Method for carrying out treatment process on internal combustion engine and internal combustion engine system

Abstract

A method includes determining a degree of use of an internal combustion engine. The method includes comparing the degree of use to a threshold. In response to determining that the degree of use is below a threshold, the method includes operating the internal combustion engine under a first condition during which lubricating oil in the internal combustion engine combusts to form combustion byproducts. The method further includes operating the internal combustion engine under a second condition during which combustion byproducts are deposited onto a component of the internal combustion engine.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims the benefit of and priority to U.S. Provisional Patent Application No. 63 / 562,107, filed on March 6, 2024, the contents of which are incorporated herein by reference in their entirety for all purposes. Technical Field

[0003] The present invention generally relates to internal combustion engines and methods of performing processes on internal combustion engines. Background Art

[0004] An internal combustion engine (ICE) operates via the controlled ignition of air and fuel within a cylinder (e.g., combustion cylinder, combustion chamber, etc.), relying on several moving parts along the way. These moving parts can be configured to perform alternating or continuous motion at extremely high speeds, up to thousands of cycles per minute. Consequently, ICEs also rely on the continuous distribution of lubricating oil to reduce friction and wear between the various moving parts of the ICE. Summary of the Invention

[0005] One aspect of the present disclosure relates to a method for performing a treatment process on an internal combustion engine. The method includes determining a usage level of the internal combustion engine. The method includes comparing the usage level to a threshold value. In response to determining that the usage level is below the threshold value, the method includes operating the internal combustion engine under a first condition, during which lubricating oil in the internal combustion engine is combusted to form combustion byproducts. The method also includes operating the internal combustion engine under a second condition, during which the combustion byproducts are deposited on components of the internal combustion engine.

[0006] The method may further include, before operating the internal combustion engine under the first condition, providing treatment oil to the internal combustion engine so that the lubricating oil includes the treatment oil. The treatment oil may include an ash additive. Providing the treatment oil to the internal combustion engine may include determining the amount of the ash additive in the treatment oil based on the determined extent of use. Operating the internal combustion engine under the first condition may include subjecting the internal combustion engine to a first load. Operating the internal combustion engine under the second condition may include subjecting the internal combustion engine to a second load greater than the first load. Operating the internal combustion engine under the first condition and operating the internal combustion engine under the second condition may be implemented cyclically. The method may further include, after operating the internal combustion engine under the second condition, operating the internal combustion engine under normal conditions.

[0007] Determining the extent of use may include determining at least one of mileage and operating hours of the internal combustion engine. Determining the extent of use is relative to a baseline condition, which may correspond to a condition of the internal combustion engine after initial production, a rebuild of the internal combustion engine, or replacement of a key component of the internal combustion engine.

[0008] In the case where the threshold is a first threshold, the method may further include: in response to determining that the level of use is above the first threshold, determining the amount of lubricating oil consumed by the internal combustion engine. The method may include comparing the amount with a second threshold. The method may include operating the internal combustion engine under a first condition in response to determining that the amount is at or above the second threshold, and subsequently operating the internal combustion engine under a second condition. The method may further include: in response to determining that the amount is at or above the second threshold, providing treated oil to the internal combustion engine before operating the internal combustion engine under the first condition, so that the lubricating oil includes the treated oil. The treated oil may include an ash additive. Providing the treated oil to the internal combustion engine may include determining the amount of ash additive in the treated oil based on the amount of lubricating oil consumed.

[0009] Another aspect of the present disclosure relates to a method for performing a treatment process on an internal combustion engine. The method includes determining an amount of lubricating oil consumed by the internal combustion engine. The method also includes comparing the amount to a threshold value. In response to determining that the amount is at or above the threshold value, the method includes operating the internal combustion engine under a first condition, during which the lubricating oil in the internal combustion engine is combusted to form combustion byproducts. The method also includes operating the internal combustion engine under a second condition, during which the combustion byproducts are deposited on components of the internal combustion engine.

[0010] When the threshold is the first threshold, the method may further include: determining, before determining the amount of lubricating oil consumed, that the usage level of the internal combustion engine is greater than a second threshold. Determining the usage level may include tracking the usage level using an engine hour counter or a mileage counter. The method may further include supplying lubricating oil to the internal combustion engine before operating the internal combustion engine under the first condition, wherein the lubricating oil may include an ash additive and standard oil.

[0011] Providing lubricating oil to the internal combustion engine may include adding an ash additive to standard oil. Providing lubricating oil to the internal combustion engine may include filling the internal combustion engine with a mixture of treated oil and standard oil, wherein the treated oil includes the ash additive. Providing lubricating oil to the internal combustion engine may also include determining an amount of ash additive in the lubricating oil based on an amount of lubricating oil consumed.

[0012] Operating the internal combustion engine under the first condition may include operating the internal combustion engine at a low duty cycle, and operating the internal combustion engine under the second condition may include operating the internal combustion engine at a high duty cycle. Operating the internal combustion engine under the first condition and operating the internal combustion engine under the second condition may be performed cyclically. Operating the internal combustion engine under the first condition may include adjusting the amount of lubricating oil metered into the internal combustion engine. The method may also include operating the internal combustion engine under normal conditions in response to determining that the amount is at or above a threshold.

[0013] Yet another aspect of the present disclosure relates to an internal combustion engine system. The internal combustion engine system includes an internal combustion engine and a controller communicatively coupled to the internal combustion engine. The controller is configured to determine a level of usage of the internal combustion engine relative to a threshold. In response to determining that the level of usage is at or below the threshold, the controller is configured to operate the internal combustion engine under a first condition, during which lubricating oil in the internal combustion engine is combusted to form combustion byproducts. The controller is further configured to operate the internal combustion engine under a second condition, during which the temperature within the internal combustion engine is increased, thereby depositing the combustion byproducts on components of the internal combustion engine. The internal combustion engine system may also include at least one sensor communicatively coupled to the internal combustion engine and the controller. The controller may be configured to determine the level of usage based on data received from the at least one sensor, the data corresponding to at least one of mileage and operating time of the internal combustion engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] The foregoing and other features of the present disclosure will become more fully apparent from the following description and appended claims taken in conjunction with the accompanying drawings. Understanding that these drawings depict only several embodiments in accordance with the present disclosure and are therefore not to be considered limiting of the scope of the present disclosure, the present disclosure will be described with additional specificity and detail through use of the accompanying drawings.

[0015] Figure 1 is a block diagram of an engine (eg, internal combustion engine) system according to an exemplary embodiment.

[0016] Figure 2 is a diagram showing an exemplary embodiment of the Figure 1 A block diagram of the components of an engine that is part of an engine system.

[0017] Figure 3 is a flow chart of a method of performing a process in an engine according to an exemplary embodiment.

