Engine equipment

Abstract

To perform fuel injection with improved appropriateness when an engine is operated in a high-speed and high-torque region with fuel injected through a cylinder injection valve.SOLUTION: In operating an engine in a high-speed and high-torque region with fuel injected through a cylinder injection valve, when an injection start time determined by guarding an injection completion time with a retard angle guard defined as an injection retard angle limit is closer to an advance angle side than an advance angle guard based on an engine rotation speed, a load rate and atmospheric pressure, fuel is injected through a port injection valve with a fuel injection amount corresponding to a period longer than a period from the advance angle guard to the retard angle guard within a fuel injection period.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present invention relates to an engine device, and more particularly to an engine device including an engine having a port injection valve and a direct injection valve. [Background technology]

[0002] Conventionally, as this type of engine device, one that includes a port injection valve that injects fuel into an intake port and an in-cylinder injection valve that injects fuel into a combustion chamber has been proposed (see, for example, Patent Document 1). In this device, when it is determined that the injection period of in-cylinder injection is shorter than a predetermined minimum injection period, in-cylinder injection is prohibited for that injection period, and the port injection ratio is increased to make up for the shortfall in the fuel injection amount due to the prohibition of in-cylinder injection. This allows stable engine operation even if the injection period of in-cylinder injection is shorter than the minimum injection period for some reason. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2014-231742 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the above-mentioned engine device, when fuel is injected from the in-cylinder injection valve and the engine is operated in the high rotation and high torque range, the fuel injection period becomes long, so if the optimal injection start timing is selected, the injection end timing may exceed the injection retard limit. In this case, it is possible to protect the injection end timing with the injection retard limit and advance the injection start timing, but if the injection start timing is advanced, it may be advanced beyond the combustion limit or the limit due to the catalyst temperature rise caused by the blow-by of fuel due to scavenging.

[0005] The main object of the engine apparatus of the present invention is to perform more appropriate fuel injection even when the engine is operated in a high rotation speed, high torque range by injecting fuel from a direct injection valve. [Means for solving the problem]

[0006] In order to achieve the above-mentioned main object, the engine device of the present invention employs the following means.

[0007] The engine device of the present invention comprises: an engine having a port injection valve that injects fuel into an intake port and an in-cylinder injection valve that injects fuel into a cylinder; A control device for controlling the engine; An engine device comprising: when the engine is operated in a high rotation and high torque region by injecting fuel from the in-cylinder injection valve and the injection start timing determined by guarding the injection end timing with a retard guard defined as an injection retard limit is on the advanced side of an advance guard based on engine speed, load factor, and atmospheric pressure, the control device injects fuel from the port injection valve in an amount of fuel injection corresponding to a period of the fuel injection period that is longer than the period from the advance guard to the retard guard. It is characterized by:

[0008] In the engine device of the present invention, when fuel is injected from the in-cylinder injection valve and the engine is operated in the high rotation and high torque range, if the injection start time determined by guarding the injection end time with the retard guard set as the injection retard limit is more advanced than the advance guard based on the engine speed, load factor, and atmospheric pressure, the port injection valve injects a fuel injection amount corresponding to a period of the fuel injection period that is longer than the period from the advance guard to the retard guard. In other words, the port injection valve injects a fuel injection amount that is insufficient for the fuel injection period from the advance guard to the retard guard. This makes it possible to perform more appropriate fuel injection even when the engine is operated in the high rotation and high torque range and fuel is injected from the in-cylinder injection valve.

[0009] The advance guard is based on the engine speed, load factor, and atmospheric pressure for the following reasons. The advance guard needs to be set so that the injection start timing does not fall within the scavenge region. The scavenge region is a suitable region with a large amount of overlap based on the opening and closing timing of the engine's intake valves and exhaust valves. Since the valve opening and closing timing is often determined by a two-dimensional map of engine speed and load factor, it is preferable to use a two-dimensional map of engine speed and load factor for the advance guard as well. In addition, since the lower the atmospheric pressure, the more likely it is that fuel will be blown through due to scavenging, it is preferable to set the advance guard so that it tends to be more retarded as the atmospheric pressure decreases. As a result of these factors, it is preferable to determine the advance guard based on the engine speed, load factor, and atmospheric pressure, and it is more preferable to set it using a three-dimensional map of engine speed, load factor, and atmospheric pressure. [Brief description of the drawings]

