JPH0610689A - Hydrogen engine controller - Google Patents

Abstract

(57) [Summary] [Purpose] When the engine is stopped, the residual hydrogen gas is quickly scavenged without causing afterburn, so that no hydrogen gas remains in the hydrogen supply passage. [Structure] An immediately-before-stop state detecting means 49a for detecting an immediately-before-stop state of the engine is provided, and receives an output from the state,
A hydrogen cutoff control means 50 for closing the hydrogen cutoff valve on the MH tank 4 side and a hydrogen pressure detection means 31 for detecting the residual hydrogen pressure in the hydrogen supply passage 5 are provided. First opening / closing control means 52 for gradually increasing the opening degree of the hydrogen flow rate adjusting valve 32 on the engine 1 side, and second opening / closing control for temporarily rapidly increasing the opening degree of the hydrogen flow rate adjusting valve and gradually decreasing it. Means 53
And. Further, there is provided operation switching control means 51 for activating the first opening / closing control means when the residual hydrogen pressure is higher than a predetermined value and activating the second opening / closing control means when the residual hydrogen pressure is lower than the predetermined value. Furthermore, even after the engine is stopped,
A power supply control means 54 for supplying an ignition current to the ignition means 18 for a predetermined time is provided.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydrogen engine control device for preventing hydrogen gas from remaining in a hydrogen supply system when the hydrogen engine is stopped.

[0002]

2. Description of the Related Art Generally, in a hydrogen engine, hydrogen as a fuel is stored in a hydrogen storage tank in a liquid state,
Gasified gas in this hydrogen storage tank is supplied to the engine body through the hydrogen supply system. In this case, when the engine is stopped, hydrogen gas will remain in the hydrogen supply system, and this residual hydrogen gas will flow into the combustion chamber when the engine is restarted, resulting in a high hydrogen concentration in the initial stage of start-up. Fire may occur. Therefore, conventionally, when the hydrogen engine is restarted, first the engine is allowed to idle while the hydrogen cutoff valve on the hydrogen storage tank side is closed to scavenge the residual hydrogen gas in the hydrogen supply system and the combustion chamber, and then the hydrogen is removed. It is known that the shut-off valve is opened to set the ignition state (for example, JP-A-2-86923 and JP-A-3-1050).
24).

[0003]

However, in the above-mentioned conventional hydrogen engine control device, since the scavenging process of the residual hydrogen gas is performed at the time of restarting, static electricity due to cranking or Afterfire may occur outside the combustion chamber due to static electricity when discharged to the exhaust pipe. Therefore, in order to solve these problems, it is necessary to prevent hydrogen gas from remaining in the hydrogen supply passage or the combustion chamber from the time the engine is stopped to the time it is restarted.

As a means for this, the operating state immediately before the engine is stopped is detected, and when the state immediately before the engine stop is detected,
By fully closing the hydrogen shutoff valve and fully opening the hydrogen supply adjustment valve on the engine side, the hydrogen gas remaining in the hydrogen supply system at that time can be scavenged by the inertia of the engine until the engine is stopped. Conceivable.

However, when the residual hydrogen pressure in the hydrogen supply system immediately before the engine is stopped is relatively high, the residual hydrogen gas is rapidly introduced into the combustion chamber, and the air-fuel ratio becomes too rich, causing afterburn. The problem arises. On the other hand, when the residual hydrogen pressure is relatively low, the scavenging may not be completed before the engine is stopped, and the residual hydrogen may eventually remain.

The present invention has been made in view of such circumstances, and an object thereof is to quickly scavenge residual hydrogen in the hydrogen supply system without causing afterburn when the engine is stopped. , To make the hydrogen supply system in a state where no hydrogen gas remains.

[0007]

To achieve the above object, the invention according to claim 1 is, as shown in FIG. 1, a hydrogen supply system 5 for supplying hydrogen from a hydrogen storage tank 4 to an engine 1 as a fuel. A hydrogen shutoff valve 27 which is interposed in the hydrogen supply system 5 on the side of the hydrogen storage tank 4 to shut off the hydrogen from the hydrogen storage tank 4 in an openable and closable manner; It is assumed that the engine 1 is provided with a hydrogen supply adjusting valve 32 that adjusts the amount of hydrogen supplied to the engine 1. In this system, a state just before stop detecting unit 49a for detecting an operating state immediately before stop of the engine 1 and an output from the state immediately before stop detecting unit 49a are received to shut off the hydrogen shutoff valve 27. And a control means 50. In addition, the opening of the hydrogen pressure detecting means 31 for detecting the pressure of the residual hydrogen in the hydrogen supply system 5 and the opening degree of the hydrogen supply adjusting valve 32 are gradually increased in response to the output from the immediately before stop detecting means 49a. First opening / closing control means 52
And a second opening / closing control means 5 for temporarily and rapidly increasing the opening degree of the hydrogen supply adjusting valve 32 and then gradually decreasing it.
3 and 3. Then, in response to the output from the hydrogen pressure detecting means 31, the first opening / closing control means 52 is operated when the residual hydrogen pressure is higher than a predetermined value, and when the residual hydrogen pressure is lower than the predetermined value, the first opening / closing control means 52 is operated. The configuration includes an operation switching control means 51 that operates the second opening / closing control means 53.

According to a second aspect of the present invention, in addition to the first aspect, the ignition means 1 for igniting the spark plug is provided.
8 and an operation stop state detecting means 49b for detecting the stop time of the engine 1. The power supply control means 54 is provided for receiving an output from the operation stop state detection means 49b and supplying an ignition current to the ignition means for a predetermined time from the stop time.

[0009]

With the above construction, in the invention according to claim 1,
When the just before stop state detecting means 49a detects that the engine 1 is just before stop, the hydrogen shutoff control means 50 causes the hydrogen shutoff valve 27 to be fully closed. When the hydrogen pressure in the hydrogen supply system 5 detected by the hydrogen pressure detection means 31 is higher than a predetermined value, the operation switching control means 51 operates the first opening / closing control means 52 to open the hydrogen supply adjusting valve 32. Is gradually increased. As a result, the residual hydrogen in the hydrogen supply system 5 is scavenged into the combustion chamber and burned as the engine 1 rotates, and the hydrogen pressure of the residual hydrogen gradually decreases. The opening degree of is gradually increased. As a result, the amount of hydrogen gas supplied to the combustion chamber is kept substantially constant until the engine is stopped, and afterburn is prevented.

On the other hand, when the remaining hydrogen pressure is lower than the predetermined value, the operation switching control means 51 operates the second opening / closing control means 53 to temporarily increase the opening degree of the hydrogen supply adjusting valve 32, and , Then gradually reduced. As a result, even if the residual hydrogen pressure is low, the residual hydrogen is quickly scavenged into the combustion chamber and burned as the engine rotates.

