JP4911020B2 - Lubricating device for internal combustion engine - Google Patents

Description

  The present invention relates to a lubricating device for an internal combustion engine provided with a hydraulic control mechanism for controlling the hydraulic pressure of the internal combustion engine.

  As an example of a hydraulic control device for an internal combustion engine, an oil pump, and a piston jet that opens when the oil pressure of oil sucked up by the oil pump reaches a valve opening pressure Qa and injects oil toward the piston through an oil injection passage, And a relief valve that is arranged in the oil return path and opens when the oil pressure of the oil sucked up by the oil pump reaches the valve opening pressure Qb (opening pressure lower than the valve opening pressure Qa), and an oil return path. An engine hydraulic control device including a switching valve is known (see, for example, Patent Document 1).

  According to such a configuration, even when the oil viscosity is high and the oil pressure is increased at the time of cold start, when the oil pressure reaches a predetermined oil pressure Qb, the relief valve is opened and the oil is released. The burden on the oil pump is reduced. Further, with this configuration, since the injection of oil from the piston jet toward the piston is stopped, the completion of the early warm-up is not hindered. Further, according to this configuration, when the warm-up is completed and the oil temperature rises, the switching valve is opened and the oil flow in the oil return path is blocked. Then, when the hydraulic pressure in the path rises and the hydraulic pressure reaches the valve opening pressure Qa, oil is injected from the piston jet toward the piston, and the piston is cooled.

  In Patent Document 2, when the temperature of the intake air sucked into the internal combustion engine is equal to or lower than a predetermined temperature, the piston is warmed up using the piston warming means to prevent the occurrence of smoke and the like. A warm-up control device for an internal combustion engine is described.

  Further, Patent Document 3 discloses that the piston is brought into an intermediate cooling state by using only the supply and stop of oil during a transition in which the switching between the piston non-cooling state and the cooling state occurs as the engine load increases or decreases. Describes a piston temperature control device for an internal combustion engine that can suppress deterioration of combustion due to overcooling or overheating of the piston.

JP 2007-107485 A JP 2004-176661 A JP 2003-97269 A

  In the above-described hydraulic control device for an internal combustion engine, it is not preferable to inject oil from the piston jet toward the piston when the internal combustion engine is in a low load state. This is because when the piston is unnecessarily cooled, incomplete combustion is caused and fuel consumption is deteriorated.

  In this regard, in the engine hydraulic control device described in Patent Document 1 described above, the relief valve is opened when the oil pressure drawn up by the oil pump reaches a certain valve opening pressure Qb during cold start. Thus, oil injection from the piston jet toward the piston is stopped. However, in this hydraulic control apparatus for an engine, depending on the magnitude of the valve opening pressure Qb of the relief valve, the relief valve opens even when the internal combustion engine is in a low load state, and the piston jet is directed toward the piston. Oil may be injected and the above problems may occur.

  The present invention has been made in view of the above points, and in a lubricating device for an internal combustion engine, by appropriately controlling the hydraulic pressure in the oil passage, a piston by an oil jet is used when the internal combustion engine is in a low load region. The purpose is to improve the deterioration of fuel consumption and the like over the entire load region of the internal combustion engine by stopping unnecessary oil injection into the engine.

In one aspect of the present invention, a lubricating device for an internal combustion engine (engine) includes an oil passage communicating from an oil tank in which oil is stored to a lubricating portion of the internal combustion engine, the oil passage, An oil pump that supplies oil to the lubrication part of the internal combustion engine, and an oil injection that is provided in the oil passage and is applied to the piston of the internal combustion engine according to the pressure (hydraulic pressure; the same applies hereinafter) of the oil supplied to the oil passage An oil jet mechanism for controlling the amount; a bypass oil passage provided in parallel with the oil pump in the oil passage; an oil pressure variable relief valve provided in the bypass oil passage; and the oil pressure variable relief valve opened. The pressure of the oil in the oil passage is lowered by controlling the oil pressure, and the oil pressure variable relief valve is An oil pressure variable relief valve control means for increasing the pressure of the oil in the oil passage by controlling to the same side, an internal combustion engine load detection means for detecting the load of the internal combustion engine, and a rotational speed of the internal combustion engine An internal combustion engine speed detecting means; a fuel injection valve for injecting fuel into a cylinder of the internal combustion engine; a fuel injection amount control means for controlling a fuel injection amount from the fuel injection valve to the cylinder; and the oil Oil pressure measuring means for measuring the pressure of the internal combustion engine, the load and rotation speed of the internal combustion engine and the pressure of the oil, and the fuel injection amount is increased as the load and rotation speed of the internal combustion engine and the oil pressure increase A fuel injection amount restriction map that restricts to a predetermined injection amount restriction value step by step .

  In a preferred example, the oil jet mechanism is preferably composed of an oil jet check valve provided in the oil passage and an oil jet provided in the oil passage. Here, the oil jet check valve is opened when the pressure of the oil supplied to the oil passage becomes larger than a predetermined pressure value, and is closed when the pressure of the oil becomes lower than the predetermined pressure value. The oil jet injects oil toward the piston of the internal combustion engine when the oil jet check valve is opened, and stops oil injection when the oil jet check valve is closed.

In the lubricating device for an internal combustion engine of the vehicle described above, in particular, when the oil pressure variable relief valve control means determines that the internal combustion engine is in a low load region based on the detected load and rotation speed of the internal combustion engine, By controlling the oil pressure variable relief valve to the open side, the oil pressure is lowered and oil injection by the oil jet mechanism is stopped. Thereby, in a low load area | region, it can suppress that the hydraulic pressure in an oil passage becomes excess, and can suppress that a piston is cooled unnecessarily. As a result, it is possible to improve the deterioration of fuel consumption in substantially the entire region from the low load region to the high load region.
On the other hand, the fuel injection amount restriction map is defined by the load and rotation speed of the internal combustion engine and the oil pressure, and the fuel injection amount is gradually increased to a predetermined injection as the load and rotation speed of the internal combustion engine and the oil pressure increase. When the oil pressure in the oil passage is Px <Py, the injection amount restriction value is restricted to Qx in the case of Px, and the injection amount restriction value is restricted to Qy (> Qx) in the case of Py. The oil pressure measuring means detects the pressure of oil that rises as the load of the internal combustion engine rises, and the fuel injection amount control means refers to the fuel injection amount restriction map to inject fuel from the fuel injection valve into the cylinder. The amount is limited to a predetermined injection amount limit value corresponding to the detected oil pressure. As a result, for example, when the load of the internal combustion engine suddenly increases, an increase in the fuel injection amount is limited, so that a situation in which the oil pressure in the oil passage cannot be increased in time can be avoided. Therefore, in this case, it becomes possible to supply a necessary amount of oil to the lubrication part of the internal combustion engine, and it is possible to prevent the occurrence of wear, seizure, and the like due to running out of oil in the lubrication part of the internal combustion engine.

  In another aspect (third control method) of the lubricating device for an internal combustion engine, the fuel injection amount control means limits the fuel injection amount to the predetermined injection amount limit value in the process of increasing the oil pressure. Temporarily cancel the action. Thus, fuel injection is performed with a predetermined injection amount limit value corresponding to the increase in oil pressure. Therefore, for example, when the engine load suddenly increases from a certain driving state, it is possible to improve the deterioration of the acceleration response of the vehicle. As a result, the occupant can experience an acceleration feeling commensurate with an increase in the load of the internal combustion engine.

  In another aspect (fourth control method) of the lubricating device for an internal combustion engine described above, the oil pressure variable relief valve control means further includes a shift up detection means for detecting the presence or absence of the shift up in the acceleration process of the vehicle. When it is detected that the upshift has occurred through the upshift detecting means, the oil pressure variable relief valve is prohibited from being controlled to open and the oil pressure is prohibited from being lowered. Thereby, at the time of upshifting in the acceleration process of the vehicle, the pressure of the oil in the oil passage is maintained in a high state immediately before the upshifting, and the acceleration response of the vehicle can be improved. As a result, it is possible to prevent the acceleration of the vehicle from deteriorating at every shift up.

  In another aspect (fifth control method) of the internal combustion engine lubrication apparatus, a fuel injection valve that injects fuel into the cylinder of the internal combustion engine, and a fuel injection amount from the fuel injection valve to the cylinder The oil pressure variable relief valve control means controls the oil pressure variable relief valve to close when the fuel is cut into the cylinder when the internal combustion engine is cold. By controlling the pressure of the oil, the oil is jetted by the oil jet mechanism.

  Accordingly, oil is sprayed onto the piston having the highest temperature in the internal combustion engine, and heating of the oil can be promoted. Therefore, the oil can be quickly warmed when the internal combustion engine is cold and when the fuel is cut (for example, when the vehicle is decelerated). At this time, in order to inject oil from the oil jet mechanism toward the piston, the oil pressure in the oil passage is controlled to increase, so that the load on the internal combustion engine increases and the engine braking becomes more effective. The vehicle can be further decelerated. Further, by increasing the oil pressure in the oil passage in this way, the oil can be continuously warmed by the heat generated by the operation of the oil pump even when the piston is cold. Although the load (work volume) of the oil pump is increased by increasing the oil pressure in the oil passage, the fuel consumption is not deteriorated because the fuel cut is being performed.

  In another aspect (sixth control method) of the above-described internal combustion engine lubrication apparatus, the microinjection amount is based on the rotational fluctuation of the internal combustion engine when the microinjection amount of fuel is injected into the cylinder of the internal combustion engine. The oil pressure variable relief valve control means further includes a variable injection pressure learning means for performing learning, and the oil pressure variable relief valve controls the oil pressure variable relief valve to open when the minute injection amount learning is performed by the minute injection amount learning means. The oil pressure is lowered to prohibit oil injection by the oil jet mechanism.

  This prevents the piston from being unnecessarily cooled by the oil during learning of the minute injection amount, thereby preventing the temperature in the cylinder (combustion chamber) from being lowered. Therefore, a minute amount of fuel can be stably burned during learning of the minute injection amount. As a result, it can be avoided that erroneous learning occurs due to unstable combustion. In addition, since a minute amount of fuel can be stably burned, a minute injection amount learning range (for example, altitude, intake air temperature, water temperature, common rail pressure, etc.) can be expanded.

  In another aspect (seventh control method) of the lubricating device for an internal combustion engine, the air conditioner further includes an indoor air conditioner (for example, a heating device), and the oil pressure variable relief valve control means operates when the indoor air conditioner operates. The oil pressure is increased by controlling the oil pressure variable relief valve to the closed side, and oil is injected by the oil jet mechanism.

  In this aspect, the oil pressure is increased, the load of the internal combustion engine is increased, the amount of fuel injected into the cylinder is increased, and the temperature in the cylinder is increased. Therefore, in an extremely cold situation, heating the vehicle interior by the indoor air conditioner immediately after the start of the internal combustion engine or the like can be effected quickly, and HC emissions can be greatly reduced. Further, in this aspect, oil is sprayed onto the piston having the highest temperature in the internal combustion engine, and the heating of the oil is promoted. Here, in a vehicle having an oil cooler, heat of the heated oil is exchanged with the cooling water through the oil cooler, so that the temperature rise of the cooling water can be promoted. Therefore, in an extremely cold situation, immediately after the start of the internal combustion engine, it is possible to quickly apply the heating to the vehicle interior by the indoor air conditioner that uses the heat of the cooling water of the internal combustion engine to effect the heating. .

  In another aspect (eighth control method) of the lubricating device for an internal combustion engine, a fuel injection valve for injecting fuel into the cylinder of the internal combustion engine, and a fuel injection amount from the fuel injection valve to the cylinder A fuel injection amount control means for controlling the load, a load increase promotion device for promoting an increase in the load of the internal combustion engine, and a load increase promotion device control means for controlling the operation and stop of the load increase promotion device, During the operation of the indoor air conditioner, the load increase promotion device control means operates the load increase promotion device to increase the load of the internal combustion engine, and the fuel injection amount control means includes the fuel injection valve The fuel injection amount to the cylinder is increased. Here, examples of the load increase promoting device include electric devices such as an intake heater, a glow plug, a light, a viscous heater, and a water heater, a sparger, and an air compressor.

  In this aspect, since the load increase promoting device is operated to increase the load of the internal combustion engine to increase the fuel injection amount into the cylinder, the temperature in the cylinder becomes high. This can assist (promote) warm-up of the internal combustion engine. Therefore, even under severe environmental conditions such as high altitude at a high altitude, low water temperature, and low outside air temperature, heating of the passenger compartment can be effected more quickly.

  In another aspect of the internal combustion engine lubrication apparatus (the ninth control method), the exhaust gas that is warmed up by the warm-up of the internal combustion engine and exhausted from the internal combustion engine through the warm-up is purified. Further comprising a catalyst (for example, DPF (diesel particulate filter), NOx reduction catalyst, etc.), and the oil pressure variable relief valve control means closes the oil pressure variable relief valve when the internal combustion engine is warmed up. The pressure of the oil is increased by controlling to the side.

  In this aspect, the friction of the internal combustion engine can be increased by increasing the oil pressure in the oil passage when the internal combustion engine is warmed up (for example, when the internal combustion engine is cold started). Therefore, since the fuel injection amount at the same shaft output (engine shaft output) increases, the cooling loss in the cylinder can be reduced, and the temperature of the exhaust gas can be increased. As a result, when the internal combustion engine is warmed up, the catalyst can be warmed up early due to the temperature rise of the exhaust gas.

  In another aspect of the lubricating device for an internal combustion engine (a control method added to the ninth control method), an oil jet mechanism on-off valve provided upstream of the oil jet mechanism in the oil passage, and the oil Oil jet mechanism on / off valve control means for controlling the opening / closing of the jet mechanism on / off valve, and the oil jet mechanism on / off valve control means is configured to control the oil jet mechanism on / off valve when the internal combustion engine is warmed up. Is closed, oil injection by the oil jet mechanism is stopped. Thereby, the temperature in a cylinder can be raised more. Therefore, the temperature rise of the exhaust gas can be further promoted, and the catalyst can be warmed up more rapidly when the internal combustion engine is warmed up (for example, when the internal combustion engine is cold started).

  In another aspect (tenth control method) of the lubricating device for an internal combustion engine, the oil pressure variable relief valve control means opens the oil pressure variable relief valve when the internal combustion engine is started in a low temperature state. The pressure of the oil is lowered by controlling to. Thereby, the friction of the lubrication part of an internal combustion engine can be reduced, and the cranking rotation speed at the time of starting of an internal combustion engine can be raised. Therefore, when the internal combustion engine is in a low temperature state, the startability of the internal combustion engine can be improved.

  In another aspect (an eleventh control method) of the lubricating device for an internal combustion engine, the oil pressure variable relief valve control means may be configured so that the predetermined period or more has elapsed since the previous stop of the internal combustion engine. When the internal combustion engine is started, the oil pressure is increased by controlling the oil pressure variable relief valve to the closed side, and oil is injected by the oil jet mechanism. Thus, a sufficient amount of oil necessary for lubrication can be supplied to each part of the piston. As a result, when the internal combustion engine is started in a situation where a predetermined period has elapsed since the previous stop of the internal combustion engine, it is possible to avoid the occurrence of wear in each part of the piston.

  In another aspect (a twelfth control method) of the above-described internal combustion engine lubrication apparatus, the internal combustion engine further includes misfire state detection means for detecting a misfire state of the internal combustion engine, and the oil pressure variable relief valve control means includes the internal combustion engine. When the misfire state is detected by the misfire state detecting means after the engine is started, the oil pressure is lowered by controlling the oil pressure variable relief valve to the open side. Thereby, the friction of the lubrication part of an internal combustion engine can be reduced. Therefore, the fuel injection amount can be reduced after the internal combustion engine is started, latent heat of vaporization (heat of vaporization when the fuel evaporates) can be reduced, and the temperature in the cylinder can be increased. For this reason, the ignitability of the fuel can be improved. As a result, since the occurrence of incomplete combustion is suppressed, it is possible to prevent misfire from occurring after the internal combustion engine is started and to suppress the emission of HC (white smoke).

  In another aspect of the lubricating device for an internal combustion engine described above (a control method added to the twelfth control method), the oil pressure variable relief valve control means has a misfire state detected by the misfire state detection means after the internal combustion engine is started. If detected, the oil pressure is lowered by controlling the oil pressure variable relief valve to the open side, and the oil injection by the oil jet mechanism is stopped. Thereby, since the piston is not cooled by the oil, the temperature in the cylinder can be increased. For this reason, the ignitability of the fuel can be further improved. As a result, since the occurrence of incomplete combustion is further suppressed, it is possible to further prevent the occurrence of misfire after the internal combustion engine is started and to further suppress the emission of HC (white smoke).

  In another aspect of the lubricating device for an internal combustion engine (a thirteenth control method), a glow plug for preheating the inside of the cylinder of the internal combustion engine, and an oil jet provided upstream of the oil jet mechanism in the oil passage An on-off valve for the mechanism and an on-off valve control means for the oil jet mechanism that controls opening and closing of the on-off valve for the oil jet mechanism, and when the glow plug is stopped, the on-off valve control means for the oil jet mechanism The oil jet mechanism on / off valve is closed to stop the oil injection by the oil jet mechanism, and the oil pressure variable relief valve control means controls the oil pressure variable relief valve to the closed side. To increase the oil pressure.

  As a result, the load on the internal combustion engine increases, the fuel injection amount increases, and the temperature in the cylinder can be increased. As a result, the emission amount of HC can be reduced after the glow plug is stopped, and accordingly, the emission of white smoke and odor due to HC can be reduced.

  In another aspect of the lubricating device for an internal combustion engine (fourteenth control method), the oil pressure variable relief valve control means includes the oil pressure variable relief from before the glow plug is stopped to when the glow plug is stopped. By controlling the valve to the open side, the oil pressure is lowered, and the oil injection by the oil jet mechanism is stopped.

  As a result, the injection of oil from the oil jet mechanism toward the piston is stopped from before the stop of the glow plug to the stop, and the temperature in the cylinder can be kept high during that time. As a result, after the operation of the glow plug is stopped, misfire is less likely to occur, and HC emissions can be reduced.

  In another aspect (fifteenth control method) of the lubricating device for an internal combustion engine, when the oil pressure variable relief valve control means determines that the internal combustion engine is in a low load region, the internal combustion engine is warmed up. When there is no need to rush the machine, the oil pressure is lowered by controlling the oil pressure variable relief valve to the open side. Here, the case where it is not necessary to quickly warm up the internal combustion engine includes, for example, a case where the heating device is not operated, or a case where idling is not performed. Thereby, since the load of an internal combustion engine can be reduced, the amount of fuel injection can be reduced. As a result, fuel efficiency can be improved when there is no need to rush up the internal combustion engine.

  In another aspect of the lubricating device for an internal combustion engine (a sixteenth control method), the internal combustion engine further includes a glow plug for preheating the cylinder, and the oil pressure variable relief valve control means operates the glow plug. If the internal combustion engine needs to be warmed up at this time, the oil pressure is increased by controlling the oil pressure variable relief valve to the closed side, and oil is injected by the oil jet mechanism. Here, the case where the internal combustion engine needs to be warmed up includes, for example, a case where a fuel cut is performed under the condition of traveling on a long downhill from the summit to the flat ground. Accordingly, oil is injected from the oil jet mechanism toward the piston having the highest temperature in the internal combustion engine, so that heating of the oil is promoted and the temperature in the cylinder can be increased. Therefore, when the internal combustion engine needs to be warmed up, the internal combustion engine can be warmed up.

  In another aspect of the lubricating device for an internal combustion engine (control method added to the sixteenth control method), the oil pressure variable relief valve control means needs to warm up the internal combustion engine when the glow plug is operated. In such a case, the oil pressure is increased by controlling the oil pressure variable relief valve to the closed side. Thereby, since the load of the internal combustion engine increases, the amount of fuel injected from the fuel injection valve into the cylinder is increased. Therefore, the temperature in the cylinder becomes higher as the amount of heat due to combustion corresponding to the fuel injection amount increases. Therefore, when the internal combustion engine needs to be warmed up, the warming up of the internal combustion engine can be further promoted.

  In another aspect of the lubricating device for an internal combustion engine (control method added to the sixteenth control method), a fuel injection valve that injects fuel into the cylinder of the internal combustion engine, and the cylinder from the fuel injection valve to the cylinder A fuel injection amount control means for controlling the fuel injection amount to the engine, a load increase promotion device for promoting an increase in the load of the internal combustion engine, a load increase promotion device control means for controlling the operation and stop of the load increase promotion device, When the glow plug is in operation, the load increase promotion device control means operates the load increase promotion device to reduce the load on the internal combustion engine. The fuel injection amount control means increases the fuel injection amount from the fuel injection valve to the cylinder. Here, examples of the load increase promotion device include the above-described examples. When the load increase promotion device is a viscous heater, a water heater, or the like, the cooling water is heated and the heat from the cooling water is converted into the internal combustion engine. The temperature in the cylinder can be increased. Thereby, the temperature in a cylinder becomes high with the increase in the heat quantity by the combustion according to the fuel injection quantity. Therefore, when the internal combustion engine needs to be warmed up, the warming up of the internal combustion engine can be further promoted.

  In another aspect (seventeenth control method) of the lubricating device for an internal combustion engine, the oil pressure variable relief valve control means stops the oil injection by the oil jet mechanism for a predetermined period or longer (stops for a long time). In this case, the oil pressure is increased intermittently by intermittently controlling the oil pressure variable relief valve so that the oil is intermittently injected by the oil jet mechanism.

  Accordingly, oil is supplied to the piston and the sliding portion around the piston, and the piston and the sliding portion around the piston are lubricated by the oil. Therefore, even when the oil supply to the piston is stopped for a long time, seizure of the piston and the sliding portion around the piston can be prevented, and the reliability as a sliding component of the internal combustion engine is improved. be able to. Further, since the piston and the sliding part around the piston are lubricated with oil, the friction of the lubrication part of the internal combustion engine can be reduced, so that the fuel efficiency can be improved. In addition, since the oil jet is intermittently injected from the oil jet mechanism toward the piston, it is possible to prevent the inside of the cylinder from being unnecessarily cooled in the low load region of the internal combustion engine in which the operation of the oil jet is prohibited. Emission can be reduced.

  Preferred embodiments of the present invention will be described below with reference to the drawings.

[Configuration of internal combustion engine lubrication device (first embodiment)]
FIG. 1 shows a configuration of an internal combustion engine lubrication device (first embodiment) provided with a hydraulic control mechanism for controlling the hydraulic pressure of an internal combustion engine according to an embodiment of the present invention. In FIG. 1, solid arrows indicate the flow of oil, dashed-dotted arrows indicate the flow of gas, and broken arrows indicate the input / output of signals.

  First, a configuration of an internal combustion engine 50 to which the internal combustion engine lubrication device (first embodiment) 100 according to the present embodiment is applied will be described.

  In the present embodiment, the vehicle on which the lubricating device 100 of the internal combustion engine 50 is mounted is warmed up by an indoor air conditioner (for example, a heating device) that controls the air conditioning in the passenger compartment and the engine, and is warmed up. Various catalysts such as various catalysts that purify harmful substances contained in engine exhaust gas through the machine, load raising devices (such as viscous heaters and water heaters) that increase the engine load, oil coolers, starter motors, batteries, etc. Equipment and devices are installed. In the present embodiment, illustration of these various electric devices and apparatuses is omitted for convenience.

  An internal combustion engine (hereinafter also referred to as “engine”) 50 is controlled by an ECU (Engine Control Unit) 30 described later, and mainly includes a cylinder (cylinder) 11 and a cylinder head 12. Examples of the engine 50 include a diesel engine and a gasoline engine.

  The cylinder 11 is disposed below the cylinder head 12. A water jacket 13 through which cooling water for cooling each part of the engine 50 flows is provided inside the cylinder 11 and the like. The temperature of the cooling water flowing through the water jacket 13 (hereinafter also simply referred to as “water temperature”) is detected by a water temperature sensor 41 attached to the cylinder 11. Inside the cylinder 11, the piston 14 is disposed so as to be capable of reciprocating along the cylinder 11. A combustion chamber 17 is formed between the piston 14, the cylinder 11, and the cylinder head 12.

  The cylinder head 12 is mainly provided with an intake passage 18, an intake valve 19, an exhaust passage 20, an exhaust valve 21, a fuel injection valve 22, and a glow plug 23. Air (intake air) introduced from the outside passes through the intake passage 18, and the passed air is supplied to the combustion chamber 17. The intake valve 19 is controlled to be opened and closed by the ECU 30, thereby communicating / blocking the intake passage 18 and the combustion chamber 17. The fuel injected by the fuel injection valve 22 is supplied to the combustion chamber 17. The fuel injection valve 22 controls the fuel injection amount (hereinafter also referred to as “fuel injection amount”), the fuel injection timing, and the like based on a signal s 2 supplied from the ECU 30.

  The glow plug 23 is disposed in the combustion chamber (cylinder) 17 in order to promote combustion of the air-fuel mixture when the combustion state deteriorates in the combustion chamber 17 such as when the engine 50 is started or when the altitude is high. Used for heating. A heating wire (not shown) is provided inside the tip portion of the glow plug 23, and the tip portion is disposed so as to be exposed in the combustion chamber 17. The glow plug 23 is electrically connected to a battery (not shown). The glow plug 23 is controlled to operate (on) or stop (off) based on a signal s3 supplied from the ECU 30. When the operation of the glow plug 23 is turned off by the ECU 30, power is not supplied through the battery, and the heating wire provided inside the tip of the glow plug 23 does not generate heat. On the other hand, when the operation of the glow plug 23 is turned on by the ECU 30, electric power is supplied through the battery, and the heating wire provided inside the tip of the glow plug 23 generates heat. Thereby, the inside of the combustion chamber 17 is heated and combustion of the air-fuel mixture in the combustion chamber 17 is promoted. Due to the combustion of the air-fuel mixture in the combustion chamber 17, the piston 14 reciprocates along the cylinder 11, and this reciprocating motion is transmitted to the crankshaft (not shown) via the connecting rod 15 to rotate the crankshaft. . Further, the exhaust gas generated by the combustion of the air-fuel mixture in the combustion chamber 17 is discharged to the exhaust passage 20. The exhaust valve 21 is controlled to be opened and closed by the ECU 30, thereby communicating / blocking the exhaust passage 20 and the combustion chamber 17.

  Next, the configuration of the lubricating device 100 for an internal combustion engine will be described.

  An internal combustion engine lubrication apparatus 100 includes an oil pan (oil tank) 1, an oil passage 2, an oil pump 3, an oil jet check valve 4, an oil jet 5, and an oil pump supply pressure variable relief valve (variable oil pressure). A relief valve 6 and an ECU 30.

  The oil pan 1 stores oil 7 as lubricating oil. The oil passage 2 communicates from the oil pan 1 to the lubricating portion 50a of the internal combustion engine and the oil jet 5. The oil passage 2 has a main oil passage 2a, a branch oil passage 2b, and a bypass oil passage 2c. An oil pump 3 is disposed upstream of the main oil passage 2a, and an oil jet 5 is disposed downstream of the main oil passage 2a. An oil jet check valve 4 is disposed between the oil pump 3 and the oil jet 5 in the main oil passage 2a. The oil pump 3 operates in accordance with the rotation of the crankshaft of the engine 50, sucks the oil 7 stored in the oil pan 1, and the sucked oil 7 is passed through the oil passage 2 to the lubricating portion 50a of the internal combustion engine. To supply. In the present invention, the oil pump 3 can change the pressure of the oil 7 supplied toward the oil passage 2 on the basis of a signal s5 output from the ECU 30 (a signal indicated by a one-dot chain line). Also good. When the pressure of the oil 7 in the oil passage 2 (hereinafter also simply referred to as “hydraulic pressure”) becomes greater than a predetermined pressure value Qb (hereinafter also referred to as “valve opening pressure Qb”), the oil jet check valve 4 starts to close. The oil 7 is supplied from the main oil passage 2a to the oil jet 5 side in the open state, and the oil pressure in the oil passage 2 changes from the open state to the closed state when the oil pressure in the oil passage 2 is lower than a predetermined pressure value Qb. The flow of the oil 7 from 2a to the oil jet 5 side is stopped.

  The oil jet 5 injects the oil 7 supplied through the main oil passage 2a toward the piston 14 when the oil jet check valve 4 is opened. Thereby, the piston 14 is cooled. The oil 7 that has cooled the piston 14 is scraped off toward the crankcase (not shown) as the piston 14 reciprocates along the cylinder 11, and is returned to the oil pan 1. The branch oil passage 2b is a passage that branches from the middle of the main oil passage 2a toward the lubricating portion 50a of the engine. Here, the engine lubrication section 50a includes engine sliding sections that operate in conjunction with the movement of the piston 14, such as a crankshaft (not shown), a variable valve, the piston 14, and its peripheral components. The oil 7 supplied to the branch oil passage 2b through the main oil passage 2a is further supplied to the lubricating portion 50a of the engine and used for lubrication of the lubricating portion 50a of the engine. The oil 7 used for lubrication of the lubricating portion 50a of the engine is returned to the oil pan 1 through an oil passage (not shown).

  The bypass oil passage 2c is provided in parallel with the oil pump 3 in the main oil passage 2a. Specifically, the bypass oil passage 2 c communicates with the upstream side of the oil pump 3 and the downstream side of the oil pump 3 in the main oil passage 2 a. Specifically, one end of the bypass oil passage 2 c is connected to the main oil passage 2 a located between the oil pan 1 and the oil pump 3. On the other hand, the other end of the bypass oil passage 2c is located between the oil pump 3 and the oil jet check valve 4 and is located upstream of the connection portion between the branch oil passage 2b and the main oil passage 2a. 2a. An oil pump supply pressure variable relief valve 6 is disposed in the bypass oil passage 2c.

  The oil pump supply pressure variable relief valve 6 is controlled to open and close based on a signal s1 supplied from an oil pump supply pressure variable relief valve control means of the ECU 30 described later, and the ratio of opening according to the operating state of the engine 50 is increased. Change.

  The ECU 30 includes a CPU (Central Processing Unit) (not shown) and storage means (not shown) such as a ROM (Read Only Memory) and a RAM (Random Access Memory) (not shown). The ECU 30 acquires, for example, the water temperature detected by the water temperature sensor 41, acquires the temperature (oil temperature) of the oil 7 detected by the oil temperature sensor 42, and the oil measured by the hydraulic sensor (oil pressure measuring means) 43. 7 (oil pressure), the engine speed is obtained through the engine speed (internal combustion engine speed) detecting means 44, and the engine load (for example, engine torque) is obtained through the engine load (internal combustion engine load) detecting means 45. Acquire the shift-up state in the acceleration process of the vehicle through the shift-up detection means 46, acquire the operation (on) and stop (off) states through the indoor air conditioner (for example, the heating device) 47, and misfire The misfire state of the engine 50 is acquired through the state detection means 48, and the accelerator opening is acquired through the accelerator opening sensor 49. Performing control for the engine 50 based on this. In the present invention, various known methods can be adopted as a method of acquiring various data by the various sensors and detection means described above.

  In particular, in the present invention, the ECU 30 functions as an oil pressure variable relief valve control means, an oil jet on / off valve control means, a fuel injection amount control means, a minute injection amount learning means, a load increase promotion device control means, and the like.

  The oil pressure variable relief valve control means controls the opening and closing of the oil pump supply pressure variable relief valve 6. Specifically, the oil pressure variable relief valve control means increases the amount of oil 7 flowing from the main oil passage 2a into the bypass oil passage 2c by controlling the oil pump supply pressure variable relief valve 6 to the open side, thereby increasing the oil 7 The pressure (hydraulic pressure) of the oil 7 is lowered or lowered, and the oil pump supply pressure variable relief valve 6 is controlled to the closed side, thereby reducing the amount of oil 7 flowing from the main oil passage 2a to the bypass oil passage 2c. Increase or increase the pressure (hydraulic pressure).

  For example, the oil pressure variable relief valve control means outputs a signal s1 to the oil pump supply pressure variable relief valve 6 when the oil pressure in the oil passage 2 needs to be lowered or lowered depending on the operating state of the engine 50. Then, the oil pump supply pressure variable relief valve 6 is controlled to open. Thereby, a part of the oil 7 flowing in the main oil passage 2 a flows into the bypass oil passage 2 c and is further returned to the main oil passage 2 a upstream of the oil pump 3. Thereby, the oil pressure of the oil passage 2 can be lowered or lowered. On the other hand, the oil pressure variable relief valve control means outputs a signal s1 to the oil pump supply pressure variable relief valve 6 when it is necessary to increase or increase the oil pressure in the oil passage 2 depending on the operating state of the engine 50. The oil pump supply pressure variable relief valve 6 is controlled to the closed side. As a result, part of the oil 7 flowing in the main oil passage 2a is prevented or blocked from flowing into the bypass oil passage 2c located downstream of the oil pump supply pressure variable relief valve 6. Thereby, the hydraulic pressure in the oil passage 2 can be increased or increased.

  Further, the oil pressure variable relief valve control means outputs a signal s1 to the oil pump supply pressure variable relief valve 6 when the piston 14 needs to be cooled depending on the operating state of the engine 50, and the oil pump supply pressure variable relief. The valve 6 is controlled to the closed side so that the oil pressure in the oil passage 2 becomes larger than the valve opening pressure Qb of the oil jet check valve 4. As a result, the oil jet check valve 4 is opened, and the oil 7 in the main oil passage 2 a flows into the oil jet 5. Thereby, the oil 7 is injected from the oil jet 5 toward the piston 14. Therefore, the piston 14 is cooled by the oil 7.

  The fuel injection amount control means outputs a signal s2 to the fuel injection valve 22 to control the fuel injection amount from the fuel injection valve 22 into the combustion chamber (cylinder) 17. The minute injection amount learning means performs minute injection amount learning based on the rotational fluctuation of the engine 50 when a small amount of fuel is injected from the fuel injection valve 22 into the combustion chamber 17. The significance of the minute injection amount learning will be described later. The load increase promoting device control means controls operation and stop of the load increase promoting device.

[Configuration of Lubricating Device for Internal Combustion Engine (Second Embodiment)]
FIG. 2 shows a configuration of a lubricating device (second embodiment) 200 for an internal combustion engine provided with a hydraulic control mechanism for controlling the hydraulic pressure of the internal combustion engine according to the embodiment of the present invention. In the following, the same elements as those in the above-described internal combustion engine lubrication apparatus (first embodiment) 100 are denoted by the same reference numerals, and the description thereof is omitted.

  The lubricating device (second embodiment) 200 for the internal combustion engine is further upstream of the oil jet check valve 4 in the main oil passage 2a with respect to the configuration of the lubricating device (first embodiment) 100 for the internal combustion engine. An oil jet on / off valve 8 provided, and oil jet on / off valve control means as a function of the ECU 30 for controlling the opening / closing of the oil jet on / off valve 8 are further provided.

  The oil jet on / off valve control means controls the open / close state of the oil jet on / off valve 8 by outputting a signal s4 to the oil jet on / off valve 8 (see FIG. 2). Specifically, when the oil jet on / off valve 8 is opened by the oil jet on / off valve control means, the oil 7 flowing in the main oil passage 2a flows into the oil jet 5 side. On the other hand, when the oil jet on / off valve 8 is closed by the oil jet on / off valve control means, the oil 7 flowing in the main oil passage 2a is prevented or blocked from flowing into the oil jet 5 side.

  According to this configuration, the oil pressure in the oil passage 2 is increased by controlling the oil pump supply pressure variable relief valve 6 to the closed side through the oil pressure variable relief valve control means in accordance with the operating state of the engine 50, while increasing the oil pressure in the oil passage 2. By closing the jet opening / closing valve 8, the injection of the oil 7 to the piston 14 by the oil jet 5 can be stopped.

  Hereinafter, various control methods including hydraulic control by the lubricating devices 100 and 200 for the internal combustion engine described above will be described. The following various control methods are implemented by the internal combustion engine lubrication apparatus 100 or 200 unless otherwise specified. Therefore, in the following description, the internal combustion engine lubrication device 200 or the like will be expressed in particular, and otherwise, it will be simply expressed as the internal combustion engine lubrication device.

{Hydraulic control (first control) by the lubricating device of the internal combustion engine}
Next, prior to the description of the hydraulic control method (first control method) by the internal combustion engine lubrication apparatus according to the present embodiment, a conventional hydraulic control method for an internal combustion engine and its problems will be described.

  FIG. 3A shows a hydraulic control map related to a general engine. This map is defined by the engine load, engine speed, and oil pressure (hydraulic pressure) in the oil passage, and the oil pressure in the oil passage is set higher as the engine speed increases regardless of the engine load. Is done. In FIG. 3A, the vertical axis represents the engine load (engine torque) (Nm), and the horizontal axis represents the engine speed (rpm). 3A, the broken line L1 indicates the full load output line defined by the engine load and the engine speed, the solid line L2 indicates the oil pressure contour line in the oil passage 2, and the one-dot chain line region A1 indicates the full load. A high load region (region where the hydraulic pressure is controlled at full load) in the output line L1 is shown.

  In a normal engine, even when it is in the low load region (region indicated by hatching in FIG. 3A) A4, oil is injected from the oil jet toward the piston, so that the piston is unnecessarily cooled. There is a problem that it is deteriorating.

  In a normal engine, as shown in FIG. 3A, the oil pressure in the oil passage is determined according to the engine speed. That is, in a normal engine, the oil pressure in the oil passage is set higher as the engine speed increases, as shown by the arrow in FIG. Here, the hydraulic pressure in the oil passage needs to be increased as the engine load increases. However, in a normal engine, the hydraulic pressure in the oil passage cannot be increased or decreased according to the engine load as described above. For this reason, in a normal engine, the oil pressure in the oil passage becomes excessive in the broken line area A2 and the two-dot chain line area A3 (area where the engine speed ranges from low load to medium load on the high rotation side) in FIG. As a result, there is a problem that the work load of the oil pump 3 is increased and the fuel consumption is deteriorated.

  In the case of a diesel engine having a low compression ratio for the purpose of reducing fuel consumption (hereinafter referred to as “low compression ratio diesel engine”), the temperature in the combustion chamber at the top dead center in the compression stroke is low. For this reason, the low compression ratio type diesel engine has a problem that it is difficult to self-ignite in a low load region, and as a result, a large amount of HC is discharged.

  Therefore, in the first control method, the oil pressure variable relief valve control means changes the opening ratio of the oil pump supply pressure variable relief valve 6 according to the operating state of the engine 50 ("0%" is set to a fully closed state, When “100%” is in the fully open state, the oil pressure in the oil passage 2 is appropriately controlled by changing within a range of 0 to 100%. The first control method is executed by the lubricating device 100 for the internal combustion engine. Hereinafter, a specific example of the hydraulic control method will be described with reference to FIG.

  FIG. 3B shows an example of a hydraulic pressure control map in the present control method. This map is defined by the engine load, the engine speed, and the oil pressure in the oil passage 2, and as the engine load and the engine speed detected by the engine load detecting means 45 and the engine speed detecting means 44 increase, the oil path 2 Set the hydraulic pressure inside to high. In FIG. 3B, the vertical axis indicates the engine load (engine torque) (Nm), and the horizontal axis indicates the engine speed (rpm). 3B, the broken line L1 indicates the full load output line defined by the engine load and the engine speed, and the solid line L2 indicates the oil pressure contour in the oil passage 2.

  That is, in the first control method, first, the ECU 30 acquires the engine load and the engine speed from the engine load detecting means 45 and the engine speed detecting means 44, respectively. Next, the oil pressure variable relief valve control means changes the opening ratio of the oil pump supply pressure variable relief valve 6 according to the hydraulic pressure control map shown in FIG. Specifically, as shown in FIG. 3B, the oil pressure variable relief valve control means controls the oil pump supply pressure as the engine speed and the engine load become higher from the low engine speed and the engine load. By controlling the variable relief valve 6 to the closed side, the amount of oil 7 flowing from the main oil passage 2a into the bypass oil passage 2c is reduced, and the hydraulic pressure in the oil passage 2 is increased.

  Thereby, it can suppress that the oil_pressure | hydraulic in the oil path 2 becomes excess in the area | region from a low load to a medium load. Therefore, it is possible to reduce the deterioration of fuel consumption as the work amount of the oil pump 3 can be reduced in the region from the low load to the medium load. As a result, the loss of excessively increasing the oil pressure in the oil passage 2 from the low load to the medium load as in the conventional case is eliminated, and the deterioration of the fuel consumption can be improved in almost the entire region from the low load region to the high load region. it can.

  In particular, the oil pressure variable relief valve control means is configured so that the oil pressure in the oil passage 2 is equal to or lower than the valve opening pressure Qb of the oil jet check valve 4 in the low load region A4 indicated by hatching in FIG. By controlling the supply pressure variable relief valve 6 to the open side, the injection of the oil 7 from the oil jet 5 toward the piston 14 is stopped. Thereby, in low load area | region A4, it can suppress that the oil_pressure | hydraulic in the oil channel | path 2 becomes excess, and can suppress cooling the piston 14 unnecessarily. As a result, since the cooling loss in the combustion chamber can be reduced, it is possible to improve the deterioration of fuel consumption in almost the entire region from the low load region to the high load region.

  Further, in the first control method, when a low compression ratio type diesel engine is applied as the engine 50 of the present embodiment, the cooling loss in the combustion chamber 17 can be reduced in the low load region, so that the self-ignition property is improved. Accordingly, the HC emission amount can be reduced.

{Load (injection amount) limiting control (second control) in the process of increasing hydraulic pressure}
Next, a load (injection amount) limit control method (second control method) in the hydraulic pressure increase process according to the present embodiment will be described with reference to FIGS.

FIG. 4A shows an example of a hydraulic control map corresponding to FIG. FIG. 4B shows an example of a fuel injection amount (engine load or engine torque) restriction map. This map is defined by the engine load, the engine speed and the oil pressure in the oil passage 2, and the fuel from the fuel injection valve 22 into the combustion chamber 17 as the engine load, the engine speed and the oil pressure in the oil passage 2 increase. The injection amount is limited to predetermined injection amount limit value lines L11 and L12 in a stepwise manner (two steps in this example). Here, L11 is a fuel injection amount (full load) limit value line for oil pressure P11 (Pa), and L12 is a fuel injection amount (full load) limit value for oil pressure P12 (Pa) {> P11 (Pa)}. Line. FIG. 5A shows a graph showing the relationship between the oil pressure (Pa) in the oil passage 2 and time when there is a sudden increase in engine load, and FIG. 5B shows a sudden engine load. The graph which shows the relationship between the amount of fuel injection (mm < ³ > / st) and time when there exists a raise of is shown. 5A and 5B, solid line graphs L14 and L16 from time t1 to time t2 indicate graphs when the second control method is executed.

  Now, when there is a sudden increase in engine load from a certain operating state, for example, the engine load changes from a low load region (square mark) to a high load region (circle mark) as shown by a broken line arrow in FIG. Consider the case of a sudden transition. Here, the case where the engine load suddenly increases corresponds to, for example, a case where the vehicle is accelerated by depressing the accelerator suddenly from a certain driving state. In this case, the hydraulic pressure in the oil passage 2 needs to rise following the pressure. However, there is a problem that it takes time to increase the hydraulic pressure in the oil passage 2 as compared to an increase in engine load.

  That is, as shown in FIG. 5B, in the case where the injection amount is currently in the steady state of Q1, when the engine load suddenly increases at time t1 (the target injection amount Q2 (> Q1)). In the case of injection control), as shown in a one-dot chain line graph L13 in FIG. 5B, the injection amount Q1 immediately reaches the target injection amount Q2 at time t1, and further after time t1, the target injection amount Q2 is reached. Maintained. At this time, the oil pressure P1 in the oil passage 2 in the steady state immediately follows the change in the injection amount, and immediately reaches the target oil pressure P2 at time t1 as shown by the one-dot chain line graph L15 in FIG. Actually, the target hydraulic pressure (necessary hydraulic pressure) P2 (> P1) is reached from the time t1 with the response delay time t2 as shown by the solid line graph L16 in FIG. 5A, and after the time t1, the target hydraulic pressure is reached. Maintained at P2.

  If the oil pressure in the oil passage 2 cannot keep up with such a rapid increase in engine load, the supply of the oil 7 to the engine lubrication part 50a such as a crank bearing becomes insufficient. There is a problem in that the lubrication part 50 causes wear, seizure, and the like due to the oil film running out (insufficient) of the oil 7.

  Therefore, in the second control method, considering that it takes time to increase the oil pressure in the oil passage 2, the fuel injection valve 22 responds to changes in the oil pressure in the oil passage 2 with respect to an increase in engine load. The fuel injection amount from the engine (engine load or engine torque) is limited. Specifically, first, the ECU 30 measures the oil pressure in the oil passage 2 through the oil pressure sensor 43. In the present invention, the present invention is not limited to this, and the ECU 30 detects, for example, the temperature of the oil 7 (oil temperature) detected by the oil temperature sensor 42 and is defined by the temperature of the oil 7 and the pressure of the oil 7. The oil pressure in the oil passage 2 may be predicted from the detected oil temperature.

  Next, the fuel injection amount control means refers to the injection amount restriction map shown in FIG. 4B, and determines the fuel injection amount from the fuel injection valve 22 into the combustion chamber 17 in the detected oil passage 2. Control (limit) is performed along a predetermined injection amount limit value line L11 or L12 according to the oil pressure.

  That is, when the oil pressure in the oil passage 2 measured or predicted by the above method is P11 (Pa), the fuel injection amount control means sets the injection amount required as the engine load increases. Instead, the fuel injection amount from the fuel injection valve 22 is limited (controlled) so that the injection amount is based on the injection amount limit value line L11 for the hydraulic pressure P11 (Pa). If the oil pressure in the oil passage 2 increases from this state and the oil pressure in the oil passage 2 measured or predicted at this time is P12 (Pa), the fuel injection amount control means The fuel injection amount from the fuel injection valve 22 is limited (controlled) so that the fuel injection amount is based on the injection amount limit value line L12 for P12 (Pa). Thereby, the injection amount of the fuel injected from the fuel injection valve 22 can be changed (increased) in accordance with the change (rise) of the hydraulic pressure in the oil passage 2.

  For example, in FIGS. 5A and 5B, the hydraulic pressure in the oil passage 2 is increased by performing this control method, as can be seen by paying attention to the solid line graphs L14 and L16 from time t1 to time t2. Therefore, control (limitation) is performed such that the amount of fuel injected from the fuel injection valve 22 increases. As a result, for example, when the engine load suddenly increases, the increase in the fuel injection amount from the fuel injection valve 22 is limited, so that the increase in the hydraulic pressure in the oil passage 2 cannot be made in time. it can. Therefore, it becomes possible to supply the required amount of oil 7 to the lubrication part 50a of the engine, and it is possible to prevent the occurrence of wear and seizure due to running out of oil in the lubrication part 50a of the engine.

  In this example, the two-stage full load restriction lines L11 and L12 are prepared in the injection amount restriction map. However, the present invention is not limited to this. In the fuel injection amount restriction map described above, in order to perform more precise injection amount control through the fuel injection amount control means when there is a sudden increase in engine load, multi-stage fuel injection is performed. An amount (full load) limit value line may be prepared.

{Temporary reduction control (third control) of load (injection amount) restriction control in the process of increasing hydraulic pressure}
Next, a temporary reduction control method (third control method) of load (injection amount) restriction control in the hydraulic pressure increase process according to the present embodiment will be described with reference to FIG. In the following, the same elements as those in the above-described control methods are denoted by the same reference numerals, and the description thereof is omitted as appropriate.

FIG. 6A is a graph showing the relationship between the hydraulic pressure (Pa) in the oil passage 2 and time corresponding to FIG. FIG. 6B is a graph showing the relationship between the fuel injection amount (mm ³ / st) and time in the third control method corresponding to FIG. 5B. FIG. 6C shows a graph showing the relationship between acceleration (G) and time in the third control method. In FIG. 6B and FIG. 6C, thick solid line graphs L18 and L19 at time t11 to time t12 indicate graphs when the third control method is executed. Moreover, in FIG.6 (c), the dashed-dotted line graph L17 in the time t11-time t13 shows the graph when not performing the 3rd control method.

  Consider the case where there is a sudden increase in engine load from an operating state such as a low load region. When fuel injection control is performed from the injection amount Q11 in the steady state to the target injection amount Q13 at time t11 in FIG. 6B, the injection amount Q1 in the steady state is a point in FIG. 6B. As indicated by a chain line graph L13, the target injection amount Q13 is reached immediately at time t11, and the target injection amount Q13 is maintained after time t11. Following this, the acceleration G11 (G) of the vehicle in the steady state also immediately reaches the target acceleration G12 (G) at time t11 as shown by a one-dot chain line graph L17 in FIG. After time t11, the target acceleration G13 is maintained. For this reason, the passenger can experience an acceleration feeling commensurate with an increase in engine load.

  However, the second control method is executed in order to prevent the occurrence of wear or seizure due to running out of oil in the lubrication part 50a of the engine when the engine load suddenly increases from the operating state such as the low load region. In such a case, the fuel injection amount is controlled (restricted) along a predetermined injection amount limit value line in accordance with an increase in the oil pressure in the oil passage 2, so that the acceleration response of the vehicle deteriorates. Can occur.

  Therefore, in the third control method, in order to reduce such deterioration of the acceleration response, the fuel injection amount control means performs fuel injection through the second control method in the process of increasing the oil pressure in the oil passage 2. Controlling (limiting) the amount along a predetermined injection amount limit value line is temporarily released. A specific example will be described below.

  When the engine load suddenly increases from a certain operating state, hydraulic pressure is generated for a moment between the sliding parts of the engine (for example, the piston 14 and the cylinder 11) due to a so-called squeeze effect. Here, the squeeze effect will be briefly described with reference to FIG.

  FIG. 7 shows a cross-sectional view of the main part of each sliding part of the engine. FIG. 7 shows an engine sliding portion 50x, an engine sliding portion 50y arranged at a certain distance from the engine sliding portion 50x, and an oil film of oil 7 formed therebetween. Etc. are shown. In this configuration, when there is a sudden increase in engine load from a certain operating state, a force is applied in the direction approaching the engine sliding portion 50y (the direction of the white arrow in the figure) with respect to the engine sliding portion 50x. Is applied, hydraulic pressure is generated between the sliding part 50x of the engine and the sliding part 50y of the engine due to the force, as shown by the broken line area in the figure, and the sliding of the engine The oil 7 existing between the part 50x and the sliding part 50y of the engine moves in the direction of the solid arrow. Such an action is generally called a squeeze effect.

  When the hydraulic pressure is instantaneously generated between the sliding portions of the engine due to such a squeeze effect, only in that moment, the oil pressure enters the combustion chamber 17 from a predetermined injection amount limit value line at a certain hydraulic pressure. Even if a large amount of fuel is injected, problems such as wear and seizure due to oil film shortage (insufficiency) of the oil 7 do not occur.

  Therefore, in the third control method, when the engine load suddenly increases from a certain operating state, the fuel injection amount control means determines the magnitude of the hydraulic pressure at a certain point based on the torque limit map during squeeze effect. From the squeeze effect torque limit value line (fuel injection amount and fuel injection timing) is calculated, and fuel is injected into the combustion chamber 17 through the fuel injection valve 22 within the calculated squeeze effect torque limit value line. To do.

  Here, the torque limit map during the squeeze effect is defined by the engine speed, the fuel injection amount, and the oil pressure in the oil passage 2, and when there is a squeeze effect in the process of increasing the engine load, FIG. 6 is a map for calculating a torque limit value line during squeeze effect (including a fuel injection amount and fuel injection timing, which is larger than a predetermined injection amount limit value line in an injection amount restriction map according to a corresponding second control method). .

  Now, at time t11 in FIG. 6A, for example, when there is a sudden increase in engine load and there is an instantaneous increase in hydraulic pressure due to the squeeze effect (not shown in FIG. 6A), fuel injection is performed. As shown in FIG. 6B, the fuel injection amount from the valve 22 is changed from the injection amount Q11 in the steady state to the torque limit value Q12 during the squeeze effect only during the period from time t11 to time t12. It is controlled (restricted) so as to increase to (<target fuel injection amount Q13). Accordingly, as shown in FIG. 6C, the vehicle acceleration is changed from the steady acceleration G11 to the acceleration G12 corresponding to the squeeze effect torque limit value Q12 (<target acceleration) during the period from time t11 to time t12. G13) is controlled to rise. As a result, it is possible to improve the deterioration of the acceleration response when there is a sudden increase in engine load from a certain operating state. Therefore, the passenger can experience an acceleration feeling commensurate with the increase in engine load.

  It should be noted that it is desirable to continue to implement the second control method described above after time t12 when the third control method is completed. As a result, it is possible to supply a necessary amount of oil 7 to the lubricating portion 50a of the engine, and it is possible to prevent the occurrence of wear, seizure, and the like due to running out of oil in the lubricating portion 50a of the engine.

{Hydraulic pressure reduction prohibition control during upshift in acceleration process (fourth control)}
Next, a hydraulic pressure reduction prohibition control method (fourth control method) at the time of upshifting in the vehicle acceleration process according to the present embodiment will be described.

  In the acceleration process of the vehicle, there are the following problems in relation to the second control method described above. That is, the engine load increases during the acceleration process of the vehicle, and accordingly, the oil pressure in the oil passage 2 needs to be increased. Therefore, when the second control method is performed in order to prevent the occurrence of wear, seizure, and the like due to running out of oil in the lubricating portion 50a of the engine, the fuel injection valve 22 However, there is a problem in that the acceleration response of the vehicle is deteriorated.

  In addition, there are the following problems in a vehicle that performs a shift by a transmission mechanism such as a manual transmission (MT) or a multi-mode manual transmission (MMT). That is, in a vehicle having such a speed change mechanism, the accelerator is returned for a moment by the driver when shifting up in the acceleration process. As a result, the engine load and the engine speed are temporarily reduced, so that the oil pump is supplied so that the oil pressure in the oil passage 2 is lowered through the oil pressure variable relief valve control means by implementing the first control method described above. The pressure variable relief valve 6 is controlled. That is, the oil pressure in the oil passage 2 is controlled so as to shift from a high region to a low region according to the oil pressure control map of FIG. Then, the fuel injection amount is limited by the second control method described above until the hydraulic pressure in the oil passage 2 rises at the time of subsequent acceleration, so the fuel injection amount cannot be increased immediately, and the vehicle acceleration However, there is a problem that it becomes dull at every shift up.

  By the way, immediately after the upshift in the acceleration process of the vehicle, the engine load and the engine speed increase due to the acceleration of the vehicle. Therefore, it is predicted that the hydraulic pressure in the oil passage 2 is increased by the first control method. The Therefore, in the fourth control method, the oil pressure variable relief valve control means opens the oil pressure variable relief valve 6 when it is detected by the upshift detection means 46 that the vehicle is accelerating. Is prohibited from lowering the hydraulic pressure in the oil passage 3. Thereby, at the time of upshifting in the acceleration process of the vehicle, the hydraulic pressure in the oil passage 2 is maintained in a high state immediately before the upshifting, and the acceleration response of the vehicle can be improved. As a result, it is possible to prevent the acceleration of the vehicle from deteriorating at every shift up.

  Next, an example of the fourth control process will be described with reference to FIG. FIG. 8 shows a flowchart according to an example of the fourth control process. This process is repeatedly executed by the ECU 30.

  First, the ECU 30 determines whether or not the accelerator pedal that was depressed by the driver at the time of upshifting in the acceleration process of the vehicle has been returned for a moment (step S1). Here, whether or not the vehicle is in the acceleration process is determined based on the accelerator opening output from the accelerator opening sensor 49 that detects the position of the accelerator pedal (accelerator opening). For example, the accelerator opening is 100% when the accelerator pedal is fully depressed by the driver, and the accelerator opening is 0% when the accelerator pedal is completely returned (or released) by the driver. If the accelerator opening obtained from the accelerator opening sensor 49 corresponds to 50% or more, the ECU 30 determines that the vehicle is in the acceleration process. Further, as to whether or not the accelerator pedal is returned for a moment when shifting up, the ECU 30 determines that the accelerator pedal is returned for a moment when there is an output indicating that there is a shift up through the shift-up detection means 46, for example. When there is an output without upshifting, it is determined that the accelerator pedal is not returned.

  If the determination in step S1 is No, the process returns to step S1. On the other hand, when the determination in step S1 is Yes, the oil pressure variable relief valve control means prohibits the control of the oil pressure variable relief valve 6 to the opening side, and the oil passage for a predetermined period, for example, 5 seconds. 2 is prohibited (step S2). As a result, it is possible to avoid the restriction of the fuel injection amount from being performed by the above-described second control method immediately after the shift up, so that the acceleration response of the vehicle can be improved.

{Oil jet control during cold fuel cut (fifth control)}
Next, an oil jet control method (fifth control method) at the time of fuel cut when the internal combustion engine according to the present embodiment is cold will be described. The fifth control method is executed by the lubricating device 100 for the internal combustion engine.

  When the engine 50 is cold, there are the following problems. In other words, when the engine 50 is cold and the engine load is low, the injection of the oil 7 from the oil jet 5 toward the piston 14 is stopped by the first control method described above in order to suppress the discharge of HC. As a result, the oil 7 flowing in the oil passage 2 is not heated by the piston 14 having the highest temperature in the engine 50, so that the oil 7 cannot be quickly heated when the engine 50 is cold. For this reason, there exists a subject that the increase in the friction in each sliding part of an engine will be caused by the state where the viscosity of oil 7 is high, and fuel consumption will deteriorate.

  In response to such a problem, in the fifth control method, the oil pressure variable relief valve control means is configured to cut the fuel into the combustion chamber 17 when the engine 50 is cold (for example, when the fuel is cut during the deceleration process of the vehicle). In addition, the oil pressure in the oil passage 2 is made larger than the valve opening pressure Qb of the oil jet check valve 4 by controlling the oil pressure variable relief valve 6 to the closed side, and the oil jet 5 is directed toward the piston 14. Oil 7 is injected.

  Thereby, the oil 7 is sprayed on the piston 14 having the highest temperature in the engine 50, and the heating of the oil 7 can be promoted. Therefore, the oil 7 can be quickly warmed when the fuel is cut when the engine 50 is cold (for example, when the fuel is cut during the deceleration of the vehicle). At this time, in order to inject the oil 7 from the oil jet 5 toward the piston 14, control is performed so that the oil pressure in the oil passage 2 is increased (the pressure applied to the oil jet check valve 4 is larger than the valve opening pressure Qb). Therefore, the engine load increases, the engine brake becomes more effective, and the deceleration of the vehicle can be further promoted. Further, by increasing the oil pressure in the oil passage 2 in this way, the oil 7 can be kept warm by the heat generated by the operation of the oil pump 3 even when the piston 14 is cold. Although the load (work volume) of the oil pump 3 is increased by increasing the oil pressure in the oil passage 2, the fuel consumption is not deteriorated because the fuel cut is being performed.

  Next, an example of the fifth control process will be described with reference to FIG. FIG. 9 shows a flowchart according to an example of the fifth control process. This process is repeatedly executed by the ECU 30.

  First, the ECU 30 determines whether or not the engine 50 is in a cold state (step S11). Specifically, the ECU 30 detects the water temperature through the water temperature sensor 41 (or detects the temperature (oil temperature) of the oil 7 through the oil temperature sensor 42), and the detected water temperature (or oil temperature) is, for example, 80 ° C. If smaller, it is determined that the engine 50 is in a cold state.

  If the determination in step S11 is No, the process returns to step S11. On the other hand, when the determination in step S11 is Yes, the process proceeds to step S12. In step S12, the ECU 30 determines whether or not a fuel cut is being performed based on the output signal s2 to the fuel injection valve 22. If the determination in step S12 is No, the process returns to step S12. On the other hand, if the determination in step S12 is Yes, the process proceeds to step S13. In this step S13, the oil pressure variable relief valve control means controls the oil pressure variable relief valve 6 to the closed side, thereby making the oil pressure in the oil passage 2 larger than the valve opening pressure Qb of the oil jet check valve 4, The oil 7 is injected from the oil jet 5 toward the piston 14. Thereby, since the oil 7 is heated by the piston 14, the temperature rise of the oil 7 is promoted. Therefore, the oil 7 can be quickly warmed when the fuel is cut when the engine 50 is cold (for example, when the fuel is cut during the deceleration of the vehicle).

  In the present invention, in step S13, oil 7 is not injected from the oil jet 5 toward the piston 14, but the oil pressure in the oil passage 2 is set within a range not exceeding the valve opening pressure Qb of the oil jet check valve 4. You may make it high. Thereby, even if the piston 14 is cold, the oil 7 can be kept warm by the heat generated by the operation of the oil pump 3. Therefore, the oil 7 can be quickly warmed when the fuel is cut when the engine 50 is cold (for example, when the fuel is cut during deceleration of the vehicle).

{Oil jet control during sixth injection amount learning (sixth control)}
Next, an oil jet control method (sixth control method) at the time of learning a small injection amount according to the present embodiment will be described.

  At the time of fuel cut such as when shifting up, a minute amount of fuel is injected into the combustion chamber from the fuel injection valve. In this case, if a small amount of fuel is burned, a slight engine rotational fluctuation (in the case of a shift-up, an increase in rotation) occurs. The minute injection amount learning is learning performed based on the relationship between a predetermined minute injection amount and rotational fluctuation at this time. In other words, the minute injection amount learning is to calibrate the injection amount so that a minute amount of fuel can be stably injected without being affected by individual differences of fuel injection valves (injectors). Learning.

  During such a minute injection amount learning, a very small amount of fuel is injected from the fuel injection valve 22 into the combustion chamber 17, and misfires are caused if the combustion temperature in the combustion chamber 17 is not sufficiently high. There is a problem that it is caused and mislearns with it. Therefore, in order to cope with such a problem, it is necessary to prevent the temperature in the combustion chamber 17 from being lowered at the time of learning the minute injection amount.

  Therefore, when the internal combustion engine lubrication apparatus 100 is applied in the sixth control method, in the sixth control method, the oil pressure variable relief valve control means performs oil injection during the minute injection amount learning by the minute injection amount learning means. By controlling the variable pressure relief valve 6 to the open side, the oil pressure in the oil passage 2 is made equal to or lower than the valve opening pressure Qb of the oil jet check valve 4 and the oil 7 is injected from the oil jet 5 toward the piston 14. Ban. In the case of the lubricating device 200 for an internal combustion engine, the oil pressure variable relief valve control means controls the oil jet on / off valve 8 to a closed state (off state) without lowering the hydraulic pressure in the oil passage 2. Injecting the oil 7 from the oil jet 5 toward the piston 14 is prohibited.

  This prevents the piston 14 from being unnecessarily cooled by the oil 7 during the minute injection amount learning, and thus prevents the temperature in the combustion chamber 17 from decreasing. Therefore, a minute amount of fuel can be stably burned during learning of the minute injection amount. As a result, it is possible to avoid erroneous learning due to unstable combustion (for example, misfire). In addition, since a minute amount of fuel can be stably burned, a minute injection amount learning range (for example, altitude, intake air temperature, water temperature, common rail pressure, etc.) can be expanded.

  Next, an example of the sixth control process will be described with reference to FIG. FIG. 10 shows a flowchart according to an example of the sixth control process. This process is repeatedly executed by the ECU 30.

  First, based on the output signal s2 for the fuel injection valve 22, the ECU 30 determines whether or not a fuel cut is being performed, for example, during upshifting (step S21). If the fuel cut has not been executed (step S21; No), the process returns to step S21. On the other hand, if the fuel cut is being executed (step S21; Yes), the process proceeds to step S22, where the ECU 30 has prepared the preparation conditions for starting the minute injection amount learning based on the operating state of the engine 50 (OK). ) Is determined (step S22). If the determination in step S22 is No, the process returns to step S22. On the other hand, when the determination in step S22 is Yes, the ECU 30 proceeds to step S23.

  In step S23, when the internal combustion engine lubrication apparatus 100 is applied, the oil pressure variable relief valve control means controls the oil pressure variable relief valve 6 to the open side to check the oil pressure in the oil passage 2 by an oil jet check. The injection of oil 7 from the oil jet 5 toward the piston 14 is prohibited below the valve opening pressure Qb of the valve 4. On the other hand, when the internal combustion engine lubrication device 200 is applied in step S23, the oil pressure variable relief valve control means closes the oil jet on / off valve 8 (OFF state) without reducing the oil pressure in the oil passage 2. ), The injection of the oil 7 from the oil jet 5 toward the piston 14 is prohibited. Thereby, it is possible to prevent the piston 14 from being unnecessarily cooled by the oil 7 when the minute injection amount is learned. Therefore, it is possible to prevent the temperature in the combustion chamber 17 from being lowered during learning of the minute injection amount.

  Next, the ECU 30 outputs an output signal s2 to the fuel injection valve 22, injects a minute amount of fuel into the combustion chamber 17 through the fuel injection valve 22, and executes minute injection amount learning (step S24). As described above, it is possible to prevent the temperature in the combustion chamber 17 from being lowered during learning of the minute injection amount, so that a minute amount of fuel can be stably burned in step S24. As a result, it is possible to avoid erroneous learning due to unstable combustion (for example, misfire).

{Interior heating performance improvement control (seventh control)}
Next, a control method (seventh control method) for improving the heating performance of the indoor air conditioner that air-conditions the vehicle interior according to the present embodiment will be described.

  For example, in an extremely cold situation where the outside air temperature is less than 0 ° C., it is desirable that the heating of the passenger compartment be effected immediately after the engine is started. However, heating of the vehicle interior by a heating device as an example of an indoor air conditioner is performed using the heat of the engine cooling water. Used, it becomes difficult for the temperature of the cooling water (water temperature) to rise. Therefore, under such extremely cold conditions, there is a problem that it is difficult to quickly heat the vehicle interior by the heating device.

  On the other hand, a diesel engine with a low compression ratio has a low in-cylinder temperature at the top dead center in the compression stroke as described above. Therefore, it is difficult to self-ignite when the temperature of the cooling water is low, and a large amount of HC is easily discharged. For this reason, generally, by operating the glow plug to raise the in-cylinder temperature, the self-ignition performance is improved and the HC emission amount is suppressed. However, since the life of the glow plug decreases as it is used, in order to extend the life of the glow plug as much as possible, the operation of the glow plug must be stopped after a predetermined period of time has elapsed since the start of the glow plug operation. . Therefore, the engine must be warmed up to a level at which the HC emission amount does not become a problem until the operation of the glow plug stops.

  Therefore, in the seventh control method, the oil pressure variable relief valve control means controls the oil pressure variable relief valve 6 when the indoor air conditioner 47 is operated (for example, the heating device is operated) under extremely cold conditions, for example. By controlling to the closing side, the oil pressure in the oil passage 2 is made larger than the valve opening pressure Qb of the oil jet check valve 4, and the oil 7 is injected from the oil jet 5 toward the piston 14.

  As a result, the oil 7 is sprayed onto the piston 14 having the highest temperature in the engine 50, so that the heating of the oil 7 is promoted. And since the heated oil 7 is heat-exchanged with cooling water through an oil cooler, the temperature rise of cooling water can be accelerated | stimulated. Therefore, in an extremely cold situation, immediately after the engine is started, the vehicle interior can be quickly heated by the indoor air conditioner 47 that uses the heat of the engine cooling water to heat the engine.

  In addition, in the seventh control method, the oil pressure variable relief valve control means closes the oil pressure variable relief valve 6 when the indoor air conditioner (for example, a heating device) 47 is operating under extremely cold conditions, for example. By controlling to the side, the oil pressure in the oil passage 2 is increased to increase the engine load, and the fuel injection control means increases the fuel injection amount from the fuel injection valve 22 into the combustion chamber 17.

  According to this, since the oil 7 is injected toward the piston 14 by the oil jet 5, the temperature in the combustion chamber 17 is lowered and HC is easily discharged. However, by adding this control method, the engine load is reduced. Since the fuel injection amount into the combustion chamber 17 is increased by increasing the temperature, the temperature of the combustion chamber 17 is increased, and the HC emission amount can be greatly reduced. Therefore, if such control is performed from the start of the operation of the glow plug to the stop thereof, it is possible to reduce the discharge amount of HC while preventing the life of the glow plug from being reduced.

  Next, an example of the seventh control process will be described with reference to FIG. FIG. 11 is a flowchart according to an example of the seventh control process. This process is repeatedly executed by the ECU 30.

  First, the ECU 30 determines whether or not to start the engine in an extremely cold environment, whether or not the current cooling water temperature is low, the operation obtained from the indoor air conditioner (for example, the heating device) 47, and Whether the indoor air conditioner 47 is operating is determined based on the stop signal (step S31). Here, in determining whether or not to start the engine in an extremely cold environment, for example, when the water temperature obtained from the water temperature sensor 41 when the engine 50 is started is lower than 0 ° C., the ECU 30 is in an extremely cold environment. It is determined that the engine is to be started. Otherwise, it is determined that the engine is not started in an extremely cold environment. In determining whether or not the current temperature of the cooling water is low, the ECU 30 determines that the water temperature is low, for example, when the water temperature obtained from the water temperature sensor 41 is lower than 60 ° C., otherwise the water temperature is Judge that it is not low.

  If the determination in step S31 is No, the process returns to step S31. For example, even when the engine is started in an extremely cold environment, if the current temperature of the cooling water is rising, the above-described problem is unlikely to occur, and in this case, the process returns to step S31. On the other hand, if the determination in step S31 is Yes, the process proceeds to step S32.

  In step S32, the oil pressure variable relief valve control means controls the oil pump supply pressure variable relief valve 6 to the closed side so that the oil pressure in the oil passage 2 becomes larger than the valve opening pressure Qb of the oil jet check valve 4. Then, the oil 7 is injected from the oil jet 5 toward the piston 14. Thus, in an extremely cold situation, immediately after the engine is started, the heating of the vehicle interior by the indoor air conditioner 47 (for example, a heating device) 47 that uses the heat of the cooling water of the engine to effect heating is quickly applied. The heating performance of the indoor air conditioner 47 can be improved. In addition, in step S32, the oil pressure variable relief valve control means controls the oil pump supply pressure variable relief valve 6 to the closed side to increase the oil pressure in the oil passage 2. As a result, the engine load increases, so the fuel injection control means increases the fuel injection amount from the fuel injection valve 22 into the combustion chamber 17. Thereby, the temperature rise of the combustion chamber 17 is accelerated | stimulated and the discharge | emission amount of HC can be reduced significantly.

{Interior heating performance improvement control and warm-up assist control (eighth control)}
Next, a control method (eighth control method) for further improving the heating performance of the passenger compartment by the warm-up assist control according to the present embodiment will be described.

  For example, when severe environmental conditions such as high altitude at high altitude, low water temperature, and low outside air temperature are combined, the effect of the seventh control method cannot be sufficiently obtained, and the amount of HC emissions increases. There is a possibility that the heating effect to the passenger compartment by the indoor air conditioner (for example, heating device) 47 becomes insufficient.

  Therefore, in the eighth control method, when the indoor air conditioner (for example, the heating device) 47 is operated, the load increase promotion device control means operates the load increase promotion device to increase the engine load and control the fuel injection amount. The means increases the fuel injection amount from the fuel injection valve 22 into the combustion chamber 17.

  Here, examples of the load increase promotion device include an intake heater, a glow plug, a light, a sparger, an air compressor, a viscous heater, and a water heater. The viscous heater is an auxiliary device that assists the heating of the vehicle interior by an indoor air conditioner (for example, a heating device) 47, and serves to heat the cooling water with the heat of mixing the oil 7. The water heater is a heater that heats the cooling water. The engine load can be increased by positively operating these electric devices and apparatuses.

According to this, when the seventh control method is carried out, the oil 7 is injected by the oil jet 5 toward the piston 14, the temperature in the combustion chamber 17 is lowered, and HC is easily discharged. The engine load is increased by positively operating the load increase promotion device by the eighth control method, and the amount of fuel injected into the combustion chamber 17 is increased. The amount can be greatly reduced. Moreover, since the temperature of the combustion chamber 17 becomes high, the cooling water is heated, and warming up of the engine 50 can be assisted (promoted).
In this way, warm-up of the engine 50 is assisted (promoted), so that heating of the vehicle interior by the indoor air conditioner (for example, the heating device) 47 can be performed more quickly even under severe environmental conditions as described above. It becomes possible to make it work.

  Next, an example of the eighth control process will be described with reference to FIG. FIG. 12 is a flowchart according to an example of the eighth control process. This process is repeatedly executed by the ECU 30. In this control process, step S41 is the same process as step S31 in the seventh control process, and thus the description thereof is omitted.

  When the determination in step S41 is Yes, the process proceeds to step S42. In step S42, as in the seventh control process described above, the oil pressure variable relief valve control means controls the oil pump supply pressure variable relief valve 6 to the closed side to thereby adjust the oil pressure in the oil passage 2 to the oil jet. The oil 7 is injected from the oil jet 5 toward the piston 14 with the valve opening pressure Qb of the check valve 4 being larger, and the oil pump supply pressure variable relief valve 6 is controlled to the closed side to control the oil pressure in the oil passage 2. To increase. Thereby, as demonstrated in the above-mentioned 7th control processing, the improvement of the heating performance of the indoor air conditioner 47 and reduction of the discharge amount of HC can be aimed at. In addition, in this step S42, the load increase promotion device control means operates the load increase promotion device to increase the engine load. In response to this, the fuel injection amount from the fuel injection valve 22 into the combustion chamber 17 is increased by the fuel injection amount control means. Therefore, the temperature of the combustion chamber 17 becomes high and the warm-up of the engine 50 can be assisted (promoted), and the heating performance of the indoor air conditioner 47 can be further improved.

{Exhaust temperature rise control (9th control)}
Next, the exhaust gas temperature rise control method (the ninth control method) according to this embodiment will be described.

  As is well known, the exhaust gas discharged from the engine contains harmful substances such as nitrogen oxides (NOx), hydrocarbons (HC), and carbon monoxide (CO). When these harmful substances are discharged into the atmosphere, air pollution is caused. Therefore, in recent vehicles, a catalyst for purifying the harmful substances is often provided on the exhaust passage. When the engine is started at a low temperature, the catalyst temperature is low and the catalyst is not activated, so that harmful substances are not easily purified, and these harmful substances are easily discharged into the atmosphere. In order to suppress the emission of such harmful substances, it is necessary to warm up the catalyst early and promote its activation when the engine is started at a low temperature.

  Further, in diesel vehicles, exhaust gas contains harmful substances such as PM (particulate matter) and NOx. For this reason, in recent diesel vehicles, a DPF (diesel particulate filter) as an example of a catalyst and a NOx reduction catalyst are provided on the exhaust passage in order to prevent air pollution due to these harmful substances. Here, the DPF is a device that collects PM and burns and purifies the PM by the reaction of the supported catalyst. In the DPF, since there is a limit to the amount of PM that can be stored in the DPF, PM regeneration (PM combustion) is performed in order to prevent clogging by the PM. On the other hand, the NOx reduction catalyst is a device that occludes NOx and purifies it. The NOx reduction catalyst is poisoned by the sulfur content contained in the fuel and its purification performance is lowered, so sulfur (S) regeneration is performed to regenerate it. At the time of PM regeneration by the DPF as described above or PM regeneration by the NOx reduction catalyst, it is necessary to warm up these catalysts early in order to promote PM regeneration and S regeneration.

  Therefore, in the ninth control method, the oil pressure variable relief valve control means controls the oil pressure variable relief valve to the closed side when the catalyst needs to be warmed up early when the internal combustion engine is warmed up. The hydraulic pressure in the passage 2 is increased. Here, the catalyst includes various catalysts such as DPF and NOx reduction catalyst. In addition, when the catalyst needs to be warmed up early, for example, when toxic substances are likely to be discharged into the atmosphere during cold start of the engine, PM regeneration by DPF, or PM regeneration by NOx reduction catalyst. Is mentioned.

  According to this, the friction of the engine 50 can be increased by increasing the hydraulic pressure in the oil passage 2. Therefore, since the fuel injection amount at the same shaft output (engine shaft output) increases, the cooling loss in the combustion chamber 17 can be reduced, that is, the warm-up of the engine 50 can be promoted, and the exhaust gas temperature can be increased. Can be made. As a result, the catalyst can be warmed up early due to the temperature rise of the exhaust gas, for example, when the engine is cold started.

  When the ninth control method is performed in the lubrication apparatus 100 for the internal combustion engine, the oil pressure variable relief valve control means does not exceed the valve opening pressure Qb of the oil jet check valve 4 within the oil passage 2. Is desirable. This is because if the oil pressure in the oil passage 2 is made larger than the valve opening pressure Qb of the oil jet check valve 4, the oil 7 is injected from the oil jet 5 toward the piston 14, and the temperature in the combustion chamber 17 is increased. This is because the temperature of the exhaust gas is lowered and the early warm-up of the catalyst is prevented.

  On the other hand, when the ninth control method is performed in the lubricating device 200 for the internal combustion engine, there is no restriction as described above, that is, within the oil passage 2 within a range not exceeding the valve opening pressure Qb of the oil jet check valve 4. There is no need to increase the oil pressure. The reason for this is that even when the oil pressure in the oil passage 2 is larger than the valve opening pressure Qb of the oil jet check valve 4, the oil jet on / off valve 8 is closed by the oil jet on / off valve control means. This is because the oil 7 can be stopped from being jetted from the jet 5 toward the piston 14. Rather, in the case of the lubricating device 200 for an internal combustion engine, in addition to the ninth control method described above, the oil jet on / off valve 8 is further controlled to be closed through the oil jet on / off valve control means to operate the oil jet 5. It is desirable to stop. Thereby, the temperature in the combustion chamber 17 can be raised more quickly. Therefore, the temperature rise of the exhaust gas can be further promoted, and the catalyst can be warmed up more quickly when the engine is cold started.

  Next, an example of the ninth control process will be described with reference to FIG. FIG. 13 is a flowchart according to an example of the ninth control process. This process is repeatedly executed by the ECU 30.

  First, the ECU 30 determines whether or not early warm-up of the catalyst is necessary (step S51). For example, in this step S51, the ECU 30 determines that the catalyst needs to be warmed up early when the engine 50 is cold started, during PM regeneration by the DPF, or during PM regeneration by the NOx reduction catalyst. Otherwise, the ECU 30 determines that the early warm-up of the catalyst is not necessary.

  In this determination, when the early warm-up of the catalyst is not necessary (step S51; No), the process returns to step S51. On the other hand, when early warm-up of the catalyst is necessary (step S51; Yes), the process proceeds to step S52. In step S52, the oil pressure variable relief valve control means controls the oil pump supply pressure variable relief valve 6 to the closed side to increase the oil pressure in the oil passage 2. As a result, as described above, the catalyst can be warmed up quickly due to a rise in the temperature of the exhaust gas when the engine is cold started. Further, in the case of the internal combustion engine lubrication apparatus 200, in step S52, the oil pressure variable relief valve control means controls the oil pump supply pressure variable relief valve 6 to the closed side to increase the oil pressure in the oil passage 2. At the same time, the oil jet on / off valve control means controls the oil jet on / off valve 8 to be closed to stop the injection of oil 7 from the oil jet 5 toward the piston 14. As a result, as described above, the temperature rise of the exhaust gas can be further promoted, and the catalyst can be warmed up more quickly at the time of cold start of the engine.

{Hydraulic control at low temperature start (10th control)}
Next, a hydraulic control method (tenth control method) at the time of starting (cranking) the engine in a low temperature state according to the present embodiment will be described.

  In an environment where the outside air temperature is low, such as in extremely cold conditions, the viscosity of the oil decreases, so the friction of the lubrication part of the engine increases. In addition, when the viscosity of the oil decreases in this way, the hydraulic pressure in the oil passage increases, and this also increases the friction of the lubricating portion of the engine. Further, when the friction of the lubrication part of the engine increases, the load of the starter motor for starting the engine increases and the cranking rotation speed at the time of engine start decreases.

  Here, FIG. 14 shows the relationship between the cranking rotation speed at the time of engine start and the engine start (complete explosion) time. In FIG. 14, the horizontal axis represents cranking rotation speed (rpm), and the vertical axis represents engine start (complete explosion) time (seconds). As shown in FIG. 14, the lower the cranking speed, the longer the engine start time. Therefore, when the cranking rotational speed is reduced as described above, the engine start time becomes longer and the engine startability deteriorates.

  In addition, in an environment where the outside air temperature is low, such as in extremely cold conditions, the battery temperature decreases, so the voltage of the battery decreases. Lowering the battery voltage increases the battery load (power supply amount) for driving the starter motor and makes it difficult to fully function the starter motor, resulting in lower cranking rotation speed when starting the engine. . Therefore, there is a problem that the engine start time becomes long, and this also deteriorates the startability of the engine.

  In addition, in a low compression ratio diesel engine, the temperature at the top dead center in the compression stroke is low as described above. For this reason, when the outside air temperature is low, the self-ignitability is deteriorated, the cranking rotational speed at the time of starting the engine is lowered, and the deterioration of the engine starting property becomes more remarkable.

  Therefore, in the tenth control method, the oil pressure variable relief valve control means controls the oil pressure variable relief valve 6 to the open side when the engine 50 is started (cranking) in a low temperature state, so that the oil pressure 2 Reduce the oil pressure. Thereby, the friction of the lubrication part 50a of an engine can be reduced and the cranking rotation speed at the time of engine starting can be raised. Therefore, the startability of the engine 50 at a low temperature can be improved.

  Moreover, the load concerning a starter motor can be reduced by lowering the hydraulic pressure in the oil passage 2. As a result, depending on the type of engine, the size of the starter motor can be reduced, so that its cost and weight can be reduced. Further, since the weight of the starter motor can be reduced, the load on the engine can be reduced correspondingly, and the fuel consumption can be improved.

  Further, by reducing the oil pressure in the oil passage 2, it is possible to reduce the load on the battery (the amount of power supplied) for driving the starter motor. As a result, depending on the type of vehicle or engine, the size of the battery can be reduced, so that its cost and weight can be reduced. Further, since the weight of the battery can be reduced, the load on the engine can be reduced correspondingly, and the fuel consumption can be improved.

  Next, an example of the tenth control process will be described with reference to FIG. FIG. 15 is a flowchart according to an example of the tenth control process. This process is repeatedly executed by the ECU 30.

  First, the ECU 30 determines whether or not the water temperature of the engine 50 is low due to extremely cold conditions or the like, and also determines whether or not the engine 50 is starting (cranking) (step S61). In step S61, the ECU 30 determines that the water temperature is low when the water temperature obtained from the water temperature sensor 41 is lower than −10 ° C., for example, and otherwise determines that the water temperature is not low. Further, the ECU 30 determines that the engine 50 is started (cranking) when the key switch of the engine is turned on by the driver, for example, and otherwise the engine 50 is started (cranked). It is determined that it is not (ranking).

  If the determination in step S61 is no, the process returns to step S61. On the other hand, if the determination in step S61 is Yes, the process proceeds to step S62, where the oil pressure variable relief valve control means controls the oil pump supply pressure variable relief valve 6 to the open side, Reduce oil pressure. Thereby, the friction of the lubrication part 50a of an engine can be reduced and the cranking rotation speed at the time of engine starting can be raised. Therefore, the startability at the time of cold start of the engine can be improved.

{Oil jet control at engine start (11th control)}
Next, an oil jet control method (an eleventh control method) at the time of engine start according to the present embodiment will be described.

  When the engine is started, the lubricating portion of the engine is lubricated with the oil remaining on the lubricating portion of the engine when the engine was operated last time. However, if the engine is not operated for a long period of time, the amount of oil remaining attached to the lubrication part of the engine will naturally decrease. This is because part of the oil remaining on the lubrication part of the engine drops or evaporates on the oil pan. Therefore, if the tenth control method described above is carried out in such a state, the oil jet cannot be operated due to the low oil pressure in the oil passage when the engine is started, and the cylinder bore, piston pin can be operated from the oil jet. There is a risk that the supply of oil to the oil or the like will be delayed, and wear of those parts may be caused.

  Therefore, in the eleventh control method, the oil pressure variable relief valve control means is used when the engine 50 is started when a predetermined period (for example, a period exceeding 10 days) has elapsed since the previous stop of the engine 50. The oil pressure in the oil passage 2 is made larger than the valve opening pressure Qb of the oil jet check valve 4 by controlling the oil pressure variable relief valve 6 to the closed side, for example, for a predetermined period (for example, 10 seconds). The oil 7 is injected from 5 toward the piston 14.

  As a result, the oil 7 is injected from the oil jet 5 toward each part of the piston 14 and the cylinder bore, for example, for a predetermined period. Therefore, a sufficient amount of oil 7 necessary for lubrication can be supplied to each part of the piston 14 and the bore. As a result, it is possible to avoid the wear of each part of the piston 14 and the cylinder bore when the engine is started in a situation where a predetermined period or more has elapsed since the previous engine stop.

  In the case where the engine is started when the outside air temperature is low, such as under extremely cold conditions, and when a predetermined period or more has elapsed since the previous engine stop, the tenth control method and The problem is which of the eleventh control methods should be preferentially performed. If the tenth control method is prioritized over the eleventh control method, the oil jet 5 may not operate due to the low oil pressure in the oil passage 2, and in this case May not be able to supply a sufficient amount of oil 7 necessary for lubrication to each part of the piston 14 and the cylinder bore, and there is a risk that the parts of the piston 14 and the cylinder bore will be worn.

  Therefore, the eleventh control method is preferentially performed over the tenth control method under the above-described conditions. That is, when the engine temperature is low and the outside air temperature is low and a predetermined period or more has elapsed since the previous engine stop, the oil jet 5 is kept for a predetermined period prior to the control to reduce the oil pressure in the oil passage 2. Only after that, control is performed to lower the oil pressure in the oil passage 2.

  According to this, a sufficient amount of oil necessary for lubrication of each part of the piston 14 and the bore is obtained by operating the oil jet 5 only for a predetermined period prior to the control for lowering the hydraulic pressure in the oil passage 2. 7 can be supplied. Therefore, it is possible to avoid wear of each part of the piston 14 and the bore. Further, after the oil jet 5 is operated for a predetermined period, the control for lowering the hydraulic pressure in the oil passage 2 is performed, so that the friction of the lubricating portion 50a of the engine can be reduced, Cranking speed can be increased. Therefore, the startability of the engine 50 at a low temperature can be improved.

  Next, an example of the eleventh control process will be described with reference to FIG. FIG. 16 is a flowchart according to an example of the eleventh control process. This process is repeatedly executed by the ECU 30.

  First, the ECU 30 determines whether the water temperature of the engine 50 is low due to extremely cold conditions (step S71). Here, whether or not the water temperature of the engine 50 is low is determined by the same method as in step S61 of the tenth control process described above.

  In this determination process, when the water temperature of the engine 50 is not low (step S71; No), the process returns to step S71. On the other hand, when the water temperature of the engine 50 is low (step S71; Yes), the process proceeds to step S72. In step S72, the ECU 30 determines whether or not a predetermined period (for example, 10 days) has elapsed since the previous engine stop and determines whether or not the engine 50 has been started. Here, the ECU 30 determines whether or not a predetermined period (for example, 10 days) has elapsed since the previous engine stop using a timer provided in the internal circuit or the like. Further, whether or not the engine 50 is starting is determined by the same method as step S61 of the tenth control process described above.

  When the engine is started, when a predetermined period (for example, 10 days) or more has not elapsed since the previous engine stop (step S72; No), the process returns to step S72. On the other hand, when a predetermined period (for example, 10 days) has passed since the last engine stop at the time of engine start (step S72; Yes), the process proceeds to step S73, and the oil pressure variable relief valve control means By controlling the oil pressure variable relief valve 6 to the closed side, the oil pressure in the oil passage 2 is made larger than the valve opening pressure Qb of the oil jet check valve 4, for example, for a predetermined period (for example, 10 seconds). The oil 7 is injected from the nozzle toward the piston 14. As a result, the oil 7 is injected from the oil jet 5 toward each part of the piston 14 and the cylinder bore, for example, for a predetermined period. Therefore, a sufficient amount of oil 7 necessary for lubrication can be supplied to each part of the piston 14 and the cylinder bore. As a result, it is possible to avoid the wear of each part of the piston 14 and the cylinder bore when the engine is started in a situation where a predetermined period or more has elapsed since the previous engine stop.

  Next, the oil pressure variable relief valve control means controls the oil pump supply pressure variable relief valve 6 to the open side to lower the oil pressure in the oil passage 2 (step S74). Thereby, the friction of the lubrication part 50a of an engine can be reduced and the cranking rotation speed at the time of engine starting can be raised. Therefore, the startability of the engine 50 at a low temperature can be improved.

{Hydraulic control immediately after cold start (12th control)}
Next, a hydraulic control method (a twelfth control method) immediately after starting in the low temperature state of the engine according to the present embodiment will be described.

  First, prior to the description of the twelfth control method, a problem immediately after engine startup in a low temperature state, such as under extremely cold conditions, will be described with reference to FIG.

FIG. 17A is a graph showing the relationship between the total hydrocarbon (THC) concentration (ppmC) and time (seconds). In FIG. 17A, the vertical axis indicates the THC concentration (ppmC), and the horizontal axis indicates time (seconds). FIG. 17B is a graph showing the relationship between the engine speed (rpm) and time (seconds). In FIG. 17B, the vertical axis represents the engine speed (rpm), and the horizontal axis represents time (seconds). FIG. 17C is a graph showing the relationship between the fuel injection amount (mm ³ / st) and time (seconds). In FIG. 17 (c), the vertical axis represents the fuel injection amount (mm ³ / st), and the horizontal axis represents time (seconds). 17A to 17C, for example, the period from time t21 to time t22 is about 10 seconds, and the period from time t22 to time t23 is about 20 seconds.

  Immediately after the start of the engine 50 under extremely cold conditions (immediately after the starter motor is turned off after time t21), the combustion chamber, cylinder bore, cylinder head, etc. are cold, so that combustion in the combustion chamber is unstable and misfire occurs. It is easy to do. Here, the broken line area A10 in FIG. 17A and the broken line area A11 in FIG. 17C are in a state in which the temperature in the combustion chamber is low and the misfire tends to occur immediately after the engine is started because the fuel injection amount is large. Indicates the period. Note that THC has a time delay with respect to the fuel injection timing and the like as shown in FIG. In particular, in the case of a diesel engine, self-ignitability tends to deteriorate under such circumstances, and misfires are likely to occur. Furthermore, in the case of a diesel engine with a low compression ratio, the temperature in the combustion chamber at the top dead center of the compression stroke is low, so that under such circumstances, the self-ignitability tends to be worse, and misfire is more likely to occur. .

  Further, immediately after starting the engine under extremely cold conditions, since the oil temperature is low, the viscosity of the oil is high and the friction of the lubrication part of the engine is very large. Further, as the oil viscosity increases, the oil pressure in the oil passage increases, the friction of the lubrication part of the engine increases, and the fuel injection amount increases as shown by the broken line area A11 in FIG. Further, as the fuel injection amount increases, the fuel evaporation amount increases accordingly, so that the latent heat of vaporization (heat of vaporization) generated during the evaporation also increases. As a result, the amount of heat taken away from the cylinder, piston, etc. increases, and the combustion chamber is cooled more than necessary. For this reason, the ignitability of the fuel in the combustion chamber is deteriorated, resulting in incomplete combustion. For this reason, there exists a subject that the emitted amount of HC (white smoke) will increase.

  Therefore, in the twelfth control method, the oil pressure variable relief valve control means controls the oil pressure variable relief valve 6 to the open side when the misfire state is detected by the misfire state detection means 48 after the engine 50 is started. By doing so, the hydraulic pressure in the oil passage 2 is lowered. Thereby, the friction of the lubrication part 50a of an engine can be reduced. Therefore, the fuel injection amount can be reduced immediately after the engine 50 is started, and accordingly, the latent heat of evaporation can be reduced and the temperature in the combustion chamber 17 can be increased.

  In addition, in the twelfth control method, the oil pressure variable relief valve control means opens the oil pressure variable relief valve 6 when a misfire state is detected by the misfire state detection means 48 after the engine 50 is started. By controlling to the side, the injection pressure of the oil 7 from the oil jet 5 toward the piston 14 is stopped so as to be equal to or lower than the valve opening pressure Qb of the oil jet check valve 4. Thereby, since it can avoid that the piston 14 is cooled with the oil 7, the temperature of the combustion chamber 17 can be raised. Therefore, the ignitability of the fuel can be improved. As a result, since the occurrence of incomplete combustion is suppressed, the emission of HC (white smoke) can be suppressed immediately after the start of the engine 50 in a situation where the outside air temperature is low.

  Next, an example of the twelfth control process will be described with reference to FIG. FIG. 18 shows a flowchart according to an example of the twelfth control process. This process is repeatedly executed by the ECU 30.

  First, the ECU 30 determines whether or not the water temperature of the engine 50 is low and determines whether or not it is immediately after the engine 50 is started (step S81). In step S81, the ECU 30 determines that the water temperature of the engine 50 is low when the water temperature obtained from the water temperature sensor 41 is lower than 0 ° C., for example, and otherwise determines that the water temperature of the engine 50 is not low. To do. Further, the ECU 30 determines that the starter motor is immediately after starting the engine when the starter motor is changed from the ON state (operation) to the OFF state (stopped), and otherwise determines that it is not immediately after starting the engine.

  If the determination in step S81 is No, the process returns to step S81. On the other hand, when the determination in step S81 is Yes, the process proceeds to step S82, and the oil pressure variable relief valve control means performs the following control for a predetermined period τ. That is, the oil pressure variable relief valve control means controls the oil pressure variable relief valve 6 to the open side to lower the hydraulic pressure in the oil passage 2 and further controls the oil pressure variable relief valve 6 to the open side. The injection of oil 7 from the oil jet 5 toward the piston 14 is stopped below the valve opening pressure Qb of the oil jet check valve 4. Here, the predetermined period τ is determined by the ECU 30 based on a map defined by the water temperature (° C.) and the oil jet stop period τ (seconds). For example, FIG. 19 shows an example of the map. Based on the map shown in FIG. 19, the ECU 30 sets the predetermined period τ longer as the water temperature of the engine 50 becomes lower in the range of Ac1 to Ac2, and sets the predetermined period τ1 when the water temperature is lower than Ac1. To do. By executing Step S82, misfire can be prevented and emission of HC (white smoke) can be suppressed immediately after the start of the engine 50 under a condition where the outside air temperature is low.

{Low load HC countermeasure control (13th control) when glow plug is cut}
Next, an HC countermeasure control method (a thirteenth control method) in a low load state when the glow plug is disconnected (stopped) according to the present embodiment will be described. The thirteenth control method is executed by the lubricating device 200 for the internal combustion engine.

  First, with reference to FIG. 20, a problem when the glow plug is cut (when stopped) will be described.

FIG. 20A is a graph showing the relationship between engine friction (Nm) and water temperature (° C.). FIG. 20A shows that the fuel injection amount (mm ³ / st) at no load (no-load) shown on the vertical axis is proportional (∝) to the engine friction (Nm). In FIG. 20A, the section indicated by the arrow Y1 (the section from the low water temperature to Ac11 (° C.)) is a section where the glow plug is turned on (operating state) when environmental conditions are severe such as extreme cold. In a situation where the water temperature is higher than Ac11 (° C.) (arrow Y2), this indicates that the glow plug is turned off (stopped) from the viewpoint of extending the life of the glow plug.

  FIG. 20B is a graph showing the relationship between the total hydrocarbon (THC) concentration (ppmC), the water temperature (° C.), and the glow plug ON / OFF operation. In FIG. 20B, the vertical axis indicates the THC concentration (ppmC), and the horizontal axis indicates the water temperature (° C.) of the engine 50. In FIG.20 (b), the reference line L30 shows the permissible level of the white smoke and smell by HC. In other words, if it is smaller than the reference line L30, white smoke and odor due to HC are allowed without causing a problem, and if it exceeds the reference line L30, white smoke and odor due to HC are problematic and are not allowed. In FIG. 20B, a graph g1 shows a case where the glow plug is in an ON state (operating state), a graph g2 shows a case where the thirteenth control method is performed when the glow plug is OFF (stopped), The graph g3 shows that the glow plug is in an ON state (operating state) in a section from low water temperature to Ac11 (° C.) due to severe environmental conditions, and the glow plug is in an OFF state in a situation where the water temperature is higher than Ac11 (° C.). It shows the case of a stop state). In this embodiment, when a water-cooled oil cooler is used, the water temperature (° C.) on the horizontal axis shown in FIGS. 20A and 20B is substantially equal to the oil temperature (° C.).

FIG. 20C is a graph showing the relationship between the total hydrocarbon (THC) concentration (ppmC) and the fuel injection amount (mm ³ / st). In FIG. 20C, the vertical axis indicates the THC concentration (ppmC), and the horizontal axis indicates the fuel injection amount (mm ³ / st). In FIG. 20C, a reference line L31 indicates the permissible level of HC white smoke and odor. In other words, if it is smaller than the reference line L31, white smoke and odor due to HC are allowed without causing a problem, and if it exceeds the reference line L31, white smoke and odor due to HC are problematic and are not allowed. In FIG. 20C, a graph g4 shows a case where the oil jet is in an OFF state (stopped state), and a graph g5 shows a case where the oil jet is in an ON state (actuated state). In FIG. 20C, the point P1 on the graph g5 corresponds to the portion of the broken line area A20 of the graph g3 in FIG.

  Now, under circumstances where the outside air temperature is low such as extremely cold, there is a problem that white smoke and odor due to HC become most severe immediately after the glow plug operation is stopped (in the vicinity of the broken line area A20 in the graph g3 in FIG. 20B). is there.

  In FIG. 20C, when the oil jet operation is stopped by lowering the oil pressure in the oil passage 2 from the state of the point P1 on the graph g5, the state changes from the state of the point P1 to the state of the point P2. That is, there is a problem that the fuel injection amount (engine load) decreases and the HC emission amount increases. In FIG. 20C, when the operation of the oil jet is stopped without reducing the hydraulic pressure in the oil passage 2 from the state of the point P1 on the graph g5, the state transitions from the state of the point P1 to the state of the point P3. That is, it is possible to reduce the HC emission amount without reducing the fuel injection amount (engine load).

  Further, since the life of the glow plug is shortened as it is used, in order to extend the life of the glow plug as much as possible, the glow plug must be stopped after a predetermined period of time has elapsed since the operation of the glow plug was started. If the discharge level of HC is not in a state where there is no problem before the operation of the glow plug is stopped, there is a problem that high concentration of HC is discharged.

  Therefore, in the thirteenth control method, when the glow plug 23 is stopped, the oil jet on / off valve control means closes the oil jet on / off valve 8 to inject the oil 7 from the oil jet 5 toward the piston 14. While stopping the operation, the oil jet on / off valve control means increases the oil pressure in the oil passage 2 by controlling the oil pressure variable relief valve 6 to the closed side.

  As a result, the engine load increases, the fuel injection amount increases, and the temperature in the combustion chamber 17 can be increased. As a result, as shown in the graph g2 of FIG. 20B, the amount of HC discharged can be reduced immediately after the glow plug 23 is stopped in a situation where the outside air temperature is low such as extremely cold, and accordingly This reduces the emission of white smoke and odors from HC.

  Next, an example of a thirteenth control process will be described with reference to FIGS. 21 and 22.

  FIG. 21 is a flowchart according to an example of the thirteenth control process. This process is repeatedly executed by the ECU 30.

  FIG. 22 shows an example of an engine water temperature-control execution range map defined by the engine load, the engine speed, and the engine water temperature. In FIG. 22, the vertical axis represents the engine load (engine torque) (Nm), and the horizontal axis represents the engine speed (rpm). In FIG. 22, a broken line L1 indicates a full load output line defined by the engine load and the engine speed. In FIG. 22, a region A30 indicates a region where the engine water temperature is lower than 10 ° C. and the engine load and the engine speed are low and low, and the region A31 is within a range where the engine water temperature is 10 to 20 ° C. In which the engine load and the engine speed are low load and low speed (<low load low speed in area A30), and the area A32 is the engine water temperature in the range of 20 to 30 ° C. A region where the load and the engine speed are low and low (<low load in region A31) is shown. Region (circle) A33 indicates that the engine water temperature is higher than 30 ° C. and the engine load and engine speed. Indicates a region where the low-load low-speed (<low-load low-speed of region A32).

  First, the ECU 30 determines whether or not the glow plug 23 is in a stopped state (OFF state), and the engine water temperature, the engine load, and the engine speed are determined in the engine water temperature-control execution range map of FIG. It is determined whether or not it is within a predetermined control execution range for performing step S92 (step S91).

  In this determination process, the ECU 30 determines that the glow plug 23 is in a stopped state when the signal s3 output to the glow plug 23 is an OFF signal. Further, the ECU 30 refers to the engine water temperature-control execution range map of FIG. 22, and when the engine water temperature, the engine load, and the engine speed are in the regions A30 to A32, the temperature in the combustion chamber 17 is low and HC is low. If it is in a state where it is easy to be discharged and it is determined that it is within the range in which the processing (control) of the subsequent step S92 is performed, if not, that is, in the region other than the region A33 and regions A30 to A32, combustion It is determined that the temperature in the chamber 17 is high and it is difficult for HC to be discharged, and it is not within the range for performing the processing (control) in the subsequent step S92.

  If it is determined in this process that the glow plug 23 is not in the stop state and is not within the predetermined control execution range (step S91; No), the process returns to step S91. On the other hand, when the glow plug 23 is in a stopped state and within the predetermined control execution range (in the region A30 to A32) (step S91; Yes), the process proceeds to step S92.

  In step S92, the oil jet on / off valve control means stops the injection of the oil 7 from the oil jet 5 toward the piston 14 by closing the oil jet on / off valve 8, and the oil jet on / off valve control. The means increases the oil pressure in the oil passage 2 by controlling the oil pressure variable relief valve 6 to the closed side.

  As a result, the engine load increases, the fuel injection amount increases, and the temperature in the combustion chamber 17 can be increased. As a result, it is possible to reduce the amount of HC discharged in the operation region where HC is easily discharged immediately after the stop of the glow plug 23 (that is, the regions A30 to A32). Can be reduced.

{Preparation control when glow plug is cut (14th control)}
Next, a preparation control method (fourteenth control method) when the glow plug is cut (stopped) according to the present embodiment will be described. The fourteenth control method is executed by the lubricating device 200 for the internal combustion engine.

  According to the thirteenth control method described above, the operation of the oil jet 5 is stopped after the operation of the glow plug 23 is stopped. Thereby, since the injection of the oil 7 is stopped from the oil jet 5 toward the piston 14, the temperature in the combustion chamber 17 can be raised. However, in the thirteenth control method described above, since the temperature in the combustion chamber 17 is low after the operation of the oil jet 5 is stopped until the temperature in the combustion chamber 17 rises, misfire is likely to occur. There is a problem that HC is also discharged.

  Therefore, in the fourteenth control method, the operation of the oil jet 5 is stopped before the operation of the glow plug 23 is stopped by the thirteenth control method. Specifically, the oil pressure variable relief valve control means controls the oil pressure in the oil passage 2 by controlling the oil pressure variable relief valve 6 to the open side before the glow plug 23 stops and when the glow plug 23 stops. The injection of oil 7 from the oil jet 5 toward the piston 14 is stopped below the valve opening pressure Qb of the oil jet check valve 4.

  As a result, the injection of the oil 7 from the oil jet 5 toward the piston 14 is stopped before the glow plug 23 is stopped and when the glow plug 23 is stopped, and the temperature in the combustion chamber 17 is raised in advance during that time. it can. As a result, after the operation of the glow plug 23 is stopped, misfire is less likely to occur and HC emissions can be reduced.

  Next, an example of the fourteenth control process will be described with reference to FIGS. FIG. 23 is a flowchart according to an example of the fourteenth control process. This process is repeatedly executed by the ECU 30.

  FIG. 24 shows an example of an engine water temperature-control execution range map defined by the engine load, the engine speed, and the engine water temperature. In FIG. 24, the vertical axis represents the engine load (engine torque) (Nm), and the horizontal axis represents the engine speed (rpm). In FIG. 24, a broken line L1 indicates a full load output line defined by the engine load and the engine speed. In FIG. 24, a region A40 indicates a region where the engine water temperature is lower than 5 ° C and the engine load and the engine speed are low and low, and the region A41 is within a range where the engine water temperature is 5 to 15 ° C. And the region where the engine load and the engine speed are low and low (<low load low speed in region A40) is shown in region A42, the engine water temperature is in the range of 15 to 25 ° C. and the engine The region where the load and the engine speed are low load and low rpm (<low load and low rpm of the region 41) is shown. Region (circle) A43 indicates that the engine water temperature is higher than 25 ° C. and the engine load and the engine rpm. Indicates a region where the low-load low-speed (<low-load low-speed of the region A42).

  First, the ECU 30 determines whether or not the glow plug 23 is before being stopped (for example, the period from when the glow plug 23 is stopped to when the glow plug 23 is stopped is 10 seconds), and the engine water temperature, the engine load, and the engine It is determined whether or not the rotational speed is within a predetermined control execution range for performing the subsequent step S102 in the engine water temperature-control execution range map of FIG. 24 (step S101).

  In this determination process, the ECU 30 determines that the glow plug 23 is not stopped when the signal s3 output to the glow plug 23 is an ON signal. Further, referring to the engine water temperature-control execution range map of FIG. 24, the ECU 30 has a low temperature in the combustion chamber 17 when the engine water temperature, the engine load, and the engine speed are in the regions A40 to A42. It is easy to misfire and HC is likely to be discharged, and it is determined that it is within the range in which the processing (control) of the subsequent step S102 is performed. Otherwise, the region A43 and regions other than the regions A40 to A42 In this case, it is difficult to misfire due to the high temperature in the combustion chamber 17 and it is difficult to discharge HC, and it is determined that it is not within the range for performing the processing (control) in the subsequent step S102. .

  If it is determined in this process that the glow plug 23 is not before stopping and is not within the predetermined control execution range (step S101; No), the process returns to step S101. On the other hand, when the glow plug 23 is not stopped and is within the predetermined control execution range (in the region A40 to A42) (step S101; Yes), the process proceeds to step S102.

  In this step S102, the oil pressure variable relief valve control means controls the oil pressure variable relief valve 6 to the open side so that the oil pressure in the oil passage 2 is less than or equal to the valve opening pressure Qb of the oil jet check valve 4. The injection of oil 7 from 5 toward the piston 14 is stopped. Thereby, the temperature in the combustion chamber 17 can be increased in advance before the glow plug 23 is stopped (for example, the period from when the glow plug 23 is stopped to when the glow plug 23 is stopped is 10 seconds). As a result, after the operation of the glow plug 23 is stopped, misfire is less likely to occur and HC emissions can be reduced. Next, the ECU 30 executes the above-described thirteenth control process (step S103).

{Fuel efficiency improvement control when there is no need to hurry up (15th control)}
Next, a control method (a fifteenth control method) for improving fuel efficiency when there is no need to quickly warm up the engine according to the present embodiment will be described.

  FIG. 25 shows a chart summarizing the inventions so far. However, in FIG. 25, the contents of the invention according to a part of the inventions according to the first control method to the sixteenth control method are omitted.

  In the above seventh and eighth control methods, as shown in FIG. 25, in order to promote warm-up of the engine 50, fuel pressure is increased by increasing the hydraulic pressure in the oil passage 2 and increasing the engine load. The amount of fuel injected from the valve 22 into the combustion chamber 17 is increased. In the seventh or eighth control method described above, in order to reduce the discharge of HC, the oil 7 is injected from the oil jet 5 toward the piston 14 to heat the oil 7, and the heated oil 7 and By exchanging heat with the cooling water, or using a viscous heater, a water heater or the like, the engine water temperature when the glow plug 23 is stopped is raised as much as possible.

  However, since the seventh and eighth control methods described above are used for a long time compared to other control methods, the following problems may occur. That is, in the seventh and eighth control methods described above, the severe condition that the engine water temperature is low when the glow plug 23 is stopped and HC is discharged by this is that (A) the low load state of the engine for a long time. In a condition that satisfies both the case where the engine water temperature is maintained (for example, idling state where the idling state is maintained for a long time is generally applicable) and the case where the engine water temperature is lowered by the operation of the heating device (B). is there. Other conditions, such as conditions that cause the vehicle to run normally, reduce the engine load and improve the warm-up of the engine, so HC emissions do not become a problem. However, even in such a case, when the seventh and eighth control methods described above are performed, there is a problem in that fuel efficiency is deteriorated with an unnecessary increase in engine load.

  Therefore, in the fifteenth control method, the oil pressure variable relief valve control means is configured such that when the engine load acquired by the engine load detection means 45 is in the low load region A4 in the hydraulic control map of FIG. When it is not necessary to quickly warm up the oil, the oil pressure in the oil passage 2 is lowered by controlling the oil pressure variable relief valve 6 to the open side. Here, the case where it is not necessary to quickly warm up the engine 50 includes, for example, a case where the heating device is not operated, or a case where idling is not performed. Thereby, since the engine load can be reduced, the amount of fuel injected into the combustion chamber 17 can be reduced. As a result, the fuel efficiency can be improved when the engine 50 is at a low temperature.

  It should be noted that when the fifteenth control method is implemented, it is preferable that the fifteenth control method is implemented based on the priority order from the first control method to the seventeenth control method described later. Specifically, the priority of implementation from the first control method to the seventeenth control method described later is highest in the first control method, and then higher in the seventh and eighth control methods. Then, the fifteenth control method is the next highest, followed by the other control methods according to this embodiment.

  Next, an example of a fifteenth control process will be described with reference to FIGS.

  FIG. 26 shows a flowchart according to an example of the fifteenth control process. This process is repeatedly executed by the ECU 30.

FIG. 27 shows an example of a hydraulic control map defined by the engine load and the engine speed according to the fifteenth control process. In FIG. 27, the vertical axis represents engine load (Nm) {or injection amount (mm ³ / st)}, and the horizontal axis represents engine speed (rpm). In FIG. 27, a broken line L1 indicates a full load output line defined by the engine load and the engine speed, and a hatched region A4 indicates a region where the operating region of the engine 50 is low.

  First, the ECU 30 determines whether or not it is not necessary to quickly warm up the engine 50, and determines whether or not the engine load is in a low load region A4 indicated by hatching in FIG. 27 (step S111). In this determination process, the case where it is not necessary to quickly warm up the engine 50 includes, for example, the case where the heating device is stopped or the case where the engine is not left idle as described above. That is, when the operation of the indoor air conditioner (for example, the heating device) is in a stopped state (OFF state), or when the ratio of the idling time from the start of the engine is 50% or less, for example, the ECU 30 It is determined that there is no need to hurry up warm-up.

  If the determination in step S111 is No, the process returns to step S111. On the other hand, if the determination in step S111 is Yes, the process proceeds to step S112, where the oil pressure variable relief valve control means determines that the engine load acquired by the engine load detection means 45 is a low load region in the hydraulic control map of FIG. In the case of A4, when it is not necessary to quickly warm up the engine 50, the oil pressure in the oil passage 2 is lowered by controlling the oil pressure variable relief valve 6 to the open side. As a result, the engine load can be reduced, so that the amount of fuel injected into the combustion chamber 17 can be reduced. As a result, it is possible to improve fuel efficiency when it is not necessary to quickly warm up the engine 50 and when the engine load is in a low load region (region where the engine water temperature is low).

{Control for improving warm-up performance when traveling downhill (16th control)}
Next, engine warm-up improvement control (sixteenth control method) during downhill traveling according to the present embodiment will be described.

  Under idle conditions where idling is continued for a long period of time, the engine load and the engine speed are both low, so the engine tends to be insufficiently warmed up. Even in such a situation where the engine is not left idle, engine warm-up may be insufficient. For example, if the fifteenth control method described above is implemented, there is a problem in that the engine load decreases due to the reduced hydraulic pressure in the oil passage, and warm-up becomes insufficient.

  In addition, there is a problem that engine warm-up tends to be insufficient because the fuel cut continues under the condition of traveling on a long downhill from the summit to the flat ground.

  In such a fuel cut, it is conceivable to extend the life of the glow plug as much as possible by turning off (stopping) the glow plug used for preheating the combustion chamber. In such a case, there is an advantage that the amount of time that is spent for turning off the glow plug at the time of fuel cut can be used to extend the glow plug on (operation) time from the start of the engine. However, according to the method of using the glow plug described above, the glow plug is repeatedly turned on and off, and the life of the glow plug is shortened as the number of inrush currents generated when the glow plug is turned on increases. It will be. Therefore, it is not a good idea to adopt the method of using the glow plug as described above.

  Even if such a method of using a glow plug is adopted, a situation in which the engine becomes extremely light on a flat road or the like on the way downhill suddenly occurs. In this case, it is directed toward the cold combustion chamber. Since a small amount of fuel is injected, combustion tends to be unstable, and misfire is very likely to occur. Therefore, in order to avoid such a situation, the glow plug needs to be turned on. In this case, from the viewpoint of extending the life of the glow plug, the glow plug is stopped after a predetermined period from the start of the engine (however, this is not the case when the glow plug is replaced as a consumable part).

  Therefore, in the sixteenth control method, when the engine 50 needs to be warmed up when the glow plug 23 is operated, the oil pressure variable relief valve control means controls the oil pressure variable relief valve 6 to the closed side. As a result, the oil pressure in the oil passage 2 is made larger than the valve opening pressure Qb of the oil jet check valve 4, the injection of the oil 7 from the oil jet 5 toward the piston 14 is stopped, and the oil pressure variable relief By controlling the valve 6 to the closed side, the hydraulic pressure in the oil passage 2 is increased, and the load increase promotion device control means operates the load increase promotion device to increase the engine load and control the fuel injection amount. The means increases the fuel injection amount from the fuel injection valve 22 into the combustion chamber 17. Here, the case where the engine 50 needs to be warmed up includes, for example, a case where a fuel cut is performed in a situation where the vehicle runs on a long downhill from the mountain peak toward a flat ground, or a case where the engine is not left idle. .

  According to this, when the engine 50 needs to be warmed up, the inside of the combustion chamber 17 is heated by the glow plug 23. Thereby, the temperature in the combustion chamber 17 can be raised. In the sixteenth control method, since the oil 7 is injected from the oil jet 5 toward the piston 14 having the highest temperature in the engine 50, the heating of the oil 7 is promoted, and the temperature in the combustion chamber 17 is reduced. Can be high. Further, in the sixteenth control method, by increasing the oil pressure in the oil passage 2 and operating the load increase promoting device to increase the engine load, the fuel injection valve 22 is connected to the combustion chamber through the fuel injection amount control means. The amount of fuel injected into 17 is increased. Therefore, the temperature of the combustion chamber 17 increases as the amount of heat due to combustion corresponding to the fuel injection amount increases. Here, when the load increase promotion device is a viscous heater or a water heater, the cooling water is heated, and the heat from the cooling water is transmitted to the engine 60 to increase the temperature in the combustion chamber 17. Can do.

  As described above, the temperature of the combustion chamber 17 is increased, so that warm-up of the engine 50 is promoted. As a result, when the engine 50 needs to be warmed up during the operation of the glow plug 23, misfires are less likely to occur, and furthermore, HC emissions that are likely to be discharged after the operation of the glow plug 23 is stopped are reduced. be able to.

  It should be noted that when implementing the sixteenth control method, it is desirable to carry out in consideration of the priorities from the first control method to the seventeenth control method described later. Specifically, the priority of implementation from the first control method to the seventeenth control method described later is highest in the first control method, and then higher in the seventh and eighth control methods. Then, the fifteenth control method is the next highest, followed by the other control methods according to this embodiment.

  Next, an example of the sixteenth control process will be described with reference to FIG. FIG. 28 is a flowchart according to an example of the sixteenth control process. This process is repeatedly executed by the ECU 30.

  First, the ECU 30 determines whether or not the engine 50 needs to be warmed up, and determines whether or not the glow plug 23 is in operation (step S121). Specifically, when the fuel cut time ratio is greater than 50%, for example, or when the fuel cut time ratio is greater than 50% and the idle time ratio is greater than 80%, for example, It is determined that the engine 50 needs to be warmed up. Otherwise, it is determined that the engine 50 is not in a necessary condition. In this determination process, the ECU 30 determines that the glow plug 23 is in operation when the signal s3 output to the glow plug 23 is an ON signal (operation signal).

  In this determination process, when the engine 50 is not in a situation that requires warming up (step S121; No), the process returns to step S121. On the other hand, if the engine 50 needs to be warmed up, the process proceeds to step S122.

  In this step S122, the oil pressure variable relief valve control means controls the oil pressure variable relief valve 6 to the closed side so as to increase or decrease the hydraulic pressure in the oil passage 2 at a certain time interval. The oil 7 is injected toward the piston 14 and the oil pressure variable relief valve 6 is controlled to the closed side to increase the oil pressure in the oil passage 2 and the load increase promoting device control means is described above. The load increase promoting device is operated to increase the engine load, and the fuel injection amount control means increases the fuel injection amount from the fuel injection valve 22 into the combustion chamber 17. Thereby, the effect by the 16th control method mentioned above can be acquired.

{Protection control of piston periphery when oil jet stops for a long time (17th control)}
Next, a protection control method (seventeenth control method) for the piston periphery when the operation of the oil jet is stopped for a long time according to the present embodiment will be described.

  The connecting rod for connecting the piston and the crankshaft is provided with an oil passage for supplying oil from a large end portion (end portion on the piston pin side) to a small end portion (end portion on the crankshaft side). In other cases, such an oil passage is not provided. In a connecting rod having a configuration in which no oil passage is provided from the large end portion to the small end portion, for example, in a low load region where the temperature of the engine is low, oil injection from the oil jet toward the piston is not performed for a long period of time. There is a risk that oil supply to the sliding portion around the piston, such as a piston pin, will be insufficient, and the temperature of the sliding portion will rise, resulting in seizure.

  Therefore, in the seventeenth control method, the oil pressure variable relief valve control means is configured such that when the injection of the oil 7 onto the piston 14 by the oil jet 5 is stopped for a predetermined period or longer (stopped for a long time), the oil pressure By controlling the variable relief valve 6 to be closed at regular intervals or intermittently, the oil pressure in the oil passage 2 is made larger than the valve opening pressure Qb of the oil jet check valve 4, and the oil jet 5 to the piston The oil 7 is injected toward the engine 14 at regular time intervals or intermittently. The seventeenth control method is preferably performed even in a low load region of the engine 50 where the operation of the oil jet 5 is prohibited.

  Thereby, the piston 14 and the sliding part around the piston are lubricated by the oil 7. Therefore, seizure of the piston 14 and the sliding portion around the piston can be prevented in the low load region of the engine 50 where the operation of the oil jet 5 is prohibited, and the reliability as the engine sliding component is improved. be able to.

  Further, according to the seventeenth control method, the friction of the lubricating portion 50a of the engine can be reduced by lubricating the piston 14 and the sliding portion around the piston with the oil 7, thereby improving the fuel consumption. be able to. Further, according to the seventeenth control method, since the injection of the oil 7 from the oil jet 5 toward the piston 14 is performed at a constant time interval or intermittently, the engine 50 that prohibits the operation of the oil jet 5. It is possible to prevent the inside of the combustion chamber 17 from being unnecessarily cooled in the low load region, and to reduce HC emissions.

  Next, an example of the seventeenth control process will be described with reference to FIGS. 29 and 30.

  FIG. 29 is a flowchart according to an example of the seventeenth control process. This process is repeatedly executed by the ECU 30.

  FIG. 30 shows an example of an oil jet injection control map showing the relationship among the engine load, the engine speed, and the oil jet injection time interval according to the seventeenth control process. In FIG. 30, the vertical axis indicates the engine load (Nm), and the horizontal axis indicates the engine speed (rpm). In FIG. 30, a broken line L1 indicates a full load output line defined by the engine load and the engine speed, and a hatched region A4 indicates a region where the operating region of the engine 50 is low.

  First, the ECU 30 determines the operating range of the engine 50 based on the oil jet injection control map shown in FIG. 30 and the engine load and engine speed obtained from the engine load detecting means 45 and the engine speed detecting means 44. It is determined whether it is in the low load area A4 shown in (step S131).

  In this determination process, when the operation region of the engine 50 is not in the low load region A4 (step S131; No), the process returns to step S131. On the other hand, when the operation region of the engine 50 is in the low load region A4 (step S131; Yes), the process proceeds to step S132. In step S132, the ECU 30 refers to the map shown in FIG. 30 and determines the injection interval period of the oil jet 5 from the engine speed and engine load obtained in step S131 (step S132). Here, the injection interval period of the oil jet 5 is a time interval when the oil 7 is injected from the oil jet 5 toward the piston 14. For example, if the injection interval period of the oil jet 5 is 5 minutes, the oil 7 is injected from the oil jet 5 toward the piston 14 every 5 minutes.

  Specifically, in step S132, the ECU 30 determines that the injection interval period of the oil jet 5 becomes shorter as the engine load and the engine speed increase as indicated by the arrows in the low load region A4 in FIG. To do. This is to improve the combustion state by preventing the piston 14 from being excessively cooled by the oil 7 injected from the oil jet 5. For example, in the low load region A4 of FIG. 30, in the region where the engine load and the engine speed are the smallest, the ECU 30 sets the injection interval period of the oil jet 5 to about 30 minutes, for example, and the engine load and the engine speed are the highest. In the larger region, the ECU 30 sets the injection interval period of the oil jet 5 to, for example, about 5 minutes. In addition, the curve L55 in the low load area | region A4 of FIG. 30 shows the contour line of the injection interval period of the oil jet 5. FIG.

  Next, the ECU 30 operates a timer provided in its internal circuit to measure the elapsed time from the previous stop of the oil jet 5, and the elapsed time from the stop of the previous oil jet 5 measured is It is determined whether or not it is longer than the injection interval period of the oil jet 5 determined in step S132 (step S133).

  When the determination in step S133 is No, the elapsed time from the previous stop of the oil jet 5 is not longer than the injection interval period of the oil jet 5, so the process returns to step S133. On the other hand, if the determination in step S133 is yes, the process proceeds to step S134. In this step S134, the oil pressure variable relief valve control means controls the oil pressure variable relief valve 6 to the closed side for a predetermined period (for example, 2 seconds), thereby adjusting the oil pressure in the oil passage 2 to the oil jet check valve 4. And the oil 7 is injected from the oil jet 5 toward the piston 14 for a predetermined period (for example, 2 seconds). Thereby, the piston 14 and the sliding part around the piston are lubricated by the oil 7. Therefore, in the low load region of the engine 50, it is possible to prevent seizure of the piston 14 and the sliding portion around the piston.

The schematic structure of the lubricating device (1st form) of the internal combustion engine which concerns on this embodiment is shown. The schematic structure of the lubricating device (2nd form) of the internal combustion engine which concerns on this embodiment is shown. An example of the hydraulic control map which concerns on a 1st control method etc. is shown. An example of the fuel injection amount restriction map according to the second control method is shown. It is a graph which shows the relationship between oil_pressure | hydraulic or the injection quantity, and time when there exists a sudden engine load rise. It is a graph which shows the oil pressure which concerns on a 3rd control method, the injection quantity, or the relationship between acceleration and time. It is engine principal part sectional drawing explaining the squeeze effect which concerns on a 3rd control method. The flowchart which concerns on an example of a 4th control process is shown. 10 shows a flowchart according to an example of a fifth control process. 10 shows a flowchart according to an example of a sixth control process. The flowchart which concerns on an example of 7th control processing is shown. 10 shows a flowchart according to an example of an eighth control process. The flowchart which concerns on an example of a 9th control process is shown. The relationship between cranking rotation speed and engine start time is shown. The flowchart which concerns on an example of 10th control processing is shown. The flowchart which concerns on an example of 11th control processing is shown. It is a graph which shows the density | concentration of THC, an engine speed, the injection quantity, and time. A flow chart concerning an example of the 12th control processing is shown. The map prescribed | regulated by the water temperature and oil-jet stop period which concern on a 12th control process is shown. It is a graph which shows the relationship between the density | concentration of friction or THC, water temperature, ON / OFF operation | movement of a glow plug, etc. 18 shows a flowchart according to an example of a thirteenth control process. An example of the engine water temperature-control execution range map prescribed | regulated by the engine load, engine speed, and engine water temperature which concern on 13th control processing is shown. The flowchart which concerns on an example of 14th control processing is shown. An example of the engine water temperature-control execution range map prescribed | regulated by the engine load, engine speed, and engine water temperature which concern on 14th control processing is shown. The chart which arranged and summarized a part of control method concerning this embodiment is shown. The flowchart which concerns on an example of 15th control processing is shown. An example of the oil pressure control map prescribed | regulated by the engine load and engine speed which concern on 15th control processing is shown. The flowchart which concerns on an example of 16th control processing is shown. 18 shows a flowchart according to an example of a seventeenth control process. An example of the oil-jet injection control map which shows the relationship between an engine load, an engine speed, and an oil-jet injection time interval which concerns on a 17th control process is shown.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Oil pan 2 Oil path 2a Main oil path 2b Branch oil path 2c Bypass oil path 3 Oil pump 4 Oil jet check valve 5 Oil jet 6 Oil pump supply pressure variable relief valve 7 Oil 8 Oil jet on / off valve 14 Piston 17 Combustion chamber 30 ECU
DESCRIPTION OF SYMBOLS 41 Water temperature sensor 42 Oil temperature sensor 43 Hydraulic pressure sensor 44 Engine speed detection means 45 Engine load detection means 46 Shift up detection means 47 Indoor air conditioner 48 Misfire state detection means 49 Accelerator opening sensor 50 Engine 50a Engine lubrication part 100, 200 Lubricating device for internal combustion engine

Claims (20)

An oil passage communicating from an oil tank in which oil is stored to a lubrication part of the internal combustion engine;
An oil pump that is provided in the oil passage and supplies oil in the oil tank to a lubricating portion of the internal combustion engine;
An oil jet mechanism that is provided in the oil passage and controls an injection amount of oil to the piston of the internal combustion engine according to a pressure of oil supplied to the oil passage;
A bypass oil passage provided in parallel with the oil pump in the oil passage;
An oil pressure variable relief valve provided in the bypass oil passage;
The oil pressure in the oil passage is lowered by controlling the oil pressure variable relief valve to the open side, and the oil pressure in the oil passage is raised by controlling the oil pressure variable relief valve to the close side. Oil pressure variable relief valve control means;
An internal combustion engine load detecting means for detecting a load of the internal combustion engine;
An internal combustion engine rotational speed detection means for detecting the rotational speed of the internal combustion engine;
A fuel injection valve for injecting fuel into the cylinder of the internal combustion engine;
Fuel injection amount control means for controlling the fuel injection amount from the fuel injection valve to the cylinder;
Oil pressure measuring means for measuring the oil pressure;
Defined by the load and rotation speed of the internal combustion engine and the oil pressure, the fuel injection amount is limited to a predetermined injection amount limit value stepwise as the load and rotation speed of the internal combustion engine and the oil pressure increase. A fuel injection amount restriction map
When the oil pressure variable relief valve control means determines that the internal combustion engine is in a low load region based on the detected load and rotation speed of the internal combustion engine, the oil pressure variable relief valve is opened to the open side. The oil pressure by the oil jet mechanism is stopped by controlling the pressure of the oil ,
The oil pressure measuring means detects the pressure of the oil that rises as the load of the internal combustion engine rises,
The fuel injection amount control means refers to the fuel injection amount restriction map, and restricts the fuel injection amount from the fuel injection valve to the cylinder according to the detected injection pressure. A lubricating device for an internal combustion engine, characterized by being limited to a value . 2. The internal combustion engine lubrication device according to claim 1 , wherein the fuel injection amount control means temporarily cancels the restriction of the fuel injection amount to the predetermined injection amount limit value in a process of increasing the oil pressure. 3. Further comprising a shift-up detection means for detecting the presence or absence of the shift-up in the acceleration process of the vehicle,
The oil pressure variable relief valve control means inhibits the oil pressure variable relief valve from opening to the open side and reduces the oil pressure when detecting that the upshift has occurred through the upshift detection means. The lubricating device for an internal combustion engine according to claim 1 , wherein this is prohibited.   The oil pressure variable relief valve control means raises the oil pressure by controlling the oil pressure variable relief valve to the closed side when the fuel is cut to the cylinder when the internal combustion engine is cold. The lubricating device for an internal combustion engine according to claim 1, wherein oil is jetted by a jet mechanism. Further comprising a minute injection amount learning means for performing minute injection amount learning based on rotational fluctuation of the internal combustion engine when a small amount of fuel is injected into the cylinder of the internal combustion engine,
The oil pressure variable relief valve control means reduces the oil pressure by controlling the oil pressure variable relief valve to the open side when the minute injection amount learning is performed by the minute injection amount learning means, and the oil jet mechanism 2. The lubricating device for an internal combustion engine according to claim 1, wherein oil injection by the engine is prohibited. It further includes an indoor air conditioner,
The oil pressure variable relief valve control means increases the oil pressure by controlling the oil pressure variable relief valve to the closed side during the operation of the indoor air conditioner, and performs oil injection by the oil jet mechanism. The lubricating device for an internal combustion engine according to claim 1. A load increase promoting device for promoting an increase in load of the internal combustion engine;
Load increase promoting device control means for controlling operation and stop of the load increase promoting device, and
During the operation of the indoor air conditioner, the load increase promotion device control means operates the load increase promotion device to increase the load of the internal combustion engine, and the fuel injection amount control means includes the fuel injection valve The lubrication device for an internal combustion engine according to claim 6 , wherein the fuel injection amount to the cylinder is increased. A catalyst for purifying harmful substances in exhaust gas that is warmed up by the warm-up of the internal combustion engine and exhausted from the internal combustion engine through the warm-up;
2. The lubricating device for an internal combustion engine according to claim 1, wherein the oil pressure variable relief valve control means increases the oil pressure by controlling the oil pressure variable relief valve to a closed side when the internal combustion engine is warmed up. An oil jet mechanism on-off valve provided on the upstream side of the oil jet mechanism in the oil passage;
Oil jet mechanism on / off valve control means for controlling opening / closing of the oil jet mechanism on / off valve, and
Off valve control means for the oil jet mechanism, at the time of warm-up of the internal combustion engine, according to the oil jet mechanism on-off valve in claim 8 for stopping the injection of oil by the oil jet mechanism by closed Lubricating device for internal combustion engine.   2. The internal combustion engine according to claim 1, wherein the oil pressure variable relief valve control means reduces the oil pressure by controlling the oil pressure variable relief valve to open when the internal combustion engine is started in a low temperature state. Lubrication device.   The oil pressure variable relief valve control means controls the oil pressure variable relief valve to the closed side when starting the internal combustion engine when a predetermined period or more has elapsed since the previous stop of the internal combustion engine. The lubricating device for an internal combustion engine according to claim 1, wherein the oil pressure is increased to inject oil by the oil jet mechanism. A misfire state detecting means for detecting a misfire state of the internal combustion engine;
When the misfire state is detected by the misfire state detecting means after the internal combustion engine is started, the oil pressure variable relief valve control means controls the oil pressure variable relief valve to open to control the oil pressure. The internal combustion engine lubrication device according to claim 1, wherein When the misfire state is detected by the misfire state detecting means after the internal combustion engine is started, the oil pressure variable relief valve control means controls the oil pressure variable relief valve to open to control the oil pressure. The internal combustion engine lubrication device according to claim 12 , wherein the oil jet mechanism stops the injection of oil. A glow plug for preheating the cylinder of the internal combustion engine;
An oil jet mechanism on-off valve provided on the upstream side of the oil jet mechanism in the oil passage;
Oil jet mechanism on / off valve control means for controlling opening / closing of the oil jet mechanism on / off valve, and
When the glow plug is stopped, the oil jet mechanism on / off valve control means stops the oil injection by the oil jet mechanism by closing the oil jet mechanism on / off valve, and the oil pressure variable 2. The lubricating device for an internal combustion engine according to claim 1, wherein the relief valve control means raises the oil pressure by controlling the oil pressure variable relief valve to the closed side. The oil pressure variable relief valve control means reduces the oil pressure by controlling the oil pressure variable relief valve to the open side from before the glow plug is stopped to when the glow plug is stopped. 15. The lubricating device for an internal combustion engine according to claim 14 , wherein oil injection by the mechanism is stopped.   When the oil pressure variable relief valve control means determines that the internal combustion engine is in a low load region and does not need to quickly warm up the internal combustion engine, the oil pressure variable relief valve is opened to the open side. The lubricating device for an internal combustion engine according to claim 1, wherein the oil pressure is lowered by control. A glow plug for preheating the cylinder of the internal combustion engine;
The oil pressure variable relief valve control means controls the oil pressure variable relief valve by closing the oil pressure variable relief valve when the internal combustion engine needs to be warmed up during operation of the glow plug. The lubricating device for an internal combustion engine according to claim 1, wherein the oil jet mechanism performs oil injection by the oil jet mechanism. The oil pressure variable relief valve control means controls the oil pressure variable relief valve by closing the oil pressure variable relief valve when the internal combustion engine needs to be warmed up during operation of the glow plug. The internal combustion engine lubrication device according to claim 17 , wherein the internal combustion engine lubrication device is raised. A load increase promoting device for promoting an increase in load of the internal combustion engine;
Load increase promoting device control means for controlling operation and stop of the load increase promoting device, and
When the internal combustion engine needs to be warmed up during operation of the glow plug, the load increase promotion device control means operates the load increase promotion device to increase the load of the internal combustion engine, and The internal combustion engine lubrication device according to claim 17 or 18 , wherein the fuel injection amount control means increases the fuel injection amount from the fuel injection valve to the cylinder.   The oil pressure variable relief valve control means controls the oil pressure variable relief valve intermittently to close the oil pressure when the oil injection by the oil jet mechanism is stopped for a predetermined period or longer. The internal combustion engine lubrication device according to claim 1, wherein the pressure of the oil jet is intermittently increased, and oil injection by the oil jet mechanism is intermittently performed.

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