JP2021092210A - Oil level detection device of engine - Google Patents

Abstract

To suppress a situation of erroneous determination that an oil level is an upper limit value or more, in a case where an operation under a low oil temperature is repeated or where an operation under a high temperature is performed for a long time.SOLUTION: It is determined whether an oil level detected by an oil level sensor SW9 disposed in an oil pan 13 is a prescribed upper limit value or higher or not at a low temperature when a temperature of oil in the oil pan 13 detected by an oil temperature sensor SW11 becomes a prescribed temperature or lower (determination by first determination means). It is determined whether the oil level detected by the sensor SW9 is the upper limit value or higher or not at a high temperature when the oil temperature detected by the oil temperature sensor SW11 is higher than the prescribed temperature (second determination means). An alarm relating to the oil level is given when the first determination means and the second determination means each determine that the oil level is the upper limit value or higher (for example, notification by lighting of oil lamp 73).SELECTED DRAWING: Figure 7

Description

The present invention relates to an engine oil level detecting device that detects an oil level stored in an engine oil pan mounted on a vehicle.

Patent Document 1 discloses a diesel engine having a DPF that collects soot in exhaust gas, in which fuel is post-injected into a combustion chamber in an expansion stroke in order to regenerate the DPF.

When post-injection is performed, the fuel adhering to the inner wall surface of the cylinder is mixed with the oil in the oil pan. Then, when the driving cycle is completed before the warm-up of the engine is completed and the vehicle is repeatedly operated for a short time, the oil temperature is low, so that the fuel mixed in the lubricating oil does not evaporate and the oil is diluted. , The oil level (oil level) increases. If the oil level continues to increase in this way, it may affect the drivability of the engine.

Therefore, when it is determined that the oil level (oil level height of the oil) in the oil pan is equal to or higher than the upper limit value (allowable upper limit level), it is preferable to notify the fact and prompt the oil change.

In Patent Document 1, the level (oil level) of oil (lubricating oil) stored in the oil pan is detected by an ultrasonic oil level sensor arranged in the oil pan of an engine mounted on a vehicle. What to do is disclosed. Then, in the one described in Patent Document 1, when the above upper limit value exceeds the detection limit of the oil level sensor, the detection limit of the oil level sensor is based on the running characteristics of the vehicle which affects the change of the oil level. Estimates of oil levels over the range above are disclosed.

Japanese Unexamined Patent Publication No. 2014-227941

By the way, it is difficult for the oil level detected by the oil level sensor to improve the robustness of the oil level detected value due to the influence of the air mixed in the oil and the thermal expansion of the oil. Therefore, it is likely that the oil level detected by the oil level sensor is erroneously determined to have reached the upper limit value, and an alarm is erroneously issued.

Specifically, at low temperatures, the viscosity of the oil increases (the fluidity of the oil deteriorates), making it difficult for the air mixed in the oil to escape. Therefore, at low temperatures, the robustness is reduced by the influence of the air mixed in the oil. That is, even if the upper limit value is not reached unless air is mixed in, it is easy to cause a situation in which the detected oil level is erroneously determined to have reached the upper limit value.

On the other hand, when the temperature of the oil is high, the viscosity of the oil is lowered (the fluidity of the oil is improved), so that the degree of influence due to the mixing of air into the oil is low. However, at high temperatures, the oil is not a little thermally expanded and the fluidity is improved, so that the oil level tends to rise and the oil level tends to fluctuate. For this reason, even at high temperatures, it is easy for a situation in which the detected oil level to be erroneously determined to have reached the upper limit value, even though the oil level has not actually reached the permissible limit value. Become.

Therefore, if the operation is repeated such that the engine is stopped for a short period of time after the engine is started, the oil remains at a low temperature, and the oil level may not be detected correctly due to the influence of air and may be misjudged. .. On the other hand, if the oil is operated for a long time at a high temperature due to long-distance operation, etc., the oil level may not be detected correctly due to the thermal expansion of the oil and the viscosity of the oil, which may be misjudged. is there. In particular, it is unfavorable to erroneously determine that the oil level is equal to or higher than the upper limit even though the oil level has not reached the upper limit, because it unnecessarily promotes oil change.

The present invention has been made in consideration of the above circumstances, and an object of the present invention is an oil level sensor when the operation at a low oil temperature is repeated or when the operation at a high temperature is performed for a long time. An object of the present invention is to provide an engine oil level detection device capable of suppressing a situation in which an erroneous determination that the oil level detected by the engine is equal to or higher than the upper limit value is suppressed.

In order to achieve the above object, the following solution method is adopted in the present invention. That is, as described in claim 1,
An engine oil level detector that detects the oil level stored in the engine oil pan mounted on a vehicle.
An oil level sensor provided in the oil pan and detecting the oil level in the oil pan,
A temperature sensor that detects the temperature of the oil in the oil pan,
A first determination means for determining whether or not the oil level detected by the oil level sensor is equal to or higher than a predetermined upper limit value at a low temperature at which the temperature detected by the temperature sensor is equal to or lower than a predetermined temperature.
A second determination means for determining whether or not the oil level detected by the oil level sensor is equal to or higher than the upper limit value when the temperature detected by the temperature sensor is higher than the predetermined temperature.
Notification for notifying an alarm regarding the oil level when the first determination means determines that the oil level is equal to or higher than the upper limit value and the second determination means determines that the oil level is equal to or higher than the upper limit value. Means and
It is designed to be equipped with.

According to the above solution method, when both the oil level when the oil temperature is low and the oil level when the oil temperature is high exceeds the upper limit value, an alarm regarding the oil level is issued to give an alarm at low temperature. Can suppress erroneous determination due to the influence of air, and can suppress erroneous determination due to oil expansion and low viscosity at high temperatures.

A preferred embodiment based on the above solution method is as follows.
Further having an acceleration detecting means for detecting the acceleration acting on the vehicle,
The first determination means determines using the oil level detected by the oil level sensor when the acceleration detected by the acceleration detection means is equal to or less than a predetermined value.
(Corresponding to claim 2). In this case, it is preferable to detect the oil level in a state where the oil level of the oil is not wavy so that the determination by the first determination means can be performed accurately.

The first determination means can make a determination using the average value of a plurality of detection values detected by the oil level sensor (corresponding to claim 3). In this case, it is preferable to use the average value of the oil levels acquired a plurality of times in order to reduce the influence when the oil level of the oil suddenly fluctuates greatly and to accurately perform the judgment by the first judgment means. It becomes a thing.

