JP2011027012A - Device for controlling circulation amount of oil in internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To more effectively raise a temperature of oil to expedite the warm-up of internal combustion engine oil by increasing the circulation amount of oil or performing control to increase the circulation amount of oil in the initial stage of the warm-up. <P>SOLUTION: A discharge amount Q1 of an oil pump in a normal state is set based on operating states (NE, KL) of an internal combustion engine from a map MAPq1 (S206), a discharge amount Q2 for promoting the warm-up of oil is set based on a cooling liquid temperature THW and an oil temperature THO from a map MAPq2 (S208), and a discharge amount Q3 for uniforming temperatures of a cylinder head and a cylinder block is set based on a temperature difference DT between the cylinder head and the cylinder block from a map MAPq3 (S214). A maximum value among these discharge amounts Q1, Q2, Q3 is set to a target discharge amount Qm (S216). In the initial stage of the warm-up, that is, as a difference between the cooling liquid temperature THW and the oil temperature THO is large, the discharge amount Q2 for promoting the warm-up of oil is set to the target discharge amount Qm. Thereby, a circulation amount of oil is increased in comparison with a circulation amount of oil after the warm-up, and the temperature rise of oil is expedited during a cold time to expedite the warm-up of oil. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to an internal combustion engine oil circulation amount control device for controlling an oil circulation amount during warm-up in an internal combustion engine provided with a cooling system by circulation of coolant and a lubrication system by circulation of oil.

  In an internal combustion engine, a cooling system using a coolant such as cooling water and a lubrication system using oil are provided. The cooling system circulates a coolant between the internal combustion engine and the radiator to prevent overheating due to heat generation or overcooling in cold weather, and always maintains the internal combustion engine at an appropriate temperature. The lubrication system performs not only the lubrication action of each part of the internal combustion engine but also the cooling action by taking heat from the high temperature part and radiating heat at the low temperature part.

In such an internal combustion engine, at the time of cold start, a method has been proposed in which the pump for circulating the coolant is stopped to improve the warm-up performance (for example, see Patent Document 1).
In this patent document 1, in order to be able to adjust the circulation amount of the cooling water and the circulation amount of the oil to appropriate states even when the cooling water pump and the oil pump are driven by the same motor, An electromagnetic clutch and a rotation speed increasing / decreasing mechanism are provided between the rotation shafts of the cooling water pump and the oil pump.

Japanese Patent Laying-Open No. 2008-274909 (7th, 9-11 pages, FIGS. 1, 8, 10)

  In Patent Document 1, the oil circulation amount is set according to the operating state of the internal combustion engine (in this case, the internal combustion engine speed), and the motor torque is corrected according to the oil viscosity according to the temperature. As a result, the cooling water circulation stops when it is cold, or the cooling water is circulated after the engine is warmed up. The amount of circulation is secured.

  However, when the circulation of the cooling water is stopped in the cold state, only by maintaining the oil circulation amount corresponding to the operating state of the internal combustion engine, the internal parts of the internal combustion engine in contact with the oil, for example, between the cylinder head and the oil Since the heat transfer coefficient is low, there is a problem that the oil does not quickly rise in temperature, delaying the oil warm-up, and slowing down the engine friction.

  An object of the present invention is to speed up oil warm-up.

In the following, means for achieving the above-mentioned purpose, and its operation and effect are described.
An internal combustion engine oil circulation amount control device according to claim 1 is an internal combustion engine oil circulation amount control device in an internal combustion engine having a cooling system by circulation of coolant and a lubrication system by circulation of oil, A warm-up progress state detecting means for detecting a state, and an oil circulation in the cold state that controls the amount of oil circulation in the internal combustion engine to be greater as the warm-up progress is based on the warm-up progress state detected by the warm-up progress state detecting means And a quantity control means.

  In this way, the oil circulation amount is changed based on the warm-up progress state. That is, the motor torque is not adjusted to obtain a stable circulation amount corresponding to the warm-up progress state (actually the cooling water temperature) as in Patent Document 1, but the oil circulation amount itself is set to the warm-up progress state. Specifically, the oil circulation amount control means during cold is controlled so that the amount of oil circulation becomes larger at the early stage of warm-up so that the circulation amount becomes appropriate.

