Vehicle control device

Abstract

To provide a vehicle control device capable of suppressing fluctuation in an engine speed at the start of introducing purge gas into an intake pipe.SOLUTION: When an engine speed fluctuates from a target engine speed due to a deviation of a purge flow rate calculation value in throttle adjustment control from an actual purge flow rate during the initiation of purge control with throttle feedback control in execution (Yes in Step S5), an ECU learns a purge flow rate leaning value which is a correction coefficient used to match the purge flow rate calculation value to the actual purge flow rate (Step S7) and corrects the purge flow rate calculation value using the purge flow rate learning value based on a correction amount of a throttle opening required to restore the engine speed to the target engine speed through the throttle feedback control. When a variation in an intake air amount over a predetermined period is a predetermined amount or greater (No in Step S6), the ECU prohibits learning of the purge flow rate learning value (Step S8).SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a vehicle control device. [Background technology]

[0002] Patent Document 1 describes that a vehicle equipped with an internal combustion engine is provided with a canister that adsorbs evaporated fuel in a fuel tank and purges it into the intake system to prevent the evaporated fuel from leaking into the atmosphere. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 8-101087 Summary of the Invention [Problem to be solved by the invention]

[0004] Incidentally, when purge gas (evaporated fuel) is introduced from the canister into the intake system, the intake volume fluctuates. Therefore, when purge gas is introduced, the throttle valve opening is adjusted taking into account the estimated purge gas flow rate. Therefore, it is necessary to accurately estimate the flow rate of purge gas introduced into the intake system. However, due to individual differences in components in the purge system and aging degradation, a discrepancy (purge flow rate discrepancy) may occur between the estimated purge gas flow rate and the actual flow rate. If the intake volume fluctuates due to this purge flow rate discrepancy, the engine speed during idling or cruise control may deviate from the target engine speed, potentially causing discomfort to the driver.

[0005] However, the technique described in Patent Document 1 does not take into consideration fluctuations in engine speed due to deviations in the purge flow rate of purge gas, and there is room for further investigation.

[0006] SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide a vehicle control device that can suppress fluctuations in engine speed when purge gas starts to be introduced into the intake pipe. [Means for solving the problem]

[0007] In order to solve the above problems, the present invention provides a vehicle control device mounted on a vehicle including a canister that adsorbs evaporated fuel generated in a fuel tank, a purge pipe that connects an intake pipe of an engine to the canister, and a purge valve that adjusts a purge flow rate, which is the amount of evaporated fuel that passes through the purge pipe and is discharged from the canister to the intake pipe, the vehicle control device comprising: purge control that opens the purge valve to discharge the evaporated fuel from the canister to the intake pipe; throttle adjustment control that, when the purge control is performed, calculates an estimated value of the purge flow rate based on an opening of the purge valve and a negative pressure in the intake pipe as a purge flow rate calculation value, and adjusts a throttle opening to an opening rate that achieves a target engine rotation speed based on the purge flow rate calculation value; and throttle adjustment control that, when the engine rotation speed varies from the target engine rotation speed, adjusts a throttle opening to an opening rate that achieves a target engine rotation speed based on the purge flow rate calculation value. and a control unit that executes throttle feedback control to correct the throttle opening by feedback control so as to return the engine speed to the target engine speed, wherein when the engine speed deviates from the target engine speed due to a deviation between the purge flow rate calculated value in the throttle adjustment control and the actual purge flow rate, at the start of the purge control while the throttle feedback control is being executed, the control unit learns a purge flow rate learning value that is a correction coefficient for making the purge flow rate calculated value coincide with the actual purge flow rate, based on a correction amount of the throttle opening required to return the engine speed to the target engine speed by the throttle feedback control, and corrects the purge flow rate calculated value using the purge flow rate learning value. [Effects of the Invention]

[0008] In this way, according to the present invention, it is possible to suppress fluctuations in engine speed when the introduction of purge gas into the intake pipe begins. [Brief explanation of the drawings]

[0009] [Figure 1] FIG. 1 is a diagram showing the configuration of a vehicle equipped with a vehicle control device according to an embodiment of the present invention. [Figure 2] FIG. 2 is a flowchart illustrating the purge flow rate learning operation of the vehicle control device according to one embodiment of the present invention. [Figure 3] FIG. 3 is a timing chart illustrating the transition of the vehicle state when the purge control is executed by the vehicle control device according to the embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0010] A vehicle control device according to one embodiment of the present invention is mounted on a vehicle including a canister that adsorbs evaporated fuel generated in a fuel tank, a purge pipe that connects an intake pipe of an engine to the canister, and a purge valve that adjusts a purge flow rate, which is the amount of evaporated fuel that passes through the purge pipe and is discharged from the canister into the intake pipe. The vehicle control device includes purge control that opens the purge valve to discharge evaporated fuel from the canister into the intake pipe, throttle adjustment control that, when performing purge control, calculates an estimated value of the purge flow rate based on the opening of the purge valve and the negative pressure of the intake pipe as a purge flow rate calculation value, and adjusts a throttle opening to an opening rate that achieves a target engine rotation speed based on the purge flow rate calculation value, and throttle adjustment control that adjusts a throttle opening to an opening rate that achieves a target engine rotation speed based on the purge flow rate calculation value. and a control unit that executes throttle feedback control to correct a throttle opening by feedback control so as to return the engine speed to a target engine speed if the engine speed fluctuates from the target engine speed when purge control is started during throttle feedback control, wherein if the engine speed fluctuates from the target engine speed due to a deviation between a purge flow rate calculated value in throttle adjustment control and an actual purge flow rate, the control unit learns a purge flow rate learning value that is a correction coefficient for making the purge flow rate calculation value coincide with the actual purge flow rate based on the correction amount of the throttle opening required to return the engine speed to the target engine speed by throttle feedback control, and corrects the purge flow rate calculation value using the purge flow rate learning value. This makes it possible for the vehicle control device according to one embodiment of the present invention to suppress fluctuations in engine speed when introduction of purge gas into the intake pipe begins. [Example]

[0011] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A vehicle control device according to an embodiment of the present invention will be described in detail below with reference to the accompanying drawings.

[0012] In FIG. 1, a vehicle 1 equipped with a vehicle control device according to an embodiment of the present invention includes an engine 2 and an ECU (Electronic Control Unit) 3 as a control unit.

[0013] The engine 2 is a four-stroke engine in which a piston performs a series of four strokes, consisting of an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke, while the piston makes two reciprocating movements within the cylinder.

[0014] The pistons housed in each cylinder are connected to the crankshaft via connecting rods, which convert the reciprocating motion of the pistons into rotational motion of the crankshaft.

[0015] Therefore, the engine 2 generates driving force to drive the vehicle 1 by burning a mixture of fuel and air in the combustion chamber 25 inside the cylinder, causing the piston to move back and forth and rotating the crankshaft via the connecting rod.

[0016] An intake manifold 31 for introducing air into the combustion chamber 25 is provided at the intake port of the engine 2. The intake manifold 31 is connected to an intake pipe 32 for drawing in outside air. That is, the intake manifold 31 communicates between the intake pipe 32 and the intake port of each cylinder.

[0017] A surge tank that temporarily stores air is formed in the upstream portion of the intake manifold 31. An intake pressure sensor 27 is provided in the upstream portion of the intake manifold 31. This intake pressure sensor 27 detects the pressure of the intake manifold 31 and transmits a detection signal to the ECU 3.

[0018] The intake pipe 32 is provided with a throttle valve 33 for adjusting the amount of intake air of the engine 2. The throttle valve 33 is configured as an electronically controlled throttle valve, and the amount of intake air of the engine 2 is adjusted by controlling the throttle opening in response to a command signal from the ECU 3.

[0019] The throttle valve 33 is provided with a throttle opening sensor 28, which detects the opening of the throttle valve 33 and transmits a detection signal to the ECU 3 as the throttle opening.

[0020] When the direction in which fresh air is introduced into the intake pipe 32 is defined as the intake direction, the air flow meter 21 is provided upstream of the throttle valve 33 in the intake direction. The air flow meter 21 detects the flow rate of air (intake air) that passes through the intake pipe 32 and is taken into the engine 2 as the intake air amount.

[0021] An exhaust manifold 41 is provided at the exhaust port of the engine 2 to discharge exhaust gas generated by combustion of the air-fuel mixture in the combustion chamber 25 to the outside of the vehicle. The exhaust manifold 41 is connected to an exhaust pipe 42. In other words, the exhaust manifold 41 communicates between the exhaust pipe 42 and the exhaust port of each cylinder.

[0022] The exhaust pipe 42 is provided with a three-way catalyst 43, an air-fuel ratio sensor 44, and an oxygen sensor 45. The three-way catalyst 43 purifies the exhaust gas discharged from the combustion chamber 25 of the engine 2, i.e., the burned gas.

[0023] When the direction in which exhaust gas is discharged is defined as the exhaust direction, the air-fuel ratio sensor 44 is provided upstream of the three-way catalyst 43 in the exhaust direction. The oxygen sensor 45 is provided downstream of the three-way catalyst 43 in the exhaust direction.

[0024] The air-fuel ratio sensor 44 and the oxygen sensor 45 detect the oxygen concentration contained in the exhaust gas to detect whether the air-fuel ratio is rich or lean relative to the stoichiometric air-fuel ratio, and send a detection signal to the ECU 3.

[0025] The oxygen sensor 45 has an output characteristic in which the output changes suddenly between the rich side and the lean side with respect to the air-fuel ratio based on the stoichiometric air-fuel ratio. The air-fuel ratio sensor 44 has an output characteristic that is linear with respect to the oxygen concentration.

[0026] The fuel tank 51 stores gasoline at normal pressure as fuel for the engine 2. The gasoline stored in the fuel tank 51 is pumped by a fuel pump 51a and injected into the intake port from the injector 24 provided in the intake port of each cylinder.

[0027] The engine 2 is equipped with a variable valve timing mechanism 26 on each of the intake and exhaust sides, and by controlling the variable valve timing mechanism 26 with the ECU 3, it is possible to adjust the intake timing, exhaust timing, and valve overlap amount.

[0028] A canister 52 is connected to the fuel tank 51, and the canister 52 adsorbs evaporated fuel generated in the fuel tank 51. One end of a purge pipe 53 is connected to the canister 52. The other end of the purge pipe 53 is connected to the intake pipe 32. The evaporated fuel adsorbed in the canister 52 is introduced into the intake pipe 32 via the purge pipe 53 together with air as purge gas.

[0029] A purge valve 54 is provided in the purge pipe 53. The opening and closing of the purge valve 54 is controlled by the ECU 3 to adjust the purge flow rate, which is the amount of evaporated fuel that passes through the purge pipe 53 and is discharged from the canister 52 to the intake pipe 32.

[0030] The ECU 3 is configured by a computer unit that includes a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory, an input port, and an output port.

[0031] The ROM of the ECU 3 stores various control constants, various maps, and the like, as well as a program for causing the computer unit to function as the ECU 3. That is, the computer unit functions as the ECU 3 when the CPU executes the program stored in the ROM.

[0032] To the input port of the ECU 3, various sensors such as the above-mentioned air flow meter 21, air-fuel ratio sensor 44, oxygen sensor 45, accelerator opening sensor 22, idle switch 29, crank angle sensor 23, etc. are connected.

[0033] The accelerator position sensor 22 detects the accelerator position, which indicates the amount of operation of the accelerator pedal 22A, and transmits a detection signal to the ECU 3. The idle switch 29 transmits an ON signal to the ECU 3 when the accelerator pedal 22A is not depressed.

[0034] The crank angle sensor detects the rotation angle of the crankshaft of the engine 2. The ECU 3 calculates the engine rotation speed (rotational speed) of the engine 2 based on the detection result input from the crank angle sensor .

[0035] Furthermore, the ECU 3 calculates the amount of intake air per unit time (intake air amount) based on a signal from the air flow meter 21. Meanwhile, various devices such as the injector 24, the throttle valve 33, and the purge valve 54 are connected to an output port of the ECU 3.

[0036] The ECU 3 executes purge control to open the purge valve 54 to discharge evaporated fuel from the canister 52 into the intake pipe 32 .

[0037] When performing purge control, the ECU 3 calculates an estimated value of the purge flow rate based on the opening of the purge valve 54 and the negative pressure of the intake pipe 32 as a purge flow rate calculation value, and performs throttle adjustment control to adjust the throttle opening to an opening that achieves the target engine speed based on the purge flow rate calculation value.

[0038] The ECU 3 executes throttle feedback control to correct the throttle opening by feedback control so that the engine speed returns to the target engine speed when the engine speed deviates from the target engine speed. That is, the ECU 3 corrects the throttle opening so that the engine speed of the engine 2 matches the target engine speed. More specifically, when the accelerator pedal 22A is not depressed, the ECU 3 corrects the throttle opening so that the engine speed matches a target idle speed as the target engine speed. Furthermore, when cruise control that maintains a constant vehicle speed is being executed, the ECU 3 corrects the throttle opening so that the engine speed matches the target engine speed for achieving a set vehicle speed.

[0039] Here, if there is a discrepancy between the purge flow rate calculation value in the throttle adjustment control and the actual purge flow rate when purge control is started while throttle feedback control is being executed, the engine speed will fluctuate temporarily until the engine speed is returned to the target engine speed by the throttle feedback control, causing discomfort to the driver.

[0040] Therefore, it is desirable to accurately calculate the calculated purge flow rate so that the calculated purge flow rate coincides with the actual purge flow rate at the start of purge control.

[0041] Here, variations in the purge flow rate may occur due to individual differences in the components of the purge valve 54 and the purge piping 53. To address this, a conceivable method is to perform purge flow rate learning (learning of purge flow rate deviations) during purge control to correct variations in the purge flow rate due to individual differences in the components based on the deviation of the value detected by the air-fuel ratio sensor 44 from the target air-fuel ratio. However, while accurate learning of the purge concentration is a prerequisite for purge flow rate learning using the air-fuel ratio sensor 44, the purge concentration is constantly affected by various disturbances, such as not only the amount of evaporated gas adsorbed in the canister 52 but also changes in the desorption efficiency of evaporated gas due to changes in the amount of evaporated gas newly sent to the canister 52 from the fuel tank 51 and heat received by the canister 52 from the exhaust system and outside air. For this reason, it is difficult to accurately learn the purge flow rate using the air-fuel ratio sensor 44.

[0042] In this embodiment, when the engine speed deviates from the target engine speed due to a discrepancy between the purge flow rate calculated value and the actual purge flow rate in the throttle adjustment control at the start of purge control while throttle feedback control is being executed, the ECU 3 learns a purge flow rate learning value, which is a correction coefficient for making the purge flow rate calculated value coincide with the actual purge flow rate, based on the correction amount of the throttle opening required to return the engine speed to the target engine speed by the throttle feedback control, and corrects the purge flow rate calculated value using the purge flow rate learning value. The purge flow rate learning value is a correction value that is incorporated into the calculation of the purge flow rate calculated value, and is always applied while purge control is being executed.

[0043] The ECU 3 prohibits learning of the purge flow rate learning value when the amount of change in the intake air amount over a predetermined period of time is equal to or greater than a predetermined value.

[0044] The ECU 3 may be configured to permit learning of the purge flow rate learning value only when it is determined that the engine is in steady operation based on the engine speed, engine load, or the like.

[0045] Here, since it is not possible to determine whether the difference between the calculated purge flow rate value and the actual purge flow rate is due to a difference in the concentration of the purge gas (evaporative gas concentration) or a difference in the flow rate of the purge gas, it is desirable to learn the purge flow rate learning value under conditions where the concentration of the purge gas is close to 0.

[0046] Furthermore, in order to eliminate the influence of individual differences in parts other than the purge system, throttle learning must be completed before learning the purge flow rate learning value.

[0047] It is also desirable that the purge flow rate learning value be learned when the outside air temperature is equal to or lower than a predetermined threshold value T. The threshold value T is set to a low temperature at which evaporation of the evaporative gas from the fuel tank 51 is slow and the evaporative gas is not frequently sent to the canister 52.

[0048] Furthermore, it is desirable that the purge flow rate learning value be learned when the cumulative purge execution time is equal to or greater than a predetermined threshold value t. The cumulative purge execution time is the cumulative time for which the current purge control has been executed. The threshold value t is set to a cumulative purge execution time that can sufficiently remove the evaporated gas adsorbed in the canister 52.

[0049] Furthermore, when learning the purge flow rate learning value during cruise control, it is assumed that there is no change in road surface gradient. Therefore, if a change in road surface gradient is detected, it is desirable to immediately stop learning.

[0050] The purge flow rate learning operation by the ECU 3 will be described with reference to the flowchart of FIG.

[0051] 2, the ECU 3 determines whether throttle learning has been completed (step S1). Throttle learning is a control for learning the correlation between the throttle opening and the intake air amount, and is performed when the engine 2 is started.

[0052] If the ECU 3 determines that the throttle learning has not been completed (NO in step S1), it prohibits the purge flow rate learning (step S8) and ends the current operation.

[0053] When the ECU 3 determines that the throttle learning is completed (YES in step S1), the ECU 3 determines whether the outside air temperature is equal to or lower than a threshold value T (step S2).

