JPH06221234A - Evaporation fuel control device for internal combustion engine - Google Patents

Abstract

PURPOSE:To prevent rising of a catalyst temperature surely so as to control sufficient deceleration by stopping supply of fuel after evaporation fuel purge operation from a purge passage to an intake passage is completely stopped in specified decelerating condition of an engine. CONSTITUTION:An evaporation fuel control device is provided with a canister C filled absorbent (activated carbon) 11 for absorbing evaporation fuel in a fuel tank T, a purge amount controlling means provided on the way of a purge passage 9, and a fuel supplying means 4 for stopping supply of fuel when an engine E is in specified decelerating condition. And it is provided with an electronic control unit U for controlling operation of the fuel supplying means 4 after passing a prescribed time after evaporation fuel purge operation from the purge passage 9 to an intake passage 5 is stopped. It is thus possible to prevent wrong effect from being exerted on the catalyst of an exhaust system, since no evaporation fuel remains from the fuel control means 14 to a downstream side in the purge passage 9 when supply of fuel from the fuel supplying means 4 is stopped.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a canister filled with an adsorbent for adsorbing evaporated fuel in a fuel tank, a purge amount control means provided in the middle of a purge passage connecting the intake passage and the canister, and an engine. Relates to an evaporated fuel control device for an internal combustion engine, which includes fuel supply means for stopping the supply of fuel when the vehicle enters a specific deceleration state.

[0002]

2. Description of the Related Art Conventionally, at the time of a specific deceleration, the fuel supply from the fuel supply means is stopped, and the evaporative fuel generated in the fuel tank is stopped from being purged into the intake system, so that the catalyst temperature of the exhaust system is reduced. Has been already known from, for example, Japanese Patent Laid-Open No. 61-38153.

[0003]

However, if the fuel supply is stopped and the evaporated fuel is purged at the same time, after the fuel supply by the fuel supply means is stopped,
Since the evaporated fuel remaining in the purge passage from the purge amount control means to the intake passage is sucked into the intake passage, the fuel supply to the engine is not completely stopped, and it is impossible to prevent the catalyst temperature from rising. It is perfect, and the deceleration control is insufficient.

The present invention has been made in view of the above circumstances, and when the fuel supply is stopped, the purge of the evaporated fuel into the intake passage is also completely stopped, so that the catalyst temperature is surely prevented from rising. In addition, it is an object of the present invention to provide an evaporated fuel control device for an internal combustion engine that enables sufficient deceleration control.

[0005]

In order to achieve the above object, an apparatus according to the invention of claim 1 purges fuel vapor from a purge passage to an intake passage in a state where an engine is in a specific deceleration state. An electronic control unit is provided to control the operation of the purge amount control means and the fuel supply means so that the fuel supply is stopped after a predetermined time has elapsed after the stop.

According to the second aspect of the present invention, the electronic control unit controls the operation of the fuel supply means by shortening the predetermined time as the degree of deceleration of the engine increases.

[0007]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings.

First, in FIG. 1, in a fuel injection valve 4 as a fuel supply means included in an internal combustion engine E, fuel pumped from a fuel tank T through a filter 1 and a fuel pump 2 passes through a fuel supply passage 3. Supplied. A charge passage 8 is connected to an upper space in the fuel tank T, and the charge passage 8 is connected to a purge passage 9 via a canister C. The purge passage 9 is a throttle valve 6 of an intake passage 5 in an engine E. Is connected to the downstream side.

The canister C is of an open bottom type with an open lower end, and has a pair of upper and lower filters 10, 10.
And activated carbon 11 as an adsorbent housed between the filters 10 and 10. Then the fuel tank T
The side charge passage 8 is opened inside the activated carbon 11, and the purge passage 9 on the internal combustion engine E side is opened in a space above the upper filter 10. Further, the space below the lower filter 10 is open to the atmosphere via the atmosphere open passage 12.

A two-way valve 13 is provided in the middle of the charge passage 8, and the two-way valve 13 opens when the internal pressure of the fuel tank T rises above a predetermined value above atmospheric pressure. At the same time, when the internal pressure of the fuel tank T is lower than the internal pressure of the canister C by more than a predetermined value, the valve is opened to allow the fuel tank T and the canister C to communicate with each other. When the evaporated fuel from the canister C is purged into the intake passage 5, the canister C side may have a negative pressure. In that case, the two-way valve 13 is kept closed.

A purge amount control means 14 is provided in the middle of the purge passage 9, and the purge amount control means 14 includes
A duty control valve 15 whose opening degree can be arbitrarily changed by a duty-controlled linear solenoid, and an on / off control valve 16 and a jet orifice 17 which are provided in series in a bypass passage 18 that bypasses the duty control valve 15. Equipped with.

By the way, the duty control valve 15 is difficult to control a small amount flow rate of, for example, a duty ratio of 5% or less, and when the engine load is low, the duty control valve 15 alone can reduce the amount of evaporated fuel purged. When the control is performed, the purge flow rate becomes unstable, the air-fuel ratio fluctuates, the exhaust gas property deteriorates, and the operating noise accompanying the opening / closing operation of the duty control valve 15 frequently occurs. Therefore, the on / off control valve 16 and the jet orifice 17 connected in series are connected in parallel to the duty control valve 15 to stabilize the low flow rate purge control without deteriorating the air-fuel ratio. It is possible to avoid the occurrence of frequent operating noise.

