Hydraulic control valve control device

Abstract

The purpose of the present invention is to increase the rate of removal of foreign matter jammed in a hydraulic control valve. This control device controls a hydraulic control valve that controls the pump displacement of a variable displacement oil pump. The hydraulic control valve includes a sleeve and a spool valve moving within the sleeve, and is configured to control the hydraulic pressure to change the pump displacement by moving the spool valve between one end and the other end in the sleeve. The control device of the hydraulic control valve includes: a drive control unit that controls the driving of the spool valve; and a determination unit that determines whether there is foreign matter jammed between the sleeve and the spool valve, and determines the position of the foreign matter jam if there is a foreign matter jam.

Description

[Technical Field]

[0001] The present invention relates to a control device for a hydraulic control valve. [Background technology]

[0002] In recent years, there has been a demand for reducing engine friction to improve the efficiency of internal combustion engines. Accordingly, there is a demand for oil pumps in internal combustion engines to supply oil that leads to higher efficiency. A known example of such an oil pump is a variable displacement oil pump, in which the pump displacement is controlled by a spool valve.

[0003] Patent Document 1 discloses a technology for removing foreign matter that has become trapped in a spool valve of a variable displacement oil pump. The control device for a hydraulic control valve disclosed in Patent Document 1 removes the foreign matter by vibrating the spool valve at one end or the other end of the sleeve of the hydraulic control valve when the foreign matter becomes trapped.

[0004] Furthermore, Patent Document 1 discloses a technique for determining whether or not a foreign object has become caught based on a target discharge oil pressure and an actual discharge pressure. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Laid-Open No. 2016-11680 Summary of the Invention [Problem to be solved by the invention]

[0006] However, even if the spool is vibrated at one end or the other end of the sleeve as disclosed in Patent Document 1, depending on the position of the foreign object inside the sleeve, the vibrating force of the spool valve may increase the adhesion force of the foreign object. As a result, vibrating the spool valve may make it difficult to remove the foreign object.

[0007] SUMMARY OF THE INVENTION In consideration of the above problems, an object of the present invention is to increase the removal rate of foreign matter stuck in a hydraulic control valve. [Means for solving the problem]

[0008] In order to solve the above problems and achieve the present object, a control device of the present invention controls a hydraulic control valve that controls the pump displacement of a variable displacement oil pump. An electromagnetic solenoid and a a sleeve and a spool valve that moves within the sleeve; Using the magnetic attraction force that occurs when current flows through an electromagnetic solenoid The hydraulic control valve is configured to control the hydraulic pressure and change the pump displacement by moving the spool valve between one end and the other end in the sleeve. The target control current based on the target oil pressure when moving the electromagnetic solenoid is added to the correction current value calculated based on the difference between the target oil pressure and the actual oil pressure. a drive control unit that controls the drive of the Depending on the correction current value, The valve is provided with a determining unit that determines whether or not a foreign object is clogged between the sleeve and the spool valve, and, if a foreign object is clogged, determines the location of the clog. The determining unit determines that the tip side of the sleeve at the edge of the oil passage hole in the sleeve that communicates with the variable displacement oil pump is the location of the foreign matter blockage when the actual oil pressure cannot be lowered relative to the target oil pressure, and determines that the base end side of the sleeve at the edge of the oil passage hole is the location of the foreign matter blockage when the actual oil pressure cannot be raised relative to the target oil pressure, and determines the cleaning content based on the location of the foreign matter blockage and the correction current value. [Effects of the Invention]

[0009] According to the present invention, the rate at which foreign matter clogging the hydraulic control valve can be removed can be increased. Problems, configurations, and effects other than those described above will become clear from the following description of the embodiments. [Brief explanation of the drawings]

[0010] [Figure 1] FIG. 2 is an explanatory diagram of hydraulic passages in an internal combustion engine. [Figure 2] FIG. 2 is a diagram illustrating the lubricating function of oil in a sliding bearing. [Figure 3] FIG. 4 is a diagram showing the relationship between oil amount and temperature. [Figure 4] FIG. 10 is a diagram showing the relationship between oil amount and friction. [Figure 5] FIG. 4 is a diagram showing the relationship between engine speed and required oil amount. [Figure 6] 1 is a control system diagram of an internal combustion engine according to an embodiment; [Figure 7]FIG. 2 is a block diagram showing sensors, switches, and a drive system connected to an ECU according to an embodiment. [Figure 8] 1 is a cross-sectional view showing a configuration of a variable displacement oil pump according to an embodiment. [Figure 9] FIG. 4 is a diagram illustrating a target discharge pressure. [Figure 10] 1 is a cross-sectional view showing a structure of a hydraulic control valve according to one embodiment. [Figure 11] FIG. 4 is a diagram illustrating a case where the discharge amount of the variable displacement oil pump according to the embodiment is at its maximum. [Figure 12] 10 is a diagram illustrating a case where the discharge amount of the variable displacement oil pump according to the embodiment is minimum. FIG. [Figure 13] 1A and 1B are diagrams illustrating a first example in which foreign matter clogging occurs between a sleeve and a spool valve of a hydraulic control valve according to one embodiment. [Figure 14] 10A and 10B are diagrams illustrating a second example in which foreign matter clogging occurs between the sleeve and the spool valve of the hydraulic control valve according to the embodiment. [Figure 15] FIG. 2 is a block diagram showing the functions of an ECU according to an embodiment. [Figure 16] 4 is a flowchart showing a control process of a hydraulic control valve performed by an ECU according to an embodiment. [Figure 17] 4 is a flowchart showing a process for determining a slight blockage performed by an ECU according to an embodiment. [Figure 18] 6 is a flowchart showing a first severe blockage determination process performed by an ECU according to an embodiment. [Figure 19] 10 is a flowchart showing a second severe blockage determination process performed by an ECU according to an embodiment. [Figure 20] FIG. 4 is a diagram illustrating the contents of cleaning control performed by an ECU according to an embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0011] <Embodiment> Hereinafter, a control device for a hydraulic control valve according to an embodiment will be described. Note that common members in each drawing are given the same reference numerals.

[0012] [Hydraulic passage] First, the parts of an internal combustion engine that use oil will be explained using Figure 1. FIG. 1 is an explanatory diagram of hydraulic passages in an internal combustion engine.

[0013] 1, oil is supplied from an oil pan 100 to a main gallery 110 via an oil strainer 101, a variable displacement oil pump 54, an oil cooler 102, and an oil filter 103. A portion of the oil is also supplied to the main gallery 110 from the oil cooler 102 via a relief valve 104.

[0014] The oil supplied to the main gallery 110 is supplied to a variable valve mechanism 142 via an internal variable valve mechanism oil filter 140 and an internal variable valve mechanism solenoid valve 141. The oil supplied to the main gallery 110 is also supplied to an external camshaft 144 via a cam journal 143 and to a valve lifter 146 via an external cam journal 145. The oil supplied to the main gallery 110 is also supplied to a valve lifter 149 via an internal camshaft 147 and an internal cam journal 148.

[0015] The oil supplied to the main gallery 110 is also supplied to the main bearing 111, the crankshaft 112, the connecting rod bearing 113, and the connecting rod 114. The oil supplied to the main gallery 110 is then supplied to the chain tensioner 132, the chain oil jet 131, and the piston oil jet 121. The chain oil jet 131 then injects the supplied oil. The piston oil jet 121 then injects the supplied oil onto the piston 122.

[0016] The oil supplied or injected to each part is collected in the oil pan 100 and then supplied to the main gallery 110 again.

[0017] [Principles of sliding bearings] Next, the principle of a sliding bearing will be explained using Figure 2. FIG. 2 is a diagram illustrating the lubricating function of oil in a sliding bearing such as an engine main bearing.

