JP4876903B2 - Control device for multi-fuel internal combustion engine - Google Patents

Description

  The present invention controls a multi-fuel internal combustion engine operated by introducing at least one of at least two types of fuels having different properties into a combustion chamber or introducing a mixed fuel composed of the at least two types of fuel into the combustion chamber. Relates to the device.

  Conventionally, so-called multi-fuel internal combustion engines that are operated using a plurality of types of fuels having different properties are known. For example, Patent Document 1 below discloses a multi-fuel internal combustion engine that is operated by supplying a mixed fuel of gasoline and light oil stored in separate fuel tanks to a combustion chamber. This multifuel internal combustion engine increases the mixing ratio of light oil with high ignitability at the time of engine start, and realizes diffusion combustion operation at the time of engine start using the highly ignitable mixed fuel generated thereby.

  Patent Document 2 listed below describes a fuel display device that can display the remaining amount of mixed fuel stored in one fuel tank and the travelable distance when the mixed fuel is full. In the apparatus, the travelable distance is calculated based on the mixture ratio of the mixed fuel.

  Patent Document 3 listed below describes a remaining fuel warning device that changes a criterion for warning of remaining fuel in one fuel tank in accordance with the amount of heat generated by the remaining fuel.

JP-A-9-68061 JP-A-5-1931 JP-A-3-285119

  Here, in the multi-fuel internal combustion engine disclosed in Patent Document 1, when the frequency of use of a specific fuel increases and a large difference occurs in the remaining amount of each fuel, the optimum operation cannot be performed thereafter. There is a possibility. For example, if operation in a mode that depends on the specific properties of a specific fuel is continued and the specific fuel is exhausted, even if another fuel remains, There is a risk that subsequent operation may become impossible. For example, in the case of a multi-fuel internal combustion engine that cannot perform a light load operation with a high load fuel, the light load fuel among the high load fuel and the light load fuel that are separately stored is different. When exhausted, even if high load fuel remains, subsequent operation becomes impossible. Therefore, in order to avoid the operation stop for such a reason, it is necessary to provide information for prompting the driver to refuel. As the information, the remaining amount of fuel can be used, but the most suitable one is the cruising distance from the present time that can make the driver clearly recognize that there is a possibility of falling into a shutdown state. ing.

  However, the fuel display device of Patent Document 2 obtains the cruising distance (travelable distance) from the mixture ratio of the mixed fuel stored in one fuel tank, and the mixture ratio is calculated from the engine speed and the engine load. Even if it is applied to the multifuel internal combustion engine of Patent Document 1 that keeps operating while appropriately changing depending on the engine state, etc., it is not possible to obtain accurate cruising distance information. In the multi-fuel internal combustion engine disclosed in Patent Document 1, the amount of heat generated by the fuel in the combustion chamber changes according to the changed mixture ratio, so that the remaining fuel alarm device disclosed in Patent Document 3 cannot be applied.

  In view of the above, the first object of the present invention is to provide a control device for a multi-fuel internal combustion engine that can improve the inconvenience of the conventional example and obtain highly accurate cruising distance information. A second object of the present invention is to provide a control device for a multi-fuel internal combustion engine capable of performing an operation suitable for the cruising distance and the remaining amount of fuel.

In order to achieve the first object, according to the first aspect of the present invention, a control device for a multi-fuel internal combustion engine that is operated by using or mixing a plurality of types of fuel stored in a fuel container for each type individually. In the future, based on the remaining amount of the light load fuel and the high load fuel and the consumption history information of each fuel in the same operation state as before, or the remaining amount of the light load fuel and the high load fuel in the future Based on the consumption prediction information of each fuel, it is determined which of the fuels will be exhausted first, and if the light load fuel is exhausted first, the same operating state as before While determining the shortest cruising distance until the light load fuel is exhausted by operation according to the consumption prediction information, and displaying the shortest cruising distance as the remaining cruising distance on the display means, High load fuel first If exhausted, the high-load fuel is exhausted first by continuation of the same operating state as before or by the operation according to the consumption prediction information. The shortest cruising distance until the load fuel is exhausted is obtained, and the shortest cruising distance is displayed as the remaining cruising distance on the display means.

  In the control apparatus for a multi-fuel internal combustion engine according to claim 1, the cruising distance when the same operation as the past is performed by using the information on the remaining amount of each fuel and the past consumption history information of each fuel. It can be estimated with high accuracy. On the other hand, in this multi-fuel internal combustion engine control device, by using the information on the remaining amount of each fuel and the consumption history information of each future fuel, it is possible to estimate the cruising distance with high accuracy without being bound by the past driving history. can do.

In order to achieve the second object, according to the second aspect of the present invention, in the control device for a multi-fuel internal combustion engine according to the first aspect , the driving condition in the normal operation mode is set to a cruising distance more than that in the normal operation mode. If it is possible to suppress the consumption of the fuel that is exhausted earlier by changing to the operating condition of the evacuation operation mode in which the operating range can be extended, it is determined that the cruising distance can be extended by changing the operating condition. If it is displayed on the display means that the cruising distance can be extended and the save operation mode is selected by a driver's manual operation, it is desirable to switch from the normal operation mode to the save operation mode. .

  In the control apparatus for the multifuel internal combustion engine according to the second aspect, the multifuel internal combustion engine can be operated with the cruising distance extended when there is insufficient fuel.

In order to achieve the second object, in the invention according to claim 3, in the control apparatus for the multi-fuel internal combustion engine according to claim 2, it is estimated that the fuel for high load is exhausted first. Determining whether or not the operation time of the normal operation mode can be extended by changing the operation condition of the normal operation mode, and displaying on the display means that the operation time of the normal operation mode can be extended. desirable.

  In other words, in the control apparatus for the multifuel internal combustion engine according to claim 3, the timing for entering the save operation state can be delayed, so that the multifuel can be maintained for as long as possible while maintaining good output performance in the normal operation mode. An internal combustion engine can be operated.

  The control apparatus for a multi-fuel internal combustion engine according to the present invention can obtain accurate cruising distance information by referring to past or future operating conditions. Therefore, according to this control apparatus for a multi-fuel internal combustion engine, if the driver who is provided with the information of the cruising distance with high accuracy performs the replenishment before reaching the cruising distance, it becomes impossible to drive due to fuel shortage. Can be avoided. Further, according to the control apparatus for the multi-fuel internal combustion engine, the driver can select an operation mode according to necessity by looking at the highly accurate cruising distance information. For example, the relationship between the cruising distance D and the fueling facility It is possible to perform good operation according to the response.

  Embodiments of a control apparatus for a multifuel internal combustion engine according to the present invention will be described below in detail with reference to the drawings. The present invention is not limited to the embodiments.

  A first embodiment of a control apparatus for a multi-fuel internal combustion engine according to the present invention will be described with reference to FIGS. In the following, the control device of the first embodiment will be described in detail while explaining an example of the multi-fuel internal combustion engine to be applied.

  The multi-fuel internal combustion engine exemplified here is operated by introducing at least one of at least two types of fuels having different properties into the combustion chamber or guiding a mixed fuel composed of the at least two types of fuel into the combustion chamber. It is an internal combustion engine. In the first embodiment, the latter multi-fuel internal combustion engine will be described as an example.

  In this multifuel internal combustion engine, various control operations such as combustion control are executed by an electronic control unit (ECU) 1 shown in FIG. The electronic control unit 1 includes a CPU (Central Processing Unit) (not shown), a ROM (Read Only Memory) that stores a predetermined control program and the like, and a RAM (Random Access Memory) that temporarily stores the calculation result of the CPU. , And a backup RAM for storing information prepared in advance. Although only one cylinder is shown in FIG. 1, the present invention is not limited to this, and can be applied to a multi-cylinder multifuel internal combustion engine. In the first embodiment, description will be made assuming that a plurality of cylinders are provided.

  The multifuel internal combustion engine is provided with a cylinder head 11, a cylinder block 12, and a piston 13 that form a combustion chamber CC. Here, the cylinder head 11 and the cylinder block 12 are fastened with bolts or the like via the head gasket 14 shown in FIG. 1, and the recess 11a on the lower surface of the cylinder head 11 and the cylinder bore 12a of the cylinder block 12 formed thereby. The piston 13 is disposed so as to be capable of reciprocating in the space. And the combustion chamber CC mentioned above is comprised by the space enclosed by the wall surface of the recessed part 11a of the cylinder head 11, the wall surface of the cylinder bore 12a, and the top surface 13a of the piston 13. FIG.

  The multifuel internal combustion engine of the first embodiment sends air and fuel into the combustion chamber CC according to the engine state such as the engine speed and engine load and the combustion mode, and executes combustion control according to the engine state and the like. The air is sucked from the outside through the intake passage 21 and the intake port 11b of the cylinder head 11 shown in FIG. On the other hand, the fuel is supplied using the fuel supply device 50 shown in FIG.

  First, the air supply path will be described. On the intake passage 21 of the first embodiment, an air cleaner 22 that removes foreign matters such as dust contained in air introduced from the outside, and an air flow meter 23 that detects the amount of intake air from the outside are provided. . In this multi-fuel internal combustion engine, the detection signal of the air flow meter 23 is sent to the electronic control unit 1, and the electronic control unit 1 calculates the intake air amount, the engine load and the like based on the detection signal.

  A throttle valve 24 that adjusts the amount of intake air into the combustion chamber CC and a throttle valve actuator 25 that opens and closes the throttle valve 24 are disposed downstream of the air flow meter 23 on the intake passage 21. Is provided. The electronic control unit 1 of the first embodiment controls the drive of the throttle valve actuator 25 according to the engine state and the combustion mode so that the valve opening degree (in other words, the intake air amount) according to the engine state and the like is obtained. The valve opening angle of the throttle valve 24 is adjusted. For example, the throttle valve 24 is adjusted so that an intake air amount necessary for achieving an air-fuel ratio corresponding to the engine state and the combustion mode is sucked into the combustion chamber CC. The multifuel internal combustion engine is provided with a throttle opening sensor 26 that detects the valve opening of the throttle valve 24 and transmits the detection signal to the electronic control unit 1.

  Further, one end of the intake port 11b opens to the combustion chamber CC, and an intake valve 31 for opening and closing the opening is disposed at the opening portion. The number of openings may be one or more, and an intake valve 31 is provided for each opening. Therefore, in this multi-fuel internal combustion engine, air is sucked into the combustion chamber CC from the intake port 11b by opening the intake valve 31 and closed in the combustion chamber CC by closing the intake valve 31. Inflow of air to is blocked.

  Here, as the intake valve 31, for example, there is a valve that is driven to open and close in accordance with the rotation of an intake camshaft (not shown) and the elastic force of an elastic member (string spring). In this type of intake valve 31, by interposing a power transmission mechanism such as a chain or a sprocket between the intake side camshaft and the crankshaft 15, the intake side camshaft is interlocked with the rotation of the crankshaft 15, Open / close drive is performed at a preset opening / closing timing. In the multifuel internal combustion engine of the first embodiment, the intake valve 31 that is opened and closed in synchronization with the rotation of the crankshaft 15 is applied.

  However, this multi-fuel internal combustion engine may be provided with a variable valve mechanism such as a so-called variable valve timing & lift mechanism that can change the opening / closing timing and lift amount of the intake valve 31. The opening / closing timing and the lift amount can be varied to a suitable one according to the engine state and the combustion mode. Furthermore, in this multi-fuel internal combustion engine, a so-called electromagnetically driven valve that opens and closes the intake valve 31 using electromagnetic force may be used in order to obtain the same effect as the variable valve mechanism.

  Next, the fuel supply device 50 will be described. The fuel supply device 50 guides a plurality of types of fuel having different properties to the combustion chamber CC. In the first embodiment, two types of fuels having different properties (a first fuel F1 stored in the first fuel tank 41A and a second fuel F2 stored in the second fuel tank 41B) are preliminarily stored in a predetermined fuel. An example is shown in which the mixture is mixed at a mixing ratio and the mixed fuel is directly injected into the combustion chamber CC. Therefore, in this type of fuel supply apparatus 50, the fuel mixing ratio is the fuel content ratio of each fuel in the combustion chamber CC.

  Specifically, the fuel supply device 50 includes a first feed pump 52A that sucks up the first fuel F1 from the first fuel tank 41A and sends it to the first fuel passage 51A, and a second fuel F2 from the second fuel tank 41B. Fuel mixing for mixing the second feed pump 52B sucked up and sent to the second fuel passage 51B, and the first and second fuels F1 and F2 sent from the first and second fuel passages 51A and 51B, respectively. Means 53, a high-pressure fuel pump 55 that pressurizes the mixed fuel produced by the fuel mixing means 53 and pumps it to the high-pressure fuel passage 54, and a delivery passage that distributes the mixed fuel in the high-pressure fuel passage 54 to each cylinder. 56 and a fuel injection valve 57 for each cylinder for injecting the mixed fuel supplied from the delivery passage 56 into the combustion chamber CC.

  In the fuel supply device 50, the first feed pump 52A, the second feed pump 52B, and the fuel mixing means 53 are driven and controlled by the fuel mixing control means (fuel content ratio control means) of the electronic control device 1, thereby The fuel mixing means 53 is configured to generate a mixed fuel having a fuel mixing ratio in accordance with operating conditions such as the combustion mode and the engine operating point. For example, the fuel supply device 50 adjusts the fuel mixing ratio of the mixed fuel by adjusting the discharge amounts of the first feed pump 52A and the second feed pump 52B to the fuel mixing control means of the electronic control device 1. Alternatively, the fuel mixing ratio of the mixed fuel may be adjusted by increasing or decreasing the mixing ratio of the first and second fuels F1 and F2 in the fuel mixing means 53 in accordance with the instruction of the fuel mixing control means. Here, the fuel mixing ratio in the fuel mixing means 53 of the first embodiment is a variation value that varies depending on the engine state, the combustion mode, and the like.

  In addition, the fuel supply device 50 causes the high-pressure fuel pump 55 and the fuel injection valve 57 to be driven and controlled by the fuel injection control means of the electronic control unit 1, so that a desired fuel injection amount, fuel injection timing and fuel injection period can be obtained. The generated mixed fuel is configured to be injected under fuel injection conditions such as the above. For example, the fuel injection control means of the electronic control unit 1 pumps the mixed fuel from the high-pressure fuel pump 55 and causes the fuel injection valve 57 to perform injection under fuel injection conditions corresponding to the engine state, combustion mode, and the like.

  The mixed fuel supplied to the combustion chamber CC in this way is combusted by the ignition operation in the ignition mode corresponding to the combustion mode in combination with the air described above. The in-cylinder gas (combustion gas) after the combustion is discharged from the combustion chamber CC to the exhaust port 11c shown in FIG. Here, an exhaust valve 61 that opens and closes an opening between the exhaust port 11c and the combustion chamber CC is disposed. The number of openings may be one or more, and the exhaust valve 61 described above is provided for each opening. Accordingly, in this multi-fuel internal combustion engine, the combustion gas is discharged from the combustion chamber CC to the exhaust port 11c by opening the exhaust valve 61, and the combustion gas exhaust port is closed by closing the exhaust valve 61. The discharge to 11c is blocked.

  Here, as the exhaust valve 61, as in the intake valve 31 described above, a valve with a power transmission mechanism, a valve with a variable valve mechanism such as a so-called variable valve timing & lift mechanism, or a so-called electromagnetically driven valve can be used. Can be applied.

  By the way, in an internal combustion engine, combustion modes are generally divided into a diffusion combustion mode and a flame propagation combustion mode, and a compression auto-ignition mode and a premixed spark ignition mode are prepared as ignition modes corresponding to the combustion modes. Hereinafter, they are collectively referred to as a combustion mode, and are respectively referred to as a compression autoignition diffusion combustion mode and a premixed spark ignition flame propagation combustion mode.

  First, the compression self-ignition diffusion combustion mode is a method in which a part of fuel is self-ignited by injecting high-pressure fuel into high-temperature compressed air formed in the combustion chamber CC in the compression stroke, and the fuel and air Is a combustion mode in which combustion proceeds while diffusing and mixing. Here, since the compressed air in the combustion chamber CC and the fuel are difficult to be mixed instantaneously, immediately after the start of fuel injection, the air-fuel ratio varies in some places. On the other hand, it is generally preferable to use a fuel having excellent ignitability as described below when performing diffusion combustion, and such a fuel with good ignitability does not have to wait for the entire injection amount to be injected. It will ignite by itself at the air fuel ratio suitable for combustion. For this reason, in this compression self-ignition diffusion combustion mode, the fuel of the air-fuel ratio part suitable for combustion self-ignites first, and the flame formed thereby gradually advances the combustion while entraining the remaining fuel and air. Let

  In order to operate in this compressed self-ignition diffusion combustion mode, a fuel with good ignitability whose ignition point is lower than the compression heat of compressed air is usually required. For example, light oil or dimethyl ether can be considered as the fuel with good ignitability. Further, in recent years, GTL (Gas To Liquids) fuel has attracted attention as an alternative fuel for light oil, and this GTL fuel is easily produced in a desired property. For this reason, the GTL fuel produced | generated in order to improve ignitability can also be used for fuel with good ignitability. Such fuel with good ignitability not only enables compression auto-ignition diffusion combustion, but also reduces the generation amount of nitrogen oxides (NOx) when operating in the compression auto-ignition diffusion combustion mode, Noise and vibration during combustion can be suppressed.

  On the other hand, in the premixed spark ignition flame propagation combustion mode, the premixed gas in the combustion chamber CC in which fuel and air are mixed in advance is given a spark by spark ignition, and combustion is performed while propagating the flame around the fire type. It is a combustion form that advances the. In this premixed spark ignition flame propagation combustion mode, homogeneous combustion for igniting a homogeneously mixed premixed gas or a highly concentrated premixed gas is formed around the ignition means, and further, a lean mixture is formed around the premixed spark ignition flame propagation combustion mode. It includes a combustion mode such as stratified combustion in which a premixed gas is formed and ignition is performed on the rich premixed gas.

  As a fuel suitable for the premixed spark ignition flame propagation combustion mode, a highly evaporative fuel represented by gasoline is generally considered. As such highly evaporable fuel, in addition to gasoline, GTL fuel produced as a highly evaporable property, dimethyl ether, and the like are known. Here, highly evaporable fuel is easy to be mixed with air, so it reduces the fuel rich region and contributes to the suppression of particulate matter (PM), smoke, NOx and unburned hydrocarbons (unburned HC). To do.

  The multi-fuel internal combustion engine of the first embodiment is configured to enable operation in at least both combustion modes. Accordingly, the multifuel internal combustion engine of the first embodiment is provided with the spark plug 71 shown in FIG. 1 for spark ignition of the premixed gas in order to enable operation in the premixed spark ignition flame propagation combustion mode. To do. This spark plug 71 executes spark ignition when the ignition timing according to the engine state in the premixed spark ignition flame propagation combustion mode is reached in accordance with the instruction of the ignition timing control means of the electronic control unit 1.

  Further, in the first embodiment, as the first fuel F1 in the first fuel tank 41A, a highly evaporable and low ignitable fuel (hereinafter referred to as “highly evaporative fuel”) is stored, and the second fuel tank is stored. A fuel with high ignitability and low evaporability (hereinafter referred to as “highly ignitable fuel”) is stored as the second fuel F2 in 41B. For example, gasoline is stored as the first fuel F1, and light oil is stored as the second fuel F2.

  In addition, the electronic control device 1 of the first embodiment is provided with combustion mode setting means for setting the combustion mode. The combustion mode setting means exemplified here uses the combustion mode map data as shown in FIG. 2 with the engine state (engine speed Ne and engine load Kl) as parameters, and the optimum combustion mode according to the engine state. To select. For example, this combustion mode map data is operated in the compression auto-ignition diffusion combustion mode when the engine is in a medium / high load / low rotation or high load / high rotation state, and the light load / low rotation, low / medium load / high rotation, etc. The engine is preliminarily set based on experiments and simulations so as to be operated in the premixed spark ignition flame propagation combustion mode. That is, the second fuel (highly ignitable fuel) F2 suitable for the compression self-ignition diffusion combustion mode can be regarded as a high load fuel, while the first fuel suitable for the premixed spark ignition flame propagation combustion mode. (Highly evaporative fuel) F1 can be regarded as a light load fuel. The engine speed Ne can be grasped from the detection signal of the crank angle sensor 16 shown in FIG. The crank angle sensor 16 is a sensor that detects the rotation angle of the crankshaft 15. On the other hand, the engine load Kl can be grasped from the detection signal of the air flow meter 23 described above.

  For example, when the compression auto-ignition diffusion combustion mode is selected, the content ratio of the second fuel (highly ignitable fuel) F2 alone or the second fuel (highly ignitable fuel) F2 in the combustion chamber CC is set to the first The fuel (highly evaporable fuel) F1 is made higher than the content ratio, and the fuel is changed to a highly ignitable fuel suitable for the engine state at that time. On the other hand, when the premixed spark ignition flame propagation combustion mode is selected, the content ratio of the first fuel (highly evaporative fuel) F1 alone or the first fuel (highly evaporative fuel) F1 in the combustion chamber CC is determined. The fuel is made higher than the content ratio of the second fuel (highly ignitable fuel) F2, and is changed to a highly evaporable fuel suitable for the engine state at that time.

  Thus, which combustion mode this combustion mode setting means selects depends on the engine state (engine speed Ne and engine load Kl) of the multifuel internal combustion engine. For this reason, for example, it is rare that the respective combustion modes are continuously selected at an equivalent ratio, and one combustion mode may be frequently used for the other, so that the first fuel in the first fuel tank 41A is used. F1 and the second fuel F2 in the second fuel tank 41B are not necessarily consumed evenly, and the fuel in one of the fuel containers decreases first. Accordingly, in the multi-fuel internal combustion engine exemplified here, when the first fuel (highly evaporative fuel) F1 as the light load fuel is consumed, the second fuel (high ignitability) as the high load fuel is consumed. Even if the fuel (F2) remains, the light load operation cannot be performed thereafter, and the subsequent operation becomes impossible.

  Therefore, in the first embodiment, the cruising distance of the vehicle from the present time is clearly indicated to the driver, thereby avoiding the shutdown of the multi-fuel internal combustion engine due to fuel shortage. Here, the electronic control device 1 is provided with a cruising distance estimating means for estimating the cruising distance of the vehicle from the current time, and a travel information display control means for displaying information on the estimated cruising distance on the display means 81. . As the display means 81, for example, an instrument panel or a monitor can be considered.

The cruising distance estimation means of the first embodiment is configured to estimate the cruising distance based on the remaining amounts V _L and V _{H of} the first and second fuels F1 and F2 and past operating conditions. .

Information on the remaining amount _VL of the first fuel F1 is detected by using a remaining fuel amount detecting means 42A such as a remaining amount meter disposed in the first fuel tank 41A. Further, information of the remaining amount V _H of the second fuel F2 causes detected using fuel residual quantity detecting means 42B of the fuel gauge or the like disposed in the second fuel tank 41B.

On the other hand, as past operating conditions, information such as past combustion modes and past engine operating points may be used. Here, however, the first and the past in the past simply and uniquely representing these operating histories. The consumption history information of each of the second fuels F1 and F2 is used as a past operating condition. As the first and consumption history information of each of the second fuel F1, F2, utilize fuel C _L, information of the C _H at the first and last predetermined period of the second fuel F1, F2. The fuel mileages C _L and C _H of the first and second fuels F1 and F2 may be average fuel mileages from a predetermined starting point after refueling or after detecting an ignition ON signal, for example. It may be an average fuel consumption obtained during a predetermined period. Regarding the fuel efficiency C _L and C _H of each of the first and second fuels F1 and F2, information on the travel distance during the period to be calculated and information on the consumption amounts of the first and second fuels F1 and F2 And the latest one is stored in storage means such as a RAM of the electronic control unit 1. The travel distance information can be obtained by integrating travel distance information detected from travel distance detection means 91 such as a travel distance meter for a certain period in the past. The consumption amounts of the first and second fuels F1 and F2 may be calculated from the information of the remaining amounts V _L and V _H , respectively. You may make it calculate from each information of the fuel mixing ratio (control command value to the fuel mixing means 53) of 2 fuel F2, and fuel injection amount. That is, the fuel mileages C _L and C _H of the first and second fuels F1 and F2 obtained here are determined in consideration of the fuel mixture ratio of the first fuel F1 and the second fuel F2 during the calculation target period. It is the entered value.

  Specifically, an example of the cruising distance display operation of the control apparatus for the multifuel internal combustion engine in the first embodiment will be described based on the flowchart of FIG.

First, in the electronic control unit 1 of the first embodiment, the remaining amount _VL , V2 of the first and second fuels F1, F2 using the remaining fuel amount detecting means 42A, 42B by the cruising distance estimating means. with the detection of _H (step ST1), reads the fuel consumption C _L in the past predetermined period of the first and second fuel F1, F2, the information of the C _H from the storage means such as a RAM (step ST2).

Subsequently, the cruising distance estimation means is configured to determine the consumption history of each of the first and second fuels F1 and F2 in the past fixed period, in other words, the operating state (throttle opening change and Assuming that fuel injection timing changes will continue to be the same in the future, the cruising distance D _L (= C _L · V _L ) with only the first fuel F1 and the cruising distance D _{H with} only the second fuel F2 (= C _H · V _H ) is obtained and compared (C _H · V _H ≧ C _L · V _L ) (step ST3). That is, in step ST3, when the same operation state as in the past fixed period is continued, the first fuel (highly evaporative fuel) F1 that is a light load fuel and the second fuel (high ignitability) that is a high load fuel. It is determined which of the fuel (F2) will be consumed first.

The cruising range estimating means, when it is determined that the cruising distance D _H of only the second fuel F2 is affirmative determination in the step ST3 is higher cruising range D _L of only the first fuel F1, i.e., fuel for light loads first fuel upcoming if (high volatility fuels) F1 is judged to be exhausted first, estimates the driving range D _L of only a first fuel F1 as the remaining traveling distance D of the vehicle (step ST4). Then, the electronic control unit 1 according to the first embodiment causes the travel information display control means to display the information on the cruising distance D estimated in step ST4 on the display means 81 (step ST5). In other words, in this case, until the first fuel F1 is exhausted while maintaining the same operating state as the past fixed period (that is, the fuel mixing ratio of the first fuel F1 and the second fuel F2 equivalent to the past predetermined period) The shortest cruising distance D (= D _L ) is indicated to the driver until the first fuel F1 is exhausted with the fuel mileages C _L and C _H. Therefore, in this case, the multifuel internal combustion engine can be continuously operated until the cruising distance D (= D _L ) is reached as long as the operation state is maintained as in the past fixed period, and the cruising distance D (= If at least the first fuel (highly evaporative fuel) F1, which is a light load fuel, is replenished before reaching (D _L ), the cruising distance D can be extended.

On the other hand, if the cruising distance estimator of the first embodiment, it is determined that the cruising distance D _H of only the second fuel F2 is negative determination in step ST3 is shorter than the traveling distance D _L of only the first fuel F1 That is, when it is determined that the second fuel (highly ignitable fuel) F2 as the high load fuel is exhausted first, information on the fuel efficiency C _L0 when operating using only the first fuel F1 is stored in the RAM or the like. Read from the storage means (step ST6). For example, information on the fuel consumption C _L0 uses fuel consumption information in an average normal operation state that is preset as unique to the engine.

  Thereafter, the cruising distance estimation means estimates the remaining cruising distance D of the vehicle using the following equation 1 (step ST7). This formula 1 is the shortest when the second fuel F2 is run first while maintaining the same operating condition as in the past fixed period, and then the first fuel F1 is used only until the first fuel F1 is exhausted. Is an arithmetic expression for obtaining the cruising distance D. Therefore, also in this case, the multi-fuel internal combustion engine can be continuously operated until the cruising distance D is reached as long as the operation state is maintained as in the past fixed period, and at least lightly until the cruising distance D is reached. The cruising distance D can be extended by replenishing the first fuel (highly evaporative fuel) F1 as the load fuel.

D = C _H · V _H + (V _L −C _H · V _H / C _L ) · C _L0 (1)

  Then, the travel information display control means of the first embodiment proceeds to step ST5 and causes the display means 81 to display information on the cruising distance D estimated in step ST7. As a result, the shortest cruising distance D when the driving state similar to the past fixed period is maintained is shown to the driver. In this case, until reaching the cruising distance D, the same as in the past fixed period. The multi-fuel internal combustion engine can continue to be operated as long as the operation state is maintained, and the cruising distance can be achieved if at least the first fuel (high evaporative fuel) F1, which is a light load fuel, is replenished before reaching the cruising distance D. D can be extended.

  Thus, according to the control apparatus for the multi-fuel internal combustion engine of the first embodiment, the cruising distance D with high accuracy that does not stop the multi-fuel internal combustion engine due to a shortage of fuel as long as the operation state similar to the past fixed period is maintained. Can be estimated. Therefore, by providing the driver with information on the high-accuracy cruising distance D, the multifuel internal combustion engine can continue until the driver reaches the cruising distance D while maintaining the same operating condition as in the past certain period. As long as refueling is performed, it is possible to avoid a situation in which operation becomes impossible due to fuel shortage.

  Next, a second embodiment of the control apparatus for a multi-fuel internal combustion engine according to the present invention will be described with reference to FIGS.

  In the control apparatus for the multi-fuel internal combustion engine of the first embodiment described above, the driver can know the shortest cruising distance D of the vehicle by the display information on the display means 81, but the past driving history (first and If not constrained by the consumption history of the second fuels F1 and F2, the multi-fuel internal combustion engine may continue to operate (that is, the cruising distance D of the vehicle can be extended). For example, since the multifuel internal combustion engine may be able to extend the operation continuation time by changing the operation conditions such as the combustion mode and the engine operating point, in this case, the cruising distance D of the vehicle can be extended.

  Therefore, the control device for the multi-fuel internal combustion engine of the second embodiment is configured such that the cruising distance priority control can be performed in the control device of the first embodiment as long as the cruising distance D can be extended. In the second embodiment, it is exemplified that the driver selects whether to give priority to the cruising distance, but the control device itself may be able to select according to the remaining amount of fuel, for example.

  In the following, the operation mode when the cruising distance priority control is not performed is referred to as a normal operation mode, and the operation mode when the cruising distance priority control is performed is referred to as a save operation mode. Therefore, in the second embodiment, the control device is configured so that the driver can switch between the normal operation mode and the save operation mode. Specifically, the operation mode switching means that can switch between the normal operation mode and the evacuation operation mode and can determine whether the operation mode can be changed to the evacuation operation mode can be electronically controlled. It is provided in the device 1. Then, the travel information display control means of the electronic control device 1 is configured to display that on the display means 81 when switching to the save operation mode is possible. Further, the vehicle according to the second embodiment is provided with the operation mode input means 82 shown in FIG. 1 for allowing the driver to select the normal operation mode or the save operation mode based on the display information. As the operation mode input means 82, for example, a changeover switch disposed on a steering wheel or the like, an operation mode selection icon displayed on the screen of a display means (so-called touch panel) 81, and the like can be considered.

  Whether or not it is possible to switch to the save operation mode is determined by checking whether or not the fuel efficiency is improved by moving the engine operating point on the iso-output line of the operation condition map data shown in FIG. In other words, for example, when fuel that is likely to be exhausted in the future is mainly used under the current operating conditions, there are engine operating points with low fuel consumption on the same iso-output line. If so, it is determined that switching to the save operation mode is possible. Also, in that case, if the engine operating point of the current operating condition can be moved to the position of the operating condition where the other fuel is mainly used on the same iso-output line, the evacuation operation mode is also used at that time. It is determined that switching to is possible.

Here, in order for the operation mode switching means to determine whether or not it is possible to switch to the save operation mode, it is necessary to know which fuel will be used up in the future. For this reason, the electronic control apparatus 1 according to the second embodiment is provided with exhausted fuel estimation means for estimating the fuel exhausted first. As with the cruising distance estimation means of the first embodiment, the exhaust fuel estimation means includes information on the remaining amounts V _L and V _H of the first and second fuels F1 and F2, and the past first and second fuels. The consumption history information (operation history information) of each of the second fuels F1 and F2 is used to estimate the fuel that is exhausted first.

  Specifically, an example of the operation mode selection display operation and the operation mode setting operation of the control apparatus for the multifuel internal combustion engine in the second embodiment will be described based on the flowchart of FIG. The operation mode selection display operation may be performed independently, or may be performed simultaneously with the cruising distance display operation of the first embodiment described above. That is, only the fact that the cruising distance D can be extended may be displayed on the display means 81 or may be displayed on the display means 81 together with the cruising distance D.

First, the electronic control unit 1 according to the second embodiment uses the remaining fuel amount detection means 42A and 42B by the consumed fuel estimation means, and the remaining amounts _VL and V1 of the first and second fuels F1 and F2, respectively. _{In addition} to detecting _H (step ST11), information on the fuel mileages C _L and C _H of the first and second fuels F1 and F2 in a past fixed period is read from storage means such as a RAM (step ST12). Assuming that the consumption history of each of the first and second fuels F1 and F2 during the period (the operation state of the multi-fuel internal combustion engine during the past fixed period) will continue to be the same in the future, the first fuel F1 is operated thereafter. Cruising distance D _L (= C _L · V _L ) and cruising distance D _H (= C _H · V _H ) when operated with only the second fuel F2 and comparing (C _H · V _H ≧ C _L · V _L ) (step ST13). In other words, the exhaust fuel estimation means of the second embodiment, like the cruising distance estimation means of the first embodiment described above, is the first fuel (high fuel) that is the light load fuel when the driving state similar to the past fixed period is continued. A determination is made as to which of the evaporative fuel (F1) and the second fuel (highly ignitable fuel) F2 that is a high load fuel is consumed up first.

  Subsequently, when the electronic control device 1 according to the second embodiment makes an affirmative determination in step ST13 and determines that the first fuel (highly evaporative fuel) F1 that is the light load fuel is exhausted first, By changing the operating condition by the mode switching means, it is determined whether or not the cruising distance D can be extended by suppressing the consumption of the first fuel F1 (step ST14). On the other hand, if the operation mode switching means makes a negative determination in step ST13 and determines that the second fuel (highly ignitable fuel) F2 as the high load fuel is exhausted first, it changes the operation conditions. Thus, the consumption of the second fuel F2 is suppressed, and thereby it is determined whether or not the cruising distance D can be extended (step ST15). That is, in steps ST14 and ST15 here, it is determined whether or not the cruising distance D can be extended when the same driving state as in the past fixed period is maintained.

  Then, when an affirmative determination is made in step ST14 or step ST15, the travel information display control means of the second embodiment, for example, of the cruising distance D obtained in step ST4 or step ST7 of FIG. The display means 81 displays that the extension is possible (step ST16). For example, FIG. 4 described above shows a case where an affirmative determination is made in step ST15.

  Since the driver can know from the display information that the cruising distance D can be extended, the driver selects the normal operation mode or the save operation mode via the operation mode input means 82 described above. The operation mode switching means of the second embodiment determines whether or not there is a request for extending the cruising distance D by receiving the selection result (step ST17). In step ST17, it is determined whether or not there is a request for extending the cruising distance D by determining whether or not the save operation mode is selected. Therefore, when the driver selects the normal operation mode, an affirmative determination is made in step ST17 to determine that there is a request for extending the cruising distance D, and when the driver selects the evacuation operation mode, this step is performed. In ST17, a negative determination is made, and it is determined that there is no request for extending the cruising distance D.

  Therefore, when an affirmative determination is made in step ST17, the electronic control device 1 of the second embodiment switches the operation mode to the save operation mode by the operation mode switching means, and the operation control in the save operation mode (ie, The cruising distance extension control) is executed by the fuel mixing control means, the fuel injection control means, the ignition timing control means, the combustion mode setting means, etc. (step ST18). For example, when an affirmative determination is made in step ST14, the second fuel (highly ignitable fuel) F2, which is a high load fuel, is mainly used to operate in the compression autoignition diffusion combustion mode, thereby the first fuel F1. The cruising distance D is extended while suppressing the consumption of. If the determination in step ST15 is affirmative, the first fuel (highly evaporative fuel) F1, which is a light load fuel, is mainly used to operate in the premixed spark ignition flame propagation combustion mode. The cruising distance D is extended while suppressing the consumption of the fuel F2.

  On the other hand, if a negative determination is made in step ST17, or if a negative determination is made in step ST14 or step ST15, the electronic control unit 1 of the second embodiment changes the normal operation mode to the operation mode by the operation mode switching means. And is operated in this normal operation mode. Here, since it is illustrated as being operated in the normal operation mode first, the normal operation mode is maintained in this case (step ST19).

  Here, there may be a case where the vehicle is already driven in the save operation mode. Accordingly, in this case, when a negative determination is made in step ST14, step ST15, or step ST17, the operation in the already-executed save operation mode is maintained.

  Further, even if the vehicle is already operating in the save operation mode, there is a possibility that the fuel consumption information used in step ST12 is the information before execution of the current save operation. Therefore, in such a case, there is a high possibility that an affirmative determination is made in step ST14 or step ST15. However, if the cruising distance D cannot be further extended at that time, the cruising distance D in step ST16 can be extended. It is preferable to maintain the operation in the save operation mode that has already been executed without performing the display indicating that the Thereby, since it is not necessary to provide misleading information to the driver, the frequency of the driver's line-of-sight movement can be suppressed, and the operational safety can be improved.

  As described above, the control device for the multifuel internal combustion engine of the second embodiment not only provides the driver with accurate information on the cruising distance D as in the first embodiment, but also whether the cruising distance D can be extended. If it is possible to extend and there is a request for the extension, it is possible to switch to the operation of extending the cruising distance D. Therefore, according to this control device for a multi-fuel internal combustion engine, even if it becomes difficult to replenishment because, for example, there is no fueling facility nearby, the cruising distance D is extended as much as possible, and the vehicle cannot run due to running out of fuel. Can be avoided. Further, according to the control apparatus for the multi-fuel internal combustion engine, the driver can determine whether or not the cruising distance D can be extended by looking at the highly accurate cruising distance D information displayed on the display means 81. For example, the cruising distance D If the fueling facility exists before reaching the value, the normal operation mode with relatively high output performance can be maintained at the discretion of the driver.

  In the second embodiment, input means such as a cruising distance extension button may be prepared instead of the operation mode input means 82 described above. For example, when the display means 81 is a touch panel type, the cruising distance extension button may be displayed on the screen together with the display information of step ST16. In this case, the cruising distance extension button on the screen is What is necessary is just to make it judge that "the cruising range extension request | requirement exists" when pressed.

  Next, a third embodiment of the control apparatus for a multi-fuel internal combustion engine according to the present invention will be described with reference to FIGS.

  The control device for the multi-fuel internal combustion engine of the third embodiment is a modification of the control device for the multi-fuel internal combustion engine of the first embodiment, and only the cruising distance calculation operation is changed in the control device of the first embodiment. It is.

  Specifically, an example of the cruising distance display operation of the control device for the multifuel internal combustion engine in the third embodiment will be described based on the flowchart of FIG.

First, in the electronic control unit 1 of the third embodiment, the remaining amount V _{L of} each of the first and second fuels F1 and F2 is detected by the cruising distance estimating unit using the remaining fuel amount detecting units 42A and 42B. V _H is detected (step ST21), and information on the travel distance D ₁ in the past fixed period and information on the fuel consumption amounts V _L1 and V _H1 of the first and second fuels F1 and F2 are stored in a RAM or the like. (Step ST22). Accordingly, in the present embodiment 3 calculates the information of the travel distance D ₁ of the past predetermined period based on the detection signal of the travel distance detecting means 91 and stores it in the storage means. In addition, regarding the information on the fuel consumption amounts V _L1 and V _H1 of the first and second fuels F1 and F2 in the past fixed period, the remaining amounts V _L and V _H of the first and second fuels F1 and F2 It is calculated from the information, each information of the fuel mixture ratio and the fuel injection amount of the first fuel F1 and the second fuel F2, and the like and stored in the storage means. Note that the the travel distance D ₁ of the information, reads the travel distance information in the past stored in the storage means a predetermined period, which may be obtained by integrating each time.

  Further, the cruising distance estimation means obtains an average fuel consumption C obtained by combining the first fuel F1 and the second fuel F2 in the past fixed period based on the information obtained in step ST22 from the following equation (2). While calculating (step ST23), the average fuel mixture ratio R between the 1st fuel F1 and the 2nd fuel F2 in the past fixed period is calculated from following formula 3 (step ST24).

C = D ₁ / (V _L1 + V _H1 ) (2)

R = V _H1 / V _L1 (3)

Subsequently, this cruising distance estimation means uses which of the first and second fuels F1 and F2 is used first when the fuel mixture ratio R in the past fixed period of step ST24 is operated in the future. It is judged whether it is fulfilled (V _H ≧ R · V _L ) (step ST25).

  The cruising distance estimation means is operated in the same manner as in the past fixed period when it is determined affirmative in step ST25 and it is determined that the first fuel (highly evaporative fuel) F1 as the light load fuel is exhausted first. Until the first fuel F1 is exhausted while maintaining the state (that is, until the first fuel F1 is exhausted at the fuel mixture ratio R or fuel consumption C of the first fuel F1 and the second fuel F2 equivalent to the past fixed period) ) Is estimated from the following equation 4 (step ST26). Then, the travel information display control means of the third embodiment displays information on the cruising distance D estimated in step ST26 on the display means 81 (step ST27).

D = C · V _L · (1 + R) (4)

On the other hand, in the cruising distance estimation means of the third embodiment, when the negative determination is made in step ST25 and it is determined that the second fuel (highly ignitable fuel) F2 as the high load fuel is exhausted first, Information on fuel consumption C _L0 when driving using only one fuel F1 is read from a storage means such as a RAM (step ST28), and the second fuel F2 is operated while maintaining the same operating state as in the past fixed period. The shortest cruising distance D when driving until the first fuel F1 is exhausted by using only the first fuel F1 is estimated from the following formula 5 (step ST29). Then, the travel information display control means of the third embodiment proceeds to step ST27 and causes the display means 81 to display information on the cruising distance D estimated in step ST29.

D = C · V _H · (1 + 1 / R) + C _L0 · (V _L −V _H / R) (5)

  Thus, also in the control apparatus for the multifuel internal combustion engine of the third embodiment, the multi-fuel internal combustion engine with a high cruising distance D that does not stop the multifuel internal combustion engine due to shortage of fuel as long as the operation state similar to the past fixed period is maintained. Information can be estimated. Therefore, by providing the driver with information on the high-accuracy cruising distance D, the multifuel internal combustion engine can continue until the driver reaches the cruising distance D while maintaining the same operating condition as in the past certain period. As long as at least the first fuel (highly evaporative fuel) F1, which is a light load fuel, is replenished, a situation in which operation becomes impossible due to a shortage of fuel is avoided.

  By the way, the above-described exhausted fuel estimation means of the second embodiment may execute the estimation of the fuel that has been used up in the same manner as the cruising distance estimation means of the third embodiment described above. In this case, as shown in the flowchart of FIG. 7, the exhausted fuel estimation means estimates the fuel that will be exhausted first by causing the calculation processing and determination processing of steps ST21 to ST25 described above to be executed. Then, in this case, the electronic control unit 1 proceeds to step ST14 or step ST15 according to the estimation result, and causes the operation mode switching means to determine whether or not the cruising distance D can be extended, Finally, the fuel mixture control unit or the like is caused to execute the extension control of the cruising distance D or the maintenance control of the normal operation mode. Even in this case, the control apparatus for the multi-fuel internal combustion engine can be switched to the operation for extending the cruising distance D if the cruising distance D can be extended and there is a request for the extension. Therefore, even if such a control device for a multi-fuel internal combustion engine falls into a situation where it is difficult to replenish due to reasons such as the fact that there is no fueling facility nearby, as in the second embodiment, the cruising distance D is extended as much as possible. In this way, it is possible to avoid the inability to run due to running out of fuel.

  Next, a fourth embodiment of the control apparatus for a multi-fuel internal combustion engine according to the present invention will be described with reference to FIGS.

  In the control apparatus for the multifuel internal combustion engine of the second embodiment described above, when the cruising distance D can be extended, this is indicated to the driver, and when the driver desires to extend the cruising distance in the save operation mode. The extended operation of D is executed. However, since the save operation mode is an operation mode in which fuel efficiency is more important than the output performance of the multi-fuel internal combustion engine, the driver does not always desire to operate in the save operation mode, and suppresses a decrease in output performance as much as possible. You may want to drive. In other words, if the driver can extend the operation time in the normal operation mode, the driver can postpone the switching to the save operation mode as much as possible, and the multi-fuel internal combustion engine with the best output performance as much as possible. May want to keep driving.

  Therefore, the control device for the multi-fuel internal combustion engine of the fourth embodiment performs the normal operation mode extension control in the control device of the first or second embodiment described above if the operation time in the normal operation mode can be extended. Configure to do so. In the fourth embodiment, it is exemplified that the driver can select whether or not to extend the operation time in the normal operation mode. However, the control device itself may be able to select, for example, according to the remaining amount of fuel. .

  Specifically, the electronic control device 1 according to the fourth embodiment can switch between the normal operation mode and the save operation mode, and can extend the normal operation mode by changing the operation conditions. An operation mode switching means capable of determining whether or not is provided. If the control device of the fourth embodiment is based on the control device of the first embodiment, the operation mode switching means has such a switching function and a determination function. If the control device 4 is based on the control device of the second embodiment described above, in addition to the switching function and the determination function, the operation condition is changed as in the second embodiment to switch to the save operation mode. It also has a function of determining whether or not it can be performed.

  Whether or not the normal operation mode can be extended is determined by moving the engine operating point on the iso-output line of the operating condition map data shown in FIG. 4 (the fuel mixture ratio of the first and second fuels F1 and F2). For example, as shown in FIG. 8, it is determined whether or not the operation time in the normal operation mode can be extended without reducing the cruising distance D. FIG. 8 is a diagram exemplifying when the second fuel (highly ignitable fuel) F2 that is a high load fuel disappears before the first fuel (highly evaporative fuel) F1 that is a light load fuel in the normal operation mode. In this example, there is a request for extending the cruising distance D in Example 2 when there is no request for extending the normal operation mode, and a state when there is a request for extending the normal operation mode. That is, also in the fourth embodiment, it is necessary to know which fuel is used up first. For this reason, the electronic control device 1 of the fourth embodiment has the same exhausted fuel estimation means as in the second embodiment. Is provided.

  In the fourth embodiment, the travel information display control means is configured so that the display means 81 displays the fact when the extension to the normal operation mode is possible, and the operation mode exemplified in the second embodiment. Input means 82 is provided in the vehicle. If the control device of the fourth embodiment is based on the control device of the first embodiment described above, the travel information display control means is in the normal operation mode in addition to the display information of the cruising distance D of the first embodiment. If the control device of the fourth embodiment is based on the control device of the second embodiment described above, in addition to the display information of the cruising distance D and the display information of the cruising distance extendable display To display the normal operation mode extension possible display.

  Hereinafter, an example of the operation mode selection display operation and the operation mode setting operation of the control device for the multifuel internal combustion engine in the fourth embodiment will be described based on the flowchart of FIG. The operation mode selection display operation may be performed independently, or may be performed simultaneously with the cruising distance display operation. In other words, only the fact that the normal operation mode can be extended may be displayed on the display unit 81 or may be displayed on the display unit 81 together with the cruising distance D. In the following description, it is assumed that the control device of the fourth embodiment is configured based on the control device of the second embodiment.

First, the electronic control unit 1 according to the fourth embodiment uses the remaining fuel amount detection means 42A and 42B by the consumed fuel estimation means, and the remaining amounts V _L and V 2 of the first and second fuels F1 and F2, respectively. _{In addition} to detecting _H (step ST31), information on the fuel mileages C _L and C _H of the first and second fuels F1 and F2 in a past fixed period is read from storage means such as a RAM (step ST32). Assuming that the consumption history of each of the first and second fuels F1 and F2 during the period (the operation state of the multi-fuel internal combustion engine during the past fixed period) will continue to be the same in the future, the first fuel F1 is operated thereafter. Cruising distance D _L (= C _L · V _L ) and cruising distance D _H (= C _H · V _H ) when operated with only the second fuel F2 and comparing (C _H · V _H ≧ C _L · V _L ) (step ST33). That is, the exhaust fuel estimation means of the fourth embodiment is similar to the above-described second embodiment, and when the same operation state as in the past fixed period is continued, the first fuel (highly evaporative fuel) F1 that is a light load fuel, It is determined which of the second fuel (highly ignitable fuel) F2, which is a high load fuel, is consumed first.

  Subsequently, when the electronic control device 1 according to the fourth embodiment makes a negative determination in step ST33 and determines that the second fuel (highly ignitable fuel) F2 that is a high load fuel is exhausted first, It is determined whether or not the normal operation mode can be extended while maintaining at least the cruising distance D by changing the operation condition by the mode switching means (step ST34).

  Here, when an affirmative determination is made in step ST34, the travel information display control means of the fourth embodiment causes the display means 81 to display that the normal operation mode can be extended (step ST35). Accordingly, the driver can know that the normal operation mode can be extended, and therefore selects the normal operation mode or the save operation mode via the operation mode input means 82 described above. The operation mode switching means of the fourth embodiment determines whether or not there is a request for extending the normal operation mode by receiving the selection result (step ST36). In step ST36, it is determined that there is a request for extending the normal operation mode when the normal operation mode is selected. If an affirmative determination is made in step ST36, the electronic control unit 1 of the fourth embodiment shifts the transmission to the low gear side, and premixed spark ignition mainly composed of light load fuel on the same output power line. By operating in the flame propagation combustion mode, the extended operation of the normal operation mode is executed (step ST37). Here, as shown in FIG. 8, the usage rate of the second fuel (highly ignitable fuel) F2, which is a high load fuel, is reduced and the light load fuel is the first as compared to when the normal operation mode is not performed. While increasing the usage ratio of one fuel (highly evaporative fuel) F1, for example, while maintaining the cruising distance D obtained in step ST4 or step ST7 of FIG. The operation in the normal operation mode used is performed.

  On the other hand, when a negative determination is made in step ST34 or step ST36, the operation mode switching means of the fourth embodiment changes the operating conditions as in the case of step ST15 of the second embodiment, so that the operation mode switching means is a high load fuel. It is determined whether or not the cruising distance D can be extended by suppressing the consumption of the second fuel (highly ignitable fuel) F2 (step ST38). That is, in this step ST38, it is determined whether or not the cruising distance D can be extended when the driving state similar to the past fixed period is maintained. If an affirmative determination is made in step ST38, the travel information display control means of the fourth embodiment notifies the display means 81 that the cruising distance D can be extended, as in step ST16 of the second embodiment. It is displayed (step ST39). As a result, the driver knows that the cruising distance D can be extended, and therefore selects the normal operation mode or the evacuation operation mode via the operation mode input means 82 described above. Therefore, the electronic control unit 1 of the fourth embodiment causes the operation mode switching means to determine whether or not there is a request for extending the cruising distance D from the selection result as in step ST17 of the second embodiment (step ST40), and the request for extension. If there is, the fuel mixture control means or the like executes cruising distance extension control (step ST41), while if there is no extension request or if a negative determination is made in step ST38, the normal operation mode is maintained (step ST42). ).

  Further, when the operation mode switching means of the fourth embodiment is affirmed in step ST33 and determines that the first fuel (highly evaporative fuel) F1, which is a light load fuel, is exhausted first, the second embodiment. As in step ST14, the consumption of the first fuel F1 is suppressed by changing the operating conditions, thereby determining whether or not the cruising distance D can be extended (step ST43). If the extension is possible, the electronic control device 1 according to the fourth embodiment proceeds to step ST39. If the extension is not possible, the electronic control device 1 proceeds to step ST42. That is, when the cruising distance D can be extended, the driver determines whether to extend the cruising distance D from the display information to that effect, and if the extension is requested, the cruising distance extension control is executed, but there is no request for extension. Normal operation mode is maintained. The electronic control device 1 also maintains the normal operation mode even when the cruising distance D cannot be extended.

  As described above, the control device for the multi-fuel internal combustion engine of the fourth embodiment not only provides the driver with high-accuracy cruising distance D information as in the first embodiment, but also the high-load fuel. If the normal operation mode can be extended, and if there is a request for the extension, switch to the operation that extends the normal operation mode while maintaining at least the cruising distance D. be able to. Therefore, according to the control apparatus for the multi-fuel internal combustion engine, the time for switching to the save operation state can be delayed without shortening the cruising distance D, so that the longest possible time can be avoided while avoiding the inoperable state due to running out of fuel. Operation in a normal operation mode with good output performance can be performed. Further, according to the control device for the multi-fuel internal combustion engine, the driver can determine whether or not the normal operation mode can be extended by looking at the high-accuracy cruising distance D information displayed on the display means 81. For example, the cruising distance D If the refueling facility does not exist before arriving at, the save operation mode can be selected at the discretion of the driver.

  Further, the control device for the multi-fuel internal combustion engine determines whether or not the cruising distance D can be extended when the normal operation mode is not requested to be extended or when the light load fuel disappears first. If it is possible and there is a request for extension, it is possible to switch to an operation for extending the cruising distance D. Therefore, according to the control apparatus for a multi-fuel internal combustion engine, as in the second embodiment, even if it becomes difficult to replenish due to reasons such as the fact that there is no fueling facility nearby, the cruising distance D is extended as much as possible. In this way, it is possible to avoid the inability to run due to running out of fuel.

  By the way, the exhausted fuel estimation means of the fourth embodiment may execute the estimation of the fuel that has been used up in the same manner as the cruising distance estimation means of the third embodiment described above. In this case, as shown in the flowchart of FIG. 10, the exhausted fuel estimation means estimates the fuel that is exhausted first by causing the calculation processing and the determination processing of steps ST21 to ST25 of the third embodiment to be executed. In this case, the electronic control unit 1 proceeds to step ST34 or step ST43 according to the estimation result, and causes the operation mode switching means to determine whether or not the normal operation mode can be extended. In the same manner as in Example 4, the fuel mixture control unit or the like is caused to execute normal operation mode extension control, cruising distance D extension control, or normal operation mode maintenance control. Even in this case, the control apparatus for the multi-fuel internal combustion engine can achieve the same effects as those of the fourth embodiment.

  Next, a fifth embodiment of the control apparatus for a multi-fuel internal combustion engine according to the present invention will be described with reference to FIGS.

  The control device for the multi-fuel internal combustion engine of the fifth embodiment is configured such that future operating conditions (combustion mode, engine operating point, etc.) can be clarified in the control devices of the first to fourth embodiments. . This future driving condition will vary depending on the route the vehicle will travel from and the driving mode M. Therefore, the control apparatus for the multi-fuel internal combustion engine of the fifth embodiment is applied to a vehicle equipped with a vehicle guide device capable of knowing information related to a travel route such as the car navigation system 83 shown in FIG.

  Here, in the car navigation system 83, as shown in FIG. 11, a display means 831 for displaying map information and the like, an input means 832 used for setting destination information and the like, and a travel route to the destination And an arithmetic processing unit 833 for performing a search or the like. In the fifth embodiment, the display means 831 of the car navigation system 83 has the function of the display means 81 of the first to fourth embodiments described above, and the function of the operation mode input means 82 of the first to fourth embodiments. Is provided in the input means 832 of the car navigation system 83, but the display means 81 and the operation mode input means 82 may be provided separately. When the display unit 831 is a touch panel type, the input unit 832 may be displayed on the screen.

  Moreover, as the operation mode M of the fifth embodiment, for example, an output performance (response etc.)-Oriented operation mode corresponding to the normal operation mode of each of the first to fourth embodiments described above, and the save operation of the first to fourth embodiments. In addition to the fuel consumption-oriented operation mode corresponding to the mode, an operation mode mainly using high load fuel and an operation mode mainly using light load fuel are prepared. For this operation mode M, for example, a dedicated operation mode selection button may be prepared in the vehicle interior. However, in the fifth embodiment, the operation mode selection button and the operation mode selection icon are displayed on the display means 831 and input means. The driver is allowed to select from 832. The operation mode M may be set in the electronic control unit 1 or the arithmetic processing unit 833 in consideration of a road surface gradient on the travel route.

By the way, in the fifth embodiment, the consumption prediction information of the first and second fuels F1 and F2 in the future in which the result of the future travel route and the operation mode M is expressed simply and uniquely is used as the future operation condition. Use. Here, the estimated consumption prediction information of the traveling distance D ₂ and road conditions RC of information and the first and second fuel F1 in the future by using the information of the operation mode M, F2 to the destination in the car navigation system 83 Configure to make it happen. Therefore, the car navigation system 83 is configured to be able to calculate or acquire at least information on the travel distance D ₂ to the destination and the road condition RC.

First, the travel distance D ₂ to the destination can be obtained by a known method in the technical field of the car navigation system 83. For example, the travel distance D ₂ is calculated by the arithmetic processing unit 833 while referring to possession information in the car navigation system 83 such as map information based on the set destination and travel route. The road condition RC information includes not only information on the road itself such as road surface gradient information and corner curvature radius information on the driving route stored in the storage device together with the map information, but also information on the driving route received from the outside. Environmental information such as traffic jam information. Generally, environmental information such as traffic jam information is stored in a storage device for at least a predetermined time. For this reason, the information about the road condition RC is read and acquired by the arithmetic processing unit 833 from the storage device.

Furthermore, the electronic control unit 1 of the fifth embodiment is provided with fuel consumption prediction information estimation means for estimating the fuel consumption prediction information. The fuel consumption prediction information estimation means uses the information on the driving mode M as well as the travel distance D ₂ and the road condition RC to the destination, and the first and the first necessary for reaching the destination. The required fuel amounts V _L2 and V _H2 of the fuels F1 and F2 of ₂ are estimated based on the following function equation (6). The function expression, for example, a road situation RC and operation mode M are prepared by classifying in several patterns, necessary fuel amount by fitting the information of the travel distance D ₂ to the destination in the appropriate pattern One that calculates V _L2 and V _H2 can be considered.

V _L2 , V _H2 ← f (D ₂ + RC + M) (6)

Here, in the fifth embodiment, the cruising distance D and the supplementary fuel based on the predicted consumption information of the first and second fuels F1 and F2 in the future (necessary fuel amounts V _L2 and V _H2 to the destination). Display information.

  The information about the cruising distance D is estimated by the cruising distance estimation means and then displayed on the screen of the display means 831 by the travel information display control means. The cruising distance estimation means of the fifth embodiment is basically the same as the cruising distance estimation means of each of the first to fourth embodiments described above, but in the future (here, In addition to using information on fuel consumption C (to the destination), information on fuel mixture ratio R in the future (here, up to the destination) is used instead of fuel mixture ratio information for a certain period in the future. Here, the cruising distance D (to the destination) is estimated.

Further, as the supplementary fuel information, not only the type and amount of fuel that needs to be supplemented but also the location information of the fueling facility that provides the supplementary fuel is displayed. Regarding the type and amount of fuel to be replenished, the difference between the remaining amount V _L of the first fuel F1 and the necessary fuel amount V _L2 to the destination, the remaining amount V _H of the second fuel F2 and the necessary amount to the destination This can be determined from the difference from the fuel amount V _H2 . On the other hand, the position information of the fueling facility can be determined by providing fuel type information in the fueling facility information of the car navigation system 83 in advance. In the electronic control unit 1 according to the fifth embodiment, supplementary fuel information estimation means for estimating supplementary fuel information in this way is prepared.

  Hereinafter, an example of the cruising distance display operation and the supplementary fuel information display operation of the control apparatus for the multifuel internal combustion engine in the fifth embodiment will be described with reference to the flowchart of FIG. Here, the various arithmetic processing operations are described as being divided between the electronic control device 1 and the arithmetic processing device 833 of the car navigation system 83, but the various arithmetic processing operations may be executed only by the electronic control device 1. Good.

  First, the operator of the car navigation system 83 inputs a destination via the input unit 832 while viewing the screen of the display unit 831. Thereby, the arithmetic processing unit 833 searches a plurality of travel routes to the destination and displays them on the screen of the display unit 831. Here, the arithmetic processing unit 833 sets the travel route as a guide route for subsequent guidance if the operator selects the travel route from among them, and recommends the recommended travel route therein if the operator does not select it. Is set as the following guide travel route. In this way, the arithmetic processing unit 833 of the car navigation system 83 sets the destination and the travel route (step ST51).

Subsequently, the arithmetic processing unit 833, based on the travel route to calculate the travel distance D ₂ to the destination (step ST52), further, such a road condition RC of road gradient information and congestion information on the travel route Information is acquired (step ST53). Here, the arithmetic processing unit 833 transmits the information on the travel distance D ₂ to the destination and the road condition RC to the electronic control unit 1.

On the other hand, the electronic control unit 1 sets the operation mode M selected by the driver from the input means 832 (step ST54). Then, the fuel consumption prediction information estimation means of the electronic control device 1 is based on the travel distance D ₂ to the destination and the road condition RC information received from the arithmetic processing unit 833 and the set operation mode M. The required fuel amounts V _L2 and V _H2 of the first and second fuels F1 and F2 are calculated (step ST55).

Thereafter, the cruising distance estimation means of the electronic control unit 1 is based on the travel distance D ₂ to the destination and the required fuel amounts V _L2 and V _H2 of the first and second fuels F1 and F2 to the destination. The fuel consumption C to the destination is calculated from the following equation 7 (step ST56), and the destination is calculated based on the required fuel amounts V _L2 and V _H2 of the first and second fuels F1 and F2 to the destination. The fuel mixture ratio R up to is calculated from the following equation 8 (step ST57).

C = D ₂ / (V _L2 + V _H2 ) (7)

R = V _H2 / V _L2 (8)

Further, the cruising distance estimation means detects the remaining amounts V _L and V _H of the first and second fuels F1 and F2 using the remaining fuel amount detection means 42A and 42B (step ST58). The cruising distance estimation means determines which of the first and second fuels F1 and F2 is used up first when operating at the fuel mixture ratio R to the destination in step ST57. Determination is made (V _H ≧ R · V _L ) (step ST59).

  When the cruising distance estimation means makes an affirmative determination in step ST59 and determines that the first fuel (highly evaporative fuel) F1 as the light load fuel is exhausted first, the destination in steps ST56 and ST57 described above The shortest cruising distance D when the vehicle is continuously operated in the state of the fuel consumption C and the fuel mixture ratio R is estimated from the equation 4 of the third embodiment (step ST60).

On the other hand, if the cruising distance estimation means makes a negative determination in step ST59 and determines that the second fuel (highly ignitable fuel) F2 as the high load fuel is exhausted first, only the first fuel F1 is used. Information on the fuel consumption C _L0 when driving using is read out from storage means such as RAM (step ST61), and the second fuel F2 is first driven while continuing to operate at the fuel mixture C and fuel mixture ratio R to the destination. After that, the shortest cruising distance D when operating until the first fuel F1 is exhausted with only the first fuel F1 is estimated from Equation 5 of the third embodiment (step ST62).

  After estimating the cruising distance D in this way, the electronic control unit 1 of the fifth embodiment causes the traveling information display control means to display information on the cruising distance D on the display means 831 (step ST63).

Subsequently, in the electronic control unit 1 of the fifth embodiment, at least one of the remaining amounts V _L and V _{H of} the first and second fuels F1 and F2 is obtained by the supplementary fuel information estimation unit. It is determined whether or not the required fuel amounts V _L2 and V _H2 are smaller (step ST64). That is, in this step ST64, it is determined whether or not there is a possibility that at least one of the fuels is consumed and short before reaching the destination.

This supplementary fuel information estimation means makes a negative determination in step ST64, and the remaining amounts V _L and V _H of both the first and second fuels F1 and F2 are the required fuel amounts V _L2 and V _H2 to the destination. If it is determined that the condition is satisfied, the process is terminated. At that time, the traveling information display control means may be configured to display on the display means 831 the content that fuel to the destination remains.

On the other hand, when the determination in step ST64 is affirmative, the remaining amounts V _L and V _H of at least one of the first and second fuels F1 and F2 are smaller than the required fuel amounts V _L2 and V _H2 to the destination. If it is determined that the replenishment fuel information estimation means is small, the fuel for which the replenishment fuel information has been determined is specified as the fuel to be replenished, and the replenishment amount of the fuel to be replenished and the fuel to be replenished are handled. The information on the location of the fueling facility being searched is searched, and the travel information display control means causes the display means 831 to display the information on the type and amount of fuel to be supplied and the location of the fueling facility handling the fuel to be supplied. The supply is urged (step ST65).

  Thus, in the control apparatus for the multifuel internal combustion engine of the fifth embodiment, it is possible to estimate the information of the cruising distance D with high accuracy even when the operation is performed under conditions different from the past operation history. That is, the control apparatus for the multi-fuel internal combustion engine of the fifth embodiment can estimate information on the cruising distance D with high accuracy according to the operation state to be performed in the future without being limited by the past operation history. Further, in this multi-fuel internal combustion engine control device, when at least one of the fuels is exhausted before reaching the destination, fuel replenishment is urged by the above display information. It is possible to avoid switching to driving, and it is possible to avoid an inability to travel due to running out of fuel. Further, according to the control device for the multi-fuel internal combustion engine, the driver can see whether or not the cruising distance D can be extended and the normal operation mode can be determined by looking at the high-accuracy cruising distance D information and the supplementary fuel information displayed on the display means 831. Since it is possible to determine whether or not the extension is possible, for example, it is possible to cause the driver to select the normal operation mode or the save operation mode according to the position information of the fueling facility provided as the supplementary fuel information.

  By the way, the driver does not necessarily run faithfully on the set travel route. In addition, the driver may change the driving mode M during traveling. Therefore, the cruising distance D is estimated and displayed again when the vehicle deviates from the travel route or when the driving mode M is changed. Further, when the fuel shortages to the destination, new refueling promotion information (replenishment) The type and amount of the target fuel and information on the location of the fueling facility handling the fuel to be supplied) are obtained and displayed.

