JP2011105040A - Control apparatus for hybrid vehicle - Google Patents

Abstract

A control device for a hybrid vehicle capable of improving fuel efficiency while maintaining canister performance is provided.
When an opening of a fuel supply port 221a of a fuel tank 221 is detected by a fuel supply port opening / closing sensor 120, the engine 12 is brought into a purge operation state, and the engine is operated when an integrated purge amount becomes equal to or greater than a purge end threshold By setting the operation state of 12 to the optimum fuel consumption operation state, when the amount of evaporated fuel adsorbed to the canister 251 is large, the negative pressure of the intake pipe 231 is large, and the evaporated fuel is sufficiently purged from the canister 251. When the evaporated fuel is sufficiently purged from 251, the fuel consumption of the engine 12 can be optimized, and the fuel consumption can be improved while maintaining the performance of the canister 251.
[Selection] Figure 2

Description

  The present invention relates to a control device for a hybrid vehicle that controls an operating state of a power source, and more particularly to a control device for a hybrid vehicle that adsorbs evaporated fuel to a canister.

  Conventionally, gasoline used as a fuel for an internal combustion engine (hereinafter referred to as an engine) is volatile and therefore evaporates due to the pressure and temperature in the fuel tank. The gasoline thus evaporated, so-called evaporative gas (hereinafter referred to as evaporated fuel) is adsorbed by the canister in order to prevent it from being discharged outside the vehicle. The canister adsorbs the evaporated fuel generated in the fuel tank in a detachable manner.

  The hybrid vehicle circulates and burns the evaporated fuel adsorbed by the canister to the intake system when the engine is operated. That is, the hybrid vehicle releases and sucks (hereinafter referred to as “purge”) the evaporated fuel adsorbed by the canister into the intake chamber of the engine by the negative pressure generated in the intake pipe of the engine and introduces it into the engine combustion chamber together with the intake air. The combustion of the fuel vapor is suppressed by burning it.

  On the other hand, the hybrid vehicle has a configuration in which the engine is stopped by idle stop or motor running to suppress fuel consumption, so the frequency of purging and burning the evaporated fuel adsorbed on the canister is reduced, and the canister Evaporative fuel accumulates in the tank, and the performance of the canister deteriorates.

  On the other hand, a hybrid vehicle control device is known that maintains the performance of the canister by purging by extending the operating time of the engine. This hybrid vehicle control device, for example, drives the engine for charging the battery and continues the operation of the engine until the purge amount of the evaporated fuel reaches a predetermined amount even after the battery is fully charged.

  In addition, it generates at least one of an electric driving mode in which the vehicle is driven only by the driving force of the electric motor generated by power supply from the battery while the engine is stopped, and a driving force for power generation and a driving force for driving to charge the battery. In order to achieve this, a hybrid vehicle control apparatus that can select a hybrid travel mode in which the engine can be operated to reduce deterioration of fuel consumption has been proposed (see, for example, Patent Document 1).

  The hybrid vehicle control device is configured to be able to select an electric travel mode and a hybrid travel mode, and based on the remaining capacity of the battery and the fuel adsorption amount of the canister, When one of these is selected and the hybrid travel mode is selected, it is determined whether or not the engine needs to be operated based on the fuel adsorption amount of the canister.

  As a result, when the remaining capacity of the battery is large and the fuel adsorption amount of the canister is small, the electric travel mode is selected, and when the remaining capacity of the battery is small or the fuel adsorption amount of the canister is large, the hybrid travel mode is selected. select. Therefore, since the engine is stopped in the electric travel mode, the fuel consumption is good, and in the hybrid travel mode, the engine can be operated for charging the battery or generating the driving force for traveling. Even if the engine is operated when the combustion adsorption amount of the canister is large, it is possible to prevent wasting fuel.

JP 2008-307915 A

  However, in such a conventional hybrid vehicle control device, in order to increase the operating efficiency of the engine, when the engine is operated, the engine torque is maximized with respect to the engine speed. The negative pressure of the canister is small, the vaporized fuel adsorbed by the canister cannot be sufficiently purged into the exhaust pipe, the vaporized fuel cannot be desorbed much from the canister, and the performance of the canister cannot be fully restored. There was a problem.

  The present invention has been made to solve such a conventional problem, and when purging the evaporated fuel from the canister, a sufficient negative pressure in the intake pipe is ensured, and a period for ensuring the negative pressure is set. It is an object of the present invention to provide a hybrid vehicle control device that can improve the fuel efficiency while maintaining the performance of a canister.

  In order to solve the above-described problems, a control apparatus for a hybrid vehicle according to the present invention includes (1) power source control means for controlling operating states of an internal combustion engine and an electric motor, and a fuel tank for storing fuel combusted in the internal combustion engine. A canister that removably adsorbs the evaporated fuel generated in the fuel tank; an adsorption estimation means that estimates an adsorption amount of the evaporated fuel adsorbed to the canister; and the evaporated fuel desorbed from the canister A purge passage that leads to an intake passage of an engine and sucks the evaporated fuel; and a purge amount estimation means that estimates a purge amount of the evaporated fuel that is desorbed from the canister and sucked into the intake passage. The operating state of the engine is determined by sucking the evaporated fuel adsorbed by the canister through the purge passage while applying a negative pressure to the intake passage. A purge operation state in which combustion is performed by a combustion engine; and a fuel efficiency optimum operation state having better fuel efficiency than the purge operation state, wherein the power source control means is configured to adsorb the evaporated fuel estimated by the adsorption estimation means. Is estimated to be equal to or larger than a predetermined adsorption amount, the operation state of the internal combustion engine is set to the purge operation state, and the purge amount of the evaporated fuel estimated by the purge amount estimation means is a predetermined purge amount. When it is estimated as described above, the operation state of the internal combustion engine is set to the fuel consumption optimum operation state.

  With this configuration, when the adsorption amount of the evaporated fuel to the canister estimated by the adsorption estimation unit is estimated to be equal to or greater than a predetermined adsorption amount, the internal combustion engine is set to the purge operation state, and the purge amount estimation unit When the estimated purge amount of evaporated fuel from the canister is estimated to be equal to or greater than a predetermined purge amount, the operating state of the internal combustion engine is set to the optimum fuel consumption operation state. When the negative pressure in the intake passage is large, the evaporated fuel is sufficiently purged from the canister, and the evaporated fuel is sufficiently purged from the canister, the fuel consumption of the internal combustion engine can be optimized and the performance of the canister can be maintained. In addition, fuel efficiency can be improved.

  According to the present invention, when purging the evaporated fuel from the canister, the negative pressure in the intake passage is sufficiently ensured, and the period during which the negative pressure is ensured is limited to maintain the performance of the canister while improving the fuel efficiency. It is possible to provide a control device for a hybrid vehicle that can be improved.

1 is a schematic block diagram illustrating a hybrid vehicle including a control device according to an embodiment of the present invention. 1 is a schematic block configuration diagram showing a configuration of an engine in an embodiment of the present invention. It is the graph which showed the relationship between the engine speed for every operating state of the engine and engine torque in embodiment of this invention. It is a timing chart which shows the engine driving | running state of the hybrid vehicle in embodiment of this invention.

Embodiments of the present invention will be described below with reference to the drawings.
First, the configuration of a hybrid vehicle including a control device according to an embodiment of the present invention will be described with reference to the schematic block configuration diagram of the hybrid vehicle shown in FIG. 1 and the schematic block configuration diagram of the engine shown in FIG. To do.

  As shown in FIG. 1, a hybrid vehicle 11 according to the present embodiment transmits an engine 12 that is an internal combustion engine and power output from the engine 12 to drive wheels 14L and 14R via a drive shaft 13 as a drive shaft. And a hybrid electronic control unit 100 that controls the entire hybrid vehicle 11.

  The engine 12 is configured by a known power device that outputs power by burning a mixture of hydrocarbon fuel such as gasoline or light oil and air in a combustion chamber 214 (see FIG. 2) described later. Yes. The engine 12 intermittently repeats intake, combustion, and exhaust of the air-fuel mixture in the combustion chamber 214 to reciprocate the piston 213 (see FIG. 2) in the cylinder block 211, and is coupled to the piston 213 so that power can be transmitted. By rotating the crankshaft 19, torque is transmitted to the power transmission device 15. The engine 12 is operated by an engine electronic control unit (hereinafter referred to as an engine ECU) 101 that receives signals from various sensors that detect the operating state of the engine 12, such as fuel injection control, ignition control, and intake air amount adjustment control. Control is to be performed.

  The engine ECU 101 is in communication with the hybrid electronic control unit 100, controls the operation of the engine 12 by a control signal input from the hybrid electronic control unit 100, and transmits data related to the operating state of the engine 12 as necessary. It outputs to the electronic control unit 100.

  The power transmission device 15 includes a motor generator MG1, a motor generator MG2, a transmission 17 connected to the rotor shaft 36 of the motor generator MG2, and a power distribution mechanism 18 that distributes power between the engine 12 and the motor generator MG1. It is equipped with.

  The power distribution mechanism 18 includes a sun gear 21 coupled to a hollow sun gear shaft 20 penetrating the crankshaft 19 of the engine 12 through the shaft center, a ring gear 22 having the same center axis as the sun gear 21, the sun gear 21 and the ring gear 22. And a plurality of pinion gears 23 that revolve while rotating on the outer periphery of the sun gear 21, and an input shaft 26 that is coupled to the end of the crankshaft 19 via a damper 24. The power distribution mechanism 18 includes a carrier 25 that supports the rotation shaft of each pinion gear 23, and constitutes a planetary gear mechanism that performs a differential action with the sun gear 21, the ring gear 22, and the carrier 25 as rotational elements.

  By this power distribution mechanism 18, motor generator MG1 functions as a generator and an electric motor. That is, when the power from the engine 12 input from the carrier 25 is distributed to the sun gear 21 side and the ring gear 22 side according to the gear ratio, the motor generator MG1 functions as a generator. . When motor generator MG1 functions as an electric motor, the power from engine 12 input from carrier 25 and the power from motor generator MG1 input from sun gear 21 are integrated and output to ring gear 22 side. It has become.

  Motor generator MG1 includes a stator 28 that forms a rotating magnetic field, and a rotor 29 that is disposed inside stator 28 and has a plurality of permanent magnets embedded therein. Stator 28 includes a stator core and a stator core. A three-phase coil wound around is provided.

  The rotor 29 is coupled to the sun gear shaft 20 that rotates integrally with the sun gear 21 of the power distribution mechanism 18, and the stator core of the stator 28 is formed by laminating thin sheets of electromagnetic steel plates, for example. It is fixed to the periphery. Therefore, motor generator MG1 is housed in main body case 51.

  The motor generator MG1 configured as described above operates as an electric motor that rotationally drives the rotor 29 by the interaction between the magnetic field formed by the permanent magnet embedded in the rotor 29 and the magnetic field formed by the three-phase coil. . The motor generator MG1 also operates as a generator that generates electromotive force at both ends of the three-phase coil by the interaction between the magnetic field generated by the permanent magnet and the rotation of the rotor 29.

  Motor generator MG2 includes a stator 32 that forms a rotating magnetic field, and a rotor 33 that is disposed inside stator 32 and has a plurality of permanent magnets embedded therein. Stator 32 is wound around the stator core and the stator core. It has a three-phase coil that is turned.

  The rotor shaft 36 of the rotor 33 is connected to the transmission 17, and the stator core of the stator 32 is formed by laminating thin electromagnetic steel plates, for example, and is fixed to the inner peripheral portion of the main body case 51. Therefore, motor generator MG2 is housed in main body case 51.

  Motor generator MG2 also operates as a generator that generates electromotive force at both ends of the three-phase coil by the interaction between the magnetic field generated by the permanent magnet and the rotation of rotor 33. Motor generator MG2 is driven by the permanent magnet. It operates as an electric motor that rotationally drives the rotor 33 by the interaction between the magnetic field and the magnetic field formed by the three-phase coil.

  Further, the transmission 17 is configured to perform a shift by a structure in which the carrier 38 is fixed to the main body case 51 of the power transmission device 15. Specifically, the transmission 17 meshes with a sun gear 37 coupled to the rotor shaft 36, a ring gear 39 that rotates integrally with the ring gear 22 of the power distribution mechanism 18, and the ring gear 39 and the sun gear 37. A pinion gear 40 that transmits the rotation to the ring gear 39 and a carrier 38 having a support shaft that rotatably supports the pinion gear 40 are provided. Further, the transmission 17 constitutes a planetary gear mechanism that performs a differential action with the sun gear 37, the ring gear 39, and the carrier 38 as rotational elements.

  Further, a counter drive gear 52 is provided to rotate integrally with the ring gear 39 of the transmission 17 and the ring gear 22 of the power distribution mechanism 18. The counter drive gear 52 is connected to a gear mechanism 56, and the gear mechanism 56 is connected to a differential gear 57. The power output to the counter drive gear 52 is transmitted from the counter drive gear 52 to the differential gear 57 via the gear mechanism 56.

  The differential gear 57 is connected to the drive shaft 13, and the drive shaft 13 is connected to the drive wheels 14L and 14R. The power transmitted to the differential gear 57 is output to the drive wheels 14L and 14R via the drive shaft 13.

  Motor generator MG1 and motor generator MG2 exchange power with battery 63 via inverter 61 and inverter 62.

  The power line 64 connecting the inverter 61 and the inverter 62 and the battery 63 is configured as a positive bus and a negative bus shared by the inverter 61 and the inverter 62, and generates power generated by either the motor generator MG <b> 1 or MG <b> 2. It can be consumed by other motor generators.

  Therefore, battery 63 is charged / discharged by electric power generated from either motor generator MG1 or motor generator MG2 or insufficient electric power. If the balance of power is balanced by motor generator MG1 and motor generator MG2, battery 63 is not charged / discharged.

  The motor generator MG1 and the motor generator MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 102.

  The motor ECU 102 includes a rotation position detection sensor 111 and a rotation position detection sensor that detect signals necessary for driving and controlling the motor generator MG1 and the motor generator MG2, for example, the rotation positions of the rotors of the motor generator MG1 and the motor generator MG2. A signal input from 112, a phase current applied to motor generator MG1 and motor generator MG2 detected by a current sensor (not shown), and the like are input. A switching control signal to inverter 61 and inverter 62 is input from motor ECU 102. Is output.

  The motor ECU 102 communicates with the hybrid electronic control unit 100. By driving and controlling the inverter 61 and the inverter 62 in accordance with a control signal input from the hybrid electronic control unit 100, the motor generator MG1 and The motor generator MG2 is driven and controlled. Further, the motor ECU 102 outputs data related to the operating state of the motor generator MG1 and the motor generator MG2 to the hybrid electronic control unit 100 as necessary.

  The battery 63 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 103, and a signal necessary for managing the battery 63, for example, installed between terminals of the battery 63 is installed in the battery ECU 103. Terminal voltage from a voltage sensor (not shown), charge / discharge current from a current sensor (not shown) attached to a power line 64 connected to the output terminal of the battery 63, battery temperature from a temperature sensor (not shown) attached to the battery 63 Etc. are input, and data relating to the state of the battery 63 is output to the hybrid electronic control unit 100 as necessary. In the battery ECU 103, the remaining capacity (SOC: State of charge) is also calculated based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 63.

  On the other hand, as shown in FIG. 1, the hybrid electronic control unit 100 is composed of a microprocessor centering on a CPU (Central processing unit) 100a, and in addition to the CPU 100a, a ROM (Read only) for storing processing programs and the like. memory) 100b, a RAM (Random access memory) 100c that temporarily stores data, an input / output port and a communication port (not shown), and controls the hybrid vehicle 11.

  The hybrid electronic control unit 100 has an ignition signal Ig from an ignition switch (IG) 113, a shift position signal SP from a shift position sensor 114 that detects an operation position of a shift lever 91 that is manually operated by a driver, and is depressed by a driver. The accelerator pedal position signal 115 from the accelerator pedal position sensor 115 that detects the amount of depression of the accelerator pedal 92, the brake pedal position signal BP from the brake pedal position sensor 116 that detects the amount of depression of the brake pedal 93, and the vehicle speed sensor 117 A vehicle speed signal V or the like is input via each input port.

  As described above, the hybrid electronic control unit 100 is connected to the engine ECU 101, the motor ECU 102, and the battery ECU 103 via the communication port, and exchanges various control signals and data with the engine ECU 101, the motor ECU 102, and the battery ECU 103. Is supposed to do.

Next, a detailed configuration around the cylinder of the engine 12 will be described.
As shown in FIG. 2, the engine 12 includes a combustion unit 210 including a plurality of cylinders, a fuel supply unit 220 that supplies fuel to the combustion unit 210, and an intake unit 230 that supplies a gas such as air to the combustion unit 210. The exhaust unit 240 discharges the exhaust gas generated by the combustion of the air-fuel mixture in the combustion unit 210 to the outside of the vehicle, and the evaporated fuel processing unit 250 that processes the evaporated fuel so that it can be supplied to the combustion unit 210.

  The combustion unit 210 includes a cylinder block 211, a cylinder head 212 fixed to the upper part of the cylinder block 211, and a piston 213 that is reciprocally accommodated in a space formed by the cylinder block 211 and the cylinder head 212. I have. A combustion chamber 214 is formed by the cylinder block 211, the cylinder head 212, and the piston 213.

  The cylinder block 211 is provided with a water jacket 211 w that forms a flow path of the cooling water and cools the cylinder block 211 using a temperature difference between the flowing cooling water and the cylinder block 211.

  The cylinder head 212 includes an intake valve 215 for introducing air into the combustion chamber 214, an exhaust valve 216 for exhausting exhaust gas to the exhaust section 240, and ignition for igniting the air-fuel mixture in the combustion chamber 214. Plug 217 is provided.

  An intake pipe 231 to be described later is provided with an injector 218 for injecting fuel, and the air-fuel mixture is introduced into the combustion chamber 214 when the intake valve 215 is opened. .

  The piston 213 is connected to the crankshaft 19 so that power can be transmitted. The piston 213 reciprocates due to combustion of fuel, and transmits the reciprocating motion to the crankshaft 19.

  The intake valve 215 and the exhaust valve 216 are connected to the crankshaft 19 via a timing belt, and are opened and closed at a desired timing as the crankshaft 19 rotates.

  The spark plug 217 is a known spark plug having platinum or iridium alloy electrodes. The spark plug 217 is configured to ignite the fuel injected into the combustion chamber 214 at a desired timing by causing the engine ECU 101 to energize the electrode at a desired timing to generate a discharge.

  The injector 218 has a solenoid coil and a needle valve (not shown), and is configured to open the needle valve when the solenoid coil is energized at a desired timing by the engine ECU 101. The injector 218 is configured to inject fuel at a desired timing from the intake pipe 231 into the combustion chamber 214 by opening a needle valve.

  The combustion unit 210 includes the other three combustion units 210 (not shown) to form an in-line four-cylinder engine 12. However, the engine 12 is not limited to the in-line four-cylinder engine, and may be a single cylinder or an arbitrary cylinder. There may be arranged multiple cylinders.

  The fuel supply unit 220 includes a fuel tank 221 for storing fuel, a fuel pump 222 for pumping fuel to the injector 218, a pressure regulator 223 for adjusting the pressure of the pumped fuel, a fuel tank 221 and an injector. 218 and a fuel supply pipe 224 for pressure-feeding fuel.

  The fuel tank 221 is for storing hydrocarbon fuel such as gasoline or light oil, and is a well-known fuel tank made of iron or resin having an antirust treatment inside. The fuel tank 221 has a fuel filler port 221a that communicates with the outside of the vehicle, and receives fuel from the fuel filler port 221a. The fuel tank 221 may have a built-in fuel filter for removing foreign substances contained in the fuel.

  Further, an oil supply opening / closing sensor 120 is attached to the oil supply opening 221a. The fuel filler opening / closing sensor 120 detects opening / closing of the fuel filler opening 221a and outputs an opening / closing detection signal of the fuel filler opening 221a to the hybrid electronic control unit 100.

  Here, in the present embodiment, refueling is performed by opening the refueling port 221a, the pressure in the fuel tank 221 is increased, and the evaporated fuel (also referred to as evaporation gas) is adsorbed by a canister 251 described later. It is assumed that a predetermined amount of evaporated fuel is adsorbed on the canister 251. Therefore, the fuel filler opening / closing sensor 120 detects the opening of the fuel filler 221a to estimate that the adsorbed amount of the evaporated fuel adsorbed on the canister 251 is equal to or larger than a predetermined adsorbed amount.

  The fuel pump 222 is a known electric pump that pumps fuel by rotation of an impeller provided in a pump case. With this configuration, the fuel pump 222 is configured to pump fuel to the injector 218 at a predetermined pressure, and is controlled by the engine ECU 101. The fuel pump 222 may be housed inside the fuel tank 221.

  The pressure regulator 223 adjusts the pressure of the fuel pumped to the injector 218 by the fuel pump 222 to a desired pressure. Thereby, since the fuel pressure is applied to the injector 218 by the fuel pump 222, when the valve is opened by being controlled by the engine ECU 101, a volume of fuel corresponding to the valve opening time is burned from the intake pipe 231. It can be injected into the chamber 214.

  The intake section 230 includes an intake pipe 231 that is an intake passage for introducing air that has passed through an air cleaner (not shown) and has flowed from outside the vehicle into the combustion chamber 214, and a throttle valve 232 for adjusting the flow rate of the air. ing.

  The throttle valve 232 includes a shaft at the center of a thin disc-like valve body. The shaft is rotated by a throttle valve actuator (not shown) to rotate the valve body. The air flow rate is changed.

  The opening degree of the throttle valve 232 is detected by a throttle valve opening degree sensor 121, and a detection signal indicating the opening degree of the throttle valve 232 is inputted to the engine ECU 101 by the throttle valve opening degree sensor 121. The opening degree of throttle valve 232 is made to be the throttle opening degree θth obtained by engine ECU 101 based on the throttle opening degree control map stored in advance based on accelerator opening degree signal Acc from accelerator pedal position sensor 115. To be controlled. Further, the throttle opening degree control map is switched depending on the operation state.

  The exhaust unit 240 includes an exhaust pipe 241 that communicates with the combustion chamber 214 via an exhaust valve 216, and a catalytic converter 242 that is provided in the exhaust pipe 241 and purifies the exhaust gas.

  The catalytic converter 242 includes a three-way catalyst that can efficiently remove harmful substances such as unburned hydrocarbon (HC), carbon monoxide (CO), and nitrogen oxide (NOx) contained in the exhaust gas. Preferably, an exhaust gas having a function of efficiently removing NOx is used even from exhaust gas having a high NOx content.

  The evaporative fuel processing unit 250 includes a canister 251 for adsorbing evaporative fuel in the fuel tank 221, a tank side passage 252 that communicates the canister 251 and the fuel tank 221, and a purge that communicates the canister 251 and the intake pipe 231. A passage 253 and a purge valve 254 provided in the purge passage 253 are provided.

  The canister 251 has an atmosphere open pipe 255 that communicates with the atmosphere, and is filled with an adsorbent such as activated carbon for temporarily adsorbing the evaporated fuel. The purge valve 254 switches the purge passage 253 to a communication state or a non-communication state of the canister 251 and the intake pipe 231 in accordance with a control signal from the engine ECU 101.

  With this configuration, when the fuel in the fuel tank 221 is used, the evaporated fuel processing unit 250 is supplied with air in the fuel tank 221 from the atmosphere open pipe 255 via the tank side passage 252, and the fuel tank 221. The internal pressure is prevented from decreasing. Further, when the fuel vapor in the fuel tank 221 exceeds a predetermined pressure due to refueling or the like, it is introduced into the canister 251 through the tank side passage 252 and is adsorbed by the adsorbent.

  The evaporated fuel adsorbed by the adsorbent of the canister 251 is supplied from the canister 251 to the intake pipe 231 via the purge passage 253 when the purge valve 254 is opened and the pressure in the intake pipe 231 becomes negative. The flow rate of the evaporated fuel supplied to the intake pipe 231 is determined by the opening degree of the purge valve 254 and the like. Further, the negative pressure in the intake pipe 231 is generated by the reciprocation of the piston 213 in the engine 12, the opening / closing timing of the intake valve 215, the opening of the throttle valve 232, and the like.

  Here, generation of negative pressure in the intake pipe 231 will be described. FIG. 3 is a graph showing the relationship between the engine speed and the engine torque in the engine operating state.

  As shown in FIG. 3, when the engine 12 is operated in the optimum fuel economy operation state, the engine 12 operates so as to have the highest engine torque with respect to the engine speed as indicated by the optimum fuel economy operation line shown by the solid line. On the other hand, when operated in the purge operation state, the engine 12 operates such that the engine torque is lower than the fuel efficiency optimal operation line with respect to the engine speed as indicated by the negative pressure ensuring operation line shown by the broken line. Here, the negative pressure in the intake pipe 231 is larger when operating on the negative pressure securing operation line than when operating on the fuel efficiency optimal operation line.

  Here, since the hybrid electronic control unit 100 of the hybrid vehicle 11 operates the engine 12, the motor generator MG1, and the motor generator MG2 in a coordinated manner, it can always be in the optimum fuel consumption driving state, but intentionally purged. By setting the operation state, the negative pressure in the intake pipe 231 can be increased.

  Hereinafter, a characteristic configuration of the hybrid vehicle 11 according to the embodiment of the present invention will be described.

  The fuel tank 221 stores the fuel combusted in the combustion chamber 214 of the engine 12. The canister 251 is configured to adsorb the evaporated fuel generated in the fuel tank 221 in a detachable manner. The purge passage 253 guides the evaporated fuel desorbed from the canister 251 to the intake pipe 231 and sucks the evaporated fuel.

  The fuel filler opening / closing sensor 120 estimates the amount of fuel vapor adsorbed by the canister 251. That is, the fuel filler opening / closing sensor 120 constitutes a suction estimation means in the present invention.

  The hybrid electronic control unit 100 controls the engine ECU 101 to select and operate the engine 12 from a plurality of operating states. In the operation state of the engine 12, a purge operation state in which a negative pressure is applied to the intake pipe 231 and the evaporated fuel adsorbed in the canister 251 is sucked through the purge passage 253 and burned in the combustion chamber 214 of the engine 12; And an optimal fuel consumption operation state with better fuel efficiency than the purge operation state.

  Further, the hybrid electronic control unit 100 estimates the purge amount of the evaporated fuel that is desorbed from the canister 251 and sucked into the intake pipe 231. That is, the hybrid electronic control unit 100 constitutes a purge amount estimating means.

  The hybrid electronic control unit 100 controls the operating states of the engine 12, the motor generator MG1, and the motor generator MG2. Furthermore, the hybrid electronic control unit 100 sets the operation state of the engine 12 to the purge operation state when the adsorption amount of the evaporated fuel estimated by the fuel filler opening / closing sensor 120 is estimated to be equal to or more than a predetermined adsorption amount, When it is estimated that the estimated purge amount of the evaporated fuel is greater than or equal to a predetermined purge end threshold value, the operation state of the engine 12 is set to the optimum fuel consumption operation state. That is, the hybrid electronic control unit 100 constitutes a power source control means.

  Next, FIG. 4 shows a timing chart of the engine operating state of the hybrid vehicle in the embodiment of the present invention, and the operation will be described.

  As shown in FIG. 4, the CPU 100 a of the hybrid electronic control unit 100 determines that a predetermined amount of evaporated fuel is adsorbed to the canister 251 when the opening of the filler opening 221 a is detected by the filler opening / closing sensor 120. To do. The CPU 100a of the hybrid electronic control unit 100 determines that a predetermined amount of evaporated fuel is adsorbed to the canister 251 (hereinafter referred to as canister adhesion determination), thereby controlling the engine ECU 101 to change the operating state of the engine 12. Set to purge operation. Further, the CPU 100a of the hybrid electronic control unit 100 clears the integrated value of the purge amount (hereinafter referred to as the integrated purge amount) (the integrated purge amount is 0) based on the canister adhesion determination.

  Next, the CPU 100a of the hybrid electronic control unit 100 continues the purge operation state of the engine 12 and monitors the integrated purge amount. This integrated purge amount is obtained by integrating the purge flow rate. The purge flow rate is estimated from the opening degree of the purge valve 254, the engine speed and the throttle opening degree.

  The CPU 100a of the hybrid electronic control unit 100 controls the engine ECU 101 to set the operation state of the engine 12 to the optimum fuel consumption operation state when the integrated purge amount becomes equal to or greater than a predetermined purge end threshold value.

  Thereafter, the CPU 100a of the hybrid electronic control unit 100 operates the engine 12 in the fuel consumption optimal driving state until the fuel filler opening / closing sensor 120 detects the opening of the fuel filler 221a.

  When the fuel filler opening / closing sensor 120 detects the opening of the fuel filler opening 221a, the CPU 100a of the hybrid electronic control unit 100 determines that a predetermined amount of evaporated fuel is adsorbed to the canister 251 and controls the engine ECU 101. Then, the operation state of the engine 12 is set to the purge operation state, and the above processing is repeated.

  As described above, the hybrid vehicle control apparatus according to the present embodiment uses the fuel filler opening / closing sensor 120 to detect the opening of the fuel filler opening 221a of the fuel tank 221, and the adsorption amount of the evaporated fuel to the canister 251 is determined in advance. When the engine 12 operation state is the purge operation state and the integrated purge amount is equal to or greater than the purge end threshold value, the engine 12 operation state is set to the optimum fuel consumption operation state. When the amount of the evaporated fuel adsorbed is large, the negative pressure of the intake pipe 231 is large, the evaporated fuel is sufficiently purged from the canister 251, and when the evaporated fuel is sufficiently purged from the canister 251, The fuel consumption can be optimized, and the fuel consumption can be improved while maintaining the performance of the canister 251.

  In the above-described embodiment, the amount of evaporated fuel adsorbed on the canister 251 is estimated only by detecting the opening of the fuel inlet 221a of the fuel tank 221 by the fuel inlet opening / closing sensor 120. However, the detection values of other sensors may be taken into consideration. For example, when a temperature sensor is provided and the amount of fuel in the fuel tank 221 is evaporated or the amount of expansion of the evaporated fuel is taken into account, or the remaining fuel amount does not increase from the detected value of the remaining fuel amount from the existing fuel remaining amount sensor Even if the opening of the fuel filler port 221a of the fuel tank 221 is detected, the increase in the amount of evaporated fuel adsorbed on the canister 251 may not be estimated. In this case as well, the same effects as those of the hybrid vehicle control device described above can be obtained, and the detection accuracy can be improved.

  In the above-described embodiment, the detection of the opening of the fuel filler port 221a of the fuel tank 221 is detected by the fuel filler opening / closing sensor 120. You may make it use on detection, the increase detection of remaining fuel amount from a fuel remaining amount sensor, or combining said each sensor. Also in this case, the same effect as that of the hybrid vehicle control device described above or an improvement in detection accuracy can be obtained.

  Furthermore, in the above-described embodiment, the hybrid electronic control unit 100, the engine ECU 101, the motor ECU 102, and the battery ECU 103 have been described as separate independent ECUs. However, the present invention is not limited to this, and is configured by a single ECU. There may be.

  As described above, the hybrid vehicle control apparatus according to the present invention secures a sufficient negative pressure in the intake passage when purging the evaporated fuel from the canister, and limits the period during which the negative pressure is ensured. Thus, while maintaining the performance of the canister, it has the effect of improving fuel efficiency, and is useful as a control device for a hybrid vehicle that adsorbs evaporated fuel to the canister.

11 Hybrid vehicle 12 Engine (internal combustion engine)
13 Drive shaft 14L, 14R Drive wheel 19 Crank shaft 63 Battery 100 Hybrid electronic control unit (power source control means, purge amount estimation means)
101 engine ECU
102 motor ECU
120 Refueling port opening / closing sensor (adsorption estimation means)
121 Throttle valve opening sensor 210 Combustion unit 213 Piston 214 Combustion chamber 215 Intake valve 216 Exhaust valve 217 Spark plug 218 Injector 220 Fuel supply unit 221 Fuel tank 221a Fuel supply port 222 Fuel pump 223 Pressure regulator 224 Fuel supply pipe 230 Intake unit 231 Intake Pipe (intake passage)
232 Throttle valve 240 Exhaust unit 250 Evaporated fuel processing unit 251 Canister 252 Tank side passage 253 Purge passage 254 Purge valve 255 Air release pipe MG1, MG2 Motor generator (electric motor)

Claims (1)

Power source control means for controlling the operating state of the internal combustion engine and the electric motor;
A fuel tank for storing fuel combusted in the internal combustion engine;
A canister that removably adsorbs the evaporated fuel generated in the fuel tank;
An adsorption estimation means for estimating an adsorption amount of the evaporated fuel adsorbed on the canister;
A purge passage for guiding the evaporated fuel desorbed from the canister to an intake passage of the internal combustion engine and sucking the evaporated fuel;
A purge amount estimating means for estimating a purge amount of the evaporated fuel desorbed from the canister and sucked into the intake passage,
The operation state of the internal combustion engine includes a purge operation state in which the evaporated fuel adsorbed by the canister is sucked through the purge passage by applying a negative pressure to the intake passage and burned in the internal combustion engine, and And a fuel efficiency optimal driving state that has better fuel efficiency than the driving state,
The power source control means sets the operation state of the internal combustion engine to the purge operation state when the adsorption amount of the evaporated fuel estimated by the adsorption estimation means is estimated to be equal to or more than a predetermined adsorption amount, A hybrid vehicle characterized in that when the purge amount of the evaporated fuel estimated by the purge amount estimation means is estimated to be equal to or greater than a predetermined purge amount, the operating state of the internal combustion engine is set to the optimum fuel consumption operating state. Control device.

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