JP2017122404A - Control device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent an oil film between a bore and a piston from being formed by a clearance (bore diameter R-piston diameter r) which is reduced during the abnormality of a control valve when making the opening of the control valve larger.SOLUTION: When using a motor control part 502 for making the opening larger, an oil jet device control part 505 instructs an OSV 161 to increase an oil injection amount. As a result, a difference in contraction amount between a bore diameter R and a piston diameter r becomes smaller to suppress a reduction in the clearance (bore diameter R-piston diameter r).SELECTED DRAWING: Figure 10

Description

  The present invention relates to a control device for an internal combustion engine.

  In the circulation path through which the cooling water flowing inside the internal combustion engine circulates, a pump and a control valve that can change the opening degree and the discharge destination of the cooling water by rotating the valve body accommodated in the housing with a motor. An installed cooling system is known (for example, Patent Document 1). In such a cooling system, the relative angle of the valve body with respect to the housing is grasped by a sensor, and the valve body is rotated by a motor to control the cooling water supply path and the flow rate of the cooling water in each path.

  Patent Document 2 discloses a configuration in which when the motor constituting the multi-way valve is normal and the sensor is abnormal, the motor is driven to increase the opening of the multi-way valve.

  Patent Document 3 discloses an internal combustion engine having an oil jet device that supplies oil to the back surface of a piston of the internal combustion engine and an opening adjustment valve that adjusts an injection amount of oil injected from the oil jet device. The injection amount is detected by the crank angle detected by the crank position sensor, the intake air amount detected by the air flow meter, the accelerator opening detected by the accelerator position sensor, the cooling water temperature detected by the water temperature sensor, and the oil temperature sensor. It is determined based on the oil temperature etc. (see FIG. 4 of Patent Document 3). More specifically, based on the situation in which the piston temperature rises, that is, the crankshaft rotation speed, intake air amount, accelerator opening, water temperature, oil temperature, etc., the oil injection amount before the piston temperature rises Also increases the oil injection amount.

JP 2014-201224 A Japanese Patent Application No. 2015-196172 JP 2014-98345 A

  By the way, when the motor is normal and the sensor is abnormal, if the motor is driven and the opening of the control valve is increased in order to avoid an increase in pressure in the cooling passage upstream of the control valve, the circulating amount of cooling water increases. To do. As a result, the cooling amount increases. Then, as the cylinder block having a water jacket through which cooling water flows is cooled and contracted, the bore diameter R decreases. On the other hand, under the condition that the rotation speed of the crankshaft, the intake air amount, and the accelerator opening are constant, the water temperature, the oil temperature, and the like do not rise, so the amount of oil injected from the oil jet device does not increase. As a result, the cooling amount of the piston does not change.

  Due to the difference in the cooling amount described above, a difference occurs in the amount of decrease in the bore diameter R and the piston diameter r. Specifically, since the bore has a larger cooling amount than the piston, the reduction amount of the bore diameter R is larger than the reduction amount of the piston diameter r. As a result, the gap (bore diameter R−piston diameter r) is reduced, and the amount of oil passing through the gap between the bore and the piston is limited. As a result, formation of an oil oil film between the bore and the piston is inhibited.

  The present invention has been made in view of the above problems, and its object is to suppress a decrease in the gap (bore diameter R−piston diameter r) that occurs when the opening degree is increased when the control valve is abnormal. This is to prevent the friction coefficient of the bore and the piston from increasing.

Hereinafter, means for solving the above-described problems and the effects thereof will be described.
An internal combustion engine control apparatus for solving the above problems includes a cooling system in which a pump driven by an output shaft of an internal combustion engine and a control valve whose opening degree is adjustable are provided in a circulation path through which cooling water circulates A cylinder block having a bore in which the piston is slidably fitted, an oil jet that ejects oil toward the back side of the piston, and a water jacket provided in the circulation path and in the cylinder block. A control valve opening degree control unit that is applied to an internal combustion engine and that increases the amount of cooling water that can pass through the control valve by increasing the opening degree; and an oil jet control unit that adjusts the injection amount of the oil jet; It has. And when the said opening degree is enlarged, an oil jet control part increases the quantity of the oil injected from an oil jet, It is characterized by the above-mentioned.

  According to the above configuration, even if the opening degree of the control valve is increased, the amount of cooling is increased, and the amount of contraction of the bore is increased, the amount of oil injected from the piston jet is increased, so that the amount of contraction of the piston is also increased. . As a result, a decrease in the gap (bore diameter R−piston diameter r) can be suppressed, and the formation of the oil oil film can be prevented from being inhibited.

BRIEF DESCRIPTION OF THE DRAWINGS Schematic which shows typically the structure of the internal combustion engine which is the control object of ECU concerning embodiment. 1 is a schematic diagram schematically showing the configuration of a cooling system for the internal combustion engine. FIG. 3 is a perspective view of a multi-way valve controlled by the ECU according to the embodiment. The disassembled perspective view of the multi-way valve. (A), (b) is a perspective view of the valve body which is a component of the multi-way valve. The perspective view of the housing which is a component of the same multi-way valve. The graph which shows the relationship between the relative angle of the valve body and housing of a multi-way valve, and the opening degree of each port. 1 is a schematic diagram illustrating a configuration of an oil jet device according to the embodiment in a state where an oil injection amount is maximum. The schematic diagram which shows the structure of the oil jet apparatus concerning the state whose oil injection amount is 0 of the embodiment. The block diagram which shows the relationship between input / output of ECU and each structure concerning the embodiment. The flowchart which shows the flow of the process which ECU concerning this embodiment performs in order to switch control of a control valve. The flowchart which shows the flow of the process which ECU concerning this embodiment performs in order to detect abnormality of a motor. The flowchart which shows the flow of the process which ECU concerning this embodiment performs in order to detect abnormality of a position sensor. The graph which shows the relationship between the relative angle of the valve body and housing of a multi-way valve, and the upper limit rotational speed at the time of motor abnormality. The flowchart which shows the flow of the process which ECU concerning this embodiment performs in order to switch control of an oil jet apparatus. The timing chart of the bore diameter, piston diameter, etc. concerning the embodiment. The flowchart which shows the flow of the process which ECU concerning another Example 1 performs in order to switch control of a control valve. The flowchart which shows the flow of the process which ECU concerning another Example 2 performs in order to switch control of a control valve.

Hereinafter, an embodiment of a control device for an internal combustion engine will be described with reference to FIGS.
First, the configuration of the internal combustion engine 1 that is the control target of the ECU 500 will be described with reference to FIG. The internal combustion engine 1 is an internal combustion engine mounted on a vehicle.

