JP7380497B2 - engine equipment - Google Patents

Description

The present invention relates to an engine device.

Conventionally, this type of engine device includes an engine, a purification device for purifying engine exhaust, a first air-fuel ratio sensor installed upstream of the exhaust pipe purification device, and a first air-fuel ratio sensor installed upstream of the exhaust pipe purification device. A device including a second air-fuel ratio sensor attached to the downstream side has been proposed (for example, see Patent Document 1). This engine device switches whether or not to request fuel cut for the engine based on the air-fuel ratio from the second air-fuel ratio sensor.

Japanese Patent Application Publication No. 2018-115600

In the above engine device, the second air-fuel ratio sensor installed downstream of the exhaust pipe purification device has a higher flow rate than the first air-fuel ratio sensor installed upstream of the exhaust pipe purification device. The sensor is difficult to activate (it tends to take a long time to activate) because the temperature of the exhaust gas is low and the temperature of the sensor is difficult to rise. For this reason, in the above-described engine device, there is a possibility that it may not be possible to appropriately switch whether or not there is a request for engine fuel cut.

The main purpose of the engine device of the present invention is to appropriately switch whether or not a fuel cut request is made to the engine.

The engine device of the present invention employs the following means to achieve the above-mentioned main purpose.

The engine device of the present invention includes:
engine and
a catalyst attached to the exhaust pipe of the engine;
a first air-fuel ratio sensor attached to the exhaust pipe upstream of the catalyst;
a second air-fuel ratio sensor attached to the exhaust pipe downstream of the catalyst;
a control device that controls the engine;
An engine device comprising:
The control device issues a fuel cut request for the engine when it is confirmed that a storage amount parameter related to the oxygen storage amount of the catalyst based on the output value of the first air-fuel ratio sensor is less than a first threshold value. and then canceling the fuel cut request for the engine when it is confirmed that the storage amount parameter is equal to or higher than a second threshold value that is equal to or higher than the first threshold value.
The gist is that.

In the engine device of the present invention, when it is confirmed that the storage amount parameter related to the oxygen storage amount of the catalyst based on the output value of the first air-fuel ratio sensor is less than the first threshold value, a request for fuel cut of the engine is issued. After that, when it is confirmed that the storage amount parameter is equal to or higher than a second threshold value that is equal to or higher than the first threshold value, the request for fuel cut of the engine is released. In this way, the storage amount parameter based on the output value of the first air-fuel ratio sensor is used to initiate and release the engine fuel cut request, so the storage amount parameter based on the output value from the second air-fuel ratio sensor is Compared to a system in which a fuel cut request for the engine is started and canceled using the above-described method, the presence or absence of a request for a fuel cut for the engine can be appropriately switched.

In the engine device of the present invention, when the storage amount parameter continues to be equal to or higher than the second threshold value for a predetermined period of time or more when requesting a fuel cut of the engine, the control device It may also be used to cancel the engine fuel cut request. In this way, it is possible to suppress hunting and errors in determining whether or not there is a request for engine fuel cut.

In the engine device of the present invention, the control device may set the storage amount parameter based on the temperature and/or degree of deterioration of the catalyst. Further, the control device may set the first threshold value and/or the second threshold value based on the temperature and/or degree of deterioration of the catalyst. In this way, it is possible to more appropriately switch between requesting and not requesting engine fuel cut.

The engine device of the present invention includes a second catalyst attached to the exhaust pipe downstream of the second air-fuel ratio sensor, and the control device is configured to control the storage amount parameter when the storage amount parameter is less than the threshold value and the second air-fuel ratio sensor. When it is confirmed that a second storage amount parameter related to the oxygen storage amount of the second catalyst based on the output value of the fuel ratio sensor is less than a third threshold, a request for fuel cut of the engine is started; , canceling the fuel cut request for the engine when it is confirmed that the storage amount parameter is equal to or higher than the second threshold value, and the second storage amount parameter is equal to or higher than a fourth threshold value that is equal to or higher than the third threshold value. You can also use it as

1 is a configuration diagram schematically showing the configuration of an engine device 10 as an example of the present invention. 7 is a flowchart illustrating an example of a processing routine executed by the electronic control unit 70. FIG. 7 is a flowchart illustrating an example of a processing routine executed by the electronic control unit 70. FIG.

