JP6660001B2 - Fuel evaporative emission control system - Google Patents

Description

  The present invention relates to a purge control technique in a fuel evaporative emission control device.

  2. Description of the Related Art Conventionally, in many vehicles, in order to prevent fuel evaporative gas evaporated in a fuel tank from being released to the atmosphere at the time of refueling, a vehicle is provided with a communication passage communicating the fuel tank with an intake passage of an internal combustion engine. A fuel comprising a canister, a sealing valve (tank closing valve) for communicating or closing the fuel tank and the canister, and a purge valve (purge solenoid valve) for communicating and blocking the communication path between the intake passage and the canister. An evaporative emission control device is provided. When refueling, the fuel evaporative emission control device opens the sealing valve and closes the purge valve so that the fuel evaporative gas in the fuel tank flows out to the canister, and the fuel evaporative gas is disposed in the canister. Adsorbed on activated carbon. Then, the fuel evaporative emission control device opens the purge valve during operation of the internal combustion engine and introduces the fuel evaporative gas adsorbed on the activated carbon of the canister into the intake passage of the internal combustion engine to process the fuel evaporative gas (canister purge).

JP 2013-92315 A

By the way, the canister purging as described above is performed for a predetermined time when the engine is started, for example, so as to avoid executing the canister purging while the vehicle is running.
However, if the operation is performed at the time of starting the engine in this manner, in a vehicle such as a hybrid vehicle capable of running in the EV mode without operating the engine, the canister purge is not performed when only the EV driving is performed, and the canister is not operated. There is a possibility that adsorption becomes impossible due to exceeding the adsorption capacity, and fuel evaporative gas leaks from the fuel supply port from the fuel tank during refueling. Further, there is a case where a large amount of fuel evaporative gas is not adsorbed to the canister when the engine is started. In such a case, useless canister purging is performed.

  SUMMARY OF THE INVENTION The present invention has been made to solve such a problem, and a canister purge is performed at an appropriate timing to maintain the adsorption performance of the canister and to suppress unnecessary canister purge. An object of the present invention is to provide a deterrent device.

In order to achieve the above object, a fuel evaporative emission control device according to claim 1 includes a communication path that connects an intake passage of an internal combustion engine of a vehicle with a fuel tank, and a communication path that is connected to the communication path. A canister that adsorbs fuel evaporative gas, a sealing valve that opens and closes the communication path between the fuel tank and the canister, and a valve that opens a fuel supply lid of the fuel tank when refueling the fuel tank. A fuel supply control unit that opens the sealing valve to adsorb fuel evaporative gas in the fuel tank to the canister, and discharges the fuel evaporative gas adsorbed to the canister open / close valve during operation of the internal combustion engine. It is introduced into the intake passage, and a canister purge control unit for executing a canister purge processing the fuel vapor, wherein the canister purge control unit, after refueling completion to the fuel tank, before Forcibly start the internal combustion engine performs the canister purge, and inhibits the canister purge from completion of the canister purge until oil supply to the next of the fuel tank.

Preferably, the canister purge control unit sets the completion time of the canister purge based on the amount of the fuel evaporative gas introduced from the canister into the intake passage during the execution of the canister purge.
Also preferably, a purge concentration calculating unit for calculating a concentration of the fuel evaporative gas introduced from the canister into the intake passage is provided, and the canister purge control unit is configured to calculate the concentration of the fuel evaporative gas calculated by the purge concentration calculating unit. The completion timing of the canister purge may be set based on the concentration.

Preferably, a canister opening / closing valve that opens / closes communication between the communication passage and the canister, a tank pressure detection unit that detects an internal pressure of the fuel tank, and an internal pressure of the fuel tank is equal to or more than a first predetermined value. At this time, the canister opening / closing valve is closed and the sealing valve is opened to introduce the fuel evaporative gas in the fuel tank through the communication passage into the intake passage of the internal combustion engine in an operating state. A tank purge control unit that performs a tank purge for processing the fuel evaporative gas,
The tank purge control unit may further include a second fuel tank pressure lower than the first predetermined value during operation of the internal combustion engine during a period in which the canister purge control unit prohibits the canister purge. The tank purge may be executed until the value becomes less than a predetermined value.

