JP4867828B2 - Hybrid switching control method and hybrid switching control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid switching control method and a hybrid switching control apparatus for selecting a travel mode in a short time after a system is started. <P>SOLUTION: A hybrid ECU 10 is applied to a hybrid vehicle which is configured to select an electric running mode for running the vehicle only by drive force of a driving motor 16 by a battery 22 while an engine 14 is kept stopped, and a hybrid running mode for starting the engine 14 for acquiring at least either charging drive force to the battery 22 or the traveling drive force. The hybrid running mode is selected when the amount of fuel adsorption is not less than a threshold value after measuring the amount of fuel adsorption of a canister 50 for adsorbing vapor of the fuel of the engine 14 when a system is turned OFF. <P>COPYRIGHT: (C)2009,JPO&amp;INPIT

Description

  The present invention relates to a hybrid switching control method and a hybrid switching control device applied to a hybrid vehicle capable of switching between an electric traveling mode and a hybrid traveling mode.

In a series hybrid vehicle that includes a motor that generates driving force for traveling, a battery that supplies power to the motor, and an engine that drives the generator to charge the battery, the amount of gas adsorbed by the canister has increased. A technique for starting an engine to sometimes purge the canister is known (see, for example, Patent Document 1).
JP-A-6-233410 JP-A-4-204788

  However, in the conventional technology as described above, since the gas adsorption amount of the canister is measured in the system operating state, immediately after the system is started, the actual running is performed in order to measure the adsorption amount and determine whether the purge is necessary (calculation processing). There is a concern that it will take time.

  An object of the present invention is to obtain a hybrid switching control method and a hybrid switching control device capable of selecting an appropriate travel mode in a short time after the system is operated in consideration of the above facts.

According to a first aspect of the present invention, there is provided a hybrid switching control method in which an internal combustion engine and an electric motor are mounted, and the vehicle travels only by the driving force of the electric motor generated by power supply from a battery while the internal combustion engine is stopped. A mode and a hybrid driving mode in which the internal combustion engine can be operated to generate at least one of a generator driving force and a driving force for charging the battery can be selected in the system operating state. Applied to a hybrid vehicle configured as described above, and measures the amount of fuel adsorbed by a canister for adsorbing fuel vapor of the internal combustion engine using electric power from the battery or another in-vehicle battery when the system is stopped A hybrid switching control method, wherein the amount of fuel vapor within a predetermined time, the amount of fuel vapor generated within a predetermined time, the amount of fuel vapor Estimate at least one of the time change and the time until the fuel vapor amount reaches the allowable amount, and set the number of times and the measurement interval of the fuel adsorption amount of the canister in the system stop state based on the estimation result and, wherein compared to a threshold the most recent measurement value of the fuel suction quantity, selecting the hybrid drive mode to the next time the system activated when fuel adsorption amount is more than the threshold value.

  In the hybrid switching control method according to claim 1, when the system is operating, for example, when the remaining battery capacity is large and the fuel adsorption amount of the canister is small, the electric travel mode is selected, and for example, when the remaining battery capacity is small. The hybrid travel mode is selected when the fuel adsorption amount of the canister is large. On the other hand, in this hybrid switching control method, the amount of fuel adsorbed by the canister is measured while the system is stopped. Since the traveling mode is selected, the fuel vapor of the canister can be consumed by the internal combustion engine. Here, when it is determined that the measured value is greater than or equal to the threshold value based on the amount of fuel adsorbed by the canister while the system is stopped, the travel mode at the next system operation can be selected. Real running is possible in a short time after operation.

  Thus, in the hybrid switching control method according to the first aspect, the traveling mode can be selected in a short time after the system is activated.

Further, in this hybrid switching control method, the canister is controlled based on the fuel vapor amount, the generation (increase) amount of fuel vapor, the time change of the fuel vapor amount, and part or all of the time until the fuel vapor amount reaches the allowable amount. At least one of the number of measurements of the fuel adsorption amount and the measurement interval is set. For this reason, it is possible to obtain an effective (accurate) fuel adsorbing amount of the canister while the system is stopped for a long time while suppressing the power consumption of the battery for driving the electric motor or other in-vehicle battery.
A hybrid switching control method according to a second aspect of the invention is the hybrid switching control method according to the first aspect, wherein the number of times of measurement of the fuel adsorption amount of the canister in the system stop state is set as a plurality of times, If the fuel adsorption amount is equal to or greater than the threshold value, the subsequent measurement of the fuel adsorption amount of the canister is canceled.
In the hybrid switching control method according to claim 2, when a plurality of measurement times are determined in advance or a plurality of measurement times are set based on the estimation result as in claim 1, the fuel adsorption amount of the canister If (measurement result) is equal to or greater than the threshold value, the subsequent measurement of the amount of fuel adsorbed by the canister is canceled. That is, after the hybrid travel mode is selected as the travel mode at the next system operation, the fuel adsorption amount of the canister is not measured. Thereby, energy consumption for measurement and driving mode selection (determination) can be suppressed.

A hybrid switching control method according to a third aspect of the invention is the hybrid switching control method according to the first or second aspect, wherein the amount of fuel vapor within the predetermined time, the amount of fuel vapor generated within the predetermined time, the fuel vapor In order to estimate at least one of the time change of the amount and the time until the fuel vapor amount reaches the allowable amount, information on at least a part of the vehicle position, timing, outside air temperature, in-vehicle temperature, and fuel temperature is used.

  In the hybrid switching control method according to claim 3, a part or all of the position (for example, latitude, altitude, etc.), time (for example, month, day, time, etc.), outside temperature, in-vehicle temperature, and fuel temperature of the vehicle. Based on the information, at least one of a fuel vapor amount within a predetermined time, a fuel vapor generation amount within a predetermined time, a time change of the fuel vapor amount, and a time until the fuel vapor amount reaches an allowable amount is estimated. If the information used for this estimation increases, the above estimation can be performed with high accuracy.

A hybrid switching control method according to a fourth aspect of the present invention is the hybrid switching control method according to any one of the first to third aspects, wherein the fuel adsorption amount of the canister is measured in the system stopped state. Information on at least a part of the vehicle position, time, outside temperature, in-vehicle temperature, and fuel temperature is acquired as a measurement condition, and the fuel adsorption amount of the canister and the measurement condition are determined within the predetermined time when the system is stopped next time. Is stored as information for estimating at least one of the amount of fuel vapor, the amount of fuel vapor generated within a predetermined time, the time change of the fuel vapor amount, and the time until the fuel vapor amount reaches an allowable amount.

  In the hybrid switching control method according to the fourth aspect, since the fuel adsorption amount (measurement result) of the canister and the measurement condition are stored in association with each other, the estimation accuracy is improved when the above estimation is performed next time. Note that “after the next time” does not mean every time after the next time, but may contribute to the above estimation at the time of any system stop after the next time.