  As described above, since the amount of oil circulation is large at the early stage of warm-up, even if the heat transfer coefficient between each part of the internal combustion engine such as the cylinder head that is in contact with the oil is low, the heat transfer amount is increased and the oil flow is increased. The temperature rises quickly. As a result, oil warm-up proceeds rapidly.

  The internal combustion engine oil circulation amount control device according to claim 2 is the internal combustion engine oil circulation amount control device according to claim 1, further comprising a coolant circulation stop means for stopping the circulation of the coolant when it is cold. It is characterized by.

  In this way, particularly when the coolant circulation stop means adopts a configuration in which the coolant circulation is stopped when it is cold, the temperature rise of the cylinder head is promoted, so that the cold oil circulation amount control means is warm. The temperature of the oil, which is controlled by controlling so that the circulation amount becomes larger at the initial stage of the machine, is more effectively performed, and the oil warm-up can be advanced promptly.

  In addition, since the amount of oil circulation increases, the amount of heat exchange between the cylinder head, which tends to increase in temperature early, and other parts, such as the cylinder block, where the temperature increase does not increase so much, increases. In addition, the temperature is uniformed with other parts such as the cylinder block. Further, this makes it possible to set a longer period during which the coolant circulation stop means stops the circulation of the coolant when it is cold, thereby saving energy for circulating the coolant.

  In the internal combustion engine oil circulation amount control device according to claim 3, in the internal combustion engine oil circulation amount control device according to claim 1 or 2, the cold oil circulation amount control means is based on a warm-up progress state. The oil circulation amount is reduced stepwise or continuously toward the circulation amount after the warm-up from the initial warm-up according to the warm-up progress.

  In this way, the oil circulation amount is reduced stepwise or continuously toward the circulation amount after the warm-up according to the progress of the warm-up. By reducing the circulating amount to an appropriate amount later, it becomes possible to suppress the consumption of circulating energy.

  The internal combustion engine oil circulation amount control device according to claim 4, wherein the warm-up progress state detecting means is configured to operate the internal combustion engine during operation. The warm-up progress state is detected based on the amount of heat generated.

Thus, the warm-up progress state can be detected based on the amount of heat generated by the internal combustion engine.
6. The internal combustion engine oil circulation amount control device according to claim 5, wherein the warm-up progress state detecting means is a cooling device for the internal combustion engine. Cooling liquid temperature detection means for detecting the liquid temperature is provided, and the warm-up progress state is detected based on the cooling liquid temperature detected by the cooling liquid temperature detection means.

Thus, the warm-up progress state can be directly detected based on the coolant temperature.
The internal combustion engine oil circulation amount control device according to claim 6, wherein the warm-up progress state detecting means is a cooling device for the internal combustion engine. A coolant temperature detecting means for detecting a liquid temperature and an oil temperature detecting means for detecting the temperature of the oil are provided, and the coolant temperature detected by the coolant temperature detecting means and the oil temperature detecting means are detected. The warm-up progress state is detected on the basis of the oil temperature.

Accordingly, a more appropriate warm-up progress state for oil warm-up may be detected by further adding the oil temperature to the coolant temperature.
The internal combustion engine oil circulation amount control device according to claim 7 is the internal combustion engine oil circulation amount control device according to claim 6, wherein the warm-up progress state detection means is detected by the coolant temperature detection means. The smaller the difference between the coolant temperature and the oil temperature detected by the oil temperature detecting means, the more the warm-up proceeds.

  When cold, the difference between the coolant temperature and the oil temperature is large. That is, the temperature of the coolant rises first, but the oil temperature rises slowly due to low heat transfer. Therefore, at the initial stage of warm-up, the difference between the oil temperature that rises slowly and rises slowly increases. As the warm-up progresses, the difference between the coolant temperature and the oil temperature becomes smaller.

  Therefore, the cold oil circulation rate control means increases the oil circulation rate larger than the circulation rate after warming up as the difference between the coolant temperature and the oil temperature increases, so that the oil temperature rises more quickly. The machine will proceed quickly.

  The internal combustion engine oil circulation amount control device according to claim 8, wherein the cold oil circulation amount control means is an internal combustion engine. The oil circulation amount is determined by the larger one of the base oil circulation amount calculated based on the operation state and the cold oil circulation amount calculated based on the warm-up progress state detected by the warm-up progress state detecting means. It is characterized by adjusting.