-Configuration of internal combustion engine 1-
As shown in FIG. 1, a piston 114 is accommodated in a cylinder 116 formed in the cylinder block 3 of the internal combustion engine 1. Although the internal combustion engine 1 is a multi-cylinder internal combustion engine having a plurality of cylinders 116, only one of the plurality of cylinders 116 is shown in FIG.

  The piston 114 is connected to a crankshaft 117 that is an output shaft of the internal combustion engine 1 via a connecting rod 115. A water jacket 100 through which engine coolant circulates is formed in the cylinder block 3 so as to surround each cylinder 116.

  The cylinder head 2 is assembled to the upper part of the cylinder block 3, and a combustion chamber 118 is formed by the inner peripheral surface of the cylinder 116, the top surface of the piston 114, and the cylinder head 2.

  Spark plugs 104 are respectively provided on the upper portions of the combustion chambers 118 in the cylinder head 2 so as to face the pistons 114. Further, the cylinder head 2 is formed with an intake port 111 and an exhaust port 101 communicating with each combustion chamber 118. The intake port 111 is provided with an injector 106 that injects fuel toward the combustion chamber 118.

  The intake port 111 is connected to the intake manifold and forms a part of the intake passage 110. The exhaust port 101 is connected to an exhaust manifold to form a part of the exhaust passage 102.

  As shown in FIG. 1, the intake passage 110 is provided with a throttle valve 107 that regulates an intake air amount that is driven by a throttle valve motor 109 and introduced into each combustion chamber 118. Yes.

  As shown in FIG. 1, the cylinder head 2 is provided with an intake valve 112 that communicates between and shuts off the intake passage 110 and the combustion chamber 118, and the exhaust passage 102 and the combustion chamber. An exhaust valve 113 that communicates with or shuts off 118 is provided. The intake valve 112 and the exhaust valve 113 are each urged in the valve closing direction by the urging force of the valve spring. An intake camshaft 105 that drives an intake valve 112 and an exhaust camshaft 103 that drives an exhaust valve 113 are rotatably supported inside the cylinder head 2.

  The exhaust camshaft 103 and the intake camshaft 105 are connected to the crankshaft 117 via a timing chain. When the crankshaft 117 rotates twice, the exhaust camshaft 103 and the intake camshaft 105 are each 1 It is designed to rotate. Thus, when the crankshaft 117 rotates with engine operation, the intake camshaft 105 and the exhaust camshaft 103 rotate. The intake valve 112 is lifted in the valve opening direction by the action of the cam crest formed on the intake camshaft 105. Further, the exhaust valve 113 is lifted in the valve opening direction by the action of the cam crest formed on the exhaust camshaft 103.

  The crankshaft 117 is connected to a cooling water pump 13 that circulates cooling water through the cooling system of the internal combustion engine 1. Since the coolant pump 13 is driven by the crankshaft 117, the discharge amount of coolant from the coolant pump 13 increases as the rotational speed of the crankshaft 117 increases.

  An oil jet device 16 is provided below the piston 114. The oil jet device 16 cools the piston 114 by spraying oil onto the lower surface of the piston 114.

-Configuration of cooling system of internal combustion engine 1-
Next, the cooling system of the internal combustion engine 1 will be described with reference to FIG.
As shown in FIG. 2, the cooling system of the internal combustion engine 1 includes a multi-way valve 4 as a control valve that switches a cooling water circulation path and controls the amount of cooling water to be circulated.

  The cooling water discharged from the cooling water pump 13 is supplied to the multi-way valve 4 through the inside of the cylinder block 3 and the cylinder head 2. In the cylinder head 2, there are a head water temperature sensor 14 for detecting the temperature of the cooling water just flowing into the cylinder head 2 from the cylinder block 3, and the cooling water discharged to the multi-way valve 4 through the cylinder head 2. And an outlet water temperature sensor 15 for detecting the temperature of the water.

  The multi-way valve 4 has three coolant discharge destinations. The first discharge destination of the cooling water is the first cooling water passage P <b> 1 that passes through the radiator 12. A portion of the first cooling water passage P1 on the downstream side of the radiator 12 is connected to the cooling water pump 13, and the cooling water that has passed through the radiator 12 is returned to the cooling water pump 13.

  The second discharge destination of the cooling water is a second cooling water passage P2 that circulates the cooling water to devices provided in each part of the internal combustion engine 1, such as the throttle body 6 and the EGR valve 7. The second cooling water passage P <b> 2 is first branched into three to supply cooling water to the throttle body 6, the EGR valve 7, and the EGR cooler 8. The second cooling water passage P2 once joins on the downstream side of the throttle body 6, the EGR valve 7, and the EGR cooler 8, and then branches into two to supply cooling water to the oil cooler 9 and the ATF warm-up unit 10. To do. The second cooling water passage P2 joins downstream of the oil cooler 9 and the ATF warm-up unit 10, and joins the downstream portion of the first cooling water passage P1 with respect to the radiator 12.

  The third discharge destination of the cooling water is a third cooling water passage P3 for circulating the cooling water to the heater core 11 in the air conditioner. A portion of the third cooling water passage P3 on the downstream side of the heater core 11 is connected to the first cooling water passage P1 on the downstream side of the oil cooler 9 and the downstream portion of the ATF warm-up portion 10 in the second cooling water passage P2. It merges in the upstream part of the merge part.

  As described above, the cooling water passages P1, P2, and P3 finally merge and are connected to the cooling water pump 13. Therefore, the cooling water that has flowed through each of the cooling water passages P1, P2, and P3 is returned to the cooling water pump 13. The cooling water returned to the cooling water pump 13 is sent out again into the internal combustion engine 1 by the cooling water pump 13.

  The multi-way valve 4 is also provided with a relief valve 5 that opens when the pressure in the multi-way valve 4 becomes excessively high to release the cooling water pressure.

-Configuration of the multi-way valve 4 in the cooling system of the internal combustion engine 1-
Next, the structure of the multi-way valve 4 will be described with reference to FIGS.
As shown in FIG. 3, the multi-way valve 4 is provided with three ports 401, 402, 403 serving as outlets in different directions. The heater port 402 and the device port 403 have substantially the same inner diameter, and the inner diameter of the radiator port 401 is larger than the inner diameter of the heater port 402 and the device port 403. A first cooling water passage P1 is connected to the radiator port 401, and a third cooling water passage P3 is connected to the heater port 402. The device port 403 is connected to the second cooling water passage P2.

  FIG. 4 shows a part of the parts constituting the multi-way valve 4. The housing 400 forms a skeleton of the multi-way valve 4 and has holes communicating with the ports 401, 402, and 403. Note that there are two holes communicating with the radiator port 401, and the relief valve 5 is accommodated in one of the holes. A radiator port 401 is attached to the housing 400 in such a state that the relief valve 5 is accommodated in one hole. Thereby, the relief valve 5 is in a state of being provided inside the radiator port 401. Of the three ports 401, 402, and 403, the relief valve 5 is provided in the radiator port 401 because the passage cross-sectional area of the radiator port 401 is larger than the passage cross-sectional areas of the heater port 402 and the device port 403. This is because it is large and it is easy to secure the relief amount.

  In addition, a valve body 404 is accommodated in the housing 400. The valve body 404 has a cooling water passage inside. Therefore, when the valve body 404 rotates around the shaft 405 and the relative angle of the valve body 404 with respect to the housing 400 changes, each hole of the housing 400 communicating with each port 401, 402, 403 and the valve body 404 The overlapping state of the internal cooling water passages changes. As a result, the flow rate of the cooling water through each port 401, 402, 403 changes.

  The housing 400 also houses a motor 408 and a gear 409. The shaft 405 of the valve body 404 is connected to the motor 408 via the gear 409, the rotational speed of the motor 408 is changed by the gear 409, and the valve body 404 rotates at the changed rotational speed. The reason for shifting through the gear 409 is that the rotational speed of the motor 408 is fast and the valve body 404 rotates too fast at the same rotational speed. Another reason is that a large torque is required to rotate the valve body 404 filled with cooling water. Therefore, the gear 409 decelerates the rotation of the motor 408 and transmits it to the valve body 404.

  Furthermore, a sensor cover 410 is attached to the housing 400 so as to cover a portion that houses the motor 408 and the gear 409. A position sensor 407 is attached inside the sensor cover 410, and the tip of the shaft 405 of the valve body 404 is fitted to the rotor of the position sensor 407. The position sensor 407 is a sensor that outputs a voltage proportional to the rotation angle of the rotor. Therefore, when the valve body 404 rotates in the housing 400, the rotor of the position sensor 407 rotates accordingly, and a voltage corresponding to the relative angle between the valve body 404 and the housing 400 is output from the position sensor 407.

  5A and 5B are enlarged views of the valve body 404 shown in FIG. The valve body 404 has a shape in which two barrel-shaped objects are stacked one above the other, and a shaft 405 is provided at the center.

  As shown in FIG. 5A, the valve body 404 has holes 404A and 404B through which cooling water can pass through the side surfaces of the two barrel-shaped portions. That is, the holes 404A and 404B are part of a cooling water passage provided in the valve body 404. The hole 404 </ b> A communicates with the radiator port 401 when the valve body 404 is in a range of a relative angle with respect to the housing 400. On the other hand, the hole 404 </ b> B is disposed so as to communicate with at least one of the heater port 402 and the device port 403 when the valve body 404 is in a range of another relative angle with respect to the housing 400.

  Further, as shown in FIGS. 5A and 5B, a groove 412 is formed on the upper surface of the valve body 404 so as to surround the root of the shaft 405 so as to leave a part as a stopper 406.

  FIG. 6 is a perspective view of the housing 400 as viewed from the direction in which the valve body 404 is inserted. A stopper 413 is provided on the housing 400 so that the valve body 404 is accommodated in the groove 412 when the valve body 404 is accommodated in the housing 400. When the valve body 404 is accommodated in the housing 400, the relative rotation of the valve body 404 with respect to the housing 400 is limited by the contact of the stoppers 406 and 413. That is, the valve body 404 can rotate relative to the housing 400 within a range in which the stopper 413 moves within a range indicated by an arrow L in FIG.

  Such a multi-way valve 4 is fixed to the cylinder head 2 so that the portion of the accommodation hole into which the valve body 404 shown in FIG. 6 is inserted overlaps the outlet portion of the cooling water in the cylinder head 2 of the internal combustion engine 1. ing. As a result, cooling water flows into the multi-way valve 4 from the opening of the accommodation hole.

FIG. 7 is a graph showing the relationship between the relative angle of the valve body 404 with respect to the housing 400 of the multi-way valve 4 and the opening degree of each port 401, 402, 403.
As shown in FIG. 7, in the multi-way valve 4, a position where all the ports 401, 402, and 403 are closed is a relative angle “0 °”, and a stopper 413 provided on the housing 400 and a valve body 404 are disposed. The valve body 404 can be rotated in the plus direction and the minus direction until it comes into contact with the stopper 406 provided at the top. That is, in the multi-way valve 4, the fully closed state where the ports 401, 402, and 403 are closed, that is, the state of the opening “0” is the minimum opening.

  The sizes and positions of the holes 404A and 404B provided in the valve body 404 are changed according to changes in the relative angle of the valve body 404 with respect to the housing 400, as shown in FIG. It is set to change.

  That is, in the multi-way valve 4, when the valve body 404 is rotated in the positive direction from the position of the relative angle “0 °”, the heater port 402 starts to open first, and gradually increases as the relative angle increases. The opening of becomes larger. When the relative angle further increases after the heater port 402 is fully opened, the device port 403 is opened next. As the relative opening degree increases, the opening degree of the device port 403 increases. After the device port 403 is fully opened, the radiator port 401 starts to open. The opening degree of the radiator port 401 also increases as the relative opening degree increases, and the radiator port 401 is fully opened before reaching the position of the relative angle “+ β °” where the stopper 406 and the stopper 413 come into contact with each other. The ports 401, 402, and 403 are kept fully open until the relative angle “+ β °” is reached. Therefore, in the multi-way valve 4, the end of the movable range in the plus direction of the valve body 404 and the motor 408 is at the position of the relative angle “+ β °”, and the opening degree of the valve body 404 at this position is in the plus direction. The stopper is open. In short, the stopper opening degree in the positive direction is an opening degree in a state where all the ports 401, 402, 403 are fully opened, and is the maximum value of the opening degree of the valve body 404.

  On the other hand, in the multi-way valve 4, the heater port 402 does not open when the valve body 404 is rotated in the negative direction from the position of the relative angle “0 °”. In this case, first, the device port 403 starts to open, and the opening degree of the device port 403 gradually increases as the relative angle increases. When the relative angle further increases after the device port 403 is fully opened, the radiator port 401 is opened. When the valve body 404 is rotated in the negative direction, an increase in the absolute value of the relative angle is expressed as an increase in the relative angle. The opening degree of the radiator port 401 also increases as the relative opening degree increases, and the radiator port 401 is fully opened before reaching “−α °” where the stopper 406 and the stopper 413 come into contact with each other. The radiator port 401 and the device port 403 are kept fully open until the position “−α °”. Therefore, in the multi-way valve 4, the end of the movable range in the negative direction of the valve body 404 and the motor 408 is at the position of the relative angle “−α °”, and the opening degree of the valve body 404 at this position is in the negative direction. The stopper opening at. In short, the stopper opening in the negative direction is an opening in a state where the radiator port 401 and the device port 403 are fully opened.

  As described above, the multi-way valve 4 is configured such that the opening degree of the valve body 404 increases as the relative angle increases even when the valve body 404 is rotated in any direction.

-Configuration of the oil jet device 16 of the internal combustion engine 1-
Next, the oil jet device 16 will be described with reference to FIGS.
As shown in FIGS. 8 and 9, the oil jet device 16 is roughly composed of an OSV 161, an opening degree adjusting valve 173, a check ball mechanism 182 and an oil passage connecting them.

  First, part of the oil discharged from an oil pump (not shown) branches into the pilot oil passage 170 and the introduction oil passage 171. An OSV 161 is provided downstream of the pilot oil passage 170. An opening adjustment valve 173 is provided downstream of the introduction oil passage 171, and a check ball mechanism 182 is provided downstream of the introduction oil passage 171 via an oil jet gallery 177.

  Next, the internal configurations of the OSV 161, the opening degree adjusting valve 173, and the check ball mechanism 182 and their mutual relationships will be described.

The OSV 161 is roughly divided into a solenoid 162, a spring 163, a plunger 164, a casing 165, a valve seat 167, a check ball 168, and a stopper 169. The plunger 164 is biased by the spring 163 in the −X direction of FIG. A check ball 168 is provided ahead of the plunger 164 in the −X direction, and the check ball 168 receives a force in the −X direction by the plunger 164 that receives the biasing force of the spring 163 when the solenoid 162 is not excited. In contact with the stopper 169.
As a result, the pilot oil passage 170 and the opening adjustment valve back pressure space 175 are blocked.

  When the pilot oil passage 170 and the opening degree adjusting valve back pressure space 175 are shut off, the oil in the opening degree adjusting valve back pressure space 175 passes through the drain hole 166 through the drain hole 166 due to the oil pressure in the introduction oil passage 171. The pressure is reduced and the opening degree adjusting valve 173 moves in the Y direction. As a result, the introduction oil passage 171 and the oil jet gallery 177 communicate with each other.

  When the introduction oil passage 171 and the oil jet gallery 177 communicate with each other, the pressure of the oil jet gallery 177 increases, and the check ball 178 in the check ball mechanism 182 moves in the −Y direction against the urging force of the spring 183. As a result, the through hole 179 and the nozzle 184 communicate with each other, and oil is discharged to the outside through the nozzle 184.

  When the solenoid 162 is excited, the plunger 164 receives a force in the + X direction by the magnetic flux generated from the solenoid 162, and moves in the + X direction against the biasing force of the spring 163. As a result, the check ball 168 does not receive a force in the −X direction from the plunger 164, and moves in the + X direction by the oil flowing through the pilot oil passage 170.

  Since the check ball 168 is not in contact with the stopper 169, the pilot oil passage 170 and the opening adjustment valve back pressure space 175 communicate with each other via the valve pressure port 176. Then, the pressure in the valve back pressure space 175 increases, and the opening degree adjustment valve 173 moves in the −Y direction. As a result, the opening degree adjusting valve 173 causes the introduction oil passage 171 and the oil jet gallery 177 to be disconnected. When the introduction oil passage 171 and the oil jet gallery 177 are not in communication, the pressure of the oil in the oil gallery 177 does not increase, so that the check ball 178 in the check ball mechanism 182 moves in the −Y direction against the urging force of the spring 183. Cannot be moved to. Since the check ball 178 does not move in the −Y direction, the through hole 179 and the nozzle 184 remain out of communication, and no oil is discharged to the outside through the nozzle 184.

  Although the case where oil is injected from the oil jet device 16 and the case where oil is not injected has been described above, the amount of movement of the check ball 178 in the −Y direction can be finely controlled by finely controlling the excitation state of the solenoid 162. Accordingly, the degree of communication between the pilot oil passage 170 and the opening adjustment valve back pressure space 175 can be finely controlled, and the opening adjustment valve 173 can also finely control the amount of movement in the −Y direction. As a result, since the degree of communication between the introduction oil passage 171 and the oil jet gallery 177 can be finely controlled, the amount of oil injected from the oil jet device 16 can also be finely controlled. In summary, the amount of oil injected from the oil jet device 16 can be continuously changed depending on how much the solenoid 162 in the OSV 161 is excited.

-Configuration of ECU 500 and control contents of each configuration-
Next, the ECU 500 will be described with reference to FIG. FIG. 10 is a block diagram showing the relationship between the ECU 500 and the input / output of each component.

  ECU 500 includes a rotation speed control unit 501 that controls the engine rotation speed, which is the rotation speed of crankshaft 117. The rotation speed control unit 501 includes a vehicle speed sensor 120 that detects the vehicle speed, an accelerator position sensor 121 that detects the opening of the accelerator, an air flow meter 122 that detects the amount of air flowing through the intake passage 110, and a crank that detects the engine rotation speed. A position sensor 123 and the like are connected. The rotational speed control unit 501 normally controls the injector 106, the spark plug 104, and the throttle valve motor 109 so as to obtain a necessary torque based on signals input from these sensors 120 to 123 and the like. Control the rotation speed.

  Further, the ECU 500 includes a motor control unit 502 that controls the motor 408 of the multi-way valve 4 to control the opening degree of the valve body 404. A head water temperature sensor 14, an outlet water temperature sensor 15, a position sensor 407, and an outside air temperature sensor 124 are connected to the motor control unit 502. The motor control unit 502 grasps the opening degree of the valve body 404 according to the magnitude of the voltage output from the position sensor 407. That is, in the multi-way valve 4, the position sensor 407 constitutes an opening degree detection unit that detects the opening degree of the valve body 404. The motor control unit 502 normally controls the opening of the valve body 404 in the multi-way valve 4 by controlling the motor 408 while grasping the opening of the valve body 404 in this way, and the cooling water in the cooling system of the internal combustion engine 1. The circulation path is switched and the amount of cooling water to be circulated is controlled.

Further, the ECU 500 is provided with a motor abnormality detection unit 504 that detects abnormality of the motor 408 and an opening degree abnormality detection unit 503 that detects abnormality of the position sensor 407.
The opening degree abnormality detection unit 503 detects whether a disconnection or a short circuit has occurred in the circuit that supplies power to the position sensor 407.

  The motor abnormality detection unit 504 detects whether a circuit that supplies power to the motor 408 is disconnected or short-circuited.

  The ECU 500 detects whether an abnormality has occurred in the multi-way valve 4 through the motor abnormality detection unit 504 and the opening degree abnormality detection unit 503 while controlling the engine rotation speed by the rotation speed control unit 501, and according to the detection result. Thus, the control mode of the internal combustion engine 1 is switched.

