JP2010071194A - Oil feed control device - Google Patents

Abstract

To provide an oil supply control device capable of reducing PM and smoke in exhaust gas by suppressing the cooling of the engine by oil with a simple control when the engine is in a cold operating state.
An oil pan 51, a pump mechanism 53 that supplies oil to a lubrication unit 10, an ECU 60 that controls oil supply, an oil injection nozzle 58, and an oil passage 55t that communicates with the oil injection nozzle 58 branch off the oil. The ECU 60 includes an oil recirculation unit 56 having an oil recirculation passage 56k that recirculates part of the oil in the passage 55t to the pump mechanism 53, and an OSV 57 that is provided in the oil recirculation unit 56 and opens and closes the oil recirculation passage 56k. When it is determined that the operation state 1 is cold, the OSV 57 is opened, and a part of the oil flowing in the oil passage 55t is returned to the pump mechanism 53 via the oil return passage 56k. .
[Selection] Figure 1

Description

  The present invention relates to an oil supply control device, and in particular, an oil capable of reducing harmful substances in exhaust gas discharged from an engine by controlling the supply of oil when the engine is in a cold operating state. The present invention relates to a supply control device.

  In an engine provided in a vehicle such as an automobile, oil stored in an oil pan is sucked by a pump mechanism and pumped into an oil passage such as a main oil gallery, and a piston, intake / exhaust cams are passed through the oil passage. Oil is supplied to lubrication parts such as shaft and crankshaft journals. In addition, the oil supply of this pump mechanism is controlled by an oil supply control device, and lubrication and cooling of these lubrication parts are performed with an appropriate amount of oil, so that these lubrication parts operate smoothly and damage such as seizure occurs. Is prevented.

Conventionally, as this kind of oil supply control device, an oil gallery for circulating oil to an engine cylinder block has been provided, and an oil passage for a piston communicating with the oil gallery has been provided in the cylinder block, and the piston oil passage is connected to the piston oil passage. A piston jet nozzle for injecting oil and a piston oil relief valve in a piston oil passage are known (see, for example, Patent Document 1).
In this oil supply control device, the injection amount of oil injected from the piston jet nozzle is controlled by operating the piston oil relief valve based on a control map set by information indicating the operating state of the engine. .

For example, when the engine is running at a high speed and a high load, and the oil pressure is in the low pressure range specified by the control map, the oil relief valve for the piston is closed to increase the oil injection amount to increase the cooling effect and prevent seizure. is doing.
On the other hand, when the operating state of the engine is high, the load is high, and the oil pressure is in the extremely high pressure range specified by the control map, the oil relief valve for the piston is opened to reduce the oil injection amount, and cooling by oil In addition, the oil supplied more than necessary is cut to prevent mechanical loss from increasing.

In addition, when the engine operating state is low, the load is low, and the oil pressure is specified in the control map, for example, when the operating state is cold, the piston oil relief valve is closed and the amount of oil injected Increases the lubrication and reduces mechanical loss.
On the other hand, in the region where the engine is running at a low speed, the load is low, and the oil pressure is high as specified by the control map, the oil relief valve for the piston is opened to reduce the oil injection amount and ensure cooling by the oil. However, the increase in mechanical loss is suppressed by cutting the oil supplied more than necessary.
JP-A-2005-233100

  However, in such a conventional oil supply control device, the operating state of the engine is low, the load is low, and the oil pressure is defined in the control map, for example, the region where the operating state is cold. When the piston oil relief valve is closed, the oil injection amount is increased, the lubrication is increased, and the mechanical loss is reduced. When such an operating state is a cold region, increasing the oil injection amount causes the following adverse effects.

  An increase in the amount of oil injected increases the piston lubrication and reduces the mechanical loss. On the other hand, the piston is cooled by low-temperature oil. When the piston is cooled, the fuel supplied into the combustion chamber surrounded by the piston and the engine block adheres to the top surface of the piston, and fuel vaporization is not promoted. As a result, the optimum air-fuel ratio cannot be obtained, and the combustion temperature is lowered, resulting in incomplete combustion of the air-fuel mixture. In particular, in the case of a direct injection engine in which fuel is directly injected into the combustion chamber and ignited, such an adverse effect appears remarkably.

  In this case, since combustion is not promoted as compared with the optimum state, fuel is discharged as HC (Hydro Carbon), and PM (Particulate Matter) or PM (Soluble Organic Fraction) or smoke (SOF) is included. Deterioration of exhaust performance such as increase in soot occurs. In addition, the fuel consumption rate (g / KWh: g is the weight of the fuel, KW is the output, and h is the time) is lowered, and so-called fuel consumption is deteriorated.

  In order to suppress such deterioration of exhaust performance, it is also conceivable to prevent the fuel injected into the combustion chamber from adhering to the top surface of the piston by retarding the fuel injection timing. In this case, since the fuel injection timing is retarded, the degree of compression of the air-fuel mixture in the combustion chamber increases when the fuel is injected, and the temperature in the combustion chamber at the time of injection can be increased. Further, the distance between the fuel injection port and the top surface of the piston becomes large, and it becomes difficult for the fuel to adhere to the top surface of the piston, and the generation of PM and smoke can be suppressed to some extent.

  However, when the fuel injection timing is controlled to be retarded, the fuel injection amount increases as compared with the optimum injection timing with the delay of the fuel injection timing, so that the fuel consumption rate is lowered, and so-called fuel efficiency is deteriorated. Arise. Further, if the fuel injection timing is retarded, the fuel combustion period becomes longer than the optimum injection timing, and the overall combustion becomes slow, and the effective output of the engine may become unstable. Furthermore, it is necessary to perform valve opening / closing timing control and injection timing delay control together, which complicates the control.

  An object of the present invention is to solve the above-described conventional problems and achieve the following objects. That is, the present invention provides an oil supply control device capable of reducing PM and smoke in exhaust gas by suppressing cooling of the engine by oil with simple control when the engine is in a cold operating state. For the purpose.

  In order to achieve the object, the oil supply control device according to the present invention includes: (1) an oil pan for storing oil, and a lubricating part including an engine piston for storing the oil stored in the oil pan through an oil passage. An oil supply control device comprising a pump mechanism for supplying and an oil supply control unit for controlling the supply of oil, an oil injection nozzle for injecting the oil in the oil passage toward the piston, and the oil injection An oil recirculation section having an oil recirculation path that branches off from the oil passage communicating with the nozzle and recirculates part of the oil in the oil passage to the pump mechanism; and opens and closes the oil recirculation path provided in the oil recirculation section An oil switch valve for operating, and an operating state determining unit for determining whether or not the engine is in a cold operating state. When the operation state determination unit determines that the engine is in a cold operation state, the oil supply control unit opens the oil switch valve and supplies the oil flowing through the oil passage. The part is made to return to the pump mechanism via the oil return passage.

