JP2018021501A - Control device and control method for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent breakdown of a canister and thus avoid leakage of fuel evaporation gas.SOLUTION: A control device for an engine controls an operation and stop of the engine 11 in a vehicle at least mounted with the engine 11, and the engine 11 includes a canister 31 for adsorbing fuel evaporation gas generated in a fuel tank 29 and releasing the fuel evaporation gas to an intake system of the engine. The control device includes: a stop control section 51 for stopping the engine 11 when a predetermined condition is satisfied; an evaporation gas concentration estimation section 52 for estimating a concentration of the fuel evaporation gas released from the canister 31; and an evaporation gas generation prediction amount estimation section 53 for estimating generation prediction amount of the fuel evaporation gas that is expected to be generated in the fuel tank 29. The stop control section 51 is configured to prohibit the stop of the engine 11 when either of the fuel evaporation gas concentration estimated by the evaporation gas concentration estimation section 52 or the generation prediction amount of the fuel evaporation gas estimated by the evaporation gas generation prediction amount estimation section 53 exceeds a threshold value.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a control apparatus for a vehicle that controls at least the operation and stop of the internal combustion engine in a vehicle equipped with at least an internal combustion engine and the internal combustion engine having a canister.

  In the hybrid vehicle, the internal combustion engine can be stopped and operated by outputting the driving power from the electric motor. For this reason, the opportunity to release (purge) the fuel evaporative gas generated in the fuel tank and adsorbed to the canister to the intake pipe is a normal vehicle that is not a hybrid vehicle (driven only by an internal combustion engine and has an idling stop function described later). Compared to vehicles that do not have).

  Further, in a vehicle that is driven only by an internal combustion engine and has an idling stop function, the internal combustion engine may be stopped (idling stop) during traveling, so that the fuel evaporative gas from the canister is similar to a hybrid vehicle. The opportunity to purge the intake pipe is reduced compared to a normal vehicle (a vehicle that is driven only by an internal combustion engine and does not have an idling stop function).

  For this reason, as described in Patent Document 1, a technique for sufficiently securing the purge amount of the fuel evaporative gas adsorbed by the canister during the operation of the internal combustion engine mounted on the hybrid vehicle is disclosed.

JP 2008-201300 A

However, if the internal combustion engine continues high-load continuous operation or traveling in traffic jams, the amount of fuel evaporative gas generated in the fuel tank increases, and if the engine is stopped immediately after that, In this case, the fuel evaporative gas may not be adsorbed by the activated carbon in the canister and may leak (breakthrough) into the atmosphere.

  An object of the present invention is to provide a vehicle control device and a control method that can prevent breakthrough of a canister and avoid leakage of fuel evaporative gas.

  The vehicle control device according to the present invention controls the operation and stop of the internal combustion engine in a vehicle equipped with at least the internal combustion engine, and the internal combustion engine adsorbs the fuel evaporative gas generated in the fuel tank and A control device for a vehicle including a canister that discharges gas to an intake system of the internal combustion engine, the stop control unit stopping the internal combustion engine when a predetermined condition is satisfied, and a concentration of fuel evaporative gas released from the canister An evaporative gas concentration estimation unit for estimating the evaporative gas generation amount estimation unit for estimating a predicted generation amount of fuel evaporative gas expected to be generated in the fuel tank, and the stop control unit When any of the fuel evaporative gas concentration estimated by the gas concentration estimating unit and the evaporative gas generation predicted amount estimating unit estimated by the evaporative gas generation predicted amount estimating unit exceeds a threshold, It is characterized in that it has been configured to prohibit the stop of the combustion engine.

  The vehicle control method according to the present invention controls at least the operation and stop of the internal combustion engine in a vehicle equipped with the internal combustion engine, and the internal combustion engine adsorbs the fuel evaporative gas generated in the fuel tank. A control method for a vehicle including a canister that discharges fuel evaporative gas to an intake system of the internal combustion engine, the concentration of the fuel evaporative gas released from the canister, and fuel evaporation expected to be generated in the fuel tank The stop of the internal combustion engine is prohibited when any of the predicted gas generation amounts exceeds a threshold value.

