JP2018066352A - Evaporation fuel treatment device for engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To appropriately control the amount of air to be introduced to an engine body when purge is executed.SOLUTION: Required air amount that is a target value of air amount to be introduced to an engine body 1 is set according to an operating condition of the engine body 1. A value obtained by subtracting, from the required air amount, a throttle passage air flow rate that is attained when an opening of a throttle valve 34 is temporarily set to a minimum opening enabling control of the throttle passage air flow rate that is a flow rate of air passing through the throttle valve 34 is calculated as upper limit purge amount. The purge valve 45 is controlled so that the amount of purge gas to be introduced to the engine body 1 does not exceed the upper limit purge amount.SELECTED DRAWING: Figure 6

Description

  The present invention includes an engine body having a cylinder formed therein, an intake passage for introducing intake air into the engine body, a fuel tank for storing fuel, and a fuel injection valve for injecting fuel into the cylinder or the intake passage. The present invention relates to an evaporative fuel processing apparatus.

  Conventionally, evaporative fuel generated in a fuel tank is introduced into an engine body through an intake passage and burned, thereby suppressing the evaporative fuel from being released into the atmosphere.

  Here, when the evaporated fuel is simply introduced into the engine main body, the evaporated fuel is added to the fuel injected from the fuel injection valve into the engine main body, so that the required engine torque (torque required for the engine) becomes larger. End up.

  On the other hand, Patent Document 1 discloses an engine having an evaporative gas passage that communicates a portion of the intake passage downstream of the throttle valve with a fuel tank, and a proportional control valve that opens and closes the fuel passage. Using the detected value of the air-fuel ratio sensor provided in the passage, feedback control of the injection amount of the fuel injection valve is performed so that the air-fuel ratio of the exhaust passage becomes the target air-fuel ratio corresponding to the required engine torque, thereby evaporating fuel An engine that achieves the required engine torque while introducing the engine into the engine body is disclosed.

  Moreover, in the engine of this patent document 1, while setting the basic value of the quantity of purge gas which is the air containing the said evaporative fuel and introduce | transduced into an engine main body so that it may become so small that engine torque is small, the injection quantity of a fuel injection valve However, the amount of purge gas is reduced from the basic value when the linearity characteristic is below a lower limit value that ensures the linearity characteristic. According to this configuration, the influence of the purge gas on the engine torque can be suppressed to a small level, and the controllability of the injection amount of the fuel injection valve can be ensured.

Japanese Patent Publication No. 7-3211

  As described above, according to the configuration of Patent Document 1, the amount of fuel supplied to the engine body may be appropriately controlled by ensuring the controllability of the injection amount of the fuel injection valve. Therefore, there is a possibility that the amount of air introduced into the engine body cannot be appropriately controlled.

  Specifically, if the opening of the throttle valve is changed, the amount of air passing through the throttle valve can be changed to adjust the amount of air flowing into the engine body. However, when a large amount of purge gas is introduced into the engine body and the amount of air contained in the purge gas is already larger than the amount of air to be introduced into the engine body, the throttle valve opening is fully closed. Even so, there is a problem that the amount of air introduced into the engine body becomes larger than the required value.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide an evaporated fuel processing apparatus for an engine that can appropriately control the amount of air introduced into an engine body.

  In order to solve the above-mentioned problems, the present invention provides an engine body in which a cylinder is formed, an intake passage for introducing intake air into the engine body, a fuel tank for storing fuel, and fuel injection into the cylinder or the intake passage. An evaporative fuel processing apparatus for an engine having a fuel injection valve that performs removably adsorbing evaporative fuel evaporated in the fuel tank, the canister and the intake passage communicating with each other, and the fuel tank A purge passage for introducing a purge gas containing evaporated fuel generated in the intake passage into the intake passage, a purge valve capable of opening and closing the purge passage, a throttle valve capable of opening and closing the intake passage, and a flow rate of the purge gas by controlling the purge valve And the throttle valve, which is the flow rate of air passing through the throttle valve by controlling the throttle valve. Control means for changing the air flow rate, the control means sets a required air amount that is a target value of the air amount to be introduced into the engine body according to the operating conditions of the engine body, and opens the throttle valve The value obtained by subtracting the throttle passage air flow rate, which is realized when the throttle passage air flow rate is set to the minimum controllable opening degree, from the required air amount is calculated as the upper limit purge amount, and is introduced into the engine body. An engine evaporative fuel processing apparatus is provided, wherein the purge valve is controlled so that the amount of the purge gas does not exceed the upper limit purge amount.

  According to this configuration, purge gas is introduced into the engine body to effectively suppress leakage of evaporated fuel into the atmosphere, and the throttle valve opening is maintained at a minimum opening or more to be introduced into the engine body. It is possible to more reliably set the amount of air to an appropriate value, that is, the required amount of air. Specifically, when the throttle valve opening is set to a very small opening near the fully closed position, even if the throttle valve opening is changed, the throttle-passing air flow rate becomes a predetermined value close to 0 or less. Almost no change occurs, and it becomes difficult to control the air flow rate through the throttle by the throttle valve. In contrast, in this configuration, the upper limit purge amount, which is a value obtained by subtracting the throttle passage air flow rate from the required air amount when the throttle valve opening is set to the minimum opening degree that can control the throttle passage air flow rate, is exceeded. Since the amount of purge gas is controlled so that the purge gas is introduced into the engine body as described above, the throttle valve opening degree is set to the minimum opening degree or more, and the air flow through the throttle, and thus the air introduced into the engine body. This amount can be controlled to an appropriate value by the throttle valve.

  In the above configuration, the control means sets a reference target fuel amount that is a target value of the total fuel amount to be supplied to the engine body based on the operating state of the engine body, and opens the purge valve to release the purge gas. When purging to be introduced into the intake passage, the engine main body is set so that the injection amount of the fuel injection valve becomes the minimum injection amount that ensures the linearity characteristic of the fuel injection valve and through the purge passage. It is preferable to control the fuel injection valve and the purge valve so that the amount of evaporated fuel introduced into the fuel tank becomes a maximum target evaporated fuel amount that is an amount obtained by subtracting the minimum injection amount from the reference target fuel amount. Item 2).

  According to this configuration, an appropriate amount of fuel can be injected from the fuel injection valve while ensuring the linearity characteristic of the fuel injection valve while appropriately controlling the amount of air introduced into the engine body by the throttle valve. The air / fuel ratio of the engine body can be controlled to an appropriate value. In addition, since the amount of the evaporated fuel introduced into the engine body through the purge passage is controlled to be the maximum target evaporated fuel amount that is the amount obtained by subtracting the minimum injection amount from the reference target fuel amount, Thus, more purge gas and evaporated fuel can be introduced into the engine body while appropriately controlling the air-fuel ratio of the engine body, and leakage of evaporated fuel in the fuel tank into the atmosphere can be suppressed.

  In the above-mentioned configuration, a detection means for detecting a differential pressure across the purge valve is provided, and the control means determines the amount of the purge gas introduced into the engine body based on the differential pressure across the purge valve detected by the detection means. It is preferable to control the throttle valve so that the amount of air passing through the throttle valve becomes a value obtained by subtracting the amount of the purge gas introduced into the engine body from the required air amount. 3).

  In this case, the amount of air introduced into the engine body is requested while the amount of purge gas is more reliably set to the upper limit purge or less and the throttle valve opening is set to the minimum opening or the opening on the open side. The amount of air can be controlled.

  As described above, according to the evaporated fuel processing apparatus for an engine of the present invention, the amount of air introduced into the engine body can be appropriately controlled.

1 is a schematic view of an engine system to which an evaporated fuel processing apparatus for an engine according to an embodiment of the present invention is applied. It is the block diagram which showed the control system of the engine system. It is another figure which shows the relationship between the drive timing of a purge valve output part, and the opening / closing timing of a purge valve. It is the flowchart which showed the control procedure of the purge valve. It is the flowchart which showed the first half part of the calculation procedure of target purge mass flow rate. It is the flowchart which showed the second half part of the calculation procedure of target purge mass flow rate. It is the flowchart which showed the control procedure of the injector. It is the flowchart which showed the control procedure of the throttle. It is the figure which showed the relationship between the injection pulse width and the injection quantity.

(1) Overall Configuration of Engine FIG. 1 is a diagram showing a configuration of an engine system to which an evaporated fuel processing apparatus for an engine according to an embodiment of the present invention is applied. The engine system of the present embodiment includes a four-stroke engine main body 1, an intake passage 30 for introducing combustion air (intake air) into the engine main body 1, and exhaust for discharging exhaust from the engine main body 1 to the outside. A passage 35, a fuel tank 41 for storing fuel, and a purge system 40 for introducing evaporated fuel generated in the fuel tank 41 into the engine body 1 are provided. This engine system is provided in a vehicle, and the engine body 1 is used as a drive source for the vehicle. The engine body 1 is, for example, a four-cylinder engine having four cylinders 2 arranged in a direction orthogonal to the paper surface of FIG. 1, and is a gasoline engine mainly using gasoline as fuel.

  The engine body 1 includes a cylinder block 3 in which a cylinder 2 is formed, a cylinder head 4 provided on the upper surface of the cylinder block 3, and a piston 11 that is inserted into the cylinder 2 so as to be slidable back and forth. Yes. A combustion chamber 5 is formed above the piston 11.

  The piston 11 is connected to the crankshaft 15 via a connecting rod, and the crankshaft 15 rotates around the central axis according to the reciprocating motion of the piston 11. The cylinder block 3 is provided with a rotational speed sensor SN1 that detects the rotational speed of the crankshaft 15 as the rotational speed of the engine.

  The cylinder head 4 includes an injector (fuel injection valve) 12 and a spark plug 13 for igniting an air-fuel mixture injected from the injector 12 by spark discharge, one for each cylinder 2. Is provided.

  The injector 12 has a plurality of injection holes serving as fuel injection ports at the tip, and is provided so as to face the combustion chamber 5 of each cylinder 2 from the side on the intake side. A fuel rail 14 for storing fuel is connected to the injector 12 inside. The fuel rail 14 is connected to a fuel tank 41 via a pipe (not shown), and the fuel fed from the fuel tank 41 is stored in the fuel rail 14. The injector 12 receives the supply of fuel stored in the fuel rail 14 and injects the fuel into the cylinder 2.

  The fuel rail 14 is provided with a fuel pressure sensor SN5 for detecting a fuel pressure that is a pressure of fuel stored in the fuel rail 14, that is, a fuel pressure injected by the injector 12.

  The spark plug 13 has an electrode for discharging sparks at the tip, and is provided so as to face the combustion chamber 5 of each cylinder 2 from above.