According to a fifth aspect of the present invention, there is provided a hybrid switching control method in which an internal combustion engine and an electric motor are mounted, and the vehicle travels only by the driving force of the electric motor generated by power supply from a battery while the internal combustion engine is stopped. A mode and a hybrid driving mode in which the internal combustion engine can be operated to generate at least one of a generator driving force and a driving force for charging the battery can be selected in the system operating state. When the fuel adsorption amount of the canister for adsorbing the fuel vapor of the internal combustion engine is measured while the system is stopped and the fuel adsorption amount is equal to or greater than a threshold value, a hybrid switching control method for selecting the hybrid drive mode during system operation, in the system stop state Set the number of measurements of the fuel suction amount of the serial canister a plurality of times, when fuel adsorption amount of the canister is greater than or equal to the threshold value, cancels the measurement of fuel adsorption of subsequent said canister.

In the hybrid switching control method according to claim 5, when the system is operating, for example, when the remaining battery capacity is large and the fuel adsorption amount of the canister is small, the electric travel mode is selected, and for example, when the remaining battery capacity is small. The hybrid travel mode is selected when the fuel adsorption amount of the canister is large. On the other hand, in this hybrid switching control method, the fuel adsorption amount of the canister is measured while the system is stopped, and if the fuel adsorption amount of the canister is equal to or greater than the threshold value, the hybrid mode is set as the travel mode at the next system operation (startup). Since the traveling mode is selected, the fuel vapor of the canister can be consumed by the internal combustion engine. Here, when it is determined that the measured value is greater than or equal to the threshold value based on the amount of fuel adsorbed by the canister while the system is stopped, the travel mode at the next system operation can be selected. Real running is possible in a short time after operation.
Thus, in the hybrid switching control method according to the fifth aspect, the traveling mode can be selected in a short time after the system is operated.
In this hybrid switching control method, when a plurality of measurement times are determined in advance, or when a plurality of measurement times are set based on the estimation result as in claim 1 , the fuel adsorption amount (measurement of the canister) If the result is equal to or greater than the threshold, the subsequent measurement of the amount of fuel adsorbed by the canister is canceled. That is, after the hybrid travel mode is selected as the travel mode at the next system operation, the fuel adsorption amount of the canister is not measured. Thereby, energy consumption for measurement and driving mode selection (determination) can be suppressed.

A hybrid switching control method according to a sixth aspect of the present invention is the hybrid switching control method according to any one of the first to fifth aspects, wherein the vehicle travels only with the driving force of the electric motor in the hybrid travel mode. and motor drive, the internal combustion engine and the engine running running is selectable by the driving force, when the fuel suction amount of the canister measured by the system stop state is the second threshold or more higher than the threshold value Then, the engine running is selected.

  In the hybrid switching control method according to claim 6, when the adsorption amount of the canister measured when the system is stopped is equal to or larger than the second threshold, the engine traveling in the hybrid traveling mode is selected after the system is operated, and the purge device is operated. The fuel released from the canister is supplied to the internal combustion engine and consumed by the internal combustion engine. At this time, since the engine running is selected, the amount of fuel consumed by the internal combustion engine is larger than when the internal combustion engine is stopped and when it is driven for charging. The time required for separation (purge) is shortened. Here, in the present hybrid switching control method, the engine travel in the hybrid travel mode is selected in a short time after the system operation based on the fuel adsorption amount measured when the system is stopped.

A hybrid switching control method according to a seventh aspect of the present invention is the hybrid switching control method according to the sixth aspect, wherein in the engine traveling, the engine traveling alone using only the driving force of the internal combustion engine, the internal combustion engine, and the and combined travel and traveling by the driving force of the electric motor is selectable, when the fuel suction amount of the canister measured by the system stop state is not less than the second threshold value, selecting the engine alone traveling .

  In the hybrid switching control method according to claim 7, when the adsorption amount of the canister measured when the system is stopped is equal to or larger than the second threshold value, the fuel released from the canister by the operation of the purge device is supplied to the internal combustion engine. And consumed in the internal combustion engine. At this time, by selecting the engine independent traveling, when the internal combustion engine is stopped or when it is driven for charging, and in each case of combined traveling using the driving force of the motor together with the driving force of the internal combustion engine In comparison, since the amount of fuel consumed by the internal combustion engine is large, the time required to remove (purge) the fuel adsorbed by the canister is shortened.

  The hybrid switching control method according to the invention described in claim 8 is the hybrid switching control method according to any one of claims 1 to 7, wherein the hybrid travel mode is selected at the time of the next system operation. At the latest, the notifying device for notifying that the hybrid travel mode is selected by the next system operation is activated.

  In the hybrid switching control method according to the eighth aspect, the vehicle occupant can be made aware by the notification by the notification device that the hybrid travel mode has been selected (done) at the time of system operation.

  According to a ninth aspect of the present invention, in the hybrid switching control device, a canister adsorption amount detection means for outputting a signal corresponding to the adsorption amount of the canister is electrically connected, and based on at least a signal from the canister adsorption amount detection means Then, the hybrid switching control method according to any one of claims 1 to 8 is performed.

  The hybrid switching control device according to claim 9 performs the control according to any one of claims 1 to 8 based on at least a signal from the canister adsorption amount detection means. For this reason, in this traveling control device, when the fuel adsorption amount of the canister increases when the system is stopped, the traveling mode at the next system operation is set to the hybrid traveling mode so that the adsorbed fuel to the canister is absorbed by the internal combustion engine. Can be consumed.

  Thus, in the hybrid switching control device according to the ninth aspect, the traveling mode can be selected in a short time after the system is operated.

  As described above, the hybrid switching control method and the hybrid switching control device according to the present invention have an excellent effect that the fuel efficiency of a hybrid vehicle that can switch between the electric travel mode and the hybrid travel mode can be improved.

  A hybrid ECU 10 as a hybrid switching control device to which a hybrid switching control method according to an embodiment of the present invention is applied will be described with reference to FIGS. First, after describing the schematic overall configuration of the hybrid vehicle 12 to which the hybrid ECU 10 is applied and the schematic configuration of the fuel system 18, the hybrid ECU 10 will be described.

(Configuration of hybrid vehicle)
FIG. 6 is a schematic plan view showing a schematic system configuration of the hybrid vehicle 12 controlled by the hybrid ECU 10. As shown in this figure, the hybrid vehicle 12 includes an engine 14 that is an internal combustion engine and a drive motor 16 that is an electric motor as its driving source. The engine 14 generates driving force by combustion of fuel (a gasoline which is a hydrocarbon fuel in this embodiment) supplied by a fuel system device 18 which will be described later.

  On the other hand, the driving motor 16 generates a driving force by the electric power supplied from the inverter 20. The inverter 20 can convert DC power from a battery 22, which is a storage battery, into AC power and supply it to the engine 14. The inverter 20 can also drive AC power from a generator 24 as a generator driven by the engine 14. 16 can be supplied. The inverter 20 is capable of converting AC power from the generator 24 into DC power and supplying (charging) the battery 22. The battery 22, the generator 24, and the drive motor 16 are electrically connected by a cable 25.