  According to the present invention, when either the concentration of the fuel evaporative gas released from the canister or the predicted generation amount of the fuel evaporative gas expected to be generated in the fuel tank exceeds a threshold value, the internal combustion engine is stopped. Forbidden and the operating state of the internal combustion engine is continued. As a result, an opportunity to release the fuel evaporative gas from the canister to the intake system of the internal combustion engine is ensured, so that the canister can be prevented from being broken through, and leakage of the fuel evaporative gas into the atmosphere can be avoided.

The system figure which shows the engine control unit with which 1st Embodiment of the control apparatus of the vehicle which concerns on this invention was applied with an engine etc. FIG. The block diagram which shows the structure etc. of the engine control unit of FIG. The graph which shows the relationship between the fuel evaporative-gas generation | occurrence | production amount generated in the fuel tank of FIG. 1, and the fuel temperature in a fuel tank. The flowchart which shows the procedure which calculates the fuel evaporation gas generation | occurrence | production predicted amount generated in a fuel tank from the temperature of an exhaust system component of an engine. The flowchart which shows the procedure in which the engine control unit of FIG. 2 determines engine stop prohibition. The system diagram which shows the engine control unit with which 2nd Embodiment of the control apparatus of the vehicle which concerns on this invention was applied with an engine. The block diagram which shows the structure etc. of the engine control unit to which 3rd Embodiment of the control apparatus of the vehicle which concerns on this invention was applied. The graph which shows the relationship between the fuel evaporative-gas generation | occurrence | production prediction amount generate | occur | produced in a fuel tank, the fuel residual amount in a fuel tank, and fuel temperature.

DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.
[A] First embodiment (FIGS. 1 to 5)
FIG. 1 is a system diagram showing an engine control unit to which a first embodiment of a vehicle control apparatus according to the present invention is applied together with an engine and the like. In FIG. 1, a vehicle equipped with an engine 11 as an internal combustion engine is a hybrid vehicle (hybrid vehicle) 10 equipped with an engine 11 and a motor generator 12 as an electric motor as driving power sources.

  The engine 11 is controlled by an engine control unit (ECM) 13 as a vehicle control device, and the motor generator 12 is controlled by a hybrid control unit (HCU) 14. The engine control unit 13 and the hybrid control unit 14 stop the engine 11 according to the traveling state of the vehicle, cause the motor generator 12 to output traveling power, and operate the engine 11 as necessary. The fuel efficiency of the hybrid vehicle 10 is improved.

  The engine 11 burns a mixture of hydrocarbon fuel (eg, gasoline or light oil) and air in the combustion chamber 15, and the reciprocating linear motion of the piston 16 associated with the combustion of the mixture is the rotational motion of the crankshaft 17. Power is output by converting to.

  In the engine 11, the air purified by the air cleaner 18 is taken into the intake pipe 20 in accordance with the opening of the throttle valve 19 and mixed with the fuel injected from the fuel injection device 21 to generate an air-fuel mixture. The The air cleaner 18, the throttle valve 19, the intake pipe 20 and the fuel injection device 21 described above constitute an intake system 22 of the engine 11.

  The air-fuel mixture generated in the intake system 22 is sucked into the combustion chamber 15 by the opening operation of the intake valve 24 driven by the valve mechanism 23 and ignited by the spark plug 47, so that the inside of the combustion chamber 15 Burn with. Exhaust gas generated by this combustion is discharged into the atmosphere through the exhaust manifold 26 and the exhaust purification device 27 when the exhaust valve 25 driven by the valve mechanism 23 is opened. The exhaust purification device 27 removes harmful components such as carbon monoxide (CO), hydrocarbon (HC), and nitrogen oxide (NOx) in the exhaust to purify the exhaust. The exhaust system 28 includes the exhaust manifold 26 and the exhaust purification device 27 described above.

