FI113488B - Method for Lubrication of Internal Engine Cylinder and Lubrication System of Internal Engine Cylinder - Google Patents

Description

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The present invention relates to a method of lubricating a cylinder of an internal combustion engine, wherein at least one lubricating unit for supplying lubricating oil to at least one lubrication point of the cylinder is electronically controlled by a control unit attached thereto.

Such a method is known from Applicant's DK Patent Application 1119/96, wherein the lubricating unit has a drive piston that uses a plurality of metering pistons in a single movement to lubricate a plurality of lubricating points in the cylinder when the electronic control unit operates the lubricating unit. The hydraulic driven lubrication unit is fast-acting and feeds the lubricating oil to the lubrication points preferably at a high pressure of the lubricating oil 15.

For many years, it has been desirable for lubricating oil to be fed into the cylinder just as the piston passes the lubrication point; for example, DK Patent Publication 81275 of 1954, CH Patent Publication 406 735 of 1966, DE Patent Publication 20 27 27626 of 1979 and EP Patent Publication 0 678 152 of 1997.

; \\ Realization of this wish has proved to be quite difficult in practice, since many factors influence the actual lubricating oil feed time. You can »i ·! Let me give you a few examples. The lubrication unit operation and oil lubrication point • »;;; The delay between the 25 feeds depends on e.g. oil viscosity. The actual delay is an absolute time period, while the delay in getting the correct lubrication varies according to the engine RPM. Known electronically available

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* ... 'lubrication units are driven by the crankshaft angular position. During the run, the crankshaft rotates more or less depending on the load of the engine senhet-_ (|! * 30) and the distance of the cylinder in question to the shaft rotation indicating device, which causes various inaccuracies in lubrication time.

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It is an object of the present invention to improve the supply of lubricating oil to at least one lubrication point of ί * 35 35 35 cylinders.

In view of this object, the method and system of the invention are characterized by what is disclosed in the independent claims. According to Kek 113488 2, variable cylinder pressures are measured when the engine is running and the electronic control unit controls the lubrication unit operation.

Measuring the actual cylinder pressures in the cylinder gives a true picture of the current piston movements, which justifies the ability to supply lubricating oil in a very short period of time when the piston passes one or more lubrication points. Measurements for the electronic control unit provide information on the time at which the piston passes the lubrication point and the time intervals between the passes. Based on this information, and any stored 10 information regarding the desired dosing rate, and the delay between sending the drive signal to the actual supply of the lubricating oil, the control unit calculates when the next drive signal is to be delivered. Because variable cylinder pressures are measured while the engine is operating in a lubrication-friendly operating mode, current information is continually updated to continuously adjust to operating time in accordance with current cylinder piston movements.

Cylinder pressure can be measured by known methods in the art, such as stress sensors mounted on cylinder head covers, but such measurement of the overall cylinder pressure level provides only a rough indication of the current position and movement of the piston.

:. · ·. Preferably, the pressure variations caused by the passage of the piston rings in the cylinder past the pressure measurement point are measured at the pressure measurement point in the cylinder, and these pressure measurements are used in conjunction with the lubrication unit life control. Clear 25 typical pressure fluctuations occur when the piston rings pass the pressure measurement point, and the pressure fluctuations are local in the immediate vicinity of the piston ring. This provides a very accurate '* measurement of the piston's current position and thus an accurate starting point for the control unit to determine lubrication unit operation.

In the particularly preferred embodiment of the invention, the varying cylinder pressures and lubricating oil pressures are measured at the lubrication point. This provides a number of front ... and. Measurements provide information about the cylinder pressure at the lubrication point, it is necessary to replace the piston movement in time between the measuring and lubrication points: '.. 35, which time correction varies according to the engine RPM.In addition: * *; the same measuring point provides information on the exact lubrication oil supply time-

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at the lubrication point, since this feed leads to a marked increase in the pressure to be measured. Such measurement of the actual lubricating oil feed time avoids the known problems of anticipating fluctuations in the delay between the use of the lubricating unit and the arrival of the lubricating oil at the lubrication point.

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Another advantage is that there is a protective amount of lubricating oil between the pressure sensor and the gases in the cylinder, which has a cooling effect and ensures a reasonably uniform operating condition of the pressure sensor. In addition, the lubricating oil supply has a purifying effect in the area surrounding the pressure sensor and ensures that any residual products deposited on the pressure sensor may be removed from the burn.

The use of a lubrication unit may suitably depend on the current operating mode or mode of operation of the cylinder. Operating mode monitoring may be based on a known system such as an anti-wear system and / or measuring selected operating temperatures of the cylinder, but preferably during the operating period, the lubrication unit is used less frequently than the lubrication unit is inactive. When lubrication is done at the correct timing relative to piston movement, the pressure sensor fitted to the lubrication point cannot measure the pressure information that can be used to determine the operating condition of the tires during lubrication engine revolutions, as lubrication increases pressure '' overwhelming 'small pressure variations . Leaving the cylinder non - lubricated at each engine revolution enables:. 25 that the pressure measurements of engine revolutions without lubricating oil are applicable to the piston ring condition analysis. Longer time intervals between lubricant cycle: ,,: provides the additional benefit that a single application ointment; : Increases the amount of lubricant, which promotes good lubrication because the larger amount of lubricating oil :: '' ': distributes more efficiently along the cylinder periphery.

30, ··, Operating mode monitoring enables the recording of variable cylinder pressures indicating the normal operating condition of the cylinder while the engine is running. Once the new engine has been run, reference information for each cylinder can be recorded and stored for later reference as to whether current measured operating data indicate normal; operating state or abnormal state requiring modification of operating parameters, ';' such as higher lubrication oil metering. Because this reference data is compiled for each '* cylinder based on its actual ink situation, even small deviations

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4 mat normal operation can be confirmed. Thus, condition monitoring can warn of an abnormal condition much earlier than prior art anti-wear systems based on the detection of abnormal temperature rise in the cylinder wall.

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Preferably, the control unit updates the cylinder operating mode reference information to compensate for long-term variations in cylinder pressure caused by normal cylinder wear. Such an update, which may be performed from time to time, enhances the control unit's ability to detect minor deviations from 10 normal operating modes.

The status monitor automatically indicates whether pressure drops across the individual piston rings are normal, indicating normal operation. Furthermore, it is possible, if desired, to provide very advantageous control as to whether the piston rings rotate about the longitudinal axis of the piston, since reference data for transient changes in variable cylinder pressures due to intermittent pressure measurement point over the piston ring gap can be included On this basis, operating mode monitoring can record the frequency at which each piston ring rotates, and if the frequency of any piston ring drops while the engine is running, the control unit may indicate that the piston ring is showing signs of jamming in the associated annular groove.

The control unit preferably controls the lubrication unit for a greater amount of lubricating oil: for temporary metering, if measurements of varying cylinder pressures indicate: • an abnormal operating condition of the cylinder, pistons, piston rings or cylinder tube; Ί including. Often a temporary extra lubrication oil dosing will be sufficient to restore normal, paint status. When deviations from normal operating mode 30 are detected, the control unit may notify the operating personnel or control center. · That the operating conditions are changing. In this case, a very early warning can be given that the cylinder should be checked and possibly repaired; This can be used to order any spare parts and to schedule an inspection. For engine cylinders, this may allow the routine periodic inspections to be replaced by inspections based on the actual cylinder operating conditions. Inspection can either be of preventive quality when oh-! and indicates a potential future malfunction that can be prevented by development-

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5 early action, or may be necessary due to actual cylinder error message.

Lubrication oil metering is traditionally defined as setting predetermined minimum lubricating oil doses based on multi-engine operating experience at maximum continuous power under normal continuous operation (100% engine load). These standard doses are high enough to compensate for the lubrication variations caused by the dimensional deviations of the lubrication systems and cylinder parts.

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The present invention provides a suitable opportunity to achieve substantial savings in lubricating oil consumption, since the control unit automatically detects the minimum dosage of lubricating oil required for the cylinder by reducing the metering until the varying cylinder pressures indicate that the cylinder operating mode begins to deviate from normal operating conditions. Thus, the minimum metering of the cylinder in question is the metering applied over a suitable period of time before the deviation from normal operating mode has occurred.

It is possible to use a lubrication unit that is controlled by power by varying the application rate per 20 applications and then using the metering unit at a specific frequency relative to the engine revolutions. Alternatively, a lubricating unit which dispenses the same amount of application can be used, and then the lubricating unit lubricating oil is varied by varying the number of engine revolutions between each use of the lubricating unit. With this type of lubrication unit. . ' 25 has the advantage that the volume of dispensing for a single application may be large enough to ensure a good distribution of lubricating oil in the cylinder.

According to yet another embodiment, the control unit has information on the motor; ''; among the standard sets of revolutions where a single use of the lubricating unit is performed for each group, and the amount of lubricating oil dispensed by the lubricating unit is varied by changing the composition of the constant sets of engine revolutions. The constant groups may comprise, for example, 3, 4, 5 and 6, etc. motor revolutions, each with one lubrication unit operation, and, for example, 500 motor revolutions:: during operation, it is possible to provide a continuous variation of the metering volume; *]: A suitable combination of consecutive standard groups for 35 semesters. For example, if you use: a group of states comprising one run per four engine revolutions, an- V! the lift can be slightly reduced by selecting a state group comprising five 113488 6 engine rounds after every fourth state group comprising four states. From a control technology point of view, this is very easy to handle in the control unit.

With a structure that puts few requirements on the mechanical equipment 5 and is therefore inexpensive to apply to the engine, especially in the retrofitting of an existing engine which is not pre-equipped with a crankshaft rotation detection method, the control unit uses a lubrication unit at random times. during the sulfur cycle immediately after the engine has been started, and that the control unit 10 adjusts the lubrication unit operating timing based on the varying cylinder pressure measurements in the cylinder during the engine cycle such that the lubricating oil escapes at the lubrication point when the piston ring After a very short operating time, the control unit knows, based on variable cylinder pressure measurements, when the piston passes the lubrication point, and then the lubrication unit operation can be simply adjusted so that the lubricating oil is supplied as the piston passes the lubrication point.

The present invention also relates to a cylinder engine lubrication system 20 having at least one lubricating unit for supplying lubricating oil to at least one lubrication point of the cylinder and having a control unit for electronic control of the lubricating unit. The cylinder lubrication system is characterized in that it comprises at least one pressure sensor for measuring the variable cylinder pressures prevailing in the cylinder and that the control unit receives the cylinder at the pressure sensor. .: 25 Pressure Measurement Data for 25 Fluctuations in Pressure Through Data Entry. This system enables the collection of data for the analysis of cylinder operating conditions and for the adjustment of the lubricating oil> t t · which can be used to achieve the above-mentioned benefits. The pressure sensor can advantageously be fitted to the side of the cylinder and can measure the pressure in the tread area which the piston rings pass through each engine revolution, where local pressure variations around the piston rings provide information about the operating status of each individual tire.

«I; * In a suitable embodiment, the control unit comprises an intelligent, self-learning program for processing pressure measurement data, such as neural network and / or basic algorithms or: '': software comprising fuzzy logic. Measurement data during cylinder operation; ·. and on the basis of predetermined information on typical error states, such an instruction may indicate minor deviations from normal operation and warn of an error condition beginning at an early stage.

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The invention further relates to a connecting member for mounting at the lubrication point of the cylinder of the internal combustion engine, comprising a body mounted in a borehole in the cylinder wall and a duct formed in the body extending from the lubricating pipe connection to the outlet at the lubrication point. The connecting member is characterized in that the pressure sensor communicates with a portion of the channel extending from the non-return valve to the outlet. When the coupling member is mounted on the cylinder, the pressure sensor is thus permanently connected to the area within the lubrication point within the cylinder. The pressure sensor may be an integral part of the body of the connection element.

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The invention will now be described in more detail with reference to a very schematic drawing, in which Fig. 1 is a partial sectional view of a cy-cylinder according to the invention, Fig. 2 shows a second embodiment of a lubrication system according to the invention; 8 and 9 are schematic diagrams of data processing cycles, and FIG. 10 is a side elevational view of an interface member according to the invention.

• »t t; 1 * The cylinder 1 of the internal combustion engine shown in Fig. 1 comprises a cylinder tube 2, a cap 3 of a cylinder head * 25, in which an exhaust valve 4 and a piston 5 are mounted on the piston rod 6.

: The outer surface of the piston has a plurality of annular grooves with piston rings 7.

The number of piston rings may vary depending on the engine type, but typically there are at least three and at most six. In order to achieve proper sealing, the "" rings must be able to move in the respective annular grooves, and the movements of the rings normally include both upward and downward movement in the annular groove and rotation about the longitudinal axis 8 of the piston.

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The cylindrical inner surface of the cylinder tube 2 forms a running surface for the piston rings.

2! .V The lower end of the running surface is located at the lower edge of the lowest piston ring at the piston lower 3: 35 mass, and the upper end of the running surface is at the upper piston ring 4: '. Piston Rings and Cylinder Tube 5! will only work properly if the correct amount of lubricating oil is continuously fed into the tread. In the cross-head engine, the midsole separates the oil recess in the bottom plate

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g cylinders such that a separate cylinder lubrication is required by a lubrication unit 10 of the type disclosed in Applicant's Patent Publication DE-A 19743955, wherein an electronically driven and hydraulically actuated actuator operates a plurality of metering pistons, e.g. an electronic dispensing amount as disclosed in EP-B 0 678 152.

The lubrication unit 10 can supply lubricating oil to multiple lubrication points 11 of the same cylinder or multiple cylinders. In the case of multiple cylinders, the lubrication unit 10 is operated with a timing adapted to each cylinder. Large engines typically have at least one lubrication unit per cylinder, and the lubrication points connected to the lubrication unit are typically located in the same longitudinal position (plane) in the cylinder tube, but at intervals along its circumference. If more lubrication is desired and / or more than one type of oil is desired, more lubrication units per cylinder are typically used.

The internal combustion engine may be a low speed two-stroke cross-head engine having a maximum RPM between 60 and 275, power per cylinder between 20 and 300-6000 kW, cylinder diameter between 25 and 100 cm and stroke between 90 and 300 cm. The invention can also advantageously be used in four-stroke engines with cylinder pressure lubrication.

The lubrication unit 10 is connected to the lubrication points 11 by the conduits or the lubricating tubes 12 '. , 25, and close to the lubrication point is a non-return valve 13, which only allows flow. to the lubrication point and prevents the relatively high cylinder pressure during work from spreading to the lubrication unit. When lubricating oil is supplied to the lubrication point on the cylinder side of the non-return valve, the pressure of the lubricating oil in the cylinder is currently greater than the current pressure at the lubrication point. For example, the lubrication point may be such that this cylinder pressure is between 5 and 30 bar, which allows the use of a pressure transducer that measures at a relatively small pressure interval and has an actual zero point: i.e., a pressure sensor without signal amplification.

A pressure sensor 35 is connected between at least one lubrication point and the corresponding non-return valve, which, due to its connection on the inlet side of the non-return valve, measures the cylinder pressure immediately at the lubrication point. A sig- nal from pressure sensor 14; the pressure line 15 transmits the pressure measurement data to the information input on the control unit 17. . ; 16, which, based on the measurement data and any stored information, determines which 9-

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the lubricating unit must be used and, accordingly, provide a control signal via the signal line 18 to the lubricating unit 10 to which lubricating oil is supplied via the conduit 19. Figure 1 shows that the control unit 17 controls two lubrication units 10 which can each lubricate the same cylinder. The timing of operation of the lubrication unit relative to the movement of the piston requires only one pressure sensor 14 to be used, but preferably at least one pressure sensor per lubrication unit 10 is used, since this allows the proper operation of each lubrication unit.

For simplicity, the following description of embodiments uses the same reference numerals as those used above for similar types of details.

Fig. 2 shows a cylinder in the engine having an embodiment comprising two lubrication units 10 per cylinder and the lubrication points 11 on the periphery of the cylinder alternately connected to each unit. If one of the lubricating units is malfunctioning 15, the other lubricating unit may be used to dispense at least twice the amount of its normal lubricating oil, and thus maintain the cylinder in normal operation until the malfunction has been corrected.

Each of the lubricating units 10 is connected to a pressure transducer 14 disposed at 20 lubricating points which are spaced apart in a circumferential direction and suitably directly opposite one another. When using the measurement data from the pressure transducers to analyze the condition of the piston rings, see p. in the following, the two pressure transducers make it possible in a simple way to verify whether the deviated pressure period at the second pressure transducer is due to the passage of the rim, which ensures. 25 is measured by measuring the normal pressure cycle at the second pressure sensor, or whether it is due to an error condition in the piston ring, which results in abnormal pressure cycles at both sensors. The two sensors also improve reliability, since the correct operation of the lubricating unit 's · · ·' 10 can be maintained even if one of the pressure sensors fails. The reliability of the lubrication system can be further enhanced by enabling the lubricating units to be controlled by another control unit, such as a control unit 10 connected to another cylinder of the engine. There may be one control unit 10 for each cylinder, or the control unit 10 may be a common cylinder group. ·. or the whole engine.

'* ·' 35 The diagrams in Figures 3-6 show the pressure cycles measured over time: ... · as a function of the piston compression step in a two-stroke turbocharged diesel:; engine. The pressure transducer is located at the lubrication point and has a zero point adjusted la. ·. : according to ambient air pressure. The piston has four rings. Figure 3 shows the pressure

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10 a period measured during engine revolution without lubricant oil supply at the measuring point. The curve has a distinct peak at point b, which indicates the time t1 at which the upper piston ring passes the measuring point. Shortly thereafter, the curve has peaks c, d, e which characterize the passage of the other three piston rings in a small increase in pressure 5 followed by a significant drop in pressure. As the rising piston has passed, it is seen that substantially higher pressures in the combustion chamber above the piston do not greatly affect the cylinder pressure at the measuring point. If the measuring point is not located in the cylinder on the tread, but measures, for example, the pressure applied to the cylinder head, general information about the piston is obtained, but not local information regarding pressure variations at the individual piston rings.

Figures 4-6 show examples of the measured pressure cycles f, g and h, where the lubrication is too early, correct and correspondingly too late. In all three cases, the supply of lubricating oil to the lubrication point causes a clear increase in pressure at time t2, and bypassing the first piston ring causes a clear decrease in pressure at time t1. It is desirable that the lubricating oil be supplied at a time between tl and e, when the lowest piston ring passes. Such a proper timing is shown in Figure 5.

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The measured pressure variations can be used to accurately adaptively adjust the lubrication oil metering timing relative to the piston stroke, whereby the control unit corrects the lubrication unit operation until times t1 and t2 coincide.

. Preferably, the lubricating oil is supplied while at least the three upper piston rings pass the lubrication point, and the cross-sectional area of the lubrication outlet outlet is preferably adjusted to the amount of lubricating oil supplied per application of the lubricating unit so that this is achieved as continuously as possible. When: the engine runs at low load, the piston moves slower past the lubrication point,:, ..: 30 and since the lubricating oil flow cycle is often considered unchanged, the control unit can operate the lubrication unit with a periodic delay such as every second or third operation so that the the piston ring has passed. This ensures lubrication at both the upper and lower ends of the piston ring pack.

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When lubricating oil is not fed as the piston passes the running surface of the measuring point, it is possible, as shown in Figure 3, to obtain detailed information about the condition of the piston rings, since pressure drops at each piston ring bypass

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11 can confirm the correct functioning of the tires. Because the rings rotate in the annular grooves and the rings may have an oblique annular opening in which gas flows past the tire, periodic temporary measurement data is generated for each tire, resulting in pressure measurements that show a substantially lower pressure drop across the tire. When the piston rotates slowly, the passage occurs over several engine revolutions and as a recognizable passage.

Fig. 7 shows the measurement distribution measured during the suction phase of the piston. The vertical line denoted by i indicates that the piston rings move downstream of the pressure transducer, which is exposed to combustion chamber pressure, and after the first few pressure variations, the pressure drops steadily to the charge air pressure. The control unit's current pressure cycle information can be used to adjust the discharge valve opening time.

The pressure measurement data collected in the electronic control unit 17 can be stored and analyzed, a schematic example of which is shown in FIG. 8, in which the data 20 transmitted via the signal line 15 is stored in step 21, possibly after filtering out unwanted data. In step 22, a suitable set of data is analyzed to determine time t1, and in step 23, the corresponding time t2 is determined, followed by step 24 by controlling the time t1 and t2 in step 24 to determine whether correction of the timing or otherwise applied drive signal is required with desired manner. The analysis performed in step 24 may be based on predetermined criteria, possibly supplemented with one or more engine operating parameters. 25 la information such as the current load or the load changes manual;.; switches, or manual instructions for additional lubrication, etc. In Figure 2, signal line 26 indicates that the control unit can receive external signals of this type.

Another example of the pressure unit data processing performed by the control unit: .. / 30 is shown schematically in Figure 9, where after the noise and unwanted data has been filtered off in step 27, an analysis in step 28 can be performed to determine whether the data '*: suitable for reference cylinder pressure information normal. · · '; in operating mode, and if so, such information may be retransmitted to step 21 and stored for later use for possible filtering of subsequent steps * · * · * 35 and analysis. Reference data can be updated, and when analyzing the update, the update can be compared to predefined expected changes: to prevent the incoming error state from being included in the reference data.

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The analysis of step 28 may be performed using a smart self-learning program such as a neural network and / or basic algorithms or a program comprising fuzzy logic. These types of software for monitoring and analyzing the mode of operation are known in the art. With the delivery of the engine, the program can be practiced and adjusted using standard operating and error modes for the cylinders of that engine type, and after running the cylinders, the program can analyze the live engine pressure measurement data to make the final program adjustment and reference information for the corresponding cylinder. Once this is done and the control unit is operating in normal operation, in step 29, information 10 can be configured to control the motor and signals for operating the lubrication unit.

The connector member 30 shown in Figure 10 has a connector 31 for a lubricating tube 12 that communicates with an outlet 34 through a channel 32 in the body 33 of the connector member. The duct 32 has a non-return valve 35 which opens to the outlet. The pressure-15 handle 36 is located in connection with the channel 32 between the non-return valve and the outlet. The pressure sensor is a standard part and may, for example, comprise a stress sensor. Of course, it is possible to track the pressure sensor as a stand-alone unit, but incorporating it in the coupling member provides good protection against adverse effects and ease of installation since the coupling member is usually required to fit a lubricating channel through cylinder wall 20, either cylinder pipe wall or cooling pipe.

The internal combustion engine may also be a four-stroke engine and may have open pistons.

Claims (18)

A method of lubricating the cylinder (1) in an internal combustion engine, wherein at least one lubricating unit (10) which supplies lubricating oil to at least one lubricating point on the cylinder is controlled on the basis of pressure exchanges which raise the piston rings (7). a pressure measurement point passes in the cylinder while the engine is running, characterized in that the alternating cylinder pressures are measured at one or more of the said lubrication points and that an electronic control unit (17) controls the operation of the lubricating unit (10) during one or more engine - "turns". 35 Method according to claim 1, characterized in that the pressure measurements are used in connection with controlling the operating time of the lubricating unit (10). 1 13 4 8 F Method according to claim 1 or 2, characterized in that the pressures are measured with a sensor having an actual zero point. Method according to any one of claims 1-3, characterized in that during one operating cycle the lubricating unit (10) is operated less times than the number of engine turns during a functional cycle and that pressure measurement data is measured at the control unit (17) to analyze the operating condition of the piston rings (7). on the basis of the pressure measurements of the engine turns under which the lubrication unit is inoperative. 10 Method according to claim 4, characterized in that reference data relating to alternating cylinder pressure indicating the normal operating condition of the cylinder (1) is stored in the control unit (17) when the engine is running. Method according to claim 5, characterized in that the control unit (17) updates reference data relating to the normal operating condition of the cylinder (1) to compensate for long-term changes in the alternating cylinder pressures that arise from normal wear of the cylinder. Method according to any of claims 4-6, characterized in that reference data relating to temporary changes of the alternating cylinder pressures, depending on the periodic passage of the pressure measurement point in the piston ring (7) ring opening, can be included in '1; is included in the reference data of the controller (17) which concerns the normal state of operation. at the cylinder (1). > · It's 25 Method according to any of claims 5-7, characterized in that the control unit; (17) controls the lubricating unit (10) to dose a temporary additional amount of lubricating oil if the measurements of the alternating cylinder pressures indicate an abnormal operating condition "*" = 'of the cylinder (1). 30 Method according to any of claims 4-8, characterized in that the control unit :: (17) automatically detects the required minimum dose of lubricating oil to be fed to the cylinder (1) by reducing the dosage until the measured alternating cylinder pressures. indicates that the operating state of the cylinder starts to deviate from the normal operating state. Method according to any one of claims 4-9, characterized in that the dosing of the lubricating oil (10) is varied by changing the number of engine turns between the operating cycles of the lubrication unit. 35 1 1348F Method according to claim 10, characterized in that the control unit (17) contains data relating to a set of constant groups of engine turns, in which operation of the lubricating unit (10) is performed for each group, and that the amount of lubricating oil dosed by the lubricating unit is varied. by changing the composition of the successive constant groups of engine turns. Method according to any of claims 1-11, characterized in that the control unit (17) drives the lubrication unit sporadically during the engine revolution immediately after starting the engine and that the control unit regulates the operating time of the lubrication unit (10) during the engine revolution on the basis of the measurements of the alternating cylinder pressures. in the cylinder (1), so that lubricating oil flows out at the lubrication point since the piston ring pack is opposite the lubrication point during the piston's upward movement. Method according to any of claims 1-12, characterized in that on the basis of the measurements of the alternating cylinder pressures in the cylinder (1) while the engine is in operation, an electronic control unit (17) gives signals which are used at least to control an additional function parameter. , such as timing the opening of a drain valve. A system for lubricating a cylinder in an internal combustion engine having at least one lubricating unit (10) for feeding lubricating oil to at least one lubricating point in a cylinder (1) and comprising a control unit (17) for controlling the lubrication unit characterized in that it comprises at least one pressure detector (14) for measuring shifting, cylinder pressure traveling in the cylinder (1) and that the control unit (17) is electronic and receives via a data input (16) pressure measurement data relating to pressure changes , which occurs at a pressure detector in the cylinder (1), and that the control unit on the basis of said! pressure switches provide an adaptive control of the timing of the lubricating oil's do; ; Treatment relative to the movement of the piston at said at least one lubrication site. 15. A system for lubricating a cylinder according to claim 14, characterized in that: The pressure detector (14) is arranged on the side of the cylinder (1) and it measures the pressure on a movement surface area which the piston rings pass through. during each engine revolution. ['. 16. A system for lubricating a cylinder according to claim 15, characterized in that, in the removal of lubricating oil from the lubricating unit (10), it is connected to the lubrication point via a lubricating oil line (12) which contains a check valve (13) which switches off; ': the lubricating oil line from the cylinder pressure where this exceeds the pressure of the lubricating oil, and the pressure detector (14) is adapted in connection with the lubricating oil line on the cylinder side of the check valve. 11348F System for lubricating a cylinder according to any of claims 14-16, characterized in that the control unit (17) comprises an intelligent, self-learning program for processing pressure measurement data, such as a neuron network and / or base algorithms, or a program comprising blurry logic. 5 18. A system for lubricating a cylinder according to any one of claims 14-17, characterized in that the pressure detector (36) is in communication with a duct part extending from the check valve (35) to an outlet opening (34) in the body (33). ) of a connector (30). 1 $ »