  The hybrid vehicle 12 distributes the driving force of the engine 14 into driving force for driving (direct driving) and driving force for driving the generator 24, and driving power for driving by the engine 14 and driving motor 16. A power split mechanism 26 is provided for combining the driving force of the hybrid vehicle 12 with the driving force of the hybrid vehicle 12. Further, the hybrid vehicle 12 includes a transaxle 30 as a driving device that transmits the driving force from the power split mechanism 26 to the axle 28. Although illustration is omitted, the transaxle 30 is configured to include a differential for equally distributing the driving force to the front wheels 32 driven by the left and right axles 28 and for absorbing a difference in rotational speed between the left and right front wheels 32. Yes.

  As described above, the hybrid vehicle 12 is a so-called parallel hybrid system in which the motor traveling that travels only by the driving force of the driving motor 16 and the engine traveling that travels using the driving force of the engine can be selected. In this embodiment, the hybrid vehicle 12 is capable of selecting engine single travel that is not assisted by the driving force of the driving motor 16 and combined traveling that is assisted by the driving force of the driving motor 16 in engine traveling. ing.

  In addition, the hybrid vehicle 12 rotates the drive motor 16 by the power transmitted from the left and right front wheels 32 during deceleration (braking) to function as a generator, and the inverter 20 converts the electric power generated by the drive motor 16 into DC power. In other words, the battery 22 can be charged (charged). Thereby, in the hybrid vehicle 12, the battery 22 can be charged by power generation by the generator 24 (engine 14) and power generation (power regeneration) by the drive motor 16.

  Furthermore, the hybrid vehicle 12 is configured as a so-called plug-in hybrid system that can charge the battery 22 with an external power source. Specifically, a power connection terminal portion (plug portion) 35 for connecting an external power source is connected to the battery 22 via the cable 25. That is, the hybrid vehicle 12 is configured to be able to charge the battery 22 with, for example, a household power source, and the chargeable capacity of the battery 22 is set larger than that of a hybrid vehicle that does not employ a plug-in hybrid system. For this reason, the hybrid vehicle 12 can travel a long distance only by the driving force of the driving motor 16.

  As a result, the hybrid vehicle 12 has an HV mode as a hybrid travel mode that travels as a vehicle of the parallel hybrid system described above, and an EV mode as an electric travel mode that travels as an electric vehicle without driving the engine 14, that is, the generator 24. Can be selected (switched). In the EV mode, the vehicle may travel using only the electric power charged in the battery 22, or the above-described power regeneration during braking may be performed.

(Configuration of fuel system)
As shown in FIG. 7, the fuel system device 18 includes a fuel tank 34 for storing fuel (HC) supplied to the engine 14. A fuel hose 36 and a ventilation hose 38 are connected to the fuel tank 34, so that fuel is supplied from the fuel hose 36 to the fuel tank 34, and air in the fuel tank 34 escapes from the ventilation hose 38 to the fuel supply port during fueling. It has become.

  In the fuel tank 34, a remaining amount detection unit 40 for detecting the remaining amount of fuel by a floater 40A floating on the fuel, and a fuel pump 42 are provided. The fuel pump 42 communicates with the engine 14 via the fuel tube 44 and is configured to send the fuel stored in the fuel tank 34 to the engine 14. The fuel sent out by the fuel pump 42 is atomized by the injector 46 and injected into the combustion chamber of the engine 14.

  Further, the upper portion of the fuel tank 34 is connected to a canister 50 for adsorbing evaporated fuel via a breather pipe 48. The canister 50 is configured by housing activated carbon as an adsorbent in a housing. A vent valve 52, a COV (cutoff valve) 54, and a ROV (rollover valve) 56 are provided at a connection portion between the breather pipe 48 and the fuel tank 34. The vent valve 52 opens when the internal pressure of the fuel tank 34 becomes higher than the internal pressure of the breather pipe 48, and allows air including fuel vapor in the fuel tank 34 to flow to the canister 50 via the breather pipe 48. .

  The ROV 56 is configured as a floater valve, and closes when the liquid level rises during refueling, thereby disconnecting the connection between the vent valve 52 and the fuel tank 34. Further, the ROV 56 has a function of closing the connection portion between the vent valve 52 and the fuel tank 34 when the vehicle falls or the like and preventing fuel from leaking to the outside via the breather pipe 48. The COV 54 is configured as a floater valve and is arranged in parallel with the ROV 56, and cuts off the communication between the vent valve 52 and the fuel tank 34 when the liquid level rises further than the ROV 56. When the liquid level rises during refueling, the COV 54 is opened even after the ROV 56 is closed, and the fuel tank 34 and the vent valve 52 are communicated. However, the liquid level has reached the position of the COV 54 due to liquid level fluctuation caused by turning of the vehicle. In this case, the valve is closed when the vehicle falls or the like, and has a function of preventing the fuel from entering the breather pipe 48 through the vent valve 52.

  Further, the canister 50 is connected with an atmospheric pipe 58 communicating with the atmosphere and a purge pipe 60 for purging the fuel vapor adsorbed on the activated carbon. In addition, an HC concentration sensor 62 as a canister adsorption amount detection unit is provided at a connection portion of the atmospheric pipe 58 in the canister 50. The HC concentration sensor 62 outputs a signal corresponding to the concentration of hydrocarbon vapor (fuel vapor) that is the fuel of the engine 14 (hereinafter referred to as HC concentration), that is, the amount of fuel adsorbed to the canister 50. The air pipe 58 is provided with an air filter 64.

  The end of the purge pipe 60 opposite to the connection side to the canister 50 is connected to a downstream portion of the throttle valve 68 in the intake passage 66 of the engine 14 as a purge control valve (in this embodiment, a vacuum switching valve) 70 as a purge device. Connected through. Thus, in the fuel system device 18, when the purge control valve 70 is opened during the operation of the engine 14, the air pipe 58 is purged while the outside air is sucked from the open end of the air pipe 58 with the intake operation of the engine. A flow in which the gas in the pipe 60 is sucked into the intake passage 66 of the engine 14 is generated.

  With this flow, the fuel vapor (steam) adsorbed on the canister 50 is released from the canister 50 (activated carbon thereof) and discharged to the intake passage 66, that is, the fuel vapor of the canister 50 is purged. As described later, the purge control valve 70 is controlled by the hybrid ECU 10 at the timing of valve opening.

(Configuration of hybrid ECU)
FIG. 4 shows a schematic configuration of a control system of the hybrid vehicle 12 including the hybrid ECU 10 in a block diagram. As shown in this figure, the hybrid ECU 10 includes an injector 46 (engine 14), an inverter 20 (drive motor 16), a power split mechanism 26, a remaining amount detection unit 40, an HC concentration sensor 62, and a purge control valve 70. In addition, a battery charge amount sensor 72, an EV mode display device 74, an HV mode display device 76, a switching display device 78, an outside air temperature sensor 80, and a navigation device 82 that output a signal corresponding to at least the remaining capacity of the battery 22 are electrically connected. Connected.

  The EV mode display device 74 and the HV mode display device 76 are arranged on an instrument panel or the like (not shown), respectively, and emit light upon receiving an ON signal, for example, so that the driver can visually recognize the selected travel mode. It has become. In response to the ON signal, the switching display device 78 is configured to display character information such as “EV mode small charge amount → switch to HV mode”. The switching display device 78 may be configured to generate voice information instead of or in addition to the display of the character information.