[0054] When the ECU 3 determines that the outside air temperature is not equal to or lower than the threshold value T (NO in step S2), the ECU 3 prohibits the purge flow rate learning (step S8) and ends the current operation.

[0055] When the ECU 3 determines that the outside air temperature is equal to or lower than the threshold value T (YES in step S2), it determines whether the purge execution cumulative time is equal to or higher than the threshold value t (step S3). When the ECU 3 determines that the purge execution cumulative time is not equal to or higher than the threshold value t (NO in step S3), it prohibits purge flow rate learning (step S8) and ends this operation.

[0056] When the ECU 3 determines that the purge execution cumulative time is equal to or greater than the threshold value t (YES in step S3), the ECU 3 permits the purge flow rate learning (step S4).

[0057] Next, the ECU 3 determines whether throttle feedback (denoted as F / B in the figure) is being executed (step S5). If the ECU 3 determines that throttle feedback is not being executed (NO in step S5), it prohibits purge flow rate learning (step S8) and ends this operation.

[0058] If the ECU 3 determines that throttle feedback is being executed (YES in step S5), it determines whether the amount of change in the intake air amount is less than a predetermined value (step S6). If the ECU 3 determines that the amount of change in the intake air amount is not less than the predetermined value (NO in step S6), it prohibits purge flow rate learning (step S8) and ends this operation.

[0059] When the ECU 3 determines that the amount of change in the intake air amount is less than the predetermined value (YES in step S6), the ECU 3 executes purge flow rate learning (step S7) and ends the current operation.

[0060] The transition of the vehicle state when purge control is performed will be described with reference to the timing chart in Figure 3. In Figure 3, the vertical axis represents engine speed, whether purge control is being performed, the calculated purge flow rate value, the throttle opening, the throttle feedback correction amount, and the learned purge flow rate deviation value, and the horizontal axis represents time.

[0061] In the initial state at time t0, purge control is not being executed. The engine speed is maintained at the target engine speed, and the throttle feedback correction amount is 0. The purge flow rate deviation learning value is the initial value of 0, and the purge flow rate learning is in an unlearned state.

[0062] Then, at time t1, purge control is started. Also, the throttle opening degree that realizes the target engine speed at the start of purge control is determined based on the purge flow rate calculation value. Then, the throttle opening degree is reduced based on the purge flow rate calculation value.

[0063] After that, at time t2, the actual purge flow rate is smaller than the calculated purge flow rate, and there is a discrepancy between the calculated purge flow rate and the actual purge flow rate. As a result, the throttle opening reduced based on the calculated purge flow rate becomes smaller than the throttle opening required to achieve the target engine speed when purge control is performed. This causes the engine speed to fall below the target engine speed. Feedback control of the throttle opening is then performed to return the engine speed to the target engine speed. This feedback control gradually increases the throttle feedback correction amount, and the throttle opening is gradually increased by this throttle feedback correction amount.

[0064] Then, at time t3, throttle feedback control is performed to return the engine speed to the target engine speed, thereby eliminating the deviation of the engine speed from the target engine speed. In this state, a deviation remains between the purge flow rate calculation value and the actual purge flow rate. Therefore, purge flow rate learning is performed, and the purge flow rate deviation learned value is gradually decreased. Then, the change in the purge flow rate deviation learned value is reflected in the purge flow rate calculation value, and the purge flow rate calculation value is gradually decreased. In other words, the purge flow rate calculation value is recalculated based on the changed purge flow rate deviation learned value. Then, throttle feedback control is performed so that the engine speed does not fluctuate due to the decrease in the purge flow rate calculation value, and the throttle feedback correction amount is gradually decreased while the throttle opening is kept constant. Then, the purge flow rate deviation learned value is gradually decreased until the throttle feedback correction amount becomes zero.

[0065] After that, at time t4, the throttle feedback correction amount becomes 0, and the purge flow rate deviation learned value at this time becomes the new purge flow rate deviation learned value after learning (updating). In other words, when the throttle feedback correction amount becomes 0, learning of the purge flow rate deviation learned value is completed.

[0066] After that, at time t5, the purge control ends. Also, with the end of the purge control, the purge flow rate calculation value is returned to the value before the start of the purge control, and the throttle opening is returned to the opening before the start of the purge control.

[0067] Then, at time t6, purge control is performed again. Here, the purge flow rate calculation value is calculated reflecting the purge flow rate deviation learned at time t4. Therefore, at the start of purge control, the purge flow rate calculation value and the actual purge flow rate match. Furthermore, the throttle opening reduced based on the purge flow rate calculation value becomes equal to the throttle opening that achieves the target engine speed when purge control is performed. Therefore, at the start of purge control, the engine speed does not deviate from the target engine speed.

