Claims:We claim:

1. A system for increasing lubricating oil temperature by exhaust gases produced and tapped downstream the after treatment system of an internal combustion engine, said system comprises:

• an internal combustion engine (120, 220);

• a turbocharger (140, 240) for partial recovery of heat from exhaust gases produced in said engine (120, 220);

• an exhaust gas recirculation (150, 250) for partial recovery of heat from exhaust gases;

• an after treatment system (160, 260) disposed downstream said turbocharger (140, 240) and connected to an outlet (170) open to the atmosphere via an exhaust outlet line (162, 262);

• an oil sump (180, 280) storing and supplying engine/lubricating oil (116, 216) to engine (120, 220); and

• a valve (110, 220) connected to oil sump (180, 280) for supplying exhaust gases tapped at a tapping point (164, 264) disposed on exhaust gas outlet line (162, 262), said tapping point (164, 264) connected to valve (110, 210) via a branching line (112, 212);

wherein said valve (110, 210) releases said tapped exhaust gases into oil sump (180, 280) via openings (114, 214) provided at the bottom-most portion and bottom most level of oil (116, 216) contained therein to transfer the energy of said tapped exhaust gases rising up in oil sump (180, 280) by directly contacting oil (116, 216).

2. System for increasing lubricating oil temperature by exhaust gases as claimed in claim 1, wherein said engine (120, 220) is a multi-cylinder internal combustion engine, preferably a three-cylinder engine having cylinders (122, 124, 126; 222, 224, 226).

3. System for increasing lubricating oil temperature by exhaust gases as claimed in claim 2, wherein the exhaust gases from cylinders (122, 124, 126; 222, 224, 226) exits engine (120, 220) via a respective exhaust outlet line (121, 123, 125; 221, 223, 225) merging into a common line (128, 228), which is branched and connected to turbocharger (140. 240) and exhaust gas recirculation (150, 250) via respective lines (142, 144; 242, 244).

4. System for increasing lubricating oil temperature by exhaust gases as claimed in claim 3, wherein said engine (220) comprises an oil pump (230) connected to an oil strainer (294) via an oil suction line (232) opening in oil sump (180, 280) at the bottom-most portion and bottom most level of oil (116, 216) contained therein and an oil supply line (234) connected to said engine (220) for supplying engine/lubricating oil (216) thereto.

5. System for increasing lubricating oil temperature by exhaust gases as claimed in claim 4, wherein a partition wall (292) is disposed in oil sump (280) between oil strainer (294) and tapped exhaust gas released downstream valve (210) to prevent of oil (216) by sucking of exhaust gases rising up in oil tank (280) into oil strainer (294) and to prevent aeration of oil (216) by the exhaust gases (290) rising up in oil sump (280).

6. System for increasing lubricating oil temperature by exhaust gases as claimed in claim 1 or 5, wherein tapped exhaust gases (190, 290) are in a range of 2-10% of the exhaust gases exiting said after treatment system (160, 260).

7. System for increasing lubricating oil temperature by exhaust gases as claimed in claim 4, wherein said tapped exhaust gas release openings (114, 214) are directed upwards.

8. System for increasing lubricating oil temperature by exhaust gases as claimed in claim 4, wherein said tapped exhaust gas release openings (114, 214) are directed downwards.

9. System for increasing lubricating oil temperature by exhaust gases as claimed in claim 5, wherein configured said partition wall (292) is configured as a vertical rib or plate rising from the bottom surface of oil sump (280) to divide the same into an oil suction side and an oil heating side.

10. System for increasing lubricating oil temperature by exhaust gases as claimed in claim 4, wherein said tapped exhaust gas release openings (114, 214) are directed upwards and said oil strainer (294) suction is directed downwards.

Dated this 01st day of August 2019.

Digitally Signed.