  The outside air temperature sensor 80 outputs a signal corresponding to the ambient temperature (outside air temperature) outside the hybrid vehicle 12. The navigation device 82 detects the position of the hybrid vehicle 12 based on, for example, GPS information, and outputs the position information of the hybrid vehicle 12 to the hybrid ECU 10.

  Although not shown, the hybrid ECU 10 includes various sensors necessary for controlling the engine 14, the inverter 20 (the driving motor 16, the generator 24) and the like in addition to the HC concentration sensor 62 and the purge control valve 70 described above. And devices to be controlled are electrically connected.

  The hybrid ECU 10 can be configured as, for example, a microcomputer configured by connecting a CPU, a RAM, a ROM, and an input / output interface (I / O) to each buzz. The hybrid ECU 10 also includes a real-time clock (RTC) for acquiring date / time information and a timer for acquiring information of elapsed time since activation.

  The hybrid ECU 10 determines the travel load obtained directly or indirectly from the signals input from the various sensors, the state of the engine 14 (whether warm-up is necessary), the remaining capacity of the battery 22 (the signal of the battery charge amount sensor 72). ), The injector 46 (engine 14), the inverter 20 (drive motor 16), the power split mechanism 26, and the purge control valve 70 are controlled based on the fuel adsorption amount of the canister 50 (signal of the HC concentration sensor 62). It is configured.

  The hybrid ECU 10 according to the embodiment of the present invention sets the EV mode and the HV mode (execution mode of the parallel hybrid system) between the traveling load and the state of the engine 14 (warm-up) when the system is ON (operation). Necessary), the remaining capacity of the battery 22 (signal of the battery charge amount sensor 72), the amount of fuel adsorbed by the canister 50 (signal of the HC concentration sensor 62), and the like are appropriately controlled.

  On the other hand, when the system is OFF (stopped), the hybrid ECU 10 determines that the hybrid vehicle 12 is parked (not in use), and measures the fuel adsorption amount of the canister 50 during the parking (operates the HC concentration sensor 62). ). When the system is turned off, the hybrid ECU 10 determines whether or not the vehicle is parked for a predetermined period (time) based on the outside air temperature (signal from the outside air temperature sensor 80), the position of the hybrid vehicle 12 (signal from the navigation device 82), and the date and time (RTC signal). ) And the number of measurements by the HC concentration sensor 62 and the measurement interval when the system is OFF are set based on the estimation result.

  In this embodiment, the plug-in hybrid system is turned on and off by operating a start switch. That is, the system is turned on when the ignition is turned on by operating the start switch, and the system is turned off when the ignition is turned off by operating the start switch. In this embodiment, the hybrid ECU 10, the HC concentration sensor 62, the outside air temperature sensor 80, and the navigation device 82 are powered by the battery 22 for driving the drive motor 16 or a vehicle-mounted battery different from the battery 22. It has come to be.

  Hereinafter, control by the hybrid ECU 10 will be described with reference to the flowcharts shown in FIGS. 1 and 3.

  As shown in FIG. 2, in the hybrid ECU 10 configured as described above, for example, when an ignition is turned on by operating a start switch, a PHV (plug-in hybrid) system is started in step S10. In this system ON state, the hybrid ECU 10 proceeds to step S11 and determines whether or not the start in the HV mode has been announced (selected) before the system is turned on (previous parking). The advance notice and selection in the HV mode before the system is started will be described later.

  If it is determined that the start in the HV mode is not selected, the hybrid ECU 10 proceeds to step S12, and based on the signal from the battery charge amount sensor 72, the remaining capacity of the battery 22 can travel in the EV mode. It is determined whether it is a permissible level (hereinafter referred to as an EV permissible level).

  If it is determined in step S11 that the start in the HV mode is selected, or if it is determined in step S12 that the remaining capacity of the battery 22 is less than the allowable EV level, the EV mode display device 74 is displayed in step S14. An OFF signal is output to make it in a non-display state, and then the mode is shifted to the HV mode as described later (HV routine is executed). As a result, the hybrid vehicle 12 can be continuously driven by the direct driving force of the engine 14 or the electric power generated by the engine 14 and the generator 24.

  On the other hand, if it is determined in step S12 that the remaining capacity of the battery 22 is equal to or higher than the EV allowable level, the hybrid ECU 10 proceeds to step S16, reads a signal from the HC concentration sensor 62, and based on the signal, the fuel of the canister 50 It is determined whether the adsorption amount is less than a first threshold value. If it is determined that the amount of fuel adsorbed by the canister 50 is not less than the first threshold value (is greater than or equal to the first threshold value), the process proceeds to the HV mode via step S14 described above. That is, the hybrid vehicle 12 is shifted to a travel mode in which the canister 50 can be purged by the operation of the engine 14.

  On the other hand, if it is determined in step S16 that the fuel adsorption amount of the canister 50 is less than the first threshold, the hybrid ECU 10 proceeds to step S18, outputs an OFF signal to the HV mode display device 76, and shifts to the EV mode. In the EV mode, an ON signal is output to the EV mode display device 74 in step S20, and a motor ON signal is output to the inverter 20 in step S22. Thereby, in the EV mode, the hybrid vehicle 12 travels only by the driving force of the driving motor 16.

  At this time, since the HV mode display device 76 is not displayed and the EV mode display device 74 is in the display state by executing the above steps S20 and S22, the driver recognizes that the EV mode is selected. The Thereby, even if the state where the engine 14 is not operated continues for a long time, the driver is prevented from feeling uncomfortable. Further, the driver can confirm that the drive motor 16 is operating normally.

  Next, the hybrid ECU 10 proceeds to step S24, and based on the signal from the battery charge amount sensor 72, the remaining capacity of the battery 22 has reached a limit level (hereinafter referred to as an EV limit level) that makes it difficult to travel in the EV mode. Determine whether or not. When it is determined that the remaining capacity of the battery 22 has reached the EV limit level, the process proceeds to step S26, where an ON signal is output to the switching display device 78, and character information indicating that the EV mode is switched to the HV mode is switched and displayed. It is displayed on the device 78.

  As a result, the driver can recognize the transition from the EV mode to the HV mode, and is expected to promote charging of the battery 22 from the external power source by plug-in. After charging from the external power source, the EV mode is started except when the amount of fuel adsorbed by the canister 50 is equal to or greater than the first threshold value, which contributes to improving the usability and fuel consumption of the hybrid vehicle 12.

  After executing step S26, the hybrid ECU 10 shifts to the HV mode via step S14. As a result, the hybrid vehicle 12 can be continuously driven by the direct driving force of the engine 14 or the electric power generated by the engine 14 and the generator 24. On the other hand, when it is determined in step S24 that the remaining capacity of the battery 22 has not reached the EV limit level, the hybrid ECU 10 proceeds to step S28 and determines whether or not the PHV system is turned off. For example, when the PHV system is turned off by, for example, turning off the ignition, the hybrid ECU 10 executes the parking fuel adsorption amount monitoring mode shown in step S29 in FIG. The fuel adsorption amount monitoring mode during parking is a main part of the present invention and will be described in detail later.

