Engine equipment

Abstract

To suppress a problem such as a torque variation that possibly occurs when returning from a fuel cut while performing a rapid catalyst warm-up.SOLUTION: An engine apparatus includes: an engine to which a purifier including a catalyst is attached in an exhaust system for purifying exhaust gas; and a control device for executing catalyst warm-up control for warming up the catalyst in the purifier by delaying an ignition timing of an engine compared to a normal load operation. In the case of returning from a fuel cut after executing the fuel cut while the catalyst warm-up control is performed, the control device shifts to the catalyst warm-up control after load-operating the engine for a given period.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present invention relates to an engine device, and more particularly to an engine device that executes catalyst warm-up control for warming up a catalyst of a purification device attached to an exhaust system by retarding the ignition timing of the engine compared to that during normal load operation. [Background technology]

[0002] Conventionally, in this type of engine system, when warming up the catalyst of a purification device attached to the exhaust system quickly, fuel is injected one to three times during the intake stroke, and the final fuel injection is performed during the expansion stroke, and ignition is performed in synchronization with the fuel injection during the expansion stroke (for example, see Patent Document 1). In this engine system, the catalyst is warmed up more quickly by performing expansion stroke injection warm-up with the ignition timing retarded as much as possible. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-175889 Summary of the Invention [Problem to be solved by the invention]

[0004] However, if fuel is cut off while rapid catalyst warm-up is being performed, torque fluctuations may occur when returning from the fuel cut. The ignition timing during fuel cut is often set to a predetermined ignition timing that is more advanced than the ignition timing during load operation so that load operation can be performed immediately after recovery. For this reason, when trying to return from a fuel cut to rapid catalyst warm-up, the ignition timing is retarded by gradually changing from the ignition timing during fuel cut to the ignition timing for rapid catalyst warm-up, and torque fluctuations may occur due to the retardation caused by the early change from the ignition timing.

[0005] The main object of the engine apparatus of the present invention is to suppress inconveniences that may occur when returning from a fuel cut during execution of rapid catalyst warm-up. [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 an exhaust system equipped with a purification device having a catalyst for purifying exhaust gas; a control device that executes a catalyst warm-up control for warming up a catalyst of the purification device by retarding an ignition timing of the engine compared to that during normal load operation; An engine device comprising: When a fuel cut is executed while the catalyst warm-up control is being executed and then the fuel cut is resumed, the control device operates the engine under load for a predetermined period of time and then transitions to the catalyst warm-up control. It is characterized by:

[0008] In the engine device of the present invention, when the engine returns from the fuel cut after the fuel cut is performed while the catalyst warm-up control is being performed, the engine is operated under load for a predetermined period of time and then the catalyst warm-up control is started. When the engine returns to the load operation from the fuel cut, the ignition timing for the load operation is immediately set, and the load operation of the engine is stabilized within the predetermined period. Here, the predetermined period may be a period required for one ignition, a period required for two ignitions, or a period required for three ignitions. Since the transition to the catalyst warm-up control accompanied by the retardation of the ignition timing due to the initial change in the engine ignition timing is a control that is usually performed for an engine operating under load, the transition can be performed quickly and without causing torque fluctuation. As a result, it is possible to suppress inconveniences such as torque fluctuation that may occur when returning from the fuel cut while the rapid catalyst warm-up control is being performed. [Brief description of the drawings]

[0009] [Figure 1]1 is a diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with an engine device as an embodiment of the present invention. [Diagram 2] FIG. 2 is a diagram showing an outline of the configuration of an engine 22. [Diagram 3] 5 is a flowchart showing an example of a fuel cut recovery process during rapid catalyst warm-up executed by the engine ECU 24. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] Next, a mode for carrying out the present invention will be described using examples. EXAMPLES

[0011] Fig. 1 is a schematic diagram showing the configuration of a hybrid vehicle 20 according to an embodiment of the present invention, and Fig. 2 is a schematic diagram showing the configuration of an engine 22. As shown in Fig. 1, the hybrid vehicle 20 of the embodiment includes the engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50, and a hybrid electronic control unit (hereinafter referred to as HVECU) 70.

