JPH0693901A - Evaporated fuel process device of engine - Google Patents

Abstract

(57) [Summary] [Purpose] The basic injection amount is calculated from the value obtained by adding the purge air flow rate to the air flow rate measured by the air flow meter, thereby improving the air-fuel ratio accuracy during purging. [Configuration] The purge valve is an air amount sensor 31 from the canister.
Adjust the amount of purge gas introduced into the downstream intake pipe. The calculation unit 34 calculates the purge fuel flow rate based on the purge valve flow rate and the fuel concentration of the purge gas, and the calculation unit 35 calculates the purge air flow rate by subtracting the purge fuel flow rate from the purge valve flow rate. This purging air flow rate is added by the adding means 36 to the air flow rate measured by the air quantity sensor 31, and the calculating means 37 calculates the basic injection quantity based on the added air quantity.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improved engine fuel vapor treatment system.

[0002]

2. Description of the Related Art In order to prevent the fuel evaporated from a fuel tank from diffusing into the atmosphere, the fuel vapor is adsorbed to an activated carbon canister, and the fuel accumulated in the activated carbon canister is purged into an intake pipe under predetermined operating conditions (by the atmosphere, It is burnt in the cylinder together with the fuel injected from the injector by ejecting it from the canister.

However, when a purge gas which is not measured by an air flow meter is added, it affects the control air-fuel ratio, so that there is a valve that opens the purge valve (purge control valve) during air-fuel ratio feedback control. Although the air-fuel ratio shifts to the rich side at the beginning of the purge valve opening, the air-fuel ratio feedback correction coefficient α shifts to the lean side from the control center (1.0) and eventually settles to a certain value (for example, 0.8). As a result, the air-fuel ratio can be kept within the catalyst window (a predetermined width around the theoretical air-fuel ratio) even during purging.

However, even if the accelerator pedal is depressed during the purging, the supplied fuel amount cannot be increased to the required value corresponding to the depression amount of the accelerator pedal at once, so-called breathing occurs and the drivability deteriorates. Since α has to start from the above value (0.8) deviating to the lean side and becomes large, and α increases only at a constant rate, the fuel amount cannot be rapidly increased.

Therefore, in Japanese Patent Application Laid-Open No. 2-19631, the difference between α when the value becomes equal to or less than a predetermined value after the start of purging and α immediately before the start of purging is calculated, and the operating condition is adjusted by the reduction correction amount according to this difference. While the basic injection amount corresponding to the above is subtracted, α is forcibly returned to the value immediately before the start of the purge from the time when α becomes equal to or less than the predetermined value.

When α is settled to a lean value by the purge and becomes equal to or less than a predetermined value (0.8), the fuel is supplied by correcting the fuel injection amount from the basic injection amount by the fuel increase amount by the purge. Since the amount of fuel is kept the same before and after purging, and when the accelerator pedal is depressed during purging, α is increased from the value before purging (usually 1.0) to increase α as soon as possible. is there.

[0007]

By the way, when the purge gas is introduced into the intake pipe downstream of the air flow meter, the air flow rate (purge air flow rate) out of the purge valve flow rate.
Is not detected by the air flow meter, so this becomes an error in detecting the air amount during purging. Since the basic injection amount is calculated from the output of the air flow meter, this control error affects the control air-fuel ratio.

Therefore, according to the present invention, the purge air flow rate is obtained by subtracting the purge fuel flow rate from the purge valve flow rate, and the basic injection amount is calculated from the value obtained by adding the purge air flow rate to the air flow rate measured by the air flow meter. The purpose of this is to improve the accuracy of the air-fuel ratio during purging.

[0009]

The present invention, as shown in FIG. 1, includes a purge valve for adjusting the amount of purge gas introduced into an intake pipe downstream of an air amount sensor (for example, an air flow meter) 31 from a canister, and a purge gas. A means 32 for detecting or predicting the fuel concentration, a means 33 for calculating the flow rate of the purge valve by receiving an operating condition signal, and a means 34 for calculating the purge fuel flow rate based on the purge valve flow rate and the fuel concentration. Means 3 for calculating the purge air flow rate by subtracting the purge fuel flow rate from the purge valve flow rate
5, a means 36 for adding the purge air flow rate to the air flow rate measured by the air amount sensor 31, and a means 37 for calculating the basic injection amount based on the added air amount.
And a device 38 for supplying this basic injection amount to the intake pipe.

[0010]

[Function] When the purge air flow rate is added to the air flow rate measured by the air flow rate sensor to compensate for the missed flow rate, the accuracy of the air flow rate used to calculate the basic injection amount increases. The air-fuel ratio during purging is accurately controlled to the catalyst window. Since the basic injection amount is increased in accordance with the flow rate of purge air leaking from the measurement of the air amount sensor, the air-fuel ratio during purging is kept the same as it was before purging.

[0011]

DESCRIPTION OF THE PREFERRED EMBODIMENTS In FIG. 2, a control unit 2 comprising a microcomputer (for example, a 16-bit microcomputer) is provided for engine control.

The exhaust pipe 3 is provided with a three-way catalyst 4 for treating three harmful components such as CO, HC and NOx discharged from the engine. The three-way catalyst 4 can process the harmful three components at the same time only when the air-fuel ratio of the air-fuel mixture supplied to the engine is within a narrow range (catalyst window) centered on the theoretical air-fuel ratio. If the air-fuel ratio deviates from this catalyst window to the rich side, CO, H
When the amount of C emission increases and, on the contrary, it shifts to the lean side, a large amount of NOx is emitted.

Therefore, the control unit 2 feedback-controls the fuel injection amount based on the actual air-fuel ratio signal from the O ₂ sensor 5 so that the three-way catalyst 4 can fully exert its capacity.

The output of the O ₂ sensor 5 provided upstream of the three-way catalyst 4 changes abruptly at the stoichiometric air-fuel ratio (it outputs approximately 1 V on the rich side of the stoichiometric air-fuel ratio and about 0 V on the lean side. Therefore, it is determined that the air-fuel ratio is on the rich side when the O ₂ sensor output is higher than the slice level (approximately 0.5 V), and is on the lean side when the O ₂ sensor output is lower than the slice level. If such a determination is made in synchronization with the engine rotation, it can be determined whether the air-fuel ratio has just changed to the rich side (or the lean side) or whether the air-fuel ratio is on the rich or lean side.

From these determination results, the step amount P is subtracted from the air-fuel ratio feedback correction coefficient α immediately after the air-fuel ratio is reversed to the rich side, and the integral amount I is subtracted from α until just before the air-fuel ratio is next reversed to the lean side. (Conversely, P is added to α immediately after the actual air-fuel ratio is reversed to the lean side, and I is added until just before the actual air-fuel ratio is next reversed to the rich side). Immediately after the air-fuel ratio is reversed, a large value of P is given in a stepwise manner to change the response to the opposite side, and after the step change, a small value of I is used to slowly change the air-fuel ratio to the opposite side. It stabilizes the feedback control.

Even if the engine operating conditions are different,
Ratio of intake air amount measured by the air flow meter 7 located upstream of the throttle valve 6 and fuel amount supplied from the injector 8 toward the cylinder (that is, air-fuel ratio)
The control unit 2 determines the valve opening pulse width (injection pulse width) of the injector 8 that is intermittently opened in synchronization with the engine rotation so that the ratio becomes approximately the stoichiometric air-fuel ratio.

Reference numeral 9 denotes a signal corresponding to the engine speed and Re
The crank angle sensor 10 for outputting the f signal (crank angle reference position signal) is a throttle valve opening (T
A sensor for detecting VO), a water temperature sensor 11 and a vehicle speed sensor 12 are also input to the control unit 2.

By the way, if the injector 8 is clogged due to secular change, the supplied fuel amount will be small even if the injector 8 is driven with the same pulse width. Therefore, each time the engine is started, the air-fuel ratio feedback control is started for a while. Has a leaner air-fuel ratio. To avoid this,
The control unit 2 performs basic air-fuel ratio learning.