The fuel injection valve 4, the duty control valve 15 and the on / off control valve 16 in the purge amount control means 14 are controlled by an electronic control unit U composed of a microcomputer. Is an oxygen concentration sensor 20 that detects the oxygen concentration O ₂ in the exhaust gas of the internal combustion engine E, a rotation speed sensor 21 that detects the rotation speed N _E of the internal combustion engine E, and an intake air temperature that detects the intake air temperature T _A of the internal combustion engine E. A sensor 22, a water temperature sensor 23 for detecting a cooling water temperature T _W of the internal combustion engine E, a first intake pressure sensor 24 for detecting an intake pressure P _BG downstream of the throttle valve 6 in the intake passage 5 by a gauge pressure, and an atmospheric pressure P _An atmospheric pressure sensor 25 for detecting _A , a second intake pressure sensor 26 for detecting an intake pressure P _BA on the downstream side of the throttle valve 6 in the intake passage 5 as an absolute pressure, a du A battery voltage sensor 27 that detects the voltage V _B of the battery that drives the charge control valve 15 and the on / off control valve 16, and a throttle opening sensor 28 that detects the opening θ _TH of the throttle valve 6 are connected.

Thus, the electronic control unit U has an input circuit having a function of shaping the input signal waveform from each of the sensors 20 to 28 to correct the voltage level to a predetermined voltage level and converting it into an analog signal value. A central processing circuit, storage means for storing an arithmetic program executed by the central processing circuit, an arithmetic result, a fuel injection valve 4, a duty control valve 1
5 and an output circuit for outputting a drive signal to the on / off control valve 16, and each of the sensors 20 to 28.
Signal is processed in accordance with a preset program, the fuel injection time of the fuel injection valve 4 is feedback-controlled or open-controlled, and the opening / closing operation of the duty control valve 15 and the on / off control valve 16 is controlled.

While the engine E is stopped, the duty control valve 15
The ON / OFF control valve 16 is closed, and in this state, when the temperature in the fuel tank T rises and the internal pressure rises, the two-way valve 13 opens and the fuel vapor in the fuel tank T is charged by the charge passage 8 It is prevented that the fuel vapor flows into the canister C via the and is adsorbed by the activated carbon 11 to leak the fuel vapor to the outside. Moreover, the increased internal pressure of the fuel tank T is released to the outside from the atmosphere opening passage 12 of the canister C, so that the internal pressure of the fuel tank T is prevented from rising excessively.
Further, while the engine E is stopped, the fuel tank T
When the internal pressure of the fuel tank T decreases, the outside air is introduced into the fuel tank T through the route opposite to the above, and thus the internal pressure of the fuel tank T is prevented from excessively decreasing.

After the internal combustion engine E is started, when the purge amount control means 14 opens the purge passage 9, the air introduced from the atmosphere release passage 12 of the canister C in accordance with the negative pressure in the intake passage 5 into the intake passage 5. The fuel sucked and adsorbed on the activated carbon 11 of the canister C is carried with the air and is purged into the intake passage 5.

Next, the open / close control procedure of the duty control valve 15 and the on / off control valve 16 will be described with reference to FIGS.
This will be described with reference to FIG.

First, in the main routine shown in FIG.
In the first to sixth steps S1 to S6, the purge amount integrated value Q
PAIRT initialization, calculation of purge correction coefficient K _PG , calculation of target purge amount QPOBJ by duty control valve 15 and on / off control valve 16 and target purge amount QPOBJJET on the side of on / off control valve 16, execution purge amount QPAIR The calculation, the calculation of the integrated value QPAIRT of the purge amount, and the determination of the purge control mode are executed according to the subroutines described later, and in the seventh step S7, the purge amount control by the duty control valve 15, that is, the duty control of the duty control valve 15 is executed. If it is determined and executed, the duty ratio DUTY is calculated in the eighth step S8, then the duty ratio DUTY is output in the tenth step S10, and the duty ratio DUTY is output in the tenth step S10. Duty at S9 DUTY 0% and settings (i.e. closing of the duty control valve 15) after, proceeds to the tenth step S10.

FIG. 3 shows the initialization of the purge amount integrated value QPAIRT in the main routine of FIG. 2 (first step S1).
This shows a subroutine for executing the above. When it is detected that ME (= 1 / N _E ) has overflowed in the eleventh step S11, that is, the engine E is stopped, or in the twelfth step S12. If it is determined that the engine E is in the starting mode, then the thirteenth step S1
In 3, the timer for securing the time required for the initialization area determination is reset, and then the flag F _{I is set} to “0” in the 14th step S14. The flag F _I is for indicating whether the initialization area determination is completed, F _I
= 1 indicates that the initialization area determination is completed, and F _I = 0
Indicates that the initialization area determination has not been completed yet. In the next fifteenth step S15, the intake air temperature T _A and the cooling water temperature T _W are read.

Eleventh and twelfth steps S11, S1
In 2, the engine E was not stopped and the engine E was started.
If it is determined that the moving mode is not set, the 16th step
The process proceeds to S16, and the target reset in S13
Imama's set time t_SFor example, determine if 5 seconds have passed
If not, the 14th step S14
When the time has passed, the process proceeds to the 17th step S17. This
In the 17th step S17 of_I= 1
Whether, that is, whether the initialization area determination is completed or not
Is judged, F_I= 0, the 18th step S
Proceed to step 18 and set the preset judgment map as shown in FIG.
Intake temperature T_ACooling water temperature T according to _WSearch for areas
To do. Therefore, the intake air temperature T_AAs low as 80 degrees
High set water temperature T that drops to C_WENVHAnd at least 50 degrees C
Low set water temperature T_WENVLAnd are preset
In the 19th and 20th steps S19 and S20, T
_WENVL<T_W<T_WENVHIf it is determined that
Go to step S21, T_WENVH≤T_WOr T_W≤T
_WENVLIf it is determined that the next step S22
Mu.