[0012] The engine 22 is configured as a six-cylinder internal combustion engine that uses fuel such as gasoline or diesel and outputs power through four strokes: intake, compression, expansion (explosive combustion), and exhaust. As shown in FIG. 2, the engine 22 has a port injection valve 126 that injects fuel supplied from a fuel supply device 150 through a low-pressure supply pipe 153 into an intake port, and an in-cylinder injection valve 127 that injects fuel supplied from the fuel supply device 150 through a high-pressure supply pipe 158 into a cylinder. The in-cylinder injection valve 127 is disposed approximately at the center of the top of a combustion chamber 129 and injects fuel in a spray form. The spark plug 130 is disposed near the in-cylinder injection valve 127 so as to ignite the fuel sprayed in a spray form from the in-cylinder injection valve 127. The engine 22 has the port injection valve 126 and the in-cylinder injection valve 127, and can be operated in any one of a port injection mode, an in-cylinder injection mode, and a common injection mode. In the port injection mode, air purified by the air cleaner 122 is drawn into the intake pipe 123 and passes through the throttle valve 124 and the surge tank 125, while fuel is injected from the port injection valve 126 downstream of the surge tank 125 of the intake pipe 123 to mix the air and fuel. This mixture is then drawn into the combustion chamber 129 via the intake valve 128 and combusted explosively by an electric spark from the spark plug 130, and the reciprocating motion of the piston 132, which is pushed down by the energy of the mixture in the cylinder bore, is converted into the rotational motion of the crankshaft 23. In the in-cylinder injection mode, air is drawn into the combustion chamber 129 in the same manner as in the port injection mode, and fuel is injected from the in-cylinder injection valve 127 during the intake stroke and compression stroke, and the fuel is combusted explosively by an electric spark from the spark plug 130 to obtain the rotational motion of the crankshaft 23. In the common injection mode, fuel is injected from the port injection valve 126 when air is drawn into the combustion chamber 129, and fuel is injected from the in-cylinder injection valve 127 during the intake stroke and the compression stroke, and the fuel is exploded and burned by an electric spark from the spark plug 130 to obtain the rotational motion of the crankshaft 23. These injection modes are switched based on the operating state of the engine 22. Exhaust discharged from the combustion chamber 129 into the exhaust pipe 134 via the exhaust valve 133 is discharged into the outside air via a purification device 135.The purification device 135 has a purification catalyst (three-way catalyst) 135a that purifies harmful components in the exhaust gas, such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx).

[0013] The fuel supply device 150 is configured as a device that supplies fuel in a fuel tank 151 to a port injection valve 126 and an in-cylinder injection valve 127 of the engine 22. The fuel supply device 150 includes the fuel tank 151, a feed pump 152, a low-pressure supply pipe 153, a check valve 154, a relief pipe 155, a relief valve 156, a high-pressure pump 157, and a high-pressure supply pipe 158.

[0014] Feed pump 152 is configured as an electric pump that operates by receiving power from a battery (not shown), and is disposed in fuel tank 151. This feed pump 152 supplies fuel in fuel tank 151 to low-pressure supply pipe 153. Low-pressure supply pipe 153 is connected to port injection valve 126. Check valve 154 is provided in low-pressure supply pipe 153, and allows fuel to flow in the direction from feed pump 152 to port injection valve 126, while regulating fuel flow in the opposite direction.

[0015] Relief pipe 155 is connected to low-pressure supply pipe 153 and fuel tank 151. Relief valve 156 is provided in relief pipe 155, and closes when the fuel pressure in low-pressure supply pipe 153 is below threshold value Pflolim, and opens when the fuel pressure in low-pressure supply pipe 153 is equal to or higher than threshold value Pflolim. When relief valve 156 opens, a portion of the fuel in low-pressure supply pipe 153 is returned to fuel tank 151 via relief pipe 155. In this way, the fuel pressure in low-pressure supply pipe 153 is prevented from becoming excessive.

[0016] The high-pressure pump 157 is driven by power from the engine 22 (in this embodiment, the rotation of the intake camshaft that opens and closes the intake valve 128) and is configured as a pump that pressurizes fuel in the low-pressure supply pipe 153 and supplies it to the high-pressure supply pipe 158. The high-pressure pump 157 has an electromagnetic valve 157a connected to its intake port and opens and closes when pressurizing the fuel, a check valve 157b connected to its discharge port and restricts the backflow of fuel and maintains the fuel pressure in the high-pressure supply pipe 158, and a plunger 157c that is actuated (moves in the vertical direction in FIG. 1 ) by the rotation of the engine 22 (the rotation of the intake camshaft). When the engine 22 is operating, the high-pressure pump 157 draws in fuel from the low-pressure supply pipe 153 when the electromagnetic valve 157a is opened, and when the electromagnetic valve 157a is closed, the high-pressure pump 157 pressurizes the fuel to be supplied to the high-pressure supply pipe 158 by intermittently sending the fuel compressed by the plunger 157c to the high-pressure supply pipe 158 via the check valve 157b.

