EP1769189A1 - Method for determining oil dilution in a internal combustion engine featuring post-injection - Google Patents
Method for determining oil dilution in a internal combustion engine featuring post-injectionInfo
- Publication number
- EP1769189A1 EP1769189A1 EP05752801A EP05752801A EP1769189A1 EP 1769189 A1 EP1769189 A1 EP 1769189A1 EP 05752801 A EP05752801 A EP 05752801A EP 05752801 A EP05752801 A EP 05752801A EP 1769189 A1 EP1769189 A1 EP 1769189A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- oil
- signal
- internal combustion
- combustion engine
- fuel
- 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- Withdrawn
Links
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
- F01M1/00—Pressure lubrication
- F01M1/18—Indicating or safety devices
-
- 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
- F02D41/30—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
- F02D41/402—Multiple injections
- F02D41/405—Multiple injections with post injections
-
- 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
- F02D41/047—Taking into account fuel evaporation or wall wetting
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the invention is based on a method for operating an internal combustion engine, in which at least one fuel post-injection is performed, and an apparatus for carrying out the method according to the preamble of the independent claims.
- fuel should reach the exhaust gas area of the internal combustion engine, which reacts exothermically in the exhaust gas area as fuel.
- the fuel is oxidized, for example, on the catalytically active surface of a catalyst. On the one hand, this increases the temperature of the catalyst and, on the other hand, the temperature of the exhaust gas stream occurring downstream of the catalyst, with which the following particle filter is charged.
- the fuel passes, for example, by adjusting the injection timing of the fuel supplied to the internal combustion engine in the exhaust gas region.
- DE 100 56 016 A1 describes a method for operating a particulate filter, in which likewise fuel is introduced into the exhaust gas region of the internal combustion engine, which reacts exothermically to heat the particulate filter in the exhaust gas region.
- the introduction of the fuel is accomplished by at least one post-combustion noncombusting fuel injection which may be influenced at crankshaft angle related time, duration and fuel pressure. The duration and pressure give the amount of fuel per post-injection.
- the non-combusting fuel partially condenses on the cylinder walls and passes the piston rings past into the crankcase.
- the post fuel injections can therefore contribute to oil dilution.
- the invention is based on the object of providing a method for operating an internal combustion engine, in which at least one post-injection of fuel is carried out, and a device for carrying out the method, which enables safe operation of the brake motor.
- the method according to the invention for operating the internal combustion engine assumes that at least one post-injection of fuel is undertaken.
- signal processing determines an oil dilution signal as a measure of the oil dilution introduced into the engine oil of the internal combustion engine by the at least one post-injection of fuel.
- the measure for example, reflects the volume of the oil dilution.
- the at least one post-injection of fuel is provided, for example, in order to influence the smoothness and / or the emission behavior of the internal combustion engine.
- the at least one fuel post-injection may additionally or alternatively be provided in order to introduce unburned fuel into the exhaust region of the internal combustion engine, which is used as fuel for heating at least one exhaust treatment device arranged in the exhaust region of the internal combustion engine.
- An essential advantage of the method according to the invention is that the oil dilution can be determined from existing operating parameters of the internal combustion engine. A sensor is not required.
- the knowledge of at least one measure of the oil dilution caused by the at least one post-injection of the fuel can be used to increase the safety when operating the internal combustion engine.
- the oil dilution can be taken into account in the determination of the oil level and / or the oil quality.
- a first embodiment provides that during the oil dilution determination, a crankshaft angle signal is taken into account which indicates the crankshaft angle-related or the time-related fuel injection start of the at least one post-injection of fuel.
- Another embodiment provides that during the oil dilution determination, a pressure signal is taken into account which indicates the fuel pressure in a fuel metering device assigned to the internal combustion engine.
- a status signal is taken into account, which indicates the status of an exhaust gas treatment device arranged in the exhaust area of the internal combustion engine.
- the status signal signals, for example, that regeneration of the exhaust gas treatment device is required, which requires heating of the exhaust gas treatment device.