  The fuel supplied to the fuel injection device 21 of the intake system 22 is stored in the fuel tank 29. In the fuel tank 29, fuel evaporative gas is generated due to a rise in temperature of the stored fuel and the like, and this fuel evaporative gas is adsorbed by the canister 31 through the communication pipe 30. The canister 31 adsorbs the fuel evaporative gas with an adsorbent such as activated carbon filled therein, and the adsorbed fuel evaporative gas is sucked through the purge passage 32 and the purge valve 33 by the negative pressure in the intake pipe 20. Release (purge) into the tube 20. The purge passage 32 communicates with the canister 31 and the intake pipe 20, and a purge valve 33 is disposed in the purge passage 32.

  The engine 11 configured as described above is controlled by the engine control unit 13 as described above. Signals from various sensors that detect the operating state of the engine 11 and the like are input to the engine control unit 13 via an input port (not shown).

  For example, the engine control unit 13 includes a crank position (engine speed) from a crank position sensor 34 that detects the rotation position (rotation angle) of the crankshaft 17, and a cooling water temperature sensor 35 that detects the temperature of cooling water in the engine 11. A coolant position from the cam position sensor 37 for detecting the rotation position of the camshaft (not shown) in the valve mechanism 23, a throttle position from the throttle valve position sensor 38 for detecting the position of the throttle valve 19, The amount of intake air from the air flow meter 39 that detects the amount of intake air flowing in the intake pipe 20, the intake air temperature from the intake temperature sensor 40 that detects the temperature of intake air flowing in the intake pipe 20, and the negative pressure in the intake pipe 20 Intake negative pressure from the intake pressure sensor 41 for detecting the exhaust, exhaust manifold From the vehicle speed sensor 43 that detects the air-fuel ratio detected based on the oxygen concentration measured by the O2 sensor 42 disposed on the upstream side and the downstream side of the exhaust purification device 27 in the vehicle 26 and the speed (vehicle speed) of the hybrid vehicle 10. The vehicle temperature, the fuel temperature from the fuel temperature sensor 44 that detects the temperature of the fuel stored in the fuel tank 29, and the like are input via the input port.

  The engine control unit 13 outputs various control signals via an output port (not shown) in order to drive (operate) the engine 11. For example, the engine control unit 13 determines the fuel injection amount control value to be injected from the fuel injection device 21 and drives the fuel injection device 21 to the throttle valve motor 45 that adjusts the position of the throttle valve 19. , A drive signal to the ignition coil 46 for igniting the spark plug 47, a control signal to the variable valve timing mechanism of the valve mechanism 23, and the opening of the purge valve 33 are determined according to the operating state of the engine 11. A drive signal for operating the purge valve 33 is output via an output port.

  Further, as will be described in detail later, the engine control unit 13 performs control to stop the engine when a predetermined condition is satisfied and prohibit the stop of the engine 11 at other times. Further, the engine control unit 13 outputs data related to the operating state of the engine 11 to the hybrid control unit 14.

  The hybrid control unit 14 controls the inverter 48 by outputting a motor drive amount request signal to the inverter 48, and controls the drive of the motor generator 12 by adjusting the motor voltage by the inverter 48. Further, the hybrid control unit 14 outputs data relating to the operation state of the motor generator 12 to the engine control unit 13. Here, the motor generator 12 functions as an electric motor serving as a travel power source of the hybrid vehicle 10 and also functions as a generator that converts regenerative energy during deceleration into electric power.

  By the way, as shown in FIG. 2, the engine control unit 13 stops the engine 11 when a predetermined condition is satisfied, and evaporative gas for estimating the concentration of fuel evaporative gas released (purged) from the canister 31. A concentration estimation unit 52 and a fuel evaporative gas generation predicted amount estimation unit 53 that estimates a predicted generation amount of fuel evaporative gas expected to be generated in the fuel tank 29 are configured.