[0017] The operation of the engine 22 is controlled by an engine ECU 24. The engine ECU 24 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports (not shown).

[0018] Signals from various sensors required for controlling the operation of the engine 22 are input to the engine ECU 24 via an input port. Examples of signals input to the engine ECU 24 include a crank angle θcr from a crank position sensor 140 that detects the rotational position of the crankshaft 23 of the engine 22, and a coolant temperature Tw from a water temperature sensor 142 that detects the temperature of the coolant for the engine 22. Other examples of signals input to the engine ECU 24 include cam angles θci and θco from a cam position sensor 144 that detects the rotational position of an intake camshaft that opens and closes the intake valve 128 and the rotational position of an exhaust camshaft that opens and closes the exhaust valve 133. Other examples of such a measurement include the throttle opening TH from a throttle valve position sensor 124a that detects the position of the throttle valve 124, the intake air amount Qa from an air flow meter 123a attached upstream of the throttle valve 124 in the intake pipe 123, the intake air temperature Ta from a temperature sensor 123t attached upstream of the throttle valve 124 in the intake pipe 123, and the surge pressure Ps from a pressure sensor 125a attached to the surge tank 125. Other examples of such a measurement include a front air-fuel ratio AF1 from a front air-fuel ratio sensor 137 attached upstream of the purification device 135 in the exhaust pipe 134, and a rear air-fuel ratio AF2 from a rear air-fuel ratio sensor 138 attached between the purification device 135 and the PM filter 136 in the exhaust pipe 134. Other examples of such fuel pressure include the fuel temperature Tftnk from a fuel temperature sensor 151t attached to the fuel tank 151, the rotation speed Np of the feed pump 152 from a rotation speed sensor 152a attached to the feed pump 152, the low pressure fuel pressure (the pressure of the fuel supplied to the port injection valve 126) PL from a fuel pressure sensor 153p attached to the low pressure supply pipe 153 near the port injection valve 126 (e.g., a low pressure delivery pipe), and the high pressure fuel pressure (the pressure of the fuel supplied to the in-cylinder injection valve 127) PH from a fuel pressure sensor 158p attached to the high pressure supply pipe 158 near the in-cylinder injection valve 127 (e.g., a high pressure delivery pipe).

[0019] Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via an output port. Examples of signals output from the engine ECU 24 include a control signal to the throttle valve 124, a control signal to the port injection valve 126, a control signal to the in-cylinder injection valve 127, and a control signal to the ignition plug 130. Other examples include a control signal to the feed pump 152 of the fuel supply device 150, and a control signal to the electromagnetic valve 157a of the high-pressure pump 157.

[0020] The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotation speed Ne of the engine 22 based on the crank angle θcr of the engine 22 from the crank position sensor 140. The engine ECU 24 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 22) based on the intake air amount Qa from the air flow meter 123a and the rotation speed Ne of the engine 22.

[0021] As shown in Fig. 1, the planetary gear 30 is configured as a single pinion type planetary gear mechanism. A rotor of a motor MG1 is connected to a sun gear of the planetary gear 30. A drive shaft 36 that is connected to drive wheels 39a, 39b via a differential gear 38 is connected to a ring gear of the planetary gear 30. A crankshaft 23 of the engine 22 is connected to a carrier of the planetary gear 30.

[0022] The motor MG1 is configured, for example, as a synchronous generator motor, and as described above, its rotor is connected to the sun gear of the planetary gear 30. The motor MG2 is configured, for example, as a synchronous generator motor, and its rotor is connected to the drive shaft 36. The inverters 41, 42 are used to drive the motors MG1, MG2, and are connected to a battery 50 via a power line 54. The motors MG1, MG2 are rotationally driven by a motor electronic control unit (hereinafter referred to as "motor ECU") 40 controlling the switching of a plurality of switching elements (not shown) of the inverters 41, 42.

