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EP2123868A1 - Verfahren zur Bestimmung einer Ölverdünnung - Google Patents

Verfahren zur Bestimmung einer Ölverdünnung Download PDF

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Publication number
EP2123868A1
EP2123868A1 EP08156729A EP08156729A EP2123868A1 EP 2123868 A1 EP2123868 A1 EP 2123868A1 EP 08156729 A EP08156729 A EP 08156729A EP 08156729 A EP08156729 A EP 08156729A EP 2123868 A1 EP2123868 A1 EP 2123868A1
Authority
EP
European Patent Office
Prior art keywords
engine
fuel
determining
threshold value
volume
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP08156729A
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English (en)
French (fr)
Inventor
Tobias Husberg
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ford Global Technologies LLC
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Ford Global Technologies LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Priority to EP08156729A priority Critical patent/EP2123868A1/de
Publication of EP2123868A1 publication Critical patent/EP2123868A1/de
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
    • F01M11/10—Indicating devices; Other safety devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1466—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being a soot concentration or content
    • F02D41/1467—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being a soot concentration or content with determination means using an estimation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0614—Actual fuel mass or fuel injection amount
    • F02D2200/0616—Actual fuel mass or fuel injection amount determined by estimation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/11—Oil dilution, i.e. prevention thereof or special controls according thereto
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration

Definitions

  • the present invention relates to a method for determining the need for an oil change due to oil dilution of the engine oil in an internal combustion engine.
  • Changing engine oil is one of the key processes used in extending the life of an internal combustion engine.
  • the oil in an engine is changed in accordance with a set schedule.
  • the schedule is based on an estimate of the life of the oil under a worst case scenario. Pollution and deterioration of engine oil is often referred to as oil dilution.
  • the cause of oil dilution can be a number of factors, such as soot or non-combusted fuel from the combustion chamber and particles resulting from wear entering the oil.
  • particles up to a predetermined size are caught and retained by an oil filter through which the engine oil is constantly passed when the engine is operated. This is a relatively long term problem that can be handled by a scheduled change of the oil filter.
  • Non-combusted fuel present in the relatively hot combustion chamber is likely to evaporate and the major portion of this fuel will pass into the engine exhaust conduit.
  • a relatively minor amount of fuel leaking past the piston rings will usually be a long term problem that can be avoided by oil changes according to a set schedule.
  • This type of oil dilution is often referred to as fuel dilution.
  • Soot is formed in the combustion chamber during unfavourable combustion condition and may settle on the cylinder walls where it can be drawn into the crankcase by the scraper rings on the piston. The presence of soot in the engine oil is a known cause of oil dilution.
  • the method includes the steps of measuring a plurality of engine parameters, determining an estimate of the characteristics of the engine oil as a function of the engine parameters, and trending the estimate and responsively determining remaining life of the engine oil.
  • a service message may be triggered when it is estimated that the engine oil is approaching the end of its useful life.
  • soot estimate is a polynomial function based on empirical and/or simulation data.
  • the function may be represented by a look-up table. If oil dilution caused by soot occurs at a rate falling outside the empirical and/or simulation data used, then the service message will be triggered too late.
  • a further problem is that the method is not adapted to take into consideration driving cycles when a vehicle is operated under conditions when soot formation is likely to occur, such as transient engine operation, exhaust gas recirculation (EGR) operation, low lambda operation and/or regeneration of exhaust purifying devices.
  • EGR exhaust gas recirculation
  • One object of the invention is to provide an improved method for determining a remaining life of engine oil in an engine in order to solve the above problems.
  • the method according to the invention facilitates detection of excessive oil dilution caused by soot which will require the oil to be changed prematurely.
  • the invention relates to a method for determining the need for an oil change due to oil dilution of the engine oil in an internal combustion engine.
  • the method involves using an oil dilution service message function that calculates the oil dilution caused by different engine operating conditions. When at least one predetermined condition is fulfilled a service message for oil change is triggered.
  • the method may involve the steps of
  • a further parameter may be the currently selected engine map. For instance, if an exhaust gas recirculation (EGR) mode is in operation, an EGR engine map is considered instead of a standard engine map. Similarly, if a regeneration of a catalytic converter or particle filter in the exhaust purification system is being carried out, a regeneration engine map is considered.
  • EGR exhaust gas recirculation
  • the late fuel injection may sometimes be referred to as a post injection and may be performed after top dead centre (TDC) during the expansion phase.
  • TDC top dead centre
  • the fuel is injected by a fuel injector into the combustion chamber at a constant rate during the entire energizing period of the injector. It is also assumed that the fuel injected last will also the last fuel to be combusted.
  • soot can at times be very high during the expansion phase of the combustion cycle, but under normal operating conditions most of the soot is oxidized before the exhaust valve opens at the end of the said phase.
  • the amount of soot oxidized is mainly of interest from an emission point of view, while the soot remaining in the combustion chamber, in particular the soot deposited on the liner, is dealt with in this example.
  • soot formation Under most operating conditions it is desirable to monitor soot formation in order to enable a service message and to allow an early oil change, prior to a scheduled oil change, caused by soot oil dilution.
  • An example of unfavourable operating conditions is a transient city cycle, involving numerous starts, stops, accelerations and deceleration. A common type of vehicles operated under such conditions is taxis.
  • Oil dilution is a problem shared by both petrol and diesel engines, although the problem may be more common for the latter.
  • Modern diesel engines are frequently provided with a particle filter in the exhaust conduit. When the particle filter becomes clogged, a regeneration cycle is triggered to burn soot particles in said filter. During regeneration, a different engine map is selected by the engine control system, which map involves late fuel injection.
  • a late fuel injection may, as stated above, cause an increased soot formation on the cylinder liners which in turn may cause oil dilution.
  • the combination of a transient driving cycle and a diesel engine with a particle filter is suitable to consider as a worst case scenario.
  • Peak in-cylinder soot formation is dependent on a number of engine parameters, such as engine speed, output torque, fuel injection timing and duration.
  • Soot formation is also influenced by the currently selected engine map, for instance, if the EGR is in operation or not and if a regeneration of the exhaust purification system is being carried out.
  • the engine map is switched from a standard engine map to an EGR engine map.
  • the EGR operation introduces an amount of exhaust gas into the air/fuel mixture, the oxygen concentration is lowered and the risk of soot formation is increased.
  • particle filter regeneration is triggered the engine map is switched from a standard engine map to a regeneration engine map. As the particle filter regeneration operation involves late fuel injection the risk of soot formation is increased.
  • a concept according to the invention is that the part of the fuel that is combusted after a predetermined percentage of the available fuel has been combusted contributes the most to oil dilution caused by soot. This is particularly relevant when the point where the last of the available fuel has been combusted occurs late in the expansion phase. In the subsequent text, this point is referred to as MBFxx%, where MBF stands for Most Burnt Fuel and "xx" represents the predetermined percentage used for a particular engine type. Consequently, the point MBF90% indicates when 90% of the available fuel has combusted, that is, 90% of the fuel that is available for combustion during the expansion phase.
  • the available fuel may be less than the total injected volume of fuel if, for instance, there is not enough oxygen in the combustion chamber.
  • soot contribution is that the late injected fuel spray will be close to or reach the cylinder wall, or liner, under conditions where the oxygen content in the air/fuel mixture in the cylinder is low.
  • a flame front preceding the combusting fuel may contain a high concentration of soot that is deposited on the liner.
  • Fuel that is deposited directly on the liner and is not evaporated may combust on the liner and leave a layer of soot.
  • localized pockets of low oxygen concentration in the air/fuel mixture may contribute to low soot oxidation, which increases the problem with soot deposition. Soot present on the liner may then be drawn into the crankcase by the scraper ring on the reciprocating piston and contribute to oil dilution.
  • the simplified model used by the method will assume that the fuel is injected at a constant rate during the time that the injector is energized.
  • a threshold is calibrated so that any fuel injected after the threshold is assumed to be the fuel volume contributing to the undesired soot formation.
  • This fuel volume is assumed to correspond to the fuel being combusted after a late MBF percentage point, such as MBF90% at which point 90% of the available fuel has been combusted.
  • MBF90% is determined as a crank angle degree (CAD) that may be calibrated and stored in a map.
  • the MBF point may be determined experimentally or be simulated for the particular model of engine, or engine type, to which the method is applied.
  • MBF percentage point set to MBF90%, while a different engine may use MBF80%.
  • the method may use an algorithm based on the engine speed, a calculated or measured output torque, the fuel injection timing, the fuel injection duration and the current engine map used. Simulated and/or experimental tests may also be used. Maps containing crank angle degrees for a predetermined MBF percentage point for related speed and torque values over the entire operating range of the engine are established. Separate MBF percentage point maps are provided for normal operation, EGR operation and regeneration operation of the engine.
  • the threshold is determined as a crank angle degree and any fuel injected after the threshold is considered to correspond to the portion of the late injected fuel volume combusted after a predetermined MBF percentage point.
  • the fuel volume injected after the threshold is added to a counter in an electronic control unit to form an accumulated fuel volume. When the accumulated volume of injected fuel exceeds a predetermined amount an output signal is triggered by the electronic control unit and a service message is displayed to the driver.
  • the electronic control unit may be provided with one or more additional counters taking into consideration additional sources and/or causes of oil dilution.
  • additional counters may include a timer for engine operation in order to determine of the total operating or running time of the engine, and a counter for an accumulated volume of non-combusted fuel leaking past the piston rings into the crankcase.
  • the values stored in each counter may be added in a common counter where each separate value is weighted according to its relevance to oil dilution. The weighting of the different values is dependent on factors such as the type and model of engine (diesel, gasoline, etc), whether the engine has a particle filter, and the type and quality of oil filter used.
  • an output signal is triggered by the electronic control unit. In this way an error message may be generated either by the counter for soot oil dilution or by the common counter.
  • FIG. 1 shows a schematic flow chart for a method according to the invention.
  • an electronic control unit used for controlling the engine will receive input signals from a number of sensors for engine related parameters. Examples of such parameters are engine speed, fuel injection timing and duration. These input signals allow the ECU to calculate additional parameters, such as the output torque. Further parameters can be stored in the ECU, such as the currently selected engine map. Depending on the current operating conditions, the ECU can select a suitable engine map. For instance, if an exhaust gas recirculation (EGR) mode is in operation, an EGR engine map is selected instead of a standard engine map. Similarly, if a regeneration of a catalytic converter or particle filter in the exhaust purification system is being carried out, a regeneration engine map is selected.
  • EGR exhaust gas recirculation
  • the ECU can determine a plurality of engine parameters indicative of soot formation.
  • the ECU can determine the occurrence of a late fuel injection, in this case a fuel injection carried out in the expansion phase of a combustion cycle.
  • the ECU will then select a map containing stored values for crank angle degrees when a predetermined percentage of the available fuel has been combusted, which in this example is selected at 90%.
  • the point where 90% of the available fuel has been combusted is referred to as MBF90%.
  • the MBF90% map is selected depending on the currently selected engine map and determines a fuel volume injected after a threshold value.
  • the threshold is dependent on a number of the engine related parameters and varies with engine speed, output torque and the currently selected stored engine map.
  • a continuously updated value for the threshold is calculated by the ECU using an algorithm based on the said parameters.
  • An example of a MBF90% map is shown in Figure 3 .
  • the volume of fuel injected after the threshold value is added to a counter for soot oil dilution. After adding the volume of fuel injected after the threshold value to the counter, the ECU compares the accumulated volume stored in the ECU to a predetermined limit value. When the accumulated volume of injected fuel exceeds a predetermined amount an output signal is triggered and generates a service message, warning the driver that an oil change is required.
  • the ECU can be provided with one or more additional counters taking into consideration additional sources and/or causes of oil dilution.
  • a second counter can include a timer for engine operation in order to determine of the total operating or running time of the engine.
  • a third counter can be provided for an accumulated volume of non-combusted fuel leaking past the piston rings into the crankcase. The values stored in each counter are added in a common counter where each separate value is weighted according to its relevance to oil dilution. When the sum of the accumulated weighted values exceeds a predetermined amount an output signal is triggered by the ECU. In this way an error message can be generated early by the counter for soot oil dilution or by the common counter weighting the combined effect of all values with a detrimental effect on oil dilution.