[0010] [Figure 1] 1 is a configuration diagram showing an outline of the configuration of an engine device 10 according to an embodiment of the present invention. [Diagram 2] 4 is a flowchart showing an example of in-cylinder injection control executed by an electronic control unit 70. [Diagram 3] 5 is an explanatory diagram showing a case example of how the injection start timing θst and the injection end timing θend are set by the in-cylinder injection control. FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] Next, an embodiment of the present invention will be described with reference to the accompanying drawings. EXAMPLES

[0012] 1 is a schematic diagram showing the configuration of an engine device 10 according to an embodiment of the present invention. As shown in the figure, the engine device 10 of the embodiment includes an engine 12, a fuel supply device 50, and an electronic control unit 70. This engine device 10 is mounted on a general vehicle that runs using power from the engine 12, various hybrid vehicles that include a motor in addition to the engine 12, non-mobile equipment that operates using power from the engine 12 (such as construction equipment), and the like.

[0013] The engine 12 is configured as an internal combustion engine that uses gasoline or a mixture of gasoline and alcohol as fuel, for example, and outputs power through four strokes: intake, compression, expansion, and exhaust. The engine 12 is equipped with a port injection valve 25 that injects fuel into an intake port, and an in-cylinder injection valve 26 that injects fuel into a cylinder. By being equipped with the port injection valve 25 and the in-cylinder injection valve 26, the engine 12 can be operated in any one of a port injection mode, an in-cylinder injection mode, and a common injection mode.

[0014] In the port injection mode, air purified by the air cleaner 22 is drawn into the intake pipe 23 and passes through the throttle valve 24, while fuel is injected from the port injection valve 25, and the air and fuel are mixed. This mixture is then drawn into the combustion chamber 29 via the intake valve 28, and explosively combusted by an electric spark from the ignition plug 30. The reciprocating motion of the piston 32, which is pushed down by the energy of the explosive combustion, is converted into the rotational motion of the crankshaft 14. In the in-cylinder injection mode, air is drawn into the combustion chamber 29 in the same manner as in the port injection mode, and fuel is injected from the in-cylinder injection valve 26 midway through the intake stroke and / or at the compression stroke, and explosively combusted by an electric spark from the ignition plug 30, to obtain the rotational motion of the crankshaft 14. In the common injection mode, fuel is injected from the port injection valve 25 when air is drawn into the combustion chamber 29, and fuel is injected from the in-cylinder injection valve 26 during the intake stroke and compression stroke, and the fuel is exploded and burned by an electric spark from the spark plug 30 to obtain the rotational motion of the crankshaft 14. These injection modes are switched according to the operating state of the engine 12. Exhaust discharged from the combustion chamber 29 into the exhaust pipe 33 via the exhaust valve 31 is discharged into the outside air via a purification device 34 that has a purification catalyst (three-way catalyst) 34a that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx).

[0015] The fuel supply device 50 is configured as a device that supplies fuel in a fuel tank 51 to the port injection valves 25 and the in-cylinder injection valves 26 of the engine 12. The fuel supply device 50 includes the fuel tank 51, a feed pump (first pump) 52, a low-pressure supply pipe (first supply pipe) 53, a check valve 54, a relief flow passage 55, a relief valve 56, a high-pressure pump (second pump) 57, and a high-pressure supply pipe (second supply pipe) 58.

[0016] Feed pump 52 is configured as an electric pump that operates by receiving power from a battery (not shown), and is disposed in fuel tank 51. Feed pump 52 supplies fuel in fuel tank 51 to low-pressure supply pipe 53. Low-pressure supply pipe 53 is connected to port injection valve 25. Check valve 54 is provided in low-pressure supply pipe 53, and allows fuel to flow in the direction from feed pump 52 to port injection valve 25, while regulating fuel flow in the opposite direction.

[0017] The relief flow passage 55 is connected to the low-pressure supply pipe 53 and the fuel tank 51. The relief valve 56 is provided in the relief flow passage 55, and closes when the fuel pressure in the low-pressure supply pipe 53 is less than the threshold value Pflolim, and opens when the fuel pressure in the low-pressure supply pipe 53 is equal to or greater than the threshold value Pflolim. When the relief valve 56 opens, a portion of the fuel in the low-pressure supply pipe 53 is returned to the fuel tank 51 via the relief flow passage 55. In this way, the fuel pressure in the low-pressure supply pipe 53 is prevented from becoming excessive.

