阅读说明：本技术 用于检测润滑剂中的颗粒的方法和系统 (Method and system for detecting particles in a lubricant ) 是由 里德·沃森 于 2020-04-01 设计创作，主要内容包括：本公开提供“用于检测润滑剂中的颗粒的方法和系统”。提供了用于润滑剂检测装置的方法和系统。在一个示例中,一种系统包括一个或多个传感器,所述一个或多个传感器布置在机油流动路径中以用于检测机油流中是否存在颗粒。响应于感测到所述颗粒而调整发动机操作参数,其中响应于仅第一传感器检测到所述颗粒或响应于所述第一传感器和第二传感器两者都检测到所述颗粒,所述发动机操作参数调整是不同的。(The present disclosure provides "methods and systems for detecting particles in a lubricant. Methods and systems for a lubricant detection device are provided. In one example, a system includes one or more sensors disposed in an oil flow path for detecting the presence of particles in an oil flow. Adjusting an engine operating parameter in response to sensing the particulate, wherein the engine operating parameter adjustment is different in response to only the first sensor detecting the particulate or in response to both the first sensor and the second sensor detecting the particulate.)

1. A system, the system comprising:

a lubricant passage including a particle capture device disposed between a first sensor and a second sensor; and

a controller having instructions stored on a non-transitory memory thereof that, when executed, enable the controller to adjust an engine operating parameter in response to feedback from the first and second sensors.

2. The system of claim 1, wherein the engine operating parameter adjusted in response to feedback from the first sensor comprises activating an indicator light.

3. The system of claim 1, wherein the engine operating parameters adjusted in response to feedback from the second sensor include adjusting one or more of fuel injection and ignition timing.

4. The system of claim 1, wherein the first sensor and the second sensor are one or more of an inductive sensor, an infrared sensor, a laser sensor, and an optical sensor.

5. The system of claim 1, wherein the particle capture device is an oil filter.

6. The system of claim 1, wherein the particle capture device is a magnet.

7. The system of claim 1, wherein the first sensor is one or more of an infrared sensor, a laser sensor, and an optical sensor, wherein the second sensor is an inductive sensor.

8. A vehicle system, the vehicle system comprising:

a lubricant detection device comprising a particle capture device disposed between a first sensor and a second sensor, the particle capture device comprising a magnet; and

A controller having instructions stored on a non-transitory memory thereof that, when executed, enable the controller to:

activating an indicator light in response to only the first sensor sensing particles; and

adjusting engine power output in response to each of the first and second sensors sensing the particulate.

9. The vehicle system of claim 8, wherein the engine power output is adjusted via one or more of reducing fuel injection quantity, reducing boost, and retarding spark.

10. The vehicle system of claim 8, further comprising signaling an oil change request in response to sensing the particulate.

11. The vehicle system of claim 10, wherein the oil change request is removed in response to completion of an oil change, the instructions further enabling the controller to determine driveline component degradation in response to sensing magnetic particles within a threshold time after the oil change.

12. The vehicle system of claim 11, wherein the instructions further enable the controller to determine that the oil change is poor in response to non-magnetic particles being sensed within the threshold time after the oil change.

13. The vehicle system of claim 8, wherein the lubricant detection device is disposed between an engine and a filter, wherein the lubricant detection device is in coplanar contact with the engine and the filter.

14. The vehicle system of claim 13, wherein no intermediate components are disposed between the engine, the lubricant detection device, and the filter, and wherein the lubricant detection device includes a coupling shaped to mate with an engine bolt of the engine and a receiving hole of the filter.

15. The vehicle system of claim 8, wherein the first sensor and the second sensor are the same, wherein the first sensor and the second sensor are one or more of an infrared sensor, an optical sensor, and a laser sensor.

Technical Field

The present description relates generally to detecting foreign particles in lubricant and adjusting engine operating parameters in response to the detection.

Background

Lubricants, such as engine oil, are used to lubricate various moving parts of a vehicle, including the engine and transmission. As some examples, foreign particles may enter the oil due to aging of vehicle components or lack of lubrication of vehicle components. The oil filter may be configured to capture these particles and prevent them from flowing to the engine and transmission components.

After a period of time, the oil and oil filter may need to be replaced. However, this can be cumbersome for some vehicle operators, and the oil and oil filter may be replaced less than desired. In such cases, the oil filter may become saturated with particulates such that the oil flow is adversely affected, or the particulates may no longer be captured by the filter.

Other examples of addressing degraded oil and/or oil filters include placing a sensor in the oil flow path to detect large particles. An exemplary method is shown by Liu in U.S.7,321,117. Wherein the plurality of photodetectors and the plurality of light emitting devices are arranged in the oil flow path. A portion of the photodetector and light emitting device may be sensitive to small particles and the remaining portion may be sensitive to large particles. However, the inventors have recognized some problems with this approach.

For example, vehicle operators tend to extend the life of oil and oil filters beyond their replacement date and may also tend to ignore feedback regarding particulates in the oil. Further, the arrangement of the photodetector and the light emitting device may be difficult during the manufacturing process, resulting in an increase in manufacturing cost and replacement cost.

Disclosure of Invention

In one example, the above-described problems may be at least partially addressed by a system comprising a lubricant channel comprising a particle catch arrangement arranged between a first sensor and a second sensor. The system also includes a controller having instructions stored on a non-transitory memory thereof that, when executed, enable the controller to adjust an engine operating parameter in response to feedback from the first and second sensors. In this manner, if particulates are detected in the oil, engine operating parameters may be adjusted to mitigate degradation of lubricated components during the time between the detection and the oil change.

As one example, an engine operating parameter is adjusted to activate an indicator light in response to detecting one or more particles in the lubricant flow. In this way, the vehicle operator may be notified of the presence of at least one particle and may be able to replace the lubricant before the particle can reach the engine. The instructions may also enable the controller to adjust an engine operating parameter to reduce the engine power output in response to the second sensor detecting particles in the lubricant flow. In such conditions, particles are detected by the first sensor and flow around or past the particle capture device and past the second sensor where they may reach an operating engine, transmission, or other powertrain component. The second sensor may detect particulates if the vehicle operator does not change oil, if an oil filter deteriorates, and/or if a component of the powertrain deteriorates. By reducing the engine power output, degradation caused by particulates may be mitigated.