[0023] The motor ECU 40 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports (not shown). Signals from various sensors required for driving and controlling the motors MG1 and MG2 are input to the motor ECU 40 via the input ports. Examples of signals input to the motor ECU 40 include rotational positions θm1 and θm2 from rotational position sensors (not shown) that detect the rotational positions of the rotors of the motors MG1 and MG2, and phase currents Iu1, Iv1, Iu2, and Iv2 from current sensors (not shown) that detect the phase currents flowing through the phases of the motors MG1 and MG2. The motor ECU 40 outputs switching control signals and the like to a plurality of switching elements (not shown) of the inverters 41 and 42 via the output ports. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 calculates the electrical angles θe1, θe2 and rotation speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position sensors.

[0024] The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel-hydrogen secondary battery, and as described above, is connected to the inverters 41, 42 via the power line 54. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as the "battery ECU") 52.

[0025] Although not shown, the battery ECU 52 includes a microcomputer having a CPU, a ROM, a RAM, a flash memory, an input / output port, and a communication port. Signals from various sensors required for managing the battery 50 are input to the battery ECU 52 via an input port. Examples of signals input to the battery ECU 52 include a voltage Vb of the battery 50 from a voltage sensor (not shown) attached between the terminals of the battery 50, a current Ib of the battery 50 from a current sensor (not shown) attached to an output terminal of the battery 50, and a temperature Tb of the battery 50 from a temperature sensor (not shown) attached to the battery 50. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 calculates a power storage ratio SOC of the battery 50 based on an integrated value of the current Ib of the battery 50 from the current sensor. The power storage ratio SOC is a ratio of the amount of power that can be discharged from the battery 50 to the total capacity of the battery 50.

[0026] Although not shown, the HVECU 70 includes a microcomputer having a CPU, a ROM, a RAM, a flash memory, an input / output port, and a communication port. Signals from various sensors are input to the HVECU 70 via the input port. Examples of signals input to the HVECU 70 include an ignition signal from an ignition switch 80 and a shift position SP from a shift position sensor 82 that detects the operation position of a shift lever 81. Other examples of signals input to the HVECU 70 include an accelerator opening Acc from an accelerator pedal position sensor 84 that detects the amount of depression of an accelerator pedal 83, a brake pedal position BP from a brake pedal position sensor 86 that detects the amount of depression of a brake pedal 85, and a vehicle speed V from a vehicle speed sensor 87. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port.

[0027] In the hybrid vehicle 20 of the embodiment thus configured, the HVECU 70, the engine ECU 24, and the motor ECU 40 are controlled in a coordinated manner to basically switch between a hybrid driving mode (HV driving mode) in which the engine 22 is operated, and an electric driving mode (EV driving mode) in which the engine 22 is not operated, and the vehicle runs while operating the engine 22 intermittently.

[0028] In the HV driving mode, the HVECU 70 basically first sets a driving torque Td* required for driving (required of the drive shaft 36) based on the accelerator opening Acc and the vehicle speed V, and calculates a driving power Pd* required for driving by multiplying the set driving torque Td* by the rotation speed Nd of the drive shaft 36 (rotation speed Nm2 of the motor MG2). Next, the HVECU 70 sets a target power Pe* for the engine 22 based on the driving power Pd* and the charge storage rate SOC of the battery 50, and sets a target rotation speed Ne* and target torque Te* for the engine 22 and torque commands Tm1* and Tm2* for the motors MG1 and MG2 so that the target power Pe* is output from the engine 22 and the driving torque Td* is output to the drive shaft 36. The set target rotation speed Ne* and target torque Te* are sent to the engine ECU 24, and the torque commands Tm1* and Tm2* are sent to the motor ECU 40.

[0029] The engine ECU 24 performs operation control of the engine 22, such as intake air amount control, fuel injection control, ignition control, and opening / closing timing control, so that the engine 22 operates based on the target rotation speed Ne* and the target torque Te*. The intake air amount control is performed by controlling the opening of the throttle valve 124. The fuel injection control is performed by controlling the fuel injection amount from the port injection valve 126 and the in-cylinder injection valve 127 in the port injection mode, the in-cylinder injection mode, or the shared injection mode. The ignition control is performed by controlling the ignition timing of the spark plug 130. The motor ECU 40 performs switching control of a plurality of switching elements of the inverters 41, 42 so that the motors MG1, MG2 are driven by the torque commands Tm1*, Tm2*.

[0030] In the EV driving mode, the HVECU 70 sets the driving torque Td* in the same manner as in the HV driving mode, sets the torque command Tm1* of the motor MG1 to a value of 0, sets the torque command Tm2* of the motor MG2 so that the driving torque Td* is output to the drive shaft 36, and transmits the set torque commands Tm1* and Tm2* to the motor ECU 40. The control of the inverters 41 and 42 by the motor ECU 40 has been described above.