[0018] The high-pressure pump 57 is driven by power from the engine 12 (in the embodiment, the rotation of the intake camshaft that opens and closes the intake valve 28) and is configured as a pump that pressurizes fuel in the low-pressure supply pipe 53 and supplies it to the high-pressure supply pipe 58. The high-pressure pump 57 has an electromagnetic valve 57a connected to its intake port and opens and closes when pressurizing the fuel, a check valve 57b connected to its discharge port to regulate the backflow of fuel and maintain the fuel pressure in the high-pressure supply pipe 58, and a plunger 57c that is actuated (moves vertically in FIG. 1) by the rotation of the engine 12 (the rotation of the intake camshaft). During operation of the engine 12, when the electromagnetic valve 57a is opened, the high-pressure pump 57 sucks fuel in the low-pressure supply pipe 53, and when the electromagnetic valve 57a is closed, the high-pressure pump 57 pressurizes the fuel to be supplied to the high-pressure supply pipe 58 by intermittently sending the fuel compressed by the plunger 57c to the high-pressure supply pipe 58 via the check valve 57b. When the high-pressure pump 57 is driven, the fuel pressure in the low-pressure supply pipe 53 and the fuel pressure in the high-pressure supply pipe 58 pulsates in response to the rotation of the engine 12 (the rotation of the intake camshaft). The high-pressure supply pipe 58 is connected to the in-cylinder injection valve 26.

[0019] The electronic control unit 70 includes a microcomputer having a CPU 71, a ROM 72, a RAM 73, a flash memory 74, and input / output ports. Signals from various sensors are input to the electronic control unit 70 via the input ports. Examples of signals input to the electronic control unit 70 include a crank angle θcr from a crank position sensor 14a that detects the rotational position of the crankshaft 14 of the engine 12, a coolant temperature Tw from a water temperature sensor 40 that detects the temperature of the coolant of the engine 12, an atmospheric pressure Pa from an atmospheric pressure sensor 41 that detects the atmospheric pressure Pa, and an oil temperature Toil from an oil temperature sensor 42 that detects the temperature of the lubricating oil of the engine 12. Other examples of signals input to the electronic control unit 70 include cam angles θci and θco from a cam position sensor 44 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 31. Other examples include the throttle opening TH from a throttle position sensor 24a that detects the position of the throttle valve 24, the intake air amount Qa from an air flow meter 23a attached upstream of the throttle valve 24 in the intake pipe 23, and the intake air temperature Ta from a temperature sensor 23t attached upstream of the throttle valve 24 in the intake pipe 23. Other examples include an air-fuel ratio AF from an air-fuel ratio sensor 35 attached upstream of the purification device 34 in the exhaust pipe 33, and an oxygen signal O2 from an oxygen sensor 36 attached downstream of the purification device 34 in the exhaust pipe 33. Other examples of such fuel pressure include the fuel temperature Tftnk from a fuel temperature sensor 51t attached to the fuel tank 51, the rotation speed Nlp of the feed pump 52 from a rotation speed sensor 52a attached to the feed pump 52, the low-pressure fuel pressure (the pressure of the fuel supplied to the port injector 25) Pflo from a fuel pressure sensor 53p attached to the low-pressure supply pipe 53 near the port injector 25 (e.g., a low-pressure delivery pipe), and the high-pressure fuel pressure (the pressure of the fuel supplied to the in-cylinder injector 26) Pfhi from a fuel pressure sensor 58p attached to the high-pressure supply pipe 58 near the in-cylinder injector 26 (e.g., a high-pressure delivery pipe).

[0020] Various control signals are output from the electronic control unit 70 via an output port. Examples of signals output from the electronic control unit 70 include a control signal to the throttle valve 24 of the engine 12, a control signal to the port injection valve 25, a control signal to the in-cylinder injection valve 26, and a control signal to the ignition plug 30. Other examples include a control signal to the feed pump 52 of the fuel supply device 50, and a control signal to the electromagnetic valve 57a of the high-pressure pump 57.

[0021] 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 also calculates a load factor KL (the ratio of the volume of air actually taken in one cycle to the stroke volume per cycle 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. Furthermore, the electronic control unit 70 estimates the temperature Tc of the catalyst 34a of the purification device 34 based on the cooling water temperature Tw from the water temperature sensor 40, the rotation speed Ne of the engine 12, and the load factor KL. In addition, the electronic control unit 70 estimates the fuel temperature Tfhp in the high-pressure pump 57 based on the cooling water temperature Tw, the oil temperature Toil from the oil temperature sensor 42, and the intake air temperature Ta from the temperature sensor 23t.

