초록

Soot induced kinematic viscosity increase of lubricating oil compositions for heavy duty diesel engines equipped with EGR systems operating in a condensing mode can be ameliorated by selection of viscosity modifier, lubricating oil flow improvers, detergents and dispersants.

대표청구항 ▼

Soot induced kinematic viscosity increase of lubricating oil compositions for heavy duty diesel engines equipped with EGR systems operating in a condensing mode can be ameliorated by selection of viscosity modifier, lubricating oil flow improvers, detergents and dispersants. timing control device i

Soot induced kinematic viscosity increase of lubricating oil compositions for heavy duty diesel engines equipped with EGR systems operating in a condensing mode can be ameliorated by selection of viscosity modifier, lubricating oil flow improvers, detergents and dispersants. timing control device includes a driving unit that rotates the second rotary member relative to the first rotary member to retard the closing timing of the intake valve; and the step of preventing the locking unit from locking the engine-operating-characteristic changing device comprises operating the driving unit to rotate the second rotary member relative to the first rotary member so as to retard the closing timing of the intake valve. 7. The method according to claim 3, wherein: the internal combustion engine is provided in a hybrid vehicle including a first motor/generator and a second motor/generator to which the internal combustion engine is connected through a differential mechanism and which are rotatable in opposite directions so as to keep the internal combustion engine stopped and so as to operate the internal combustion engine in a reverse direction; and the relative angular position of the first and second rotary members is changed in one of an advancing direction to advance the closing timing of the intake valve or a retarding direction to retard the closing timing by controlling the first motor/generator and the second motor/generator to be rotated in the opposite directions. 8. The method according to claim 7, wherein the determining step includes determining that there is the possibility of the engine-operating-characteristic changing device being locked in the first operating state, when the internal combustion engine is operated in the reverse direction at an angular velocity not lower than a predetermined threshold with the first operations of the first motor/generator and the second motor/generator in the opposite directions. 9. The method according to claim 7, wherein the step of preventing the locking unit from locking the engine-operating-characteristic changing device comprises preventing the internal combustion engine from being operated in the reverse direction by establishing an equilibrium between the rotating speeds of the first motor/generator and the second motor/generator in the opposite directions. 10. The method according to claim 8, wherein the step of preventing the locking unit from locking the engine-operating-characteristic changing device comprises preventing the internal combustion engine from being operated in the reverse direction by establishing an equilibrium between the rotating speeds of the first motor/generator and the second motor/generator in the opposite directions. 11. The method according to claim 1, wherein: the locking unit includes a lock pin engageable with an engaging hole; and the step of preventing the locking unit from locking the engine-operating-characteristic changing device comprises preventing the lock pin from being aligned with the engaging hole. 12. The method according to claim 1, further comprising adjusting a frequency at which the locking unit is prevented from locking the engine-operating-characteristic changing device in the first operating state. 13. The method according to claim 1, further comprising adjusting at least one parameter used for determining the possibility of locking caused by the locking unit and preventing the locking unit from locking the engine-operating-characteristic changing device in the first operating state, when the locking unit is operated at least a predetermined number of times irrespective of implementation of the control for preventing the operation of the locking unit. 14. A control system that controls an engine-operating-characteristic changing device that changes a compression ratio of an intake air of an internal combustion engine of a vehicle, the engine-operating-characteristic changing device being operable between a first operating state that provides a first compression ratio and a second operating state that provides a second compression ratio that is lower than the first compression ratio, the engine-operating-characteristic changing device including a locking unit for locking the engine-oper ating-characteristic changing device in the first operating state, the control system comprising a controller that: determines whether there is a possibility that the engine-operating-characteristic changing device is locked in the first operating state by the locking unit when the engine-operating-characteristic changing device is not to be placed in the first operating state; and when it is determined that there is the possibility, prevents the locking unit from locking the engine-operating-characteristic changing device in the first operating state. eans. 5. The apparatus as claimed in claim 4 wherein said first and second moving means include first and second motors respectively. 6. The apparatus as claimed in claim 5 wherein said first and second moving means include first and second drive shafts coupled to said motors. 7. The apparatus as claimed in claim 6 wherein said first and second positional detection means include first and second encoder wheels coupled to said first and second drive shafts respectively. 8. The apparatus as claimed in claim 6 further comprising first and second encoder shafts coupled to said first and second drive shafts respectively. 9. The apparatus as claimed in claim 8 wherein said first and second positional detection means include first and second encoder wheels coupled to said first and second encoder shafts. 10. The apparatus as claimed in claim 4 wherein said first and second positional detection means include first and second encoder wheels coupled to said first and second moving means respectively. 11. The apparatus as claimed in claim 10 wherein said first and second positional detection means include first and second light detectors mounted in said first and second housings proximal said first and second encoder wheels, said light detectors responsive to rotation of said encoder wheels by said moving means. 12. The apparatus as claimed in claim 4 wherein said means for transmitting position information includes a remote control transmitter. 13. The apparatus as claimed in claim 4 wherein said means for transmitting position information includes a radio frequency remote transmitter. 14. The apparatus as claimed in claim 13 wherein said means for receiving includes a radio frequency receiver. 15. The apparatus as claimed in claim 4 wherein said means for transmitting position information includes an infrared remote transmitter. 16. The apparatus as claimed in claim 15 wherein said means for receiving includes an infrared receiver. 17. The apparatus as claimed in claim 4 wherein said means for transmitting position information includes a computer electrically connected to said means for receiving. 18. The apparatus as claimed in claim 17 wherein said means for receiving includes a communications port. 19. The apparatus as claimed in claim 4 wherein said controller means includes a microprocessor with a memory. 20. The apparatus as claimed in claim 4 wherein said positional detection means includes first and second laser range finders coupled to said controller means for providing positional data of said rail to said controller means.