[0031] In the HV driving mode, when the target power Pe* falls below the power threshold Peref, it is determined that the stop condition for the engine 22 is satisfied, and the engine 22 is stopped and the mode is switched to the EV driving mode. In the EV driving mode, when the target power Pe* calculated in the same manner as in the HV driving mode falls above the power threshold (Peref+α), it is determined that the start condition for the engine 22 is satisfied, and the engine 22 is started and the mode is switched to the HV driving mode.

[0032] The engine device mounted on the hybrid vehicle 20 of the embodiment includes an engine 22 and an engine ECU 24 .

[0033] In the engine device mounted on the hybrid vehicle 20 of the embodiment, rapid catalyst warm-up is performed on the purification catalyst (three-way catalyst) 135a of the purification device 135 attached to the exhaust pipe 134 of the engine 22. The rapid catalyst warm-up of the purification device 135 is performed when the condition that the catalyst temperature Tc is equal to or lower than a predetermined temperature below the activation temperature or the accelerator is off is satisfied. The rapid catalyst warm-up is performed by injecting fuel one to three times during the intake stroke and compression stroke, and the final fuel injection is performed during the expansion stroke, and the fuel is ignited in synchronization with the fuel injection during the expansion stroke.

[0034] In such rapid catalyst warm-up, the engine 22 speed Ne is set to a predetermined speed Neset (e.g., 1300 rpm), and the ignition timing Tp is controlled to be retarded as much as possible. If the ignition timing Tp is retarded, the combustion efficiency decreases, so the engine 22 speed Ne is maintained by increasing the intake air amount. As a result, the amount of combustion gas increases and the absolute amount of emission components also increases, but catalyst warm-up is promoted. The ignition timing Tp is retarded in a progressive manner so as to approach the basic ignition timing Tpbase for rapid catalyst warm-up by a predetermined angle for each ignition. The engine 22 speed Ne is controlled to be the predetermined speed Neset by correcting the ignition timing Tp and the intake air amount Qa using a correction value obtained by feedback control based on the engine 22 speed Ne.

[0035] Next, the operation of the engine device mounted on the hybrid vehicle 20 of the embodiment will be described, particularly the operation when fuel is cut during rapid catalyst warm-up and then the fuel is restored. Fig. 3 is a flow chart showing an example of a fuel cut restoration process during rapid catalyst warm-up executed by the engine ECU 24.

[0036] When the fuel cut recovery process during rapid catalyst warm-up is executed, the engine ECU 24 first determines whether or not the fuel cut during rapid catalyst warm-up has been recovered (step S100). If it is determined that the fuel cut during rapid catalyst warm-up has not been recovered, the process is not applicable and is therefore terminated.

[0037] When it is determined in step S100 that the engine 22 is returning from the fuel cut during the rapid catalyst warm-up, the engine 22 is put into a loaded state (step S110) and awaits a predetermined number of ignitions (step S120). In consideration of the subsequent transition to the rapid catalyst warm-up control, the engine 22 is preferably put into an autonomous (idling) state at a predetermined rotation speed Neset as the loaded operation of the engine 22. The predetermined number of ignitions is preferably the number of ignitions required for the engine 22 to stabilize in the loaded operation, and may be one, two, or three times. The ignition timing Tpcut during the fuel cut is set to a predetermined timing (e.g., BTDC20) on the advanced side of the ignition timing during the loaded operation so that the engine 22 can be immediately operated under the load after the engine 22 returns from the fuel cut. For this reason, the ignition timing Tp can be immediately set to the timing during the loaded operation by operating the engine 22 under the loaded operation.

[0038] When it is determined in step S120 that the engine 22 has been operated under load and ignited the predetermined number of times, the process transitions to rapid catalyst warm-up (step S130) and ends this process. The transition from load operation to rapid catalyst warm-up is performed by gradually retarding the ignition timing Tp to the basic ignition timing Tpbase for rapid catalyst warm-up. Since the transition to rapid catalyst warm-up involving retardation by gradually changing the ignition timing Tp is a control that is normally performed for the engine 22 operating under load, it can be performed quickly and without causing torque fluctuations.

