environment. Since moisture remaining inside the internal combustion engine 10 is removed, problems such as freezing caused by moisture remaining inside the internal combustion engine 10 can be suppressed. In addition, the processing load on the processing circuit 1A can be reduced compared to when the moisture removal process is always performed when the internal combustion engine 10 is stopped, regardless of whether it is a low-temperature environment or not.
[0062] (4) The vehicle has an intake passage R IN The system includes a compressor 37A provided between the throttle valve 39 and the electric supercharger 36. With this configuration, if at least one of the first process and the second process is performed as a moisture removal process, the intake passage R IN In addition to the throttle valve 39 and the combustion chamber 17, moisture remaining in the compressor 37A can also be discharged.
[0063] (5) The fuel for the internal combustion engine 10 is hydrogen. The internal combustion engine 10 that uses hydrogen as fuel generates a large amount of water when the fuel is burned. For this reason, there is a risk that water accumulated in various parts of the internal combustion engine 10 may freeze after the internal combustion engine 10 is stopped in a low-temperature environment. For this reason, the control device 1 of this embodiment is suitable for vehicles equipped with an internal combustion engine 10 that uses hydrogen as fuel.
[0064] This embodiment may be implemented with the following modifications. • The first passage R1 is connected to the crankcase 14 and the intake passage R IN It is sufficient that it is connected to the downstream portion of the throttle valve 39.
[0065] In the first process shown in Figure 2, the processing circuit 1A may execute the process in step S103 after the process in step S105. The processing circuit 1A may be configured to perform moisture removal processing when the internal combustion engine 10 is stopped, regardless of whether it is in a low-temperature environment.
[0066] The vehicle does not necessarily have a turbocharger 37. The electric supercharger 36 is used in conjunction with the turbocharger 37, for example, to improve the response of the turbocharger 37. However, improvements in throttle response can be expected even with only the electric supercharger 36.
[0067] The internal combustion engine 10 may be an internal combustion engine that uses a fuel other than hydrogen. [Explanation of symbols]
[0068] 1...Control device, 1A...Processing circuit, 10...Internal combustion engine, 14...Crankcase, 17...Combustion chamber, 23...Starter, 36...Electric supercharger, 37A...Compressor, 39...Throttle valve, 51E...PCV valve (one-way valve), R IN ...Intake passage, R1...First passage, R2...Second passage.
Claims
1. A vehicle control device having a processing circuit, The vehicle comprises an internal combustion engine having a crankcase, a starter for starting the internal combustion engine, a throttle valve provided in an intake passage for introducing air into the combustion chamber of the internal combustion engine, and an electric supercharger provided upstream of the throttle valve in the intake passage. The processing circuit has a function to perform a moisture removal process to remove moisture from the internal combustion engine, The moisture removal process includes a first process in which the starter cranks the internal combustion engine while the throttle valve is opened to operate the electric supercharger, This includes a second process of opening the throttle valve to operate the electric supercharger, The processing circuit is a vehicle control device configured to perform at least one of the first process and the second process after the internal combustion engine has been stopped.
2. The internal combustion engine includes a first passage that connects the crankcase and the portion of the intake passage downstream of the throttle valve, A second passage connecting the crankcase and the upstream portion of the throttle valve in the intake passage, The system includes a one-way valve provided in the first passage, which opens when the intake pressure, which is the pressure downstream of the throttle valve in the intake passage, becomes lower than the pressure inside the crankcase, The moisture removal process further includes a third process of closing the throttle valve and operating the electric supercharger. The vehicle control device according to claim 1, wherein the processing circuit is configured to perform at least one of the first process, the second process, and the third process after the internal combustion engine has been stopped.
3. The control device for a vehicle according to claim 1 or 2, wherein the processing circuit is configured to perform the moisture removal process when the internal combustion engine is stopped in a low-temperature environment.
4. The control device for a vehicle according to claim 1 or 2, further comprising a compressor provided between the throttle valve and the electric supercharger in the intake passage.
5. The vehicle control device according to claim 1 or claim 2, wherein the fuel for the internal combustion engine is hydrogen.