JP2019158697A - Oil viscosity detector of engine - Google Patents

Abstract

To enable oil viscosity based on hydraulic pressure to be detected with good accuracy.SOLUTION: The oil discharge amount of an oil pump 6 of variable capacity type is increased in correspondence to a reduction in the supply amount of oil supplied to a pressure chamber 69. The supply amount of oil supplied to the pressure chamber 69 is adjusted by a pressure adjusting valve 7. The pressure adjusting valve 7 is controlled according to the operating state of an engine. The viscosity of oil is detected (estimated) by a controller U on the basis of the hydraulic pressure detected by a hydraulic pressure sensor S3. When detecting the viscosity of oil, the pressure adjusting valve 7 is controlled so that the supply amount of oil supplied to the pressure chamber 69 is reduced to be smaller than a prescribed amount that is set according to the operating state of the engine. Although hydraulic pressure is raised by a reduction in the supply amount of oil from the pressure adjusting valve 7 at the time of oil viscosity detection, the pressure adjusting valve 7 is controlled so that the upper-limit hydraulic pressure set according to the oil temperature is not exceeded.SELECTED DRAWING: Figure 4

Description

  The present invention relates to an oil viscosity detecting device for an engine.

  An oil pump driven by the engine is provided to lubricate and cool various parts of the engine. The oil pump is generally of a variable displacement type so as to supply an appropriate hydraulic pressure according to the operating state of the engine.

  On the other hand, the viscosity of the oil used in the engine has a great influence on the performance such as lubrication, and therefore, the viscosity of the oil used is also detected. Patent Document 1 discloses a technique for detecting the viscosity of oil based on an integration time until the rotation speed of the oil pump reaches a set rotation speed.

  It is important to detect the viscosity of the oil, for example, in order to reliably start the engine when it is extremely cold. For example, if the engine is started when the oil for warm weather (for example, 10W-30) is used, the viscosity of the oil may be too high to start the engine. Absent. In particular, when the engine is automatically restarted from the engine stop state due to idle stop, the engine is started by ISG (a device that combines a starter motor and a generator) from the viewpoint that the start can be performed smoothly and quietly. Driving) is also increasing. However, since ISG has a small driving torque in the low rotation range, if the viscosity of the oil is too high, it is likely that the engine cannot be started.

JP 2008-267866 A

  By the way, detecting the viscosity of the oil based on the oil pressure of the oil discharged from the oil pump is performed. That is, under the same conditions, the oil pressure increases as the oil viscosity increases.

  In the capacity variable type oil pump described above, the oil discharge amount can be changed according to the amount of oil supplied to the pressure chamber. The amount of oil supplied to the pressure chamber is adjusted by, for example, a linear solenoid type adjustment valve (pressure adjustment valve). Then, the amount of oil supplied to the pressure chamber is set so that the actual hydraulic pressure after being discharged from the oil pump becomes a target hydraulic pressure determined by the operating state of the engine (for example, engine speed and engine load). Feedback control is also performed.

  The adjusting valve has variations. That is, even if the drive state (for example, drive duty ratio) of the regulating valve is the same, the amount of oil supplied to the pressure chamber of the oil pump varies. Therefore, even if the regulating valve is driven in a certain constant state and the viscosity of the oil is detected according to the oil pressure at this time, the viscosity of the oil can be accurately detected by an error due to variations in the regulating valve. Is impossible. The variation of the regulating valve increases as the amount of oil supplied from the regulating valve to the pressure chamber increases.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide an engine oil viscosity detection device capable of accurately detecting oil viscosity based on oil pressure.

In order to achieve the above object, the following solution is adopted in the present invention. That is, as described in claim 1,
A variable displacement oil pump having a pressure chamber and set so that the amount of oil discharged is increased as the amount of oil supplied to the pressure chamber is reduced;
A pressure adjusting valve for adjusting the amount of oil supplied to the pressure chamber;
Hydraulic control means for controlling the pressure regulating valve according to the operating state of the engine;
A viscosity detecting means for detecting the viscosity of the oil based on the oil pressure;
With
The oil pressure control means increases the oil pressure by reducing the oil supply amount supplied to the pressure chamber from a predetermined amount set according to the operating state of the engine when the viscosity detecting means detects the viscosity of the oil. And controlling the pressure regulating valve so as not to exceed the upper limit hydraulic pressure set according to the oil temperature,
It is like that.

  According to the above solution, the pressure regulation valve has more variation as the amount of oil supplied to the pressure chamber increases. Therefore, when detecting the viscosity of the oil, it is possible to accurately detect the viscosity of the oil based on the hydraulic pressure by controlling the pressure adjusting valve in a direction to reduce the variation of the pressure adjusting valve.

  Further, by reducing the amount of oil supplied from the pressure regulating valve to the pressure chamber, the amount of oil discharged from the oil pump is increased and the hydraulic pressure is increased. When the hydraulic pressure becomes higher than the upper limit hydraulic pressure, abnormal noise is generated from the engine (engine block), but the upper limit hydraulic pressure changes according to the temperature of the oil. For this reason, when reducing the amount of oil supplied from the pressure adjustment valve for oil viscosity detection, the pressure adjustment valve is controlled so as not to exceed the upper limit oil pressure set according to the oil temperature. Abnormal noise generation is prevented. Of course, even when the amount of oil supplied from the pressure regulating valve to the pressure chamber is reduced to detect the viscosity of the oil, the oil pump can sufficiently discharge the oil without causing oil shortage or lack of hydraulic pressure. The viscosity of the oil can be detected.

A preferred mode based on the above solution is as described in claim 2 and the following. That is,
When the oil pressure is detected by the viscosity detecting means, the oil pressure control means reduces the amount of oil supplied to the pressure chamber and increases the oil pressure when the oil temperature is low compared to when the oil temperature is high. The pressure regulating valve is controlled as described above (corresponding to claim 2). In this case, the lower the oil temperature, the higher the upper limit oil pressure. Therefore, set the upper limit oil pressure as high as possible according to the oil temperature, and prevent the engine from generating abnormal noise. This is preferable for sufficiently reducing the supply amount and detecting the viscosity of the oil more accurately.

  When the oil pressure is detected by the viscosity detection means, the oil pressure control means increases the time for reducing the amount of oil supplied to the pressure chamber as compared to when the oil temperature is low and high. The pressure regulating valve is controlled so that the time during which the hydraulic pressure is increased is prolonged (corresponding to claim 3). In this case, the lower the oil temperature, the higher the maximum oil pressure. Therefore, when the oil temperature is low, the oil supply amount from the pressure regulating valve to the pressure chamber is reduced compared to when the oil temperature is high (the oil pressure is low). This is preferable for detecting the viscosity of the oil more accurately while preventing the engine from generating abnormal noise.

  The viscosity detecting means detects the viscosity of the oil on condition that the engine speed is a low speed lower than a predetermined speed (corresponding to claim 4). In this case, when the engine is running at a low speed, a difference in oil pressure corresponding to the difference in oil viscosity appears greatly, which is preferable for accurately detecting the oil viscosity.

  The viscosity detecting means detects the viscosity of the oil on the condition that it is during idling (corresponding to claim 5). In this case, it is preferable for sufficiently exhibiting the effect corresponding to the fourth aspect. In addition, since the oil viscosity is detected according to the oil pressure in a state where the engine rotation is stable during the idling operation, it is extremely preferable for accurately detecting the oil viscosity.

  The hydraulic pressure control means feedback-controls the pressure regulating valve so as to obtain a target hydraulic pressure in accordance with an operating state of the engine in advance before detecting the viscosity of the oil by the viscosity detecting means, and the actual hydraulic pressure is set to the target hydraulic pressure. The pressure regulating valve is controlled so that the amount of oil supplied to the pressure chamber is reduced from a predetermined amount set according to the operating state of the engine. Item 6). In this case, since the oil viscosity is detected according to the oil pressure after the oil pressure is stabilized in advance, it is extremely preferable for accurately detecting the oil viscosity.

  And a notification means for notifying that starting of the engine cannot be ensured when the viscosity of the oil used by the viscosity detection means is detected to be higher than the reference viscosity. (Corresponding to claim 7). In this case, it is preferable to prevent a situation where the engine cannot actually be started. It is also preferable for promptly replacing the oil with recommended viscosity.

A starter motor that drives the engine when the ignition switch is turned on;
ISG that drives the engine at the time of automatic restart of the engine from the idle stop,
Start control means for selectively switching the drive between the starter motor and the ISG;
Further comprising
The start control means is an automatic restart of the engine from the idle stop when the viscosity of the oil used by the viscosity detection means is detected to be higher than a reference viscosity. To start the engine with the starter motor,
This is done (corresponding to claim 8). In this case, when the engine is automatically restarted from the idle stop, the engine can be started smoothly and with low noise by starting the engine with ISG. Also, when the oil has a high viscosity and causes a problem in engine startability, the engine is reliably started by starting the engine with the starter motor even during automatic engine restart from idle stop. be able to.

  According to the present invention, it is possible to accurately detect oil viscosity based on hydraulic pressure. Further, abnormal noise from the engine is prevented when detecting the viscosity of the oil.

The figure which shows the example of a control system of this invention. Sectional drawing which shows an example of a variable displacement type oil pump. The figure which shows the difference in the detection hydraulic pressure by the difference in a viscosity. The time chart which shows the example of control of this invention. The figure which shows the relationship between oil temperature, oil_pressure | hydraulic, and engine vibration. The flowchart which shows the method of estimating the viscosity of oil. The flowchart which shows the example of proper use of the drive means for engine starting. The flowchart which shows the modification of FIG.

  In FIG. 1, reference numeral 1 denotes an engine, and the driving force of the engine 1 is transmitted to drive wheels (not shown) via a transmission 2 (automatic transmission in the embodiment) and an output shaft 3.

  The engine 1 is equipped with a starter motor 4, an ISG 5, and an oil pump 6 as auxiliary devices. The starter motor 4 is normally cut off from the crankshaft of the engine 1, and the ignition switch is turned on so that the starter motor 4 is coupled to the crankshaft to drive the engine 1. On the other hand, the starter motor 4 has the advantage that the driving torque when starting the engine 1 is large. In the operation, since the coupling to the crankshaft and the coupling are released, the noise and the smoothness of driving are inferior.

  The ISG 5 is always linked to the crankshaft via a gear, a belt, a chain, or the like. The ISG 5 is activated when the engine 1 is automatically restarted from the idle stop (functions as a starter motor). Further, when the vehicle decelerates, it functions as a generator (energy recovery by regeneration). The ISG 5 has an advantage that although it has a small driving torque in a low rotation range, it has a low noise and functions smoothly when functioning as a starter motor.

  The oil pump 6 has a variable capacity and is driven by the engine 1 (a crankshaft thereof). Hereinafter, the oil pump 6 will be described with reference to FIG.

  First, the oil pump 6 includes a housing 61, a drive shaft 62, a pump element, a cam ring 66, a spring 67, and a ring member 68. Since the housing 61 is fixed to the engine 1 (the cylinder block), it may cause abnormal noise in the engine 1 depending on the operating state of the oil pump 6.

  The housing 61 is formed of a pump body having a pump housing chamber formed so that one end side is open and having a circular cross section inside, and a cover member that closes the opening on the one end side of the pump body. . The drive shaft 62 is rotatably supported by the housing 61, passes through substantially the center of the pump housing chamber, and is driven to rotate by a crankshaft. The pump element is rotatably housed in the pump housing chamber, and a rotor 63 whose central portion is coupled to the drive shaft 62 and a plurality of slits formed by radially cutting out the outer periphery of the rotor 63 are capable of protruding and retracting. Consists of housed vanes 64. The cam ring 66 is arranged on the outer peripheral side of the pump element so as to be eccentric with respect to the rotation center of the rotor 63, and together with the rotor 63 and the adjacent vanes 64, defines a pump chamber 65 that is a plurality of hydraulic oil chambers.

  The spring 67 is a biasing member that is housed in the pump body and constantly biases the cam ring 66 toward the side where the eccentric amount of the cam ring 66 increases with respect to the rotation center of the rotor 63. The ring member 68 is a pair of ring-shaped members that are slidably disposed on both inner peripheral sides of the rotor 63 and have a smaller diameter than the rotor 63.

  The housing 61 has a suction port 61 a that supplies oil to the internal pump chamber 65 and a discharge port 61 b that discharges oil from the pump chamber 65. A pressure chamber 69 defined by the inner peripheral surface of the housing 61 and the outer peripheral surface of the cam ring 66 is formed inside the housing 61.

  Thus, the oil pump 6 introduces oil into the pressure chamber 69, whereby the cam ring 66 swings with respect to the fulcrum 61c, and the rotor 63 is eccentric relative to the cam ring 66. The discharge capacity of 6 is changed.

  The suction port 61 a of the oil pump 6 is connected to an oil pan (not shown) via a suction side oil passage 80. The discharge port 61 b of the oil pump 6 is connected to the discharge side oil passage 81.

  The oil pumped up by the oil pump 6 passes through the discharge-side oil passage 81 and is filtered by an oil filter (not shown), cooled by an oil cooler, and then introduced into a main gallery in the cylinder block of the engine 1. Is done.

  The amount of oil supplied to the pressure chamber 69 is adjusted by a pressure adjustment valve 7 composed of a linear solenoid valve. The oil passage 81 a to which the pressure regulating valve 7 is connected is branched from the discharge side oil passage 81.

  In FIG. 1 again, U is a controller (control unit) configured using a microcomputer. The controller U receives signals from various sensors S1 to S4. The sensor S1 is a rotation speed sensor that detects the engine rotation speed. The sensor S2 is an engine load sensor that detects an engine load (for example, an accelerator opening degree or a fuel injection amount). The sensor S3 is a hydraulic pressure sensor that detects the hydraulic pressure of the discharge-side oil passage 81 through which oil is discharged from the oil pump 6. The sensor S4 is an oil temperature sensor that detects an oil temperature (oil temperature). The hydraulic pressure sensor S3 detects the hydraulic pressure at an appropriate portion (for example, an inlet portion or an outlet portion of the main gallery of the engine 1) in the discharge-side oil passage 81. Also in the oil temperature sensor S4, the oil temperature sensor S4 can be disposed at substantially the same site as the oil pressure sensor S3.

  Next, the relationship among oil viscosity, oil pressure, and engine speed will be described with reference to FIG. First, as oils having different viscosities, 0W-20 oil having a relatively high viscosity and 0W-16 oil having a lower viscosity were used. FIG. 3 shows the actual hydraulic pressure for both oils and the hydraulic pressure difference between the two oils while changing the engine speed while increasing the discharge amount of the oil pump 6.

  As understood from FIG. 3, the difference in hydraulic pressure based on the difference in oil viscosity becomes more significant as the engine speed is lower. That is, it is preferable to detect the oil pressure in a state where the engine speed is low in order to accurately detect the viscosity of the oil based on the oil pressure.

  The controller U stores a reference oil pressure that uses a suitable oil as a reference oil when it is extremely cold. That is, the reference oil is used, and the discharge amount of the oil pump 6 is set to a predetermined discharge amount that is larger than the discharge amount according to the operating state of the engine (a range that does not exceed the upper limit hydraulic pressure described later when the predetermined discharge amount is reached). In addition, the actual hydraulic pressure obtained when the engine 1 is operated at a low speed (for example, idling speed) is stored as a reference hydraulic pressure. Then, by comparing the actual oil pressure under the same conditions as above with the reference oil pressure, it is determined whether the oil actually used has a higher viscosity (or a lower viscosity) than the reference oil. It is possible to make a determination including a difference. It is preferable to set (store) the reference oil pressure using the oil temperature (or oil temperature and engine speed) as a parameter in order to increase the chance of detecting the oil viscosity.

  FIG. 4 is a time chart showing a method of detecting the viscosity of the oil by the controller U. In FIG. 4, as the actual oil pressure, an actual oil pressure (solid line) in 0W-20 oil serving as a reference oil and an actual oil pressure (dashed line) in 5W-30 comparative oil having a higher viscosity are shown. “Oil pump drive DUTY” is actually the drive duty ratio of the pressure regulating valve 7 (the smaller the drive duty ratio, the smaller the amount of oil supplied to the pressure chamber 69 and the oil from the oil pump 6). The discharge amount is increased and the hydraulic pressure is increased accordingly).

  Before the time point t1, the engine 1 is started, and when the idling speed is stabilized at the time point t1. In the stage before the time t1, the actual oil pressure is greater when the comparative oil is used than when the reference oil is used.

  The pressure control valve 7 is feedback-controlled so that the hydraulic pressure becomes the target hydraulic pressure during the period from t1 to t2 when the idling speed is reached. As a result, the actual oil pressure is the same for both the reference oil and the comparison oil.

  At a stage slightly before the time t2, the hydraulic pressure is stabilized by the hydraulic feedback control. In a state where this hydraulic pressure is stable, the drive duty ratio to the pressure regulating valve 7 is reduced until the time t3 to reduce the amount of oil supplied to the pressure chamber 69 of the oil pump 6 (from the oil pump 6). The oil discharge amount is increased and the hydraulic pressure is increased). In this state, the oil pressure detected by the oil pressure sensor S3 is compared with the reference oil pressure, and the viscosity of the oil actually used is detected. When the oil viscosity is detected, the actual oil pressure is prevented from exceeding the upper limit oil pressure set according to the oil temperature detected by the oil temperature sensor S4. The upper limit hydraulic pressure will be described later.

  Oil viscosity detection is completed by time t3, and hydraulic pressure feedback control is resumed after time t3.

  Next, the above-described upper limit hydraulic pressure will be described with reference to FIG. In FIG. 5, the oil temperature and the oil pressure are set as parameters. In the drawing, the region below the β line (the region where the hydraulic pressure is small) is a region where the engine 1 does not generate abnormal noise. In the figure, the α line is set as a higher oil pressure than the β line, and in a region where the oil pressure is higher than the α line, the engine 1 is a region where noise is generated and is a region that is substantially unusable. The region between the α ray and the β ray is a region that can be used without causing abnormal noise in the engine 1 for a predetermined time (for example, about 0.5 second to 2 seconds).

  When detecting the viscosity of the oil, the oil supply amount from the pressure regulating valve 7 to the pressure chamber 69 is reduced, and the oil discharge amount from the oil pump 6 is increased accordingly, so that the hydraulic pressure is increased. And unless the magnitude | size of the hydraulic pressure raised at this time exceeds the (beta) line of FIG. 5, the engine 1 will not generate | occur | produce noise. In the embodiment, the hydraulic pressure along the β line is the upper limit hydraulic pressure. Of course, since the upper limit hydraulic pressure (β line) changes according to the oil temperature (oil temperature), the upper limit hydraulic pressure is set according to the oil temperature.

  In addition, by limiting the oil viscosity detection time to the predetermined time, the upper limit hydraulic pressure can be set as a large hydraulic pressure in a range between the α line and the β line. In this case, it is possible to lengthen the predetermined time when the oil temperature is low compared to when the oil temperature is high.

  Next, the control contents by the controller U will be described with reference to the flowcharts in FIG.

  First, FIG. 6 shows a process for detecting the viscosity of oil that is actually used. First, after signals from various sensors S1 to S3 are input in Q1, a target hydraulic pressure corresponding to the operating state of the engine 1 is set in Q2 (for example, the target hydraulic pressure is set using the engine speed and the engine load as parameters). Decision).

  In Q3, it is determined whether or not the engine is idling. When the determination at Q3 is NO, the pressure adjustment valve 7 is feedback-controlled at Q4 so that the actual oil pressure detected by the sensor S3 becomes the target oil pressure.

  If YES in Q3, it is determined in Q5 whether the viscosity estimation completion flag is 0 or not. When the viscosity estimation completion flag is 0, it indicates that the viscosity estimation is not completed. The viscosity estimation completion flag is reset to 0, for example, when the engine 1 is stopped by turning off the ignition switch. When the determination in Q5 is NO (when the viscosity estimation is completed), the process proceeds to Q4.

  If YES in Q5, the viscosity estimation has not been completed, and a new viscosity estimation is performed. That is, in Q6, the pressure adjustment valve 7 is feedback-controlled so that the actual oil pressure becomes the target oil pressure (corresponding to the control between t1 and t2 in FIG. 4). Thereafter, in Q7, it is determined whether or not the actual hydraulic pressure has converged to the target hydraulic pressure. If the determination in Q7 is NO, the process returns to Q6.

  If YES in Q7, the CCV, that is, the drive duty ratio of the pressure regulating valve 7 is reduced in Q8, the oil discharge amount from the oil pump 6 is increased, and the hydraulic pressure is increased. At this time, the pressure regulating valve 7 is controlled so as to have the above-described upper limit hydraulic pressure set according to the oil temperature (for example, feedback control). Thereafter, in Q9, the actual oil pressure is compared with the reference oil pressure, and the viscosity of the currently used oil is detected (estimated) and the detection result is stored. Thereafter, in Q10, the viscosity estimation completion flag is set to 1 to indicate that the viscosity estimation is completed.

  FIG. 7 shows a control example in the case of starting the engine according to the oil viscosity estimated by the processing of FIG. 7 is performed by parallel processing or interrupt processing with respect to the processing in FIG.

  First, after data is input in Q21, it is determined in Q22 whether or not the engine 1 is being started by turning on the ignition switch. If YES in Q21, it is determined in Q23 whether or not the viscosity of the oil estimated by the process of FIG. 6 is high (whether or not the viscosity of the reference oil is higher than the viscosity of the reference oil). Determined.

  If YES in Q23, the engine is started by driving the starter motor 4 in Q24 in order to start the engine 1 reliably. If NO in Q23, the engine is started by causing the ISG 5 to function as a starter motor (smooth and low noise start).

  If the determination in Q22 is NO, it is determined in Q26 whether or not the engine is being automatically restarted from when the engine is stopped due to idle stop. If YES in Q26, it is determined in Q27 whether the stored content in Q9 of FIG. 6 is high viscosity oil. If YES in Q27, the engine 1 is started by operating the starter motor 4 in Q28.

  If the determination in Q27 is NO, the engine 1 is started in Q29 by operating the ISG 5 (functioning as a starter motor). After Q29, it is determined at Q30 whether or not the engine 1 using the ISG 5 has failed to start. If the determination in Q30 is YES, the process goes to Q28. If NO in Q30, it means that the engine 1 has been started, and the routine returns.

  When the determination in Q26 is NO, in Q31, the starter motor 4 and the IEG 5 are each in a drive stop state.

  As described above, in the above embodiment, the engine automatic restart from the idle stop is basically performed by the ISG 5 in order to perform smooth and low noise. However, when highly viscous oil is used, the engine is started using the starter motor 4 as appropriate.

  FIG. 8 shows a second embodiment of the present invention, which is a modification of FIG. In this embodiment, the starter motor 4 is not provided, and the engine 1 is always started by the ISG 5.

  In the present embodiment, after data is input in Q41, it is determined in Q42 whether or not the engine 1 is being started (determination of whether or not it is a start by an ignition switch or an automatic restart from an idle stop). ). If the determination in Q42 is NO, the ISG 5 is stopped in Q43 (the function as a generator is appropriately executed by stopping the function as a starter motor).

  If YES in Q42, it is determined in Q4 whether the content estimated and stored in Q9 in FIG. 6 is high-viscosity oil. If the determination in Q44 is YES, since it is not a recommended oil, a notification that the start of the engine 1 cannot be guaranteed is given (character display on the display screen and / or notification by sound from the speaker). Thereafter, in Q46, the ISG 5 is driven to start the engine 1. If the determination in Q44 is NO, the process proceeds to Q46 without passing through Q45.

  Although the embodiments have been described above, the present invention is not limited to the embodiments, and appropriate modifications can be made within the scope of the claims. When detecting the viscosity of the oil, when the oil temperature is low, the time for reducing the amount of oil supplied to the pressure chamber 69 is lengthened and the time for increasing the oil pressure is longer than when the oil temperature is high. In this manner, the pressure regulating valve 7 may be controlled (ensuring sufficient oil detection time). The engine 1 may be started only by the starter motor 4. The detected (estimated) viscosity of the oil is used for starting control of the engine 1, but can be used for other appropriate applications (for example, correction of target oil pressure, shift timing of the automatic transmission 2). Correction). Oil viscosity detection can be performed not only during idle operation, but also when the engine speed is lower than a predetermined speed (for example, 1500 rpm) set in advance. Of course, the object of the present invention is not limited to what is explicitly stated, but also implicitly includes providing what is substantially preferred or expressed as an advantage.

  The present invention is suitable for detecting the viscosity of oil.

1: Engine 4: Starter motor 5: ISG
6: Oil pump 7: Pressure adjusting valve 69: Pressure chamber 81: Discharge side oil passage 81a: Branch oil passage U: Controller S1: Engine speed sensor S2: Engine load sensor S3: Oil pressure sensor S4: Oil temperature sensor

Claims (8)

A variable displacement oil pump having a pressure chamber and set so that the amount of oil discharged is increased as the amount of oil supplied to the pressure chamber is reduced;
A pressure adjusting valve for adjusting the amount of oil supplied to the pressure chamber;
Hydraulic control means for controlling the pressure regulating valve according to the operating state of the engine;
A viscosity detecting means for detecting the viscosity of the oil based on the oil pressure;
With
The oil pressure control means increases the oil pressure by reducing the oil supply amount supplied to the pressure chamber from a predetermined amount set according to the operating state of the engine when the viscosity detecting means detects the viscosity of the oil. And controlling the pressure regulating valve so as not to exceed the upper limit hydraulic pressure set according to the oil temperature,
An oil viscosity detecting device for an engine characterized by that. In claim 1,
When the oil pressure is detected by the viscosity detecting means, the oil pressure control means reduces the amount of oil supplied to the pressure chamber and increases the oil pressure when the oil temperature is low compared to when the oil temperature is high. An oil viscosity detecting device for an engine characterized by controlling the pressure regulating valve as described above. In claim 1,
When the oil pressure is detected by the viscosity detection means, the oil pressure control means increases the time for reducing the amount of oil supplied to the pressure chamber as compared to when the oil temperature is low and high. An oil viscosity detecting apparatus for an engine, characterized in that the pressure regulating valve is controlled so that the time during which the hydraulic pressure is increased is prolonged. In any one of Claims 1 thru | or 3,
The oil viscosity detecting device for an engine, wherein the viscosity detecting means detects the viscosity of the oil on condition that the engine speed is a low speed lower than a predetermined speed. In claim 4,
An oil viscosity detecting device for an engine, wherein the viscosity detecting means detects the viscosity of the oil on the condition that it is during idling. In any one of Claims 1 thru | or 5,
The hydraulic pressure control means feedback-controls the pressure regulating valve so as to obtain a target hydraulic pressure in accordance with the operating state of the engine in advance before detecting the viscosity of the oil by the viscosity detecting means, and the actual hydraulic pressure is set to the target hydraulic pressure The pressure control valve is controlled so that the amount of oil supplied to the pressure chamber is reduced from a predetermined amount set in accordance with the operating state of the engine after being converged to Oil viscosity detector. In any one of Claims 1 thru | or 6,
An informing means for informing that starting of the engine cannot be ensured when the viscosity of the oil used by the viscosity detecting means is detected to be higher than a reference viscosity; An oil viscosity detection device for an engine. In any one of Claims 1 thru | or 7,
A starter motor that drives the engine when the ignition switch is turned on;
ISG that drives the engine at the time of automatic restart of the engine from the idle stop,
Start control means for selectively switching the drive between the starter motor and the ISG;
Further comprising
The start control means is an automatic restart of the engine from the idle stop when the viscosity of the oil used by the viscosity detection means is detected to be higher than a reference viscosity. To start the engine with the starter motor,
An oil viscosity detecting device for an engine characterized by that.

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