[0018] Throughout the following detailed description, reference is made to the accompanying drawings. In the drawings, similar symbols generally identify similar parts unless the context dictates otherwise. The illustrative embodiments described in the detailed description, drawings, and claims are not meant to be limiting. Other embodiments may be utilized, and other changes may be made, without departing from the spirit or scope of the subject matter presented herein. It will be readily understood that the various aspects of the present disclosure, as generally described herein and illustrated in the accompanying drawings, may be arranged, substituted, combined, and designed in a variety of different configurations, all of which are expressly contemplated and made a part of this disclosure. DETAILED DESCRIPTION

[0019] refer to Figure 1, a schematic diagram of a block diagram of an engine system 100 (alternatively referred to as an internal combustion engine system 100) according to an exemplary embodiment is shown. The engine system 100 includes an engine 150 (alternatively referred to as an internal combustion engine 150) and an aftertreatment system 120 in receiving communication with exhaust gas from the engine 150. In some embodiments, the engine system 100 also includes a turbine device 122 disposed between the engine 150 and the aftertreatment system 120, such that the turbine device 122 is in receiving communication with the exhaust gas from the engine 150 and provides communication with the exhaust gas from the aftertreatment system 120. In these embodiments, the aftertreatment system 120 is in exhaust gas receiving communication with the engine 150 via the turbine device 122. The engine system 100 may include more than one sensor 125 communicatively coupled to at least the engine 150. The engine system 100 also includes a controller 140 and an operator input / output (I / O) device 130, wherein the controller 140 is communicatively coupled to at least the engine 150, the aftertreatment system 120, the sensor 125, and the operator I / O device, for example. In this regard, the operation of the aforementioned components, including at least the engine 150 , the sensors 125 , and the aftertreatment system 120 , is implemented by the controller 140 .

[0020] exist Figure 1 In a configuration, the engine system 100 is included in a vehicle. The vehicle can be any type of on-road or off-road vehicle, including but not limited to wheel loaders, forklifts, long-haul trucks, mid-range trucks (e.g., pickup trucks, etc.), cars, coupes, tanks, airplanes, ships, and any other type of vehicle. In another embodiment, the engine system 100 can be included in a piece of stationary equipment, such as a generator or generator set. All of these variations are intended to fall within the scope of the present disclosure.

[0021] In some embodiments, engine 150 is an internal combustion engine (ICE), which consumes fuel based on non-hydrocarbons (e.g., hydrogen) or fuel based on lower hydrocarbons to generate power. In this respect, engine 150 is considered to be a hydrogen ICE. In some embodiments, engine 150 consumes a combination of fuel based on non-hydrocarbons and fuel based on hydrocarbons (e.g., gasoline, diesel, etc.). In this respect, engine 150 is considered to be a dual-fuel ICE. In other embodiments, engine 150 can be a part of a hybrid engine system, which has a combination of an internal combustion engine and at least one electric motor connected to at least one battery. In some embodiments, the hybrid engine system can be configured as a mild hybrid system, a parallel hybrid system, a series hybrid system, or a series-parallel power system. In this disclosure, engine 150 can alternatively be referred to as an internal combustion engine (ICE) 150.

[0022] The engine 150 includes one or more cylinders (eg, combustion cylinders, combustion chambers; see Figure 2 105). In some embodiments, each cylinder has a corresponding igniter (e.g., a spark plug, a glow plug, etc.; not separately depicted). The igniter is configured to ignite the fuel (e.g., hydrogen) within the corresponding cylinder. In some embodiments, engine 150 is a compression ignition engine.

[0023] The engine system 100 includes an intake duct 160 and an intake manifold 152. The intake duct is configured to route an intake flow, including air (e.g., ambient air), to the intake manifold 152. The intake manifold 152 is configured to route the intake flow from the intake duct 160 to the engine 150.

[0024] Engine system 100 includes an intake air throttle (IAT) valve 162. IAT valve 162 is disposed in intake conduit 160 and upstream of intake manifold 152. IAT valve 162 is configured to control the amount of air supplied to engine 150. IAT valve 162 can be actuated between an open position and a closed position (e.g., by an actuator controlled by controller 140). In the open position, IAT valve 162 allows a maximum amount of air to flow from the intake to engine 150. In the closed position, IAT valve 162 allows a minimum amount of air to flow from the intake to engine 150. Controller 140 can selectively actuate IAT valve 162 (e.g., by controlling an actuator) between the open and closed positions and / or in more than one position including the open and closed positions to adjust the amount of air received by engine 150. In some embodiments, IAT valve 162 is operable to control the amount and / or timing of air supplied to engine 150 to achieve a target air-to-fuel ratio (AFR). For example, the controller 140 may control the IAT valve 162 to adjust the amount of air provided to the engine 150 relative to the amount of fuel provided to the engine 150 .

[0025] Engine system 100 includes an exhaust manifold 154 and an exhaust conduit 118. Exhaust manifold 154 is configured to route exhaust flow from engine 150 to exhaust conduit 118. More specifically, exhaust manifold 154 is configured to route exhaust flow from each cylinder (e.g., one or more of cylinders 105) to exhaust conduit 118. Exhaust conduit 118 is configured to route exhaust flow from exhaust manifold 154 to downstream components, such as aftertreatment system 120 and / or turbine device 122. In some embodiments, a first portion of exhaust conduit 118 is disposed between exhaust manifold 154 and turbine device 122. The first portion of exhaust conduit 118 is configured to route exhaust flow from exhaust manifold 154 to turbine device 122. In some embodiments, a second portion of exhaust conduit 118 is disposed between turbine device 122 and aftertreatment system 120. A second portion of the exhaust conduit 118 is configured to route the exhaust flow from the turbine device 122 to the aftertreatment system 120 .

[0026] The aftertreatment system 120 is in exhaust-receiving communication with the engine 150. The aftertreatment system 120 includes components for reducing exhaust emissions, such as a selective catalytic reduction (SCR) catalyst, an oxidation catalyst (DOC), a particulate filter (DPF), an exhaust fluid dosing machine with an exhaust fluid supply, one or more sensors for monitoring the aftertreatment system (e.g., a nitrogen oxide (NOx) sensor, a temperature sensor, etc.), and / or other components.

[0027] The turbine device 122 may be any type of turbomachine, such as a turbocharger, a supercharger, a variable geometry turbocharger, a power turbine, etc. The turbine device 122 may be operably coupled to the engine 150 and / or another component of the engine system 100 , such as a drive train, a battery, an electric machine, or other suitable component.

[0028] The engine system 100 also includes a fuel system 124. The fuel system 124 is configured to provide fuel (e.g., hydrogen) to the engine 150. More specifically, the fuel system 124 is configured to provide fuel to each of the one or more cylinders in the engine 150. The fuel system 124 may include one or more components for providing fuel to the engine 150, such as a tank for storing fuel, one or more regulators (e.g., valves, solenoids, etc.) for controlling the amount or timing of the fuel provided to the engine 150, and / or fuel injectors. In some embodiments, the fuel injectors are provided at the intake manifold 152. In other embodiments, the fuel system 124 includes a separate fuel injector for each cylinder so that the fuel system 124 injects fuel directly into each cylinder.

[0029] In some embodiments, the controller 140 is operably coupled to the fuel system 124 such that the controller 140 can control the operation of the fuel system 124. More specifically, the controller 140 can control the fuel system 124 to control the amount and / or timing of fuel provided to the engine 150. In some embodiments, the fuel system 124 can be operated to control the amount and / or timing of fuel provided to the engine 150 to achieve a target AFR. For example, the controller 140 can control the fuel system 124 to adjust the amount of fuel provided to the engine 150 relative to the amount of air provided to the engine 150.

[0030] As shown, the sensor 125 is communicatively coupled to the engine 150 and the controller 140. The number, placement, and type of sensors included in the engine system 100 are shown for example purposes only. That is, in other configurations, the number, placement, and type of sensors may be different. The sensor 125 may be a gas composition sensor (e.g., a NOx sensor, an oxygen sensor, a H2O / humidity sensor, etc.), a temperature sensor, a particulate matter (PM) sensor, a flow sensor (e.g., a mass flow sensor, a volume flow sensor, etc.), other exhaust emission composition sensors, a pressure sensor, some combination thereof, etc. Figure 1 As shown in FIG, the sensors 125 may be positioned at or near the intake duct 160, the intake manifold 152, the exhaust manifold 154, and the exhaust duct 118. It will be appreciated that the location of the sensors may vary, and that the engine system 100 may include more than one embodiment. Figure 1 In one embodiment, engine system 100 can include sensors 125 positioned before and after aftertreatment system 120 .

[0031] Sensors 125 may also include engine-related sensors (e.g., oil sensors, torque sensors, speed sensors, pressure sensors, flow sensors, temperature sensors, etc.). Specifically, sensors 125 may include engine-related sensors configured to collect data corresponding to the degree of use of engine 150. For example, sensors 125 may include engine-related sensors configured to measure data corresponding to the amount of operating time (i.e., engine hours), mileage, or both. Sensors 125 may also include sensors associated with other components of the vehicle, such as aftertreatment system 120, turbine device 122, or fuel system 124. For example, sensors may include a speed sensor for turbine device 122, a fuel quantity and injection rate sensor, a fuel rail pressure sensor, etc.

[0032] The sensors 125 can be real or virtual (i.e., non-physical sensors configured as program logic within the controller 140 to perform various estimations or determinations). For example, an engine speed sensor can be a real or virtual sensor configured to measure or otherwise acquire data, values, or information indicative of the speed of the engine 150 (typically expressed in revolutions per minute). The sensor is coupled to the engine (when configured as a real sensor) and is configured to send a signal indicative of the speed of the engine 150 to the controller 140. When configured as a virtual sensor, the controller 140 can use at least one input within an algorithm, model, lookup table, or the like to determine or estimate a parameter of the engine (e.g., power output, etc.). Any of the sensors 125 described herein can be real or virtual.

[0033] Controller 140 is coupled to sensors 125, and in particular, is communicatively coupled to sensors 125. Thus, controller 140 is configured to receive data from and provide instructions / information to one or more of sensors 125. The received data may be used by controller 140 to control one or more components of engine system 100, including engine 150, and / or for monitoring purposes and thermal management purposes.

[0034] Operator input / output (I / O) devices 130 may be coupled to the controller 140 so that information may be exchanged between the controller 140 and the operator I / O devices 130, wherein the information may relate to Figure 1 The operator I / O device 130 enables an operator of the engine system 100 to communicate with the controller 140 and the Figure 1 The controller 140 may communicate with one or more components of the engine system 100. For example, the operator I / O device 130 may include, but is not limited to, an interactive display, a touch screen device, one or more buttons and switches, a voice command receiver, etc. In this manner, the operator input / output device may provide one or more indications or notifications to the operator, such as a malfunction indicator light (MIL), etc. Additionally, the vehicle may include a port that enables the controller 140 to be connected or coupled to a scan tool so that fault codes and other information about the vehicle can be obtained.

[0035] The controller 140 is configured to at least partially control the operation of the engine system 100 and associated subsystems, such as the engine 150, sensors 125, aftertreatment system 120, and operator I / O devices 130. Communication between and among components can be via any number of wired or wireless connections. For example, a wired connection can include a serial cable, a fiber optic cable, a CAT5 cable, or any other form of wired connection. In contrast, a wireless connection can include the Internet, Wi-Fi, cellular, radio, etc. In one embodiment, a controller area network (CAN) bus provides for the exchange of signals, information, and / or data. The CAN bus includes any number of wired and wireless connections. Because the controller 140 is communicatively coupled to Figure 1 systems and components, so the controller 140 is constructed from Figure 1 One or more of the components shown in receives data.

[0036] In some embodiments, controller 140 includes processing circuitry having a processor and memory. The processing circuitry can be constructed or configured to execute or implement the instructions, commands, and / or control processes described herein with respect to one or more circuits in controller 140, such as engine circuitry communicatively coupled to engine 150 and configured to execute instructions associated with engine 150, wherein the circuitry is embodied as a machine- or computer-readable medium. Controller 140 can include various circuits associated with components of engine system 100. For example, controller 140 can additionally include sensor circuitry and operator I / O circuitry, e.g., communicatively coupled to sensor 125 and operator I / O device 130, respectively, and configured to execute instructions associated with sensor 125 and operator I / O device 130. It should be noted that this illustration is not intended to be limiting, as the present disclosure contemplates other embodiments, such as the aforementioned embodiments in which the circuitry is configured as a hardware unit or multiple hardware units. All such combinations and variations are intended to fall within the scope of the present disclosure.

[0037] In certain embodiments, the controller 140 includes one or more modules configured to functionally perform the operations of the controller 140. The modules may be implemented by hardware, firmware, software, etc., or a combination thereof (e.g., such as by a processor executing computer instructions from a non-transitory computer-readable storage medium). The modules may be distributed across various components.

[0038] Exemplary and non-limiting module implementation components include sensors that provide any value identified herein (e.g., sensor 125), sensors that provide any value that is a predecessor of a value identified herein, data link and / or network hardware including communication chips, crystal oscillators, communication links, cables, twisted pairs, coaxial cables, shielded cables, transmitters, receivers and / or transceivers, logic circuits, hard-wired logic circuits, reconfigurable logic circuits that are in a specific non-transient state configured according to the module specification, any actuator including at least one electrical actuator, hydraulic actuator or pneumatic actuator, solenoids, operational amplifiers, analog control components (springs, filters, integrators, adders, dividers, gain components) and / or digital control components.

[0039] when Figure 1 While components are shown as being included in engine system 100, controller 140 may be configured as one or more electronic control units (ECUs), such as one or more microcontrollers. Controller 140 may be separate from or included in at least one of a transmission control unit, an exhaust aftertreatment control unit, a powertrain control module, an engine control unit, an engine control module, and the like.

[0040] refer to Figure 2 , an exemplary embodiment of an engine 150 is shown in a schematic block diagram. Engine 150 includes a head 101, a bottom end 103, and an oil circulation system 107. Components disposed within head 101 and bottom end 103 collectively enable operation of one or more of cylinders 105. Cylinder 105 is a designated space within the engine where a controlled amount of air is collected along with a controlled amount of combustible fuel and then ignited by a corresponding igniter (e.g., a spark plug, glow plug, etc.; not separately depicted) or by compression of a combination of intake and exhaust gases, such as in the case of a compression-ignition engine. Upon ignition, the combustible fuel is consumed, and the collected air is converted into exhaust gases and expelled from cylinder 105.

[0041] The head 101 is configured to regulate the flow of intake and exhaust gases from the cylinders 105. The head 101 may include one or more valves 102 and corresponding one or more intake and exhaust ports arranged as part of the intake manifold 152 and the exhaust manifold 154, respectively. One of the valves 102 is disposed in each of the intake and exhaust ports and is configured to alternate between an open configuration (i.e., allowing flow into or out of the cylinders 105) and a closed configuration (i.e., preventing flow into or out of the cylinders 105). The valves 102 include one or more corresponding valve seals 104 that inhibit or prevent the flow of intake or exhaust gases when a given valve is in the closed configuration (e.g., preventing flow between the port walls and the corresponding valve 102).

[0042] When the valves 102 are transitioned to the closed configuration, each of the valves 102 makes physical contact with a valve seat positioned at a corresponding one of the intake and exhaust ports. The valve seats, in combination with the valve seals 104, are configured to maintain a seal between the valves 102 and the intake and exhaust ports while the engine 150 is operating. In this regard, the valve seats are subject to prolonged cyclic loads and friction, resulting in a higher risk of wear and fatigue compared to other less moving or non-moving parts in the engine 150. Therefore, it is generally necessary to lubricate components such as valve seats to maintain proper operation of the engine 150 and increase the life of the engine 150. In some embodiments, the combustion of hydrocarbon-based fuels (e.g., gasoline, diesel, etc.) in an ICE forms carbon-based (or carbon-containing) byproducts that, when deposited on moving parts, can act as a solid lubricant for components such as valve seats to improve their wear resistance.

[0043] The bottom end 103 of the engine 150 can house cylinders 105 and corresponding pistons 106 in each cylinder 105. The pistons 106 are pistons that are concentrically disposed within the cylinders 105 and allow a one-dimensional range of motion within the cylinders 105. The pistons 106 include at least one piston ring 108. The piston rings 108 are disposed within corresponding annular grooves disposed about the pistons 106 and can allow a limited degree of motion relative to the pistons 106.

[0044] The oil circulation system 107 is configured to provide lubricant (e.g., motor oil) to various components of the head 101 and bottom end 103. The oil circulation system 107 includes an oil sump 110, an oil pump 112, and an oil conduit 114. The oil sump 110 is a designated area (e.g., an oil pan) that collects oil distributed throughout the engine 150. The oil conduit 114 delivers oil from the oil pump 112 to the head 101 and bottom end 103, where it can then be distributed to components that experience a high amount of friction during normal engine operation (e.g., the piston 106 and piston rings 108, as well as the valve 102, valve seat, and valve seal 104). For example, the oil can be used to lubricate the movement of the piston 106 within the cylinder 105, as well as the movement of the valve 102 in its corresponding intake or exhaust port.

[0045] refer to Figure 3 , a flow chart of a method 200 for performing a treatment process in an engine (e.g., engine 150) is shown. In some embodiments, the treatment process is referred to as a degreening process and is used to condition (or precondition, depending on the state of the engine discussed below) the engine to provide enhanced lubrication to engine components that are at a higher risk of wear. It should be noted that method 200 is merely an example and is not intended to limit the present disclosure. Therefore, it may be Figure 3 Additional operations are provided before, during, and after method 200.

[0046] In one aspect, method 200 includes determining a usage level of an internal combustion engine at operation 202. Method 200 includes comparing the usage level to a threshold at operation 204. In response to determining that the usage level is below the threshold, the method includes: operating the internal combustion engine under a first condition at operation 212, during which lubricating oil in the internal combustion engine is combusted to form combustion byproducts; and operating the internal combustion engine under a second condition at operation 214, during which the combustion byproducts are deposited on components of the internal combustion engine.

[0047] Method 200 may also include providing treatment oil to the internal combustion engine at operation 210 before operating the internal combustion engine under the first condition, so that the lubricating oil includes the treatment oil. The treatment oil may include an ash additive. Providing the treatment oil to the internal combustion engine at operation 210 may include determining the amount of the ash additive in the treatment oil based on the degree of use determined at operation 202. Operating the internal combustion engine at operation 212 under the first condition may include subjecting the internal combustion engine to a first load. Operating the internal combustion engine at operation 214 under the second condition may include subjecting the internal combustion engine to a second load greater than the first load. Operating the internal combustion engine under the first condition and operating the internal combustion engine under the second condition may be implemented cyclically. Method 200 may also include operating the internal combustion engine under normal conditions at operation 216 after operating the internal combustion engine under the second condition at operation 214.

[0048] Determining the extent of use at operation 202 may include determining at least one of mileage and operating hours of the internal combustion engine. Determining the extent of use at operation 202 is relative to a baseline condition, which may correspond to a condition of the internal combustion engine after initial production, a rebuild of the internal combustion engine, or replacement of a key component of the internal combustion engine.

[0049] Method 200 may also include, in response to determining that the level of usage is above a first threshold at operation 204, determining an amount of lubricating oil consumed by the internal combustion engine at operation 206. If the threshold compared at operation 204 is a first threshold, method 200 may include, in response to determining that the amount is at or above the second threshold, comparing the amount of lubricating oil to a second threshold at operation 208. Method 200 may also include, in response to determining that the amount is at or above the second threshold, operating the internal combustion engine under a first condition at operation 212, and operating the internal combustion engine under a second condition at operation 214. Method 200 may also include, in response to determining that the amount is at or above the second threshold, providing treated oil to the internal combustion engine before operating the internal combustion engine under the first condition at operation 210, such that the lubricating oil includes the treated oil. The treated oil may include an ash additive. Providing the treated oil to the internal combustion engine at operation 210 may include determining an amount of an ash additive in the treated oil based on the amount of lubricating oil consumed determined at operation 206.

[0050] In another aspect, method 200 includes determining an amount of lubricating oil consumed by the internal combustion engine at operation 206. In response to determining that the amount is at or above a threshold at operation 208, method 200 includes operating the internal combustion engine under a first condition during which the lubricating oil in the internal combustion engine is combusted to form combustion byproducts at operation 212. Method 200 also includes operating the internal combustion engine under a second condition during which the combustion byproducts are deposited on components of the internal combustion engine at operation 214.

[0051] If the threshold is the first threshold, method 200 may further include determining, at operation 202, that the usage level of the internal combustion engine is greater than a second threshold before determining the amount of lubricant consumed at operation 206. Determining the usage level at operation 202 may include tracking the usage level using an engine hour counter or a mileage counter. Method 200 may further include providing lubricant to the internal combustion engine at operation 210 before operating the internal combustion engine under the first condition at operation 212, wherein the lubricant may include an ash additive and standard oil.

[0052] Providing lubricating oil to the internal combustion engine at operation 210 may include adding an ash additive to the standard oil. Providing lubricating oil to the internal combustion engine at operation 210 may include filling the internal combustion engine with a mixture of treated oil and standard oil, wherein the treated oil includes the ash additive. Providing lubricating oil to the internal combustion engine at operation 210 may also include determining an amount of ash additive in the lubricating oil based on the amount of lubricating oil consumed determined at operation 206.

[0053] Operating the internal combustion engine under the first condition at operation 212 may include operating the internal combustion engine at a low duty cycle, and operating the internal combustion engine under the second condition at operation 214 may include operating the internal combustion engine at a high duty cycle. Operating the internal combustion engine under the first condition at operation 212 and operating the internal combustion engine under the second condition at operation 214 may be performed cyclically. Operating the internal combustion engine under the first condition at operation 212 may include adjusting the amount of lubricating oil metered into the internal combustion engine. Method 200 may also include operating the internal combustion engine under normal conditions at operation 216 in response to determining that the amount is at or above the threshold at operation 208.

[0054] In yet another aspect, an engine system 100 (i.e., an internal combustion engine system 100) includes an internal combustion engine 150 (i.e., an engine 150) and a controller 140 communicatively coupled to the internal combustion engine 150. The controller 140 is configured to implement a method 200, which includes determining, at operation 202, a degree of usage of the internal combustion engine 150 relative to a threshold. In response to determining, at operation 204, that the degree of usage is at or below the threshold, the controller 140 is configured to operate the internal combustion engine under a first condition at operation 212, during which lubricating oil in the internal combustion engine is combusted to form combustion byproducts. The controller 140 is further configured to operate the internal combustion engine 150 under a second condition during which a temperature within the internal combustion engine 150 is increased, thereby depositing the combustion byproducts on components of the internal combustion engine.

[0055] After performing the treatment process, method 200 proceeds to operating the engine under normal conditions at operation 216. Advantageously, the resulting combustion deposits may serve as a solid lubricant for engine parts susceptible to wear, resulting in improved engine life.

[0056] In various embodiments, method 200 begins by determining whether there is a need to process or adjust the engine based on one or more operating parameters of the engine (e.g., operating time, mileage, etc.) at operations 202-208. At operation 202, the extent of use (or life) of the engine (hereinafter referred to as engine 150) is determined. In some embodiments, the extent of use of engine 150 is determined as a numerical value based on the amount of operating time. In some embodiments, the amount of operating time is determined by an engine hour meter configured to directly monitor operating time. Alternatively or additionally, the extent of use of engine 150 is determined as a numerical value based on the number of miles (e.g., mileage) traveled by the vehicle. In some embodiments, mileage is tracked by the vehicle's odometer, which, in some cases, can also be used to estimate operating time. In some embodiments, the numerical values ​​corresponding to the amount of operating time and mileage, respectively, are measured or estimated by a sensor (e.g., sensor 125) configured to monitor the activity of engine 150 or by a GPS tracking system installed in the vehicle.

[0057] In some embodiments, the amount of operating time and / or mileage is determined relative to a baseline condition of engine 150. In some embodiments, the baseline condition corresponds to the condition of engine 150 after initial production is completed, i.e., both the value corresponding to operating time and the value corresponding to mileage are set to approximately zero. In some embodiments, the baseline condition corresponds to the condition of engine 150 after a maintenance event is completed. A maintenance event may include a rebuild of the engine or replacement of a key component of engine 150.

[0058] If the usage level of the engine 150 as reflected by the amount of operating time or mileage of the engine 150 is determined to be above a predetermined threshold at operation 204, as indicated by a "no" answer, the method 200 proceeds to operation 206. Conversely, if the usage level of the engine 150 as reflected by the amount of operating time or mileage at operation 204 is determined to be at or below a predetermined threshold, as indicated by a "yes" answer, the method 200 proceeds to operations 210-216, during which a treatment (e.g., de-greening) process is performed. The predetermined threshold may be an amount of operating time or mileage determined based on the specifications of the engine 150 provided by the manufacturer. If the usage level is determined to be at or below the predetermined threshold, the subsequent performance of operations 210-216 may be considered a pre-treatment process on the engine 150.

[0059] In some embodiments, the predetermined threshold value estimated at operation 204 is affected by the duty cycle of the engine. For example, a low duty cycle may correspond to a low-load condition during which less oil is consumed, and a high duty cycle may correspond to a high-load condition during which more oil is consumed. In this regard, if the engine 150 is frequently operated at a higher duty cycle, the increased oil consumption will reduce the frequency of executing (or reapplying) the process, thereby resulting in a higher predetermined threshold value than if the engine 150 is frequently operated at a lower duty cycle. However, it should be noted that higher oil consumption may not always be the result of a higher duty cycle. For example, there are some applications that consume more oil when idling (e.g., no applied load or a very low applied load).

[0060] Since combustion deposits naturally form during normal engine operation through oil combustion, the amount of combustion deposits formed generally increases with increasing usage. For example, the amount of combustion deposits increases with both engine operating time and mileage. Therefore, if the usage level is less than a predetermined threshold, the amount of combustion deposits formed in engine 150 is lower than expected, indicating that treatment is required or that treatment is at least beneficial in providing lubrication to components of engine 150.

[0061] At operation 206, the oil consumption of the engine 150 is determined, for example, as a numerical value. For example, the oil consumption can be detected by periodically monitoring the oil level within the engine 150. The oil level can be monitored in several ways, including checking a dipstick removably disposed within the engine, the dipstick configured to indicate the oil level within the engine 150 (e.g., a removable metal extension with incremental markings corresponding to the volume of oil in the sump). Alternatively or additionally, the oil level can be automatically monitored in a vehicle equipped to detect and signal a problematic low oil level to a user (e.g., an electronic oil level gauge, a digital oil level sensor, a "check oil" light on the vehicle's dashboard display, etc.). If periodic monitoring indicates that the oil level is depleting at an abnormal or problematic rate, an elevated level of oil consumption is detected.

[0062] In some embodiments of automatically monitoring the oil level, the controller 140 is configured to perform certain operations to monitor the oil level and other functions. The controller 140 can form part of a processing subsystem including one or more computing devices having memory, processing, and communication hardware. The controller 140 can be a single device or a distributed device, and the functions of the controller 140 can be implemented by hardware, firmware, software, etc., or a combination thereof (e.g., such as by a processor executing computer instructions from a non-transitory computer-readable storage medium). The description herein emphasizes the structural independence of various aspects of the controller 140 and shows one grouping of the operations and responsibilities of the controller 140, such as monitoring the oil level in the engine 150. Other groupings that perform similar overall operations should be understood to be within the scope of the present disclosure.

[0063] In some embodiments, the controller 140 includes one or more modules configured to functionally execute the operations of the controller 140. In some embodiments, the controller 140 includes a sensor module 142 configured to determine the volume of oil in the engine 150 (e.g., the volume of oil in the oil pump 112) and an indicator module 144 configured to trigger a warning signal to a user (e.g., via a dashboard light indicator) when the oil level drops below a predetermined threshold (e.g., a minimum volume of oil required for the engine 150 to operate).

[0064] If the oil consumption of the engine 150 is determined to be below a predetermined threshold at operation 208, as indicated by a "no" answer, the method 200 proceeds to operation 216, during which the engine 150 is operated under normal conditions. Conversely, if the oil consumption of the engine 150 is determined to be at or above a predetermined threshold and within a controlled oil consumption rate range at operation 208, as indicated by a "yes" answer, the method 200 proceeds to operations 210-214, during which processing is performed. However, if the oil consumption is too high (i.e., the remaining oil level is too low), which may be caused by, for example, uncontrolled oil consumption, the processing at operations 210-214 is not performed to avoid further depletion of the remaining oil level available to the engine 150. As a result, the method 200 proceeds from operation 208 to operation 216, as Figure 3 , as indicated by the dashed portion of the arrow connecting operation 208 and operation 216. A non-limiting example of an excessively high level of oil consumption (eg, an oil consumption rate fault) corresponds to a quart of oil consumed for every 500 to 1,000 miles of operation.

[0065] Typically, for an engine that is operated at least partially on a non-hydrocarbon-based fuel (e.g., hydrogen), as indicated by an elevated oil consumption level (e.g., greater than a predetermined threshold but within the range of the controlled oil consumption rate described above) determined at operation 208, a smaller amount of oil is available to form combustion deposits as a solid lubricant, which may affect the life of those components at higher risk of wear (e.g., valve seats). Similarly, when an engine is fresh off the production line or has not been extensively used since a previous maintenance event, as determined at operation 204, the time period over which combustion deposits accumulate is limited compared to a more aged engine.

[0066] Thus, embodiments of the present disclosure relate to methods for performing a treatment process or conditioning process on an engine with depleted or limited amounts of combustion deposits by causing (e.g., when the engine has just left the production line or has undergone a rebuild or replacement) or accelerating (e.g., after the engine has been in operation for an extended period of time or has consumed an excessive amount of oil) the formation of combustion deposits on components of the engine that are susceptible to wear, thereby resulting in improved engine performance. In this regard, the treatment process can be performed shortly after the engine leaves the production line or undergoes a major maintenance event (such as an engine rebuild or replacement of a critical component). Alternatively or additionally, the treatment process can be performed when oil consumption is above a predetermined threshold while remaining within a controlled oil consumption rate range.

[0067] In response to determining that a treatment process is necessary or beneficial based on operations 202-208, method 200 continues at operation 210 to provide treated oil (alternatively referred to as conditioned oil, degreened oil, or treated lubricant) to the engine. The treated oil includes a modified formulation based on a standard oil, such as that used by the engine 150 under conventional conditions before and / or after performing the treatment process. For example, the treated oil includes a formulation of standard oil and one or more additives, the one or more additives being configured to accelerate solid deposit formation to enhance lubrication of certain components (e.g., implemented at operation 214). In some embodiments, the treated oil includes an ash additive and / or any other solid material capable of withstanding combustion at high temperatures without volatilization, such volatilization typically occurring at or below about 75°C. In the present disclosure, the term "standard oil" refers to an oil that does not include a formulation specifically configured for use with the treatment process described herein, such as a formulation including an ash additive.

[0068] The treatment oil may also include lubricant additives commonly found in standard oils for gasoline and diesel engine applications. These may include, for example, oxidation inhibitors, dispersants, metallic and non-metallic detergents, corrosion and rust inhibitors such as borates, metal deactivators, antiwear agents, extreme pressure additives, pour point depressants, viscosity modifiers, seal compatibilizers, friction modifiers, defoamers, demulsifiers, and the like, or combinations thereof.

[0069] In some embodiments, providing the treated oil to the engine 150 includes filling the engine 150 with the treated oil. For example, if the engine 150 just came off the production line or was recently rebuilt, rather than filling the engine 150 with standard oil, the treated oil may be used as an initial oil fill before subsequently performing the treatment process.

[0070] In some embodiments, providing treatment oil to the engine 150 includes replacing the standard oil present in the engine 150 with treatment oil. For example, the standard oil is first drained from the oil circulation system 107. Then, the engine 150 is filled with the filling treatment oil by closing the oil tank 110 and filling the engine 150 with a predetermined amount of filling treatment oil (for example, an appropriate amount of standard oil equivalent to that required by the engine specifications), wherein the filling treatment oil has a formulation of the treatment oil as described above. In some embodiments, the engine 150 is only filled with the filling treatment oil. In some embodiments, the engine 150 is filled with a mixture of standard oil and filling treatment oil in a predetermined proportion. In some embodiments, after draining the standard oil, the engine 150 is flushed with the flushing treatment oil, which is then drained before filling the engine 150 with the filling treatment oil.

[0071] In some embodiments, as an alternative to replacing treated oil with treated oil, providing treated oil to engine 150 includes adding one or more additives configured to accelerate solid deposit formation to enhance lubrication of certain components directly to the standard oil already present in engine 150. For example, without performing the draining process, the aforementioned ash additives can be added to the standard oil present in oil circulation system 107 to accommodate subsequent implementation of the treatment process. In some embodiments, adding one or more additives to the standard oil allows the amount of the additives to be adjusted to a desired level to meet certain performance goals at a reduced cost, using any existing oil in the engine.

[0072] In some embodiments, the amount of ash additive in the formulation of the treated oil (or otherwise added to the standard oil) is determined based on an estimated amount of solid deposits present in the engine 150, which can be related to the operating parameters evaluated at operations 202-208. In this regard, the amount of ash additive in the formulation of engines that are less used (e.g., engines that have just come off the production line, engines that have been recently rebuilt or repaired, etc.) is generally greater than the amount of ash additive in the formulation of engines that are more used. Similarly, the amount of ash additive in the formulation of engines detected to have higher oil consumption levels is generally greater than the amount of ash additive in the formulation of engines detected to have lower oil consumption levels.

[0073] For engines using a combination of hydrocarbon-based fuels and non-hydrocarbon-based fuels (or lower hydrocarbon-based fuels), such as hydrogen, the amount of ash additive in the formulation of the treated oil (or otherwise added to the standard oil) can be further determined based on the substitution rate of the non-hydrocarbon-based fuel (or lower hydrocarbon-based fuel) relative to the hydrocarbon-based fuel. For example, the amount of ash additive in the formulation of an engine using a combination of fuels with a higher substitution rate, that is, an engine using a higher amount of non-hydrocarbon-based fuel in the fuel combination, is generally greater than the amount of ash additive in the formulation of an engine using a combination of fuels with a lower substitution rate.

[0074] In some embodiments, operation 210 is omitted, such that method 200 proceeds directly from operation 204 or operation 208 to operation 212. In this regard, the processes at operations 212 and 214 are performed using only the standard oil present in engine 150.

[0075] At operation 212, the engine 150 is operated under a first condition during which the engine 150 consumes a greater amount of oil than would otherwise be necessary based on normal vehicle usage conditions. The first condition is created to intentionally allow more oil (such as treated oil, standard oil with an ash additive added, or just standard oil) to be provided to the cylinders 105 (i.e., combustion chambers) of the engine 150, where the oil can then be ignited and burned.

[0076] In some embodiments, based on the design of engine 150, the first condition subjects engine 150 to one or more operating cycles (e.g., load cycles) that naturally consume elevated amounts of oil. In some embodiments, engine 150 is operated at a low duty cycle (e.g., with a relatively low load) during the first condition. For example, the first condition may include operating engine 150 with no external load applied, i.e., idling engine 150. Idling engine 150 may create a negative pressure within cylinder 105, thereby drawing oil past piston 106 and / or valve 102 and into cylinder 105, where the oil subsequently ignites with fuel and air during each combustion cycle to form combustion byproducts.

[0077] Alternatively or additionally, instead of relying on certain duty cycles (e.g., natural points during the engine's operating cycle) to control oil consumption in the engine 150 under the first condition, oil consumption may be directly controlled by adjusting the amount of onboard lubricant metered into the engine 150.

[0078] Subsequently, at operation 214, the engine 150 is operated under a second condition, during which the temperature within the engine 150 is increased. After the combustion byproducts are formed at operation 212, the second condition is intentionally created to increase the temperature within the engine 150. In some embodiments, the engine 150 is operated at a high duty cycle under the second condition. For example, the engine 150 under the second condition is subjected to a higher load than under the first condition, resulting in an increase in the temperature of the engine 150. In some embodiments, the temperature is high enough to bake the carbon-based byproducts and the ash-based byproducts onto components of the engine 150, thereby forming solid lubricants to improve the wear resistance and life of the components.

[0079] In some embodiments, the temperature of engine 150 can be adjusted to control the period of time that engine 150 is operated under the second condition. For example, increasing the load applied to engine 150 under the second condition results in a shortened duration of such operation, and decreasing the load applied to engine 150 under the second condition results in an increased duration of such operation. In some embodiments, when the engine is operated under the first condition, a certain amount of combustion byproducts may also be baked or deposited onto components of engine 150, although the rate of such deposition is less than the rate obtained under the second condition due to the lower temperature achieved under the first condition. In some embodiments, engine 150 is operated under the second condition at a suitable duty cycle to achieve the highest possible temperature (e.g., maximum engine temperature) without volatilizing the oil, so that the duration of the treatment process can be reduced or minimized.

[0080] In some embodiments, operations 212 and 214 are performed cyclically, such as Figure 3 As shown by the dashed arrow connecting operation 212 and operation 214, a predetermined number of cycles are continued to ensure that a sufficient amount of combustion deposits are formed on the components of engine 150. In some embodiments, the sufficient amount of combustion deposits can be determined by correlating the conditions of operation 212 and the conditions of operation 214 (such as temperature and / or the amount of oil consumed (e.g., process oil, standard oil with additives added, etc.)) with a set of test data obtained in a controlled setting. The predetermined number of cycles can vary based on the temperature (or applied load) achieved under the second condition. In some embodiments, the number of cycles alternating between the first and second conditions of the process varies inversely proportional to the temperature achieved in engine 150 under the second condition. For example, if the second condition results in a relatively low temperature, then the same amount of combustion byproducts obtained from operating engine 150 under the first condition may require more cycles to bake onto the components of engine 150 than if the second condition results in a relatively high temperature.

[0081] At operation 216, after the treatment process is completed, operation of the engine 150 under normal conditions is resumed. In some embodiments, the engine 150 operating under normal conditions generally consumes less oil than under the first condition. In some embodiments, the engine 150 continues to operate under normal conditions until the engine 150 undergoes a maintenance event, such as an oil change, a rebuild, or replacement of a critical component, after which another treatment process can be applied to the engine 150 according to the embodiments provided herein. In some embodiments, the engine 150 continues to operate under normal conditions until an abnormally low oil level or abnormally high oil consumption level is detected, after which another treatment process can be applied to the engine 150 according to the embodiments provided herein.

[0082] In another aspect of the present disclosure, instead of evaluating a first threshold corresponding to the extent of engine usage (e.g., at operations 202 and 204) and / or evaluating a second threshold corresponding to the amount of oil consumed by the engine (e.g., at operations 206 and 208), the processing at operations 210-214 may be performed (i.e., the engine is reconditioned) at regular intervals corresponding to the extent of engine usage, such as after a predetermined number of hours or a predetermined mileage of engine usage. In some embodiments, the intervals may be tracked by an engine hour counter or mileage counter that counts down after reaching an initial threshold (e.g., the first threshold evaluated at operations 202 and 204) during the initial processing.

[0083] It should be noted that the orientation of various elements (e.g., "top," "bottom," etc.) may differ according to other exemplary embodiments, and such variations are intended to be encompassed by the present disclosure. It should be appreciated that features of the disclosed embodiments may be incorporated into other disclosed embodiments.

[0084] It is important to note that the construction and embodiments of the devices or parts thereof as shown in the various exemplary embodiments are illustrative only. Although only several embodiments are described in detail in this disclosure, it will be readily appreciated by those skilled in the art who consult this disclosure that many modifications (such as changes in the size, dimensions, structure, shape and proportion of the various elements, the value of the parameters, the installation arrangement, the use of materials, the color, the orientation, etc.) are possible without departing substantially from the new teachings and advantages of the disclosed subject matter. For example, an element shown as being integrally formed can be made up of multiple parts or elements, the position of the element can be reversed or otherwise changed, and the nature or quantity of the discrete elements or positions can be altered or changed. According to selectable embodiments, the order or sequence of any process or method steps can be changed or rearranged. Other substitutions, modifications, changes and omissions can also be made in the design, operating conditions and arrangement of the various exemplary embodiments without departing from the scope of this disclosure.

[0085] Although various invention embodiments have been described and shown herein, it will be readily apparent to those skilled in the art that various other mechanisms and / or structures for performing the functions and / or obtaining the results and / or one or more advantages described herein will be contemplated, and each of these variations and / or modifications will be considered to be within the scope of the invention embodiments described herein. More generally, it will be readily understood by those skilled in the art that, unless otherwise stated, any parameters, dimensions, materials, and configurations described herein are intended to be exemplary, and that actual parameters, dimensions, materials, and / or configurations will depend on one or more specific applications for which the present invention is used. Those skilled in the art will recognize or be able to determine many equivalents to the specific invention embodiments described herein using no more than routine experiments. Therefore, it will be understood that the foregoing embodiments are presented by way of example only, and within the scope of the appended claims and their equivalents, embodiments of the present invention may be practiced in a manner different from that specifically described and claimed. The invention embodiments of the present disclosure relate to each individual feature, system, product, material, kit, and / or method described herein. In addition, any combination of two or more such features, systems, articles, materials, kits, and / or methods is included within the inventive scope of the present disclosure if such features, systems, articles, materials, kits, and / or methods are not mutually inconsistent.

[0086] As used herein in the specification and claims, the indefinite articles "a" and "an" should be understood to mean "at least one" unless clearly indicated to the contrary.

[0087] The claims should not be read as limited to the described order or elements unless stated to that effect. It should be understood that various changes in form and details may be made by one skilled in the art without departing from the spirit and scope of the appended claims. Protection is claimed for all embodiments and equivalents thereof that come within the spirit and scope of the following claims.

Claims

1. A method of performing a process on an internal combustion engine, comprising: determining the extent of utilization of the internal combustion engine; comparing the level of usage to a threshold; responsive to determining that the usage level is at or below the threshold, operating the internal combustion engine under a first condition during which lubricating oil in the internal combustion engine is combusted to form combustion byproducts; and The internal combustion engine is operated under a second condition, during which the combustion byproducts are deposited on components of the internal combustion engine.

2. The method of claim 1, further comprising providing treated oil to the internal combustion engine prior to operating the internal combustion engine under the first condition such that the lubricating oil comprises the treated oil, wherein the treated oil comprises an ash additive.

3. The method according to claim 2, wherein: Providing the treatment oil to the internal combustion engine includes determining an amount of the ash additive in the treatment oil based on the determined level of usage.

4. The method according to claim 1, wherein Operating the internal combustion engine under the first condition includes subjecting the internal combustion engine to a first load, and operating the internal combustion engine under the second condition includes subjecting the internal combustion engine to a second load that is greater than the first load.

5. The method according to any one of claims 1 to 4, wherein operating the internal combustion engine under the first condition and operating the internal combustion engine under the second condition are performed cyclically.

6. The method according to any one of claims 1 to 4, wherein Determining the level of usage includes determining at least one of mileage and operating time of the internal combustion engine.

7. The method according to any one of claims 1 to 4, wherein The extent of use is determined relative to a baseline condition corresponding to a condition of the internal combustion engine after initial production, a rebuild of the internal combustion engine, or a replacement of a critical component of the internal combustion engine.

8. The method according to any one of claims 1 to 4, wherein: The threshold is a first threshold, and The method further includes, in response to determining that the usage level is above the first threshold: - determining the amount of said lubricating oil consumed by said internal combustion engine, - comparing the amount with a second threshold, in response to determining that the amount is at or above the second threshold, operating the internal combustion engine under the first condition, and - operating the internal combustion engine under the second condition.

9. A method of performing a process on an internal combustion engine, comprising: determining an amount of lubricating oil consumed by the internal combustion engine; comparing the amount to a threshold value; responsive to determining that the amount is at or above the threshold, operating the internal combustion engine under a first condition during which the lubricating oil in the internal combustion engine is combusted to form combustion byproducts; and The internal combustion engine is operated under a second condition, during which the combustion byproducts are deposited on components of the internal combustion engine.

10. The method according to claim 9, wherein: The threshold is a first threshold, and The method further includes determining that the degree of usage of the internal combustion engine is above a second threshold before determining the amount of lubricating oil consumed.

11. The method according to claim 10, wherein: The determining the usage level includes tracking the usage level using an engine hour counter or a mileage counter.

12. The method according to any one of claims 9 to 11, wherein: The method further includes providing the lubricating oil comprising an ash additive and standard oil to the internal combustion engine prior to operating the internal combustion engine under the first condition.

13. The method according to claim 12, wherein: Providing the lubricating oil to the internal combustion engine includes adding the ash additive to the standard oil.

14. The method of claim 12, wherein providing the lubricating oil to the internal combustion engine comprises filling the internal combustion engine with a mixture of treated oil and the standard oil, wherein the treated oil includes the ash additive.

15. The method according to claim 12, wherein: Providing the lubricating oil to the internal combustion engine includes determining an amount of the ash additive in the lubricating oil based on the determined amount of the lubricating oil consumed.

16. The method according to any one of claims 9 to 11 and 13 to 15, wherein Operating the internal combustion engine under the first condition includes operating the internal combustion engine at a low duty cycle, and operating the internal combustion engine under the second condition includes operating the internal combustion engine at a high duty cycle.

17. The method according to any one of claims 9 to 11 and 13 to 15, wherein Operating the internal combustion engine under the first condition includes adjusting the amount of lubricating oil metered in the internal combustion engine.

18. The method according to any one of claims 9 to 11 and 13 to 15, further comprising: In response to determining that the amount is at or above the threshold, the internal combustion engine is operated under normal conditions.

19. An internal combustion engine system comprising: internal combustion engine; as well as a controller communicatively coupled to the internal combustion engine and configured to: - determining the degree of use of the internal combustion engine relative to a threshold value; - in response to determining that the usage level is at or below the threshold, operating the internal combustion engine under a first condition, during which lubricating oil in the internal combustion engine is combusted to form combustion byproducts; and - operating the internal combustion engine under a second condition, during which a temperature within the internal combustion engine is increased, thereby depositing the combustion byproducts on components of the internal combustion engine.

20. The internal combustion engine system of claim 19, further comprising at least one sensor communicatively coupled to the internal combustion engine and the controller, wherein the controller is configured to determine the usage level based on data received from the at least one sensor, the data corresponding to at least one of mileage and operating time of the internal combustion engine.

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