JP7472643B2 - Engine equipment - Google Patents

Description

The present invention relates to an engine device.

Conventionally, as this type of engine device, an engine device has been proposed that includes an oil passage having a main oil passage, a branch oil passage, and a bypass oil passage, an oil pump, an oil jet, and an oil pump supply pressure variable relief valve (see, for example, Patent Document 1). The main oil passage is connected from the oil tank to the piston of the engine. The oil pump is arranged on the upstream side of the main oil passage. The oil jet is arranged on the downstream side of the main oil passage and injects oil into the piston according to the pressure of the supplied oil. The branch oil passage branches off from between the oil pump and the oil jet of the main oil passage and communicates with the lubrication part of the engine. The bypass oil passage is connected to the main oil on the upstream side and downstream side of the oil pump. The oil pump supply pressure variable relief valve is arranged in the bypass oil passage. In this engine device, when it is necessary to warm up the catalyst that purifies the exhaust gas of the engine, the oil pressure in the oil passage is increased by closing the oil pump supply pressure variable relief valve. This increases engine friction, increases the amount of intake air and fuel injection, and raises the temperature of the exhaust gas, allowing the catalyst to warm up more quickly.

JP 2009-156185 A

In engine systems, devising a method for increasing engine friction when the catalyst needs to be warmed up that is different from the above-mentioned methods is useful for improving technology. When a variable displacement oil pump that can change the discharge pressure by changing the pump capacity is used as the oil pump, it is possible to increase the oil pump's discharge pressure to its maximum discharge pressure when the catalyst needs to be warmed up, thereby sufficiently increasing the engine friction, but there is a possibility that the oil pump may generate abnormal noises due to the viscosity of the oil.

The main purpose of the engine device of the present invention is to increase engine friction while suppressing the generation of abnormal noise when the catalyst needs to be warmed up.

The engine device of the present invention employs the following means to achieve the above-mentioned main objective.

The engine device of the present invention comprises:
The engine,
a purification device having a purification catalyst for purifying exhaust gas from the engine;
a variable displacement oil pump that is driven by the power of the engine and whose discharge pressure can be changed by changing the pump displacement;
A control device for controlling a discharge pressure of the oil pump;
An engine device comprising:
When the engine is operated so that the engine speed becomes a target speed based on a request to warm up the catalyst, the control device sets a target discharge pressure of the oil pump within a range smaller than a maximum discharge pressure of the oil pump based on an oil temperature of the lubricating oil of the engine and the target engine speed, and controls the oil pump.
The gist of the present invention is as follows.

In the engine device of the present invention, when the engine is operated so that the engine speed becomes the target speed based on a catalyst warm-up request, the oil pump is controlled by setting the target discharge pressure of the oil pump within a range smaller than the maximum discharge pressure of the oil pump based on the engine lubricating oil temperature and the engine target speed. Therefore, when the catalyst needs to be warmed up, the target discharge pressure is set within a range smaller than the maximum discharge pressure based on the oil temperature and the target speed, thereby making it possible to increase engine friction while suppressing the generation of abnormal noise. In addition, by using the target speed instead of the engine speed, fluctuations in the target discharge pressure can be suppressed.

In the engine device of the present invention, the control device may set the target discharge pressure to be higher as the oil temperature is lower when the engine is operated so that the engine speed becomes the target speed based on a request to warm up the catalyst. Also, the control device may set the target discharge pressure to be higher as the target speed is higher when the engine is operated so that the engine speed becomes the target speed based on a request to warm up the catalyst. In this way, the target discharge pressure can be set more appropriately.

1 is a diagram showing an outline of the configuration of an engine device 10. FIG. 2 is a diagram showing an outline of the configuration of an oil pump 50 provided in the engine device 10. FIG. FIG. 2 is a schematic diagram showing the configuration of an oil pump 50 provided in the engine device 10. 4 is a flowchart showing an example of a rapid warm-up oil pump control routine executed by an ECU 90 during rapid warm-up. FIG. 4 is an explanatory diagram showing an example of a map for estimating a maximum discharge pressure; FIG. 4 is an explanatory diagram showing an example of a map for setting a target discharge pressure;

Next, we will explain how to implement the present invention using examples.

Figure 1 is a schematic diagram showing the configuration of an engine device 10 according to one embodiment of the present invention, and Figures 2 and 3 are schematic diagrams showing the configuration of an oil pump 50 provided in the engine device 10. Figure 2 shows the state when the pump capacity is at its maximum, and Figure 3 shows the state when the pump capacity is at its minimum.

As shown in Figures 1 to 3, the engine device 10 of the embodiment includes an engine 12, a variable displacement oil pump 50 driven by the power of the engine 12, and an electronic control unit (hereinafter referred to as "ECU") 70 that controls the engine 12 and the oil pump 50. The engine device 10 is mounted on an automobile that runs only on the power from the engine 12, a hybrid automobile that has a motor in addition to the engine 12, construction equipment that operates using the power from the engine 12, and the like. In the embodiment, the explanation will be given assuming that the engine device 10 is mounted on an automobile.

As shown in FIG. 1, the engine 12 is configured as an internal combustion engine that uses fuel such as gasoline or diesel to output power through four strokes: intake, compression, expansion, and exhaust. The engine 12 has an in-cylinder injection valve 26 that injects fuel into the cylinder, and an ignition plug 30. The in-cylinder injection valve 26 is located approximately in the center of the top of the combustion chamber 29 and injects (sprays) fuel in a spray. The ignition plug 30 is located near the in-cylinder injection valve 26 so that it can ignite the fuel sprayed in a spray from the in-cylinder injection valve 26. The engine 12 draws air cleaned by the air cleaner 22 into the combustion chamber 29 through the intake pipe 25, injects fuel from the in-cylinder injection valve 26 once or multiple times during the intake stroke and compression stroke, and explodes and burns the fuel with an electric spark from the ignition plug 30, and converts the reciprocating motion of the piston 32, which is pushed down by the energy, into the rotational motion of the crankshaft 16.

The exhaust gas discharged from the combustion chamber 29 of the engine 12 into the exhaust pipe 33 is discharged into the outside air via a purification device 34 having a purification catalyst (three-way catalyst) 34a that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx).

As shown in Figures 2 and 3, the oil pump 50 is configured as an internal gear pump having an inner rotor (drive rotor) 51 of an external gear rotated by an input shaft 50i connected to the crankshaft 16 of the engine 12, and an outer rotor (driven rotor) 52 of an internal gear that rotates in mesh with the inner rotor 51. The outer periphery of the outer rotor 52 is rotatably held by an adjustment ring 63, which has a capacity adjustment function that adjusts the pump capacity by displacing the inner rotor 51 and the outer rotor 52, as described below.

The housing 54 of the oil pump 50 is, for example, a deep-dish casting, and is formed in a substantially rectangular shape when viewed from the front side of FIG. 1. The housing 54 has a substantially rectangular side wall portion 55 and a peripheral wall portion 56 that extends from the outer periphery of the side wall portion 55 to the front side of FIG. 1. The housing 54 and a cover (not shown) that is superimposed on the housing 54 from the front side of FIG. 1 and joined to each other define a storage portion 57 that stores the inner rotor 51, outer rotor 52, adjustment ring 63, etc. A through hole is formed in approximately the center of the side wall portion 55, and the input shaft 50i is inserted through it.

A pump sprocket or pulley is attached to one end of the input shaft 50i, and this pump sprocket or pulley is connected to the crankshaft 16 of the engine 12 via a chain or belt. An inner rotor 51 is attached to the other end of the input shaft 50i, for example by a spline. This inner rotor 51 has multiple (for example, 11) external teeth 51a on its outer periphery.

The outer rotor 52 is formed in a ring shape, and has a plurality of inner teeth 52a (one more than the number of teeth of the outer teeth 51a) on the inner circumference that mesh with the outer teeth 51a of the inner rotor 51. The center of the outer rotor 52 is eccentric to the center of the inner rotor 51 by a predetermined amount, and the outer teeth 51a of the inner rotor 51 and the inner teeth 52a of the outer rotor 52 mesh with each other on the eccentric side (the upper right side of Figures 2 and 3). The outer circumference of the outer rotor 52 is rotatably held by the main body 64 of the adjustment ring 63, and the outer rotor 52 and the inner rotor 51 held in this way form a trochoid pump. In the oil pump 50, a plurality of working chambers R are formed between the inner rotor 51 and the outer rotor 52 in a circumferential direction, and the volume of the working chambers R increases and decreases while moving in the circumferential direction as the inner rotor 51 and the outer rotor 52 rotate.

More specifically, in a range (the right side range in FIG. 2) of about 180 degrees in the rotor rotation direction (clockwise direction in FIG. 2 and FIG. 3) indicated by arrow A from the position where the outer teeth 51a of the inner rotor 51 and the inner teeth 52a of the outer rotor 52 mesh with each other (a position slightly to the right of the top in FIG. 2 and FIG. 3), the volume of the working chamber R gradually increases as the inner rotor 51 and the outer rotor 52 rotate. On the other hand, in the remaining range of about 180 degrees (the left side range in FIG. 2), the volume of the working chamber R gradually decreases as the inner rotor 51 and the outer rotor 52 rotate. The range where the volume of the working chamber R gradually increases is the suction range where oil is sucked in from the suction port 59, and the range where the volume of the working chamber R gradually decreases is the discharge range where the oil is pressurized and sent to the discharge port 60. The suction port 59 and the discharge port 60 are formed in the side wall portion 55 of the housing 54 (see the dashed areas on the right and left sides in FIG. 2 and FIG. 3, respectively).

The intake port 59 has an opening 59a formed in the side wall 55 of the housing 54 and a groove 59b downstream of the opening 59a (on the working chamber R side). The opening 59a is connected to a pipe (intake oil passage) 88 connected to the oil strainer ST. The groove 59b is formed as a shallow groove by recessing the side wall 55 corresponding to the intake range. The discharge port 60 is formed as an opening by opening the side wall 55 corresponding to the discharge range, and is connected to the discharge oil passage 89. At least a portion of the oil discharged from the oil pump 50 to the discharge oil passage 89 is used to lubricate various parts of the engine 12.

The oil pump 50 thus constructed is disposed from the crankcase 80 of the engine 12 to the oil pan 81 below it. The power of the crankshaft 16 of the engine 12 is transmitted to the input shaft 50i, which causes the inner rotor 51 and the outer rotor 52 to rotate while meshing with each other, and the multiple working chambers R defined between them move in the circumferential direction, sucking in oil, pressurizing it, and discharging it. Specifically, as the multiple working chambers R each move in the circumferential direction, the volume gradually increases in the suction range to suck in oil from the suction port 59, and the volume gradually decreases in the discharge range to pressurize the oil and discharge it to the discharge port 60.

The oil pump 50 is equipped with a capacity variable mechanism 61 for changing the amount of oil discharged with each rotation of the inner rotor 51, i.e., the pump capacity. This capacity variable mechanism 61 is a mechanism that displaces an adjustment ring 63 using the hydraulic pressure (control hydraulic pressure) of a control hydraulic chamber TC formed in the accommodation portion 57 of the housing 54. This displacement of the adjustment ring 63 changes the relative positions of the inner rotor 51 and outer rotor 52 with respect to the intake port 59 and discharge port 60, changing the pump capacity.

The adjustment ring 63 has an annular body 64 that rotatably holds the outer rotor 52, a first protruding portion 65 and a second protruding portion 66 that protrude outward from the outer periphery of the body 64, an arm portion 67 that protrudes further outward from the outer periphery of the first protruding portion 65, and a protruding portion 68 that protrudes outward from the opposite side of the second protruding portion 66 relative to the first protruding portion 65 of the body 64. The adjustment ring 63 is biased to rotate (displace) clockwise around the input shaft 50i in Figures 2 and 3 by the pressing force of the coil spring SP acting on the arm portion 67. The first protruding portion 65 and the second protruding portion 66 each have a long hole-shaped guide hole 65h, 66h that extends approximately along the circumferential direction of the oil pump 50, and the guide pins 55a, 55b that protrude from the side wall portion 55 of the housing 54 toward the storage portion 57 are located in the guide hole 65h, 66h. As a result, the amount of clockwise rotation of the adjustment ring 63 in Figures 2 and 3 is restricted by the contact between the guide holes 65h, 66h and the guide pins 55a, 55b.

The arm portion 67 and protrusion portion 68 of the adjustment ring 63 function as a partition wall portion that partitions the control hydraulic chamber TC and the low hydraulic chamber TL, which are formed side by side within the accommodation portion 57 of the housing 54. A first seal member 69 is disposed between the outer periphery of the arm portion 67 and the peripheral wall portion 56 of the housing 54, and a second seal member 70 is disposed between the protrusion portion 68 and the peripheral wall portion 56. This restricts the flow of oil between the control hydraulic chamber TC and the low hydraulic chamber TL. The first seal member 69 and the second seal member 70 are formed from a resin material with excellent abrasion resistance.

2 and 3, the low oil pressure chamber TL is formed in an area that extends from the lower part of the accommodation portion 57 around the right side of the adjustment ring 63 to the upper part of it, surrounded by the outer periphery of the adjustment ring 63 and the peripheral wall portion 56 of the housing 54. The opening 59a of the suction port 59 faces this low oil pressure chamber TL, and the low pressure oil chamber TL becomes lower than atmospheric pressure (negative pressure) due to the oil suction pressure caused by the rotation of the inner rotor 51 and the outer rotor 52. The control oil pressure chamber TC is formed in an area that is surrounded by the outer periphery of the adjustment ring 63, the peripheral wall portion 56 of the housing 54, the first seal member 69, and the second seal member 70, and in which the flow of oil is restricted.

Then, a supply hole 55h for the control oil pressure is opened in the side wall portion 55 of the housing 54 facing the control oil pressure chamber TC, and oil pressure is supplied from the oil control valve 73 to the control oil pressure chamber TC via the control oil passage (oil supply passage) 71. The oil pressure in the control oil pressure chamber TC generates a counterclockwise moment in FIG. 2 or FIG. 3 in the adjustment ring 63. In addition, a clockwise moment in FIG. 2 or FIG. 3 is generated in the adjustment ring 63 due to the pressing force of the coil spring SP acting on the arm portion 67. Therefore, the position of the adjustment ring 63 is determined so that these two moments are balanced. Therefore, the capacity of the oil pump 50 can be adjusted (controlled) by adjusting the magnitude of the control oil pressure supplied from the oil control valve 73 to the control oil pressure chamber TC and positioning the adjustment ring 63.

The oil control valve 73 is configured to attract the plunger 75 downward in FIG. 2 or FIG. 3 by the electromagnetic solenoid 74, and drive the spool 77 via the rod 76 (to move it downward in FIG. 2 or FIG. 3). The oil control valve 73 has a control port 73a to which the control oil passage 71 is connected, a supply port 73b to which a supply oil passage 89a branching from the discharge oil passage 89 of the oil pump 50 is connected, and a drain port 73c for discharging oil. The spool 77 is biased upward in FIG. 2 or FIG. 3 by the pressing force of the coil spring 78.

In the oil control valve 73, the spool 77 moves according to the current Iocv applied to the electromagnetic solenoid 74 by the ECU 90. When the current Iocv of the electromagnetic solenoid 74 is 0, the spool 77 is positioned at the top in FIG. 2 by the pressing force of the coil spring 76, and the control port 73a and the drain port 73c are connected, as shown in FIG. 2. At this time, oil is discharged from the control hydraulic chamber TC, returned to the oil control valve 73 through the control oil passage 71, and discharged from the drain port 73c. That is, the control hydraulic pressure decreases, and the adjustment ring 63 is at the position of maximum pump capacity due to the pressing force of the coil spring SP. On the other hand, when the current Iocv of the electromagnetic solenoid 74 becomes a positive value, the spool 77 moves downward, and the control port 73a and the supply port 73b are connected, as shown in FIG. 3. As a result, oil flows from the supply port 73b to the control port 73a and is supplied to the control hydraulic chamber TC via the control oil passage 71, the adjustment ring 63 rotates counterclockwise from the position in FIG. 2, and the capacity of the oil pump 50 decreases. As the current value Iocv of the electromagnetic solenoid 74 increases, the pressure of the oil supplied to the control hydraulic chamber TC from the control port 73a via the control oil passage 71, i.e., the control hydraulic pressure, increases, the adjustment ring 63 rotates more counterclockwise from the position in FIG. 2, and the capacity of the oil pump 50 decreases.

Although not shown, the ECU 90 is configured as a microprocessor centered on a CPU, and in addition to the CPU, it is equipped with a ROM for storing processing programs, a RAM for temporarily storing data, a flash memory for storing and holding data, and an input/output port. Signals from various sensors necessary for controlling the engine 12 are input to the ECU 90 via the input port. Examples of signals input to the ECU 90 include the crank angle θcr from the crank position sensor 40 that detects the rotational position of the crankshaft 16, the cooling water temperature Tw from the water temperature sensor 42 that detects the temperature of the cooling water of the engine 12, and the cam angles θci and θco from the cam position sensor 44 that detects the rotational position of the intake camshaft that opens and closes the intake valve 28 and the rotational position of the exhaust camshaft that opens and closes the exhaust valve 31. In addition, the throttle opening TH from the throttle valve position sensor 46 that detects the position of the throttle valve 24 provided in the intake pipe 25, the intake air amount Qa from the air flow meter 48a attached upstream of the throttle valve 24 of the intake pipe 25, the intake air temperature Ta from the temperature sensor 48b attached upstream of the throttle valve 24 of the intake pipe 25, and the intake pressure Pin from the intake pressure sensor 48c attached downstream of the throttle valve 24 of the intake pipe 25 can also be mentioned. In addition, the catalyst temperature Tc from the temperature sensor 34b that detects the temperature of the purification catalyst 34a of the purification device 34, the air-fuel ratio AF from the air-fuel ratio sensor 35a attached upstream of the purification device 34 of the exhaust pipe 33, the oxygen signal O2 from the oxygen sensor 35b attached downstream of the purification device 34 of the exhaust pipe 33, and the knock signal Ks from the knock sensor attached to the cylinder block to detect vibrations caused by the occurrence of knocking can also be mentioned. The oil temperature To from the temperature sensor 82 that detects the temperature of the oil stored in the oil pan 81 can also be mentioned.

Various control signals for controlling the engine 12 are output from the ECU 90 via an output port. Examples of signals output from the ECU 90 include a control signal to the throttle motor 36 that adjusts the position of the throttle valve 24, a control signal to the in-cylinder injection valve 26, and a control signal to the spark plug 30. Another example is a control signal to the oil control valve 73 (electromagnetic solenoid 74) of the oil pump 50.

The ECU 90 calculates the rotation speed Ne of the engine 12 based on the crank angle θcr from the crank position sensor 40. The ECU 90 also calculates the load factor KL of the engine 12 (the ratio of the volume of air actually taken in during one cycle to the stroke volume per cycle of the engine 12) based on the intake air volume Qa from the air flow meter 48a and the rotation speed Ne of the engine 12.

In the engine device 10 thus configured, the ECU 90 performs intake air amount control, fuel injection control, and ignition control of the engine 12 so that the engine 12 is operated based on the target rotation speed Ne* and the target torque Te*. In the intake air amount control, the ECU 90 sets the target air amount Qa* based on the target torque Te* of the engine 12, sets the target throttle opening TH* so that the intake air amount Qa becomes the target air amount Qa*, and controls the throttle motor 36 so that the throttle opening TH of the throttle valve 24 becomes the target throttle opening TH*. In the fuel injection control, the ECU 90 sets the target fuel injection amount Qfd* of the in-cylinder injection valve 26 so that the air-fuel ratio AF becomes the target air-fuel ratio AF* (e.g., theoretical air-fuel ratio) based on the rotation speed Ne and volumetric efficiency KL of the engine 12, and controls the in-cylinder injection valve 26 so that the target fuel injection amount Qfd* of fuel is injected from the in-cylinder injection valve 26 once or multiple times. In ignition control, the ECU 90 sets the target ignition timing Tf* based on the engine 12 rotation speed Ne and load factor KL, and controls the spark plug 30 so that ignition occurs at the target ignition timing Tf*.

Next, the operation of the engine device 10 of the embodiment thus configured, particularly the operation when the purification catalyst (three-way catalyst) 34a of the purification device 34 is rapidly warmed up, will be described. The purification device 34 is rapidly warmed up, for example, when the catalyst temperature Tc is below the activation temperature and the accelerator is off. When the water temperature Tw at the start of the engine 12 is below a first predetermined temperature (e.g., 35 degrees or 45 degrees), the rapid warm-up is performed by performing one to three fuel injections during the intake stroke, and performing the final fuel injection during the expansion stroke to warm up the catalyst more quickly and improve emissions, and performing the expansion stroke injection warm-up in which ignition is synchronized with the fuel injection during the expansion stroke. On the other hand, when the water temperature at the start of the engine 12 is equal to or higher than the first predetermined temperature, the rapid warm-up is performed by performing the final fuel injection during the compression stroke and performing the compression stroke injection warm-up in which ignition is performed during the expansion stroke to maintain good emissions. In the expansion stroke injection warm-up, the ignition timing Tf is controlled to be retarded as much as possible. If the ignition timing Tf is retarded, the combustion efficiency decreases, so the engine 12 rotation speed Ne is maintained by increasing the intake air amount. As a result, the amount of combustion gas increases, and the absolute amount of emission components also increases, but the catalyst warm-up is promoted. In the rapid warm-up, the intake air amount control, fuel injection control, and ignition control of the engine 12 are performed so that the engine 12 rotation speed Ne is operated at the warm-up rotation speed Neset (e.g., 900 rpm or 1200 rpm). The target ignition timing Tf* at this time is set, for example, using the base ignition timing Tfbase and a value obtained by guarding the feedback correction value Tk for reducing the deviation of the engine 12 rotation speed Ne from the warm-up rotation speed Neset (e.g., 900 rpm or 1200 rpm) with the retard side guard value Tfgrd.

In compression stroke injection warm-up, the amount of retardation of the ignition timing Tf is smaller than that in expansion stroke injection warm-up, in order to perform catalyst warm-up while maintaining good emissions. In the embodiment, the base ignition timing Tfbase and the retard side guard value Tfgrd are changed depending on whether expansion stroke injection warm-up or compression stroke injection warm-up is selected. Specifically, when expansion stroke injection warm-up is selected, the base ignition timing Tfb1 and the retard side guard value Tfg1 are set to the base ignition timing Tfbase and the retard side guard value Tfgrd, and when compression stroke injection warm-up is selected, the base ignition timing Tfb2 and the retard side guard value Tfg2 are set to the base ignition timing Tfbase and the retard side guard value Tfgrd. In addition, the base ignition timing Tfb1 during expansion stroke injection warm-up can be ATDC20 (20 degrees after TDC (Top Dead Center)) or ATDC18, and the retard side guard value Tfg1 can be 3 degrees or 5 degrees. In addition, the base ignition timing Tfb2 during compression stroke injection warm-up is more advanced than the base ignition timing Tfb1 during expansion stroke injection warm-up, and can be, for example, ATDC10 or ATDC15, and the retard side guard value Tfg2 can be 3 degrees or 5 degrees.

Furthermore, the rapid warm-up is performed when the shift position is the neutral position (N position) and the drive position (D position). In the embodiment, the above-mentioned first predetermined temperature is switched depending on the shift position. That is, the first predetermined temperature to be compared with the water temperature Tw at the start of the engine 12 is switched depending on the shift position to determine whether to select the expansion stroke injection warm-up or the compression stroke injection warm-up. For example, 45 degrees may be used as the first predetermined temperature in the N position, and 35 degrees may be used as the first predetermined temperature in the D position, so that the expansion stroke injection warm-up is more easily selected in the N position than in the D position. Also, in the embodiment, the above-mentioned warm-up rotation speed Neset is switched depending on the shift position. For example, 1200 rpm may be used as the warm-up rotation speed Neset in the N position, and 900 rpm may be used as the warm-up rotation speed Neset in the D position.

Next, the control of the oil pump 50 during rapid warm-up will be described. FIG. 4 is a flowchart showing an example of an oil pump control routine during rapid warm-up executed by the ECU 90 during rapid warm-up. This routine is started when rapid warm-up begins.

When the rapid warm-up oil pump control routine of FIG. 4 is executed, the ECU 90 first executes maximum pump capacity control for a predetermined time (e.g., 3 seconds, 5 seconds, 7 seconds, etc.) (steps S100, S110). Here, the maximum pump capacity control is a control that controls the oil control valve 73 of the oil pump 50 so that the pump capacity of the oil pump 50 becomes the maximum pump capacity (see FIG. 2). As a result, the discharge pressure Po of the oil pump 50 becomes the maximum discharge pressure Pomax. By setting the discharge pressure Po of the oil pump 50 to the maximum discharge pressure Pomax, the friction of the engine 12 can be sufficiently increased, and the intake air amount Qa and fuel injection amount Qf of the engine 12 can be increased to raise the exhaust temperature, thereby accelerating the warm-up of the purification catalyst 34a.

Then, when a predetermined time has elapsed since the start of the rapid warm-up, the oil temperature To and the above-mentioned target rotation speed Ne* of the engine 12 are input (step S120), and the maximum discharge pressure Pomax of the oil pump 50 is estimated based on the input oil temperature To and target rotation speed Ne* (step S130). Here, the maximum discharge pressure Pomax can be obtained by applying the oil temperature To and the target rotation speed Ne* to a maximum discharge pressure estimation map. The maximum discharge pressure estimation map is determined in advance as the relationship between the oil temperature To and the target rotation speed Ne* and the maximum discharge pressure Pomax, and is stored in a ROM (not shown). FIG. 5 is an explanatory diagram showing an example of a maximum discharge pressure estimation map. As shown in the figure, the maximum discharge pressure Pomax increases as the oil temperature To decreases, and increases as the target rotation speed Ne* (rotation speed Ne) of the engine 12 increases. The former is because the viscosity of the oil increases as the oil temperature To decreases. The latter is because the higher the rotation speed Ne of the engine 12, the higher the rotation speed of the inner rotor 51 and the outer rotor 52 of the oil pump 50.

When the maximum discharge pressure Pomax is estimated in this way, a value obtained by subtracting a predetermined value ΔPo from the estimated maximum discharge pressure Pomax is set as the target discharge pressure Po* (step S140), and the oil control valve 73 of the oil pump 50 is controlled using the set target discharge pressure Po* (step S150). This control is performed, for example, by setting a target current Iocv* of the electromagnetic solenoid 74 of the oil control valve 73 based on the target discharge pressure Po* and controlling the electromagnetic solenoid 74. The target current Iocv* of the electromagnetic solenoid 74 is set by applying the target discharge pressure Po* to the relationship between the target discharge pressure Po* and the target current Iocv* of the electromagnetic solenoid 74, which is determined in advance by experiment or analysis, so that the discharge pressure Po of the oil pump 50 becomes the target discharge pressure Po*.

During rapid warm-up, it is possible to continue the maximum pump displacement control described above until the end condition is met, but if the maximum pump displacement control continues for a long time, there is a possibility that abnormal noises due to the viscosity of the oil will occur in the oil pump 50, etc. In response to this, in the embodiment, by setting the target discharge pressure Po* based on the oil temperature To and the target rotation speed Ne* of the engine 12 within a range smaller than the maximum discharge pressure Pomax, it is possible to suppress the generation of abnormal noises in the oil pump 50 while increasing the friction of the engine 12 to a certain extent and promoting the warm-up of the purification catalyst 34a.

During rapid warm-up, the ignition timing Tf and other parameters are adjusted so that the deviation of the engine 12 rotation speed Ne from the warm-up rotation speed Neset is reduced, causing the engine 12 rotation speed Ne to fluctuate around the target rotation speed Ne*. For this reason, if the target discharge pressure Po* is set based on the engine 12 rotation speed Ne, the target discharge pressure Po* will fluctuate. In response to this, by setting the target discharge pressure Po* based on the engine 12 target rotation speed Ne*, it is possible to suppress fluctuations in the target discharge pressure Po*.

Then, it is determined whether the conditions for terminating the rapid warm-up are met (step S160), and if the conditions for terminating the rapid warm-up are not met, the process returns to step S120. In this way, the processes of steps S120 to S160 are repeatedly executed, and when the conditions for terminating the rapid warm-up are met, this routine is terminated. Here, the conditions for terminating the rapid warm-up include one or more of the following: the catalyst temperature Tc is equal to or higher than the activation temperature; the engine 12 cooling water temperature Tw is equal to or higher than a second predetermined temperature (e.g., 70 degrees) that is higher than the first predetermined temperature described above; the integrated intake air volume, which is the integrated value of the intake air volume Qa after the start of the engine 12, is equal to or higher than a predetermined volume; and the accelerator is on.

In the engine device 10 of the embodiment described above, during rapid warm-up, the maximum discharge pressure Pomax of the oil pump 50 is estimated based on the oil temperature To and the target rotation speed Ne* of the engine 12, a value obtained by subtracting a predetermined value ΔPo from the estimated maximum discharge pressure Pomax is set as the target discharge pressure Po* of the oil pump 50, and the oil control valve 73 of the oil pump 50 is controlled based on the set target discharge pressure Po*. This makes it possible to increase the friction of the engine 12 to a certain extent while suppressing the generation of abnormal noise, thereby accelerating the warm-up of the purification catalyst 34a. In addition, fluctuations in the target discharge pressure Po* can be suppressed compared to when the target discharge pressure Po* is set based on the rotation speed Ne of the engine 12.

In the engine device 10 of the embodiment, after performing maximum pump capacity control for a predetermined time during rapid warm-up, the maximum discharge pressure Pomax of the oil pump 50 is estimated based on the oil temperature To and the target rotation speed Ne* of the engine 12, and the value obtained by subtracting a predetermined value ΔPo from the estimated maximum discharge pressure Pomax is set as the target discharge pressure Po* of the oil pump 50. However, the oil temperature To and the target rotation speed Ne* may be applied to a target discharge pressure setting map to set the target discharge pressure Po*. The target discharge pressure setting map is determined in advance as the relationship between the oil temperature To and the target rotation speed Ne* and the target discharge pressure Po*, and is stored in a ROM (not shown). FIG. 6 is an explanatory diagram showing an example of the target discharge pressure setting map. In FIG. 6, the maximum discharge pressure Pomax is also illustrated. As shown in the figure, the target discharge pressure Po* is set to a range smaller than the maximum discharge pressure Pomax, with the same tendency as the maximum discharge pressure Pomax, specifically, to be larger the lower the oil temperature To is, and to be larger the higher the target rotation speed Ne* of the engine 12 is. Even in this case, the same effect as in the embodiment can be achieved.