[0018] The right side of Figure 2 shows a part of the crankshaft 112 viewed from the axial direction relative to the main bearing 111 fixed to the engine. As the axis of the crankshaft 112 rotates and moves from the upper right to the lower left in Figure 2, the oil is dragged to the left due to its viscosity and enters like a wedge between the main bearing 111 and the crankshaft 112. This generates wedge film pressure in the oil. As a result, the oil provides lubrication between the main bearing 111 and the crankshaft 112.

[0019] 2 shows the main bearing 111 and crankshaft 112 as seen from the axial side. The viscosity of the oil prevents it from leaking out onto the side of the main bearing 111 when it is subjected to the weight from above by the crankshaft 112. In this way, the oil provides lubrication between the main bearing 111 and the crankshaft 112.

[0020] In this way, both the phenomena shown on the right and left sides of Figure 2 are achieved by the viscosity of the oil, which shows that oil viscosity is important for lubrication.

[0021] [Oil action and discharge volume] Next, the action of oil and the discharge amount will be described with reference to FIGS. Fig. 3 is a diagram showing the relationship between oil amount and temperature, Fig. 4 is a diagram showing the relationship between oil amount and friction, and Fig. 5 is a diagram showing the relationship between engine speed and required oil amount.

[0022] Figure 3 shows the relationship between the amount of oil discharged by a variable displacement oil pump and its temperature. As shown in Figure 3, as the oil flow rate increases, the oil temperature decreases. This shows that in order to increase the cooling capacity, it is necessary to increase the amount of oil discharged.

[0023] Figure 4 shows the relationship between the amount of oil discharged by a variable displacement oil pump and friction. As shown in Figure 4, as the oil flow rate increases, friction also increases. This shows that in order to reduce friction, it is necessary to reduce the amount of oil discharged.

[0024] Figure 5 shows the oil volume required for a sliding bearing, calculated from the engine speed. As shown in Figure 5, the higher the engine speed, the greater the oil volume required. This shows that the oil discharge volume must be determined based on the engine speed.

[0025] [Configuration of an internal combustion engine] Next, the configuration of the internal combustion engine will be described with reference to FIG. FIG. 6 is a control system diagram of an internal combustion engine.

[0026] The internal combustion engine 65 shown in FIG. 6 may be a single-cylinder or multi-cylinder engine, but in this embodiment, an in-line four-cylinder internal combustion engine with a multi-cylinder fuel injection system will be described as an example.

[0027] Air drawn into the internal combustion engine 65 passes through an air cleaner 60 and is guided to an air flow sensor 2. A hot-wire air flow sensor is used for this air flow sensor 2. The air flow sensor 2 outputs a signal corresponding to the amount of intake air. An intake air temperature sensor 2A (see FIG. 7) using a thermistor measures the intake air temperature and outputs an intake air temperature signal.

[0028] The intake air that has passed through the air cleaner 60 passes through a duct 61 and a throttle valve 40 that controls the air flow rate, and enters a collector 62. The throttle valve 40 is operated by a throttle drive motor 42 that is driven by the ECU 71.

[0029] A throttle sensor 1 is attached to the throttle valve 40 to detect the opening of the throttle valve 40. The sensor signal output by the throttle sensor 1 is input to an ECU (Electronic Control Unit) 71. Based on the sensor signal from the throttle sensor 1, the ECU 71 performs feedback control of the opening of the throttle valve 40, detection of the fully closed position, detection of acceleration, etc. The target opening for feedback is determined from the accelerator depression amount detected by an accelerator position sensor 14 and idle speed control, i.e., ISC control.

[0030] The air that enters the collector 62 is distributed to each intake pipe directly connected to the engine and is drawn into the cylinders. The intake and exhaust valves of the cylinders are opened and closed by a variable valve timing mechanism 91. The variable valve timing mechanism 91 is feedback controlled based on a target angle.

[0031] A crank angle sensor 7 is attached to the cylinder. The crank angle sensor 7 detects the rotation angle of the crankshaft 112. The crank angle sensor 7 outputs a pulse for each predetermined crank angle. The output of the crank angle sensor 7 is input to the ECU 71.

[0032] Fuel is sucked from a fuel tank 21 and pressurized by a fuel pump 20. The fuel sucked and pressurized by the fuel pump 20 is adjusted to a predetermined pressure by a pressure regulator 22. The fuel adjusted to the predetermined pressure is then injected into the intake pipe from an injector 23 provided in the intake pipe. Any excess fuel after its pressure has been adjusted by the pressure regulator 22 is returned to the fuel tank 21 via a return pipe.

[0033] An ignition plug 33 is provided at the top of the cylinder. The spark plug 33 generates a spark by discharging electricity. The spark ignites the mixture of air and fuel in the cylinder. This causes an explosion in the cylinder, pushing the piston down. As the piston is pushed down, the crankshaft 112 rotates. An ignition coil that generates electrical energy (voltage) is connected to the spark plug 33.

[0034] The spark plug 33 discharges spark at a timing that corresponds to the ignition timing determined based on the engine speed and engine load. If the ignition timing is too early, knocking occurs in the cylinder. A knock sensor 35 attached to the cylinder detects vibration of the cylinder due to knocking. If the ECU 71 determines that knocking has occurred based on the detection result of the knock sensor 35, it performs knock control to retard the ignition timing.

[0035] A water temperature sensor 3 for detecting the coolant temperature is attached to the internal combustion engine 65. A sensor signal output from the water temperature sensor 3 is input to the ECU 71. The ECU 71 detects the warm-up state of the internal combustion engine 65 from the sensor signal output from the water temperature sensor 3. Then, the ECU 71 increases the fuel injection amount, corrects the ignition timing, turns on / off the radiator fan 75, and sets the target rotation speed during idling.

[0036] The ECU 71 also receives signals output from a neutral switch 17 and an air conditioning switch 18. The neutral switch 17 is built into the transmission, which monitors the state of the drivetrain. The air conditioning switch 18 monitors the state of the air conditioning clutch. The ECU 71 calculates the target engine speed and load correction amount during idling based on the signals output from the neutral switch 17 and the air conditioning switch 18.

[0037] The air-fuel ratio sensor 8 is attached to an exhaust pipe 81 of the engine. The air-fuel ratio sensor 8 outputs a signal corresponding to the oxygen concentration in the exhaust gas. The signal output by the air-fuel ratio sensor 8 is input to the ECU 71. Based on the signal output by the air-fuel ratio sensor 8, the ECU 71 adjusts the fuel injection pulse width so that the air-fuel ratio becomes a target air-fuel ratio determined according to the driving conditions.

[0038] Further, a catalyst 82 is provided in the exhaust pipe 81. The catalyst 82 purifies the exhaust gas. The exhaust gas purified by the catalyst 82 is emitted into the atmosphere.

[0039] [Sensors, switches and drivetrain connected to the ECU] Next, the sensors, switches, and drive system connected to the ECU 71 will be described with reference to FIG. FIG. 7 is a block diagram showing sensors, switches, and a drive system connected to the ECU 71.

[0040] 7, the ECU 71 is composed of a CPU (Central Processing Unit) 78 and a power supply IC 79. Various functions of the ECU 71 are realized by the CPU executing various processing programs stored in a ROM (not shown).

[0041] The ECU 71 has, for example, a fuel injection control unit that controls the injector 23, an ignition control unit that controls the power transistor 30, etc. The ECU 71 also has a hydraulic control unit that controls a variable displacement oil pump, and a determination unit that performs various determinations, such as determining whether an oil control valve (hydraulic control valve) 171, which will be described later, is clogged with foreign matter.

[0042] The CPU 78 of the ECU 71 receives signals from the ignition switch 72, air flow sensor 2, intake air temperature sensor 2A, water temperature sensor 3, crank angle sensor 7, cam angle sensor 13, accelerator opening sensor 14, throttle sensor 1, air-fuel ratio sensor 8, neutral switch 17, air conditioner switch 18, auxiliary load switch 19, knock sensor 35, oil pressure sensor 74, and oil temperature sensor 74A.