(SANJAY KESHARWANI)
APPLICANT’S PATENT AGENT
REGN. NO. IN/PA-2043. , Description:FIELD OF INVENTION

The present invention concerns a system for increasing engine/lubricating oil temperature by using exhaust gases. In particular, the present invention relates to a system for increasing engine lubricating oil temperature by using exhaust gases produced in an internal combustion engine. More particularly, the present invention relates to a low-cost, system for rapidly increasing engine/lubricating oil temperature by using exhaust gases produced in an internal combustion engine.

BACKGROUND OF THE INVENTION

During the operation of internal combustion engines, exhaust gases leave the engine through the exhaust port on opening the exhaust valve. The exhaust gases exiting the engine cylinder are at high pressure and temperature. Often, a turbocharger turbine is placed as close as possible to the exhaust port for the turbine to receive enough energy from the exhaust gases for turbocharging the engine. Thus, after losing some energy to the turbocharger, now somewhat colder exhaust gases pass through after treatment devices, where emissions are reduced. However, relatively cleaner exhaust gases leaving the after treatment device still have sufficient energy due to their high pressure and temperature. Normally, these exhaust gases are directly emitted to atmosphere, resulting in wastage of substantial energy still contained therein.

Usually, internal combustion engines operating on fuels convert the energy contained in fuels into useful work. The efficiency of these engines is just about 30-40% of the fuel energy used therein. The remaining 60-70% of the available fuel energy is wasted. For example, almost about one-third of the energy is wasted as heat energy lost to atmosphere as exhaust gases. Some of this heat energy wasted in exhaust gases can still be used for heating auxiliary mediums used in engines, e.g. for heating lubricating oil.
Since at cold start of the engine, the lubricating oil temperature is very low, which provides a poor lubrication of the engine components. This poor lubrication of engine components may cause excessive friction between these components having relative motion amongst them.

As the engine operates continuously for long spells, the lubricating oil is heated up due to poor lubrication between components as well as due to heat transfer from the fuel combustion inside the engine. Until the engine oil is heated up substantially to reach a considerably high temperature, the engine friction remains quite high.

The energy normally wasted through exhaust gases released to the atmosphere can still be used to some extent for heating up this low-temperature lubricating oil at engine start-up.

Conventional waste heat recovery systems utilize some of this exhaust gas energy by employing a heat exchanger disposed in the oil sump of the engine to recover some of this residual energy of exhaust gases by bleeding them before or after turbocharger, and sometimes even by tapping them downstream the after treatment device. These tapped exhaust gases are passed into this heat exchanger in oil sump to enable further heat transfer from this wasted energy for heating cold lubricating oil at engine start-up.

However, this conventional set-up follows a two-step process for heat transfer, which includes:

(a) heat transfer from exhaust gases to the heat exchanger coils (gas to solid heat transfer), and

(b) heat exchanger coils to engine/lubricating oil in the oil sump (solid to liquid heat transfer).

This set-up and method thereof require about 15-20 minutes or even more time for engine/lubricating oil warm-up phase, which causes a 10% loss of fuel economy according to New European Driving Cycle (NEDC).

Moreover, this conventional set-up also needs an additional investment for this heat exchanger, which is often quite expensive. Finally, thus this method is less effective and inefficient in terms of heat transfer from exhaust gases to oil.

While operating the engine, exhaust gases leave the engine through the exhaust port on opening the exhaust valve and exit engine cylinders at high pressure and temperature. The turbocharger turbine is placed as close as possible to the exhaust port for enabling this turbocharger turbine to receive enough energy for turbocharging the engine. After losing some energy to the turbocharger, the exhaust gases pass through the after treatment system (AFS) which reduces the emissions released to the atmosphere.

These relatively cleaner exhaust gases leaving the after treatment system (AFS) still have some energy contained therein, due to the high pressure and temperature thereof, which is directly emitted to the atmosphere, thereby wasting substantial energy still available therein.

However, the abovementioned conventional set-up using heat exchanger employs a longer two-stage warm-up process, and friction is high during engine start-up, there is a need to speed-up the engine lubrication to reduce the friction between engine components.