  FIG. 11 is a flowchart showing a flow of processing executed by ECU 500 for switching control. This series of processing is repeatedly executed when electric power is supplied to ECU 500.

  As shown in FIG. 11, when this series of processes is started, first, ECU 500 determines in S101 whether or not motor 408 is abnormal. In S101, the ECU 500 determines that the motor 408 is abnormal if the motor abnormality flag set through the processing shown in FIG. 12 is “ON”, and if the motor abnormality flag is “OFF”. It is determined that the motor 408 is not abnormal.

  A series of processing shown in FIG. 12 is repeatedly executed by the motor abnormality detection unit 504 when electric power is supplied to the ECU 500. As shown in FIG. 12, when this process is started, first, the motor abnormality detection unit 504 determines whether or not a disconnection has occurred in a circuit including the motor 408 in S201. Specifically, when a disconnection occurs, no current flows through the motor 408, so the motor abnormality detection unit 504 confirms the current value, and a disconnection occurs when no current flows through the motor 408. It is determined that If it is determined in S201 that the circuit including the motor 408 is not disconnected (S201: NO), then the motor abnormality detection unit 504 determines whether or not a short circuit has occurred in the circuit including the motor 408 in S202. judge. Specifically, when a short circuit occurs, more current flows through the motor 408 than usual, so the motor abnormality detection unit 504 performs a short circuit when the current value is larger than the current that normally flows when the motor 408 is driven. Determine that is happening.

  If it is determined in S202 that a short circuit has not occurred in the circuit including the motor 408 (202: NO), the motor abnormality detection unit 504 sets the motor abnormality flag to “OFF” in S203, and ends this process once.

  On the other hand, when it is determined in S201 that the circuit including the motor 408 is disconnected (S201: YES), or in S202, it is determined that a short circuit is occurring in the circuit including the motor 408 (202: YES). In step S204, the motor abnormality detection unit 504 sets the motor abnormality flag to “ON” and ends this processing once.

  As shown in FIG. 11, when it is determined in S101 that the motor 408 is not abnormal (S101: NO), that is, when no abnormality is detected by the motor abnormality detection unit 504, the ECU 500 advances the process to S102. In S102, ECU 500 determines whether or not position sensor 407 is abnormal. In S102, the ECU 500 determines that the position sensor 407 is abnormal if the sensor abnormality flag set through the processing shown in FIG. 13 is “ON”. On the other hand, the ECU 500 determines that the position sensor 407 is not abnormal if the sensor abnormality flag is “OFF”.

  A series of processing shown in FIG. 11 is repeatedly executed by the opening degree abnormality detection unit 503 when electric power is supplied to the ECU 500. As shown in FIG. 13, when this process is started, first, the opening degree abnormality detection unit 503 determines whether or not a disconnection has occurred in the circuit including the position sensor 407 in S301. Specifically, when the disconnection occurs, no current flows through the position sensor 407, so the opening degree abnormality detection unit 503 confirms the current value, and the disconnection occurs when no current flows through the position sensor 407. Determine that is happening.

  If it is determined in S301 that the circuit including the position sensor 407 is not disconnected (S301: NO), then the opening abnormality detector 503 is in S302 that a short circuit has occurred in the circuit including the position sensor 407. Determine whether or not. Specifically, when a short circuit occurs, more current flows through the position sensor 407 than usual. Therefore, the opening degree abnormality detection unit 503 has a current value that is larger than the current flowing when no short circuit occurs in the position sensor 407. If it is too large, it is determined that a short circuit has occurred.

  If it is determined in S302 that a short circuit has not occurred in the circuit including the position sensor 407 (302: NO), the opening abnormality detection unit 503 sets the sensor abnormality flag to “OFF” in S303 and terminates this process once. To do.

  On the other hand, if it is determined in S301 that the circuit including the position sensor 407 is disconnected (S301: YES), or if it is determined in S302 that a short circuit is occurring in the circuit including the position sensor 407 (302: YES), the opening degree abnormality detecting unit 503 sets the sensor abnormality flag to “ON” in S304, and once ends this process.

  As shown in FIG. 11, when it is determined in S102 that the position sensor 407 is not abnormal (S102: NO), that is, when no abnormality is detected by the opening degree abnormality detection unit 503, the ECU 500 performs the process in S104. Proceed to

  At this time, since neither abnormality of the position sensor 407 nor abnormality of the motor 408 is detected, the ECU 500 performs normal control in S104.

  In the normal control in S104, the ECU 500 controls the engine rotation speed so as to obtain a necessary torque as usual through the rotation speed control unit 501, and grasps the opening degree of the valve body 404 through the motor control unit 502. The opening degree of the valve body 404 in the multi-way valve 4 is controlled by controlling the motor 408.

  Specifically, in normal control, the motor control unit 502 switches between the summer mode and the winter mode according to the outside temperature detected by the outside temperature sensor 124. The motor control unit 502 controls the motor 408 in the winter mode when the outside air temperature is equal to or lower than the reference temperature and the heater of the air conditioner may be used. In the winter mode, the motor 408 is controlled within a range where the relative opening is positive. On the other hand, the motor control unit 502 controls the motor 408 in the summer mode when the outside air temperature is higher than the reference temperature. In the summer mode, the motor 408 is controlled within a range where the relative opening is negative.

  As described above, in the range where the relative angle is positive, as the relative angle increases, the heater port 402 is opened first, then the device port 403 is opened, and finally the radiator port 401 is opened. On the other hand, in the range where the relative angle is negative, the heater port 402 is not opened, and as the relative angle increases, the device port 403 is opened first, and then the radiator port 401 is opened. When the outside air temperature is lower than the reference temperature and there is a possibility that the heater of the air conditioner may be used, it is necessary to circulate cooling water through the heater core 11 and heat the heating air by the heat generated in the internal combustion engine 1. The motor control unit 502 controls the motor 408 in the winter mode. On the other hand, when the outside air temperature is higher than the reference temperature, the motor controller 502 controls the motor 408 in the summer mode because it is not necessary to use the heater of the air conditioner and it is not necessary to circulate the cooling water to the heater port 402. To do.

  During the cold operation of the internal combustion engine 1, the motor control unit 502 controls the motor 408 within a range in which the radiator port 401 is not opened in order to promote warm-up of the internal combustion engine 1. Specifically, in the winter mode, the relative angle is controlled in the region of “σ2” indicated by the arrow in FIG. 7, and in the summer mode, the relative angle is controlled in the region of “σ1” indicated by the arrow in FIG. Control. Whether or not the engine is in a cold operation can be determined based on the temperature of the cooling water detected by the head water temperature sensor 14, the outlet water temperature sensor 15, or the like.

  Further, during such warm-up operation, the opening degree of the device port 403 can be controlled to control the ratio of the cooling water circulated through the second cooling water passage P2. When the ratio of the cooling water to be circulated in the second cooling water passage P2 is too large, the heat of the cooling water is taken away by the throttle body 6, the EGR valve 7, the EGR cooler 8, the oil cooler 9, and the ATF warm-up unit 10. As a result, warm-up does not complete easily. On the other hand, when the ratio of the cooling water to be circulated in the second cooling water passage P2 is too small, the throttle body 6, the EGR valve 7, the EGR cooler 8, the oil cooler 9, and the ATF warm-up unit 10 are effectively used. Since the engine parts cannot be warmed up, the warm-up is not completed easily.

  Therefore, during such warm-up operation, the motor controller 502 uses the head water temperature sensor 14 and the outlet water temperature sensor 15 to calculate the amount of increase in the temperature of the cooling water while passing through the cylinder head 2, and this amount of increase. Is controlled to be within the target range.

  Then, after the temperature of the cooling water detected by the head water temperature sensor 14 and the outlet water temperature sensor 15 becomes sufficiently high and the warm-up is completed, the radiator port 401 opens so that the internal combustion engine 1 does not overheat. The motor 408 is controlled within the range. Specifically, in the winter mode, the relative angle is controlled in the region of “φ2” indicated by an arrow in FIG. 7, and in the summer mode, the relative angle is controlled in the region of “φ1” indicated by an arrow in FIG. Control.

  In the multi-way valve 4, the ratio of the cooling water circulated to the radiator 12 through the first cooling water passage P1 can be controlled by controlling the opening degree of the radiator port 401. When the ratio of the cooling water circulating through the radiator 12 is too small, the heat radiation at the radiator 12 becomes insufficient. On the other hand, when the ratio of the cooling water circulating through the radiator 12 is too large, heat is discarded more than necessary through the radiator 12, and the operation efficiency of the internal combustion engine 1 is deteriorated.

  Therefore, after the warm-up is completed, the motor control unit 502 keeps the temperature of the cooling water detected by the head water temperature sensor 14 and the outlet water temperature sensor 15 within a certain range and passes the cooling water while passing through the cylinder head 2. The opening degree of the radiator port 401 is controlled so that the temperature increase amount falls within the target range.

  When the normal control is selected and executed in this way, ECU 500 once ends this process. On the other hand, as shown in FIG. 11, when it is determined in S102 that the position sensor 407 is abnormal (S102: YES), that is, an abnormality of the position sensor 407 is detected, and an abnormality of the motor 408 is detected. If not, ECU 500 advances the process to S105.

  At this time, an abnormality has occurred in the position sensor 407, and the opening degree of the valve body 404 cannot be grasped. Therefore, in S105, the ECU 500 performs the first control that is one of the fail-safe controls.

  In the first control of S105, the motor control unit 502 drives the motor 408 to the end of the movable range to fix the opening of the valve body 404 to the stopper opening. At this time, since an abnormality has occurred in the position sensor 407, the motor control unit 502 loses sight of the relative angle between the valve body 404 and the housing 400, but no abnormality has occurred in the motor 408. Therefore, if the motor 408 is continuously driven until the stopper 406 of the valve body 404 and the stopper 413 of the housing 400 abut, the opening degree of the valve body 404 can be fixed to the stopper opening degree. Also in the first control, the motor control unit 502 switches between the summer mode and the winter mode according to the outside air temperature detected by the outside air temperature sensor 124 as in the case of the normal control. Therefore, in the winter mode, the opening degree of the valve body 404 is fixed to the stopper opening degree in the winter mode, and in the summer mode, the opening degree of the valve body 404 is fixed to the stopper opening degree in the summer mode.

  In the first control of S105, after the opening degree of the valve body 404 is fixed to the stopper opening degree through the motor control unit 502 in this way, the engine rotation speed is set as usual through the rotation speed control unit 501, similarly to the normal control in S104. Control.

When the first control is selected and executed in this way, ECU 500 once ends this process.
If it is determined in S101 that the motor 408 is abnormal (S101: YES), the ECU 500 advances the process to S103.

  In S103, the ECU 500 determines whether or not the position sensor 407 is abnormal by the same method as in S102. That is, the ECU 500 determines that the position sensor 407 is abnormal if the sensor abnormality flag set through the processing shown in FIG. 11 is “ON”, while the sensor abnormality flag is “OFF”. The position sensor 407 determines that there is no abnormality.

  If it is determined in S103 that the position sensor 407 is abnormal (S103: YES), that is, if an abnormality is detected by the opening abnormality detector 503, the ECU 500 advances the process to S106.

  At this time, both the abnormality of the position sensor 407 and the abnormality of the motor 408 are detected. When both the motor 408 and the position sensor 407 are abnormal, the relative angle of the valve body 404 with respect to the housing 400 becomes unknown, and the relative angle cannot be changed by moving the valve body 404. Therefore, in S106, the ECU 500 performs the second control that is one of the failsafe controls.

  In the second control in S106, as described above, since the control by the motor control unit 502 cannot be performed, the motor control unit 502 stops the control of the motor 408. On the other hand, the rotation speed control unit 501 sets an upper limit rotation speed as the engine rotation speed and controls the engine rotation speed so as not to exceed the upper limit rotation speed. That is, in the second control, when the engine rotational speed control range is limited to a range equal to or lower than the upper limit rotational speed and the engine rotational speed at which necessary torque can be obtained exceeds the upper limit rotational speed, The rotation speed is controlled to the upper limit rotation speed.

  If the position sensor 407 or the motor 408 malfunctions when the opening of the valve body 404 of the multi-way valve 4 is small and the multi-way valve 4 cannot be controlled, the amount of cooling water that can pass through the multi-way valve 4 is more than necessary. Is done. As a result, when the engine rotation speed increases and the amount of cooling water discharged from the cooling water pump 13 increases, the pressure in the circulation path may become excessively high.

  At this time, an abnormality has occurred in the position sensor 407, and the opening degree of the valve body 404 cannot be grasped, so that all the ports 401, 402, 403 are closed, that is, the opening degree of the valve body 404. The upper limit rotational speed is set on the assumption that is the minimum opening. Specifically, even if the opening degree of the valve body 404 is the minimum opening degree, an engine rotational speed range in which cooling water does not leak from the circulation path is specified by experiment, and a value that falls within that range is set as the upper limit rotational speed. It is set. As described with reference to FIG. 2, since the relief valve 5 is provided in the cooling water circulation path, the relief valve is in a state where all the ports 401, 402, 403 are closed. Through 5, a part of the cooling water is relieved to the first cooling water passage P <b> 1. The upper limit rotational speed is set to a value within a range in which the cooling water does not leak from the circulation path in a state where the cooling water is thus relieved by the relief valve 5.

When the second control is selected and executed in this way, ECU 500 once ends this process.
On the other hand, if it is determined in S103 that the position sensor 407 is not abnormal (S103: NO), that is, if no abnormality is detected by the opening degree abnormality detection unit 503, the ECU 500 advances the process to S107.

  At this time, no abnormality has occurred in the position sensor 407 and the opening degree of the valve body 404 can be grasped, but an abnormality has occurred in the motor 408, and the motor 408 cannot be controlled. Therefore, in S107, the ECU 500 performs the third control that is one of the failsafe controls.

  In the third control of S107, as described above, since the motor control unit 502 cannot control the motor 408, the motor control unit 502 stops the control of the motor 408. On the other hand, since no abnormality has occurred in the position sensor 407, the opening degree of the valve body 404 can be grasped. Therefore, the rotational speed control unit 501 sets an upper limit rotational speed for the engine rotational speed according to the grasped opening of the valve body 404 and controls the engine rotational speed so as not to exceed the upper limit rotational speed. That is, in the third control as well, as in the second control, the control range of the engine rotation speed is limited to a range equal to or lower than the upper limit rotation speed. However, the third control is different from the second control in that the upper limit rotational speed is set according to the opening degree of the valve body 404.

  In the third control, the rotational speed control unit 501 refers to a map that stores the relationship between the relative angle detected by the position sensor 407 and the upper limit rotational speed corresponding to the relative angle, and the position sensor 407 detects the relative angle. Set the upper limit number of rotations according to the relative angle.

  FIG. 14 is a graph showing the relationship between the relative angle detected by the position sensor 407 and the upper limit rotation speed in the third control. As indicated by the solid line, in the range (−θ˜−α, + θ′˜ + β) greater than the relative angle at which the device port 403 starts to open, the relative angle increases and the opening of the valve body 404 increases. It can be seen that the upper limit rotational speed gradually increases.

  The larger the opening degree of the valve body 404, the easier it is for the cooling water to pass through the multi-way valve 4, and the cooling water is less likely to leak from the circulation path even if the engine speed increases. The map to be referred to in the third control specifies an engine rotation speed range in which cooling water does not leak from the circulation path according to the opening degree of the valve body 404 by experiment, and sets a value within that range as the upper limit rotation speed. Created by setting.

  In FIG. 14, for comparison, the upper limit rotational speed in the second control is indicated by a two-dot chain line. Compared to the second control in which the upper limit rotational speed is uniformly set on the assumption that the opening of the valve body 404 is the minimum opening, when the opening of the valve body 404 is large in the third control, It can be seen that the upper limit rotational speed can be increased.

  When the third control is selected and executed in this way, ECU 500 once ends this process. Next, an effect caused by executing a series of processes shown in FIG. 9 will be described. When an abnormality occurs in the motor 408 or the position sensor 407 in the multi-way valve 4, the first control, the second control, and the third control are executed as fail-safe control.

  When abnormality occurs in both the motor 408 and the position sensor 407, the second control is executed. In this second control, even if all the ports 401, 402, 403 are closed, the upper limit rotational speed is uniformly set so that the cooling water does not leak from the circulation path, and the engine rotational speed is limited. Become so.

  On the other hand, when the motor 408 is not abnormal and the position sensor 407 is abnormal, the first control is executed. In the first control, the motor 408 is driven to the end of the movable range to fix the opening degree of the valve body 404 to the stopper opening degree, and the engine rotation speed is controlled without providing the upper limit rotation speed. That is, in the first control, the engine speed is not limited, and the engine speed limit is relaxed compared to the second control.

  Further, when the position sensor 407 is not abnormal and the motor 408 is abnormal, the third control is executed. In the third control, the upper limit rotational speed is set according to the opening degree of the valve body 404 at that time, and the upper limit rotational speed is increased as the opening degree is larger. That is, even in the third control, the restriction on the engine rotation speed is relaxed compared to the second control.

  The ECU 500 includes an oil jet device control unit 505 that controls the amount of excitation of the solenoid 162 of the oil jet device 16.

  Usually, the oil jet device control unit 505 adjusts the amount of oil injected from the oil jet device 16 so that the temperature of the piston 114 does not rise above a predetermined value in order to avoid knocking or the like. Specifically, the crank angle detected by the crank position sensor 123, the intake air amount detected by the air flow meter 122, the accelerator opening detected by the accelerator position sensor 121, and the water temperature sensor (14 or 15). Based on the cooling water temperature and the oil temperature detected by an oil temperature sensor (not shown), the amount of oil injected from the oil jet device 16 is adjusted (normal control).

  Next, a control flowchart of the oil jet device control unit 505 when the multi-way valve 4 is abnormal (specifically during the first control) will be described with reference to FIG.

  First, in S401, it is determined whether or not the ECU (motor control unit 502) outputs a first control command. When the ECU (motor control unit 502) issues a first control command in S401 (S401: YES), the oil jet device control unit 505 executes oil injection amount increase control in S402. Specifically, the oil injection amount increase control refers to reducing the amount of excitation of the solenoid 162 of the oil jet device 16. After the oil injection amount increase control is performed, the process is temporarily terminated.

  On the other hand, when the ECU (motor control unit 502) does not output the first control command (S401: NO), in S403, the oil jet device control unit 505 executes the above-described normal control and ends the process once. To do.

  Next, operations and effects when the series of processes shown in FIG. 15 are executed will be described with reference to FIG. 16A to 16E are based on the premise that parameters such as the accelerator opening, the rotational speed of the crankshaft, and the intake air amount are all constant.

  FIGS. 16A and 16B show the conventional bore diameter R, piston diameter r, gap (bore diameter R−piston diameter r), and oil injection amount timing when the series of processing shown in FIG. 15 is not executed. It is a chart. Since the amount of decrease in the bore diameter R is larger than the amount of decrease in the piston piston diameter r after the start of the first control, the gap (bore diameter R−piston diameter r) is smaller than before the start of the first control. I understand that.

  FIGS. 16C to 16E show execution of the bore diameter R, piston diameter r, gap (bore diameter R−piston diameter r), and oil injection amount increase control when the series of processes shown in FIG. 15 is executed. It is a timing chart of the presence or absence and oil injection amount. When the first control is started, oil injection amount increase control is executed (FIG. 16 (d)). As a result, the oil injection amount injected from the oil jet device 16 increases (FIG. 16 (e)), and the reduction amount of the piston diameter r also increases. Therefore, the gap (bore diameter R-piston diameter r) is not reduced when the series of processes shown in FIG. 15 is executed, and the friction coefficient between the bore and the piston is increased. This can be suppressed.

(Other Example 1)
In the above embodiment, the first control, that is, the case where the motor 408 of the multi-way valve 4 is normal and the position sensor 407 is abnormal as a trigger for increasing the opening degree of the multi-way valve 4, is not necessarily such It doesn't have to be the case. For example, the first control may be executed when the water temperature detected by the head water temperature sensor 14 or the outlet water temperature sensor 15 is equal to or higher than a predetermined value.

  With reference to FIG. 17, the flow of the processing executed to switch the control of the multi-way valve 4 according to the other embodiment 1 will be described. In S501, it is determined whether or not the water temperature detected by the head water temperature sensor 14 or the outlet water temperature sensor 15 is higher than a predetermined value. When the water temperature detected by the head water temperature sensor 14 or the outlet water temperature sensor 15 is higher than a predetermined value (S501: Yes), the first control is executed in S502. On the other hand, when the water temperature detected by the head water temperature sensor 14 or the outlet water temperature sensor 15 is equal to or lower than a predetermined value (S501: No), normal control similar to S104 in FIG. 11 is performed. In addition, in other Example 1, although it limited to the head water temperature sensor 14 or the outlet water temperature sensor 15, it does not need to restrict to these, You may use the water temperature detected with the 3rd water temperature sensor provided in the cooling channel | path.

(Other Example 2)
With reference to FIG. 18, the flow of processing executed to switch the control of the multi-way valve 4 according to the other embodiment 2 will be described. In S601, it is determined whether or not the water temperature detected by a pressure sensor (not shown) provided in the cooling passage is higher than a predetermined value. When the value of the pressure sensor provided in the cooling passage is larger than the predetermined value (S601: Yes), the first control is executed in S602. On the other hand, when the value of the pressure sensor provided in the cooling passage is equal to or less than the predetermined value (S601: No), normal control similar to S104 in FIG. 11 is performed.

  In addition, the said embodiment can also be implemented with the following forms which changed this suitably. Moreover, what can be combined and implemented among each modified example may be implemented in combination as appropriate.

  An OCV (oil control valve) capable of adjusting the opening degree may be provided instead of the OSV 161. Furthermore, this control can be applied to any configuration that allows the ECU 500 to vary the oil injection amount.

  -Although the multiway valve 4 provided with three ports, the radiator port 401, the heater port 402, and the device port 403, was illustrated as a control valve, the same subject may arise even if the number of ports is not three. Therefore, the same configuration can be adopted for a control device applied to an internal combustion engine including control valves other than three ports. Moreover, although the multi-way valve 4 which has winter mode and summer mode and uses these separately was illustrated, the control valve does not necessarily need to have winter mode and summer mode.

  In the above embodiment, the motor control unit 502 and the oil jet device control unit 505 are both provided in the ECU 500, but may be provided in different ECUs.

  In the above embodiment, the liquid temperature control is performed by adjusting the flow rate of the coolant supplied to the radiator 12 by the motor-driven multi-way valve 4. An electronic thermostat incorporating an electric heater for heating the thermowax may be provided in place of the multi-way valve 4, and the flow rate of the coolant supplied to the radiator 12 may be adjusted by energization control of the electric heater. Further, an electric pump may be employed as the cooling water pump 13 and the water temperature control may be performed by adjusting the cooling water discharge amount of the pump.

  The processing relating to the switching of the water temperature control of the above embodiment can be similarly applied to a cooling system for an internal combustion engine whose configuration of the coolant circuit is different from that exemplified in FIG.

  DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine, 2 ... Cylinder head, 3 ... Cylinder block, 4 ... Control valve (multi-way valve), 5 ... Relief valve, 6 ... Throttle body, 7 ... EGR valve, 8 ... EGR cooler, 9 ... Oil cooler, 10 DESCRIPTION OF SYMBOLS ... ATF warm-up part, 11 ... Heater core, 12 ... Radiator, 13 ... Cooling water pump, 14 ... Head water temperature sensor, 15 ... Outlet water temperature sensor, 16 ... Oil jet device, 100 ... Water jacket, 101 ... Exhaust port, 102 ... Exhaust passage, 103 ... exhaust camshaft, 104 ... ignition plug, 105 ... intake camshaft, 106 ... injector, 107 ... throttle valve, 109 ... throttle valve motor, 110 ... intake passage, 111 ... intake port, 112 ... intake valve, 113 ... Exhaust valve, 114 ... Piston, 115 ... Connecting rod, 11 ... Cylinder, 117 ... Crankshaft, 118 ... Combustion chamber, 120 ... Vehicle speed sensor, 121 ... Accelerator position sensor, 122 ... Air flow meter, 123 ... Crank position sensor, 124 ... Outside air temperature sensor, 125 ... Oil temperature sensor, 161 ... OSV (Control valve), 162 ... solenoid, 163 ... spring, 164 ... plunger, 165 ... casing, 166 ... drain hole, 167 ... valve seat, 168 ... check ball, 169 ... stopper, 170 ... pilot oil passage, 171 ... oil introduced 172... Valve part, 173... Opening adjustment valve, 174... Spring, 175... Opening adjustment valve back pressure space, 176... Valve pressure port, 177 ... Oil jet gallery, 178 ... Check ball, 179. 180 ... valve seat, 181 ... main body 182 ... Check ball mechanism, 183 ... Spring, 184 ... Nozzle, 400 ... Housing, 401 ... Radiator port, 402 ... Heater port, 403 ... Device port, 404 ... Valve body, 405 ... Shaft, 406 ... Stopper, 407 ... Position sensor 408 ... motor, 409 ... gear, 410 ... sensor cover, 412 ... groove, 413 ... stopper, 500 ... ECU, 501 ... rotational speed control unit, 502 ... motor control unit, 503 ... opening abnormality detection unit, 504 ... motor Abnormality detection unit, 505... Oil jet device control unit.

Claims (1)

A cooling system in which a pump driven by the output shaft of the internal combustion engine and a control valve whose opening degree can be adjusted is provided in a circulation path through which the cooling water circulates, and a bore in which a piston is slidably fitted. Applied to an internal combustion engine having a cylinder block, an oil jet for ejecting oil toward the back side of the piston, and a water jacket provided in the circulation path and in the cylinder block;
A control device for an internal combustion engine, comprising: a control valve opening degree control unit that increases the amount of cooling water that can pass through the control valve by increasing the opening degree; and an oil jet control unit that adjusts an injection amount of the oil jet In
The control apparatus for an internal combustion engine, wherein the oil jet control unit increases the amount of oil injected from the oil jet when the opening degree is increased.

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