JP2009115075A - Hydraulic control device for engine - Google Patents

Hydraulic control device for engine Download PDF

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Publication number
JP2009115075A
JP2009115075A JP2008028247A JP2008028247A JP2009115075A JP 2009115075 A JP2009115075 A JP 2009115075A JP 2008028247 A JP2008028247 A JP 2008028247A JP 2008028247 A JP2008028247 A JP 2008028247A JP 2009115075 A JP2009115075 A JP 2009115075A
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Japan
Prior art keywords
engine
hydraulic
oil
control
hydraulic pressure
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JP2008028247A
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Japanese (ja)
Inventor
Katsuhiko Arisawa
Tatsumi Furukubo
Kunihiko Hayashi
Akihito Hosoi
Hideo Kobayashi
Akira Michikawauchi
Toshihisa Sugiyama
Kenichi Yamada
辰巳 古久保
日出夫 小林
賢一 山田
敏久 杉山
邦彦 林
章仁 細井
克彦 蟻沢
亮 道川内
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Toyota Motor Corp
トヨタ自動車株式会社
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Priority to JP2007267712 priority Critical
Application filed by Toyota Motor Corp, トヨタ自動車株式会社 filed Critical Toyota Motor Corp
Priority to JP2008028247A priority patent/JP2009115075A/en
Publication of JP2009115075A publication Critical patent/JP2009115075A/en
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Abstract

An object of the present invention is to propose a hydraulic control apparatus for an engine equipped with a so-called two-stage hydraulic system and to appropriately determine the failure thereof.
A first hydraulic switch is installed in a communication pipe connecting an OCV and a sub chamber. In step S11, the ECU 20 determines whether or not the hydraulic switch 14 has issued an ON signal. When it is determined No in step S11, the process proceeds to step S16. In step S16, it is determined whether or not it is during high hydraulic pressure control. When it is determined Yes in step S16, the process proceeds to step S17, and it is determined that the hydraulic control device 100 is normal, assuming that the switching command and the signal of the hydraulic switch 14 match. On the other hand, when it is determined No in step S16, the process proceeds to step S18, and it is determined that the hydraulic control apparatus 100 is abnormal.
[Selection] Figure 13

Description

  The present invention relates to an engine hydraulic control device.

  Conventionally, a device for controlling the oil pressure in an engine of oil fed by an oil pump has been proposed. In such a device, the oil pressure in the oil passage is controlled by opening and closing the oil passage using a solenoid valve. For example, the relief valve may be opened at a low hydraulic pressure using an oil control valve, or may be opened at a high hydraulic pressure (normal hydraulic pressure). Such a system is sometimes referred to as a two-stage hydraulic system. In such a two-stage hydraulic system, the oil is relieved in a low hydraulic pressure state to reduce the load on the oil pump when the oil viscosity is high, or to stop the oil injection from the piston oil jet when cold. Can be. Thereby, the effect of the fuel consumption improvement by engine load fall or early warm-up completion can be acquired.

  For example, Patent Literature 1 and Patent Literature 2 disclose hydraulic control devices that control the hydraulic pressure in the engine.

JP 2007-107485 A Japanese Utility Model Publication No. 5-21127

By the way, the two-stage hydraulic system as described above lowers the hydraulic pressure of the entire lubrication system at a low pressure, and if the system fails, there is a risk that the sliding portion will seize.
In general engines, a hydraulic switch is provided in the main gallery in order to detect a failure in which the hydraulic pressure of the lubricating system decreases. The purpose of this hydraulic switch is to detect a fatal condition for the engine where the entire lubrication system is hardly pressurized due to, for example, an oil pump failure. It is something that emits. On the other hand, the oil pressure of the main gallery may show various values depending on the oil type, oil temperature, and rotation speed. Therefore, it is difficult to determine whether or not the two-stage hydraulic system is operating properly only by determining whether or not the hydraulic pressure in the main gallery has reached a predetermined hydraulic pressure. That is, it is difficult to determine whether the two-stage hydraulic system is properly operated to be in a low hydraulic pressure state or a high hydraulic pressure state.

  Therefore, an object of the present invention is to make it possible to appropriately determine the failure of a hydraulic control apparatus for an engine provided with a so-called two-stage hydraulic system. It is another object of the present invention to provide an engine hydraulic control device that can avoid such a failure.

  First, an engine hydraulic control apparatus according to the present invention includes a relief valve that relieves oil in accordance with pressure in an oil passage, a retainer that is disposed opposite to the relief valve and an elastic body, and a retainer position switching command. And a retainer moving means for changing the position of the retainer and changing the compression state of the elastic body. When the retainer position is switched, the urging force of the elastic body such as a spring can be adjusted. The opening pressure of the relief valve can be changed in accordance with the change of the urging force. Such a retainer moving means can be an oil control valve that operates in response to a hydraulic pressure switching command. In the configuration using the oil control valve, the relief valve can be arranged near the oil pump. Thereby, the work amount of the oil pump can be reduced. Further, since electrical control is possible, the controllability is higher than when mechanically controlling the hydraulic pressure. Note that the hydraulic pressure switching command in such a configuration corresponds to a retainer position switching command.

  The retainer moving means includes a rod that presses the retainer toward the relief valve, a thermo wax that pushes the rod, an oil passage through which oil for raising the temperature of the thermo wax flows, and a return means for the rod It can be. By setting it as such a structure, a thermo wax also heats up with the raise of the oil temperature in an oil path. The heated thermowax pushes out the rod. The pushed rod is pressed against the relief valve side of the retainer to increase the urging force of an elastic body such as a spring. Thereby, the valve opening pressure of a relief valve increases. When the thermowax is cooled, the rod can be accommodated in the thermowax, and can be returned to the original position by a return means such as a spring. As the rod returns, the retainer also returns to its original position and shifts to a low hydraulic pressure state. Compared with a configuration using an oil control valve, such a configuration employing a thermo wax is less susceptible to oil viscosity and the like, and has a high driving force and thus has high operational certainty.

  The retainer moving means includes a rod that presses the retainer toward the relief valve, a thermo wax that pushes the rod, a heater that raises the temperature of the thermo wax based on a retainer position switching command, and a return means for the rod It can be set as the structure provided with. The relief pressure can be switched by controlling energization to the heater. It can be used in combination with a configuration in which the temperature of the thermowax is increased as the oil temperature in the oil passage increases. If the relief pressure is switched due to an increase in the oil temperature, it is possible to shift to the normal hydraulic pressure state even if an abnormality occurs in the heater. Compared with a configuration using an oil control valve, such a configuration employing a thermo wax is less susceptible to oil viscosity and the like, and has a high driving force and thus has high operational certainty. A PTC heater (Positive Temperature Coefficient heater) can be adopted as the heater.

  Furthermore, the retainer moving means can be a cam mechanism that presses the retainer toward the relief valve. The relief pressure can be switched by controlling the position of the cam.

  Another engine hydraulic control apparatus according to the present invention includes a first hydraulic pressure detection unit installed in an oil passage where the hydraulic pressure is switched between a low hydraulic pressure and a high hydraulic pressure when the retainer moving unit operates. And a calculation means for judging abnormality of the hydraulic control function using a detection result by one hydraulic pressure detection means. The oil control valve or the like as described above can be used to change the oil pressure of the engine lubrication system to a low oil pressure state or a high oil pressure (normal oil pressure) state. For example, various configurations of the oil control valve are conceivable. However, there is usually an oil passage in which the hydraulic pressure is switched between a low hydraulic pressure and a high hydraulic pressure when the oil control valve operates. For example, such an oil passage in which the oil pressure changes exists in the oil passage located downstream of the oil control valve. If the first hydraulic pressure detection means is installed in such an oil passage and the detection result is used, it is possible to determine abnormality of the hydraulic pressure control function. That is, if the detection result by the hydraulic pressure detection means indicates a low hydraulic pressure state even though the oil control valve is in a state where the oil passage is set to a high hydraulic pressure, an abnormality of the hydraulic pressure control function has occurred. There is a fear. Note that if the main oil gallery or the like is on the upstream side of the oil control valve, the range of fluctuations in the hydraulic pressure is large and may vary little by little. On the other hand, if it is on the downstream side of the oil control valve, the difference between the low oil pressure state and the high oil pressure state is large, and it is easy to grasp the oil pressure state in the oil passage.

  The retainer moving means operates in accordance with the retainer position switching command. By comparing the retainer position switching command with the detection result of the first hydraulic pressure detection means, it is possible to determine whether the hydraulic control function is abnormal. If the retainer moving means is an oil control valve, the oil control valve operates in response to a hydraulic pressure switching command. Therefore, more specifically, it is possible to determine whether the hydraulic control function is abnormal by comparing the hydraulic pressure switching command with the detection result of the first hydraulic pressure detection means. For example, if the detection result by the hydraulic pressure detection means indicates a low hydraulic pressure state even though the hydraulic pressure switching command is a command to set the oil passage to a high hydraulic pressure, there is a possibility that an abnormality in the hydraulic control function has occurred. There is.

  In addition, a first hydraulic pressure detecting means installed in an oil passage where the hydraulic pressure state is switched between a low hydraulic pressure and a high hydraulic pressure by operating the retainer moving means, and before the engine is started by the first hydraulic pressure detecting means. An engine hydraulic control apparatus including an arithmetic means for determining abnormality of the hydraulic control function based on the detection result may be provided. An oil pump that supplies oil to a lubrication system is generally one that uses an engine crankshaft or the like as a drive source. With such an oil pump, the engine is not operating before the engine is started, and the oil pressure of the lubricating system is low. Therefore, if the detection result by the hydraulic pressure detection means indicates a high hydraulic pressure state even before the engine is started, it is considered that the hydraulic pressure detection means itself has failed.

  Further, according to the present invention, the first hydraulic pressure detecting means installed in the oil passage where the hydraulic pressure state is switched between the low hydraulic pressure and the high hydraulic pressure by the operation of the retainer moving means, and the downstream side of the oil pump. A second hydraulic pressure detection unit installed; a calculation unit for determining abnormality of the hydraulic control function based on a detection result of the first hydraulic pressure detection unit and a detection result of the second hydraulic pressure detection unit; An engine hydraulic control device is provided. Supplying oil to the engine lubrication system requires a certain amount of oil pressure, but it should also be avoided that the oil pressure is too high. In order to avoid such an abnormally high hydraulic pressure state, the engine can be configured to include second hydraulic pressure detection means on the downstream side of the oil pump. By performing failure detection based on the detection result by the second hydraulic pressure detection unit and the detection result by the first hydraulic pressure detection unit, the accuracy of failure detection can be improved.

  In such an engine hydraulic control device, the retainer moving means is an oil control valve that operates in response to a hydraulic pressure switching command, and the oil control valve accommodates a retainer that changes the valve opening pressure of the relief valve. And the first oil pressure detection means is installed in an oil passage connecting the oil control valve and the sub chamber. In order to realize a so-called two-stage hydraulic system, an oil relief device may be combined with an oil control valve. Various configurations of the oil relief device are possible. For example, the oil relief device may include a relief valve that receives the hydraulic pressure of the main gallery and a retainer. The retainer receives oil pressure supplied through an oil control valve. An elastic body such as a spring is interposed between the relief valve and the retainer, and the spring is compressed via the retainer by the oil supplied from the oil control valve. As a result, the preload of the spring is changed and the valve opening pressure of the relief valve is changed. With such an oil relief device, a two-stage hydraulic system can be realized. In such a configuration, the oil passage connecting the oil control valve and the sub chamber in which the retainer is accommodated is switched between a low hydraulic pressure and a high hydraulic pressure in accordance with the operation of the oil control valve. Specifically, when the control valve is controlled to the high hydraulic pressure side, a hydraulic pressure equivalent to that of the main gallery is applied to the oil passage connecting the control valve and the sub chamber. On the other hand, when the control valve is controlled to the low hydraulic pressure side, oil does not flow into the oil passage, and the pressure is extremely low. For this reason, it is possible to determine abnormality of the hydraulic control function by installing the first hydraulic pressure detecting means in such an oil passage.

  In the engine hydraulic control apparatus as described above, the other hydraulic pressure detecting means installed in the oil passage in which the first hydraulic pressure detecting means is installed, the detection result by the first hydraulic pressure detecting means, and the other hydraulic pressure An arithmetic means for performing abnormality determination of the hydraulic control function using a detection result by the detection means can be provided. When any abnormality is indicated, it is conceivable that the first hydraulic pressure detection means itself has failed only with the first hydraulic pressure detection means. Therefore, by providing a plurality of hydraulic pressure detection means, it is possible to prepare for a situation where the hydraulic pressure detection means itself fails.

  Furthermore, in the engine hydraulic control apparatus as described above, the retainer moving means is an oil control valve that operates in response to a hydraulic pressure switching command, a first position sensor that detects the state of the oil control valve, An arithmetic means for performing abnormality determination of the hydraulic control function using data acquired by the first position sensor can be provided. There are various causes for the oil pressure abnormality in the oil passage. One of the causes is that the oil control valve itself does not operate properly due to sticking or the like. If a position sensor is attached to the oil control valve, it can contribute to the identification of the failure location.

  Further, when the oil control valve is configured to be connected to the sub chamber in which the retainer that changes the opening pressure of the relief valve is accommodated as described above, a second state that detects the state of at least one of the relief valve and the retainer. It can also be set as the structure provided with the position sensor. With such a configuration, it is possible to determine whether or not the pressure abnormality instruction is caused by the sticking of the relief valve or the retainer.

  The first hydraulic pressure detection means in the present invention can be a hydraulic switch. Even if a simple configuration that switches ON / OFF according to the pressure is used, the failure determination can be sufficiently performed. The second hydraulic pressure detection means can also be a similar hydraulic switch. However, the ON / OFF switching pressure of the hydraulic switch constituting the first hydraulic pressure detecting means is smaller than that of the hydraulic switch constituting the second hydraulic pressure detecting means.

  Further, in such an engine hydraulic control device, when the retainer moving means is an oil control valve that operates in response to a hydraulic pressure switching command, the engine hydraulic control device is connected to the oil control valve in the oil passage. It can be set as the structure provided with the control part which instruct | indicates switching to the air discharge mode which performs the operation | movement which discharges this air. For example, when the oil control valve and its peripheral parts are replaced, air may be mixed into the replaced oil passage. If air is mixed in the oil passage, the hydraulic pressure may not be switched properly. If the oil pressure in the oil passage does not rise properly, there is a risk of engine seizure. In order to avoid such a situation, the oil control valve can be driven in the air discharge mode. The air discharge mode can be, for example, a drive mode in which the oil control valve is repeatedly turned on and off. By repeating ON and OFF of the oil control valve, the air in the oil passage can be gradually discharged.

  The control unit for instructing such an air discharge mode to the oil control valve includes an external input unit, and can be configured to instruct switching to the air discharge mode based on the input of the external input unit. . As described above, air is easily mixed into the oil passage when the oil control valve or the like is replaced. For this reason, it is desirable to forcibly drive the oil control valve in the air discharge mode after parts replacement. It is convenient that such a forced drive of the oil control valve can be performed by a mechanic who has replaced parts. For example, it is convenient to have an external input unit that can be connected to a controller operated by a mechanic. Moreover, it can also be set as the external input part provided with the terminal which can perform the determined input with respect to a control part so that it can transfer to air discharge mode, without connecting a controller. For example, it can be configured to shift to the air discharge mode when an input is performed at a predetermined number of times at a predetermined terminal. In this case, it is good also as a signal to short-circuit a some terminal.

  The engine is stopped when residual air is detected in the oil passage despite the operation of the oil control valve in the air discharge mode. Thereby, engine burn-in and the like can be avoided. When the engine is stopped, a warning can be generated by an indicator on the controller or the dash panel.

  It is conceivable that air mixing into the oil passage occurs not only when parts are replaced. Therefore, the control unit can be configured to instruct switching to the air discharge mode based on the detection result of the first hydraulic pressure detection means. For example, when the second hydraulic pressure detection unit is used in combination and the engine is operated in a high hydraulic pressure state, if both detection results are different, a malfunction of either hydraulic pressure detection unit is assumed. On the other hand, when both detection results indicate a low hydraulic pressure state, it is expected that air is mixed in the oil passage. In such a case, the discharge of air can be promoted by switching to the air discharge mode. Even when the air discharge mode is entered based on the input from the external input unit as described above, the detection of the remaining air in the oil passage can be performed by the first hydraulic pressure detection means.

  The engine hydraulic control apparatus according to the present invention can determine abnormality of the hydraulic control function as described above. By the way, when the engine is stopped and then restarted immediately, the abnormality determination of the hydraulic control function may cause an erroneous determination. For example, when the engine is stopped from the engine operating state at a high hydraulic pressure, the hydraulic pressure in the oil passage maintains a high pressure for a while after that. In this way, when the engine is restarted while the high pressure is maintained and the low oil pressure control is performed, the calculation unit determines that the oil pressure in the oil passage is the high oil pressure. As a result, it may be erroneously determined that there is an abnormality in the hydraulic control function. In order to avoid such an erroneous determination, the calculation means may be configured to make an abnormality determination of the hydraulic control function after it is determined that the residual pressure in the oil passage when the engine is stopped has been eliminated.

  In order to make an abnormality determination of the hydraulic control function after the residual pressure in the oil passage is eliminated, the calculation means compares the water temperature or oil temperature when the engine is stopped and the water temperature or oil temperature when the engine is restarted thereafter. It can be set as the structure which performs abnormality determination of a hydraulic control function based on a result.

  Further, the calculation means may be configured to make an abnormality determination of the hydraulic control function after a predetermined time has elapsed after the engine is stopped.

  The engine hydraulic control device according to the present invention has an oil pressure detecting means installed in an oil passage where the oil pressure state is switched between a low oil pressure and a high oil pressure by operating an oil control valve or the like, and a detection result by the oil pressure detecting means. The abnormality of the hydraulic control function using can be determined.

  Hereinafter, the best mode for carrying out the present invention will be described in detail with reference to the drawings.

  FIGS. 1 to 4 are configuration diagrams showing a schematic configuration of an engine hydraulic control apparatus (hereinafter simply referred to as “hydraulic control apparatus”) 100 according to an embodiment of the present invention. The hydraulic control device 100 includes an oil relief device 5 in which the oil relief pressure is variable and an oil control valve (hereinafter referred to as OCV) 10. The hydraulic control device 100 can change the relief pressure of the oil relief device 5 according to the state of the OCV 10 that operates according to a command from an ECU (Electronic control unit) 20. 1 and 2 show a state in which the oil relief device 5 is relieved at a low hydraulic pressure. 3 and 4 show a state in which the oil relief device 5 is relieved with high hydraulic pressure. In this way, the hydraulic control apparatus 100 can switch the relief pressure to two stages.

  An oil pump 2 is disposed in an oil passage 1 that supplies oil in the oil pan 11 to various parts of the engine. The oil passage 1 branches to the first bypass passage 3 on the downstream side of the oil pump 2 and also branches to the second bypass passage 4. An oil relief device 5 is incorporated in the first bypass passage 3. The oil relief device 5 is connected to a first relief path 121 that relieves oil discharged from the oil pump 2 to the upstream side of the oil pump 2. The oil passage 1 supplies the oil discharged by the oil pump 2 to the main gallery.

  The oil relief device 5 is configured by arranging a relief valve 52, a retainer 53, and a spring 54 sandwiched between the relief valve 52 and the retainer 53 in a case 51 as shown in an enlarged view in FIG. 5. The case 51 includes a small-diameter portion 511 having a small cross-sectional diameter and a large-diameter portion 512 having a large cross-sectional diameter. The stepped portion that transitions from the small diameter portion 511 to the large diameter portion 521 constitutes the stopper 17 that regulates the moving distance of the retainer 53 to the relief valve 52 side.

  The front end side of the small diameter portion 511 of the case 51 forms the main chamber 7. The main chamber 7 is provided with a first relief port 6 to which oil on the downstream side of the oil pump 2 is introduced through the first bypass passage 3 and to which the first relief passage 121 is connected. A relief valve 52 is provided in the main chamber 7. The relief valve 52 receives the hydraulic pressure in the main chamber 7 at the pressure receiving surface 521. The case 51 is connected to a second relief passage 122 for discharging oil that has entered between the relief valve 52 and the retainer 53 to the upstream side of the oil pump 2.

  The distal end side of the large diameter portion 512 of the case 51 forms a sub chamber 8 into which oil on the downstream side of the oil pump 2 is introduced via the OCV 10. A retainer 53 is provided in the sub chamber 8. The area of the pressure receiving surface 531 of the retainer 53 that receives the hydraulic pressure in the sub chamber 8 is larger than the area of the pressure receiving surface 521 of the relief valve 52. For this reason, when the OCV 10 is switched to the high hydraulic pressure state and a hydraulic pressure equivalent to the hydraulic pressure applied to the pressure receiving surface 521 of the relief valve 52 acts on the pressure receiving surface 531 of the retainer 53, a larger force than the relief valve 52 acts on the retainer 53. Will be. In such a state, the retainer 53 compresses the spring 54. As a result, the relief pressure of the relief valve 52 increases. When the retainer 53 comes into contact with the stopper 17, it does not compress the spring 54 further.

  The oil relief device 5 is configured as described above. The case 51 is also used as a gear case in which a gear for transmitting the rotation of the crankshaft of the engine to the oil pump 2 is housed, and can be incorporated in this gear case.

Next, the OCV 10 will be described. The OCV 10 corresponds to the retainer moving means in the present invention. The OCV 10 is a three-way valve that introduces oil supplied from the oil pump 2 through the second bypass passage 4 into the sub chamber 8 of the oil relief device 5 or discharges it to the oil pan 11.
A specific configuration will be described with reference to FIG. The OCV 10 includes a needle 102 in a case 101 having a first chamber 1011, a communication portion 1012, and a second chamber 1013. The needle 102 has a ball valve 1021 formed on the distal end side, and a proximal end side of the needle 102 is a drive unit 1022 that slides by energization of the coil unit 103. The needle 102 is disposed so that the ball valve 1021 is located in the first chamber 1011 and the drive unit 1022 is located in the second chamber 1013. A first spring 104 that contacts the ball valve 1021 is mounted in the first chamber 1011, and a second spring 105 that contacts the drive unit 1022 is mounted in the second chamber 1013. A boundary portion between the first chamber 1011 and the communication portion 1012 constitutes a first seal portion 106 where the ball valve 1021 is seated, and a boundary portion between the communication portion 1012 and the second chamber 1013 is a first portion where the drive portion 1022 is seated. The two seal part 107 is comprised. A first opening 108 is formed in the communication portion 1012, and a second opening 109 for discharging oil to the oil pan 11 is formed in the second chamber 1013.

  The coil unit 103 is electrically connected to the ECU 20. A second bypass passage 4 is connected to the first chamber 1011, and oil supplied from the oil pump 2 flows into the first chamber 1011. FIG. 10A shows a state where the coil unit 103 is not energized (normal time). In this state, the needle 102 biased by the second spring 105 is pushed upward, and the drive unit 1022 is seated on the second seal portion 107. At this time, since the first seal portion 106 is open, the oil flows into the communication portion 1012 and flows out from the first opening 108. On the other hand, FIG. 10B shows a state in which the coil unit 103 is energized. In this state, the drive unit 1022 is pulled downward against the spring force of the second spring 105. At this time, the ball valve 1021 is seated on the first seal portion 106. Thereby, the oil supplied from the second bypass passage 4 is not discharged from either the first opening 108 or the second opening 109.

  One end of the communication pipe 13 is connected to the first opening 108 of the OCV 10. The other end of the communication pipe 13 is connected to the sub chamber 8. That is, the OCV 10 and the sub chamber 8 are connected by the communication pipe 13. The communication pipe 13 is located on the downstream side of the OCV 10 and forms an oil passage that connects the OCV 10 and the sub chamber 8 in the present invention. The oil supplied to the OCV 10 is equivalent to the main gallery hydraulic pressure. Therefore, as shown in FIGS. 3 and 4, when the oil supplied from the oil pump 2 is introduced into the sub chamber 8, the OCV 10, the communication pipe 13, and the sub chamber 8 have hydraulic pressures of the main gallery. It becomes the same hydraulic state as. On the other hand, when the oil supplied from the oil pump 2 is discharged to the oil pan 11 as shown in FIGS. 1 and 2, the OCV 10, the communication pipe 13, and the sub chamber 8 are maintained at a low hydraulic pressure. Is done. In this way, the oil passage in the communication pipe 13 is switched between the low hydraulic pressure and the high hydraulic pressure by the operation of the OCV 10.

  A first hydraulic switch 14 is installed in such a communication pipe 13. The first hydraulic switch 14 corresponds to the first hydraulic pressure detecting means in the present invention. The configuration of the hydraulic switch 14 will be described with reference to FIGS. The hydraulic switch 14 is configured to be in an OFF state as shown in FIG. 8 at a hydraulic pressure of P1 kPa or higher, and to be in an ON state as shown in FIG. 7 at a hydraulic pressure lower than P1 kPa. Specifically, it has a simple configuration in which a switch member 143 is incorporated by interposing a spring 142 made of an insulating material with respect to the conducting wire 141. The switch member 143 includes a pressure receiving surface 1431. When the switch member 143 is lifted by the oil pressure received by the pressure receiving surface 1431, the conduction is cut off and the switch member 143 is turned off.

  The hydraulic switch 14 is electrically connected to the ECU 20. This ECU 20 has a function of a calculation means in the present invention. The ECU 20 issues a hydraulic pressure switching command to the OCV 10. The oil pressure switching command switches the oil pressure state of the oil supplied to the lubrication system with reference to the engine speed (NE) and the accelerator opening (ACCP). As a policy for switching the oil pressure, the relief valve 52 is opened at a low oil pressure so that the driving resistance of the oil pump 2 can be reduced during cold start when the oil viscosity is high. If the relief valve 52 is opened at low oil pressure, injection of a piston oil jet (not shown) is also avoided, so that the engine can be warmed up quickly. On the other hand, when the warm-up is completed and a sufficient amount of oil needs to be supplied to the lubrication system, the relief valve 52 is opened at high hydraulic pressure. As a result, it is possible to reduce friction and prevent seizure in the lubrication system. Also, the piston oil jet can be injected, and cooling of each part of the engine is achieved. The oil pressure required for the engine is set taking into account various factors such as the outside air condition, engine operating condition, oil used, fuel, and emissions, and is uniquely determined. Is not to be done.

  In this manner, the ECU 20 issues a hydraulic pressure switching command corresponding to the retainer position switching command to the OCV 10 and receives an ON / OFF signal from the hydraulic switch 14. The ECU 20 compares the hydraulic switch command issued by itself and the received signal from the hydraulic switch 14 to determine whether the hydraulic control function is abnormal.

  Next, failure diagnosis of the hydraulic control apparatus 100 configured as described above will be described. First, referring to FIG. 9, changes in the hydraulic pressure of the main gallery communicated from the oil passage 1 and the hydraulic pressure in the communication pipe 13 will be described. FIG. 9 is a diagram showing changes in oil pressure at various locations according to the engine speed in a state where the OCV 10 is switched to the low oil pressure side. The oil pressure in the main gallery is increasing as the engine speed increases. On the other hand, the hydraulic pressure in the communication pipe 13 where the supply of oil is blocked by the OCV 10 shows a substantially constant value even when the engine speed increases. Therefore, the hydraulic switch 14 should always be in the ON state as shown in FIG. 7 when the OCV 10 is switched to the low hydraulic pressure side. The failure determination of the hydraulic control device 1 is performed based on such a viewpoint.

  The ECU 20 first performs an initial check when starting the engine. FIG. 10 summarizes the hydraulic pressure before and after the engine is started and the signals that the hydraulic switch 14 should indicate. Before the engine is started, for example, in a state where the ignition switch is turned on, the oil pump 2 that uses the crankshaft of the engine as a drive source is not in operation. For this reason, no hydraulic pressure is applied to the communication pipe 13 by the oil pump, and it is normal for the hydraulic switch 14 to emit an ON signal. Immediately after starting the engine, the engine speed instantaneously increases to such an extent that the hydraulic switch 14 issues an OFF signal. For this reason, if the OCV 10 is switched to the high hydraulic pressure side, the hydraulic pressure is also applied to the communication pipe 13, and the hydraulic switch 14 issues an OFF signal. Hereinafter, the initial check at the time of engine start will be described with reference to the flowchart shown in FIG.

  The ECU 20 first determines in step S1 whether or not the engine is before starting. Specifically, the determination is made based on whether or not the ignition switch is turned on. When it is determined Yes in step S1, the ECU 20 proceeds to step S2 and determines whether or not the signal of the hydraulic switch 14 is ON. If YES in step S2, that is, if the hydraulic switch 14 issues an ON signal, indicating that the hydraulic pressure in the communication pipe 13 is low, the routine proceeds to step S3 and the hydraulic switch 14 is normal. Judgment is made. On the other hand, if it is determined No in step S2, that is, if the hydraulic switch 14 has issued an OFF signal, the process proceeds to step S4, where it is determined that the hydraulic switch 14 has failed. If the engine is not started and the hydraulic pressure in the communication pipe 13 does not increase, an OFF signal is issued, and it is determined that the hydraulic switch 14 has failed. The ECU 20 then proceeds to step S5 and takes measures to turn on the warning lamp and prohibit the low hydraulic pressure control. Maintaining the engine lubrication system in a low hydraulic pressure state may cause engine seizure or the like. If the hydraulic switch 14 is out of order, it cannot be determined whether or not the hydraulic control device 100 can operate properly. Therefore, in such a state, the low hydraulic pressure control is not performed.

On the other hand, if it is determined No in step S1, that is, if the engine has been started, the process proceeds to step S6. In step S6, it is determined whether or not the hydraulic switch 14 is OFF. If YES in step S6, that is, if the hydraulic switch 14 issues an OFF signal, indicating that the hydraulic pressure in the communication pipe 13 is high, the routine proceeds to step S7, where the hydraulic switch 14 is normal. Judge that there is. On the other hand, if it is determined No in step S6, that is, if the hydraulic switch 14 has issued an ON signal, the process proceeds to step S8, where it is determined that the hydraulic switch 14 has failed. When the engine is started and the ON signal is issued even though the hydraulic pressure in the communication pipe 13 is increasing, it is determined that the hydraulic switch 14 has failed. The ECU 20 then proceeds to step S9 and takes measures to turn on the warning light and prohibit the low hydraulic pressure control. Maintaining the engine lubrication system in a low hydraulic pressure state may cause engine seizure or the like. If the hydraulic switch 14 is out of order, it cannot be determined whether or not the hydraulic control device 100 can operate properly. Therefore, in such a state, the low hydraulic pressure control is not performed.
Note that the determination in step S6 is performed in a state where the OCV 10 is switched to the high hydraulic pressure side after the engine is started.

  The ECU 20 makes a failure determination according to the flowchart shown in FIG. 13 while the engine is running. FIG. 12 is a table showing switching between a low hydraulic pressure and a high hydraulic pressure by the OCV 10, and a signal indicated by the hydraulic switch 14 associated therewith and whether it is normal or abnormal. First, when the ECU 20 issues a switching command to the OCV 10 to the low hydraulic pressure side, it is normal that the hydraulic switch 14 shows an ON signal. On the other hand, it is abnormal for the hydraulic switch 14 to show an OFF signal. Here, when it is determined that the hydraulic switch 14 is normal as a result of the initial check based on the flow chart shown in FIG. 11, the OCV 10 and the oil relief device 5 may be abnormal. It is conceivable that the OCV 10 or the oil relief device 5 is fixed on the high hydraulic pressure side.

  On the other hand, when the ECU 20 issues a command to the OCV 10 to switch to the high hydraulic pressure side, it is normal that the hydraulic switch 14 indicates an OFF signal. On the other hand, it is abnormal for the hydraulic switch 14 to show an ON signal. Here, when it is determined that the hydraulic switch 14 is normal as a result of the initial check based on the flow chart shown in FIG. 11, the OCV 10 and the oil relief device 5 may be abnormal. It is conceivable that the OCV 10 or the oil relief device 5 is fixed on the low hydraulic pressure side. The failure determination of the hydraulic control device 1 is performed based on such a viewpoint.

  In step S11, the ECU 20 first determines whether or not the hydraulic switch 14 has issued an ON signal. When it is determined Yes in step S11, the process proceeds to step S12. In step S12, the ECU 20 determines whether or not the low hydraulic pressure control is in progress. That is, the ECU 20 determines whether or not a switching command for switching the OCV 10 to the low hydraulic pressure side is issued. When it is determined Yes in step S12, the process proceeds to step S13, and it is determined that the hydraulic control device 100 is normal, assuming that the switching command and the signal of the hydraulic switch 14 match. On the other hand, when it is determined No in step S12, the process proceeds to step S14, and it is determined that the hydraulic control device 100 is abnormal because the switching command and the signal of the hydraulic switch 14 do not match. When it is determined that the hydraulic control apparatus 100 is abnormal in this way, the process proceeds to step S15, and measures for restricting the accelerator opening and lighting the warning lamp are taken. By implementing the accelerator opening restriction, it is avoided that the lubrication system becomes severe in terms of friction and cooling. However, the engine operation within the range that can suppress the engine burn-in and the like is allowed so that the vehicle can be retreated to a safe place.

  On the other hand, when the ECU 20 determines No in step S11, the ECU 20 proceeds to step S16. In step S16, the ECU 20 determines whether or not it is during high hydraulic pressure control. That is, the ECU 20 determines whether or not a switching command for switching the OCV 10 to the high hydraulic pressure side is issued. When it is determined Yes in step S16, the process proceeds to step S17, and it is determined that the hydraulic control device 100 is normal, assuming that the switching command and the signal of the hydraulic switch 14 match. On the other hand, when it is determined No in step S16, the process proceeds to step S18, and it is determined that the hydraulic control device 100 is abnormal because the switching command and the signal of the hydraulic switch 14 do not match. As described above, when it is determined that the hydraulic control apparatus 100 is abnormal, the process proceeds to step S15, and a warning lamp lighting measure is taken. However, unlike the case of step S15, the accelerator opening restriction is not taken. This is because when the hydraulic switch 14 is issuing an OFF signal, the relief valve 52 is in a state of being relieved at a high pressure, the high oil pressure required for normal operation is supplied to the lubrication system, and the engine seizure occurs. This is because the possibility of such is considered to be low.

  By using the hydraulic control apparatus 100 as described above, failure determination of the hydraulic control function can be performed.

  Next, Embodiment 2 of the present invention will be described with reference to FIG. The hydraulic control apparatus 200 according to the second embodiment includes a second hydraulic switch 24 in addition to the configuration of the hydraulic control apparatus 100 according to the first embodiment. The second hydraulic switch 24 corresponds to the second hydraulic pressure detecting means in the present invention. The second hydraulic switch 24 is installed on the oil passage 1 on the downstream side of the oil pump 2 and detects the hydraulic state of the main oil gallery.

  The configuration of the second hydraulic switch 24 is the same as that of the hydraulic switch 14 installed in the communication pipe 13. However, the operating pressure is different. The hydraulic switch 14 is configured to be turned off at a hydraulic pressure of P1 kPa or higher and turned on at a hydraulic pressure of less than P1 kPa, whereas the second hydraulic switch 24 is configured to have a value higher than P1 of P2 kPa or higher. It is configured such that it is turned off by hydraulic pressure and turned on at hydraulic pressures less than P2 kPa. The ECU 20 determines whether the hydraulic control function is abnormal based on the detection results of the hydraulic switch 14 and the second hydraulic switch 24. For example, when the OCV 10 is switched to the high pressure side and the hydraulic pressure of the main gallery is P2 kPa or higher, the hydraulic switch 14 issues an ON signal even though the second hydraulic switch 24 issues an OFF signal. If so, the hydraulic switch 14 has failed. As described above, the failure of the hydraulic switch can be determined by referring to the detection result of the second hydraulic switch 24.

  It should be noted that such a hydraulic switch for monitoring the hydraulic pressure of the main gallery is often provided in a normal engine, and this hydraulic switch can be used.

  The other constituent elements are the same as those in the first embodiment. Therefore, the common constituent elements are denoted by the same reference numerals in the drawings, and detailed description thereof is omitted.

  Next, Embodiment 3 of the present invention will be described with reference to FIG. The hydraulic control apparatus 300 according to the third embodiment includes a third hydraulic switch 29 in addition to the configuration of the hydraulic control apparatus 100 according to the first embodiment. The third hydraulic switch 29 corresponds to another hydraulic pressure detection means in the present invention. The third hydraulic switch 29 is the same as the hydraulic switch 14 and has a common installation location. By using the hydraulic switch 14 and the third hydraulic switch 29 in combination, a failure of any hydraulic switch can be predicted. The hydraulic control device 300 has a possibility of failure other than the hydraulic switch. However, if the signals generated by the third hydraulic switch 29 and the hydraulic switch 14 are different, the failure location can be easily identified.

  Next, Embodiment 4 of the present invention will be described with reference to FIG. The fourth embodiment has the same configuration as that of the hydraulic control device 200 of the second embodiment, and in addition to this configuration, an external input unit 30 connected to the ECU 20 is provided. The ECU 20 also functions as a control unit in the present invention. A controller 31 can be connected to the external input unit 30 as shown in the figure. When the OCV 10 of the hydraulic control device 100 or a part integrated with the OCV 10 is replaced, the mechanic connects the controller 31 to the external input unit 30. A mechanic connected to the controller 31 operates the controller 31 to input to the ECU 20 to issue a drive command for the OCV 10 in the air discharge mode. The ECU 20 that has received an input from the controller 31 issues a drive command for the OCV 10 in an air discharge mode that repeats ON and OFF. At this time, the engine is in an idling state. Specifically, the ECU 20 performs control to keep the throttle opening constant. When the engine is not running, the engineer is prompted to start the engine with an indicator. In addition, in order to maintain an idling state, control which makes fuel injection quantity constant can also be performed. By maintaining the idling state in this manner, engine burn-in is prevented.

  After shifting to the air discharge mode, the ECU 20 monitors the ON / OFF state of the hydraulic switch 14 and the second hydraulic switch 24. The ECU 20 determines that air remains in the oil passage when both the hydraulic switch 14 and the second hydraulic switch 24 indicate the low hydraulic pressure at the timing when the OCV 10 is operated in the high hydraulic pressure. The ECU 20 stops the engine when it is determined that air remains in the oil passage. At the same time, the warning lamp on the controller 31 is turned on.

  The ECU 20 can also issue a command to shift to the air discharge mode based on the signal of the hydraulic switch 14 during normal operation of the engine. When the oil pressure switch 14 shows the ON signal even though the low oil pressure control command is not issued to the OCV 10 and the operation in the high oil pressure state is instructed, that is, the low oil pressure state is indicated. Can be switched to the air discharge mode. Further, when it is determined that air is mixed by using the hydraulic switch 14 and the second hydraulic switch 24 together as described above, a command to shift to the air discharge mode can be issued.

  The external input unit 30 may be configured to include a terminal board 32 provided with a plurality of terminals as shown in FIG. It is possible to shift to the air discharge mode by performing an operation that satisfies a preset condition for a specific terminal of the terminal board 32, for example, the terminal 32a and the terminal 32b. FIG. 18 shows an example of the condition input pattern. This condition is set as a combination of special signals in the content that it erroneously shifts to the air discharge mode. First, from the state where the terminal 32a and the terminal 32b are opened, the pins 33 are short-circuited for S1 seconds. Thereafter, it is opened for S2 seconds. Then, it is short-circuited again for S1 second. Such an operation can be repeated to make a transition to the air discharge mode by short-circuiting three times. Since the operation after the transition to the air discharge mode is the same as when the controller 31 is used, the description thereof is omitted.

  Next, Example 5 will be described with reference to FIGS. The fifth embodiment has the same configuration as the hydraulic control device 100 of the first embodiment. The ECU 20 is configured to acquire water temperature data from a water temperature sensor (not shown). Further, when the engine is stopped, the ECU 20 stores water temperature data at that time.

  The fifth embodiment differs from the first embodiment in that prior to the failure diagnosis that is the abnormality determination of the hydraulic control function performed in the first embodiment, a preliminary diagnosis is performed to determine whether or not to perform the failure diagnosis. This preliminary diagnosis is performed in order to avoid an erroneous determination in the abnormality determination of the hydraulic control function. This preliminary diagnosis will be described with reference to the flowchart shown in FIG.

  First, when the ECU 20 confirms that the engine has started in step S21, the ECU 20 proceeds to step S22. In step S22, the water temperature Δt between the water temperature data recorded when the engine is stopped last time and the water temperature data measured when the engine is started this time is calculated. Further, it is determined whether or not the calculated Δt is equal to or greater than a predetermined value of T1 ° C. The predetermined value of T1 ° C. is a value adopted as a threshold value for determining that the residual pressure of the oil pressure in the oil passage is missing. That is, it is a value for determining that the oil pressure in the oil passage has decreased with the passage of time since the last engine stop and the residual pressure has been eliminated. When it is determined Yes in step S22, the process proceeds to step S23, and failure determination is started. On the other hand, when it is determined No in step S22, the process proceeds to step S24, and measures are taken to prohibit failure determination. Since the contents of the failure determination are the same as those in the first embodiment, detailed description thereof is omitted.

  Thus, by performing failure detection of the hydraulic control device in a state where the residual pressure in the oil passage has been eliminated, it is possible to suppress the occurrence of erroneous determination in the abnormality determination of the hydraulic control function.

  In the fifth embodiment, the residual pressure cancellation is determined based on the water temperature difference from the engine stop to the engine restart. However, the residual pressure cancellation may be determined based on the oil temperature difference. Further, the cancellation of the residual pressure may be determined based on the time from engine stop to engine restart. FIG. 21 is a graph showing changes in the engine speed NE and the hydraulic pressure in the sub chamber 8 after the engine is stopped. The hydraulic pressure in the sub chamber 8 is adopted as representative of the hydraulic pressure in the oil passage. The engine speed NE becomes 0 immediately after the engine is stopped. On the other hand, the hydraulic pressure in the sub chamber 8 becomes equal to or lower than the set hydraulic pressure P1 kPa of the hydraulic switch 14 after approximately S3 seconds. Therefore, the residual pressure is not eliminated during S3 seconds after the engine is stopped, that is, in the time zone indicated by A in FIG. 21, and there is a possibility that an erroneous determination is made in the abnormality determination of the hydraulic control function. Therefore, the ECU 20 can be configured to start the failure determination after the time zone indicated by B in FIG. Even with such a configuration, it is possible to suppress erroneous determination in abnormality determination of the hydraulic control function.

  Next, a sixth embodiment of the present invention will be described with reference to FIGS. 22, 23, and 24. FIG. The main difference between the hydraulic control device 400 of the sixth embodiment and the hydraulic control device 100 of the first embodiment is that the hydraulic control device 400 includes a thermoactuator 25 instead of the OCV 10 of the hydraulic control device 100. The thermoactuator 25 corresponds to the retainer moving means in the present invention. The configuration of the thermoactuator 25 will be described in detail with reference to FIG. The thermoactuator 25 includes a rod 252 that presses the retainer 53 constituting the oil relief device 5 toward the relief valve 52, a thermowax 251 that pushes out the rod 252, and a PTC heater 254 that raises the temperature of the thermowax 251. The rod 252 has a flange 252a, and includes a spring 253 that is mounted between the flange 252a and the bottom of the oil relief device 5. This spring 253 returns the rod 252 to its original position. The PTC heater 254 is electrically connected to the ECU 20 and energization control is performed. The thermo wax 251 increases in volume as the temperature rises, thereby pushing out the rod 252. The pushed-out rod 252 can change the relief pressure by pressing the retainer 53 toward the relief valve 52 side.

  The hydraulic control device 400 also includes an oil passage 26 that branches from the downstream side of the oil pump 2 and through which oil for raising the temperature of the thermowax 251 flows. Therefore, the thermoactuator 25 can move the retainer 53 and shift the oil relief device 5 to the high hydraulic pressure state even when the engine warms up and the oil temperature rises.

  The hydraulic control in the hydraulic control apparatus 400 will be described with reference to the flowchart shown in FIG. First, the ECU 20 monitors whether or not the ignition is turned on in step S31. When it is determined No in step S31, the process proceeds to step S32. In step S32, processing for turning off the PTC heater 254 is performed. That is, when the PTC heater 254 is already in the OFF state, the OFF state is maintained, and when the PTC heater 254 is in the ON state, the state is switched to the OFF state. On the other hand, when it is determined Yes in step S31, the process proceeds to step S33. In step S33, the PTC heater 254 is turned on, that is, energized. When already in the ON state, the ON state is maintained. The ECU 20 performs the process of step S34 after the process of step S33. In step S34, it is determined whether or not to start cold. This judgment is made from the water temperature. If it is determined No in step S34, the process returns. On the other hand, when it is determined Yes in step S34, the process of step S35 is performed. In step S35, it is determined whether or not the engine has been started. If it is determined No in step S35, the process returns. On the other hand, when it is determined Yes in step S35, the process proceeds to step S36. In step S36, it is determined from the engine speed and the fuel injection amount whether or not the engine operating state is in the low hydraulic pressure control region. This determination is made using a two-dimensional map composed of the engine speed and the fuel injection amount. In this two-dimensional map, a low hydraulic pressure control region is set in a region where the engine speed is low and the fuel injection amount is small. When it is determined No in step S36, the process returns. On the other hand, when it is determined Yes in step S36, the process of step S37 is performed. In step S37, the PTC heater 254 is turned off. After the process of step S37, a return is returned.

  By performing the processing as described above, the hydraulic pressure can be controlled between a low hydraulic pressure state and a high hydraulic pressure state. Even if a problem occurs in the energization circuit of the PTC heater 254 and the like, and the temperature of the thermo wax 251 cannot be increased by the PTC heater 254, the temperature of the thermo wax 251 is increased by the heated oil flowing through the oil passage 26. Can be made. Thereby, the oil relief apparatus 5 can be switched to the high voltage | pressure side.

  By controlling the oil relief device 5 using the PTC heater 254 in this way, it is possible to realize control that is not easily affected by, for example, oil viscosity at an extremely low temperature.

  Next, a seventh embodiment of the present invention will be described. The hydraulic control device 500 according to the seventh embodiment is different from the hydraulic control device 400 according to the sixth embodiment in that the hydraulic control device 500 includes an oil temperature sensor 27 in the oil passage 26, and a hydraulic pressure using the oil temperature sensor 27. This is the point of control. Since other components are the same as those in the sixth embodiment, common components are denoted by common reference numerals in the drawings, and detailed description thereof is omitted.

  The hydraulic control in the hydraulic control apparatus 500 will be described with reference to the flowchart shown in FIG. First, the ECU 20 monitors whether or not the ignition is turned on in step S41. When it is determined No in step S41, the process proceeds to step S42. In step S42, processing for turning off the PTC heater 254 is performed. That is, when the PTC heater 254 is already in the OFF state, the OFF state is maintained, and when the PTC heater 254 is in the ON state, the state is switched to the OFF state. On the other hand, when it is determined Yes in step S41, the process proceeds to step S43. In step S43, the PTC heater 254 is turned on, that is, energized. When already in the ON state, the ON state is maintained. The ECU 20 performs the process of step S44 after the process of step S43. In step S44, it is determined whether or not to start cold. This judgment is made from the water temperature. When it is determined No in step S46, the process proceeds to step S47. In step S47, it is determined whether the oil temperature acquired from the oil temperature sensor 27 is higher than the melting temperature of the thermo wax 251 (denoted as “wax melting temperature” in the drawing). When it is determined Yes in step S47, the process proceeds to step S48. In step S48, processing for turning off the PTC heater 254 is performed. That is, when the temperature of the oil in the oil passage 26 is equal to or higher than the melting temperature of the thermo wax 251, the high pressure state can be already switched without depending on the thermo actuator 25. For this reason, power saving can be achieved by turning off the energization of the PTC heater 254. If it is determined No in step S47, the process returns. That is, the ON state of the PTC heater is maintained.

  On the other hand, when it is determined Yes in step S44, the process of step S45 is performed. In step S45, it is determined whether or not the engine has been started. When it is determined No in step S45, the processes of steps S47 and S48 are performed in the same manner as when it is determined No in step S44. On the other hand, when it is determined Yes in step S45, the process proceeds to step S46. In step S46, it is determined from the engine speed and the fuel injection amount whether the engine operating state is in the low hydraulic pressure control region. This determination is made using a two-dimensional map composed of the engine speed and the fuel injection amount. In this two-dimensional map, a low hydraulic pressure control region is set in a region where the engine speed is low and the fuel injection amount is small. When it is determined No in step S46, the processes of steps S47 and S48 are performed in the same manner as when it is determined No in step S44. On the other hand, when it is determined Yes in step S46, the process of step S48 is performed. In step S48, the PTC heater 254 is turned off. After the process of step S48, a return is returned.

  As described above, the power consumption of the PTC heater 254 can be suppressed by performing the hydraulic control in consideration of the oil temperature data acquired by the oil temperature sensor 27.

  Next, a hydraulic control apparatus 600 according to the eighth embodiment will be described with reference to FIGS. The hydraulic control device 600 according to the eighth embodiment has a configuration in which a thermoactuator 25 is added to the configuration of the hydraulic control device 100 according to the first embodiment. In other words, the OCV 10 and the thermoactuator 25 are provided as retainer moving means. Since other configurations are the same as those of the hydraulic control apparatus according to the first embodiment, common components are denoted by common reference numerals in the drawings, and detailed description thereof is omitted.

  The hydraulic control of the hydraulic control apparatus 600 will be described with reference to the flowchart shown in FIG. The ECU 20 first determines in step S51 whether or not the engine has been started. When it is determined Yes in step S51, the process proceeds to step S52. In step S52, it is determined from the engine speed and the fuel injection amount whether the engine operating state is in the low hydraulic pressure control region. This determination is made using a two-dimensional map composed of the engine speed and the fuel injection amount. In this two-dimensional map, a low hydraulic pressure control region is set in a region where the engine speed is low and the fuel injection amount is small. When it is determined Yes in step S52, the process proceeds to step S53, where the OCV 10 is turned on to enter the low hydraulic pressure control state.

  On the other hand, if it is determined No in step S51, or if it is determined No in step S52, both proceed to step S54. In step S54, the OCV is turned OFF to a high hydraulic pressure (normal hydraulic pressure). In the process of step S55 performed subsequent to step S54, it is determined whether or not the hydraulic switch 14 is in an OFF state. That is, it is determined whether or not the oil pressure in the oil passage is in a high hydraulic pressure state according to the control in step S54. The process returns in the offing area determined as Yes in step S55. On the other hand, when it is determined No in step S55 despite the high hydraulic pressure control being performed, the process proceeds to step S56. In step S56, the PTC heater 254 is turned on. Accordingly, the retainer 53 is forcibly moved by the thermoactuator 25 to shift to a high hydraulic pressure state.

  Thus, even if the hydraulic pressure does not increase for some reason, the hydraulic pressure can be increased by driving the thermoactuator 25. Thereby, engine burn-in and the like can be avoided.

  Note that the determination in step S55 may be performed by using a hydraulic pressure sensor and determining whether or not the oil pressure in the oil passage has been appropriately increased based on data acquired from the hydraulic pressure sensor. Further, the process of step S55 can reflect the result of the failure diagnosis as described in the first embodiment. That is, when any abnormality is detected as a result of the abnormality determination of the hydraulic pressure control function, it is possible to try to increase the pressure by driving the thermoactuator 25 to forcibly increase the hydraulic pressure.

  In addition, other mechanisms can be employed as long as the retainer 53 can be forcibly moved as described above. For example, as shown in FIG. 29, a cam mechanism 28 can be employed instead of the thermoactuator 25. The cam mechanism 28 is mounted between a cam plate 281 driven by a motor 284, a rod 282 pressed by the cam plate 281, a flange 282 a provided on the rod 282, and the bottom of the oil relief device 5. A spring 283 is provided. The motor 284 is electrically connected to the ECU 20. Such a cam mechanism 28 can press the retainer 53 based on a command from the ECU and forcibly switch the oil relief device 5 to a high hydraulic pressure state.

  The above-described embodiments are merely examples for carrying out the present invention, and the present invention is not limited thereto. Various modifications of these embodiments are within the scope of the present invention. It is apparent from the above description that various other embodiments are possible within the scope.

  For example, as shown in FIG. 30, a position sensor 21 that detects the movement of the needle 102 of the OCV 10 can be mounted, and the detection result of the position sensor 21 can be reflected in the failure determination. Since the position sensor 21 can grasp the operating state of the OCV 10, it is possible to make a failure determination, and it is possible to determine which one has failed by using it together with the detection result of the hydraulic switch 14. In addition, as shown in FIG. 31, a position sensor 22 that detects the operation of the relief valve 52 and a position sensor 23 that detects the operation of the retainer 53 may be provided. By mounting such a position sensor, it becomes easy to identify the failure location.

It is a block diagram which showed schematic structure of the hydraulic control apparatus of Example 1, and is a figure which shows the state which the relief valve closed in the state which made OCV the low hydraulic pressure side. It is a figure which shows the state which the relief valve opened from the state shown in FIG. It is a block diagram which showed schematic structure of the hydraulic control apparatus of Example 1, and is a figure which shows the state which the relief valve closed in the state which made OCV the high hydraulic pressure side. It is a figure which shows the state which the relief valve opened from the state shown in FIG. It is the block diagram which expanded and showed the oil relief apparatus. It is a figure which shows the structure of OCV, (a) is a figure which shows the state at the normal time which implement | achieves a high hydraulic pressure state, (b) is a figure which shows the electricity supply state which implement | achieves a low hydraulic pressure state. It is a figure which shows schematic structure of a hydraulic switch, and is a figure which shows the ON state at the time of low oil pressure. It is a figure which shows schematic structure of a hydraulic switch, and is a figure which shows the OFF state at the time of high hydraulic pressure. It is a figure which shows the oil pressure change in the state which controlled OCV to the low oil pressure side. It is the table | surface which put together the relationship between the hydraulic pressure in the communication pipe before and behind engine starting, and the signal of a hydraulic switch. It is a flowchart which shows an example of control of an initial check. It is the table | surface which put together the relationship between a hydraulic pressure and the signal of a hydraulic switch. It is a flowchart which shows an example of the control of the failure diagnosis at the time of engine operation. FIG. 3 is a configuration diagram illustrating a schematic configuration of a hydraulic control device according to a second embodiment. FIG. 6 is a configuration diagram illustrating a schematic configuration of a hydraulic control device according to a third embodiment. FIG. 6 is a configuration diagram illustrating a schematic configuration of a hydraulic control device according to a fourth embodiment. It is the block diagram which showed schematic structure of the hydraulic control apparatus of another Example. It is explanatory drawing which shows an example of the condition input pattern for making it transfer to air discharge mode. FIG. 10 is a configuration diagram illustrating a schematic configuration of a hydraulic control device according to a fifth embodiment. It is a flowchart which shows an example of control of a preliminary diagnosis. It is the graph which showed the engine speed NE after an engine stop, and the change of the oil pressure in a sub chamber. FIG. 10 is a configuration diagram illustrating a schematic configuration of a hydraulic control apparatus according to a sixth embodiment. It is the block diagram which expanded and showed the thermoactuator. It is a flowchart which shows an example of hydraulic control. FIG. 10 is a configuration diagram illustrating a schematic configuration of a hydraulic control device according to a seventh embodiment. It is a flowchart which shows an example of hydraulic control. FIG. 10 is a configuration diagram illustrating a schematic configuration of a hydraulic control apparatus according to an eighth embodiment. It is a flowchart which shows an example of hydraulic control. It is the block diagram which showed schematic structure of the other hydraulic control apparatus. It is explanatory drawing which shows the example which attached the position sensor to OCV. It is explanatory drawing which shows the example which mounted | wore the relief valve and the retainer with the position sensor.

Explanation of symbols

1 Oil passage 2 Oil pump 3 First bypass passage 4 Second bypass passage 5 Oil relief device 51 Case 52 Relief valve 53 Retainer 54 Spring 6 First relief port 7 Main chamber 8 Sub chamber 10 OCV
11 Oil pan 121 First relief passage 122 Second relief passage 14 First hydraulic switch 20 ECU
21, 22, 23 Position sensor 24 Second hydraulic switch 25 Thermo actuator 251 Thermo wax 252 Rod 253 Spring 254 PTC heater 26 Oil passage 27 Oil temperature sensor 28 Cam mechanism 29 Third hydraulic switch 30 External input unit 31 Controller 32 Terminal board 100 , 200, 300, 400, 500, 600, 700 Hydraulic control device

Claims (22)

  1. A relief valve that relieves oil according to the pressure in the oil passage;
    A retainer disposed opposite to the relief valve and the elastic body;
    Retainer moving means for changing the position of the retainer according to a retainer position switching command and changing the compression state of the elastic body;
    An engine hydraulic control device comprising:
  2. The engine hydraulic control device according to claim 1,
    The engine hydraulic control apparatus, wherein the retainer moving means is an oil control valve that operates in response to a hydraulic pressure switching command.
  3. The engine hydraulic control device according to claim 1,
    The retainer moving means includes a rod that presses the retainer toward the relief valve, a thermo wax that pushes the rod, an oil passage through which oil for raising the temperature of the thermo wax flows, and a return means for the rod. An engine hydraulic control device.
  4. The engine hydraulic control means according to claim 1,
    The retainer moving means includes: a rod that presses the retainer toward the relief valve; a thermo wax that pushes the rod; a heater that raises the temperature of the thermo wax based on a retainer position switching command; and a return means for the rod. A hydraulic control device for an engine, comprising:
  5. The engine hydraulic control device according to claim 1,
    The engine hydraulic control device according to claim 1, wherein the retainer moving means is a cam mechanism that presses the retainer toward the relief valve.
  6. The engine hydraulic control device according to claim 1,
    First hydraulic pressure detection means installed in an oil passage where the hydraulic pressure state is switched between a low hydraulic pressure and a high hydraulic pressure by the operation of the retainer moving means;
    A calculation means for performing an abnormality determination of the hydraulic control function using a detection result by the first hydraulic pressure detection means;
    An engine hydraulic control device comprising:
  7. The engine hydraulic control device according to claim 1,
    First hydraulic pressure detection means installed in an oil passage where the hydraulic pressure state is switched between a low hydraulic pressure and a high hydraulic pressure by the operation of the retainer moving means;
    An arithmetic means for determining abnormality of the hydraulic control function by comparing the detection result by the first hydraulic pressure detection means and the retainer position switching command;
    An engine hydraulic control device comprising:
  8. The engine hydraulic control device according to claim 1,
    First hydraulic pressure detection means installed in an oil passage where the hydraulic pressure state is switched between a low hydraulic pressure and a high hydraulic pressure by the operation of the retainer moving means;
    A calculation means for performing abnormality determination of the hydraulic control function based on a detection result before the engine start by the first hydraulic pressure detection means;
    An engine hydraulic control device comprising:
  9. The engine hydraulic control device according to claim 1,
    First hydraulic pressure detection means installed in an oil passage where the hydraulic pressure state is switched between a low hydraulic pressure and a high hydraulic pressure by the operation of the retainer moving means;
    A second hydraulic pressure detecting means installed downstream of the oil pump;
    Arithmetic means for making an abnormality determination of the hydraulic control function based on the detection result of the first hydraulic pressure detection means and the detection result of the second hydraulic pressure detection means;
    An engine hydraulic control device comprising:
  10. The engine hydraulic control device according to any one of claims 6 to 9,
    The retainer moving means is an oil control valve that operates according to a hydraulic pressure switching command,
    The engine oil pressure control device, wherein the first oil pressure detecting means is disposed downstream of the oil control valve.
  11. The engine hydraulic control device according to any one of claims 6 to 9,
    The retainer moving means is an oil control valve that operates according to a hydraulic pressure switching command,
    The oil control valve is connected to a sub chamber in which the retainer for changing the valve opening pressure of the relief valve is accommodated,
    An engine hydraulic control apparatus, wherein the first hydraulic pressure detecting means is installed in an oil passage connecting the oil control valve and the sub chamber.
  12. The engine hydraulic control device according to any one of claims 6 to 9,
    Other hydraulic pressure detection means installed in the oil passage where the first hydraulic pressure detection means is installed;
    An arithmetic means for performing an abnormality determination of the hydraulic control function using the detection result by the first hydraulic pressure detection means and the detection result by the other hydraulic pressure detection means,
    An engine hydraulic control device comprising:
  13. The engine hydraulic control device according to any one of claims 6 to 9,
    The retainer moving means is an oil control valve that operates according to a hydraulic pressure switching command,
    A first position sensor for detecting the state of the oil control valve;
    Arithmetic means for performing abnormality determination of the hydraulic control function using data acquired by the first position sensor;
    An engine hydraulic control device comprising:
  14. The engine hydraulic control device according to any one of claims 6 to 9,
    The retainer moving means is an oil control valve that operates according to a hydraulic pressure switching command,
    The oil control valve is connected to a sub chamber in which the retainer for changing the valve opening pressure of the relief valve is accommodated,
    The first oil pressure detection means is installed in an oil passage connecting the oil control valve and the sub chamber,
    A second position sensor for detecting a state of at least one of the relief valve and the retainer;
    Arithmetic means for performing abnormality determination of the hydraulic control function using data acquired by the second position sensor;
    An engine hydraulic control device comprising:
  15. The engine hydraulic control device according to any one of claims 6 to 9,
    The engine oil pressure control device, wherein the first oil pressure detecting means is a oil pressure switch.
  16. The engine hydraulic control device according to any one of claims 6 to 9,
    The retainer moving means is an oil control valve that operates according to a hydraulic pressure switching command,
    A hydraulic control apparatus for an engine, comprising: a control unit that instructs the oil control valve to switch to an air discharge mode that performs an operation of discharging air in an oil passage.
  17. The engine hydraulic control apparatus according to claim 16,
    The engine control unit includes an external input unit, and commands switching to the air discharge mode based on an input from the external input unit.
  18. The engine hydraulic control apparatus according to claim 16,
    A hydraulic control apparatus for an engine, comprising: a control unit that stops the engine when residual air in the oil passage is detected after the operation of the oil control valve in the air discharge mode.
  19. The engine hydraulic control apparatus according to claim 16,
    The engine hydraulic control device according to claim 1, wherein the control unit commands switching to an air discharge mode based on a detection result of the first hydraulic pressure detection means.
  20. The engine hydraulic control device according to any one of claims 6 to 9,
    The engine hydraulic control device according to claim 1, wherein the calculation means makes an abnormality determination of the hydraulic control function after it is determined that the residual pressure in the oil passage when the engine is stopped is eliminated.
  21. The engine hydraulic control device according to any one of claims 6 to 9,
    The calculation means performs an abnormality determination of a hydraulic control function based on a comparison result between a water temperature or an oil temperature when the engine is stopped and a water temperature or an oil temperature when the engine is restarted thereafter. .
  22. The engine hydraulic control device according to any one of claims 6 to 9,
    The engine hydraulic control device according to claim 1, wherein the calculation means makes an abnormality determination of the hydraulic control function after a predetermined time has elapsed after the engine is stopped.
JP2008028247A 2007-10-15 2008-02-08 Hydraulic control device for engine Pending JP2009115075A (en)

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WO2011067861A1 (en) 2009-12-04 2011-06-09 トヨタ自動車 株式会社 Control device for vehicle
JP2012111032A (en) * 2010-11-25 2012-06-14 Hilti Ag Riveting machine
JP2013002421A (en) * 2011-06-21 2013-01-07 Honda Motor Co Ltd Device and method for oil pressure sensor fault sensing for vehicle
JP2013117220A (en) * 2011-12-02 2013-06-13 Myung Hwa Ind Co Ltd Variable oil pump
JP2013221460A (en) * 2012-04-17 2013-10-28 Myung Hwa Ind Co Ltd Engine oil supply device with two-stage relief valve
JP2014098344A (en) * 2012-11-14 2014-05-29 Toyota Motor Corp Valve abnormality determination device and control device for internal combustion engine
JP2014105857A (en) * 2012-11-26 2014-06-09 Hyundai Motor Company Co Ltd Method and system for diagnosing failure of oil pressure sensor
JP2015175344A (en) * 2014-03-18 2015-10-05 日立オートモティブシステムズ株式会社 Engine control device and engine control method
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US9188054B2 (en) 2009-12-04 2015-11-17 Toyota Jidosha Kabushiki Kaisha Control device for a vehicle that includes a thermowax switching valve
WO2011067861A1 (en) 2009-12-04 2011-06-09 トヨタ自動車 株式会社 Control device for vehicle
CN102713193A (en) * 2009-12-04 2012-10-03 丰田自动车株式会社 Control device for vehicle
JP2012111032A (en) * 2010-11-25 2012-06-14 Hilti Ag Riveting machine
JP2013002421A (en) * 2011-06-21 2013-01-07 Honda Motor Co Ltd Device and method for oil pressure sensor fault sensing for vehicle
JP2013117220A (en) * 2011-12-02 2013-06-13 Myung Hwa Ind Co Ltd Variable oil pump
JP2013221460A (en) * 2012-04-17 2013-10-28 Myung Hwa Ind Co Ltd Engine oil supply device with two-stage relief valve
JP2014098344A (en) * 2012-11-14 2014-05-29 Toyota Motor Corp Valve abnormality determination device and control device for internal combustion engine
JP2014105857A (en) * 2012-11-26 2014-06-09 Hyundai Motor Company Co Ltd Method and system for diagnosing failure of oil pressure sensor
JP2015175344A (en) * 2014-03-18 2015-10-05 日立オートモティブシステムズ株式会社 Engine control device and engine control method
JPWO2016035187A1 (en) * 2014-09-04 2017-04-27 三菱電機株式会社 Abnormality detection apparatus and abnormality detection method
WO2016088419A1 (en) * 2014-12-03 2016-06-09 フタバ産業株式会社 Exhaust heat recovery device
JP2016108981A (en) * 2014-12-03 2016-06-20 フタバ産業株式会社 Exhaust heat recovery device
CN107002541A (en) * 2014-12-03 2017-08-01 双叶产业株式会社 Exhaust gas heat recovery device
US10480379B2 (en) 2014-12-03 2019-11-19 Futaba Industrial Co., Ltd. Exhaust heat recovery device including engagement portion configured to rotate valve

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