  In this way, it is possible to calculate the two circulation amounts of the base oil circulation amount and the cold oil circulation amount, and adjust the oil circulation amount by the larger one. As a result, when the cold oil circulation amount calculated based on the warm-up progress state is set to be larger than the base oil circulation amount from the initial period to the middle period during the cold period, The amount will be adjusted. However, at the late or end of the cold time, the amount of cold oil circulation becomes small due to the warm-up progress state, and finally becomes smaller than the base oil circulation amount. As a result, the circulation amount adjustment can be smoothly transferred from the cold oil circulation amount to the base oil circulation amount.

  The internal combustion engine oil circulation amount control device according to claim 9, wherein the internal combustion engine operating state is an internal combustion engine speed and an internal combustion engine load. And

By setting the internal combustion engine speed and the internal combustion engine load as the internal combustion engine operating state in this way, it is possible to set the base oil circulation amount with high accuracy.
The internal combustion engine oil circulation amount control device according to claim 10, wherein the cold oil circulation amount control means is an internal combustion engine. A cylinder temperature difference detecting means for detecting a temperature difference between the cylinder head and the cylinder block, and calculating an oil circulation amount when the temperature difference is generated based on the temperature difference detected by the cylinder temperature difference detecting means, When the oil circulation amount at the time of temperature difference occurrence is larger than the oil circulation amount according to any one of claims 1 to 9, the oil circulation amount is adjusted by the oil circulation amount at the time of temperature difference occurrence. It is characterized by.

  The temperature difference between the cylinder head and the cylinder block tends to increase during cold weather, and this temperature difference becomes significant especially when there is a coolant circulation stop means that stops the coolant circulation during cold weather. Cheap.

  When such a temperature difference occurs, there is a possibility that a leakage problem may occur in the gasket or the seal portion due to thermal distortion between the cylinder head and the cylinder block. For this reason, this temperature difference can be suppressed by increasing the amount of circulating oil.

  Therefore, the oil circulation amount when the temperature difference is generated is calculated based on the temperature difference detected by the cylinder temperature difference detecting means. By setting the oil circulation rate when the temperature difference occurs to be larger than the base oil circulation amount or the cold oil circulation rate, when the temperature difference occurs, the oil circulation amount is adjusted by the oil circulation amount when the temperature difference occurs. Can be suppressed. In particular, a remarkable effect is exhibited when the coolant circulation stopping means is present.

  However, if the temperature difference becomes smaller, the oil circulation amount when the temperature difference occurs becomes smaller and finally becomes smaller than the cold oil circulation amount or the base oil circulation amount. Accordingly, the circulation amount adjustment can be smoothly transferred from the oil circulation amount at the time of occurrence of the temperature difference to the cold oil circulation amount and the base oil circulation amount.

FIG. 2 is a block diagram illustrating a schematic configuration of the internal combustion engine cooling system / lubricating system control device according to the first embodiment. 4 is a flowchart of electric oil pump control processing according to the first embodiment. (A), (b) Structure explanatory drawing of map MAPq1, MAPq2 used in Embodiment 1. FIG. 10 is a flowchart of electric oil pump control processing according to the second embodiment. FIG. 6 is a configuration explanatory diagram of a map MAPq3 used in the second embodiment.

[Embodiment 1]
FIG. 1 is a block diagram showing a schematic configuration of an internal combustion engine cooling system / lubricating system control device 2 to which the above-described internal combustion engine oil circulation amount control device is applied.

  A water jacket 6 is formed in the cylinder block 4a of the internal combustion engine 4 as a flow path of a coolant (specifically, coolant) around the combustion chamber. The water jacket 6 and a radiator 8 as an external cooling system are connected by flow paths 10 and 12 to form a cooling system circulation path. An electric water pump 14 is provided in one flow path 12 and circulates the coolant in the direction of the arrow indicated by a broken line.

  A bypass flow path 16 is provided between the two flow paths 10 and 12, and a thermostat valve 18 is provided at a connection portion between the radiator 8 and the flow path 12 on the coolant discharge side. Note that an electromagnetically driven switching valve may be provided in this connection portion instead of the thermostat valve 18, and switching may be controlled by an ECU described later.

