LUBRICANT OIL TEMPERATURE OPTIMIZING SYSTEM AND A METHOD THEREOF
FIELD OF THE INVENTION
The present invention relates to lube-oil active temperature optimizer, and more particularly, to a lube-oil active temperature optimizer for internal combustion engines wherein the device optimize the temperature of the lubricant for reducing friction in the moving parts and improving fuel efficiency.
BACKGROUND OF THE INVENTION
The cooling system for an internal combustion engine is one of the most important systems of the vehicle. In the cooling system for an internal combustion engine, the coolant is pressurized and transmitted by a circulating pump through engine block and the cylinder heads, thereafter, through the intake manifold. In a vehicle that runs over the land, the coolant flows through a radiator. In closed loop cooling systems, an engine coolant circulates through the engine and then through a heat exchanger.
The flow of engine coolant through the heat exchanger is controlled by a thermostat on the engine block of the engine. When the engine and engine coolant are cold, the thermostat is closed so that coolant does not pass through the heat exchange. With the thermostat closed a small portion of engine coolant flows through a bypass and returns a limited amount of coolant to the circulating pump, so that there is a sufficient engine coolant flow through the engine block while the system is warming up. For vehicles operating in colder regions, the viscosity of the cooling/lube oil, like any other liquid, increases as temperature decreases. The increased viscosity leads to higher friction effect on piston and other rotating parts leading to higher fuel consumption till the oil reaches optimum temperature.

By heating the oil during cold start, improvement in fuel economy is achieved. The heat exchanger is placed between Engine block and oil filter and the oil is passed through heat exchanger, thus heating the oil using exhaust gas heat. The exhaust gas passage is controlled by a two way valve at the exhaust pipe to heat the oil when required. However, such conventional system depends on the exhaust gases which lacks in ease of starting of the engine during cold start of the internal combustion engine.
US 8375917 discloses an engine oil cooler wherein the manifold receives hot oil from the engine and directs the oil to a filter and then to a liquid-to-air heat exchanger. The Oil filter then separate by passes mechanism and the separate liquid (oil) to air heat exchanger. The system may also include provision for heating the oil using engine coolant during initial start-up. However, in this system there is need of an external heat exchanger and external provision is needed to heat the oil which increases the size of the system, reduces efficiency. Moreover, the system was unable to work in the dynamic condition of the vehicle.
US 3752222 discloses an improved transmission oil cooling system wherein the system employs a thermostat to control the oil temperature for reducing the thermal load on the "transmission(gear box)" as well as radiator and the bypass valve is used to send the oil to a cooling system. However, this system fails the temperature control for reducing friction that engine has to overcome during cold start. Even the system is unable to work under dynamic conditions. Moreover, there is major requirement to have single module system which take less space and provide higher efficiency.
US 7249576 disclose a low temperature thermostat housing system for an engine wherein when the engine and engine coolant are cold, the thermostat is closed so that coolant does not pass through the heat exchanger. With the thermostat closed, a small portion of engine coolant was through a bypass and returns a limited amount of coolant to the circulating pump, so that there is a sufficient engine coolant flow through the engine block while the system is

warming up. In this system thermostat housing is redirecting the sea water (coolant) to sea in a marine engine when the engine is cold. It is a thermostat mechanism for coolant, and it is either open or close mechanism. It lacks regulating the oil temperature either heat it or cool it as per the engine requirement in dynamic condition.
Therefore there is a need to address the above complexity and constraint, and to provide an efficient, compact and cost effective system. Moreover, a system that helps to optimize the temperature of the lube oil by minimum modification in the oil cooler module and which overcomes all the drawbacks of the above mentioned systems.
OBJECTIVE OF THE INVENTION
The main object of the invention is to provide an oil active temperature optimizer system to optimize the temperature of the oil/coolant during both cold start and normal dynamic condition of vehicle.
Another object of the invention is to provide an oil active temperature optimizer system which helps to warm up the oil/coolant by minimum modifications in the oil cooler module.
Another object of the invention is to provide an oil active temperature optimizer system which can be integrated to main engine without requirement of any external system.
Yet another object of the invention is to provide a temperature optimizer which helps is reduction of the friction that engine has to overcome during cold start.
Yet another object of the invention is to provide a cost effective and efficient system which overcomes the drawbacks of the earlier systems.

