Regulating system

Abstract

To reduce a load of an oil pump in deceleration of a vehicle.SOLUTION: A regulating system S has: an injection portion 14 for injecting a lubricant A toward a piston 13 housed in a cylinder 12 of an engine 1 of a vehicle; a pump 4 for supplying the lubricant A to the injection portion 14; a flow rate regulation valve 6 disposed in a pipe conduit 5 for connecting the injection portion 14 and the pump 4; and a flow rate control portion for regulating the supply amount of the lubricant A to be supplied to the injection portion 14 from the pump 4 by controlling the flow rate regulation valve 6 and controlling a discharge amount of the lubricant A of the pump 4 by controlling the pump 4. The flow rate control portion controls the flow rate regulation valve 6 so that the supply amount becomes more than 0 and less than the supply amount in accelerating the vehicle and controls the pump 4 so that the discharge amount of the lubricant A of the pump 4 is reduced, in decelerating the vehicle.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to an adjustment system for adjusting the amount of lubricating oil injected onto a piston in an engine. [Background technology]

[0002] An oil jet is known that injects lubricating oil supplied from a pump to a piston housed in an engine cylinder. Patent Document 1 discloses a technology for cutting off the supply of lubricating oil to the oil jet when the vehicle is decelerating. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2020-041499 A Summary of the Invention [Problem to be solved by the invention]

[0004] If the supply of lubricating oil to the oil jet is cut off, lubricating oil from the oil pump will no longer be supplied to the oil jet even if the oil pump is operating. However, if the oil pump continues to discharge lubricating oil even though the lubricating oil is not being injected, the pressure of the lubricating oil in the pipe that supplies the lubricating oil will increase, and the pressure required to discharge the lubricating oil into the pipe will increase. As a result, the force (load) required to operate the oil pump will increase.

[0005] The present invention has been made in consideration of these points, and has an object to reduce the load on the oil pump when the vehicle is decelerating. [Means for solving the problem]

[0006] In one aspect of the present invention, an adjustment system is provided that includes an injection unit that injects lubricating oil toward a piston housed in a cylinder of a vehicle engine, a pump that supplies the lubricating oil to the injection unit, a flow rate regulating valve provided in a pipeline connecting the injection unit and the pump, and a flow rate control unit that controls the flow rate regulating valve to regulate the amount of lubricating oil supplied from the pump to the injection unit and controls the pump to control the amount of lubricating oil discharged from the pump, wherein the flow rate control unit controls the flow rate regulating valve so that, when the vehicle is decelerating, the supply amount is greater than 0 and less than the supply amount during acceleration of the vehicle, and controls the pump so that the amount of lubricating oil discharged from the pump is reduced.

[0007] The flow control unit may reduce the amount of lubricating oil supplied when the vehicle is decelerating and the temperature of the piston is within a predetermined range, and may not reduce the amount of lubricating oil supplied when the vehicle is decelerating and the temperature of the piston is outside the predetermined range.

[0008] The flow control unit may reduce the amount of lubricating oil supplied when the vehicle's braking device is in an inoperative state, fuel injection into the combustion chamber of the engine is stopped, a clutch that disconnects the transmission of power between the engine and a power transmission member to which the driving force of the engine is transmitted is in an engaged state, and the temperature of the piston is within the specified range.

[0009] The flow control unit does not need to reduce the amount of lubricating oil supplied if the vehicle is decelerating and the temperature of the piston is within the specified range, and if the braking device is activated or fuel is being injected into the combustion chamber.

[0010] The flow rate control unit may stop the supply of the lubricating oil if the clutch is in a disengaged state when the vehicle is decelerating and the temperature of the piston is within the predetermined range.

[0011] When a temperature of the piston is within the predetermined range, the flow rate control unit may decrease the supply amount as the temperature of the piston decreases.

[0012] The flow rate control unit may reduce the discharge rate of the pump in response to the supply rate that is reduced during deceleration of the vehicle.

[0013] The flow rate control unit may reduce the number of times the lubricant is injected from the injection unit per unit time in response to a reduction in the supply amount. Effect of the Invention

[0014] According to the present invention, it is possible to reduce the load on the oil pump when the vehicle is decelerating. [Brief description of the drawings]

[0015] [Figure 1] FIG. 2 is a diagram for explaining the configuration of an adjustment system. [Diagram 2] FIG. 2 is a diagram for explaining the configuration of a flow rate control device. [Diagram 3] 13 is a flowchart illustrating an example of a process for determining a supply amount. [Figure 4] 13 is a flowchart illustrating an example of a supply determination process. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0016] [Configuration of Regulatory System S] The configuration of the regulation system S will be described with reference to Figures 1 and 2. Figure 1 is a diagram for explaining the configuration of the regulation system S. Figure 2 is a diagram for explaining the configuration of a flow control device 8. The regulation system S is mounted on a vehicle. The regulation system S has an engine 1, a pump 4, a pipeline 5, a flow control valve 6, a flow control device 8, a cylinder 12, a piston 13, and an injection unit 14.

[0017] The engine 1 is an internal combustion engine that burns and expands a mixture of fuel and intake air to generate power. The engine 1 is a diesel engine mounted on a vehicle, but may also be a gasoline engine. An output shaft 21 of the engine 1 is connected to a pump 4 and a generator 31, which will be described later.

[0018] The cylinder 12 of the engine 1 is provided in an engine block 11 of the engine 1. The piston 13 is housed in the cylinder 12. The piston 13 moves up and down as an air-fuel mixture is burned in a combustion chamber of the engine 1. The up and down movement of the piston 13 rotates the crankshaft 2. When the crankshaft 2 rotates, the output shaft 21 connected to the crankshaft 2 rotates.

[0019] The injection unit 14 is provided adjacent to the cylinder 12. In addition, an injection port for injecting the lubricating oil A is provided so as to penetrate the wall of the cylinder 12. The injection port is provided so as to inject the lubricating oil A toward the bottom surface of the piston 13. The injection unit 14 injects the lubricating oil A toward the bottom surface of the piston 13. For example, the injection unit 14 injects the lubricating oil A toward the bottom surface of the piston 13 when the piston 13 reaches the bottom dead center. The injection unit 14 can change the amount of the lubricating oil A injected toward the piston 13 per unit time. For example, the injection unit 14 changes the amount of the lubricating oil A injected by changing the number of injections per unit time. In addition, the injection unit 14 may change the amount of the lubricating oil A injected by changing the amount of the lubricating oil A injected at one time without changing the number of injections per unit time.

[0020] The pump 4 is a pump that supplies the lubricating oil A to the parts 9 to be lubricated, such as the connecting rod, the transmission, and the steering device, and to the injection part 14. The pump 4 is connected to the output shaft 21 of the engine 1, and operates as the output shaft 21 rotates to supply the lubricating oil A. The pump 4 is a positive displacement pump that compresses the space into which the lubricating oil A has been sucked, and discharges the lubricating oil A by the compression action, and is capable of changing the discharge amount of the lubricating oil A. As a specific example, the pump 4 is a variable displacement vane pump that has vanes inscribed in the housing of the pump 4, and sends the lubricating oil A sucked between the vanes from the suction side to the discharge side, but is not limited thereto.

[0021] The pipe 5 is a pipe that connects the injection unit 14 and the pump 4. The pipe 5 supplies the lubricating oil A discharged from the pump 4 to the injection unit 14. The pipe 5 also connects the pump 4 to the connecting rod and the part to be lubricated 9. The pipe 5 is capable of supplying the lubricating oil A discharged from the pump 4 to the connecting rod and the part to be lubricated 9.

[0022] The flow rate control valve 6 is provided in the pipeline 5. The flow rate control valve 6 adjusts the amount of lubricating oil A supplied from the pump 4 to the spray unit 14 under the control of the flow rate control device 8. The details of the flow rate control device 8 will be described later. The amount of lubricating oil A supplied from the pump 4 to the spray unit 14 decreases as the opening of the flow rate control valve 6 decreases, and when the flow rate control valve 6 is fully closed, the amount of lubricating oil A supplied to the spray unit 14 is zero.

[0023] The temperature sensor 7 is provided in the cylinder 12. For example, the temperature sensor 7 is provided inside the cylinder 12 so as to be able to measure the temperature of the bottom surface of the piston 13. As an example, the temperature sensor 7 is an infrared sensor, but is not limited to this.

[0024] The generator 31 is connected to the output shaft 21 of the engine 1. The generator 31 operates and generates power when the output shaft 21 of the engine 1 rotates. The generator 31 generates a larger amount of power as the rotational force of the output shaft 21 increases. The maximum value of the power that the generator 31 can generate is determined by the specifications of the generator 31, etc.

[0025] The storage battery 32 is a secondary battery that stores the electric power generated by the generator 31. The storage battery 32 is, for example, a lead storage battery, a lithium ion secondary battery, or a nickel-metal hydride storage battery, but is not limited to these. The storage battery 32 can supply the stored electric power to devices mounted on the vehicle.

[0026] The flow rate control device 8 has a storage unit 81 and a control unit 82. The storage unit 81 is a storage medium including a ROM (Read Only Memory), a RAM (Random Access Memory), a hard disk, etc. The storage unit 81 stores a program executed by the control unit 82.

[0027] The control unit 82 is a computation resource including a processor such as a CPU (Central Processing Unit). The control unit 82 executes a program stored in the storage unit 81 to realize functions as an acquisition unit 821 and a flow rate control unit 822.

[0028] The acquisition unit 821 acquires the temperature of the piston 13. Specifically, the acquisition unit 821 acquires the temperature of the bottom surface of the piston 13 detected by the temperature sensor 7. The acquisition unit 821 notifies the flow rate control unit 822 of the acquired temperature of the piston 13.

[0029] The flow rate control unit 822 controls the injection amount of the lubricant A injected from the injection unit 14. For example, when the vehicle is decelerating, the flow rate control unit 822 reduces the injection amount of the lubricant A injected from the injection unit 14. Specifically, the flow rate control unit 822 reduces the injection amount by reducing the number of times the lubricant A is injected from the injection unit 14 per unit time. The flow rate control unit 822 may also reduce the injection amount of the lubricant A injected by the injection unit 14 at one time. Thereby, the flow rate control unit 822 can prevent the temperature of the piston 13 from dropping too much by injecting the same amount of lubricant A as during acceleration during deceleration of the vehicle, in which the temperature of the piston 13 is less likely to rise than during acceleration of the vehicle.

[0030] As described above, when the flow rate control unit 822 reduces the amount of injection per unit time to the injection unit 14, if the amount of lubricating oil A supplied to the injection unit 14 does not decrease, the pressure of the lubricating oil A in the injection unit 14 and the pipeline 5 increases. If the pressure of the lubricating oil A increases, the viscosity of the lubricating oil A may increase and the lubricating oil A may not be injected from the injection unit 14, or the highly viscous lubricating oil A may create resistance, increasing the load when the piston 13 and the cylinder 12 slide, causing them to slide improperly.

[0031] Therefore, the flow control unit 822 controls the flow rate adjustment valve 6 to adjust the supply amount of lubricant A supplied from the pump 4 to the injector 14. Specifically, when the injection amount of the injector 14 is reduced during deceleration of the vehicle, the flow rate control unit 822 controls the flow rate adjustment valve 6 to reduce the supply amount of lubricant A supplied to the injector 14. However, if the supply amount to the injector 14 is set to 0, the injector 14 cannot inject the lubricant A. Therefore, the flow rate control unit 822 controls the flow rate adjustment valve 6 so that the supply amount of lubricant A to the injector 14 is greater than 0 and smaller than the supply amount of lubricant A to the injector 14 during acceleration. Specifically, the flow rate control unit 822 makes the opening degree of the flow rate adjustment valve 6 during deceleration greater than 0 and smaller than the opening degree of the flow rate adjustment valve 6 during acceleration, thereby making the supply amount of lubricant A to the injector 14 greater than 0 and smaller than the supply amount during acceleration.

[0032] In this way, the flow rate control unit 822 can suppress an increase in the pressure of the lubricant A in the spray unit 14 and the pipeline 5, and can suppress an increase in the viscosity of the lubricant A. As a result, the flow rate control unit 822 can suppress a situation in which the lubricant A is not sprayed from the spray unit 14 or the piston 13 and the cylinder 12 do not slide properly.

[0033] If the amount of oil supplied to the injection unit 14 is reduced while the amount of oil discharged from the pump 4 remains unchanged, the pressure of the lubricating oil A in the pipeline through which the pump 4 supplies the lubricating oil A to each lubricated part increases. This increases the pressure required for the pump 4 to discharge the lubricating oil A. In other words, the agitation resistance of the lubricating oil A in the pump 4 increases. When the agitation resistance of the pump 4 increases, the load on the pump 4 increases, and the rotational force of the engine 1 is wasted in order to operate the pump 4 with the increased load.

[0034] Therefore, the flow rate control unit 822 controls the pump 4 to control the discharge amount of the lubricating oil A from the pump 4. For example, when the supply amount to the injection unit 14 is reduced during deceleration of the vehicle, the flow rate control unit 822 controls the pump 4 so that the discharge amount of the pump 4 is reduced. Specifically, the flow rate control unit 822 reduces the discharge amount of the pump 4 according to the supply amount reduced during deceleration of the vehicle. More specifically, the flow rate control unit 822 reduces the discharge amount by the same amount as the reduced supply amount. For example, when the supply amount to the injection unit 14 is reduced by 100 milliliters per minute, the flow rate control unit 822 reduces the discharge amount of the pump 4 by 100 milliliters per minute. This suppresses the increase in pressure required for the pump 4 to discharge the lubricating oil A, so that the flow rate control unit 822 can reduce the load on the pump 4 during deceleration of the vehicle compared to when the discharge amount of the pump 4 is not reduced during deceleration of the vehicle.

[0035] In this way, the flow rate control unit 822 can reduce the load on the pump 4 during deceleration of the vehicle. This allows the rotational force of the engine 1 to be used preferentially for power generation by the generator 31, increasing the amount of power that the generator 31 can generate.

[0036] (Process for reducing the supply amount according to the temperature of the piston 13) Incidentally, the temperature of the piston 13 during deceleration of the vehicle may become approximately the same as the temperature of the piston 13 during acceleration. In this case, if the amount of lubricating oil A supplied to the injection unit 14 is reduced, the temperature of the piston 13 may rise too much, and the cylinder 12 and the piston 13 may be damaged by heat. Therefore, when the temperature of the piston 13 is higher than a predetermined upper temperature limit, the flow rate control unit 822 sets the amount of lubricating oil A supplied to the injection unit 14 to be the same as the amount supplied during acceleration. In this way, the flow rate control unit 822 can reduce the risk of the cylinder 12 and the piston 13 being damaged by heat.

[0037] During deceleration of the vehicle, the combustion of the air-fuel mixture in the combustion chamber is suppressed, and the temperature of the piston 13 may become so low that cooling of the piston 13 is unnecessary. If lubricating oil A is continued to be supplied in such a case, the film formed by the lubricating oil A with reduced viscosity may become too thick, making it difficult for the piston 13 to slide. When the temperature of the piston 13 is below a predetermined lower limit temperature, the flow rate control unit 822 stops the supply of lubricating oil A to the injection unit 14. In this way, the flow rate control unit 822 can suppress the piston 13 from becoming difficult to slide.

[0038] In consideration of the above, the flow control unit 822 reduces the amount of lubricant A supplied to the injection unit 14 when the temperature of the piston 13 is within a predetermined range of a lower temperature limit value or more and an upper temperature limit value or less. When the temperature of the piston 13 is within a predetermined range, the flow control unit 822 may reduce the amount of lubricant A supplied to the injection unit 14 as the temperature of the piston 13 becomes lower. Specifically, the flow control unit 822 reduces the amount of lubricant A supplied to the injection unit 14 by reducing the opening of the flow control valve 6 as the temperature of the piston 13 becomes lower. In this case, the flow control unit 822 reduces the number of injections of the injection unit 14 according to the amount of supply to be reduced. Specifically, the flow control unit 822 reduces the number of injections of the injection unit 14 as the amount of supply to be reduced becomes larger. This makes it possible for the flow control unit 822 to inject an amount of lubricant A according to the temperature of the piston 13 to the injection unit 14.

[0039] The flow control unit 822 does not reduce the supply amount of lubricant A when the temperature of the piston 13 is outside a predetermined range. Specifically, when the temperature of the piston 13 is higher than the upper limit value (upper temperature limit value) of the predetermined range, the flow control unit 822 makes the supply amount of lubricant A to the injection unit 14 the same as the supply amount during acceleration. When the temperature of the piston 13 is below the lower limit value (lower temperature limit value) of the predetermined range, the flow control unit 822 stops the supply of lubricant A to the injection unit 14. In this way, the flow control unit 822 can reduce the risk of the cylinder 12 and the piston 13 being damaged by heat, and suppress the piston 13 from becoming difficult to slide.

[0040] (Process to reduce supply amount depending on the operating status of other devices) When the vehicle is decelerating and the braking device (brake) of the vehicle is inactive, the flow control unit 822 makes the amount of lubricant A supplied to the injection unit 14 smaller than the amount supplied during acceleration. In this case, when the brake pedal for operating the braking device is not operated, the flow control unit 822 determines that the braking device is inactive, and when the brake pedal is operated, the flow control unit 822 determines that the braking device is inactive. Then, when the vehicle is decelerating in a state where the braking device of the vehicle is inactive and fuel injection into the combustion chamber of the engine 1 is stopped, the flow control unit 822 makes the amount of lubricant A supplied to the injection unit 14 smaller than the amount supplied during acceleration. In this way, when the vehicle is in coasting running in which the vehicle is decelerating in a state where the braking device of the vehicle is inactive and fuel injection into the combustion chamber is stopped, the flow control unit 822 can reduce the load on the engine 1 by reducing the load on the pump 4. As a result, the vehicle can coast for a longer distance.

[0041] When the vehicle's braking system is operating and decelerating, the flow rate control unit 822 does not reduce the amount of lubricating oil A supplied to the injection unit 14. Specifically, even if the vehicle is decelerating and the temperature of the piston 13 is within a predetermined range, when the braking system is in an operating state, the flow rate control unit 822 makes the amount of lubricating oil A supplied to the injection unit 14 the same as the amount supplied to the injection unit 14 when the vehicle is accelerating. This allows the flow rate control unit 822 to increase the load on the pump 4 and increase the load on the engine 1, making it easier to decelerate the vehicle.

[0042] Even if the vehicle is decelerating, when fuel injection into the combustion chamber is being performed, the flow rate control unit 822 does not reduce the amount of lubricating oil A supplied to the injector 14. Specifically, even if the vehicle is decelerating and the temperature of the piston 13 is within a predetermined range, when fuel injection into the combustion chamber is being performed, the flow rate control unit 822 makes the amount of lubricating oil A supplied to the injector 14 the same as the amount supplied to the injector 14 when the vehicle is accelerating. In this way, when fuel injection into the combustion chamber is being performed and the piston 13 needs to be cooled, the flow rate control unit 822 can supply the amount of lubricating oil A required for cooling to the injector 14.

[0043] The flow control unit 822 may change the supply amount according to the connection state of a clutch that connects and disconnects the transmission of power between the engine 1 and a power transmission member to which the driving force of the engine 1 is transmitted. Specifically, the flow control unit 822 makes the amount of lubricating oil A supplied to the injector 14 smaller than the amount supplied during acceleration when the vehicle's braking device is inactive, fuel injection into the combustion chamber is stopped, and the clutch is engaged and the vehicle is decelerating. This allows the flow control unit 822 to reduce the load on the pump 4 during deceleration by so-called engine braking. As a result, the flow control unit 822 can cause the generator 31 to generate power using regenerative energy during deceleration by engine braking.

[0044] When the clutch is in a disengaged state, the flow control unit 822 stops the supply of the lubricating oil A to the injection unit 14. For example, when the clutch is in a disengaged state, the flow control unit 822 stops the supply of the lubricating oil A to the injection unit 14 by fully closing the flow control valve 6. Specifically, when the braking device of the vehicle is in an inoperative state, fuel injection into the combustion chamber is stopped, and the clutch is in a disengaged state and the vehicle is decelerating, the flow control unit 822 stops the supply of the lubricating oil A to the injection unit 14. In this way, the flow control unit 822 does not cause the injection unit 14 to inject the lubricating oil A to the piston 13 when it is not necessary to lubricate the piston 13, so that an excessive amount of the lubricating oil A can be prevented from being supplied to the piston 13.

[0045] [Process to determine supply amount] 3 is a flowchart showing an example of a process for determining the supply amount. The process for determining the supply amount is executed at a predetermined interval while the vehicle is running. The predetermined interval is, for example, 100 milliseconds, but is not limited to this. It is also assumed that the piston temperature of the piston 13 has been acquired.

[0046] First, the flow control unit 822 determines whether the braking system of the vehicle is inactive (step S1). For example, the flow control unit 822 determines that the braking system is inactive when the brake pedal of the vehicle is not operated. If the braking system is inactive (Yes in step S1), the flow control unit 822 determines whether fuel injection into the combustion chamber of the engine 1 is stopped (step S2).

[0047] The flow control unit 822 determines whether the clutch is in an engaged state (step S3). If the clutch is in an engaged state (Yes in step S3), the flow control unit 822 determines whether the piston temperature of the piston 13 is within a predetermined range (step S4). If the piston temperature is within the predetermined range (Yes in step S4), the flow control unit 822 reduces the amount of lubricant A supplied to the injection unit 14 (step S5). Specifically, the lower the piston temperature, the less the opening of the flow control valve 6, thereby reducing the amount of lubricant A supplied to the injection unit 14 during deceleration of the vehicle compared to the amount of lubricant A supplied to the injection unit 14 during acceleration of the vehicle.

[0048] If the piston temperature is outside the predetermined range (No in step S4), the flow rate control unit 822 executes a supply determination process for the injection unit 14 (step S6). FIG. 4 is a flowchart showing an example of the supply determination process. The flow rate control unit 822 determines whether the piston temperature is equal to or higher than the lower limit of the predetermined range (step S61). If the piston temperature is less than the lower limit of the predetermined range (No in step S61), the flow rate control unit 822 determines to stop the supply of lubricant A to the injection unit 14 (step S66).

[0049] If the piston temperature is equal to or higher than the lower limit of the predetermined range (Yes in step S61), the flow control unit 822 determines whether the amount of power generated by the generator 31 is less than the maximum value (step S62). Specifically, the flow control unit 822 determines whether the amount of power that can be generated by the regenerative power generated by the engine 1 during deceleration is less than the maximum value of the power that the generator 31 can generate.

[0050] If the amount of power generated by the generator 31 is less than the maximum value (Yes in step S62), the flow rate control unit 822 determines whether the remaining capacity of the battery mounted on the vehicle is less than a predetermined value (step S63). If the remaining capacity of the battery is equal to or greater than a predetermined value (No in step S63), the flow rate control unit 822 determines to stop the supply of the lubricant A to the injection unit 14 (step S66).

[0051] If the amount of power generated by the generator 31 is equal to or greater than the maximum value (No in step S62) or if the remaining capacity of the battery is less than a predetermined value (Yes in step S63), the flow control unit 822 determines whether the lubricant temperature of the lubricant A is greater than the upper temperature limit (step S64). If the lubricant temperature of the lubricant A is equal to or less than the upper temperature limit (No in step S64), the flow control unit 822 determines to stop the supply of the lubricant A to the injection unit 14 (step S66). If the lubricant temperature of the lubricant A is higher than the upper temperature limit (Yes in step S64), the flow control unit 822 determines to supply the same amount of lubricant A as during acceleration to the injection unit 14 (step S65). When the flow control unit 822 determines whether to make the amount of lubricant A supplied to the injection unit 14 the same amount as during acceleration or to stop the supply to the injection unit 14, the supply determination process ends.

[0052] When the supply determination process (step S6) is completed, the flow rate control unit 822 determines whether or not to supply lubricant A to the spray unit 14 (step S7). When the flow rate control unit 822 determines in the supply determination process (step S6) to supply the same amount of lubricant A as during acceleration to the spray unit 14 (Yes in step S7), the flow rate control unit 822 supplies the same amount of lubricant A as during acceleration to the spray unit 14 (step S8). Specifically, the flow rate control unit 822 supplies the same amount of lubricant A as during acceleration to the spray unit 14 by setting the opening degree of the flow rate adjustment valve 6 to the same opening degree of the flow rate adjustment valve 6 as during acceleration.

[0053] When the flow rate control unit 822 determines in the supply determination process (step S6) not to supply the lubricant A to the spray unit 14 (No in step S7), it stops the supply of the lubricant A to the spray unit 14 (step S9). Specifically, the flow rate control unit 822 stops the supply of the lubricant A to the spray unit 14 by fully closing the flow rate adjustment valve 6 and setting the supply amount of the lubricant A to the spray unit 14 to 0.

[0054] [Effects of Regulatory System S] As described above, the adjustment system S includes the injection unit 14 that injects the lubricant A toward the piston 13, the pump 4 that is capable of changing the discharge amount of the lubricant A and supplies the lubricant A to the injection unit 14, the pipe 5 that connects the injection unit 14 and the pump 4, the flow rate adjustment valve 6 that is provided in the pipe 5 and adjusts the supply amount of the lubricant A supplied from the pump 4 to the injection unit 14, and the flow rate control unit 822 that controls the flow rate adjustment valve 6. The flow rate control unit 822 of the adjustment system S makes the supply amount of the lubricant A to the injection unit 14 during deceleration of the vehicle greater than 0 and smaller than the supply amount during acceleration of the vehicle, and reduces the discharge amount of the pump 4.

[0055] In this way, the adjustment system S reduces the discharge amount of the pump 4 when the supply amount to the injection unit 14 is reduced. Therefore, the increase in pressure required for the pump 4 to discharge the lubricant A is suppressed, and the increase in the stirring resistance of the lubricant A in the pump 4 is suppressed. In other words, the adjustment system S can reduce the load of the pump 4 during deceleration of the vehicle compared to when the discharge amount of the pump 4 is not reduced during deceleration of the vehicle. By reducing the load of the pump 4, the adjustment system S allows other devices other than the pump 4 to use the rotational force of the engine 1 with priority by the reduced load. For example, when the generator 31 uses the rotational force of the engine 1 with priority by the reduced load, it becomes possible to generate more electricity.

[0056] Although the present invention has been described above using the embodiments, the technical scope of the present invention is not limited to the scope described in the above embodiments, and various modifications and changes are possible within the scope of the gist of the present invention. For example, all or part of the device can be configured by distributing or integrating functionally or physically in any unit. In addition, new embodiments resulting from any combination of multiple embodiments are also included in the embodiments of the present invention. The effect of the new embodiment resulting from the combination combines the effect of the original embodiment. [Explanation of symbols]

[0057] S Adjustment System 1 Engine 2 Crankshaft 4. Pump 5 conduit 6. Flow Control Valve 7 Temperature Sensor 8 Flow Control Device 9 Lubricated parts 11 Engine block 12 cylinders 13 Piston 14 Injection part 21 Output shaft 31 Generator 32 Storage battery 81 Storage section 82 Control section 821 Acquisition Department 822 Flow control section

Claims

1. an injection unit that injects lubricating oil toward a piston housed in a cylinder of the engine of the vehicle; a pump for supplying the lubricating oil to the injection portion; a flow rate control valve provided in a pipeline connecting the injection unit and the pump; a flow rate control unit that controls the flow rate adjustment valve to adjust the amount of the lubricating oil supplied from the pump to the injection unit, and controls the pump to control the amount of the lubricating oil discharged from the pump; having The flow rate control unit controls the flow rate adjustment valve so that the supply rate is greater than 0 and smaller than the supply rate during acceleration of the vehicle when the vehicle is decelerating, and controls the pump so that the discharge rate of the lubricating oil from the pump is reduced. Regulation system.

2. The flow rate control unit is reducing the supply of lubricating oil when the vehicle is decelerating and the temperature of the piston is within a predetermined range; not reducing the supply of the lubricating oil when the vehicle is decelerating and the temperature of the piston is outside the predetermined range; The adjustment system of claim 1 .

3. the flow control unit reduces the supply amount of the lubricating oil when a braking device of the vehicle is in an inoperative state, fuel injection into a combustion chamber of the engine is stopped, a clutch that connects and disconnects the transmission of power between a power transmission member to which the driving force of the engine is transmitted and the engine is in an engaged state, and the temperature of the piston is within the predetermined range. The adjustment system of claim 2.

4. the flow control unit does not reduce the supply amount of the lubricating oil if the vehicle is decelerating and the temperature of the piston is within the predetermined range, and if the braking device is in an activated state or fuel injection into the combustion chamber is being performed. The adjustment system of claim 3.

5. the flow rate control unit stops the supply of the lubricating oil if the clutch is in a disengaged state when the vehicle is decelerating and the temperature of the piston is within the predetermined range. The adjustment system of claim 3.

6. When the temperature of the piston is within the predetermined range, the flow rate control unit reduces the supply amount as the temperature of the piston decreases. A regulation system according to any one of claims 2 to 5.

7. The flow rate control unit reduces the discharge rate of the pump in response to the supply rate reduced during deceleration of the vehicle. The adjustment system of claim 1 .

8. The flow rate control unit reduces the number of times the lubricant is injected from the injection unit per unit time in response to the reduction in the supply amount. The adjustment system of claim 1 .

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