In the 21st step S21, the initial value of the purge amount integrated value QPAIRT is set to the backup value stored until then, and in the 22nd step S22, the initial value of the purge amount integrated value QPAIRT is reset to "0". The purge amount integrated value QPAIRT up to that time is stored. After passing through the 21st step S21 or the 22nd step S22, the flag F _{I is set} to "1" in the 23rd step S23.

The subroutine shown in FIG. 3 is as follows.
When only a short time has passed since the engine E was stopped, and it can be determined that the engine E is in a predetermined temperature state at the time of restart due to the intake air temperature T _A and the cooling water temperature T _W , the canister C When the region determined by the intake air temperature T _A and the cooling water temperature T _W is the backup value use region based on the assumption that the stored evaporated fuel amount in the engine E has not changed much since the engine E was stopped ( That is, when it is assumed that the engine E is restarted in a short time), the integration of the purge amount is started with the final value of the integrated purge amount QPAIRT accumulated until the engine E was stopped as an initial value. The purge amount integrated value QPAIRT
Can be integrated as a value substantially corresponding to the actual stored evaporated fuel amount in the canister C.

FIG. 5 shows a subroutine for executing the calculation of the purge correction coefficient K _PG (second step S2) in the main routine of FIG. 2, which is the 24th step S24.
Then, the coefficient K _HC according to the purge amount integrated value QPAIRT is searched. That is, as shown in FIG. 6, a map in which the coefficient K _HC is set in advance in accordance with the purge amount integrated value QPAIRT is prepared, and the coefficient K _HC is searched by the map.

In the next 25th step S25, it is determined whether or not the present flag F _F is "1". The flag F _F is for indicating whether or not the duty control of the duty control valve 15 is to be executed. F _F = 1 indicates that the duty control is executed, and F _F = 0 indicates that the duty control valve 15 is closed. To hold each. If the current flag F _F is "0" and the duty control of the duty control valve 15 is not executed, the 26th step S2
After gradually setting the insertion coefficient K _PFDI to 6, which is the initial value, in step 6, K _PG = K _HC is set in the 27th step S27.

When it is determined in the 25th step S25 that F _F = 1, that is, this time, the duty control valve 1
In the state in which the duty control of 5 is executed, whether or not the previous flag F _F was “1” in the 28th step S28,
That is, it is determined whether or not it is time to switch the duty control valve 15 from the closed state to the duty control state. When the previous flag F _F is “0”, that is, when the duty control valve 15 is _switched from the closed state to the duty controlled state, the gradual insertion coefficient K _PFDI is initialized in the 29th step S29. Set the value to K in the 30th step S30.
And _{PG = K HC × K PF DI} .

In the 28th step S28, the previous flag F _F
If it is also determined that "1", the process proceeds to a 31st step S31, and in the 31st step S31, as shown in FIG. 7, the correction value D _KPFDI is increased so that the engine speed N _E increases. The correction value D _KPFDI is searched according to the map in which is set. In the next 32 step S32, corrects the gradual insertion coefficient K _{PF DI} by adding the correction value D _KPFDI the previous gradual insertion factor K _PFDI, 33 step S3
If it is determined in step 2 that K _PFDI <1, the 30th step S3
If it is determined that K _PFDI ≧ 1, K _PFDI = 1 is set in the 34th step S34, and then the process proceeds to the 30th step S30.

In the subroutine shown in FIG. 5, when the duty control of the duty control valve 15 is not executed, the purge amount integrated value QPAIRT is small and the purge amount integrated value QPAIRT is small. The coefficient K _HC that is set to a large value is defined as the purge correction coefficient K _PG , and the gradual insertion coefficient K _PFDI that is set as the initial value is set as a coefficient when switching the duty control valve 15 from its closed state to its duty controlled state. The value obtained by multiplying K _HC is set as the purge correction coefficient K _PG , and when the duty control of the duty control valve 15 is continued, the correction value D _KPFDI determined by the engine speed N _E is multiplied by the previous gradual insertion coefficient K _PFDI. A new gradual insertion coefficient K _PFDI is set, and the new gradual insertion coefficient K _PFDI is _set as a coefficient K _HC.
The value obtained by multiplying by is determined as the purge correction coefficient K _PG .

FIG. 8 shows the target purge amount QPOBJ and the on / off control valve 16 by the duty control valve 15 and the on / off control valve 16 in the main routine of FIG.
Target purge amount QPOBJ when purging with only
This shows a subroutine for executing the calculation of JET (third step S3), and in the thirty-fifth step S35, retrieval of the correction coefficients K _POBJ and K _POBJJET by the atmospheric pressure P _A is executed. That is, as shown in FIG. 9, the correction coefficients K _POBJ and K _POBJJET are preset according to the atmospheric pressure P _A , and in this map, the correction coefficients K _POBJ and K _POBJ and K are set.
_POBJJET is set to be about 10%.

In the 36th step S36, the fuel injection valve 4
A conversion value QPENG of the fuel injection amount of 1 to the evaporation equivalent amount is calculated. That is, when the fuel injection time of the fuel injection valve 4 is T _OUTN and a constant coefficient is α, QPENG = (T
_OUTN / M _E) is a × α. Then, the following 37th step S
In 37, the target purge amount QPOBJ is calculated as QPOBJ = QPENG × K _POBJ , and the 38th
In step S38, the target purge amount QPOBJJET is calculated as QPOBJJET = QPENG × K _POBJJET .