[0022] In the engine system 10 of the embodiment thus configured, the CPU 71 of the electronic control unit 70 controls the intake air amount, fuel injection, and ignition of the engine 12 as operation control of the engine 12, and also controls the feed pump 52 and high-pressure pump 57 (electromagnetic valve 57a) of the fuel supply system 50.

[0023] For example, the intake air amount control of the engine 12 is performed by setting a required air amount Qa* based on the accelerator opening and the engine speed Ne of the engine 12, setting a target opening TH* of the throttle valve 24 so that the intake air amount Qa becomes the required air amount Qa*, and controlling the throttle valve 24 using the target opening TH*. For fuel injection control of the engine 12, a required injection amount Qf* is basically set based on the required air amount Qa* and a target air-fuel ratio AF*, a fuel injection period Tf is set based on the required injection amount Qf* and a high-pressure fuel pressure Pfhi, an injection start timing θst is set so that fuel injection ends before the retard guard θendlim as the injection end limit, and the in-cylinder injection valve 26 is controlled so that fuel is injected from the injection start timing θst for the fuel injection period Tf. For ignition control of the engine 12, a target ignition timing Ti* of the spark plug 30 is set based on the engine speed Ne and the required air amount Qa* of the engine 12, and the spark plug 30 is controlled using the set target ignition timing Ti*.

[0024] Next, the operation of the engine device 10 of the embodiment thus configured will be described, in particular, the operation when the engine 12 is operated at high power (high rotation and high torque) by injecting fuel from the in-cylinder injection valve 26. Fig. 2 is a flow chart showing an example of the in-cylinder injection control executed by the electronic control unit 70. This process is executed at a predetermined timing before the start of the intake stroke for each cylinder.

[0025] In the in-cylinder injection control, the electronic control unit 70 first sets the required injection amount Qf* based on the required air amount Qa* and the target air-fuel ratio AF* (step S100), and sets the fuel injection period Tf based on the required injection amount Qf*, the high fuel pressure Pfhi, and the rotation speed Ne of the engine 12 (step S110). The fuel injection period Tf can be calculated by multiplying the time required for the in-cylinder injection valve 26 to inject the required injection amount Qf* at the high fuel pressure Pfhi by the crank angle at which the crankshaft 14 rotates per unit time. Therefore, the fuel injection period Tf is the change amount (angle) of the crank angle at which the in-cylinder injection valve 26 is opened. Note that, during a gear change while the engine 12 is operating at high output (high rotation and high torque), the fuel retardation increase is performed so that the catalyst does not overheat, and therefore the required injection amount Qf* is calculated based on the required air amount Qa* and the target air-fuel ratio AF* and the retardation increase is added to the amount calculated based on the required air amount Qa* and the target air-fuel ratio AF*.

[0026] Next, the injection start timing θst is set to the optimum start timing θopt (step S120), and the timing that is the fuel injection period Tf from the injection start timing θst is set as the injection end timing θend (step S130). The optimum start timing θopt is the optimum timing for starting fuel injection from the direct injection valve 26, and is determined in advance by experiment or the like. Now, when the optimum timing θopt is BTDCXXX (Before TDC XXX degrees) and the fuel injection period Tf is 90 degrees, the injection end timing θend can be calculated as BTDC(XXX-90) (Before TDC (XXX-90) degrees).

[0027] Next, it is determined whether the injection end timing θend is retarded from the retard guard θendlim (step S140). The retard guard θendlim is determined as the injection end limit, and can be, for example, bottom dead center (BTDC180). As described above, when the engine 12 is operated at high output (high rotation and high torque), the amount of fuel retarded is increased during gear shifting, so that the injection end timing θend may be retarded from the retard guard θendlim. When it is determined that the injection end timing θend is not retarded from the retard guard θendlim, fuel is injected from the in-cylinder injection valve 26 using the injection start timing θst set to the optimal start timing θopt and the injection end timing θend set in step S130 (step S220), and this control is terminated.