Another object of the invention is to decrease the time for engine to reach optimum temperature.
Yet another object of the invention is to provide a system which continuously regulates the temperature of the coolant/oil during running condition of the vehicle.
SUMMARY OF THE INVENTION
The present invention which achieves the objectives relates to a system for optimizing lubricant oil temperature for an internal combustion engine. The system has an oil cooler disposed over the engine for cooling the lubricant oil, an oil filter for filtering the lubricant oil. The oil filter is configured to direct the filtered oil to the engine and an oil cooler casing is provided for connecting the oil cooler and the oil filter. A thermostat is placed in the oil cooler casing at the flow path of lubricant oil from the oil cooler to the oil filter, and the thermostat allows the flow of oil from the oil cooler to the oil filter, when the lubricant oil reaches a pre-set temperature.
Three pressure regulator valves provided in the oil cooler casing, each operable to open upon attaining a pre-set pressure of the lubricating oil; the first pressure regulator valve provided to redirect the oil from the oil filter to the engine bypassing the oil cooler, second pressure regulator valve provided to redirect the oil from the oil cooler to the engine bypassing the oil filter and third pressure regulator valve is provided to redirect the oil to the engine bypassing the filter and the cooler.
According to a further aspect of the present invention, it discloses a method for optimizing the lubricant oil temperature with the system, the method involves setting the optimized temperature of the thermostat to restrict the flow of the oil, when the oil temperature is below the set temperature of the thermostat, configuring pressure regulator valves in said oil cooler casing, allowing the oil upon attaining a pre-set pressure of the lubricating oil.

The oil from oil filter is redirected to engine bypassing the oil cooler through first pressure regulator valve, when the oil pressure in the filter reaches a set point. The oil from the oil filter is redirected to the engine bypassing the oil cooler through second pressure regulator valve, when the oil pressure in the cooler reaches a set point. The oil from the oil cooler is redirected to the engine bypassing the oil filter and third pressure regulator valve through third pressure regulator, when the oil pressure in the cooler and the filter reaches a set point.
The present invention enables to provide an oil active temperature optimizer system to optimize the temperature of the oil/coolant during both cold start and normal dynamic condition of vehicle, and helps to warm up the oil/coolant by minimum modifications in the oil cooler module. The oil active temperature optimizer system reduces the friction that engine has to overcome during cold start, and the system can be integrated to main engine without requirement of any external system.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS
Referring now to the drawings wherein the showings are for the purpose of illustrating a preferred embodiment of the invention only, and not for the purpose of limiting the same.
Fig. 1 shows the schematic sketch and working principle of the oil active temperature optimiser system, in accordance to the present invention.
Fig. 2 illustrates the lubricant oil temperature optimizing system, in accordance to the present invention,
Fig. 3(a) and 3(b) shows the construction and placement of pressure regulators in oil cooler casing, in accordance to the present invention.
Fig 4 shows the thermostat positioning in oil cooler casing, in accordance to the present invention.
Fig. 5 shows the flowchart of the method for optimizing the lubricant/ coolant oil temperature with the system.

DETAILED DESCRIPTION OF THE INVENTION
Reference will now be made to the exemplary embodiments of the invention, as illustrated in the accompanying drawings; wherever possible same numerals will be used to refer to the same or like parts.
The present invention relates to lube-oil active temperature optimizer for internal combustion engines wherein the device optimize the temperature of the lubricant for reducing friction in the moving parts and improving fuel efficiency.
Fig. 1 illustrates the lubricant oil temperature optimizing system wherein the oil cooler (101) casing accommodates both the oil cooler (101), oil filter (102). All the three main parts are built in as one single module. The oil cooler casing (100) also accommodates the pressure regulators and the thermostat. The oil enters in the oil cooler casing (100) through an inlet from the oil pump. The oil after entering proceeds to the thermostat wherein the oil temperature is sensed by the thermostat. The thermostat only allows the oil to passed only when the oil temperature is same or above the temperature of the desired temperature pre-set in the thermostat. The oil will not flow, in case the temperature of the coolant or oil is below the pre-set temperature of the thermostat.
The optimizer system is placed along with the engine. One of the advantages of the invention is that oil temperature is regulated in real-time by opening and closing of the thermostat either the vehicle is running or static.
The oil cooler casing (100) has an inlet for receiving a pressurized oil from an oil pump and an outlet to direct the temperature optimized lubricant oil to circulate through the engine. The thermostat remains closed, when the oil temperature is lower than the thermostat temperature. The thermostat starts open and the oil flows through the oil cooler (101), when the oil temperature is same or higher than the thermostat temperature.