  On the other hand, the hybrid ECU 10 that has determined that the PHV system is not turned off in step S28 returns to step S18 and repeats the above operation until it is determined in step S28 that the PHV system has been turned off. Further, the hybrid ECU 10 that has shifted to the HV mode (routine) in step S16 returns to step S28 after executing one cycle of the HV mode, and repeats the above operation until it is determined in step S28 that the PHV system is turned off.

  As shown in FIG. 2, as described above, the battery remaining capacity is less than the EV allowable level, reaches the EV limit level, or the amount of fuel adsorbed to the canister 50 is equal to or greater than the first threshold value. In this case, the mode shifts to the HV mode via step S14. FIG. 3 shows a more detailed control flow in the HV mode.

  As shown in FIGS. 2 and 3, the hybrid ECU 10 that has shifted to HV outputs an ON signal to the HV mode display device 76 in step S <b> 30. Thus, the EV mode display device 74 is not displayed (step S14), the HV mode display device 76 is in the display state, and the driver recognizes that the HV mode is selected. For this reason, even if the engine 14 operates as will be described later, the driver is prevented from feeling uncomfortable. Further, the driver can confirm that the engine 14 is operating normally.

  Next, the hybrid ECU 10 proceeds to step S31, and the fuel adsorption amount of the canister 50 measured and stored before the system is turned on (previous parking) in step S10 is equal to or greater than a second threshold value that is greater than the first threshold value. It is determined whether or not. When the hybrid ECU 10 determines that the stored fuel adsorption amount of the canister 50 is not equal to or greater than the second threshold (less than the second threshold), the hybrid ECU 10 proceeds to step S32 and reads a signal from the HC concentration sensor 62. Based on the signal, it is determined whether or not the fuel adsorption amount of the canister 50 is less than the second threshold value. When the hybrid ECU 10 determines that the fuel adsorption amount of the canister 50 is not equal to or greater than the second threshold (less than the second threshold), the hybrid ECU 10 executes the normal HV mode shown as step S34 in FIG.

  On the other hand, the hybrid ECU 10 determines that the fuel adsorption amount of the canister 50 stored in step S31 is greater than or equal to the second threshold value, or determines that the fuel adsorption amount of the canister 50 is greater than or equal to the second threshold value in step S32. If so, the purge HV mode shown as step S36 in FIG. 2 is executed.

  Specifically, as shown in FIG. 3, the hybrid ECU 10 that determines that the fuel adsorption amount of the canister 50 is not equal to or greater than the second threshold value in both step S31 and step S32 proceeds to step S38 in the normal HV mode, and 14 determines whether or not the operation is necessary. When determining that the operation of the engine 14 is unnecessary, the hybrid ECU 10 stops the engine 14 in step S40 and outputs a motor ON signal to the inverter 20 in step S42.

  As a result, the hybrid vehicle 12 is brought into a motor travel state in which the drive motor 16 is activated (maintained) and travels only with the drive force of the drive motor 16. In the hybrid ECU 10, in the normal HV mode (step S34), this motor travel is preferentially selected over the engine travel (especially engine travel alone) within the range in which the proper travel of the hybrid vehicle 12 is maintained. It has become. After execution of step S42, the hybrid ECU 10 returns to step S28 shown in FIGS.

  On the other hand, after determining that the operation of the engine 14 is necessary in step S38, the hybrid ECU 10 operates the engine 14 in step S44 and then proceeds to step S46 to determine whether or not the operation of the drive motor 16 is requested. to decide. For example, when the driving force of the engine 14 is insufficient for driving (acceleration), the hybrid ECU 10 that has determined that the operation of the driving motor 16 is required proceeds to step S48, where the motor for the inverter 20 is An ON signal is output. As a result, the hybrid vehicle 12 is in a combined running state in which the drive motor 16 is activated (maintained) and the engine 14 is assisted by the drive force of the drive motor 16.

  Further, when the hybrid ECU 10 determines in step S46 that the operation of the drive motor 16 is not requested, the hybrid ECU 10 proceeds to step S50 and outputs a motor OFF signal to the inverter 20. In this case, the hybrid vehicle 12 is brought into an engine single travel state in which the drive motor 16 is stopped (maintained in a state) and travels only with the driving force of the engine 14. After execution of step S48 or step S50, the hybrid ECU 10 returns to step S28 shown in FIGS.

  Although not described, in the normal HV mode, the engine 14 is operated for driving the generator 24 (charging the battery 22) as necessary, or the power of the engine 14 is reduced as necessary. The part is appropriately distributed to the drive of the generator 24 by the power split mechanism 26.

  Then, the hybrid ECU 10 that has determined that the fuel adsorption amount of the canister 50 is greater than or equal to the second threshold value in step S31 or step S32 operates the engine 14 (injector 46 or the like) in step S52 in the purge HV mode and runs the engine ( The power split mechanism 26 is controlled so that the engine travels independently or in combination. At this time, a part of the driving force of the engine 14 may be used for driving the generator 24.

  Next, the hybrid ECU 10 outputs an open signal so that the purge control valve 70 is opened in step S54. Then, the purge control valve 70 is opened, and a flow from the canister 50 toward the intake passage 66 of the engine 14 is generated. The fuel vapor adsorbed on the canister 50 is separated from the activated carbon of the canister 50 and is discharged from the engine 14. It is introduced (purged) into the intake passage 66 and consumed by the engine 14.

  Further, the hybrid ECU 10 proceeds to step S56 and determines whether or not the drive motor 16 can be stopped. The hybrid ECU 10, which has determined that the drive motor 16 can be stopped, proceeds to step S58 and outputs a motor OFF signal to the inverter 20, and the drive motor 16 is stopped (maintained in the state) before proceeding to step S60. . On the other hand, for example, when the driving force for running (acceleration) is insufficient, the hybrid ECU 10 that has determined that the driving motor 16 cannot be stopped proceeds to step S62 and outputs a motor ON signal to the inverter 20 to drive. After the motor 16 is operated (maintained), the process proceeds to step S60. The hybrid ECU 10 is set so that step S58 (engine single travel) is preferentially selected over step S62 (combined travel) within a range in which proper travel of the hybrid vehicle 12 is maintained. That is, the purge of the adsorbed fuel in the canister 50 is set to have priority over the driving force assistance by the driving motor 16.

  Based on the signal from the HC concentration sensor 62, the hybrid ECU 10 that has proceeded to step S60 determines whether or not the fuel adsorption amount of the canister 50 is less than a third threshold that is smaller than the second threshold. When the hybrid ECU 10 determines that the amount of fuel adsorbed by the canister 50 is not less than the third threshold value (greater than or equal to the third threshold value), the hybrid ECU 10 returns to step S56 and maintains the purged state of the evaporated fuel from the canister 50.

  On the other hand, when the hybrid ECU 10 determines that the fuel adsorption amount of the canister 50 is less than the third threshold value, the hybrid ECU 10 proceeds to step S64 and outputs a close signal so that the purge control valve 70 is closed. Then, the purge control valve 70 is closed and there is no flow from the canister 50 toward the intake passage 66 of the engine 14, and the purge of fuel vapor from the canister 50 is completed.