According to the present invention, the canister purge is executed by forcibly starting the internal combustion engine after the refueling of the fuel tank is completed.Therefore, at the time of refueling, the fuel vapor adsorbed by the canister is discharged from the canister, and the canister is discharged. The adsorption performance can be recovered and maintained.
Since the canister purging is prohibited from the completion of the canister purging to the refueling of the next fuel tank, useless canister purging is suppressed in the fuel evaporative gas emission suppression device in which the fuel evaporative gas is adsorbed by the canister during refueling. can do.

It is a schematic structure figure of a fuel evaporative-gas emission control device concerning one embodiment of the present invention. 9 is a flowchart showing a procedure for determining whether or not canister purging can be performed; 6 is a flowchart illustrating a purge control procedure.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic configuration diagram of a fuel evaporative emission control device 1 according to an embodiment of the present invention.
The fuel evaporative emission control device 1 of the present embodiment is applicable to a hybrid vehicle or a plug-in hybrid vehicle that includes a traveling motor and an engine 10 (internal combustion engine) (not shown) and travels using one or both of these drive sources. Used.

The vehicle equipped with the fuel evaporative gas emission suppression device 1 of the present embodiment has an EV mode in which the vehicle is driven by a driving motor using electric power of a battery mounted in the vehicle without operating the engine 10, and an engine in which the engine 10 is operated to operate the engine 10. A parallel mode in which both the vehicle 10 and the traveling motor drive the vehicle is possible.
As shown in FIG. 1, a fuel evaporative emission control device 1 includes an engine 10 mounted on a vehicle, a fuel storage unit 20 for storing fuel, and a fuel for processing evaporative gas of fuel evaporated in the fuel storage unit 20. The evaporative gas processing unit 30, an electronic control unit 50 which is a control device for performing overall control of the vehicle, and a momentary operation type refueling lid switch 61 for operating an opening operation of a refueling lid 23 (refueling lid) described later. And a display 63 for displaying a vehicle state and the like.

  The engine 10 is an intake passage injection type (Multi Point Injection: MPI) gasoline engine. The engine 10 is provided with an intake passage 11 that takes in air into a combustion chamber of the engine 10. A fuel injection valve 12 that injects fuel into an intake port of the engine 10 is provided downstream of the intake passage 11. A fuel pipe 13 is connected to the fuel injection valve 12, and fuel is supplied from a fuel tank 21 that stores the fuel.

An intake pressure sensor 14 that detects the pressure in the intake passage 11 is provided in the intake passage 11 of the engine 10. Further, the engine 10 is provided with a water temperature sensor 15 for detecting a cooling water temperature of the engine 10.
The fuel storage unit 20 includes a fuel tank 21, a fuel filler port 22 serving as a fuel inlet to the fuel tank 21, a fuel filler lid 23 serving as a lid of the fuel filler port 22 provided in the vehicle body of the vehicle, and a fuel filler lid 23. A lid lock mechanism 65 for locking in a closed state, a fuel pump 24 for supplying fuel from the fuel tank 21 to the fuel injection valve 12 via the fuel pipe 13, and a pressure for detecting a fuel tank internal pressure Pt which is an internal pressure of the fuel tank 21. A sensor 25 (tank pressure detecting section); a fuel cutoff valve 26 for preventing fuel from flowing out of the fuel tank 21 to the fuel evaporative gas processing section 30; and a leveling valve 27 for controlling a liquid level in the fuel tank 21 at the time of refueling. It is composed of Further, the fuel evaporative gas generated in the fuel tank 21 is discharged from the fuel cutoff valve 26 to the fuel evaporative gas processing unit 30 via the leveling valve 27.

The fuel evaporative gas processing unit 30 includes a purge pipe (communication path) 31, a vapor pipe (communication path) 32, a canister 33, an evaporative leak check module 34, a sealing valve 35, a purge valve 36, and a bypass valve 37. (Canister opening / closing valve), a relief valve 39, and an air filter 40.
One end of the purge pipe 31 is connected to the intake passage 11 of the engine 10, and the other end is connected to the bypass valve 37. One end of the vapor pipe 32 is connected to the leveling valve 27 of the fuel tank 21, and the other end is connected to the bypass valve 37.