  The fuel evaporative gas concentration estimation unit 52 is measured by the fuel injection amount control value determined by the engine control unit 13 to be injected from the fuel injection device 21 into the intake pipe 20 of the engine 11 and the O2 sensor 42. Based on the current air-fuel ratio of the engine 11 and the opening of the purge valve 33 determined by the engine control unit 13 to release the fuel evaporative gas from the canister 31 into the intake pipe 20, the intake pipe 20 from the canister 31 Estimate the concentration of fuel evaporative gas released into the interior.

  For example, the evaporative gas concentration estimation unit 52 obtains the relationship among the fuel injection amount control value, the air-fuel ratio, the opening of the purge valve 33, and the fuel evaporative gas concentration in advance through experiments or the like, and creates a fuel evaporative gas concentration calculation map. Remember. The evaporative gas concentration estimation unit 52 derives the fuel evaporative gas concentration Cpre from the fuel injection amount control value obtained by measurement or the like, the air-fuel ratio, and the opening degree of the purge valve 33 using the fuel evaporative gas concentration calculation map described above. To estimate.

  The evaporative gas generation prediction amount estimation unit 53 is one of the fuel temperature in the fuel tank 29 and the estimated temperature of exhaust system parts (exhaust manifold 26, exhaust purification device 27, etc.) that are parts constituting the exhaust system 28. From this, the predicted generation amount of the fuel evaporative gas expected to be generated in the fuel tank 29 is calculated and estimated.

  In other words, as a first estimation procedure, between the temperature of the fuel in the fuel tank 29 measured by the fuel temperature sensor 44 shown in FIG. 1 and the predicted amount of fuel evaporative gas generated in the fuel tank 29. The proportional relationship as shown in FIG. 3 is obtained by experiments or the like, and this relationship is stored in the evaporative gas generation predicted amount estimation unit 53. The evaporative gas generation predicted amount estimation unit 53 uses the relationship shown in FIG. 3 based on the fuel temperature Ttank in the fuel tank 29 measured by the fuel temperature sensor 44 to predict the fuel evaporative gas generation in the fuel tank 29. The quantity Vpre is estimated.

  Further, as a second estimation procedure, when exhaust system parts such as the exhaust manifold 26 and the exhaust purification device 27 are arranged close to the fuel tank 29, the temperature of the exhaust system parts is transferred to the fuel tank 29. The temperature of the fuel in the fuel tank 29 rises. Accordingly, the evaporative gas generation prediction amount estimation unit 53 firstly, as shown in step S1 of FIG. 4, the vehicle speed detected by the vehicle speed sensor 43, the engine speed detected by the crank position sensor 34, and the air flow meter 39. The estimated temperature Tpre of the exhaust system component is calculated based on the intake air amount detected by the above.

  As shown in step S2 of FIG. 4, the evaporative gas generation prediction amount estimation unit 53 includes a fuel temperature correlation coefficient Cfuel that correlates the temperature of the exhaust system component and the fuel temperature in the fuel tank 29, and the exhaust system component Fuel temperature change smoothing values for correcting the time lag of the temperature change between the temperature and the fuel temperature in the fuel tank 29 are obtained in advance by experiments and stored. Next, the evaporative gas generation predicted amount estimation unit 53 determines whether or not the estimated amount Tpre of the exhaust system component calculated in step S1, the fuel temperature correlation coefficient Cfuel, and the fuel temperature change annealing value in the fuel tank 29. A fuel evaporation gas generation prediction amount Vpre is calculated and estimated.

  As described above, the stop control unit 51 controls the engine 11 to stop when a predetermined condition (for example, when the hybrid vehicle 10 starts or travels at a low speed) is established, but is estimated by the evaporative gas concentration estimation unit 52. When the concentration Cpre of the fuel evaporative gas discharged (purged) from the canister 31 exceeds a predetermined threshold value I, or generation in the fuel tank 29 estimated by the evaporative gas generation prediction amount estimation unit 53 is predicted. When the predicted generation amount Vpre of the fuel evaporative gas exceeds a predetermined threshold value II, the engine 11 is controlled to be stopped. Here, the threshold values I and II are determined as values that increase the possibility that the canister 31 will break through.

  That is, as shown in FIG. 5, the evaporative gas concentration estimating unit 52 estimates the concentration Cpre of the fuel evaporative gas released from the canister 51 (S11), and the evaporative gas generation predicted amount estimating unit 53 is in the fuel tank 29. (S12), the stop control unit 51 stops the engine 11 when a predetermined condition (for example, when the hybrid vehicle 10 starts or at low speed) is satisfied. It is judged whether it is acceptable (S13).

  When the stop control unit 51 determines that the engine 11 may be stopped, the concentration Cpre of the fuel evaporative gas released from the canister 31 estimated by the evaporative gas concentration estimation unit 52 exceeds the threshold value I. It is determined whether or not there is (S14). When the concentration Cpre of the fuel evaporative gas released from the canister 31 exceeds the threshold value I, the stop control unit 51 outputs an engine stop prohibition request signal for prohibiting the stop of the engine 11 to the engine 11. (S15) The operation (driving) state of the engine 11 is continued.

  In step S14, when the concentration Cpre of the fuel evaporative gas released from the canister 31 is less than or equal to the threshold value I, the stop control unit 51 next estimates the fuel tank 29 estimated by the evaporative gas generation predicted amount estimation unit 53. It is determined whether the predicted fuel vapor generation amount Vpre exceeds the threshold value II (S16). When the predicted fuel vapor generation amount Vpre in the fuel tank 29 exceeds the threshold value II, the stop control unit 51 sends an engine stop prohibition request signal for prohibiting the engine 11 to stop to the engine 11. Is output (S15), and the operation (driving) state of the engine 11 is continued.

  In step S16, if the predicted fuel vapor generation amount Vpre in the fuel tank 29 is equal to or less than the threshold value II, the stop control unit 51 sends an engine stop request signal for permitting the engine 11 to stop. 11 (S17), the engine 11 is stopped. In this case, the stop control unit 51 outputs a motor drive request signal to the hybrid control unit 14 to drive the motor generator 12 as shown in FIG. When the stop control unit 51 determines in step 13 that the engine 11 should not be stopped, the stop control unit 51 keeps the engine 11 in an operating state.

With the configuration as described above, the following effects (1) and (2) are achieved according to the first embodiment.
(1) The fuel tank 29 estimated by the evaporative gas concentration estimation unit 52 when the concentration Cpre of the fuel evaporative gas released from the canister 31 exceeds the threshold I or estimated by the evaporative gas generation predicted amount estimation unit 53 When the predicted generation amount Vpre of the fuel evaporative gas expected to be generated in the engine exceeds the threshold value II, the stop control unit 51 performs control so as to prohibit the stop of the engine 11, so that the operation state of the engine 11 is continued. . As a result, the opportunity to release the fuel evaporative gas from the canister 31 to the intake pipe 20 of the engine 11 is ensured, so that the breakthrough of the canister 31 can be prevented and leakage of the fuel evaporative gas into the atmosphere can be avoided. Thus, the environmental performance of the vehicle can be improved.

  (2) Only when the concentration Cpre of the fuel evaporative gas released from the canister 31 exceeds the threshold I or when the predicted amount Vpre of the fuel evaporative gas generation in the fuel tank 29 exceeds the threshold II, Since the stop is prohibited, the stop of the engine 11 is not excessively prohibited. For this reason, by stopping the engine 11 and driving the hybrid vehicle 10 by driving the motor generator 12, the fuel-saving performance of the vehicle can be ensured.

[B] Second Embodiment (FIG. 6)
FIG. 6 is a system diagram showing an engine control unit, to which the second embodiment of the vehicle control apparatus according to the present invention is applied, together with the engine. In the second embodiment, the same parts as those in the first embodiment are denoted by the same reference numerals as those in the first embodiment, and the description is simplified or omitted.

  The second embodiment is different from the first embodiment in that the vehicle is not the hybrid vehicle 10 but a vehicle 60 that includes only the engine 11 as a driving power source, and the engine 11 has an idling stop function. The engine control unit 61 as a vehicle control device is provided with a function of controlling the operation and stop of the engine 11 during idling.

  That is, the engine control unit 61 includes a stop control unit 51, an evaporative gas concentration estimation unit 52, and an evaporative gas generation predicted amount estimation unit 53. The evaporative gas concentration estimation unit 52 estimates the concentration Cpre of the fuel evaporative gas released from the canister 31. Further, the evaporative gas generation predicted amount estimation unit 53 estimates the predicted fuel evaporative gas generation amount Vpre in the fuel tank 29. The stop control unit 51 determines whether the concentration Cpre of the fuel evaporative gas released from the canister 31 estimated by the evaporative gas concentration estimation unit 52 exceeds a threshold value I when the vehicle 60 is in an idling operation state. Alternatively, when the predicted generation amount Vpre of the fuel evaporative gas in the fuel tank 29 estimated by the evaporative gas generation predicted amount estimation unit 53 exceeds the threshold II, the engine 11 is prohibited from being stopped (idling stop). The engine 11 is controlled.

  Thus, when there is a risk of breakthrough in the canister 31, even when the vehicle 60 is idling, the operation state of the engine 11 is continued to evaporate the fuel from the canister 31 into the intake pipe 20 of the engine 11. The opportunity to release the gas can be secured, and the same effects as the effects (1) and (2) of the first embodiment can be obtained.

[C] Third embodiment (FIGS. 7 and 8)
FIG. 7 is a block diagram illustrating a configuration of an engine control unit to which the third embodiment of the vehicle control device according to the present invention is applied. In the third embodiment, the same parts as those in the first embodiment are denoted by the same reference numerals as those in the first embodiment, and the description is simplified or omitted.

  The third embodiment is different from the first embodiment in that a fuel gauge 73 for detecting the remaining amount of fuel in the fuel tank 29 is installed in the fuel tank 29, and an engine control unit 71 as a vehicle control device is provided. The evaporative gas generation prediction amount estimation unit 72 that constitutes the fuel remaining amount detected by the fuel gauge 73 and the fuel temperature Ttank in the fuel tank 29 and the estimated temperature of the exhaust system components (exhaust manifold 26, exhaust purification device 27, etc.). This is a point configured to estimate the fuel evaporative gas generation predicted amount Vpre in the fuel tank 29 from either one of Tpre.

  For example, as shown in FIG. 8, when the fuel remaining amount A, the fuel remaining amount B, or the fuel remaining amount C exists in the fuel tank 29, the fuel remaining amount A is the maximum, and the fuel remaining amount C is the minimum. Even if the fuel temperature in the fuel tank 29 is the same, the fuel evaporative gas generation predicted amount Vpre from the fuel tank 29 increases as the remaining amount of fuel increases, and therefore the maximum fuel remaining amount A is the case. Thus, the remaining fuel amount B is the next most frequent, and the remaining fuel amount C is the smallest. The relationship between the remaining fuel amount, the fuel temperature, and the predicted amount of fuel evaporative gas generation is a relationship determined by experiments or the like, and does not necessarily have a linear proportional relationship.

  Therefore, the evaporative gas generation prediction amount estimation unit 72 uses the fuel remaining amount in the fuel tank 29 detected by the fuel gauge 73 and the fuel temperature Ttank in the fuel tank 29 detected by the fuel temperature sensor 44 to determine the fuel tank. Since the estimated fuel vapor generation amount Vpre in the fuel tank 29 is estimated, the predicted fuel vapor generation amount Vpre from the fuel tank 29 can be accurately estimated. In addition, the third embodiment also has the same effects as the effects (1) and (2) of the first embodiment.

  As mentioned above, although embodiment of this invention was described, this embodiment is shown as an example and is not intending limiting the range of invention. This embodiment can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the spirit of the invention. It is included in the scope and gist of the invention, and is included in the invention described in the claims and the equivalent scope thereof.

  DESCRIPTION OF SYMBOLS 10 ... Hybrid vehicle, 11 ... Engine (internal combustion engine), 13 ... Engine control unit (vehicle control device), 20 ... Intake pipe, 21 ... Fuel injection device, 28 ... Exhaust system, 29 ... Fuel tank, 31 ... Canister, 33 ... Purge valve, 34 ... Crank position sensor, 39 ... Air flow meter, 42 ... O2 sensor, 43 ... Vehicle speed sensor, 44 ... Fuel temperature sensor, 51 ... Stop control unit, 52 ... Evaporation gas concentration estimation unit, 53 ... Evaporation gas generation Predicted amount estimation unit, 60 ... vehicle, 61 ... engine control unit (vehicle control device), 71 ... engine control unit (vehicle control device), 72 ... evaporated gas generation predicted amount estimation unit, 73 ... fuel gauge, Cpre ... Fuel evaporative gas concentration, Vpre: predicted fuel evaporative gas generation amount, Ttank: fuel temperature, Tpre: estimated temperature of exhaust system components.

Claims (6)

At least the operation and stop of the internal combustion engine in a vehicle equipped with the internal combustion engine is controlled, and the internal combustion engine absorbs the fuel evaporative gas generated in the fuel tank and releases the fuel evaporative gas to the intake system of the internal combustion engine. A vehicle control device equipped with a canister,
A stop control unit for stopping the internal combustion engine when a predetermined condition is satisfied;
An evaporative gas concentration estimation unit for estimating the concentration of the fuel evaporative gas released from the canister;
An evaporative gas generation prediction amount estimation unit for estimating a predicted generation amount of fuel evaporative gas expected to be generated in the fuel tank,
In the stop control unit, either the fuel evaporative gas concentration estimated by the evaporative gas concentration estimation unit or the predicted fuel evaporative gas generation amount estimated by the evaporative gas generation amount estimation unit exceeds a threshold value. And a control apparatus for the vehicle, wherein the internal combustion engine is prohibited from being stopped. The evaporative gas generation predicted amount estimation unit is configured to estimate a predicted fuel evaporative gas generation amount in the fuel tank from either the fuel temperature in the fuel tank or the estimated temperature of the exhaust system parts. The vehicle control device according to claim 1. The evaporative gas generation predicted amount estimation unit is configured to generate a fuel evaporative gas in the fuel tank from any one of a fuel remaining amount detected by a fuel gauge, a fuel temperature in the fuel tank, and an estimated temperature of exhaust system components. The vehicle control device according to claim 1, wherein the vehicle control device is configured to estimate a predicted amount of occurrence of the vehicle. The estimated temperature of the exhaust system component is configured to be estimated based on a vehicle speed, an intake air amount flowing through an intake system of the internal combustion engine, and a rotation speed of the internal combustion engine. The vehicle control device according to 2 or 3. The evaporative gas concentration estimator releases the fuel injection amount control value injected into the intake system of the internal combustion engine, the air-fuel ratio in the internal combustion engine, and the fuel evaporative gas from the canister into the intake system of the internal combustion engine. 5. The vehicle control device according to claim 1, wherein the concentration of the fuel evaporative gas released from the canister is estimated based on an opening of a purge valve of the vehicle. . At least the operation and stop of the internal combustion engine in a vehicle equipped with the internal combustion engine is controlled, and the internal combustion engine absorbs the fuel evaporative gas generated in the fuel tank and releases the fuel evaporative gas to the intake system of the internal combustion engine. A method of controlling a vehicle equipped with a canister,
When either the concentration of the fuel evaporative gas released from the canister or the predicted generation amount of the fuel evaporative gas expected to be generated in the fuel tank exceeds a threshold value, the internal combustion engine is prohibited from being stopped. A method for controlling a vehicle.

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