  The oil stored in the oil pan 20 is sucked through the oil strainer 24 by the electric oil pump 22 as indicated by the solid line and sent to the oil paths 28 and 30 through the oil cooler 26. Here, the oil path 28 supplies oil to parts such as the cylinder head 4b, and the oil path 30 supplies oil to parts such as the piston and the crankshaft. In addition, oil is supplied as hydraulic oil for various actuators. In this way, the oil supplied to the lubrication part and the operation part and then discharged oil flows down to the oil pan 20. In this way, the oil circulates by driving the electric oil pump 22.

  The ECU (electronic control unit) 32 is configured as an electronic circuit including a driver circuit, an interface circuit, and the like with a microcomputer at the center, and a cooling for detecting the coolant temperature THW in the coolant channel, here the water jacket 6. A detection signal is input from a liquid temperature sensor 34 (corresponding to a cooling liquid temperature detection means). Further, the ECU 32 is arranged in an oil temperature sensor 36 (corresponding to oil temperature detecting means) for detecting the temperature of circulating oil, here, the oil temperature THO which is the temperature of oil in the oil pan 20, and the cylinder head 4b. Detection signals are input from the cylinder head temperature sensor 38 that detects the cylinder head temperature THh. Further, the ECU 32 also receives data such as the internal combustion engine speed NE and the internal combustion engine load factor KL from other ECUs such as an internal combustion engine output control ECU. The internal combustion engine load factor KL is one of the indexes representing the internal combustion engine load, and is a ratio (%) of the actual intake air amount to the reference maximum intake air amount per rotation of the internal combustion engine 4.

The ECU 32 performs calculations based on these data, and executes drive control of the electric water pump 14 and the electric oil pump 22.
In addition, about the electric water pump 14, the process in which the drive is stopped at the time of cold is made. Specifically, when the coolant temperature THW is less than 60 ° C., the electric water pump 14 is completely stopped.

  The control of the electric oil pump 22 is shown in the flowchart of FIG. This process is repeatedly executed with a constant time period or a constant crank angle period. The steps in the flowchart corresponding to the individual processing contents are represented by “S˜”.

  When the electric oil pump control process (FIG. 2) is started, first, the internal combustion engine speed NE, the internal combustion engine load factor KL, the coolant temperature THW, and the oil temperature THO are read into a work memory provided in the ECU 32 ( S102).

Next, as shown in Expression 1, a normal oil pump discharge amount Q1 (L / min) is calculated from the map MAPq1 based on the internal combustion engine speed NE and the internal combustion engine load factor KL (S104).
[Formula 1] Q1 <-MAPq1 (NE, KL)
An example of this map MAPq1 is shown in FIG. Although the map MAPq1 is set to a discrete value, the value of the normal oil pump discharge amount Q1 at the intermediate internal combustion engine speed NE or the internal combustion engine load factor KL is calculated by interpolation processing. Actually, a continuous value can be obtained as the normal oil pump discharge amount Q1.

  Next, as shown in Equation 2, the oil warm-up promotion discharge amount Q2 (L / min) is calculated from the map MAPq2 based on the coolant temperature THW and the oil temperature THO (S106). Discrete values are also set in this map MAPq2, but the value of the oil warm-up promotion discharge amount Q2 at the intermediate coolant temperature THW and oil temperature THO is obtained as a continuous value by performing interpolation processing. be able to.

[Formula 2] Q2 <-MAPq2 (THW, THO)
An example of this map MAPq2 is shown in FIG.
Next, the maximum value is extracted and set to the target discharge amount Qm (L / min) among the normal oil pump discharge amount Q1 and the oil warm-up acceleration discharge amount Q2 as shown in Expression 3 (S108). .

[Formula 3] Qm <-Max (Q1, Q2)
Here, Max () represents an operator that extracts the maximum value in the parentheses.
The ECU 32 adjusts the amount of electric power supplied to the electric oil pump 22 so that the target discharge amount Qm thus determined is realized by the electric oil pump 22.

  Note that, in the map MAPq2 for calculating the oil warm-up promotion discharge amount Q2 shown in FIG. 3B, the oil warm-up promotion discharge amount Q2 = 0 in all cases where THW ≦ 40 ° C. This is because priority is given to warm-up promotion on the coolant side at 40 ° C. or lower. In this map MAPq2, instead of setting the oil warm-up acceleration discharge amount Q2 = 0 in the state of THW ≦ 40 ° C., the cylinder head / cylinder block temperature equalization discharge amount in the second embodiment to be described later As shown in the calculation of Q3, the state of THW ≦ 40 ° C. may be determined, and the oil warm-up promotion discharge amount Q2 = 0 may be set uniformly outside the map MAPq2.