Further having an acceleration detecting means for detecting the acceleration acting on the vehicle,
The second determination means determines using the oil level detected by the oil level sensor when the acceleration detected by the acceleration detection means is equal to or less than a predetermined value.
(Corresponding to claim 4). In this case, it is preferable to detect the oil level in a state where the oil level of the oil is not wavy so that the determination by the second determination means can be performed accurately.

The second determination means can make a determination using the average value of a plurality of detection values detected by the oil level sensor (corresponding to claim 5). In this case, it is preferable to reduce the influence when the oil level of the oil suddenly fluctuates greatly and to accurately perform the determination by the second determination means.

According to the present invention, the oil level detected by the oil level sensor is equal to or higher than the upper limit value when the operation at a low oil temperature is repeated or when the operation at a high oil temperature is performed for a long time. It is possible to suppress a situation in which an erroneous judgment is made.

An overall system diagram showing an embodiment of the present invention and showing a schematic configuration of an engine. A block diagram showing an example of a control system related to oil level detection. A partial cross-sectional view showing how the oil level sensor is provided in the oil pan. The vertical sectional view which shows the schematic structure of the oil level sensor. FIG. 4 is a cross-sectional view taken along the line VV of FIG. A time chart showing a control example of the present invention. The flowchart which shows the control example of this invention. The flowchart which shows the control content in step Q3 shown in FIG. The flowchart which shows the control content in step Q4 shown in FIG.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. The following description of preferred embodiments is merely exemplary and is not intended to limit the invention, its applications or its uses.

FIG. 1 shows a schematic configuration of an engine (engine body) 1 according to an embodiment. The engine 1 is a diesel engine that is horizontally mounted on the front portion of a vehicle and is supplied with fuel containing light oil as a main component. The engine 1 is provided with a cylinder block 11 provided with a plurality of cylinders 11a (only one is shown), a cylinder head 12 arranged on the cylinder block 11, and a cylinder head 12 arranged on the lower side of the cylinder block 11 for lubrication. It has an oil pan 13 in which oil (hereinafter referred to as oil) is stored. A piston 14 is fitted into each cylinder 11a of the engine 1 so as to be reciprocating, and a cavity for partitioning a reentrant combustion chamber 14a is formed on the top surface of the piston 14. The piston 14 is connected to the crankshaft 15 via a connecting rod 14b.

The cylinder head 12 is provided with an injector 18 (fuel injection valve) for injecting fuel and a glow plug 19 for warming the intake air when the engine 1 is cold to improve the ignitability of the fuel. The injector 18 is arranged so that its fuel injection port faces the combustion chamber 14a from the ceiling surface of the combustion chamber 14a. The injector 18 is basically adapted to directly inject and supply fuel to the combustion chamber 14a near the top dead center of the compression stroke.

An intake passage 30 is connected to one side surface of the engine 1 so as to communicate with the intake port 16 of each cylinder 11a. On the other hand, an exhaust passage 40 for discharging burnt gas (exhaust gas) from the combustion chamber 14a of each cylinder 11a is connected to the other side surface of the engine 1. The intake passage 30 and the exhaust passage 40 are provided with a large turbocharger 61 and a small turbocharger 62 that supercharge the intake air, which will be described in detail later.

An air cleaner 31 for filtering the intake air is provided at the upstream end of the intake passage 30. On the other hand, a surge tank 33 is arranged near the downstream end of the intake passage 30. The intake passage 30 on the downstream side of the surge tank 33 is an independent passage that branches for each cylinder 11a, and the downstream end of each of these independent passages is connected to the intake port 16 of each cylinder 11a.

Between the air cleaner 31 and the surge tank 33 in the intake passage 30, there are compressors 61a and 62a of large and small turbochargers 61 and 62, and an intercooler 35 that cools the air compressed by the compressors 61a and 62a. A throttle valve 36 for adjusting the amount of intake air into the combustion chamber 14a of each of the cylinders 11a is provided. The throttle valve 36 is basically in a fully open state, but is fully closed so as not to cause a shock when the engine is stopped.

The upstream portion of the exhaust passage 40 is composed of an exhaust manifold having an independent passage branched for each cylinder 11a and connected to the outer end of the exhaust port 17 and an collecting portion where the independent passages gather. There is.

On the downstream side of the exhaust manifold in the exhaust passage 40, from the upstream side, the turbine 62b of the small turbocharger 62, the turbine 61b of the large turbocharger 61, and the exhaust gas that purifies harmful components in the exhaust gas. A purification device 41 and a silencer 42 are arranged.

The exhaust gas purification device 41 has an oxidation catalyst 41a and a DPF 41b, and is arranged in this order from the upstream side. The oxidation catalyst 41a and DPF41b are housed in one case. The oxidation catalyst 41a has an oxidation catalyst carrying platinum, platinum plus palladium, or the like, and promotes a reaction in which CO and HC in the exhaust gas are oxidized to produce CO2 and H2O. .. The oxidation catalyst 41a constitutes a catalyst having an oxidizing function. Further, the DPF 41b collects PM such as soot contained in the exhaust gas of the engine 1. The DPF41b is, for example, a wall flow type filter formed of a heat-resistant ceramic material such as silicon carbide (SiC) or cordierite, or a three-dimensional network filter formed of heat-resistant ceramic fibers. The DPF41b may be coated with an oxidation catalyst.

The intake passage 30 and the exhaust passage 40 are connected by an EGR passage 51. The downstream end of the EGR passage 51 is opened in the portion of the intake passage 30 between the surge tank 33 and the throttle valve 36. Further, the upstream end of the EGR passage 51 is opened in the portion of the exhaust passage 40 between the exhaust manifold and the small turbine 62b of the small turbocharger 62. The EGR passage 51 is provided with an EGR valve 51a for adjusting the amount of exhaust gas recirculated to the intake passage 30 and an EGR cooler 52 for cooling the exhaust gas with engine cooling water.

The large turbocharger 61 has a large compressor 61a arranged in the intake passage 30 and a large turbine 61b arranged in the exhaust passage 40. The large compressor 61a is arranged between the air cleaner 31 and the intercooler 35 in the intake passage 30. On the other hand, the large turbine 61b is arranged between the exhaust manifold and the oxidation catalyst 41a in the exhaust passage 40.

The small turbocharger 62 has a small compressor 62a arranged in the intake passage 30 and a small turbine 62b arranged in the exhaust passage 40. The small compressor 62a is arranged on the downstream side of the large compressor 61a in the intake passage 30. On the other hand, the small turbine 62b is arranged on the upstream side of the large turbine 61b in the exhaust passage 40.

That is, in the intake passage 30, the large compressor 61a and the small compressor 62a are arranged in series in order from the upstream side. Further, in the exhaust passage 40, the small turbine 62b and the large turbine 61b are arranged in series in order from the upstream side. These large and small turbines 61b and 62b are rotated by the exhaust gas flow. The large and small turbines 61b and 62b that are rotated operate the large and small compressors 61a and 62a connected to them, respectively.

The small turbocharger 62 is relatively small, and the large turbocharger 61 is relatively large. That is, the large turbine 61b of the large turbocharger 61 has a larger inertia than the small turbine 62b of the small turbocharger 62.

An intake bypass passage 63 that bypasses the small compressor 62a is connected to the intake passage 30. The intake bypass passage 63 is provided with an intake bypass valve 63a for adjusting the amount of air flowing through the intake bypass passage 63. The intake bypass valve 63a is configured to be in a fully closed state (normally closed) when no power is applied.

On the other hand, the exhaust passage 40 is connected to a small exhaust bypass passage 64 that bypasses the small turbine 62b and a large exhaust bypass passage 65 that bypasses the large turbine 61b. The small exhaust bypass passage 64 is provided with a regulating valve 64a for adjusting the amount of exhaust gas flowing into the small exhaust bypass passage 64. The large exhaust bypass passage 65 is provided with a waist gate valve 65a for adjusting the amount of exhaust gas flowing to the large exhaust bypass passage 65. Both the regulate valve 64a and the waist gate valve 65a are configured to be in a fully open state (normally open) when no power is applied.

The diesel engine 1 configured in this way is controlled by an electronic control unit (hereinafter, referred to as an ECU) 10. The ECU 10 is composed of a CPU, a memory, a counter timer group, an interface, and a microprocessor having a path for connecting these units. Signals from various sensors SW1 to SW8 are input to the ECU 10 for the operation of the engine 1. SW1 is a water temperature sensor that detects the temperature of the engine cooling water. The SW2 is a boost pressure sensor attached to the surge tank 33 and detecting the pressure of the air supplied to the combustion chamber 14a. The SW3 is an intake air temperature sensor that detects the temperature of the intake air. SW4 is a crank angle sensor that detects the rotation angle of the crankshaft 15. The SW5 is an accelerator opening sensor that detects an accelerator opening corresponding to the amount of operation of the accelerator pedal (not shown) of the vehicle. SW6 is an upstream exhaust pressure sensor that detects the exhaust pressure on the upstream side of the DPF 41b. SW7 is a downstream exhaust pressure sensor that detects the exhaust pressure on the downstream side of the DPF 41b. SW8 is a catalyst temperature sensor for detecting the temperature of the oxidation catalyst 41a.

The ECU 10 determines the state of the engine 1 and the vehicle by performing various calculations based on the detection signals of the sensors SW1 to SW8, and in response to this, the injector 18, the glow plug 19, and the valve operating system VVM (illustrated). (Omitted), control signals are output to the actuators of various valves 36, 51a, 63a, 64a, 65a.

The engine 1 is configured to have a relatively low compression ratio with a geometric compression ratio of 12 or more and 15 or less, thereby improving exhaust emission performance and thermal efficiency. I am doing it. On the other hand, in this engine 1, the torque is increased by the large and small turbochargers 61 and 62 described above to compensate for the low compression ratio of the geometric compression ratio.

As basic control of the engine 1, the ECU 10 determines a target torque (target load) mainly based on the engine speed and the accelerator opening, and compresses top dead center so as to generate this target torque. Fuel injection (main injection) by the injector 18 is executed in the vicinity. However, when the engine 1 is in the deceleration state, the ECU 10 stops (prohibits) the main injection of fuel near the compression top dead center by executing the fuel cut control. The engine speed is determined by calculation based on the detection signal of the crank angle sensor SW4.

Further, when the DPF regeneration condition is satisfied, the ECU 10 executes post injection that does not contribute to combustion (does not generate torque) in the expansion stroke of the cylinder 11a by the injector 18 in order to regenerate the DPF 41b. The post-injected fuel is supplied to the oxidation catalyst 41a together with the exhaust gas to cause an oxidation reaction. The heat of the oxidation reaction generated at this time raises the temperature of the exhaust gas supplied to the DPF 41b, and the raised exhaust gas raises the temperature of the DPF 41b. PM accumulated in the water is burned and removed (DPF41b is regenerated).

Here, the DPF regeneration condition is a predetermined condition that can determine that the regeneration of the DPF41b is necessary. In the present embodiment, the amount of PM deposited in DPF41b is evaluated (estimated) by the differential pressure ΔP between the exhaust pressure on the upstream side and the exhaust pressure on the downstream side of DPF41b, and when this differential pressure ΔP becomes a predetermined value X or more, It is assumed that the reproduction condition of DPF41b is satisfied. This DPF regeneration ends when the differential pressure ΔP falls below a predetermined lower limit value Y (<X), which is smaller than the predetermined value X as the regeneration condition. Therefore, when the PM accumulation amount M of the DPF41b becomes equal to or more than the predetermined value X and the DPF regeneration control is started, even if the PM accumulation amount becomes less than the predetermined value X, unless it becomes less than the lower limit value Y, the DPF regeneration condition Is established and the control is continued.

Next, the oil level detecting device of the engine 1 for detecting the oil level (oil level height) stored in the oil pan 13 of the engine 1 will be described.

An ultrasonic oil level sensor (hereinafter, simply referred to as an oil level sensor) SW9 (not shown in FIG. 1) and an oil pump 72 (only shown in FIG. 2) are provided in the oil pan 13. The oil level sensor SW9 detects the oil level in the oil pan 13 by ultrasonically detecting the oil level in the detection pipe 86, which will be described later. This detection is performed every predetermined cycle (for example, every second).

As shown in FIG. 3, the oil level sensor SW9 is located at the center of the oil pan 13 in the front-rear direction of the vehicle, and is arranged on one side in the lateral direction (left-right direction) of the vehicle. As shown in FIGS. 3 to 5, the oil level sensor SW9 has an oil accommodating portion 81 and a base portion 82.

The oil accommodating portion 81 accommodates the oil that has flowed in from the first oil opening 83a, which will be described later. The oil accommodating portion 81 includes a first labyrinth chamber compartment 83, a second labyrinth chamber compartment 84, a transmitter / receiver accommodating portion 85, a detection pipe 86, and an air bleeding pipe 87.

The first labyrinth chamber compartment 83 and the second labyrinth chamber compartment 84 are formed in a covered cylindrical shape. The diameter of the second labyrinth chamber compartment 84 is larger than that of the first labyrinth chamber compartment 83. The transmitter / receiver accommodating portion 85 is formed in a covered cylindrical shape. The transmitter / receiver housing portion 85 has a larger diameter than the second labyrinth chamber compartment 84. The first labyrinth chamber compartment 83, the second labyrinth chamber compartment 84, and the transmitter / receiver accommodating portion 85 are arranged in this order from the upper side so that their axes coincide with each other.

The transmitter / receiver accommodating unit 85 accommodates the transmitter / receiver 88. The transmitter / receiver 88 is arranged so as to correspond to the detection tube 86. The transmitter / receiver 88 transmits an ultrasonic pulse toward the oil surface of the oil in the detection tube 86, and receives the reflected wave reflected from the oil surface. The time from when the ultrasonic pulse is transmitted from the transmitter / receiver 88 toward the oil surface in the detection tube 86 until the reflected wave reflected from the oil surface is received by the transmitter / receiver 88 is measured.

The detection tube 86 is formed in an elongated cylindrical shape. The detection tube 86 is arranged so that its lower end opening faces the inside of the transmitter / receiver accommodating portion 85. The detection tube 86 projects upward at a portion slightly deviated from the center of the ceiling wall (also referred to as “bottom wall of the second labyrinth chamber partition 84”) of the transmitter / receiver housing portion 85. The detection tube 86 penetrates the ceiling wall of the first labyrinth chamber compartment 83 and the ceiling wall of the second labyrinth chamber compartment 84 (also referred to as “bottom wall of the first labyrinth chamber compartment 83”).

The space partitioned by the ceiling wall of the first labyrinth chamber compartment 83, the second labyrinth chamber compartment 84, and the detection pipe 86 constitutes the first labyrinth chamber 89. Further, the space partitioned by the ceiling wall of the second labyrinth chamber compartment 84, the transmitter / receiver accommodating portion 85, and the detection tube 86 constitutes the second labyrinth chamber 90. The first labyrinth chamber 89 and the second labyrinth chamber 90 constitute a damping means for suppressing fluctuations in the oil level in the oil level sensor SW9.

A first oil opening 83a is formed near the lower end of a portion of the peripheral wall of the first labyrinth chamber section 83 opposite to the detection tube 86. The oil in the oil pan 13 can flow in and out of the first labyrinth chamber 89 from the first oil opening 83a.

A partition plate 91 is provided between the first labyrinth chamber partition 83 and the detection tube 86 in the vicinity of the first oil opening 83a. The partition plate 91 partitions the inside of the first labyrinth chamber 89 together with the first labyrinth chamber compartment 83 and the detection tube 86. The partition plate 91 is in contact with the ceiling wall of the first labyrinth room section 83 and the ceiling wall of the second labyrinth room section 84.

A second oil opening 84a is formed in the vicinity of the partition plate 91 on the ceiling wall of the second labyrinth chamber partition 84, which is opposite to the first oil opening 83a with respect to the partition plate 91. There is. The oil in the first labyrinth chamber 89 can flow in and out of the second labyrinth chamber 90 from the second oil opening 84a.

On the inner peripheral surface of the peripheral wall of the first labyrinth chamber partition 83, a plurality of first resistance plates 92 extending inward in the radial direction are arranged at intervals from each other. Each first resistance plate 92 is in contact with the ceiling wall of the first labyrinth chamber compartment 83 and the ceiling wall of the second labyrinth chamber compartment 84. A gap is formed between the first resistance plate 92 and the detection tube 86.

On the outer peripheral surface of the detection tube 86, a plurality of second resistance plates 93 extending radially outward are arranged at intervals from each other. Each of the second resistance plates 93 is arranged between the first resistance plates 92 adjacent to each other in the circumferential direction. Each of the second resistance plates 93 is in contact with the ceiling wall of the first labyrinth chamber compartment 83 and the ceiling wall of the second labyrinth chamber compartment 84. A gap is formed between each of the second resistance plates 93 and the peripheral wall of the first labyrinth chamber partition 83.

Then, the oil flowing into the first labyrinth chamber 89 from the first oil opening 83a meanders toward the second oil opening 84a side through the maze formed by the first resistance plate 92 and the second resistance plate 93. And flow. The oil in the first labyrinth chamber 89 flows into the second labyrinth chamber 90 through the second oil opening 84a. At this time, the flow of oil flowing into the first labyrinth chamber 89 is resisted by the first resistance plate 92 and the second resistance plate 93. As a result, high-frequency fluctuations in the oil level in the detection tube 86 are suppressed, and fluctuations in the oil level in the detection tube 86 are suppressed.

The configuration and action of the second labyrinth chamber 90 are almost the same as the configuration and action of the first labyrinth chamber 89. That is, the oil that has flowed into the second labyrinth chamber 90 from the second oil opening 84a meanders through a maze formed by a resistance plate (not shown) in the second labyrinth chamber 90, and then accommodates the transmitter / receiver. It flows into the transmitter / receiver accommodating portion 85 through the third oil opening 85a formed in the ceiling wall of the portion 85. At this time, the flow of oil flowing into the second labyrinth chamber 90 is resisted by the resistance plate.

Further, the oil that has flowed into the oil accommodating portion 81 from the first oil opening 83a flows into the detection tube 86 through the first labyrinth chamber 89, the second labyrinth chamber 90, and the transmitter / receiver accommodating portion 85. At this time, the oil level in the detection tube 86 fluctuates according to the fluctuation of the oil level in the oil pan 13. The oil level in the detection tube 86 substantially matches the oil level in the oil pan 13.

The air bleeding pipe 87 is formed in an elongated cylindrical shape. The air bleeding pipe 87 has a smaller diameter than the detection pipe 86. The air bleeding pipe 87 protrudes upward at a portion slightly deviated from the center of the ceiling wall of the first labyrinth chamber compartment 83 to the side opposite to the detection pipe 86 so that the lower end opening faces the inside of the first labyrinth chamber 89. It is installed.

A first cap member 94 is provided at the upper end of the air bleeding pipe 87 so as to cover the upper end. The first cap member 94 is formed in a covered cylindrical shape.

Then, the oil that has flowed into the oil accommodating portion 81 from the first oil opening 83a flows into the air bleeding pipe 87 through the first labyrinth chamber 89. At this time, the oil level in the air bleeding pipe 87 fluctuates according to the fluctuation of the oil level in the oil pan 13. The oil level in the air bleeding pipe 87 substantially matches the oil level in the oil pan 13.

Further, the air contained in the oil flowing into the oil accommodating portion 81 is discharged to the outside of the oil accommodating portion 81 from the lower end opening of the first cap member 94 through the air bleeding pipe 87. In this way, the air contained in the oil is discharged to the outside of the oil accommodating portion 81 because when the oil contains air, the ultrasonic pulse is diffusely reflected and the detection accuracy of the oil level sensor SW9 is lowered.

A second cap member 95 is provided at the upper ends of the detection pipe 86 and the air bleeding pipe 87 so as to cover the upper ends. The second cap member 95 is formed in a covered and bottomed cylindrical shape. The second cap member 95 prevents the oil in the oil pan 13 from flowing into the detection tube 86 from the upper end opening thereof.

An air opening 95a is formed on the ceiling wall of the second cap member 95. The air in the detection tube 86 can flow in and out of the oil accommodating portion 81 through the air opening 95a. The detection tube 86 and the first cap member 94 penetrate the bottom wall of the second cap member 95.

The base portion 82 supports the oil accommodating portion 81. The base portion 82 is fixed to the bottom wall of the oil pan 13. The base portion 82 has a base main body 82a and a connector portion 82b.

The base body 82a is formed to be hollow. The base body 82a houses the circuit board 96. The circuit board 96 is electrically connected to the transmitter / receiver 88. The circuit board 96 calculates the distance between the transmitter / receiver 88 and the oil level in the detection tube 86 based on the time between the transmission of the ultrasonic pulse and the reception of the reflected wave measured by the transmitter / receiver 88. (Calculate). As a result, the oil level in the detection tube 86 is detected.

The connector portion 82b projects outward from the side wall of the base main body 82a. The connector portion 82b is formed to be hollow. The connector portion 82b accommodates the connector 97. The connector 97 electrically connects the circuit board 96 and the ECU 10.

A plurality of ribs 98 are formed on the outside of the oil accommodating portion 81.

The oil pump 72 supplies and circulates the oil stored in the oil pan 13 to the lubricating portion of the rotating portion and the sliding portion of the engine 1. The oil pump 72 is driven by a crankshaft 15 in a chain (not shown) to pump oil. The oil pump 72 configured in this way is controlled by the ECU 10 mainly based on the temperature of the engine cooling water, the engine speed, and the engine load.

FIG. 2 shows an example of a control system for determining whether or not the oil level has exceeded a predetermined upper limit value based on the detection result of the oil level. In FIG. 2, among various sensors and devices connected to the ECU 10, only those related to the oil level are shown in FIG. That is, in FIG. 2, the above-mentioned various sensors SW1 to SW8 to which the ECU 10 is connected are omitted, and the various devices (18, 19, 36, 51a, 63a, 64a, 65a and VVM71) are omitted. is there.

In FIG. 2, SW9 is the ultrasonic type oil level sensor described above. The SW10 is a vehicle speed sensor that detects the vehicle speed. The SW 11 is an oil temperature sensor that detects the oil temperature in the oil pan 13, that is, the temperature of the oil. The SW12 is a front-rear G sensor that detects acceleration in the front-rear direction acting on the vehicle (vehicle body). The SW13 is a lateral G-force sensor that detects lateral acceleration acting on the vehicle (vehicle body). Then, the ECU controls the oil lamp 73 and the oil cooler 74 in addition to the oil pump 72.

The oil lamp 73 is arranged in, for example, a meter panel located in front of the driver's seat, and is turned on when the amount of oil in the oil pan 13 exceeds the upper limit value described later. That is, the oil lamp 73 functions as an alarm means for urging the driver to change the oil (functions as a warning lamp).

The oil cooler 74 is connected to an oil circulation path so that the temperature of the oil in the oil pan 13 does not exceed a predetermined temperature (80 ° C. in the embodiment). That is, when the oil temperature detected by the oil temperature sensor SW11 exceeds 80 ° C., the oil flow is controlled so that the oil pumped by the oil pump 73 passes through the oil cooler 74, and the oil temperature becomes a predetermined temperature. It is controlled so as to be as follows. Such oil temperature control is performed by the control of the oil temperature control unit 10a of the ECU 10.

The ECU 10 determines whether or not the oil level has reached the upper limit value (whether or not it has reached the upper limit value or more) based on the detection result of the oil level by the oil level sensor SW9. Then, when the oil level exceeds the upper limit value, the oil lamp 73 is turned on.

The determination of whether or not the oil level has reached the upper limit will be described later, but basically, when it is determined that both the determination result for low temperature and the determination result for high temperature have reached the upper limit. Finally, it is determined that the oil level has reached the upper limit.

The oil level is always detected by the oil level sensor SW9 every predetermined cycle (for example, every second). On the other hand, among the detected oil levels, the oil level (sampling value) used to determine whether or not the oil level has reached the upper limit satisfies all of the following extraction execution conditions. Limited to the value of. The reason for setting each extraction execution condition is to detect the stable oil level.

The first extraction execution condition (1) is that the communication between the oil level sensor SW9 and the ECU 10 is in a normal state. This is to prevent erroneous determination when the oil level sensor SW9 or ECU 10 is in an abnormal state.

The second extraction execution condition (2) is that the oil supply pressure (discharge pressure, hereinafter referred to as oil pressure) by the oil pump 72 is low-controlled (low-pressure control) to reduce the oil pressure to a predetermined pressure or less. is there. That is, when switching to low control or high control (high pressure control) in which the oil pressure is set to a predetermined pressure or higher, the oil level fluctuates. Therefore, if the oil level average value is calculated in both the low control and the high control, the accuracy is lowered and the calculation logic is complicated. Further, on the high pressure side, the amount of oil circulation is large and the engine speed is mainly high, so that the fluctuation of the oil level is large and it is not suitable for stable detection of the oil level.

The third extraction execution condition (3) is that the engine speed is 750 to 3000 rpm. That is, when the engine speed becomes high, the aeration increases and the oil level is disturbed by the rotation of the crankshaft and the chain, so that the oil level detection accuracy decreases. The upper limit of the engine speed (3000 rpm) is set based on the engine speed at the time of switching between the low control and the high control of the flood control. On the other hand, the lower limit value (750 rpm) is set based on, for example, the idle speed.

The fourth extraction execution condition (4) is that the vehicle speed is 5 km / h or more. That is, if the oil level is detected when the vehicle is stopped, the accuracy of detecting the oil level decreases when the vehicle is on an incline. On the other hand, during traveling, the frequency of continuous traveling on a regular slope is low, so the accuracy of detecting the oil level does not decrease.