After a while after entering the air-fuel ratio feedback control, the average value of α settles at a value larger than the control center (1.0) (α itself swings around this value), so this value is basically used. If the battery is backed up as the air-fuel ratio learning value αm, the air-fuel ratio can be kept in the catalyst window from the beginning of the feedback control by increasing the injection pulse width by the learning value αm from the next engine operation. Of.

On the other hand, the fuel evaporated from the fuel tank 15 when the engine is stopped and adsorbed by the activated carbon in the canister 16 is released from the activated carbon when the atmosphere is introduced from the outside of the canister 16 during the operation of the engine. Clean air (purge gas) is sucked into the intake passage.

A purge valve 21 is provided in a passage 18 which connects the activated carbon canister 16 and the collector portion 17a of the intake manifold 17 to adjust the inflow amount of the purge gas. The purge valve 21 is a valve driven by a linear solenoid, and is driven by a pulse signal having a constant cycle (for example, a cycle of 6.4 ms) from the control unit 2, and the valve opening increases as the ON duty (ON time ratio) increases. Increase.

If the purge valve 21 sticks when it is fully open, the engine may stall (idle) or the idle speed may increase due to the purge. To prevent this, a VC negative pressure valve (diaphragm valve) is provided. 22 is provided in the passage 18 in series with the purge valve 21. The VC negative pressure is a negative pressure that rises with respect to the throttle opening TVO as shown in FIG. 3. If the accelerator pedal is released and the throttle valve 6 is closed, the VC negative pressure becomes close to the atmospheric pressure and the VC is reduced. The negative pressure valve 22 is closed. As a result, the passage 18 is closed regardless of whether the purge valve 21 is opened or closed.

By the way, although the purging is performed during the air-fuel ratio feedback control, if the basic air-fuel ratio learning value αm is updated during the purging, an error occurs in the learning value αm. Therefore, the control unit 2 updates the learning value αm during the purging. It is prohibited.

However, if the fluctuation of the air-fuel ratio due to the purging is dealt with only by chasing α, since α changes only at a constant rate, it is possible that the air-fuel ratio shifts to the rich side until the change of α ends. .

For this reason, the flow charts shown in FIGS. 5 to 22 are assembled.

In a nutshell, this control system is for absorbing the air-fuel ratio error due to the purge.
The concept of the control system will be briefly described using, and then it will be divided into terms and outlined. Since the present invention forms a part of this control system, it will be described in detail at the end.

Quantitatively looking at fuel and air using the symbols shown in FIG. 4, the purge valve flow rate (total of fuel flow rate and air flow rate) Qpv is calculated from the purge valve duty (EVAP) and the differential pressure before and after the purge valve. Qef = Qpv · WC ... [A] However, WC; the purge fuel flow rate Qef can be obtained by the fuel concentration of the purge gas.

On the other hand, the purge air flow rate Qea is Qea = Qpv-QefKFQ # ... [B] where KFQ # is a constant for converting the fuel flow rate into the air flow rate. The air flow rate immediately downstream of the air flow rate is the sum of Qea and the air flow rate Qs measured by the air flow meter 7.

When the air amount (Qs + Qea) flowing at the upstream position away from the injector 8 is determined in this way, a known manifold-cylinder filling model can be applied, and Qc = (Qs + Qea) .Fload + Qc. (1-Fload) ... [C] However, the cylinder air amount (air amount flowing into the cylinder) Qc is obtained as a first-order lag of (Qs + Qea) by the Fload; weighting coefficient.

On the other hand, the fuel injection amount Qf from the injector 8 provided at the port is Qf = Qc.K # -Qefc ... [D] where K # is a constant for keeping the air-fuel ratio constant Qefc; The purged fuel amount (Qefc) is subtracted from the cylinder intake amount.

Note that Qefc is determined with respect to Qef in consideration of the fact that the fuel gas is transmitted while being diffused and a simple time delay.

That is, if the fuel concentration of the purge gas is accurately obtained by learning, it becomes clear how much the air amount and the fuel amount should be corrected during purging. However, conventionally, the fuel concentration was not measured,
Only an appropriate value was adopted based on empirical values, and there was room for improvement in exhaust performance and operation performance when switching purge ON and OFF.

Next, the control system itemization will be described.
In the following, in principle, capital letters are used for symbols that indicate quantities, and sometimes the symbols and statements used for operators are diverted from those used in programming languages.

(1) Purge cut condition (1-1) When any of the following conditions <1> to <5> is satisfied, the purge valve duty (EVAP) is set to 0 to turn off the purge valve. Close in steps (cut immediately). Since the VC negative pressure valve 22 is closed under these conditions, the purge valve 21 is also closed stepwise in accordance therewith. On the contrary, when all of these conditions are cancelled, the valve is opened stepwise as in the case of canceling the conditions <6> to <11> described later.

<1> When the ignition switch is off (step 23 in FIG. 7). <2> At the time of engine stall determination (step 24 in FIG. 7). <3> When the starter switch is ON (step 25 in FIG. 7). <4> When the idle switch is ON (step 26 in FIG. 7). <5> When the vehicle speed (VSP) is lower than the predetermined value (VCPC #) (step 27 in FIG. 7).

These conditions are checked, and if either of them is satisfied, the zero cut flag = 1 and the cut flag = 1 are set (steps 23 to 27 in FIG. 7 and step 30 in FIG. 8). The cut flag = 1 indicates that the purge cut is to be performed, and the zero cut flag = 1 indicates that the purge cut is to be performed stepwise. Therefore, the purge cut is performed stepwise by the zero cut flag = 1 and the cut flag = 1. .

However, since it is sufficient to set these flags only once, if the flag (# F1STGKZ) = 1 that has passed once in step 29 of FIG. 8, it is judged that the flag was previously set, and step 30 follows. You are exiting the routine without proceeding. For the first time, the other two flags that passed once (# F1STGKP and # F1STGKY) =
0, continuous purge ON time counter value (PONREF) =
By setting it to 0, it is prepared for the next time (steps 30 and 28 in FIG. 8).

(1-2) When any of the following conditions <6> to <11> is satisfied, the purge valve is closed stepwise. This is because purging under these conditions adversely affects operating performance and exhaust performance. Therefore, when all of these conditions are released, the purge valve is opened stepwise.

<6> When the load is too small (step 33 in FIG. 7). For example, a cylinder air amount equivalent pulse width (described later) TP is compared with a purge lower limit allowable value (TPCPC), and if TP <TPCPC, it is determined that the load is too small (steps 32 and 33 in FIG. 7). TPCPC
With respect to, the table having the contents of FIG. 31 is looked up from the engine speed NE (with interpolation calculation).
Since all the table lookups have an interpolation calculation, they will be simply referred to as table lookups below.

<7> When the load is too large (step 34 in FIG. 7). For example, the air flow rate QH0 is compared with the purge upper limit allowable value (EVPCQH #), and QH0 ≧ EVPCQ
It is judged that the load is too large in H #. Note that QH0 is an air flow rate (volume flow rate) at the throttle valve portion, which will be described later, and is determined from the throttle opening TVO and the engine speed NE.

<8> When the air-fuel ratio feedback control is not in progress (step 35 in FIG. 7). This is because the air-fuel ratio cannot be contained in the catalyst window unless the air-fuel ratio feedback control is being performed. For example, the flag (#FCLS
Since 1) = 0, it is determined that feedback control is not in progress.

<9> During clamping (while air-fuel ratio feedback control is stopped), an artificial selection flag introduced corresponding to the following various clamps (provided as an option) =
When 0 (steps 37 to 44 in FIG. 7).

Temin clamp (flag is #FPG
TEM). O ₂ sensor initialization clamp (flag is #FPGCL
C). High load KMR clamp (flag is #FPGKM
R). KHOT clamp (flag is #FPGKH).