In the subroutine shown in FIG. 8, a value obtained by converting the fuel injection amount of the fuel injection valve 4 into an evaporation equivalent amount is used as a correction coefficient K _POBJ , K based on the atmospheric pressure P _A.
The values corrected by _POBJJET (about 10% on flat ground) are set as the target purge amounts QPOBJ, QPOBJJET. That is, on a flat ground, about 10% of the fuel injection amount corresponding to the evaporation amount is set as the target purge amount.

FIG. 10 shows a subroutine for calculating the execution purge amount QPAIR (fourth step S4) in the main routine of FIG. 2. In the thirty-ninth step S39, the on / off control valve 16 is opened. Flow rate QPJET by the jet orifice 17
Are searched according to the map shown in FIG. That is, a map that defines the purge flow rate QPJET that can be executed according to the intake pressure P _BG detected by the gauge pressure is prepared in advance, and the purge flow rate QPJET is searched from this map.

In the next 40th step S40, the execution total purge amount QPAIR is calculated as QPAIR = QPOBJ × K _PG , and in the 41st step S41, the upper limit value QPAIR of the purge flow rate by the jet orifice 17 is calculated.
JET is calculated as QPAIRJET = QPOBJJET × K _PG , and in the 42nd step S42, the purge flow rate QPFRQ by the duty control valve 15 is calculated as QPFRQ = QPAIR−QPJET.

In the 43rd step S43, the upper limit value QPBLIM of the purge flow rate by the duty control valve 15 is set as shown in FIG.
Search according to the map shown in 2. That is, the intake pressure P _BG
A map that defines the upper limit value QPBLIM of the purge flow rate that can be executed according to the above is prepared in advance, and the upper limit value QPBLIM is searched from this map, and the 44th step S44.
Then, it is determined whether or not QPFRQ ≦ QPBLIM. When QPFRQ ≦ QPBLIM, it is determined at 45th step S45 whether or not QPFRQ is “0” or less. When QPFRQ ≦ 0, at 46th step S46, after QPFRQ = 0, Four
In step S48, if QPFRQ> 0, the process proceeds to step 48. If it is determined in the 44th step S44 that QPFRQ> QPBLIM, then in the 47th step S47, QPFRQ = QPB
After setting to LIM, the process proceeds to the 48th step S48.

In the 48th step S48, the execution total purge flow rate QPAIR is calculated as QPAIR = QPFRQ + QPJET, and in the 49th step S49, the lower limit value QPFRQLM of the purge flow rate by the duty control valve 15 is searched according to the map shown in FIG. That is, the lower limit value that allows the duty control valve 15 to be stably purged is prepared in advance according to the intake pressure P _BG , and the lower limit value QPFRQLM is searched according to the map.

In the subroutine shown in FIG. 10 as described above, the total amount QPAIR of the purge amount that can be executed according to the current intake pressure P _BG , the purge amount QPJET that can be executed by the jet orifice 17, and the duty control valve 1
The purge amount QPFRQ that can be executed by 5 is set.

FIG. 14, FIG. 15 and FIG. 16 show a subroutine for executing calculation of the integrated purge amount QPAIRT (fifth step S5) in the main routine of FIG. S5
Flag F that indicates that a leakdown check is being performed with 0
After confirming that _E is not "1", that is, that the leak down check is not being performed, the 51st step S5
At 1, it is determined whether or not the feedback control according to the oxygen concentration O ₂ of the fuel injection in the fuel injection valve 4 is executed. That is, the electronic control unit U controls the fuel injection amount of the fuel injection valve 4 by open loop control at the time of starting the internal combustion engine E, but at the time of selecting the basic mode after the start, the air-fuel ratio according to the oxygen concentration O _2. Correction coefficient K
_The fuel injection time T _OUTN is determined using _O2 , and when the feedback control is not executed, the 52nd
In step S52, a fixed time t _m (for example, 1
Set a timer to count seconds). During the feedback control, the cooling water temperature T _W exceeds the predetermined value T _WO in the 53rd step S53, and the fifth
4 In step S54, when it is confirmed that the flag F _I is "1", that is, when the determination of the region shown in FIG. 4 is finished, the process proceeds to the 55th step S55, and the cooling water temperature T _W is the predetermined value T _WO or less. If the flag F _I is "0", the process proceeds to the 52nd step S52.

In the 55th step S55, it is judged whether or not the flag F _F is "1", that is, whether or not the purge by the duty control valve 15 is being executed, and when F _F = 1 the 56th step is performed. After proceeding to step S56 and setting the timer for counting the constant time t _m , the routine proceeds to step 59 of step 59 of FIG. 15, and when F _F = 0, at step 57 of step 57 the constant time t _{m is set.} Check if has passed. When the predetermined time t _m has elapsed, it is checked in step S58 whether or not the on / off control valve 16 is open, that is, whether or not purging by the jet orifice 17 is being executed. If so, the process proceeds to the 69th step S69 in FIG.

In FIG. 15, in the 59th step S59, the air-fuel ratio correction coefficient K _O2 is set to a preset value A1.
(For example, 0.9) or more is determined, and K _O2
When ≧ A1, the timer for counting the set time t _Q (for example, 1 second) is reset in the 60th step S60, and the purge amount integrated value QPAIRT is changed to QPAIRT = QPAIRT + (QPAIR) in the next 61st step S61. / Β). Here, β is a constant value determined in consideration of the time required for one cycle in the control processing cycle, and (QPAIR / β) represents the purge amount increased in one processing cycle. Then, in the next 62nd step S62, the obtained purged amount integrated value QPAIR is obtained.
Back up or store T.