- An embodiment provides that the oil dilution flow signal provided by an oil dilution determination is integrated in an integrator for determining the oil dilution starting from a predetermined starting time.
- An embodiment provides that an oil discharge flow signal provided by an oil discharge determination is taken into account when determining the oil dilution. With this measure, the discharge of the engine oil from the oil dilution can be taken into account, which can occur in particular at higher loads on the internal combustion engine and / or at a higher oil temperature.
- the device according to the invention relates to a control device in which the Aidsäblauf invention is stored as a program.
- the control unit preferably contains a data carrier which, for example, is described with the program by the manufacturer or by remote data transmission, for example via the Internet.
- FIG. 1 shows a technical environment in which a method according to the invention runs
- FIG. 2 shows the fuel injection signal as a function of the crankshaft angle or time
- FIG. 3 shows a block diagram of a signal processing
- FIG. 4 shows a block diagram of a signal evaluation.
- FIG. 1 shows an internal combustion engine 10, in the exhaust gas region 11 of which an exhaust gas treatment device 12 is arranged.
- the internal combustion engine 10 sends a rotational number signal N to a control unit 13.
- the internal combustion engine 10 includes an oil sensor 14, which provides the control unit 13 an oil signal oil sens available.
- the internal combustion engine 10 is associated with a fuel metering device 15, which from the controller 13 with a pressure signal p, a
- Duration signal t and an angle signal phi is applied.
- the controller 13 includes a torque calculation 16 that provides a measure of the torque Md of the engine 10.
- the controller 13 further includes an exhaust gas treatment device status signal detection 17, which provides a status signal S of the exhaust gas treatment device 12.
- the pressure signal p, the time duration signal t and the angle signal phi can be collectively referred to as the fuel injection signal mE.
- the fuel injection signal mE is shown in more detail in FIG. In FIG. 2, a main fuel injection MI, a first one
- the local / temporal reference to top dead center OT of a reference cylinder of internal combustion engine 10 is essential. Fuel main injection MI is in the region of top dead center OT.
- Post injection PoIl starts at a first crankshaft angle phil and the second fuel post-injection PoI2 occurs at a second crankshaft angle phi2.
- the first fuel post-injection PoIl has a first time duration t1 and the second fuel post-injection PoI2 has a second time duration t2.
- FIG. 3 shows a signal processing unit 20, which contains a first oil dilution determination 21, a second oil dilution determination 22, an oil dilution adder 23, an integrator 24, and an oil discharge determination 25.
- the first oil dilution determination 21 is provided with the rotational speed signal N, the measure of the torque Md, the first crankshaft angle phil, the first time duration t1, the pressure signal p, the status signal S and further first input signals 26.
- the first oil dilution determination 21 delivers a first oil dilution flow signal dm oil dill to the oil dilution adder 23.
- the oil dilution adder 23 receives a second oil dilution flow signal dm_oil_dil2 from the second oil dilution determination 22 (not shown in more detail).
- the oil dilution adder 23 delivers a third oil dilution flow signal dm oil dil to the integrator 24, to which the oil discharge determination 25 provides an oil discharge flow signal dm oil dil.
- the integrator 24 provides an oil dilution signal m oil dil.
- the ⁇ laustrags-determination 25 the ⁇ lverPhymbis signal m oil dil, an oil temperature signal T oil, the speed signal N and the measure of the torque Md are provided.
- the oil dilution signal m oil dil determined in the signal conditioning 20 according to FIG. 3 is compared in the first signal comparator 31 shown in FIG. 4 in a first comparator 31 with a first threshold value Lim1.
- the first comparator 31 provides a first warning signal 32.
- the oil dilution signal m oil dil is further fed to an oil dilution change signal determination 33, a fill level determination 34 and an oil quality determination 35.
- the oil dilution change signal detection 33 sets an oil dilution change signal
- the second comparator 37 provides a second warning signal 38.
- the oil level determination 34 which is provided with at least one further oil level input signal 40, provides an oil level signal L oil, which compares a third comparator 41 with a third threshold value Lim3.
- the third comparator 41 provides a third warning signal 42.
- the oil quality determination 35 which is provided with at least one further oil quality input signal 50, provides an oil quality signal Q_oil which compares a fourth comparator 51 with a fourth threshold value Lim4.
- the fourth comparator 51 provides a fourth warning signal 52.
- the method according to the invention works as follows:
- the Torque Torqueen 16 determines the measure of the torque Md of the internal combustion engine 10 at least in response to an input signal not shown in detail, which corresponds to a desired torque of the internal combustion engine 10.
- the controller 13 determines the pressure signal p, the time duration signal t and the angle signal phi for the fuel metering device 15 as a function of a program stored in the control unit 13.
- the exhaust gas treatment device 12 is ange ⁇ assigns, for example, contains at least one catalyst and / or at least one particulate filter. In certain operating states of the exhaust gas treatment device 12, an increase in the operating temperature of the exhaust gas treatment device 12 may be required.
- Operating states are, for example, a required cleaning of the exhaust gas treatment device 12 of stored undesirable exhaust gas components in the context of regeneration of the exhaust gas treatment device 12.
- the exhaust gas treatment device status signal detection 17 provides the status signal S at least when an increase in the operating temperature is required.
- the temperature increase of the exhaust gas treatment device 12 is achieved by at least one post-injection of fuel PoIl, PoI2.
- the at least one post-injection of fuel PoIl, PoI2 brings the fuel as fuel into the exhaust region 11.
- the fuel can be arranged on a catalytically active surface, which is either immediately available in the exhaust treatment device 12 or upstream of the Abgasbe ⁇ treatment device 12 is, react exothermically. If the catalytically active surface is present in the exhaust gas treatment device 12, the exhaust gas treatment device 12 is heated directly. If the catalytically active area is in front of the exhaust gas treatment arranged device 12, the Abgasbeha ⁇ d Trentsvorettivier 12 is indirectly heated by the er ⁇ heated exhaust.
- the fuel introduced into the exhaust gas area 11 by the at least one post-injection fuel PoIl, PoI2 can also be introduced by introducing secondary air to form a
- Thermoreactor range exothermic react and thus contribute to an increase in the exhaust gas temperature.
- the pressure signal p, the time duration signal t and the angle signal phi together form the fuel injection signal mE, which is shown in greater detail in FIG. 2 in the region of top dead center
- OT a reference cylinder of the internal combustion engine 10 takes place the main injection MI, in which the injected fuel is normally completely burned and implemented to generate the torque of the internal combustion engine 10.
- the position of the main injection MI may differ from the top dead center OT.
- the crankshaft angle 0 KW can be replaced by the time t, wherein the time t is also related to the top dead center OT.
- the first time period t1 can be specified instead of in units of time in units of the crankshaft angle 0 KW.
- the first post-injection of fuel PoIl is a post-injection post-injection of fuel which, on the one hand, may already be provided for normal operation of internal combustion engine 10 but already for heating exhaust gas treatment device 12.
- the first fuel post-injection PoIl can therefore be set such that the injected fuel either still largely burns or burns only partially, so that at least part of the fuel reaches the exhaust gas region 11 as fuel.
- the second post-injection of fuel PoI2 may be provided.
- the second fuel post injection PoI2 starts at the second crankshaft angle phi2 or a predetermined time after the top dead center OT.
- a crankshaft angle range can likewise be predefined.
- the periods of time t1, t2 are related to the pressure signal p determines the fuel quantities injected as part of the post-fuel injections PoI1, PoI2.
- the pressure signal p sets the pressure of the fuel to be set in the fuel metering device 15.
- the pressure signal p and the time t1, t2 determine the individual
- Fuel injection events in the internal combustion engine 10 injected amount of fuel.
- the second post-injection PoE2 is a late fuel post-injection in which the fuel in the cylinders of the internal combustion engine 10 no longer burns and largely reaches the exhaust gas region 11 as fuel. If appropriate, further fuel post-injections may be provided.
