GB2133481A - Turbocharged diesel engine - Google Patents
Turbocharged diesel engine Download PDFInfo
- Publication number
- GB2133481A GB2133481A GB08300190A GB8300190A GB2133481A GB 2133481 A GB2133481 A GB 2133481A GB 08300190 A GB08300190 A GB 08300190A GB 8300190 A GB8300190 A GB 8300190A GB 2133481 A GB2133481 A GB 2133481A
- Authority
- GB
- United Kingdom
- Prior art keywords
- bearings
- lubricating oil
- reservoir
- diesel engine
- engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M5/00—Heating, cooling, or controlling temperature of lubricant; Lubrication means facilitating engine starting
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
- F01D25/00—Component parts, details, or accessories, not provided for in, or of interest apart from, other groups
- F01D25/18—Lubricating arrangements
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
- F02B39/14—Lubrication of pumps; Safety measures therefor
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Supercharger (AREA)
- Lubrication Of Internal Combustion Engines (AREA)
Abstract
A turbocharged diesel engine lubrication system comprises an oil reservoir 20 positioned in the feed line to a bearing box 16 containing the shaft and bearings of the exhaust turbocharger, which reservoir is divided into two sections 24 and 26 designed to maintain a flow of lubricating oil to the bearings in the bearing box 16 after shut-down of the diesel engine which is sufficient to ensure that the temperature of the bearings in the bearing box 16 does not rise above the oxidation temperature of the lubricating oil whilst the diesel engine is at a standstill. <IMAGE>
Description
SPECIFICATION
Turbocharged diesel engine
This invention relates to a turbocharged diesel engine equipped with a n exh a us an exhaustturbocharger, and, in particular, relates to a turbocharged diesel engine having a lubrication system in which the bearings of an exhaust turbocharger of the engine are, during operation of the engine, continuously lubricated with a supply of lubricating oil at such a rate thatthe temperature of said bearings remains below the oxidation temperature ofthe lubricating oil.
Turbocharged diesel engines are finding increasing use in commercial motor vehicles, partly because of the increase in economy obtainable with such engines and partly because ofthe decrease in noise pollution achieved with a turbocharged diesel engine compared with a naturally aspirated diesel engine. The tur- bochargers used in such turbocharged diesel engines are driven bytheexhaustgases leaving the diesel engine, and thusthe moving components of the turbocharger are subjected to relatively high temperatures of the order of 700"C adjacent to the areas of the turbocharger exposed to the exhaust gases.Moreover, the speed of rotation ofthe impeller of the turbocharger ranges from 10,000 r.p.m. to 80,000 r.p.m. as the diesel engine accelerates from idle running to full engine speed. Consequently,the bearings of the impeller ofthe turbocharger require adequate lubrication both to maintain smooth running oftheturbochargerandto keep the bearings cool.At present, this problem of lubrication is met by using at least one floating, apertured sleeve bearing which is kept continually bathed with lubricating oil of relatively low viscosity, that is, a light engine oil having a SAE viscosity number of 20W. Consequently, when an operating turbocharged diesel engine is stopped, that is, "shut-down", the lubricant supply to theturbocharger bearings is also stopped, and the bearings rapidly drain substantially free from the relatively low viscosity lubricating oil, leaving only a small quantityofthis lubricating oil actually on the bearings and shaft of the turbocharger.If the turbocharged diesel engine is suddenly shut-down after a period of high speed operation, there is a very real riskthatthe supply of lubricating oil to the bearings of theturbochargerwill cease before those bearings have cooled belowthe oxidation temperature ofthe lubricating oil. Under these circumstances, the small quantity of lubricating oil retained on the bearings would tend to oxidise and form an oxidised film on the shaft and the bearings of the turbocharger. Such films tend to have somewhat abrasive qualities, and, during subsequent start-u p ofthe engine, would tend to cause wear to develop in the shaft and bearings ofthe turbocharger, thus affecting the service life of the turbochargerofthe diesel engine.It has been customaryforat least one manufacturer of commercial vehicles employing such turbocharged diesel engines to include in the handbook supplied with the vehicle the following precautionary notice:
Stopping the engine
CAUTION: When stopping a turbocharged engine it is important that before engine shut-down, especially after a long run, to idle engine for three minutes including any low speed manoeuvring time. This allows lubricating oil to carry heat away from the turbocharger shaft, bearings and seals. If the engine is stopped suddenly, it could result in loose turbocharget seals and/orseized turbocharger bearings.