When it is determined in the 59th step S59 that K _O2 <A1, it is determined in a 63rd step S63 whether the air-fuel ratio correction coefficient K _O2 is equal to or larger than a set value B1 (for example, 0.8). When K _O2 ≧ B1, the timer (t _Q ) is reset in the 64th step S64 and the process proceeds to the 62nd step S62. Further, when K _O2 <B1, it proceeds to the sixty-fifth step S65, and it is determined whether or not the air-fuel ratio correction value K _O2 is the lower limit value (for example, 0.7). When K _O2 ≠ the lower limit value, the first In step 64, the sixth step is performed when K _O2 = lower limit value.
In step S66, it is determined whether or not the set time t _Q has passed, and if not, the 62nd step S6
6, and when the time has passed again, the 67th step S67
To each.

In the 67th step S67, it is judged whether or not the integrated purge amount QPAIRT is "0" or less. If QPAIRT ≤ 0, the 62nd step S62 is executed. If QPAIRT> 0, the 68 The process proceeds to step S68, and the purge amount integrated value QPAIR
T is calculated as QPAIRT = QPAIRT × K _QDEC −Q _DEC , and the process proceeds to the 62nd step S62. Where K
_QDEC, Q _DEC is the constant values, respectively.

In FIG. 16, in the 69th step S69, the air fuel consumption correction coefficient K _O2 is a preset value A2.
(For example, 0.9) or more is determined, and K _O2
When ≧ A2, the timer for counting the set time t _Q is reset in the 70th step S70, and the purge amount integrated value QP is calculated in the following 71st step S71.
After calculating AIRT as QPAIRT = QPAIRT + (QPJET / β), the process proceeds to the 62nd step S62 (see FIG. 15).

When it is determined in the 69th step S69 that K _O2 <A2, it is determined in a 72nd step S72 whether or not the air fuel consumption correction coefficient K _O2 is at the lower limit value, and if it is not the lower limit value, the 70th step is performed. If it is the lower limit, the process proceeds to step S70 and the 73rd step S73. When it is determined in the 73rd step S73 that the set time t _Q has not elapsed, the 71st step S71
When the set time t _Q has elapsed, the purge amount integrated value QPAIRT is set to "0" in the 74th step S74, and then the air fuel consumption correction value K is set in the 75th step S75.
It is determined whether or not _O2 is less than a constant value B2 which is set to a low value that is not actually possible, and K _O2 ≧
When it is B2, the process proceeds to the 62nd step S62, and when K _O2 <B2, the purge by the jet orifice 17 is stopped in the 76th step S76, and then proceeds to the 62nd step S62.

According to the subroutines shown in FIGS. 14, 15 and 16, while the purge by the duty control valve 15 is being executed, when K ₀₂ ≧ A1, the integration of the purge amount is continued and A1> K _O2 When ≧ B1 and when the duration of the state in which K _O2 is the lower limit value is less than the set time t _Q , the integration of the purge amount is stopped and the previous purge amount integrated value QPAIRT is stored, and K _When the duration of the state where _O2 is the lower limit value becomes equal to or longer than the set time t _{Q, the} integrated amount is subtracted by a predetermined value.
Also, during the purging by only the jet orifice 17, when K _O2 ≧ A2 and when the duration of the state where K _O2 is the lower limit value is less than the set time t _Q , the normal integration is continued, but K _When the duration of the state where _O2 is the lower limit value becomes equal to or longer than the set time t _Q , the integrated value is set to "0", and when K _O2 <B2, the purging by the jet orifice 17 is stopped, that is, the on / off control valve 16 Is closed.

17 and 18 show determination of the purge control mode in the main routine of FIG. 2 (sixth step S).
7) shows a subroutine for executing 6).
When F _E = 0 in step S77, that is, when the leak down check is not being performed, the 78th step S78, the 81st step S81, and the 82nd step S8
2. In the 83rd step S83, the engine E is starting, the predetermined time has not elapsed after the engine E is started, the engine is stalled, and the fuel injection from the fuel injection valve 4 is stopped (fuel If any one of the (cut) is confirmed, the process proceeds to 79th step S79 in FIG. 18, and after setting F _F to “0”, 80th step is performed.
In step S80, purging by the jet orifice 17 is stopped.

The 78th step S78, the 81st step S81, the 82nd step S82, and the 83rd step S8.
3, the engine E is not starting, the predetermined time has elapsed after the engine E is started, the engine is not stalled, and the fuel injection from the fuel injection valve 4 is stopped (fuel cut). When it is confirmed that the respective states are not the states, the process proceeds to the 84th step S84.

The 84th step S84 will be described later with reference to FIG.
The purge cut judgment is executed by the subroutine shown below.
In the next 85th step S85, the 84th step is executed.
Purge cut is performed based on the judgment result in step S84.
Flag F indicating whether to execute _CIs "1"
judge. Thus F_C= 1 means that purge cut can be executed.
And F,_CWhen it is determined that = 1
Advances to the 79th step S79.

If F _C = 0 is determined at the 85th step S85, the routine proceeds to the 86th step S86 of FIG. 18, where the cooling water temperature T _W is a preset constant temperature T _W.
It is determined whether or not _WPC1 (for example, 50 degrees C) or more, and if T _W ≧ T _WPC1 , the 87th step S8
7, and if T _W <T _WPC1 then the process proceeds to 79th step S79. In the 87th step S87, the cooling water temperature T
_W is determined whether the preset to Aru constant temperature T _WPC2 (e.g. 80 ° C) or more, to the 92 step S92 when was T _W ≧ T _WPC2, also T _W <T _WPC2
If so, the process proceeds to the 88th step S88. In the 88th step S88, it is determined whether or not the engine E is in the idle operation state. If the engine E is in the idle operation state, the process proceeds to 79th step S79, and if it is not the idle operation state, the 89th step S89 is performed.