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

FIG. 1 is a block diagram schematically showing the structure of an engine device 10 as an embodiment of the present invention. The engine device 10 of the embodiment can be installed in a general vehicle that runs using power from the engine 12, installed in various hybrid vehicles equipped with a motor in addition to the engine 12, or installed in a stationary vehicle such as construction equipment. It may be installed in equipment, etc. As illustrated, this engine device 10 includes an engine 12 and an electronic control unit 70 as a control device.

The engine 12 is configured as an internal combustion engine that outputs power using gasoline, light oil, or the like as fuel, for example. This engine 12 sucks air purified by an air cleaner 22 into an intake pipe 23 and circulates it through a throttle valve 24 and a surge tank 25 in that order, and also injects fuel from a fuel injection valve 26 downstream of the surge tank 25 in the intake pipe 23. to mix air and fuel. Then, this air-fuel mixture is sucked into the combustion chamber 29 through the intake valve 28, and is explosively combusted by electric sparks from the ignition plug 30. The reciprocating movement of the piston 32, which is pushed down by the energy generated by the explosive combustion, is caused by the rotational movement of the crankshaft 14. Convert to Exhaust gas discharged from the combustion chamber 29 to the exhaust pipe 33 via the exhaust valve 31 is discharged to the outside air via purifiers 34 and 36. The purifiers 34 and 36 have catalysts (three-way catalysts) 34a and 36a that purify harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx) in exhaust gas.

The electronic control unit 70 is configured as a microprocessor centered on a CPU, and in addition to the CPU, it also includes a ROM that stores processing programs, a RAM that temporarily stores data, a flash memory that stores and holds data, and an input device. Equipped with an output port. Signals from various sensors are input to the electronic control unit 70 via input ports.

Signals input to the electronic control unit 70 include, for example, the crank angle θcr from the crank position sensor 14a that detects the rotational position of the crankshaft 14 of the engine 12, and the water temperature sensor 42 that detects the temperature of the cooling water of the engine 12. For example, the cooling water temperature Tw from . The cam angles θci and θco from the cam position sensor 44 that detects the rotational position of the intake camshaft that opens and closes the intake valve 28 and the rotational position of the exhaust camshaft that opens and closes the exhaust valve 31 can also be cited. The throttle opening TH from the throttle position sensor 24a that detects the position of the throttle valve 24, the intake air amount Qa from the air flow meter 23a attached to the intake pipe 23, and the intake air amount from the temperature sensor 23t attached to the intake pipe 23. Temperature Ta can also be mentioned. The air-fuel ratio AF1 from the air-fuel ratio sensor 37a installed upstream of the purification device 34 of the exhaust pipe 33, or the air-fuel ratio AF1 of the exhaust pipe 33 installed downstream of the purification device 34 and upstream of the purification device 36. The air-fuel ratio AF2 from the air-fuel ratio sensor 37b can also be mentioned. Examples include the ignition signal IG from the ignition switch 80 and the shift position SP from the shift position sensor 82 that detects the operating position of the shift lever 81. The accelerator opening degree Acc from the accelerator pedal position sensor 84 which detects the amount of depression of the accelerator pedal 83, the brake pedal position BP from the brake pedal position sensor 86 which detects the amount of depression of the brake pedal 85, and the vehicle speed V from the vehicle speed sensor 88. can also be mentioned.

Various control signals are output from the electronic control unit 70 via the output port. Examples of the signals output from the electronic control unit 70 include a control signal to the throttle motor 24b that adjusts the position of the throttle valve 24, a control signal to the fuel injection valve 26, and a control signal to the spark plug 30. I can do it.

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. Further, the electronic control unit 70 determines the load factor (actually intake air in one cycle relative to the stroke volume per one cycle of the engine 12) based on the intake air amount Qa from the air flow meter 23a and the rotational speed Ne of the engine 12. Calculate the air volume ratio) KL.

In the engine device 10 of the embodiment configured in this way, the electronic control unit 70 controls the amount of intake air that controls the opening degree of the throttle valve 24 and controls the amount of air from the fuel injection valve 26 based on the required load factor KL* of the engine 12. ignition control that controls the ignition timing of the spark plug 30, etc.

Fuel injection control is performed by the electronic control unit 70, for example, as follows. As sub-feedback control, rich correction is performed to set the control air-fuel ratio AF1* to a rich-side value based on the air-fuel ratio AF2 detected by the air-fuel ratio sensor 37b, and a lean-side value is set to the control air-fuel ratio AF1*. Alternate with the lean correction to be set. Specifically, when the air-fuel ratio AF2 reaches the rich side threshold AFref1 or less during rich correction, the rich correction is switched to the lean correction, and when the air-fuel ratio AF2 reaches the lean side threshold AFref2 or more during the lean correction, the lean correction is performed. Switch from correction to rich correction. Rich correction and lean correction are performed to adjust the amount of oxygen stored in the catalysts 34a and 36a. Further, as main feedback control, as shown in equation (1), a correction value α is set so that the difference between the air-fuel ratio AF1 detected by the air-fuel ratio sensor 37a and the control air-fuel ratio AF1* is canceled. In equation (1), "Kp" is the gain of the proportional term, and "Ki" is the gain of the integral term. Then, as shown in equation (2), the target injection amount Qf* is set by multiplying the basic injection amount Qfbs based on the load factor KL of the engine 12 by the sum of the value 1 and the correction value α, and this target injection amount Qf* is used to control the fuel injection valve 26.

α=Kp・(AF1-AF1*)+Ki・∫(AF1-AF1*)dt (1)
Qf*=Qfbs・(1+α) (2)

Next, the operation of the engine device 10 of the embodiment configured as described above, particularly the operation when switching the fuel cut request of the engine 12, will be described. FIG. 2 is a flowchart showing an example of a processing routine executed by the electronic control unit 70. This routine is executed repeatedly.

When the processing routine of FIG. 2 is executed, the electronic control unit 70 first inputs data such as air-fuel ratios AF1 and AF2 (step S100). Here, the values detected by the air-fuel ratio sensors 37a, 37b are input as the air-fuel ratios AF1, AF2.

When the data is input in this way, the oxygen storage amounts OS1 and OS2 of the catalysts 34a and 36a are estimated based on the input air-fuel ratios AF1 and AF2 (step S110). Here, the oxygen storage amount OS1 is estimated to increase as the air-fuel ratio AF1 increases. The oxygen storage amount OS2 is estimated to increase as the air-fuel ratio AF2 increases.

Subsequently, it is checked whether there is a request for fuel cut of the engine 12 (step S120). When there is no request for fuel cut of the engine 12, the oxygen storage amounts OS1 and OS2 of the catalysts 34a and 36a are compared with threshold values OS1ref1 and OS2ref1 (step S130). Here, the threshold values OS1ref1 and OS2ref1 are threshold values for determining whether or not to start requesting a fuel cut of the engine 12, and are determined in advance by experiment or analysis. When the oxygen storage amount OS1 is greater than or equal to the threshold OS1ref1 or when the oxygen storage amount OS2 is greater than or equal to the threshold OS2ref1, it is determined that there is no need to start a request for fuel cut of the engine 12, and a state in which there is no request for fuel cut of the engine 12 is determined. It is held (step S160), and this routine ends.

When the oxygen storage amount OS1 is less than the threshold OS1ref1 and the oxygen storage amount OS2 is less than the threshold OS2ref1 in step S130, a request for fuel cut of the engine 12 is started (step S170), and this routine is ended. When there is a request to cut the fuel of the engine 12, if the fuel cut execution conditions (for example, the condition that the accelerator is off while the vehicle in which the engine device 10 is mounted is running) are met, the fuel is injected from the fuel injection valve 26. Stop injection.

When there is a request to cut the fuel of the engine 12 in step S120, the oxygen storage amounts OS1 and OS2 of the catalysts 34a and 36a are compared with threshold values OS1ref2 and OS2ref2 (step S140). Here, the thresholds OS1ref2 and OS2ref2 are thresholds for determining whether or not to cancel the fuel cut request for the engine 12, and are determined in advance through experiments and analysis. The threshold OS1ref2 is set to be greater than or equal to the threshold OS1ref1, and the threshold OS2ref2 is set to be greater than or equal to the threshold OS2ref1. When the oxygen storage amount OS1 is more than the threshold OS1ref2 and the oxygen storage amount OS2 is more than the threshold OS2ref2, the state in which the oxygen storage amount OS1 is more than the threshold OS1ref2 and the oxygen storage amount OS2 is more than the threshold OS2ref2 continues for more than the predetermined time T1. It is determined whether or not (step S150). Here, the predetermined time T1 is predetermined as a value for suppressing hunting and errors in determining whether or not there is a request for fuel cut of the engine 12.

When the oxygen storage amount OS1 is less than the threshold OS1ref2 in step S140, or when the oxygen storage amount OS2 is less than the threshold OS2ref2, or when the oxygen storage amount OS1 is more than the threshold OS1ref2 and the oxygen storage amount OS2 is more than the threshold OS2ref2 in step S150, If it has not continued for the predetermined time T1 or more, it is determined that there is no need to release the request for fuel cut of the engine 12, and the state where the request for fuel cut of the engine 12 is maintained is maintained (step S160). End the routine. I paired it with 0026.

In step S150, if the oxygen storage amount OS1 is equal to or higher than the threshold OS1ref2 and the oxygen storage amount OS2 is equal to or higher than the threshold OS2ref2 for a predetermined time period T1 or longer, the request for fuel cut of the engine 12 is canceled (step S150). S180), this routine ends. At this time, since the predetermined time T1 determined as described above is used, hunting and errors in determining whether or not there is a request for fuel cut of the engine 12 can be suppressed.

The air-fuel ratio sensor 37a installed upstream of the purification device 34 (catalyst 34a) is closer to the engine 12 than the air-fuel ratio sensor 37b installed downstream of the purification device 34 (catalyst 34a). Because they tend to reach high temperatures and are often placed in high positions (positions where they are unlikely to come into contact with condensed water), they tend to become active as sensors quickly. In the embodiment, the oxygen storage amount OS1 calculated based on the output value of the air-fuel ratio sensor 37a on the upstream side with respect to the catalyst 34a is used to determine whether or not to request a fuel cut of the engine 12. Compared to the case where the oxygen storage amount OS1 calculated based on the output value of the air-fuel ratio sensor 37b on the downstream side is used, it is possible to appropriately switch whether or not to request fuel cut of the engine 12. Similarly, since the oxygen storage amount OS2 calculated based on the output value of the air-fuel ratio sensor 37b on the upstream side of the catalyst 36a is used for this determination, an air-fuel ratio sensor is installed downstream of the catalyst 36a. Compared to the case where the oxygen storage amount OS2 calculated based on the output value is used, it is possible to appropriately switch whether or not to request fuel cut of the engine 12.

In the engine device of the embodiment described above, the oxygen storage amount OS1 of the catalyst 34a based on the output value of the air-fuel ratio sensor 37a is less than the threshold value OS1ref1, and the oxygen storage amount OS2 of the catalyst 36a based on the output value of the air-fuel ratio sensor 37b is the threshold value. When it is less than OS2ref1, a request for fuel cut of the engine 12 is started, and thereafter, the state in which the oxygen storage amount OS1 is equal to or higher than the threshold OS1ref2 and the oxygen storage amount OS2 is equal to or higher than the threshold OS2ref2 continues for a predetermined time period T1 or more. When the engine 12 is in use, the fuel cut request for the engine 12 is canceled. That is, the presence or absence of a fuel cut request for the engine 12 is switched using the oxygen storage amounts OS1 and OS2 of the catalysts 34a and 36a based on the output values of the air-fuel ratio sensors 37a and 37b on the upstream side with respect to the catalysts 34a and 36a. . Thereby, it is possible to appropriately switch whether or not a fuel cut request for the engine 12 is required.

In the engine device 10 of the embodiment, when the oxygen storage amount OS1 of the catalyst 34a is less than the threshold OS1ref1 and the oxygen storage amount OS2 of the catalyst 36a is less than the threshold OS2ref1, a request for fuel cut of the engine 12 is started, and then, When the oxygen storage amount OS1 of the catalyst 34a is equal to or higher than the threshold OS1ref2 and the oxygen storage amount OS2 of the catalyst 36a is equal to or higher than the threshold OS2ref2 for a predetermined time period T1 or more, the fuel cut request of the engine 12 is canceled. And so. However, without using the oxygen storage amount OS2 of the catalyst 36a, when the oxygen storage amount OS1 of the catalyst 34a is less than the threshold value OS1ref1, a request for fuel cut of the engine 12 is started, and after that, the oxygen storage amount OS1 of the catalyst 34a is started. The request for fuel cut of the engine 12 may be canceled when the state where the threshold value OS1ref2 or more continues for a predetermined time T1 or more. Further, when the oxygen storage amount OS2 of the catalyst 36a is less than the threshold value OS2ref1 without using the oxygen storage amount OS1 of the catalyst 34a, a request for fuel cut of the engine 12 is started, and then the oxygen storage amount OS2 of the catalyst 36a is started. The request for fuel cut of the engine 12 may be canceled when the state where OS2ref2 or more continues for a predetermined time T1 or more. In these cases, the engine device 10 may be configured without the purification device 34 (catalyst 34a) or the purification device 36 (catalyst 36a).

In the engine device 10 of the embodiment, when the oxygen storage amount OS1 of the catalyst 34a is equal to or higher than the threshold OS1ref2 and the oxygen storage amount OS2 of the catalyst 36a is equal to or higher than the threshold OS2ref2 for a predetermined time T1 or more, the engine 12 The request for fuel cuts will be lifted. However, when the oxygen storage amount OS1 is equal to or greater than the threshold value OS1ref2 and the oxygen storage amount OS2 is equal to or greater than the threshold value OS2ref2, the fuel cut request for the engine 12 may be immediately canceled.

In the engine device 10 of the embodiment, the oxygen storage amounts OS1 and OS2 of the catalysts 34a and 36a are used as storage amount parameters related to the oxygen storage amounts of the catalysts 36a and 36b. However, the storage amount parameter may be a value obtained by correcting the oxygen storage amounts OS1, OS2 of the catalysts 34a, 36a based on the temperature and/or degree of deterioration of the catalysts 36a, 36b. In this way, it is possible to more appropriately switch whether or not to request a fuel cut for the engine 12. Here, the temperature of the catalysts 36a and 36b can be detected, for example, by attaching a temperature sensor to the purification device 34 (catalyst 34a) and the purification device 36 (catalyst 36a), or by detecting the cooling water temperature Tw of the engine 12 or the rotation speed of the engine 12. It can be estimated based on the number Ne, the load factor KL, etc. The degree of deterioration of the catalysts 36a, 36b can be estimated based on, for example, the temperature of the catalysts 36a, 36b, the oxygen storage amounts OS1, OS2, and the like.

In the engine device 10 of the embodiment, the oxygen storage amounts OS1 and OS2 of the catalysts 34a and 36a are used as storage amount parameters related to the oxygen storage amounts of the catalysts 36a and 36b. However, the storage amount parameter may be anything that is related to the oxygen storage amount of the catalysts 36a, 36b. For example, the current value for the maximum oxygen storage amount M1, M2 of the catalysts 36a, 36b (the The ratios R1 and R2 of the storage amounts OS1 and OS2) may be used. In this case, the storage amount parameters are ratios R1, R2 based on values obtained by correcting the maximum values M1, M2 of the oxygen storage amounts of the catalysts 34a, 36a based on the temperature and/or degree of deterioration of the catalysts 36a, 36b. You can also use it as Here, the maximum values M1 and M2 of the oxygen storage amount can be estimated based on, for example, the intake air amount Qa from the air flow meter 23a and the air-fuel ratios AF1 and AF2 from the air-fuel ratio sensors 37a and 37b.

In the engine device of the present invention, constant values are used for each of the threshold values OS1ref1, OS2ref1, OS1ref2, and OS2ref2. However, at least one of the thresholds OS1ref1, OS2ref1, OS1ref2, and OS2ref2 may be set based on the temperature and/or degree of deterioration of the catalysts 36a, 36b. FIG. 3 is a flowchart showing an example of a processing routine executed by the electronic control unit 70. The processing routine in FIG. 3 is the same as the processing routine in FIG. 2, except that the processing in step S100b is executed instead of the processing in step S100, and the processing in step S115 is added. Therefore, the same step numbers are given to the same processes, and detailed explanation thereof will be omitted.

When the processing routine of FIG. 3 is executed, the electronic control unit 70 determines, in addition to the oxygen storage amounts OS1 and OS2 of the catalysts 34a and 36a similar to the processing of step S100 of the processing routine of FIG. The base values A1, A2, B1, B2 of OS1ref2 and OS2ref2 and the catalyst availability rates C1, C2 are also input (step S100b). Here, the base values A1, A2, B1, and B2 are threshold values (base values) for determining the presence or absence of a fuel cut request for the engine 12 when the catalysts 34a and 36a are not deteriorated, and are base values (not shown). A value set based on the temperature of the catalysts 34a, 36a is inputted by the value setting routine. In the base value setting routine, base value A2 is set to be greater than or equal to base value A1, and base value B2 is set to greater than or equal to base value B1. The catalyst usability rates C1 and C2 are the current usability ratios of the catalysts 34a and 36a compared to when the catalysts 34a and 36a are not deteriorated, and the degree of deterioration of the catalysts 34a and 36a is determined by a catalyst usability rate setting routine (not shown). The value set based on is input.

When the oxygen storage amounts OS1 and OS2 of the catalysts 34a and 36a are estimated in step 110, the product of the base value A1 and the catalyst availability rate C1, the product of the base value A2 and the catalyst availability rate C2, and the base value B1. Threshold values OS1ref1, OS2ref1, OS1ref2, and OS2ref2 are set as the product of the catalyst availability rate C1 and the product of the base value B2 and the catalyst availability rate C2 (step S115), and the processes from step S120 onwards are executed, and this routine end. In this way, since the determinations in steps S130 to S150 are made using the threshold values OS1ref1, OS2ref1, OS1ref2, and OS2ref2 that are set based on the temperature and degree of deterioration of the catalysts 36a and 36b, it is determined whether or not there is a request for fuel cut of the engine 12. can be switched more appropriately.

The correspondence between the main elements of the embodiments and the main elements of the invention described in the column of means for solving the problems will be explained. In the embodiment, the engine 12 corresponds to the "engine", the catalysts 34a and 36a correspond to the "catalyst", the air-fuel ratio sensor 37a corresponds to the "first air-fuel ratio sensor", and the air-fuel ratio sensor 37b corresponds to the "second air-fuel ratio sensor". The electronic control unit 70 corresponds to a "control device".

The correspondence relationship between the main elements of the examples and the main elements of the invention described in the column of means for solving the problem is that the example implements the invention described in the column of means for solving the problem. Since this is an example for specifically explaining a form for solving the problem, it is not intended to limit the elements of the invention described in the column of means for solving the problems. In other words, the interpretation of the invention described in the column of means for solving the problem should be based on the description in that column, and the examples are based on the description of the invention described in the column of means for solving the problem. This is just one specific example.

Although the embodiments of the present invention have been described above using examples, the present invention is not limited to these examples in any way, and may be modified in various forms without departing from the gist of the present invention. Of course, it can be implemented.

INDUSTRIAL APPLICATION This invention can be utilized for the manufacturing industry of an engine device, etc.

Reference Signs List 10 engine device, 12 engine, 14 crankshaft, 14a crank position sensor, 22 air cleaner, 23 intake pipe, 23a air flow meter, 23t temperature sensor, 24 throttle valve, 24a throttle position sensor, 24b throttle motor, 25 surge tank, 26 fuel Injection valve, 28 Intake valve, 29 Combustion chamber, 30 Spark plug, 31 Exhaust valve, 32 Piston, 33 Exhaust pipe, 34, 36 Purifier, 34a, 36a Catalyst, 37a, 37b Air-fuel ratio sensor, 42 Water temperature sensor, 44 Cam Position sensor, 70 Electronic control unit, 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

Claims (1)

engine and
a catalyst attached to the exhaust pipe of the engine;
a first air-fuel ratio sensor attached to the exhaust pipe upstream of the catalyst;
a second air-fuel ratio sensor attached to the exhaust pipe downstream of the catalyst;
a control device that controls the engine;
An engine device comprising:
The control device issues a fuel cut request for the engine when it is confirmed that a storage amount parameter related to the oxygen storage amount of the catalyst based on the output value of the first air-fuel ratio sensor is less than a first threshold value. and then canceling the fuel cut request for the engine when it is confirmed that the storage amount parameter is equal to or higher than a second threshold value that is equal to or higher than the first threshold value.
engine equipment.

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