Turbocharged diesel engines ofthis type are now being installed in both large and small commercial vehicles, including commercial vehicles which are used for short distance delivery of goods. Such delivery vehicles are commonly subjected to driving cycles where frequent, rapid shut-down ofthe engine occurs. Consequently, it is desirable in such vehicles to provide a means whereby the risk of producing oxidised films of lubricating oil on the shaft and bearings of the turbocharger can be substantially reduced, without the need to resorttothetime- consuming stopping procedure mentioned earlierin this specification.
Aturbocharged diesel engine according to the present invention, having a lubrication system in which the bearings of an exhaustturbocharger of the engine, during operation of the engine, are continuously lubricated with a supply of lubricating oil at such a rate that the temperature of said bearings remains belowthe oxidation temperature ofthe lubricating oil, is characterised in that said lubrication system includes means for automatically maintaining a supply of said lubricating oil to said bearings after shut-down of said engine which is sufficient to cool said bearings to a temperature below said oxidation temperature, so as to maintain the surfaces of said bearings substantiallyfreefrom theformation of an oxidisedfilm of lubricating oil thereon.
Preferably the meansforautomatically maintaining the supply of lubricating oil to the bearings of the turbocharger comprises a reservoir located adjacent to said bearings and in parallel to the main flow of lubricating oil to said bearings, which reservoir is automatically filled by the main flow of lubricating oil during operation ofthe engine, and which automatically releases a predetermined supply of said lubricating oil to the bearings at a predetermined rate as soon as the main flow of lubricating oil to the bearings ceases.
In a preferred embodiment ofthe present invention, utilising such a reservoir, the predetermined supply of lubricating oil is released from the reservoir by flow under gravitythrough a metering passage connecting said reservoir to said bearings.
Advantageously, in the preferred embodiment of the present invention, a supplementary reservoir is formed in the main lubrication feed line to the bearings adjacent said reservoir, which supplementary reservoir contains, during said main flow of lubricating oil, a predetermined amount of lubricating oil which is sufficient, upon shut-down of said engine, to gradually throttle the flow rate of lubricating oil to the bearings from the main flow rate to said predetermined rate from the reservoir.
Afurtherfeature ofthe preferred embodiment of the present invention is thatthe reservoir is provided with an ancillary portion which retains a predetermined quantity of lubricating oil therein after shut-down of the engine, and automatically releases said predeter
mined quantity of lubricating oil to said bearings at a
second predetermined rate during initial start-up of
the engine.
Preferably said predetermined quantity of lubricat
ing oil is discharged from said ancillary portion of said
reservoir by flow undergravitythrough a metering
tube connecting said reservoir to said bearings upon
the operation of a valve means in the tube actuated
during engine start-up. The valve means used can be operated electrically, hydraulically, pneumatically, or mechanically. One such valve means is a solenoidoperated needle valve actuated upon actuation ofthe starter motor ofthe diesel engine.
The invention and how it may be performed are hereinafter particularly described with reference to the accompanying drawings, in which:
Figure 1 shows an isometric view of an exhaust turbocharger on a diesel engine according to the present invention; and
Figure 2 shows an enlarged, cross-sectional view of a reservoir mounted above the bearings ofthe turbochargershown in Figure 1.