  The cylinder head 4 includes an intake port 6 for introducing air supplied from the intake passage 30 into the combustion chamber 5 of each cylinder 2, an intake valve 8 that opens and closes the intake port 6, and the combustion chamber 5 of each cylinder 2. Are provided with an exhaust port 7 for leading the exhaust gas generated in step 1 to the exhaust passage 35 and an exhaust valve 9 for opening and closing the exhaust port 7.

  The intake passage 30 has a single intake pipe 33 and a plurality of (four) independent intake passages 31 (perpendicular to the plane of FIG. 1) for individually connecting the intake pipe 33 and the intake port 6 of each cylinder 2. Are arranged in the direction). A surge tank 32 having a predetermined volume is provided at the downstream end of the intake pipe 33, and an independent intake passage 31 extends from the surge tank 32 to each intake port 6.

  A throttle valve 34 capable of opening and closing the passage of the intake pipe 33 is provided in a portion upstream of the surge tank 32 in the intake pipe 33.

  An air flow sensor SN2 for detecting a flow rate of air (intake air) taken into the engine main body 1 through this portion is provided at a portion upstream of the throttle valve 34 in the intake pipe 33. Further, the surge tank 32 is provided with an intake pressure sensor SN3 (detection means) for detecting the pressure in the surge tank 32, that is, the pressure of the portion of the intake pipe 33 downstream of the throttle valve 34.

  The exhaust passage 35 includes four independent exhaust passages 36 communicating with the exhaust ports 7 of the cylinders 2 and one exhaust pipe extending downstream from a portion where the downstream end portions of the independent exhaust passages 36 are gathered in one place. 38. In the present embodiment, the independent exhaust passages 36 of the two cylinders 2 whose exhaust order (the order in which the exhaust stroke is performed) are gathered in one passage, and the independent exhaust of the two cylinders 2 whose exhaust order is not continuous The passages 36 gather into one passage, and then these two passages are collected in the exhaust pipe 38. The exhaust pipe 38 is provided with a catalyst device 90 containing a catalyst such as a three-way catalyst.

  Further, the exhaust passage 35 is provided with an A / F sensor SN4 for detecting the air-fuel ratio (ratio of air to fuel) of the exhaust gas, and thus the air-fuel mixture in the combustion chamber 5.

  The purge system 40 includes a canister 42 that detachably adsorbs the evaporated fuel evaporated in the fuel tank 41, a purge air pipe 49 that introduces air into the canister 42, and a purge pipe (purge) that connects the canister 42 and the intake pipe 33. Passage) 43. The purge pipe 43 is connected to a portion of the intake pipe 33 between the throttle valve 34 and the surge tank 32.

  The evaporated fuel adsorbed on the canister 42 is desorbed from the canister 42 by the air introduced from the purge air pipe 49. The evaporated fuel desorbed from the canister 42 is introduced into the intake pipe 23 through the purge pipe 43 together with air. Hereinafter, a gas composed of evaporated fuel and air flowing through the purge pipe 43 is referred to as a purge gas. The evaporated fuel contained in the purge gas is called purge fuel.

  The purge pipe 43 is provided with a purge valve 45 that opens and closes the purge pipe 43. The purge valve 45 is a DUTY control valve, and is opened and closed by changing the DUTY ratio, which is the ratio of the valve opening period to the unit period that combines the valve opening period and the valve closing period. Has been changed. The purge valve 45 is an electromagnetic valve, and the DUTY ratio is a ratio of the energization period to the unit period including one energization period and one non-energization period. The purge valve 45 is fully closed when the DUTY ratio is 0% and fully opened when 100%.

  Hereinafter, opening the purge valve 45 and introducing purge gas into the intake pipe 33 and thus into each cylinder 2 is referred to as purging.

(2) Control system The control system of an engine system is demonstrated using FIG. The engine system of this embodiment is controlled by a PCM (powertrain control module) 100 mounted on a vehicle. The PCM 100 is a microprocessor including a CPU, a ROM, a RAM, an I / F, and the like, and corresponds to a control unit according to the present invention.

  Information from various sensors is input to the PCM 100. For example, the PCM 100 is electrically connected to the rotation speed sensor SN1, the airflow sensor SN2, the intake pressure sensor SN3, the A / F sensor SN4, and the fuel pressure sensor SN5, and receives input signals from these sensors. Further, the vehicle is provided with an accelerator opening sensor SN6 for detecting the opening of an accelerator pedal (not shown) operated by the driver, a vehicle speed sensor SN7 for detecting the vehicle speed, and the like. Is also input to the PCM 100. The PCM 100 executes various calculations based on input signals from the sensors (SN1 to SN7, etc.), and drives the injector 12, the purge valve 45 (actuator that drives the purge valve 45), and the throttle valve 34 (drives the throttle valve 34). Control signals by outputting command signals to the actuator).

  The PCM 100 includes an injector control unit 102, a purge valve control unit 104, and a throttle valve control unit 106 as functional elements. The injector control unit 102 performs a calculation related to the injector 12 and calculates an injection amount that is a fuel amount to be injected from the injector 12 into the cylinder 2. The purge valve control unit 104 performs a calculation related to the purge valve 45 and calculates a command value of the DUTY ratio of the purge valve 45 (hereinafter referred to as a purge valve command DUTY ratio as appropriate). The throttle valve 34 performs calculations related to the throttle valve 34 and calculates a command value for the opening of the throttle valve 34.

