U.S. patent number 3,908,797 [Application Number 05/452,626] was granted by the patent office on 1975-09-30 for common drainage system and apparatus for engine oil sump and for oil filter of engine.
This patent grant is currently assigned to Fiat-Allis Construction Machinery, Inc.. Invention is credited to James M. Schnepp.
United States Patent |
3,908,797 |
Schnepp |
September 30, 1975 |
Common drainage system and apparatus for engine oil sump and for
oil filter of engine
Abstract
A drainage system and apparatus for use with the lubricating
system of an engine which provides a common drain for the engine
crankcase sump and for the engine lubricating oil by-pass filter in
a manner which insures against mixing of the contaminants in the
filter with the engine oil in the sump. The drainage system is
particularly useful in connection with the engine lubrication
system of vehicles such as road construction vehicles, agricultural
vehicles, tractors, or the like. The common drainage manifold used
in the aforementioned drainage system is preferably mounted on the
crankcase guard or "bellypan" usually provided with such vehicles
and at a location where the engine crankcase sump and the
lubricating oil by-pass filter may be drained simultaneously with
ease and simplicity, and with all oil and sludge draining to the
outside of the vehicle.
Inventors: |
Schnepp; James M. (Mesa,
AZ) |
Assignee: |
Fiat-Allis Construction Machinery,
Inc. (Deerfield, IL)
|
Family
ID: |
23797240 |
Appl.
No.: |
05/452,626 |
Filed: |
March 19, 1974 |
Current U.S.
Class: |
184/1.5;
137/625.4 |
Current CPC
Class: |
F01M
11/04 (20130101); Y10T 137/86815 (20150401) |
Current International
Class: |
F01M
11/04 (20060101); F16M 013/02 (); F01M
011/00 () |
Field of
Search: |
;184/1.5 ;137/625.4
;251/324,144 ;123/196 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Apley; Richard J.
Assistant Examiner: Siskind; Marvin
Claims
The embodiments of the invention in which an exclusive property or
privilege is claimed are defined as follows:
1. In combination, an engine, a lubricating circuit for said engine
including means for supplying a lubricating fluid to said engine,
said engine including a crankcase providing a sump for lubricating
fluid, a filter connected in a fluid flow path of said lubricating
circuit for filtering impurities from lubricating fluid flowing in
said circuit, a first drain line distinct from said lubricating
circuit and connected to said sump for draining said sump, a second
drain line distinct from said lubricating circuit and connected to
said filter for draining a fluid sludge or the like which has
collected in said filter, a common drain manifold for said sump and
for said filter, said common drain manifold including a drain
outlet, said first and said second drain lines being connected in
fluid communication with said common drain manifold, a drain plug
received in said manifold in plugging relation to said drain outlet
whereby to prevent drainage from said sump and from said filter
through said drain outlet, said plug being movable out of plugging
relation to said drain outlet to permit drainage from said sump and
from said filter through said drain outlet, and sealing means
between said plug and a surface of said manifold for fluidly
isolating said first and said second drain lines from each other
when said plug is in plugging relation to said drain outlet,
whereby to prevent contamination of lubricating fluid in said sump
by sludge from said filter.
2. The combination defined in claim 1 in which said drain plug is
detachably removable from said manifold.
3. The combination defined in claim 1 in which said plug and said
surface of said manifold define cooperating members and said
sealing means is carried by one of said members.
4. The combination defined in claim 3 in which said plug is
provided with an annular countersunk recess, and an O-ring is
received in said recess, said O-ring sealing against said surface
of said manifold to fluidly isolate said first and said second
drain lines from each other when said plug is in plugging relation
to said drain outlet.
5. The combination defined in claim 1 in which said engine is
mounted on the chassis of a vehicle and comprising a crankcase
guard mounted on said chassis in underlying relation to said engine
to protect and shield said crankcase against rocks and the like
along the path of travel of said vehicle, said manifold being
mounted on said crankcase guard and so positioned as to permit
access to said drain plug and to permit drainage from said drain
outlet of said manifold when said drain plug is not in plugging
relation to said drain outlet.