In the 89th step S89, it is determined whether or not the purge amount QPAIRJET by the jet orifice 17 is less than or equal to QPJET obtained in FIG.
If JET ≧ QPAIRJET, the procedure proceeds to the 79th step S79, and if QPJET <QPAIRJET, the procedure proceeds to the 90th step S90 to set F _F = 0, and then at the 91st step S91 the jet orifice 1
Perform purging according to 7.

In the 92nd step S92, it is determined whether or not the engine E is in the idle operation state. If the engine E is in the idle operation state, the process proceeds to 89th step S89, and if it is not in the idle operation state, the process proceeds to 93rd step S93. In the 93rd step S93, it is determined whether or not F _I = 0, that is, whether or not the determination of the initialization region is not completed. If F _I = 0, the process proceeds to the 89th step S89, and If F _I = 1 then the flow proceeds to the 94th step S94.

In the 94th step S94, it is determined whether or not the purge amount QPFRQ by the duty control valve 15 is not less than the lower limit value QPFRQLM defined in FIG.
If FRQ ≧ QPFRQLM, the process proceeds to the 95th step S95 to set F _F = 1 and then the 96th step S95.
At 96, purging with the jet orifice 17 is performed. In the 94th step S94, QPFRQ <QPFR
If it is determined to be QLM, the 89th step S8
Proceed to 9.

The subroutine for executing the 84th step S84 in FIG. 17 is as shown in FIG. 19. In the 97th step S97 in FIG. 19, it is determined whether F _R is "1". This flag F _R is an operation for checking the fluctuation of the air-fuel ratio correction value K _O2 by cutting the purge of the evaporated fuel in order to confirm whether the air-fuel ratio control on the fuel injection valve 4 side is normal or not. It indicates whether or not it is, and F _R = 1 when the check is in progress. Thus F
_{When R} = 0, it is judged at 98th step S98 whether or not the throttle opening θ _TH is equal to or _smaller than the idle opening θ _THI . If θ _TH > θ _THI , the routine proceeds to 99th step S99.

In the 99th step S99, as shown in FIG.
According to the map shown, the engine E speed N _ESet pressure P according to
_BPCT, And in the next 100th step S100,
Intake pressure P determined by counter pressure_BAIs the set pressure P_BPCTIs it above
To determine. Then P_BA<P_BPCTWhen was the first
101 Step S101: P_BA≧ P_BPCTMet
Sometimes the 101st step S101 is bypassed to the 102nd step.
It proceeds to step S102.

[0053] In a 101 step S101, the rotational speed N _E of the engine E is judged to or less than a set rotational speed N _PBPCLMT shown in Figure 20, when there was a N _E ≦ N _PBPCLMT the first 102 step S102 move on. In the 102nd step S102, it is determined whether or not the alternative value K _LS of the air-fuel ratio correction coefficient K _O2 during vehicle deceleration is less than 1.0, and K _LS ≧
If 1.0, the flag F _C is set to “0” in the 103rd step S103, and then the 104th step S1.
In 04, a timer for counting the set time t _C (for example, 1 second) is set, and the next 105th step S105.
Then, the fuel injection stop (fuel cut) of the fuel injection valve 4 is not established.

In the 98th step S98, θ_TH≤ θ_THI
If it is determined that
106 Proceed to step S106, and as shown in FIG.
Wastewater temperature T_WSet speed N preset according to_EPCT
Is searched for, and N is searched in the following 107th step S107._E>
N_EPCTIt is determined whether or not is satisfied. Then N_E≦ N
_EPCTIf so, proceed to step 102, step S102.
Mu.

In the 107th step S107, N _E > N _EPCT
If it is determined that N _{E in} the 101st step S10,
> N _PBPCLMT , and the 102nd
When it is determined that the K _LS <1.0 in step S102 are those proceeding to the 108 step S108, in the first 108 step S108, it sets the flag F _C to "1", at the 109th step S109 follows Set time t _c
110th step S1 when it is determined that
At 10, the fuel injection by the fuel injection valve 4 is stopped (fuel cut).

When F _R = 1 is determined in the 97th step S97, F _C is set to "1" in the 111th step S111.

Such a subroutine of FIGS. 17 to 19
According to, engine E is at the start, after engine E is started
That the specified time has not elapsed and that the engine is
And the fuel injection from the fuel injection valve 4 is stopped (fuel
Have been cut), flag F_CBecomes "1"
The cooling water temperature T_WLow water, for example less than 50 degrees C
Being in a warm state, cooling water temperature T_WIs below 50 degrees C
As above, for example, if the temperature is below 80 degrees C and engine E is
Being in an idle state and jet orifice
Intake pressure is the purge amount execution value QPAIRJET
P_BGIs less than the feasible purge amount QPJET determined by
If any one of the above conditions is met, the duty control
Purging with control valve 15 and jet orifice 17
Will stop. Also, the cooling water temperature T_WIs for example 80
The engine E is not in the idle operation state when the temperature is C or more.
F_I= 1 holds and duty control
The purge amount QPFRQ of the valve 15 is the intake pressure P_BGLower limit determined by
When the value is greater than or equal to QPFRQLM, the duty control valve 15
And purging with the jet orifice 17 is performed.
Cooling water temperature T_WIs over 50 degrees C
For example, if the engine E temperature is less than 80 degrees C and the engine E is idle
Not in a normal state or cooling water temperature T_WIs for example 80
The engine E is not in the idle operation state when the temperature is C or more.
At least F_I= 0 or the duty control valve 15
Purge amount QPFRQ of intake pressure P_BGLower limit QP determined by
Jet orifice 1 when less than FRQLM
7 Purge amount execution value QPAIRJET is intake pressure P_BG
When it is more than the feasible purge amount QPJET determined by
In this case, the jet orifice 17 is used for purging.
However, the duty control valve 15 should not be used for purging.
Becomes

Moreover, at the time of deceleration of the engine E, P_BA<P_BPCT
N in the condition_E> N_PBPCLMTThen θ_TH≤ θ
_THIIn the state of N_E> N_EPCTIs satisfied, and P
_BA≧ P _BPCTOr N_E≦ N_PBPCLMWhen is satisfied,
Flag F_CWhen performing a purge cut with "1" as
Moni, F_C= 1 is set from purge cut
Time t_CPerforming a fuel cut only when lasting
become.

In the 98th step S98, θ _TH ≤ θ _THI
If it is determined that the opening change rate Δθ _TH of the throttle opening θ _{TH in} the valve closing direction is equal to or more than a predetermined value, or the 101st step S101 and the 107th step S
When the change rate ΔN _E of the rotational speed N _{E at} 107 is equal to or larger than a predetermined value, the time t _C set by the timer is shortened as the deceleration degree is increased, for example, to be shortened to 0.5 seconds. it may be prepared table set time t _C. Then, the greater the deceleration rate,
The fuel cut operation can be performed promptly, and the fuel cut control can be performed in accordance with the operating state of the engine E.

Further, control may be performed in accordance with the neutral state of the clutch and the gear so that the fuel cut is not executed at the time of idling such as low speed running or stopping.

FIG. 22 shows a subroutine for executing the duty ratio DUTY calculation (eighth step S8) in the main routine of FIG. 2. In the 112th step S112, the map shown in FIG. 23 is used.
Purge amounts QPAIR1 to QPAIR8 and intake pressure P _BG 1
Search the duty ratio DUTY of the duty control valve 15 in accordance with the to P _BG 6. Next 113th Step S113
Then, based on the map shown in FIG. 24, the battery voltage V _B
The correction coefficient TVBQPG corresponding to is searched. Then, the correction coefficient TVBQPG is added to the duty ratio DUTY and corrected in the 114th step S114 to compensate for the influence of the change in the battery voltage V _B. When it is determined in the 115th step S115 that the duty ratio DUTY exceeds 100%, the 116th step S11 is performed.
6. Set DUTY to 100%.

By the way, the electronic control unit U determines the feedback control region and the open loop control region according to the oxygen concentration in the exhaust gas, and the fuel injection time T _OUT of the fuel injection valve 4 according to the operating state of the engine E. Is calculated based on the following equation.

T _OUT = T _IN × K _O2 × K ₁ + K ₂ Here, T _IN is a reference time determined according to the rotational speed N _E of the engine _E and the intake pressure P _BA , and K ₁ and K ₂ are cooling. Water temperature T
_{W is} a correction coefficient and a correction variable determined according to an index indicating the operating state of the engine E such as the opening degree of the throttle valve 6, and various characteristics such as fuel consumption characteristics and acceleration characteristics according to the operating state of the engine E are optimized. Is set to. Thus, the fuel injection amount T _OUTN of the fuel injection valve 4 is equal to the fuel injection time T _OUT.
And the fuel supply pressure.

Next, the operation of this embodiment will be described. The concentration of evaporated fuel stored in the canister C is
As shown in FIG. 24, the purge amount integrated value QPAIRT decreases as the purge amount integrated value QPAIRT increases. Therefore, the concentration of the evaporated fuel purged into the intake passage 5 also decreases. However,
Second to fourth steps S2 in the main routine of FIG.
~ As described in S4, the purge amount integrated value QPAIRT
Is smaller, the smaller purge correction coefficient K _PG is the target purge amount Q.
The purge amount QPAIR is determined by multiplying POBJ. That is, the smaller the purge amount integrated value QPAIRT, the more the purge amount QPAIR is reduced. Therefore, a substantially constant amount of the evaporated fuel is purged into the intake passage 5 in accordance with the concentration of the evaporated fuel concentration, and the air-fuel ratio control is performed. It is possible to improve the exhaust gas characteristics by avoiding adverse effects on the exhaust gas.

Moreover, when the engine E is started, the engine E is in a temperature state in which it can be judged that the engine E is restarted after a relatively short time has elapsed since its operation was stopped, that is, the backup value shown in FIG. When it is determined that the engine is in the usage range based on the intake air temperature T _A and the cooling water temperature T _W , it is assumed that the engine E is restarted in a short time, and the purge amount integration that has been integrated until the engine E is stopped is integrated. Since the cumulative value of the purge amount is started with the final value of the value QPAIRT as the initial value, when the amount of evaporated fuel stored in the canister C stops when the amount of the evaporated fuel in the canister C is stopped in a state such as when the engine E is restarted in a short time. It is possible to integrate the purge amount integrated value QPAIRT as a value substantially corresponding to the actual stored evaporated fuel amount in the canister C based on the assumption that there is almost no change from Air-fuel ratio control is possible.

When the air-fuel ratio correction value K _O2 is less than the predetermined value A1 during the purging by the duty control valve 15, the purge amount integration is prohibited and the purge amount integrated value QPAIRT immediately before the prohibition is set. Since the purge amount is determined in accordance with the purge amount, the integration of the purge amount is prohibited when the air-fuel ratio is relatively high, and is estimated based on the actual stored evaporated fuel amount in the canister C and the purge amount integrated value QPAIRT. It is possible to prevent an increase in the error between the stored amount of evaporated fuel and the accumulated amount of purged fuel QPA.
It is possible to prevent the IRT-based purge control from adversely affecting the air-fuel ratio control.