[0043] The output signal from the ECU 71 is supplied to the injector 23, the power transistor 30 including the ignition switch of the spark plug 33, the throttle drive motor 42, the variable valve timing solenoid 90, the fuel pump 20, and the variable displacement oil pump 54.

[0044] The CPU 78 of the ECU 71 distinguishes between knocking and noise other than knocking based on the output signal of the knock sensor 35. Because knocking vibrations are limited to a specific frequency, knocking can be distinguished from noise other than knocking based on the frequency of the output signal of the knock sensor 35. When knocking is identified, the CPU 78 performs ignition timing retard control to suppress the occurrence of knocking. Then, the CPU 78 controls the energization timing of the power transistor 30 based on the target ignition timing when the retard control is performed.

[0045] [Configuration of variable displacement oil pump] Next, the configuration of the variable displacement oil pump 54 will be described with reference to FIG. FIG. 8 is a cross-sectional view showing the configuration of the variable displacement oil pump 54.

[0046] As shown in FIG. 8, the variable displacement oil pump 54 includes a housing 161 which is a hollow casing, a drive shaft 162 which passes through the housing 161, a rotor 164 which is disposed inside the housing 161, and a cam ring 165.

[0047] An intake port through which oil is drawn and an outlet port through which oil is expelled are provided on the side of the housing 161. A drive shaft 162 passes through approximately the center of the housing 161. Rotational force is transmitted to the drive shaft 162 from the crankshaft 112 of the internal combustion engine 65.

[0048] The rotor 164 is coupled to the drive shaft 162. The rotor 164 is provided with a plurality of vanes 163 that protrude toward the outer periphery. The rotor 164 holds the plurality of vanes 163 so that they can freely move back and forth in a substantially radial direction. The cam ring 165 is provided on the outer periphery of the rotor 164 so that it can freely swing eccentrically. The tips of the vanes 163 are in sliding contact with the inner periphery of the cam ring 165. In addition, a pair of vane rings 172 are slidably arranged on both axial ends of the inner periphery of the rotor 164.

[0049] Cam ring 165 is configured to be able to swing around pivot pin 169. Cam ring 165 has lever portion 165a that protrudes radially from its outer periphery. Lever portion 165a is biased by coil spring 170 that is arranged inside housing 161. Cam ring 165 also forms operating chambers 167, 168 between itself and the inner periphery of housing 161. Operating chambers 167, 168 are separated by seal members 166a, 166b that are provided on the outer periphery of cam ring 165.

[0050] Cam ring 165 swings in a direction that reduces the amount of eccentricity in response to the pressure of lubricating oil introduced into operating chambers 167 and 168. Cam ring 165 also swings in a direction that increases the amount of eccentricity due to the spring force of coil spring 170 that presses lever portion 165a.

[0051] In the initial state of variable displacement oil pump 54, cam ring 165 is biased by the spring force of coil spring 170 and is positioned at a position where the amount of eccentricity is maximum. This increases the discharge pressure of variable displacement oil pump 54. When the pressure of the lubricating oil in working chambers 167, 168 reaches or exceeds a predetermined value, cam ring 165 swings in a direction that reduces the amount of eccentricity against the spring force of coil spring 170. This reduces the discharge pressure of variable displacement oil pump 54.

[0052] Lubricating oil is supplied to the working chamber 167 of the variable displacement oil pump 54 from the main gallery 110. Meanwhile, lubricating oil is supplied to the working chamber 168 via an oil control valve 171. The lubricating oil discharged from the discharge port of the variable displacement oil pump 54 is supplied to the above-mentioned variable valve timing mechanism 91 of the internal combustion engine 65, an oil jet mechanism that cools the piston 122, and the like.

[0053] FIG. 9 is a diagram illustrating the target discharge pressure. As shown in FIG. 9, the oil control valve 171 is duty controlled in accordance with the engine speed.

[0054] When the oil control valve 171 is at DUTY 100%, the working chamber 167 of the variable displacement oil pump 54 is connected to the drain (oil pan 100) and is in a low-pressure state. On the other hand, when the oil control valve 171 is at DUTY 0%, hydraulic pressure is applied to the working chamber 167, so that the working chamber 167 is in a high-pressure state. The discharge pressure of the variable displacement oil pump 54 is adjusted according to the duty value adjusted between DUTY 100% and DUTY 0%.

[0055] A control signal (DUTY signal) is supplied from the ECU 71 (control device) to the oil control valve 171. As a result, an electromagnetic solenoid 184 (described later) of the oil control valve 171 is driven to a commanded control position. At this time, the thrust force of the coil changes depending on the power supply voltage, so this is corrected using a power supply voltage characteristic correction value.

[0056] In this embodiment, a target discharge pressure is set for the variable displacement oil pump 54. Then, the oil control valve 171 is controlled to realize the set target discharge pressure. In other words, the ECU 71 controls the oil control valve 171 so that the actual discharge pressure of the variable displacement oil pump 54 approaches the target discharge pressure.

[0057] In such a variable displacement oil pump 54, a target discharge pressure is set corresponding to, for example, the engine speed. As shown in Figure 9, the target discharge pressure is set to increase as the engine speed increases. Within a range from a predetermined minimum speed to a predetermined maximum speed, the target discharge pressure is adjusted within a range from the minimum discharge pressure to the maximum discharge pressure. The discharge pressure of the lubricating oil from the variable displacement oil pump 54 can be adjusted by the duty ratio of the control signal supplied to the oil control valve 171 (see Figure 8).

[0058] Therefore, if the duty ratio of the control signal corresponds to the engine speed, the target discharge pressure of the variable displacement oil pump 54 is basically variably adjusted according to the engine speed.

[0059] It should be noted that the variable displacement oil pump 54 can also be controlled by so-called feedforward control, that is, controlled only by the target discharge pressure without feedback control of the actual discharge pressure.

[0060] [Hydraulic control valve structure] Next, the structure of the oil control valve (hydraulic control valve) 171 will be described with reference to FIG. FIG. 10 is a cross-sectional view showing the structure of the hydraulic control valve.

[0061] As shown in FIG. 10, the oil control valve 171 includes a sleeve 181, a spool valve 182, a valve biasing spring 183, and an electromagnetic solenoid 184.

[0062] Sleeve 181 is formed in a substantially cylindrical shape. One axial end of sleeve 181 is connected to electromagnetic solenoid 184. Hereinafter, one axial end of sleeve 181 will be referred to as a base end, and the other axial end of sleeve 181 will be referred to as a tip end.

[0063] The sleeve 181 has an oil introduction hole 181a and an oil passage hole 181b. The oil introduction hole 181a and the oil passage hole 181b each extend in the radial direction of the sleeve 181 and pass through the sleeve 181. The oil passage hole 181b is provided in approximately the center of the sleeve 181 in the axial direction. The oil introduction hole 181a is provided closer to the tip end than the oil passage hole 181b.

[0064] The oil introduction hole 181a communicates with the above-mentioned main gallery 110 (see FIG. 1). On the other hand, the oil passage hole 181b communicates with the working chamber 168 of the variable displacement oil pump .

[0065] The spool valve 182 is formed in a cylindrical shape with one axial end closed at a bottom. Hereinafter, one axial end of the spool valve 182 will be referred to as a base end, and the other axial end of the spool valve 182 will be referred to as a tip end. The spool valve 182 is disposed within the sleeve 181. The spool valve 182 is able to slide on the inner circumferential surface of the sleeve 181 and move in the axial direction.

[0066] The spool valve 182 has a first land portion 182a and a second land portion 182b. The first land portion 182a is provided closer to the tip end than the center in the axial direction of the spool valve 182. The second land portion 182b is provided closer to the base end than the center in the axial direction of the spool valve. The first land portion 182a and the second land portion 182b protrude radially from the outer peripheral surface of the spool valve 182. The first land portion 182a and the second land portion 182b slide on the inner peripheral surface of the sleeve 181.

