EP2751397B1 - Procédé et dispositif de détection de fuites dans un système de lubrification de véhicule - Google Patents

Procédé et dispositif de détection de fuites dans un système de lubrification de véhicule Download PDF

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Publication number
EP2751397B1
EP2751397B1 EP12768739.0A EP12768739A EP2751397B1 EP 2751397 B1 EP2751397 B1 EP 2751397B1 EP 12768739 A EP12768739 A EP 12768739A EP 2751397 B1 EP2751397 B1 EP 2751397B1
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Prior art keywords
oil
exhaust
heat exchanger
valve
pressure
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German (de)
English (en)
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EP2751397A1 (fr
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Frank Will
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Ino8 Pty Ltd
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Ino8 Pty Ltd
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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
    • F01M5/02—Conditioning lubricant for aiding engine starting, e.g. heating
    • F01M5/021—Conditioning lubricant for aiding engine starting, e.g. heating by 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
    • F01M1/18—Indicating or safety devices
    • F01M1/20—Indicating or safety devices concerning lubricant pressure
    • F01M1/22—Indicating or safety devices concerning lubricant pressure rendering machines or engines inoperative or idling on pressure failure

Definitions

  • the invention relates to a method for leak detection of a lubrication system for the lubrication of rotating or oscillating components of an internal combustion engine or a transmission, preferably automatic transmission of a vehicle. Furthermore, the invention relates to a device for heating a lubricating system of rotating or oscillating components for an internal combustion engine or a transmission, preferably automatic transmission for performing a method according to the invention.
  • the fuel consumption during a NEDC test in the cold state is about 10 to 15% higher than the same test with a lubricating oil temperature in a hot state of about 90 ° C, the so NEDC hot test mentioned.
  • this is due to the fact that the lubricating oil at lower temperatures has a higher toughness, and that of Fuel is condensed on cylinder walls and added to the lubricating oil.
  • measures are taken to heat the catalyst faster, such as a retardation of the ignition, an increase in idle speed and enrichment with secondary air injection.
  • the majority of the emitted exhaust emissions during the cold start phase of the internal combustion engine if the catalyst has not yet reached the required operating temperature.
  • a large part of the energy supplied is discharged unused as Abgasent-halpie. This is a total of about 30 to 40% of the energy of the fuel supplied.
  • Intended oil coolers are usually below arranged the exhaust manifold, so that in case of leakage no oil can drip on the exhaust.
  • the thermal stresses in such oil coolers are limited because the temperature difference between the oil and the cooling water is relatively small and often does not exceed 20 ° C difference.
  • a disadvantage of such oil coolers is that they cool the oil even when it is not yet warm, so that the friction in the oil increases for a long time, and thus the fuel consumption.
  • the EP2 157 293 A1 shows an oil pressure monitoring method and a related device that can be used for a vehicle with automatic start-stop.
  • an oil pressure warning typically lights up unless the start-stop status of the vehicle is monitored. It is proposed that monitoring of the oil pressure only takes place when the internal combustion engine is in operation. To detect the start-stop status, on the one hand the oil pressure is measured and on the other hand an activation of the automatic start-stop system is taken into account, whereby a value of the oil temperature is disregarded.
  • WO 2010/106 179 A1 a complex oil lubrication system for accelerated heating of an engine or transmission is described, wherein a portion of an oil volume flow is passed through a bypass line in a cold start phase by fast heating system parts, so that the lubricating oil receives a high lubricity.
  • the DE 600 24776 T2 indicates the use of butterfly valves in conjunction with a turbocharger and exhaust gas recirculation system, whereby improved exhaust gas recirculation can be achieved.
  • the US 4,328,480 B relates to a leakage detection device of a vehicle in which an alarm signal is output by means of signals of an oil pressure sensor and an engine speed sensor when, with respect to a predetermined engine speed, an oil pressure does not reach a predetermined minimum pressure.
  • US 5 987 975 B a generic type detection device in which a lubricant flow rate sensor, a lubricant temperature sensor and a lubricant pressure sensor monitor the state of the lubrication system. A quotient of the volume flow as a function of the lubricant temperature by means of lubricant pressure is monitored, and in the event of a deviation of the Quotient can be concluded on a leakage or failure of the lubrication system.
  • the invention has for its object to improve an internal combustion engine or a transmission, in particular automatic transmission of the type mentioned with simple means to the effect that to minimize the risk of oil leakage a method for safe oil leakage at varying operating conditions is proposed.
  • the invention has for its object to propose the arrangement of an oil / heat exchanger, achieved by the improved engine lubrication even with a cold engine, in case of leakage, the failure of the lubrication can be reliably detected at varying operating conditions.
  • the object is achieved by a method for leak detection of a lubrication system for the lubrication of rotating or oscillating components of an internal combustion engine or a transmission, preferably automatic transmission of a vehicle, by the leakage of the lubrication system by comparing an oil pressure of the lubrication system with a predeterminable pressure limit from a table or map for various of speed, torque and oil temperature, and at least one of the other parameters oil pump speed, valve position of an oil pump volume flow control, vehicle acceleration,3.2querbevantung and / or lubricating oil level is detected, when falling below a first limit pressure, a warning signal is output and / or falls below a second, lower limit pressure, the speed of the internal combustion engine is limited and / or falls below a third, even lower limit pressure the Verbrennungskra is switched off.
  • Typical differential pressures between the first and second limiting pressures and between the second and third limiting pressures may be between 0.3 and 0.8 bar, in particular between 0.4 and 0.6 bar.
  • a leak detection method determines the current oil pressure to monitor the oil lubrication system for leakage.
  • the oil pressure is detected taking into account the currently available operating parameters speed, torque and oil temperature and one of the other parameters oil pump speed, valve position of an oil pump volume flow control, vehicle acceleration, vehicle lateral acceleration and / or lubricating oil level and compared with a readable from a table or map limit pressure or limit pressures and at Below the limit value, a warning is output, the drive speed is reduced and / or the internal combustion engine is switched off.
  • the magnitude of the limit pressure or the limit pressures further depends on one of the further parameters valve position of an oil pump volume flow control, vehicle lateral acceleration and vehicle longitudinal acceleration and / or lubricating oil level.
  • the invention can be applied to all types of internal combustion engine driven equipment and vehicles such as cars, trucks, buses, motorcycles, construction machinery, ships, boats, aircraft and mobile and stationary Häutzn- and devices, power plants such as emergency generators and the like.
  • the invention enables optimum monitoring of lubrication to reduce friction between the moving parts, thus increasing the longevity of the machine, reducing the noise level, achieving higher efficiency, achieving higher power output, emitting lower exhaust emissions and costs can be saved.
  • the leakage detection method of the lubrication system according to the invention can be used advantageously both in motor vehicles with automatic transmissions, as well as in motor vehicles with manual transmissions, and serve both for lubrication of the internal combustion engine and for lubrication of the gear unit.
  • an oil bypass line bypassing the oil return be connected to the suction line of an oil pump and the pressure line of a lubricating system, wherein the oil bypass line in the case of an internal combustion engine preferably by at least one cylinder head and / or cylinder block and / or at least one turbocharger and in the case of a transmission preferably by at least one heat exchanger of the internal combustion engine and / or at least one heating element runs, and that when falling below a certain limit temperature and exceeding a certain minimum pressure of the lubricating oil in the pressure line of the lubrication system, a bypass valve in the oil bypass line is at least partially opened, so that a partial flow of the lubricating oil in a warm-up phase of the lubrication system does not flow through the oil sump until either the minimum pressure or the limit temperature are reached.
  • the oil in the lubrication system heats up faster. Furthermore, the pressure loss to be overcome decreases Lubricating system, since the oil flowing back through the oil bypass line does not flow through the oil sump. Since the oil of the bypass line is preferably passed through the cylinder block and / or cylinder head, an increased oil volume flow at low temperatures can be achieved in an at least partial opening of the bypass valve, which can be arranged in or on the cylinder head or cylinder block, so that the oil more waste heat can record. As a result, a reduced friction is achieved in the warm-up phase, since the lubricating oil is led faster to operating temperature and the pressure losses are reduced.
  • the heating method by means of bypass line with improved leakage detection can be used for rapid heating of an electric motor / generator unit, which achieve optimum efficiency only at elevated temperatures, and also lubricate the electromotive moving components.
  • waste heat from the electrical energy storage unit (battery / battery) and / or the inverter can advantageously heat oil in the bypass line, thereby heating the electric motor / generator unit or lubricating it and a downstream transmission in an improved manner.
  • an oil bypass line can be introduced, which contains a heat exchanger, through which additional heat is introduced into the transmission oil in the heating phase so as to reduce the friction.
  • the oil bypass valve can be closed after completion of the warm-up phase and exceeding the limit temperature and / or the flow rate of the oil pump can be increased as soon as a given speed falls below a speed limit for given torque or torque of the components to be lubricated at a given speed a predetermined torque limit is exceeded in order to limit a decrease in the oil pressure within the oil line.
  • Completion of the warm-up phase is achieved as soon as the oil bypass valve is closed for the first time and the internal combustion engine or transmission has reached its operating temperature.
  • the limit value for closing the bypass valve may be equal to the limit value for increasing the oil pump delivery rate, but may also be different. Also, the limit value for closing the bypass valve and / or the limit value for increasing the oil pump delivery rate may be hysteresis, with closure / opening of the bypass valve or raising / lowering of the oil pump delivery rate occurring only when the limit values are exceeded or exceeded.
  • the bypass valve in the oil bypass line can be closed as soon as a predetermined Speed at given torque falls below a speed limit or a torque of the components to be lubricated at a given speed exceeds a predetermined torque limit to limit a decrease in the oil pressure within the oil line.
  • a speed / torque characteristic map can be used which define the speed or torque limit value, or specify areas of the 2D characteristic field as limit value ranges.
  • At least one of the lubricating oil return flows arranged downstream of the devices to be lubricated is connected to the oil bypass line, wherein one of the connected to the oil bypass line lubricating oil return is part of an exhaust gas turbocharger.
  • an exhaust gas / oil heat exchanger can be arranged in an oil suction pipe between the oil pump and the oil sump, so that a negative pressure is established on the oil side in the exhaust gas heat exchanger compared to the environment and compared to the pressure in the exhaust system.
  • the heat exchanger for heating the lubricating oil is flowed through by the exhaust gas of an internal combustion engine downstream of a catalyst.
  • the exhaust gas flowing through the heat exchanger can flow upstream through a first exhaust valve. This first exhaust valve can be closed as soon as a predetermined limit temperature of the exhaust gas is reached in order to avoid coking of the lubricating oil in the heat exchanger.
  • the exhaust gas flowing through the exhaust / oil heat exchanger upstream through the first exhaust valve / exhaust gas recirculation valve, the first exhaust valve / exhaust gas recirculation valve can be closed as soon as a predetermined limit temperature of the exhaust gas or the lubricating oil is reached, and / or at least a portion of the exhaust gas is passed via a controllable second exhaust valve directly above or adjacent to the oil sump into or through an oil sump or into the bypass line to increase heat transfer.
  • the exhaust gas flowing parallel to the heat exchanger of the internal combustion engine can flow through the second exhaust valve and the second exhaust valve can be at least partially closed at times to increase the exhaust gas flow and thus also the heat transfer in the heat exchanger. In this case too, it makes sense to orient the limit pressure (s) for determining the leak at the valve position of the exhaust valve position (s).
  • the exhaust gas flowing through the exhaust / oil heat exchanger can be passed through a further first exhaust gas recirculation valve and can thus downstream as exhaust gas recirculation with the intake manifold of a Be connected internal combustion engine, the further first exhaust gas recirculation valve may be at least partially closed as soon as a predetermined limit temperature of the exhaust gas is reached or a predetermined volume flow of the exhaust gas recirculation is achieved.
  • the exhaust gas flowing through the heat exchanger downstream flows through the further first exhaust gas recirculation valve in the intake manifold of an internal combustion engine, the further first exhaust gas recirculation valve is at least partially closed as soon as a predetermined limit temperature of the exhaust gas is reached or as soon as a predetermined volume flow of the exhaust gas recirculation is achieved.
  • the exhaust gas is cooled by the exhaust / oil heat exchanger, which has a further reduction of the combustion temperature result, so that it can be dispensed with the use of an additional cooler for the exhaust gas recirculation.
  • the limit pressure (s) of the leakage detection advantageously varies as a function of the position of the exhaust gas recirculation valve, so that the valve position of the exhaust gas recirculation valve should be taken into account when determining the limit pressure (s).
  • the exhaust gas flowing parallel to the exhaust / oil heat exchanger of the internal combustion engine can be passed through a third exhaust valve and the third exhaust valve can be at least partially closed at times to increase the exhaust gas flow and thus the heat transfer in the exhaust / oil heat exchanger.
  • the second and the third exhaust valves may be identical, but also be two different exhaust valves.
  • the second exhaust valve may switch a partial flow of the exhaust gas flowing through the exhaust gas / oil heat exchanger while the third exhaust valve switches an exhaust gas partial flow flowing parallel to the exhaust gas / oil heat exchanger.
  • the limit pressure (s) for the leakage detection advantageously varies depending on the position of the third exhaust valve, so that the valve position of the exhaust gas recirculation valve should be taken into account in determining the limit pressure (s).
  • an additional heat exchanger and a first oil valve is arranged downstream of the oil pump for cooling, wherein the first oil valve is at least partially opened when a predetermined limit value for the lubricating oil temperature is exceeded or exceeded or a predetermined limit value for the coolant inlet temperature or the coolant outlet temperature is exceeded, preferably in the lubricating oil line parallel to the heat exchanger and valve, a second oil valve can be arranged, and the second oil valve is at least partially closed when a predetermined limit value for the lubricating oil temperature is exceeded or undershot.
  • the heat exchanger is flowed through by a cooling medium such as ambient air or coolant to cool the lubricating oil.
  • this heat exchanger is flowed through by the exhaust gas of the internal combustion engine in order to heat the lubricating oil and reduce the friction. It is advantageous if a second valve is arranged in the lubricating oil line parallel to the heat exchanger and the first valve. This valve can be at least partially closed when a predetermined limit value for the lubricating oil temperature is exceeded or undershot. It is expedient in this case also if this heat exchanger is arranged in the circuit for cabin heating or in the circuit for heating or cooling of an electric battery.
  • the length of the oil line of the lubrication system from the output of the oil pump to the entry into the oil bypass line at least 80% of the maximum length of the oil line of the lubrication system from the output of the oil pump to whest removed to be lubricated device.
  • the lubricating oil flowing through the oil bypass line can heat better.
  • the lubricating oil mass flow through the oil bypass line is at least temporarily greater than the lubricating oil mass flow through the oil suction pipe and the oil sump. In this case, the total mass flow flowing through the lubricating system is heated faster than without oil bypass line.
  • the oil bypass line is connected to the suction line of the oil pump and the lubricating oil mass flow through the oil bypass line is at least temporarily greater than the lubricating oil mass flow through the oil suction pipe.
  • the oil bypass line is arranged in the same housing, in which at least one of the devices to be lubricated are arranged, so that the back-flowing lubricating oil can additionally heat and in the event of leakage, the oil can be collected in the housing. It is particularly advantageous if one or more of the oil returns are connected directly to the suction line of an oil pump.
  • the oil bypass line consists of a heat-insulating material with a thermal conductivity of less than 1 W / (m * K), in order to reduce the heat transfer to the environment during the backflow, especially where the Oil bypass line is not passed through the device to be lubricated.
  • a control unit can control the opening cross section of the various valves, and if sensors for detecting the lubricating oil pressure, the lubricating oil temperature, the exhaust gas temperature, the rotational speed, the torque, the oil level, the Pump speed, the vehicle speed, longitudinal and / or - lateral acceleration and / or the coolant temperature are connected to the control unit.
  • the control unit can favorably process the sensor data for evaluation of the leak detection or provide the sensor measured values for this purpose.
  • the exhaust / oil heat exchanger is designed to double flow on the oil side, so that the transmission oil and the lubricating oil can be heated simultaneously in parallel and the exhaust gas heat exchanger is connected to the exhaust pipe by a heat insulating material which has a heat conductivity less than 1 W. / (m * K).
  • a single exhaust / oil heat exchanger can be provided, thus minimizing the risk of leakage of the heat exchanger.
  • valves in the exhaust pipe has a particularly important importance in improving the leakage resistance, since a high density on the one hand improves the effectiveness of the heating and on the other hand in the closed position avoids that the oil heats up unintentionally, for example, at high driving loads and speeds. This eliminates the need for an additional oil cooler, so that leakage in the oil cooler can be avoided.
  • the valves in the exhaust pipe can be integrally formed as a three-way valve and that these valves can be designed as a double-acting poppet valve, wherein the plate has two sealing surfaces. Of these, a sealing surface is disposed at the extreme end of the valve, as in an exhaust valve in the cylinder head of an internal combustion engine.
  • the second sealing surface is arranged on the opposite side of the valve disk, from which the valve stem leads away from the actuator. In the active state, the outermost end of the valve closes the exhaust gas bypass and in the passive state, the inner sealing surface of the plate closes the line to the heat exchanger.
  • an apparatus for leak detection of a lubrication system of rotating or oscillating components for an internal combustion engine or a transmission, preferably automatic transmission for performing an aforementioned method is proposed.
  • an exhaust / oil heat exchanger is arranged in an oil suction between oil pump and oil sump, on the oil side in the exhaust / oil heat exchanger, a negative pressure compared to the environment and compared to the pressure in the exhaust system is adjustable, so that in case of leakage, an oil leakage is excluded from the exhaust / oil heat exchanger.
  • no oil can pass from the oil lubrication system into the exhaust stream or into the environment.
  • a warning can be issued in the event of an oil spill, the speed is reduced and / or the internal combustion engine or the drive are turned off.
  • One aspect is a reduction in fuel consumption of up to 7%, with leakage of the lubrication system through the heat exchanger without consequences, since it is operated on the negative pressure side of the oil pump, so that oil does not escape in the event of leakage.
  • the advantage is that, in the event of a leak, no oil can escape from the exhaust / oil heat exchanger and drip onto the hot exhaust where the oil could ignite.
  • the risk of leakage is significantly reduced, saving fuel and a leak detected quickly and situation-dependent, so that damage to the internal combustion engine or transmission can be effectively prevented.
  • a third exhaust valve may be arranged to increase the exhaust gas flow and thus the heat transfer in the exhaust / oil heat exchanger, at least temporarily. By switching the third exhaust valve, the heat exchange of the exhaust gas / oil heat exchanger can be controlled very effectively.
  • the heat exchanger may comprise an air blower which pumps cooling air through the heat exchanger into the exhaust gas line, in particular when an exhaust gas bypass is open. In this case, exhaust gas can be passed through the exhaust gas bypass when opening the second or third exhaust valve.
  • a variable cooling and heating of the lubricating system and the use of the heat exchanger can be achieved as an oil cooler, largely independent of the exhaust gas temperature and the possibility of fresh air entry into the exhaust system.
  • the limits for detecting the leakage can be adjusted according to the switching position of the exhaust valves.
  • 3-way valves which either reduce or minimize the exhaust gas mass flow through the exhaust gas heat exchanger and increase or maximize the exhaust gas mass flow through the bypass, or increase or maximize the exhaust gas mass flow through the exhaust gas heat exchanger while the exhaust gas mass flow through reduce or minimize the bypass.
  • An intermediate position is often possible.
  • a disadvantage of these 3-way flaps is that the flaps cause relatively large leaks in the closed line, so that, for example closed bypass a sectionabgasstrom does not flow through the heat exchanger, and so its heat can not be used, or continue with a closed exhaust gas heat exchanger through a partial exhaust gas the heat exchanger flows, and so on heat is transferred to the second medium, which can either lead to overheating of the second medium, or it must be another cooler used for cooling the second medium.
  • Another disadvantage is that only the supply line to the exhaust gas heat exchanger is closed. The derivative of the exhaust gas heat exchanger is connected directly to the end of the bypass line, so that it comes here to the backflow of hot exhaust gas in the exhaust gas heat exchanger, which is also very unfavorable in closed heat exchanger.
  • the backpressure in the exhaust must be overcome, which at full load can be, for example, 0.3 bar.
  • the required power consumption of the cooling air blower increases significantly, and the back pressure in the exhaust gas increases, whereby the maximum drive power and torque are reduced and the efficiency of the drive is reduced.
  • Another disadvantage of the known three-way valves is that they are at least partially opposed have to be arranged to the flow through the exhaust gas, which also increases the exhaust back pressure with open bypass.
  • a butterfly valve for actuating the exhaust gas bypass may be included, which completely isolates the exhaust gas / oil heat exchanger from the exhaust gas line in the heat exchanger bypass mode.
  • the second and / or third exhaust valve may be designed as a butterfly valve.
  • a fourth exhaust valve is arranged on the other side of the exhaust / oil heat exchanger, wherein the fourth exhaust valve opens automatically as a pressure relief valve automatically to the environment, when the exhaust / oil heat exchanger is separated by the butterfly valve from the exhaust system and the fan active or the fourth exhaust valve is opened upon activation of the blower, whereby an increase of an exhaust gas back pressure is avoided.
  • Butterfly valves work comparable to ball valves, wherein a flat circular disc is rotatably arranged in the center of a tube, wherein the axis of rotation is rotatable from the outside by an actuator in a supply and installation.
  • the blocking element causes a pressure loss in the butterfly valve.
  • 4-way regulation can be easily achieved. That is, when the butterfly valve is closed, both the supply and the discharge of the exhaust gas heat exchanger is closed, so that its backflow is avoided by hot exhaust gas.
  • the exhaust / oil heat exchanger When the exhaust / oil heat exchanger is closed, there is another advantage in that the ⁇ bgas- / oil heat exchanger through parts of the inlet and outlet lines and through the open in this case internal bypass between the exhaust / oil heat exchanger and exhaust pipe by the non-flowing in this intermediate gap Gas is isolated, and so no further heat to the second medium (oil) is supplied. Due to the high sealing effect of the butterfly valve, the exhaust / oil heat exchanger can thus also be used as an oil cooler, since the cooling air blower does not have to overcome the exhaust back pressure and the cooling air can flow back through the exhaust / oil heat exchanger directly through a fourth valve to the environment without increasing the exhaust backpressure.
  • the oil bypass passage and / or at least one of the oil returns may be connected to the exhaust gas / oil heat exchanger or another heat exchanger, and the heat exchanger for heating the lubricating oil may be disposed downstream of the catalyst in the exhaust system of an internal combustion engine and upstream of the heat exchanger, a first exhaust gas / exhaust gas recirculation valve may be arranged, which varies the flow in dependence on at least the oil temperature or the exhaust gas temperature, preferably downstream of the heat exchanger, a further first exhaust gas recirculation valve is arranged and the further first exhaust gas recirculation valve downstream is connected to the intake manifold of an internal combustion engine.
  • the pressure loss of the lubrication system to be overcome decreases since the oil flowing back through the oil bypass line does not flow through the oil sump.
  • the oil of the bypass line is preferably passed through the cylinder block and / or cylinder head, an increased oil volume flow at low temperatures can be achieved in an at least partial opening of the bypass valve, which can be arranged in or on the cylinder head or cylinder block, so that the oil more waste heat can record.
  • the leakage detection can take into account the valve positions that change depending on the operating phase and correspondingly changed oil pressure ratios by taking into account parameters such as valve positions, rotational speed, etc. As a result, a reduced friction is achieved in the warm-up phase, since the lubricating oil is led faster to operating temperature and the pressure losses are reduced.
  • variable controllable oil pumps are a known measure for reducing fuel consumption in internal combustion engines.
  • the oil pressure increases more or less linearly with the increase of the drive speed.
  • the oil pressure increases due to the increase in oil viscosity compared to the warm engine.
  • a pressure relief valve is usually used that opens a bypass line when a limit pressure is exceeded. As a result, the oil pressure increases less with increasing speed.
  • variable Oil pumps either the oil pressure of the oil pump by further adjustment or control devices further limited, so that, for example, the oil pressure from a certain limit stops increasing. This reduces the power consumption of the oil pump. How out Will, F., Boretti, A.,: “A New Method to Warm Up Lubricating Oil to Improve Fuel Economy", SAE 2011-01-0318, 2011
  • variable oil pumps have the disadvantage that the heat transfer from the oil galleries to the lubricating oil is reduced by the reduced pressure and the reduced volume flow. For this reason, a control of the oil pump volume flow is proposed depending on the position of the bypass valve and regardless of the drive speed to overcome this disadvantage.
  • the additional bypass line comprises an additional bypass valve which closes when the main bypass valve is closed, and in particular the bypass valve and the additional bypass valve via the same oil bypass -Ventilaktuator are actuated.
  • the oil supply line from the engine block to the cylinder head may have a diameter of 10mm, however, the transition of this line through the cylinder head gasket may be limited to 3mm. This ensures that the oil pressure in the cylinder head is lower than in the engine block, so that damage to sensitive hydraulic valve lifters are avoided.
  • the disadvantage of such throttle points is that it also reduces the volume flow in the cylinder head and thus also the heat transfer from the cylinder head to the lubricating oil is reduced, causing the oil to warm up more slowly, which increases fuel consumption.
  • the additional bypass also has the advantage that no intervening changes are required within the internal combustion engine, since normally the oil flow through the cylinder head gasket is throttled, you need So not to change the head gasket. It is conceivable to retrofit this additional bypass as part of a subsequent conversion of an existing lubrication system in order to achieve its advantages. The conversion can be made without intervening changes in the internal combustion engine, since in most cases, the flow of oil through the cylinder head gasket is throttled, one does not need to change the head gasket.
  • FIG. 1 shows an internal combustion engine 30 in a schematic diagram.
  • the internal combustion engine 30 has an exhaust pipe 14, in which a catalyst 10 is arranged.
  • the internal combustion engine 30 is shown as a four-cylinder engine, the four cylinder manifolds open into a common exhaust pipe 14.
  • an exhaust gas / oil heat exchanger 8 is arranged in the exhaust gas line 14 behind the catalytic converter 10, and a turbocharger 24 is arranged in front of the catalytic converter.
  • the internal combustion engine 30 has a lubricating oil system 16.
  • the lubricating oil system 16 comprises an oil sump 1, an oil receiving line 2, an oil pump 3, devices 31 to be lubricated of a cylinder head 12 and a cylinder block 15 and a turbocharger 24, an oil pan 5, and an oil pressure relief valve 4.
  • the lubricating oil system 16 is also assigned a bypass valve 17.
  • the bypass valve 17 controls the flow of the lubricating oil through the lubricating oil bypass 23, so that the temperature and the pressure of the lubricating oil can be set at optimum values.
  • the lubricating oil system 16 has a plurality of oil returns 19.
  • the exhaust / oil heat exchanger 8 at least upstream of the exhaust stream, an exhaust gas or exhaust gas recirculation valve 20, 21, 41, advantageously an exhaust gas recirculation - control valve (EGR control valve) upstream, which regulates the exhaust gas flow through the exhaust / oil heat exchanger 8 and thus indirectly the oil temperature regulates.
  • the exhaust gas / oil heat exchanger 8 is integrated in the lubricating oil system 16, so that the oil is heated in a warm-up phase of the internal combustion engine 30 by means of the exhaust gas heat.
  • one or more electrical heating elements in particular heating rods, can be used, which also fulfill the purpose of heating the oil within the bypass line.
  • a third exhaust valve 13 is additionally arranged in the exhaust pipe 14 parallel to the exhaust / oil heat exchanger 8, which regulates the exhaust gas flow through the exhaust gas bypass 38 bypassing the exhaust gas / oil heat exchanger 8.
  • a first oil valve 29 and a heat exchanger 26 are arranged with a supply line 27 and a discharge line 28 for controlling the oil temperature and the oil pressure.
  • a second oil valve 25 for regulating the oil pressure and the oil temperature is furthermore arranged.
  • the heat exchanger 26 can serve as an oil cooler for heating a cabin interior of a vehicle.
  • a control unit 18 For controlling oil pressure and oil temperature, a control unit 18 is connected to the valves 13, 17, 20, 21, 25, 29 and 41, and sensors for detecting the lubricating oil pressure 32, the lubricating oil temperature 33, the exhaust gas temperature 34, the rotational speed 35, the torque Last 36 and the coolant temperature 37 are connected to the control unit 18.
  • the data of the sensors can be processed or made available by the control unit for leakage detection.
  • a throttle valve 7 is arranged, which is connected to a turbocharger 24, which opens downstream into an intake manifold 9.
  • a further first exhaust gas recirculation valve 21 which may be configured as EGR control valve, with the exhaust pipe 14 for exhaust gas recirculation, wherein the connection downstream of the exhaust / oil heat exchanger 8 is arranged.
  • the exhaust gas / oil heat exchanger 8 may be an EGR heat exchanger. In this way harmful nitric oxide emissions are reduced.
  • the lubricating oil is heated faster 30 in a warm-up phase of the internal combustion engine.
  • Parallel to the exhaust / oil heat exchanger 8 controlled via the third exhaust valve 13 exhaust bypass 38 is guided so that prevents overheating of the lubricating oil in the heat exchanger becomes.
  • the exhaust / oil heat exchanger 8 is preferably sufficiently dimensioned in the countercurrent principle, so that the lubricating oil is heated as quickly as possible, wherein the exhaust gas is cooled down as much as possible.
  • FIG. 2 shows another lubrication system.
  • the exhaust outlet of the exhaust / oil heat exchanger 8 is connected only to the intake manifold 9, so that the third exhaust valve 13 and the exhaust gas recirculation valve 20 are not required.
  • the exhaust / oil heat exchanger 8 has a double function.
  • the exhaust / oil heat exchanger 8 heats up the lubricating oil during the warm-up phase due to the exhaust gas temperature.
  • the exhaust gas / oil heat exchanger 8 acts as a cooler of the exhaust gas recirculation 22 by cooling the exhaust gas recirculated into the intake manifold 9 by the lubricating oil. This can be dispensed with an additional cooler for exhaust gas recirculation and additional valves to control the exhaust gas flow rate.
  • the flow of exhaust gas through the exhaust gas / oil heat exchanger 8 is also represented by a bold line connection: the hot exhaust gas flows from the catalyst 10 into the exhaust conduit 14 and thence through the opened exhaust gas recirculation valve 21 into the exhaust / oil heat exchanger 8 where it flows warmed up with cold oil Cools exhaust gas while doing so. From there, the cold exhaust gas flows through the exhaust gas recirculation line 22 back into the intake manifold 9.
  • the oil bypass valve 17 is completely or at least partially closed, so that the oil pressure in the internal combustion engine 30 may rise again.
  • the oil bypass valve 17 is also completely or at least partially closed when exceeding a maximum oil temperature, while then the other first exhaust gas recirculation valve 21 is closed or alternatively the in Fig. 4 shown EGR bypass flap 39, which is used as a third exhaust valve 13, opened.
  • the volume flow of the oil pump 3 decreases more or less linear, this occurs especially at low oil temperatures.
  • the heat transfer coefficient between the oil and the cylinder head decreases 12 or cylinder block 15, so that the oil can absorb only a little heat from the cylinder head 12 and cylinder block 15.
  • an oil pressure relief valve 4 opens, with the oil flowing back into the oil sump 1.
  • the oil volume flow flowing through the cylinder head 12 and block 15 decreases, so that the mechanical pumping power of the oil pump 3 is reduced. This reduces the heat transfer coefficient between oil and metal of the cylinder block 15 or head 12.
  • An increase in the heat transfer coefficient at low temperatures can be achieved by such a lubrication system 16 in that the volume flow through the cylinder block 15 and in particular through the cylinder head 12 is increased at low temperatures.
  • This is achieved by at least partial opening of the oil bypass valve 17, for example as a function of oil temperature, oil pressure, drive speed and / or torque. Supporting this is also conceivable, the volume flow rate of the oil pump 3 to increase mechanically or by a manual transmission or increase by moving conveyor wheels.
  • the oil contained in the oil passages of an internal combustion engine 30 is only a fraction, usually only 10% of the total volume of oil. In the warm-up phase, the entire oil volume is uniformly heated in the method known from the prior art.
  • One aspect is to achieve in the context of the improved leakage detection and prevention targeted rapid heating of the located in the oil channels lubricating oil, this by connecting the oil passage of the cylinder head or 12 by means of a bypass line 23 with the suction side of the
  • Oil pump 3 is reached, at the end of the bypass line 23, a negative pressure applied to the oil not to flow back into the oil sump 1 but back into the oil passage.
  • the generation of a negative pressure at the end of the bypass line 23 can be achieved by direct connection of the bypass line 23 with the suction side of the oil pump 3 and with a direct connection to the oil suction pipe 2.
  • the bypass line 23 can be at least partially integrated in a plastic oil pan 1 with integrated oil suction 2, which leads to improved insulation and less heat loss.
  • the mouth of the bypass line 23 can be positioned in the oil sump 1 in close proximity to the opening of the ⁇ lsaugrohres 2, so that the opening of the bypass line end in the direction of the opening of the ⁇ lansaugrohres 2 shows and forms with this an angle of 0 to 45 °, thereby also facilitates installation and the option of retrofitting later.
  • additional active heat sources may be incorporated in the bypass line 23, e.g. electric heating elements or heating elements, preferably one or more PTC heating rods, EGR oil cooler (EGR cooler), full flow oil cooler or similar, to heat the oil in the oil channels in the warm-up phase.
  • EGR oil cooler EGR cooler
  • an engine control in the warm-up phase can initially regulate at least a small amount of the exhaust gas / oil heat exchanger 8 for heating the oil in the oil bypass line 23, and after some time shut off the oil flow through the bypass line 23 to coke in the exhaust gas - / oil heat exchanger 8 to avoid.
  • Control variables for the control can be the higher the required oil pressure as a function of speed and load, and the desired oil temperature as a lower priority.
  • an oil pan with line in front of the oil suction 2 in an oil pan, not shown, of the oil sump 1 are integrated to absorb the oil exiting from the bearings in the head and crankshaft while it is also warmed up, and feed directly to the oil pump 3, without the Heat oil sump 1.
  • the oil bypass valve 17 may in this case also be integrated in the oil sump after merging the bypass line 23 and the line of oil sump, with a check valve must be present in the line of the oil sump, so that the oil does not flow from the bypass line 23 back into the oil sump can.
  • a combination of the oil pan with spray nozzles which are arranged in the connecting rod for cooling the piston, may be provided in order to increase the volume flow of the oil flow, wherein the spray nozzles are not switched off in the cold start.
  • the exhaust gas flow for heating the oil in the bypass line 23 can basically be diverted as desired in the exhaust gas flow.
  • the exhaust gas before a turbocharger by means of a conventional EGR valve exhaust gas recirculation valve
  • the high mass flow of the exhaust gas can be achieved in a small size and independent of the EGR calibration.
  • a warm-up of the oil can be achieved without affecting the combustion temperature and thus also the exhaust gas.
  • the EGR cooler assembly has a vertical gas guide at an angle up to 40 degrees to the vertical, so that condensation water can be discharged into an exhaust.
  • an additional flap in the main exhaust gas flow can generate a pressure difference, and thus conduct an increased volume flow through the exhaust gas / oil heat exchanger 8.
  • FIG. 6 shows a lubrication system with an exhaust / oil heat exchanger 8 which is arranged in the oil suction pipe 2 between the oil sump 1 and the oil pump 3, so that sets a negative pressure on the oil side in the exhaust / oil heat exchanger 8 compared to the environment and compared to the pressure in exhaust system.
  • In the oil gallery 16 are sensors for oil pressure 32 and oil temperature 37.
  • a first exhaust bypass valve 41 is arranged, which closes the exhaust gas bypass 38 and the exhaust gas flow through the exhaust / oil heat exchanger 8 opens, as long as a limit oil temperature is fallen short of.
  • the oil heats up faster and reduces fuel consumption, not only in the start-up phase but also when the engine is warm in city mode or at moderate speeds of up to 100 km / h.
  • the first exhaust gas bypass valve 41 closes the exhaust gas flow through the exhaust gas / oil heat exchanger 8 and at the same time opens the exhaust gas bypass 38.
  • ⁇ lsaugrohres 2 At the beginning of the ⁇ lsaugrohres 2 is a suction hopper with screen 100 and the oil pump 3 delivers oil through an oil filter 101 in a lubrication system 16 via the Oil is supplied to a plurality of devices to be lubricated 31 such as bearings and other consumers.
  • the measured oil pressure 32 is compared to a limit pressure depending on the driving situation, which is predetermined for various states of the input speed, oil temperature 37, oil pump speed, vehicle accelerations, and lubricating oil levels in tables.
  • a warning signal is output, when a second, lower limit pressure is exceeded, the drive speed is limited, and falls below a third, even lower limit pressure, the internal combustion engine off.
  • the invention is not limited to the illustrated lubrication systems. It is conceivable that the heat exchanger 26 is connected to the exhaust pipe 14 in order to effect a faster heating of the lubricating oil.
  • the arrangement of the valves may vary, the valves may be arranged upstream and downstream of the various heat exchangers and vice versa.
  • the invention may be used to lubricate engine parts, transmission parts or other moving components of a vehicle.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)

Claims (14)

  1. Procédé de détection de fuites dans un système de lubrification (16) destiné à la lubrification de composants rotatifs ou oscillants d'un moteur à combustion interne (30) ou d'une boîte de vitesses, de préférence une boîte de vitesses automatique d'un véhicule,
    caractérisé en ce
    qu'une fuite du système de lubrification (16) est détectée en comparant une pression d'huile du système de lubrification (16) avec une pression limite prédéfinissable tirée d'un tableau ou d'un diagramme caractéristique pour différentes valeurs de vitesse de rotation, de couple et de température d'huile, ainsi qu'avec au moins l'un des paramètres supplémentaires que sont vitesse de rotation de la pompe à huile, position de la soupape d'un dispositif de régulation du débit volumétrique de la pompe à huile, accélération du véhicule, accélération transversale du véhicule, et/ou niveau d'huile lubrifiante, sachant qu'en cas de passage au-dessous d'une première pression limite est émis un signal avertisseur et/ou qu'en cas de passage au-dessous d'une deuxième pression limite plus basse est limitée la vitesse de rotation du moteur à combustion interne (30) et/ou qu'en cas de passage au-dessous d'une troisième pression limite encore plus basse est arrêté le moteur à combustion interne (30).
  2. Procédé selon la revendication 1,
    caractérisé en ce
    qu'à l'intérieur du système de lubrification (16) se trouvent un tuyau d'aspiration d'huile (2) dans un carter d'huile (1) ainsi qu'une conduite de dérivation d'huile (23) qui contourne les tuyaux de retour d'huile (19), une soupape de dérivation d'huile (17) étant disposée dans la conduite de dérivation d'huile (23) et la conduite de dérivation d'huile (23) et/ou au moins l'un des tuyaux de retour d'huile (19) étant relié(e)(s) à la conduite d'aspiration d'une pompe à huile (3) et à la conduite de refoulement d'un système de lubrification (16),
    sachant que la conduite de dérivation (23)
    - dans un moteur à combustion interne (30) traverse au moins une tête de cylindre (12) et/ou au moins un turbocompresseur (24), ou ;
    - dans une boîte de vitesses traverse au moins un échangeur thermique gaz d'échappement/huile (8) du moteur à combustion interne (30) et/ou au moins un élément de chauffage électrique ;
    sachant qu'en cas de passage au-dessous d'une certaine température limite et de passage au-dessus d'une certaine pression minimale de l'huile lubrifiante dans la conduite de refoulement du système de lubrification (16), la soupape de dérivation d'huile (17) est ouverte au moins partiellement, de sorte que, dans une phase d'échauffement du système de lubrification (16), au moins un flux partiel d'huile lubrifiante ne s'écoule pas à travers le carter d'huile (1) jusqu'à ce que ou bien la pression minimale, ou bien la température limite soit atteinte.
  3. Procédé selon la revendication 2,
    caractérisé en ce
    qu'après la fin de la phase d'échauffement et passage au-dessus de la température limite, la soupape de dérivation d'huile (17) est fermée et/ou le débit de la pompe à huile (3) est augmenté dès qu'une vitesse de rotation prédéfinie pour un couple donné passe au-dessous d'une vitesse limite de rotation ou qu'un couple des composants à lubrifier pour une vitesse de rotation donnée passe au-dessus d'un couple limite prédéfini, afin de limiter une baisse de la pression d'huile dans la conduite d'huile.
  4. Procédé selon l'une des revendications 1 à 3 précédentes,
    caractérisé en ce
    qu'un échangeur thermique gaz d'échappement/huile (8) est disposé dans un tuyau d'aspiration d'huile (2) entre la pompe à huile (3) et le carter d'huile (1), de sorte que du côté huile dans l'échangeur thermique gaz d'échappement/huile (8) s'établit une dépression par rapport au milieu ambiant et par rapport à la pression dans le système de gaz d'échappement.
  5. Procédé selon la revendication 4,
    caractérisé en ce
    que le gaz d'échappement traversant l'échangeur thermique gaz d'échappement/huile (8) s'écoule en amont à travers une première vanne de gaz d'échappement/vanne de recyclage des gaz d'échappement (20, 21, 41), et que la vanne de gaz d'échappement/vanne de recyclage des gaz d'échappement (20, 21, 41) est fermée dès qu'est atteinte une température limite prédéfinie des gaz d'échappement ou de l'huile lubrifiante, et/ou qu'au moins une partie des gaz d'échappement est canalisée, par une deuxième vanne de gaz d'échappement réglable, directement au-dessus ou à proximité du carter d'huile (1), dans ou à travers une cuvette d'huile ou dans la conduite de dérivation (23), afin d'accroître le transfert thermique.
  6. Procédé selon la revendication 4 ou 5,
    caractérisé en ce
    que le gaz d'échappement traversant l'échangeur thermique gaz d'échappement/huile (8) s'écoule à travers une vanne de recyclage des gaz d'échappement (21) et est relié en aval, en tant que dispositif de recyclage des gaz d'échappement (22), au collecteur d'admission (9) d'un moteur à combustion interne (30), et que la vanne de recyclage des gaz d'échappement (21) est fermée au moins partiellement dès qu'est atteinte une température limite prédéfinie des gaz d'échappement ou dès qu'est atteint un débit prédéfini du dispositif de recyclage des gaz d'échappement.
  7. Procédé selon l'une des revendications 4 à 6,
    caractérisé en ce
    que parallèlement au gaz d'échappement du moteur à combustion interne (30) s'écoulant vers l'échangeur thermique gaz d'échappement/huile (8), le gaz d'échappement s'écoule à travers une troisième vanne de gaz d'échappement (13) et que la troisième vanne de gaz d'échappement (13) est fermée par intermittence au moins partiellement, afin d'accroître le flux de gaz d'échappement et donc également le transfert thermique dans l'échangeur thermique gaz d'échappement/huile (8).
  8. Procédé selon l'une des revendications 2 à 7 précédentes,
    caractérisé en ce
    que pour le refroidissement sont disposés en aval de la pompe à huile (3) un échangeur thermique (26) supplémentaire et une première soupape d'huile (29), et que ladite première soupape d'huile (29) est ouverte au moins partiellement quand la température de l'huile lubrifiante est supérieure ou inférieure à une valeur limite prédéfinie, ou quand la température d'entrée du réfrigérant (27) ou la température de sortie du réfrigérant (28) est inférieure à une valeur limite prédéfinie, sachant que de préférence une deuxième soupape d'huile (25) est disposée dans la conduite d'huile lubrifiante parallèlement à l'échangeur thermique (26) et à la première soupape d'huile (29), et que la deuxième soupape d'huile (25) est fermée au moins partiellement quand la température de l'huile lubrifiante est supérieure ou inférieure à une valeur limite prédéfinie.
  9. Dispositif de détection de fuites et de chauffage d'un système de lubrification (16) de composants rotatifs ou oscillants pour un moteur à combustion interne (30) ou une boîte de vitesses, de préférence une boîte de vitesses automatique, destiné à la mise en oeuvre d'un procédé selon l'une des revendications 1 à 8,
    caractérisé en ce
    qu'un échangeur thermique gaz d'échappement/huile (8) est disposé dans un tuyau d'aspiration d'huile (2) entre la pompe à huile (3) et le carter d'huile (1), sachant que du côté huile dans l'échangeur thermique gaz d'échappement/huile (8), une dépression par rapport au milieu ambiant et par rapport à la pression dans le système de gaz d'échappement peut être réglée de manière telle qu'en cas de fuite, une sortie d'huile de l'échangeur thermique gaz d'échappement/huile (8) est exclue.
  10. Dispositif selon la revendication 9,
    caractérisé en ce
    que parallèlement à l'échangeur thermique gaz d'échappement/huile (8), une troisième vanne de gaz d'échappement (13) est disposée dans une conduite de dérivation de gaz d'échappement (38) contournant l'échangeur thermique gaz d'échappement/huile (8), afin d'augmenter au moins par intermittence le flux de gaz d'échappement et donc également le transfert thermique dans l'échangeur thermique gaz d'échappement/huile (8).
  11. Dispositif selon la revendication 9 ou 10,
    caractérisé en ce
    que l'échangeur thermique gaz d'échappement/huile (8) comprend une soufflante d'air qui pompe de l'air de refroidissement dans la ligne d'échappement à travers l'échangeur thermique gaz d'échappement/huile (8), en particulier quand une conduite de dérivation de gaz d'échappement (38) est ouverte.
  12. Dispositif selon l'une des revendications 9 à 11,
    caractérisé en ce
    qu'en tant que troisième vanne de gaz d'échappement (13) pour actionner la conduite de dérivation de gaz d'échappement (38) est comprise une vanne papillon qui, dans le fonctionnement en dérivation de l'échangeur thermique, isole entièrement de la ligne d'échappement l'échangeur thermique gaz d'échappement/huile (8), et/ou qu'une quatrième vanne de gaz d'échappement est disposée de l'autre côté de l'échangeur thermique gaz d'échappement/huile (8), sachant que la quatrième vanne de gaz d'échappement, de préférence en tant que soupape de surpression, s'ouvre automatiquement au milieu ambiant quand l'échangeur thermique gaz d'échappement (8) est coupé de la ligne d'échappement par le clapet papillon (39) et la soufflante d'air est activée, ou que la quatrième vanne de gaz d'échappement est ouverte lors de l'activation de la soufflante d'air, ce qui évite une élévation d'une contrepression des gaz d'échappement.
  13. Dispositif selon l'une des revendications 9 à 12,
    caractérisé en ce
    que le tuyau d'aspiration d'huile (2) est relié à une conduite de dérivation d'huile (23) contournant le tuyau de retour d'huile (19), une soupape de dérivation d'huile (17) étant disposée dans la conduite de dérivation d'huile (23), et la conduite de dérivation d'huile (23) et/ou au moins l'un des tuyaux de retour d'huile (19) étant relié(e)(s) à la conduite d'aspiration d'une pompe à huile (3) et à la conduite de refoulement d'un système de lubrification (16), sachant que la conduite de dérivation d'huile (23)
    - dans un moteur à combustion interne (30) traverse au moins une tête de cylindre (12) et/ou au moins un turbocompresseur (24), ou ;
    - dans une boîte de vitesses traverse de préférence au moins un échangeur thermique gaz d'échappement/huile (8) du moteur à combustion interne (30) et/ou au moins un élément de chauffage ;
    et qu'au moins un flux partiel d'huile lubrifiante au moins dans une phase d'échauffement du système de lubrification (16) ne s'écoule pas à travers le carter d'huile (1) jusqu'à ce que soit atteinte ou bien une pression limite d'huile ou bien une température limite d'huile.
  14. Dispositif selon la revendication 13,
    caractérisé en ce
    qu'en outre la conduite de dérivation d'huile (23) et/ou au moins l'un des tuyaux de retour d'huile (19) est/sont relié(e)(s) à l'échangeur thermique gaz d'échappement/huile (8) ou à un autre échangeur thermique, et que pour chauffer l'huile lubrifiante, l'échangeur thermique gaz d'échappement/huile (8) est disposé en aval du pot catalytique (10) dans le système de gaz d'échappement d'un moteur à combustion interne (30), et qu'en amont de l'échangeur thermique (8) est disposée une première vanne de gaz d'échappement/de recyclage des gaz d'échappement (20, 41) qui modifie le débit en fonction d'au moins la température d'huile ou de la température des gaz d'échappement, sachant que de préférence en aval de l'échangeur thermique (8) est disposée une autre première vanne de recyclage des gaz d'échappement (21) et que l'autre première vanne de recyclage des gaz d'échappement (21) est reliée en aval au collecteur d'admission (9) d'un moteur à combustion interne.
EP12768739.0A 2011-08-31 2012-08-30 Procédé et dispositif de détection de fuites dans un système de lubrification de véhicule Active EP2751397B1 (fr)

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DE201110053176 DE102011053176A1 (de) 2011-08-31 2011-08-31 Verfahren und Vorrichtung zur Leckagedetektion eines Fahrzeug-Schmiersystems
PCT/EP2012/066882 WO2013030291A1 (fr) 2011-08-31 2012-08-30 Procédé et dispositif de détection de fuites dans un système de lubrification de véhicule

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