  The canister 33 has activated carbon inside. The canister 33 is provided with an evaporative gas flow hole 33b through which the fuel evaporative gas generated in the fuel tank 21 or the fuel evaporative gas adsorbed on the activated carbon flows. Further, the canister 33 is provided with an outside air suction hole 33a for sucking outside air when the fuel evaporative gas adsorbed on the activated carbon is discharged to the intake passage 11 of the engine 10. The outside air suction hole 33a is capable of sucking outside air through an air filter 40 and an evaporative leak check module 34 for preventing dust from entering from outside.

  The bypass valve 37 is provided with a canister connection port 37a that is connected to communicate with the evaporative gas flow hole 33b of the canister 33. Further, the bypass valve 37 is provided with a vapor pipe connection port 37b to which the other end of the vapor pipe 32 is connected, and a purge pipe connection port 37c to which the other end of the purge pipe 31 is connected. The bypass valve 37 is a normally-open solenoid valve that opens in a non-energized state, and is closed when a drive signal is supplied from the outside and is energized. When the bypass valve 37 is in a non-energized state and is in an open state, the canister connection port 37a, the vapor pipe connection port 37b, and the purge pipe connection port 37c communicate with each other so that the fuel evaporative gas flows to the canister 33. This allows the inflow and outflow and the inflow of outside air sucked from the air filter 40 into the vapor pipe 32 and the purge pipe 31. When the bypass valve 37 is in the closed state, the canister connection port 37a is closed, and only the vapor pipe connection port 37b and the purge pipe connection port 37c are communicated with each other, so that the fuel evaporative gas flows into and out of the canister 33. The air is prevented from flowing from the air filter 40 to the vapor pipe 32 and the purge pipe 31 via the canister 33. That is, the bypass valve 37 closes the canister 33 with respect to the vapor pipe 32 and the purge pipe 31 when the valve is closed, and opens the canister 33 when the valve is open.

  The sealing valve 35 is interposed in the vapor pipe 32. The sealing valve 35 is a normally-closed solenoid valve that closes in a non-energized state, and is opened when a drive signal is supplied from the outside and is energized. The sealing valve 35 closes the vapor pipe 32 when the valve is closed, and opens the vapor pipe 32 when the valve is open. That is, the sealing valve 35 closes the fuel tank 21 in the closed state when the valve is in the closed state, and makes it impossible to flow out the fuel evaporative gas generated in the fuel tank 21 to the canister 33 and the intake passage 11 of the engine 10, When the valve is in the open state, the fuel evaporative gas can flow out to the canister 33 or the intake passage 11 of the engine 10.

  The purge valve 36 is interposed in the purge pipe 31. The purge valve 36 is a normally-closed solenoid valve that closes in a non-energized state and opens in an energized state. The purge valve 36 closes the purge pipe 31 when the valve is closed, and opens the purge pipe 31 when the valve is open. That is, the purge valve 36 disables the flow of the fuel evaporative gas from the canister 33 or the fuel tank 21 to the intake passage 11 of the engine 10 when the valve is in the closed state, and disables the engine from the canister 33 or the fuel tank 21 when the valve is in the open state. It is possible to allow the fuel evaporative gas to flow out to the intake passage 11 of FIG.

The relief valve 39 is interposed in the vapor pipe 32 in parallel with the sealing valve 35. When the internal pressure of the fuel tank 21 rises, the relief valve 39 opens mechanically, releases the pressure to the canister 33 side, and prevents the fuel tank 21 from bursting.
The evaporative leak check module 34 has a negative pressure pump, a switching valve, and a pressure sensor inside, and is used for determining a leak of the fuel evaporative gas emission suppression device 1 and a failure of a valve or the like.

The display 63 displays the state of the vehicle, for example, the time from the operation of the refueling lid switch 61 to the unlocking of the refueling lid 23, the stop of the opening operation of the refueling lid 23, the open / close state of the refueling lid 23, and the like. Is displayed.
The electronic control unit 50 is a control device for performing overall control of the vehicle, and includes an input / output device, a storage device (ROM, RAM, nonvolatile RAM, and the like), a central processing unit (CPU), a timer, and the like. And includes a refueling control unit 51, a tank purge control unit 52, a canister purge control unit 53, and a purge concentration calculation unit 55.

