Engine device

Abstract

To suppress an air-fuel ratio from becoming lean when switching the number of times of fuel injection from an in-cylinder injection valve or injection start timing.SOLUTION: An engine device comprises an engine having an in-cylinder injection valve, and a control device for controlling the engine while switching the number of times of fuel injection from the in-cylinder injection valve and / or injection start timing. The control device increases an amount of fuel injection when predetermined switching occurs in which the injection start timing of main injection, which is fuel injection that has the maximum contribution to an amount of change of a fuel adhesion amount to a cylinder wall surface of the engine, is switched from the latter half of a compression stroke to before the first half of the compression stroke.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present disclosure relates to an engine arrangement. [Background technology]

[0002] Conventionally, as an engine device of this type, a device has been proposed that switches the fuel injection mode between a batch injection, in which fuel is injected all at once at the end of the compression stroke, and a split injection, in which fuel is injected at multiple times including at least the end of the compression stroke, when the engine is cold (for example, see Patent Document 1). In this engine device, when correcting the fuel injection amount set based on the engine operating state, the fuel increase degree is set to be larger during split injection than during batch injection. As a result, even if the amount of fuel adhering to the inner wall of the combustion chamber increases during split injection, it is possible to suppress a substantial shortage of the fuel injection amount due to the increase, and thus a deterioration in the combustion state caused by this. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2006-183537 A Summary of the Invention [Problem to be solved by the invention]

[0004] In such an engine system, when the number of fuel injections from the cylinder injection valve or the injection start timing is changed, if the amount of fuel adhering to the cylinder wall surface increases sufficiently, the air-fuel ratio tends to become lean.

[0005] The engine device of the present disclosure has a primary object to prevent the air-fuel ratio from becoming lean when switching the number of fuel injections or the injection start timing of the direct injection valve. [Means for solving the problem]

[0006] The engine device of the present disclosure employs the following means to achieve the above-mentioned main object.

[0007] The engine device of the present disclosure comprises: An engine device including an engine having an in-cylinder injection valve and a control device that controls the engine while switching the number of injections and / or injection start timing of fuel injection from the in-cylinder injection valve, The control device increases the fuel injection amount in a case where the injection start timing of the main injection, which is the fuel injection having the greatest contribution to the change in the amount of fuel adhering to the cylinder wall surface of the engine, is switched from the latter half of the compression stroke to before the first half of the compression stroke. The gist of the present invention is as follows.

[0008] In the engine device disclosed herein, the fuel injection amount is increased in the case of a predetermined changeover in which the injection start timing of the main injection, which is the fuel injection that has the greatest contribution to the change in the amount of fuel adhering to the cylinder wall surface of the engine, is changed from the latter half of the compression stroke to before the first half of the compression stroke. The inventors have confirmed through experiments and analysis that in the case of a predetermined changeover when switching the number of injections or the injection start timing of the fuel injection from the cylinder injection valve, the change (increase) in the amount of fuel adhering to the cylinder wall surface is likely to increase, and the air-fuel ratio is likely to become lean. Based on this, by increasing the fuel injection amount in the case of the predetermined changeover, it is possible to prevent the air-fuel ratio from becoming lean.

[0009] In the engine device of the present disclosure, when the number of injections is a plurality of times, the control device may set the fuel injection having the largest product of the ratio of the fuel injection amount and a weighting coefficient that increases as the injection start timing is later as the main injection. In this case, the control device may set the weighting coefficient to be larger as the temperature of the engine is lower and / or to be larger as the alcohol concentration of the fuel is higher. In this way, the main injection can be set more appropriately.

[0010] In the engine device of the present disclosure, the control device may set the increase amount of the fuel injection amount so that the increase amount increases as the injection start timing of the main injection after the predetermined switching is earlier. In this case, the control device may set the increase amount so that the increase amount increases as the engine speed is higher and / or as the load factor of the engine is higher. In this way, the increase amount can be set more appropriately. [Brief description of the drawings]

[0011] [Figure 1] 1 is a schematic configuration diagram of an engine device 10 according to an embodiment of the present disclosure. [Diagram 2] 4 is a flowchart showing an example of a processing routine executed by an electronic control unit 70. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] An embodiment of the present disclosure will be described with reference to the drawings. Fig. 1 is a schematic configuration diagram of an engine device 10 according to an embodiment of the present disclosure. As shown in the figure, the engine device 10 according to the embodiment includes an engine 12 and an electronic control unit 70 that controls the engine 12. The engine device 10 is mounted, for example, on an engine vehicle that runs using power from the engine 12, a hybrid vehicle that includes a motor in addition to the engine 12, or on stationary equipment (for example, construction equipment) that operates using power from the engine 12.