  In the above-described configuration, the relationship with the claims corresponds to the ECU 32 being the warm-up progress state detection means, the cold oil circulation amount control means, and the coolant circulation stop means. In the electric oil pump control process (FIG. 2) executed by the ECU 32, the calculation process (S106) of the oil warm-up promoting discharge amount Q2 by the MAPq2 and the target discharge amount Qm setting process (S108) shown in FIG. ) Corresponds to the processing as the warm-up progress detection means and the cold oil circulation amount control means.

The process of stopping the above-described electric water pump 14 executed by the ECU 32 when cold is equivalent to the process as the coolant circulation stopping means.
According to the first embodiment described above, the following effects can be obtained.

  (1) When the internal combustion engine 4 is cold, the coolant temperature THW rises first, but the oil temperature THO is slow to rise because of low heat transfer, so it cools quickly during the initial warm-up period. The liquid temperature THW rises and the difference from the oil temperature THO that rises slowly increases.

  Therefore, in the present embodiment, the warm-up progress state is detected based on the coolant temperature THW and the oil temperature THO, and control is performed so that the amount of oil circulation increases as the warm-up period begins. Specifically, the coolant temperature THW and the oil temperature THO are compared using the map MAPq2, and the difference between the coolant temperature THW and the oil temperature THO is large (particularly, the map MAPq2 has a high coolant temperature THW and a low oil temperature THO). The oil warm-up promoting discharge amount Q2 corresponding to the cold oil circulation amount is increased (S106).

  Compared with the normal oil pump discharge amount Q1 corresponding to the base oil circulation amount, the oil warming promotion discharge amount Q2 is larger than the normal oil pump discharge amount Q1. For example, the electric oil pump 22 is controlled so as to be the oil warm-up promotion discharge amount Q2 (S108).

  In this way, the greater the difference between the coolant temperature THW and the oil temperature THO, the greater the amount of oil circulation than the amount after circulation of warm-up, so that the temperature of the oil rises quickly and the oil warm-up is quicker. It is possible to proceed to.

  (2) Since the ECU 32 executes a process of stopping the circulation of the coolant particularly when cold (for example, THW <60 ° C.), compared to the case where the coolant is also circulated even when cold. The temperature rise of the cylinder head 4b is promoted. For this reason, the oil temperature raising process performed by controlling the amount of oil circulation to be larger at the early stage of warm-up is performed more effectively, and the oil warm-up can be advanced more quickly. .

  Further, since the amount of oil circulation increases, the amount of heat exchange between the cylinder head 4b, which is likely to increase in temperature at an early stage, and other portions such as the cylinder block 4a, where the temperature is not increased so much, increases. A temperature equalizing effect is produced between the head 4b and other portions such as the cylinder block 4a.

  In addition, the period during which the circulation of the coolant can be stopped can also be set longer, thereby saving energy necessary for driving the electric water pump 14 that circulates the coolant.

  (3) Each discharge amount Q1, Q2 is calculated as a continuous value by maps MAPq1, MAPq2 (S104, S106), and the larger of both discharge amounts Q1, Q2 is used as the actual target discharge amount Qm. (S108). For this reason, it is possible to quickly warm up the oil when it is cold, and to smoothly reduce the amount of circulating oil to an appropriate amount after warming up. This makes it possible to suppress consumption of oil circulation energy.

[Embodiment 2]
In the present embodiment, the electric oil pump control process is executed as shown in the flowchart of FIG. Other configurations are the same as those of the first embodiment, and will be described with reference to FIGS.

  When the electric oil pump control process (FIG. 4) is started, an operation in which the internal combustion engine speed NE, the internal combustion engine load factor KL, the coolant temperature THW, the oil temperature THO, and the cylinder head temperature THh are provided in the ECU 32 is first performed. It is read into the memory (S202).

Next, the temperature difference DT (° C.) between the cylinder head and the cylinder block is calculated as shown in Equation 4 (S204).
[Formula 4] DT ← THh-THW
Next, the normal oil pump discharge amount Q1 is calculated based on the internal combustion engine speed NE and the internal combustion engine load factor KL from the map MAPq1 as expressed by the equation 1 described in the first embodiment (S206).