The first pressure regulator opens to redirect the flow of oil to the engine, when the oil pressure in the filter reaches a set point. The second pressure regulator opens to redirect the flow of oil to engine, when the oil pressure in the cooler reaches a set point. The third pressure regulator opens to redirect the flow of oil to engine, when the oil pressure in the cooler and the filter reaches a set point. The temperature set point for the thermostat is from 100°C to 110°C and the set pressure for the three pressure regulator valves is respectively for pressure relief valve 1 it is 4.0 + 0.3 kg/cm2, relief valve 2 it is 1.5 + 0.2 kg/cm2 and relief valve 3 it is 4.0 + 0.3 kg/cm2. The oil cooler casing (100), oil cooler (101) and oil filter (102) are constructed as single module.
Fig. 2 illustrates the schematic sketch and working principle of the present invention, wherein Circuit lines from '0' to '1' to '2' to '3'. The oil enters into the system. The high pressurized oil having temperature and high pressure enters from oil pump to the system (0). The system then transfer the oil to thermostat wherein Thermostat is set at a specific temperature or desired temperature allows passing the oil through only when the temperature of the oil is same or higher than the desired temperature as pre -set in the thermostat. Assuming that the oil temperature is higher than the thermostat set temperature, the thermostat starts open and the oil flows through the Oil Cooler (101) (heat exchanger).
The oil gets cooled in the oil cooler (101), and the cooled oil is directed to oil filter (102). Then the filtered oil flows into the engine block. In the Circuit lines '0' to '1' to '3' shows a situation when the oil or lubricant temperature is low or the situation may more worse and the oil cooler (101) is clogged or chocked. The oil cooler (101) may be choked due to presence of the dirt or impurities which will not let the oil to pass through it. In the present scenario, the high pressure oil enters and flows from oil pump to the system (0), and the system then directs the oil to Thermostat (1). Considering that the oil temperature is lower than the thermostat design temperature, the thermostat remains closed and the oil pressure increases in the circuit.

In case, the situation is that the oil cooler (101) gets clogged may be due to impurities or dirt, the oil pressure increases in the circuit. In the both the cases, once the oil pressure reaches a defined set point, the pressure regulator-1 inside the system opens and the flow is redirected to oil filter (102) and the filtered oil flows into the engine block.
In the Circuit lines '0' to '1' to '2' to '2' shows a situation when oil filter is clogged/chocked due to possibly but not limited to the dirt or impurities present in the oil. When the oil filter (102) clogged, it is obvious that the oil or coolant pressure in the circuit increases. As the oil pressure of the oil increases and once the oil pressure of the oil or coolant reaches a defined set point of the pressure regulator, the pressure regulator-2 placed inside the system opens and the flow is redirected to engine block (via 2') by by-passing the oil filter (102) and therefore, the system works , however the path is blocked in the oil filter (102).
In the circuit lines '0' to '(3') to (2') shows a situation when both the oil cooler (101) and oil filter (102) are clogged/chocked it may possibly but not limited due to the presence of the dirt or the impurities in the oil. In this situation when both the oil cooler (101) and oil filter are clogged, the oil pressure in the circuit increases. Then both pressure regulator-1 and pressure regulator-2 gets open and the flow is redirected to the engine block (via 3'-2'). In a situation wherein the whole system is clogged/ chocked the pressure regulator-3 gets open, and the oil directly flows to the oil sump.
Fig. 3(a) and (b) shows the construction and placement of pressure regulators in oil cooler casing (100). The pressure regulators (104) are disposed in the oil cooler casing (100). Fig. 3(a) illustrates the oil inlets (122) wherein the oil is entered into the system. The oil is hot and unfiltered from oil pump and enters (111) to oil casing. The unfiltered oil also enters from (112) into the cooler plates. The opening (113) has a filtered cooled oil which goes back to the cylinder block or engine through this opening (113), (114) is an outlet of the oil from the oil casing unit after being processed and transmitted through the system. When the main oil gallery gets choked & pressure builds UD in oil cooler casing (100).

Oil will by-pass through this port into the cylinder block & goes directly into the sump. Through (116) the cooled oil comes out of here and goes back to oil cooler casing (100). Fig. 3 (b) shows system by-pass valve (117). When whole system gets chocked oil by-passes everything and reaches sump through by-pass (117). Through (118) filter by-pass valve, when filter get chocked oil by-passes filter and reached block from this by-pass (118). Through (119) oil cooled by-pass valve, when oil cooler (101) gets chocked oil enter the oil cooler casing (100) from this by-pass from cylinder block.
Fig. 4 illustrates the thermostat positioning in oil cooler casing (100) in the system which mounted on the engine. Mainly, the system is mounted along with the engine. The thermostat housing (120) shows the position of the thermostat in the oil cooler casing (100). The oil enters into the oil cooler casing (100) from oil pump send to the thermostat which senses the temperature of the oil and in case, the temperature of the oil is below the said temperature, the thermostat closes and do not allow the oil to pass through the thermostat.
Fig. 5 shows the method for optimizing the lubricant/ coolant oil temperature with the system wherein the method steps comprises entering the oil from the oil pump in the oil cooler casing (100), setting the optimized temperature of the thermostat to restrict the flow of the oil, when the oil temperature is below the set temperature of the thermostat, configuring pressure regulator valves in said oil cooler casing (100), allowing the oil upon attaining a pre-set pressure of the lubricating oil, redirecting the oil from oil filter (102) to engine bypassing the oil cooler (101) through first pressure regulator valve, when the oil pressure in the filter reaches a set point; redirecting the oil from the oil filter (102) to the engine bypassing the oil cooler (101) through second pressure regulator valve, when the oil pressure in the cooler reaches a set point, and redirecting the oil from the oil cooler (101) to the engine bypassing the oil filter (102) and third pressure regulator valve through third pressure regulator, when the oil pressure in the cooler and the filter reaches a set point.

One of the main advantages of the system is to provide the temperature optimization of the fluid/oil/coolant without the need for any external heat exchanger or temperature optimizer. It also overcomes the drawback of using the system only during the starting of the internal combustion engines as it regulates the temperature of the fluid dynamically. The oil temperature is regulated real time by thermostat opening and closing based on the oil temperature max set limit.
The system also optimize the temperature of the oil/coolant during both cold start and normal dynamic condition of vehicle, and helps to warm up the oil/coolant by minimum modifications in the oil cooler module. The oil active temperature optimizer system reduces the friction that engine has to overcome during cold start, and the system can be integrated to main engine without requirement of any external system.
The system is also made in a single module and therefore, the system will take less space as the placement of the conventional systems is a big task which further reduces the cost of material. Moreover, the invention is unique from other design since, in most cases, only the exhaust gas is circulated/ regulated to heat up the oil.
In a test run with 6 cylinders engine at one operating point was done to check the Fuel flow Vs. Oil temperature with the present system. The engine shows a significant improvement in maintaining the optimize temperature of the oil. Temperature reached 91° Celsius, in 10 minutes (580400 ms). These results found to be faster for engine when fitted with the present system than engine without the module.
The foregoing description is a specific embodiment of the present invention. It should be appreciated that this embodiment is described for purpose of illustration only, and that numerous alterations and modifications may be practiced by those skilled in the art without departing from the spirit and scope of the invention. It is intended that all such modifications and alterations be included insofar as they come within the scope of the invention as claimed or the equivalents thereof.

We claim:
1. A system for optimizing lubricant oil temperature for an internal
combustion engine comprising:
an oil cooler (101) disposed over the engine for cooling said lubricant oil, an oil filter (102) for filtering said lubricant oil, said oil filter (102) is configured to direct the filtered oil to the engine, wherein an oil cooler casing (100) is provided for connecting the oil cooler (101) and the oil filter (102);
a thermostat placed in the oil cooler casing (100) at the flow path of lubricant oil from the oil cooler (101) to the oil filter (102), wherein the thermostat allows the flow of oil from the oil cooler (101) to the oil filter (102), when the lubricant oil reaches a pre-set temperature;
at least three pressure regulator valves (104) provided in the oil cooler casing (100), each operable to open upon attaining a pre-set pressure of the lubricating oil;
said first pressure regulator valve provided to redirect the oil from the oil filter (102) to the engine bypassing the oil cooler (101), second pressure regulator valve provided to redirect the oil from the oil cooler (101) to the engine bypassing the oil filter (102) and third pressure regulator valve is provided to redirect the oil to the engine bypassing the filter and the cooler.
2. The system as claimed in claim 1, wherein the oil cooler casing (100) has an inlet for receiving a pressurized oil from an oil pump and an outlet to direct the temperature optimized lubricant oil to circulate through the engine.
3. The system as claimed in claim 1, wherein the thermostat remains closed, when the oil temperature is lower than the thermostat temperature.
4. The system as claimed in claim 1, wherein the thermostat starts open and the oil flows through the oil cooler (101), when the oil temperature is same or higher than the thermostat temperature.

5. The system as claimed in claim 1, wherein the first pressure regulator opens to redirect the flow of oil to the engine, when the oil pressure in the filter reaches a set point.
6. The system as claimed in claim 1, wherein the second pressure regulator opens to redirect the flow of oil to engine, when the oil pressure in the cooler reaches a set point.
7. The system as claimed in claim 1, wherein the third pressure regulator opens to redirect the flow of oil to engine, when the oil pressure in the cooler and the filter reaches a set point.
8. The system as claimed in claim 1, wherein the temperature set point for the thermostat is fromlOO°C to 110°C and the set pressure for the three pressure regulator valves is respectively for pressure relief valve 1 it is 4.0 + 0.3 kg/cm2, relief valve 2 it is 1.5 + 0.2 kg/cm2 and relief valve 3 it is 4.0 + 0.3 kg/cm2
9. The system as claimed in claim 1, wherein the oil cooler casing (100), oil cooler (101) and oil filter (102) are constructed as single module.
10. A method for optimizing the lubricant oil temperature with the system
as claimed in claim 1, wherein the method comprising the steps of:
a) setting the optimized temperature of the thermostat to restrict the flow of the oil, when the oil temperature is below the set temperature of the thermostat,
b) configuring pressure regulator valves in said oil cooler casing (100), allowing the oil upon attaining a pre-set pressure of the lubricating oil,
c) redirecting the oil from oil filter (102) to engine bypassing the oil cooler
(101) through first pressure regulator valve, when the oil pressure in the
filter reaches a set point;

d) redirecting the oil from the oil filter (102) to the engine bypassing the oil cooler (101) through second pressure regulator valve, when the oil pressure in the cooler reaches a set point, and
e) redirecting the oil from the oil cooler (101) to the engine bypassing the oil filter (102) and third pressure regulator valve through third pressure regulator, when the oil pressure in the cooler and the filter reaches a set point.

11. The method as claimed in claim 10, wherein the thermostat remains closed, when the oil temperature is lower than the thermostat temperature and opens the flow through the oil cooler (101), when the oil temperature is same or higher than the thermostat temperature.
12. The method as claimed in claim 10, wherein the high pressure oil flows from oil pump to cooler, oil gets cooled in the oil cooler (101), the cooled oil is directed to oil filter (102) and the filtered oil flows into the engine block.
13. The method as claimed in claim 10, wherein When the system is clogged/chocked due to high pressure the third pressure regulator valves gets open, and the oil directly flows to the oil sump.