The clamping condition of is the effective pulse width T
When e (which is a value obtained by subtracting the invalid pulse width Ts from TI described later) is less than or equal to the minimum value, the clamp condition of is during initialization of the O ₂ sensor, the clamp condition of is in the high load range,
Clamping conditions are when the engine is overheated and the water temperature is high.

Here, the artificial selection flag is used because the purging speed demand differs depending on the vehicle type (fuel tank system), and it is desired to adjust the purging area. This allows the developer to artificially select the value of the flag in order to be compatible with the inability to correct the error. Therefore, the value of the flag is determined by the specifications at the time of development.

FIG. 32 shows what happens to the purge region under the purge OFF conditions of <1> to <9> above.
When the condition of <6> is satisfied, the purge cut is performed in the area shown by the TP cut arrow in the figure. Similarly, when the condition of <7> is satisfied, in the region indicated by the arrow of QH0 cut in the figure,
When the condition of <9> is satisfied, purge cutting is performed in each of the regions shown by KMR cutting in the figure. Therefore, the remaining area is the area to be purged. However, it is shown that even in the purge region, purge cut may be performed by KHOT cut (heat resistant cut) or the like.

<10> When the cut flag for purge learning = 1. When all of the following conditions are met, the cut flag (# for the purge learning (indicated by WC learning in the figure))
FWCCUT) = 1 (step 60 in FIG. 9). The purge learning is learning for absorbing the air-fuel ratio error due to the purge and will be described later.

EONREF # ≠ FFFF (step 51 in FIG. 9). This is an EONREF # (described later) that allows you to select whether or not to perform a purge cut for purge learning artificially.
Artificial FFFF (maximum hexadecimal value) for ONREF #
By putting in, it is possible to prevent the purge cut for purge learning from being performed. Offset learning reservation flag (#FOFGKGO) = 1
If not (step 52 in FIG. 9). The offset learning is learning for absorbing variations in the purge valve and will be described later. When the purge learning permission flag (#FWCGKOK) is not 1 (step 54 in FIG. 9). If purge learning is enabled, PONREF (continuous purge ON time counter value)
= 0 (steps 54 and 61 in FIG. 9). This is to count the continuous purge ON time from the end of purge learning. When the continuous purge ON time counter value (PONREF) is greater than or equal to the predetermined value (#EONREF) (step 55 in FIG. 9). When the air-fuel ratio feedback control is in progress (# FCLS1 = 1) and the clamp is not in progress (# FCLMP1 = 0) (step 56 in FIG. 9). The basic duty (EVAP0) described below is the lower limit value (W
CGDTY #) or more (step 5 in FIG. 9)
7). When the load (QH0) is less than or equal to the upper limit value (WCGQH #) (step 58 in FIG. 9). When a certain delay time has passed after the conditions (1) to (3) have been satisfied (CONTWCJ ≧ WCGDLY #) (step 59 in FIG. 9).

In particular, the reason why the purge is cut when the condition is satisfied is that if the purge is performed for a long time, the amount of fuel desorbed from the activated carbon canister 16 is reduced, and the fuel concentration of the purge gas is lowered. This is because there is a gap between the purge learning value WC) and the purge learning value WC. Therefore, even under the purging conditions, the purge learning is performed while intermittently performing the purge cut.

<11> When the cut flag for offset learning = 1. Cut flag (#FOFCUT) = 1 for offset learning when all of the following conditions are met:
(Step 67 in FIG. 9).

When the offset learning reservation flag = 1 (step 52 in FIG. 9). This reservation is reserved when the purge learning value is clamped and the purge learning is completed as described later. When the air-fuel ratio feedback control is being performed (# FCLS1 = 1) and the clamp is not being performed (# FCLMP1 = 0) (step 64 in FIG. 9). The basic duty (EVAP0) described later is the upper limit value (O
FGDTY #) or less (step 6 in FIG. 9)
5). When a certain delay time has passed after the conditions (1) to (3) have been satisfied (CONTOFJ ≧ OFGDLY #) (step 66 in FIG. 9).

When any of the above conditions <6> to <11> is satisfied, the cut flag = 1 and the slow flag = 1 are set (step 47 in FIG. 8). Since the slow flag = 1 indicates that the purge valve is opened and closed in stages, the purge valve is gradually closed by the slow flag = 1 and the cut flag = 1. On the other hand, <6>
~ When the conditions of <11> are all cleared, purge O
At the time of switching to N, the purge flag is opened stepwise, so that the cut flag = 0 and the slow flag = 1 are set (FIG. 8).
Step 49).

When the purge valve is opened and closed stepwise, it is sufficient to set the flag once and to clear the continuous purge ON time counter (PONREF). This is the same as 30, 28 (steps 46, 47, 45, steps 48, 49 in FIG. 8).

(2) Purge valve opening characteristic (2-1) Connection with purge cut condition When any of the above conditions <6> to <11> is satisfied, until (EVAP = EVPCUT #), (EVAP
The purge valve duty (EVAP) is reduced at a speed of (T-EVPCUT #) * SPECUT # (steps 91 to 95, steps 91 to 94, 96, 97 in FIG. 10).

When all of the above conditions <1> to <11> are released, once EVAP = EVPCUT # is set, and (EVAPT-
EVPCUT #) * SPEOON # at a speed of increasing the purge valve duty EVAP (step 91 in FIG. 10,
92, 98-100, steps 91, 92, 98, 9
9, 101, 102).

Here, EVPCUT # is the purge valve duty under the purge OFF condition, EVAPT is the purge valve target duty, SPECTUT # is the closing speed of the purge valve, SP
EON # is the opening speed of the purge valve.

FIG. 33 shows a control waveform of EVAP (purge valve duty) with a solid line. From purge OFF to purge O.
When switching to N, EVAP is once set to EVPCUT # and then gradually increased toward EVAPT,
By switching from purge ON to purge OFF, this time E
It is gradually reduced from VAPT to EVPCUT #. In FIG. 33, the switching to the immediate cut is also shown by overlapping with a broken line, and only in this case, the EVAP is set to 0 stepwise.

On the other hand, the value of EVAP is also given to the background job shown in FIG. 5 (steps 12 to 1).
7). This is 100m as shown in Fig. 10 in all cases.
If the value of EVAP is given by the job every sec, a response delay occurs in the change of EVAP at the time of transition (for example, a response delay occurs when it is desired to immediately cut immediately). To switch
The calculation is performed in the background job except when the opening and closing is performed stepwise at a cycle of 100 msec.

(2-2) Purge valve target duty The target duty EVAPT of the purge valve is EVAPT = EVAP0 + OFSTPV + VBOFPV ... [1] where EVAP0: Basic duty of purge valve OFSTPV; Learning value of purge valve rising duty VBOFPV; It is determined by the duty battery voltage correction rate (step 9 in FIG. 5). The calculated EVAPT is limited to the upper limit value (EVPMAX #) (steps 10 and 11 in FIG. 5).

Here, OFSTPV in the equation [1] is a learning value (simply referred to as an offset learning value) corresponding to the purge valve rising duty, which will be described later.

The basic duty EVAP0 of the equation [1] is
Basically, EVAP0 = constant * TQPV / (KPVQH * KPVVB) ... [a] where TQPV; purge valve target flow rate KPVQH; purge valve flow rate negative pressure correction rate KPVVB; purge valve flow rate battery voltage correction rate, or The table having the characteristics shown in FIG. 27 is looked up to obtain.

Further, the purge valve target flow rate TQP of the formula [a] is used.
V is TQPV = Qs * PAGERT ... [b] where Qs is the intake air amount of the airflow meter section PAGERT is the target purge rate.

The target purge rate PAGERT in the equation [b] is
The purge learning value WC corresponding to the fuel concentration of the purge gas is looked up to obtain a table having the characteristics shown in FIG. 23 (step 3 in FIG. 5).