Therefore, there is an existing need for reducing the warm-up time required for heating of engine/lubricating oil at the time of engine start-up, preferably by using this heat energy of fuels wasted in exhaust gases released to the atmosphere.

DESCRIPTION OF THE INVENTION

The present invention offers to reduce this time required during engine/lubricating oil warm-up at the time of engine start-up time by allowing an energy transfer between the exhaust gases and engine/lubricating oil.

Accordingly, a novel method has been developed by the inventors of the present invention for reducing wastage of energy contained in relatively cleaner exhaust gases at high pressure and temperature after leaving after treatment system, which would have been otherwise lost to the atmosphere.

This method increases the engine/lubricating oil temperature by reducing warm-up time thereof and thus reducing the friction between engine components during the start-up phase of the engine.

The present invention offers a significant modification to the conventional method, whereby a fraction of these relatively cleaner exhaust gases is tapped downstream the after treatment system and led directly into the lubricating oil through an Open/Close Valve.

Here, the exhaust gas lines are configured such that they exit at the bottom-most portion of the oil sump and bottom most oil level to directly contact oil therein for transferring the energy content of this exhaust gas still substantially under pressure. Due to the buoyancy, exhaust gases rise-up and are thus directly exposed to the oil contained in this oil sump.

This increases heat transfer due to direct contact of exhaust gases with oil and an efficient convective heat transfer occurs therebetween. These exhaust gases, cooled a bit after warming up the engine/lubricating oil, become part of the engine’s blow-by gases. This mixing of the exhaust gas with the engine blow-by gases increases the amount of blow-by gases from the engine.
This increase in blow-by gases depends on the fraction of the exhaust gas bled from the tail pipe for heating the engine/lubricating oil. Higher the fraction of exhaust gas bled to increase engine/lubricating oil temperature, higher is the engine blow-by and consequently, faster is the engine start-up. Subsequently, these increased engine’s blow-by gases are vacated by crankcase ventilation methodology normally employed in any modern day engine.

Once the required engine/lubricating oil temperature is reached, the exhaust gas tapping valve is actuated to close the gas line and thereafter, all exhaust gases from the after treatment system are released to the atmosphere and no fraction thereof is bled into the oil sump. The exhaust gas tapping valve can be controlled pneumatically or electrically or by any other means according to the requirement.

Another significant aspect to be considered is to carefully separate the exhaust gases used for heating of engine/lubricating oil from the oil pump suction port.

This is achieved by providing ribs in the oil sump, such that the exhaust gases do not reach the oil strainer/filter usually placed at the start of the oil pump suction port. This way aeration of oil in the pump is prevented, which would have otherwise led to a damage of the lubricating pump and oil circuit/system.

OBJECTS OF THE INVENTION

Some of the objects of the present invention - satisfied by at least one embodiment of the present invention - are as follows:

An object of the present invention is to provide a low-cost system for increasing the temperature of engine/lubricating oil by using exhaust gases produced in an internal combustion engine.

Another object of the present invention is to provide a low-cost system for warm-up of engine/lubricating oil contained in oil sump of an internal combustion engine by exhaust gases tapped downstream the after treatment device directly contacting this oil.

Still another object of the present invention is to provide a more efficient system for increasing the temperature of engine/lubricating oil by using exhaust gases produced in an internal combustion engine.

Yet another object of the present invention is to provide a system for increasing the temperature of engine/lubricating oil by using exhaust gases produced in an internal combustion engine, which reduces wear of engine components moving in contact with each other.

A further object of the present invention is to provide system for increasing the temperature of engine/lubricating oil by using exhaust gases produced in an internal combustion engine, which indirectly reduces the emissions from exhaust gases released to the atmosphere.

A still object of the present invention is to provide system for increasing the temperature of engine/lubricating oil by using exhaust gases produced in an internal combustion engine, which dispenses with the need of a heat exchanger and thereby piping required therefor.

A still object of the present invention is to provide system for increasing the temperature of engine/lubricating oil by using exhaust gases produced in an internal combustion engine, which increases the fuel economy of the engine.

These and other objects and advantages of the present invention will become more apparent from the following description, when read with the accompanying figures of drawing, which are however not intended to limit the scope of the present invention in any way.

SUMMARY OF INVENTION

In accordance with the present invention, there is provided a system for increasing the temperature of engine/lubricating oil by using exhaust gases produced and tapped downstream the after treatment system of an internal combustion engine, the system comprises:

• an internal combustion engine;

• a turbocharger for partial recovery of heat from exhaust gases produced in the engine;

• an exhaust gas recirculation for partial recovery of heat from exhaust gases;

• an after treatment system disposed downstream the turbocharger and connected to an outlet open to the atmosphere via an exhaust outlet line;

• an oil sump storing and supplying engine/lubricating oil to engine; and

• a valve connected to oil sump for supplying exhaust gases tapped at a tapping point disposed on exhaust gas outlet line, the tapping point connected to valve via a branching line;

wherein the valve releases the tapped exhaust gases into oil sump via openings provided at the bottom-most portion and bottom most level of oil contained therein to transfer the energy of the tapped exhaust gases rising up in oil sump by directly contacting oil.

Typically, the engine is a multi-cylinder internal combustion engine, preferably a three-cylinder engine having cylinders.
Typically, the exhaust gases from cylinders exits engine via a respective exhaust outlet line merging into a common line, which is branched and connected to turbocharger and exhaust gas recirculation via respective lines.

Typically, the engine comprises an oil pump connected to an oil strainer via an oil suction line opening in oil sump at the bottom-most portion and bottom most level of oil contained therein, and an oil supply line connected to the engine for supplying engine/lubricating oil thereto.

Typically, a partition wall is disposed in oil sump between oil strainer and tapped exhaust gas released downstream valve to prevent of oil by sucking of exhaust gases rising up in oil tank into oil strainer and to prevent aeration of oil by the exhaust gases rising up in oil sump.

Typically, the tapped exhaust gases are in a range of 2-10% of the exhaust gases exiting the after treatment system.

Typically, the tapped exhaust gas release openings are directed upwards.

Typically, the tapped exhaust gas release openings are directed downwards.

Typically, the partition wall is configured as a vertical rib or plate rising from the bottom surface of oil sump to divide the same into an oil suction side and an oil heating side.

Typically, the tapped exhaust gas release openings are directed upwards and the oil strainer suction is directed downwards.

BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS

The present invention will be briefly described in the following with reference to the accompanying drawings.
Figure 1 shows a schematic representation of the fuel energy input and output in an internal combustion engine and loss of energy to different media therein.

Figure 2 shows a schematic diagram of a conventional set-up for the recovery of heat energy of exhaust gases produced in an internal combustion engine by means of a heat exchanger placed in an oil sump.

Figure 3 shows a schematic diagram of a first embodiment of the system configured in accordance with the present invention for the recovery of heat energy of exhaust gases produced in an internal combustion engine without any heat exchanger in oil sump.

Figure 4 shows a schematic diagram of a second embodiment of the system configured in accordance with the present invention for the recovery of heat energy of exhaust gases produced in an internal combustion engine without any heat exchanger in oil sump.

DETAILED DESCRIPTION OF THE ACCOMPANYING DRAWINGS

In the following, the improved system for the recovery of heat energy of exhaust gases produced in an internal combustion engine and configured in accordance with the present invention will be described in more details with reference to the accompanying drawings without limiting the scope and ambit of the present invention.

Figure 1 shows a schematic representation of the fuel energy input and output in an exemplary internal combustion engine and loss of energy to different media therein. H1 represents a substantial portion (22-46%) of fuel energy output is lost to the exhaust gases produced during combustion and finally released to the atmosphere. H2 represents the fuel energy output lost (18-42%) as the heat carried away by the coolant used in the coolant circuit of the engine. H3 represents other losses of the fuel energy output during combustion in the engine. H4 represents the fuel energy output (15-32%), i.e. only about 1/3rd of the total fuel energy output is the useful output. Accordingly, the efficiency of the internal combustion engine is only 30-40%. The remaining 60-70% of the available fuel energy output is wasted as the losses H1-H3 discussed above. This ratio will vary depending on the analyzed engine to engine.

Figure 2 shows a schematic diagram of a conventional set-up for the recovery of heat energy of exhaust gases produced in an internal combustion engine by means of a heat exchanger placed in an oil sump. Here, the engine/lubricating oil temperature is increased by the recovery of some of heat energy of the exhaust gases using a heat exchanger placed in oil sump of the engine 20. Valve 10 connected in line 12 is used for controlling the flow of exhaust gases produced in the engine 20, e.g. having three cylinders 22, 24, 26 connected via a respective line 21, 23, 25 to a common line 27. This portion of exhaust gases is supplied to the heat exchanger 30 via valve 10. Common line 27 is connected to a turbocharger 40 via a line 42. Line 27 is also connected to the exhaust gas recirculation or EGR (50) via another line 44. Turbocharger 40 is also connected via a line 46 to an exhaust gas after treatment device 60, which in turn is releases cleaner exhaust gases via a line 62 leading via another line 64 to an exhaust gas outlet open to atmosphere 70. Heat exchanger 30 is disposed in an oil sump 80 containing engine/lubricating oil 16, in which heat transfer from the exhaust gases to oil occurs in two stages. Initially, the exhaust gases heat up the heat exchanger coils by gas to solid heat transfer and subsequently, heated coils of heat exchanger 30 heats up oil 16. However, this is an inefficient process due to heat transfer path involving intermediate heat carrying members i.e. heat exchanger coils and thus it leads to a slower heat transfer process requiring about 15-20 minutes, to make it an inefficient oil heating process and arrangement. The cost of heat exchanger 30 and associated piping and heat exchanger coils is also substantial. Moreover, since heat energy of exhaust gases is tapped by heat exchanger 30 before its supply to turbocharger 40, the amount of exhaust gas energy supplied to turbocharger 40 is less, which reduces the efficiency of this process.

Figure 3 shows a schematic diagram of a first embodiment 100 of the system configured in accordance with the present invention for the recovery of heat energy of exhaust gases produced in an internal combustion engine without any heat exchanger in oil sump. Similar to Figure 2, exhaust gases produced in engine 120, e.g. having three cylinders 122, 124, 126 connected via a respective line 121, 123, 125 connected to a common line 127, which in turn leads via line 128 thereof connected to turbocharger 140 via another line 142. Line 142 is also connected to exhaust gas recirculation EGR (150) via another line 144. Turbocharger 140 is also connected via a line 146 to an exhaust gas after treatment device 160, which in turn releases much cleaner exhaust gases via a line 162 leading via another line 164 to an exhaust gas outlet open to atmosphere 170. In this improved system and process, the engine/lubricating oil temperature is increased by bleeding, for example, only about 3-5% exhaust gas energy downstream this after treatment system 160 and this minor volume of tapped exhaust gases is supplied to a valve 110 via line 112. This ratio is merely a representative number and even higher percent of exhaust gases can also be bled, which will also increase the blow by gases. So, a higher percent of exhaust gases can be bled based on factors like, oil heating requirement, crankcase ventilation design, etc. Valve 110 is connected to oil sump 180 containing engine/lubricating oil 116. This tapped gas volume is released at a lower level of oil sump 180. This released gas volume 190 rises up in oil sump due to buoyancy thereof and thereby directly heats this oil 116 surrounding this rising exhaust gas volume 190 by convection. In comparison with the conventional exhaust gas heat recovery system and process depicted in Figure 1 described above, this improved system 100 and heat transfer process thereof offers a substantially low-cost and faster direct heat transfer by convection, which requires much lesser time, thus making it a more efficient engine/lubricating oil heating process by recovery of energy of exhaust gases. Unlike Figure 1, no heat exchanger and associated piping is required here, thus making this system and process lower in cost of manufacture and maintenance. Further, as exhaust gases are tapped downstream of turbocharger 160, maximum volume of exhaust gas energy is available for use in turbocharger 40 thus increasing the efficiency of the system and process used therein. These gases mix with engine blow by causing marginal increase in the engine blow by up to 40 liters per minute. Engine blow would be less in part loads (NEDC). Exhaust gases from oil sump 180 go to engine 120 as blow by gases below the combustion chamber and travels in the crankcase ventillation path along with other blow by gases already present in engine 120.

Figure 4 shows a schematic diagram of a second embodiment 200 of the system configured in accordance with the present invention for the recovery of heat energy of exhaust gases produced in an internal combustion engine without any heat exchanger in oil sump. Similar to Figure 2, exhaust gases produced in engine 220, e.g. having three cylinders 222, 224, 226 connected via a respective line 221, 223, 225 leads to a common line 227, which in turn is connected further to line 228 connected to turbocharger 240 via another line 242. Line 242 is also connected to exhaust gas recirculation EGR (260) via another line 244. Turbocharger 240 is also connected via line 246 to an exhaust gas after treatment device 250, which in turn releases much more cleaner exhaust gases via line 252 which leads via another line 254 to an exhaust gas outlet open to atmosphere 270. In this further improved system and process, the temperature of engine/lubricating oil 216 in oil sump 280 is increased by bleeding only about 3-5% exhaust gas energy downstream this after treatment system 250 and this minor volume of tapped exhaust gases is supplied to a valve 210 via line 212. Valve 210 is connected to oil sump 280 containing engine/lubricating oil 216. This tapped gas volume is released at a lower level of oil sump 280. This released gas volume 290 rises up in oil sump due to buoyancy thereof and thereby directly heats this oil 216 surrounding this rising exhaust gas volume 290 by convection. In contrast with the exhaust gas heat recovery system 100 and process described in respect of Figure 3 described above, this further improved system 200 and heat transfer process thereof is equipped with ribs 292 to separate the exhaust gases from following the path via 294, 232, 230, 234. These ribs 292 prevent these exhaust gases 290 from being sucked from oil strainer 294 via line 232 leading to oil pump 230 and prevent their entry into engine 220 via line 234. In addition to system 100 shown in Figure 3, this further improved system 200 prevents oil aeration by exhaust gases 290, because this oil aeration would have been detrimental to lubricating oil pump and lines. Ribs prevent aeration by separating exhaust gases from lubricating lines.

In an NEDC cycle, the engine/lubricating oil temperature can be raised by approximately 4-80C with 3-5% of exhaust gas tapped/bled from downstream the after treatment device, but these values may differ from engine to engine.

TECHNICAL ADVANTAGES AND ECONOMIC SIGNIFICANCE

The system and process for the recovery of heat energy of exhaust gases produced in an internal combustion engine and configured in accordance with the present invention offers the following advantages:

• New method offers a more rapid engine/lubricating oil warm up.

• Low-cost set-up due to omission of additional heat exchanger employed in the oil sump in the conventional set-up.

• Low-cost set-up due to omission of a separate heater using electric power used for heating the coil to warm-up the engine/lube oil, which requires additional power from the battery.

• New method is cost-efficient and less energy consuming because of use of exhaust gas heat, which would have otherwise wasted to the atmosphere.

• Reduces friction during engine start-up by increasing the temperature of engine/lubricating oil by using the new system for waste heat recovery.

• Reduces engine start-up time by more rapid warming up of engine/lubricating oil.

• Omits the heat exchanger conventionally used in the oil sump due to the exhaust directly contacting the engine/lubricating oil.

• Lowers the energy supplied to turbocharger, as exhaust gases are tapped before the turbocharger.

• Improved fuel efficiency, e.g. by about 2% for NEDC cycle, which may vary from engine to engine.

• Indirect reduction in costs of components’ wear.

The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments.

It is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the invention and not as a limitation. The exemplary embodiments described in this specification are intended merely to provide an understanding of various manners in which this embodiment may be used and to further enable the skilled person in the relevant art to practice this invention.

Although, the embodiments presented in this disclosure have been described in terms of its preferred embodiments, the skilled person in the art would readily recognize that these embodiments can be applied with modifications possible within the spirit and scope of the present invention as described in this specification. Accordingly, the skilled person can make innumerable changes, variations, modifications, alterations and/or integrations in terms of materials and method used to configure, manufacture and assemble various constituents, components, subassemblies and assemblies, in terms of their size, shapes, orientations and interrelationships without departing from the scope and spirit of the present invention.

The numerical values given of various physical parameters, dimensions and quantities are only approximate values and it is envisaged that the values higher or lower than the numerical value assigned to the physical parameters, dimensions and quantities fall within the scope of the disclosure unless there is a statement in the specification to the contrary.

Throughout this specification, the word “comprise”, or variations such as “comprises” or “comprising”, shall be understood to imply including a described element, integer or method step, or group of elements, integers or method steps, however, does not imply excluding any other element, integer or step, or group of elements, integers or method steps.

The use of the expression “a”, “at least” or “at least one” shall imply using one or more elements or ingredients or quantities, as used in the embodiment of the disclosure in order to achieve one or more of the intended objects or results of the present invention.

The description of the exemplary embodiments is intended to be read in conjunction with the accompanying drawings, which are to be considered part of the entire written description. In the description, relative terms such as “lower”, “upper”, “horizontal”, “vertical”, “above”, “below”, “up”, “down”, “top”, and “bottom” as well as derivatives thereof (e.g. “upwards”, “downwards”, “horizontally”, “vertically”, “downwardly”, “upwardly” etc.) should be construed to refer to the orientation as then described or as shown in the drawing under discussion.

These relative terms are for convenience of description and do not require that the corresponding apparatus or device be constructed or operated in a particular orientation. Terms concerning attachments, coupling and the like, such as “connected” and “interconnected”, refer to a relationship, wherein structures are secured or attached to one another either directly or indirectly through intervening structures, as well as both movable or rigid attachments or relationships, unless expressly described otherwise.

LIST OF REFERENCE NUMERALS

100, 200 System for increasing lubricating oil temperature by using
exhaust gases downstream the After Treatment System
10, 110, 210 Valve
12, 112, 212 Line to valve
114, 214 Tapped exhaust gas release openings
16, 116, 216 Engine/lubricating oil in oil sump 180
20, 120, 220 Engine
22, 24, 26 Cylinders in conventional set-up using exhaust gases
tapped just after combustion chamber
21, 23, 25, 27 Exhaust gas lines from engine 20
30 Heat-exchanger for heating engine/lubricating oil
80 Oil-sump in conventional system using heat exchanger 30
122, 124, 126 Cylinders
121, 123, 125, 127 Exhaust gas lines from engine 120
221, 223, 225, 227 Exhaust gas lines from engine 220
128, 228 Line connected to turbocharger 140, 240
140, 240 Turbocharger
142, 242 Line to turbocharger 140, 240
144, 244 Line to EGR 150, 250
150, 250 Exhaust gas recirculation (EGR) - 1st & 2nd embodiment
146, 246 Line connected to exhaust gas AFS 160, 260
160, 260 Exhaust gas after treatment system -1st & 2nd embodiment
162, 262 Line leading to atmosphere 170, 270 - 1st, 2nd embodiment
170, 270 Exhaust gas-outlet to atmosphere - 1st, 2nd embodiment
180, 280 Oil-sump for engine/lubricating oil - 1st, 2nd embodiment
190, 290 Rising exhaust gas volume - 1st, 2nd embodiment
292 Ribs in 2nd embodiment
294 Oil-strainer in 2nd embodiment