US3356182A

US3356182A - Engine oil conditioner and method of continuously reconditioning lubricating oil

Info

Publication number: US3356182A
Application number: US380871A
Authority: US
Inventors: Robinson Luther; Edgar G Roland
Original assignee: Individual
Current assignee: Individual
Priority date: 1964-07-07
Filing date: 1964-07-07
Publication date: 1967-12-05
Anticipated expiration: 1984-12-05

Description

Dec. 5, 1967 1 ROBINSON ET Al- ENGINE OIL CONDITIONER AND METHOD OF CONTINUOUSLY l RECONDITIONING LUBRICATING OIL Filed July '7, 1964 4 Sheets-Sheet 1 lll Ila

Tmm

WHG.

. Ma alg ud c LE 25b ||l S35 f-ZO THE /R A TTU/PNE YS Dec. 5, 1967 L. ROBlNSON ET AL 3,356,182

ENGINE OIL CONDITLONER AND METHOD OF CONTINUOUSLY RECONDITIONING LUBRICATING OIL Filed July '7, 1964 y 4 Sheets-Sheet 2 INVENTORS. Luther Robinson Edgar G. Roland THE /R ATTORNE YS' Dec. 5, 1967 ROBlNSON ET AL 3,356,182

ENGINE OIL CONDITIONERv AND METHOD OF CONTINUOUSLY RECONDITIONING LUBRICATING @IL Filed July '7, 1964 4 Sheets-Sheet T INVENTORS. Luther Robinson BY Edgar G. Roland THE/R ATTORNEYS Dec. 5, 1967 1 ROBlNSON ET AL 3,356,182

. ENGNE OIL CONDITLONER AND METHOD 0F CONTINUOUSIJY RECONDITIONING LUBRICATING OIL Filed July '7, i964 4 Sheets-Sheet 4 Lul/1er Robinson Edgar 6. Roland www, n@ mt fw THE/? A TTOHNEYS F 5 v INVENTORS.

United States Patent CONTINU OUSLY RECONDITIONIN G LUBRICAT- ING OIL Luther Robinson, 509 Bellaire Ave., Pittsburgh, Pa.

15226, and Ed'gar G. Roland, Box 383, Grand Ave., Mars, Pa. 16046 Filed July 7, 1964, Ser. No. 380,871 24 Claims. (Cl. 184-6) This invention relates to procedure and apparatus for conditioning or reconditioning lubricating oil during the operation of a combustion engine and particularly, for continuously maintaining crankcase oil in good condition for lubricating the engine.

A phase of the invention relates to procedure and apparatus for eliminating sludge formation in the lubricating system of an engine and for eliminating the need for making oil changes.

The present-day trend has been toward the provision of better quality oils, of better engine wearing surfaces, and of improved oil lters in order to permit a longer period of oil usage before it has to be changed. However, we have determined that these approaches do not fully meet the problem and that excessive engine wear may occur where full reliance is placed upon them. In the first place, sulfur is present at least in minimum amounts in lubricating oil of a petroleum, mineral, or hydrocarbon type. It is present in varying amounts in crude oil and may also be introduced during the refining process. Some engineers are of the opinion that when sulfur is present in its elemental form it improved the lubricating properties of the oil; however, moisture condensation, oxygen and gasoline are introduced into the crankcase oil of an engine, due to the heating and cooling of the motor when not in operation, due to the use of an atmospheric-open oil filler and breather tube, and due to leakage from the combustion chambers during the operation of the pistons.

The moisture which is formed by condensation and moisture which is introduced along with oxygen through the oil filler tube of the engine tend to cause the elemental sulfur in the oil to, during the operation of the engine, change into a more complex or acid form. The acid form is corrosive of the Wear parts of the engine, tends to lower the lubricating properties of the oil, and, importantly, tends to cause. the formation of a gummy sludge which may contain acid, some sulfur trioxide, etc. This sludge quickly fills the pores of the oil filter which causes the oil to merely -by-pass the filter, making it ineffective for removing dirt impurities. An oil filter used for an ordinary internal combustion engine will, after a few thousand miles, collect a heavy coating of sticky sludge, thus necessitating its change if the engine is to be protected.

In endeavoring to find a solution to the problem involved, we found that the proper approach was to effectively condition or recondition the oil during its usage and that if this is properly done, sludge formation will be eliminated, making the oil filter continuously effective and maintaining the oil at its top lubricating eiciency. We have been able to carry out such lan approach by continuously taking-off or bleeding oil from the engine during its operation and continuously and progressively conditioning the oil as thus taken-ofi, and then continuously returning it to the crankcase of the engine. This is done with a by-pass system in such a manner that the 4acid content of the oil is, in effect, neutralized, and contaminating volatiles, including moisture rand gasoline as well as sulfur and carbon oxides, are progressively taken-off from and removed from theY oil before it is returned to the engine. Employing this apice proach, we have found that oil in hard usage forvtens Cil of thousands of miles in |an automobile is effectively as good in its lubricating qualities as the original oil, and that the oil filter when removed is free of sludge deposits, so that it may effectively collect bits of metal, dirt, and other solid contaminants that might otherwise damage the engine.

Briefly, in accordance with our invention, the oil is conditioned during its usage by subjecting it progressively Iand effectively to continuous treatment in a relatively simple apparatus in which it is flowed as a film over a heated surface and in contact with a metal catalyst in such a manner that the catalyst yacts to neutralize the acid or convert the acid content into an innocuous content and particularly, one which can be volatilized-off. At the same time, heating is effected during the flow of the oil as a film over the heated surface so las to driveoff moisture, gasoline, and carbon and sulfur oxides into the atmosphere. This is accomplished in such a manner that the volatiles are drawn-off under negative pressure into the vacuum system of the engine where they can be mixed with the gasoline in the carburetor and discharged as exhaust. The treated or conditioned oil flows back into the crankcase without in any way adversely effecting the normal operation of the engine, since our by-pass system in no way is connected with moving parts of the engine.

It has thus been an object of our invention to devise a solution to the problem of lubricating oil contamination vin an engine and in a simplified and practical manner without disturbing the normal operating efiiciency of the engine;

Another object of our invention has been to eliminate the formation of sludge in a lubricating system and particularly, to eliminate the collection and clogging of the oil filter with sludge; I

A further object of our invention has been to provide a procedure and apparatus which need only operate during the operation of the engine and will incorporate the normal components of the engine without requiring a special electrical or filtering system;

A further object of our invention has been to devise a sludge eliminating and oil conditioning system for an internal combustion engine which will be fully safe and foolproof in its operation and which will utilizev any suitable source of electrical current, such as provided by the generator of 4an ordinary ignition system of an internal lcombustion engine, without producing any adverse drain on the storage battery;

A still further object of our invention has been to devise a system which will lbe fully safe in its operation, without danger of fire hazards;

These and other objects of our invention will appear to those skilled in the art from the illustrated embodiments, the description thereof, and the -appended claims.

In the drawings: y

FIGURE l is an exploded vertical view showing the construction of an oil conditioning device devised in accordance with our invention, and particularly from the standpoint of interfitting parts which may be employed in its construction;

FIGURE 2 is a vertical view in elev-ation on the scale of FIGURE 1 showing the parts of the construction assembled and in a position ready for use;

FIGURE 3 is a full size side section in elevation through one part of the device of FIGURE 2, namely, a heater compartment part or container, showing details of its construction;

FIGURE 4 is a View similar to and on the scale of FIG- URE 3 but showing the construction of a treating coinpartment part or container of the device of FIGURE 2;

FIGURE 5 is a top plan view of the heater compartment part of FIGURE 3 on a three-quarter scale as to such figure; this view shows a heating element assembly positioned on a bottom insulating pad with an outer pad shown in FIGURE 6 removed,

FIGURE 6 is a horizontal section on the scale of FIG- URE 5 and taken along the line VI--VI of FIGURE 3 showing the bottom half of the container construction of FIGURES 3 and 5;

FIGURE 7 illustrates a suitable electric circuit diagram for heating elements or unit of the container part of FIG- URES 3, 5 land 6;

FIGURE 8 is a top plan view of the treating container part of FIGURE 2 showing its attendant fluid inlet-outlet and mounting connections;

FIGURE 9 is a top plan view on the scale of FIGURES 5 and 6 of a top enclosure of panel part of the construction of FIGURES 1 and 2;

FIGURE 10 is an enlarged vertical fragmental section taken along line X-X of FIGURE 9;

FIGURE 11 is a bottom plan View on the scale of FIGURE 8 showing details of the consrtuction of a metal catalyst bar or member used in the container part of FIGURE S;

FIGURE l2 is a fragmental view in elevation showing the mounted relationship of the metal bar of FIGURE 11 on the scale of such figure and with respect to a heated grid, liow plate or back wall member of the container part of FIGURE 8;

FIGURE 12A is a broken fragmental view on the scale of FIGURE 12, showing a modified spacing means for the metal bar;

FIGURE 13 is a vertical sectional view in elevation of a scale intermediate between the scale of FIGURES 2 and 3 showing a modified construction of a heater container part;

FIGURE 14 is an enlarged sectional fragment in elevation showing the details of the mounting assembly of the construction of FIGURE 13; and

FIGURE 15 is a somewhat diagrammatic view in elevation illustrating a typical mounting of the device of our invention with respect to the motor of an automobile, beneath its hood.

With references to FIGURES 1 and 2 of the drawings, we have illustrated an oil conditioning device 10 embodying our invention which is made up or employs container or can parts 11 and 25 and a face plate or front closure part 40. The three parts have interfitting or complementary peripheral tongue and groove flanges for facilitating their assembly in a sealed-off relation and for permitting their disassembly. FIGURE 1 shows the parts in an eX- ploded relationship and FIGURE 2 shows them in a fully assembled unitary relationship. Although any suitable means, such as metal screws, may be employed for securing them together, we have shown br-azing spots w in FIGURE 2 by way of illustration as to the container parts 11 and 25, and have utilized a friction fit between the front closure part 40 and the container part 25.

FIGURE 15 somewhat diagrammatically illustrates how the device 10 may be mounted above the cylinder head of an internal combustion engine of an automobile, underneath its hood. In this connection, the unit 10 has a transverse pipe member 31 which is threaded at its opposite ends (see FIGURE 8), so that one end 31a may be used for mounting it to project horizontally from a conventional oil filler and air breathing pipe 46 of an engine 45 of a car or truck, such as manufactured by Ford or Chrysler. The other threaded end 31h may be used for mounting it on the oil filler and breathing pipe of General Motors cars. The opposite threaded end which is not thus mounted is provided with an internally-threaded closure fitting or cap 32 to close it off (see FIGURE 15).

The connecting and mounting pipe 31 is shown mounted below a conventional removable filler cap 47 by sidetapping the tube 46 and brazing or welding in an inter- 4 nally-threaded fitting 59. It will be noted that the cap 47 has air breathing openings so that the tube 46 is, in effect, always at atmospheric pressure. The device 1G of our invention may, however, be connected at its oil delivery end to any suitable crankcase opening.

Contaminated oil from the engine 45 is fed or bledoff from its crankcase by metal tubing 49 which passes centrally-upwardly through the pipe 31 along an inlet tube 30 into a threating chamber B provided by the part 25 of the device 10. The tubing 49 is connected by a Screw coupler part 34 to a male fitting part 33 within which the lower end of the inlet tube 30 is secured, kas by brazing metal w (see FIGURE 4). As shown in FIG- URES 4 and 8, the fitting part 33 has an enlarged threaded end portion 33a for screwing it in position within a threaded, centrally-located opening in the pipe 31, has a wrench flat 33h, and has la smaller threaded end portion 33e for securing it against pressure sealing sleeve 49a within a threaded end portion of the coupler 34. It will be noted that screw coupler part 37 is of similar construction to the coupler part 34 and that negative pressure fitting part 36 is similar in construction to the fitting part 33. Negative or vacuum pressure is applied to a top vacuum chamber C of the container part 25 which has a threaded male fitting 36 that is connected by a screw coupler 37 and metal tubing 39 to the vacuum system of the engine or directly to their air intake of its carburetor 48. Although the pipe connection 31 serves as a secure main mounting for the unit 16, the

parts

33, 34 and 36, 37 provide supplemental mounting in the sense of securing the device to the motor in such a manner that it does not vibrate independently thereof. It will be noted that an adaptor fitting 5t) (see FIGURE 15) is constructed for securing, as by brazing metal w, to the filler tube 46. It thus serves as a secure mounting for the pipe 31 and the unit 10. We also contemplate employing U 0r L- shaped brackets (not shown) that may be mounted on the engine block and secured or clamped over the

fitting parts

33 and 36 to provide further stability to the unit or device 10, when desirable.

Referring particularly to FIGURES 1, 2 and 3, of the drawings, the container 11 represents a bottom or back container of the device whose housing defines a heating chamber A. The housing of the front or outer container 25 (see FIGURES 4 and 8) defines an oil treating chamber B and with a bafiie or partition member 27 further defines vacuum chamber C. The cross-extending pipe 31 which is connected through an open central outlet orifice 2SC to the treating chamber B thus defines a collecting and return chamber D for conditioned oil and, in view of its ratmospheric type of connection, serves as a pressureequalizing chamber from the standpoint of the vacuum chamber C and with respect to the treating chamber B.

The container or can 11, as shown particularly in FIG- URES 3, 5, and 6, is adapted to receive a heating unit assembly which is made up of a group, shown as two pairs of

electric heating elements

20, 20 and 21, 21'. Each heating unit or element, as shown particularly in FIGURE 5, has a resistance wire or filament a that is adapted to be illuminated when electric current is applied thereto. An enclosing envelope b, preferably of glass or a transparent resin is employed to hermetically seal-ofi the heating element a from the atmosphere and to thus enable the evacuation of air so as to greatly increase the operating life of the heating filament or resistance a. The envelope b is secured and sealed within a metal sleeve c to which one end of the resistance a is connected and, at its back end, is closed-off by a resin seal d which centrally supports a metal base contact or tip e to which the other side of the resistance a is connected.

We have found that the heating elements can be provided inexpensively and satisfactorily by the use of c onventional electric light bulbs, such as used in lighting the dash and other accessories of an automobile or truck. Employing four elements in a twelve volt system, each unit 6r element may have a rating of about 20 to 25 watts for a 12 volt source of current. Although the heating elements may be electrically energized by connection in series or parallel to any suitable source, as through the ignition switch of an automobile, we prefer to connect pairs of elements, such as 20 and 20', in series with each other, to connect the other pair of

elements

21 and 21 in series with each other, and to connect the two groups or pairs of heating elements in parallel with the source (see FIG- URE 7), such as between a ground Iconnection of the vehicle and the positive side of a generator or alternator 52 of an automobile engine 45 or through its voltage regulator 51 (see FIGURE 15). This provides the beneficial effect of lowering the voltage applied to each individual heating element in half to greatly increase the operating life of the elements. For example, if the engine employs a twelve volt electrical system, each heating element will have six volts impressed individually thereon; if it ernploys a six volt system, then each element will have three volts impressed thereon.

The illustrated circuit diagram has a further advantage that it enables us to employ only two viewing lenses or Windows 12 in the container 11 for indicating if either one of the heating elements of each pair has burned out. For example, if the element 21 is burned out, then the element 21 will not illuminate, and if the element 20 is burned out, then the element 20 will not illuminate. In this way, we provide sufficient voltage for the required heating temperature of the device and at the same time, provide the heating elements with a relatively unlimited effective period of operating life.

Referring particularly to FIGURES 5 and 7, one lead or wire connection 22 may be grounded to the automobile frame Iby soldering it to the casing 11. It will be noted that this connection 22 is secured by solder metal s to the base contacts e of one heating element of each pair, shown as 20' and 21. The so-called hot or positive side of the source, such as of the generator 52 or battery is connected through a wire lead 23 from ignition switch, passes through a side opening 11C in the container 11, as protected by an insulating bezel or sleeve 13, and is electrically-connected, as by solder metal s, to the end lug terminals e of the other heating elements 20 and 21' of the two pairs. The pairs of heating elements are electrically-connected together and secured in a radially-spaced apart relation with each other by an electrically-conductive, strap metal pieces 24 and 24' which are secured at their ends, as by solder metal s, to the metal sleeves c.

A bottom pad 17 of a suitable nonflammable insulating material or fabric, such as fiberglass (see FIGURES 3 and 5) is positioned to support the heating element assembly on one side thereof, and a second or outer or upper pad 18 (see also FIGURE 6) supports the heating assemlblyfrom its opposite side. As shown particularly in FIG- URES 3 and 6, the upper pad 18 has open portions or holes 18a therein to receive the envelope b of each electrical heating element. An opposite pair of the open portions 1811 have end-projecting sight passageways or openings 18b extending therefrom in alignment with side openings 11d in circular side wall 11b of the container 11. Each opening 11d has a clear or transparent glass or resin lens or Window member 12 secured therein, so that the il lumination of the heating element or-unit positioned in the opposite hole may be viewed from outside the device 10. As shown in FIGURE 6, each lens 12 has an inner peripheral flange portion 12a; a clip portion 11j projects from the side wall 11b to extend over the flange 12a and hold the lens in position Within the opening 11d.

The containers 11 and 25 as well as the front closure part 40 may be of sheet metal construction, such as of tin or tin-coated carbon steel or lightweight stainless steel. The back or heating element housing part or container part or can 11 is provided with a back or bottom closure wall 11a, a circular side wall 11b, a channeled back rim or connecting flange 11e, and a front tongue and groove- 6 shaped or channeled, encircling, peripheral front flange or rim wall portion 11e. In a like manner, the main or treating chamber container part or can 25 (see FIGURE 4) is provided with a flow plate, back oil-heating wall or grid member 25a of plate-like construction which serves as a partition member between heating chamber A and treating chamber B, is shown smooth on its inner or flow surface, is of a good heat-conducting nature, and prefera'bly has an inner fiow face that is reflective. It will be noted that the

heating elements

20, 20 and 21, 21 are adapted to abut or rest in a heat transferring relation against the back face or side of the plate or partition member 25a between the two containers 11 and 25 (see FIGURE 3). The container 25 is shown provided with a circular side wall 25b and, like the container 11, with a front peripheral or encircling inwardly-projecting tongue and groove or channel-shaped iiange portion 25e. The back wall 25a has, adjacent its outer periphery, a channel-shaped or tongue and groove type of peripheral flange connection 25e to the side wall 25a which provides a complementary interfitting fit with the flange 11e ofthe container part 11.

The front closure part 40, as shown particularly in FIGURES 1, 9 and 10, has a tongue and groove or channel-shaped outer flange portion 40e and an inwardlyprojecting, substantially flat, peripheral fiange or rim portion 40a. The portion 40e is adapted to form a complementary interft with the flange portion 25'e of the container 25 (see FIGURE 4). The portion 40a serves as a mounting for a transparent glass or resin face plate or window member 41 which is shown of circular construction. As illustrated particularly in FIGURE 9, the face plate 41 enables the operator to View the iiow and treatment of the oil within the treatment chamber B of the container part 25. It may be secured in a protected and insulated relation to the underside of the flange portion 40a by a layer of sealing cement `43:. Both the flange portion 40a and the face plate member 41 may have complementary openings therethrough to receive rivets 42.

In FIGURES 13 and 14, we have disclosed a modified container construction 11 wherein its side wall 11'b is open at its back end, and a cup-shaped back closure member 15 is employed instead of the integral lback wall 11a. Side portions of the closure `member 15 are removablysecured to the side wall ilb as by metal screws 16. This permits easy access to the interior of the container 11.

As shown particularly in FIGURE l5, the container 25 is adapted to be mounted in a vertically-backwardly tilted position from its top portion which, as an optimum, is about 45 with respect to the horizon-tal, but may have a slope within a range of about 40 to 75. It also has a slight tilt towards the side or end of the transverse pipe member 31 which is connected to the oil filler tube 46, so as to provide a gravity return flow of conditioned or treated oil back to the crankcase of the engine 45. The upper-backward or vertical tilt of the device 10' controls the rate of ow of a film of oil over the front or flow face of the plate member 25a.

A metal baille 27 of angle-shape (see FIGURES 4 and 8) of somewhat flexible strap-like metal material is shown positioned Within the upper portion of the chamber B to separate the treating chamber B from the vacuum chamber C. It will be noted that the apex of the baffle 27 is substantially in line with the apex or extreme top end of the container 25. Since the bottom edge of the Abaffle 27 rests tightly upon the face of the plate 25a, it serves as a segregating partition between the two chambers to keep the oil out of the vacuum chamber. The bafile 27 also has a pair of downwardly and forwardly slit tabs 27a, adjacent its opposite end portions, to define two air circulating passageways between the two chambers so as to pass vapors from the treating chamber B into the vacuum chamber C and to equalize pressure in the treating chamber B as between the negative pressure of the vacuum chamber C and the positive atmospheric pressure of the collecting chamber D.

A metal cathode bar or member 26 of angle-shape is positioned to extend across the chamber B and to project through openings provided by end tabs 27b of the baffle 27. VIt will be noted that the bar 26 is positioned with its end portions extending downwardly from its centrallylocated apex. The end tabs 27b serve to hold the cathode bar 26 along its length in position on the face of the heating plate member a. The oil inlet tube 30 of suitable metal, such as copper, is adapted to extend through the pipe 31 and outlet opening 25e in the bottom of the container 25. The connector 33 has a smaller threaded end 33C for receiving internal threading 49a of a mounting sleeve or collar 34 of the tubing 49 which may be connected to the pressure pump in the crankcase of an automobile. Thus, contaminated oil may be continuously bled or taken-off from the crankcase of the engine 45 as a pressure flow through the tubing 49 and the inlet tube 30.

By way of example, the tube may have a diameter along its main length portion of about 1/16 or .0625 of an inch. However, it is provided with a restricted flow passage at 30a. The portion 30a may be lformed by first inserting a wire in the tube of the desired diameter and crimping or flattening the tube thereon. This provides a small flow control passageway to `limit the fiow of oil to an amount which can be fully conditioned within the device. This restricted opening may have a diameter of about .020 of an inch to provide a liow rate of about one gallon of oil for about eight minutes of operation.

The upper end of the inlet tube 30 is positioned to deliver the oil into the upper portion lof the chamber B above the cathode 'bar 26, below and against the bafiie member 27. If desired a fiat spray end or nozzle 30b may be provided. The desired type of oil delivery is substantially equal from the standpoint of both vertical halves of the chamber B. The bafiie 26 serves to confine the oil to the treating chamber and to spread it substantially over the full width of the face of the plate 25a. To further assure the desired type of iiow, the cathode bar 26 has spaced portions with respect to the face of the heating plate mem-ber 25a, such as provided by cross-slots 26a and the slight projection of their side edges( shown in FIGURES 11 and 12 of the drawings), or as provided by spacer wire rings 26h of FIGURE 12A. If the rings 26b are used, one may be positioned at the apex of the bar 26 and one maybe positioned adjacent each end thereof. These crosscuts 26a on the underside of the bar 26 have a slight raised relationship along their side edges, as by forming them by pressing-in the metal of the bar. Another way of providing this same spacing is to employ central and end cross ribs on the underside of the member 26. Such spacing as an optimum should be about .023 of an inch, but may be within a range of about .020` to .026 of an inch.

Since the contaminated oil being introduced in the treating chamber B falls upon the cathode bar 26 and flows thereunder through the spacing between it and the plate member 25a, this provides a thin film of heated oil which follows downwardly substantially uniformly over the entire width of the surface -of the plate member 25a, as may be witnessed by inspection through the front face plate `or window 41. In this manner, the oil is fully subjected to a neutralizing reaction as to its acid content by the cathode bar 26 and to the heating effect of the plate member 25a, so that if the engine is operating at a normal temperature of about 180 for a gasoline engine, the oil will be additionally heated about 70 to 120. That is, the oil being treated has a temperature during its downward fiow from the cathode bar 26 within a range of about 250 to 3007 F.

The treated or conditioned oil liows out through the outlet opening 25e` and the pipe 31 to return to the crankcase of the engine, as through its filler tube, such as 46 0f FIGURE 15. A pair of upwardly-projecting pressure equalizing pipes or tubes and 35 extend along opposite sides of the container part 25, and their lower ends are open to adjacent end portions of the pipe 31. The

tubes are shown sealed-off and secured to the container 25 and the pipe 31, by brazing metal w. The

tubes

35, 35' may have an inside diameter of about V16 or .1875 of an inch. When the threaded end portion 31a is, as shown in FIGURE 15, connected to the filler tube 46 of the engine, then the tube 35 functions as the pressure equalizing tube. On the other hand, when the opposite threaded end 31b is secured to the oil filler tube of the engine, the tube 35 serves as the pressure equalizing tube. Thus, there is no danger of oil being drawn into the vacuum chamber C and drawn ofl in the vacuum tubing I39 of the system if the vacuum should become excessive.

The tubes or

pipes

35 and 35' are shown mounted in tight abutment with the front side of the bar 26 and thus serve to hold it securely in position within the treating chamber B. Since the

tubes

35 and 35 and the pipe 31 are connected to the crankcase of the engine, they also serve to conduct vapors or moisture from the crankcase (as a counterfiow to the return of the reconditioned oil) into the treating chamber B, where they are removed along with vapors produced by the heating plate 25a.

Although other suitable catalytic materials may be suitable for the purpose of our invention, we have found that a bar of magnesium metal, such as sold commercially by Dow Chemical Corporation of Lyndhurst, NJ., and designated as AZ-61A is highly satisfactory. As previously indicated, it serves generally as a catalyzer for the acid content of the oil which may be in the form of sulfuric acid (H2504) or sulfurous acid (H2803) or both, and which may contain some crystals of sulfur trioxide (S03). The bar 26 functions as a true catalyst which furthers chemical breakdown reactions of the acid content of the heated contaminated oil film and, as such, has an indefinite period of operative life, since it does not, itself, enter into the reactions. In this connection, it will be noted that the acids present in the contaminated oil are of a diluted, as distinguished from a concentrated type. This catalyst enables the acid sludge forming content of the oil to be neutralized by converting its acid content into water and sulfur dioxide gas which are, in turn, vaporized out of the oil in the chamber B along with carbon dioxide gas, moisture and gasoline. The vacuum or negative pressure provided by the chamber C is sufficient to draw-off these volatiles, as by conducting them to the vacuum system of the .automobile where they may be discharged, for example, through the carburetor to the exhaust. Thus, the oil which reaches the bottom end of the plate 25a is fully purified or treated ready for reuse.

Since the device 10 only operates during the operation of the engine and its electrical heating elements are energized, as by turning the ignition switch, it is apparent that it is economical and uses energy generated by the generator only during the operation of the vehicle. It progressively and lcontinuously conditions and reconditions the oil during its use. By this method, we remove the sludge making constituents or contaminants in the oil so as to always maintain it in good working or lubricating condition. Sulfur which, as previously pointed out, may be contained in the oil as supplied or may be introduced during the operation of the engine, combines with water of condensation and oxygen, and particularly under the pressure circulation through the crankcase to create an emulsion which will, later turn into a sludge. Using the device of our invention, the emulsion never turns into a sludge, in that the contaminants which produce it and which lower the lubricating value of the oil are continuously eliminated before they can be converted into a sludge. This not only results in a substantially unlimited period of effective utilization of a given cranlccase filling of oil, but gives the oil filter a useful and effective life that extends into thousands of miles. The filter need only be replaced periodically, for example, after 20,000 or 30,000 miles by reason of dirt accumulations, as distinguished from oil sludge accumulations which normally astiais accumulate within a couple thousand miles depending upon the condition of the motor and the dust content from road operation. The oil filter now will fully effectively remove grit, dirt, small pieces of metal, etc., that would otherwise damage the engine if the filter was 'bypassed by reason of sludge accumulated therein. Our device also serves as a protection to the-engine if water leaks into the crankcase due to a defective gasket, since the water is vaporized-off and does not remain in the oil, giving the false impression that the crankcase is filled with an operating content of oil.

We also contemplate using a suitable adaptor or connector, such as 46, that may be of previously formed unitary or one-piece construction with the fitting 50 to facilitate the mounting of our device without the need to later braze-on the fitting. The connector or adaptor may thus be furnished with the device for ready mounting. It will be of a type suitable for the particular use, for example, it may be constructed for connection in the crankcase return line of a diesel engine. In FIGURE l5, We have shown the cap 32 provided with an endwiseprojecting threaded stud for use with ,an engine-mounted bracket, if further mounting stability is required for the device 10.

Although for the purpose of illustration, we have described our invention as applied to an internal combustion engine, such as a gasoline engine of the type used for motor vehicles, it will be apparent that it 4may also be employed with diesel and other types of engines, whether for vehicular or stationary utilizations. The source of current for heating the device can be a conventional ignition or glow tube supply source or any other suitable supply source. Also, although we haveillustrated exemplary constructions embodying the principles of our invention, it will be apparent to those skilled in the art that various modifications and changes .and adaptations may be made in accordance with the principles thereof without departing from its spirit and scope as indicated by the appended claims.

What we claim is:

1. A method of continuously reconditioning lubricating oil that is contaminated by usage in an internal cornbustion engine during the oper-ation of the engine which comprises, providing a treating chamber having a side wall defined by a metal plate member, providing a vacuum chamber above the treating chamber, continuously taking off contaminated oil from the engine during its operation and introducing it into the treating chamber, flowing all the contaminated oil upon and progressively spreading it in the form of a thin -film transversely and substantially uniformly on a front face of an upper por.- tion of the plate member, continuously flowing the oil -film downwardly along the width of the plate member in a sloped vertical plane that defines an vangular relation of about 40 to 75 to the horizontal; applying sufficient heat from the plate member to heat the downwardly flowing oil film to and maintain it at a minimum temperature of 250 F. and fully vaporize contaminants therein that are more volatile than the lubricating oil, while catalizing and neutralizing its acid content and driving-off volatilized contaminants therefrom; maintaining a substantial pressure equilibrium in the treating chamber, flowing the volatilized contaminants into the vacuum chamber and withdrawing them therefrom, vacuum oil in a fully reconditioned state from the oil film adjacent a bottom portion of the plate member, and continuously returning the collected reconditioned oil to the engine; all, while controlling the fi-ow of contaminated oil into the treating chamber and the temperature of the oil film during its movement downwardly along the plate member to fully and continuously recondition the oil being taken off from the engine.