6. The combination defined in claim 1 in which said engine is
mounted on the chassis of a vehicle and comprising a crankcase
guard mounted on said chassis in underlying relation to said engine
to protect and shield said crankcase against rocks and the like
along the path of travel of said vehicle, a fluid outlet opening in
said crankcase guard, said manifold being mounted on an inner
surface of said crankcase guard in overlying relation to said fluid
outlet opening and so positioned as to permit access to said drain
plug and to permit drainage through said fluid outlet opening from
said drain outlet of said manifold when said drain plug is not in
plugging relation to said drain outlet.
7. In combination, an engine, a lubricating circuit for said engine
including means for supplying a lubricating fluid to said engine,
said engine including a crankcase providing a sump for lubricating
fluid, a filter connected in a fluid flow path of said lubricating
circuit for filtering impurities from lubricating fluid flowing in
said circuit, a first drain line distinct from said lubricating
circuit and connected to said sump for draining said sump, a second
drain line distinct from said lubricating circuit and connected to
said filter for draining a fluid sludge or the like which has
collected in said filter, a common drain manifold for said sump and
for said filter, said common drain manifold including a drain
passage having a drain outlet, said first and said second drain
lines being connected in fluid communication with said drain
passage, a plug received in said drain passage in plugging relation
to said drain outlet whereby to prevent drainage from said sump and
from said filter through said drain outlet, said plug being movable
out of plugging relation to said drain outlet to permit drainage
from said sump and from said filter through said drain outlet, and
means establishing sealing engagement between said plug and the
bounding surface of said drain passage contiguous said plug for
fluidly isolating said first and said second drain lines from each
other when said plug is in plugging position in said drain passage,
whereby to prevent contamination of lubricating fluid in said sump
by sludge from said filter.
8. The combination defined in claim 7 in which said drain plug is
detachably removable from said manifold.
9. The combination defined in claim 7 in which said means is a
sealing element carried by one of said members.
10. The combination defined in claim 9 in which said plug is
provided with an annular countersunk recess, and said sealing
element is an O-ring is received in said recess, said O-ring
sealing against said surface of said drain passage to fluidly
isolate said first and said second drain lines from each other when
said plug is in plugging position in said drain passage.
11. The combination defined in claim 7 in which said engine is
mounted on the chassis of a vehicle and comprising a crankcase
guard mounted on said chassis in underlying relation to said engine
to protect and shield said crankcase against rocks and the like
along the path of travel of said vehicle, said manifold being
mounted on said crankcase guard and so positioned as to permit
access to said drain plug and to permit drainage from said drain
outlet of said manifold when said drain plug is not in plugging
relation to said drain outlet.
12. The combination defined in claim 7 in which said engine is
mounted on the chassis of a vehicle and comprising a crankcase
guard mounted on said chassis in underlying relation to said engine
to protect and shield said crankcase against rocks and the like
along the path of travel of said vehicle, a fluid outlet opening in
said crankcase guard, said manifold being mounted on an inner
surface of said crankcase guard in overlying relation to said fluid
outlet opening and so positioned as to permit access to said drain
plug and to permit drainage through said fluid outlet opening from
said drain outlet of said manifold when said drain plug is not in
plugging relation to said drain outlet.
Description
BACKGROUND OF THE INVENTION
1. Field of the Invention
This invention relates to a drainage system and apparatus for use
with the lubricating system of an engine which provides a common
drain for the engine crankcase sump and for the engine lubricating
oil by-pass filter in a manner which insures against mixing of the
contaminants in the filter with the engine oil in the sump.
2. Description of the Prior Art
In the prior art arrangements for draining the by-pass filter and
for draining the crankcase sump of an internal combustion engine,
particularly of engines used on road construction machinery,
agricultural vehicles, tractors and the like, the common practice
has been to provide separate drainage systems for the filter and
for the crankcase sump. The crankcase sump was drained by first
removing an access plate provided on the crankcase guard which is
usually provided on vehicles of the type just mentioned to prevent
rocks or the like from hitting and damaging the crankcase. After
removing the access plate, the drain plug in the crankcase sump was
removed. To perform this operation, the serviceman had to be under
the machine to drain the crankcase and was frequently splashed with
oil during the crankcase draining operation.
In the prior art practice of draining the lubricating oil filter,
if the sludge from the filter was allowed to drain directly from
the drain cock of the filter, it would collect in the lower guards
of the machine and would create a fire hazard. Therefore, a loose
hose was provided for connection to the drain cock of the filter
whereby to drain the sludge away from the machine. It was necessary
in the prior art for this hose which was used in draining the oil
filter to be carried in the vehicle tool box when not in use
because if the hose was left installed on the drain cock, the
possibility existed that the serviceman would forget to close the
filter drain cock. In this event, the oil would not leak out when
the crankcase was first filled, but when the engine was first
started, all the oil in the crankcase would pump out through the
hose connection of the filter, unknown to the operator, until
severe damage had been done to the engine.
SUMMARY OF THE INVENTION
Accordingly, it is an object of the invention to provide a drainage
system for use with the lubrication system of an internal
combustion engine or the like which permits draining the crankcase
sump and the lubricating oil by-pass filter simultaneously through
a common drain rather than using separate drainage systems for
these members as in the prior art.
It is another object of the invention to provide a common drainage
arrangement for the crankcase sump and for the lubricating oil
by-pass filter of the lubrication system of an internal combustion
engine or the like in which drainage of the crankcase sump and the
by-pass filter may be effected by removal of a single plug member
in a manifold which is common to the drainage systems of both the
crankcase sump and of the by-pass filter.
It is a further object of the invention to provide a common
drainage arrangement for use with the crankcase sump and the filter
of the lubrication system of an internal combustion engine or the
like which substantially insures that the filter drain will be
closed before running the engine.
It is still a further object of the invention to provide a common
drain for an engine crankcase sump and for the engine lubricating
oil by-pass filter which insures against mixing of the contaminants
in the filter with the engine oil in the sump.
It is still a further object of the invention to provide a common
drain for an engine crankcase sump and for the engine lubricating
oil by-pass filter of a vehicle such as a road construction
vehicle, agricultural vehicle, tractor, or the like, in which the
common drain is mounted in an easily accessible location on the
engine crankcase guard, and at a location in which all oil and
sludge drain to the outside of the vehicle.
In achievement of these objectives, there is provided in accordance
with an embodiment of the invention a drainage system and apparatus
for use with the lubricating system of an engine which provides a
common drain for the engine crankcase sump and for the engine
lubricating oil by-pass filter in a manner which insures against
mixing of the contaminants in the filter with the engine oil in the
sump. The drainage system is particularly useful in connection with
the engine lubrication system of vehicles such as road construction
vehicles, agricultural vehicles, tractors, or the like. The common
drainage manifold used in the aforementioned drainage system is
preferably mounted on the crankcase guard or "bellypan" usually
provided with such vehicles and at a location where the engine
crankcase sump and the lubricating oil by-pass filter may be
drained simultaneously with ease and simplicity, and with all oil
and sludge draining to the outside of the vehicle.
Further objects and advantages of the invention will become
apparent from the following description taken in conjunction with
the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a schematic diagram of the lubricating system of an
engine incorporating the common drainage system and apparatus of
the invention;
FIG. 2 is a view in transverse section showing the drainage
manifold of the invention and of the connections of the filter and
of the crankcase sump to the drainage manifold; and
FIG. 3 is a view taken along section line III-III of FIG. 2.
DESCRIPTION OF THE PREFERRED EMBODIMENT
Referring now to FIG. 1, there is shown an internal combustion
engine 10 of any suitable type having a crankcase 12. Crankcase 12
provides a sump for lubricating oil L used to lubricate the engine.
The engine 10 is suitably mounted on the chassis of a vehicle which
may be, for example, a road construction vehicle, agricultural
vehicle, tractor, or the like. The vehicle on which engine 10 is
mounted is provided with a crankcase guard or bellypan generally
indicated at 14 which lies beneath in spaced relation to and in
shielding and protecting relation to crankcase 12 for the purpose
of preventing rocks or the like from hitting and damaging the
crankcase 12. Crankcase guard 14 includes a substantially
horizontal guard portion 16 from the opposite ends of which extend
upwardly inclined guard portions 18. The upper ends of guard
portions 18 are suitably secured to oppositely disposed portions 20
of the main frame of the vehicle chassis.
The details of the lubrication circuit are not important to the
present invention. The lubrication circuit may include a pump P
having an inlet or suction line 17 which draws lubricating oil from
crankcase sump 12 into the pump, the pump then discharging the oil
through an output line 19 which leads to the various distribution
points on the engine 10 for lubricating the engine. At least part
of the oil flow which has passed through the various engine
lubrication points is returned by inlet line 21 to the inlet of the
filter 52.
The filter 52 is of the well known by-pass type and is provided
with a filter element or cartridge (not shown) within the filter
casing 53. The oil being filtered normally passes through the
filter cartridge. In the event that the filter cartridge becomes
clogged, a spring-loaded by-pass which is part of the filter opens
and permits the oil passing through filter 52 to by-pass the filter
element or cartridge, the oil still passing through the filter
casing from the inlet to the outlet thereof. The oil exits from
filter 52 by way of exit line 23 and returns to crankcase sump 12.
Sludge and other impurities not adhering to the removable filter
element within the casing of filter 52 gravitate to the lower end
of the casing 53 where they may be drawn off by the drain line 50
connected to the common drain manifold 22 to be hereinafter
described.
The common drain manifold of the invention is generally indicated
at 22 and is suitably mounted by bolts 24 to a plate member 26
which is welded or otherwise suitably secured to the inner surface
of one of the upwardly inclined portions 18 of crankcase guard 16.
Plate 26 overlies an opening 28 in the inclined portion 18 of
crankcase guard 16; and plate itself is provided with an opening 30
to permit access to the removable drainage plug generally indicated
at 32 of the drain manifold 22, to be described hereinafter in more
detail.
The drain manifold generally indicated at 22 comprises two sections
designated at 22A and 22B. Manifold section 22A is bolted by bolts
24 to plate 26 as previously described. Manifold section 22B
comprises a known type of commercially available hose or tube
fitting, such as an S.A.E. four bolt split flange fitting or the
like, comprising a tubular inlet fitting or collar 44, a pair of
split flange members 45A and 45B, and four cap screws 47. The
collar 44 is provided with a countersunk opening 38A into which a
end of conduit 46 extends and to which it is welded or brazed, as
at 38. The collar 44 is further provided on its lower face with a
groove 39 for accommodating an O-ring 33 to provide a fluid tight
joint between sections 22A and 22B. If preferred, another type of
suitable gasket could be employed. The collar 44 is provided with
an external shoulder 44A engagable by an internal recess 44B in the
split flange members. The split flange members 45A and 45B are
provided with holes 47A for accommodating the cap screws 47 which
extend therethrough and make threaded engagement with threaded
holes 47B provided in section 22A. The cap screws 47 releasably
secure the split flange members to section 22A and force the collar
44 towards section 22A, thereby causing the O-ring 33 to form a
fluid tight seal. Drain manifold 22 is provided with a common drain
passage 34 which opens at one end at a countersunk opening 36A in
end face 36 of the manifold which overlies opening 30 in plate 26.
The opposite end of drain passage 34 communicates with conduit 46.
A bore or passage 40 extends laterally inwardly from outer face 42
of manifold section 22A and into fluid communication with common
drainage passage 34 intermediate the length of drainage passage 34.
The longitudinal axis of lateral bore 40 lies perpendicular to the
longitudinal axis of common drainage passage 34.
Inlet fitting 44 is connected by a conduit 46 to a drain outlet
fitting 48 at the lower end of crankcase sump 12. Thus, the
lubricating oil L in the crankcase sump 12 is placed in fluid
communication with the drain passage 34 of manifold 22 by means of
conduit 46 and drain fittings 44 and 48 on the manifold and on the
crankcase, respectively.
Similarly, the outlet end of lateral bore 40 contiguous the face 42
of manifold section 22A is internally threaded as indicated at 41
to receive a threaded fitting 49 connected to a conduit 50, with
the opposite end of the conduit 50 being connected by a suitable
drain fitting to the lower end of the lubricating oil by-pass
filter generally indicated at 52. Thus, the interior of the filter
52 and the sludge and sediment therein is placed in fluid
communication with manifold 22 and with common drain passage 34 of
manifold 22 by means of conduit 50 and by the fittings which
respectively connect the opposite ends of conduit 50 to manifold 22
and to filter 52.
The drain plug generally indicated at 32 is a substantially solid,
or at least unapertured member, received in drain passage 34 of
drain manifold 22. Drain passage 34 is provided contiguous the
opening thereof near the face 36 of manifold section 22A with an
internal thread indicated at 37, and plug member 32 is provided
with an external thread 54 thereon which threadedly engages the
internally threaded portion 37 of drain passage 34, whereby to
secure plug 32 securely in closing or "plugging" position within
the drain passage 34 as seen in FIG. 2 of the drawings. The outer
end of drain plug 32 is provided with a hexagonal head 56 to
facilitate engagement of a suitable tool with plug 32 when the plug
is being either inserted or removed. The end of the drain plug 32
immediately inwardly of the hex head 56 is provided with a sealing
washer 58 thereon which is adapted to seat in a tapered recess 60
provided where drain passage 34 merges with countersunk surface 36A
at the outer end 36 of manifold 22. When plug 32 is in plugging
position as shown in FIG. 2, oil from the sump of crankcase 12 is
prevented by the presence of the plub from flowing to the discharge
outlet of the manifold at surface 36A, and sludge from filter 52 is
also prevented by the presence of the plug from flowing to the
discharge outlet of the manifold.
The innermost end 62 of drain plug 32 relative to the view of FIG.
2 lies in manifold section 22A just a short distance outwardly of
the interface between manifold sections 22A and 22B. In accordance
with an important feature of the construction, plug member 32 is
provided contiguous the end 62 thereof with a countersunk annular
groove 64 which receives a flexible sealing element in the form of
an O-ring 66. O-ring 66 bears against the contiguous inner surface
of common drain passage 34 to provide an effective seal preventing
passage of fluids in either direction past the O-ring. When drain
plug 32 is fully seated in its plugged position as seen in FIG. 2,
the O-ring is located at a position along common drain passage 34
which is intermediate the fluid connections of the filter 52 and of
the crankcase sump 12 to the common drainage passage 34. This
prevents the possibility of contaminants from filter 52 from
feeding into crankcase sump 12 through manifold 22. The O-ring 66
by providing a seal between drain plug 32 and the internal surface
of common drain passage 34 prevents passage of contaminants from
filter drain line 50 to sump drain line 46 when drain plug 32 is in
the plugged position as shown in FIG. 2 of the drawings.
In using the lubrication drain system hereinbefore described, and
with engine 10 turned off, drain plug 32 is removed from its
threaded engagement with the end of the common drain passage 34 of
manifold 22. This permits the fluid sludge in filter casing 53 to
drain through drain line 50 to manifold 22 and thence outwardly
through the unplugged end of the common drain passage 34.
Similarly, the removal of plug 32 from manifold 22 also permits the
oil in the sump of crankcase 12 to drain through the drain line 46
to common drain passage 34 of manifold 22 and thence outwardly
through the open unplugged end of common drain passage 34. Since
the drain opening of manifold 22 overlies opening 30 in plate 26
and opening 28 in the upwardly inclined crankcase guard portion 18,
the sludge from filter 52 and the oil from the sump of crankcase 12
which are being drained are free to flow outwardly simultaneously
through openings 28 and 30 into a suitable receptacle which may be
placed in the discharge flow path from the open unplugged end of
manifold 22.
After all drainage from filter 52 and from the sump of crankcase 12
has stopped, plug 32 is replaced in plugging relation to common
drain passage 34 of manifold 22 as shown in the view of FIG. 2. The
filter casing 53 is opened and the old filter element or cartridge
is removed and replaced by a new filter element or cartridge. The
filter casing or can 53 is then closed. New oil is then placed in
the sump of crankcase 12 through a suitable inlet opening provided
for this purpose. Engine 10 is then started and run for a few
minutes to allow filter 52 to fill. The oil level in the sump of
crankcase 12 is then checked and sufficient oil is added to bring
the level of the oil in the sump of crankcase 12 to a specified
mark.
From the foregoing detailed description of the invention, it has
been shown how the objects of the invention have been obtained in a
preferred manner. However, modifications and equivalents of the
disclosed concepts such as readily occur to those skilled in the
art are intended to be included within the scope of this
invention.
It is apparent that removal of the four bolts 24 enables the entire
engine 10 (with drain lines 46 and 50 and manifold 22 attached) to
be removed from the vehicle without the necessity for draining the
oil from the crank case 12 or filter 53. It should also be noted
that engines are usually supplied by the manufacturer with oil in
the crank case. Therefore, if drainage apparatus in accordance with
the invention is installed on the engine during manufacture, it is
unnecessary to drain oil prior to installation of the engine in the
vehicle, since installation would merely involve installing or
connecting the four screws 24.
* * * * *