Next, as in Equation 2 described in the first embodiment, the oil warm-up promotion discharge amount Q2 is calculated from the map MAPq2 based on the coolant temperature THW and the oil temperature THO (S208).
Next, it is determined whether or not the coolant temperature THW is 40 ° C. or higher (S210). If THW <40 ° C. (NO in S210), the cylinder head / cylinder block temperature equalizing discharge amount Q3 is set to 0 (L / min) (S212).

  If THW ≧ 40 ° C. (YES in S210), the cylinder head / cylinder block temperature equalizing discharge amount Q3 based on the coolant temperature THW and the cylinder head / cylinder block temperature difference DT from the map MAPq3 as shown in Expression 5 (L / min) is calculated (S214).

[Formula 5] Q3 <-MAPq3 (THW, DT)
An example of this map MAPq3 is shown in FIG. Although this map MAPq3 is set to discrete values, the value of the discharge quantity Q3 for equalizing the cylinder head / cylinder block temperature at the intermediate coolant temperature THW and the cylinder head / cylinder block temperature difference DT is interpolated. It is calculated by doing. Therefore, in practice, a continuous value can be obtained as the discharge amount Q3 for equalizing the cylinder head / cylinder block temperature.

  When the cylinder head / cylinder block temperature equalizing discharge amount Q3 is set in step S212 or step S214, the normal oil pump discharge amount Q1, the oil warm-up acceleration discharge amount Q2, and the cylinder The maximum value is extracted from the head / cylinder block temperature equalizing discharge amount Q3 and set to the target discharge amount Qm (S216).

[Formula 6] Qm <-Max (Q1, Q2, Q3)
The ECU 32 adjusts the amount of electric power supplied to the electric oil pump 22 so that the target discharge amount Qm obtained in this way is obtained from the electric oil pump 22.

  In addition, the cylinder head / cylinder block temperature equalizing discharge amount Q3 = 0 (S212) is not uniformly set outside the map MAPq3 in the state of THW ≦ 40 ° C., but in the map MAPq3 as in the map MAPq2. All the regions where THW ≦ 40 ° C. may be the discharge amount Q3 = 0 for equalizing the cylinder head / cylinder block temperature.

  In the configuration described above, the relationship with the claims corresponds to the ECU 32 being the warm-up progress state detecting means, the cold oil circulation amount controlling means, the coolant circulation stopping means, and the cylinder temperature difference detecting means. In the electric oil pump control process (FIG. 4) executed by the ECU 32, steps S204 and S208 to S216 correspond to processes as the warm-up progress state detection means and the cold oil circulation amount control means, and step S204 is included in this. This corresponds to processing as cylinder temperature difference detection means.

The process of stopping the above-described electric water pump 14 executed by the ECU 32 when cold is equivalent to the process as the coolant circulation stopping means.
According to the second embodiment described above, the following effects can be obtained.

  (1) In the cold state of the internal combustion engine 4, the temperature difference between the cylinder head 4b and the cylinder block 4a tends to increase, and in particular, the ECU 32 executes a process for stopping the circulation of the coolant when it is cold. This temperature difference tends to be remarkable. When such a temperature difference occurs, there is a possibility that a leakage problem may occur in the gasket or the seal portion due to thermal distortion between the cylinder head 4b and the cylinder block 4a.

  Therefore, the difference between the cylinder head temperature THh and the coolant temperature THW is regarded as the temperature difference DT between the cylinder head and the cylinder block (S204), and the temperature difference from the map MAPq3 is based on the temperature difference DT between the cylinder head and the cylinder block. The cylinder head / cylinder block temperature equalizing discharge amount Q3 corresponding to the oil circulation amount at the time of occurrence is calculated (S214).

  The cylinder head / cylinder block temperature equalizing discharge amount Q3 is set to be larger than the normal oil pump discharge amount Q1 and the oil warm-up promoting discharge amount Q2, so that the cylinder head 4b and the cylinder block 4a can be connected to each other. When the temperature difference occurs, the oil circulation amount is adjusted by the cylinder head / cylinder block temperature equalizing discharge amount Q3. As a result, the temperature difference between the cylinder head 4b and the cylinder block 4a can be suppressed.