  After execution of step S52, the hybrid ECU 10 returns to step S28 in FIG. In step S28, the hybrid ECU 10 determines that the PHV system is turned off. After the execution of the EV mode executed in step S18, it is determined that the fuel adsorption amount to the canister 50 is less than the first threshold, or in step S32. Since this is a step after the execution of the HV mode in which the adsorbed fuel of the canister 50 is purged according to the determination, the PHV system, that is, the hybrid vehicle 12 is hardly stopped while the amount of fuel adsorbed by the canister 50 is large.

  Then, the hybrid ECU 10 that determines that the PHV system is turned off in step S28 determines that the hybrid vehicle 12 is parked, and executes the fuel adsorption amount monitoring mode of the canister 50 shown in step S29 as described above. . The fuel adsorption amount monitoring mode will be described in detail with reference to FIG.

  As shown in FIG. 1, in the fuel adsorption amount monitoring mode, the hybrid ECU 10 proceeds to step S66, and based on the signal from the remaining amount detection unit 40, the volume of the gas phase in the fuel tank 34 (hereinafter referred to as vapor volume). calculate. Next, the hybrid ECU 10 proceeds to step S68, and acquires information on the position (parking position), date and time, and outside temperature of the hybrid vehicle 12 as vehicle information from the navigation device 82, the built-in RTC, and the outside temperature sensor 80.

  Further, the hybrid ECU 10 proceeds to step S70, and estimates a temperature change (temperature curve) for a predetermined period based on each information acquired in step S68. Specifically, the hybrid ECU 10 includes temperature change data for each region and year (day) in the region as illustrated in FIG. 5A, and the time in one day as illustrated in FIG. Data on temperature change and fuel temperature change over time). In step S70, the hybrid ECU 10 processes the temperature change data of these regions, days, and times, and estimates the temperature change from the present to the end of a predetermined time (predetermined period). The predetermined time is set as, for example, 12 hours, 2 days, or the like as a standard time from the system OFF to the next system ON (operation start).

  Next, the hybrid ECU 10 proceeds to step S72 and estimates the amount (mass) of fuel vapor generated. Specifically, as shown in FIG. 5C, the hybrid ECU 10 stores the relationship between the vapor volume and the amount of fuel vapor that are substantially proportional to each other. Further, as illustrated in FIG. 5D, the hybrid ECU 10 follows the temperature curve obtained in step S70 with a slight delay (see FIG. 5B), and there is a relationship between the fuel temperature and the amount of vapor generated. It is remembered. Based on these vapor volume and fuel temperature, the hybrid ECU 10 estimates the amount of fuel vapor generated in the predetermined time.

  In this embodiment, considering that the fuel vapor generation amount (mass) and the HC concentration (measurement target by the HC concentration sensor 62) have a proportional relationship as shown in FIG. As shown in F), the hybrid ECU 10 estimates a change in the HC concentration over a predetermined time. For example, in a season or time zone in which the fuel temperature tends to be high, an area where the atmospheric pressure is low, etc., the amount of fuel vapor generated (increased) and the amount of fuel vapor per hour are as shown in a diagram D1 illustrated in FIG. A large HC concentration change is estimated. Further, for example, in a season or time zone where the fuel temperature tends to be low, an area where the atmospheric pressure is high, etc., as shown in a diagram D2 illustrated in FIG. A small change in HC concentration is estimated.

  Next, the hybrid ECU 10 proceeds to step S74, and sets the number of times Nm of HC concentration measurement during system OFF. In this embodiment, the hybrid ECU 10 sets the number of times of measurement Nm as the change rate (slope) of the HC concentration (fuel vapor generation amount) estimated in step S72 is larger. In step S10, the process proceeds to step S76, where an HC concentration measurement interval (timer time) Tm is set. In this embodiment, the hybrid ECU 10 sets the measurement interval Tm as the time obtained by dividing the predetermined time by the number of times of measurement Nm.

  Then, the hybrid ECU 10 proceeds to step S78, resets the number of measurements N to 0, proceeds to step S80, sets the number of measurements N = N + 1, and proceeds to step S82. In step S82, it is determined whether the number of measurements N has reached the set number Nm. The hybrid ECU 10 that has determined that the number of times of measurement N has not reached the set number of times Nm starts a timer in step S84, and determines in step S86 whether or not the elapsed time T since the timer start has reached the measurement interval Tm. If it is determined that the elapsed time T has not reached the measurement interval Tm, the process returns to step S86, and this is repeated until the elapsed time T reaches the measurement interval Tm.

  On the other hand, the hybrid ECU 10 having determined that the elapsed time T has reached the measurement interval Tm in step S86 proceeds to step S88, and reads a signal from the HC concentration sensor 62. That is, the HC concentration is measured by the HC concentration sensor 62. Next, the hybrid ECU 10 proceeds to step S90, and determines whether or not the fuel adsorption amount of the canister 50 based on the HC concentration measured in step S88 is greater than or equal to the first threshold value (first threshold value in step S16). When the hybrid ECU 10 determines that the fuel adsorption amount of the canister 50 is equal to or greater than the first threshold value, the hybrid ECU 10 proceeds to step S92, selects (decides) to start in the HV mode at the next system ON, and starts in the HV mode. Display a notice or prepare for display.

  The start notice can be displayed, for example, by blinking the HV mode display device 76 at a predetermined cycle or using a dedicated display device. The start notice is displayed when, for example, a door sensor (such as a courtesy switch) of the hybrid vehicle 12 is electrically connected to the hybrid ECU 10 and a door open signal or a door unlock signal is input from the door sensor. (Preliminary display preparation is performed in step S92). The presence / absence of this notice is determined in step S11 when the system is ON.

  The hybrid ECU 10 that has selected and notified the start of the HV mode at the next system ON in step S92 proceeds to step S94, and uses the information acquired in step S68 as the measurement conditions for the HC concentration measurement in step S88. Together with the measurement results at (stored) in a memory. The measurement values and measurement conditions are used (if necessary) to correct various data shown in FIGS. 5 (A) to 5 (F). That is, the hybrid ECU 10 has a learning function. After the process of step S94, the fuel adsorption amount monitoring mode is terminated and the hybrid ECU 10 is stopped.

  On the other hand, in step S90, the hybrid ECU 10 that has determined that the fuel adsorption amount of the canister 50 based on the HC concentration measured in step S88 is not equal to or greater than the first threshold value returns to step S80. Thereby, in step S82, it is determined that the number of times of measurement N has reached the set number of times Nm, or until it is determined in step S90 that the amount of fuel adsorbed in the canister 50 is greater than or equal to the first threshold value. Repeat the measurement of HC concentration. In step S90, the fuel adsorption amount of the canister 50 based on the latest measurement result is compared with the first threshold value. For example, in the diagram D1 shown in FIG. 5F, the fuel adsorption amount monitoring mode is terminated before the HC concentration reaches the allowable concentration Ca corresponding to the first threshold and reaches the number Nm of concentration measurements (step S90). ) An example is shown.