  The PCM 100 also outputs a command signal corresponding to the purge valve command DUTY ratio calculated by the purge valve control unit 104 and an injector output unit 112 that outputs a command signal corresponding to the injection amount calculated by the injector control unit 102 to the injector 12. A purge valve output unit 114 that outputs to the purge valve 45 and a throttle valve output unit 116 that outputs a command value of the opening of the throttle valve 34 calculated by the throttle valve control unit 106 to the throttle valve 34 are provided.

  Each control unit 102, 104, 106 is driven at a predetermined frequency to perform calculation, and each output unit 112, 114, 116 is driven at a predetermined frequency and command signals from these control units 102, 104, 106 are obtained. And outputs a signal to each part.

  In the present embodiment, the drive frequency of the purge valve output unit 114 (the frequency at which the purge valve command DUTY ratio is read by the purge valve control unit 104) and the opening / closing frequency of the purge valve 45 are set to the same frequency. Therefore, as shown in FIG. 3, the purge valve 45 is opened for an ON time which is a time obtained by multiplying the drive cycle T of the purge valve output unit 114 by the purge valve command DUTY ratio, and this ON time is determined from the drive cycle T of the purge valve output unit 114. Is closed for a period of time reduced, and the opening and closing of the purge valve output unit 114 is repeated every driving cycle T.

  The calculation procedure of each control unit 102, 104, 106 will be described next.

(Purge valve control procedure)
A control procedure of the purge valve 45 will be described with reference to FIGS. 4 and 5.

  As shown in FIG. 4, the PCM 100 first reads detection values of the sensors SN1 to SN7 and the like.

  Next, in step S2, the PCM 100 calculates a throttle limit flow rate.

  The throttle limit flow rate is a throttle passage air flow rate which is a mass flow rate of air passing through the throttle valve 34 when the throttle valve 34 is at the minimum opening. The minimum opening is the smallest opening among the openings at which the throttle valve 34 can properly change the throttle passing air flow rate by changing the opening. That is, the flow rate of air passing through the throttle can be basically changed by changing the opening of the throttle valve 34. However, when the opening of the throttle valve 34 is set to a very small opening near the fully closed position, the throttle valve Even if the opening degree change of 34 is performed, the throttle passage air flow rate becomes less than a predetermined value close to 0 and hardly changes, and the minimum opening degree is an opening degree at which the throttle passage air flow rate becomes a predetermined value or less. The throttle opening is set in advance, and is set to 0.5% of the fully opened opening, for example. Further, the throttle limit flow rate is set in advance by experiments or the like. For example, the PCM 100 stores a table of engine speed and throttle limit flow rate, and extracts a value corresponding to the current engine speed from this table.

  Next, in step S3, the PCM 100 calculates a target intake air amount. The target intake air amount is a mass flow rate of air to be supplied to the engine body 1 (specifically, to be supplied to each cylinder 2). The PCM 100 calculates a required torque, which is a torque required for the engine body 1 based on the accelerator opening, the vehicle speed, and the like, and calculates the charging efficiency of the cylinder 2 necessary for realizing the required torque. The target intake air amount is calculated on the basis of the charging efficiency and the engine speed.

  Next, in step S4, the PCM 100 calculates a cylinder required fuel amount (reference target fuel amount) Qcyl based on the operating state of the engine body. The cylinder required fuel amount Qcyl is a total amount of fuel to be supplied to the engine body 1 (specifically, to be supplied to each cylinder 2). The PCM 100 calculates the required cylinder fuel amount Qcyl based on the charging efficiency calculated as described above, the engine speed, and the like.

  Next, in step S5, the PCM 100 determines whether or not a purge execution condition that is an operation condition for executing the purge is satisfied. For example, when the fuel is cut, it is determined that the purge execution condition is not satisfied.

  If the determination in step S5 is NO and the purge execution condition is not satisfied, the PCM 100 proceeds to step S6 to stop the purge, and the target of the volume flow rate of the purge gas to be introduced into the engine body 1 (each cylinder 2). The target purge volume flow rate, which is a value, is set to 0, and the process proceeds to step S11.

  On the other hand, if the determination in step S5 is YES and the purge execution condition is satisfied, the PCM 100 proceeds to step S6.

  In step S6, the PCM 100 sets a minimum injection amount Qinj_min. The minimum injection amount Qinj_min is a minimum value of the injection amount of the injector 12 that ensures the linearity characteristic of the injector 12. Specifically, under a condition where the fuel pressure is constant, the injection amount of the injector 12 basically increases or decreases in proportion to the command value. However, as shown in FIG. 9 in which the horizontal axis is the injection period corresponding to the injection pulse width, that is, the injection amount command value, and the vertical axis is the actual injection amount, the injection amount and the injection amount in the region A1 where the injection amount is less than the predetermined amount. The injection amount is proportional to the injection pulse width only in the region A2 where the injection amount is not less than the predetermined amount, and the minimum injection amount Qinj_min is this predetermined amount.

  Here, the minimum injection amount Qinj_min varies depending on the fuel pressure. Therefore, in step S5, the minimum injection amount Qinj_min is set based on the fuel pressure. In the present embodiment, the PCM 100 stores a relationship between the fuel pressure previously obtained through experiments or the like and the minimum injection amount Qinj_min in a table, and the PCM 100 uses the table to determine a value corresponding to the current fuel pressure from the minimum injection amount. Extracted as Qinj_min.

