EP1586752B1 - Dispositif et méthode pour contrôler la dilution de l'huile dans un moteur à combustion interne - Google Patents

Dispositif et méthode pour contrôler la dilution de l'huile dans un moteur à combustion interne Download PDF

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Publication number
EP1586752B1
EP1586752B1 EP20040101510 EP04101510A EP1586752B1 EP 1586752 B1 EP1586752 B1 EP 1586752B1 EP 20040101510 EP20040101510 EP 20040101510 EP 04101510 A EP04101510 A EP 04101510A EP 1586752 B1 EP1586752 B1 EP 1586752B1
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Prior art keywords
oil
state
dilution
temperature
engine
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EP20040101510
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German (de)
English (en)
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EP1586752A1 (fr
Inventor
Yasser Mohammed Sayed Yacoub
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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    • 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
    • F01M5/00—Heating, cooling, or controlling temperature of lubricant; Lubrication means facilitating engine starting
    • F01M5/001—Heating
    • 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
    • F01M1/00—Pressure lubrication
    • F01M1/16—Controlling lubricant pressure or quantity
    • F01M2001/165—Controlling lubricant pressure or quantity according to fuel dilution in oil
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off

Definitions

  • the present invention relates to a method for controlling the lubricating oil dilution - in volume percent - of an internal combustion engine.
  • the invention relates to a device for monitoring and reducing this oil dilution.
  • Internal combustion engines are provided with a lubricating oil circuit and corresponding devices to filter the lubricating oil in order to separate the disturbing particulates and other liquid contaminates, such as water, glycol or in particular fuel therefrom.
  • the liquid contaminates result in a lubricating oil dilution, which is the subject matter of the present invention.
  • a fraction of the injected fuel is mixed with the oil film on the cylinder wall and scraped with the oil film and blow-by gas into the crankcase resulting in a fuel dilution of the oil.
  • a representative oil recycler is disclosed in PCT Application WO96/25996 .
  • This oil recycler serves the twofold purpose of filtering the lubricating oil as it recycles through the engine so as to remove particles therefrom and heating a portion of the lubricating oil being recycled in a heating chamber so as to evaporate liquid contaminates from the oil which passes through the chamber.
  • the oil recycler comprises a heated chamber adjacent a filter element.
  • a stack of spaced apart discs is arranged in the heated chamber.
  • the oil is filtered through the filter element and then cascades over the discs in the heated chamber, so that any contaminantes contained therein are evaporated.
  • the US 6,053,143 discloses a method of improving the operating efficiency and reducing certain exhaust emissions in an internal combustion engine.
  • a potion of recycling engine lubricating oil to heat treatment in the range from 170° C to 260° C and preferably in the the range from 180° C to 240°C in a volatilization chamber or the like, an improvement in the fuel consumption as well as a reduction in the total hydrocarbons, carbon dioxide and particulates can be achieved.
  • in-cylinder post injection means an injection of additional fuel into all or some cylinders after the respective main injection but still during the power stroke.
  • In-cylinder post injection is an efficient method for increasing exhaust gas temperatures and/or achieving rich engine operation and at the same time maintaining neutral torque for the same operating point in normal mode.
  • Such an operation mode with increased exhaust gas temperatures is required for example in the periodic combustion of the soot build up in a diesel particulate filter at high exhaust gas temperatures.
  • the rich operation mode is required to regenerate the NO x trapped during lean operation modes for the case the engine is provided with a lean NO x trap.
  • vehicle usage patterns significantly affect the severity of the oil dilution problem as it has an influence on the blow-by flow rate and the oil temperature. Frequent cold starts and short journeys may result in oil dilution ratios up to five times higher than fully warmed operating patterns.
  • the dilution of lubricating oil by fuel has adverse effects on engine wear by changing the lubricity of oil and may result in severe durability problems. This results in limiting the oil change interval i.e. for example limiting the interval to 15.000 kilometers or changing the oil annually to account for worst-case scenario at the cost of higher operational costs and less ideal use of resources.
  • control strategies making use of post in-cylinder injection(s) during the power stroke are very susceptible to result in high fuel dilution of engine oil.
  • modern engines provided with particulates filter and/or NO x trap are required these strategies.
  • the fuel dilution of lubricating engine oil has an adverse effect on engine wear and may result in severe engine damage especially for in-city drive patterns, the operation mode of which is characterized in that the engine operates with low speed and low load.
  • the in-city patterns are followed by a highway operation with full load as another worse drive pattern with respect to fuel dilution of oil.
  • the dilution of the oil has two aspects. One is the adverse effect on the physical properties of the lubricating oil - e.g. viscosity - which may result in higher engine wear. The other aspect is the increased level of the engine oil in the crankcase. At high dilution rates up to 25% by weight the diluted lubrication oil mixture carried over by the blow-by gases into the cylinder and during decelerations can result in an uncontrolled combustion and may result in severe engine damage.
  • Another object of the present invention is to provide a device for monitoring and reducing the oil dilution i.e. a device to realize the method for controlling the lubricating oil dilution of an internal combustion engine.
  • a method for controlling the lubricating oil dilution - in volume percent - of an internal combustion engine which comprises the following steps
  • the inventive method comprises a monitoring step which is used to determine the current oil dilution ratio by estimating and/or calculating.
  • a monitoring step which is used to determine the current oil dilution ratio by estimating and/or calculating.
  • several operating parameters are measured, namely parameteres which are appropriate to describe the oil state, the engine state and/or the vehicle state and furthermore which are appropriate to be correlated to the most important lubrication properties of the oil in order to receive information about the current oil dilution state.
  • the inventive method enables a controlled treatment - e.g. evaporation and/or partial combustion - of the diluted fuel-oil mixture in dependency on the current oil dilution state determined within the monitoring step.
  • the oil change interval may be adapted to different vehicle usage patterns resulting in an ideal use of resources and a reduction of vehicle operational costs. Simultaneously uncontrolled combustion and thereby caused severe engine damage could be avoided.
  • a preferred embodiment of the method is characterized in that the oil dilution state is calculated and/or estimated from the measured oil state and/or the engine state and/or the vehicle state, whereat the oil dilution state is preferably calculated.
  • a preferred embodiment of the method is characterized in that the oil dilution state is calculated from the measured oil state, which provides information on the level and/or the temperature and/or the quality of the diluted lubricating oil and/or the like.
  • operating maps and/or specific vehicle maps could be used. These maps could be saved in the controller unit or in the motor control unit and are generated within experiments on an engine test bench or a chassis dynamometer.
  • the measured parameters are used to determine the dilution state by means of a monitor.
  • this identified dilution state together with the same and/or other measured parameters are used to generate command signals by a controller for controlling the reducing of the oil dilution ratio.
  • the reduction of oil dilution could be achieved by promoting the evaporation of the liquid contaminates and/or promoting the partial combustion of the diluted lubricating oil.
  • a preferred embodiment of the method is characterized in that the oil dilution state is estimated, preferably the oil dilution state is estimated from the measured engine state, the oil temperature and the combustion mode, whereby the engine state provides information on the speed and/or the driver demand and/or the like.
  • This embodiment does not require costly measurement devices.
  • the known parameters - i.e speed (rpm), oil temperature or the like - which are detected within the normal operation mode of an engine and the vehicle respectively are used to estimate the dilution state.
  • an estimation process does not need absolutely specific engine operating maps and/or specific vehicle maps. This could result in a cost advantage in contrast to the more complex calculating process.
  • a preferred embodiment of the method is characterized in that a command signal for an oil heating device is calculated from the engine state, the oil temperature and the dilution state, whether to promote the evaporation by elevating the temperature of the diluted lubricating oil or to impede evaporation by lowering the temperature.
  • the heating device of this embodiment has not a constant temperature during the operation of the engine. Following this preferred embodiment the temperature is controlled demand oriented i.e. temperature control as necessary.
  • a preferred embodiment of the method is characterized in that the temperature of the diluted lubricating oil is regulated by means of a bypass valve, which is used
  • the three different embodiments using a bypass valve influence the oil temperature directly. If the engine, namely the lubricating circuit, is equipped originally with an cooler, it is recommended to provide the circuit with a valve which is able to bypass said cooler, so that the oil flow does not pass the cooler and consequently the oil temperature is not lowered by the cooler.
  • the lubricating circuit is additionally equipped with a heating which is able to elevate the oil temperature and so to promote evaporation of the liquid contaminates, such as water, glycol and in particular the light hydrocarbon fuel components mixed with the lubricating oil.
  • a heating which is able to elevate the oil temperature and so to promote evaporation of the liquid contaminates, such as water, glycol and in particular the light hydrocarbon fuel components mixed with the lubricating oil.
  • a preferred embodiment of the method is characterized in that the bypass valve is actuated in response to the error between a desired and a measured oil temperature. This results in a closed loop controller.
  • the desired oil temperature operates as the so-called temperature setpoint.
  • a preferred embodiment of the method is characterized in that the desired oil temperature i.e. the temperature setpoint is calculated from the engine state and the dilution state.
  • a further preferred embodiment of the method is characterized in that the bypass control is activated as a function of the delayed command signal for the oil heating device.
  • the bypass control is activated as a function of the delayed command signal for the oil heating device.
  • a preferred embodiment of the method is characterized in that a command signal for a blow-by-actuator is calculated from the engine state, the oil temperature and the dilution state, whether to promote or to impede the blow-by flow.
  • an embodiment of the method is preferred which is characterized in that an intake throttle is used as blow-by-actuator to lower the manifold pressure and consequently to lower the in-cylinder pressure in order to increase blow-by flow from crankcase to engine cylinder.
  • a device which comprises
  • a preferred embodiment of the device is characterized in that said device is provided with a bypass valve for regulating the oil temperature, which is used
  • a preferred embodiment of the device is characterized in that said device is provided with an intake throttle as blow-by-actuator to lower the manifold pressure and consequently to lower the in-cylinder pressure in order to increase blow-by flow from crankcase to engine cylinder, whereat the throttle is actuated by a blow-by command signal generated by the oil dilution controller.
  • a preferred embodiment of the device is characterized in that said device is provided with a heating device, whereat said heating device is actuated by a heater command signal generated by the oil dilution controller.
  • Figure 1 shows a scheme of an oil loop relating to a first embodiment of the control device.
  • the oil loop 8 is equipped with a cooler 1, a heating device 2 and a bypass valve 3, which is used to regulate the temperature of the diluted lubricating oil.
  • the illustrated embodiment of an oil loop 8 enables three different control strategies.
  • the bypass valve 3 could be used to bypass the installed oil cooler 1 or to bypass the installed oil heating device 2.
  • the first circuitry results in a temperature increase, while the second leads to lower temperatures.
  • bypass valve 3 could be used to divide up the oil flow entering the loop 8 through the inlet pipe 4 in two partial flows, whereby one partial flow passes the cooler 1 via pipe 6 and the other partial flow passes the heating device 2 via pipe 7, so that the temperature of the diluted lubricating oil is regulated by the ratio and mixture of these partial flows which are brought together in the outlet pipe 5.
  • the oil loop 8 is equipped with a heating 2 aiming to elevate the oil temperature and to promote evaporation of the liquid contaminates, such as water, glycol and in particular the light hydrocarbon fuel components mixed with the lubricating oil this way.
  • a heating 2 aiming to elevate the oil temperature and to promote evaporation of the liquid contaminates, such as water, glycol and in particular the light hydrocarbon fuel components mixed with the lubricating oil this way.
  • bypass valve 3 is actuated demand oriented i.e. in response to an error between a temperature setpoint and a measured oil temperature, whereat this strategy results in a closed control loop relating to the oil temperature.
  • Figure 2 shows schematically a first embodiment of the oil dilution control method.
  • an oil dilution monitor 9 is provided with several input signals. These input signals are measured operating parameters, namely parameteres which are appropriate to describe the oil state, the engine state and/or the vehicle state and furthermore which are appropriate for drawing conclusions relating to the oil dilution state.
  • the measured parameters are correlated to the most important lubrication properties of the oil within experiments on a test bench in order to generate specific maps which could be used during engine operation to receive information about the current oil dilution state.
  • the proposed method enables a controlled treatment on demand e.g. evaporation and/or partial combustion of the diluted fuel-oil mixture taking into account the current oil dilution state.
  • the oil state is described by temperature, level in the crankcase, quality, viscosity, conductivity or the like.
  • the engine state is described by speed, driver demand, combustion mode, load, injection timing, ignition timing or the like and the vehicle state is described by speed, brake, clutch or the like.
  • the measured parameters are used to determine the current dilution state by means of the monitor 9 within a first process step.
  • this identified dilution state together with the same and/or other measured parameters are used to generate command signals by an oil dilution controller 10 for controlling the reducing of the oil dilution ratio i.e. of the oil dilution state.
  • control device is equipped with a bypass valve and a heating device as shown in Figure 1 and additionally provided with a blow-by actuator - for example the intake throttle - the oil dilution controller 10 generates three output signals - the so-called command signals - which are used to control the above mentioned devices, namely the bypass valve, the heating device and the blow-by actuator.
  • the reduction of the oil dilution could be achieved by promoting the evaporation of the liquid contaminates and/or by promoting the partial combustion of the diluted lubricating oil.
  • blow-by-actuator By means of a blow-by-actuator it is possible to promote or to impede the blow-by flow from crankcase to engine cylinder.
  • an intake throttle is used as blow-by-actuator to lower the manifold pressure and therefore to lower the in-cylinder pressure in order to increase blow-by.
  • the blow-by actuator is activated preferably within the decelaration phase during fuel cut off. This is a measure to reduce the dilution ratio alternatively or additionally to the bypass valve and/or the heating device.
  • the monitor 9 provides information about the current oil dilution state a control method could be realized which enables a treatment of the diluted oil mixture on demand.
  • the oil change interval may be adapted to different vehicle usage patterns resulting in an ideal use of resources and a reduction of vehicle operational costs. Simultaneously uncontrolled combustion and thereby caused severe engine damage could be avoided.
  • Figure 3 shows schematically the strategy of a first embodiment of the oil dilution state monitor 9.
  • oil dilution state could be achieved by calculation or estimation, whereat the illustrated monitor 9 combines both alternatives.
  • the oil dilution state is calculated from the measured parameters it is preferred that the oil dilution state is calculated from the oil state, which provides information on the level and/or the temperature and/or the quality of the diluted lubricating oil and/or the like. It is the most precise possibilty to calculate the oil dilution state using parameters which describe the oil properties directly. In other words, it is easier to draw conclusions from oil temperature, viscosity and the like relating to the oil dilution state than from engine or vehicle state parameters.
  • the oil dilution state is preferably estimated from the measured engine state and the oil temperature, whereby the engine state provides information on the speed and/or the driver demand and/or the like.
  • the estimation does not require costly measurement devices because known parameters, such as speed (rpm), oil temperature or the like, which are detected within the normal engine operation are used to estimate the dilution state. This could result in a cost advantage in contrast to the more complex calculating process.
  • oil dilution state is calculated and estimated two values for the dilution state are available, so that if there is appearing a fault in the calculation or in the estimation the other value could be used.
  • Figure 4 shows schematically the strategy of a second embodiment of the method or rather the corresponding oil dilution state monitor 9.
  • the oil dilution state is estimated.
  • the oil dilution state is estimated from the measured engine state and the oil temperature, whereby the engine state provides information on the speed and/or the driver demand and/or the like.
  • the oil temperature and the engine state are used to calculate the time-based rate of dilution (in % per second) as a function of the current engine operation mode (e.g. lean, rich or heating mode) via a selector module 11.
  • the dilution rate is integrated and discretized to provide the dilution level state (e.g. low, mid, high, too high).
  • the integrator 12 will be reset at oil change.
  • FIG. 5 shows schematically a first embodiment of the oil dilution controller method or rather the corresponding controller 10.
  • a heater control 13 determines the activation/deactivation of the oil heater 2 as a function of oil temperature, engine state and oil dilution state.
  • a setpoint for the desired oil temperature is calculated as a function of the dilution state, engine state, and oil temperature.
  • a bypass controller 14 - can be implemented as a classical PID controller - is implemented to achieve the desired temperature by controlling the flow rate of oil flow either through the cooler or the heater path.
  • a feed forward term can be implemented as a function of the engine state, which would implicitly correct for the temperature and pressure fluctuation in the oil circuit as a function of engine operating condition.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (18)

  1. Procédé de régulation de la dilution de l'huile de lubrification - en pourcentage en volume - d'un moteur à combustion interne, comportant les étapes suivantes :
    (a) surveiller le taux de dilution d'huile en calculant et/ou en estimant l'état dit de dilution d'huile à partir de paramètres de fonctionnement mesurés, et
    (b) réduire le taux de dilution d'huile :
    • en favorisant la combustion partielle de l'huile de lubrification diluée en augmentant le débit de gaz de soufflage du carter au cylindre du moteur pendant la coupure du carburant lors d'une décélération.
  2. Procédé selon la revendication 1, caractérisé en ce que le taux de dilution est réduit :
    • en favorisant l'évaporation des contaminants liquides - tels que l'eau, le glycol et en particulier les composants d'hydrocarbures légers du carburant mélangés à l'huile de lubrification - par une élévation périodique de la température de l'huile de lubrification diluée, et
    • en favorisant la combustion partielle de l'huile de lubrification diluée en augmentant le débit de gaz de soufflage du carter au cylindre du moteur pendant la coupure du carburant lors d'une décélération.
  3. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que l'état de dilution d'huile est calculé et/ou estimé à partir de l'état mesuré de l'huile, de l'état du moteur et/ou de l'état du véhicule.
  4. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que l'état de dilution d'huile est calculé.
  5. Procédé selon la revendication 4, caractérisé en ce que l'état de dilution d'huile est calculé à partir de l'état mesuré de l'huile, ce qui donne des informations sur le niveau, la température et/ou la qualité de l'huile de lubrification diluée.
  6. Procédé selon l'une des revendications 1 à 3, caractérisé en ce que l'état de dilution d'huile est estimé.
  7. Procédé selon la revendication 6, caractérisé en ce que l'état de dilution d'huile est estimé à partir de l'état mesuré du moteur, de la température de l'huile et du mode de combustion, l'état du moteur donnant ainsi des informations sur la vitesse, la consigne du conducteur et/ou des données similaires.
  8. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce qu'un signal de commande destiné à un dispositif réchauffeur (2) d'huile est calculé à partir de l'état du moteur, de la température de l'huile et de l'état de dilution, soit pour favoriser l'évaporation en élevant la température de l'huile de lubrification diluée, soit pour s'opposer à l'évaporation en abaissant la température.
  9. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que la température de l'huile de lubrification diluée est régulée au moyen d'une soupape (3) de dérivation, qui est utilisée :
    • pour contourner un refroidisseur (1) d'huile installé,
    • pour contourner un dispositif réchauffeur (2) d'huile installé ou
    • pour diviser l'écoulement d'huile en deux écoulements partiels, l'un des écoulements partiels passant par le refroidisseur (1) et l'autre écoulement partiel passant par le dispositif réchauffeur (2), de telle sorte que la température de l'huile de lubrification diluée soit régulée par le rapport et le mélange de ces écoulements partiels.
  10. Procédé selon la revendication 9, caractérisé en ce que la soupape (3) de dérivation est actionnée en réponse à l'erreur entre une température souhaitée de l'huile et celle mesurée.
  11. Procédé selon la revendication 10, caractérisé en ce que la température souhaitée de l'huile, c'est-à-dire la consigne de température, est calculée à partir de l'état du moteur et de l'état de dilution.
  12. Procédé selon l'une des revendications 9 à 11 dépendant de la revendication 8, caractérisé en ce que le contrôle de dérivation est activé en fonction d'un signal de commande retardé destiné au dispositif réchauffeur (2) d'huile.
  13. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce qu'un signal de commande destiné à un actionneur de soufflage est calculé à partir de l'état du moteur, de la température d'huile et de l'état de dilution, soit en vue de favoriser, soit en vue d'entraver l'écoulement de soufflage.
  14. Procédé selon la revendication 13, caractérisé en ce qu'un papillon d'admission est utilisé comme actionneur de soufflage afin d'abaisser la pression dans le collecteur et d'abaisser par voie de conséquence la pression dans le ou les cylindres afin d'augmenter le débit de soufflage du carter au cylindre du moteur.
  15. Dispositif destiné à surveiller et à réduire la dilution d'huile de lubrification - en pourcentage en volume - d'un moteur à combustion interne, comportant :
    (a) un dispositif (9) de surveillance de l'état de dilution de l'huile, destiné à surveiller le taux de dilution d'huile en calculant et/ou en estimant l'état dit de dilution d'huile à partir de paramètres de fonctionnement mesurés, et
    (b) un contrôleur (10) d'état de dilution de l'huile, destiné à générer des signaux de commande destinés à au moins un dispositif afin de contrôler le taux de dilution d'huile :
    • en favorisant la combustion partielle de l'huile de lubrification diluée en augmentant le débit de gaz de soufflage du carter au cylindre du moteur pendant la coupure du carburant lors d'une décélération.
  16. Dispositif selon la revendication 15, caractérisé en ce que ledit dispositif est pourvu d'une soupape (3) de dérivation destinée à réguler la température de l'huile, qui est utilisée :
    • pour contourner un refroidisseur (1) d'huile installé,
    • pour contourner un dispositif réchauffeur (2) d'huile installé ou
    • pour diviser l'écoulement d'huile en deux écoulements partiels, l'un des écoulements partiels passant par le refroidisseur (1) et l'autre écoulement partiel passant par le dispositif réchauffeur (2), de telle sorte que la température de l'huile de lubrification diluée soit régulée par le rapport et le mélange de ces écoulements partiels,
    la soupape (3) de dérivation étant alors actionnée, en réponse à une erreur entre une température souhaitée de l'huile et celle mesurée, par un signal de commande de dérivation généré par le contrôleur (10) d'état de dilution de l'huile.
  17. Dispositif selon la revendication 15 ou 16, caractérisé en ce que ledit dispositif est pourvu d'un papillon d'admission faisant fonction d'actionneur de soufflage afin d'abaisser la pression dans le collecteur et d'abaisser par voie de conséquence la pression dans le ou les cylindres afin d'augmenter le débit de soufflage du carter au cylindre du moteur, le papillon étant alors actionné par un signal de commande de soufflage généré par le contrôleur (10) d'état de dilution de l'huile.
  18. Dispositif selon l'une des revendications 15 à 17, caractérisé en ce que ledit dispositif est pourvu d'un dispositif réchauffeur (2), ledit dispositif réchauffeur (2) étant alors actionné par un signal de commande de réchauffage généré par le contrôleur (10) d'état de dilution de l'huile.
EP20040101510 2004-04-14 2004-04-14 Dispositif et méthode pour contrôler la dilution de l'huile dans un moteur à combustion interne Expired - Lifetime EP1586752B1 (fr)

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EP20040101510 EP1586752B1 (fr) 2004-04-14 2004-04-14 Dispositif et méthode pour contrôler la dilution de l'huile dans un moteur à combustion interne
DE200460015068 DE602004015068D1 (de) 2004-04-14 2004-04-14 Verfahren und Vorrichtung zur Regelung der Ölverdünnung in einer Brennkraftmaschine

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EP1586752A1 EP1586752A1 (fr) 2005-10-19
EP1586752B1 true EP1586752B1 (fr) 2008-07-16

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US10781730B2 (en) 2016-11-10 2020-09-22 Vitesco Technologies GmbH Method and device for acquiring the oil temperature in an internal combustion engine
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DE102019201736A1 (de) * 2019-02-11 2020-08-13 Zf Friedrichshafen Ag Entfernen eines Wasseranteils in einem flüssigen Schmiermittel einer Antriebseinheit

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