GB2548572A

GB2548572A - Oil cartridges

Info

Publication number: GB2548572A
Application number: GB1604727.6A
Authority: GB
Inventors: Mcleod-Ross Andrew
Original assignee: BWM RIBS Ltd
Current assignee: BWM RIBS Ltd
Priority date: 2016-03-21
Filing date: 2016-03-21
Publication date: 2017-09-27
Anticipated expiration: 2036-03-21
Also published as: GB2548572B; GB201604727D0

Abstract

The oil cartridge system 100 comprises an oil cartridge 102 receivable in a receptacle 104. The oil cartridge has a self-closing inlet port 16 and a self-closing outlet port 20 and preferably includes a handle 40, and an oil filter 24 between the inlet and outlet port so that oil passing 26 through the cartridge is cleaned. The inlet and outlet ports are adapted to releasably and sealingly engage with a respective self-closing inlet and outlet valve 18,22 of the receptacle. The receptacle has an inlet 110, outlet 112 and hollow interior volume 106 that together form a flow passageway for a coolant 107. Ideally the receptacle is thermally coupled to the cartridge so that oil passing through the cartridge is cooled by heat conduction 118 to coolant passing through the receptacle. Ideally the system is used to cool oil that lubricates and cools an internal combustion marine engine 28, whereby coolant is ideally cooled by a flow of sea water 126 via a heat exchanger 38. The receptacle may include catches 128 that lock the cartridge into the receptacle. The system is more space efficient since only one heat exchanger is needed to cool engine oil and engine coolant.

Description

Title: Oil cartridges

Description:

This invention relates to oil cartridges, and in particular, but without limitation, to oil cartridges suitable for use in conjunction with internal combustion engines.

Oil is used as a lubricant and as a coolant in many internal combustion engines. The engine oil flows through channels or conduits in the engine, and into the sump, thereby providing lubrication for moving parts of the engine, and because it flows around the engine via the aforesaid channels or conduits, it can be used as a heat exchange medium for partially cooling the engine. A heat exchanger is therefore used to cool the engine oil, and thus the engine, in part.

However, the circulation of oil within the engine is insufficient, in most cases, to provide adequate engine cooling. Therefore, in addition to the oil circuit in a typical internal combustion engine, there is also provided a separate coolant circuit, through which an engine coolant fluid flows to cool other parts of the engine, such as the cylinder block, the cylinder head and so forth. As the engine oil and coolant fluids cannot mix, this requires a separate heat exchanger to cool the coolant in addition to the oil cooling heat exchanger. As such, most internal combustion engines comprise two heat exchangers: one for the engine oil; and one for the engine coolant. This adds weight and complexity to the engine, which is generally considered to be undesirable.

In addition to the above, the oil usually requires a filtration system to remove combustion products from the engine, particulate matter and so forth, which, if not removed, may adversely affect the performance of the engine and/or its longevity. The oil circuit of a typical internal combustion engine therefore composites an oil filter, which much be changed periodically, for example, at the same or similar service intervals to oil changes. The maintenance requirements of an internal combustion engine can therefore be somewhat burdensome: requiring an oil change and a filter change at various intervals. A known partial solution to this problem is to provide an oil cartridge system, which comprises a removable cartridge which contains a quantity of oil and a filter cartridge. The volume of the cartridge is designed in such a way that removing and replacing the cartridge replaces sufficient oil in the engine to equate to a conventional oil change, and because the oil filter is built into the cartridge, an oil filter change is effected at the same time. A schematic illustration of a known oil filter cartridge system 10 is shown in Figures 1 and 2 of the drawings, in which there is an outer receptacle 12 which receives an oil cartridge 14.

The cartridge 14 has a self-closing inlet port 16 that engages with a one-way, self-closing inlet valve 18 of the receptacle 12; and a self-closing outlet port 20 that engages with a one-way, selfclosing outlet valve 22 of the receptacle 12.

An oil filter 24 is located within the cartridge 14 and separates the inlet 16 from the outlet 20 such that oil flowing into the cartridge 12 passes thought the filter 24 before it leaves via the outlet 20. The cartridge 14 typically contains a quantity of engine oil 26 that is an appropriate volume and type for the type and size of engine 28 to which it is connected.

Thus, in use, engine oil 26 flows 30 from the engine 28, via an oil-cooling heat exchanger 32 and into the cartridge 14, via the inlet valve 18 and port 16; through 32 the filter 24; and back 34 to the engine 28, via the outlet port 20 and valve 22, thus completing the circuit. Meanwhile, the engine 28 is cooled by a separate coolant circuit 36 and coolant heat exchanger 38.

To effect and oil 26 and filter 24 change, as shown in Figure 2 of the drawings, a set of clips (not shown) retaining the cartridge 14 within the receptacle 12 are released and the cartridge 12 is withdrawn 39 from the receptacle 12. Upon so doing, the self-closing valves 18, 22 and ports 16, 20 close-off, thereby preventing loss of oil 26. A handle 40 on the cartridge 14 is provided to facilitate this procedure. A replacement cartridge, containing a new oil filter 24 and fresh oil 26 is inserted 39, and the self-closing valves 18, 22 and ports 16, 20 re-open to complete the oil circuit previously described.

It will be appreciated that this known system somewhat simplifies oil and filter changes, but does nothing to help rationalise the engine or to reduce the number of cooling circuits and heat exchangers 32, 38 required.

The invention aims to provide a solution to one or more of the aforementioned problems and/or to provide an alternative to known oil cartridge systems.

Various aspects of the invention are set forth in the appended claims.

According to an aspect of the invention, there is provided an oil cartridge system comprising an oil cartridge receivable in a receptacle; the oil cartridge comprising: a self-closing inlet port adapted to releasably and sealingly engage with a self-closing inlet valve of the receptacle; and a self-closing outlet port adapted to releasably and sealingly engage with a self-closing outlet valve of the receptacle; the receptacle comprising: a hollow interior volume forming a flow passageway for a coolant fluid, an inlet for the coolant fluid and an outlet for the coolant fluid.

In one respect, the invention differs from known oil cartridge systems insofar as the receptacle forms part of a coolant system for engine oil contained within the cartridge. Suitably, the receptacle and the cartridge are formed so as to provide a thermal conduction pathway between the oil within the cartridge and the coolant fluid within the receptacle. This can be accomplished by manufacturing mating parts of the cartridge and receptacle from relatively high thermal conductivity materials, such as copper, aluminium or steel, and optionally by providing a layer or film of thermal compound, such as silver paste/gel, copper paste/gel, or a compressible, thermally conductive layer (for example, copper or aluminium wool) between the cartridge and the receptacle.

By way of the invention, it is possible in certain embodiments, to rationalise an internal combustion engine to which it is connected by providing an engine coolant circuit only (as opposed to separate engine oil and coolant circuits) because the engine coolant circuit, containing the said coolant fluid is able to cool the engine oil as well as the remainder of the engine.

The oil cartridge system may further comprise an oil filter within the cartridge interposed between the inlet and the outlet. Thereby, the oil cartridge system may be used to both cool and filter the engine oil.

In certain embodiments of the invention, there may be provided a supplementary cooling means for the engine oil within the cartridge, but which does not require an additional cooling circuit to be provided. Thus, in addition to cooling the engine oil within the cartridge via one or more of the base, side or upper walls of the cartridge; the supplementary cooling means may cool the bulk of the engine oil within the cartridge. This may, in certain embodiments, be accomplished by the provision of an internal heat exchanger within the cartridge. To avoid having to provide a separate cooling circuit, the internal heat exchanger is suitably in fluid communication with the hollow interior volume of the receptacle. To enable the cartridge to be removed from the receptacle without the loss of coolant fluid, the cartridge is suitably provided with a second self-closing inlet port adapted to releasably and sealingly engage with a second self-closing inlet valve in fluid communication with the hollow interior volume of the receptacle; and a second self-closing outlet port adapted to releasably and sealingly engage with a second self-closing outlet valve in fluid communication with the hollow interior volume of the receptacle.

The cartridge and receptacle suitably comprise a "poka-yoke" design, that is to say, permitting insertion of the cartridge in the receptacle in a single (correct) orientation and position only. This may be accomplished by the appropriate design of the shape of the cartridge and receptacle (for example, tapering, an asymmetric shape etc.); by the provision of various channels and grooves formed in the cartridge and receptacle (for example, complementary "keying" formations) which permit insertion in a correct orientation only, etc.

The cartridge suitably comprises a handle to facilitate insertion and removal thereof into and from the receptacle. Locking means, such as clips, may also be provided to lock the cartridge into the receptacle.

Various embodiments of the invention shall now be described, by way of example only, with reference to the accompanying drawings in which:

Figures 1 and 2 are schematic cross-sectional views of a known oil cartridge system;

Figures 3 and 4 are schematic cross-sectional views, in a connected, and disconnected configuration, respectively, of a first embodiment of an oil cartridge system in accordance with the invention;

Figures 5 and 6 are schematic cross-sectional views, in a connected, and disconnected configuration, respectively, of a second embodiment of an oil cartridge system in accordance with the invention; and

Figures 7 and 8 are schematic cross-sectional views, in a connected, and disconnected configuration, respectively, of a third embodiment of an oil cartridge system in accordance with the invention;

In Figures 3 to 8 of the drawings, identical reference signs have been used to identify identical features to those used in relation to Figures 1 and 2 to avoid repetition and to aid understanding, but without any admission that such features are admitted to be prior art. The invention is described herein in relation to a water-cooled marine engine, although it is to be understood that the scope of the invention and/or this disclosure is not limited to such engines: it being readily apparent to the skilled reader that any references to "water cooling" and the like herein could be replaced by any other type of cooling/heat exchange system, such as a radiator, forced air cooling system, liquid cooling or refrigerant system etc..

Referring to Figures 3 and 4 of the drawings, a first embodiment of an oil cartridge system 100 in accordance with the invention is shown. The oil cartridge system 100 comprises an oil cartridge 102 receivable in a hollow receptacle 104, in a similar manner to that previously described.

Flowever, in the case of the invention, the receptacle 104 comprises a hollow interior volume 106, which forms a flow passageway for a coolant fluid 107, as indicated by arrow 108, which flows into the hollow interior volume 106 of the receptacle 104 via an inlet 110, and out via an outlet 112.

The outer surfaces 114 of the cartridge 102, and the inner surfaces 116 of the receptacle 104 are made from a high thermal conductivity material, such as copper, aluminium or steel, and are either in intimate contact with one another, or, in certain embodiments, are thermally coupled in some way (e.g. with thermal paste, gel, wire wool etc.) to facilitate the conduction of heat 118 from the oil 26 within the cartridge 102 into the coolant fluid 106 within the receptacle 104.

The hollow interior volume 106 of the receptacle 104 forms part of a coolant circuit 36 for a connected engine 28. The coolant fluid 107 thus flows, through pipework 120, from the outlet 112 of the receptacle 104 to an inlet 122 of the engine's cooling circuit; through the engine 28; out via the engine's coolant circuit outlet 124 and back to the receptacle's inlet 110, via a heat exchanger 38. A pump (not shown) is used to pump the coolant fluid 107 through the coolant circuit 36. The heat exchanger 38, in the case of a marine engine 28, is typically a plate, core-shell or tubular heat exchanger 38 that is cooled on its hot side by a flow of cool sea water 126.

Meanwhile, the engine's oil 26 flows in a separate circuit, from 30 the engine 28 and into the cartridge 104, via the inlet valve 18 and port 16; through 32 a filter 24; and back 34 to the engine 28, via the outlet port 20 and valve 22, thus completing the circuit. However, unlike the known system shown in Figures 1 and 2, there is no separate oil-cooling heat exchanger 32 because the oil is cooled in the cartridge 102 by the coolant fluid 107 flowing through the receptacle 104. It will be appreciated from the foregoing discussion, and by comparison with Figures 1 and 2, that the invention rationalises the design of an engine heat management system considerably.

Also shown in Figures 3 and 4 is a handle 40 for the cartridge 102, and a set of locking catches 128 for locking the cartridge 102 into the receptacle. It will also be noted that the cartridge 102 is not completely filled with engine oil 26, thereby providing an expansion volume 130, above the level of the oil, within the cartridge 102, which obviates the need for a separate oil expansion chamber, thereby further rationalising the design of the engine. A combination oil 26 and filter 24 change can be effected, as shown in Figure 4, by unlatching the locking catches 128 and by pulling on the handle 40 to release and remove 39 the cartridge 102 from the receptacle 104. Upon so doing, the self-closing valves 18, 22 and ports 16, 20 close-off, thereby preventing loss of oil 26. A replacement cartridge 102, containing a new oil filter 24 and fresh oil 26 is inserted 39, and the self-closing valves 18, 22 and ports 16, 20 re-open to complete the oil circuit and allow the engine 28 to be used again.

Another embodiment of the invention is shown in Figures 5 and 6 of the drawings now, in which the cartridge 102 further comprises a supplementary oil-cooling heat exchanger 150 in the form of a coiled tube located within the engine oil 26. The supplementary oil-cooling heat exchanger 150 contains coolant fluid 107, which it draws from the hollow interior volume 106 of the receptacle via feed pipes 152.

In this embodiment, the cartridge 102 further comprises a second self-closing inlet port 154 that sealingly and releasably engages with a second self-closing inlet valve 156 of the receptacle 104; and a second self-closing outlet port 158 that sealingly and releasably engages with a second selfclosing outlet valve 160 of the receptacle 104. Now, in addition to the coolant 107 flowing into and directly out of the hollow interior volume 106 of the receptacle 104 via its inlet 110 and outlet 112 ports, the coolant fluid 107 can also flow around the supplementary oil-cooling heat exchanger 150 as indicated by arrows 162 in Figure 5. As such, the extraction 118 of heat from the engine oil 26 is greatly improved.

Finally, a further embodiment of the invention is shown in Figures 7 and 8, which is similar to that shown in Figures 5 and 6 above, except for the fact that the supplementary oil-cooling heat exchanger 150 draws its cooling fluid 107 from separate feed 164 and return 166 valves, as opposed to from within the hollow interior volume 106 of the receptacle, as shown in Figures 5 and 6. This may be a preferred configuration in certain situations as it may facilitate having differential coolant fluid 107 flow rates (108 vs 162) through the hollow interior volume 106 of the receptacle, compared with the coolant fluid flow rate through the supplementary oil-cooling heat exchanger 150.

The invention is particularly suited for use in marine engines, where weight and space savings, and where ease of service are important factors. Specifically, inboard marine engines tend to be difficult to access, and because the engine's sump often lies within the bilges of a boat, conventional oil and oil filter changes can be difficult. Further, and with particular reference to marine engines (which are often cooled using salty seawater), reduction of the number of heat exchangers (which can be susceptible to corrosion) is highly advantageous. The invention thus affords, in many cases, the option to effect an oil and filter change without needing direct access to the engine's (often difficult-to-reach) sump as well as reducing the number of salt-water cooled heat exchangers, thereby reducing the number of potential corrosion sites. Further, by removing one or more of the engine's heat exchangers, the weight of the engine can be reduced. Moreover, removal of one or more heat exchangers can simply the design of the engine and improve the engine's ease of servicing and repair: important considerations when a boat is away from land.

The invention is not restricted to the details of the foregoing embodiments, which are merely exemplary of the invention. In particular, any shapes, dimensions, materials or properties, whether express or implied are illustrative only, and are not restrictive of the scope of the invention, which is defined by the appended claims.

Claims

Claims: An oil cartridge system comprising an oil cartridge receivable in a receptacle; the oil cartridge comprising: a self-closing inlet port adapted to releasably and sealingly engage with a selfclosing inlet valve of the receptacle; and a self-closing outlet port adapted to releasably and sealingly engage with a self-closing outlet valve of the receptacle; the receptacle comprising: a hollow interior volume forming a flow passageway for a coolant fluid; an inlet for the coolant fluid; and an outlet for the coolant fluid. The oil cartridge system of claim 1, wherein the receptacle and the cartridge thermally coupled to one another. The oil cartridge system of claim 2, wherein an outer surface of the cartridge, and a corresponding inner surface of the receptacle are made from a relatively high thermal conductivity material. The OCS of claim 2 or claim 3, wherein the said outer and inner surfaces are manufactured from any one or more of the group comprising: copper; aluminium and steel. The OCS of any of claims 2, 3 or 4, wherein the said outer and inner surfaces are thermally coupled by any one or more of the group comprising: thermal paste; thermal gel; silver paste; silver gel; copper paste; copper gel; a compressible, thermally conductive layer; copper wool; and aluminium wool, interposed between the cartridge and the receptacle. The OCS of any preceding claim, further comprising an oil filter within the cartridge interposed between the inlet and the outlet. The OCS of any preceding claim, further comprising a supplementary cooling means for cooling the engine oil within the cartridge. The OCS of claim 7, wherein the supplementary cooling means comprises a supplementary oil-cooling heat exchanger. The OCS of claim 8, wherein the supplementary oil-cooling heat exchanger comprises a coiled tube located within the cartridge. The OCS of claim 7, 8 or 9, wherein the supplementary cooling means contains, in use, coolant fluid drawn from the hollow interior volume of the receptacle. The OCS of claim 7, 8 or 9, wherein the supplementary cooling means contains, in use, coolant fluid drawn from a separate source from the coolant fluid within the hollow interior volume of the receptacle. The OCS of claim 11 or claim 12, further comprising flow control means for adjusting the flow rate of coolant within the supplementary cooling means relative to the flow rate of coolant within the hollow interior volume of the receptacle. The OCS of any of claims 7 to 12, wherein an inlet and outlet of the supplementary cooling means comprises a self-closing port adapted to releasably and sealingly engage with a selfclosing valve of the receptacle. The OCS of any preceding claim, wherein the shape and configuration of the cartridge and receptacle is such that insertion of the cartridge into the receptacle is only possible in a single, correct, orientation and position. The OCS of claim 14, wherein cartridge and receptacle comprise any one or more of the group comprising: tapering; an asymmetric shape; and complementary channels and grooves. The OCS of any preceding claim, wherein the cartridge further comprises a handle. The OCS of any preceding claim, further comprising locking means for locking the cartridge into the receptacle. The OCS of any preceding claim, wherein the cartridge is at least partially filled with engine oil. The OCS of claim 18, wherein the cartridge is partially filled with engine oil leaving an expansion volume within he cartridge above the level of the oil. An engine comprising the OCS of any preceding claim. The engine of claim 20, wherein the hollow interior volume of the receptacle forms part of a coolant circuit for the engine, the inlet or outlet of the receptacle being operatively connected to an inlet of the engine's cooling circuit, the outlet or inlet of the engine's coolant circuit being operatively connected to the receptacle's inlet, and wherein the coolant circuit comprises a heat exchanger and a pump. The engine of claim 21, wherein the heat exchanger comprises a plate, core-shell or tubular heat exchanger. The engine of claim 22, being a marine engine and wherein the hot side of the heat exchanger is cooled. In use, on its hot side, by a flow of sea water. The engine of any of claims 20 to 23, wherein the engine comprises an oil circuit, and wherein an outlet of the engine's oil circuit is operatively connected to the inlet port, and wherein an inlet of the engine's oil circuit is operatively connected to the outlet port. An OCS or engine substantially as hereinbefore described, with reference to, and as illustrated in, Figures 3 to 8 of the accompanying drawings.