[0028] When it is determined in step S140 that the injection end timing θend is retarded from the retard guard θendlim, the retard guard θendlim is set as the injection end timing θend (step S150), and the timing preceding the injection end timing θend by the fuel injection period Tf is set as the injection start timing θst (step S160). Then, the advance guard θstlim is set based on the rotation speed Ne, load factor KL, and atmospheric pressure Pa of the engine 12 (step S170). The advance guard θstlim must be set so that the injection start timing θst does not fall within the scavenge region. The scavenge region is an appropriate region in which the amount of overlap based on the opening and closing timing of the intake valve 28 and the exhaust valve 31 of the engine 12 is large, so it is preferable to determine it based on a two-dimensional map of the rotation speed Ne and load factor KL of the engine 12 that determines the opening and closing timing of the valves. In addition, since the blow-by of fuel due to scavenge is more likely to occur as the atmospheric pressure Pa is lower, it is preferable to set the advance guard θstlim so that it tends to be retarded as the atmospheric pressure Pa is lower. As a result, it is preferable to determine the advance guard θstlim based on the rotation speed Ne, load factor KL, and atmospheric pressure Pa of the engine 12. In this embodiment, the relationship between the rotation speed Ne, load factor KL, atmospheric pressure Pa, and the advance guard θstlim of the engine 12 is determined in advance by experiment or the like and stored as an advance guard setting map, and when the rotation speed Ne, load factor KL, and atmospheric pressure Pa of the engine 12 are given, the advance guard θstlim obtained by applying these to the advance guard setting map is derived as the advance guard θstlim to be set.

[0029] When the advance guard θstlim is set, it is determined whether the injection start timing θst is more advanced than the advance guard θstlim (step S180). As described above, when the engine 12 is operated at high power (high rotation and high torque) and shifting is performed, the amount of fuel retarded is increased, so that the injection start timing θst may be more advanced than the advance guard θstlim. When it is determined that the injection start timing θst is not more advanced than the advance guard θstlim, fuel is injected from the direct injection valve 26 using the injection start timing θst set in step S160 and the injection end timing θend set as the retard guard θendlim in step S150 (step S220), and this control is terminated.

[0030] When it is determined in step S180 that the injection start timing θst is more advanced than the advance guard θstlim, the advance guard θstlim is set as the injection start timing θst (step S190), and the amount of fuel shortage Psh that is insufficient for direct injection based on the fuel shortage injection period obtained by subtracting the angle from the injection start timing θst to the injection end timing θend from the fuel injection period Tf is calculated (step S200). The amount of fuel shortage Psh can be calculated by dividing the fuel shortage injection period by the crank angle that the crankshaft 14 rotates per unit time, and multiplying the result by the amount of fuel injected per unit time by the direct injection valve 26 at the high fuel pressure Pfhi. Then, the shortage fuel injection amount Psh is injected from the port injector 25 (step S210), and fuel is injected from the direct injection valve 26 using the injection start timing θst set with the advance guard θstlim in step S190 and the injection end timing θend set with the retard guard θendlim in step S150 (step S220), thereby terminating this control. The shortage fuel injection amount Psh can be injected from the port injector 25 by multiplying the time required for the port injector 25 to inject the shortage fuel injection amount Psh at the low fuel pressure Pflo by the crank angle at which the crankshaft 14 rotates per unit time to calculate a fuel injection period Tp, and opening the port injector 25 for the fuel injection period Tp at an appropriate time during the intake stroke.

[0031] 3 is an explanatory diagram showing examples of how the injection start time θst and the injection end time θend are set by the in-cylinder injection control. In case (a), the injection start time θst is set to the optimal start time θopt, and the injection end time θend is set to the time that is the fuel injection period Tf from the injection start time θst, and the injection end time θend is not retarded by the retard guard θendlim. In this case, fuel is injected from the in-cylinder injection valve 26 using the injection start time θst set to the optimal start time θopt and the injection end time θend set to the time that is the fuel injection period Tf from the injection start time θst.

[0032] In case (b), the injection start time θst is set to the optimal start time θopt, and the injection end time θend is set to the time that is the fuel injection period Tf from the injection start time θst. The injection end time θend is retarded from the retard guard θendlim. Therefore, when the retard guard θendlim is set as the injection end time θend, and the injection start time θst is set to the time that is the fuel injection period Tf back from the injection end time θend, the injection start time θst is not advanced from the advance guard θstlim. In this case, fuel is injected from the in-cylinder injection valve 26 using the injection end time θend for which the retard guard θendlim is set and the injection start time θst that is set to the time that is the fuel injection period Tf back from the injection end time θend.