- the fuel post-injections PoIl, PoI2 can lead to the incompletely burned fuel at the combustion chambers of the individual cylinders of the internal combustion engine 10 at least partially condensing, as the oil dilution flow runs down the cylinder walls and into the engine oil.
- the resulting oil dilution leads on the one hand to a change in the oil level and, on the other hand, to a change in the oil quality.
- the aim is to provide the oil dilution signal m oil dil, which is a measure of the amount of oil dilution resulting from the at least one post-injection of fuel material PoIl, PoI2. This may be the mass or volume of the oil dilution.
- the first oil dilution flow signal dm oil dill is determined.
- the second oil dilution flow signal dm_oil_dil2 is determined.
- Speed signal N the measure of the torque Md, the first crankshaft angle phil, the time t1, t2, the pressure signal p, the status signal S and at least the other countriess ⁇ signal 26 is provided.
- Md a measure of the load condition of the internal combustion engine 10 is taken into account.
- the oil dilution formulations 21, 22 determine the oil dilution flow signals dm oil dil 1, dm_oil_dil2 on the basis of tables and / or characteristic curves and / or characteristic diagrams, which are preferably determined during the application prior to commissioning of the internal combustion engine 10 and in the oil dilution determinations 21, 22 have been deposited.
- the oil dilution adder 23 adds the oil dilution flow signals dm oil dill, dm_oil_dil2 to the third oil dilution flow signal dm oil dil, which reflects the total oil dilution flow.
- the integrator 24 determines from the third oil dilution stream signal dm oil dil the oil dilution signal m oil dil, which is at least one measure of the oil dilution which is total in the engine oil from a predetermined starting time. The measure, for example, reflects the volume of the oil dilution.
- the Brennkrafhnaschine 10 may have operating conditions in which the oil dilution decreases. This may be due to the fact that the oil dilution consisting essentially of fuel has a higher vapor pressure and a lower boiling temperature than the engine oil. In particular, at elevated oil temperature and / or at higher loads of Brerinkraftma- machine 10, the oil dilution can take place by outgassing from the engine oil. The oil dilution can be re-supplied as fuel via a vent pipe of the internal combustion engine 10 which is connected to the intake region of the fuel injection manifold 10 and not shown in more detail.
- the oil discharge determination 25 the rotational speed signal N and / or the measure of the torque Dreh ⁇ Md of the internal combustion engine 10 are provided. At least one, preferably two signals N, Md results in the load state of the internal combustion engine 10. If the oil sensor 14 provides the oil signal oil sens as a function of the oil temperature, the oil discharge determination 25 can be offered a corresponding oil temperature signal T oil.
- the oil discharge determination 25 determines the ⁇ laustragsstrom signal -dm oil dil, which has negative sign, also on the basis of stored tables and / or Kerm- lines and / or maps, which also preferably in the application before commissioning of the Internal combustion engine 10 determined and deposited in the oil discharge determination 25 wur ⁇ .
- the negative sign of the ⁇ laustragsstrom signal -dm oil dil ensures that the integration in Integrator 24 leads to a reduction of the oil dilution signal m oil dil.
- the oil dilution signal m oil dil can in the signal evaluation 30 for different
- a first possibility for signal evaluation provides that the oil dilution signal m oil dil directly in the first comparator 31 is compared with the first threshold value Liml. If the threshold value Liml is exceeded, the first comparator 31 provides the first warning signal 32.
- the first warning signal 32 can be stored in an error memory, not shown in more detail, can be used to control a display, can be used to control an oil change interval display, can for influencing characteristics (phil, phi2, tl, t2) of at least one fuel - Posteineinspection PoIl, PoI2 used and can be used to change the operating point of the internal combustion engine 10.
- oil dilution signal m oil dil in the oil dilution change signal determination 33 is evaluated with regard to the time course, such as the increase and / or the gradient.
- the oil dilution change signal determination 33 provides the oil dilution change signal 36, which compares the second comparator 37 with the second threshold value Lim2 and optionally provides the second warning signal 38 as a function of the comparison result.
- the second wall signal 38 can be used like the first warning signal 32.
- the oil dilution signal m oil dil is used to indicate the oil level
- the further oil level input signal 40 can be derived, for example, from the oil signal oil sens, provided that the oil sensor 14 provides a measure of the oil level in the internal combustion engine 10.
- the oil level signal L oil determined by the oil level determination 34 the third comparator 41 compares with the third threshold value Lim3 and, depending on the result of the comparison, provides the third warning signal 42 which, like the first warning signal 32, can continue to be used.
- the oil dilution signal m oil dil is fed to the oil quality determination 35, which is further provided with the at least one further oil quality input signal 50.
- the further oil quality input signal 50 can be derived, for example, from the oil signal oil sens, provided that the oil sensor 14 provides a measure of the oil quality.
- the oil quality signal Q_oil determined by the oil quality determination 35 compares the fourth comparator 51 with the fourth threshold value Lim4 and, depending on the result of the comparison, provides the fourth warning signal 52, which can be used like the first warning signal 32.
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102004033413A DE102004033413A1 (en) | 2004-07-10 | 2004-07-10 | Method for operating an internal combustion engine and device for carrying out the method |
PCT/EP2005/052534 WO2006005650A1 (en) | 2004-07-10 | 2005-06-02 | Method for determining oil dilution in a internal combustion engine featuring post-injection |
Publications (1)
Publication Number | Publication Date |
---|---|
EP1769189A1 true EP1769189A1 (en) | 2007-04-04 |
Family
ID=34969716
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP05752801A Withdrawn EP1769189A1 (en) | 2004-07-10 | 2005-06-02 | Method for determining oil dilution in a internal combustion engine featuring post-injection |
Country Status (6)
Country | Link |
---|---|
US (1) | US20080264158A1 (en) |
EP (1) | EP1769189A1 (en) |
JP (1) | JP2008506060A (en) |
CN (1) | CN1981154A (en) |
DE (1) | DE102004033413A1 (en) |
WO (1) | WO2006005650A1 (en) |
Families Citing this family (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102004033414A1 (en) * | 2004-07-10 | 2006-02-02 | Robert Bosch Gmbh | Method for operating an internal combustion engine and device for carrying out the method |
JP2006283709A (en) * | 2005-04-01 | 2006-10-19 | Toyota Motor Corp | Control device for internal combustion engine |
JP4163727B2 (en) * | 2006-08-31 | 2008-10-08 | 本田技研工業株式会社 | Oil level detection device for internal combustion engine |
JP4697463B2 (en) * | 2006-11-30 | 2011-06-08 | 三菱自動車工業株式会社 | Engine oil dilution state estimation device |
DE102006059675A1 (en) | 2006-12-18 | 2008-06-19 | Robert Bosch Gmbh | Method and device for detecting a continuous fuel input into the lubricating oil of an internal combustion engine during a cold start |
US7433776B1 (en) * | 2007-04-18 | 2008-10-07 | International Engine Intellecutal Property Company, Llc | System and method for quantizing fuel dilution of engine motor due to post-injection fueling to regenerate an exhaust aftertreatment device |
DE102008024382B4 (en) | 2008-05-20 | 2014-03-27 | Jürgen Krahl | Method for reducing engine oil dilution in internal combustion engines and / or their effect |
EP2123868A1 (en) * | 2008-05-22 | 2009-11-25 | Ford Global Technologies, LLC | Method for determining oil dilution |
FR2941909B1 (en) * | 2009-02-10 | 2011-02-18 | Renault Sas | METHOD AND DEVICE FOR CONTROLLING A MOTORIZATION SYSTEM FOR A MOTOR VEHICLE |
FR3011577B1 (en) * | 2013-10-03 | 2015-12-04 | Peugeot Citroen Automobiles Sa | DRIVER ALERT METHOD IN THE EVENT OF DETECTING HIGH DILUTION OF A LUBRICANT FOR A FLEX FLEX-TYPE MOTOR AND CORRESPONDING MOTOR COMPUTER |
DE102014013709A1 (en) | 2014-09-16 | 2015-03-19 | Daimler Ag | Method for determining a lubricant dilution in an internal combustion engine |
JP6172198B2 (en) * | 2015-04-07 | 2017-08-02 | トヨタ自動車株式会社 | Engine control device |
DE202015007222U1 (en) * | 2015-10-17 | 2017-01-18 | GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) | Computer program for operating an internal combustion engine, electronic control unit and associated computer program product |
US10427668B2 (en) * | 2017-03-27 | 2019-10-01 | Ford Global Technologies, Llc | Engine oil dilution control in a hybrid vehicle |
US11454144B1 (en) * | 2021-03-24 | 2022-09-27 | Caterpillar Inc. | Lubricant dilution detection system |
Family Cites Families (12)
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JPH02199212A (en) * | 1989-01-27 | 1990-08-07 | Suzuki Motor Co Ltd | Oil deterioration detector for internal combustion engine |
JP2002371900A (en) * | 2001-06-19 | 2002-12-26 | Isuzu Motors Ltd | Fuel injection control method in internal combustion engine |
JP3797278B2 (en) * | 2002-04-26 | 2006-07-12 | トヨタ自動車株式会社 | Fuel injection control device for in-cylinder internal combustion engine |
FR2862087B1 (en) * | 2003-11-10 | 2008-05-16 | Renault Sas | CONTROL METHOD FOR REGENERATING A PARTICLE FILTER |
FR2864240B1 (en) * | 2003-12-23 | 2006-03-17 | Total France | METHOD AND DEVICE FOR MONITORING THE DILUTION OF LUBRICATING OIL BY FUEL IN AN INTERNAL COMBUSTION ENGINE |
FR2866927B1 (en) * | 2004-02-27 | 2008-03-07 | Peugeot Citroen Automobiles Sa | SYSTEM FOR AIDING THE REGENERATION OF MEANS OF DEPOLLUTION |
JP4244866B2 (en) * | 2004-06-04 | 2009-03-25 | 日産自動車株式会社 | Oil dilution detection device and control device for diesel engine |
EP1614870B1 (en) * | 2004-07-06 | 2011-12-14 | Volvo Car Corporation | A method and a counter for predicting a fuel dilution level of an oil in an internal combustion engine |
DE102004033414A1 (en) * | 2004-07-10 | 2006-02-02 | Robert Bosch Gmbh | Method for operating an internal combustion engine and device for carrying out the method |
JP2007002689A (en) * | 2005-06-21 | 2007-01-11 | Honda Motor Co Ltd | Control device for internal combustion engine |
US20070006642A1 (en) * | 2005-07-05 | 2007-01-11 | Yingjie Lin | Diesel fuel dilution level determination of diesel engine oil |
JP2007162569A (en) * | 2005-12-14 | 2007-06-28 | Nissan Motor Co Ltd | Diluted oil regeneration device and diluted oil regeneration method |
-
2004
- 2004-07-10 DE DE102004033413A patent/DE102004033413A1/en not_active Withdrawn
-
2005
- 2005-06-02 CN CNA2005800227851A patent/CN1981154A/en active Pending
- 2005-06-02 US US11/632,100 patent/US20080264158A1/en not_active Abandoned
- 2005-06-02 JP JP2007519755A patent/JP2008506060A/en active Pending
- 2005-06-02 WO PCT/EP2005/052534 patent/WO2006005650A1/en active Application Filing
- 2005-06-02 EP EP05752801A patent/EP1769189A1/en not_active Withdrawn
Non-Patent Citations (1)
Title |
---|
See references of WO2006005650A1 * |
Also Published As
Publication number | Publication date |
---|---|
US20080264158A1 (en) | 2008-10-30 |
JP2008506060A (en) | 2008-02-28 |
CN1981154A (en) | 2007-06-13 |
DE102004033413A1 (en) | 2006-02-02 |
WO2006005650A1 (en) | 2006-01-19 |
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