Fifth extraction execution condition (5) The oil temperature in the oil pan 13 is 20 to 80 ° C. That is, the range is set to include the oil temperature during short-distance and short-time driving in which the driving cycle is completed before the warm-up of the engine 1 is completed. Here, when the vehicle is repeatedly driven for a short distance and for a short time, the oil temperature is low, so that the fuel mixed in the oil does not evaporate, the oil is diluted, and the oil level increases. On the other hand, if the oil temperature is too low, the viscosity and circulation characteristics of the oil become unstable. Therefore, the lower limit value (20 ° C.) of the oil temperature is set based on the characteristics of increasing the oil temperature during short-distance and short-time traveling, the traveling time thereof, and the above-mentioned adverse effects. On the other hand, the upper limit value (80 ° C.) is set based on the oil temperature during high-speed running including medium speed.

The sixth extraction execution condition (6) is that the acceleration in the front-rear direction acting on the vehicle is 0.08 G or less. That is, when the acceleration in the front-rear direction becomes large, the fluctuation of the oil level becomes large, which is not suitable for stable detection of the oil level. In addition, the setting of "0.08G or less" has a considerably high ratio of acceleration in the front-rear direction of 0.08G or less when the vehicle is running, which has a great influence on the calculation of the average oil level value and the securing of the population parameter. Because there isn't.

The seventh extraction execution condition (7) is that the lateral acceleration is 0.08 G or less. That is, when the acceleration in the lateral direction becomes large, the fluctuation of the oil level becomes large, which is not suitable for stable detection of the oil level. In addition, the reason why "0.08G or less" is set is that the ratio of lateral acceleration of 0.08G or less is considerably high when the vehicle is running, which has a great influence on securing the population parameter in calculating the average oil level value. This is because it does not reach. Since the engine 1 is mounted horizontally on the front portion of the vehicle and the oil level sensor SW9 is located in the center portion of the oil pan 13 in the front-rear direction of the vehicle and is arranged on one side in the lateral direction of the vehicle. Lateral acceleration has a greater effect on oil level fluctuations than longitudinal acceleration.

The extraction unit 10b in the ECU 10 extracts the oil level value detected by the oil level sensor SW9 when all the above-mentioned extraction execution conditions (1) to (7) are satisfied. That is, the extraction unit 10b selects and removes the detection value when the oil level is unstable and the detection value when the oil level sensor SW9 cannot detect from the detection value of the oil level sensor SW9, and extracts other detection values. To do.

However, when the lateral acceleration is 0.08 G or more when the vehicle is traveling (for example, when the duration of the lateral acceleration is 0.08 G or more) is less than 5 seconds in the extraction unit 10b). The detection value of the oil level sensor SW9 is not extracted for 7 seconds from the time when the value becomes less than 0.08 G (returns) again, even if the extraction condition is satisfied.

By the way, when the lateral acceleration becomes 0.08 G or more (for example, when the vehicle turns), the oil level in the oil level sensor SW9 fluctuates at a low frequency due to the deviation of the oil in the oil pan 13, and the oil level. The oil level in the sensor SW9 fluctuates. Here, in the oil level sensor SW9, the labyrinth chambers 89 and 90 (dumping means) are provided to suppress high frequency fluctuations of the oil level in the oil level sensor SW9. Therefore, when lateral acceleration occurs, the oil level sensor Although the oil in the SW9 does not flow out to the oil pan 13, the response delay of the oil level sensor SW9 occurs in response to the low frequency fluctuation of the oil level. Therefore, even if the lateral acceleration becomes less than 0.08 G again and the oil in the oil pan 13 is not biased, the oil level in the oil level sensor SW9 is almost stable (the oil level sensor SW9 is in a normal state). It takes time to become). That is, even if the lateral acceleration becomes less than 0.08 G again, the detected value of the oil level sensor SW9 is affected by the lateral acceleration (low frequency fluctuation of the oil level) for a while thereafter. Therefore, when the lateral acceleration becomes 0.08 G or more while the vehicle is running, the detected value of the oil level sensor SW9 is not extracted for 7 seconds from the time when the lateral acceleration becomes less than 0.08 G again. The reason for setting "7 seconds" is that when the experiment was conducted in advance, the response delay time of the oil level sensor SW9 was about 7 seconds with respect to the low frequency fluctuation of the oil level when the lateral acceleration was generated. is there.

Further, the extraction unit 10b became less than 0.08 G (returned) again when the lateral acceleration was 0.08 G or more and the state in which the direction was a constant direction continued for 5 seconds or more while the vehicle was running. The detection value of the oil level sensor SW9 is not extracted even if the extraction condition is satisfied for 30 seconds from the time.

By the way, especially when the lateral acceleration is 0.08 G or more and the state in which the direction is a constant direction continues for a relatively long time (for example, when the vehicle is turning in a constant direction for a relatively long time). When the oil level in the oil pan 13 approaches or reaches the L level described later, the oil level sensor SW9 is exposed from the oil due to the deviation of the oil in the oil pan 13, and the oil in the oil level sensor SW9 opens to the first opening. At the same time as flowing out from 83a to the oil pan 13, air flows into the oil level sensor SW9. At this time, even if the lateral acceleration becomes less than 0.08 G again and the oil in the oil pan 13 is no longer biased, the oil flows into the oil level sensor SW9 again and the oil level is almost stable (oil). It takes time for the level sensor SW9 to return to the normal state). Therefore, when the vehicle is traveling and the lateral acceleration is 0.08 G or more and the state in which the direction is constant continues for 5 seconds or more, the oil level is 30 seconds from the time when the acceleration becomes less than 0.08 G again. The detected value of the sensor SW9 is not extracted. The reason for setting it to "30 seconds" is that when the experiment was conducted in advance, it took about 30 seconds for the oil level sensor SW9 to return to the normal state when all the oil in the oil level sensor SW9 flowed out. is there. Further, this "30 seconds" includes the response delay time (7 seconds) of the oil level sensor SW9.

As described above, the extraction unit 10b becomes less than 0.08 G again when the lateral acceleration becomes 0.08 G or more from the detection value of the oil level sensor SW9 when the extraction condition is satisfied. It became less than 0.08G again when it was detected within 7 seconds from the time when it was, and when the lateral acceleration was 0.08 G or more and the state in which the direction was constant continued for 5 seconds or more. Extract anything other than what was detected between hours and 30 seconds.

The ECU 10 further includes a first averaging processing unit 10c, a first determination unit 10d, a second averaging processing unit 10e, a second determination unit 10f, and a final determination unit 10g.

The first averaging processing unit 10c and the first determination unit 10d are for determination at a low temperature. That is, when the oil temperature detected by the oil temperature sensor SW11 is as low as a predetermined temperature (50 ° C. in the embodiment) or less, the first averaging processing unit 10c is within a predetermined period extracted by the extraction unit 10b. Obtain a plurality of (for example, about 10) oil level values and obtain the average value thereof. The average value at low temperature is used as the final oil level value for low temperature.

The first determination unit 10d compares the average value at low temperature acquired by the first averaging processing unit 10c with a preset upper limit value. As a result of this comparison, when the average value at low temperature is equal to or higher than the upper limit value, the first determination unit 10d determines that the oil level is abnormal. In the embodiment, the first determination unit 10d determines that the oil level is abnormal when the average value at low temperature is equal to or higher than the upper limit value even once. Although different from the embodiment, in order to further improve the robustness, the first determination unit 10d determines when the average value at low temperature is equal to or higher than the upper limit value a plurality of times (for example, three times). For the first time, it can be determined that the oil level is abnormal.

The second averaging processing unit 10e and the second determination unit 10f are for determination at a high temperature. That is, the second averaging processing unit 10e is within a predetermined period extracted by the extraction unit 10b when the oil temperature detected by the oil temperature sensor SW11 is higher than the predetermined temperature (50 ° C. in the embodiment). Obtain a plurality of (for example, about 10) oil level values, and obtain the average value thereof. The average value at high temperature is used as the final oil level value at high temperature.

The second determination unit 10f compares the average value at high temperature acquired by the second averaging processing unit 10e with the upper limit value. As a result of this comparison, when the average value at high temperature is equal to or higher than the upper limit value, the second determination unit 10f determines that the oil level is abnormal. In the embodiment, the second determination unit 10f determines that the oil level is abnormal for the first time when the average value at high temperature is equal to or higher than the upper limit value a plurality of times (three times in the embodiment). I am trying to do it.

When the first determination unit 10d determines that the oil level is abnormal and the second determination unit 10f determines that the oil level is abnormal, the final determination unit 10g finally obtains oil. Judge that the level is abnormal. That is, when either or both of the first determination unit 10d and the second determination unit 10f is determined to be normal (not abnormal), the determination result by the final determination unit 10g is regarded as normal. To.

When the final determination unit 10g determines that the oil level is abnormal, the oil lamp 73 is turned on. Of course, when the final determination unit 10g does not finally determine that the oil level is abnormal, the oil lamp 73 is turned off.

Next, an example of control regarding the oil level by the ECU 10 will be described with reference to the time chart shown in FIG. The time chart shown in FIG. 6 is premised on satisfying all the above-mentioned oil level extraction execution conditions. Further, the oil temperature that separates the determination for low temperature and the determination for high temperature is set to 50 ° C. Further, in the determination for low temperature, when it is determined that the oil level has reached the upper limit value even once, it is determined that the oil level is abnormal. On the other hand, in the determination for high temperature, it is determined that the oil level is abnormal only when it is determined three times that the oil level has reached the upper limit value.

FIG. 6A shows a change in the flag indicating whether or not to turn on the oil lamp 73. When the flag is 0, the oil lamp 73 is turned off. When the flag is 1, the oil lamp 73 is lit (that is, the oil level has reached the upper limit).

FIG. 6B shows the change in the detected oil level (indicating the average value) over the entire temperature range. Of these (b), the oil level (average value) in the high temperature range exceeding 50 ° C. is used for the determination by the second determination unit 10f.

FIG. 6 (c) shows the change in the oil level (indicating the average value) detected only in the low temperature range where the oil temperature is 50 ° C. or lower. FIG. 6D shows the change in oil temperature.
Of these (b), the oil level (average value) in the high temperature range exceeding 50 ° C. is used for the determination by the second determination unit 10f.

In FIG. 6, in the state up to the time t1, as the determination result for high temperature, the oil level has reached the upper limit value or more three times or more. However, in the state up to the time t1, as a judgment result for low temperature, the oil level has never exceeded the upper limit value, and therefore the flag remains 0.

At the time of t2, which is a little after the time of t1, the oil level becomes equal to or higher than the upper limit as a judgment result for low temperature. As a result, it is finally determined that the oil level has exceeded the upper limit value, and the flag is set to 1 (the oil lamp 73 is lit). After the oil lamp 73 is turned on, the oil lamp 73 continues to be turned on in the state where the engine 1 is operated, unless the oil in the oil pan 13 is replaced by the subsequent maintenance and inspection.

Next, an example of control regarding the oil level by the ECU 10 described above will be described with reference to the flowcharts shown in FIGS. 7 to 9. In the following description, Q indicates a step.

First, the main flowchart shown in FIG. 7 will be described. In Q1, signals from various sensors shown in FIG. 2 are read. Next, in Q2, it is determined whether or not the oil temperature detected by the oil temperature sensor SW11 is equal to or lower than a predetermined temperature (50 ° C. in the case of the embodiment). If the determination in Q2 is YES, in Q3, as will be described later, the determination of the first oil level for low temperature is executed. If the determination in Q2 is NO, the determination of the second oil level for high temperature is executed in Q4, as will be described later.

After Q3 and after Q4, the process shifts to Q5, respectively. In this Q5, it is determined whether or not the determination result in Q3 and the determination result in Q4 are each determined to be abnormal. If YES in the determination of Q5, it is finally determined in Q6 that the oil level is abnormal. After this Q6, in Q7, the driver is notified that the oil level is abnormal (notification by turning on the oil lamp 73). After passing through Q7, the control is terminated as it is (until the oil is changed, the oil lamp 73 remains lit in the state where the engine 1 is operated).

If the determination in Q5 is NO, the oil level is finally determined to be normal in Q8. After passing through this Q8, the oil lamp 73 is turned off. Further, when Q8 has passed, the process returns to Q1 and the above-mentioned control is executed again. The processing of Q5 to Q8 described above corresponds to the processing of the final determination unit 10g of FIG.

Next, the flowchart of FIG. 8 showing the control contents in Q3 of FIG. 7 will be described. First, in Q11, the oil level is detected a predetermined number of times (NA times, for example, NA = 10 times). After that, in Q12, the average value of the oil levels for the predetermined number of times detected in Q11 is calculated. After that, in Q13, the oil level averaged in Q12 is set as the final oil level for determination. The process in Q11 corresponds to the process in the extraction unit 10b of FIG. Further, the processes of Q12 and Q13 correspond to the processes of the first averaging processing unit 10d of FIG.

After Q13, in Q14, it is determined whether or not the final oil level set in Q13 is equal to or higher than the upper limit value. If YES in the determination of Q14, whether or not the number of times the oil level exceeds the upper limit value exceeds the predetermined number of times NB (NB = 1 time in the embodiment, but may be a plurality of times) in Q15. Is determined. If YES in the determination of Q15, it is determined in Q16 that the oil level at low temperature is abnormal.

When the determination of Q15 is NO, or when the determination of Q14 is NO, the process proceeds to Q17, respectively. In Q17, it is determined that the oil level at low temperature is normal. The determination results of Q16 and Q17 are used for the processing in Q5 of FIG. The processes of Q14 to Q17 correspond to the processes of the first determination unit 10d of FIG.

Next, the flowchart of FIG. 9 showing the control contents in Q4 of FIG. 7 will be described. First, in Q21, the oil level is detected a predetermined number of times (MA times, for example, MA = 10 times). After that, in Q22, the average value of the oil levels for the predetermined number of times detected in Q21 is calculated. After that, in Q23, the oil level averaged in Q22 is set as the final oil level for determination. The process in Q21 corresponds to the process in the extraction unit 10b of FIG. Further, the processes of Q22 and Q23 correspond to the processes of the second averaging processing unit 10e of FIG.

After Q23, in Q24, it is determined whether or not the final oil level set in Q23 is equal to or higher than the upper limit value. When the determination of Q24 is YES, in Q25, the number of times the oil level becomes equal to or higher than the upper limit value is a predetermined number of times MB (MB = 3 times in the embodiment, but once, twice, or four times or more. It is determined whether or not it exceeds (may exist). If YES in the determination of Q25, it is determined in Q26 that the oil level at high temperature is abnormal.

When the determination of Q25 is NO, or when the determination of Q24 is NO, the process proceeds to Q27, respectively. In Q27, it is determined that the oil level at high temperature is normal. The determination results of Q26 and Q27 are used for the processing in Q5 of FIG. The processes of Q24 to Q27 correspond to the processes of the second determination unit 10f in FIG.

Here, as the oil level to be compared with the upper limit value, a running disturbance that fluctuates the oil level by using the average value of a plurality of sampled oil levels (for example, acceleration in the front-rear direction, acceleration in the lateral direction, etc.) The effect of is excluded. That is, after traveling for a certain period of time, the frequency of occurrence of forward acceleration and backward acceleration, and the frequency of occurrence of leftward acceleration and rightward acceleration are almost the same, respectively, and acceleration in the front-rear direction and lateral direction. The fluctuation of the oil level due to is offset.

Although the embodiments have been described above, the present invention is not limited to this, and includes, for example, the following cases. The engine 1 is not limited to a fuel containing light oil as a main component, and is not particularly limited to a fuel such as an engine using an alcohol fuel (for example, ethanol fuel). Further, the engine may have a GPF (gasoline putty filter) in the exhaust passage (the oil level may become abnormal when post-injection is performed to regenerate the GPF). The notification means for notifying that the oil level is abnormal may be not limited to a lamp, but may be other visually appealing (for example, character display) or auditory means such as a buzzer.

The boundary temperature for dividing the abnormality determination of the oil level between the low temperature type and the high temperature type is not limited to a constant temperature such as 50 ° C., and may be set as a certain temperature range (for example, 45 ° C. to 60 ° C.). That is, the oil level detected at a low temperature below the minimum temperature in the above temperature range (for example, 45 ° C.) is used for the determination for low temperature, and the oil level detected at a high temperature exceeding the maximum temperature (for example, 60 ° C.) in the above temperature range is used. Can also be used as a determination for high temperature. In this case, the oil level detected in the above temperature range (for example, 45 ° C. to 60 ° C.) is not used for determining the abnormality of the oil level. Separating the low temperature and the high temperature within such a temperature range is preferable in order to further sufficiently enhance the robustness of the detected oil level. An object of the present invention is not limited to what is specified, but also implicitly includes providing what is expressed as preferable or advantageous.

The present invention is suitable for application to, for example, a diesel engine having a DPF in the exhaust passage.

1: Engine 10: ECU
10a: Oil temperature control unit 10b: Extraction unit (oil level extraction)
10c: 1st averaging processing unit (for low temperature)
10d: First judgment unit (for low temperature)
10e: Second averaging processing unit (for high temperature)
10f: Second judgment unit (for high temperature)
10g: Final determination unit 13: Oil pan 14a: Combustion chamber 18: Injector (fuel injection valve)
41b: DPF
73: Oil lamp (notification means)
SW9: Oil level sensor SW11: Oil temperature sensor

Claims (5)

An engine oil level detector that detects the oil level stored in the engine oil pan mounted on a vehicle.
An oil level sensor provided in the oil pan and detecting the oil level in the oil pan,
A temperature sensor that detects the temperature of the oil in the oil pan,
A first determination means for determining whether or not the oil level detected by the oil level sensor is equal to or higher than a predetermined upper limit value at a low temperature at which the temperature detected by the temperature sensor is equal to or lower than a predetermined temperature.
A second determination means for determining whether or not the oil level detected by the oil level sensor is equal to or higher than the upper limit value when the temperature detected by the temperature sensor is higher than the predetermined temperature.
Notification for notifying an alarm regarding the oil level when the first determination means determines that the oil level is equal to or higher than the upper limit value and the second determination means determines that the oil level is equal to or higher than the upper limit value. Means and
An engine oil level detector characterized by being equipped with. In claim 1,
Further having an acceleration detecting means for detecting the acceleration acting on the vehicle,
The first determination means determines using the oil level detected by the oil level sensor when the acceleration detected by the acceleration detection means is equal to or less than a predetermined value.
An engine oil level detector characterized by that. In claim 1 or 2,
The first determination means is an engine oil level detecting device, which makes a determination using an average value of a plurality of detected values detected by the oil level sensor. In any one of claims 1 to 3,
Further having an acceleration detecting means for detecting the acceleration acting on the vehicle,
The second determination means determines using the oil level detected by the oil level sensor when the acceleration detected by the acceleration detection means is equal to or less than a predetermined value.
An engine oil level detector characterized by that. In any one of claims 1 to 4,
The second determination means is an engine oil level detecting device, which makes a determination using an average value of a plurality of detected values detected by the oil level sensor.

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