As shown in FIG. 23, PAGERT is reduced when WC is large, and PAGE is reduced when WC is reduced.
RT is increased. This is because the purge rate may be increased in order to prevent the fuel vapor of the purge gas from leaking to the outside of the vehicle, but in this case, if the fuel concentration is high, the error of the air-fuel ratio A / F becomes large. So WC
Is judged to be large (fuel concentration is high), A /
In order to prevent the error of F from becoming large, the target purge rate PAGERT is made small, while when it is judged that the WC is small (the fuel concentration has become thin), the purge is rapidly performed at a large target purge rate. Of.

PAGERT is the air flow meter flow rate Qs
As a general rule, even if WC changes, the characteristics are horizontal regardless of whether WC is large or small as shown in the upper part of FIG. 34 (shown by a solid line). However, since the flow rate of the purge valve becomes maximum when the purge valve is fully opened, the purge rate gradually decreases after the maximum flow rate of the purge valve.

If any of the sensors (O ₂ sensor, air flow meter, throttle sensor) is abnormal (indicated by NG in the figure), RAGERT = NGPGRT
# (Steps 1 and 2 in FIG. 5). NGPGRT
# Is the purge rate (constant rate) when the sensor is abnormal.

By the way, as shown in equations [a] and [b], EV
If the number of variables used to calculate AP0 increases (TQ
PV, KPVQH, KPVVB, Qs, and PAGERT), and the precision of EVAP0 depends on the precision of the number of bytes and table given to these variables.

Therefore, here, the purge valve target flow rate TQ is set.
PV is calculated by TQPV = (Qs * PAGERT * coefficient) / KPVQH ... [2] (step 7 in FIG. 5), and EVAP0 is obtained from EVAP0 = table value / KPVVB ... [3] (step 8 in FIG. 5). ). Since these methods have better correction accuracy than the above equations [a] and [b], they are used.

The table value of the equation [3] is a value obtained by looking up a table having the characteristics shown in FIG. 28 from the purge valve target flow rate TQPV.

The KPVQH in the equation [2] is a correction factor for changing the flow rate due to the differential pressure across the purge valve even if the flow passage area of the purge valve is constant. From the flow rate QH0, a table containing the characteristics of FIG. 24 is looked up. Up and ask (step 4 in FIG. 5). As the differential pressure across the flow decreases, it becomes more difficult to flow, so
When the front-rear differential pressure is small (when QHO is large), the target flow rate is corrected to be large.

Since the differential pressure is not actually detected,
Here, QHO is used as the differential pressure equivalent amount. QH
0 is a known volume flow rate of the throttle valve portion determined by the engine speed NE and the throttle opening TVO.

In terms of the phase during transition, since the cylinder air amount equivalent pulse width TP is closer to the differential pressure across the purge valve than QH0, it is desirable to use TP, but TP is different in atmospheric pressure and intake temperature. Therefore, QHO is used here because the relationship with the differential pressure across the purge valve deviates. In addition,
TP is also publicly known, and in consideration of the fact that even if the air flow meter section measures the air amount as will be described later, it actually flows into the cylinder with a first-order lag, and the cylinder air amount that flows in with the first-order lag is considered. On the other hand, the fuel amount is given in a fixed proportional relationship.

KPVVB in the equation [3] is the battery voltage V
A table containing the characteristics of FIG. 25 is looked up from B (step 5 of FIG. 5), and the battery voltage correction factor VBOF of the purge valve rising duty of the formula [1] is calculated.
PV is obtained by looking up a table having the characteristics of FIG. 26 from the battery voltage VB (step 6 of FIG. 5).

KPVVB is a correction factor by which the relationship between the basic duty EVAP0 of the purge valve and the flow rate of the purge valve varies depending on the voltage applied to the purge valve, and VBOFPV also purges the purge valve duty when the flow path of the purge valve begins to open. The correction rate varies depending on the voltage applied to the valve, and the correction rate varies depending on the type of purge valve. 25 and 26 are examples when the purge valve is driven by a linear solenoid.

(2-3) Purge valve flow rate predicted value Purge valve flow rate predicted value QPV is QPV = EVAPQ * KPVQH ... [4] where EVAPQ: basic flow rate of purge valve KPVQH: negative pressure correction rate of purge valve flow rate (Step 19 in FIG. 6).

The EVAPQ in the equation [4] is (EVAP-O
FSTPV-VBOFPV) * KPVVB is obtained by looking up a table having the characteristics shown in FIG. 32 (step 18 in FIG. 6). In FIG. 29, the horizontal axis is EV
Not purging AP0 * KPVVB is purge ON / OFF
This is because the value of EVAP-OFSTPV-VBOFPV (that is, the value at the time of transition) and the value of EVAP0 (the value at the time of equilibrium) do not match when switching to.

(3) Purge learning control In addition to the basic air-fuel ratio learning value αm, a purge learning value (also a learning value of the mixture ratio of purge gas) WC corresponding to the fuel concentration of the purge gas is introduced. αm is different from αm
Unlike the air-fuel ratio error that changes very slowly, which is the purpose of introducing m (due to variations in the characteristics of the air flow meter and the injector), the air-fuel ratio error due to purge gas changes relatively quickly, so the purge learning value WC Therefore, the control accuracy of the air-fuel ratio is increased by separating the basic air-fuel ratio learning value αm and the basic air-fuel ratio learning value αm.

The fuel concentration of the purge gas is the purge O
Prediction can be made from α that changes due to switching between N and OFF as follows.

If only the fuel concentration of the purge gas becomes denser than the previous time (assuming that there is no air-fuel ratio error due to an air flow meter), the air-fuel ratio shifts to the rich side, so the value of α (or its average value) is It shifts to the side smaller than the control center (1.0). Therefore, when α is shifted to the smaller side, the purge learning value WC is updated to the larger side, and the updated WC corresponds to the fuel concentration that is higher than the previous time. Conversely, when the fuel concentration is lower than the previous time, α deviates to the larger side from the control center. Therefore, at this time, if WC is updated to the smaller side, the updated W
C corresponds to the fuel concentration which became thinner than the previous time.

By predicting the fuel concentration of the purge gas in this way, the purge ON,
It is possible to prevent an air-fuel ratio error immediately after switching to OFF.

(3-1) Battery Backup Although the purge learning value WC is a battery battery, WC = INWC # is set when the control unit 2 is first energized (steps 101 and 102 in FIG. 11). INWC # is an initial value of WC for the first energization.

Otherwise, when the control unit 2 is energized, WC = WC hold value + WCST #, where WCST #; the added value of WC at the time of starting (steps 101 and 105 in FIG. 11). WCST
# Considers the increase in fuel stored in the activated carbon canister while the vehicle is stopped. If there is no time between the last engine stop and this engine start, WC
Although the air-fuel ratio error does not occur during the purge during the current operation depending on the held value, over a period of time, evaporated fuel accumulates in the activated carbon canister, and this amount is the air-fuel ratio error when starting the engine this time. Appears as an error.
Therefore, this amount (that is, the increased fuel amount while the vehicle is stopped)
It is estimated by T #.

(3-2) Purge learning permission condition Purge learning is permitted at the time of switching to purge ON or purge OFF. Therefore, after setting the flag for instructing switching of purge ON and OFF, that is, step 30, FIG. It is performed following 47 or 49. In FIG. 8, if offset learning is not reserved, the WC learning permission flag (#FWC
GKOK) = 1 (steps 82 and 83 in FIG. 8).

The reason why learning is permitted at the time of switching to purge ON and OFF without waiting for the change of α to end is as follows.
This is to increase the frequency of learning.

(3-3) Purge learning interruption condition Purge learning is interrupted when the following conditions are satisfied (FIG. 1).
2 steps 116-119, 113).