Referring to Figure 1, this shows an isometric view of an exhaust gas turbocharger 10, with parts broken away, as affixedto aturbocharged diesel engine (not shown). The exhaust gas turbocharger 10 comprises an exhaust gas section 12 and an airinletblower section 14, each of these sections containing a respectiveturbinewheel connected by a common shaft which runs through a bearing box 16 located between the two sections. Exhaust gases leave the turbocharger in the direction of arrow A, inlet air enters the turbocharger in the direction of arrow B and compressed air leaves the turbocharger in the direction of arrow C.Lubricating oil is supplied to the bearing box 16 through an inlettube 18 which enters a reservoir 20 positioned above the bearing box 16.
Lubricating oil is drained from the bearing box 16 through theturbo-drain pipe 22 connecting the base of the bearing box 16to the crank case ofthe diesel engine (not shown). The lubricating oil used is a light grade lubricating oil having a SAE viscosity number of 20W, and an oxidation temperature of around 1 60"C.
Turning nowto Figure 2 of the drawings, this shows a cross-sectional view ofthe reservoir 20 interposed between the inlet oil pipe 18 and the bearing box 16, which reservoir provides the means for automatically meaintaining a supplyofthe lubricating oil to the bearings ofthe turbocharger after shut-down of said diesel engine, which supply is sufficientto cool said bearings to temperature belowthe oxidation temperature of the lubricating oil, so asto maintain the surfaces ofthe bearings substantially free from the formation of an oxidised film of lubricating oil thereon which could cause problems during subsequent operation oftheturbocharger.As can be seen in
Figure 2, the reservoir 20 comprises a structure housing two separate reservoir sections 24 and 26, each exposed to the flow of lubricating oil entering through the inlet oil pipe 18. The left-hand reservoir section 24 has a stepped configuration which effectively divides the reservoir into an upper section 28 and a lower section 30.The right-hand reservoir section 26 is positioned parallel to the left-hand reservoir section 24, and constitutes part ofthe oil
supply line to the bearing box 16, to which it is
connected by means of a lower supply pipe 32 and an
exit cavity 34. Consequently, during normal operation
ofthe diesel engine, lubricating oil passes into the
bearing box 16 from inlet oil pipe 18through the
reservoir section 26, the lower supply pipe 32 anelthe exit cavity 34.
Theuppersection 28 oKtheleft-hand reservoir
section 24 is connected tote exit cavity 34 by meats
of metering pipe 36 of predetermined cross-section:.
During operation ofthe diesel engine, the left-hand
reservoir section 24 is retained full of lubricating oil up to theleveF D by reason ofthe intervening wall 38
between the left-hand reservoirsection 24 and the
right-hand reservoir section 26 acting as a dam. Since the inletofthe metering pipe 36 is located in the stepped portion ofthe left-hand reservoirsection 24, onlythe oil retained in the upper section 28 can drain down the metering pipe 36 into the exit cavity 34, the dividing zone between the upper section 28and lower section 30 being defined by the dotted line E.
The base of the lower section 30 of the-1efthand reservoir section 24 is connected via a second metering pipe 4otto a valve chamber42,which, in turn, is connected to an exit pipe44 leading to the exit cavity 34. The valve chamber 42 is supplied with a valve orifice 46 which is normally closed by a needle shaped valve element 48 of a solenoid-actuated valve 50. The solenoid-operatedvalve 50 is connected electrically into the ignition circuit ofthe diesel engine, so as to become actuated upon energization of a starter motor of the diesel engine.
OPERATION
During operation ofthe diesel engine, under normal
running conditions, lubricating oil is pumped from the sump ofthe diesel engine through inlet oil pipe 18, right-hand reservoir section 26, lower supply pipe 32 and exit cavity 34to the bearing box 16. This lubricating oil both lubricates and coolsthe bearings ofthe turbocharger inside the bearing box 16, and then the hot oil leaves the base of the bearing box 16 via theturbo-drain pipe 22 to re-enterthe engine sump ofthe diesel engine. The position ofthe inlet oil pipe 18 in the top ofthe reservoir 20 is such that sufficient lubricating oil is diverted from the steam of oil entering reservoir 20 to fill and retain filled the left-hand reservoir section 24.Some lubricating oil will leavethe upper section 28ofthe reservoir section 24viathemetering pipe 36, buttheoil level is continually replenished by the stream of lubricating oil entering the reservoir 20 from the inlet oil pipe 18.
When the diesel engine is stopped, i.e., shut-down, the oil pump ofthe diesel engine ceases to operate, and the oil supply entering through the inlet oil pipe 18 ceases. As soon as this occurs, oil starts to drain into the bearing box 16fromthe right-hand section 26 through the lower supply pipe 32 At the same time, the level of lubricating oil in the left-hand reservoir section 24fallstothe level D, leaving a reduced pressure zone above the top ofthe wall 38.The reduced pressure created atthis point in the reservoir 20 slows the rate at which oil leaves the right-hand reservoir section 26, partly because ofthe air which enters the reservoir20to relieve this reduced pressure from the bearing box 16via the lowersupply pipe 32.
This reduced pressurezoneabovetheleft-hand section 24 effectively prevents release of oil from the uppersection 28 through metering pipe 36 into the bearing box 16.
When substantially all ofthe lubricating oil retained in right-hand reservoir section 26 has drained into the bearing box 16, air can pass into the reservoir 20 relatively unimpeded through the lower supply pipe 32to removethis reduced pressure zone. This hasthe effect of releasing the oil in the upper section 28 to flow through the metering pipe 36 at a measured rate into the bearing box 16. It will be readily appreciated that the dimensions ofthe upper section 28 and of the metering pipe 36 are designed so that the oil supplied from the upper section 28 is sufficientto flush the bearing box 16 with lubricating oil until the bearings and shaft contained therein have cooled to a temperature belowthe oxidation temperature ofthe lubricating oil.The net result ofthis operation which occurs when the diesel engine is shut-down is thatthe supply of oil to the bearing box 16 of the turbocharger is gradually tapered off over a sufficiently long period to ensure that the temperature of the bearings and the shaftoftheturbochargerare retained belowthe oxidation temperature of the lubricating oil no matter how abruptly the diesel engine is stopped or how fast it had been running just priorto being shut-down. If desired, of course, a valve-actuated air bleed can be provided in the top of reservoir 20 to relieve the reduced pressure zone created atthetop of the left-hand reservoir section 24, said valve actuated air bleed being opened automatically as soon asthe pressure differential across the top ofthe reservoir 20 exceeds a predetermined amount.
Turning now to the situation where the diesel engine has been shut-down fora period oftime longer than that required to cool the bearings and shaft ofthe turbochargerbelowthe oxidation temperature ofthe lubricating oil, and it is desired to start the diesel engineoperatingagain. lnthissituation,theright- hand reservoir section 26 is empty, and the left-hand reservoir section 24 on Iy co ntai ns oil in the lower section 30, upto the level indicated by the dotted line
E. Upon actuation ofthe starter motor of the diesel engine, the solenoid-operated valve 50 is actuated to withdrawthe needle-shaped valve element48from the valve orifice 46.This results in the second metering pipe 40 being placed in communication with the exit pipe 44to the exit cavity 34. Consequently, oil begins two drain from the lower section 30 ofthe left-hand reservoir section 34thorough the second metering pipe 40, exit pipe 44 and exit cavity 34 into the bearing box 16, thus lubricating the shaft and bearings oftheturbocharger before the shaft ofthe turbocharger has had chance to reach an operating speed.The capacity of the lower section 30, and the dimensions of the second metering pipe 40 are chosen so that this flow of initial lubricant to the bearings and shaft oftheturbocharger is maintained for a period long enough forthe oil pump of the diesel engine to commence re-delivery of oil to the bearing box 16 fromtheinletoil pipe 18. Normally,the cranking time to start a turbocharged diesel engine is abouttwo to three seconds, and, once the engine starts, it begins to heat up within about half a minute. Resumption of the oil supply to the bearing box 16 takes about seven seconds to achieve.Consequently, it is envisaged that the actuation circuitforthe solenoid valve will include a time delay latch circuit which will maintain the needle-shaped valve element48 withdrawn from the valve orifice 46 for at least seven seconds. It will be appreciated, of course, that it is advantageous to arrangeforthe exit pipe 44to be as short as convenient, so that the initial oil flowto the bearings during start-up is achieved very rapidly indeed.
This invention represents a neat and effective way of ensuring long life and trouble free running of the bearings of an exhaustturbocharger of a diesel engine with a minimum of moving parts and expense. The device concerned is a neat, unobtrusive device which can be readily and effectively incorporated into a turbocharged diesel engine lubrication system without undue difficulty. It has the sterling advantagethat it operates automatically every time the engine stops, for any reason, without there being any need for any action to be taken bythe driver of the vehicle in which the engine is installed. Moreover, the preferred embodiment ofthe present invention includes the important additional feature of providing an adequate supply of lubrication to the turbocharger shaft and bearings immediately upon start-up of the diesel engine, and this is done automaticallywithout any contribution, again, from the driver of the vehicle.
As can be readily appreciated, modifications could be madeto the structure of the invention, such as arrangingforthe needle-shaped valve element48to be removed from the valve orifice 46 by a means actuated hydraulically, pneumatically or mechanically, without departing from the scope of the invention as claimed in the appendant claims.
Claims (8)
1. Aturbocharged diesel engine having a lubrication system in which the bearings of an exhaust turbochargerofthe engine, during operation of the engine, are continuously lubricated with a supply of lubricating oil at such a rate that the temperature of said bearings remains below the oxidation temperature of the lubrication oil, characterisedin that said lubrication system includes meansforautomatically maintaining a supply of said lubricating oil to said bearings after shut-down of said engine which is sufficient to cool said bearings to a temperature below said oxidation temperature, so asto maintain the surfaces of said bearings substantiallyfree from the formation of an oxidisedfilm of lubricating oil thereon.
2. Aturbocharged diesel engine according to claim 1, characterised in thatthe means for automati callymaintainingthesupplyoflubricating oil to the bearingsoftheturbochargercomprisesa reservoir located adjacent to said bearings and in parallel to the main flow of lubricating oil to said bearings, which reservoir is automatically filled by the main flow of lubricating oil during operation ofthe engine and which automatically releases a predetermined supply of said lubricating oil to the bearings at a predetermined rate as soon as the main flow of lubricating oil to the bearings ceases.
3. Aturbocharged diesel engine according to claim 2, characterisedin thatsaid predetermined supply of lubricating oil is released from said reservoir byflowundergravitythrough a metering passage connecting said reservoirto said bearings.
4. Aturbocharger diesel engine according to claim 2 or3, characterisedin that a supplementary reservoir isformed in the main lubrication feed line to the bearings adjacent to said reservoir, which supplementary reservoir contains, during said main flow of lubricating oil, a predetermined amountof lubricat- ing oil which is sufficient, upon shut-down of said engine, to gradually throttle the flow rate of lubricating oil to the bearings from the main flow rate to said predetermined rate from the reservoir.
5. Aturbocharged diesel engine according to any one of claims 2to 4, characterised in thatsaid reservoir is provided with an ancillary portion which retains a predetermined quantity of lubricating oil therein after shut-down ofthe engine, and automatically releases said predetermined quantity of lubricating oil to said bearings at a second predetermined rate during initial start-up ofthe engine.
6. Aturbocharged diesel engine according to claim 5, characterisedin thatsaid predetermined quantity of lubricating oil is discharged from said ancillary portion byflow under gravitythrough a meteringtubeconnecting said reservoirtosaid bearings upon the operation of a valve means in the tube actuated during engine start-up.
7. Aturbocharged diesel engine according to claim 6, characterisedin thatthe valve means is a solenoid operated needle valve actuated upon actuation ofthe starter motor ofthe engine.
8. Aturbocharged diesel engine having a lubrication system forthe bearings of an exhaustturbochargersubstantiallyas hereinbefore particularly described and as shown in the accompanying drawings.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB08300190A GB2133481A (en) | 1983-01-05 | 1983-01-05 | Turbocharged diesel engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB08300190A GB2133481A (en) | 1983-01-05 | 1983-01-05 | Turbocharged diesel engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB8300190D0 GB8300190D0 (en) | 1983-02-09 |
| GB2133481A true GB2133481A (en) | 1984-07-25 |
Family
ID=10535925
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB08300190A Withdrawn GB2133481A (en) | 1983-01-05 | 1983-01-05 | Turbocharged diesel engine |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2133481A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1731719A1 (en) * | 2005-06-10 | 2006-12-13 | Rolls-Royce plc | Lubrication arrangement for bearings |
| FR2896531A1 (en) * | 2006-01-26 | 2007-07-27 | Peugeot Citroen Automobiles Sa | Lubricating oil temperature increase accelerating device for internal combustion engine, has branch circuit connected in parallel to inlet piercing and outlet piercing to increase circulation flow of lubricating oil |
| US20130086903A1 (en) * | 2011-10-06 | 2013-04-11 | Gm Global Technology Operations Llc. | Engine assembly including fluid control to boost mechanism |
| EP3396120A3 (en) * | 2017-04-24 | 2018-12-19 | United Technologies Corporation | Method and system to ensure full oil tubes after gas turbine engine shutdown |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1044393A (en) * | 1964-02-07 | 1966-09-28 | Conch Int Methane Ltd | Improvements in and relating to submersible electric motor driven pumps |
-
1983
- 1983-01-05 GB GB08300190A patent/GB2133481A/en not_active Withdrawn
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1044393A (en) * | 1964-02-07 | 1966-09-28 | Conch Int Methane Ltd | Improvements in and relating to submersible electric motor driven pumps |
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1731719A1 (en) * | 2005-06-10 | 2006-12-13 | Rolls-Royce plc | Lubrication arrangement for bearings |
| US7878302B2 (en) | 2005-06-10 | 2011-02-01 | Rolls-Royce, Plc | Lubrication arrangement for a bearing |
| FR2896531A1 (en) * | 2006-01-26 | 2007-07-27 | Peugeot Citroen Automobiles Sa | Lubricating oil temperature increase accelerating device for internal combustion engine, has branch circuit connected in parallel to inlet piercing and outlet piercing to increase circulation flow of lubricating oil |
| WO2007085752A2 (en) * | 2006-01-26 | 2007-08-02 | Peugeot Citroën Automobiles Sa. | Device for accelerating the increase in the lubricating oil temperature of an internal combustion engine comprising an exhaust-gas turbocharger |
| WO2007085752A3 (en) * | 2006-01-26 | 2008-03-27 | Peugeot Citroen Automobiles Sa | Device for accelerating the increase in the lubricating oil temperature of an internal combustion engine comprising an exhaust-gas turbocharger |
| US20130086903A1 (en) * | 2011-10-06 | 2013-04-11 | Gm Global Technology Operations Llc. | Engine assembly including fluid control to boost mechanism |
| US8959911B2 (en) * | 2011-10-06 | 2015-02-24 | GM Global Technology Operations LLC | Engine assembly including fluid control to boost mechanism |
| EP3396120A3 (en) * | 2017-04-24 | 2018-12-19 | United Technologies Corporation | Method and system to ensure full oil tubes after gas turbine engine shutdown |
| US10711644B2 (en) | 2017-04-24 | 2020-07-14 | Raytheon Technologies Corporation | Method and system to ensure full oil tubes after gas turbine engine shutdown |
| US10961868B2 (en) | 2017-04-24 | 2021-03-30 | Raytheon Technologies Corporation | Method and system to ensure full oil tubes after gas turbine engine shutdown |
Also Published As
| Publication number | Publication date |
|---|---|
| GB8300190D0 (en) | 1983-02-09 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |