JP2012007598A - On-board lubricant supply device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an on-board lubricant supply device that reduces a frequency at which a lubricant supply to a target portion is short.SOLUTION: The on-board lubricant supply device 2 changes a control pressure PC to control a pressure of the inside of a supply oil path 21 for supplying the lubricant to the target portion of an internal combustion engine 1. The device includes: a hydraulic control mechanism 30 having, as the control pressure PC, a first control pressure PC1 and a second control pressure PC2 which is higher than the first control pressure; and a cooling water temperature sensor 54 for detecting a temperature of the internal combustion engine 1. When an output of the cooling water temperature sensor 54 is failure, an abnormal control that the control pressure PC is maintained to the second control pressure PC2 is carried out.

Description

  The present invention relates to an in-vehicle lubricating oil supply apparatus including pressure control means for changing a control pressure for controlling a pressure in a supply oil passage that supplies lubricating oil to a target portion of a lubricated in-vehicle apparatus.

As the lubricating oil supply device, for example, a device described in Patent Document 1 is known.
In this lubricating oil supply device, the control pressure is determined based on the output value of the cooling water temperature sensor that correlates with the temperature of the internal combustion engine as the device temperature. That is, when the output of the cooling water temperature sensor is high, the control pressure is set to the control pressure on the high pressure side and the piston jet is operated.

  Further, it is conceivable to provide an engine-driven water pump and a clutch for switching the transmission mode of the driving force from the internal combustion engine to the water pump, and to adjust the cooling water circulation mode in the water jacket by the clutch. In this case, it is possible to promote warm-up of the internal combustion engine by limiting the circulation of the cooling water in the water jacket when the internal combustion engine is at a low temperature. Further, in the lubricating oil supply device applied to the internal combustion engine having such a configuration, when the engine operation state in which the circulation of the cooling water is restricted, that is, at the low temperature of the internal combustion engine, it is less necessary to operate the piston jet. Set the control pressure to the control pressure on the low pressure side.

JP 2007-107485 A

  However, for example, when an abnormality occurs in the output of the cooling water temperature sensor, it is impossible to grasp the cooling performance by the lubricating oil required for the internal combustion engine. In addition, when an abnormality occurs in the operating state of the clutch that switches the transmission mode of the driving force from the internal combustion engine to the water pump, the driving force is not accurately transmitted from the internal combustion engine to the water pump, and the low temperature of the internal combustion engine is reduced. At times other than the time, the execution of the circulation restriction control for restricting the circulation of the cooling water is not released. When such a state is continued, there is a risk that the lubricating oil is insufficient and the apparatus temperature becomes excessively high in a high temperature state where a large amount of lubricating oil needs to be supplied. In addition, this increases the possibility that the internal combustion engine will burn.

Such a problem is not limited to the on-vehicle internal combustion engine, but is also considered to occur in a transmission that shifts the rotation of the output shaft of the internal combustion engine.
The present invention has been made in view of such circumstances, and an object thereof is to provide an in-vehicle lubricating oil supply device that can reduce the frequency of occurrence of a situation where the amount of lubricating oil supplied to a target portion is insufficient. There is.

In the following, means for achieving the above object and its effects are described.
(1) The invention according to claim 1 changes the control pressure for controlling the pressure in the supply oil passage for supplying the lubricating oil to the target part of the lubrication type vehicle-mounted device, and the control pressure is a low pressure. In the in-vehicle lubricating oil supply apparatus including pressure control means having a control pressure and a high-pressure control pressure higher than the control pressure, when there is an abnormality in the operating state of the system related to temperature control of the lubrication-type in-vehicle apparatus, the control pressure The gist of the present invention is to perform an abnormal control to maintain the high pressure control pressure.

  In this invention, when there is an abnormality in the operating state of the system related to temperature control of the lubrication type vehicle-mounted device, that is, when there is a possibility that the temperature of the lubrication type vehicle device cannot be accurately controlled, The control pressure is maintained at a high pressure control pressure that is greater than the low pressure control pressure, assuming that the increase proceeds. For this reason, the frequency with which the situation where the supply amount of the lubricating oil to the target portion is insufficient can be reduced.

  (2) The invention according to claim 2 changes the control pressure for controlling the pressure in the supply oil passage for supplying the lubricating oil to the target portion of the lubrication type vehicle-mounted device, and the control pressure is a low pressure. In the in-vehicle lubricating oil supply apparatus including pressure control means having a control pressure and a high-pressure control pressure higher than the control pressure, when there is an abnormality in the operating state of the system related to temperature control of the lubrication-type in-vehicle apparatus, the control pressure The gist of the present invention is to perform control at the time of abnormality that prohibits the control of the low pressure control pressure.

  In this invention, when there is an abnormality in the operating state of the system related to temperature control of the lubrication type vehicle-mounted device, that is, when there is a possibility that the temperature of the lubrication type vehicle device cannot be accurately controlled, The control pressure is prohibited from being a low pressure control pressure, assuming the case where the increase proceeds. For this reason, the frequency with which the situation where the supply amount of the lubricating oil to the target portion is insufficient can be reduced.

  (3) The invention according to claim 3 is a vehicle-mounted lubricating oil supply including pressure control means for changing a control pressure for controlling a pressure in a supply oil path for supplying the lubricating oil to a target portion of the lubricated vehicle-mounted device. In the apparatus, when an abnormality occurs in the operating state of the system related to the temperature control of the lubricated in-vehicle device, the abnormal time control for increasing the control pressure is greater than when no abnormality occurs in the operating state of the system. The gist is to do.

  In this invention, when there is an abnormality in the operating state of the system related to the temperature control of the lubrication type vehicle-mounted device, that is, when there is a possibility that the temperature of the lubrication type vehicle device cannot be accurately controlled, Assuming that the temperature rises, the control pressure is set larger than when no abnormality has occurred in the operating state of the system. For this reason, the frequency with which the situation where the supply amount of the lubricating oil to the target portion is insufficient can be reduced.

  (4) The invention according to claim 4 is a vehicle-mounted lubricating oil supply including pressure control means for changing a control pressure for controlling a pressure in a supply oil passage for supplying the lubricating oil to a target portion of the lubricated vehicle-mounted device. The gist of the present invention is that, when there is an abnormality in the operating state of the system related to the temperature control of the lubrication type vehicle-mounted device, the abnormal time control for prohibiting the change of the control pressure to the low pressure side is performed.

  In this invention, when there is an abnormality in the operating state of the system related to temperature control of the lubrication type vehicle-mounted device, that is, when there is a possibility that the temperature of the lubrication type vehicle device cannot be accurately controlled, Assuming that the increase proceeds, changing the control pressure to the low pressure side is prohibited. For this reason, the frequency with which the situation where the supply amount of the lubricating oil to the target portion is insufficient can be reduced.

  (5) The invention according to claim 5 is an in-vehicle lubricating oil supply including pressure control means for changing a control pressure for controlling a pressure in a supply oil passage for supplying the lubricating oil to a target portion of the lubricating in-vehicle device. In the apparatus, a state in which the operating state of the system related to the temperature control of the lubricated in-vehicle device is abnormal is referred to as a state A, and the operating state of the system is not in an abnormal state. When the state is the same as the state B, the control pressure is prohibited from being changed to the low pressure side in the state A, and the control in the abnormal state is allowed to change the control pressure to the low pressure side in the state B. The gist is to do.

  In this invention, when the system operating state related to the temperature control of the lubrication type vehicle-mounted device is in an abnormal state A, that is, when there is a possibility that the temperature of the lubrication type vehicle-mounted device cannot be accurately controlled, It is prohibited to change the control pressure to the low pressure side, assuming that the temperature rise of the device proceeds. For this reason, the frequency with which the situation where the supply amount of the lubricating oil to the target portion is insufficient can be reduced.

  (6) The invention according to claim 6 is a vehicle-mounted lubricating oil supply including pressure control means for changing the control pressure for controlling the pressure in the supply oil passage for supplying the lubricating oil to the target portion of the lubricated vehicle-mounted device. In the device, with respect to the driving state of the lubrication-type in-vehicle device, a driving state in which the pressure of the lubricating oil is allowed to be maintained at a relatively low pressure is set to a low pressure driving state, and the pressure of the lubricating oil is set to a relatively high pressure. The drive state required to be maintained is a high pressure drive state, and the control pressure is set to a relatively low control pressure as a low pressure control pressure, and a relatively high control pressure as a high pressure control pressure. When there is no abnormality in the operating state of the system related to temperature control of the lubrication type vehicle-mounted device, and when the drive state of the lubrication type vehicle-mounted device is in the low pressure drive state, the control pressure is set to the low pressure control pressure. When the operating state of the system related to temperature control of the lubrication type vehicle-mounted device is abnormal, and when the drive state of the lubrication type vehicle-mounted device is in the low pressure drive state, the control pressure is changed to the high pressure control pressure. The gist of the present invention is that, when the lubrication type in-vehicle apparatus is in the high-pressure drive state, the control at the time of abnormality is performed to set the control pressure to the high-pressure control pressure.

  In the present invention, when there is an abnormality in the operating state of the system related to temperature control of the lubrication type vehicle-mounted device, and when the drive state of the lubrication type vehicle-mounted device is in a low-pressure drive state, that is, the temperature of the lubrication type vehicle-mounted device is accurately determined. When there is a possibility that control cannot be performed, the control pressure is set to the high pressure control pressure assuming that the temperature rise of the lubricated vehicle-mounted device proceeds. For this reason, the frequency with which the situation where the supply amount of the lubricating oil to the target portion is insufficient can be reduced.

  (7) The invention according to claim 7 is the in-vehicle lubricating oil supply device according to any one of claims 1 to 6, wherein the operating state of the system related to temperature control of the lubricating in-vehicle device is determined. The gist of the invention is to provide an abnormality detection means for detecting an abnormality, and to perform the abnormality control when an abnormality is detected by the abnormality detection means.

In the present invention, when an abnormality is detected by the abnormality detection means, the control at the time of abnormality is performed. For this reason, the situation where the supply amount of the lubricating oil to the target portion is insufficient can be appropriately determined.
(8) The invention according to claim 8 is the in-vehicle lubricating oil supply device according to any one of claims 1 to 7, wherein the internal combustion engine as the lubricated in-vehicle device is in the supply oil passage. The gist of this system is that it is a system related to temperature control of an internal combustion engine.

  In this invention, when there is an abnormality in the operating state of the system related to the temperature control of the internal combustion engine, the control at the time of abnormality is performed. For this reason, in the internal combustion engine, the frequency of occurrence of a situation where the supply amount of the lubricating oil to the target portion is insufficient can be reduced.

  (9) The system related to the temperature control of the internal combustion engine is specifically an engine cooling system that cools the engine by circulating the cooling water in the cooling water passage, as in the invention described in claim 9, for example. Can be Further, when there is an abnormality in the operating state of the engine cooling system, that is, when there is a possibility that the engine temperature cannot be accurately controlled, it is assumed that the engine temperature rises, and If the invention described in any one of the embodiments is applied, the frequency of occurrence of a situation where the supply amount of the lubricating oil to the target portion is insufficient can be reduced.

  (10) The invention according to claim 10 is the lubricating oil supply apparatus according to claim 9, wherein the engine cooling system includes engine temperature detecting means for detecting the temperature of the internal combustion engine, The gist is to perform the abnormal control when there is an abnormality in the output of the detection means.

  When the engine temperature rises when there is an abnormality in the output of the engine temperature detection means, that is, when it is difficult to confirm the supply amount of lubricating oil required for the internal combustion engine based on the output of the engine temperature detection means Assuming the above, if the invention according to any one of claims 1 to 6 is applied, the supply amount of lubricating oil to the target portion is insufficient due to an abnormality in the output of the engine temperature detecting means. The frequency with which the situation occurs can be reduced.

  (11) The invention according to claim 11 is the lubricating oil supply apparatus according to claim 9 or 10, wherein the engine cooling system includes a circulation mode adjusting means for adjusting a circulation mode of cooling water inside the engine. The gist of the present invention is to perform the abnormality control when there is an abnormality in the operation mode of the circulation mode adjusting means.

  Any one of claims 1 to 6, assuming that the engine temperature rises when there is an abnormality in the operation mode of the circulation mode adjusting means, that is, when there is a possibility that the engine temperature cannot be accurately controlled. If the invention described in the above item is applied, the frequency of occurrence of a situation where the supply amount of the lubricating oil to the target part is insufficient can be reduced.

  (12) According to a twelfth aspect of the present invention, in the lubricating oil supply device according to the eleventh aspect, the circulation mode adjusting means restricts circulation of the cooling water in the cooling water passage at a low temperature of the internal combustion engine. The gist of the present invention is that when the internal combustion engine is not at a low temperature and there is an abnormality in which the execution of the circulation restriction control is not canceled, the abnormal time control is performed.

  By executing the circulation restriction control that restricts the circulation of the cooling water in the cooling water passage when the internal combustion engine is at a low temperature, warming up of the internal combustion engine can be promoted. However, there is an abnormality that does not cancel the execution of the circulation restriction control when the internal combustion engine is not at a low temperature, and the control pressure at this time is set low. The increase in the engine temperature that is not performed cannot be suppressed by either the circulation of the cooling water or the supply of the lubricating oil, and the engine temperature may increase. In this respect, if the invention according to any one of claims 1 to 6 is applied to the present invention, the frequency of occurrence of a situation in which the supply amount of lubricating oil to the target portion is insufficient is reduced. And the progress of the engine temperature rise can be suppressed.

  (13) As the circulation mode adjusting means for performing circulation restriction control for restricting the circulation of the cooling water in the cooling water passage at a low temperature of the internal combustion engine, as in the invention according to claim 13, an engine-driven water pump; The present invention can be embodied with a mode including a clutch that switches a mode of transmission of driving force from the internal combustion engine to the water pump. Incidentally, in this case, for example, an abnormality occurs in the operating state of the clutch, so that the driving force is not accurately transmitted from the internal combustion engine to the water pump, and the cooling water is circulated when the internal combustion engine is not at a low temperature. Execution of the circulation restriction control that restricts is not canceled. When there is such an abnormality, if the invention according to any one of claims 1 to 6 is applied, an operational effect according to the invention according to claim 12 can be achieved.

  (14) Further, as a circulation mode adjusting means for performing circulation restriction control for restricting circulation of the cooling water in the cooling water passage when the internal combustion engine is at a low temperature, an electric water pump is used as the invention according to claim 14. It can be embodied with a certain aspect. Incidentally, in this case, for example, an abnormality such as disconnection occurs between the water pump and the control device that controls the water pump, so that the water pump is not driven and the cooling water is circulated when the internal combustion engine is not at a low temperature. Execution of the circulation restriction control that restricts is not canceled. When there is such an abnormality, if the invention according to any one of claims 1 to 6 is applied, an operational effect according to the invention according to claim 12 can be achieved.

  (15) The invention according to claim 15 is the in-vehicle lubricating oil supply device according to any one of claims 1 to 14, wherein the transmission as the lubrication-type in-vehicle device is in the supply oil path. The gist is to control the pressure of the lubricating oil.

  According to this invention, when there is an abnormality in the operating state of the system related to the temperature control of the transmission, the control at the time of abnormality is performed. For this reason, it is possible to reduce the frequency of occurrence of a situation where the supply amount of the lubricating oil to the target portion is insufficient in the transmission.

  (16) The invention according to claim 16 is the in-vehicle lubricating oil supply device according to any one of claims 1 to 15, wherein the pressure control means is configured such that the pressure in the supply oil path is the control. The gist is that the pressure in the supply oil passage is changed by relieving the lubricating oil in the supply oil passage when the pressure is larger than the pressure.

  According to the present invention, in the in-vehicle lubricating oil supply device including pressure control means for relieving the lubricating oil in the supply oil passage when the pressure in the supply oil passage is larger than the control pressure, the supply amount of the lubricating oil to the target part is It is possible to reduce the frequency at which the shortage occurs.

The schematic diagram which shows typically the whole structure of the internal combustion engine including the apparatus about 1st Embodiment of the vehicle-mounted lubricating oil supply apparatus of this invention. The map which prescribed | regulated the relationship between the engine speed used in the hydraulic control of the embodiment, fuel injection amount, and control pressure. The timing chart which shows an example of the execution aspect of the hydraulic control of the embodiment. The flowchart which shows the procedure about "the process at the time of sensor abnormality" performed by the electronic control apparatus of the embodiment. The timing chart which shows an example of the execution aspect about "the process at the time of sensor abnormality" of the embodiment. The timing chart which shows an example of the execution aspect about "the process at the time of sensor abnormality" of the embodiment. The schematic diagram which shows typically an engine cooling system about 2nd Embodiment of the vehicle-mounted lubricating oil supply apparatus of this invention. The flowchart which shows the procedure about "the process at the time of water pump abnormality" performed by the electronic controller of the embodiment. The timing chart which shows an example of the execution aspect about "the process at the time of water pump abnormality" of the embodiment. The timing chart which shows an example of the execution aspect about "the process at the time of water pump abnormality" of the embodiment.

<First Embodiment>
A first embodiment of the present invention will be described with reference to FIGS. In the present embodiment, an example in which the present invention is embodied as a lubricating oil supply device that supplies lubricating oil to a target portion of an internal combustion engine as a lubrication-type in-vehicle device is shown.

  As shown in FIG. 1, an internal combustion engine 1 is an engine body 10 that burns an air-fuel mixture, a lubricating oil supply device 2 that supplies lubricating oil to each lubricating portion of the internal combustion engine 1, and these devices. And a control device 50 for controlling automatically.

  The engine body 10 includes a cylinder block 11 having a combustion chamber 13 for burning an air-fuel mixture, an oil pan 12 for storing lubricating oil, and an injector 16 for injecting fuel into an intake passage. The cylinder block 11 is provided with a piston 14 that reciprocates by air-fuel mixture combustion, and a crankshaft 15 that converts the reciprocating motion of the piston 14 into rotational motion.

  The lubricating oil supply device 2 includes an engine lubricating mechanism 20 that supplies lubricating oil to each target portion of the engine body 10 and a hydraulic pressure that controls the pressure of the lubricating oil supplied to each target portion (hereinafter referred to as “supply pressure PS”). Control mechanism 30.

  The engine lubrication mechanism 20 lubricates the oil supply path 21 connecting the oil pan 12 and the engine body 10, the oil pump 22 provided in the supply oil path 21 and driven by the crankshaft 15, and the piston 14. A piston jet 25 for injecting oil.

  In the supply oil passage 21, the upstream supply oil passage 21 </ b> A that is upstream of the oil pump 22 is provided with an oil strainer 23 that filters relatively large foreign substances contained in the lubricating oil in the oil pan 12. Yes. An oil filter 24 that filters minute foreign matters contained in the lubricating oil is provided in the downstream supply oil passage 21 </ b> B on the downstream side of the oil pump 22 in the supply oil passage 21.

  The hydraulic pressure control mechanism 30 bypasses the oil pump 22 to connect the downstream supply oil path 21B and the upstream supply oil path 21A to each other, and the pressure of the lubricating oil in the downstream supply oil path 21B that is the supply pressure PS. Is formed by a relief valve 31 that opens when the pressure exceeds a predetermined pressure (hereinafter referred to as “control pressure PC”), and a control pressure switching mechanism 40 that changes the magnitude of the control pressure PC of the relief valve 31.

  The relief oil passage 32 includes a discharge-side oil passage 33 provided on the inlet side of the relief valve 31, a suction-side oil passage 34 provided on the outlet side of the relief valve 31, and a valve interior provided in the relief valve 31. An oil passage 35 is included.

  When the relief valve 31 is in the open state, the relief oil passage 32 is opened, so that the lubricating oil in the downstream supply oil passage 21B is relieved to the upstream supply oil passage 21A via the relief oil passage 32.

  The relief valve 31 includes a piston 31A as a valve body that opens or closes the valve internal oil passage 35 based on the supply pressure PS, a sleeve 31B that includes an outlet of the relief valve 31 and is movable with respect to the piston 31A, and a piston A switching chamber 31C for switching the position of the sleeve 31B with respect to 31A is provided. In the switching chamber 31 </ b> C, the lubricating oil is supplied and discharged by the control pressure switching mechanism 40 independently of the valve internal oil passage 35.

  The control pressure switching mechanism 40 includes a switching valve 44 that switches the supply state of the lubricating oil in the switching chamber 31C according to a command from the electronic control device 51, and three oil paths connected to the switching valve 44, that is, a first switching oil path 41. And a second switching oil passage 42 and a third switching oil passage 43.

  The first switching oil passage 41 connects the discharge side oil passage 33 and the switching valve 44 to each other. The second switching oil passage 42 connects the switching valve 44 and the switching chamber 31C to each other. The third switching oil passage 43 connects the switching valve 44 and the suction side oil passage 34 to each other.

  The switching valve 44 changes the communication state between the ports provided corresponding to the respective switching oil passages 41 to 43, so that the lubricating oil is supplied to the switching chamber 31C and the lubricating oil is supplied from the switching chamber 31C. Switch between discharged states.

  When the communication state of each port is in the first communication state, the first switching oil passage 41 and the second switching oil passage 42 are in communication with each other, and the first switching oil passage 41 and the third switching oil passage 43 are in communication with each other. Blocked. Thereby, the lubricating oil in the downstream supply oil passage 21 </ b> B is supplied to the switching chamber 31 </ b> C via the discharge-side oil passage 33, the first switching oil passage 41, and the second switching oil passage 42.

  When the communication state of each port is in the second communication state, the first switching oil passage 41, the second switching oil passage 42, and the third switching oil passage 43 are blocked from each other, and the second switching oil passage 42 and the third switching oil passage 42 The switching oil passage 43 communicates with each other. Thereby, the lubricating oil in the switching chamber 31C is relieved to the upstream supply oil passage 21A via the second switching oil passage 42, the third switching oil passage 43, and the suction side oil passage 34.

The relief valve 31 operates as follows according to the hydraulic pressure in the switching chamber 31C.
When the lubricating oil is supplied to the switching chamber 31C, the position of the sleeve 31B with respect to the piston 31A is maintained at the first switching position. Thus, the control pressure PC is set to the first control pressure PC1 on the low pressure side.

  When the lubricating oil is relieved from the switching chamber 31C, the position of the sleeve 31B with respect to the piston 31A is maintained at the second switching position. Thereby, the control pressure PC is set to the second control pressure PC2 on the high pressure side.

  When the control pressure PC is set to the first control pressure PC1 and the supply pressure PS is less than the first control pressure PC1, the relief valve 31 is maintained in the closed state. On the other hand, when the control pressure PC is set to the first control pressure PC1 and the supply pressure PS is equal to or higher than the first control pressure PC1, the relief valve 31 is maintained in an open state.

  When the control pressure PC is set to the second control pressure PC2 and the supply pressure PS is less than the second control pressure PC2, the relief valve 31 is maintained in the closed state. On the other hand, when the control pressure PC is set to the second control pressure PC2 and the supply pressure PS is equal to or higher than the second control pressure PC2, the relief valve 31 is maintained in an open state.

  When the supply pressure PS is maintained at or near the first control pressure PC1, the valve on the oil passage that supplies the lubricant oil to the piston jet 25 is closed. Thereby, lubricating oil is not injected from piston jet 25 to piston 31A.

  When the supply pressure PS is maintained at or near the second control pressure PC2, the valve on the oil passage that supplies the lubricant oil to the piston jet 25 is opened. Thereby, lubricating oil is injected toward piston 31A from piston jet 25. FIG.

  The control device 50 controls the operation of each device based on various sensors that monitor the engine operating state, that is, various sensors including a crank position sensor 52, a hydraulic pressure sensor 53, and a cooling water temperature sensor 54, and outputs of these sensors. A warning lamp 61 is provided that lights up when an abnormality occurs in the electronic control device 51 and the cooling water temperature sensor 54.

  The crank position sensor 52 outputs a signal corresponding to the rotation angle of the crankshaft 15 (hereinafter “crank angle CA”) to the electronic control unit 51. The hydraulic sensor 53 outputs a signal corresponding to the supply pressure PS of the supply oil passage 21. The cooling water temperature sensor 54 outputs a signal corresponding to the temperature of the cooling water for cooling the cylinder (hereinafter, “cooling water temperature TW”) to the electronic control unit 51.

  The electronic control unit 51 calculates the following parameters for use in various controls. That is, a calculation value corresponding to the crank angle CA is calculated based on the output signal from the crank position sensor 52. Further, a calculated value corresponding to the rotational speed of the crankshaft 15 (hereinafter referred to as “engine rotational speed NE”) is calculated based on the calculated value of the crank angle CA. Further, an operation value corresponding to the cooling water temperature TW is calculated based on an output signal from the cooling water temperature sensor 54. Further, a command value for the amount of fuel injected from the injector 16 (hereinafter referred to as “fuel injection amount Q”) is calculated.

  Control performed by the electronic control unit 51 includes hydraulic control for controlling the hydraulic pressure supplied to each lubrication part of the engine, and warning control for lighting the warning lamp 61 when an abnormality occurs in the cooling water temperature sensor 54. In addition, sensor abnormality control for dealing with the abnormality of the cooling water temperature sensor 54 is exemplified.

The contents of the hydraulic control will be described with reference to FIG.
In the hydraulic control mechanism 30, the state in which the control pressure PC is set to the first control pressure PC1 is referred to as “low pressure control state”, and the state in which the control pressure PC is set to the second control pressure PC2 is referred to as “high pressure control state”. In these control states, the fuel consumption rate and the engine lubrication performance have the following relationship.

  That is, in the low pressure control state, since the load of the oil pump 22 is smaller than that in the high pressure control state, assuming that only the magnitude of the control pressure PC is different, the fuel consumption rate in the low pressure control state is the fuel in the high pressure control state. It becomes smaller than the consumption rate. On the other hand, since the supply pressure PS is higher in the high pressure control state than in the low pressure control state, assuming that only the magnitude of the control pressure PC is different, the engine lubrication performance in the high pressure control state is the engine lubrication in the low pressure control state. It becomes higher than performance.

  For this reason, in order to satisfy the two requirements of reduction of the fuel consumption rate and appropriate lubrication of the internal combustion engine 1, the hydraulic control mechanism 30 is basically maintained in a high pressure control state and is required for the internal combustion engine 1. When the amount of lubricating oil is small, it can be said that it is desirable to maintain the hydraulic control mechanism 30 in the low pressure control state.

The amount of lubricating oil required for the internal combustion engine 1 increases mainly at the following times.
That is, when the engine rotational speed NE is high, the movement speed of the piston 14 is high, so that the amount of lubrication required for lubricating the piston 14 and the like in the engine body 10 increases. Further, when the fuel injection amount Q is large, the torque generated by combustion is large, so that the amount of lubricating oil required for lubricating the crankshaft 15 and the like in the internal combustion engine 1 increases. Further, when the temperature of the internal combustion engine 1 is high, that is, when the cooling water temperature TW is high, the temperature of the piston 14 tends to be excessively high, so that the amount of lubricating oil required for cooling the piston 14 by the piston jet 25 is small. Become more.

  Therefore, in the hydraulic control, the amount of lubricating oil required for the internal combustion engine 1 is grasped based on the coolant temperature TW, the engine rotational speed NE, and the fuel injection amount Q as indicators of the engine operating state, and the amount of lubricating oil is calculated. The corresponding control pressure PC is set. Specifically, the engine operating state determined by the coolant temperature TW, the engine speed NE, and the fuel injection amount Q belongs to which region on the control pressure switching map of FIG. The control pressure PC is set according to the region to which it belongs.

  As shown in FIG. 2, in the control pressure switching map, the operation region R with the engine speed NE and the fuel injection amount Q as parameters is divided into two regions, that is, a low pressure region R1 and a high pressure region R2. ing. The low pressure region R1 indicates the operation region R on the lower rotational speed side and the lower injection amount side than the boundary line L. The high pressure region R2 indicates the operation region R on the higher rotational speed side and the higher injection amount side than the boundary line L.

Three types of boundary lines L are prepared according to the cooling water temperature TW.
That is, the boundary line L1 used when the cooling water temperature TW is equal to or higher than the lower limit temperature TWX and lower than the first boundary temperature TW1 (> TWX), and the cooling water temperature TW is equal to or higher than the boundary temperature TW1 and equal to the second boundary temperature TW2 (> TW1). ) And a boundary line L3 used when the coolant temperature TW is equal to or higher than the boundary temperature TW2 and lower than the upper limit temperature TWY (> TW2).

  The low pressure region R1 when the operation region R is partitioned by the boundary line L1 is larger than the low pressure region R1 when the operation region R is partitioned by the boundary line L2. The low pressure region R1 when the operation region R is partitioned by the boundary line L2 is larger than the low pressure region R1 when the operation region R is partitioned by the boundary line L3.

The electronic control unit 51 sets the control pressure PC based on the map as follows.
When the engine speed NE and the fuel injection amount Q at that time belong to the low pressure region R1, the control pressure PC is set to the first control pressure PC1. On the other hand, when belonging to the high pressure region R2, the control pressure PC is set to the second control pressure PC2.

  When the coolant temperature TW is equal to or higher than the lower limit temperature TWX and lower than the first boundary temperature TW1, it is determined whether the engine speed NE and the fuel injection amount Q belong to the low pressure region R1 or the high pressure region R2 with reference to the boundary line L1. .

  When the cooling water temperature TW is equal to or higher than the first boundary temperature TW1 and lower than the second boundary temperature TW2, whether the engine rotational speed NE and the fuel injection amount Q belong to the low pressure region R1 or the high pressure region R2 with reference to the boundary line L2. judge.

  When the coolant temperature TW is equal to or higher than the second boundary temperature TW2 and lower than the upper limit temperature TWY, it is determined whether the engine rotational speed NE and the fuel injection amount Q belong to the low pressure region R1 or the high pressure region R2 with reference to the boundary line L3. .

  When the cooling water temperature TW is lower than the lower limit temperature TWX, the viscosity of the lubricating oil is higher than when the cooling water temperature TW is equal to or higher than the predetermined cooling water temperature TWX. That is, there is a high possibility that the amount of lubricating oil supplied to the target part will be insufficient. For this reason, when the cooling water temperature TW is lower than the lower limit temperature TWX, the control pressure PC is set to the second control pressure PC2.

  When the coolant temperature TW is equal to or higher than the upper limit temperature TWY, the internal combustion engine 1 is required to have high cooling performance. For this reason, when the coolant temperature TW is equal to or higher than the upper limit temperature TWY, the control pressure PC is set to the second control pressure PC2.

  When the electronic control device 51 selects the first control pressure PC1 or the second control pressure PC2 based on the control pressure switching map, the electronic control device 51 is used to maintain the selected control pressure PC or to change to the selected control pressure PC. Perform signal processing. That is, when the first control pressure PC1 is selected based on the control pressure switching map, the command signal S for maintaining the switching valve 44 in the first communication state is set to ON, and this command signal S is set to the control pressure switching mechanism. 40. On the other hand, when the second control pressure PC2 is selected based on the control pressure switching map, the command signal S is set to OFF to maintain the switching valve 44 in the second communication state, and the control pressure switching mechanism for the command signal S is set. The transmission to 40 is stopped.

With reference to FIG. 3, an example of the switching mode of the control pressure PC will be described.
At time t11, that is, when the operation region R to which the engine speed NE and the fuel injection amount Q belong is shifted from the low pressure region R1 to the high pressure region R2, the command signal S for the control pressure switching mechanism 40 is changed from on to off. When the control pressure switching mechanism 40 operates based on the turn-off of the command signal S, the actual control pressure PC is switched from the first control pressure PC1 to the second control pressure PC2. As a result, the supply pressure PS gradually increases toward the second control pressure PC2.

  At time t12, that is, when the supply pressure PS rises to a point where it exceeds the second control pressure PC2, the relief valve 31 is opened. As a result, the lubricating oil in the downstream supply oil passage 21B is relieved to the upstream supply oil passage 21A via the relief oil passage 32, so that the supply pressure PS is maintained at or near the second control pressure PC2. Note that when the engine rotational speed NE is high, the discharge amount of the oil pump 22 increases, so the supply pressure PS may exceed the second control pressure PC2.

  At time t13, that is, when the operation region R to which the engine speed NE and the fuel injection amount Q belong is shifted from the high pressure region R2 to the low pressure region R1, the command signal S for the control pressure switching mechanism 40 is changed from off to on. When the control pressure switching mechanism 40 operates based on the command signal S, the actual control pressure PC is switched from the second control pressure PC2 to the first control pressure PC1. As a result, the supply pressure PS gradually decreases toward the first control pressure PC1.

  At time t14, that is, when the supply pressure PS has dropped to a point below the first control pressure PC1, the relief valve 31 is closed. For this reason, the lubricating oil in the downstream supply oil passage 21B is not relieved. Thereafter, when the supply pressure PS rises to a point above the first control pressure PC1, the relief valve 31 is opened. As a result, the supply pressure PS is maintained at or near the first control pressure PC1.

  When the circuit of the coolant temperature sensor 54 is disconnected, the output value of the sensor 54 indicates “0”. Further, when a short circuit occurs in the circuit of the coolant temperature sensor 54, the output value of the sensor 54 is an excessively high value that is not output in a normal operation state.

  In any of these cases, since the actual cooling water temperature TW is not reflected in the output value of the cooling water temperature sensor 54, the hydraulic control based on the control pressure switching map cannot be appropriately performed as described above. . In such a state, when the operation region R shifts from the low pressure region R1 to the high pressure region R2 due to an increase in the cooling water temperature TW, it may be considered that the lubricating oil is insufficient at the lubrication site.

  Therefore, the electronic control unit 51 monitors the presence or absence of abnormality of the cooling water temperature sensor 54 and reduces the control pressure based on the result in order to reduce the frequency of insufficient lubrication due to the abnormality of the cooling water temperature sensor 54 as described above. Sensor abnormal control is performed to control the mechanism 40.

  With reference to FIG. 4, the “sensor abnormality processing” that defines a specific processing procedure for sensor abnormality control will be described. This process is repeatedly executed at predetermined intervals by the electronic control unit 51 during operation of the internal combustion engine 1.

In step S11, it is determined whether or not an abnormality has occurred in the coolant temperature sensor 54. Here, based on the fact that either one of the following diagnosis condition 1 and diagnosis condition 2 is satisfied, it is determined that an abnormality has occurred in the coolant temperature sensor 54.
Diagnosis condition 1: The output value of the coolant temperature sensor 54 indicates “0”.
Diagnosis condition 2: The output value of the coolant temperature sensor 54 is larger than the upper limit value.

  When it is determined in step S11 that an abnormality has occurred in the coolant temperature sensor 54, the control pressure PC is set to the second control pressure PC2 in the next step S12. That is, the command signal S for the control pressure switching mechanism 40 is turned off.

  When it is determined in step S11 that no abnormality has occurred in the coolant temperature sensor 54, the control pressure PC selected at that time is continuously selected. That is, when the command signal S is set to ON, this is continued, and when the command signal S is set to OFF, this is continued.

With reference to FIG. 5 and FIG. 6, an execution mode of the “sensor abnormality process” will be described.
FIG. 5 shows an example when a sensor abnormality occurs with the second control pressure PC2 selected.
At time t21, that is, when there is no abnormality in the cooling water temperature sensor 54 and when the operating region R to which the engine operating state belongs shifts from the low pressure region R1 to the high pressure region R2, the command signal S for the control pressure switching mechanism 40 is turned on. Vary off. As a result, the control pressure PC is switched from the first control pressure PC1 to the second control pressure PC2.

  At time t22, that is, when an abnormality occurs in the cooling water temperature sensor 54 and when the operation region R to which the engine operation state immediately before the abnormality occurs is the high pressure region R2, the command signal S for the control pressure switching mechanism 40 is maintained off. The As a result, the control pressure PC is maintained at the second control pressure PC2. That is, after time t22 when the abnormality occurs in the coolant temperature sensor 54, the control pressure PC is maintained at the second control pressure PC2 regardless of the operating region R to which the engine operating state belongs.

FIG. 6 shows an example when a sensor abnormality occurs with the first control pressure PC1 selected.
At time t31, that is, when there is no abnormality in the cooling water temperature sensor 54 and when the operating region R to which the engine operating state belongs shifts from the high pressure region R2 to the low pressure region R1, the command signal S to the control pressure switching mechanism 40 is turned off. Varies on. Thereby, the control pressure PC is switched from the second control pressure PC2 to the first control pressure PC1.

  At time t32, that is, when an abnormality occurs in the coolant temperature sensor 54, and when the operation region R to which the engine operation state immediately before the abnormality occurs is the low pressure region R1, the command signal S for the control pressure switching mechanism 40 is switched from ON to OFF. Be changed. As a result, the control pressure PC is switched from the first control pressure PC1 to the second control pressure PC2. That is, after time t32 when the cooling water temperature sensor 54 becomes abnormal, the control pressure PC is maintained at the second control pressure PC2 regardless of the operation region R.

According to this embodiment, the following effects can be obtained.
(1) In this embodiment, when there is an abnormality in the output of the coolant temperature sensor 54, that is, when it is difficult to confirm the supply amount of the lubricating oil required for the internal combustion engine 1, the control pressure PC is controlled by the first control. The second control pressure PC2 is maintained higher than the pressure PC1. For this reason, it is possible to reduce the frequency of occurrence of a situation where the supply amount of the lubricating oil to the target portion is insufficient due to the abnormality of the coolant temperature sensor 54.

(2) In the present embodiment, the supply pressure PS is controlled based on the engine speed NE, the fuel injection amount Q, and the coolant temperature TW. For this reason, it is possible to prevent the rotational resistance of the internal combustion engine 1 from becoming excessively large due to the insufficient supply amount of the lubricating oil to the piston 14. Further, it is possible to suppress the temperature of the piston 14 from becoming excessively high due to a shortage of the supply amount of the lubricating oil to the piston 14.
Second Embodiment
A second embodiment of the present invention will be described with reference to FIGS. In the present embodiment, the same lubricating oil supply device as that in the first embodiment is provided, and an engine cooling system that circulates cooling water through the water jacket 71 to cool the engine is provided.

Hereinafter, the engine cooling system in the present embodiment will be described.
As shown in FIG. 7, a cylinder 18 is formed inside a cylinder block 11 constituting the engine body 10. A combustion chamber 13 is defined in the cylinder 18 by an inner peripheral surface thereof, a top surface of the piston, and a lower surface of the cylinder head 17. In the cylinder block 11 and the cylinder head 17, a water jacket 71 through which cooling water circulates is formed around the combustion chamber 13.

  The cooling water passage 70 constituting the engine cooling system includes a water passage 71, a radiator passage 73 and a bypass passage 74. The radiator passage 73 returns the cooling water flowing out from the water jacket 71 to the thermostat 75 via the radiator 72. The bypass passage 74 branches from the radiator passage 73 and is connected to the thermostat 75 so as to bypass the radiator 72, and returns the cooling water flowing out of the water jacket 71 to the thermostat 75. Thus, the cooling water returned to the thermostat 75 through the cooling water passage 70 is again discharged into the water jacket 71 by the water pump 80.

  Thus, the cooling water discharged from the water pump 80 cools the cylinder block 11 and the cylinder head 17, that is, the internal combustion engine 1 while circulating through the cooling water passage 70. The thermostat 75 opens when the temperature of the cooling water rises due to the heat of the internal combustion engine 1 and becomes equal to or higher than a predetermined valve opening temperature. When the thermostat 75 is thus opened, the cooling water circulates also in the radiator passage 73, and the radiator 72 radiates the cooling water.

  A pulley 82 is attached to a drive shaft (not shown) of the water pump 80 via an electromagnetic clutch 81. A belt 83 is suspended between the pulley 82 and a pulley (not shown) attached to the crankshaft 15. Therefore, when the clutch 81 is in the engaged state, the rotational force of the crankshaft 15 is transmitted to the drive shaft of the water pump 80, and the water pump 80 is operated. On the other hand, when the clutch 81 is in the disengaged state, such power transmission is interrupted, so that the operation of the water pump 80 is stopped. Thus, the water pump 80 can be operated / stopped by switching the engagement / release state of the clutch 81 during engine operation. Such switching of the engagement / disengagement state of the clutch 81 is executed by the electronic control unit 51.

  The electronic control unit 51 performs overall control such as switching of the engaged / released state of the clutch 81, in other words, discharge control of the water pump 80, fuel injection control of the internal combustion engine 1, and the like. Further, the internal combustion engine 1 is provided with various sensors for executing such various controls. Incidentally, the coolant temperature sensor 54 is provided at the most upstream position of the bypass passage 74 communicating with the water jacket 71 in the cylinder head 17.

  The electronic control unit 51 monitors the coolant temperature THW from when the engine is started, and when the coolant temperature THW is equal to or lower than a predetermined temperature THWth for determining whether or not the internal combustion engine 1 is at a low temperature, The operation of the water pump 80 is stopped and the circulation of the cooling water in the cooling water passage 70 such as the bypass passage 74 and the radiator passage 73 is stopped (hereinafter referred to as “circulation stop control”). And since such a circulation stop control is performed, since the cooling capacity by cooling water falls, warming-up of the internal combustion engine 1 comes to be accelerated | stimulated.

  By the way, when the execution condition of the warm-up promotion process is not satisfied, that is, when the coolant temperature THW is higher than the predetermined temperature THWth, an abnormality that does not cancel the execution of the circulation stop control occurs in the water pump 80. In addition, if the operating region R to which the engine operating state belongs is the low pressure region R1, an unintended increase in the engine temperature cannot be suppressed by either circulating the cooling water or supplying the lubricating oil. There is a risk that the rise will progress.

  Therefore, the electronic control unit 51 monitors the presence or absence of abnormality of the water pump 80 and suppresses the control pressure switching mechanism 40 based on the result in order to suppress the progress of the engine temperature rise due to the abnormality of the water pump 80 as described above. Control when the water pump is abnormal.

  With reference to FIG. 8, “water pump abnormality process” that defines a specific processing procedure of water pump abnormality control will be described. This process is repeatedly executed at predetermined intervals by the electronic control unit 51 during operation of the internal combustion engine 1.

  In step S21, it is determined whether or not an abnormality has occurred in the water pump 80. Here, for example, it is determined that an abnormality has occurred in the water pump 80 based on the fact that a disconnection or a short circuit has occurred in the electric circuit for controlling the operation of the clutch 81.

  When it is determined in step S21 that an abnormality has occurred in the water pump 80, the control pressure PC is set to the second control pressure PC2 in the next step S22. That is, the command signal S for the control pressure switching mechanism 40 is turned off.

  When it is determined in step S21 that no abnormality has occurred in the water pump 80, the control pressure PC selected at that time is continuously selected. That is, when the command signal S is set to ON, this is continued, and when the command signal S is set to OFF, this is continued.

With reference to FIG. 9 and FIG. 10, an execution mode of “water pump abnormality process” will be described.
FIG. 9 shows an example when a water pump abnormality occurs with the second control pressure PC2 selected.

  At time t31, that is, when there is no abnormality in the water pump 80, and when the operating region R to which the engine operating state belongs shifts from the low pressure region R1 to the high pressure region R2, the command signal S for the control pressure switching mechanism 40 is turned off from on. Changed to As a result, the control pressure PC is switched from the first control pressure PC1 to the second control pressure PC2.

  At time t32, that is, when an abnormality occurs in the water pump 80 and when the operation region R to which the engine operation state immediately before the abnormality belongs is the high pressure region R2, the command signal S for the control pressure switching mechanism 40 is maintained off. . As a result, the control pressure PC is maintained at the second control pressure PC2. That is, after time t32 when the cooling water temperature sensor 54 becomes abnormal, the control pressure PC is maintained at the second control pressure PC2 regardless of the operating region R to which the engine operating state belongs.

FIG. 10 shows an example when a water pump abnormality occurs in a state where the first control pressure PC1 is selected.
At time t41, that is, when there is no abnormality in the water pump 80 and when the operating region R to which the engine operating state belongs has shifted from the high pressure region R2 to the low pressure region R1, the command signal S for the control pressure switching mechanism 40 is turned on from off. Changed to Thereby, the control pressure PC is switched from the second control pressure PC2 to the first control pressure PC1.

  At time t42, that is, when an abnormality occurs in the water pump 80 and the operation region R to which the engine operating state immediately before the abnormality occurs is the low pressure region R1, the command signal S for the control pressure switching mechanism 40 is changed from on to off. Is done. As a result, the control pressure PC is switched from the first control pressure PC1 to the second control pressure PC2. That is, after time t42 when the abnormality occurs in the water pump 80, the control pressure PC is maintained at the second control pressure PC2 regardless of the operation region R.

According to this embodiment, the following effects can be obtained.
(1) In this embodiment, when there is an abnormality in which the execution of the circulation stop control is not canceled when the internal combustion engine 1 is not at a low temperature, and the control pressure PC at this time is set low, an unintended engine temperature The increase in the engine pressure cannot be suppressed by either the circulation of the cooling water or the supply of the lubricating oil, and there is a possibility that the engine temperature will increase. Therefore, the second control in which the control pressure PC is larger than the first control pressure PC1 The pressure is maintained at PC2. For this reason, the frequency with which the situation where the supply amount of the lubricating oil to the target portion is insufficient can be reduced, and the progress of the engine temperature rise can be suppressed.

(Other embodiments)
In addition, the embodiment of the present invention is not limited to the above embodiment, and for example, the embodiment can be modified as follows. The following modifications are not applied only to the above-described embodiment, and different modifications can be combined with each other.

  In the second embodiment, when the coolant temperature THW is equal to or lower than the predetermined temperature THWth when the engine is started, the operation of the water pump 80 is stopped and the coolant in the coolant passage 70 such as the bypass passage 74 and the radiator passage 73 is cooled. Circulation stop control was performed to stop water circulation. However, for example, in an internal combustion engine equipped with an electric water pump, when the cooling water temperature THW is equal to or lower than a predetermined temperature THWth, the water pump is discharged compared to when the cooling water temperature THW is higher than the predetermined temperature THWth. By reducing the amount of cooling water, circulation of the cooling water in the cooling water passage may be restricted.

  In the first embodiment, when the output of the cooling water temperature sensor 54 is abnormal, the control pressure PC is maintained at the second control pressure PC2 by setting the command signal S for the control pressure switching mechanism 40 to OFF. For example, the operation mode of the control pressure PC can be changed to any of the following (A) to (C).

  (A) When there is an abnormality in the output of the cooling water temperature sensor 54, a signal for prohibiting setting the control pressure PC to the first control pressure PC1 is transmitted to the control pressure switching mechanism 40. On the contrary, when there is no abnormality in the output of the cooling water temperature sensor 54, this signal is not transmitted to the control pressure switching mechanism 40.

  (B) A state in which there is an abnormality in the output of the cooling water temperature sensor 54 is referred to as a state A, a state in which there is no abnormality in the output of the cooling water temperature sensor 54 and a state under the same conditions as in the state A except for this point In the state A, it is prohibited to change the control pressure PC to the first control pressure PC1, and in the state B, it is allowed to change the control pressure PC to the first control pressure PC1.

  (C) Regarding the driving state of the internal combustion engine 1, the driving state in which the lubricant pressure is allowed to be maintained at the relatively low first control pressure PC1 is the low pressure driving state (the operating region R to which the engine operating state belongs is low pressure). In the region R1), and the driving state required to maintain the lubricating oil pressure at the relatively high second control pressure PC2 is the high pressure driving state (the operating region R to which the engine operating state belongs is the high pressure region R2). The following control is performed based on the state of the coolant temperature sensor 54 and the driving state of the internal combustion engine 1.

  That is, when there is no abnormality in the output of the cooling water temperature sensor 54 and when the driving state of the internal combustion engine 1 is the low pressure driving state, the control pressure PC is set to the first control pressure PC1. When the output of the coolant temperature sensor 54 is abnormal and when the internal combustion engine 1 is in a low pressure drive state, the control pressure PC is set to the second control pressure PC2. Further, when the driving state of the internal combustion engine 1 is in the high pressure driving state, the control pressure PC is set to the second control pressure PC2.

  Further, these modifications can be applied to the second embodiment. That is, when the water pump 80 is abnormal, the operation mode of the control pressure PC can be changed to any one of the above (A) to (C).

  In the first embodiment, it is determined that an abnormality has occurred in the cooling water temperature sensor 54 based on the fact that at least one of the diagnosis condition 1 and the diagnosis condition 2 is satisfied, but the abnormality of the cooling water temperature sensor 54 is determined. The conditions for doing this are not limited to the contents exemplified in the above embodiment. For example, the determination about one of the diagnosis condition 1 and the diagnosis condition 2 is omitted, and an abnormality occurs in the cooling water temperature sensor 54 based on the fact that only one of the diagnosis condition 1 and the diagnosis condition 2 is established. It can also be determined that there is.

  As the output abnormality of the cooling water temperature sensor 54, the following may be mentioned in addition to the output abnormality exemplified in the first embodiment. That is, although there is no disconnection in the cooling water temperature sensor 54, an abnormality may occur in which the output value is not output in a normal operation state and indicates an excessively low value. In addition, an abnormality may occur in which the output value of the cooling water temperature sensor 54 deviates excessively from the value estimated based on the operating state or the like. Therefore, the condition for determining the abnormality of the coolant temperature sensor 54 can be changed to any of the following (A) to (C), for example.

(A) The following diagnosis condition 3 and diagnosis condition 4 are further added to the diagnosis condition 1 and the diagnosis condition 2, and an abnormality has occurred in the cooling water temperature sensor 54 based on the fact that at least one of these four conditions is satisfied. Judgment is made.
Condition 3: The output value of the coolant temperature sensor 54 is larger than “0” and smaller than the lower limit value.
Condition 4: The difference between the output value of the coolant temperature sensor 54 and the coolant temperature TW estimated based on the engine operating state or the like is larger than the determination value.

  (B) Instead of satisfying one of the diagnosis conditions 1 and 2, the cooling water temperature sensor 54 is changed based on whether one of the diagnosis conditions 3 and 4 is satisfied. It is determined that an abnormality has occurred.

  (C) In (A) above, the determination for any one of the diagnostic conditions 1 to 4 is omitted. In addition, in the above (A), the determination regarding the diagnosis conditions 1 and 3 is omitted. In addition, in the above (A), the determination regarding the diagnosis conditions 1 and 4 is omitted. In addition, the determination on diagnostic conditions 2 and 3 is omitted in (A) above. In addition, in the above (A), the determination for the diagnosis conditions 2 and 4 is omitted.

  In each of the above embodiments, the control pressure PC is set based on the coolant temperature TW, the engine speed NE, and the fuel injection amount Q exemplified in the control pressure switching map of FIG. 2, but the contents of the control pressure switching map are the same. The contents are not limited to those exemplified in the embodiment. Further, the control pressure switching map can be configured by omitting at least one of the engine rotation speed NE and the fuel injection amount Q among the coolant temperature TW, the engine rotation speed NE, and the fuel injection amount Q. Further, the control pressure switching map can be configured by adding further parameters to the coolant temperature TW, the engine rotational speed NE, and the fuel injection amount Q. As another parameter, for example, at least one of a gear ratio and a vehicle speed can be employed.

  In the first embodiment, when the output of the coolant temperature sensor 54 is abnormal, the control pressure PC is maintained at the second control pressure PC2, but can be changed as follows. That is, in an internal combustion engine having an operation region R in which the pressure of the lubricating oil is allowed to be maintained at the relatively low first control pressure PC1 regardless of the coolant temperature TW, The control pressure PC can be set to the first control pressure PC1.

  In each of the above embodiments, the boundary line L of the control switching map is changed based on the output of the cooling water temperature sensor 54, but any sensor is used as long as it is a sensor that monitors a parameter that reflects the temperature of the internal combustion engine 1. You can also. For example, when the internal combustion engine 1 is provided with an oil temperature sensor that outputs a signal corresponding to the temperature of the lubricating oil, the boundary line L of the control switching map can be set based on the output of the oil temperature sensor. At this time, in step S11 of the “sensor abnormality processing” in the first embodiment, it is determined whether or not an abnormality has occurred in the oil temperature sensor instead of the determination regarding the cooling water temperature sensor 54.

  In each of the above embodiments, the command signal S for maintaining the switching valve 44 in the first communication state is turned on, and the command signal S for maintaining the switching valve 44 in the second communication state is turned off. The relationship between the first communication state and the second communication state of the switching valve 44 and the on / off state of the command signal S can be changed to a relationship opposite to the above.

  In each of the above embodiments, the hydraulic control mechanism 30 that can switch the control pressure PC in two stages of the first control pressure PC1 and the second control pressure PC2 is adopted, but the control pressure PC can be switched in three or more stages. It is also possible to adopt a hydraulic control mechanism that can be used. Examples thereof include the following (A) and (B).

  (A) Instead of the hydraulic control mechanism 30 of the above-described embodiment, the control pressure PC is switched in three stages of the first control pressure PC1, the second control pressure PC2, and the third control pressure PC3 between these control pressures. It is also possible to adopt a hydraulic control mechanism that can be used. In this case, when an abnormality occurs in the output of the cooling water temperature sensor 54 or when an abnormality occurs in the water pump 80, the control pressure PC is set to the first control pressure PC1 or the third control pressure PC3 as the low pressure control pressure. Also maintain a large control pressure. That is, when the low pressure control pressure is the first control pressure PC1, the second control pressure PC2 or the third control pressure PC3 is maintained, and when the low pressure control pressure is the third control pressure PC3, the second control pressure PC2 is maintained.

  (B) Instead of the hydraulic control mechanism 30 of the above embodiment, a hydraulic control mechanism capable of setting the control pressure PC steplessly within a predetermined range may be employed. In this case, when an abnormality occurs in the output of the coolant temperature sensor 54 or when an abnormality occurs in the water pump 80, the control pressure PC is maintained at a pressure higher than the preset low pressure control pressure PCX. Alternatively, the state where the output of the cooling water temperature sensor 54 is abnormal is referred to as state A, the state where the output of the cooling water temperature sensor 54 is not abnormal, and the state under the same conditions as the state A except for this point In the state B, the control pressure PC can be made larger in the state A than in the state B. Alternatively, when the control pressure PCY when the abnormality occurs in the output of the coolant temperature sensor 54 is the control pressure PCY, when the abnormality occurs, the control pressure PC can be changed to a control pressure PC larger than the control pressure PCY.

  In each of the above embodiments, an example of performing either one of the sensor abnormality process (first embodiment) or the water pump abnormality process (second embodiment) is described. However, the sensor abnormality process and the water pump abnormality are illustrated. It can also be changed to one that performs both time processing.

  In each of the above embodiments, when there is an abnormality in the output of the cooling water temperature sensor 54 or when there is an abnormality in the water pump 80, control at the time of abnormality such as maintaining the control pressure PC at a high pressure control pressure is performed. . However, the present invention is not limited to this. For example, when there is an abnormality in the heat radiation function by the radiator 72, or when there is an abnormality such that the radiator 72 is normal but the thermostat 75 is closed and the cooling water is not circulated in the radiator passage 73, the engine cooling is performed. The cooling water cannot be suitably cooled through the system, the engine temperature rises, and the temperature control of the internal combustion engine 1 cannot be performed accurately. Therefore, the abnormality control may be executed also when there is another operation abnormality in the engine cooling system other than the abnormality exemplified in the above embodiments.

  In each of the above-described embodiments and the modifications thereof, an example of executing the control at the time of abnormality when an operation abnormality of the engine cooling system occurs is illustrated. However, the present invention is not limited to this. For example, when there is an abnormality in the operation of the fuel injection system including the injector 16, specifically, when an excessive amount of fuel is injected from the injector 16, the engine temperature may be normal even if the operation of the engine cooling system is normal. Ascending proceeds, and the temperature control of the internal combustion engine 1 cannot be performed accurately. For this reason, the abnormality control is executed when other operation abnormality occurs in the system related to the temperature control of the internal combustion engine other than the abnormality exemplified in each of the embodiments and the modifications thereof. Good.

  In the above embodiments, the position of the sleeve 31B relative to the piston 31A is changed to the first switching position and the second switching position by the hydraulic pressure of the switching chamber 31C, but the position of the sleeve 31B is changed by means other than hydraulic pressure such as a solenoid. You can also

  In the above embodiment, the hydraulic control mechanism 30 that maintains the supply pressure PS at or near the control pressure PC by relieving the lubricating oil in the downstream supply oil passage 21B is employed, but the supply is performed by a mechanism other than this. A hydraulic control mechanism that controls the pressure PS can also be employed. Examples thereof include the following (A) and (B).

  (A) Instead of the hydraulic control mechanism 30 of the above embodiment, a low pressure check valve having a valve opening pressure corresponding to the first control pressure PC1, a high pressure check valve having a valve opening pressure corresponding to the second control pressure PC2, and a low pressure A circuit including an electronic control valve that switches between enabling and disabling the check valve is connected to the supply oil passage 21. When there is a request to maintain the supply pressure PS at or near the first control pressure PC1, the low-pressure check valve is validated by controlling the electronic control valve. Further, when there is a request to maintain the supply pressure PS at or near the second control pressure PC2, the low pressure check valve is disabled by the control of the electronic control valve.

  (B) Instead of the hydraulic control mechanism 30 of the above embodiment, an electric oil pump capable of changing the discharge pressure is employed. When there is a request to maintain the supply pressure PS at or near the first control pressure PC1, the discharge pressure of the oil pump is controlled based on the supply pressure PS and the first control pressure PC1. When there is a request to maintain the supply pressure PS at or near the second control pressure PC2, the discharge pressure of the oil pump is controlled based on the supply pressure PS and the second control pressure PC2.

  In the above embodiment, the lubricating oil supply device 2 including the engine-driven oil pump 22 is employed, but a lubricating oil supply device including an electric oil pump may be employed instead of the oil pump 22.

  In the above embodiment, the present invention is applied to the lubricating oil supply device that supplies lubricating oil to the internal combustion engine 1, but the present invention can also be applied to a lubricating oil supply device that supplies lubricating oil to the transmission.

  DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine (lubricated vehicle-mounted apparatus), 2 ... Lubricating oil supply apparatus, 10 ... Engine main body, 11 ... Cylinder block, 12 ... Oil pan, 13 ... Combustion chamber, 14 ... Piston, 15 ... Crankshaft, 16 ... Injector , 17 ... cylinder head, 18 ... cylinder, 20 ... engine lubrication mechanism, 21 ... supply oil passage, 21A ... upstream supply oil passage, 21B ... downstream supply oil passage, 22 ... oil pump, 23 ... oil strainer, 24 ... oil filter , 25 ... piston jet, 30 ... hydraulic control mechanism (pressure control means), 31 ... relief valve, 31A ... piston, 31B ... sleeve, 31C ... switching chamber, 32 ... relief oil passage, 33 ... discharge side oil passage, 34 ... Suction side oil passage, 35 ... valve internal oil passage, 40 ... control pressure switching mechanism, 41 ... first switching oil passage, 42 ... second switching oil passage, 43 ... third switching oil passage, 44 ... switching valve DESCRIPTION OF SYMBOLS 50 ... Control apparatus, 51 ... Electronic control apparatus (abnormality detection means), 52 ... Crank position sensor, 53 ... Hydraulic pressure sensor, 54 ... Cooling water temperature sensor (engine temperature detection means), 61 ... Warning light, 70 ... Cooling water passage, DESCRIPTION OF SYMBOLS 71 ... Water jacket, 72 ... Radiator, 73 ... Radiator passage, 74 ... Detour passage, 75 ... Thermostat, 80 ... Water pump (circulation mode adjustment means), 81 ... Clutch (circulation mode adjustment means), 82 ... Pulley, 83 ... belt.

Claims (16)

The control pressure for controlling the pressure in the supply oil passage for supplying the lubricating oil to the target portion of the lubrication-type in-vehicle device is changed, and the control pressure is a low pressure control pressure and a high pressure control pressure higher than this. In-vehicle lubricating oil supply device including pressure control means having
An on-vehicle lubricating oil supply device that performs an abnormality control to maintain the control pressure at the high-pressure control pressure when there is an abnormality in the operating state of the system related to temperature control of the lubricated on-vehicle device. The control pressure for controlling the pressure in the supply oil passage for supplying the lubricating oil to the target portion of the lubrication-type in-vehicle device is changed, and the control pressure is a low pressure control pressure and a high pressure control pressure higher than this. In-vehicle lubricating oil supply device including pressure control means having
A vehicle-mounted lubricating oil supply device that performs control in an abnormal state to prohibit the control pressure from being set to the low-pressure control pressure when there is an abnormality in a system operation state related to temperature control of the lubricated vehicle-mounted device. . In the in-vehicle lubricating oil supply device including pressure control means for changing the control pressure for controlling the pressure in the supply oil passage for supplying the lubricating oil to the target portion of the lubricated in-vehicle device,
When an abnormality occurs in the operating state of the system related to the temperature control of the lubrication type vehicle-mounted device, the abnormal-time control is performed to increase the control pressure as compared with the case where no abnormality occurs in the operating state of the system. In-vehicle lubricant supply device. In the in-vehicle lubricating oil supply device including pressure control means for changing the control pressure for controlling the pressure in the supply oil passage for supplying the lubricating oil to the target portion of the lubricated in-vehicle device,
An on-vehicle lubricating oil supply device that performs an abnormal time control that prohibits the control pressure from being changed to a low pressure side when there is an abnormality in the operating state of a system related to temperature control of the lubricated on-vehicle device. In the in-vehicle lubricating oil supply device including pressure control means for changing the control pressure for controlling the pressure in the supply oil passage for supplying the lubricating oil to the target portion of the lubricated in-vehicle device,
The state where the system operating state related to temperature control of the lubricated vehicle-mounted device is abnormal is referred to as state A, and the system operating state is not abnormal, and the same conditions as in state A except for this point As the state B,
In-vehicle lubricating oil characterized in that it is prohibited to change the control pressure to the low pressure side in the state A, and performs an abnormal control that permits the control pressure to be changed to the low pressure side in the state B. Feeding device. In the in-vehicle lubricating oil supply device including pressure control means for changing the control pressure for controlling the pressure in the supply oil passage for supplying the lubricating oil to the target portion of the lubricated in-vehicle device,
Regarding the driving state of the lubrication-type in-vehicle device, the driving state in which the pressure of the lubricating oil is allowed to be maintained at a relatively low pressure is set to the low pressure driving state, and the pressure of the lubricating oil is maintained at a relatively high pressure. Is a high pressure drive state, the control pressure is a relatively low control pressure is a low pressure control pressure, a relatively high control pressure is a high pressure control pressure,
The pressure control means reduces the control pressure when the operating state of the system related to temperature control of the lubrication-type in-vehicle device is normal and when the drive state of the lubrication-type in-vehicle device is in the low-pressure drive state. The control pressure is set to the high pressure when there is an abnormality in the operating state of the system related to the temperature control of the lubrication type vehicle-mounted device and when the drive state of the lubrication type vehicle device is in the low pressure drive state. An on-vehicle lubricating oil supply device that performs control at the time of abnormality that sets the control pressure to the high-pressure control pressure when the control pressure is set and the drive state of the lubrication-type on-vehicle device is in the high-pressure drive state. In the in-vehicle lubricating oil supply device according to any one of claims 1 to 6,
The vehicle is characterized by comprising an abnormality detection means for detecting an abnormality in the operating state of the system related to temperature control of the lubrication type vehicle-mounted device, and the abnormality control is performed when an abnormality is detected by the abnormality detection means. Lubricating oil supply device. In the in-vehicle lubricating oil supply device according to any one of claims 1 to 7,
For the internal combustion engine as the lubrication type vehicle-mounted device, the pressure of the lubricating oil in the supply oil passage is controlled,
The system is a system related to temperature control of an internal combustion engine. The lubricating oil supply apparatus according to claim 8, wherein
The lubricating oil supply apparatus according to claim 1, wherein the system is an engine cooling system that performs cooling of the engine by circulating cooling water through a cooling water passage. In the lubricating oil supply device according to claim 9,
The engine cooling system includes engine temperature detecting means for detecting the temperature of the internal combustion engine,
When there is an abnormality in the output of the engine temperature detecting means, the abnormality control is performed. In the lubricating oil supply device according to claim 9 or 10,
The engine cooling system includes a circulation mode adjusting means for adjusting a cooling mode of cooling water inside the engine.
When there is an abnormality in the operation mode of the circulation mode adjusting means, the abnormality control is performed. The lubricating oil supply apparatus according to claim 11, wherein
The circulation mode adjusting means performs circulation restriction control for restricting circulation of the cooling water in the cooling water passage when the internal combustion engine is at a low temperature.
A lubricating oil supply apparatus that performs the abnormal time control when there is an abnormality in which the execution of the circulation restriction control is not canceled when the internal combustion engine is not at a low temperature. The lubricating oil supply apparatus according to claim 12,
The circulation mode adjusting means includes an engine-driven water pump and a clutch for switching a transmission mode of driving force from an internal combustion engine to the water pump. The lubricating oil supply apparatus according to claim 12,
The said circulation mode adjustment means is an electric water pump. The lubricating oil supply apparatus characterized by the above-mentioned. In the in-vehicle lubricating oil supply device according to any one of claims 1 to 14,
An on-vehicle lubricating oil supply device that controls the pressure of lubricating oil in the supply oil passage for the transmission as the lubricating on-vehicle device. In the in-vehicle lubricating oil supply device according to any one of claims 1 to 15,
The pressure control means changes the pressure in the supply oil path by relieving the lubricating oil in the supply oil path when the pressure in the supply oil path is larger than the control pressure. In-vehicle lubricant supply device characterized by

Images