According to the second aspect of the invention, the first aspect is
In addition to the operation of the invention described above, even after the engine 1 is stopped, the current for ignition is supplied to the ignition means 18 for a predetermined time even after the output from the operation stop state detection means 49b, so that it is supplied to the combustion chamber. Combustion of the remaining hydrogen is continued. Therefore, almost all of the hydrogen gas in the hydrogen supply system 5 and the combustion chamber is burned, and the state in which there is no residual hydrogen gas is more surely achieved.

[0012]

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 2 shows the overall structure of a hydrogen rotary piston engine (hereinafter, simply referred to as an engine) 1 equipped with an air-fuel ratio control device according to an embodiment of the present invention, which is a so-called two rotors connected in series. A two-rotor rotary piston engine is shown deployed to the left and right.

In the figure, 2 is an intake passage for supplying air to the engine 1, 3 is an exhaust passage for discharging exhaust gas from the engine 1 to the outside, 4 is a metal hydride tank (hereinafter referred to as MH tank) as a hydrogen storage tank. 5 is a hydrogen supply passage which is a hydrogen supply system for supplying hydrogen gas as fuel from the MH tank 4 to the engine 1, and 6 is a control unit for controlling the supply of hydrogen gas through the hydrogen supply passage 5. is there.

The engine 1 has a rotor housing 7 having a peritrochoidal curve as an inner peripheral surface, a pair of side housings (not shown) mounted on both side surfaces of the rotor housing 7, and the inside of the rotor housing 7 is divided into two. A partitioning intermediate housing 8 is provided, and these housings 7 and 8 form two cylinders 9 and 9. A substantially triangular rotor 10 having three inner envelope surfaces is housed in each of the cylinders 9, and three ridge lines of each rotor 10 are respectively provided on the inner circumference of the rotor housing 7 via an apex seal. By airtightly contacting the surfaces, three working chambers 11, 11, ... Are respectively provided between the rotors 10 and the housings 7, 8.
Are sectioned.

Each of the rotors 10 is supported by an eccentric shaft 12 so as to be eccentrically rotatable, and the volume of each working chamber 11 changes with the eccentric rotation of each rotor 10, so that suction, compression, expansion (explosion) and The eccentric shaft 1 is obtained by performing each exhaust stroke in sequence.
2 is rotationally driven.

The intermediate housing 8 is formed with an intake port 13 and a hydrogen supply port 14 which are open to face the working chamber 11 in the intake stroke of each cylinder 9 and are independent of each other. The intake port 13 is in communication with the downstream end of the intake passage 2, and the hydrogen supply port 14 is in communication with the hydrogen supply passage.

Each of the cylinders 9 is provided in the rotor housing 7.
An exhaust port 15 is formed so as to open toward the working chamber 11 in the exhaust stroke, and the exhaust port 15 communicates with the upstream end of the exhaust passage 3.

The rotor housing 7 is a portion corresponding to the working chambers 11 and 11 of the compression and expansion strokes of each cylinder 9, and a pair of leading ignition plugs (IGT) are located at leading positions in the rotor rotation direction. -F / L,
IGT-R / L) 16, 16 also has a pair of trailing side ignition plugs (IGT-F / L / L) at the trailing side position.
T, IGT-R / T) 17, 17 are attached respectively. That is, a total of four spark plugs 16 and 17 are attached to each cylinder 9 at a leading side position and a trailing side position, one pair each in the width direction of the rotor 10. Note that FIG. 2 shows only one each in the width direction of the rotor 10. Each spark plug 16,1
7 is connected to each of the ignition plugs 16 and 17 with an igniter coil 18, 18, which is an ignition means, and each igniter coil 18 operates the ignition plugs 16 and 17 based on a control signal from the control unit 6. Ignition is performed at different predetermined timings.

An air cleaner (not shown) and an air pump (not shown) are provided in the intake passage 2 at positions upstream of the air throttle valve 1.
9 is provided at an intermediate position, and an air pressure sensor 20 is provided at a position downstream of the air throttle valve 19. The air throttle valve 19 is opened and closed by driving an actuator 21, and the actuator 21 is driven by a control signal from the control unit 6. That is, the air throttle valve 19 is controlled by the control unit 6 to supply a predetermined flow rate of air to each cylinder 9. Further, the air throttle valve 19 is provided with a position sensor 22 which detects the valve opening degree and inputs it to the control unit. Further, the air pressure sensor 20 detects the pressure of the air supplied to each cylinder 9 through the intake port 13 and inputs it to the control unit 6.

An O2 sensor 23 is arranged at a position downstream of the exhaust passage 3, and an actual air-fuel ratio (actual air-fuel ratio) A / FR is detected based on the output voltage and is sent to the control unit 6. It is designed to be entered.

The MH tank 4 stores hydrogen inside,
It is equipped with a hydrogen storage alloy that can be released. This hydrogen storage alloy stores hydrogen by the hydrogen invading between the metal crystal lattices forming a metal hydride, and the formation of the metal hydride progresses by cooling to store hydrogen, and conversely, by heating. The hydrogen is released. Further, the MH tank 4 is provided with a hydrogen filling passage 24 for supplying hydrogen to the hydrogen storage alloy, and cooling water is supplied.
By circulating engine cooling water between the cooling water passage 25 that cools the hydrogen storage alloy by discharging it and the water jacket of the rotor housing 7, the hydrogen storage alloy is heated to control the discharge amount of hydrogen gas. The heating water passages 26 are connected to each other.

The hydrogen supply passage 5 is interposed between the MH tank 4 on the upstream side and the hydrogen supply port 14 on the downstream end in order from the upstream side.
A hydrogen solenoid valve 27 for opening and closing, a pressure regulator 28,
First hydrogen pressure sensor 29 and first hydrogen flow rate adjusting valve 30
A second hydrogen pressure sensor 31, a pair of second hydrogen flow rate adjusting valves 32, 32 provided for each cylinder 9, and each cylinder 9
And a pair of poppet valves 33, 33 as a hydrogen injection valve provided for each.

The hydrogen solenoid valve 27 is designed to be opened / closed by a control signal from the control unit 6, and is fully opened by an ON operation signal and fully closed by an OFF operation signal. This hydrogen solenoid valve 27 is used to connect the MH tank 4 to the hydrogen supply passage 5
A hydrogen shutoff valve that shuts off the supply of hydrogen gas to and from the unit is configured.

The pressure regulator 28 regulates the hydrogen gas supplied from the MH tank 4 to approximately 5 kg / cm ² , and the hydrogen pressure sensor 29 includes the pressure regulator 28 and the first hydrogen flow rate. The control unit 6 detects the hydrogen pressure in the hydrogen supply passage 5 between the control unit 6 and the adjusting valve 30.
Is inputted as the first hydrogen pressure PH ₂ A.