  Next, in step S8, a target maximum purge fuel amount Qcharge_max is calculated. This target maximum purge fuel amount Qcharge_max is a purge fuel that can be supplied to the engine body 1 (each cylinder 2) in a state where the linearity characteristics of the injector 12 are ensured and the output torque of the engine body 1 is set to the required torque. It is the maximum value of the amount, and is calculated by subtracting the minimum injection amount Qinj_min from the cylinder required fuel amount Qcyl.

  Next, in step S9, a target purge mass flow rate is calculated based on the target maximum purge fuel amount Qcharge_max.

  FIG. 5 is a flowchart showing a procedure for calculating the target purge mass flow rate.

  As shown in FIG. 5, the PCM 100 first calculates a target maximum intake manifold equivalent ratio based on the target maximum purge fuel amount Qcharge_max and the like. The intake manifold equivalent ratio is the equivalent ratio of gas in the intake pipe 33 (specifically, the equivalent ratio of the gas in the intake pipe 33 immediately before being introduced into the cylinder 2), and the target maximum intake manifold equivalent ratio is the target maximum This is the intake manifold equivalent ratio that is estimated to be realized when the purge fuel amount of Q purge_max is introduced into the intake pipe 33.

  Specifically, the PCM 100 is necessary to introduce the purge fuel corresponding to the target maximum purge fuel amount Qpurge_max into the intake pipe 33 from the target maximum purge fuel amount Qpurge_max and the purge gas fuel concentration (hereinafter referred to as purge gas concentration). The purge gas mass flow rate is calculated, and from the purge gas mass flow rate combined with the mass flow rate of air detected by the air flow sensor SN2 (hereinafter referred to as fresh air amount), and the target maximum purge fuel amount Qcharge_max, The target maximum intake manifold equivalent ratio is calculated. The procedure for calculating the purge gas concentration will be described later.

  In the present embodiment, the intake manifold equivalent ratio is configured to increase toward the target maximum intake manifold equivalent ratio, and in steps S22 to S24, the provisional target intake manifold equivalent ratio that is the target value of the intake manifold equivalent ratio at each time is configured. (I) is gradually increased by the reference increment toward the target maximum intake manifold equivalent ratio.

  Specifically, in step S22, the provisional target intake manifold equivalent ratio (i) is added to the provisional target intake manifold equivalent ratio (i-1) which is the previously calculated temporary target intake manifold equivalent ratio. calculate. The initial value of the provisional target intake manifold equivalent ratio is 0, and the reference increase amount is a preset value. In the present embodiment, the temporary target intake manifold equivalent ratio is initialized (returned to 0) when the vehicle is stopped, and the purge is stopped along with the fuel cut or the like while the vehicle is running. Even if it is done.

  Next, in step S23, it is determined whether or not the provisional target intake manifold equivalent ratio (i) is greater than or equal to the target maximum intake manifold equivalent ratio. If this determination is YES, the provisional target intake manifold equivalent ratio (i) is set to the target maximum intake manifold equivalent ratio in step S24, and the process proceeds to step S25. On the other hand, if the determination in step S23 is NO, step S24 is not performed and the process proceeds directly to step S25.

  Here, as will be described later, in this embodiment, the purge valve 45 is controlled so that the provisional target intake manifold equivalent ratio (i) is realized. Therefore, basically, the intake manifold equivalent ratio becomes the provisional target intake manifold equivalent ratio (i). For example, sufficient purge fuel is introduced into the intake pipe 33 because the actual value of the purge gas concentration is lower than the estimated value. If this is not possible, the provisional target intake manifold equivalent ratio (i) greatly deviates from the current intake manifold equivalent ratio (estimated value), and the temporary target intake manifold equivalent ratio (i) becomes excessive. Therefore, in the present embodiment, when the deviation amount is large, the provisional target intake manifold equivalent ratio (i) is corrected so as to approach the actual intake manifold equivalent ratio.

  Specifically, in step S25, it is determined whether or not the difference between the provisional target intake manifold equivalent ratio (i) and the current intake manifold equivalent ratio is less than a preset reference deviation amount. Note that the current intake manifold equivalent ratio is separately estimated based on the detection value of the A / F sensor, the intake air amount, the intake air pressure, and the like.

  When the determination in step S25 is NO and the difference between the temporary target intake manifold equivalent ratio (i) and the current intake manifold equivalent ratio is large, the process proceeds to step S26, and the temporary target intake manifold equivalent ratio (i) is corrected. . Specifically, the provisional target intake manifold equivalent ratio (i) is corrected so as to approach the current intake manifold equivalent ratio. Thereafter, the process proceeds to step S27.

  On the other hand, if the determination in step S25 is YES and the difference between the provisional target intake manifold equivalent ratio (i) and the current intake manifold equivalent ratio is large, the process proceeds to step S27 without performing step S26.

  In step S27, a temporary target purge mass flow rate is calculated based on the calculated temporary target intake manifold equivalent ratio (i). The provisional target purge mass flow rate is the mass flow rate of purge gas necessary to realize the provisional target intake manifold equivalent ratio (i), and is calculated based on the provisional target intake manifold equivalent ratio (i), the fresh air amount, and the purge gas concentration. The

  Next, in step S28, the temporary target purge mass flow rate calculated in step S27 is temporarily advanced and corrected to determine a target value for the purge gas mass flow rate in the vicinity of the purge valve 45.