[0067] An annular passage groove 182c, which is an annular recess, is formed between the first land portion 182a and the second land portion 182b. When the annular passage groove 182c faces the oil introduction hole 181a and the oil passage hole 181b of the sleeve 181, the oil introduction hole 181a and the oil passage hole 181b communicate with each other via the annular passage groove 182c.

[0068] On the other hand, when the spool valve 182 moves toward the tip end of the sleeve 181, the second land portion 182b comes into contact with the inner circumferential surface between the oil introduction hole 181a and the oil passage hole 181b of the sleeve 181. As a result, the annular passage groove 182c no longer faces the oil passage hole 181b. As a result, the oil introduction hole 181a and the oil passage hole 181b are isolated from each other.

[0069] The interior of the spool valve 182 is an oil passage 182d through which oil flows. The oil passage 182d is connected to a through-hole (not shown) that is provided on the base end side of the second land portion 182b of the spool valve 182. Therefore, when the end face on the base end side of the second land portion 182b faces the oil passage hole 181b, the oil passage 182d is connected to the oil passage hole 181b via the through-hole (not shown). The oil that passes through the oil passage 182d is discharged outside from the tip of the spool valve 182 and collected in the oil pan 100.

[0070] The valve biasing spring 183 is disposed at the tip end side within the sleeve 181. The valve biasing spring 183 is, for example, a compression coil spring. One end of the valve biasing spring 183 abuts against a stepped surface 182e provided at the tip end of the spool valve 182. The other end of the valve biasing spring 183 abuts against a spring stopper 181c provided on the sleeve 181. The valve biasing spring 183 biases the spool valve 182 toward the electromagnetic solenoid 184.

[0071] The electromagnetic solenoid 184 includes a solenoid casing 185 , an electromagnetic coil 186 , a fixed yoke 187 , a movable plunger 188 , and a rod 189 .

[0072] The solenoid casing 185 is formed in a cylindrical shape. The electromagnetic coil 186 is disposed inside the solenoid casing 185. The electromagnetic coil 186 is electrically connected to the ECU 71 via a terminal (not shown). A control current output from the ECU 71 flows through the electromagnetic coil 186.

[0073] The fixed yoke 187 is fixed to the solenoid casing 185. The fixed yoke 187 is formed in a generally cylindrical shape, with a stepped surface 187a formed on its inner circumferential side. The outer circumferential side of the fixed yoke 187 faces the inner circumferential side of the electromagnetic coil 186. The movable plunger 188 is formed in a generally cylindrical shape. The movable plunger 188 is housed inside the solenoid casing 185 so as to be movable in the axial direction. One axial end of the movable plunger 188 faces the stepped surface 187a of the fixed yoke 187.

[0074] Rod 189 is formed in a cylindrical shape with one axial end closed at a bottom. A flange 189a protruding radially outward is provided at the other axial end of rod 189. Flange 189a of rod 189 abuts against one axial end of movable plunger 188. That is, flange 189a is interposed between one end of movable plunger 188 and step surface 187a of fixed yoke 187.

[0075] One axial end of the rod 189 protrudes from one axial end of the fixed yoke 187 and abuts against the base end of the spool valve 182. In a non-energized state where no control current flows through the electromagnetic coil 186, the rod 189 is biased by the spring force of the valve biasing spring 183 via the spool valve 182. At this time, the spool valve 182 is disposed in the initial position.

[0076] When the spool valve 182 is disposed in the initial position, the annular passage groove 182c of the spool valve 182 faces the oil introduction hole 181a and the oil passage hole 181b of the sleeve 181. As a result, the oil introduction hole 181a and the oil passage hole 181b communicate with each other via the annular passage groove 182c.

[0077] When a control current flows through the electromagnetic coil 186, a magnetic attractive force is generated between one end of the movable plunger 188 and the stepped surface 187a of the fixed yoke 187. As a result, the movable plunger 188 is attracted to the fixed yoke 187 and moves in a direction approaching the stepped surface of the fixed yoke 187. Then, the rod 189 abutting against the movable plunger 188 presses the spool valve 182 toward the tip side of the sleeve 181 against the spring force of the valve biasing spring 183. As a result, the spool valve 182 moves toward the tip side of the sleeve 181.

[0078] When the spool valve 182 moves from the initial position toward the tip end of the sleeve 181, the annular passage groove 182c of the spool valve 182 no longer faces the oil passage hole 181b. This isolates the oil introduction hole 181a from the oil passage hole 181b. As a result, oil passing through the oil introduction hole 181a cannot pass through the oil passage hole 181b and therefore cannot reach the working chamber 168 of the variable displacement oil pump 54.

[0079] [Variable displacement oil pump operation] Next, the operation of the variable displacement oil pump 54 will be described with reference to FIGS. Fig. 11 is a diagram showing a case where the discharge amount of the variable displacement oil pump 54 is maximum, and Fig. 12 is a diagram showing a case where the discharge amount of the variable displacement oil pump 54 is minimum.

[0080] 11, when oil control valve 171 is driven at minimum duty, oil introduction hole 181a and oil passage hole 181b communicate with each other via annular passage groove 182c. As a result, oil flows into working chamber 168 of variable displacement oil pump 54, maximizing the eccentricity of cam ring 165. As a result, the discharge volume of variable displacement oil pump 54 is maximized.

[0081] 12, when oil control valve 171 is driven at a high duty, oil introduction hole 181a and oil passage hole 181b are not in communication with each other via annular passage groove 182c. As a result, oil in working chamber 168 of variable displacement oil pump 54 is discharged into oil pan 100, minimizing the eccentricity of cam ring 165. As a result, the discharge volume of variable displacement oil pump 54 is minimized.

[0082] Furthermore, the spool valve 182 of the oil control valve 171 moves not only due to the thrust from the electromagnetic solenoid 184 but also due to the thrust from the hydraulic pressure. That is, when the hydraulic pressure flowing through the oil control valve 171 is high, the thrust acts in the same direction as when the drive current of the electromagnetic solenoid 184 increases.

[0083] Therefore, the oil control valve 171 has a mechanical feedback characteristic that operates to reduce the oil pressure by reducing the discharge rate of the variable displacement oil pump 54 when the oil reaches a predetermined pressure. This makes it possible to determine whether the oil flow path is as shown in Figure 11 or as shown in Figure 12 depending on the oil pressure. This shows that if a foreign object becomes caught between the spool valve 182 and the sleeve 181, the position where it becomes caught will differ depending on the oil pressure at that time.

[0084] [Foreign object clogging patterns] Next, the occurrence patterns of foreign matter clogging of the oil control valve 171 will be described with reference to FIGS. Fig. 13 is a diagram illustrating a first example in which foreign matter has become stuck between the sleeve 181 and the spool valve 182. Fig. 14 is a diagram illustrating a second example in which foreign matter has become stuck between the sleeve 181 and the spool valve 182.

[0085] Figure 13 shows the state of the oil control valve 171 before the internal combustion engine 65 is started. As shown in Figure 13, the spool valve 182 of the oil control valve 171 is biased by a valve biasing spring 183 and placed in its initial position. When the internal combustion engine 65 is started from this state, the cam ring 165 of the variable displacement oil pump 54 oscillates due to cranking, and oil begins to circulate. However, the oil pressure is low, and the electromagnetic solenoid 184 is not energized.

[0086] As a result, a passage through which oil passes is formed between the edge of the oil passing hole 181b in the sleeve 181 on the valve biasing spring 183 side (the tip end side of the sleeve 181) and the second land portion 182b of the spool valve 182. Therefore, foreign matter F may become stuck between the edge of the oil passing hole 181b in the sleeve 181 on the valve biasing spring 183 side and the second land portion 182b of the spool valve 182. Hereinafter, the edge of the oil passing hole 181b on the valve biasing spring 183 side will be referred to as the "tip end side edge of the oil passing hole 181b." The situation in which foreign matter F becomes stuck between the tip end side edge of the oil passing hole 181b and the second land portion 182b of the spool valve 182 will be referred to as lock pattern 1.

[0087] When lock pattern 1 occurs, foreign matter F obstructs the movement of the spool valve 182 toward the tip end of the sleeve 181. This maintains communication between the oil inlet hole 181a and the oil passage hole 181b, preventing the oil control valve 171 from lowering the oil pressure. Therefore, when lock pattern 1 occurs, if the engine speed increases after starting and the oil pressure rises, the oil pressure cannot be lowered.

[0088] When lock pattern 1 occurs, cleaning A control or cleaning C control is performed to discharge the foreign matter F. Cleaning A control is cleaning control that assumes that the foreign matter F is caught on the spool valve 182. Cleaning C control is cleaning control that assumes that the foreign matter F is caught on the spool valve 182 or the tip edge of the oil passage hole 181b.

[0089] In cleaning A control for lock pattern 1, the spool valve 182 is moved toward the base end of the sleeve 181 to widen the opening area of ​​the oil passage hole 181b, causing the spool valve 182 to vibrate. At this time, a control current with a relatively small duty is passed through the electromagnetic solenoid 184 so that the vibration is appropriately transmitted to the tip edge of the oil passage hole 181b. As a result, any foreign matter caught in the spool valve 182 is released from the spool valve 182 and discharged.

[0090] In addition, it is recommended to reduce the engine speed in conjunction with the cleaning A control. This reduces the oil pressure in the main gallery 110, weakening the hydraulic force (thrust) that moves the spool valve 182 toward the tip of the sleeve 181. As a result, it becomes easier to expel the foreign matter F.

[0091] In cleaning C control for lock pattern 1, the spool valve 182 is moved toward the tip of the sleeve 181, and foreign matter F is scraped off by the spool valve 182 and the tip-side edge of the oil passage hole 181b. At this time, a control current with a relatively large duty is passed through the electromagnetic solenoid 184. As a result, the foreign matter F is scraped off and separated from the spool valve 182 and the tip-side edge of the oil passage hole 181b, and is discharged.

[0092] Figure 14 shows a state in which the discharge capacity of the variable displacement oil pump 54 is high and the oil control valve 171 is controlled to lower the oil pressure. As shown in Figure 14, the spool valve 182 of the oil control valve 171 is displaced toward the tip of the sleeve 181 against the biasing force of the valve biasing spring 183 due to the oil pressure and the suction force of the solenoid.

[0093] At this time, a passage through which oil passes is formed between the edge of the oil passing hole 181b on the opposite side to the valve biasing spring 183 (the base end side of the sleeve 181) and the second land portion 182b of the spool valve 182. Therefore, foreign matter F may become lodged between the edge of the oil passing hole 181b on the opposite side to the valve biasing spring 183 and the second land portion 182b of the spool valve 182. Hereinafter, the edge of the oil passing hole 181b on the opposite side to the valve biasing spring 183 will be referred to as the "base end side edge of the oil passing hole 181b." The lodg- ment of foreign matter F between the base end side edge of the oil passing hole 181b and the second land portion 182b of the spool valve 182 will be referred to as lock pattern 2.

[0094] When lock pattern 2 occurs, foreign matter F obstructs the movement of the spool valve 182 toward the base end of the sleeve 181. This prevents communication between the oil inlet hole 181a and the oil passage hole 181b, preventing the oil control valve 171 from increasing the oil pressure. Therefore, when lock pattern 2 occurs, the oil pressure cannot be increased even if the engine speed increases after starting.

[0095] When lock pattern 2 occurs, cleaning A control or cleaning B control is performed to discharge the foreign matter F. Cleaning A control is cleaning control that assumes that the foreign matter F is caught on the spool valve 182. Cleaning B control is cleaning control that assumes that the foreign matter F is stuck to the spool valve 182 or the base-end side edge of the oil passage hole 181b.

[0096] In cleaning A control for lock pattern 2, the spool valve 182 is moved toward the tip end of the sleeve 181, and the spool valve 182 is vibrated while widening the opening area of ​​the oil passage hole 181b. At this time, a control current with a relatively small duty is passed through the electromagnetic solenoid 184 so that the vibration is appropriately transmitted to the base end side edge of the oil passage hole 181b. As a result, any foreign matter caught in the spool valve 182 is released from the spool valve 182 and discharged.

[0097] In cleaning B control for lock pattern 2, the spool valve 182 is moved toward the tip end of the sleeve 181 to remove foreign matter F stuck to the spool valve 182 or the base end edge of the oil passage hole 181b. At this time, a control current with a relatively large duty is applied to the electromagnetic solenoid 184. As a result, the foreign matter F is removed from the spool valve 182 and the base end edge of the oil passage hole 181b and discharged.

[0098] [Variable displacement oil pump control function] Next, the function of the ECU 71 that controls the variable displacement oil pump 54 will be described with reference to FIG. FIG. 15 is a block diagram showing the functions of the ECU 71.

[0099] As shown in FIG. 15, the ECU 71 includes a required flow rate calculation unit that calculates the required flow rate for each oil supply location (required lubrication flow rate 200, required hydraulic oil flow rate 201, required cooling flow rate 202), and a required oil pressure calculation unit that calculates the required oil pressure for each oil supply location (required hydraulic oil pressure 203, required cooling oil pressure 204, required lubrication oil pressure 205).

[0100] The ECU 71 also includes a flow rate arbitration unit 206 and a hydraulic pressure arbitration unit 207. The flow rate arbitration unit 206 outputs a flow rate selected from the required flow rates for each oil supply location, or an added value of the required flow rates for each oil supply location. The hydraulic pressure arbitration unit 207 outputs the maximum value of the required hydraulic pressure for each oil supply location.

[0101] The ECU 71 also includes a conversion unit 226 and a target control amount determination unit 227. The conversion unit 226 converts the output value of the flow rate arbitration unit 206 into hydraulic pressure and outputs the converted hydraulic pressure. The target control amount determination unit 227 determines the target hydraulic pressure from the output value of the hydraulic pressure arbitration unit 207 and the output value of the conversion unit 226.

[0102] The ECU 71 also includes a control signal output unit 224 and a determination unit 225. The control signal output unit 224 calculates and outputs a control signal for the oil control valve 171 according to the target hydraulic pressure. The determination unit 225 determines whether or not the oil is clogged with foreign matter and the location of the foreign matter clog based on the target hydraulic pressure and the actual hydraulic pressure detected by the hydraulic pressure sensor 74. In this way, the ECU 71 integrates control based on the target discharge flow rate and control based on the target hydraulic pressure into control based on the target discharge flow rate.

[0103] In this embodiment, mechanical noise correction calculation 211 is performed from the oil viscosity estimated by engine mechanical noise intensity calculation 210. Furthermore, viscosity correction calculation 212 is performed from the oil viscosity calculated from the oil temperature, and viscosity correction calculation 213 is performed from the oil viscosity calculated from the water temperature. Then, the ECU 71 combines the calculation results of mechanical noise correction calculation 211, viscosity correction calculation 212, and viscosity correction calculation 213 to correct various required flow rates and various required oil pressures.

[0104] The required flow rate calculation unit of this embodiment corrects the required flow rate so that it increases as the viscosity of the oil decreases. Furthermore, the required oil pressure calculation unit corrects the required oil pressure so that it decreases as the viscosity of the oil decreases. This allows the required flow rate and required oil pressure to be corrected according to the viscosity of the oil. As a result, the accuracy of control of the variable displacement oil pump 54 can be improved.

[0105] A required lubrication flow rate 200 is determined based on the engine speed. A required hydraulic oil flow rate 201 is determined taking into consideration the actuator volume, discharge rate, and time. A required cooling flow rate 202 is determined according to the difference between the oil temperature and the cooling water temperature. In this embodiment, the smaller the temperature difference, the greater the required flow rate is increased to maintain the amount of cooling.

[0106] Required hydraulic oil pressure 203 is determined by the inertia of the actuator and the required displacement speed. Required cooling pressure 204 is determined taking into account the resistance of the oil piping. Required lubrication pressure 205 is determined by a predetermined table or the like.

[0107] [Hydraulic control valve control processing] Next, the control process of the oil control valve (hydraulic control valve) 171 will be described with reference to FIG. FIG. 16 is a flowchart showing the control process of the hydraulic control valve.

[0108] First, in normal control of the oil control valve 171, the ECU 71 grasps the engine state, such as the engine speed (S1). Next, the ECU 71 calculates a target oil pressure according to the engine state (S2). Next, the ECU 71 calculates a target control current (DUTY) to be output to the oil control valve 171 based on the discharge amount of the variable displacement oil pump 54 that can achieve the target oil pressure (S3).

[0109] Next, the ECU 71 calculates a provisional target control current (DUTY) by adding the correction current calculated in the hydraulic feedback control to the target control current (S4). If a foreign object clogging, which will be described later, does not occur, the ECU 71 determines the provisional target control current (DUTY) calculated in step S4 as the final control current (final DUTY). Then, the ECU 71 outputs the final control current (final DUTY) to the electromagnetic solenoid 184 (see FIG. 10) of the oil control valve 171 (S5).

[0110] Next, hydraulic pressure feedback control for correcting deviations in the target hydraulic pressure will be described. In hydraulic feedback control, the ECU 71 acquires the actual hydraulic pressure detected by the hydraulic pressure sensor 74 (S11). Next, the difference between the actual hydraulic pressure and the target hydraulic pressure is calculated as the hydraulic pressure error (S12). Then, the ECU 71 calculates the correction current (DUTY) based on the hydraulic pressure error calculated in step S12 (S13).

[0111] Next, the cleaning control performed in accordance with the correction current value will be described. In the cleaning control, the ECU 71 determines whether the oil control valve 171 is clogged with foreign matter (S21).

[0112] In step S21, the ECU 71 determines that foreign matter is clogging when the correction current value calculated based on the hydraulic error (hereinafter, sometimes referred to as the "hydraulic pressure feedback correction value") is greater than a predetermined determination threshold. On the other hand, when the correction current value is equal to or less than the determination threshold, the ECU 71 determines that foreign matter is not clogging. The determination threshold will be described in detail later.

[0113] If it is determined in the process of step S21 that there is no clogging due to foreign matter, the ECU 71 determines the provisional target control current (DUTY) calculated in step S4 as the final control current (final DUTY).Then, the ECU 71 outputs the determined final control current (final DUTY) to the electromagnetic solenoid 184 of the oil control valve 171 (see FIG. 10).

[0114] When it is determined in step S21 that a foreign object is present, the ECU 71 determines the location of the blockage (S22). The location of the blockage can be determined from a corrected current value calculated based on the hydraulic error. In the process of step S22, the ECU 71 determines whether the locking pattern is 1 or 2 described above.

[0115] Next, the ECU 71 determines the cleaning direction according to the position of the foreign matter clogging (S23). The cleaning direction is the direction in which the spool valve 182 is moved when cleaning the oil control valve 171.

[0116] Next, the ECU 71 determines whether cleaning is permitted (S24). The ECU 71 determines whether cleaning is permitted based on the cleaning direction and the engine status. Note that the determination of whether cleaning is permitted may be made after determining the cleaning content, which will be described later.

[0117] In step S24, when it is determined that cleaning is not permitted (NO determination in S24), the ECU 71 determines the provisional target control current (DUTY) calculated in step S4 as the final control current (final DUTY) and outputs it to the electromagnetic solenoid 184 of the oil control valve 171 (see Figure 10).

[0118] On the other hand, when it is determined in step S24 that cleaning is permitted (YES in S24), the ECU 71 determines the cleaning content depending on the location of the clogging foreign matter (S25). The ECU 71 determines one of the cleaning A control, cleaning B control, and cleaning C control described above.

[0119] Next, the ECU 71 calculates a cleaning current (DUTY) according to the cleaning content determined in step S25 (S26). Then, the ECU 71 determines the cleaning current (DUTY) calculated in step S26 as the final control current (final DUTY). Thereafter, the ECU 71 outputs it to the electromagnetic solenoid 184 (see FIG. 10) of the oil control valve 171. This makes it possible to achieve optimal cleaning control according to the state of the foreign matter.

[0120] [Minor clogging detection process] Next, the minor clogging determination process performed by the ECU 71 will be described with reference to FIG. FIG. 17 is a flowchart showing the minor clogging determination process.

[0121] First, the ECU 71 calculates a target hydraulic pressure (S51), and then calculates a hydraulic pressure feedback correction value (correction current) based on the difference between the target hydraulic pressure and the actual hydraulic pressure (S52).

[0122] Next, the ECU 71 calculates a lower threshold A1 for determining a mild clogging (hereinafter referred to as "threshold A1") and an upper threshold A2 for determining a mild clogging (hereinafter referred to as "threshold A2") (S53). Hereinafter, the range between threshold A1 and threshold -A1 will be referred to as the threshold ±A1 range, and the range between threshold A2 and threshold -A2 will be referred to as the threshold ±A2 range. Threshold A1 is a value used to determine that a state is impossible for a normal part. Threshold A1 is determined by adding a margin value to the upper limit of the range of the hydraulic feedback correction value that takes into account the characteristic variations of the part in a normal state and disturbance characteristics such as temperature and voltage. On the other hand, threshold A2 is larger than threshold A1. Threshold A2 is a value used to determine that a mild abnormality has occurred and that the degree of restriction of the spool valve 182 is low. When the degree of restriction of the spool valve 182 is low, feedback control of the spool valve 182 can be performed to some extent.

[0123] Next, the ECU 71 determines whether the hydraulic pressure feedback correction value calculated in step S52 is outside the range of the threshold value ±A1 and is within the range of the threshold value ±A2 (S54).

[0124] In step S54, when it is determined that the hydraulic feedback correction value is outside the range of the threshold ±A1 and is not within the range of the threshold ±A2 (NO in S54), the ECU 71 ends the light clogging determination process. As a result, the ECU 71 determines that there is no light clogging. Furthermore, when the hydraulic feedback correction value is within the range of ±A1, the ECU 71 determines that there is no foreign matter clogging.

[0125] On the other hand, when it is determined in step S54 that the hydraulic feedback correction value is outside the range of the threshold ±A1 and within the range of the threshold ±A2 (YES in S54), the ECU 71 determines that a light clog has occurred and determines that cleaning A control is to be performed as the cleaning content (S55).Then, the ECU 71 ends the light clog determination process.In this embodiment, even if cleaning A control is performed, if the hydraulic feedback correction value is outside the range of the threshold ±A1, the ECU 71 performs a first heavy clog determination process, which will be described later. In addition, in the control device for a hydraulic control valve according to the present invention, when the ECU 71 determines that there is a light blockage in the light blockage determination process, it may provisionally determine that there is a light blockage and perform a first heavy blockage determination process and a second heavy blockage determination process, which will be described later. In this case, if it is determined that there is neither the first heavy blockage nor the second heavy blockage, it will officially determine that there is a light blockage.

[0126] When it is determined that the clogging is slight, the state of the clogging is determined to be that a foreign object is caught in the spool valve 182. When it is determined that the clogging is slight, the position of the clogging may be in lock pattern 1 (see FIG. 13) or lock pattern 2 (see FIG. 14).

[0127] If the hydraulic pressure feedback correction value is negative, the hydraulic pressure will not decrease even if an attempt is made to do so, and the location of the foreign matter blockage is determined to be lock pattern 1. The cleaning direction in this case is determined to be the direction in which the spool valve 182 moves toward the base end of the sleeve 181.

[0128] On the other hand, if the hydraulic pressure feedback correction value is positive, the hydraulic pressure will not increase even if an attempt is made to do so, and the location of the foreign matter blockage is determined to be lock pattern 2. The cleaning direction in this case is determined to be the direction in which the spool valve 182 moves toward the tip end of the sleeve 181.

[0129] [First severe blockage detection process] Next, the first severe blockage determination process performed by the ECU 71 will be described with reference to FIG. FIG. 18 is a flowchart showing the first severe blockage determination process.

[0130] First, the ECU 71 calculates a target hydraulic pressure (S61), and then calculates a hydraulic pressure feedback correction value (correction current) based on the difference between the target hydraulic pressure and the actual hydraulic pressure (S62).

[0131] Next, the ECU 71 calculates a severe clogging determination threshold B (hereinafter referred to as "threshold B") (S63). The threshold B is a value used to determine whether strong cleaning control is required. The threshold B is set to a value within the range of the upper and lower limits of the hydraulic feedback correction value, that is, a value equal to or greater than threshold -A2 and less than threshold -A1.

[0132] Next, the ECU 71 determines whether the hydraulic pressure feedback correction value calculated in step S62 is smaller than a threshold value B (S64).

[0133] In step S64, when it is determined that the hydraulic pressure feedback correction value is equal to or greater than the threshold value B (NO in S64), the ECU 71 ends the first severe blockage determination process and performs the second severe blockage determination process, which will be described later. As a result, the ECU 71 determines that the first severe blockage does not exist.

[0134] On the other hand, when it is determined in step S64 that the hydraulic pressure feedback correction value is smaller than the threshold value B (YES in S64), the ECU 71 determines that the first severe clogging has occurred and determines the cleaning B control as the cleaning content (S65).Then, the ECU 71 ends the first severe clogging determination process.

[0135] If it is determined that there is a first severe clog, the location of the foreign matter clogging is determined to be the second lock pattern. The state of the foreign matter clogging is determined to be that foreign matter is stuck to the base end edge of the spool valve 182 or the oil passage hole 181b. The cleaning direction is determined to be the direction in which the spool valve 182 moves toward the tip end side of the sleeve 181.

[0136] [Second severe blockage detection process] Next, the second severe blockage determination process performed by the ECU 71 will be described with reference to FIG. FIG. 19 is a flowchart showing the second severe blockage determination process.

[0137] First, the ECU 71 calculates a target hydraulic pressure (S71), and then calculates a hydraulic pressure feedback correction value (correction current) based on the difference between the target hydraulic pressure and the actual hydraulic pressure (S72).

[0138] Next, the ECU 71 calculates a severe clogging determination threshold C (hereinafter referred to as "threshold C") (S73). The threshold C is a value used to determine whether strong cleaning control is required. The threshold C is set to a value within the range of the upper and lower limits of the hydraulic feedback correction value, which is equal to or less than threshold A2 and greater than threshold A1.

[0139] Next, the ECU 71 determines whether the hydraulic pressure feedback correction value calculated in step S72 is greater than a threshold value C (S74).

[0140] In step S74, when it is determined that the hydraulic pressure feedback correction value is equal to or less than the threshold value C (NO in S74), the ECU 71 ends the second severe blockage determination process. As a result, the ECU 71 determines that the second severe blockage does not occur. Then, the ECU 71 ends the second severe blockage determination process.

[0141] On the other hand, when it is determined in step S74 that the hydraulic pressure feedback correction value is greater than the threshold value C (YES in S74), the ECU 71 determines the cleaning C control as the cleaning content (S65). Then, the ECU 71 ends the second severe clogging determination process.

[0142] If the second severe clogging is determined, the location of the clogging is determined to be the first lock pattern. The state of clogging is determined to be that the spool valve 182 or the leading edge of the oil passage hole 181b is caught in the foreign matter. The cleaning direction is determined to be the direction in which the spool valve 182 moves toward the leading end of the sleeve 181.

[0143] [Cleaning control details] Next, the contents and effects of cleaning control will be described with reference to FIG. FIG. 20 is a diagram showing the contents of cleaning control.

[0144] As shown in FIG. 20, there are three types of cleaning control: cleaning A control, cleaning B control, and cleaning C control.

[0145] (Cleaning A control) The cleaning A control is a cleaning control that assumes that foreign matter is caught in the spool valve 182. The timing at which the cleaning A control is performed is assumed to be immediately after clogging by foreign matter occurs.

[0146] In the cleaning A control, the target control current is used as a base, and the current is changed in the opposite direction to the correction current calculated by the hydraulic feedback control to vibrate the spool valve 182. Note that in the cleaning A control, as described above, the spool valve 182 may be vibrated while moving in a direction that widens the opening of the oil passage hole 181b.

[0147] By executing the cleaning A control, it is possible to remove the foreign matter caught on the spool valve 182 without applying excessive force to the foreign matter. The cleaning A control is called a vibration mode because it vibrates the spool valve 182.

[0148] (Cleaning B control) Cleaning B control is a cleaning control that assumes that foreign matter has adhered to the base-end edge of the spool valve 182 or the oil passage hole 181b. In this case, the oil pressure is not rising (low oil pressure), and the spool valve 182 does not return to the base-end side of the sleeve 181 even when biased by the spring force of the valve biasing spring 173. The timing for performing cleaning B control assumes that the foreign matter could not be shaken off even when the vibration mode was executed in a state where the oil pressure was not rising.

[0149] In cleaning B control, the power supply to the oil control valve 171 is changed from 0% to 100%, and the spool valve 182 is moved toward the tip of the sleeve 181. The power supply time at this time is set longer than the power supply time in cleaning C control, which will be described later. This is because when the power supply is set to 0%, the rod 189 is separated from the spool valve 182, and the stroke of the rod 189 is long.

[0150] By executing the cleaning B control, it is possible to selectively apply a shock to foreign matter stuck in a state where the oil pressure is not increasing (low oil pressure), thereby increasing the success rate of removing the foreign matter. The cleaning B control is called the removal mode because it moves the spool valve 182 so as to remove the foreign matter.

[0151] (Cleaning C control) The cleaning C control is a cleaning control that assumes that foreign matter is caught in the tip edge of the spool valve 182 or the oil passage hole 181b. In this case, the oil pressure does not decrease (high oil pressure), and the spool valve 182 cannot be moved even if pressed by the rod 189. The timing for performing the cleaning C control assumes that the foreign matter cannot be shaken off even when the vibration mode is executed in a state where the oil pressure does not decrease.

[0152] In cleaning C control, the current supplied to the oil control valve 171 is changed from 0% to 100%, and the spool valve 182 is moved toward the tip of the sleeve 181. The current supply time at this time is set shorter than the current supply time in the peeling mode. This is because when the current supply is set to 0%, the rod 189 is close to the spool valve 182, and the stroke of the rod 189 is short.

[0153] By executing the cleaning C control, it is possible to selectively apply a shock to foreign matter stuck in a state where the oil pressure does not drop (high oil pressure), thereby increasing the success rate of scraping off the foreign matter. The cleaning C control is called scraping mode because it moves the spool valve 182 so as to scrape off the foreign matter.

[0154] As described above, the ECU 71 (control device) according to this embodiment controls the oil control valve 171 (hydraulic control valve) that controls the pump displacement of the variable displacement oil pump 54. The oil control valve 171 includes a sleeve 181 and a spool valve 182 that moves within the sleeve 181, and is configured to control the hydraulic pressure and change the pump displacement by moving the spool valve 182 between one end (tip end) and the other end (base end) within the sleeve 181. The ECU 71 includes a control signal output unit 224 (drive control unit) that controls the drive of the spool valve 182, and a determination unit 225 that determines whether or not foreign matter is clogging the gap between the sleeve 181 and the spool valve 182, and, if foreign matter is clogging, determines the location of the foreign matter. This allows the location of clogging by foreign matter to be identified if any. As a result, by cleaning the location of the clogging by foreign matter, the rate at which foreign matter clogging the oil control valve 171 can be removed can be increased.

[0155] Furthermore, the determining unit 225 determines whether or not there is clogging due to foreign matter based on the difference between the target oil pressure when driving the spool valve 182 and the actual oil pressure. This makes it easy to determine whether or not there is clogging with foreign matter. Also, there is no need to provide a detector for detecting clogging with foreign matter in the oil control valve 171. This makes it possible to suppress an increase in the manufacturing cost of the oil control valve 171.