  Next, a sixth embodiment of the control apparatus for a multi-fuel internal combustion engine according to the present invention will be described with reference to FIGS.

  In each of the first to fifth embodiments described above, the so-called direct injection type multi-fuel internal combustion engine in which the mixed fuel of the first fuel F1 and the second fuel F2 is directly injected into the combustion chamber CC is applied to the control device according to the present invention. Although illustrated as an object, the control apparatus for the multifuel internal combustion engine in each of the first to fifth embodiments can be applied to a multifuel internal combustion engine having a different configuration.

  For example, the control device replaces the fuel supply device 50 with the fuel supply device 150 shown in FIG. 13 in the multifuel internal combustion engine of each of the first to fifth embodiments, and burns the mixed fuel of the first fuel F1 and the second fuel F2. The present invention may be applied to a multi-fuel internal combustion engine configured to inject not only into the chamber CC but also into the intake port 11b, and also in this case, the same effects as those of the control apparatus for the multi-fuel internal combustion engine of each of the first to fifth embodiments are exhibited. be able to. FIG. 13 is a diagram exemplarily showing the one based on the multifuel internal combustion engine of the first to fourth embodiments.

  Here, the fuel supply device 150 shown in FIG. 13 discharges the mixed fuel generated by the fuel mixing means 53 to the fuel passage 154 in addition to the various components of the fuel supply device 50 in each of the first to fifth embodiments. The fuel pump 155, the delivery passage 156 for distributing the mixed fuel in the fuel passage 154 to each cylinder, and the fuel in each cylinder for injecting the mixed fuel supplied from the delivery passage 156 to the intake port 11b of each cylinder And an injection valve 157. In the multi-fuel internal combustion engine in this case, for example, when operating in the compression auto-ignition diffusion combustion mode, the fuel injection valve 57 is driven and controlled to inject the mixed fuel into the combustion chamber CC, and the premixed spark ignition flame propagation When operating in the combustion mode, the fuel injection valve 157 is driven to inject the mixed fuel into the intake port 11b.

  Further, the control device replaces the fuel supply device 50 with the fuel supply device 250 shown in FIG. 14 in the multifuel internal combustion engine of each of the first to fifth embodiments, and uses the first fuel F1 and the first fuel without using the fuel mixing means 53. The present invention may be applied to a multi-fuel internal combustion engine configured to inject the two fuels F2 individually, and in this case as well, the same effects as those of the control apparatus for the multi-fuel internal combustion engine of the first to fifth embodiments can be obtained.

  Here, the fuel supply device 250 shown in FIG. 14 includes a first fuel supply means that directly injects the first fuel F1 (highly ignitable fuel) into the combustion chamber CC, and a second fuel F2 ( Second fuel supply means for injecting highly evaporative fuel and high knock resistance). The first fuel supply means sucks up the first fuel F1 from the first fuel tank 41A and sends it to the first fuel passage 251A, and the first fuel F1 in the first fuel passage 251A as the high-pressure fuel. A high pressure fuel pump 255A for pumping to the passage 254A, a first delivery passage 256A for distributing the first fuel F1 in the high pressure fuel passage 254A to the respective cylinders, and a first fuel F1 supplied from the first delivery passage 256A And a fuel injection valve 257A for each cylinder that injects into the combustion chamber CC. On the other hand, the second fuel supply means sucks the second fuel F2 from the second fuel tank 41B and sends it to the second fuel passage 251B, and the second fuel F2 in the second fuel passage 251B, respectively. A second delivery passage 256B that distributes to the cylinders, and a fuel injection valve 257B for each cylinder that injects the second fuel F2 supplied from the second delivery passage 256B into the intake port 11b. In the multi-fuel internal combustion engine in this case, for example, when operating in the compression auto-ignition diffusion combustion mode, only the fuel injection valve 257A or both the fuel injection valves 257A and 257B are driven and controlled so that the fuel enters the combustion chamber CC. In addition, when operating in the premixed spark ignition flame propagation combustion mode, only the fuel injection valve 257B or both fuel injection valves 257A and 257B are driven and controlled to guide the fuel into the combustion chamber CC.

  In each of the first to sixth embodiments described above, the multi-fuel internal combustion engine that is operated with two types of fuel is applied to the control device according to the present invention, but the multi-fuel internal combustion engine of each of the first to sixth embodiments is used. This control device may be applied to a multi-fuel internal combustion engine that is operated using more types of fuel.

  Further, in each of the first to sixth embodiments described above, the information on the cruising distance D and the supplementary fuel information is visually displayed on the display unit 81 or the display unit 831. Such information may be transmitted to the driver as voice information or warning sound.

  As described above, the control apparatus for a multi-fuel internal combustion engine according to the present invention is useful for a technique for accurately estimating a cruising distance.

It is a figure shown about the structure of the multi-fuel internal combustion engine which is the application object of the control apparatus of the multi-fuel internal combustion engine of Examples 1-4. It is a figure which shows an example of the combustion mode map data which has the premixed spark ignition flame propagation combustion mode and the compression auto-ignition diffusion combustion mode. It is a flowchart explaining the cruising distance display operation | movement in Example 1 of the control apparatus of a multi-fuel internal combustion engine. It is a figure which shows an example of the operating condition map data which the control apparatus of the multi-fuel internal combustion engine which concerns on this invention uses. It is a flowchart explaining the operation mode selection display operation and operation mode setting operation in Example 2 of the control apparatus of the multifuel internal combustion engine. It is a flowchart explaining the cruising distance display operation | movement in Example 3 of the control apparatus of a multi-fuel internal combustion engine. It is a flowchart explaining the operation mode selection display operation in the Example 3 of the control apparatus of a multi-fuel internal combustion engine, and an operation mode setting operation. 6 is a time chart showing an example of the relationship between the remaining amount of fuel and the operation mode according to whether or not a normal operation mode extension request is made. It is a flowchart explaining the operation mode selection display operation and operation mode setting operation in Example 4 of the control apparatus of the multifuel internal combustion engine. It is a flowchart explaining the modification of the operation mode selection display operation | movement and the operation mode setting operation | movement in Example 4 of the control apparatus of a multi-fuel internal combustion engine. It is a figure shown about the structure of the multi-fuel internal combustion engine which is the application object of the control apparatus of the multi-fuel internal combustion engine of Example 5. FIG. 10 is a flowchart illustrating a cruising distance display operation and a supplementary fuel information display operation of a control device for a multifuel internal combustion engine according to a fifth embodiment. It is a figure shown about the structure of the multi-fuel internal combustion engine which is the application object of the control apparatus of the multi-fuel internal combustion engine of Example 6. FIG. FIG. 10 is a diagram showing a configuration of a modified example of a multi-fuel internal combustion engine to which a control apparatus for a multi-fuel internal combustion engine of Example 6 is applied.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Electronic controller 41A 1st fuel tank 41B 2nd fuel tank 42A, 42B Fuel remaining amount detection means 50,150,250 Fuel supply device 81 Display means 82 Operation mode input means 83 Car navigation system 91 Travel distance detection means 831 Display means 832 Input means 833 Arithmetic processing unit CC Combustion chamber C Average fuel consumption of first fuel and second fuel in the past fixed period, fuel consumption to the destination C _L Fuel consumption of the first fuel in the past fixed period C _H Past Fuel consumption of the second fuel for a certain period C _L0 Fuel consumption when operating with only the first fuel D Driving distance D ₁ Travel distance for a certain period in the past D ₂ Travel distance to the destination F1 First fuel F2 Second fuel M Operation mode fuel consumption amount of the first fuel in the R fuel ratio RC road condition V _L remaining volume V _H remaining amount V _L1 past fixed period of the second fuel in the first fuel V _H1 over Required fuel amount to the destination of the required fuel quantity V _H2 second fuel to the destination of the fuel consumption V _L2 the first fuel in the second fuel for a certain period of time

Claims (3)

In a control apparatus for a multi-fuel internal combustion engine that is operated by using a plurality of types of fuel stored separately for each type in a fuel container or by mixing them,
Based on the remaining amount of light load fuel and high load fuel and the consumption history information of each fuel in the same operating state as before, or the remaining amount of light load fuel and high load fuel and each of the future Based on the fuel consumption prediction information, it is determined which of the fuels is exhausted first, and if the light load fuel is exhausted first, the same operation state as before is continued. Or calculating the shortest cruising distance until the light load fuel is exhausted by driving according to the consumption prediction information, and displaying the shortest cruising distance as the remaining cruising distance on the display means, while the high load If the engine fuel is exhausted first, only the light load fuel is consumed after the high load fuel is exhausted first by continuing the operation state as before or by the operation according to the consumption prediction information. Driving Seeking the shortest traveling distance to the light-load fuel is exhausted, the control device of the multi-fuel internal combustion engine and displaying on said display means a traveling distance of the shortest as the remaining cruising distance. When it is possible to suppress the consumption of the fuel exhausted earlier by changing the operation condition of the normal operation mode to the operation condition of the save operation mode in which the cruising distance can be extended as compared with the normal operation mode, the operation condition If it is determined that the cruising distance can be extended by the change of the display, the display means that the cruising distance can be extended is displayed on the display means, and the save operation mode is selected by the driver's manual operation 2. The control apparatus for a multi-fuel internal combustion engine according to claim 1 , wherein the normal operation mode is switched to the evacuation operation mode . When it is estimated that the high load fuel is exhausted first, it is determined whether or not the operation time of the normal operation mode can be extended by changing the operation condition of the normal operation mode. 3. The control apparatus for a multi-fuel internal combustion engine according to claim 2 , wherein the display means displays that the extension is possible .

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