[0013] The engine 12 is configured as a multiple cylinder internal combustion engine that uses gasoline or a mixture of gasoline and alcohol (e.g., ethanol) as fuel and outputs power through four strokes: intake, compression, expansion (explosive combustion), and exhaust. The engine 12 has an in-cylinder injection valve 27 that injects fuel into a combustion chamber 29. The engine 12 draws air cleaned by an air cleaner 22 into an intake pipe 23 and draws it into the combustion chamber 29 through a throttle valve 24, a surge tank 25, and an intake valve 28, and injects fuel from the in-cylinder injection valve 27 once or multiple times during the intake stroke and compression stroke, and causes explosive combustion by ignition by an ignition plug 30. The reciprocating motion of a piston 32 that is pushed down in the cylinder by the energy of the explosive combustion is converted into the rotational motion of the crankshaft 14. Exhaust exhaust discharged from the combustion chamber 29 into an exhaust pipe 35 through an exhaust valve 33 is discharged into the outside air through a purification device 36 and a PM filter 37. The purification device 36 has a catalyst (three-way catalyst) 36a that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx) in the exhaust gas. The PM filter 37 collects particulate matter (PM) such as soot in the exhaust gas. Instead of the PM filter 37, a four-way catalyst that combines the purification function of the three-way catalyst with the function of collecting particulate matter may be used.

[0014] The electronic control unit 70 includes a microcomputer having a CPU, a ROM, a RAM, a flash memory, an input / output port, and a communication port, various drive circuits, and various logic ICs. The electronic control unit 70 receives signals from various sensors via the input ports. For example, the electronic control unit 70 receives a crank angle θcr from a crank position sensor 14a that detects the rotational position of the crankshaft 14 of the engine 12, and a coolant temperature Tw from a water temperature sensor 15 that detects the temperature of the coolant of the engine 12. The electronic control unit 70 also receives cam angles θci and θco from a cam position sensor 16 that detects the rotational position of an intake camshaft that opens and closes the intake valve 28 and the rotational position of an exhaust camshaft that opens and closes the exhaust valve 33. The electronic control unit 70 also receives the intake air amount Qa and the intake air temperature Ta from the air flow meter 23a and the temperature sensor 23t, which are respectively attached to the intake pipe 23 on the upstream side of the throttle valve 24, the throttle opening TH from the throttle position sensor 24a that detects the position of the throttle valve 24, and the surge pressure Ps from the surge pressure sensor 25a attached to the surge tank 25. The electronic control unit 70 also receives the front air-fuel ratio AF1 and the rear air-fuel ratio AF2 from the front air-fuel ratio sensor 37a and the rear air-fuel ratio sensor 37b, which are respectively attached to the exhaust pipe 35 on the upstream side of the purification device 36 and between the purification device 36 and the PM filter 37, and the differential pressure (the pressure difference between the upstream side and the downstream side) ΔP before and after the PM filter 37 from the differential pressure sensor 38a. The electronic control unit 70 also receives the alcohol concentration Ca from the alcohol concentration sensor 17 attached to the fuel tank.

[0015] The electronic control unit 70 outputs various control signals via output ports. For example, the electronic control unit 70 outputs a control signal to the throttle valve 24 of the engine 12, a control signal to the in-cylinder injection valve 27, and a control signal to the spark plug 30.

[0016] The electronic control unit 70 performs various calculations. For example, the electronic control unit 70 calculates the rotation speed Ne of the engine 12 based on the crank angle θcr from the crank position sensor 14a. The electronic control unit 70 calculates the load factor KL of the engine 12 based on the intake air amount Qa from the air flow meter 23a and the rotation speed Ne of the engine 12. The load factor KL is defined as the ratio of the volume of air actually taken in one cycle to the stroke volume per cycle of the engine 12. The electronic control unit 70 calculates the temperature Tc of the catalyst 36a of the purification device 36 based on the cooling water temperature Tw from the water temperature sensor 15, the rotation speed Ne of the engine 12, and the load factor KL. The electronic control unit 70 estimates the temperature Tcyl of the wall surface (cylinder wall surface) of the combustion chamber 29 and the temperature Ttop of the top surface of the piston 32 based on the cooling water temperature Tw from the water temperature sensor 15, the intake air temperature Ta from the temperature sensor 23t, and the integrated value of the intake air volume Qa after the engine 12 is started.