The first hydrogen flow rate adjusting valve 30 is connected to the accelerator 34 via a wire, and the flow rate of hydrogen gas is increased or decreased substantially in proportion to the operation amount of the accelerator 34, that is, the magnitude of the accelerator opening. It is like this. This first
In the hydrogen flow rate adjusting valve 30, as shown by the solid line in FIG. 3, when the driver returns the accelerator 34 and the accelerator opening degree becomes close to 0, the first hydrogen flow rate adjusting valve 30 closes to a predetermined minimum opening degree. It is like this. The first hydrogen flow rate adjusting valve 30 has a valve opening degree, that is, an accelerator opening degree A.
An accelerator sensor 35 that detects CP and inputs it to the control unit 6 is provided. Then, the second hydrogen pressure sensor 31 detects the hydrogen pressure in the hydrogen supply passage 5 between the first hydrogen flow rate adjusting valve 30 and each of the second hydrogen flow rate adjusting valves 32, and the control unit 6 receives the second pressure. The hydrogen pressure PH ₂ B is input. The second hydrogen pressure sensor 31 constitutes hydrogen pressure detection means for detecting the hydrogen pressure in the hydrogen supply passage 5.

The second hydrogen flow rate adjusting valve 32 is adapted to be opened and closed by driving an actuator 36 to adjust the flow rate of hydrogen gas. The actuator 36 is driven by a control signal from the control unit 6. It is supposed to be done. That is, the second hydrogen flow rate adjusting valve 32 constitutes a hydrogen supply adjusting valve which is controlled by the control unit 6 and supplies a predetermined flow rate of hydrogen gas to each cylinder 9.

Each of the poppet valves 33 is connected to the eccentric shaft 12 via a timing belt and is opened / closed at a predetermined timing in mechanical synchronization with the rotation of the eccentric shaft 12. That is, each poppet valve 33 is configured to be opened and closed with a phase difference of 180 degrees, which is equal to the phase difference between the two rotors 10, 10, between both cylinders 9, 9 and closes the closing timing of each intake port 13. The hydrogen supply port 14 opened after being delayed and opened after the intake port 13
Therefore, the hydrogen gas is injected into the cylinders 9 at the beginning of the compression stroke.

That is, in the hydrogen supply passage 5, O
As a premise, the hydrogen gas supplied from the MH tank 4 through the N-state hydrogen electromagnetic valve 27 is regulated to a pressure of 5 Kg / cm ² by the pressure regulator 28, and the hydrogen gas of the driver is regulated by the first hydrogen flow rate regulating valve 30. Mechanical fail-safe is achieved based on the operation of the accelerator 34. Then, the hydrogen gas having a predetermined supply amount controlled via the second hydrogen flow rate adjusting valves 32 is the same as that of the poppet valves 33.
Fuel is injected into each cylinder 9 at a predetermined injection timing set by.

In FIG. 2, 37 is a metaling oil pump (MOP) for supplying oil into each cylinder 9 to lubricate the seal, and this metaling oil pump 3
6 is driven by a control signal from the control unit 6 and discharges a predetermined amount of oil according to the condition of the engine 1.

Further, as shown in FIG. 4, at the end of the eccentric shaft 12 of the engine 1 on the connection side with the automatic transmission 38, an active torque control device (hereinafter, referred to as a non-commutator motor) is provided.
39 which is simply referred to as ATCS. This AT
The CS39 is the same as the one disclosed in detail in Japanese Patent Application Laid-Open No. 64-182536 by the present applicant, and applies the positive torque to the eccentric shaft 12 by causing the non-commutator motor to function as a motor. Also,
The non-commutator electric motor is configured to function as a generator to apply a reverse torque to the eccentric shaft 12. Then, the above ATCS39
Is designed to apply a reverse torque to the eccentric shaft 12 when the torque increases and a positive torque to the eccentric shaft 12 when the torque decreases, in synchronization with the periodic fluctuation of the torque generated in the eccentric shaft 12. That is, the ATCS3
The reference numeral 9 has both the function of a starter for starting and the function of an alternator for charging. For example, when the torque is insufficient at low speed, torque assist is actively performed to control the active torque. Is.

The ATCS 39 has a starter signal detecting sensor 40 for detecting ON / OFF of the starter switch,
A rotation angle sensor 41 for detecting the rotation angle of the eccentric shaft 12 and a cylinder identification sensor 42 for identifying each cylinder 9 are provided, and these sensors 40, 41, 42 are provided.
Inputs each detected value into the control unit 6.

As shown in detail in FIG. 5, the control unit 6 is connected to a battery 44 by a line 43, and a relay 45 and an ignition key 46 are interposed in the middle of the line 43. In the relay 45, the electromagnetic coil 45a is excited by the ON operation of the ignition key 46 to close the contact 45b, so that the ECU internal power supply 6a of the control unit 6 is energized. It has become. A line 47 for outputting a power supply control signal from the control unit 6 is connected to the relay 45. The electromagnetic coil 45a is excited by this power supply control signal to close the contact 45b, and a current is supplied from the ECU internal power supply 6a to each igniter coil 18. That is, the control unit 6, the ECU internal power supply 6 a, the relay 45, and the line 47 are the OF of the ignition switch 46.
A power supply means 48 for supplying an ignition current to each of the spark plugs 16 and 17 is configured for a predetermined time from the F operation time, that is, the engine stop time.

As shown in FIG. 1, the control unit 6 has an operating condition discriminating means 49 for discriminating the operating condition.
And a hydrogen shutoff control means 50 and an operation switching control means 51 which are operated when the operating state determination means 49 detects a state immediately before stop, and the operation switching control means 51.
First and second opening / closing control means 52 operated based on
53, and a power supply control means 54 that is activated when the operation state determination means 49 detects an operation stop state.
It has and.

Next, the control in the control unit 6 will be described with reference to FIGS. This control is
The main routine shown in FIG. 6, the engine rotation synchronization interrupt processing shown in FIG. 7, and the timer synchronization interrupt shown in FIG. 8 are simultaneously activated by turning on the ignition switch.

As shown in FIG. 6, the main routine first executes an initialization routine SUB1, then determines whether the timer flag WAIT is 1 in step S1, and repeats step S1 until it becomes 1. When it becomes 1, the input signal processing routine SUB2 is performed. After performing the zone determination routine SUB3, based on the determined zone, the start zone control routine SUB4, the steady zone control routine SUB5, the transient zone control routine SUB6, the stalled A zone control routine SUB7, the stalled B zone control routine SUB8. And stop zone control routine SUB9. After that, the ignition timing control routine SUB10 is executed, and the timer flag WAIT is cleared in step S2, that is, it is set to 0, the process returns to step S1, and the processes of step S1 and subsequent steps are repeated.

The above-described engine rotation synchronization interrupt processing is shown in FIG.
As shown in, the main routine is interrupted in synchronization with the engine rotation angle (every TDC) to ignite the spark plugs 16 and 17 at a predetermined timing. That is, first, in step S3, the rotation angle sensor 4
The engine rotation pulse cycle is calculated based on the detected rotation angle value from 0, and the engine speed NE is obtained by calculating the reciprocal of the cycle in step S4. Next, in step S5, an ignition signal is output to each of the four igniter coils 18, 18, ... Based on the ignition timing of each of the ignition plugs 16 and 17 determined by the ignition timing control routine SUB10, and each ignition plug 16 is output. , 17 and then returns.

As shown in FIG. 8, the timer-synchronized interrupt process takes 10 msec for the main routine.
As a unit, interrupt processing is performed every 10 msec. That is, every time 10 msec has elapsed, the timer flag WAIT is set to 1 in step S6, and the hydrogen valve delay times H2 ODLY and H2 ODLY are set in step S7.
1 and one unit, that is, 10 msec is subtracted from the power control timer IGTIMER. Each time value H2
When ODLY, H2 ODLY1, and IGTIMER have negative values, 0 is set respectively. By these steps S6 and S7, step S1 of the main routine is performed.
(See FIG. 6) The timer flag WAIT is 10 ms.
The value becomes 1 every ec, and the processing by the subroutines SUB2 to 10 is performed every 10 msec. In addition,
The processing by the above subroutines SUB2 to 10 is roughly 6 to
It takes 7 msec.

Then, in step S8, the ignition continuation flag F is set.
It is determined whether or not IGDLY is 1, and if it is 1, normal ignition is continued, so the ECU internal power supply 6a is turned off in step S9, and the process returns. If the ignition continuation flag FIGDLY is not 1, step S
10, the power control timer IGT in step S10
It is determined whether or not the set time of IMER has passed, and if it has passed, the ECU internal power supply 6a is turned off in step S13.
Return to F state and return.

If the set time of the power supply control timer IGTIMER is in progress, at step S11 the ECU
The internal power supply 6a is maintained in the ON state, and an ignition signal is output to each of the four igniter coils 18, 18, ... Based on the ignition timing of each of the ignition plugs 16, 17 determined by the ignition timing control routine SUB10 in step S12. After the ignition plugs 16 and 17 are ignited, the process returns. These steps S8, S10 and S12 and step S86 in the stop zone control SUB9 described later constitute the power supply control means 54 after the engine is stopped.

Next, each content of the subroutines SUB1 to SUB10 in the main routine will be described.

The processing of the initialization routine SUB1 comprises steps S13 to S15, as shown in FIG. First, in step S8, the operation mode of the CPU is set, and then in step S9, the internal memory of the CPU, that is, each register and RAM are cleared. Then, in step S10, the mode of each peripheral device of the CPU such as the timer and the A / D converter is set, and its internal memory is initialized, and then the process proceeds to step S1 of the main routine.

In the processing of the input signal processing routine SUB2, as shown in FIG. 10, the detected value which is the input signal from each sensor is A / D converted and stored in step S16. That is, the detected value from the accelerator sensor 35 is set as the accelerator opening ACP, and the first hydrogen pressure sensor 29
The detected value from the O2 sensor 23 is the actual air-fuel ratio A / FR, and the detected value from the second hydrogen pressure sensor 31 is the second hydrogen pressure PH2B.
In addition to the above, the position sensor 22 inputs an air throttle valve opening and the air pressure sensor 20 inputs an air pressure and the like. Then, the next zone determination routine SUB3
Proceed to.

As shown in FIG. 11, the processing of the zone determination routine SUB3 determines whether the operating state is the start zone, the steady zone, the transient zone, the stalled A zone, the stalled B zone, or the stopped zone. The determination is made based on the pressure difference DEFP in the hydrogen supply passage 5 on the upstream and downstream sides across the NE and the first hydrogen flow rate adjusting valve 30. The above zones are classified based on the following conditions. That is, the starter switch is ON and the engine speed NE is 500 in the starting zone.
The range is below rpm. In the steady zone, the starter switch is OFF, the engine speed is 500 rpm or more, and the pressure difference is a predetermined value (for example, 0.2 Kg / c).
m2) The following area. In the transient zone, the pressure difference in the steady zone has a predetermined value (for example, 0.5 Kg /
The area must be at least cm2). The engine stall zone A and the engine stall zone B are areas in the steady zone or the transient zone where the engine speed is 500 rpm or less and the engine is about to stop and immediately before stop. In the region immediately before the stop, the second hydrogen pressure PH2 B in the hydrogen supply passage 5 is a predetermined value (for example, 2.
If it is 5 Kg / cm2) or less, the stalled B zone is defined, and if it is higher than the predetermined value, the stalled A zone is defined.

The determination of each zone is first made in step S.
At 17 it is determined whether the starter switch is ON or not based on the detection signal from the starter signal detection sensor 40, and O
If it is N, the process proceeds to step S18, and if it is OFF, the process proceeds to step S19 to determine the engine speed NE. In step S18, the engine speed NE is 500r
If it is less than or equal to pm, the routine proceeds to step S20, where the start zone flag STA is set in the zone flag FZONE, and the routine proceeds to the next start zone control routine SUB4. Conversely, if the engine speed NE is higher than 500 rpm, the process proceeds to step S21.

In step S19, the engine speed N
When E is 500 rpm or more, the process proceeds to step S21 to perform the transient determination process. This transient determination process is performed by subtracting the second hydrogen pressure PH ₂ B from the first hydrogen pressure PH ₂ A to obtain the pressure difference DEFP on the upstream and downstream sides of the first hydrogen flow rate adjusting valve 30 in the hydrogen supply passage 5. Ask for. Then, in step S22, the pressure difference DEFP is discriminated, and if the pressure difference DEFP is 0.2 Kg / cm2 or less, the process proceeds to step S23 and the steady zone flag ZSTC is set in the zone flag FZONE and the steady zone control S
Proceed to UB5.

In step S22, the pressure difference D
If EFP is not less than 0.2 kg / cm @ 2, the determination is made again in step S24, and the pressure difference DEFP is 0.
If it is larger than 5 kg / cm2, the process proceeds to step S25, where the zone flag FZONE is set to the transient zone flag ZTRN.
Is set and the process proceeds to the transient zone control SUB6. In step S24, the pressure difference DEFP is 0.5 Kg / cm2.
If it is not larger, the process returns to step S17 to repeat the determination again. That is, the pressure difference DEFP is 0.2 Kg /
If the pressure is less than or equal to 2 cm2, the hydrogen pressure is not reduced by the first hydrogen pressure adjusting valve 30 and it is regarded as a steady zone, and the pressure difference DEFP is 0.5 Kg /
If it is cm2 or more, it is assumed that the pressure is reduced and the transition zone is set.