In the engine device 10 of the embodiment, during rapid warm-up, maximum pump capacity control is performed for a predetermined time, and then the target discharge pressure Po* of the oil pump 50 is set within a range smaller than the maximum discharge pressure Pomax of the oil pump 50 based on the oil temperature To and the target rotation speed Ne* of the engine 12 to control the oil pump 50. However, during rapid warm-up, the target discharge pressure Po* of the oil pump 50 may be set within a range smaller than the maximum discharge pressure Pomax of the oil pump 50 from the beginning based on the oil temperature To and the target rotation speed Ne* of the engine 12 without performing maximum pump capacity control, and the oil pump 50 may be controlled.

The following describes the relationship between the main elements of the embodiment and the main elements of the invention described in the section on means for solving the problem. In the embodiment, the engine 12 corresponds to the "engine", the purification device 34 corresponds to the "purification device", the oil pump 50 corresponds to the "oil pump", and the ECU 90 corresponds to the "control device".

The correspondence between the main elements of the Examples and the main elements of the invention described in the Means for Solving the Problem column does not limit the elements of the invention described in the Means for Solving the Problem column, since the Examples are examples for specifically explaining the form for implementing the invention described in the Means for Solving the Problem column. In other words, the interpretation of the invention described in the Means for Solving the Problem column should be based on the description in that column, and the Examples are merely a specific example of the invention described in the Means for Solving the Problem column.

The above describes the form for carrying out the present invention using examples, but the present invention is not limited to these examples in any way, and it goes without saying that the present invention can be carried out in various forms without departing from the spirit of the present invention.

The present invention can be used in the engine equipment manufacturing industry, etc.

10 engine device, 12 engine, 16 crankshaft, 22 air cleaner, 24 throttle valve, 25 intake pipe, 26 in-cylinder injection valve, 28 intake valve, 29 combustion chamber, 30 spark plug, 31 exhaust valve, 32 piston, 33 exhaust pipe, 34 purification device, 34a purification catalyst, 34b temperature sensor, 35a air-fuel ratio sensor, 35b oxygen sensor, 36 throttle motor, 40 crank position sensor, 42 water temperature sensor, 44 cam position sensor, 46 throttle valve position sensor, 48a air flow meter, 48b temperature sensor, 48c intake pressure sensor, 50 oil pump, 50i input shaft, 51 inner rotor, 51a external teeth, 52 outer rotor, 52a internal teeth, 54 housing, 55 side wall portion, 55a, 55b guide pin, 55h Supply hole, 56 peripheral wall portion, 57 storage portion, 59 intake port, 59a opening, 59b groove portion, 60 discharge port, 61 capacity variable mechanism, 63 adjustment ring, 64 main body portion, 65 first overhang portion, 65h, 66h guide hole, 66 second overhang portion, 67 arm portion, 68 protrusion portion, 69 first seal member, 70 second seal member, 71 control oil passage, 73 oil control valve, 73a control port, 73b supply port, 73c drain port, 74 electromagnetic solenoid, 75 plunger, 76 rod, 77 spool, 80 crankcase, 81 oil pan, 82 temperature sensor, 89 discharge oil passage, 89a supply oil passage, 90 ECU, ST strainer, TC control oil pressure chamber, TL low oil pressure chamber.

Claims (1)

The engine,
a purification device having a purification catalyst for purifying exhaust gas from the engine;
a variable displacement oil pump that is driven by the power of the engine and whose discharge pressure can be changed by changing the pump displacement;
A control device for controlling a discharge pressure of the oil pump;
An engine device comprising:
When the engine is operated so that the engine speed becomes a target speed based on a warm-up request for the catalyst, the control device estimates a maximum discharge pressure of the oil pump so that the lower the oil temperature of the lubricating oil of the engine is and the higher the target speed is, and controls the oil pump by setting the target discharge pressure of the oil pump by subtracting a predetermined value from the estimated maximum discharge pressure .
Engine equipment.

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