  That is, as described above, the provisional target intake manifold equivalent ratio (i) is the target value of the equivalent ratio of the gas in the intake pipe 33 immediately before being introduced into the cylinder 2, and the purge gas is supplied from the vicinity of the purge valve 45 to the cylinder 2. There is a delay before reaching. Therefore, in the present embodiment, this delay is treated as a primary delay, the temporary target purge mass flow rate calculated based on the temporary target intake manifold equivalent ratio (i) is corrected to the primary advance, and the purge mass to be realized in the vicinity of the purge valve 45 A provisional target purge mass flow rate, which is a flow rate target value, is calculated.

  After step S28, the process proceeds to step S29 shown in FIG.

  In step S29, the throttle limit flow rate calculated in step S2 is subtracted from the target intake air amount calculated in step S3, and the subtracted value is set as the upper limit purge amount.

  Next, in step S30, it is determined whether or not the temporary target purge mass flow rate calculated in step S28 is equal to or less than the upper limit purge amount.

  When the determination in step S30 is NO and the provisional target purge mass flow rate is larger than the upper limit purge amount, the process proceeds to step S31, and the target purge mass flow rate is set to the upper limit purge amount.

  On the other hand, if the determination in step S30 is yes, the process proceeds to step S32, and the target purge mass flow rate is set to the provisional target purge mass flow rate set in step S28.

  In this way, in the present embodiment, the target purge mass flow rate is set within a range that does not exceed the upper limit purge amount, that is, the amount obtained by subtracting the throttle limit flow rate from the target intake air amount. The target purge mass flow rate is set so that the amount of purge fuel introduced into the valve gradually increases toward the target maximum purge fuel amount Qcharge_max.

  Returning to FIG. 4, after the target purge mass flow rate is set, the process proceeds to step S10.

  In Step S10, the target purge volume flow rate is calculated by converting the target purge mass flow rate into the volume flow rate based on the temperature and pressure of the purge gas. In the present embodiment, the temperature and pressure of the purge gas are atmospheric temperature and pressure.

  After step S10, the process proceeds to step S11, and the purge valve command DUTY ratio is calculated based on the target purge volume flow rate.

  In this embodiment, the differential pressure across the purge valve 45 is calculated, and the purge valve command DUTY ratio is determined based on this differential pressure and the target purge volume flow rate.

  Specifically, the pressure loss of the purge pipe 43 is calculated, and the value obtained by subtracting this pressure loss from the atmospheric pressure is set as the pressure upstream of the purge valve 45 of the purge pipe 43, and the intake pressure detected by the intake pressure sensor SN3. Is the pressure downstream of the purge valve 45, and the differential pressure across the purge valve 45 is calculated. Further, the relationship between the differential pressure, the purge volume flow rate, and the DUTY ratio of the purge valve is set in advance by a map by experiment or the like and stored in the PCM 100. The PCM 100 calculates the differential pressure before and after the purge valve 45 from this map. Then, the DUTY ratio corresponding to the target purge volume flow rate is extracted and determined as the purge valve command DUTY ratio.

  As described above, when the determination in step S5 is NO and the process proceeds to step S6 and the target purge volume flow rate is set to 0, the purge valve command DUTY ratio is 0%.

  After step S11, the process proceeds to step S12, where it is determined whether or not the purge valve command DUTY ratio is 0% or less.

  If the determination in step S12 is NO and the purge valve command DUTY ratio is greater than 0%, that is, if the purge valve 45 is opened (including the case where the valve opening is continued), the process proceeds to step S13.

  In step S13, the driving frequency of the purge valve output unit 114 and the opening / closing frequency of the purge valve 45 are set based on the engine speed and the like. In the present embodiment, the higher the engine speed, the higher the driving frequency of the purge valve output unit 114 is set, and the higher the purge gas concentration, the higher the driving frequency of the purge valve output unit 114. Set.

  Specifically, in the present embodiment, when the engine speed is equal to or lower than a preset first speed, the drive frequency of the purge valve output unit 114 is set to the first frequency, and the engine speed is greater than the first speed and When the rotation speed is lower than the second rotation speed (> first rotation speed), the drive frequency is set to a second frequency higher than the first frequency. When the engine rotation speed is higher than the second rotation speed, the drive frequency is set to be higher than the second frequency. Is set to a high third frequency. The first frequency, the second frequency, and the third frequency are set to 5 Hz, 10 Hz, and 15 Hz, respectively, for example.

  On the other hand, when the determination in step S12 is YES and the purge valve command DUTY ratio is 0% or less, that is, when the purge valve 45 is closed (including the case where the valve closing is continued), the process proceeds to step S14.

  In step S14, the drive frequency of the purge valve output unit 114 is set to the maximum frequency regardless of the engine speed. This maximum frequency is a frequency set in step S13, that is, a frequency higher than the drive frequency of the purge valve output unit 114 set when the purge valve 45 is open, and is set in advance.

  In the present embodiment, this maximum frequency is set to the drive frequency of the purge valve control unit 104, that is, the calculation frequency. That is, the drive frequency of the purge valve control unit 104 is set to be higher than the drive frequency of the purge valve output unit 114 when the purge valve 45 is open, and when the purge valve 45 is closed, The drive frequency of the purge valve output 114 is set to the drive frequency of the purge valve control unit 104. The drive frequency of the purge valve control unit 104 is, for example, 100 Hz.

  Thus, in this embodiment, when the purge valve 45 is closed, the drive frequency of the purge valve output unit 114 is set to the maximum frequency, and the purge valve output unit 114 sends a signal to the purge valve control unit 104 in the shortest cycle. Read and output a signal to the purge valve 45 in the shortest cycle.