On the other hand, if the engine speed NE is smaller than 500 rpm in step S19, step S26.
To the zone flag FZONE indicating the current operating state.
Is a steady zone flag ZSTC or a transient zone flag ZTRN. If the current operating state is the steady state or the transient operating state, it is determined in step S27 whether or not the second hydrogen pressure PH2 B is 2.5 Kg / cm2 or less, and if it is 2.5 Kg / cm2 or less. That is, if the pressure is higher than 2.5 Kg / cm @ 2, in step S28, the engine stall A zone flag ENSTA is set in the zone flag FZONE to set the engine stall A zone control SU.
Go to B7. The second hydrogen pressure PH2 B is 2.5.
If it is less than Kg / cm @ 2, the stalling B zone flag ENSTB is set in the zone flag FZONE in step S29, and the process proceeds to the stalling B zone control SUB8.

If the current operating state is not a steady or transient operating state in step S26, step S26
At 30, the engine speed NE is 0, that is, it is determined whether or not the engine is stopped. If the engine is stopped, the stop zone flag STOP is set in the zone flag FZONE in step S31, and the stop zone control SUB9 is set. move on. If the engine speed NE is not 0 in step S30, the process returns to step S17 and the determination is repeated.

The zone determination control SUB3 described above constitutes the operating state determination means 49, of which steps S17 and S1 are performed.
9 and S26 constitute immediately before stop detecting means 49a, steps S17, S19, S26 and S30 constitute operation stop state detecting means 49b, and step S27 constitutes operation switching control means 51.

In the processing by the starting zone control routine SUB4, as shown in FIG. 12, the zone flag FZONE is first confirmed in step S32, and the zone flag F is confirmed.
When ZONE is the start zone flag STA, the processes of steps S33 to S38 are performed, and the start zone flag S
If the value is other than TA, the steps S33 to S38 are skipped and the process proceeds to the next steady zone control routine SUB5.

If it is in the starting zone, first, in step S33, the hydrogen electromagnetic valve 27 is turned on to turn on the MH tank 4.
Hydrogen gas is supplied to the hydrogen supply passage 5. Next, in step S34, the hydrogen valve delay time H2 ODLY is set to 200 ms.
ec is set, and the above time H2 ODLY is set in step S35.
Determine the progress of. If 200 msec has not elapsed, the following steady zone control routine SUB5 and subsequent processes are repeated, and the time H is calculated by subtracting every 10 msec in step S7 of the timer synchronous interrupt process (see FIG. 8).
2 Wait for ODLY to reach 0. Note that the above step S
The time setting at 34 is performed only once, and is omitted in the subsequent processing.

When 200 msec has elapsed, a value obtained by adding a predetermined increasing constant QH2 STA is set every 10 msec as the hydrogen supply amount QH2 in step S36, and this hydrogen supply amount QH2 is set to a predetermined upper limit value in step S37. Add a limit not to exceed (for example, 20%). Then, in step S38, a control signal corresponding to the hydrogen supply amount QH2 is output to each actuator 36,
The opening degree of each second hydrogen flow rate adjusting valve 33 is adjusted. That is, in the starting zone control, as shown in FIG. 13, after turning on the hydrogen solenoid valve 27, the hydrogen valve delay time H2
Only after the passage of ODLY, the second hydrogen flow rate adjusting valves 32 are opened and hydrogen gas is supplied to the cylinders 9. Then, the amount is increased with the lapse of time, but if the amount is increased to the predetermined upper limit value, the hydrogen is supplied at the upper limit value thereafter.

In the routine zone control routine SUB5, as shown in FIG. 14, the zone flag FZONE is first checked in step S39. If the zone flag FZONE is the regular zone flag STC, the steps S41 to S49 are performed. If the flag is other than the normal zone flag STC, the above steps S41 to S49 are skipped, and after each step S40, the process proceeds to the next transient zone control routine SUB6.

In the case of the steady zone, first, in step S41, the hydrogen electromagnetic valve 27 is turned on to turn on the MH tank 4.
Hydrogen gas is supplied to the hydrogen supply passage 5. Next, in step S42, the target air-fuel ratio TRGA / F is set to the accelerator opening A
It is calculated from a predetermined three-dimensional map using CP and engine speed NE as parameters. This map is designed to be given as a value that does not exceed the theoretical air-fuel ratio even with the maximum air-fuel ratio.
It is controlled to be leaner than the stoichiometric air-fuel ratio in all regions in the relationship between P and the engine speed NE, that is, in all operating conditions.

Then, in step S43, the target intake air amount TQ
AIR is obtained from a predetermined map based on the relationship between the target air-fuel ratio TRGA / F and the engine speed NE, and the actual intake air amount QAIR is related to the detected value of the air pressure sensor 20 and the engine speed NE in step S44. Calculated from the map created in advance based on Next, at step S45, the target hydrogen supply amount QH2 is obtained from a predetermined map based on the relationship between the target air-fuel ratio TRGA / F and the actual intake air amount QAIR.

Next, in steps S46 to S48, PI control is performed so that the hydrogen supply amount QH2 that achieves the target air-fuel ratio TRGA / F is obtained.

That is, at step S46, the proportional gain KP and the integral gain KI are obtained from the previously stored map as the F / B gain of the air-fuel ratio based on the target hydrogen supply amount QH2. Then, in step S47, the actual air-fuel ratio A / FR obtained by the O2 sensor is subtracted from the target air-fuel ratio TRGA / F to obtain the air-fuel ratio deviation ΔA.
/ F is calculated, and the integral value ΣI of the integral gain KI is obtained based on the positive / negative of the deviation ΔA / F. And step S
At 48, the F / B control constant CFB is calculated and the target hydrogen supply amount QH2 to be controlled is corrected. F / above
The B control constant CFB is calculated by multiplying the deviation ΔA / F by the proportional gain KP and then adding the integral value ΣI. The F / B control constant CFB is multiplied by the target hydrogen supply amount QH2 obtained in step S45 to correct the increase / decrease.

In step S49, a control signal based on the target intake air amount TQAIR is output to the actuator 21 to adjust the opening of the air throttle valve 19, and a control signal based on the target hydrogen supply amount QH2 is sent to each actuator 36. To adjust the opening degree of each second hydrogen flow rate adjusting valve 32. Finally, in step S40, the hydrogen supply amount QH2
Based on the relationship between the engine speed NE and the engine speed NE, the discharge amount of the MOP 37 is obtained from a predetermined map, and a control signal based on this discharge amount is output to the MOP 37.

In the process by the transient zone control routine SUB6, as shown in FIG. 15, the zone flag FZONE is first checked in step S50. If the zone flag FZONE is the transient zone flag TRN, the processes in steps S52 to S60 are performed. If the flag is other than the transition zone flag TRN, the above steps S52 to S60 are skipped, and after each step S51, the process proceeds to the next engine stall zone control routine SUB7.

If it is in the transition zone, first, in step S52, the hydrogen electromagnetic valve 27 is turned on to open it. Next, at step S53, the target air-fuel ratio TRGA / F
At step S of the steady zone control routine SUB6.
Calculation is performed from the same three-dimensional map as 42. Therefore, the obtained target air-fuel ratio TRGA / F is controlled leaner than the stoichiometric air-fuel ratio.

Then, in step S54, the target air-fuel ratio TRGA / F in step S53 is further corrected to the lean side in accordance with the accelerator change amount ΔACP.
That is, the correction value CA is calculated based on the accelerator change amount ΔACP.
F is obtained from a predetermined map, and the target air-fuel ratio TRGA / F after correction is calculated by multiplying the target air-fuel ratio TRGA / F in step S53 by the correction value CAF.
It should be noted that the above map is set so that the larger the accelerator change amount ΔACP, the more leaner the correction becomes.

Next, in step S55, the target hydrogen supply amount Q
H2 is the target air-fuel ratio TRGA / F and engine speed N
The target intake air amount QTAIR is obtained from a predetermined map based on the relationship with E, and the target intake air amount QTAIR is obtained from a predetermined map based on the relationship between the target hydrogen supply amount QH2 and the engine speed NE in step S56.

Next, in steps S57 to S59, the steady zone control routine SUB5 (FIG. 14) is set so that the hydrogen supply amount QH2 that realizes the target air-fuel ratio TRGA / F is obtained.
The PI control is performed in the same manner as in steps S46 to S48 of the reference) to obtain the corrected target hydrogen supply amount QH2.

Then, in step S60, the above step S
A control signal based on the target intake air amount TQAIR of 56 is output to the actuator 21 to adjust the opening of the air throttle valve 19, and a control signal based on the corrected target hydrogen supply amount QH2 is output to each actuator 36. The opening degree of each second hydrogen flow rate adjusting valve 32 is adjusted. Finally, in step S51, the discharge amount of the MOP 37 is obtained from a predetermined map based on the relationship between the hydrogen supply amount QH2 and the engine speed NE, and the control signal based on this discharge amount is used as the MOP3.
Output to 7.

The EST A zone control routine SUB
As shown in FIG. 16, the process according to step 7 first starts with step S.
At 61, the zone flag FZONE is confirmed, and the zone flag FZONE is the stalled A zone flag ENSTA.
If it is, the processes of steps S62 to S67 are performed,
If the flag is other than the engine stall A zone flag ENSTA, the steps S62 to S67 are skipped and the process proceeds to the next engine stall B zone control routine SUB8.

When the engine is in the stalled A zone, first, at step S62, the hydrogen electromagnetic valve 27 is turned off to set the MH.
The hydrogen gas from the tank 4 is shut off. Next, step S
At 63, the hydrogen valve delay time H2 ODLY1 is set to 80 msec, and at step S64 it is determined whether the time H2 ODLY1 has elapsed. When 80 msec has not elapsed, the following processes of the stalled B zone control routine SUB8 and subsequent steps are repeated, and the time H2 is obtained by subtracting every 10 msec in step S7 of the timer synchronous interrupt process (see FIG. 8).
Wait for ODLY1 to reach 0. Note that the above step S
The time setting at 63 is performed only once, and is omitted in the subsequent processing.

When 80 msec has elapsed, a value obtained by adding a predetermined increasing constant QH2 EST1 is set every 10 msec as the hydrogen supply amount QH2 in step S65, and this hydrogen supply amount QH2 is set to a predetermined upper limit value in step S66. Add a limit not to exceed (for example, 20%). Then, in step S67, a control signal corresponding to this hydrogen supply amount QH2 is output to each actuator 36,
The opening degree of each second hydrogen flow rate adjusting valve 33 is adjusted. That is, in the engine stall A zone control, as shown in FIG.
The hydrogen solenoid valve 27 is closed (O
FF), after the closed state and after the passage of the hydrogen valve delay time H2 ODLY1, the opening degree of each second hydrogen flow rate adjusting valve 32 is gradually increased to the upper limit value (20%). Hydrogen gas corresponding to the opening is supplied to each cylinder 9.

The above-mentioned engine stall A zone control routine SU
B7 constitutes the first opening / closing control means 52, of which step S62 constitutes the hydrogen shutoff control means 50.

The engine stall B zone control routine SUB
As shown in FIG. 18, the process by 8 is first performed in step S.
At 68, the zone flag FZONE is confirmed, and the zone flag FZONE is the stalled B zone flag ENSTB.
If it is, the processes of steps S69 to S78 are performed,
If the flag is other than the engine stall B zone flag ENSTB, the above-mentioned steps S69 to S78 are skipped and the process proceeds to the next stop zone control routine SUB9.

If the result of the determination in step S68 is that the engine is in the stalled B zone, first, in the same manner as in steps S62 to S64 of the stalled A zone control routine SUB7, the hydrogen electromagnetic valve 27 is turned off in step S69 and the MH is operated. The hydrogen gas from the tank 4 is shut off and the following delay process is performed. That is, in step S70, the hydrogen valve delay time H2 ODLY1 is set to 80 msec, and in step S71 it is determined whether the time H2 ODLY1 has elapsed.
If 80 msec has not elapsed, the following processes of the stop zone control routine SUB9 and subsequent steps are repeated, and 10 mse according to step S7 of the timer synchronous interrupt process (see FIG. 8).
Wait for the above time H2 ODLY1 to become 0 by subtraction for each c. The time set in step S70 is 1
It is only performed once, and is omitted in the subsequent processing.

When 80 msec has elapsed, the initial opening H2 I of the second hydrogen flow rate adjusting valve 32 is set in step S72.
NIO is set to 20%, and it is determined in step S73 whether or not this initial opening degree H2 INIO is output depending on whether the initial opening degree output flag FH2 INIO is 1 or not.
If the initial opening output flag FH2 INIO is not 1, that is, if it is not yet output to the second hydrogen flow rate adjusting valve 32, the process proceeds to step S4, and the control corresponding to the initial opening H2 INIO in step S74. A signal is output to each actuator 36 to set the opening degree of each second hydrogen flow rate adjusting valve 32. Then, in step S75, the initial opening output flag FH2 INIO is set to 1 and the process returns.

If the initial opening H2 INIO has already been output to the second hydrogen flow rate adjusting valve 32 in step S73, the process proceeds to step S76 and this step S7
In step 6, the hydrogen supply amount QH2 is set to a value obtained by subtracting a predetermined reduction constant QH2 EST2 every 10 msec, and in step S77, a limit is set so that the hydrogen supply amount QH2 does not exceed the predetermined lower limit value (0%). Add. Then, in step S78, a control signal corresponding to the hydrogen supply amount QH2 is output to each actuator 36 to adjust the opening degree of each second hydrogen flow rate adjusting valve 33. That is, in the stalled B zone control, as shown in FIG. 19, the hydrogen solenoid valve 27 is closed (OFF) by the detection of the state immediately before the stop, and after the closed state, the hydrogen valve delay time H2 ODLY.
After the lapse of 1, the opening degree of each second hydrogen flow rate adjusting valve 32 is suddenly increased to the initial opening degree (20%), and the opening degree is gradually reduced from the initial opening degree. There is. The initial opening setting (step S72) is performed only once like step S70, and will be omitted thereafter.

The engine B zone control routine SU described above
B8 constitutes the second opening / closing control means 53, of which step S69 constitutes the hydrogen shutoff control means 50.

In the processing by the stop zone control routine SUB9, as shown in FIG. 20, first, in step S79, the zone flag FZONE is confirmed. If the zone flag FZONE is the stop zone flag STOP, the processing in steps S81 to S86. If the flag is other than the stop zone flag STOP, the process of step S80 is performed and the process proceeds to the next ignition timing control routine SUB10.

In the case of the stop zone, first, in step S81, the hydrogen electromagnetic valve 27 is turned off to shut off the hydrogen gas from the MH tank 4. Next, in step S82, the hydrogen supply amount QH2 is set to 0%, and in step S83 the target intake air amount QAIR is set to 0%. In step S84, a control signal is output to the corresponding actuators 21 and 36 to output the air throttle valve 19 And each second hydrogen flow rate adjusting valve 32 is closed. Then, in step S85, the ignition continuation flag FIGDLY is set to 0 to be cleared, and in step S86.
5000ms for ECU power control timer IGTIMER
To set. This 5000 ms is subtracted every 10 ms in step S7 of the timer synchronous interrupt control (see FIG. 8). The ECU power control timer IGTIMER is also set once, and thereafter, the process of step S86 is omitted.

On the other hand, if it is not in the stop zone, the ignition continuation flag FIGDLY is set to 1 in step S80, and normal ignition is continued.

As shown in FIG. 21, the process by the ignition timing control routine SUB10 is performed from a map using the hydrogen supply amount QH2 and the engine speed NE set in the zone control routines SUB4 to 9 in step S87 as parameters. The ignition timing of each spark plug 16 and 17 is calculated. Then, the process proceeds to step S2 in the main routine (see FIG. 6).

In the case of the engine 1, when the engine is in the state just before the stop, the state just before the stop detecting means 49a detects it, and the hydrogen shutoff control means 50 makes the hydrogen electromagnetic valve 27 fully closed (Fig. 16 steps S
62, see step S69 in FIG. 18). This makes M
It is possible to completely block the outflow of hydrogen gas from the H tank 4 to the hydrogen supply passage 5 side. Then, if the residual hydrogen pressure in the hydrogen supply passage 5 (second hydrogen pressure PH2B) is high depending on the high or low, to the first opening / closing control means 52 (engine A zone control routine SUB7), if low, the second
Opening / closing control means 53 (engine B zone control routine SU
The operation switching to B8) is performed by the operation switching control means 51 (see steps S27 to S29 in FIG. 11).

The first and second opening / closing control means 52, 5
In the case of No. 3, each process has a predetermined delay time H2 ODLY.
It is supposed to be done after the passage of 1, so that
It is possible to prevent afterburn due to excessive hydrogen concentration in the working chamber 11 of each cylinder 9.
That is, the air throttle valve 1 is detected when the state immediately before the stop is detected.
Since the opening degree of 9 is also narrowed, the hydrogen concentration becomes too rich when the opening degree of the second hydrogen flow rate adjusting valve 32 is increased without performing the delay.

Then, the second hydrogen pressure PH2 B is 2.
When it is higher than 5 Kg / cm 2, for example, the first hydrogen flow rate adjusting valve 30 which works in conjunction with the accelerator 34 to suddenly stop from the sudden acceleration state is suddenly throttled and the hydrogen supply passage 5 on the downstream side is
When hydrogen gas with a relatively high hydrogen pressure remains, the first opening / closing control means 52 is operated and the opening degree of the second hydrogen flow rate adjusting valve 32 reaches the upper limit value (20%) after the delay process. It is controlled to increase gradually. As a result, residual hydrogen in the hydrogen supply passage 5 downstream of the hydrogen solenoid valve 27 can be scavenged into the working chamber 11 of each cylinder 9 according to the rotation of the engine 1, and the residual hydrogen is burned and discharged here. Therefore, the hydrogen pressure of the remaining hydrogen is gradually reduced. On this occasion,
Since the opening degree of the second hydrogen flow rate adjusting valve 32 is increased in accordance with the reduction of the residual hydrogen pressure, each of the cylinders 9 is maintained while the hydrogen gas supply amount is kept substantially constant until the engine is stopped.
The residual hydrogen gas in the hydrogen supply passage 5 can be efficiently scavenged and combusted without causing afterburn due to fluctuations in the air-fuel ratio.

On the other hand, the second hydrogen pressure PH2 B is 2.5.
When it is Kg / cm 2 or less, for example, when the accelerator 34 is gradually throttled from the steady running state to the state just before the stop, the second opening / closing control means 53 is operated and the second hydrogen flow rate adjusting valve is operated. The opening degree of 32 is suddenly increased to a predetermined initial opening degree (20%) and then gradually reduced. In this case, even if the hydrogen pressure is low, the opening degree of the second hydrogen flow rate adjusting valve 32 is increased at once in the initial stage, so that the scavenging of the residual hydrogen can be performed quickly, and then the second hydrogen is scavenged. Since the opening degree of the flow rate adjusting valve 32 is gradually reduced, it can be kept substantially constant without fluctuation of the air-fuel ratio.

The first and second opening / closing control means 5 are also provided.
Regardless of whether the control is performed under the control of No. 2 or 53, the first hydrogen flow rate adjusting valve 3 is opened by a predetermined opening even if the accelerator 34 is fully closed.
The hydrogen gas remaining in the hydrogen supply passage 5 on the upstream side of 0 can be scavenged similarly to the residual hydrogen on the downstream side of the first hydrogen flow rate adjusting valve 30.

When the engine is in the operation stop state, it is detected by the operation stop state detecting means 49b, and the power supply control signal is supplied from the power supply control means 54 for 5 seconds (5000 ms) from the stop time. Means 4
8 is output. As a result, the spark plugs 16, from the power supply means 48 through the igniter coils 18,
Since current is supplied to 17, even if the ignition switch 46 is turned off, ignition can be continued for 5 seconds to continue combustion. Therefore, the hydrogen gas scavenged from the hydrogen supply passage 5 to each working chamber 11 can be continuously burned even after the engine is stopped, and almost all of the residual hydrogen in the hydrogen supply passage 5 can be burned. it can.

As a result of these controls, the hydrogen supply passage 5 and each working chamber 11 can be kept in a state in which no unburned hydrogen gas remains after the engine is stopped and before the engine is restarted.
It is possible to prevent the occurrence of problems associated with hydrogen gas leakage, and to smoothly restart the engine.

The present invention is not limited to the above embodiment, but includes various other modifications. That is, in the above embodiment, the hydrogen engine is shown as a rotary piston engine, but the present invention is not limited to this, and it may be provided as a reciprocating engine, for example. Even in this case, the same action and effect can be obtained.

Further, in the above embodiment, the ignition switch is turned off from the internal power source 6a of the control unit 6.
Although it is configured to supply the subsequent ignition current, the present invention is not limited to this and may be configured to supply the ignition current from a battery, for example.

Further, in the above embodiment, the opening state of the second hydrogen flow rate adjusting valve 32 for one hydrogen supply passage 5 is switched to either the first or the second opening / closing control means in accordance with the second hydrogen pressure. However, if the characteristic of the residual hydrogen pressure can be specified in advance, the operation switching control means 51 may be omitted and only one of the first and second opening / closing control means may be operated. For example, when the path of the hydrogen supply passage from the hydrogen cutoff valve on the MH tank side to the engine is short and the volume of the path is small, the first control means when the residual hydrogen pressure is high, on the contrary, the above-mentioned path is long and the path is small. If the volume is large and the residual hydrogen pressure is low, the second control means may be applied.

[0089]

As described above, according to the hydrogen engine control device of the present invention, when the engine is in the state just before the stop, it is detected by the state immediately before the stop detecting means, and the hydrogen shuts off. The hydrogen cutoff valve is fully closed by the control means. As a result, the outflow of hydrogen gas from the hydrogen storage tank to the hydrogen supply passage side can be completely blocked. Then, depending on the level of the residual hydrogen pressure in the hydrogen supply passage, the operation switching control means switches to either the first or the second opening / closing control means, thereby appropriately adjusting the hydrogen supply in accordance with the residual hydrogen pressure. The valve opening can be adjusted, and the residual hydrogen in the hydrogen supply system can be quickly scavenged and burned without causing afterburn. That is, when the residual hydrogen pressure is high, the opening amount of the hydrogen supply adjusting valve is gradually increased by the first opening / closing control means to supply the remaining hydrogen gas to the combustion chamber at a substantially constant air-fuel ratio. It is possible to prevent the occurrence of afterburn due to the fluctuation of the air-fuel ratio. When the residual hydrogen pressure is low, the second opening / closing control unit temporarily increases the opening degree of the hydrogen supply adjusting valve and then gradually reduces the opening degree to reduce the hydrogen level even if the residual hydrogen pressure is low. Residual hydrogen can be quickly scavenged from the supply system.

Therefore, the hydrogen supply system and the combustion chamber can be in a state where almost no hydrogen gas remains when the engine is stopped, and there is a risk of problems due to leakage of hydrogen gas before restarting. It is possible to solve the problem, and it is possible to prevent the occurrence of afterfire and the like at the time of restarting and to smoothly start up.

According to the invention of claim 2, in addition to the effect of the invention of claim 1, ignition is performed by the power supply control means for a predetermined time even after the engine stop operation is performed. By continuing ignition of the plug, almost all the residual hydrogen gas introduced from the hydrogen supply system can be burned, and the hydrogen supply system and the combustion chamber can be made more reliable in the state where no hydrogen gas remains. You can

[Brief description of drawings]

FIG. 1 is a block diagram showing a configuration of an exemplary embodiment of the present invention.

FIG. 2 is an overall configuration diagram of a hydrogen engine.

FIG. 3 is a diagram showing opening characteristics of first and second hydrogen flow rate adjusting valves.

FIG. 4 is a side view showing a part of the engine of FIG.

FIG. 5 is a block diagram showing a power supply means.

FIG. 6 is a flowchart of a main routine.

FIG. 7 is a flowchart of engine rotation synchronization interrupt processing.

FIG. 8 is a flowchart of timer synchronous interrupt processing.

FIG. 9 is a flowchart of an initialization routine.

FIG. 10 is a flowchart of an input signal processing routine.

FIG. 11 is a flowchart of a zone determination routine.

FIG. 12 is a flowchart of a start zone control routine.

FIG. 13 is a diagram showing hydrogen supply characteristics in a starting zone.

FIG. 14 is a flowchart of a steady zone control routine.

FIG. 15 is a flowchart of a transient zone control routine.

FIG. 16 is a flowchart of an engine stall A zone control routine.

FIG. 17 is a diagram showing hydrogen supply characteristics in the engine stall zone A.

FIG. 18 is a flowchart of an engine stall B zone control routine.

FIG. 19 is a diagram showing hydrogen supply characteristics in the engine stall zone B.

FIG. 20 is a flowchart of a stop zone control routine.

FIG. 21 is a flowchart of an ignition timing control routine.

[Explanation of symbols]

 1 hydrogen engine 4 MH tank (hydrogen storage tank) 5 hydrogen supply passage (hydrogen supply system) 16, 17 spark plug 18 igniter coil (ignition means) 27 hydrogen solenoid valve (hydrogen shutoff valve) 31 second hydrogen pressure sensor (hydrogen pressure) Detection means) 32 second hydrogen flow rate adjustment valve (hydrogen supply adjustment valve) 48 power supply means 49a immediately before stop state detection means 49b operation stop state detection means 50 hydrogen shutoff control means 51 operation switching control means 52 first opening / closing control means 53th 2 open / close control means 54 power supply control means

Claims (2)

[Claims] 1. A hydrogen supply system for supplying hydrogen as a fuel from a hydrogen storage tank to an engine, and a hydrogen shut-off system which is interposed between a hydrogen supply system on the side of the hydrogen storage tank and shuts off the hydrogen from the hydrogen storage tank in an openable and closable manner. In a hydrogen engine control device including a valve and a hydrogen supply adjusting valve that is interposed in the hydrogen supply system on the engine side and adjusts the amount of hydrogen supplied to the engine, a stop for detecting an operating state immediately before the stop of the engine The hydrogen shutoff control means for fully closing the hydrogen shutoff valve in response to the output from the immediately preceding state detection means and the shutoff just before state detection means, and the output from the just before shutoff state detection means for receiving the hydrogen The hydrogen pressure detecting means for detecting the pressure of the residual hydrogen in the supply system, the first opening / closing control means for gradually increasing the opening degree of the hydrogen supply adjusting valve, and the opening degree of the hydrogen supply adjusting valve To to surge, and,
After that, when the output from the second opening / closing control means for gradually reducing it and the hydrogen pressure detecting means is received, the first opening / closing control means is operated when the residual hydrogen pressure is higher than a predetermined value, while the residual hydrogen pressure is increased. Is lower than a predetermined value, an operation switching control means for activating the second opening / closing control means is provided. 2. An ignition means for igniting an ignition plug, an operation stop state detection means for detecting an engine stop time point, and an output from the operation stop state detection means for a predetermined time from the stop time point. 2. The hydrogen engine control device according to claim 1, further comprising a power supply control means for supplying an ignition current to the ignition means.