  • Figure 2 shows a schematic diagram indicating the relationship between the percentage of soot present in the engine oil as a function of when the MBF90% occurs during the expansion phase of an engine operated in a normal mode. Normal mode indicated that no EGR or regeneration takes place. The occurrence of MBF90% is indicated in crank angle degrees (CAD) after top dead centre (TDC) during the expansion phase. During a series of test simulations the engine was operated for 250 hours at a predetermined speed (rpm) and torque (T). The timing of the MBF90% was maintained at a predetermined crank angle degree by selecting a predetermined injection timing and duration for the fuel injections. The fuel injections were performed with an additional delay for each subsequent test, in order to gradually increase the crank angle degree at which the MBF90% occurred.
  • CAD crank angle degrees
  • TDC top dead centre
  • soot dilution in the engine oil was measured in soot percent and plotted against the timing of the MBF90% measured in crank angle degrees for each test.
  • the percentage of soot increases significantly when the timing of the MBF90% exceeds about 45 crank angle degrees after TDC.
  • the diagram shown in Figure 2 is indicative of the particular engine used for the test operated at a predetermined speed.
  • the timing of the MBF90% must be determined for the entire operating range of the engine.
  • Figure 3 shows a schematic diagram indicating a map indicating the timing of the MBF90% for the engine used in the tests as described above.
  • the timing of the MBF90% measured in crank angle degrees (CAD) has been determined at every 250 rpm for output torque intervals of 25 Nm.
  • CAD crank angle degrees
  • the crank angle degrees are numbered ⁇ 1 - ⁇ n . From such a diagram it can be determined that a problem area for soot formation for the engine in question is located in a particular torque/engine speed range.
  • FIG 3 a schematic problem area is shown in the range 1000-2700 rpm, at torques in the range 100-250 Nm (indicated in dashed lines).
  • the relevant crank angle degrees in this area are numbered ⁇ x , ⁇ x+1 ., etc.
  • the MBF90% occurs between 50 and 60 crank angle degrees after TDC. From Figure 2 it is obvious that prolonged operation in this area will cause problems with soot dilution.
  • the map in Figure 3 can be determined by calculating when MBF90% occurs for each torque/speed value in the operating range, or by experimental values using an engine test rig.
  • Figure 4 shows a schematic diagram indicating soot formation, rate of heat release (RoHR) in Joule per crank angle degree (J/°) and accumulated heat release (HR) in Joule (J), as a function of crank angle degrees (CAD) for the combustion.
  • the CAD corresponding to MBF90% is equal to the CAD where HR reaches 90% of its final value.
  • the example of Figure 4 is intended to show a worst case scenario. As shown in the figure, there is an initial spike of heat release at ignition immediately before TDC at 360 CAD, followed by a lower first peak as the fuel is combusted. This first peak is accompanied by a first soot formation peak at about 385 CAD. Additional fuel is then injected during a post injection at about 390 CAD in the expansion phase.
  • a late post injection of this type is performed during regeneration of a particle filter in the exhaust system of a diesel engine. Because the post injection is performed during the expansion phase, the resulting heat release from the combustion yields a second peak lower than the first peak, at about 400 CAD. However, the accompanying second soot peak at about 400 CAD is significantly higher than the first soot peak. Also, due to the late injection, the timing of the MBF90% occurs as late as 62° after TDC (indicated by a vertical line). Although some of the soot formed during the combustion will oxidize, a relatively large amount will settle on the liner in the combustion chamber. During operating conditions of this type there will be a marked contribution to the oil dilution caused by soot being drawn into the crankcase by the scraper ring on the piston.
  • Figure 5 shows a diagram for heat release and injection volume as a function of crank angle degrees (CAD).
  • CAD crank angle degrees
  • the figure illustrates a simplified model used by a method according to the invention.
  • the fuel is injected at a constant rate during the time that the injector is energized.
  • the start of the fuel injection is indicated by ⁇ and the energizing time of the fuel injector is indicated by the arrow ET.
  • the total injected volume V T is indicated by a rectangle created by the start and the end of the fuel injection, and the constant rate of injection I.
  • a threshold value T LIM is calibrated so that any fuel injected after the threshold is assumed to be the late injected fuel volume V S (indicated by hatched lines) contributing to the undesired soot formation.
  • This fuel volume V S is assumed to correspond to the fuel being combusted after a late MBF90%, at which point 90% of the fuel in the combustion chamber has been combusted.
  • the method will use an algorithm based on the engine speed, the fuel injection timing, the fuel injection duration and a MBF90% map related to the currently used engine map.
  • the fuel volume V S is added to a counter in an electronic control unit to form an accumulated volume V ACC. When the accumulated volume of injected fuel exceeds a predetermined amount an output signal is triggered by the electronic control unit.
  • Figure 6 shows schematic flow chart for a method according to the invention using multiple counters for monitoring oil dilution.
  • the electronic control unit for controlling the engine is provided with a timer for engine operation in order to determine of the total operating or running time of the engine.
  • the electronic control unit is further provided with a fuel dilution counter for an accumulated volume of non-combusted fuel leaking past the piston rings into the crankcase. The values accumulated and stored in each counter are added in a common counter where each separate value is weighted according to its relevance to oil dilution.
  • soot dilution is weighted higher than both the fuel dilution counter and the engine-on counter.
  • the reason for this is that soot accumulated in the engine oil will create considerably more wear than fuel in the oil or wear caused by normal contact between moving engine components.
  • the fuel dilution counter is weighted higher than the engine-on counter.
  • an output signal in the form of an oil change service message is triggered by the electronic control unit. In this way an error message can be generated by the counter for soot oil dilution, as shown in Figure 1 , or by the common counter, as shown in Figure 6 .

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP08156729A 2008-05-22 2008-05-22 Verfahren zur Bestimmung einer Ölverdünnung Withdrawn EP2123868A1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP08156729A EP2123868A1 (de) 2008-05-22 2008-05-22 Verfahren zur Bestimmung einer Ölverdünnung

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP08156729A EP2123868A1 (de) 2008-05-22 2008-05-22 Verfahren zur Bestimmung einer Ölverdünnung

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EP2123868A1 true EP2123868A1 (de) 2009-11-25

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9470173B2 (en) 2014-06-18 2016-10-18 Ford Global Technologies, Llc System and method for reducing engine oil dilution
GB2571095A (en) * 2018-02-15 2019-08-21 Ford Global Tech Llc A method and system for determining an oil change interval
CN111255542A (zh) * 2018-12-03 2020-06-09 潍柴动力股份有限公司 一种检测机油稀释率的装置和方法
CN114135363A (zh) * 2021-11-05 2022-03-04 潍柴动力股份有限公司 油底壳中机油稀释程度的检测方法、装置、发动机及车辆

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5750887A (en) 1996-11-18 1998-05-12 Caterpillar Inc. Method for determining a remaining life of engine oil
US20020007817A1 (en) * 2000-06-30 2002-01-24 Katsunori Ueda Fuel injection timing control system for direct injection type internal combustion engine and method for the same
EP1241326A2 (de) * 2001-03-16 2002-09-18 Isuzu Motors Limited Verfahren und Vorrichtung zum Einschätzen der Motorölabsetzung
JP2004137953A (ja) * 2002-10-17 2004-05-13 Nissan Motor Co Ltd オイル希釈燃料推定装置及びそれを用いた内燃機関の制御装置
FR2862087A1 (fr) * 2003-11-10 2005-05-13 Renault Sas Procede de commande pour la regeneration d'un filtre a particules
US20060016429A1 (en) * 2004-07-22 2006-01-26 Toyota Jidosha Kabushiki Kaisha Control device of internal combustion engine
DE102004033413A1 (de) * 2004-07-10 2006-02-02 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine und Vorrichtung zur Durchführung des Verfahrens

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5750887A (en) 1996-11-18 1998-05-12 Caterpillar Inc. Method for determining a remaining life of engine oil
US20020007817A1 (en) * 2000-06-30 2002-01-24 Katsunori Ueda Fuel injection timing control system for direct injection type internal combustion engine and method for the same
EP1241326A2 (de) * 2001-03-16 2002-09-18 Isuzu Motors Limited Verfahren und Vorrichtung zum Einschätzen der Motorölabsetzung
JP2004137953A (ja) * 2002-10-17 2004-05-13 Nissan Motor Co Ltd オイル希釈燃料推定装置及びそれを用いた内燃機関の制御装置
FR2862087A1 (fr) * 2003-11-10 2005-05-13 Renault Sas Procede de commande pour la regeneration d'un filtre a particules
DE102004033413A1 (de) * 2004-07-10 2006-02-02 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine und Vorrichtung zur Durchführung des Verfahrens
US20060016429A1 (en) * 2004-07-22 2006-01-26 Toyota Jidosha Kabushiki Kaisha Control device of internal combustion engine

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9470173B2 (en) 2014-06-18 2016-10-18 Ford Global Technologies, Llc System and method for reducing engine oil dilution
GB2571095A (en) * 2018-02-15 2019-08-21 Ford Global Tech Llc A method and system for determining an oil change interval
GB2571095B (en) * 2018-02-15 2020-08-26 Ford Global Tech Llc A method and system for determining an oil change interval
CN111255542A (zh) * 2018-12-03 2020-06-09 潍柴动力股份有限公司 一种检测机油稀释率的装置和方法
CN114135363A (zh) * 2021-11-05 2022-03-04 潍柴动力股份有限公司 油底壳中机油稀释程度的检测方法、装置、发动机及车辆
CN114135363B (zh) * 2021-11-05 2022-11-29 潍柴动力股份有限公司 油底壳中机油稀释程度的检测方法、装置、发动机及车辆

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