[0033] In case (c), similarly to case (b), the injection start time θst is set to the optimal start time θopt, and the time that is the fuel injection period Tf from the injection start time θst is set to the injection end time θend, and the injection end time θend is retarded from the retard guard θendlim. Therefore, when the retard guard θendlim is set as the injection end time θend, and the time that is the fuel injection period Tf back from the injection end time θend is set to the injection start time θst, the injection start time θst is advanced from the advance guard θstlim. In this case, fuel is injected from the in-cylinder injection valve 26 using the injection end time θend set to the retard guard θendlim and the injection start time θst set to the advance guard θstlim, and the shortage fuel injection amount Psh is injected from the port injection valve 25.

[0034] In the engine device 10 of the embodiment described above, when the engine 12 is operated at high power (high rotation and high torque) by injecting fuel from the in-cylinder injection valve 26, the fuel is retarded and increased during gear shifting, so that the injection start time θst is set to the optimal start time θopt, and the time from the injection start time θst by the fuel injection period Tf is set to the injection end time θend. When the injection end time θend is retarded from the retard guard θendlim, the retard guard θendlim is set as the injection end time θend, and the time from the injection end time θend by the fuel injection period Tf is set to the injection start time θst. At this time, when the injection start time θst is advanced from the advance guard θstlim, the retard guard θendlim is set as the injection end time θend, and the advance guard θstlim is used as the injection start time θst to inject fuel from the in-cylinder injection valve 26, and fuel is injected from the port injection valve 25 for the insufficient fuel injection amount Psh that is insufficient with the fuel injection amount from the in-cylinder injection valve 26. As a result, even when fuel is injected from the direct injection valve 26 to operate the engine 12 in a high output (high rotation speed, high torque) range, fuel injection can be performed more appropriately.

[0035] The correspondence 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 port injection valve 25 corresponds to the "port injection valve", the in-cylinder injection valve 26 corresponds to the "in-cylinder injection valve", the engine 12 corresponds to the "engine", and the electronic control unit 70 corresponds to the "control device".

[0036] The correspondence between the main elements of the Examples and the main elements of the invention described in the Summary of the Problem column does not limit the elements of the invention described in the Summary of the Problem column, since the Examples are examples for specifically explaining the mode for implementing the invention described in the Summary of the Problem column. In other words, the interpretation of the invention described in the Summary of the Problem column should be based on the description in that column, and the Examples are merely a specific example of the invention described in the Summary of the Problem column.

[0037] Although the form for carrying out the present invention has been described above using examples, the present invention is not limited to these examples in any way, and it goes without saying that the present invention can be carried out in various forms without departing from the scope of the gist of the present invention. [Industrial Applicability]

[0038] The present invention can be used in the engine device manufacturing industry and the like. [Explanation of symbols]

[0039] 10 engine device, 12 engine, 14 crankshaft, 14a crank position sensor, 15 crank position sensor, 22 air cleaner, 23 intake pipe, 23a air flow meter, 23t temperature sensor, 24 throttle valve, 24a throttle position sensor, 25 port injection valve, 26 in-cylinder injection valve, 28 intake valve, 29 combustion chamber, 30 spark plug, 31 exhaust valve, 32 piston, 33 exhaust pipe, 34 purification device, 34a catalyst, 35 air-fuel ratio sensor, 36 oxygen sensor, 40 water temperature sensor, 41 atmospheric pressure sensor, 42 oil temperature sensor, 44 cam position sensor, 50 fuel supply device, 51 fuel tank, 51t fuel temperature sensor, 52 feed pump, 52a rotation speed sensor, 53 low pressure supply pipe, 53p fuel pressure sensor, 54 check valve, 55 Relief passage, 56 relief valve, 57 high pressure pump, 57a solenoid valve, 57b check valve, 57c plunger, 58 high pressure supply pipe, 58p fuel pressure sensor, 70 electronic control unit, 71 CPU, 72 ROM, 73 RAM, 74 flash memory.

Claims

[Claim 1] an engine having a port injection valve that injects fuel into an intake port and an in-cylinder injection valve that injects fuel into a cylinder; A control device for controlling the engine; An engine device comprising: when the engine is operated in a high rotation and high torque region by injecting fuel from the in-cylinder injection valve and the injection start timing determined by guarding the injection end timing with a retard guard defined as an injection retard limit is on the advanced side of an advance guard based on engine speed, load factor, and atmospheric pressure, the control device injects fuel from the port injection valve in an amount of fuel injection corresponding to a period of the fuel injection period that is longer than the period from the advance guard to the retard guard. An engine device characterized by:

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