  If it is determined in step S82 that the number of measurements N has reached the set number of times Nm, the hybrid ECU 10 proceeds to step S94 and stores the HC concentration and the measurement conditions in association with each other. In this embodiment, the HC concentration and measurement conditions are stored corresponding to all the HC concentrations measured in step S88. For example, a diagram D2 illustrated in FIG. 5F illustrates an example in which the set number of measurements Nm is completed (when the number of measurements N = Nm) and the fuel adsorption amount monitoring mode is terminated.

  Although illustration is omitted, the hybrid ECU 10 determines whether or not the start button is turned on by an interruption in the fuel adsorption amount monitoring mode, and immediately determines that the start button is turned on (minimum) The system is switched to the ON state (via the step) (the fuel adsorption amount monitoring mode is forcibly terminated).

  When the system is turned on after the fuel adsorption amount monitoring mode ends, the hybrid ECU 10 determines whether or not the HV mode can be selected in step S11 as described above, and the fuel adsorption amount stored in step S31 is the first value. It is determined whether or not the threshold value is 2 or more.

  Here, since the hybrid ECU 10 executes the fuel adsorption amount monitoring mode with the measurement of the HC concentration corresponding to the fuel adsorption amount of the canister 50 during the system OFF of the PHV system, the HC in the fuel adsorption amount monitoring mode is executed. Based on the measurement result of the concentration, it can be determined in a short time whether or not the HV running mode should be selected at the next system ON. That is, when it is determined that the fuel adsorption amount of the canister 50 has exceeded the first threshold value while the hybrid vehicle 12 is parked, starting the running in the HV mode at the next system ON (running) The determination can be made without measuring the HC concentration.

  Further, the hybrid ECU 10 sets the HC concentration measurement count Nm and the HC concentration measurement interval Tm based on the fuel vapor generation amount estimated in step S72, here, the change in the HC concentration. Appropriate information on the fuel adsorption amount of 50 can be obtained. Specifically, when it is estimated that the HC concentration change is large, the measurement frequency is increased, and for example, even when the system OFF state is eliminated in a short time (effectively exceeding the first threshold). HC concentration can be obtained. If it is estimated that the change in HC concentration is small, the measurement frequency is reduced to obtain an effective HC concentration in the system OFF state for a relatively long period of time while suppressing the power consumption of the battery 22 or other battery. be able to.

  Moreover, in the hybrid ECU 10, when the fuel adsorption amount of the canister 50 based on the HC concentration measured in the fuel adsorption amount monitoring mode is equal to or more than the first threshold value, in other words, the travel mode at the next system ON is set to the HV mode. When the conditions for selection are satisfied, the fuel adsorption amount monitoring mode is terminated before the number of measurements N reaches the number of measurements Nm of the concentration, so that it is estimated that the HC concentration change is large as described above (the number of measurements Nm is Even if a large number of settings are made), the actual number of measurements can be reduced. For this reason, when it is estimated that the HC concentration change is large, it is possible to obtain an effective HC concentration in the system OFF state for a relatively short period of time while suppressing the power consumption of the battery 22 or another battery.

  Further, the hybrid ECU 10 estimates the time variation of the fuel vapor generation amount (HC concentration) based on the GPS information from the navigation device 82, the outside air temperature information from the outside air temperature sensor 80, and the date / time information from the built-in RTC. Therefore, the estimation accuracy of the fuel vapor generation amount is high. In particular, the hybrid ECU 10 stores the HC concentration measured in the fuel adsorption amount monitoring mode in the memory together with the measurement conditions, and uses it for correcting (learning) the estimated data of the fuel vapor generation amount (HC concentration). The estimation accuracy of the fuel vapor generation amount after the hour can be further improved. Thus, the hybrid ECU 10 can obtain more effective HC concentration information (which can be used when the system is turned on next time) while the hybrid vehicle 12 is parked (when the system is turned off).

  Furthermore, the hybrid ECU 10 selects the purge HV mode when the fuel adsorption amount of the canister 50 based on the HC concentration measured while the system is stopped is equal to or larger than the second threshold value, so the HC concentration measurement in step S32 is performed. It is possible to shift to a traveling state (actual traveling) in which the adsorbed fuel of the canister 50 is purged in a short time without going through the above. In the purge HV mode, the fuel (energy) purged from the canister 50 can be consumed without being wasted in the engine 14 that generates an effective driving force (for traveling).

  Moreover, since the hybrid ECU 10 selects the engine running in the purge HV mode, that is, selects an operating state in which the load (fuel consumption) of the engine 14 is high (step S52), the purge of the adsorbed fuel in the canister 50 is short. It can be finished in time. In particular, the hybrid ECU 10 is set so that the engine independent traveling is preferentially selected over the combined traveling in the purge HV mode, so that the adsorbed fuel of the canister 50 is purged in an operating state where the load of the engine 14 is higher. It can be completed in a shorter time.

  Then, in the hybrid ECU 10, for example, when it is determined in step S11 that the start warning in the HV mode has not been made, the remaining capacity of the battery 22 is sufficient (EV allowable level or EV limit level or more), and the canister 50 When the fuel adsorption amount is less than the first threshold value, the vehicle travels in the EV mode. In other words, there is no fuel consumption by the engine 14, and the fuel consumption is good. That is, in the hybrid ECU 10, after the fuel vapor adsorbed on the canister 50 is purged during parking or the like, the hybrid ECU 10 shifts to the EV mode or the normal HV mode and contributes to the improvement of fuel consumption.

  Further, in the hybrid ECU 10, when a start in the HV mode at the next system ON is selected when the system is turned off, a notice display is made to indicate to the occupant that the selection has been made. Even when the vehicle 14 is started, the passenger does not feel uncomfortable.

  In the above-described embodiment, the example in which the fuel adsorption amount of the canister 50 based on the measurement result of the HC concentration is compared with the first threshold value in step S90 has been shown. However, the present invention is not limited to this, for example, the first It may be configured to compare with two thresholds, or may be configured to compare with a threshold different from both the first and second thresholds. Further, the first threshold value and the second threshold value may be the same.

  In the above embodiment, the example in which the fuel vapor generation amount for a predetermined period is estimated based on the vehicle position information, the date / time (time) information, and the outside air temperature information in steps S68 to S72 is shown. However, the amount of fuel vapor generated in a predetermined period may be estimated using information on at least a part of the vehicle position, time, outside air temperature, in-vehicle temperature, and fuel temperature. Therefore, for example, a room temperature sensor for detecting the passenger compartment temperature or a fuel temperature sensor for detecting the fuel temperature is provided, and the amount of fuel vapor is estimated by substituting the information for harmful temperature information. You may make it use for.

  Furthermore, in the above-described embodiment, an example is shown in which the HC concentration during a predetermined period (the sum of the amount of fuel adsorbed by the canister when the system is OFF and the amount of fuel vapor generated during the predetermined period) is estimated, but the present invention is limited to this. For example, the amount of fuel vapor generated (increase rate) during a predetermined period, the time change of the fuel vapor amount during a predetermined period (including the case where it decreases), and the HC concentration (the amount of k fuel adsorbed to the canister 50) are allowed. Any one of the times until the concentration Ca is reached may be estimated, and the number of measurements Nm and the measurement interval Tm may be set based on the estimation result.