When the purge learning permission flag = 0 (see FIG.
2 step 116). This is because the purge learning is interrupted when the purge ON is switched to the purge OFF or vice versa while the purge learning condition is satisfied (steps 81 and 85 in FIG. 8). Under the conditions other than the condition that the air-fuel ratio feedback control is being performed and the clamping is not being performed (step 117 in FIG. 12). This is because the learning condition is a condition during the air-fuel ratio feedback control and not during the clamp. Basic duty (EVAP0) is a predetermined value (WCGDT)
Y #) smaller (step 118 in FIG. 12). This is because when the basic duty is small, it is confused with the air-fuel ratio error due to the variation in the purge valve rising duty, which is to be avoided. As shown in FIG. 34,
In terms of the purge valve flow rate, the high flow rate range is the purge learning condition and the low flow rate range is the offset learning condition. When the load (QH0) is too high above the predetermined value (WCGQH #) (step 119 in FIG. 12).

However, even if any of the conditions (1) to (4) is satisfied, if the cut flag for purge learning = 1,
Step 113 is skipped (step 12 in FIG. 12).
0,114). In this case, the purge learning permission flag is not set to 0. When the purge learning is interrupted by the purge cut for the purge learning, it is switched to the purge ON again, but the purge learning is not started at that time. This is because

If any of the sensors is abnormal, W
Since C = NGWC # and the purge learning is interrupted,
The purge learning permission flag is set to 0 (step 11 in FIG. 12).
1 to 113), and initialization and post-processing of RAM and flags for purge learning (step 11 in FIG. 12).
4).

In the learning when the purge is ON, the EVAP
Is the purge valve offset (for example, VBOFPV + D
Purge learning is kept waiting until LYWCG # (set to the delay time equivalent amount) is passed (step 12 in FIG. 12).
1, 122).

(3-4) Update of Purge Learning Value The average value ALPAV of the first air-fuel ratio feedback correction coefficient that has entered the purge learning is stored in ALPST of the memory (steps 131 to 133 in FIG. 13). The ALPAV at the start of learning (which is also the ALPAV before the purge ON / OFF switching) is stored in ALPST.

When the purge learning is permitted, the purge learning value WC is updated by WC = WC holding value + ΔWC (step 181 in FIG. 14). WC after update
Is limited between the upper limit value (WCMAX #) and the lower limit value (WCMIN #) (steps 183 to 18 in FIG. 14).
5).

ΔWC is a learning update amount, which is an air-fuel ratio feedback correction coefficient ALPHA (α
The difference between (1) and ALPST is large and the difference is small (± PWCH and ± IWCH when large, ± PWCL and ± IWCL when small), and ΔWC is given as shown in the table. Therefore, FIG. 14 and FIG. 15 are combined.

Here, instead of the description of FIGS. 14 and 15, a description will be given of how the learning update amount ΔWC is given with the waveform shown in FIG.

FIG. 36 shows the state when the purge is turned on.

When α is moved to the lean side by switching to purge ON (a long integration amount I is acting), α
When the average value of ALPAV (shown by the broken line) also moves to the lean side and ALPAV <ALPST (point A)
The learning value WC is stepwise by PWCL # (step amount)
Then, it is gradually increased by IWCL # (integration amount).

These learning update amounts (PWCL # and IWC)
L #) is not enough and α moves across the predetermined width (DALPH #) toward the lean side, and at this crossing point (point B), the learning value WC is larger than PWCL # above.
The WCH # (this is also the step amount) is increased stepwise, and thereafter the I value of the value larger than the IWCL # is used.
WCH # (integrated amount) is gradually increased. α is ALP
When the width of DALPH # based on ST is deviated, the learning speed is increased by giving a larger step amount PWCH #.

However, in order to avoid overshooting of the learning value WC, the addition (or subtraction) of the step amount PWCH # is performed only once during the purge learning permission.

As a result, the difference between α and ALPST is DALP.
If it falls within the width of H #, IWCL # from point D
And IWCH # are used, and ALPAV is ALPST.
From the point of time (point E) that exceeds, the PWCL # and IWCL # with small values for both the step amount and the integration amount are used.

(3-5) Clamp for Purge Learning EVAP = EVAPT or EVAP = EVPCUT #
Then, the average value of the peak values of the latest two learning values WC (that is, WC immediately before PWCL # addition / subtraction) is calculated, and thereafter, WC is clamped to this value to complete the purge learning.

Therefore, in FIG. 14, ΔP is + PW.
Immediately before entering CL # (or -PWCL #), the value stored in OLDWC1 of the memory is changed to OLDWC of the memory.
2, the value stored in WC of the memory is set to the OLDW of the memory
If each is moved to C1 and the PWCL addition count counter value (CONTPWCL) is incremented by 1 (steps 155, 158 and 16 in FIG. 14).
4,166), CONTPWCL is a predetermined value NSWCGK
It is determined that the learning value has converged when # (for example, 3) or more, and the value (OLDWC1 + OLDWCWC2) / 2 is reset to WC (steps 125 and 12 in FIG. 12).
6), the purge learning permission flag = 0 is set (FIG. 1).
2 step 128).

The reason for clamping the purge learning value is as follows. By separating the purge learning value WC from the basic air-fuel ratio learning value αm, the control accuracy of the air-fuel ratio is increased.
I want to finish the purge learning early. This is because if purge learning is performed forever, the amount of change in α due to changes in operating conditions will be included in the purge learning as an error. In other words, it is desirable to end the purge learning while the operating condition does not change and eliminate the air-fuel ratio error by the basic air-fuel ratio learning when the operating condition changes (except when the purge ON / OFF is switched).

The PWCL added at point Q in FIG.
# Indicates that the PWCL addition count counter value (CONTP)
WCL) is not counted (steps 124 and 130 in FIG. 12).

(3-6) Air-fuel ratio feedback correction coefficient ALPAV is calculated by a known method often used in basic air-fuel ratio learning. For example, when ALPAV is added with the step amount P (steps 263 and 268 in FIG. 18), ALPAV = (ALPHA + ALPO) / 2, where ALPO; is obtained by α immediately before the addition of the previous P minutes (steps 263 and 2 in FIG. 18).
66).

However, when the feedback control is entered during the clamp in the air-fuel ratio feedback control, the ALP is started from the first cycle of control after the release of the clamp as shown in FIG.
In order to calculate AV, the P addition counter value (CO
When (UNTP) is less than 3, ALPAV is 1.0 (steps 265 and 269 in FIG. 18). Of course, during clamping during air-fuel ratio feedback control, A
Both LPAV and ALPO are 1.0 (steps 261 and 262 in FIG. 18).

(4) Learning Purge Valve Rising Duty When the purge valve 21 is driven by the linear solenoid, the rising duty of the purge valve (duty when the purge valve starts to open) depends on the temperature as shown in FIG.
Changes and the flow rate of the purge valve varies, especially in the low flow rate range. Since the purge valve becomes harder to open as the temperature becomes higher, even if the same basic duty EVAP0 is given, the flow rate of the purge valve becomes substantially smaller at high temperature.

Therefore, a learning value (also referred to as an offset learning value) OFST corresponding to the rising duty of the purge valve is set.
PV is introduced separately from the purge learning value WC.

If the linear flow rate characteristic of the purge valve is considered to move in parallel to the left and right according to the temperature as shown in FIG. 38 (that is, the change in the inclination of the straight line is ignored), the target duty = the basic duty The target duty may be given by the + purge valve rising duty.

For example, if the rising duty of the purge valve becomes larger than the previous one due to the temperature rise of the purge valve (see FIG. 38), the purge rate (ratio of the flow rate of the purge valve to the intake air amount) decreases due to the valve opening delay, so the air-fuel ratio Leans to the lean side and returns it to the rich side, so α and A
LPAV shifts to a side larger than ALPST.

At this time, when the offset learning value (corresponding to the rising duty) OFSTPV is updated to the larger side, the updated learning value corresponds to the rising duty for the purge valve temperature at that time, and the learning value is basically the same as the learning value. Increase the duty EVAP0 (the value obtained by adding the learning value to the basic duty EVAP0 is the target duty E
By setting VAPT), the purge valve flow rate can be made the same as before the temperature rise.

On the contrary, when the valve opening speed becomes faster due to the decrease of the purge valve temperature, the purge valve flow rate increases and the air-fuel ratio becomes rich, so that α and ALPAV deviate from ALPST to the smaller one at this time. By updating the offset learning value OFSTPV to the smaller side, the updated learning value corresponds to the rising duty with respect to the purge valve temperature at that time.

As described above, the concept of the offset learning is exactly the same as that of the purge learning, and the only difference is that the constants and variable names are different and the learning value is updated in the opposite direction. Therefore, only the differences will be briefly described.

(4-1) Permitting Condition for Offset Learning Although offset learning is also permitted when switching to purge ON or purge OFF, offset learning is reserved after the purge learning value WC is clamped (step of FIG. 12). 126, 127). This is because the air-fuel ratio error (corrected by the learned value WC) caused by the purge and the air-fuel ratio error (learned value OFSTPV that occurs due to the variation in the purge valve).
It is to separate with).

This will be further described with reference to FIG. 34. If the purge rate characteristic is overlapped with the variation of the valve characteristic caused by the temperature characteristic, the variation of the purge rate as shown by the broken line in the small flow rate region (the region where Qs is small) is increased. Expand rapidly. This is because, even if the purge valve has the same flow rate variation, when converted into the purge rate, the smaller the Qs, the larger the rate of the variation amount with respect to Qs.

An air-fuel ratio error occurs due to such valve variations and the purge itself. In other words, even though an air-fuel ratio error is a superposition of two air-fuel ratio errors,
By learning (purge learning) a large flow rate range that is not affected by valve variation as a purge learning condition, first eliminate the air-fuel ratio error caused by the purge, and then learn a small flow rate range where a large valve variation occurs as an offset learning condition (offset learning). By performing the learning, the air-fuel ratio error due to the variation in the rising duty is eliminated.

(4-2) Interrupt Learning Condition for Offset Learning As can be seen by comparing step 118 in FIG. 12 and step 194 in FIG. 15, when the basic duty (EVAP0) is larger than the predetermined value (OFGDTY #) in offset learning. Stop learning (steps 194, 1 in FIG. 15).
96). The range where EVAP0 is small (small flow rate range) is the offset learning condition, and the range where EVAP0 is large (large flow rate range) is the purge learning condition.

(4-3) Update of Learning Value As can be seen by comparing FIG. 39 with FIG. 35, the way of giving the positive / negative of the learning update amount ΔOFSTPV is opposite to the case of ΔWC. Therefore, the change of the learning value OFSTPV at the time of switching to the purge ON is as shown in FIG. In addition,
In FIG. 40, OFSTPV is negative on the upper side and positive on the lower side.

(5) Basic air-fuel ratio learning (5-1) Learning prohibition condition When any of the following conditions is satisfied, the basic air-fuel ratio learning value αm is not updated (steps 281 to 28 in FIG. 18).
4, 285).

When the purge learning is not performed even once (step 281 in FIG. 18). Slowly flag = 1 (step 28 in FIG. 18)
2). That is, it is the time of switching to purge ON or purge OFF. When the purge learning permission flag = 1 (step 283 in FIG. 18). When the offset learning reservation flag = 1 or the offset learning permission flag = 1 (step 284 in FIG. 18).

The basic air-fuel ratio learning is prohibited not only during (during) the purge but also during the purge learning and the offset learning (at the time of,) because the air-fuel ratio error due to the purge gas, which changes relatively quickly, is prevented. , .Alpha.m is introduced for the purpose of preventing the influence of an air-fuel ratio error that changes very slowly (due to variations in the characteristics of the air flow meter and the injector).

The basic air-fuel ratio learning αm is αm = αm retention value + Δαm where Δαm is updated by the learning update amount, and the learning update amount Δαm is Δαm = (ALPAV-1.0) · GAIN where ALPAV; It goes without saying that the average value GAIN is calculated by the update rate (value of 1 or less).

(6) Characteristic expression of fuel injection pulse width (6-1) Fuel injection pulse width The fuel injection pulse width CTIn for each cylinder is CTIn = TI + CHOSn + ERACIn ... [5] where n; injector number TI; common to all cylinders Fuel injection pulse width CHOSn; cylinder-by-cylinder increase / decrease amount ERACIn; calculated by the transition pulse width from interrupt injection to synchronous injection (step 323 in FIG. 21). This formula itself is known.

Here, the fuel injection pulse width TI of the equation [5]
Is simultaneous injection: TI = (TP-TEFC + KATHOS) * TFBYA * (α + αm) + Ts ... [6] Sequential injection: TI = (TP-TEFC + KATHOS) * TFBYA * (α + αm) * 2 + Ts ... [7] However, TP; Cylinder air amount equivalent pulse width TEFC; Purge fuel equivalent pulse width KATHOS; Wall flow correction amount TFBYA; Target fuel air ratio α; Air fuel ratio feedback correction coefficient αm; Basic air fuel ratio learning value Ts; Invalid pulse width (Fig. 21) Step 322).

The difference from the conventional method is that TEFC is subtracted from TP in the equations [6] and [7]. This is because when the purge gas is introduced into the intake pipe, the fuel component (TEFC) of the purge gas is additionally added and flows into the cylinder, so that the same air-fuel ratio is maintained during purging as when not purging. In order to do so, the fuel amount obtained by subtracting this purge gas fuel amount may be supplied from the injector 8 for each cylinder.

Cylinder air amount equivalent pulse width TP
Is TP0 = Qs * KCONST # * KTRM / NE ... [8] TP = TP0 * FLOAD + TP * (1-FLOAD) ... [9] However, TP0: Air flow meter air amount equivalent pulse width Qs; Air flow meter air amount KCONST #; constant KTRM; trimming coefficient used for correction of air amount error NE; engine speed FLOAD;
12, 313). These expressions are also known and are for phase matching to correspond to the cylinder intake air amount.

(6-2) Purge fuel equivalent pulse width Purge fuel equivalent pulse width TEFC is TEFC = QEFC * KCONST # / NE ... [10] where QEFC; Purge fuel cylinder intake amount predicted value KCONST #; Constant NE; It is determined by the engine speed (step 311 in FIG. 21). The equation [10] is the same as the equation [8], and is a unit conversion of the predicted cylinder intake amount of purge fuel (QEFC) into the injection pulse width equivalent unit.

The purged fuel cylinder intake amount predicted value QEFC in the equation [10] is represented by two primary delays (weighted average) in series connection + dead time with respect to the purged fuel flow rate (QEF). That is, QEF1 = QEF * EDMP1 # + QEF1 * (1-EDMP1 #) ... [11] QEF2 = QEF1 * EDMP2 # + QEF2 * (1-EDMP2 #) ... [12] However, QEF1; Purge fuel flow rate intermediate predicted value EDMP1 # ; Weighted average coefficient 1 QEF2; Purge fuel flow rate intermediate predicted value EDMP1 #; QEF2 is obtained by the weighted average coefficient 2, and a Ref signal of a predetermined number of times (QEFDLY #) for this QEF2 (180 ° for 4 cylinders)
For each CA, the value delayed by the number of 6 cylinders rises every 120 ° is set as QEFC (steps 293 to 295 in FIG. 19).

This has a dead time (simple time delay) until the purge fuel flow rate (only the fuel amount) QEF that has flown from the purge valve to the intake pipe reaches the cylinder, and the gaseous fuel is diffused. This is because the QEFC waveform can be expressed as shown in FIG. 41 because it is transmitted.

When storing the calculated QEF2 value in the memory, if a certain number of memories are prepared and sequentially shifted to the adjacent memory, the value QEFDLY # times before is selected from these memories. Be QEFC (step 295 in FIG. 19).