Moreover, when the duration of the state where the air-fuel ratio correction value K _O2 is the lower limit value becomes equal to or longer than the set time t _{Q, the} purge amount integrated value QPAIRT is subtracted by a predetermined value, so that the actual value in the canister C is changed. It is possible to correct the error between the stored evaporated fuel amount and the stored evaporated fuel amount estimated based on the purge amount integrated value QPAIRT, and further reduce the adverse effect of the purge control on the air-fuel ratio control.

Further, at the time of deceleration of the engine E, P_BA<P_BPCT
N in the condition_E> N_PBPCLMTThen θ_TH≤ θ
_THIIn the state of N_E> N_EPCTIs satisfied, and P
_BA≧ P _BPCTOr N_E≦ N_PBPCLMWhen is satisfied,
The purge cut is executed accordingly, and the
-Set time t from dicut_CFuel cut after a delay
Therefore, the purge control means 14 in the purge passage 9
Evaporative fuel remaining downstream from the engine E during fuel cut
Is not inhaled to the exhaust system, which adversely affects the exhaust system catalyst.
Therefore, sufficient deceleration control becomes possible.

Although the embodiments of the present invention have been described in detail above, the present invention is not limited to the above embodiments, and various design changes can be made without departing from the present invention described in the claims. It is possible to do.

[0070]

As described above, in the device according to the first aspect of the present invention, after the elapse of a predetermined time after the evaporative fuel purge from the purge passage to the intake passage is stopped with the engine in a specific deceleration state. Since the electronic control unit for controlling the operation of the purge amount control means and the fuel supply means so as to stop the fuel supply is provided, when the fuel supply from the fuel supply means is stopped, a downstream side from the purge control means in the purge passage is provided. Since the evaporated fuel does not remain, the evaporated fuel is not sucked into the engine when the fuel supply is stopped, and it is possible to prevent the catalyst of the exhaust system from being adversely affected and to enable sufficient deceleration control. .

According to the second aspect of the invention, the electronic control unit controls the operation of the fuel supply means by shortening the predetermined time as the deceleration degree of the engine increases, so that the operation state of the engine can be responded immediately. Fuel cut control becomes possible.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram of an evaporated fuel purge control device.

FIG. 2 is a flowchart showing a main routine of purge control.

FIG. 3 is a flowchart showing a subroutine for initializing an integrated value of a purge amount.

FIG. 4 is a map that defines an initialization region for integrating the purge amount.

FIG. 5 is a flowchart showing a purge correction coefficient calculation subroutine.

FIG. 6 is a map for searching a coefficient according to a purge amount integrated value.

FIG. 7 is a map for searching a correction value according to the engine speed.

FIG. 8 is a flowchart showing a subroutine for calculating a target purge amount.

FIG. 9 is a map for searching for a correction coefficient according to atmospheric pressure.

FIG. 10 is a flowchart showing a subroutine for calculating an execution purge amount.

FIG. 11 is a map for searching a jet orifice purge flow rate.

FIG. 12 is a map for searching the upper limit value of the purge flow rate.

FIG. 13 is a map for searching the lower limit value of the purge flow rate by the duty control valve.

FIG. 14 is a flowchart showing a part of a subroutine for calculating an integrated purge amount value.

FIG. 15 is a flowchart showing a part of a purge amount integrated value calculation subroutine.

FIG. 16 is a flowchart showing the remaining part of the purge amount integrated value calculation subroutine.

FIG. 17 is a flowchart showing a part of a purge control mode determination subroutine.

FIG. 18 is a flowchart showing the remaining part of the purge control mode determination subroutine.

FIG. 19 is a flowchart showing a purge cut determination subroutine.

FIG. 20 is a map for searching a set intake pressure according to the engine speed.

FIG. 21 is a map for searching a set rotational speed according to the cooling water temperature.

FIG. 22 is a flowchart showing a duty ratio calculation subroutine.

FIG. 23 is a map for searching a duty ratio.

FIG. 24 is a map for searching a voltage correction coefficient.

FIG. 25 is a graph showing the relationship between the cumulative value of purge amount and the concentration of evaporated fuel.

[Explanation of symbols]

 4 ... Fuel injection valve as fuel supply means 5 ... Intake passage 9 ... Purge passage 11 ... Activated carbon as adsorbent 14 ... Purge control means C ... Canister E ... Internal combustion Engine T ... Fuel tank U ... Electronic control unit

Claims (2)

[Claims] 1. A purge passage (9) connecting a canister (C) filled with an adsorbent (11) for adsorbing evaporated fuel in a fuel tank (T), an intake passage (5) and the canister (C). Purge amount control means (1
4) and a fuel supply means (4) for stopping fuel supply when the engine (E) is in a specific deceleration state, the engine (E) has a specific deceleration. In this state, the purge amount control means (1) is configured to stop the fuel supply after a predetermined time has elapsed after stopping the evaporated fuel purge from the purge passage (9) to the intake passage (5).
4) and an electronic control unit (U) for controlling the operation of the fuel supply means (4), and an evaporated fuel control device for an internal combustion engine. 2. The electronic control unit (U) is the engine (E).
The operation of the fuel supply means (4) is controlled by shortening the predetermined time as the degree of deceleration of is larger.
An evaporative fuel control device for an internal combustion engine as described above.