With this configuration, when the engine is in the cold operating state, a part of the oil discharged from the pump mechanism is returned to the pump mechanism from the oil return portion, so that the oil passage in the oil passage discharged from the pump mechanism Oil pressure drops. At this time, the injection of oil from the oil injection nozzle toward the piston stops, and the cooling of the piston by the oil stops. In this case, the temperature (° C.) of the piston is higher than that of the prior art, the vaporization of the fuel supplied into the combustion chamber of the engine is promoted, and the adverse effect that the fuel as in the prior art adheres to the top surface of the piston. It will be resolved.
In addition, since a part of the oil discharged from the pump mechanism is returned to the pump mechanism from the oil recirculation unit, the amount of oil supplied into the engine is also reduced, and heat exchange from the warmed coolant is reduced. . As a result, the temperature (° C.) of the coolant rises compared to the prior art, and warm-up operation when the engine is cold is promoted. In addition, since fuel vaporization is promoted, a uniform mixture of air and fuel can be obtained, the optimum air-fuel ratio can be obtained, and the mixture can be completely burned at an appropriate combustion temperature. Become. In this case, HC contained in the exhaust gas, PM and smoke containing so-called unburned fuel are reduced, and fuel efficiency is improved. Further, since the oil recirculation unit returns to the pump mechanism, the load on the pump mechanism is reduced, the work rate (w) is reduced, the load on the engine is reduced, and the fuel efficiency is improved.

  The oil supply control device according to the present invention is the oil supply control device according to (1), wherein (2) the engine includes a cooling unit that cools the engine with a coolant, and detects the temperature of the coolant. And when the coolant temperature detected by the coolant temperature sensor is lower than a set temperature, the operating state determination unit determines that the engine is in a cold operating state. Consists of things.

  With this configuration, since the operation state determination unit determines that the engine is in the cold operation state when the coolant temperature detected by the coolant temperature sensor is lower than the set temperature, simple determination is possible. Thus, it can be determined that the engine is in the cold operating state.

  The oil supply control device according to the present invention is the oil supply control device according to the above (1) or (2), wherein (3) the engine has at least one of an intake valve and an exhaust valve depending on the pressure of the oil. A variable valve timing mechanism capable of changing the opening and closing timing of the valve; an oil pressure sensor for detecting the pressure of the oil in the oil passage; and a detected pressure of the oil detected by the oil pressure sensor. A pressure comparison unit that compares a lower limit set lower limit operating pressure for operating the variable valve timing mechanism, and the oil supply control unit detects that the detected pressure is less than the set lower limit operating pressure by the pressure comparison unit. The oil switch valve is closed.

  With this configuration, even if the engine has a variable valve timing mechanism, the pressure comparison unit compares the detected pressure with the set lower limit operating pressure, and the detected pressure is less than the set lower limit operating pressure. At this time, the oil switch valve is closed so that the control of the variable valve timing mechanism can be prioritized over the oil supply control, so that the valve timing control in the variable valve timing mechanism is not hindered.

  In the oil supply control device according to the present invention, in the oil supply control described in (3) above, (4) the engine includes an injection timing control unit that retards the fuel injection timing, and the oil switch valve is opened. The oil supply control unit notifies the injection timing control unit that the oil switch valve has been opened so as to stop the retard timing control of the injection timing.

With this configuration, when the oil switch valve is opened in the engine, the retard timing control is stopped by the injection timing control unit, and optimal control of the injection timing is executed. The fuel injection amount does not increase with the retard, and the fuel consumption rate does not decrease and the so-called fuel consumption does not deteriorate. In addition, the combustion period of the fuel becomes longer as the fuel injection timing is retarded, and the entire combustion is slowed down so that the effective output of the engine does not become unstable. Furthermore, it is not necessary to perform the valve opening / closing timing control and the fuel injection timing delay control together, thereby reducing the complexity of the control.
In addition, the oil supply control unit switches from the cold operating state to the warm operating state, and at the same time, quickly stops the retard control of the fuel injection timing. At this time, since the oil switch valve is closed, oil is injected from the oil injection nozzle toward the piston, and the piston is suitably cooled and lubricated.

  ADVANTAGE OF THE INVENTION According to this invention, when an engine is the driving | running state at the time of a cold, the oil supply control apparatus which can suppress engine cooling with oil and can reduce PM and smoke in exhaust gas can be provided.

Hereinafter, an oil supply control device according to a first embodiment of the present invention will be described with reference to the drawings.
(First embodiment)
FIG. 1 is a schematic perspective view of a vehicle engine to which an oil supply control device according to a first embodiment of the present invention is applied, and FIG. 2 is a block diagram showing each lubrication part inside the engine and the flow of oil. FIG. 3 is a circuit diagram of the pump mechanism, and FIG. 4 is a partial cross-sectional view of a cylinder block that accommodates a piston.

First, the configuration will be described.
As shown in FIG. 1, an engine 1 includes a piston 2 housed in a cylinder, a variable valve timing mechanism (VVT) 3, a crankshaft 4, an oil supply control device 5, a cylinder head, The engine block 6 includes a cylinder block and a crankcase, a cooling unit 7 that cools the inside of the engine 1, and a fuel injection device (not shown) that directly injects fuel into the cylinder.

  The piston 2 constitutes an in-line four-cylinder engine 1 including other three pistons (not shown). The engine 1 is not limited to an in-line four-cylinder engine, and may be a single cylinder or a multi-cylinder arranged arbitrarily, and may be a liquid such as a hydrocarbon that can be mixed with air, such as a gasoline engine or a diesel engine. A known engine using gas as fuel may be used.

  The variable valve timing mechanism 3 is connected to the intake camshaft 31 and drives the vane actuator 32. The intake side hydraulic controller 33 connects to the exhaust camshaft 34 and the exhaust side hydraulic controller 36 drives the vane actuator 35. It is comprised including. The intake side hydraulic controller 33 and the exhaust side hydraulic controller 36 are connected to the crankshaft 4 via a chain 37 and are driven by the power of the crankshaft 4.

  An intake side oil control valve (OCV: Oil Control Valve) 33c is connected to the intake side hydraulic controller 33 so that the hydraulic pressure supplied to the intake side hydraulic controller 33 is controlled. An exhaust side oil control valve (OCV) 36 c is also connected to the exhaust side hydraulic controller 36 so that the hydraulic pressure supplied to the exhaust side hydraulic controller 36 is controlled.

  An intake valve 42 is connected to the intake camshaft 31 via a rocker arm 41, and an exhaust valve 44 is connected to the exhaust camshaft 34 via a rocker arm 43. The intake valve 42 is opened / closed by the intake-side hydraulic controller 33, and the exhaust valve 44 is opened / closed by the exhaust-side hydraulic controller 36. At the same time, the output (kW) and torque (N · m) of the engine 1 are adjusted.

  For example, if the valve closing timing when closing the intake valve 42 is retarded beyond the bottom dead center (BDC) of the piston 2, the intake valve 42 is compressed when the air-fuel mixture is compressed in the compression stroke of the engine 1. Since the volume ratio of the combustion chamber after closing is reduced, the compression ratio can be reduced. Further, if the variable valve timing mechanism 3 advances the retarded opening / closing timing, the reduced compression ratio can be increased.