The purge fuel flow rate QEF in the equation [11] is QEF = WC * QPV * KQPV ... [13] where WC: purge learning value QPV; purge valve flow rate predicted value KQPV; correction rate of purge valve flow rate (Fig. 6 step 21). By multiplying the purge valve flow rate estimated value QPV by the fuel concentration equivalent value (WC) of the purge gas, the QEF as the purge fuel amount can be obtained.

The flow rate correction rate KQPV of the equation [13] is obtained by looking up a table having the characteristics of FIG. 30 from the purge valve flow rate predicted value QPV (step 20 of FIG. 6).

(7) Intake air amount When purging is performed, the air amount Q used for the injection amount calculation is Q = Qs + QEA ... [14], where Qs is the air flow meter air amount QEA; Calculate using the flow rate (excluding fuel).

Here, the artificial selection flag (FPQ
If A) = 1, the air amount is corrected by the purge air amount by the equation [14], and if FPQA = 0, it is not corrected (steps 302 and 303, steps 302 and 304 in FIG. 20).

The purge air flow rate QEA in the equation [14] is QEA = QPV-QEF * KFQ # ... [15] However, QPV; purge gas flow rate (air + fuel) QEF; purge fuel flow rate KFQ #; fuel flow rate → air flow rate transition Derived correction rate.

(8) Wall flow correction amount For the purpose of correcting the low frequency component of the wall flow (the wall flow component that changes relatively slowly), the equilibrium adhesion amount (M
FH) is stored and a change in the equilibrium adhesion amount due to a transient is added to the cylinder air amount equivalent pulse width TP at a predetermined ratio for each fuel injection as a total correction amount (KATHOS) (subtraction during deceleration). (Japanese Patent Laid-Open No. 63-38656)
No. JP-A-63-38650). Furthermore, for the purpose of correcting the high frequency component of the wall flow (the wall flow component that changes relatively quickly), the wall flow rate (CHOS
In some cases, n: increase / decrease amount for each cylinder, INJSETn: interrupt injection amount for each cylinder, ERACIn; interrupt injection → synchronous injection transition pulse width) are introduced (see Japanese Patent Laid-Open No. 3-111,639).

The wall flow correction amount KATHOS takes the fuel supply delay into consideration. Although the injection amount must be increased during acceleration, no matter how good the atomization characteristics of the injector are, a part of the fuel adheres to the intake manifold wall and flows as a liquid along the intake pipe wall (this flow Wall flow), flowing into the cylinder at a slower rate than the fuel carried in the air. That is, the air-fuel mixture sucked into the cylinder is temporarily thinned by the wall-flow fuel, and thus the wall-flow correction amount KATHOS is accelerated during acceleration in order to prevent the temporary lean-mixture.
Just increase the amount. On the contrary, during deceleration when the manifold pressure suddenly becomes a high negative pressure, the fuel adhering to the manifold wall is vaporized all at once, so the mixture becomes temporarily too rich and CO and HC increase. To do. Therefore, during deceleration, the vaporized wall flow is reduced.

However, since the gaseous fuel in the purge gas is a light component evaporated from the fuel tank 15 (a component such as butane that volatilizes at a low temperature), almost all of it vaporizes in the intake pipe to form a flow wall flow. Never. Therefore, when calculating the wall flow correction amount KATHOS, it is necessary to exclude the purge fuel amount (TEFC).

Therefore, when purging is performed, the equilibrium adhesion amount MFH is calculated as follows: MFH = MFHTVO * CYLINDR # * (TP-TEFC) ... [16] where MFHTVO; adhesion ratio CYLINDR #; number of cylinders TP; cylinder air amount Pulse width TEFC; Purge fuel equivalent pulse width. That is, by subtracting TEFC, which is the fuel amount that does not form the wall flow, from TP, the wall flow correction amount KATHO
The prediction accuracy of S is improved, and the air-fuel ratio during transition can be made more appropriate.

However, since some engines do not introduce the wall flow correction amount, the artificial selection flag (FPFHL) =
When the value is 1, the formula [16] is adopted (step 31 in FIG. 21).
5, 316), and when FPFHL = 0, MFH = MFHTVO * CYLINDR # * TP is used as in the conventional case (steps 315 to 31 in FIG. 21).
8), so that it can be applied to any type of engine.

Similarly, CHOSn, INJSET
Also for n and ERACIn, the artificial selection flag (F
When PFHS) = 1, TP-TEFC (= TPP) is used, and when FPFHS = 0, TP is used as before (steps 319 and 320, steps 319 and 321 in FIG. 21).

(9) Idle Speed Control When purging air is drawn into the engine, the output (torque) increases. In other words, even if the accelerator opening is the same, the output fluctuates greatly when the load is low and the drivability deteriorates by switching the purge ON and OFF.

In this case, in the case where a valve (auxiliary air valve) capable of continuously changing the opening degree according to the duty signal is provided in the passage bypassing the throttle valve 6, this auxiliary air valve is used to introduce purge air. If you squeeze according to, you can prevent the driving performance from getting worse.

Therefore, the artificial selection flag (F
When EVISC = 1, the control duty (ISCON) to the auxiliary air valve is ISCON = conventional ISCON-ISCEVP ... [17] where ISCEVP; is determined by the purge correction amount (steps 324 and 326 in FIG. 22), F
If EVISC = 0, ISCON = conventional ISCON is used (steps 324 and 32 in FIG. 22).
7).

Purge correction amount ISC EVP of equation [17]
42 looks up a table containing the characteristics of FIG. 42 from QEA / KPVQH (step 325 in FIG. 22).

The conventional ISCON of the formula [17] is
For example, ISCON = ISCi + ISCp + ISCtr + ISCat + ISCa + ISCrfn ... [18] However, ISCi: integral part of idle feedback control ISCp; differential part of idle feedback control ISCtr; air increase amount during deceleration (equivalent to dashpot) ISCat; N ← → D of A / T vehicle Range correction (large in D range) ISCa: Correction when the air conditioner is ON ISCrfn: Correction when the radiator fan is ON

This is the end of the description of the control system itemization.

When the purge gas is introduced downstream of the air flow meter 7, the air flow rate of the purge valve flow rate (purge air flow rate) is not measured by the air flow meter 7, and this is a measurement error during purging.

In order to avoid this, the control unit 2 first determines the purge air flow rate as follows.

When the fuel concentration of the purge gas is predicted by the purge learning value WC (FIGS. 12 to 14) and the purge valve flow rate predicted value QPV is obtained according to the operating conditions (step 19 in FIG. 6), the purge valve flow rate is calculated. The fuel flow rate (purge fuel flow rate) QEF of the above is obtained by QEF = WC * QPV * KQPV ... [13] (step 21 in FIG. 6). In addition, [13]
KQPV in the equation is a flow rate correction factor, and does not need to be considered if the rate of fuel desorption from the canister 16 is the same regardless of whether the purge valve flow rate is large or small.

Since the purge valve flow rate QPV is the sum of the purge fuel flow rate QEF and the purge air flow rate QEA, the purge air flow rate QEA can be obtained by QEA = QPV-QEF * KFQ # ... [15].

However, KFQ # (correction rate of conversion from fuel flow rate to air flow rate) in [15] is for correcting the difference because the flow rates of air and fuel vapor are different even in the same flow path. Is.

Since QEA is synchronized with the output of EVAP (purge valve duty) executed in the Ref signal job (step 291 in FIG. 19), the value on the right side of the expression [15] obtained in the background job is stored in the memory. QEAB
Store (temporary storage) in (step 2 in FIG. 6).
2) In the Ref signal job, the value of this QEAB is transferred to the QEA of the memory (step 292 in FIG. 19).

When the purge air flow rate QEA is obtained in this way, the control unit 2 adds it to the air flow rate Qs measured by the air flow meter 7 (steps 302 and 303 in FIG. 20), and the added air flow rate QEA.
From (= Qs + QEA), the pulse width (corresponding to the basic injection amount) TP0 corresponding to the air flow meter air amount is calculated (FIG. 21).
Step 312).

The operation of this example will be described below.