[0017] When the engine device 10 is mounted on a vehicle, the electronic control unit 70 performs intake air amount control, fuel injection control, and ignition control as operation control of the engine 12 based on the accelerator opening and vehicle speed. In the intake air amount control, a required air amount Qa* is set based on the accelerator opening and vehicle speed, a target opening degree TH* of the throttle valve 24 is set so that the difference between the intake air amount Qa and the required air amount Qa* is cancelled, and the throttle valve 24 is controlled so that the difference between the throttle opening degree TH and the target opening degree TH* is cancelled.

[0018] In the fuel injection control, a basic injection amount Qfbs is set so that the difference between the front air-fuel ratio AF1 and the target air-fuel ratio AF* is cancelled based on the intake air amount Qa, an increase coefficient kf is set, and a required injection amount Qf* is set as the product of the basic injection amount Qfbs and the increase coefficient kf. The increase coefficient kf is set to a value of 1 when the fuel amount is not increased, and is set to a value greater than 1 when the fuel amount is increased. Next, the number of injections n (n≧1) and the injection ratio Rf(i) (i: 1 when n=1, 1 to n when n≧2) of the fuel injection from the in-cylinder injection valve 27 are set based on the rotation speed Ne, the load factor KL, and the cooling water temperature Tw, and the injection amount Qf(i) and the injection start timing Tf(i) of the fuel injection from the in-cylinder injection valve 27 are set based on the required injection amount Qf*, the number of injections n, and the injection ratio Rf(i). Then, the in-cylinder injection valve 27 is controlled to perform one or multiple fuel injections based on the injection frequency n, injection start timing Sf(i), and injection amount Qf(i) of the fuel injection from the in-cylinder injection valve 27. In the ignition control, a target ignition timing Ti* is set based on the rotation speed Ne and the required air amount Qa*, and the ignition plug 30 is controlled to perform ignition based on the target ignition timing Ti*.

[0019] Next, the operation of the engine device 10 of the embodiment will be described. In particular, the process of setting the boost coefficient kf when switching at least a part of the injection mode of the in-cylinder injection valve 27 in the fuel injection control of the engine 12 will be described. The injection mode of the in-cylinder injection valve 27 can include the above-mentioned injection number n, injection ratio Rf(i), injection amount Qf(i), and injection start timing Tf(i). Fig. 2 is a flowchart showing an example of a processing routine executed by the electronic control unit 70. This routine is executed repeatedly.

[0020] When the processing routine of FIG. 2 is executed, the electronic control unit 70 first inputs the cooling water temperature Tw, the alcohol concentration Ca, the number of injections n and the injection ratio Rf(i) of the fuel injection from the in-cylinder injection valve 27, and the injection start timing Tf(i) (step S100).

[0021] Next, a main injection setting process is executed to set the main injection Mi (steps S110 to S150). Here, the main injection Mi is the fuel injection having the largest contribution Cf(i) to the amount of change in the amount of fuel adhered to the cylinder wall surface among one or more fuel injections from the direct injection valve 27.

[0022] In the main injection setting process, it is determined whether the number of injections n of fuel injections from the in-cylinder injection valve 27 is 1 or 2 or more (step S110), and when the number of injections n is 1, that one fuel injection is set as the main injection Mi (step S120).

[0023] When the number of injections n is 2 or more in step S110, a weighting coefficient kw(i) is set for each fuel injection based on the injection start timing Tf(i), the cooling water temperature Tw, and the alcohol concentration Ca (step S130). Then, a contribution Cf(i) is set for each fuel injection as the product of the injection ratio Rf(i) and the weighting coefficient kw(i) (step S140). Then, the fuel injection with the maximum contribution Cf(i) among the fuel injections is set as the main injection Mi (step S150).

[0024] Here, the weighting coefficient kw(i) can be set by, for example, applying the injection start timing Tf(i), the cooling water temperature Tw, and the alcohol concentration Ca to a map that is determined in advance by experiment, analysis, or the like as the relationship between the injection start timing Tf(i), the cooling water temperature Tw, the alcohol concentration Ca, and the weighting coefficient kw(i) to derive the corresponding weighting coefficient kw(i). In this map, the weighting coefficient kw(i) is set to be larger the later the injection start timing Tf(i), the lower the cooling water temperature Tw, and the higher the alcohol concentration Ca. The reason for this will be described later.