  The crankshaft 4 is rotatably supported by the engine block 6 via a crank journal 11 and is connected to the piston 2 via a connecting rod so that the reciprocating motion of the piston 2 is transmitted to rotate. It has become.

  The oil supply control device 5 includes an oil pan 51, an oil strainer 52, a pump mechanism 53, an oil filter 54 for filtering oil discharged from the pump mechanism 53, an oil passage portion 55, an oil recirculation portion 56, An oil switch valve (OSV) 57, an oil injection nozzle 58, a stop valve 59 (see FIG. 2) for adjusting the flow rate of oil flowing through the pump mechanism 53, and an electronic control unit (ECU: Electronic Control Unit). ) 60, a coolant temperature sensor 61, and an oil pressure sensor 62. The oil supply control device 5 is configured to supply oil to each lubrication unit 10 in the engine 1 to lubricate and cool each lubrication unit 10.

  The lubrication unit 10 is a component that requires lubrication in the engine 1. For example, as illustrated in FIG. 2, the lubrication unit 10 includes a piston 2, a crank journal 11 that rotatably supports the crankshaft 4, and a connecting rod 12. The crank pin 13 connected to the crankshaft 4, the intake camshaft 31, the exhaust camshaft 34, rocker arms 41 and 43, the intake camshaft journal 47, and the exhaust camshaft journal 48 are configured.

  The oil pan 51 includes a case for storing oil recirculated from each lubrication element of the lubrication unit 10, and is fixed to the lower part of the engine block 6. In the oil stored in the oil pan 51, the suction port of the oil strainer 52 is immersed, and the oil is sucked from the suction port.

  As shown in FIG. 3, the pump mechanism 53 includes a pump main body 53h, a suction pipe 53k that distributes the oil sucked from the oil strainer 52 to the pump main body 53h, and oil discharged from the pump main body 53h to the oil filter 54. A discharge pipe 53t to be circulated is included.

  As shown in FIG. 1, the pump body 53h is composed of a pump that sucks and discharges oil, such as a trochoid pump and a gear pump, and is connected to the crankshaft 4 via a chain (not shown). A separate shaft is driven at a constant speed by the crankshaft 4. The pump main body 53h may be of a structure directly connected to the crankshaft 4 and driven at a constant speed by the crankshaft 4 regardless of the chain.

  The oil passage portion 55 includes a plurality of oil passages 55t that supply the oil purified by the oil filter 54 to the lubricating elements of the lubricating portion 10. The oil passage 55t is formed in the oil pipe 55p for pumping oil to the lubricating element of the lubricating portion 10, the one formed in the wall portion of the engine block 6 such as the main oil gallery 55m, the intake camshaft 31 and the like. It is configured to include an oil shower pipe 55 s that discharges oil toward the exhaust camshaft 34.

  The oil passage 55t is configured by an internal space through which oil dropped from the oil pipe 55p passes, and the oil passage 55t is configured by a surface of the wall portion so as to transmit the surface of the wall portion of the engine block 6. It is comprised by the medium to distribute | circulate.

  The oil recirculation part 56 includes an oil recirculation pipe 56p having an oil recirculation path 56k that branches off from an oil passage 55t that communicates the discharge port 54h of the oil filter 54 and the main oil gallery 55m and that communicates with the suction port of the pump mechanism 53. It consists of An OSV 57 that opens and closes the oil return passage 56k is provided in the oil return passage 56k. The OSV 57 is mounted on the engine block 6 and its opening / closing is controlled by the ECU 60. The OSV 57 may be mounted on a device other than the engine block 6. For example, the OSV 57 may be mounted on the pump mechanism 53.

  The OSV 57 is composed of an on-off valve having a function of opening and closing the oil recirculation passage 56k, and includes, for example, a solenoid valve that operates by electromagnetic force.

  As shown in FIGS. 1 and 4, the oil injection nozzle 58 is composed of a pipe having an oil passage 55 t inside, and the base end portion is supported by the engine block 6 so that the tip end portion faces the direction of the piston 2. . An oil injection port is formed at the tip, and oil supplied from the main oil gallery 55m to the oil passage 55t is injected from the oil injection port in the direction of the piston 2.

The ECU 60 is configured to include a start determination unit, an operation state determination unit, a pressure comparison unit, an oil supply control unit, and an injection timing control unit, and the operation of each unit is continuously performed by a single or a plurality of programs. To be executed automatically.
Specifically, the ECU 60 stores a program for executing operations of a CPU (Central Processing Unit), a start determination unit, an operation state determination unit, a pressure comparison unit, an oil supply control unit, and an injection timing control unit. ROM (Read Only Memory), RAM (Random Access Memory) that temporarily stores data, EEPROM (Electrically Erasable and Programmable Read Only Memory), which consists of a rewritable non-volatile memory that operates using a battery as a power source. An input interface circuit such as a converter and a buffer and an output interface circuit such as a drive circuit are included.

  Sensors such as a coolant temperature sensor 61, an oil pressure sensor 62, a crank position sensor 63, a throttle opening sensor, an intake air amount sensor, and an accelerator position sensor (not shown) are connected to the input interface circuit of the ECU 60, respectively. The information output from the sensor is taken into the ECU 60 via the input interface circuit.

  In the ECU 60, the engine rotational speed Ne (rpm) is obtained based on information input from a sensor that detects the rotational speed (rpm) of the crankshaft 4 such as the crank position sensor 63. The intake valve 42 and the exhaust valve of the variable valve timing mechanism 3 mounted on the engine 1 based on information on the output of the engine 1 such as a throttle opening sensor, an intake air amount sensor, an accelerator position sensor, and a crank position sensor 63. The opening / closing timing of 44 is controlled.

  The coolant temperature sensor 61 includes, for example, a thermistor having excellent temperature characteristics. This thermistor is connected to the ECU 60, detects a resistance value corresponding to the temperature of the coolant that cools the engine 1, and inputs a voltage signal to the input interface circuit of the ECU 60. The coolant temperature sensor 61 is mounted in the engine block 6 around the cylinder so as to detect the temperature of the coolant that has flowed around the cylinder around the engine block 6 and has been heated.

  The oil pressure sensor 62 includes, for example, a semiconductor piezoresistor having high sensitivity. The semiconductor piezoresistor is connected to the ECU 60, detects a resistance value corresponding to the pressure in the oil passage 55, and inputs a voltage signal to the input interface circuit of the ECU 60. The oil pressure sensor 62 is provided in the oil passage 55t on the upstream side of the variable valve timing mechanism 3, and detects the pressure (kPa) of oil supplied to the intake side hydraulic controller 33 and the exhaust side hydraulic controller 36. It has become.

  The crank position sensor 63 includes, for example, a timing rotor fixed to the crankshaft 4 and an electromagnetic pickup sensor, and is fixed to the engine block 6. The crank position sensor 63 detects the rotation of the crank such as the crank position and the crank angular velocity, and the detected rotation signal is output to the ECU 60.

  The start determination unit of the ECU 60 is based on detection information that the starter switch that operates the starter motor of the engine 1 is turned on, or detection information that is less than a predetermined time after the starter switch is switched from on to off. The engine 1 is configured to determine whether or not it has been started. Whether or not the engine rotational speed Ne (rpm) is a predetermined rotational speed (rpm) by the crank position sensor 63, and whether the oil pressure (kPa) in the oil supply passage of the engine 1 is a predetermined pressure (kPa). Whether or not the engine 1 has been started may be determined by other means such as whether or not.

  The operation state determination unit of the ECU 60 is configured to determine whether or not the engine 1 is in the cold operation state when the start determination unit determines that the engine 1 has been started. Specifically, the temperature of the coolant flowing from the oil passage 55t around the piston 2 toward the cooling unit 7 is detected by the coolant temperature sensor 61 shown in FIG. The detected temperature (° C.) is compared with a preset temperature (° C.) that is preset and stored in a memory such as a ROM of the ECU 60. When the detected temperature (° C.) is lower than the set temperature (° C.), the engine It is determined that 1 is the cold operating state. This set temperature varies depending on the characteristics of the vehicle such as cold district specifications, warm district specifications, etc., the type of fuel, the type of engine 1, the displacement, etc., and is appropriately set for each characteristic of the vehicle based on the acquired data. It is set. In the case of the vehicle according to the present embodiment, for example, the set temperature is about 88 ° C.

  The pressure comparison unit of the ECU 60 operates the detected pressure (kPa) of oil in the oil passage 55t detected by the oil pressure sensor 62 and the variable valve timing mechanism 3 that is preset and stored in a memory such as a ROM of the ECU 60. The lower limit set lower limit operating pressure (kPa) is compared. This set lower limit operating pressure (kPa) is also set as appropriate for each vehicle characteristic, similar to the set temperature. In the case of the vehicle according to the present embodiment, for example, the set lower limit operating pressure is about 120 kPa.

  When the operation state determination unit determines that the engine 1 is in the cold operation state, the oil supply control unit of the ECU 60 opens the OSV 57 and transfers part of the oil flowing through the oil passage 55t to the oil return passage. The pump mechanism 53 is configured to reflux through 56k.

  The injection timing control unit of the ECU 60 is configured to control the injection timing of fuel injected from a fuel injection device (not shown) according to the operating state of the engine 1. Specifically, the fuel injection start timing and injection end timing are retarded or advanced based on a predetermined crank angle obtained from the detection information of the crank position sensor 63 to improve air-fuel ratio controllability and exhaust gas. The emission of the engine 1 is promoted, and the optimum torque and output of the engine 1 are obtained.

In the engine block 6, a cylinder head and a cylinder block that define a cylinder including the combustion chamber 6a (see FIG. 4) and a crankcase are fastened and integrated by a fastener such as a bolt.
The engine block 6 is mounted on the vehicle body via a plurality of engine mounts (not shown).

  As shown in FIG. 1, the cooling unit 7 includes a radiator 7a that cools an inflowing high-temperature coolant with low-temperature outside air, an upper pipe 7b that causes the cooled coolant to flow into the engine block 6 from the radiator 7a, 4 includes a lower pipe 7c through which the coolant flows from the engine block 6 to the radiator 7a, and a water jacket 7w shown in FIG. 4 provided in the engine block 6 so that the coolant flows in the engine block 6.

  The cooling unit 7 further includes a water pump 7p, a bypass pipe 7d interposed between the upper pipe 7b and the lower pipe 7c, and a thermostat 7t provided at a branch portion of the bypass pipe 7d and the upper pipe 7b. It is configured to include.

  The coolant in the cooling unit 7 is air-cooled in the radiator 7a, flows into the water jacket 7w in the engine block 6 from the upper pipe 7b, flows through the coolant passage in the engine block 6, and then flows from the lower pipe 7c to the radiator 7a. To reflux.

  The thermostat 7t detects the temperature of the coolant flowing into the water jacket 7w, and determines whether or not the temperature of the coolant is a set temperature, that is, the coolant circulates through the radiator 7a according to the temperature of the coolant. , To switch to one of the circulation that does not pass. For example, when the temperature of the coolant is lower than 80 ° C., the thermostat 7t switches to circulation in which the coolant does not pass through the radiator 7a. That is, the upper pipe 7b and the bypass pipe 7d communicate with each other, and the coolant flows from the lower pipe 7c into the water jacket 7w. At this time, the ECU 60 drives the water pump 7p so that the coolant circulates in the water jacket 7w, the upper pipe 7b, the bypass pipe 7d, and the lower pipe 7c so that the warm-up operation when the engine 1 is cold is promoted. ing.

  On the other hand, when the temperature of the coolant is 80 ° C. or higher, the thermostat 7t switches the coolant to circulation through the radiator 7a. At this time, the upper pipe 7b communicates with the radiator 7a, and the coolant does not pass through the bypass pipe 7d, that is, the coolant passes through the radiator 7a. The coolant is cooled by the radiator 7a, and the upper pipe 7b. From the lower pipe 7c to the radiator 7a so that the engine 1 is suitably cooled.

  The fuel injection device is configured to include an injector provided in the engine block 6 so that the fuel injection nozzle is exposed in the cylinder, and injects high-pressure fuel into the combustion chamber 6a, thereby efficiently using as little fuel as possible. The mixture is detonated. The fuel injection device is configured to advance or retard the fuel injection timing in accordance with a command from an injection timing control unit of the ECU 60.

Next, the operation of oil supply control of the oil supply control device 5 according to this embodiment will be described.
FIG. 5 is a flowchart showing the operation of oil supply control of the oil supply control device. FIG. 6 is a graph showing the oil pressure of the main oil gallery with respect to the engine speed Ne. FIG. 7 is a graph showing the relationship between the elapsed time in the operating state when the engine is cold, the open / close state of the OSV, the piston temperature, and the injection timing.

  The flowchart shown in FIG. 5 shows the execution contents of the oil supply control program stored in the ROM of the ECU 60. The oil supply control program includes a start determination unit, an operation state determination unit, a pressure comparison unit, and an oil supply unit. It is comprised including the single or several program which performs each function content of a control part and an injection timing control part. This oil supply control program is executed by the CPU of the ECU 60.

  As shown in FIG. 5, first, the ECU 60 detects that the starter switch for operating the starter motor of the engine 1 is turned on, or detects that it is less than a predetermined time since the starter switch is switched from on to off. If so, it is determined that the engine 1 has been started (step S1). If neither is detected, the ECU 60 monitors the starter switch on or off at predetermined time intervals until it is determined that the engine 1 has been started.

  When it is determined YES in step S1, the ECU 60 receives the detected temperature (° C.) signal output from the coolant temperature sensor 61 shown in FIG. 1 (step S2), and the detected temperature and the ROM are stored in advance in the ROM. When the detected temperature is lower than the set temperature, for example, lower than 88 ° C., it is determined that the engine 1 is in the cold operating state (step S3).

  When it is determined YES in step S3, the ECU 60 receives a signal of the detected pressure (kPa) output from the oil pressure sensor 62 shown in FIG. 1 (step S4), and the detected pressure (kPa) is stored in the ROM in advance. A lower limit set lower limit operating pressure (kPa) for operating the variable valve timing mechanism 3 is compared (step S5).

When the detected pressure exceeds the set lower limit operating pressure, for example, when the detected pressure exceeds 120 kPa, the OSV 57 is opened (step S6). When the OSV 57 is opened, the pressure (kPa) of oil discharged from the pump mechanism 53 shown in FIG. 3 decreases. For example, as shown in FIG. 6, the oil pressure in the main oil gallery 55m becomes 210 kPa or less. The oil injection from the oil injection nozzle 58 shown in FIGS. 1 and 4 is stopped.
When the engine speed Ne (rpm) increases, for example, when the engine speed Ne is 3,200 rpm to 4,000 rpm, the pressure of oil discharged from the pump mechanism 53 gradually increases in proportion to the engine speed Ne. The oil pressure gradually exceeds 210 kPa, but in the operating state when the engine 1 is cold, the oil that reaches the piston 2 is not injected from the oil injection nozzle 58.

Thus, since the OSV 57 is opened only when the set lower limit operating pressure is exceeded, the control of the variable valve timing mechanism 3 can be prioritized over the oil supply control of the oil supply control device 5 according to the present embodiment. The variable valve timing mechanism 3 can be operated without any trouble.
Simultaneously with the opening of the OSV 57, the ECU 60 stops the execution of the retard timing control of the injection timing in the variable valve timing mechanism 3 (step S7). At this time, if the retard control of the injection timing is not performed, the variable valve timing mechanism 3 is maintained in the control state so that the retard control of the injection timing is not executed.

  Next, the ECU 60 receives a signal of the detected temperature (° C.) output from the coolant temperature sensor 61 (step S8), compares this detected temperature with a preset temperature 88 ° C. stored in advance in the ROM, and the detected temperature is When the temperature exceeds 88 ° C., it is determined that the engine 1 has shifted from the cold state to the warm state (step S9).

When it is determined NO in step S9, the ECU 60 determines that the engine 1 is in the warm to warm state until it is determined that the detected temperature of the coolant temperature sensor 61 exceeds 88 ° C. at predetermined time intervals. Monitor whether or not the operating state has been entered.
If YES is determined in step S9, and if NO is determined in steps S3 and S5, the OSV 57 is closed (step S10). At this time, the stop of the retard control of the injection timing in the variable valve timing mechanism 3 is released (step S11), and the original control is restored.

  That is, as shown in FIG. 6, the ECU 60 determines in step S3 that the engine 1 is in the cold operating state, and until it is determined in step S9 that the engine 1 is in the warm operating state. , OSV is opened, and oil injection from the oil injection nozzle 58 is stopped. At this time, the ECU 60 stops execution of the retard timing control of the injection timing in the variable valve timing mechanism 3 and controls at the optimal injection timing.

Next, the ECU 60 determines, for example, whether or not the engine 1 has stopped based on the output signal of the crank position sensor 63, and when determining that the engine 1 has stopped, the oil supply control device according to the present embodiment. 5 is terminated (step S12).
When the ECU 60 determines NO in step S12, the ECU 60 returns to step S2 in which the coolant temperature sensor 61 of the engine 1 detects the coolant temperature.

  Since the oil supply control device 5 according to the present embodiment is configured as described above, the following effects can be obtained.

  FIG. 8 is a graph showing the relationship between the elapsed time in the operating state when the engine is cold, the open / close state of the OSV, the coolant temperature, and the oil temperature. FIG. 9 is a graph showing the relationship between the PM in the exhaust gas, the smoke concentration, and the engine speed Ne with respect to the elapsed time since the engine 1 was started.

  The oil supply control device 5 according to the present embodiment includes an oil pan 51, a pump mechanism 53 that supplies oil in the oil pan 51 to the lubrication unit 10, an ECU 60 that controls the supply of oil, an oil injection nozzle 58, And an oil recirculation unit 56 having an oil recirculation passage 56k, and an OSV 57, and an ECU 60 includes an operation state determination unit that determines whether or not the engine 1 is in a cold operation state, and an oil supply control unit. When the operation state determination unit determines that the engine 1 is in the cold operation state, the oil supply control unit opens the OSV 57 and removes a part of the oil flowing in the oil passage 55t. It is configured to recirculate to the pump mechanism 53 via the oil recirculation passage 56k.

  As a result, when the engine 1 is in the cold operating state, a part of the oil discharged from the pump mechanism 53 is returned to the pump mechanism 53 from the oil recirculation unit 56, and is thus discharged from the pump mechanism 53. The oil pressure in the oil passage 55t and the main oil gallery 55m decreases. When the oil pressure decreases, the oil injection from the oil injection nozzle 58 toward the piston 2 stops, and the cooling of the piston 2 by the oil stops.

  In this case, as shown in FIG. 7, since the piston 2 is not cooled by oil, the temperature (° C.) of the piston 2 rises from the prior art shown by the dotted line when the engine 1 is cold. 2 and the vaporization of the fuel supplied into the combustion chamber 6a surrounded by the engine block 6 is promoted, and the adverse effect that the fuel adheres to the top surface of the piston 2 as in the prior art is eliminated.

  In addition, since a part of the oil discharged from the pump mechanism 53 is returned to the pump mechanism 53 from the oil recirculation unit 56, the amount of oil supplied into the engine 1 is also reduced, and the heat from the warmed coolant is reduced. Exchange is reduced. As a result, as shown in FIG. 8, although the increase in the temperature (° C.) of the oil in the engine 1 decreases, the temperature (° C.) of the coolant is reduced by transferring the heat taken by the oil to the coolant. There is an effect that the warm-up operation when the engine 1 is cold is promoted.

  In addition, since fuel vaporization is promoted, a uniform mixture of air and fuel can be obtained, the optimum air-fuel ratio can be obtained, and the mixture can be completely burned at an appropriate combustion temperature. Become. In particular, in the case of a direct injection engine in which fuel is directly injected into a combustion chamber and ignited, such an effect becomes remarkable.

  In this case, as shown in FIG. 9, there is an effect that HC contained in the exhaust gas, PM containing so-called unburned fuel, and smoke are reduced by complete combustion. In addition, the fuel consumption rate (g / KWh: g is the weight of the fuel, KW is the output, and h is the time) is improved, and so-called fuel efficiency is improved.

Further, the work rate (w) of the pump mechanism 53 expressed by discharge amount (mm ³ / sec) × pressure (kPa) decreases. That is, a part of the oil discharged from the pump mechanism 53 is returned to the pump mechanism 53 from the oil recirculation unit 56, so that the pressure (kPa) of the oil discharged from the pump mechanism 53 decreases and the pump mechanism 53 Work rate (w) decreases. In this case, since the load of the pump mechanism 53 connected to the crankshaft 4 is reduced, the friction of the crankshaft 4 is reduced, the load of the engine 1 is reduced, and so-called fuel efficiency is improved.

  In the oil supply control device 5 according to the present embodiment, the oil recirculation unit 56 branched from the oil passage 55t is formed, and the oil recirculation unit 56 is simply provided with the OSV 57, with simple control, It is possible to reduce PM and smoke in the exhaust gas discharged from the engine 1 in the operation state at the time.

  Further, the engine 1 includes a radiator 7 a that cools the engine 1 with the coolant, and has a coolant temperature sensor 61 that detects the temperature of the coolant, and the ECU 60 detects the coolant temperature detected by the coolant temperature sensor 61. When the engine temperature is lower than 88 ° C., which is the set temperature, it is determined that the engine 1 is in the cold operating state. Therefore, it is determined by simple determination that the engine 1 is in the cold operating state. Can do.

Even if the engine 1 includes the variable valve timing mechanism 3 that can change the opening / closing timing of at least one of the intake valve 42 and the exhaust valve 44 by the pressure of oil, the variable valve timing mechanism 3 There will be no hindrance to control.
That is, in the engine 1, an ECU 60 detects an oil pressure in the oil passage 55t, an oil pressure sensor 62 detected by the oil pressure sensor 62, and a preset variable valve timing mechanism. Compared with the set lower limit operating pressure (kPa) of the lower limit to be operated, and when the ECU 60 determines that the detected pressure is less than the set lower limit operating pressure, the OSV 57 is closed to control the variable valve timing mechanism 3 as oil. Priority can be given to supply control.

In addition, when the OSV 57 is opened in the engine 1, the ECU 60 stops the retard control of the fuel injection timing and executes the optimal control of the injection timing.
As shown in FIG. 7, when the retard control of the fuel injection timing is stopped, the injection timing indicated by the thick solid line is controlled in an optimum state, and therefore, according to the delay of the fuel injection timing as in the prior art. Since the fuel injection amount does not increase and the fuel consumption rate decreases, so-called fuel consumption is not deteriorated. In addition, the combustion period of the fuel becomes longer as the fuel injection timing is retarded, and the entire combustion is slowed down so that the effective output of the engine does not become unstable. Furthermore, it is not necessary to perform the valve opening / closing timing control and the fuel injection timing delay control together, thereby reducing the complexity of the control.

  Further, as shown in FIG. 6, the open state of the OSV 57 is maintained by the ECU 60 until the cold operation state is finished, and when the cold operation state is finished, the cold operation state is changed to the warm state. Can be switched to the operating state. Simultaneously with this switching, the stop of the retard control of the fuel injection timing is quickly released and the OSV 57 is closed, so that oil is injected from the oil injection nozzle 58 toward the piston 2 and the piston 2 is suitably cooled. And lubricated.

  The pump mechanism 53 of the oil supply control device 5 according to the present embodiment is configured to be connected to the crankshaft 4 so that the pump mechanism 53 is driven by the power of the engine 1, and oil is supplied from the oil passage 55t to the pump mechanism 53. A case has been described in which the oil recirculation passage 56k for recirculating oil is formed, and when the engine 1 is in a cold operating state, the OSV 57 provided in the oil recirculation passage 56k is opened to stop the oil injection from the oil injection nozzle. .

  However, the pump mechanism of the oil supply control device according to the present invention may be configured with another structure. For example, when the pump mechanism is constituted by a variable displacement type oil pump and the engine 1 is in a cold operating state, the pump mechanism is reduced in capacity to stop the injection of oil injected from the oil injection nozzle. It may be. Further, the pump mechanism is constituted by an electric oil pump, and when the engine 1 is in a cold operating state, the discharge amount of the pump mechanism is reduced to stop the injection of oil injected from the oil injection nozzle. May be. Furthermore, the pump mechanism is composed of two pump mechanisms, a large-capacity pump mechanism and a small-capacity pump mechanism. When the engine 1 is in a cold operating state, the pump mechanism is switched to the small-capacity pump mechanism to perform oil injection. You may make it stop the injection of the oil injected from a nozzle.

Further, in the oil supply control device 5 according to the present embodiment, when the ECU 60 determines whether or not the engine 1 is in the cold operating state, the detected temperature (° C.) detected by the coolant temperature sensor 61. ) And the set temperature (° C.), and when the detected temperature (° C.) is less than the set temperature (° C.), it is determined that the engine 1 is determined to be in the cold operating state. .
However, in the oil supply control device according to the present invention, it may be determined by another method that the engine is in the cold operating state. For example, it may be determined that the engine is in the cold operating state based on the detected temperature detected by the oil temperature detection sensor and the engine idle speed (rpm).

(Second Embodiment)
FIG. 10 is a schematic perspective view of a vehicle engine to which an oil supply control device according to a second embodiment of the present invention is applied, and FIG. 11 is a block diagram showing each lubricating portion inside the engine and the flow of oil. FIG. 12 is a flowchart showing an operation of oil supply control of the oil supply control device.

  In the oil supply control device 105 according to the second embodiment, a valve operating mechanism 103 is provided instead of the variable valve timing mechanism 3 with respect to the oil supply control device 5 according to the first embodiment. The other configurations are the same except for the difference. Therefore, the same configuration will be described using the same reference numerals as those in the first embodiment shown in FIGS. 1 to 9, and only differences will be described in detail.

First, the configuration will be described.
As shown in FIG. 10, the engine 100 is configured in the same manner as the engine 1 according to the first embodiment, and includes a piston 2 housed in each cylinder, a valve operating mechanism 103, a crankshaft 4, and the like. , An oil supply control device 105, an engine block 6 comprising a cylinder head, a cylinder block and a crankcase, a cooling unit 7 for cooling the inside of the engine 1, and a fuel injection device for directly injecting fuel into the cylinder. It is configured.

  The valve operating mechanism 103 includes an intake camshaft 131 and an exhaust camshaft 134. The intake camshaft 131 and the exhaust camshaft 134 are connected to the crankshaft 4 via the chain 37 and are driven by the power of the crankshaft 4. An intake valve 42 is connected to the intake camshaft 131 via a rocker arm 41, and an exhaust valve 44 is connected to the exhaust camshaft 134 via a rocker arm 43.

  The oil supply control device 105 is configured in the same manner as the oil supply control device 5 according to the first embodiment, and the oil pan 51, the oil strainer 52, the pump mechanism 53, and the oil discharged from the pump mechanism 53 are used. An oil filter 54 to be filtered, an oil passage part 55, an oil recirculation part 56, an OSV 57, an oil injection nozzle 58, and a stop valve 59 for adjusting the flow rate of oil flowing through the pump mechanism 53 (see FIG. 11); ECU 160 and coolant temperature sensor 61 are included. The oil supply control device 105 is configured to supply oil to each lubrication unit 110 in the engine 100 to lubricate and cool each lubrication unit 110.

  The lubrication part 110 is a component that requires lubrication in the engine 100, and, like the lubrication part 10 according to the first embodiment, as shown in FIG. 11, the piston 2 and the crankshaft 4 can be rotated. Crank journal 11 for supporting, crank pin 13 for connecting connecting rod 12 to crankshaft 4, intake camshaft 131, exhaust camshaft 134, rocker arms 41 and 43, intake camshaft journal 47, and exhaust camshaft And a journal 48.

  ECU 160 includes a start determination unit, an operation state determination unit, and an oil supply control unit, and the operation of each unit is continuously executed by a single or a plurality of programs. In addition, ECU 160 is similar to ECU 60 according to the first embodiment, and is a ROM that stores programs for executing the operations of the CPU, the start determination unit, the operation state determination unit, and the oil supply control unit, and the like. It is configured to include a RAM for storing data, an EEPROM composed of a rewritable nonvolatile memory that operates using a battery as a power source, an input interface circuit such as an A / D converter and a buffer, and an output interface circuit such as a drive circuit. .

  Sensors such as a coolant temperature sensor 61, a crank position sensor 63, a throttle opening sensor, an intake air amount sensor, and an accelerator position sensor (not shown) are connected to the input interface circuit of the ECU 160, and output from these sensors. This information is taken into the ECU 160 via the input interface circuit. In the ECU 160, the engine rotational speed Ne (rpm) is obtained based on information input from a sensor that detects the rotational speed of the crankshaft 4 such as a crank position sensor.

Next, the operation of oil supply control of the oil supply control device 105 according to the present embodiment will be described.
FIG. 12 is a flowchart showing the operation of oil supply control of the oil supply control device.

  Note that the flowchart shown in FIG. 12 shows the execution contents of the oil supply control program stored in the ROM of the ECU 160. Like the ECU 60 according to the first embodiment, this oil supply control program includes a start determination unit. The operation state determination unit and the oil supply control unit are configured to include a single program or a plurality of programs for executing the function contents. This oil supply control program is executed by the CPU of the ECU 160.

  As shown in FIG. 12, first, ECU 160 detects that the starter switch that operates the starter motor of engine 100 is turned on, or the starter switch is turned from on to off, similarly to ECU 60 according to the first embodiment. When it is detected that it is less than the predetermined time since switching to, it is determined that the engine 100 has been started (step S101). If neither is detected, ECU 160 monitors on / off of the starter switch at predetermined time intervals until it is determined that engine 100 has been started.

  If YES is determined in step S101, ECU 160 receives a signal of the detected temperature (° C.) output from coolant temperature sensor 61 shown in FIG. 10 (step S102), and this detected temperature and the ROM are stored in advance. When the detected temperature is lower than the set temperature, for example, lower than 88 ° C., it is determined that the engine 100 is in the cold operating state (step S103).

  When it is determined YES in step S103, ECU 160 opens OSV 57 (step S104). When the OSV 57 is opened, the pressure (kPa) of the oil discharged from the pump mechanism 53 shown in FIG. 3 decreases as in the first embodiment. For example, as shown in FIG. 6, the main oil gallery 55m Since the oil pressure is 210 kPa or less, the oil injection from the oil injection nozzle 58 shown in FIGS. 1 and 4 is stopped. As in the first embodiment, when the engine speed Ne (rpm) increases, for example, when the engine speed Ne is 3,200 rpm to 4,000 rpm, the pump mechanism 53 is proportional to the engine speed Ne. The pressure of the oil discharged from the engine gradually increases and the oil pressure gradually exceeds 210 kPa. However, when the engine 1 is in a cold operating state, the oil that reaches the piston 2 is discharged to the oil injection nozzle. 58 is not injected.

  Next, the ECU 160 receives a signal of the detected temperature (° C.) output from the coolant temperature sensor 61 (step S105), compares this detected temperature with the set temperature 88 ° C. stored in advance in the ROM, and the detected temperature is When the temperature exceeds 88 ° C., it is determined that the engine 100 has shifted from the cold state to the warm state (step S106).

If NO is determined in step S106, ECU 160 determines that engine 100 is in the warm to warm state until it is determined that the detected temperature of coolant temperature sensor 61 exceeds 88 ° C. at predetermined time intervals. Monitor the transition to the operating state.
If YES is determined in step S106 and if NO is determined in step S103, the OSV 57 is closed (step S107).

Next, ECU 160 determines whether or not engine 100 has been stopped. When it is determined that engine 100 has stopped, ECU 160 ends oil supply control of oil supply control device 105 according to the present embodiment (step S108).
When ECU 160 determines NO in step S108, ECU 160 returns to step S102 where the coolant temperature sensor 61 of engine 100 detects the coolant temperature.

  Since the oil supply control device 105 according to the present embodiment is configured as described above, the following effects can be obtained.

  As in the first embodiment, the oil supply control device 105 according to the present embodiment controls the oil pan 51, the pump mechanism 53 that supplies the oil in the oil pan 51 to the lubrication unit 110, and the oil supply. ECU 160, an oil injection nozzle 58, an oil recirculation unit 56 having an oil recirculation passage 56k, and an OSV 57, and the ECU 160 determines whether or not the engine 100 is in a cold operation state. And an oil supply control unit, and when the operation state determination unit determines that the engine 100 is in the cold operation state, the oil supply control unit opens the OSV 57 and the oil passage 55t. A part of the oil flowing through the inside is recirculated to the pump mechanism 53 via the oil recirculation passage 56k.

  As a result, as in the first embodiment, when the engine 100 is in the cold operating state, a part of the oil discharged from the pump mechanism 53 is returned to the pump mechanism 53 from the oil return portion 56. Therefore, the pressure of the oil discharged from the pump mechanism 53 and in the oil passage 55t and the main oil gallery 55m decreases. When the oil pressure decreases, the oil injection from the oil injection nozzle 58 toward the piston 2 stops, and the cooling of the piston 2 by the oil stops.

  In this case, as shown in FIG. 7, since the piston 2 is not cooled by the oil, the temperature (° C.) of the piston 2 rises from the prior art shown by the dotted line when the engine 100 is cold. Vaporization of the fuel supplied into the combustion chamber surrounded by the engine block 6 and the engine block 6 is promoted, and the adverse effect that the fuel adheres to the top surface of the piston 2 as in the prior art is eliminated.

  In addition, since a part of the oil discharged from the pump mechanism 53 is returned to the pump mechanism 53 from the oil recirculation unit 56, the amount of oil supplied into the engine 100 is also reduced, and the heat from the warmed coolant is reduced. Exchange is reduced. As a result, as shown in FIG. 8, although the increase in the temperature (° C.) of the oil in the engine 100 decreases, the temperature (° C.) of the coolant is reduced by transferring the heat deprived by the oil to the coolant. There is an effect that the warm-up operation when the engine 100 is cold is promoted.

  In addition, since fuel vaporization is promoted, a uniform mixture of air and fuel can be obtained, the optimum air-fuel ratio can be obtained, and the mixture can be completely burned at an appropriate combustion temperature. Become. In particular, in the case of a direct injection engine in which fuel is directly injected into a combustion chamber and ignited, such an effect becomes remarkable.

  In this case, as shown in FIG. 9, as in the first embodiment, HC contained in the exhaust gas, PM containing so-called unburned fuel, and smoke are reduced by complete combustion. In addition, the fuel consumption rate (g / KWh: g is the weight of the fuel, KW is the output, and h is the time) is improved, and so-called fuel efficiency is improved.

Further, the work rate (w) of the pump mechanism 53 expressed by discharge amount (mm ³ / sec) × pressure (kPa) decreases. That is, a part of the oil discharged from the pump mechanism 53 is returned to the pump mechanism 53 from the oil recirculation unit 56, so that the pressure (kPa) of the oil discharged from the pump mechanism 53 decreases and the pump mechanism 53 Work rate (w) decreases. In this case, since the load of the pump mechanism 53 connected to the crankshaft 4 is reduced, the friction of the crankshaft 4 is reduced, the load of the engine 1 is reduced, and so-called fuel efficiency is improved.
In the oil supply control device 105 according to the present embodiment, an oil recirculation unit 56 branched from the oil passage 55t is formed, and the oil recirculation unit 56 is simply provided with an OSV 57, with simple control, PM and smoke in the exhaust gas discharged from the engine 100 in the operating state at the time can be reduced.

  Similarly to the first embodiment, the engine 100 includes a radiator 7a that cools the engine 1 with the coolant, and has a coolant temperature sensor 61 that detects the temperature of the coolant, and the ECU 160 includes the coolant temperature. When the coolant temperature detected by the sensor 61 is lower than the set temperature of 88 ° C., it is determined that the engine 100 is in the cold operating state. It can be determined that this is the operating state.

  Further, as shown in FIG. 6, the open state of the OSV 57 is maintained by the ECU 160 until the cold operation state is finished, and when the cold operation state is finished, the cold state operation state is changed to the warm state. It is switched to the driving state at the time. Simultaneously with this switching, the OSV 57 is closed, so that oil is injected from the oil injection nozzle 58 toward the piston 2, and the piston 2 is suitably cooled and lubricated.

  As described above, the oil supply control device according to the present invention reduces PM and smoke in exhaust gas by suppressing cooling of the engine by oil with simple control when the engine is in a cold operating state. This is useful for an oil supply control device that can lubricate the lubrication part by supplying oil to the lubrication part of the engine.

1 is a schematic perspective view of a vehicle engine to which an oil supply control device according to a first embodiment of the present invention is applied. It is a block diagram which shows each lubrication part inside an engine to which the oil supply control apparatus which concerns on the 1st Embodiment of this invention is applied, and the flow of oil. It is a circuit diagram of the pump mechanism of the oil supply control apparatus which concerns on the 1st Embodiment of this invention. It is a fragmentary sectional view of the cylinder block which accommodates the piston of the oil supply control apparatus which concerns on the 1st Embodiment of this invention. It is a flowchart which shows the operation | movement of the oil supply control in the oil supply control apparatus which concerns on the 1st Embodiment of this invention. It is a graph which shows the oil pressure of the main oil gallery with respect to the engine speed Ne of the oil supply control apparatus which concerns on the 1st Embodiment of this invention. It is the graph which showed the relationship between the elapsed time in the driving | running state when the engine of the oil supply control apparatus which concerns on the 1st Embodiment of this invention is cold, and the open / close state of OSV, piston temperature, and injection timing. It is the graph which showed the relationship between the elapsed time in the driving | running state when the engine of the oil supply control apparatus which concerns on the 1st Embodiment of this invention is cold, the open / close state of OSV, coolant temperature, and oil temperature. It is a graph which shows the relationship between the density | concentration of PM and smoke in exhaust gas with respect to the elapsed time after the engine start of the oil supply control apparatus which concerns on the 1st Embodiment of this invention, and engine speed Ne. It is a schematic perspective view of the engine to which the oil supply control apparatus which concerns on the 2nd Embodiment of this invention is applied. It is a block diagram which shows each lubrication part inside an engine and the flow of oil to which the oil supply control apparatus which concerns on the 2nd Embodiment of this invention is applied. It is a flowchart which shows the operation | movement of the oil supply control of the oil supply control apparatus which concerns on the 2nd Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1,100 Engine 2 Piston 3 Variable valve timing mechanism 4 Crankshaft 5, 105 Oil supply control device 6 Engine block 7 Cooling unit 8 Fuel injection device 10, 110 Lubricating unit 11 Crank journal 12 Connecting rod 13 Crank pin 31, 131 Intake cam Shaft 32, 35 Vane type actuator 33 Intake side hydraulic controller 34, 134 Exhaust cam shaft 36 Exhaust side hydraulic controller 41, 43 Rocker arm 42 Intake valve 44 Exhaust valve 47 Intake camshaft journal 48 Exhaust camshaft journal 51 Oil pan 52 Oil strainer 53 Pump mechanism 54 Oil filter 55 Oil passage portion 55t Oil passage 56 Oil recirculation portion 56k Oil recirculation passage 57 OSV Switch valve)
58 Oil injection nozzle 60, 160 ECU (electronic control unit, start determination unit, operation state determination unit, pressure comparison unit, oil supply control unit, injection timing control unit)
61 Coolant temperature sensor 62 Oil pressure sensor

Claims (4)

An oil pan for storing oil, a pump mechanism for supplying the oil stored in the oil pan to a lubrication unit including an engine piston through an oil passage, and an oil supply control unit for controlling the supply of the oil In the oil supply control device provided,
An oil injection nozzle that injects the oil in the oil passage toward the piston;
An oil recirculation unit having an oil recirculation passage branched from the oil passage communicating with the oil injection nozzle and recirculating a part of the oil in the oil passage to the pump mechanism;
An oil switch valve provided in the oil recirculation section to open and close the oil recirculation passage;
An operating state determination unit that determines whether or not the engine is in a cold operating state,
When the operation state determination unit determines that the engine is in a cold operation state, the oil supply control unit opens the oil switch valve, and part of the oil that circulates in the oil passage Is returned to the pump mechanism through the oil return passage.   The engine includes a cooling unit that cools the engine with a cooling liquid, includes a cooling liquid temperature sensor that detects a temperature of the cooling liquid, and the operation state determination unit detects the cooling detected by the cooling liquid temperature sensor. 2. The oil supply control device according to claim 1, wherein when the liquid temperature is lower than a set temperature, it is determined that the engine is in a cold operating state.   An oil pressure sensor for detecting the pressure of the oil in the oil passage, wherein the engine includes a variable valve timing mechanism capable of changing an opening / closing timing of at least one of an intake valve and an exhaust valve according to the pressure of the oil And a pressure comparison unit that compares a detected pressure of the oil detected by the oil pressure sensor with a lower limit set lower limit operating pressure for operating the variable valve timing mechanism, and the oil supply control 3. The oil supply control device according to claim 1, wherein when the pressure comparison unit determines that the detected pressure is less than the set lower limit operating pressure, the oil closing valve is closed. .   The engine includes an injection timing control section that retards fuel injection timing, and the oil supply control section stops the injection timing retard control when the oil switch valve is opened. The oil supply control device according to claim 3, wherein the control unit is notified that the oil switch valve is opened.

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