Engine equipment

Abstract

To prevent output power of an electric motor from exceeding output restriction of a power storage device, at the time of regeneration of a particulate substance removal filter.SOLUTION: An engine device includes an engine where a particulate substance removal filter for removing a particulate substance is mounted on an exhaust system, an electric motor capable of motoring the engine, a power storage device for exchanging power with the electric motor, and a control device for controlling the engine and the electric motor. In filter regeneration of motoring the engine by the electric motor accompanying fuel cut so as to regenerate the particulate substance removal filter, the control device reduces motoring target speed of the engine, when discharge power of the power storage device exceeds output restriction of the power storage device.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 particulate matter removal filter attached to an exhaust system for removing particulate matter, and an electric motor capable of motoring the engine. [Background technology]

[0002] Conventionally, one proposed engine device of this type is one that includes a planetary gear with three rotating elements connected to three shafts: an engine output shaft with a particulate matter removal filter attached to the exhaust system that removes particulate matter, a motor rotation shaft, and a drive shaft connected to the axle (see, for example, Patent Document 1).In this engine device, the particulate matter removal filter is regenerated by motoring the engine with the motor in a fuel-cut state. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2020-075529 Summary of the Invention [Problem to be solved by the invention]

[0004] In the engine system described above, when the battery output limit is small, such as at low temperatures, motoring the engine with the motor to regenerate the particulate matter removal filter may result in the motor output power exceeding the battery output limit. At low temperatures, not only is the battery output limit small, but the engine friction torque is also large, so motoring the engine requires a large output power from the motor, which may exceed the battery output limit in some cases.

[0005] The main object of the engine device of the present invention is to prevent the output power of the electric motor from exceeding the output limit of the power storage device during regeneration of the particulate matter removal filter. [Means for solving the problem]

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

[0007] The engine device of the present invention comprises: an engine having a particulate matter removal filter attached to an exhaust system for removing particulate matter; an electric motor capable of motoring the engine; a power storage device that exchanges power with the electric motor; a control device that controls the engine and the electric motor; An engine device comprising: the control device reduces the motoring target rotation speed of the engine when the discharge power of the power storage device exceeds an output limit of the power storage device during filter regeneration in which the engine is motored by the electric motor with fuel cut to regenerate the particulate matter removal filter. It is characterized by:

[0008] In the engine system of the present invention, when the discharge power of the power storage device exceeds the output limit of the power storage device during filter regeneration in which the engine is motored by the electric motor with fuel cut to regenerate the particulate matter removal filter, the engine motoring target rotation speed is reduced, thereby reducing the output power of the electric motor and reducing the discharge power of the power storage device, and preventing the discharge power of the power storage device from exceeding the output limit of the power storage device.

[0009] In the engine device of the present invention, the control device may cancel the fuel cut and prohibit regeneration of the particulate matter removal filter when the motoring target rotation speed becomes equal to or lower than a predetermined rotation speed during filter regeneration. This eliminates the need for engine motoring, making it possible to prevent the output power of the electric motor from exceeding the output limit of the power storage device. In a vehicle equipped with such an engine device, the prohibition of regeneration of the particulate matter removal filter may be canceled when the accelerator is pressed. In other words, after the accelerator is pressed, regeneration of the particulate matter removal filter can be performed when conditions are met based on a request for regeneration of the particulate matter removal filter. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with an engine device 21 as an embodiment of the present invention. [Figure 2] FIG. 2 is a diagram showing the outline of the configuration of an engine device 21. [Figure 3] 4 is a flowchart showing an example of a processing routine executed by an engine ECU 24. DETAILED DESCRIPTION OF THE INVENTION

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

[0012] Fig. 1 is a schematic diagram showing the configuration of a hybrid vehicle 20 equipped with an engine device according to one embodiment of the present invention. 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, an engine electronic control unit (hereinafter referred to as "engine ECU") 24, 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. Here, the engine device 21 corresponds to the engine 22, the engine ECU 24, the HVECU 70, the planetary gear 30, the motor MG1, and the battery 50.

[0013] The engine 22 is configured as a four-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 into an intake port and an in-cylinder injection valve 127 that injects fuel into a cylinder. By having the port injection valve 126 and the in-cylinder injection valve 127, the engine 22 can operate in any of a port injection mode, an in-cylinder injection mode, and a combined injection mode. In the port injection mode, air purified by an air cleaner 122 is drawn into an intake pipe 123 and passes through a throttle valve 124 and a surge tank 125, and fuel is injected from a port injection valve 126 downstream of the surge tank 125 in the intake pipe 123 to mix the air and fuel. This air-fuel mixture is then drawn into combustion chamber 129 via intake valve 128, where it is explosively combusted by an electric spark from spark plug 130. The reciprocating motion of piston 132, which is pushed down in cylinder bore 131 by the energy of the mixture, is converted into rotational motion of crankshaft 23. In in-cylinder injection mode, air is drawn into combustion chamber 129 as in port injection mode, and fuel is injected from in-cylinder injection valve 127 during the intake stroke or compression stroke, where it is explosively combusted by an electric spark from spark plug 130, thereby generating rotational motion of crankshaft 23. In dual injection mode, fuel is injected from port injection valve 126 when air is drawn into combustion chamber 129, and fuel is also injected from in-cylinder injection valve 127 during the intake stroke or compression stroke, where it is explosively combusted by an electric spark from spark plug 130, thereby generating rotational motion of crankshaft 23. These injection modes are switched based on the operating state of engine 22. Exhaust gas discharged from combustion chamber 129 into exhaust pipe 134 via exhaust valve 133 is then discharged into the outside air via purification device 135 and PM filter 136. 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). PM filter 136 is formed as a porous filter using ceramics, stainless steel, or the like, and captures particulate matter (PM) such as soot in the exhaust gas.It should be noted that instead of the PM filter 136, a four-way catalyst may be used that combines the purification function of a three-way catalyst with the function of trapping particulate matter.

[0014] The operation of the engine 22 is controlled by an engine ECU 24. Although not shown, the engine ECU 24 is configured as a microprocessor centered around a CPU, and in addition to the CPU, includes a ROM for storing processing programs, a RAM for temporarily storing data, a flash memory for storing and holding data, an input / output port, and a communication port.

[0015] Signals from various sensors required for controlling the operation of the engine 22 are input via an input port to the engine ECU 24. 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 a 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 include a throttle opening TH from a throttle valve position sensor 124a that detects the position of the throttle valve 124, an intake air amount Qa from an air flow meter 123a attached upstream of the throttle valve 124 in the intake pipe 123, an intake air temperature Ta from a temperature sensor 123t attached upstream of the throttle valve 124 in the intake pipe 123, and a surge pressure Ps from a pressure sensor 125a attached to the surge tank 125. Other examples 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, a rear air-fuel ratio AF2 from a rear air-fuel ratio sensor 138 attached downstream of the purification device 135 in the exhaust pipe 134, and a differential pressure ΔP from a differential pressure sensor 136a that detects a differential pressure before and after the PM filter 136 (a differential pressure between the upstream side and the downstream side).

[0016] The engine ECU 24 outputs, via an output port, various control signals for controlling the operation of the engine 22. Examples of signals output from the engine ECU 24 include a control signal to a throttle valve 124, a control signal to a port injection valve 126, a control signal to an in-cylinder injection valve 127, and a control signal to an ignition plug 130.

[0017] 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 per 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. The engine ECU 24 also calculates a PM accumulation amount Qpm as the accumulation amount of particulate matter accumulated on the PM filter 136 based on the differential pressure ΔP from the differential pressure sensor 136a, and calculates a filter temperature Tf as the temperature of the PM filter 136 based on the rotation speed Ne of the engine 22 and the load factor KL.

[0018] As shown in Fig. 1, the planetary gear 30 is configured as a single-pinion planetary gear mechanism. A rotor of a motor MG1 is connected to a sun gear of the planetary gear 30. A drive shaft 36, which is coupled 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 via a damper 28.

[0019] The motor MG1 is configured as, for example, 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 as, for example, a synchronous generator motor, and its rotor is connected to the drive shaft 36. The inverters 41 and 42 are used to drive the motors MG1 and MG2, and are connected to a battery 50 via a power line 54. The motors MG1 and MG2 are rotationally driven by a motor electronic control unit (hereinafter referred to as "motor ECU") 40, which controls the switching of a plurality of switching elements (not shown) of the inverters 41 and 42.

[0020] The motor ECU 40 is configured as a microprocessor centered on a CPU (not shown), and in addition to the CPU, includes a ROM for storing processing programs, a RAM for temporarily storing data, a flash memory for storing and retaining data, input / output ports, and communication ports. 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 the rotational positions θm1 and θm2 of the rotors of the motors MG1 and MG2 from rotational position sensors (not shown) that detect the rotational positions of the rotors of the motors MG1 and MG2, and the phase currents Iu1, Iv1, Iu2, and Iv2 of the phases of the motors MG1 and MG2 from current sensors (not shown) that detect the phase currents flowing through the phases of the motors MG1 and MG2. The U40 outputs, via an output port, switching control signals and the like to a plurality of switching elements (not shown) of the inverters 41 and 42. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 calculates the electrical angles θe1 and θe2 and rotation speeds Nm1 and Nm2 of the motors MG1 and MG2 based on the rotational positions θm1 and θm2 of the rotors of the motors MG1 and MG2 from the rotational position sensors.

[0021] Battery 50 is configured as, for example, a lithium ion secondary battery or a nickel-metal hydride secondary battery, and as described above, is connected to inverters 41, 42 via power line 54. Battery 50 is managed by a battery electronic control unit (hereinafter referred to as "battery ECU") 52.

[0022] Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU. In addition to the CPU, the battery ECU 52 includes a ROM for storing processing programs, a RAM for temporarily storing data, a flash memory for storing and retaining data, 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 the input port. Examples of signals input to the battery ECU 52 include the voltage Vb of the battery 50 from a voltage sensor (not shown) attached between the terminals of the battery 50, the current Ib of the battery 50 from a current sensor (not shown) attached to the output terminals of the battery 50, and the 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 the communication port. The battery ECU 52 calculates the state of charge (SOC) of the battery 50 based on the integrated value of the current Ib of the battery 50 from the current sensor. The state of charge (SOC) is the ratio of the amount of power that can be discharged from the battery 50 to the total capacity of the battery 50. The battery ECU 52 also sets an output limit Wout as the maximum allowable output power that may be output from the battery 50 and an input limit Win as the maximum allowable input power that may be input, based on the power storage rate SOC and the temperature Tb of the battery 50. The output limit Wout and input limit Win of the battery 50 are set with a certain amount of leeway so as not to cause deterioration of the battery 50.

[0023] Although not shown, the HVECU 70 is configured as a microprocessor centered around a CPU. In addition to the CPU, the HVECU 70 includes a ROM for storing processing programs, a RAM for temporarily storing data, a flash memory for storing and retaining data, input / output ports, and communication ports. Signals from various sensors are input to the HVECU 70 via the input ports. 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 operating 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 88. 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 ports.

[0024] The hybrid vehicle 20 of this embodiment configured as described above runs in a hybrid driving mode (HV driving mode) in which the engine 22 is in operation, or in an electric driving mode (EV driving mode) in which the engine 22 is stopped, through cooperative control between the HVECU 70, the engine ECU 24, and the motor ECU 40. In these driving modes, the engine 22 and the motors MG1 and MG2 are controlled so that a driving torque Td* required of the drive shaft 36 based on the accelerator pedal position Acc and the vehicle speed V is output to the drive shaft 36.

[0025] Next, a description will be given of the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when regeneration of the PM filter 136 is being performed. Here, the regeneration of the PM filter 136 is performed by supplying air (oxygen) to the PM filter 136 by cutting fuel to the engine 22, and burning the particulate matter accumulated on the PM filter 136.

[0026] 3 is a flowchart showing an example of a PM filter regeneration process executed by the engine ECU 24. This PM filter regeneration process is repeatedly executed from the start of the regeneration process of the PM filter 136 until the regeneration is completed.

[0027] When the PM filter regeneration process is executed, the engine ECU 24 first determines whether the discharge power Pout of the battery 50 is equal to or greater than the output limit Wout of the battery 50 (step S100). The discharge power Pout of the battery 50 can be calculated as the sum of the output power Pmg1 of the motor MG1 and the output power Pmg2 of the motor MG2. A case in which it is determined that the discharge power Pout of the battery 50 is equal to or greater than the output limit Wout of the battery 50 can be cited, for example, as a low temperature (such as an air temperature of −20° C. or −10° C.). The reason why the discharge power Pout of the battery 50 is likely to be equal to or greater than the output limit Wout of the battery 50 at low temperatures is that the output limit Wout of the battery 50 is smaller and that greater power is required for motoring the engine 22 by the motor MG1 due to increased friction torque of the engine 22. If it is determined that the discharge power Pout of the battery 50 is equal to or greater than the output limit Wout of the battery 50, the target rotation speed Ne* when motoring the engine 22 by the motor MG1 is reduced by a reduced rotation speed ΔN in order to reduce the discharge power Pout of the battery 50 (step S110). The reduced rotation speed ΔN can be, for example, 300 rpm or 500 rpm. On the other hand, if it is determined that the discharge power Pout of the battery 50 is less than the output limit Wout of the battery 50, it is determined that there is no problem with the regeneration process of the PM filter 136, and the target rotation speed Ne* when motoring the engine 22 by the motor MG1 is maintained.

[0028] Next, the engine ECU 24 determines whether the target rotation speed Ne* when motoring the engine 22 by the motor MG1 is less than a predetermined rotation speed Nref (step S120). The predetermined rotation speed Nref is a rotation speed of the engine 22 that can supply a sufficient amount of air for regenerating the PM filter 136, and can be determined through experiments, etc. If it is determined that the target rotation speed Ne* when motoring the engine 22 by the motor MG1 is less than the predetermined rotation speed Nref, it is determined that this is unfavorable for the regeneration process of the PM filter 136, and the fuel cut is canceled (step S130) and regeneration of the PM filter 136 is prohibited (step S140). On the other hand, if it is determined that the target rotation speed Ne* when motoring the engine 22 by the motor MG1 is equal to or greater than the predetermined rotation speed Nref, the regeneration of the PM filter 136 continues.

[0029] Furthermore, the engine ECU 24 determines whether regeneration of the PM filter 136 is prohibited (step S150). If it is determined that regeneration of the PM filter 136 is not prohibited, it is determined that regeneration of the PM filter 136 is continuing, and this process ends. On the other hand, if it is determined that regeneration of the PM filter 136 is prohibited, it is determined whether the accelerator opening Acc is equal to or greater than a threshold value Aref (step S160). The threshold value Aref is an accelerator opening for determining whether the accelerator is on, and may be, for example, 2% or 3%. If it is determined that the accelerator opening Acc is less than the threshold value Aref (accelerator is off), it is determined that the inhibition of regeneration of the PM filter 136 needs to continue, and this process ends. If it is determined that the accelerator opening Acc is equal to or greater than the threshold value Aref (accelerator is on), it permits regeneration of the PM filter 136 to enable regeneration of the PM filter 136 again (step S170), and this process ends. Once the regeneration of the PM filter 136 is permitted, the regeneration process of the PM filter 136 is executed when the execution conditions for the regeneration of the PM filter 136 are met thereafter.

[0030] Now, consider a case where the temperature Tb of the battery 50 is relatively high and the output limit Wout is large. In this case, in the PM filter regeneration process of FIG. 3, it is determined in step S100 that the discharge power Pout is equal to or greater than the output limit Wout, and the target rotation speed Ne* when the engine 22 is motored by the motor MG1 is maintained. Therefore, it is determined in step S120 that the target rotation speed Ne* is equal to or greater than the predetermined rotation speed Nref, and it is determined in step S150 that regeneration of the PM filter 136 is not prohibited, and the process ends. This state continues.

[0031] Next, consider a case where the temperature Tb of the battery 50 is low and the output limit Wout is small. In this case, in the PM filter regeneration process of FIG. 3 , it is determined in step S100 that the discharge power Pout is less than the output limit Wout, and the target rotation speed Ne* when motoring the engine 22 by the motor MG1 is reduced by the reduction rotation speed ΔN. If the target rotation speed Ne* is reduced by the reduction rotation speed ΔN multiple times, the target rotation speed Ne* becomes less than the predetermined rotation speed Nref. Therefore, it is determined in step S120 that the target rotation speed Ne* is less than the predetermined rotation speed Nref, and the fuel cut is canceled in steps S130 and S140, and regeneration of the PM filter 136 is prohibited. As a result, motoring of the engine 22 by the motor MG1 ends, and power is output from the engine 22, preventing the output power of the motors MG1 and MG2 from exceeding the output limit Wout of the battery 50.

[0032] The prohibition of regeneration of the PM filter 136 continues until the accelerator opening Acc becomes equal to or greater than the threshold value Aref and it is determined that the accelerator is on, and is then released (regeneration is permitted) when it is determined that the accelerator is on. This allows the regeneration process of the PM filter 136 to be executed again.

[0033] In the engine device 21 mounted on the hybrid vehicle 20 of the embodiment described above, when it is determined that the discharge power Pout of the battery 50 is equal to or greater than the output limit Wout of the battery 50 during the regeneration process of the PM filter 136, the target rotation speed Ne* when the engine 22 is motored by the motor MG1 is reduced by the reduction rotation speed ΔN. This reduces the output power Pmg1 when the engine 22 is motored by the motor MG1, thereby reducing the discharge power Pout of the battery 50, and the regeneration process of the PM filter 136 can be continued while the discharge power Pout of the battery 50 is less than the output limit Wout of the battery 50. This makes it possible to prevent the output power of the motors MG1 and MG2 from exceeding the output limit Wout of the battery 50 during the regeneration of the PM filter 136.

[0034] In the engine device 21 of the embodiment, the target rotation speed Ne* when motoring the engine 22 by the motor MG1 is reduced in increments of the reduction rotation speed ΔN, and when the target rotation speed Ne* falls below a predetermined rotation speed Nref, the fuel cut to the engine 22 is canceled and regeneration of the PM filter 136 is prohibited. This also cancels motoring of the engine 22 by the motor MG1, allowing power to be output from the engine 22, making it possible to prevent the output power of the motors MG1 and MG2 from exceeding the output limit Wout of the battery 50.

[0035] In the engine device 21 of this embodiment, if regeneration of the PM filter 136 is prohibited because the target rotation speed Ne* during motoring of the engine 22 by the motor MG1 falls below a predetermined rotation speed Nref, when the accelerator opening Acc reaches or exceeds the threshold value Aref and the accelerator is turned on, the prohibition of regeneration of the PM filter 136 is lifted and regeneration of the PM filter 136 is permitted. This makes it possible to execute the regeneration process of the PM filter 136 when the condition for executing the regeneration process of the PM filter 136 is met after the accelerator is turned on.

[0036] The engine device 21 of the embodiment is mounted on a hybrid vehicle 20 that includes an engine 22 and motors MG1 and MG2. However, it may also be mounted on a so-called one-motor hybrid vehicle that includes an engine and one motor.

[0037] The correspondence between the main elements of the embodiment and the main elements of the invention described in the "Means for Solving the Problem" section will be explained below. In the embodiment, the engine 22 corresponds to the "engine," the motor MG1 corresponds to the "electric motor," the battery 50 corresponds to the "electricity storage device," and the engine ECU 24 corresponds to the "control device."

[0038] The correspondence between the main elements of the Examples and the main elements of the invention described in the "Means for Solving the Problem" section does not limit the elements of the invention described in the "Means for Solving the Problem" section, since the Examples are examples for specifically explaining the mode for implementing the invention described in the "Means for Solving the Problem" section. In other words, the interpretation of the invention described in the "Means for Solving the Problem" section should be based on the description in that section, and the Examples are merely specific examples of the invention described in the "Means for Solving the Problem" section.

[0039] The above describes the form for carrying out the present invention using examples, but 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 within the scope that does not deviate from the gist of the present invention. [Industrial Applicability]

[0040] The present invention can be used in the engine device manufacturing industry and the like. [Explanation of symbols]

[0041] 20 Hybrid vehicle, 21 Engine device, 22 Engine, 23 Crankshaft, 24 Engine ECU, 28 Damper, 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, 88 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, 228 clutch, 230, 330 transmission, 320 automobile, MG1, MG2 motor.

Claims

1. an engine having a particulate matter removal filter attached to an exhaust system for removing particulate matter; an electric motor capable of motoring the engine; a power storage device that exchanges power with the electric motor; a control device that controls the engine and the electric motor; An engine device comprising: the control device reduces the motoring target rotation speed of the engine when the discharge power of the power storage device exceeds an output limit of the power storage device during a filter regeneration process in which the engine is motored by the electric motor with a fuel cut to regenerate the particulate matter removal filter. An engine device characterized by:

2. 2. The engine device according to claim 1, the control device cancels the fuel cut and prohibits regeneration of the particulate matter removal filter when the motoring target rotation speed becomes equal to or lower than a predetermined rotation speed during execution of the filter regeneration process. Engine equipment.

3. 3. The engine device according to claim 2, which is mounted on a vehicle, the control device cancels the prohibition of regeneration of the particulate matter removal filter when the accelerator is turned on during execution of the filter regeneration process. Engine equipment.

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