The input side of the electronic control unit 50 is connected to the intake pressure sensor 14, the water temperature sensor 15, the pressure sensor 25, the pressure sensor of the evaporative leak check module 34, the refueling lid switch 61, and the like. Is input.
On the other hand, on the output side of the electronic control unit 50, the fuel injection valve 12, the fuel pump 24, the negative pressure pump and the switching valve of the evaporative leak check module 34, the sealing valve 35, the purge valve 36, the bypass valve 37, the display 63, A door motor 86 and the like provided in the lid lock mechanism 65 are connected.

  The electronic control unit 50 controls the operation of the door motor 86 of the lid lock mechanism 65 to control the opening and closing of the refueling lid 23 based on the detection information from the various sensors, as well as the switching valve 34e, the sealing valve 35, the purge valve 36, By controlling the opening and closing of the bypass valve 37, the fuel evaporative gas generated in the fuel tank 21 is adsorbed on the canister 33, and the fuel evaporative gas adsorbed on the canister 33 and the fuel evaporative gas generated in the fuel tank 21 are supplied to the engine 10. A purge process control to be introduced into the intake passage 11 during operation is performed.

  The opening / closing control of the refueling lid 23 is performed such that when the fuel in the fuel tank 21 is replenished, the cap of the fuel refueling port 22 is opened when the pressure in the fuel tank 21 is increasing, and the fuel evaporative gas is discharged from the fuel refueling port 22. This is performed to prevent a large amount of oil from being discharged, and is performed by the refueling control unit 51 of the electronic control unit 50. When the refueling lid switch 61 is operated, the refueling control unit 51 opens the sealing valve 35 and the bypass valve 37 to adsorb the fuel evaporative gas in the fuel tank 21 to the canister 33, and , The lock of the fuel supply lid 23 is released.

The purge process control includes a canister purge for introducing the fuel evaporative gas adsorbed to the canister 33 into the intake passage 11 to reduce the amount of fuel evaporative gas adsorbed in the canister 33, and the fuel evaporative gas in the fuel tank 21 for the engine 10 Tank purge (high-pressure purge) to be introduced into the intake passage 11 is possible.
The tank purge is performed by the tank purge control unit 52 of the electronic control unit 50. By closing the bypass valve 37 and opening the sealing valve 35 and the purge valve 36 during the operation of the engine 10, the tank purge is performed. The fuel evaporative gas is introduced into the intake passage 11 for processing.

The canister purge is performed by the canister purge control unit 53 of the electronic control unit 50. By opening the purge valve 36 and the bypass valve 37 during operation of the engine, the fuel vapor adsorbed by the canister 33 is transferred to the intake passage 11. Introduce and process. At this time, the sealing valve 35 is closed.
Next, control of the canister purge and the tank purge performed in the electronic control unit 50 will be described with reference to FIGS. FIG. 2 is a flowchart showing the control procedure for determining whether or not canister purging can be performed. FIG. 3 is a flowchart showing a purge control procedure.

2 and 3 are repeated at predetermined time intervals.
As shown in FIG. 2, first, in step S10, it is determined whether or not refueling has been performed based on the previous determination of whether or not refueling was performed in the present step. Whether or not refueling has occurred may be determined based on, for example, an operation of the refueling lid switch 61 or a change in a detection value (a stored amount of fuel in the fuel tank 21) of a leveling sensor provided in the fuel tank 21. . If refueling has occurred, the process proceeds to step S20. If there is no refueling, the process proceeds to step S30.

In step S20, the post-refueling canister purge integrated amount ΣQp (n) is set to zero. The post-refueling canister purge integrated amount ΣQp (n) is an integrated value of a canister purge amount Qp (r) described later. Then, the process proceeds to step S40.
In step S30, as shown in the following equation (1), the canister purge amount Qp (r) that has been increased this time is added to the accumulated amount of canister purge after refueling ΣQp (n-1) stored in the memory up to the previous time. Then, the added value is stored in the memory as the current post-refueling canister purge integrated amount ΣQp (n).

ΣQp (n) = ΣQp (n-1) + Qp (r) (1)
The canister purge amount Qp (r) is a flow rate of the purge gas including the fuel evaporative gas introduced from the canister 33 into the intake passage 11 by the canister purge, and is, for example, a value based on the opening degree of the purge valve 36. Then, the process proceeds to step S40.
In step S40, it is determined whether or not the post-refueling canister purge execution condition is satisfied. The post-refueling canister purge execution condition may be, for example, the current post-refueling canister purge accumulated amount ΣQp (n) less than a predetermined value Qpa as in the following equation (2). This predetermined value Qpa may be set to a positive value close to 0, for example.