  Furthermore, in the above embodiment, in steps S74 and S76, the number of times Nm of HC concentration measurement during system OFF and the measurement interval Tm are set (the other is determined when one is set based on a predetermined time). Although an example is shown, the present invention is not limited to this. For example, only one of the number of times of measurement Nm and the measurement interval Tm may be set, and these may be set regardless of the predetermined time. Further, the measurement interval Tm is not limited to a fixed time, and for example, the measurement interval Tm may be an unequal interval. Therefore, for example, by setting the measurement interval Tm in the period when the elapsed time from the system OFF is shorter than the measurement interval Tm in the period after the system OFF is long, the measurement accuracy in the case of short-time parking is set. For example, when the time variation of the estimated fuel vapor generation amount is not linear, the measurement interval Tm can be set according to the rate of change of the fuel vapor generation amount.

  In addition, the present invention is not limited to the above-described embodiment and various modifications, and various modifications can be made without departing from the spirit of the present invention.

It is a flowchart which shows the control flow of the fuel adsorption amount monitoring mode which hybrid ECU which concerns on embodiment of this invention performs. It is a flowchart which shows the basic control flow which hybrid ECU which concerns on embodiment of this invention performs. It is a flowchart which shows the control flow of the HV mode which hybrid ECU which concerns on embodiment of this invention performs. It is a block diagram which shows the electrical connection with the sensors and controlled devices of hybrid ECU which concern on embodiment of this invention. BRIEF DESCRIPTION OF THE DRAWINGS It is a figure for demonstrating notionally the estimation method of the HC density | concentration change in the predetermined period by the hybrid ECU which concerns on embodiment of this invention, Comprising: (A) illustrates the relationship between an annual period, an area | region, and external temperature. (B) is a diagram illustrating changes in the outside air temperature and fuel temperature in a day, (C) is a diagram showing the relationship between the vapor volume and the amount of vapor generated, and (D) is the fuel. A diagram illustrating the relationship between the temperature and the amount of vapor generated, (E) a diagram illustrating the relationship between the amount of vapor generated and the HC concentration, and (F) a diagram illustrating an estimation example of the time variation of the HC concentration. It is. 1 is a plan view schematically showing a schematic overall configuration of a hybrid vehicle to which a hybrid ECU according to an embodiment of the present invention is applied. 1 is a schematic diagram showing a fuel system device of a hybrid vehicle to which a hybrid ECU according to an embodiment of the present invention is applied.

Explanation of symbols

10 Hybrid ECU (Hybrid switching control device)
14 Engine (Internal combustion engine)
16 Drive motor (electric motor)
22 Battery 24 Generator (generator)
50 canister 62 HC concentration sensor (canister adsorption amount detection means)
70 Purge control valve (Purge device)

Claims (9)

An electric travel mode in which an internal combustion engine and an electric motor are mounted and the internal combustion engine is stopped and travels only by the driving force of the electric motor generated by power feeding from a battery, and a generator for charging the battery Applied to a hybrid vehicle configured to be able to select a hybrid driving mode in which the internal combustion engine can be operated to generate at least one of a driving force and a driving force for driving in a system operating state ;
A hybrid switching control method for measuring a fuel adsorption amount of a canister for adsorbing a vapor of fuel of the internal combustion engine using electric power from the battery or another in-vehicle battery in a system stop state ,
Estimate at least one of the amount of fuel vapor within a predetermined time, the amount of fuel vapor generated within a predetermined time, the change in the amount of fuel vapor over time, and the time until the amount of fuel vapor reaches an allowable amount. Based on the number of measurements and interval of fuel adsorption amount of the canister in the system stop state based on,
Hybrid switch control method wherein compared to a threshold the most recent measurement value of the fuel suction quantity, selecting the hybrid drive mode to the next time the system activated when fuel adsorption amount is more than the threshold value. Set the number of times the canister adsorbs fuel to be measured when the system is stopped . If the canister adsorbs more than the threshold, cancel the measurement of the canister fuel adsorbed thereafter. The hybrid switching control method according to claim 1. In order to estimate at least one of the fuel vapor amount within the predetermined time, the amount of fuel vapor generated within the predetermined time, the time change of the fuel vapor amount, and the time until the fuel vapor amount reaches an allowable amount, the vehicle position The hybrid switching control method according to claim 1 , wherein at least a part of information on a time, an outside air temperature, a vehicle interior temperature, and a fuel temperature is used. When measuring the fuel adsorption amount of the canister in the system stop state, information on at least a part of the vehicle position, time, outside air temperature, in-vehicle temperature, and fuel temperature is acquired as a measurement condition,
The amount of fuel adsorbed by the canister and the measurement conditions are determined by the amount of fuel vapor within the predetermined time, the amount of fuel vapor generated within the predetermined time, the time change of the fuel vapor amount, and the amount of fuel vapor when the system is stopped next time. hybrid switching control method according to any one of claims 1 to 3 for storing as information for estimating at least one of time to reach capacity. An electric travel mode in which an internal combustion engine and an electric motor are mounted and the internal combustion engine is stopped and travels only by the driving force of the electric motor generated by power feeding from a battery, and a generator for charging the battery Applied to a hybrid vehicle configured to be able to select a hybrid driving mode in which the internal combustion engine can be operated to generate at least one of a driving force and a driving force for driving in a system operating state;
A hybrid that measures the fuel adsorption amount of a canister for adsorbing fuel vapor of the internal combustion engine in a system stop state, and selects the hybrid travel mode when the system is operated next time when the fuel adsorption amount is equal to or greater than a threshold value A switching control method,
Set the number of times the canister adsorbs fuel to be measured when the system is stopped . If the canister adsorbs more than the threshold, cancel the measurement of the canister fuel adsorbed thereafter. be Ruha hybrid switching control method. In the hybrid travel mode, motor travel that travels only with the driving force of the electric motor and engine travel that travels with the drive force of the internal combustion engine can be selected.
If fuel adsorption amount of the canister measured by the system stop state at a second threshold value or more is larger than the threshold value, the hybrid of any one of claims 1 to 5 for selecting the engine running Switching control method. In the engine traveling, it is possible to select engine traveling alone using only the driving force of the internal combustion engine and combined traveling traveling using the driving force of the internal combustion engine and the electric motor,
If fuel adsorption amount of the canister measured by the system stop state is not less than the second threshold, the hybrid switch control method according to claim 6, wherein selecting the engine alone travel.   Any of Claims 1-7 which operate | move the alerting | reporting apparatus which alert | reports that a hybrid driving mode is selected by the time of the said next system operation at the latest when the said hybrid driving mode is selected at the time of the said next system operation. The hybrid switching control method according to claim 1. A canister adsorption amount detection means for outputting a signal corresponding to the adsorption amount of the canister is electrically connected,
The hybrid switching control apparatus which performs the hybrid switching control method of any one of Claims 1-8 based on the signal from the said canister adsorption amount detection means at least.

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