[0156] Furthermore, the determining unit 225 determines the location of the foreign matter clogging based on the difference between the target oil pressure and the actual oil pressure when the spool valve 182 is driven. This makes it easy to determine the location of the foreign matter clogging. Also, there is no need to provide a detector for detecting the location of the foreign matter clogging in the oil control valve 171. This makes it possible to suppress an increase in the manufacturing cost of the oil control valve 171.

[0157] Furthermore, when determining that clogging with foreign matter has occurred, the determining unit 225 determines the cleaning content based on the location of the clogging with foreign matter. This allows cleaning to be performed according to the location of the foreign matter, thereby increasing the rate at which foreign matter clogging the oil control valve 171 can be removed.

[0158] The cleaning operations include a vibration mode in which the spool valve 182 is vibrated, a pull-off mode in which the spool valve 182 is moved to widen the opening area of ​​the oil passage hole where foreign matter has clogged, thereby pulling out the foreign matter, and a scraping mode in which the spool valve 182 is moved to scrape off the foreign matter with the sleeve 181 and the spool valve 182. As a result, in the vibration mode, the foreign object can be removed without applying excessive force to the foreign object. Furthermore, in the peeling mode, if the spool valve 182 can be moved in a direction that increases the opening area of ​​the oil passage hole, the foreign object can be removed by applying a shock to the foreign object. Furthermore, in the scraping mode, if the spool valve 182 cannot be moved in a direction that increases the opening area of ​​the oil passage hole, the foreign object can be removed by applying a shock to the foreign object.

[0159] Furthermore, the determination unit 225 determines at least one of the vibration mode, the peeling mode, and the scraping mode as the cleaning content. For example, if the foreign matter cannot be removed in the vibration mode, the foreign matter may be removed in the peeling mode or the scraping mode. This increases the rate at which foreign matter clogging the oil control valve 171 can be removed.

[0160] Furthermore, the determination unit 225 determines whether the determined cleaning content can be executed. If the cleaning content can be executed, the control signal output unit 224 controls the drive of the spool valve 182 to execute the cleaning. As a result, if the determined cleaning content cannot be executed, the cleaning is not executed, and it is possible to avoid placing an excessive load on the oil control valve 171.

[0161] The present invention is not limited to the embodiment described above and shown in the drawings, and various modifications can be made without departing from the spirit of the invention as set forth in the claims. Furthermore, the above-described embodiment has been described in detail to clearly explain the present invention, and the present invention is not necessarily limited to an embodiment having all of the described configurations. [Explanation of symbols]

[0162] 1...Throttle sensor, 2...Air flow sensor, 2A...Intake air temperature sensor, 3...Water temperature sensor, 7...Crank angle sensor, 8...Air-fuel ratio sensor, 13...Cam angle sensor, 14...Accelerator opening sensor, 17...Neutral switch, 18...Air conditioner switch, 19...Auxiliary load switch, 20...Fuel pump, 21...Fuel tank, 22...Pressure regulator, 23...Injector, 30...Power transistor, 33...Spark plug, 35...Knock sensor, 40...Throttle valve, 42...Throttle drive motor, 54...Variable displacement oil pump, 60...Air cleaner, 61...Duct, 62...Collector, 65...Internal combustion engine, 71...ECU, 72...Ignition switch, 74...Oil pressure sensor, 74A...Oil temperature sensor, 75...Radiator fan, 78...CPU, 79...Power IC, 81...Exhaust pipe, 82...Catalyst, 90...Variable valve timing solenoid, 91...Variable valve timing mechanism, 100...Oil pan, 101...Oil strainer, 102...Oil cooler, 103...Oil filter, 104...Relief valve, 110...Main gallery, 111...Main bearing, 112...Crankshaft, 113...Connecting rod bearing, 114...Connecting rod, 121...Piston oil jet, 122...Piston, 131...Chain oil jet, 132...Chain tensioner, 140...Internal variable valve mechanism oil filter, 141...Internal variable valve mechanism solenoid valve, 142...Variable valve mechanism, 143...Cam journal, 144...External camshaft, 145...External cam journal, 146,149...Valve lifter, 147...Internal camshaft, 148...internal cam journal, 161...housing, 162...drive shaft, 163...vane, 164...rotor, 165...cam ring, 165a...lever portion, 166a...seal member, 167,168...working chamber, 169...pivot pin, 171...oil control valve, 172...vane ring, 181...sleeve, 181a...oil introduction hole, 181b...oil passage hole, 181c...stopper, 182...spool valve, 182a...first land portion, 182b...second land portion, 182c...annular passage groove, 182d...oil passage, 182e...step surface, 184...electromagnetic solenoid, 185...solenoid casing, 186...electromagnetic coil, 187...fixed yoke, 187a...step surface, 188...movable plunger, 189...rod, 189a...flange, 200...required lubrication flow rate, 201...required hydraulic oil flow rate, 202...required cooling flow rate, 203...required hydraulic oil pressure, 204... Cooling required oil pressure, 205... Lubrication required oil pressure, 206... Flow rate arbitration unit, 207... Oil pressure arbitration unit, 210... Mechanical noise intensity calculation, 211... Mechanical noise correction calculation, 212, 213... Viscosity correction calculation, 224... Control signal output unit, 225... Determination unit, 226... Conversion unit, 227... Target control amount determination unit,

Claims

1. A control device for a hydraulic control valve that controls the pump displacement of a variable displacement oil pump, The hydraulic control valve includes an electromagnetic solenoid, a sleeve fixed to the electromagnetic solenoid, and a spool valve that moves within the sleeve, and is configured to control hydraulic pressure and change the pump displacement by moving the spool valve between one end and the other end within the sleeve using a magnetic attractive force that is generated when a current flows through the electromagnetic solenoid, a drive control unit that controls the drive of the electromagnetic solenoid by adding a target control current based on a target hydraulic pressure when moving the spool valve to a correction current value calculated based on a difference between the target hydraulic pressure and an actual hydraulic pressure; a determination unit that determines whether or not a foreign object is clogged between the sleeve and the spool valve according to the corrected current value, and determines the location of the clogged foreign object if a foreign object is clogged, The determining unit determines that the position of the foreign matter is on the tip side of the sleeve at the edge of an oil passage hole in the sleeve that communicates with the variable displacement oil pump when the actual oil pressure cannot be lowered relative to the target oil pressure, and determines that the position of the foreign matter is on the base end side of the sleeve at the edge of the oil passage hole when the actual oil pressure cannot be increased relative to the target oil pressure, and determines cleaning details based on the position of the foreign matter clog and the correction current value. Control device for hydraulic control valve.

2. When the correction current value exceeds a normal range and is within a slight abnormality range, the determination unit determines the cleaning content to be a vibration mode in which the spool valve is vibrated. The control device for a hydraulic control valve according to claim 1.

3. When the correction current value exceeds a normal range and is smaller than a first severe clogging determination threshold, the determination unit determines that the actual oil pressure cannot be increased to the target oil pressure, and determines, as the cleaning content, a peeling mode in which 100% current is applied to the electromagnetic solenoid for a predetermined current application time to peel off the foreign matter from the base end side of the sleeve, If the correction current value exceeds the range of a normal state and is greater than a second severe clogging determination threshold, it is determined that the actual oil pressure cannot be reduced to the target oil pressure, and a bite-off mode is determined as the cleaning content, in which 100% current is applied to the electromagnetic solenoid for a short time that is shorter than the current application time in the peel-off mode, thereby biting off the foreign matter at the tip end side of the sleeve. The control device for a hydraulic control valve according to claim 2.

4. the determining unit determines whether the determined cleaning content is executable; The drive control unit controls the drive of the spool valve to perform the cleaning when the cleaning content is executable. The control device for a hydraulic control valve according to claim 2 or 3.

Images