ΣQp (n) <Qpa ・ ・ ・ (2)
In this step, instead of the determination of Expression (2), as shown in the following Expression (3), a condition that the canister purge concentration Pc is equal to or less than a predetermined value Pca may be set as the post-refueling canister purge execution condition.
Pc ≦ Pca ... (3)
The canister purge concentration Pc is the concentration of the fuel evaporative gas in the purge gas introduced from the canister 33 into the intake passage 11 during the canister purge. As described in, for example, Japanese Patent Application Laid-Open No. H11-72049, the canister purge concentration Pc is a feedback correction coefficient and a purge flow rate (canister purge amount Qp (r) used in feedback control in an engine that performs feedback control of the air-fuel ratio. )), And may be calculated based on the intake air amount and the like. The calculation of the canister purge concentration Pc is performed by the purge concentration calculation unit 55 provided in the electronic control unit 50. Note that the predetermined value Pca may be set to 1.0 (infinity in equivalent ratio).

Further, in this step, when at least one of the expressions (2) and (3) is satisfied, it may be determined that the after-refueling canister purge execution condition is satisfied.
Alternatively, the determination may be made based on the canister purge execution time instead of the post-refueling canister purge integrated amount ΣQp (n).
If the after-refueling canister purge execution condition is satisfied, the process proceeds to step S50. If the after-refueling canister purge execution condition is not satisfied, the process proceeds to step S60.

In step S50, the post-refueling canister purge completion flag is cleared, and the canister purge is enabled. Then, this routine ends.
In step S60, the post-refueling canister purge completion flag is set, and the canister purge cannot be performed. Then, this routine ends.
As shown in FIG. 3, first, in step S100, it is determined whether or not the post-refueling canister purge completion flag is cleared. If the post-refueling canister purge completion flag is cleared, the process proceeds to step S110. If the post-refueling canister purge completion flag has not been cleared, the process proceeds to step S140. In step S110, an engine operation request is made. When the engine 10 is stopped, the engine 10 is started and forcedly operated. Then, the process proceeds to step S120.

  In step S120, it is determined whether or not the fuel tank internal pressure Pt detected by the pressure sensor 25 is lower than a predetermined pressure Pa. The predetermined pressure Pa is a threshold value for determining whether or not a tank purge is required. The predetermined pressure Pa is a predetermined pressure P1 (first predetermined value) when the fuel tank internal pressure Pt increases, and a predetermined pressure when the fuel tank internal pressure Pt decreases. A predetermined pressure P3 (second predetermined value) lower than the pressure P1 is set so as to have a hysteresis. If the fuel tank internal pressure Pt is lower than the predetermined pressure Pa, the process proceeds to step S130. If the fuel tank internal pressure Pt is equal to or higher than the predetermined pressure Pa, the process proceeds to step S150.

  In step S130, canister purge control is performed by the canister purge control unit 53. The canister purge control is performed by calculating the canister purge concentration (purge concentration) by the purge concentration calculator 55, calculating the target canister purge rate suitable for the operation state of the engine 10, and calculating the target canister purge DUTY for controlling the purge valve 36. As described above, after the purge valve 36 and the bypass valve 37 are opened and the sealing valve 35 is closed, the opening degree of the purge valve 36 is controlled to adjust the amount of fuel evaporative gas introduced into the intake passage 11. To execute the canister purge. Then, this routine ends.

  In step S140, it is determined whether or not the fuel tank internal pressure Pt detected by the pressure sensor 25 is equal to or higher than a predetermined pressure Pa. The predetermined pressure Pa is set to a predetermined pressure P1 when the fuel tank internal pressure Pt increases, and to a predetermined pressure P3 lower than the predetermined pressure P1 when the fuel tank internal pressure Pt decreases, as in step S120. If the fuel tank internal pressure Pt is equal to or higher than the predetermined pressure Pa, the process proceeds to step S150. If the fuel tank internal pressure Pt is lower than the predetermined pressure Pa, the process proceeds to step S170.

In step S150, an engine operation request is issued, and when the engine 10 is stopped, the engine 10 is started and forcedly operated. Then, the process proceeds to step S160.
In step S160, tank purge control is performed. The tank purge control is for calculating the tank purge concentration (purge concentration) calculated in the same manner as the canister purge concentration in the purge concentration calculation section 55, calculating the target tank purge rate suitable for the operating state of the engine 10, and controlling the purge valve 36. The target tank purge DUTY is calculated, and as described above, the purge valve 36 and the closing valve 35 are opened, the bypass valve 37 is closed, and the opening degree of the purge valve 36 is controlled. The tank purge is executed by adjusting the amount of evaporative gas introduced. Then, this routine ends.

  In step S170, it is determined whether or not the fuel tank internal pressure Pt detected by the pressure sensor 25 is equal to or higher than a predetermined pressure Pb. The predetermined pressure Pb is a threshold value for determining whether or not to perform tank purging while the engine is operating. The predetermined pressure P2 is used when the fuel tank internal pressure Pt increases, and the predetermined pressure P2 is used when the fuel tank internal pressure Pt decreases. It is set to P3 to have hysteresis. The predetermined pressure P2 is lower than the predetermined pressure P1 and higher than the predetermined pressure P3. If the fuel tank internal pressure Pt is equal to or higher than the predetermined pressure Pb, the process proceeds to step S180. If the fuel tank internal pressure Pt is lower than the predetermined pressure Pb, the routine ends.

In step S180, it is determined whether the engine is operating. If the engine is running, the process proceeds to step S160. If the engine is not running, this routine ends.
As described above, in the present embodiment, after the refueling of the fuel tank 21 is completed, for example, the post-refueling canister purge integrated amount ΣQp (n) becomes less than Qpa, the post-refueling canister purge execution condition is satisfied, and the canister purge is started. You. Then, the canister purge is executed until the post-refueling canister purge integrated amount ΣQp (n) becomes equal to or greater than the predetermined value Qpa and the post-refueling canister purge execution condition is not satisfied.

Then, since the post-refueling canister purge integrated amount ΣQp (n) does not become zero and does not decrease until the next refueling, after the canister purge is completed, the post-refueling canister purge execution conditions are changed until the next refueling is performed. If not, the canister purge is prohibited.
In the present embodiment, when fuel is supplied to the fuel tank 21, the bypass valve 37 is opened to adsorb the fuel evaporative gas in the fuel tank 21 to the canister 33, and the bypass valve 37 is normally closed. Only in this case, the fuel evaporative gas is adsorbed on the canister 33. Therefore, in the present embodiment, the canister purge is executed after refueling the fuel tank 21 and the canister purging is prohibited until the next fuel tank 21 is refueled. It can be introduced into the intake passage 11 and processed to maintain the performance of the canister 33 and suppress unnecessary canister purging.

  In particular, in a hybrid vehicle, the vehicle may start running without operating the engine 10, and the engine 10 may be started during running. In such a vehicle, for example, if the setting is made such that the canister purge is executed at the same time as the start of the engine, the amount of fuel supplied to the cylinder of the engine 10 may be affected, which may affect the engine output during vehicle running. However, in the present embodiment, the canister purge is executed only after the refueling of the fuel tank 21 is completed, so that the execution of the canister purge during the running of the vehicle is suppressed, and the influence on the engine output during the running of the vehicle can be avoided. it can. Further, even when the vehicle is running only in the EV mode in which the engine 10 does not operate, the canister purging is executed after the refueling is completed, so that it is possible to prevent the adsorbing capacity of the canister 33 from being disabled due to the adsorbing capacity. it can.

In addition, the canister purge executed after refueling is executed until the integrated amount of canister purge after refueling ΣQp (n) becomes equal to or more than a predetermined value Qpa as in the equation (1) in step S40, so that the fuel from the canister 33 can be removed. The canister purge can be appropriately terminated so that the evaporative gas is sufficiently discharged.
In step S40, the canister purge is executed until the canister purge concentration Pc becomes less than the predetermined value Pca of less than 1.0, as shown in the equation (2), thereby confirming that the fuel adsorbed on the canister has disappeared. Accurate estimation can be performed, and the canister purge can be executed more appropriately without excess or deficiency.

In addition, by performing the canister purge execution determination based on both the post-refueling canister purge integrated amount ΣQp (n) and the canister purge concentration Pc, even if the accuracy of one of the determinations is reduced, the other determines that the canister purge is not performed. Excessive execution can be further suppressed.
If the post-refueling canister purge completion flag is cleared, that is, if the canister purge is not completed, the engine 10 is forcibly operated to execute the canister purge. However, when the fuel tank internal pressure Pt is equal to or higher than the predetermined pressure P1, the engine 10 is forcibly operated and the tank purge is executed regardless of the post-refueling canister purge completion flag. As a result, the fuel tank internal pressure Pt can be reliably reduced to the predetermined pressure P1 or less, and the rupture of the fuel tank 21 can be prevented.

  Further, when the post-refueling canister purge completion flag is not cleared, that is, when the canister purge is prohibited, even if the fuel tank internal pressure Pt is less than the predetermined pressure P1, but is not less than the predetermined pressure P2, The tank purge control is performed on condition that the engine 10 is operating. Therefore, during the operation of the engine 10, the pressure in the fuel tank 21 can be reduced to less than the predetermined pressure P2, and the frequency of tank purging with the forced start of the engine 10 can be reduced, thereby improving fuel efficiency. .

Further, when the fuel tank internal pressure Pt is less than the predetermined pressure P3, the tank purge is not performed, so that the fuel tank internal pressure Pt is prevented from being reduced to less than the predetermined pressure P3 by the tank purge, and The dent can be prevented.
The description of the embodiment of the invention is finished above, but the embodiment of the invention is not limited to the above embodiment.

  For example, in the above-described embodiment, the fuel evaporative emission control device 1 is employed in a hybrid vehicle or a plug-in hybrid vehicle, but may be employed in a vehicle equipped with an engine other than these.

10. Engine (internal combustion engine)
11 intake passage 21 fuel tank 25 pressure sensor (tank pressure detector)
31 Purge pipe (communication passage)
32 Vapor piping (communication passage)
33 Canister 35 Sealing valve 37 Bypass valve (Canister open / close valve)
Reference Signs List 50 electronic control unit 51 refueling control unit 52 tank purge control unit 53 canister purge control unit 55 purge concentration calculation unit

Claims (4)

A communication passage communicating the intake passage of the internal combustion engine of the vehicle with the fuel tank;
A canister that is connected to the communication path and adsorbs fuel evaporative gas in the communication path;
A sealing valve that opens and closes the communication passage between the fuel tank and the canister;
At the time of refueling the fuel tank, a refueling control unit that opens the sealing valve before opening the refueling lid of the fuel tank and adsorbs fuel evaporative gas in the fuel tank to the canister,
During operation of the internal combustion engine, introducing a fuel evaporative gas adsorbed to the canister into the intake passage, a canister purge control unit that executes a canister purge for processing the fuel evaporative gas,
After completion of refueling to the fuel tank, the canister purge control unit forcibly starts the internal combustion engine to execute the canister purge, and controls the engine from completion of the canister purge to refueling to the next fuel tank. A fuel evaporative emission control device for inhibiting the canister purging.   The canister purge control unit sets the completion time of the canister purge execution based on the amount of the fuel evaporative gas introduced from the canister into the intake passage during the execution of the canister purge. 2. The fuel evaporative emission control device according to claim 1. A purge concentration calculation unit configured to calculate a concentration of fuel evaporative gas introduced from the canister into the intake passage;
2. The fuel evaporative gas discharge according to claim 1, wherein the canister purge control unit sets the completion timing of the canister purge execution based on the concentration of the fuel evaporative gas calculated by the purge concentration calculation unit. 3. Deterrent device. A canister opening / closing valve that opens / closes communication between the communication passage and the canister;
A tank pressure detector for detecting the internal pressure of the fuel tank,
When the internal pressure of the fuel tank is equal to or higher than a first predetermined value, the canister opening / closing valve is closed and the sealing valve is opened to connect the communication passage to the intake passage of the internal combustion engine in an operating state. Further comprising a tank purge control unit for introducing a fuel evaporative gas in the fuel tank through the tank and performing a tank purge for processing the fuel evaporative gas;
The tank purge control unit may further include a second fuel tank pressure lower than the first predetermined value during operation of the internal combustion engine during a period in which the canister purge control unit prohibits the canister purge. 4. The fuel evaporative gas emission suppression device according to claim 1, wherein the tank purge is performed until the fuel pressure becomes less than a predetermined value. 5.

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