Furthermore, heat is stored also in the cylinder block 4a due to an increase in the amount of circulating oil, and the thermal efficiency of the internal combustion engine is improved.
(2) If the temperature difference between the cylinder head 4b and the cylinder block 4a becomes smaller, the cylinder head / cylinder block temperature equalizing discharge amount Q3 becomes smaller, and finally the normal oil pump discharge amount Q1 and the oil warming temperature It becomes smaller than the discharge amount Q2 for machine promotion. As a result, the circulation amount adjustment can be smoothly shifted from the discharge amount Q3 for equalizing the cylinder head / cylinder block temperature to the normal amount oil pump discharge amount Q1 and the oil warm-up promotion discharge amount Q2.

  (3) In the region where the coolant temperature THW is low, in this case THW <40 ° C. (NO in S210), the cylinder head / cylinder block temperature is uniformly made uniform without using the map MAPq3 in order to prioritize the coolant warm-up. The discharge amount for use Q3 = 0 (S212). When the coolant temperature THW increases, a large temperature difference occurs between the cylinder head 4b and the cylinder block 4a, and thermal distortion between the cylinder head 4b and the cylinder block 4a due to this temperature difference becomes a problem. Cheap. Therefore, in the region where the coolant temperature THW ≧ 40 ° C. (YES in S210), the cylinder head / cylinder block temperature equalizing discharge amount Q3 is calculated from the map MAPq3 (S214).

Thus, the control load of the ECU 32 can be reduced at a low temperature, and the amount of oil circulation is not increased more than necessary, so that energy for circulation can be saved.
[Other embodiments]
In each of the above embodiments, the ECU adjusts the amount of electric power to the electric oil pump with the target discharge amount Qm. However, when controlling the electric oil pump with hydraulic pressure, the ECU sets the target discharge amount Qm to the target hydraulic pressure. The electric oil pump is controlled so as to achieve this target hydraulic pressure. When controlling with a pump load, for example, when controlling directly with electric energy, the target discharge amount Qm is converted into a target electric energy, and this target electric energy is supplied to a conductive oil pump.

  In FIG. 1, the bypass passage 16 and the thermostat valve 18 are provided between the two passages 10 and 12. However, such a mechanism for bypassing the radiator 8 is not provided, and electric power is supplied in the cold state. It is good also as an internal combustion engine which aims at temperature increase promotion only by the process which stops the water pump 14. FIG.

  In the second embodiment, the temperature difference DT between the cylinder head and the cylinder block is calculated based on the detection value of the cylinder head temperature sensor 38 (cylinder head temperature THh) and the detection value of the cooling liquid temperature sensor 34 (cooling liquid temperature THW). It was a difference. In this way, instead of using the cylinder head temperature sensor 38, the temperature rise state in the cylinder head 4b may be estimated based on the relationship between the amount of heat generated by combustion in the combustion chamber of the internal combustion engine 4 and the heat capacity of the cylinder head 4b. The temperature difference DT between the cylinder head and the cylinder block can be obtained as the difference between the estimated temperature of the cylinder head and the coolant temperature THW.

  The normal oil pump discharge amount Q1, the oil warm-up acceleration discharge amount Q2, and the cylinder head / cylinder block temperature equalization discharge amount Q3 calculated from the maps MAPq1, MAPq2, and MAPq3 are converted into continuous values by interpolation processing. Although calculated, when reaching each parameter of each map MAPq1, MAPq2, MAPq3, it may be set as it is. That is, the normal oil pump discharge amount Q1, the oil warm-up promotion discharge amount Q2, and the cylinder head / cylinder block temperature equalization discharge amount Q3 may be set stepwise.

  In each of the above embodiments, the oil warm-up acceleration discharge amount Q2 is calculated using the map MAPq2 with the coolant temperature THW and the oil temperature THO as parameters indicating the warm-up progress state. In addition to this, the warm-up progress state may be detected based only on the coolant temperature THW. That is, instead of the map MAPq2, the oil warm-up promotion discharge amount Q2 may be calculated as a one-dimensional map using only the coolant temperature THW as a parameter.

  Further, the temperature rise state in the cylinder head 4b is estimated based on the relationship between the amount of heat generated by combustion in the combustion chamber of the internal combustion engine 4 and the heat capacity of the cylinder head 4b, and the warm-up progresses from the temperature rise state in the cylinder head 4b. The state may be detected. That is, the warming-up progress state may be detected based on the amount of heat generated during operation of the internal combustion engine.