  After step S13 or step S14, the process proceeds to step S15. In step S15, the purge valve command DUTY ratio signal set in step S11 is output to the purge valve 45 at the drive frequency set in step S13 or step S14.

(Injector control procedure)
Next, the calculation procedure of the injection amount of the injector 12 (command injection amount which is a command value of the injection amount of the injector 12) will be described using FIG.

  First, in step S41, the PCM 100 reads the cylinder required fuel amount Qcyl calculated in step S4, the purge valve command DUTY ratio set in step S11, and the like.

  Next, in step S42, the actual purge volume flow rate that is the current purge volume flow rate and the volume flow rate of the purge gas introduced into the engine body 1 is estimated.

  Specifically, after calculating the volume flow rate of the basic purge gas based on the current DUTY ratio of the purge valve 45 and the differential pressure across the purge valve 45 calculated in the calculation process of step S11, The flow rate of the purge gas is estimated by correcting with the voltage supplied to 45, the drive frequency of the purge valve 45 (drive frequency of the purge valve output unit 114), and the temperature around the purge valve 45.

  Next, in step S43, the actual purge volume flow rate calculated in step S42 is converted into a mass flow rate to calculate the actual purge mass flow rate.

  Next, in step S44, an actual purge fuel amount Qcharge_r that is the amount of purge fuel currently introduced into the engine body 1 is estimated. Specifically, the actual purge fuel amount Qcharge_r is calculated based on the actual purge mass flow rate and the purge gas concentration calculated in step S43.

  Next, in step S45, a value obtained by subtracting the actual purge fuel amount Qpurge_r from the cylinder required fuel amount Qcyl is calculated as the basic injection amount.

  Next, in step S46, the basic injection amount is A / F_feedback corrected to calculate a command injection amount. That is, in the present embodiment, the injection amount of the injector 12 is corrected so that the actual air-fuel ratio of the gas in the exhaust passage 35 detected by the A / F sensor SN4 becomes a preset target value. The basic injection amount is corrected with this correction amount.

  After step S46, the process proceeds to step S47, and the command injection amount calculated in step S46 is injected to the injector 12.

  As described above, in the present embodiment, the injection amount of the injector 12 is basically set to an amount obtained by subtracting the actual purge fuel amount Qpurge_r, that is, the amount of purge fuel introduced into the engine body 1 from the required cylinder fuel amount Qcyl. The

(Purge concentration estimation procedure)
Next, the procedure for estimating the purge gas concentration will be described.

  In the present embodiment, the purge gas concentration is estimated based on the air-fuel ratio of the gas in the exhaust passage 35 detected by the A / F sensor SN4 under the predetermined operating condition in which the purge is executed. Specifically, the deviation between the preset target value of the air-fuel ratio of the exhaust passage 35 and the actual air-fuel ratio detected by the A / F sensor SN4 is caused by supplying the purge fuel to the engine body 1. If it occurs, the purge gas concentration is estimated on the basis of the deviation amount and the flow rate of the purge gas. In the present embodiment, the average value of the deviation amount and the average value of the flow rate of the purge gas are calculated under the predetermined operating conditions, and the purge gas concentration is estimated using these values. The flow rate of the purge gas is calculated based on the differential pressure across the purge valve 45 and the opening degree of the purge valve 45.

(Throttle valve control procedure)
Next, a procedure for calculating a throttle target opening, which is a target value of the opening of the throttle valve 34, will be described with reference to FIG.

  First, in step S51, the PCM 100 reads the target intake air amount calculated in step S2 and the target purge mass flow rate set in step S31 or S32.

  Next, in step S52, the target purge mass flow rate is subtracted from the target intake air amount to calculate a throttle target intake air amount that is a target value of air passing through the throttle valve 34.

  Next, in step S53, a throttle target opening is calculated based on the throttle target intake air amount. In the present embodiment, the relationship between the engine speed, the opening of the throttle valve 34, and the amount of air passing through the throttle valve 34 is obtained in advance by experiments or the like and stored in the PCM 100 as a map. Then, an opening corresponding to the current engine speed and the throttle target intake air amount calculated in step S52 is extracted and set to the throttle target opening.

  In step S54, the opening of the throttle valve 34 is changed to the throttle target opening.

  Here, as described above, in the present embodiment, the target purge mass flow rate and thus the amount of purge gas introduced into the intake pipe 32 does not exceed the upper limit purge amount, that is, the target intake air amount minus the throttle limit flow rate. Be controlled. Therefore, the throttle passing air flow rate is controlled to be equal to or greater than the throttle limit flow rate, and the opening degree of the throttle valve 34 is controlled to be equal to or greater than the minimum opening degree.

(3) Operation and the like As described above, in this embodiment, the amount of purge gas introduced into the engine body 1 is opened from the target intake air amount that is the target value of the air amount to be introduced into the engine body 1. Control is performed so as not to exceed the upper limit purge amount obtained by subtracting the throttle limit flow rate, which is the flow rate of air passing through the throttle when the degree is the minimum opening.

  For this reason, it is possible to prevent the air-fuel mixture in the cylinder 2 from being excessively lean due to the introduction of air that is larger than the target value into the engine body 1 during the purge execution. The opening of the throttle valve 34 can be maintained within a range in which the flow rate of air passing through the throttle and thus the amount of air introduced into the engine body 1 can be changed by changing the opening. Thus, the amount of air introduced into the engine body 1 by the throttle valve 34 and thus the engine torque can be appropriately controlled.

