vehicle

Abstract

This reduces the impact of heat exchange in the carburetor on the warm-up of the internal combustion engine. [Solution] The vehicle 500 includes an internal combustion engine 10 that uses hydrogen as fuel, a fuel tank 60 for storing liquid hydrogen, and a vaporizer 62 for vaporizing the liquid hydrogen stored in the fuel tank 60. The vehicle 500 also includes a plurality of heat exchangers that exchange heat with the vaporizer 62, flow paths connecting the vaporizer 62 and the plurality of heat exchangers, a flow control mechanism for controlling the flow rate of the heat transfer medium flowing through the flow paths, and a control device for controlling the flow control mechanism. The plurality of heat exchangers include a radiator 20, which is an engine heat exchanger that exchanges heat with the fluid flowing through the internal combustion engine 10, and an exhaust heat recovery unit 30 that exchanges heat with the exhaust from the internal combustion engine 10.

Description

Technical Field

[0001] The present invention relates to a vehicle.

Background Art

[0002] For example, Patent Document 1 discloses a vehicle including an internal combustion engine that uses hydrogen as fuel and a vaporizer that vaporizes liquid hydrogen stored in a fuel tank.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] If the heat generated in the internal combustion engine is used as a heat source for the vaporizer, the warm-up of the internal combustion engine becomes difficult. Therefore, there is a risk that heat exchange in the vaporizer may affect the warm-up of the internal combustion engine.

Means for Solving the Problems

[0005] The vehicle that solves the above problems includes an internal combustion engine that uses hydrogen as fuel, a fuel tank that stores liquid hydrogen, and a vaporizer that vaporizes the liquid hydrogen stored in the fuel tank. This vehicle includes a plurality of heat exchangers that perform heat exchange with the vaporizer, a flow path that connects the vaporizer and the plurality of heat exchangers respectively, a flow rate control mechanism that controls the flow rate of the heat medium flowing through the flow path, and a control device that controls the flow rate control mechanism. The plurality of heat exchangers include an engine heat exchanger that performs heat exchange with the fluid flowing through the internal combustion engine and an exhaust heat recovery device that performs heat exchange with the exhaust of the internal combustion engine.

Effects of the Invention

[0006] This invention can suppress the influence of heat exchange in the vaporizer on the warm-up of the internal combustion engine. [Brief explanation of the drawing]

[0007] [Figure 1] Figure 1 is a schematic diagram showing the configuration of a vehicle in the first embodiment. [Figure 2] Figure 2 is a table showing the operating states of the pump and valve in the same embodiment. [Figure 3] Figure 3 is a schematic diagram showing the configuration of the vehicle in the second embodiment. [Figure 4] Figure 4 is a table showing the operating state of the valve in the same embodiment. [Modes for carrying out the invention]

[0008] (First Embodiment) The first embodiment of the vehicle will be described below with reference to Figures 1 and 2. <Vehicle Configuration> As shown in Figure 1, the vehicle 500 includes an internal combustion engine 10, a fuel tank 60, and a vaporizer 62. The vehicle 500 also includes a plurality of heat exchangers, flow paths connecting the vaporizer and the plurality of heat exchangers, a flow control mechanism for controlling the flow rate of the heat transfer medium flowing through each flow path, and a control device 100 for controlling the flow control mechanism.

[0009] The fuel for the internal combustion engine 10 is hydrogen. The fuel tank 60 stores cooled liquid hydrogen. The vaporizer 62 is a heat exchanger that heats and vaporizes liquid hydrogen supplied from the fuel tank 60 by exchanging heat between the liquid hydrogen and the cooling water, which is a heat transfer medium. The hydrogen vaporized in the vaporizer 62 is supplied to the fuel injection valve 14 of the internal combustion engine 10.

[0010] The multiple heat exchangers include an engine heat exchanger that exchanges heat with cooling water, which is a fluid flowing through the internal combustion engine 10, and an exhaust heat recovery unit 30 that exchanges heat with the exhaust gas from the internal combustion engine 10. An engine heat exchanger is, for example, a radiator 20 that cools the coolant of the internal combustion engine 10 using the airflow while driving.

[0011] The exhaust heat recovery unit 30 is installed in the exhaust passage 12 of the internal combustion engine 10. The exhaust heat recovery unit 30 performs heat exchange between the cooling water, which is the heat transfer medium, and the exhaust gas. The above-mentioned flow path includes a first flow path 210 connected between the radiator 20 and the vaporizer 62 so that cooling water, which is a heat transfer medium, can circulate through it, and a second flow path 220 connected between the exhaust heat recovery unit 30 and the vaporizer 62 so that cooling water, which is a heat transfer medium, can circulate through it.

[0012] The first flow path 210 is equipped with a first pump 212 for circulating coolant between the radiator 20 and the vaporizer 62, and a first valve 214 for opening and closing the first flow path 210. The second flow path 220 is equipped with a second pump 222 for circulating cooling water between the heat recovery unit 30 and the vaporizer 62, and a second valve 224 for opening and closing the second flow path 220.

[0013] The above flow control mechanism includes a first pump 212, a first valve 214, a second pump 222, and a second valve 224. The control device 100 includes a processing circuit 110. The processing circuit 110 includes a CPU that executes processing according to a program and a ROM in which the program is stored. Various controls are performed by the CPU executing the program stored in the ROM.

[0014] The control device 100 acquires the temperature Tn for each stream of cooling water flowing through the heat exchanger described above. The processing circuit 110 of the control device 100 acquires the operating status of the internal combustion engine 10 and the driving status of the vehicle 500. The operating status of the internal combustion engine 10 acquired by the processing circuit 110 includes, for example, the engine load status and whether or not it is warming up. The driving status of the vehicle 500 acquired by the processing circuit 110 includes, for example, whether or not it is driving at high speed, whether or not it is climbing a slope at low speed, and whether or not it is being towed. Then, the processing circuit 110 executes processing to control the first pump 212, the first valve 214, the second pump 222, and the second valve 224 according to the acquired operating status of the internal combustion engine 10 and the driving status of the vehicle 500.

[0015] <Control of Pumps and Valves Executed by the Processing Circuit> As shown in FIG. 2, through the processes executed by the processing circuit 110, the first pump 212, the first valve 214, the second pump 222, and the second valve 224 are controlled to states according to the operating state of the internal combustion engine 10 and the running state of the vehicle 500. An example of such control will be described below.

[0016] When the internal combustion engine 10 is warming up, the processing circuit 110 stops driving the first pump 212 and closes the first valve 214. Also, when the internal combustion engine 10 is warming up, the processing circuit 110 drives the second pump 222 so that the discharge amount of the second pump 222 becomes a predetermined small flow rate S 2 and opens the second valve 224. Note that the small flow rate S 2 is, for example, a flow rate smaller than the discharge amount of the second pump 222 set during high-speed running described later.

[0017] When the vehicle 500 is running at high speed, the processing circuit 110 drives the first pump 212 so that the discharge amount of the first pump 212 becomes a predetermined small flow rate S 1 and opens the first valve 214. Note that the small flow rate S 1 is an amount smaller than the discharge amount of the first pump 212 set when the vehicle 500 is not running at high speed. For example, the small flow rate S 1 is a flow rate smaller than the discharge amount of the first pump 212 set when in a high-load state described later. Also, when the vehicle 500 is running at high speed, the processing circuit 110 drives the second pump 222 so that the discharge amount of the second pump 222 becomes a predetermined large flow rate L 2 and opens the second valve 224. Note that the large flow rate L 2 is, for example, a flow rate larger than the above-mentioned small flow rate S 2.

[0018] When the vehicle 500 is climbing a slope at a low speed or when the vehicle 500 is under traction, that is, when the internal combustion engine 10 is in a high-load state, the processing circuit 110 drives the first pump 212 so that the discharge amount of the first pump 212 becomes a predetermined large flow rate L1. Also, the processing circuit 110 opens the first valve 214. Note that the large flow rate L1 is a flow rate larger than the small flow rate S1. Further, when the vehicle 500 is climbing a slope at a low speed or when the vehicle 500 is under traction, that is, when the internal combustion engine 10 is in a high-load state, the processing circuit 110 drives the second pump 222 so that the discharge amount of the second pump 222 becomes a predetermined small flow rate S2. Also, the processing circuit 110 opens the second valve 224. Note that the small flow rate S2 at this time is the same as the small flow rate S2 described above, but it is not necessarily the same and may be different.

[0019] <Operation of this embodiment> During the warm-up operation of the internal combustion engine 10, the first valve 214 is closed and the first pump 212 is stopped. Therefore, heat transfer does not occur between the radiator 20 and the carburetor 62. On the other hand, the second valve 224 is opened and the second pump 222 is driven at the small flow rate S2. Therefore, heat transfer from the exhaust heat recovery device 30 to the carburetor 62 occurs, and thus vaporization of liquid hydrogen using the heat of the exhaust gas is performed in the carburetor 62.

[0020] In this way, the processing circuit 110 executes a process of controlling the flow control mechanism so that the amount of heat transferred between the carburetor 62 and the exhaust heat recovery device 30 is larger than the amount of heat transferred between the carburetor 62 and the radiator 20 during the warm-up of the internal combustion engine 10.

[0021] Furthermore, while the vehicle 500 is traveling at high speed, the first valve 214 is opened and the first pump 212 is driven at a low flow rate S1. As a result, heat is transferred from the radiator 20 to the vaporizer 62, cooling the radiator 20, and liquid hydrogen is vaporized in the vaporizer 62 using engine heat. Also, the second valve 224 is opened and the second pump 222 is driven at a high flow rate L2. As a result, the amount of heat transferred from the exhaust heat recovery unit 30 to the vaporizer 62 increases, and liquid hydrogen is vaporized in the vaporizer 62 mainly using exhaust heat.

[0022] In this manner, when the vehicle 500 is traveling at high speed, the processing circuit 110 controls the first valve 214 and the second valve 224 so that the vaporizer 62 exchanges heat with both the heat recovery unit 30 and the radiator 20. The processing circuit 110 also performs a process to control the discharge rate of the first pump 212 so that the discharge rate of the first pump 212 is lower than when the vehicle 500 is not traveling at high speed.

[0023] Furthermore, when the internal combustion engine 10 is under high load, the first valve 214 is opened and the first pump 212 is driven at a high flow rate L1. As a result, heat is transferred from the radiator 20 to the vaporizer 62, cooling the radiator 20, and liquid hydrogen is vaporized in the vaporizer 62 using engine heat. Also, the second valve 224 is opened and the second pump 222 is driven at a low flow rate S2. As a result, the amount of heat transferred from the heat recovery unit 30 to the vaporizer 62 is reduced, and liquid hydrogen is vaporized in the vaporizer 62 mainly using engine heat.

[0024] In this manner, when the internal combustion engine 10 is under high load, the processing circuit 110 controls the flow rate control mechanism so that the amount of heat moving between the vaporizer 62 and the radiator 20 is greater than the amount of heat moving between the vaporizer 62 and the exhaust heat recovery unit 30.

[0025] <Effects of this embodiment> (1-1) The vehicle 500 includes an internal combustion engine 10 that uses hydrogen as fuel, a fuel tank 60 for storing liquid hydrogen, and a vaporizer 62 for vaporizing the liquid hydrogen stored in the fuel tank 60. The vehicle 500 includes a plurality of heat exchangers that exchange heat with the vaporizer 62, and a first flow path 210 and a second flow path 220 that connect the vaporizer 62 to the plurality of heat exchangers, respectively. The vehicle 500 includes a flow control mechanism that controls the flow rate of the heat transfer medium flowing through the first flow path 210 and the second flow path 220. The flow control mechanism includes the first pump 212, the first valve 214, the second pump 222, and the second valve 224. The vehicle 500 includes a control device 100 that controls the flow control mechanism. The multiple heat exchangers include a radiator 20, which is an engine heat exchanger that exchanges heat with the fluid flowing through the internal combustion engine 10, and a heat recovery unit 30 that exchanges heat with the exhaust from the internal combustion engine 10.

[0026] Therefore, in addition to the heat generated by the internal combustion engine 10, the heat from the exhaust gas can also be used as a heat source for the vaporizer 62. As a result, during the warm-up of the internal combustion engine 10, it is possible to vaporize liquid hydrogen using the heat from the exhaust gas, thereby reducing the impact of heat exchange in the vaporizer 62 on the warm-up of the internal combustion engine 10.

[0027] (1-2) Furthermore, by performing heat exchange between the carburetor 62 and the radiator 20, the cooling of the internal combustion engine 10 is promoted. Therefore, proper heat management can be performed in the vehicle 500 using the heat exchanger.

[0028] (1-3) The control device 100 has a processing circuit 110. The processing circuit 110 controls the flow rate control mechanism so that the amount of heat moving between the vaporizer 62 and the exhaust heat recovery unit 30 is greater than the amount of heat moving between the vaporizer 62 and the radiator 20 while the internal combustion engine 10 is warming up.

[0029] As a result of these processes, during the warm-up of the internal combustion engine 10, priority is given to vaporizing liquid hydrogen using the heat from the exhaust gas, so that the heat generated in the internal combustion engine 10 can be used to warm up the engine 10.

[0030] (1-4) The control device 100 has a processing circuit 110. When the internal combustion engine 10 is under high load, the processing circuit 110 controls the flow rate control mechanism so that the amount of heat moving between the vaporizer 62 and the radiator 20 is greater than the amount of heat moving between the vaporizer 62 and the exhaust heat recovery unit 30.

[0031] When this process is performed, if the internal combustion engine 10 is under high load and the engine's heat dissipation requirement is high, the amount of heat dissipated from the engine via the carburetor 62 increases. Therefore, the amount of heat dissipated from the engine can be increased.

[0032] (1-5) The engine heat exchanger is a radiator 20 that cools the cooling water of the internal combustion engine 10 with the airflow from the vehicle. The flow control mechanism includes a first valve 214 that opens and closes a first passage 210, a second valve 224 that opens and closes a second passage 220, and a first pump 212 provided in the first passage 210 that connects the vaporizer 62 and the radiator 20. The control device 100 has a processing circuit 110. When the vehicle 500 is traveling at high speed, the processing circuit 110 controls the first valve 214 and the second valve 224 so that the vaporizer 62 exchanges heat with both the exhaust heat recovery unit 30 and the radiator 20. The processing circuit 110 also performs a process to control the discharge amount of the first pump 212 so that the discharge amount of the first pump 212 is less than when the vehicle 500 is not traveling at high speed.

[0033] When the vehicle 500 is traveling at high speed, the amount of heat dissipated by the radiator 20 increases due to the airflow. Therefore, if excessive heat transfer occurs from the radiator 20 to the carburetor 62 during high-speed travel, there is a risk that the internal combustion engine 10 may be overcooled. In this embodiment, when the vehicle 500 is traveling at high speed, the first valve 214 and the second valve 224 are controlled so that the carburetor 62 exchanges heat with both the heat recovery unit 30 and the radiator 20. As a result, liquid hydrogen is vaporized in the carburetor 62. The discharge rate of the first pump 212, which is provided in the first passage 210 connecting the carburetor 62 and the radiator 20, is reduced compared to when the vehicle 500 is not traveling at high speed. Therefore, heat transfer from the radiator 20 to the carburetor 62 is suppressed. As a result, excessive cooling of the internal combustion engine 10 during high-speed travel can be suppressed.

[0034] (Second Embodiment) Next, a second embodiment of the vehicle will be described with reference to Figures 3 and 4. In this embodiment, components and structures having the same function as those in the first embodiment are given the same component numbers, and their detailed descriptions will be omitted.

[0035] <Vehicle Configuration> As shown in Figure 3, the vehicle 500 is equipped with a radiator 20, which is an engine heat exchanger, a waste heat recovery unit 30, and an oil cooler 50, which is a drive system heat exchanger. The oil cooler 50 performs heat exchange between the lubricating oil supplied to the transmission 40, which is the drive system mechanism of the vehicle 500, and the cooling water, which is a heat transfer medium.

[0036] The vehicle 500 is equipped with a vaporizer and multiple heat exchangers, a flow path through which cooling water, which is a heat transfer medium, flows, a flow control mechanism that controls the flow rate of the heat transfer medium flowing through each flow path, and a control device 100 that controls the flow control mechanism.

[0037] The above-mentioned flow path includes a first flow path 312 connected to the radiator 20, a second flow path 322 connected to the heat recovery unit 30, and a third flow path 332 connected to the oil cooler 50. The above-mentioned flow path includes an intake flow path 380 that connects the first flow path 312, the second flow path 322, and the third flow path 332 to the intake port of the pump 70, and a discharge flow path 340 that connects the discharge port of the pump 70 to the vaporizer 62. The pump 70 is controlled to achieve a predetermined discharge rate during the operation of the internal combustion engine 10. The above-mentioned flow path includes an inlet flow path 360 that connects the vaporizer 62 to the inlet port 86 of the multi-function valve 80, a first outlet flow path 310, a second outlet flow path 320, and a third outlet flow path 330.

[0038] The multi-function valve 80 is a flow control mechanism that controls the flow rate of the heat transfer medium flowing through each passage. The multi-function valve 80 is a valve equipped with three outlet ports: a first port 81, a second port 82, and a third port 83. By changing the position of the valve body, the outlet port communicating with the inlet port 86 changes. The first outlet passage 310 is connected to the first port 81 and the radiator 20. The second outlet passage 320 is connected to the second port 82 and the heat recovery unit 30. The third outlet passage 330 is connected to the third port 83 and the oil cooler 50.

[0039] The processing circuit 110 of the control device 100 acquires the operating status of the internal combustion engine 10 and the driving status of the vehicle 500. The operating status of the internal combustion engine 10 acquired by the processing circuit 110 includes, for example, the engine load status and whether or not it is warming up. The driving status of the vehicle 500 acquired by the processing circuit 110 includes, for example, whether or not it is driving at high speed, whether or not it is climbing a slope at low speed, and whether or not it is being towed. The processing circuit 110 then executes processing to control the multi-function valve 80 according to the acquired operating status of the internal combustion engine 10 and the driving status of the vehicle 500.

[0040] <Control of the multi-function valve executed by the processing circuit> As shown in Figure 4, the multi-function valve 80 is controlled to a state corresponding to the operating state of the internal combustion engine 10 and the driving state of the vehicle 500 through processing performed by the processing circuit 110. An example of such control is described below.

[0041] When the internal combustion engine 10 is warming up, the processing circuit 110 drives the multi-function valve 80 so that both the first port 81 and the third port 83 are closed and the second port 82 is opened.

[0042] When vehicle 500 is traveling at high speed, when vehicle 500 is climbing a slope at low speed, or when vehicle 500 is being towed, that is, when the internal combustion engine 10 is under high load, the processing circuit 110 drives the multi-function valve 80 to be in the following state: the processing circuit 110 drives the multi-function valve 80 so that both the first port 81 and the third port 83 are open and the second port 82 is closed.

[0043] <Operation of this embodiment> During the warm-up of the internal combustion engine 10, the multi-function valve 80 is driven to close both the first port 81 and the third port 83, while opening the second port 82. Consequently, the flow rate in the first outlet passage 310 connected to the radiator 20 and the flow rate in the third outlet passage 330 connected to the oil cooler 50 are both "0". On the other hand, the flow rate in the second outlet passage 320 connected to the exhaust heat recovery unit 30 is corresponding to the discharge rate of the pump 70. Therefore, no heat transfer occurs between the radiator 20 and the vaporizer 62. Also, no heat transfer occurs between the oil cooler 50 and the vaporizer 62. However, since heat transfer occurs from the exhaust heat recovery unit 30 to the vaporizer 62, the vaporizer 62 vaporizes liquid hydrogen using the heat from the exhaust gas.

[0044] In this way, the processing circuit 110 controls the multi-function valve 80 so that, while the internal combustion engine 10 is warming up, the amount of heat moving between the vaporizer 62 and the exhaust heat recovery unit 30 is greater than the amount of heat moving between the radiator 20 and the oil cooler 50 and the vaporizer 62.

[0045] Furthermore, when the internal combustion engine 10 is under high load, the multi-function valve 80 is driven to open both the first port 81 and the third port 83, while closing the second port 82. Consequently, the flow rate of the first outlet passage 310 connected to the radiator 20 and the flow rate of the third outlet passage 330 connected to the oil cooler 50 become the flow rate corresponding to the discharge rate of the pump 70. On the other hand, the flow rate of the second outlet passage 320 connected to the heat recovery unit 30 becomes "0". As a result, heat transfer occurs from the radiator 20 to the vaporizer 62. Heat transfer also occurs from the oil cooler 50 to the vaporizer 62. However, no heat transfer occurs between the heat recovery unit 30 and the vaporizer 62. Consequently, the vaporizer 62 vaporizes liquid hydrogen using engine heat and heat generated in the drive system.

[0046] In this manner, the processing circuit 110 performs the following processing when the internal combustion engine 10 is under high load. Specifically, the processing circuit 110 controls the multi-function valve 80 so that the amount of heat moving between the radiator 20 and oil cooler 50 and the vaporizer 62 is greater than the amount of heat moving between the vaporizer 62 and the exhaust heat recovery unit 30.

[0047] <Effects of this embodiment> (2-1) The vehicle 500 includes an internal combustion engine 10 that uses hydrogen as fuel, a fuel tank 60 for storing liquid hydrogen, and a vaporizer 62 for vaporizing the liquid hydrogen stored in the fuel tank 60. The vehicle 500 includes a plurality of heat exchangers that exchange heat with the vaporizer 62, and the above-mentioned flow paths that connect the vaporizer 62 to the plurality of heat exchangers, respectively. The vehicle 500 includes a multi-function valve 80 which is a flow control mechanism that controls the flow rate of the heat transfer medium flowing through each flow path. The vehicle 500 includes a control device 100 that controls the multi-function valve 80. The plurality of heat exchangers include a radiator 20 which is an engine heat exchanger that exchanges heat with the fluid flowing through the internal combustion engine 10, and an exhaust heat recovery unit 30 which exchanges heat with the exhaust of the internal combustion engine 10.

[0048] Therefore, in addition to the heat generated by the internal combustion engine 10, the heat from the exhaust gas can also be used as a heat source for the vaporizer 62. As a result, during the warm-up of the internal combustion engine 10, it is possible to vaporize liquid hydrogen using the heat from the exhaust gas, thereby reducing the impact of heat exchange in the vaporizer 62 on the warm-up of the internal combustion engine 10.

[0049] (2-2) Furthermore, by performing heat exchange between the carburetor 62 and the radiator 20, the cooling of the internal combustion engine 10 is promoted. Therefore, proper heat management can be performed in the vehicle 500 using the heat exchanger.

[0050] (2-3) The control device 100 has a processing circuit 110. The processing circuit 110 controls the multi-function valve 80 so that, while the internal combustion engine 10 is warming up, the amount of heat moving between the vaporizer 62 and the exhaust heat recovery unit 30 is greater than the amount of heat moving between the vaporizer 62 and the radiator 20.

[0051] As a result of these processes, during the warm-up of the internal combustion engine 10, priority is given to vaporizing liquid hydrogen using the heat from the exhaust gas, so that the heat generated in the internal combustion engine 10 can be used to warm up the engine 10.

[0052] (2-4) The control device 100 has a processing circuit 110. When the internal combustion engine 10 is under high load, the processing circuit 110 controls the multi-function valve 80 so that the amount of heat moving between the vaporizer 62 and the radiator 20 is greater than the amount of heat moving between the vaporizer 62 and the exhaust heat recovery unit 30.

[0053] When this process is performed, if the internal combustion engine 10 is under high load and the engine's heat dissipation requirement is high, the amount of heat dissipated from the engine via the carburetor 62 increases. Therefore, the amount of heat dissipated from the engine can be increased.

[0054] (2-5) The multiple heat exchangers include an oil cooler 50 which is a drivetrain heat exchanger that exchanges heat with the lubricating oil supplied to the transmission 40 of the vehicle 500. Therefore, since heat exchange can be performed between the oil cooler 50 and the vaporizer 62, the amount of heat dissipated by the oil cooler 50 can be increased.

[0055] (2-6) The multi-function valve 80 is provided as a flow control mechanism to control the flow rate of the heat transfer medium flowing through each channel. Therefore, the number of valves can be reduced compared to the case where each channel is equipped with its own valve.

[0056] <Example of changes> The above embodiment can be implemented with the following modifications. The above embodiment and the following modifications can be combined with each other to the extent that they do not contradict each other technically.

[0057] The engine heat exchanger may also be an oil cooler that cools the lubricating oil of the internal combustion engine 10. The heat transfer medium may be a fluid other than cooling water. The drivetrain heat exchanger described in the second embodiment may be other than the oil cooler 50 that cools the lubricating oil of the transmission 40. For example, it may be an oil cooler that cools the lubricating oil of the differential gear of the vehicle 500.

[0058] In the second embodiment, the oil cooler 50 may be omitted. In the first embodiment, the above-described drive system heat exchanger may be added as a device that performs heat exchange with the vaporizer 62.

[0059] The control device 100 is not limited to one that includes a CPU and memory and performs software processing. For example, the control device 100 may include a dedicated hardware circuit, such as an ASIC, that performs hardware processing for at least a portion of what is processed by software in the above embodiment. That is, the control device 100 may include a processing circuit having any of the following configurations (a) to (c): (a) A processing circuit comprising one or more processing units that perform all of the above processing according to a program, and one or more program storage devices such as ROMs that store the program. (b) A processing circuit comprising one or more processing units and one or more program storage devices that perform a portion of the above processing according to a program, and one or more dedicated hardware circuits that perform the remaining processing. (c) A processing circuit comprising one or more dedicated hardware circuits that perform all of the above processing. The program storage device, i.e., computer-readable medium, includes any available medium that can be accessed by a general-purpose or dedicated computer. [Explanation of symbols]

[0060] 10...Internal combustion engine 12...Exhaust passage 14...Fuel injector 20...Radiator 30...Heat recovery unit 40...Transmission 50...Oil cooler 60...Fuel tank 62...Carburetor 62...Heat recovery unit 70...Pump 80...Multifunction valve 81...First port 82...Second port 83...Third port 86...Inlet port 100...Control device 110...Processing circuit 210...First flow rate 210...Second flow path 210...First flow path 212...First pump 214...First valve 220...Second flow path 222...Second pump 224...Second valve 310...First outlet flow path 312...First flow path 320...Second outlet flow path 322...Second flow path 330...Third outlet flow path 332...Third flow path 340...Discharge flow path 360...Inlet passage 380...Intake passage 500...Vehicle

Claims

1. A vehicle comprising an internal combustion engine that uses hydrogen as fuel, a fuel tank for storing liquid hydrogen, and a vaporizer for vaporizing the liquid hydrogen stored in the fuel tank, Multiple heat exchangers that perform heat exchange with the aforementioned vaporizer, A flow path connecting the vaporizer and the plurality of heat exchangers, A flow control mechanism for controlling the flow rate of the heat transfer medium flowing through the aforementioned flow path, It includes a control device for controlling the flow rate control mechanism, The plurality of heat exchangers include an engine heat exchanger that exchanges heat with the fluid flowing through the internal combustion engine, and a waste heat recovery unit that exchanges heat with the exhaust gas of the internal combustion engine. vehicle.

2. The control device has a processing circuit, The processing circuit performs a process to control the flow rate control mechanism during the warm-up of the internal combustion engine such that the amount of heat moving between the vaporizer and the exhaust heat recovery unit is greater than the amount of heat moving between the vaporizer and the engine heat exchanger. The vehicle according to claim 1.

3. The control device has a processing circuit, When the internal combustion engine is under high load, the processing circuit performs a process to control the flow rate control mechanism so that the amount of heat moving between the vaporizer and the engine heat exchanger is greater than the amount of heat moving between the vaporizer and the exhaust heat recovery unit. The vehicle according to claim 1.

4. The aforementioned engine heat exchanger is a radiator that cools the coolant of the internal combustion engine with the airflow from the vehicle. The flow control mechanism includes a valve for opening and closing the flow path and a pump provided in the flow path connecting the vaporizer and the radiator. The control device has a processing circuit, The processing circuit, when the vehicle is traveling at high speed, controls the valve so that the vaporizer exchanges heat with both the heat recovery unit and the radiator, and also controls the discharge rate of the pump so that it is less than when the vehicle is not traveling at high speed. The vehicle according to claim 1.

5. The plurality of heat exchangers include a drive system heat exchanger that exchanges heat with the fluid supplied to the vehicle's drive system mechanism. The vehicle according to claim 1.

Images