  In FIG. 1, the oil path 28 that supplies oil to the cylinder head 4b is a path that can exchange heat in the cylinder head 4b, or a path that can exchange heat with the water jacket 6 in the cylinder head 4b. Further, the oil warm-up effect may be further enhanced.

  DESCRIPTION OF SYMBOLS 2 ... Internal combustion engine cooling system / lubrication system control device, 4 ... Internal combustion engine, 4a ... Cylinder block, 4b ... Cylinder head, 6 ... Water jacket, 8 ... Radiator, 10, 12 ... Flow path, 14 ... Electric water pump, 16 DESCRIPTION OF SYMBOLS ... Bypass flow path, 18 ... Thermostat valve, 20 ... Oil pan, 22 ... Electric oil pump, 24 ... Oil strainer, 26 ... Oil cooler, 28, 30 ... Oil path, 32 ... ECU, 34 ... Coolant temperature sensor, 36 ... oil temperature sensor, 38 ... cylinder head temperature sensor.

Claims (10)

An internal combustion engine oil circulation amount control device in an internal combustion engine having a cooling system by circulation of coolant and a lubrication system by circulation of oil,
A warm-up progress state detecting means for detecting a warm-up progress state;
Based on the warm-up progress state detected by the warm-up progress state detection means, a cold oil circulation amount control means for controlling the oil circulation amount of the internal combustion engine to be greater as the initial warm-up time;
An oil circulation amount control device for an internal combustion engine, comprising: 2. The internal combustion engine oil circulation amount control device according to claim 1, further comprising a coolant circulation stop means for stopping the circulation of the coolant when it is cold. The internal combustion engine oil circulation amount control device according to claim 1 or 2, wherein the cold oil circulation amount control means adjusts the oil circulation amount according to the warm-up progress from the initial warm-up state based on the warm-up progress state. An internal combustion engine oil circulation amount control device that reduces the circulation amount in a stepwise or continuous manner toward a circulation amount after warm-up. The internal combustion engine oil circulation amount control device according to any one of claims 1 to 3, wherein the warm-up progress state detection means detects a warm-up progress state based on a generated heat amount during operation of the internal combustion engine. An internal combustion engine oil circulation amount control device. The internal combustion engine oil circulation amount control device according to any one of claims 1 to 3, wherein the warm-up progress state detection unit includes a coolant temperature detection unit that detects a coolant temperature of the internal combustion engine. An internal combustion engine oil circulation amount control device that detects a warm-up progress state based on a coolant temperature detected by a coolant temperature detection means. The internal combustion engine oil circulation amount control device according to any one of claims 1 to 3, wherein the warm-up progress state detection means includes a coolant temperature detection means for detecting a coolant temperature of the internal combustion engine, and a temperature of the oil. An oil temperature detecting means for detecting the warming-up, and detecting a warm-up progress state based on the coolant temperature detected by the coolant temperature detecting means and the oil temperature detected by the oil temperature detecting means An oil circulation amount control device for an internal combustion engine characterized by the above. 7. The internal combustion engine oil circulation amount control device according to claim 6, wherein the warm-up progress state detection means includes a coolant temperature detected by the coolant temperature detection means and an oil detected by the oil temperature detection means. An internal combustion engine oil circulation amount control device characterized in that warm-up progresses as the difference from temperature is smaller. The internal combustion engine oil circulation amount control apparatus according to any one of claims 1 to 7, wherein the cold oil circulation amount control means includes a base oil circulation amount calculated based on an operating state of the internal combustion engine, and the warm-up operation. An internal-combustion-engine oil circulation amount control device that adjusts an oil circulation amount by a larger one of a cold oil circulation amount calculated based on a warming-up progress state detected by a progress state detecting means. 9. The internal combustion engine oil circulation amount control device according to claim 8, wherein the internal combustion engine operating state is an internal combustion engine speed and an internal combustion engine load. The internal combustion engine oil circulation amount control device according to any one of claims 1 to 9, wherein the cold oil circulation amount control means detects a temperature difference between a cylinder head and a cylinder block of the internal combustion engine. A difference detection means is provided, and an oil circulation amount when a temperature difference is generated is calculated based on the temperature difference detected by the cylinder temperature difference detection means. An internal-combustion-engine oil circulation amount control device that adjusts the oil circulation amount according to the oil circulation amount when a temperature difference occurs when the oil circulation amount is greater than any one of the items.

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