If the purge air flow rate QEA is added to the air flow rate Qs measured by the air flow meter 7 to compensate for the flow rate that was missed by the air flow meter, the accuracy of the air quantity used in the injection quantity calculation increases. The air-fuel ratio during purging is accurately controlled to the catalyst window.

For example, the influence of the purge air flow rate is greatest when the purge gas is all air only, as when the purge proceeds rapidly. Considering this case, the air-fuel ratio leans toward the lean side during purging due to this air, and NOx is emitted when it exceeds the catalyst window.
The basic injection amount (TP0) is obtained by multiplying the air flow rate measured by the air flow meter 7 by a predetermined value so that the ratio of the air amount and the supplied fuel amount substantially matches the theoretical air-fuel ratio.
If the purge air flow rate is not measured properly, the fuel quantity will be insufficient accordingly.

On the other hand, if QEA is included in the air amount Q used in the injection amount calculation in this example, the supplied fuel amount is increased in accordance with the purge air flow rate QEA leaking from the measurement of the air flow meter 7. Therefore, the air-fuel ratio during purging is kept the same as it was before purging.

It can be said that an air-fuel ratio error due to an error in the air amount used for the injection amount calculation can be dealt with by performing feedback control of the air-fuel ratio, but the response delay peculiar to the feedback control causes the air-fuel ratio feedback correction coefficient α Since the air-fuel ratio error remains inevitably until it settles down, it is desirable that the measurement accuracy of the air amount is originally better than that of the feedback control of the error that has occurred in the measurement of the air amount.

Regarding the fact that the air-fuel ratio leans toward the rich side due to the extra intake of the purge fuel flow rate QEF into the cylinder, the value obtained by subtracting this purge fuel flow rate from the basic injection amount according to the operating condition is being purged. The fuel injection amount is proposed at about the same time as the device of the present application, and by combining this device with the device of the present application, the control accuracy of the air-fuel ratio can be further improved.

In the embodiment, the purge valve driven by a linear solenoid has been described, but the present invention is not limited to this, and a rotary valve or a valve driven by a step motor may be used. Also,
The fuel concentration of the purge gas can be not only predicted by the purge learning value WC, but also the fuel concentration can be detected by a sensor.

[0160]

According to the present invention, the purge air flow rate is calculated by subtracting the purge fuel flow rate from the purge valve flow rate, and the basic injection amount is calculated based on the value obtained by adding the purge air flow rate to the air flow rate measured by the air amount sensor. Therefore, the air-fuel ratio does not lean toward the lean side even when all the purge gas is only air.

[Brief description of drawings]

FIG. 1 is a diagram corresponding to a claim of the first invention.

FIG. 2 is a system diagram of an embodiment.

FIG. 3 is a characteristic diagram of a VC negative pressure and a VC negative pressure valve lift.

FIG. 4 is a characteristic diagram showing a manifold-cylinder filling model.

FIG. 5 is a flowchart for explaining calculation of the purge valve duty EVAP and setting of the purge valve duty EVAP at the transition time.

FIG. 6 is a flowchart for explaining calculation of a purge air amount QEA.

FIG. 7 is a flow chart for explaining determination of purge ON / OFF conditions.

FIG. 8 is a flow chart for explaining setting of a flag for instructing purge ON and OFF and learning permission (including reservation).

FIG. 9 is a flowchart for explaining determination of purge cut conditions for purge learning and offset learning.

FIG. 10 is a flow chart for explaining calculation of a purge valve duty EVAP during switching between purge ON and OFF.

FIG. 11 is a flowchart for explaining initialization of a learning value.

FIG. 12 is a flowchart for explaining determination of a purge learning interruption condition and clamping of the purge learning value WC.

FIG. 13: ALPAV before switching to purge ON / OFF
5 is a flowchart for explaining sampling and selection of a learning update amount ΔWC.

FIG. 14: Selection of learning update amount ΔWC and purge learning value WC
5 is a flowchart for explaining the update of the.

FIG. 15 is a flowchart for explaining determination of an interruption learning interruption condition and clamping of an offset learning value OFSTPV.

FIG. 16: ALPAV before switching to purge ON / OFF
5 is a flow chart for explaining sampling and selection of a learning update amount ΔOFSTPV.

FIG. 17 is a flowchart for explaining selection of a learning update amount ΔOFSTPV and updating of an offset learning value OFSTPV.

FIG. 18 is a flowchart for explaining calculation of an air-fuel ratio feedback correction coefficient α and determination of an update prohibition condition for basic air-fuel ratio learning.

FIG. 19 is a flowchart illustrating a Ref job.

FIG. 20 is a flowchart for explaining calculation of an air amount Q used for calculating a fuel injection amount.

FIG. 21 is a flowchart for explaining calculation of a fuel injection pulse width CTIn.

FIG. 22: ON-duty ISCO to auxiliary air control valve
6 is a flowchart for explaining calculation of N.

FIG. 23 is a characteristic diagram of a target purge rate PAGERT.

FIG. 24 is a characteristic diagram of a negative pressure correction factor KPVQH of a purge valve flow rate.

FIG. 25: Purge valve flow rate battery voltage correction factor KPVV
It is a characteristic view of B.

FIG. 26 is a characteristic diagram of a battery voltage correction factor VBOFPV of a purge valve rising duty.

FIG. 27 is a characteristic diagram of the basic duty EVAP0 of the purge valve.

FIG. 28 is a characteristic diagram of lookup values.

FIG. 29 is a characteristic diagram of the basic flow rate EVAPQ of the purge valve.

FIG. 30 is a characteristic diagram of a purge fuel flow rate correction rate KQPV.

FIG. 31 is a characteristic diagram of a load purge permission lower limit value TPCPC.

FIG. 32 is a characteristic diagram showing a purge region.

FIG. 33 is a characteristic diagram showing a switching waveform of the purge valve.

FIG. 34 is a characteristic diagram of purge valve flow rate and purge rate with respect to valve characteristics.

FIG. 35 is a table diagram for explaining selection of a learning update amount ΔWC.

FIG. 36 is a waveform diagram of a purge learning value WC when switching to purge ON.

FIG. 37 is a waveform diagram of α after unclamping.

FIG. 38 is a flow rate characteristic diagram of a purge valve driven by a linear solenoid.

FIG. 39 is a table diagram for explaining selection of the learning update amount ΔOFSPV.

FIG. 40: Offset learning value O when switching to purge ON
It is a waveform diagram of FSTPV.

FIG. 41: Purge fuel cylinder intake amount predicted value QEFC
It is a waveform diagram of.

FIG. 42 is a characteristic diagram of a purge correction amount ISCEVP when purge is ON.

[Explanation of symbols]

2 Control unit 3 Exhaust pipe 4 Three-way catalyst 5 O ₂ sensor (Air-fuel ratio sensor) 6 Throttle valve 7 Air flow meter 8 Injector (fuel supply device) 15 Fuel tank 16 Activated carbon canister 21 Purge valve 31 Air amount sensor 32 Purge fuel concentration detection -Prediction means 33 Purge valve flow rate calculation means 34 Purge fuel flow rate calculation means 35 Purge air flow rate calculation means 36 Addition means 37 Basic injection amount calculation means 38 Fuel supply device

Claims (1)

[Claims] 1. A purge valve for adjusting the amount of purge gas introduced into an intake pipe downstream of an air amount sensor from a canister, a means for detecting or predicting a fuel concentration of the purge gas, and an operating condition signal for the flow rate of the purge valve. A means for receiving and calculating, a means for calculating the purge fuel flow rate based on the purge valve flow rate and the fuel concentration, a means for calculating the purge air flow rate by subtracting the purge fuel flow rate from the purge valve flow rate, Means for adding the purge air flow rate to the air flow rate measured by the air quantity sensor, means for calculating the basic injection quantity based on the added air quantity, and a device for supplying the basic injection quantity to the intake pipe An evaporative fuel treatment system for an engine, characterized in that: