JP2024007820A - Control device of vehicle - Google Patents

Abstract

To suppress leakage of hydrogen gas into an engine room during maintenance of an internal combustion engine.SOLUTION: In a vehicle 500, an internal combustion engine 10 using hydrogen as fuel is mounted on an engine room. A control device 100 executes acquisition processing for acquiring hydrogen concentration in a crankcase of the internal combustion engine 10, and inhibition processing for inhibiting leakage of the hydrogen gas in the crankcase into the engine room when the acquired hydrogen concentration is equal to or higher than a predetermined threshold.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle control device.

For example, the vehicle described in Patent Document 1 includes a fuel cell unit in a front room at the front of the vehicle. This vehicle also includes a sensor that detects the concentration of hydrogen leaking from the fuel cell unit and a locking mechanism that locks the hood provided at the top of the front room. If the hydrogen concentration detected by the sensor is above a predetermined value, the hood is locked in a closed state to prevent the user from accessing the fuel cell unit.

Japanese Patent Application Publication No. 2018-116838

By the way, in an internal combustion engine that uses hydrogen as fuel, hydrogen gas may leak into the engine room during maintenance.

A vehicle control device that solves the above problems is applied to a vehicle that is equipped with an internal combustion engine that uses hydrogen as fuel in its engine room. This control device performs an acquisition process to acquire the hydrogen concentration in the crankcase of the internal combustion engine, and when the acquired hydrogen concentration is equal to or higher than a predetermined threshold, the hydrogen gas in the crankcase is transferred to the engine room. Execute a suppression process to suppress leakage.

According to this configuration, when the hydrogen concentration in the crankcase is equal to or higher than the threshold value, the above-mentioned suppression process is executed, so that hydrogen gas can be suppressed from leaking into the engine room during maintenance of the internal combustion engine. .

FIG. 1 is a schematic diagram showing the configuration of a vehicle in a first embodiment. FIG. 2 is a schematic diagram showing the configuration of an internal combustion engine installed in the vehicle of the same embodiment. It is a flowchart which shows the procedure of the process performed by the control device of the same embodiment. It is a flowchart which shows the procedure of the process which a control apparatus performs in the example of a modification of the same embodiment.

(First embodiment)
A first embodiment that embodies a vehicle control device will be described below.
<Vehicle configuration>
As shown in FIG. 1, a vehicle 500 is equipped with an internal combustion engine 10 that uses hydrogen as fuel.

The crankshaft 18 of the internal combustion engine 10 is mechanically connected to a carrier C of a planetary gear mechanism 350 that constitutes a power split device.
A rotating shaft 352a of a first motor generator (hereinafter referred to as a first MG) 352 is mechanically connected to the sun gear S of the planetary gear mechanism 350.

Further, the ring gear R of the planetary gear mechanism 350 is mechanically connected to a rotating shaft 354a of a second motor generator (hereinafter referred to as a second MG) 354 and a drive wheel 360.
The first MG 352 functions as a generator that generates electricity using engine output, and also functions as a starting starter (electric motor) that cranks the crankshaft 18 when the internal combustion engine 10 is started. This first MG 352 is a motor that can apply torque to the crankshaft 18.

The second MG 354 functions as an electric motor that generates driving force for the drive wheels 360, and also functions as a generator that generates power using regenerative braking when the vehicle 500 is decelerated.
The first MG 352 and the second MG 354 exchange power with a battery 250 via a PCU (Power Control Unit) 200. The PCU 200 includes a converter that boosts and outputs the DC voltage input from the battery 250, an inverter that converts the DC voltage boosted by the converter into an AC voltage, and outputs the AC voltage to each MG 352, 354.

<Configuration of internal combustion engine>
As shown in FIG. 2, the internal combustion engine 10 includes a cylinder block 11, a cylinder head 12, a head cover 13, and an oil pan 14. An oil filler cap 150 is removably provided on the top of the head cover 13. The oil filler cap 150 is a cap that is opened when replenishing the oil pan 14 of the internal combustion engine 10 with oil.

A cylinder 16 in which a piston 15 is arranged so as to be able to reciprocate is provided within the cylinder block 11 .
The cylinder head 12 is provided with an intake port 30 for introducing intake air into the combustion chamber 17 of the internal combustion engine 10 and an exhaust port 70 for discharging exhaust gas from the combustion chamber 17. An intake valve 81 is provided in the intake port 30. The drive system of the intake valve 81 is provided with an intake-side variable valve timing mechanism 85 that is a variable valve mechanism that changes the valve timing (opening/closing timing) of the intake valve 81. The exhaust port 70 is provided with an exhaust valve 82 . The drive system of the exhaust valve 82 is provided with an exhaust side variable valve timing mechanism 86, which is a variable valve mechanism that changes the valve timing (opening/closing timing) of the exhaust valve 82.

The cylinder head 12 also includes a port injection valve 83 that injects hydrogen as fuel into the intake port 30, an in-cylinder injection valve 84 that directly injects hydrogen as fuel into the combustion chamber 17, and a spark plug (not shown). (omitted) is provided.

A crank case 19 is provided at the bottom of the cylinder block 11 in which a crankshaft 18, which is the output shaft of the internal combustion engine 10, is housed. An oil pan 14 for storing lubricating oil is provided at the bottom of the crankcase 19.

An intake manifold 29 including a surge tank 60 is connected upstream of the intake port 30, and an intake pipe 20 is connected upstream of the surge tank 60. The intake pipe 20, the surge tank 60, and the intake manifold 29 constitute an intake passage of the internal combustion engine 10.

In the intake pipe 20, from the upstream side, there are an air cleaner 21, an air flow meter 51, a compressor wheel 24C of a supercharger 24 driven using exhaust gas discharged from the combustion chamber 17, an intercooler 27, and a supercharging pressure sensor. 54 and a throttle valve 28 are installed. Further, an intake pressure sensor 55 is installed in the surge tank 60. Note that the opening degree of the throttle valve 28 is changed by an electric motor.

The air cleaner 21 filters intake air taken into the intake pipe 20. The supercharger 24 supercharges the air within the intake pipe 20. Further, the intercooler 27 cools the air after passing through the compressor wheel 24C. The throttle valve 28 adjusts the amount of intake air by adjusting the valve opening.

Air flow meter 51 detects intake air amount GA. Further, the boost pressure sensor 54 detects the boost pressure PTC, which is the pressure in the portion of the intake pipe 20 on the downstream side of the compressor wheel 24C. Further, the intake pressure PIM, which is the pressure inside the surge tank 60, is detected by the intake pressure sensor 55.

An exhaust passage 90 is connected downstream of the exhaust port 70. A housing that accommodates the turbine wheel 24T of the supercharger 24 is connected to the middle of the exhaust passage 90. Further, in the exhaust passage 90, an upstream portion of the turbine wheel 24T and a downstream portion of the turbine wheel 24T are communicated via a bypass passage 92. A waste gate valve (hereinafter referred to as WGV) 93 whose opening degree is adjusted by an actuator is provided in the middle of the bypass passage 92. This WGV 93 is a valve that adjusts the amount of exhaust gas flowing through the bypass passage 92, and as its opening degree becomes larger, the amount of exhaust gas that bypasses the turbine wheel 24T and passes through the bypass passage 92 increases. Therefore, the supercharging pressure of the intake air increased by the supercharger 24 becomes low.

The internal combustion engine 10 is provided with a blowby gas processing device that processes gas leaked from the combustion chamber 17 into the crankcase 19 during the compression stroke and the combustion stroke, so-called blowby gas. This blowby gas processing device includes a suction path 32 for guiding blowby gas in the crankcase 19 to a main separator 31 that is an oil separator provided in the head cover 13. The end of the suction path 32 connected to the main separator 31 opens into the crankcase 19 .

The main separator 31 is connected to a surge tank 60 via a PCV (positive crankcase ventilation) valve 34, which is a differential pressure valve, and a PCV passage 35. The PCV valve 34 opens when the pressure inside the surge tank 60 becomes lower than the pressure inside the main separator 31 to allow blow-by gas to flow from the main separator 31 into the surge tank 60. These suction passage 32, main separator 31, PCV valve 34, and PCV passage 35 constitute a communication passage that communicates between surge tank 60, which constitutes a part of the intake passage, and crankcase 19.

For example, when the supercharging pressure of the supercharger 24 is low, the pressure inside the surge tank 60 becomes lower than the pressure inside the main separator 31. Therefore, the blow-by gas in the crankcase 19 is sucked into the surge tank 60 via the suction path 32, the main separator 31, the PCV valve 34, and the PCV passage 35. The sucked blow-by gas is sent to the combustion chamber 17 together with the intake air and is burned.

Further, an ejector 40 is connected to the main separator 31 via a connection passage 41. The ejector 40 is provided in the middle of a bypass passage 36 that connects the intake pipe 20 upstream of the compressor wheel 24C and the intake pipe 20 downstream of the compressor wheel 24C. The ejector 40 includes a constriction portion for generating negative pressure by the venturi effect.

The blow-by gas treatment device also includes an atmospheric air introduction path 37 for introducing intake air into the crankcase 19 for scavenging. One end of both ends of the atmosphere introduction path 37 is connected to the intake pipe 20 between the air cleaner 21 and the compressor wheel 24C. The air introduction passage 37 passes through the head cover 13 , passes through the cylinder head 12 and the cylinder block 11 , and is connected to the crankcase 19 . An atmosphere-side separator 38, which is an oil separator installed inside the head cover 13, is provided in the middle of the atmosphere introduction path 37.

When the supercharging pressure of the supercharger 24 is high, negative pressure is generated in the ejector 40 due to air flowing in the bypass passage 36 from the downstream side to the upstream side of the compressor wheel 24C. Then, due to the negative pressure generated in the ejector 40, the blow-by gas in the crankcase 19 is sucked into the ejector 40 via the suction path 32, the main separator 31, and the connection path 41. The blow-by gas sucked into the ejector 40 is introduced together with air through the bypass passage 36 into the intake pipe 20 upstream of the compressor wheel 24C. The blow-by gas introduced into the intake pipe 20 is sent to the combustion chamber 17 together with the intake air and is burned.

<About the control device>
The control device 100 controls the internal combustion engine 10, and controls a throttle valve 28, a port injection valve 83, an in-cylinder injection valve 84, a spark plug, an intake valve timing variable mechanism 85, an exhaust valve timing variable mechanism 86, a WGV 93, etc. Operate various target devices.

Further, the control device 100 operates the inverter via the PCU 200 in order to control the torque that is the control amount of the first MG 352 as a control target. Further, the control device 100 operates the inverter via the PCU 200 in order to control the torque that is the control amount of the second MG 354 as a control target.

The control device 100 includes a central processing unit (hereinafter referred to as CPU) 110, a memory 120 in which control programs and data are stored, and the like. Then, the control device 100 executes various control-related processes by having the CPU 110 execute programs stored in the memory 120.

Detection signals from the above-mentioned air flow meter 51, boost pressure sensor 54, and intake pressure sensor 55 are input to the control device 100. Furthermore, a detection signal from a crank angle sensor 52 that detects the rotation angle (crank angle) of the crankshaft 18 is also input to the control device 100 in order to calculate the engine rotation speed NE. In addition, detection signals from an accelerator operation amount sensor 53 that detects an accelerator operation amount ACCP, which is an operation amount of an accelerator pedal, a vehicle speed sensor 56 that detects a vehicle speed SP of the vehicle 500, and the like are also input to the control device 100. The control device 100 also includes an output signal Sm1 of a first rotation angle sensor 390 that detects the rotation angle of the first MG 352 and a rotation angle of the second MG 354 in order to control the control amount of the first MG 352 and the second MG 354. The output signal Sm2 of the second rotation angle sensor 392 is also input. Furthermore, the charging rate (hereinafter referred to as SOC) of the battery 250 calculated by the PCU 200 is also input to the control device 100 . Further, the charging rate (hereinafter referred to as SOC) of the battery 250 calculated by the PCU 200 in the engine room of the vehicle 500 is also input to the control device 100 . Further, an engine hood switch 57 is connected to the control device 100. The engine hood switch 57 is a switch that is operated to open the engine hood provided at the opening of the engine compartment of the vehicle 500. When this switch is operated, a signal SWh indicating a request to open the engine hood is controlled. is input to the device 100. Further, the control device 100 outputs a control signal to an actuator that operates the lock mechanism 130. The locking mechanism 130 is a mechanism that locks the engine hood in a closed state using an actuator that is operated in response to a control signal. Further, a warning light 140 is connected to the control device 100, which lights up when the hydrogen concentration HR in the crankcase 19 exceeds a predetermined threshold value HRref.

Although not shown, the control device 100 is configured with a plurality of control units, such as a control unit for the internal combustion engine 10 and a control unit for the PCU 200.
Control device 100 calculates engine load factor KL based on engine rotational speed NE and intake air amount GA. The engine load factor KL is a parameter that determines the amount of air filled into the combustion chamber 17, and is the ratio of the amount of inflowing air per combustion cycle of one cylinder to the reference amount of inflowing air. Note that the reference inflow air amount is variably set according to the engine rotation speed NE.

For example, control device 100 calculates the required torque necessary for running vehicle 500 based on accelerator operation amount ACCP and vehicle speed SP. Further, control device 100 controls the output of internal combustion engine 10, the torque of first MG 352 and second MG 354, etc. so as to satisfy the torque requirement of vehicle 500.

The control device 100 calculates a target output Pe, which is a target value of the output required of the internal combustion engine 10, based on the above-mentioned required torque. Then, when the target output Pe is large, control is executed to make the air-fuel ratio of the air-fuel mixture smaller than when the target output Pe is small. More specifically, the control device 100 basically maintains the throttle valve 28 at an opening degree greater than a predetermined value, for example, at an opening degree near full open. Then, the required injection amount Qd is set such that the larger the target output Pe is, the larger the required injection amount Qd is. The required injection amount Qd is a target value of fuel injected from the port injection valve 83 and the in-cylinder injection valve 84. Then, the control device 100 controls the port injection valve 83 and the in-cylinder injection valve 84 so that the required injection amount Qd is obtained. In this way, in the internal combustion engine 10, the output is basically adjusted by changing the air-fuel ratio of the air-fuel mixture through adjustment of the fuel injection amount rather than the intake air amount.

Further, the control device 100 calculates target valve timings for the intake valve 81 and the exhaust valve 82 based on the engine rotational speed NE, the engine load factor KL, and the like. Then, the intake valve timing variable mechanism 85 and the exhaust valve timing variable mechanism 86 are driven and controlled based on the target valve timing and the like.

Furthermore, the control device 100 calculates the target supercharging pressure PTCp based on the engine rotation speed NE, the engine load factor KL, and the like. The supercharging pressure of the supercharger 24 is then controlled by adjusting the opening of the WGV 93 based on the target supercharging pressure PTCp and the like.

Further, the control device 100 executes a process of calculating the hydrogen concentration HR in the crankcase 19. The hydrogen concentration HR is a value that correlates with the engine rotational speed NE, the required injection amount Qd, the air-fuel ratio, and the elapsed time from engine startup. Therefore, the control device 100 calculates the hydrogen concentration HR using the engine rotational speed NE, the required injection amount Qd, the intake air amount GA, and the elapsed time from engine startup as parameters.

<Suppression processing>
The internal combustion engine 10 uses hydrogen as fuel. Therefore, hydrogen gas contained in the blow-by gas tends to accumulate inside the crankcase 19. If hydrogen gas accumulates within the crankcase 19, there is a risk that such hydrogen gas may leak into the engine room during maintenance of the internal combustion engine 10. For example, when the oil filler cap 150 is removed to replenish oil, hydrogen gas is likely to leak from the crankcase 19 into the engine room. Additionally, such leakage of hydrogen gas is likely to occur when checking the amount of oil stored in the oil pan 14 using an oil level gauge, or when removing and inspecting a spark plug.

Therefore, when the hydrogen concentration HR is equal to or higher than the threshold value HRref, the control device 100 executes a suppression process to suppress hydrogen gas in the crankcase 19 from leaking into the engine room.

FIG. 3 shows a processing procedure for executing the suppression processing. Note that in the following, the step number of each process is expressed by a number prefixed with "S".
In the series of processes shown in FIG. 3, the control device 100 first determines whether or not the internal combustion engine 10 is stopped, and there is a request to open the engine hood (S100).

If it is determined that the engine is stopped and there is a request to open the engine hood (S100: YES), the control device 100 executes a process of acquiring the currently calculated hydrogen concentration HR (S110).

Next, the control device 100 determines whether the acquired hydrogen concentration HR is equal to or higher than the threshold value HRref (S120). The threshold value HRref is a predetermined value, and is set to the lowest value that is not allowable as the concentration of hydrogen gas when hydrogen gas leaks into the engine room.

When determining that the hydrogen concentration HR is greater than or equal to the threshold HRref (S120: YES), the control device 100 lights up the warning light 140 to indicate that the hydrogen concentration HR in the crankcase 19 is greater than or equal to the threshold HRref. A warning process is performed to warn the user (S130). This warning process is one of the above-mentioned suppression processes.

Next, the control device 100 executes a locking process of locking the engine hood in a closed state by activating the locking mechanism 130 (S140). This locking process is also one of the above-mentioned suppression processes.

Next, the control device 100 calculates the ventilation time Tven (S150). The ventilation time Tven is the execution time of ventilation control to ventilate the inside of the crankcase 19. The control device 100 calculates the ventilation time Tven based on the hydrogen concentration HR such that the larger the value of the acquired hydrogen concentration HR, the longer the calculated ventilation time Tven.

Next, the control device 100 executes ventilation control for the ventilation time Tven (S160). The control device 100 performs the following processing as ventilation control. That is, the control device 100 performs a process of rotating the crankshaft 18 with the torque of the first MG 352 by driving the first MG 352 while stopping fuel injection in the internal combustion engine 10 . This ventilation control is also one of the above-mentioned suppression processes.

Then, when the ventilation control is completed, the control device 100 turns off the warning light 140 (S170).
When the process of S170 is completed, or when a negative determination is made in the process of S120, the control device 100 unlocks the engine hood by stopping the operation of the locking mechanism 130 (S180). When the process of S180 is performed, the engine hood is opened.

Note that when the control device 100 completes the process of S180 or makes a negative determination in the process of S100, the control device 100 ends the process shown in FIG. 3.
<Action and effect>
The operation and effects of this embodiment will be explained.

(1) When the hydrogen concentration HR in the crankcase 19 is equal to or higher than the threshold value HRref, various suppression processes are executed to suppress hydrogen gas in the crankcase 19 from leaking into the engine room. Therefore, it is possible to suppress hydrogen gas from leaking into the engine room during maintenance of the internal combustion engine 10.

(2) As one of the suppression processes, ventilation control is performed to ventilate the inside of the crankcase 19. In this ventilation control, cranking by the first MG 352 is performed while stopping fuel injection in the internal combustion engine 10. When cranking is performed in this manner, fresh air is introduced into the crankcase 19 from the air introduction path 37. By introducing this fresh air, the hydrogen gas in the crankcase 19 is diluted and the hydrogen concentration is reduced. Therefore, it is possible to prevent highly concentrated hydrogen gas from leaking into the engine room from the crankcase 19 during maintenance of the internal combustion engine 10.

Note that the hydrogen gas in the crankcase 19 whose concentration has decreased is introduced into the intake passage through the suction passage 32, the main separator 31, the PCV valve 34, and the PCV passage 35. Hydrogen gas introduced into the intake passage is released into the atmosphere through the combustion chamber 17 and the exhaust passage 90.

(3) As one of the suppression processes, engine hood locking processing is executed. When the engine hood is locked in the closed state, the above-mentioned oil filler cap 150 and the like cannot be removed. Therefore, when servicing the internal combustion engine 10, hydrogen gas can be prevented from leaking into the engine room from the crankcase 19.

(4) As one of the suppression processes, lighting of the warning light 140 is executed. When the warning light turns on, the worker who maintains the vehicle 500 can know that the hydrogen concentration HR is high, so the worker does not remove the oil filler cap 150 and the like described above. Therefore, when servicing the internal combustion engine 10, hydrogen gas can be prevented from leaking into the engine room from the crankcase 19.

(Second embodiment)
Next, a second embodiment that embodies a vehicle control device will be described.
In the first embodiment, the hydrogen concentration HR was calculated. On the other hand, in this embodiment, the hydrogen concentration HR is detected by a sensor, and the processing procedure for executing the suppression processing is partially different. Therefore, the vehicle control device of this embodiment will be described below, focusing on such differences.

As shown in FIG. 1, a concentration sensor 58 that detects the hydrogen concentration HR in the crankcase 19 is connected to the control device 100.
<Suppression processing>
FIG. 4 shows a processing procedure for executing the suppression processing in this embodiment.

In the series of processes shown in FIG. 4, the control device 100 first determines whether or not the internal combustion engine 10 is stopped, and there is a request to open the engine hood (S200).

If it is determined that the engine is stopped and there is a request to open the engine hood (S200: YES), the control device 100 executes a process of acquiring the hydrogen concentration HR currently detected by the concentration sensor 58. (S210).

Next, the control device 100 determines whether the acquired hydrogen concentration HR is equal to or higher than the above-mentioned threshold value HRref (S220).
When determining that the hydrogen concentration HR is greater than or equal to the threshold HRref (S220: YES), the control device 100 lights up the warning light 140 to indicate that the hydrogen concentration HR in the crankcase 19 is greater than or equal to the threshold HRref. A warning process is performed to warn the user (S230). The process of S230 is one of the above-mentioned suppression processes.

Next, the control device 100 executes a locking process of locking the engine hood in a closed state by activating the locking mechanism 130 (S240). The process of S240 is also one of the above-mentioned suppression processes.

Next, the control device 100 executes the ventilation control described above (S250). That is, the control device 100 performs a process of rotating the crankshaft 18 with the torque of the first MG 352 by driving the first MG 352 while stopping fuel injection in the internal combustion engine 10 . This ventilation control is also one of the above-mentioned suppression processes.

When the ventilation control is executed, the control device 100 repeatedly executes each process of S210, S220, S230, S240, and S250 until a negative determination is made in the process of S220.

As the inside of the crankcase 19 is ventilated by ventilation control, the hydrogen concentration HR inside the crankcase 19 decreases. If it is determined in the process of S220 that the hydrogen concentration HR is less than the threshold value HRref (S220: NO), the control device 100 stops ventilation control by stopping driving of the first MG 352 (S260).

Next, the control device 100 turns off the warning light 140 (S270).
Next, the control device 100 unlocks the engine hood by stopping the operation of the lock mechanism 130 (S280). When the process of S280 is performed, the engine hood is opened.

Note that when the control device 100 completes the process of S280 or makes a negative determination in the process of S200, the control device 100 ends the process shown in FIG. 4.
<Action and effect>
Since the same suppression processing as in the first embodiment is performed in this embodiment, the functions and effects of (1) to (4) described above can be obtained. Furthermore, in this embodiment, the following actions and effects can be obtained.

(5) Since the obtained hydrogen concentration HR is not a calculated value but an actual value detected by the concentration sensor 58, the determination accuracy in the process of S220 is improved.
(6) Since ventilation control is executed until the actually measured hydrogen concentration HR becomes less than the threshold value HRref, it is possible to prevent the execution time of such ventilation control from running out or becoming excessively long.

<Example of change>
Note that each of the above embodiments can be modified and implemented as follows. Each embodiment and the following modification examples can be implemented in combination with each other within a technically consistent range.

-Although the warning light 140 is turned on as a warning process, the warning process may be performed in other ways. For example, a warning sound may be generated.
- At least one of ventilation control, lock processing, and warning processing may be executed as the above-mentioned suppression processing.

Note that the expression "at least one" used in this specification means "one or more" of the desired options. As an example, the expression "at least one" as used herein means "only one option" or "both of the two options" if the number of options is two. As another example, the expression "at least one" as used herein means "only one option" or "any combination of two or more options" if there are three or more options. means.

- Although the PCV passage 35 is connected to the surge tank 60, the connection part may be changed as appropriate as long as it is a part downstream of the throttle valve 28 in the intake passage.
- The internal combustion engine 10 may include only either the port injection valve 83 or the in-cylinder injection valve 84.

- It is not essential for the internal combustion engine 10 to include the supercharger 24 and the ejector 40.
- It is not essential for the internal combustion engine 10 to include the variable intake valve timing mechanism 85 and the variable exhaust valve timing mechanism 86.

- The number of motor generators that vehicle 500 has can be changed as appropriate.
- A reduction gear may be interposed between the ring gear R and the second MG 354.
- Although the vehicle 500 is a series/parallel hybrid vehicle, other types of hybrid vehicles may be used. For example, it may be a parallel hybrid vehicle.

- The vehicle may include only the internal combustion engine 10 as the prime mover of the vehicle. In the case of this vehicle, the ventilation control described above can be performed by using a starter motor that cranks the internal combustion engine 10.

- The control device is not limited to one that includes the CPU 110 and the memory 120 and executes software processing. For example, a dedicated hardware circuit such as an ASIC may be provided to process at least a part of what was processed by software in the above embodiments by hardware. That is, the control device may have any of the following configurations (a) to (c). (a) It includes a processing device that executes all of the above processing according to a program, and a program storage device such as a ROM that stores the program. (b) It includes a processing device and a program storage device that execute part of the above processing according to a program, and a dedicated hardware circuit that executes the remaining processing. (c) A dedicated hardware circuit is provided to execute all of the above processing. Here, the number of software execution devices including a processing device and a program storage device, or a dedicated hardware circuit may be one or more than one.

<Related technical ideas>
The technical ideas that can be understood from the above embodiment and modification examples will be described.
(Additional note 1)
A control device for a vehicle equipped with an internal combustion engine that uses hydrogen as fuel in the engine room,
an acquisition process for acquiring hydrogen concentration in the crankcase of the internal combustion engine;
A control device for a vehicle that executes a suppression process for suppressing hydrogen gas in the crankcase from leaking into the engine room when the obtained hydrogen concentration is equal to or higher than a predetermined threshold.

(Additional note 2)
The vehicle control device according to supplementary note 1, wherein the suppression process includes ventilation control for ventilating the inside of the crankcase.

(Additional note 3)
The vehicle has a motor capable of applying torque to the crankshaft of the internal combustion engine,
The internal combustion engine has a communication passage that communicates the crankcase and the intake passage,
The vehicle control device according to appendix 2, wherein, as the ventilation control, the crankshaft is rotated by the torque of the motor while stopping fuel injection in the internal combustion engine.

(Additional note 4)
The vehicle includes a locking mechanism that locks an engine hood provided in an opening of the engine room in a closed state,
The vehicle control device according to any one of Supplementary Notes 1 to 3, wherein the suppression process includes a process of locking the engine hood in a closed state by activating the locking mechanism.

(Appendix 5)
The vehicle control device according to any one of Supplementary Notes 1 to 4, wherein the suppression process includes a warning process that warns that the hydrogen concentration in the crankcase is equal to or higher than the threshold value.

(Additional note 6)
The acquisition process and the suppression process are processes that are executed when the internal combustion engine is stopped and there is a request to open the engine hood provided at the opening of the engine room. The vehicle control device according to any one of the above.

10... Internal combustion engine 19... Crank case 20... Intake pipe 28... Throttle valve 29... Intake manifold 32... Suction path 34... PCV valve 35... PCV passage 36... Bypass passage 37... Atmosphere introduction passage 40... Ejector 60... Surge tank 81... Intake valve 82... Exhaust valve 83... Port injection valve 84... In-cylinder injection valve 85... Intake side valve timing variable mechanism 90... Exhaust passage 92... Bypass passage 93... Waste gate valve (WGV)
100...Control device 110...Central processing unit (CPU)
120...Memory 352...First motor generator 500...Vehicle

Claims (6)

A control device for a vehicle equipped with an internal combustion engine that uses hydrogen as fuel in the engine room,
an acquisition process for acquiring hydrogen concentration in the crankcase of the internal combustion engine;
A control device for a vehicle that executes a suppression process for suppressing hydrogen gas in the crankcase from leaking into the engine room when the obtained hydrogen concentration is equal to or higher than a predetermined threshold. The vehicle control device according to claim 1, wherein the suppression processing includes ventilation control for ventilating the inside of the crankcase. The vehicle has a motor capable of applying torque to the crankshaft of the internal combustion engine,
The internal combustion engine has a communication passage that communicates the crankcase and the intake passage,
3. The vehicle control device according to claim 2, wherein the ventilation control executes a process of rotating the crankshaft using the torque of the motor while stopping fuel injection in the internal combustion engine. The vehicle includes a locking mechanism that locks an engine hood provided in an opening of the engine room in a closed state,
The vehicle control device according to claim 2, wherein the suppression process includes a process of locking the engine hood in a closed state by activating the locking mechanism. The vehicle control device according to claim 2, wherein the suppression process includes a warning process that warns that the hydrogen concentration in the crankcase is equal to or higher than the threshold value. The acquisition process and the suppression process are processes that are executed when the internal combustion engine is stopped and there is a request to open an engine hood provided at an opening of the engine room. vehicle control device.

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