  In particular, in the present embodiment, steps S31 to S34 are performed to estimate the amount Q purge_r of purge fuel introduced into the engine body 1, and the basic value of the injection amount of the injector 12 is calculated from the cylinder required fuel amount Qcyl. It is set to a value obtained by subtracting the estimated amount Q purge_r of purge fuel. Therefore, the fuel amount introduced into the engine body 1 can be more reliably set to the cylinder required fuel amount Qcyl, and the air-fuel ratio in the cylinder 2 can be controlled to an appropriate value.

  In the present embodiment, the amount of purge fuel introduced into the engine body 1 is within the range in which the amount of air introduced into the engine body 1 can be appropriately controlled by the throttle valve 34 as described above. It is gradually increased towards the quantity Qcharge_max. Then, the injection amount of the injector 12 is gradually reduced toward the minimum injection amount Qinj_min.

  Therefore, in this embodiment, a large amount of purge fuel is introduced into the engine body 1 for a short time while ensuring the linearity characteristics of the injector 12 and ensuring controllability of the amount of fuel supplied to the engine body 1 by the injector 12. And the leakage of evaporated fuel into the atmosphere can be suppressed.

(4) Modified Example In the above embodiment, the amount of purge fuel introduced into the engine body 1 is the target maximum purge fuel amount Qcharge_max, and the injection amount of the injector 12 is the minimum injection amount Qinj_min. Although the case where the purge valve 45 and the injector 12 are controlled has been described, the amount of purge fuel introduced into the engine body 1 becomes a target value other than the target maximum purge fuel amount Qcharge_max, and the injection amount of the injector 12 is The purge valve 45 and the injector 12 may be controlled so as to be a target value other than the minimum injection amount Qinj_min. However, according to the embodiment, as described above, a large amount of purge fuel is introduced into the engine body 1 in a short time while ensuring controllability of the fuel amount supplied to the engine body 1 by the injector 12. Can be burned.

  In the above-described embodiment, the purge fuel amount introduced into the engine body 1 is gradually increased toward the target maximum purge fuel amount Qpurge_max during the purge, and the injection amount of the injector 12 is set to the minimum injection amount Qinj_min. However, these amounts may be changed to the target maximum purge fuel amount Qcharge_max and the minimum injection amount Qinj_min, respectively, as the purge execution condition is satisfied. However, according to the above-described embodiment, it is possible to more reliably suppress the engine torque from changing suddenly as the amount of purge fuel introduced into the engine body 1 changes suddenly.

  In the above-described embodiment, the case where the injector 12 directly injects fuel into the cylinder 2 has been described. However, the injector 12 may inject fuel into the intake passage 30.

1 Engine body 10 Harness 12 Injector (fuel injection valve)
30 Intake passage 41 Fuel tank 42 Canister 43 Purge pipe (Purge passage)
45 Purge valve 100 PCM (control means)
SN3 Intake pressure sensor (detection means)

Claims (3)

Evaporative fuel processing for an engine having an engine body in which a cylinder is formed, an intake passage for introducing intake air into the engine body, a fuel tank for storing fuel, and a fuel injection valve for injecting fuel into the cylinder or the intake passage A device,
A canister that detachably adsorbs the evaporated fuel evaporated in the fuel tank;
A purge passage communicating the canister and the intake passage, and introducing a purge gas containing evaporated fuel generated in the fuel tank into the intake passage;
A purge valve capable of opening and closing the purge passage;
A throttle valve capable of opening and closing the intake passage;
Control means for controlling the purge valve to change the flow rate of the purge gas, and controlling the throttle valve to change the flow rate of air passing through the throttle valve, which is the flow rate of air passing through the throttle valve;
The control means sets a required air amount that is a target value of the air amount to be introduced into the engine body according to the operating conditions of the engine body, and sets the opening of the throttle valve to a minimum value that can control the air flow rate through the throttle. A value obtained by subtracting the flow rate of air passing through the throttle realized from the required air amount as the upper limit purge amount is calculated as the upper limit purge amount, and the amount of the purge gas introduced into the engine main body An evaporative fuel processing apparatus for an engine, wherein the purge valve is controlled so as not to exceed. The evaporative fuel processing device for an engine according to claim 1,
The control means sets a reference target fuel amount that is a target value of the total fuel amount to be supplied to the engine body based on the operating state of the engine body, and opens the purge valve to allow the purge gas to enter the intake passage. When performing the purge to be introduced, the fuel injection valve is introduced into the engine body through the purge passage so that the injection amount of the fuel injection valve becomes a minimum injection amount that ensures the linearity characteristic of the fuel injection valve. Evaporative fuel for an engine, wherein the fuel injection valve and the purge valve are controlled such that the amount of evaporated fuel becomes a maximum target evaporated fuel amount that is an amount obtained by subtracting the minimum injection amount from the reference target fuel amount. Processing equipment. The evaporated fuel processing apparatus for an engine according to claim 1 or 2,
A detection means for detecting a differential pressure across the purge valve;
The control means estimates the amount of purge gas introduced into the engine body based on the differential pressure across the purge valve detected by the detection means, and introduces the amount of air passing through the throttle valve into the engine body. The evaporated fuel processing apparatus for an engine, wherein the throttle valve is controlled so that the amount of the purge gas to be reduced is a value obtained by subtracting the amount of the purge gas from the required air amount.

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