It should be appreciated that the summary above is provided to introduce a selection of concepts in a simplified form that are further described below in the detailed description. This is not meant to identify key or essential features of the claimed subject matter, the scope of which is defined uniquely by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that solve any disadvantages noted above or in any part of this disclosure.

Drawings

Fig. 1 shows a schematic view of an engine included in a hybrid vehicle.

Fig. 2 shows a first example of a detection device.

Fig. 3 shows a second example of a detection device.

Fig. 4A shows a first example of a sensor of the detection device.

Fig. 4B shows a second example of the sensor of the detection apparatus.

Fig. 4C shows a circuit of the sensor of the detection apparatus.

Fig. 5 illustrates a method for determining whether particles are in the lubricant.

FIG. 6 illustrates a method for adjusting an engine operating parameter in response to feedback from a first sensor or a second sensor of a sensing device.

FIG. 7 illustrates an engine operating sequence graphically showing a prophetic example of an engine operating parameter being adjusted in response to feedback from a first sensor and a second sensor.

FIG. 8 illustrates a method for determining whether a drive train component is degraded.

Detailed Description

The following description relates to systems and methods for detecting particulates in engine oil. The particles may be detected via a detection device, such as a lubricant detection device, which may be disposed along an oil path from an oil pan to the engine. Fig. 1 shows an example of a lubricant detection device disposed between an oil pan and an engine. A first example of a lubricant detection device is shown in fig. 2. Wherein the lubricant detection device comprises a first sensor and a second sensor and a particle catch device arranged between the first sensor and the second sensor.

A second example of a lubricant detection device is shown in fig. 3. Wherein the second example includes one or more couplings shaped to mate with couplings corresponding to the engine and oil filters such that the lubricant detection device may be fitted directly between the engine and oil filters.

The lubricant detection device may comprise inductive and/or optical sensors, and a particle catch device arranged between the inductive and/or optical sensors. In one example, the particle capture device includes an inductive feature. In another example, the particulate trapping device is an oil filter. In some examples, the lubricant detection device may include a hybrid of optical and inductive (e.g., magnetic) devices for diagnostic purposes, as shown in the method of fig. 8.

Fig. 4A shows an example of an inductive sensor, and fig. 4B shows an example of an optical sensor, a laser sensor, or an infrared sensor. Fig. 4C shows a one-shot latch circuit that includes a memory to store a signal that deviates from a baseline value, where the signal may be transformed (e.g., amplified) to a desired value for analysis.

A method for determining whether particles are present in a lubricant (e.g., oil) is shown in fig. 5. Fig. 6 illustrates a method for adjusting an engine operating parameter in response to feedback from one or more of the first and second sensors of the lubricant detection device. FIG. 7 illustrates an engine operating sequence that graphically displays various engine operating parameters and sensor feedback from sensors of the lubricant detection device.

Fig. 1-3 illustrate an exemplary configuration with relative positioning of various components. If shown as being in direct contact or directly coupled to each other, such elements may be referred to as being in direct contact or directly coupled, respectively, at least in one example. Similarly, elements shown as abutting or adjacent to one another may, at least in one example, abut or be adjacent to one another, respectively. For example, components placed in coplanar contact with each other may be referred to as being in coplanar contact. As another example, elements that are positioned apart from one another such that there is only a space therebetween without other components may be so-called in at least one example. As yet another example, elements shown above/below each other, at opposite sides of each other, or to the left/right of each other may be so-called with respect to each other. Further, as shown, in at least one example, the topmost element or the topmost point of an element may be referred to as the "top" of the component, while the bottommost element or the bottommost point of an element may be referred to as the "bottom" of the component. As used herein, top/bottom, upper/lower, above/below may be with respect to the vertical axis of the figures and are used to describe the positioning of elements in the figures with respect to each other. As such, in one example, elements shown as being above other elements are positioned vertically above the other elements. As yet another example, the shapes of elements depicted within the figures may be referred to as having these shapes (e.g., such as being circular, straight, planar, curved, rounded, chamfered, angled, etc.). Additionally, in at least one example, elements shown as intersecting one another may be referred to as intersecting elements or intersecting one another. Still further, in one example, an element shown as being within another element or shown as being external to another element may be referred to as such. It should be appreciated that one or more components referred to as "substantially similar and/or identical" may differ from one another (e.g., within a 1% to 5% deviation) depending on manufacturing tolerances.

FIG. 1 shows a schematic depiction of a hybrid vehicle system 6 in which propulsion power may be derived from an engine system 8 and/or an on-board energy storage device. An energy conversion device (such as a generator) is operable to absorb energy from vehicle motion and/or engine operation, and then convert the absorbed energy into a form of energy suitable for storage by the energy storage device.

The engine system 8 may include an engine 10 having a plurality of cylinders 30. The engine 10 includes an engine intake 23 and an engine exhaust 25. The engine intake 23 includes an intake throttle 62 fluidly coupled to the engine intake manifold 44 via an intake passage 42. Air may enter intake passage 42 via an air cleaner 52. The engine exhaust 25 comprises an exhaust manifold 48, which exhaust manifold 48 opens into an exhaust channel 35 that leads exhaust gases to the atmosphere. The engine exhaust 25 may include one or more emission control devices 70 mounted in a close-coupled or far underbody location. The one or more emission control devices may include a three-way catalyst, a lean NOx trap, a diesel particulate filter, an oxidation catalyst, and/or the like. It should be understood that other components (such as various valves and sensors) may be included in the engine, as further detailed herein. In some embodiments, in which the engine system 8 is a boosted engine system, the engine system may also include a boosting device, such as a turbocharger (not shown).

The vehicle system 6 further includes a lubricant system 150, the lubricant system 150 including a lubricant sump 152 housing a lubricant pump 154, the lubricant pump 154 for pumping lubricant 156 via a lubricant conduit 158. In one example, lubricant 156 is oil and lubricant system 150 is an oil system. Lubricant conduit 158 and/or oil conduit 158 may include a lubricant detection device 160, with lubricant detection device 160 including one or more sensors for detecting particles in oil 156. In one example, lubricant detection device 160 detects oil flowing from engine 10 to oil sump 152. In another example, lubricant detection device 160 detects oil flowing from oil sump 152 to engine 10.

The vehicle system 6 may also include a control system 14. The control system 14 is shown receiving information from a plurality of sensors 16 (various examples of which are described herein) and sending control signals to a plurality of actuators 81 (various examples of which are described herein). As one example, sensors 16 may include an exhaust gas sensor 126, a temperature sensor 128, and a pressure sensor 129 located upstream of the emission control device. Other sensors, such as additional pressure sensors, temperature sensors, air-fuel ratio sensors, and composition sensors, may be coupled to various locations in the vehicle system 6. As another example, the actuator may include a throttle 62.

The controller 12 may be configured as a conventional microcomputer including a microprocessor unit, input/output ports, read only memory, random access memory, keep alive memory, a Controller Area Network (CAN) bus, and the like. Controller 12 may be configured as a Powertrain Control Module (PCM). The controller may transition between sleep and awake modes for additional energy efficiency. The controller may receive input data from various sensors, process the input data, and trigger the actuator in response to the processed input data based on instructions or code programmed in the processed input data corresponding to one or more routines.

In some examples, hybrid vehicle 6 includes multiple torque sources available to one or more wheels 59. In other examples, the vehicle 6 is a conventional vehicle having only an engine or an electric vehicle having only one or more electric machines. In the illustrated example, the vehicle 6 includes an engine 10 and a motor 51. The electric machine 51 may be a motor or a motor/generator. When one or more clutches 56 are engaged, the crankshaft of engine 10 and electric machine 51 may be connected to wheels 59 via transmission 54. In the depicted example, the first clutch 56 is disposed between the crankshaft and the electric machine 51, and the second clutch 56 is disposed between the electric machine 51 and the transmission 54. Controller 12 may send signals to the actuator of each clutch 56 to engage or disengage the clutch to connect or disconnect the crankshaft with motor 51 and components connected thereto, and/or to connect or disconnect motor 51 with transmission 54 and components connected thereto. The transmission 54 may be a gearbox, a planetary gear system, or another type of transmission. The powertrain may be configured in various ways, including as a parallel, series, or series-parallel hybrid vehicle.

The electric machine 51 receives power from the traction battery 61 to provide torque to the wheels 59. The electric machine 51 may also operate as a generator to provide electrical power to charge the battery 61, for example, during braking operations.

Turning now to fig. 2, a first example 200 of the lubricant detection system 160 is shown. As such, previously introduced components may be numbered in a similar manner in this and subsequent figures. As described above, the lubricant detection system 160 is disposed along the lubricant conduit 158.

The lubricant conduit 158 may be shaped to flow lubricant (such as oil) through the lubricant detection system 160. Herein, lubricant conduit 158 and lubricant detection system 160 may be interchangeably referred to as oil conduit 158 and oil detection system 160, respectively. The oil conduit 158 may flow oil into the oil detection system 160 in a first direction parallel to arrow 231. As the oil flows toward the first sensor 212, the oil is diverted and flows in a second direction, shown by arrow 232, perpendicular to the first direction. The oil again turns and flows in the first direction and then turns to a third direction perpendicular to the first direction and opposite to the second direction as indicated by arrow 233. When the oil flows in the third direction, the oil flows through the first sensor 212.

First sensor 212 may be the most upstream sensor and/or component of oil detection system 160. Herein, upstream and downstream may be used to describe the arrangement of components with respect to the direction of lubricant flow. For example, first sensor 212 is further upstream from second sensor 214 and particle capture device 216. Thus, lubricant may first contact or flow through first sensor 212, then contact or flow through second sensor 214 and particle capture device 216.

The oil may exit the first sensor 212 to flow in a third direction and then turn and flow in a second direction toward the particle trap 216. As such, particle capture device 216 is downstream of first sensor 212 and upstream of second sensor 214. In other words, the particle catch arrangement 216 is arranged between the first sensor 212 and the second sensor 214.

The oil may flow through the particle trap 216 where the oil is diverted from a first direction to a second direction, where the oil flows in the second direction to the second sensor 214. Oil may flow through the second sensor 214 in a second direction. After the oil exits the second sensor 214, the oil turns and flows in the first direction. The oil then turns in the third direction and again turns to flow in the first direction upon exiting the lubricant detection system 160.

By undulating the oil conduit 158 in the lubricant detection system 160, the package size of the lubricant detection system 160 may be reduced relative to an oil conduit with a linear flow. As such, the packaging constraints imposed by the lubricant detection system 160 may be relatively low. It should be understood that the oil conduit 158 may include various shapes without departing from the scope of the present disclosure. For example, the oil conduit 158 may include a flow path that is linear, curved, spiral, or the like.

In the lubricant detection system 160, the first sensor 212 and the second sensor 214 may detect the presence of particles in the oil stream. In one example, if both the first sensor 212 and the second sensor 214 are inductive sensors or coil-based sensors, the first sensor 212 and the second sensor 214 may only detect whether ferromagnetic particles are in the oil. In some examples, additionally or alternatively, if one or both of the first sensor 212 and the second sensor 214 are laser sensors, optical sensors, or infrared spectroscopy (IR) sensors, all particles that are different from oil may be monitored because the feedback received by the receiver may be offset by the presence of compounds other than oil. The first sensor 212 and the second sensor 214 are described in more detail with respect to fig. 4A and 4B. In one example, the lubricant detection system 160 may be disposable and replaceable.

The particulate trap 216 may be one or more of a magnet or a filter. In one example, the particle capture device 216 is a magnet that captures ferromagnetic particles in the oil. As another example, the particulate trap 216 is an oil filter, which may be similar to an oil filter disposed between the oil conduit 158 and the engine 10. In one example, to further reduce the packaging constraints of the lubricant detection system 160, the particle capture device 216 is an oil filter that has been disposed on a vehicle (e.g., the vehicle system 6).

In one example and as will be discussed in the methods below, feedback from the first sensor 212 may indicate the presence of particulates in the oil. Depending on the nature of the particles and/or the state of the particle capture device 216, the particles may or may not be captured by the particle capture device 216. If the particles are captured by the particle capture device 216, the second sensor 214 may not detect the particles in the oil. In this manner, engine operating parameters may be adjusted based on the presence of particulates in the oil that are not able to flow to the engine and other lubricated components. In one example, engine operating parameters are adjusted to reduce engine power output. For example, the fuel injection amount may be reduced. Additionally, a message may be sent to the vehicle operator requesting an oil change. If the particulate trap 216 is fully loaded or degraded, the particulates may reach the second sensor 214, where engine operating parameters are adjusted based on the particulates being able to reach the engine and other lubricated components. In one example, adjusting the engine operating parameter includes adjusting engine operation to a low power output mode. Adjusting engine operating parameters in response to feedback from the first and second sensors is described in more detail below.

Turning now to FIG. 3, a second example 300 of the lubricant detection system 160 is shown. The second example 300 may differ from the first example 200 of fig. 2 in that: the second example 300 is shaped to be physically coupled to each of the engine 10 and the oil filter 310. More specifically, the engine 10 includes an engine bolt 302, and the oil filter 310 includes a bolt receiving opening 304 shaped to receive the engine bolt 302. The second example 300 of the lubricant detection system 160 includes the following: the lubricant detection system 160 has a bolt receiving opening 306 shaped to receive the engine bolt 302 and a detection system bolt 308 shaped to couple with the bolt receiving opening 304. As such, the lubricant detection system 160 may be disposed between the engine 10 and the oil filter 310. In this manner, the lubricant detection system 160 may be retrofitted onto previously manufactured vehicles and in direct coplanar contact with the engine 10 and the oil filter 310 without intermediate components.

The second example 300 of the lubricant detection system 160 also includes the following: only a single oil sensor 322 is disposed in the lubricant detection system 160. In one example, feedback from a single oil sensor 322 may be interpreted similar to feedback from the second sensor 214 of FIG. 2. That is, if a single oil sensor 322 detects particulates in the oil, the engine operating parameters may be adjusted to reduce the engine power output.

The lubricant detection system 160 includes a passage for allowing oil to flow from the engine to an oil filter (or vice versa). More specifically, the lubricant detection system 160 includes a first passage 332 for oil to flow from the engine 10 to the oil filter 310. The lubricant detection system 160 also includes a second passage 334 for oil to flow from the oil filter 310 to the engine 10. The second passage 334 may house the single oil sensor 322 and the particulate trap 324. In the example of fig. 3, the particle capture device 324 is a magnet. However, the particulate capture device 324 may also be an oil filter without departing from the scope of the present disclosure. As such, the particulate trap 324 may be a smaller version of the oil filter 310.

In the example of fig. 3, if a single oil sensor 322 senses particles, the controller may determine that oil filter 310 is degraded and no longer configured to capture particles. Further, detection of particulates via the single oil sensor 322 may result in the engine operating parameters being adjusted to a low power mode.

In some examples, additionally or alternatively, the single oil sensor 322 may be a first sensor, with the lubricant detection system 160 further including a second optional sensor 326 downstream of the particle capture device 324. As such, a single oil sensor may be used similar to the first sensor 212 of FIG. 2, and a second sensor may be used similar to the second sensor 214 of FIG. 2.

It should be appreciated that the first example 200 of fig. 2 may include the bolt and receiving hole couplings of the second example 300 such that the first example of the lubricant detection system 160 may be fitted between the engine 10 and the oil filter 310.

Turning now to FIG. 4A, a first embodiment 400 of an oil sensor 402 is shown, the oil sensor 402 being usable similarly to the first oil sensor 212 of FIG. 2, the second oil sensor 214 of FIG. 2, and/or the single oil sensor 322 of FIG. 3. The oil sensor 402 includes a coil 404 that extends around a diameter of the oil conduit 158. The coil 404 may include a positive terminal 406 and a negative terminal 408, allowing the coil to generate an electromagnetic field. If oil free of particulates flows through the oil sensor 402, the voltage feedback provided by the oil sensor 402 may equal approximately zero. However, if particulates are present in the oil, the voltage feedback provided by the oil sensor 402 may be a positive voltage value. In one example, if the particles are ferromagnetic particles, the oil sensor 402 detects positive voltage feedback. Thus, non-magnetic particles may not be detected by the oil sensor 402.

In some examples, the oil sensor 402 may be configured to measure an absolute value of a current induced in the coil 404. By doing so, particles released from the particle capture device (e.g., particle capture device 216 of fig. 2 or particle capture device 324 of fig. 3) may still be sensed. The particles may be released from the oil stream or other particles in the oil via contact, where the particles may be dislodged from the particle catch. In any event, if the particle catch arrangement is a magnetic particle catch arrangement, the dislodged particles may include some transient magnetic hold, wherein the dislodged particles may generate a magnetic field. If the sensor is a magnetic sensor and is not able to measure the absolute value of the induced current, the induced current may be positive and the particle detected, or negative and the particle not detected, based on the angle at which the particle passes through the coil 404. As such, if the sensor downstream of the magnetic particle capture device is a magnetic sensor, it may be desirable to configure the magnetic sensor to sense the absolute value of the current generated by the particles passing therethrough.

Turning now to FIG. 4B, a second embodiment 420 of an oil sensor 422 is shown, the oil sensor 422 being similarly usable with the first oil sensor 212 of FIG. 2, the second oil sensor 214 of FIG. 2, and/or the single oil sensor 332 of FIG. 3. Oil sensor 422 includes a transmitter 424 and a receiver 426. As such, the oil sensor 422 may be an infrared detection device, an optical detection device, or a laser detection device. As such, the transmitter 424 may be an infrared transmitter, an optical transmitter, or a laser transmitter, and the receiver 426 may be a corresponding infrared transmitter, optical transmitter, or laser transmitter. The emitter 424 may direct one or more photons to the receiver 426. When particulate-free oil flows through oil sensor 422, receiver 426 may sense a first voltage and/or a first signal. If a particle, such as particle 428, is disposed in the oil, receiver 426 may receive a second signal different from the first signal, thereby generating feedback indicating the presence of particle 428 in the oil. It should be appreciated that oil sensor 422 may be configured to detect both ferromagnetic and non-magnetic particles.

In some examples, a lubricant detection system, such as the lubricant detection system 160 of fig. 1, 2, and 3, may include a first oil sensor that is an infrared detection sensor, an optical detection sensor, or a laser detection sensor and a second oil sensor that is an inductive sensor. In one example, the first oil sensor is disposed upstream of the second sensor, wherein the particle catch device is disposed between the first oil sensor and the second oil sensor. As such, if particles are present in the oil, the first oil sensor may provide feedback whether the particles are magnetic or non-magnetic. The second oil sensor may provide feedback indicating whether the particles are magnetic or non-magnetic.

Additionally or alternatively, each of the first and second sensors may be an infrared detection sensor, an optical detection sensor, or a laser detection sensor. However, the particle catch arrangement may be a magnet. As such, if the second oil sensor senses a particle, the particle may be determined to be non-magnetic. Determining the magnetic properties of the particles is described in more detail with respect to fig. 8.

Turning now to FIG. 4C, an embodiment 450 of a latch circuit 460 is shown, wherein the latch circuit may receive a first signal 462 from an oil sensor, such as the first sensor 212 or the second sensor 214 of FIG. 2, the single sensor 322 of FIG. 3, the oil sensor 402 of FIG. 4A, and/or the oil sensor 422 of FIG. 4B. The latch circuit 460 may manipulate the first signal 462 into a desired second signal 464, wherein the latch circuit 460 may store the second signal 464 in memory until the second signal 464 is received by a controller (e.g., the controller 12 of fig. 1) for analysis.

The circuit 460 may receive an input, which may correspond to feedback from the first sensor or the second sensor, where the input may be manipulated into an output. The output may be compared to a threshold (e.g., baseline and/or steady state) where particles may be present in the oil if a difference is determined. The circuit 460 may be included in the controller 12 of fig. 1.

As the sensor repeatedly samples the flow of oil, the first signal 462 may be recognized as it deviates from the baseline value (e.g., steady state) of the latch circuit 460, indicating a system setting change. In the example of FIG. 4C, the change is made in response to particles being present in the oil and flowing through the lubricant detection system.

The sensor may be calibrated to sample oil in a pulsed manner based on oil speed, which is based on engine operating parameters. For example, if the engine is a four-cylinder engine operating at 1500 revolutions per minute (rpm) with 50% throttle open, the oil speed may be equal to about 0.41cm³And/min. During such conditions, the sensor may sample the oil at a minimum sampling rate of 1000Hz (e.g., 0.001 ms). In one example, the sampling rate of the sensors may be a function of throttle position and/or speedThe increase in the number of revolutions per minute of the motor. Additionally or alternatively, the sampling rate may be held constant independent of engine operating parameters.

Turning now to FIG. 5, a method 500 for determining whether particles are present in a lubricant (such as oil) is illustrated. The instructions for implementing the method 500 and the remaining methods included herein may be executed by the controller based on instructions stored on a memory of the controller in conjunction with signals received from sensors of the engine system, such as the sensors described above with reference to fig. 1. The controller may employ engine actuators of the engine system to adjust engine operation according to the method described below.

Method 500 begins at 502, where 502 includes determining, estimating, and/or measuring a current engine operating parameter. The current engine operating parameters may include, but are not limited to, one or more of throttle position, engine temperature, engine speed, manifold vacuum, boost pressure, and air-fuel ratio.

Method 500 proceeds to 504, where 504 includes determining whether particulates are present in the oil. If the feedback from an oil sensor disposed in the lubricant detection system deviates from a baseline value, particulates may be present in the oil. As described above, if the oil sensor is a magnetic sensor, the voltage feedback from the oil sensor may be positive and thus above its baseline value (e.g., zero volts) when ferromagnetic particles pass through the oil sensor. As another example, if the oil sensor is an infrared sensor, an optical sensor, or a laser sensor, the sensed signal may deviate from its baseline value when particles pass through the oil sensor. In one example, this may result in a decrease in the voltage value sensed by the oil sensor.

If there are no particulates in the oil and the feedback from the oil sensor equals the baseline value when no particulate-containing oil flows past the oil sensor, method 500 proceeds to 506 to maintain the current engine operating parameters and does not alert the vehicle operator to the presence of particulates in the oil.

However, if particles are sensed in the oil, method 500 proceeds to 508 to alert the vehicle operator. This may include activating an indicator light. Additionally or alternatively, the vehicle operator may receive text, an email, a phone call, or other form of electronic communication indicating the presence of particulates in the oil. This may be performed via wireless communication, cellular communication, or other short-range and/or long-range forms of communication. The electronic communication may also request that the vehicle operator change the oil and/or oil filter. In some examples, a vehicle operator may choose to automatically schedule an oil change based on a requested oil change. Automatically scheduling an oil change may include scheduling an oil change based on a vehicle operator schedule and a vehicle service shop disposed along a travel path of a vehicle operator. For example, if the vehicle operator is scheduled to go to a doctor's office on Saturday, an oil change may be scheduled after an appointment at the doctor's office. In addition, the selected service shop may be the service shop closest to the travel path from the doctor's office to the home of the vehicle operator.

Method 500 proceeds to 510, which includes adjusting an engine operating parameter in response to a presence of particulates in the oil. Adjusting the engine operating parameter may include adjusting one or more of fuel injection and spark (e.g., if the engine is a spark-ignited engine). Additionally or alternatively, the vehicle may be a hybrid vehicle, wherein the operating mode may be shifted to an all-electric mode. The fully-electric mode may include fewer running parts (e.g., only the drive train, as compared to the powertrain), thereby reducing the likelihood and/or magnitude of degradation. These adjustments are described in more detail below with respect to fig. 6.

Turning now to FIG. 6, a method 600 for determining whether particulates are present in oil and adjusting an engine operating parameter in response to a first sensor and/or a second sensor sensing particulates is illustrated. The method 600 begins at 602, where 602 includes retrieving feedback from a first sensor. In one example, the first sensor may be substantially similar to the first sensor 212 of fig. 2. The feedback from the first sensor may include a first signal that matches a baseline value of the first sensor, or a second signal that deviates from the baseline value due to the presence of impurities, such as particles, in the oil. Thus, the baseline value corresponds to oil free of contaminants flowing through the first sensor.

The method 600 proceeds to 604, which 604 includes determining whether feedback from the first sensor deviates from a baseline value. If the feedback is equal to the baseline value, method 600 proceeds to 606 to maintain the current engine operating parameters and does not alert the vehicle operator to the presence of particulates in the engine oil. If the feedback is not equal to the baseline value, method 600 proceeds to 608, which 608 includes retrieving feedback from the second sensor. The feedback may be greater or less than a baseline value. For example, if the first sensor is a magnetic sensor, the feedback may be greater than a baseline value if the particles are metal particles. Alternatively, if the first sensor is an infrared detection sensor, an optical detection sensor, or a laser detection sensor, the feedback may be less than a baseline value if particles are present in the oil, where the particles may be magnetic or non-magnetic.

Method 600 proceeds to 610, which includes determining whether feedback from the second sensor is not equal to a baseline value 610. In one example, if the first sensor and the second sensor are the same, the baseline values of the two sensors may be substantially the same. However, if the first and second sensors are different (e.g., if one is an inductive sensor and the other is a laser sensor), the baseline value for each sensor may be different. If the feedback from the second sensor is equal to the baseline value, method 600 proceeds to 612, which includes determining that particulates are present in the oil 612. At 614, the method includes activating an indicator light in an instrument panel of the vehicle. Additionally or alternatively, activating the indicator light may also include alerting the vehicle operator, which may include letters, text, e-mail, phone calls, or other forms of communication.

Method 600 proceeds to 616, which may include requesting an oil filter change and an oil change 616. As described above, the request may also include an exemplary service shop where the vehicle operator may accept the requested vehicle service. An exemplary service store may be selected based on proximity to one or more of frequently visited locations, frequently used travel paths, and availability of the service store according to a vehicle operator schedule.

If the feedback is not equal to the baseline, each of the first and second sensors senses a particle. In such an example, method 600 proceeds to 618, where engine operating parameters are adjusted. Engine operating parameters may be adjusted based on the presence of particulates in the oil and the ability of the particulates to reach various components of the powertrain downstream of the lubricant detection system. As mentioned above, the particle catch may be a magnet or an oil filter. Accordingly, the engine operating parameters may be adjusted to reduce the engine power output. The adjustments may include decreasing boost, decreasing fuel injection amount, and adjusting spark timing (e.g., retarding). Additionally or alternatively, the compression ratio of the combustion chamber may be reduced. The adjustment may be maintained until the oil change request is fulfilled.

In one example, the particle capture device may not be able to capture particles because the particles are non-magnetic and the particle capture device is a magnet. In another example, the particle catch arrangement may be fully loaded by catching particles and may not include storage space for holding particles. As another example, the particle catch arrangement may deteriorate, wherein leaks may occur in the particle catch arrangement, allowing particles to flow through the particle catch arrangement. As another example, particles captured by a particle capture device may be dislodged due to turbulent oil flow and/or due to another particle colliding into the particle capture device and releasing the captured particles.

Method 600 proceeds to 620, which includes entering a low power output mode and requesting an oil change prior to a subsequent engine start 620. The low power output mode may be maintained until the oil change is completed.

In some examples of method 600, an indicator light and/or an engine operating parameter adjustment may be activated in response to a plurality of particles flowing past a first sensor. The counter may track the number of particles that have passed through the first sensor. In one example, the indicator light may be activated after a first threshold number of particles have passed through the first sensor. The engine operating parameter may be adjusted in response to a second threshold number of particles passing through the first sensor. In this way, engine operating parameters may be adjusted without the second sensor sensing particles. Additionally or alternatively, if the second sensor senses particles before the first threshold number or the second threshold number is reached, the engine operating parameter may be adjusted and the indicator light activated. The first threshold number and the second threshold number may both be non-zero positive numbers, with the first threshold number being less than the second threshold number.

Turning now to FIG. 7, a predictive engine operating sequence showing a graph 700 plotting various vehicle operating conditions is shown. Curve 710 shows the first sensor feedback and dashed line 712 shows the first sensor baseline value. The first sensor feedback may track and therefore mask (occcle) the first sensor baseline value when no particulates are detected in the oil. Curve 720 shows the second sensor feedback and dashed line 722 shows the second sensor baseline value. The second sensor feedback may track and therefore mask the second sensor baseline value when no particulates are detected in the oil. In the example of fig. 7, each of the first sensor and the second sensor is an infrared sensor, an optical sensor, or a laser sensor. As such, deviations from the baseline value may include situations where the feedback is less than the baseline value. Curve 730 shows whether a particle is sensed in the oil. Curve 740 shows whether the engine operating parameter is adjusted. Graph 750 shows whether an oil change is requested. Time increases from the left to the right of the graph.

Prior to t1, the first sensor feedback (curve 710) equals the first sensor baseline value (dashed line 712). Additionally, the second sensor feedback (curve 720) is equal to the second sensor baseline value (dashed line 722). As such, no particulates are detected in the oil (curve 730), and no engine operating parameters are adjusted (curve 740), and no oil change is requested (curve 750).

Between t1 and t2, the first sensor feedback deviates from the first sensor baseline value, thus determining the presence of particulates in the oil. The second sensor feedback is substantially equal to the second sensor baseline value, indicating the absence of particulates in the oil. However, since the particle trap is disposed between the first sensor and the second sensor that trap the particles, the second sensor may not sense the particles. Thus, engine operation is not adjusted in response to the presence of particulates in the oil that are unable to reach various components of the powertrain. At t2, an oil change is requested, wherein requesting an oil change may also include requesting an oil filter change. Particulates may be present in the oil due to degradation of the oil filter (e.g., full load and/or leakage in the form of pores, cracks, etc.). Between t3 and t4, a period of time has elapsed.

At t4, an oil change is still requested, indicating that an oil change has not occurred. Between t4 and t5, the first sensor feedback deviates from the first sensor baseline value, indicating the presence of particulates in the oil. In one example, the particles sensed between t4 and t5 are different than the particles sensed between t1 and t 2. Further, the particle is not captured by the particle capture device and reaches the second sensor, where the second sensor feedback deviates from the second sensor baseline feedback. In this manner, particles may reach various components of the drivetrain.

At t5, the engine operating parameters are adjusted such that the engine enters a low power output mode, as described above. The oil change request remains valid. In one example, engine operating parameters may be adjusted to switch the vehicle operating mode to an all-electric mode. After t5, the engine operating parameter adjustment may be maintained until the oil change is completed.

Turning now to FIG. 8, a method 800 for determining whether an oil change is poor or whether a driveline component is actively shedding particles into the oil is illustrated. Method 800 begins at 802, where 802 includes determining whether an oil change is complete. Oil change may be complete if the pan plug is removed, oil is drained, and the pan is then refilled with oil. The service technician may indicate that the oil change is complete, or the oil volume sensor may indicate a change in oil volume corresponding to the oil change (e.g., the oil volume is reduced by an amount and refilled by the amount). If the oil change is not complete, method 800 proceeds to 804, which includes maintaining current engine operating parameters. As described above, if an oil change is requested in response to the detection of particulates, engine operating parameters may be adjusted to reduce engine power output by adjusting fuel injection amount and/or ignition timing.

If the oil change is complete, method 800 proceeds to 806, which includes determining if particles are present in the oil for a threshold duration, similar to 504 of method 500 of FIG. 5. However, 806 differs from 804 in that: the threshold duration is tracked after an oil change. In one example, the threshold duration may be based on the life of the oil filter and/or the average amount of time before particles enter the oil. If no particulates are present in the oil and the elapsed time after the oil change is less than or equal to the threshold duration, the oil change is performed as needed and the powertrain may not be actively shedding particulates. Method 800 proceeds to 804, as described above.

If particulates are present in the oil and the elapsed time is less than the threshold duration, then method 800 may proceed to 808, which may include determining whether the particulates are magnetic. In this manner, particles enter the oil faster than expected and may be caused by poor oil changes (e.g., not all oil has been properly drained) or by the driveline components releasing particles. The particles may be determined to be magnetic in response to feedback from an oil sensor configured as an inductive oil sensor. As such, the voltage feedback from the inductive sensor may include positive values. Additionally or alternatively, the particles may be magnetic if the first sensor (which is located upstream of the second sensor and between which a magnet configured as a particle capture device is arranged) senses the particles and the second sensor does not sense the particles. In this manner, the magnetic particles are captured by the magnet, indicating that the ferromagnetic particles are released into the oil. The particles may not be magnetic if the inductive sensor does not sense the particles or if the magnetic particle capture device does not capture the particles. In the example of method 800 for a lubricant detection system for an inductorless device, step 808 may be omitted because it may not be possible to determine whether the particles are magnetic using only an optical sensor and an oil filter disposed between the optical sensor.

If the particles are not magnetic, method 800 proceeds to 810, which 810 includes indicating that the oil change is poor and/or incomplete. The indicia may be provided so that it is visible to the service technician when the vehicle operator returns to the service shop. In this way, the vehicle operator may not be charged an additional oil change fee. Method 800 proceeds to 812, which includes requesting a new oil change.

If the particles are magnetic, method 800 proceeds to 814, which includes signaling driveline degradation. This may also include adjusting engine operating parameters to reduce engine power output similar to the adjustments described above to mitigate particulate release and further degradation of other powertrain components.

Method 800 proceeds to 816, which 816 includes requesting vehicle service. Vehicle servicing may include inspecting various powertrain components to determine which, if any, of the components are shedding particles.

In this way, the lubricant detection device includes one or more sensors for detecting particles in the lubricant (such as oil). The lubricant detection device may include one or more sensors and a particle capture device. The technical effect of arranging the lubricant detection device in the lubricant conduit is to detect the presence of particles in the lubricant and to adjust engine operating parameters in response to the particles.

One embodiment of a system comprises: a lubricant passage including a particle capture device disposed between a first sensor and a second sensor; and a controller having instructions stored on a non-transitory memory thereof that, when executed, enable the controller to adjust an engine operating parameter in response to feedback from the first and second sensors. The first example of the system further includes the following cases: adjusting an engine operating parameter in response to feedback from the first sensor includes activating an indicator light.

A second example of the system (optionally including the first example) further comprises the following: adjusting an engine operating parameter in response to feedback from the second sensor includes adjusting one or more of fuel injection and spark timing.

A third example of the system (optionally including any of the above examples) further includes the following: the first sensor and the second sensor are one or more of an inductive sensor, an infrared sensor, a laser sensor, and an optical sensor.

A fourth example of the system (optionally including any of the above examples) further includes the following: the particle catch arrangement is an oil filter.

A fifth example of the system (optionally including any of the examples above) further includes the following: the particle catch arrangement is a magnet.

A sixth example of the system (optionally including any of the examples above) further includes the following: the first sensor is one or more of an infrared sensor, a laser sensor, and an optical sensor, wherein the second sensor is an inductive sensor.

One embodiment of a vehicle system comprises: a lubricant detection device comprising a particle capture device disposed between a first sensor and a second sensor, the particle capture device comprising a magnet; and a controller having instructions stored on a non-transitory memory thereof that, when executed, enable the controller to activate an indicator light in response to only the first sensor sensing a particulate and adjust an engine power output in response to each of the first and second sensors sensing the particulate.

The first example of the vehicle system further includes the following cases: the engine power output is adjusted via one or more of reducing fuel injection quantity, reducing boost pressure, and retarding spark.

The second example of the vehicle system (optionally including the first example) further includes the following: signaling an oil change request in response to sensing the particulate.

A third example of the vehicle system (optionally including any of the above examples) further includes the following: the oil change request is removed in response to completion of an oil change, the instructions further enabling the controller to determine driveline component degradation in response to sensing magnetic particles within a threshold time after the oil change.

A fourth example of the vehicle system (optionally including any of the examples above) further includes the following: the instructions also enable the controller to determine that the oil change is poor in response to non-magnetic particles being sensed within the threshold time after the oil change.

A fifth example of the vehicle system (optionally including any of the examples above) further includes the following: the lubricant detection device is disposed between an engine and a filter, wherein the lubricant detection device is in coplanar contact with the engine and the filter.

A sixth example of the vehicle system (optionally including any of the examples above) further includes the following: no intermediate member is disposed between the engine, the lubricant detecting device, and the filter, and the lubricant detecting device includes a coupling member shaped to fit an engine bolt of the engine and a receiving hole of the filter.

A seventh example of the vehicle system (optionally including any of the above examples) further includes the following: the first sensor and the second sensor are the same, wherein the first sensor and the second sensor are one or more of an infrared sensor, an optical sensor, and a laser sensor.

One embodiment of a method comprises: sensing particulates in the oil flow in response to feedback from a first sensor of the oil detection system; activating an indicator light engine operating parameter in response to the first sensor sensing the particulate and a second sensor not sensing the particulate, the second sensor being disposed downstream of the first sensor with respect to a direction of the flow of oil, wherein an oil filter is disposed between the first sensor and the second sensor; and adjusting an engine operating parameter to reduce the amount of fuel injected in response to both the first sensor and the second sensor sensing the particulate.

The first example of the method further comprises the following case: signaling an oil change request in response to the first sensor sensing the particulate and the second sensor not sensing the particulate; further comprising signaling the oil change request and oil filter change request in response to both the first sensor and the second sensor sensing the particulate.

A second example of the method (optionally including the first example) further comprises the following: the oil flow flows from the oil pan to the engine.

A third example of the method (optionally including any of the examples above) further includes the following: the first sensor and the second sensor are different, wherein the first sensor is a non-inductive sensor selected from one or more of an infrared sensor, an optical sensor, and a laser sensor, and the second sensor is an inductive sensor.

A fourth example of the method (optionally including any of the examples above) further includes the following: the oil filter is the only oil filter of the vehicle.

It should be noted that the exemplary control and estimation routines included herein may be used with various engine and/or vehicle system configurations. The control methods and routines disclosed herein may be stored as executable instructions in a non-transitory memory and may be carried out by a control system, including a controller, in conjunction with various sensors, actuators, and other engine hardware. The specific routines described herein may represent one or more of any number of processing strategies such as event-driven, interrupt-driven, multi-tasking, multi-threading, and the like. As such, various acts, operations, and/or functions illustrated may be performed in the sequence illustrated, in parallel, or in some cases omitted. Likewise, the order of processing is not necessarily required to achieve the features and advantages of the example embodiments described herein, but is provided for ease of illustration and description. One or more of the illustrated acts, operations, and/or functions may be repeatedly performed depending on the particular strategy being used. Further, the described acts, operations, and/or functions may graphically represent code to be programmed into the non-transitory memory of the computer readable storage medium in the engine control system, wherein the described acts are carried out by executing instructions in conjunction with the electronic controller in the system including the various engine hardware components.

It will be appreciated that the configurations and routines disclosed herein are exemplary in nature, and that these specific embodiments are not to be considered in a limiting sense, because numerous variations are possible. For example, the above techniques may be applied to V-6 cylinders, inline 4 cylinders, inline 6 cylinders, V-12 cylinders, opposed 4 cylinders, and other engine types. The subject matter of the present disclosure includes all novel and nonobvious combinations and subcombinations of the various systems and configurations, and other features, functions, and/or properties disclosed herein.

As used herein, unless otherwise specified, the term "about" is to be construed to mean plus or minus 5% of the stated range.

The following claims particularly point out certain combinations and subcombinations regarded as novel and nonobvious. These claims may refer to "an" element or "a first" element or the equivalent thereof. Such claims should be understood to include incorporation of one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements, and/or properties may be claimed through amendment of the present claims or through presentation of new claims in this or a related application. Such claims, whether broader, narrower, equal, or different in scope to the original claims, also are regarded as included within the subject matter of the present disclosure.

According to the present invention, there is provided a system having: a lubricant passage including a particle capture device disposed between a first sensor and a second sensor; and a controller having instructions stored on a non-transitory memory thereof that, when executed, enable the controller to adjust an engine operating parameter in response to feedback from the first and second sensors.

According to one embodiment, the engine operating parameter adjusted in response to feedback from the first sensor comprises activating an indicator light.

According to one embodiment, the engine operating parameter adjusted in response to feedback from the second sensor comprises adjusting one or more of fuel injection and ignition timing.

According to one embodiment, the first sensor and the second sensor are one or more of an inductive sensor, an infrared sensor, a laser sensor, and an optical sensor.

According to one embodiment, the particle catch arrangement is an oil filter.

According to one embodiment, the particle catch arrangement is a magnet.

According to one embodiment, the first sensor is one or more of an infrared sensor, a laser sensor and an optical sensor, wherein the second sensor is an inductive sensor.

According to the present invention, there is provided a vehicle system having: a lubricant detection device comprising a particle capture device disposed between a first sensor and a second sensor, the particle capture device comprising a magnet; and a controller having instructions stored on a non-transitory memory thereof that, when executed, enable the controller to activate an indicator light in response to only the first sensor sensing a particulate and adjust an engine power output in response to each of the first and second sensors sensing the particulate.

According to one embodiment, the engine power output is adjusted via one or more of reducing fuel injection quantity, reducing boost pressure, and retarding spark.

According to one embodiment, the invention is further characterized by signaling an oil change request in response to sensing the particulate.

According to one embodiment, the oil change request is removed in response to completion of an oil change, the instructions further enabling the controller to determine driveline component degradation in response to sensing magnetic particles within a threshold time after the oil change.

According to one embodiment, the instructions further enable the controller to determine that the oil change is poor in response to non-magnetic particles being sensed within the threshold time after the oil change.

According to one embodiment, the lubricant detection device is arranged between the engine and the filter, wherein the lubricant detection device is in coplanar contact with the engine and the filter.

According to one embodiment, no intermediate components are arranged between the engine, the lubricant detection device and the filter, and wherein the lubricant detection device comprises a coupling shaped to cooperate with an engine bolt of the engine and a receiving hole of the filter.

According to one embodiment, the first sensor and the second sensor are the same, wherein the first sensor and the second sensor are one or more of an infrared sensor, an optical sensor and a laser sensor.

According to the invention, a method comprises: sensing particulates in the oil flow in response to feedback from a first sensor of the oil detection system; activating an indicator light engine operating parameter in response to the first sensor sensing the particulate and a second sensor not sensing the particulate, the second sensor being disposed downstream of the first sensor with respect to a direction of the flow of oil, wherein an oil filter is disposed between the first sensor and the second sensor; and adjusting an engine operating parameter to reduce the amount of fuel injected in response to both the first sensor and the second sensor sensing the particulate.

According to one embodiment, the invention is further characterized by signaling an oil change request in response to the first sensor sensing the particulate and the second sensor not sensing the particulate; further comprising signaling the oil change request and oil filter change request in response to both the first sensor and the second sensor sensing the particulate.

According to one embodiment, the oil flow flows from an oil sump to the engine.

According to one embodiment, the first sensor and the second sensor are different, wherein the first sensor is a non-inductive sensor selected from one or more of an infrared sensor, an optical sensor and a laser sensor, and the second sensor is an inductive sensor.

According to one embodiment, the oil filter is the only oil filter of the vehicle.