[0025] Once the main injection Mi has been set by the processing of steps S110 to S150, an increase coefficient setting process for setting the increase coefficient kf is executed (steps S160 to S220), and this routine is then terminated.

[0026] In the increment coefficient setting process, it is determined whether the main injection (previous Mi) set when this routine was last executed is in the latter half of the compression stroke (step S160), and it is also determined whether the main injection (current Mi) set when this routine is executed this time is before the first half of the compression stroke, specifically, whether it is in the first half of the compression stroke or the intake stroke (step S170). The processes of steps S160 and S170 are respectively processes for determining whether "BTDC0° ≤ previous Mi ≤ BTDC90°" holds and whether "BTDC90° < current Mi < BTDC360°" holds, with the top dead center of compression being set as BTDC (Before Top Dead Center) 0°.

[0027] When it is determined in step S160 that the previous main injection (previous Mi) is not in the latter half of the compression stroke, or when it is determined in step S170 that the current main injection (current Mi) is not before the first half of the compression stroke, the increment coefficient kf is set by a separate process (step S180). In this case, basically, the value 1 is set for the increment coefficient kf, and when starting (resuming) the operation of the engine 12 or during cold times when the coolant water temperature Tw is low, a value larger than 1 is set for the increment coefficient kf. Since the setting of the increment coefficient kf in this case does not form the core of the present invention, detailed description thereof is omitted.

[0028] When it is determined in step S160 that the previous main injection (previous Mi) is in the latter half of the compression stroke and it is determined in step S170 that the current main injection (current Mi) is before the first half of the compression stroke, it is determined that an increase in the fuel injection amount is necessary (step S190). In this case, the injection start time Tf, the rotational speed Ne, and the load factor KL of the current main injection Mi are input (step S200), the increment coefficient kf is set based on the input injection start time Tf, rotational speed Ne, and load factor KL of the current main injection Mi (step S210), and then the increment coefficient kf is gradually attenuated toward the value 1 (step S220).

[0029] Here, in the process of step S210, the increase coefficient kf can be set by, for example, applying the injection start timing Tf of the current main injection Mi, the rotation speed Ne, and the load factor KL to a map that is determined in advance by experiment, analysis, or the like as the relationship between the injection start timing Tf of the current main injection Mi, the rotation speed Ne, the load factor KL, and the increase coefficient kf, and deriving the corresponding increase coefficient kf. In this map, the increase coefficient kf is set to be larger as the injection start timing Tf of the current main injection Mi is earlier, as the rotation speed Ne is larger, and as the load factor KL is larger. The reason for this will be described later.

[0030] When the injection start timing Tf(i) of the fuel injection is in the latter half of the compression stroke, the pressure and temperature of the combustion chamber 29 are high, the fuel injected from the in-cylinder injection valve 27 is easily atomized, and the amount of fuel adhering to the wall of the cylinder is likely to be small, compared to when the injection start timing Tf(i) is before the first half of the compression stroke. In contrast, when the injection start timing Tf(i) is before the first half of the compression stroke, the pressure and temperature of the combustion chamber 29 are low, the fuel injected from the in-cylinder injection valve 27 is not easily atomized, and the amount of fuel adhering to the wall is likely to be large, compared to when the injection start timing Tf(i) is before the second half of the compression stroke. When the amount of fuel adhering to the wall is large, the amount of fuel contributing to combustion is small, and the air-fuel ratio is likely to become lean. In light of these facts, in the embodiment, the fuel injection amount is increased in the case of a predetermined switching in which the main injection Mi is switched from the second half of the compression stroke to before the first half of the compression stroke. This makes it possible to suppress the air-fuel ratio from becoming lean.