[0039] In the engine device mounted on the hybrid vehicle 20 of the embodiment described above, fuel cut is performed during rapid catalyst warm-up in which the ignition timing Tp is significantly retarded to rapidly warm up the catalyst 135 of the purification device 135, and then, when returning from the fuel cut, the engine 22 is operated under load and ignition is performed a predetermined number of times before transitioning to rapid catalyst warm-up. The ignition timing Tpcut during fuel cut is set to a predetermined timing (e.g., BTDC20) on the advanced side of the ignition timing during load operation so that the engine 22 can be operated under load immediately after returning from the fuel cut, so that the ignition timing Tp can be immediately set to the timing during load operation by operating the engine 22 under load and returning from the fuel cut. The transition from the load operation to the rapid catalyst warm-up is performed by gradually retarding the ignition timing Tp to the basic ignition timing Tpbase for rapid catalyst warm-up, but since such a transition from the load operation to the rapid catalyst warm-up is a control that is normally performed, it can be performed quickly and without causing torque fluctuation. As a result, it is possible to suppress inconveniences that may occur when returning from a fuel cut while rapid catalyst warm-up is being performed.

[0040] In the engine device mounted on the hybrid vehicle 20 of the embodiment, the engine 22 speed Ne is set to a predetermined speed Neset, fuel is injected one to three times during the intake stroke and compression stroke, and the final fuel injection is performed during the expansion stroke, and is performed by expansion stroke injection that ignites in synchronization with the fuel injection during the expansion stroke. However, as long as the engine 22 speed Ne is set to the predetermined speed Neset and the ignition timing is retarded to warm up the catalyst 135a, the fuel injection may be performed at any timing.

[0041] In the engine device mounted on the hybrid vehicle 20 of the embodiment, the in-cylinder injection valve 127 is disposed approximately in the center of the top of the combustion chamber 129, and the ignition plug 130 is disposed near the in-cylinder injection valve 127. However, the in-cylinder injection valve 127 may be disposed on the side of the combustion chamber 129, and the ignition plug 130 may be disposed in the center of the top of the combustion chamber 129.

[0042] In the embodiment, the present invention is applied to an engine device mounted on a hybrid vehicle 20 having an engine 22, a motor MG1, a motor MG2, and a planetary gear 30, but the present invention may be applied to an engine device mounted on a hybrid vehicle of any configuration as long as it has an engine and a control device, and the present invention may be applied to an engine device mounted on an automobile driven by a normal engine without a motor.

[0043] 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 problem will be described below. In the embodiment, the engine 22 corresponds to the "engine", the purification device 135 corresponds to the "purification device", and the engine ECU 24 corresponds to the "control device".

[0044] 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.

[0045] 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]

[0046] The present invention can be used in the hybrid vehicle manufacturing industry and the like. [Explanation of symbols]

[0047] 20 hybrid vehicle, 22 engine, 23 crankshaft, 24 engine ECU, 30 planetary gear, 36 drive shaft, 38 differential gear, 39a, 39b drive wheels, 40 motor ECU, 41, 42 inverter, 50 battery, 52 battery ECU, 54 power line, 70 HVECU, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 87 vehicle speed sensor, 122 air cleaner, 123 intake pipe, 123a air flow meter, 123t temperature sensor, 124 throttle valve, 124a throttle valve position sensor, 125 surge tank, 125a pressure sensor, 126 port injection valve, 127 in-cylinder injection valve, 128 Intake valve, 129 combustion chamber, 130 spark plug, 132 piston, 133 exhaust valve, 134 exhaust pipe, 135 purification device, 135a purification catalyst, 136 PM filter, 136a differential pressure sensor, 137 front air-fuel ratio sensor, 138 rear air-fuel ratio sensor, 140 crank position sensor, 142 water temperature sensor, 144 cam position sensor, 150 fuel supply device, 151 fuel tank, 151t fuel temperature sensor, 152 feed pump, 152a rotational speed sensor, 153 low pressure supply pipe, 153p fuel pressure sensor, 154 check valve, 155 relief pipe, 156 relief valve, 157 high pressure pump, 157a solenoid valve, 157b check valve, 157c plunger, 158 high pressure supply pipe, 158p Fuel pressure sensor, MG1,MG2 motor.

Claims

[Claim 1] An engine having an exhaust system equipped with a purification device having a catalyst for purifying exhaust gas; a control device that executes a catalyst warm-up control for warming up a catalyst of the purification device by retarding an ignition timing of the engine compared to that during normal load operation; An engine device comprising: When a fuel cut is executed while the catalyst warm-up control is being executed and then the fuel cut is resumed, the control device operates the engine under load for a predetermined period of time and then transitions to the catalyst warm-up control. An engine device characterized by:

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