[0068] As described above, in this embodiment, the ECU 3 performs purge control, which opens the purge valve 54 to discharge evaporated fuel from the canister 52 to the intake pipe 32; throttle adjustment control, which, when executing purge control, calculates an estimated value of the purge flow rate based on the opening of the purge valve 54 and the negative pressure of the intake pipe 32 as a purge flow rate calculation value and adjusts the throttle opening to an opening rate that achieves the target engine speed based on the purge flow rate calculation value; and throttle feedback control, which corrects the throttle opening by feedback control so that the engine speed returns to the target engine speed when the engine speed has deviated from the target engine speed. When the engine speed fluctuates from the target engine speed due to a discrepancy between the purge flow rate calculation value in the throttle adjustment control and the actual purge flow rate at the start of purge control while throttle feedback control is being executed, ECU 3 learns a purge flow rate learning value, which is a correction coefficient for making the purge flow rate calculation value coincide with the actual purge flow rate, based on the correction amount of the throttle opening required to return the engine speed to the target engine speed by throttle feedback control, and corrects the purge flow rate calculation value using the purge flow rate learning value.

[0069] As a result, the intake air amount corresponding to the throttle opening correction amount in throttle feedback control corresponds to the difference between the calculated purge flow rate and the actual purge flow rate, so that the calculated purge flow rate can be made to coincide with the actual purge flow rate by correcting the calculated purge flow rate using the purge flow rate learned value based on the throttle opening correction amount when the next purge control is performed. As a result, fluctuations in engine speed at the start of introducing purge gas into the intake pipe 32 can be suppressed.

[0070] In addition, in this embodiment, the vehicle 1 is equipped with an air flow meter 21 that measures the amount of intake air passing through the intake pipe 32, and the ECU 3 prohibits learning of the purge flow rate learning value when the amount of change in the intake air amount over a predetermined period of time is equal to or greater than a predetermined value.

[0071] This prohibits learning of the purge flow rate learning value when the intake air amount changes significantly due to changes in road gradient, etc., thereby preventing erroneous learning due to a change in the intake air amount acting as a disturbance during the learning process of the purge flow rate learning value.

[0072] While an embodiment of the present invention has been disclosed, it will be apparent to one skilled in the art that modifications may be made thereto without departing from the scope of the present invention, and it is intended that all such modifications and equivalents be included in the following claims. [Explanation of symbols]

[0073] 1 vehicle 2 engines 3 ECU (control unit) 21 Air flow meter 32 Intake pipe 51 Fuel Tank 52 Canister 53 Purge piping 54 Purge valve

Claims

1. a canister that absorbs evaporated fuel generated in the fuel tank; a purge pipe connecting an intake pipe of the engine and the canister; a purge valve that adjusts a purge flow rate, which is the amount of evaporated fuel that passes through the purge pipe and is discharged from the canister to the intake pipe, purge control for opening the purge valve to discharge the evaporated fuel from the canister into the intake pipe; a throttle adjustment control that, when the purge control is performed, calculates an estimated value of the purge flow rate based on the opening of the purge valve and the negative pressure of the intake pipe as a purge flow rate calculation value, and adjusts a throttle opening to an opening that achieves a target engine rotation speed based on the purge flow rate calculation value; a control unit that executes throttle feedback control to correct the throttle opening by feedback control when the engine rotation speed deviates from the target engine rotation speed so as to return the engine rotation speed to the target engine rotation speed, The control unit When the purge control is started during execution of the throttle feedback control, if the engine rotation speed fluctuates from the target engine rotation speed due to a difference between the purge flow rate calculation value in the throttle adjustment control and the actual purge flow rate, a purge flow rate learning value, which is a correction coefficient for making the calculated purge flow rate value coincide with an actual purge flow rate, based on a correction amount of the throttle opening required to return the engine rotation speed to the target engine rotation speed by the throttle feedback control, and the purge flow rate learning value is used to correct the calculated purge flow rate.

2. the vehicle is equipped with an air flow meter that measures the amount of intake air passing through the intake pipe; 2. The vehicle control device according to claim 1, wherein the control unit prohibits learning of the purge flow rate learning value when a change in the intake air amount over a predetermined period of time is equal to or greater than a predetermined value.

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