[0031] In addition, the later the injection start timing Tf of the main injection Mi, the greater the change (increase) in the wall adhesion amount before and after the predetermined switching, for example, before and after switching from one or more fuel injections including the fuel injection in the latter half of the compression stroke to one fuel injection in the intake stroke. The lower the cooling water temperature Tw and the lower the alcohol concentration Ca, the less likely the fuel injected from the in-cylinder injection valve 29 is to be atomized in the main injection Mi after the predetermined switching (the main injection Mi when the pressure or temperature of the combustion chamber 29 is low), and the greater the change (increase) in the wall adhesion amount before and after the predetermined switching. In light of these, in the embodiment, the weighting coefficient kw(i) is set by the process of step S130 for each fuel injection so that it is larger the later the injection start timing Tf(i), the lower the cooling water temperature Tw, and the higher the alcohol concentration Ca. This makes it possible to set the weighting coefficient kw(i) for each fuel injection more appropriately. Then, for each fuel injection, the contribution Cf(i) is set as the product of the injection ratio Rf(i) and the weighting coefficient kw(i), and the fuel injection with the largest contribution Cf(i) among the fuel injections is set as the main injection Mi. This makes it possible to more appropriately set the contribution Cf(i) of each fuel injection, and therefore the main injection Mi.

[0032] Furthermore, the earlier the injection start timing Tf of the main injection Mi after the predetermined switching, the more the wall adhesion amount is likely to increase, and the more the air-fuel ratio is likely to become lean. The higher the rotation speed Ne of the engine 22, the shorter the time between the fuel injection from the in-cylinder injection valve 27 and ignition, and the less likely the fuel is to atomize during that time, and the more likely the wall adhesion amount is to increase, and the more likely the air-fuel ratio is likely to become lean. The higher the load factor KL of the engine 22, the more the fuel injection amount from the in-cylinder injection valve 27 is, and the more likely the wall adhesion amount is to increase, and the more likely the air-fuel ratio is likely to become lean. In consideration of these, in the embodiment, the processing of step S210 is performed to set the increase coefficient kf so that the earlier the injection start timing Tf of the main injection Mi this time (after the predetermined switching), the larger the rotation speed Ne, and the larger the load factor KL. This allows the increase coefficient kf to be set more appropriately, and the air-fuel ratio can be more suppressed from becoming lean.

[0033] In the engine device 10 of the present embodiment described above, in the case of a predetermined switch in which the main injection Mi is switched from the latter half of the compression stroke to before the first half of the compression stroke, the fuel injection amount is increased, thereby making it possible to prevent the air-fuel ratio from becoming lean.

[0034] In the engine device 10 of the embodiment, the weighting coefficient kw(i) is set for each fuel injection so that it increases as the injection start timing Tf(i) is later, as the cooling water temperature Tw is lower, and as the alcohol concentration Ca is higher, and the contribution Cf(i) is set for each fuel injection as the product of the injection ratio Rf(i) and the weighting coefficient kw(i), and the fuel injection with the maximum contribution Cf(i) among the fuel injections is set as the main injection Mi. This makes it possible to more appropriately set the weighting coefficient kw(i) for each fuel injection, and therefore the contribution Cf(i), and therefore the main injection Mi.

[0035] Furthermore, in the engine device 10 of the embodiment, in the case of a predetermined switching, the increase coefficient kf is set so that it increases as the injection start timing Tf of the current main injection Mi (after the predetermined switching) is earlier, as the rotation speed Ne is higher, and as the load factor KL is higher. This makes it possible to set the increase coefficient kf more appropriately and to more effectively prevent the air-fuel ratio from becoming lean.

[0036] In the above-described embodiment, when the number of injections n is 2 or more, the weighting coefficient kw(i) is set for each fuel injection based on the injection start timing Tf(i), the cooling water temperature Tw, and the alcohol concentration Ca. However, the weighting coefficient kw(i) may be set for each fuel injection based on the injection start timing Tf(i) and the alcohol concentration Ca without using the cooling water temperature Tw. The weighting coefficient kw(i) may be set for each fuel injection based on the injection start timing Tf(i) and the cooling water temperature Tw without using the alcohol concentration Ca. The weighting coefficient kw(i) may be set for each fuel injection based only on the injection start timing Tf(i) without using the cooling water temperature Tw and the alcohol concentration Ca.

[0037] In the above-described embodiment, when the previous main injection (previous Mi) was in the latter half of the compression stroke and the current main injection (current Mi) is before the first half of the compression stroke, the boost coefficient kf was set by applying the injection start timing Tf of the current main injection Mi, the rotation speed Ne, and the load factor KL to a map showing the relationship between the injection start timing Tf of the current main injection Mi, the rotation speed Ne, and the load factor KL, and the boost coefficient kf. However, the basic boost coefficient Kfbs may be set based on the injection start timing Tf of the current main injection Mi, and the correction coefficient α may be set based on the rotation speed Ne and the load factor KL, and the basic boost coefficient Kfbs may be multiplied by the correction coefficient α to set the boost coefficient Kf.

[0038] In the above-described embodiment, when the previous main injection (previous Mi) is in the latter half of the compression stroke and the current main injection (current Mi) is before the first half of the compression stroke, the boost coefficient kf is set based on the injection start timing Tf of the current main injection Mi, the rotation speed Ne, and the load factor KL. However, the boost coefficient kf may be set based on the injection start timing Tf of the current main injection Mi and the load factor KL without using the rotation speed Ne. The boost coefficient kf may be set based on the injection start timing Tf of the current main injection Mi and the rotation speed Ne without using the load factor KL. The boost coefficient kf may be set based only on the injection start timing Tf of the current main injection Mi without using the rotation speed Ne and the load factor KL. A uniform boost coefficient kf larger than the value 1 may be set regardless of the injection start timing Tf of the current main injection Mi, the rotation speed Ne, and the load factor KL.

[0039] In the embodiment described above, the engine 12 includes the in-cylinder injection valve 27 that injects fuel into the combustion chamber 29, but may further include a port injection valve that injects fuel into the intake port.

[0040] The relationship between the main elements of the embodiment and the main elements of the invention described in the section on means for solving the problems will be described below. In the embodiment, the engine 12 corresponds to the "engine", and the electronic control unit 70 corresponds to the "control device".

[0041] Note that the correspondence between the main elements of the embodiment and the main elements of the invention described in the Means for Solving the Problem column does not limit the elements of the invention described in the Means for Solving the Problem column, since the embodiment is an example for specifically explaining the form for implementing the invention described in the Means for Solving the Problem column. In other words, the interpretation of the invention described in the Means for Solving the Problem column should be made based on the description in that column, and the embodiment is merely a specific example of the invention described in the Means for Solving the Problem column.

[0042] The above describes embodiments for implementing the present disclosure, but the present disclosure is not limited to these embodiments, and it goes without saying that the present disclosure can be implemented in various forms without departing from the gist of the present disclosure. [Industrial Applicability]

[0043] The present disclosure is applicable to the engine device manufacturing industry and the like. [Explanation of symbols]

[0044] 10 engine device, 12 engine, 14 crankshaft, 14a crank position sensor, 15 water temperature sensor, 16 cam position sensor, 17 alcohol concentration sensor, 22 air cleaner, 23 intake pipe, 23a air flow meter, 23t temperature sensor, 24 throttle valve, 24a throttle position sensor, 25 surge tank, 25a surge pressure sensor, 27 in-cylinder injection valve, 28 intake valve, 29 combustion chamber, 30 spark plug, 32 piston, 33 exhaust valve, 35 exhaust pipe, 36 purification device, 36a catalyst, 37 PM filter, 37a front air-fuel ratio sensor, 37b rear air-fuel ratio sensor, 38a differential pressure sensor, 70 electronic control unit.

Claims

1. An engine device including an engine having an in-cylinder injection valve and a control device that controls the engine while switching the number of injections and / or injection start timing of fuel injection from the in-cylinder injection valve, The control device increases the fuel injection amount in a case where the injection start timing of the main injection, which is the fuel injection having the greatest contribution to the change in the amount of fuel adhering to the cylinder wall surface of the engine, is switched from the latter half of the compression stroke to before the first half of the compression stroke. Engine equipment.

2. 2. The engine device according to claim 1, When the number of injections is a plurality of times, the control device sets, as the main injection, a fuel injection having a maximum product of a ratio of the fuel injection amount and a weighting coefficient which increases as the injection start timing becomes later. Engine equipment.

3. 3. The engine device according to claim 2, the control device sets the weighting coefficient so that the weighting coefficient increases as the temperature of the engine decreases and / or as the alcohol concentration of fuel increases. Engine equipment.

4. An engine device according to any one of claims 1 to 3, the control device sets the increase amount of the fuel injection amount so that the increase amount increases as the injection start timing of the main injection after the predetermined switching is earlier. Engine equipment.

5. 5. The engine device according to claim 4, the control device sets the increase amount so that the increase amount increases as the engine speed increases and / or as the load factor of the engine increases. Engine equipment.

Images