2. A method as defined in claim 1 wherein, the fiow of the conta-niinated oil into the treating chamber is conl@ trolled by moving it into the treating chamber through restricted passageway upon the front face of the plate member at an upper end portion thereof.

3. A method as defined in claim 1 wherein pressure equalization is accomplished in the treating chamber by applying positive atmospheric pressure to the treating chamber adjacent the vacuum chamber.

4. A method as defined in claim l wherein the volatilized contaminants are withdrawn from the vacuum chamber by the 'application of negative pressure thereto.

5. A method as defined in claim 1 wherein the contaminated oil is flowed downwardly along the plate meinber at an upper portion of the treating chamber through a plurality of restricted passageways and thereafter, las a continuous thin film downwardly along the plate member.

6. An oil reconditioning device for an internal combustion engine which comprises, a housing -defining an enclosed oil treating chamber, a housing defining an enclosed heating chamber, a heat-transfer partition member between said chambers, means for mounting said chambers in a vertically-sloped position with respect to the horizontal, electric heating element means positioned in said heating chamber in an effective heat-transfer relationship with respect to a back side of said partition member, means in said treating chamber for introducing contaminated oil from the engine to an upper end portion thereof, a bafiie adjacent the upper end portion of said treating chamber defining a vacuum chamber above said treating chamber, at least one ow passageway from said treating to said vacuum chamber, means in said treating chamber for flowing the oil introduced thereto by said inlet means downwardly as a film along said partition member and for neutralizing the acid content thereof, said heating means supplying sufficient heat energy to said partition member to volatilize-off contaminants from the oil film owing downwardly thereon, a vacuum inlet connection to said vacuum chamber for drawing-off volatilized contaminants introduced through said flow passageway from said treatment chamber, and a collecting means open to a bottom end portion of said treating chamber for receiving reconditioned oil therefrom and having a gravity flow outlet for returning the reconditioned oil fro-iii said collecting chamber back to the engine.

7. An oil reconditioning device as defined in claim 6 wherein said collecting means and outlet comprise, a transverse pipe securely-mounted and connected centrally to said first-mentioned housing to receive the reconditioned oil by gravity flow therefrom and to flow the reconditioned oil by gravity flow to the engine, said transverse pipe has opposite open ends whereby either one of said ends may be connected to the engine, and cap means is provided for closing-off the unconnected open end of said transverse pipe.

8. An oil reconditioning device as defined in claim 7 wherein, at least one pressure equalizing tube is connected at its lower end to said transverse pipe and extends upwardly along said treating chamber to terminate in a downwardly-spaced relation with respect to said baffle to equalize pressure in said treating chamber in view of the negative pressure within said vacuum chamber, and said pressure equalizing tube is connected to flow vapors from the engine into said treating chamber.

9. An oil reconditioning device as defined in claim 7 wherein said means for introducing contaminated oil from the engine is an inlet tube having a restricted portion along its length defining an oil ow opening of about .020 of an inch in diameter.

10. An oil reconditionng device as defined in claim 7 wherein, viewing windows are provided in the housing defining said heating chamber to indicate the operating condition of said heating means, a face plate means is provided for closing-off a front portion of said treating chamber, said face plate means and said housings have l 1 intertting fiange portions for assembling them in a cooperating relation as a unit, and said face plate means has a viewing window to indicate the flow of oil over said partition member.

11. An oil reconditioning device as dened in claim 7 wherein, said means for flowing oil ias a film along said partition means comprises a metal cathode bar of angular shape positioned within said treating chamber with the apex of its angle extending centrally-upwardly thereof and in a downwardly-spaced relation with said batlie, said means for introducing the contaminated oil comprises an oil inlet tube projecting at its upper end into the spacing between said cathode bar and said bafiie to introduce the oil into said treating chamber above said cathode bar towards said battle, said batile is constructed to sprea-d the oil thus introduced over said partition member, means positions said cathode ybar in close adjacency with said partition `member in a spaced relationship therealong within a range of about .02() to .026 of an inch to tiow the oil from said inlet tube as a transversely spread-out film between said cathode bar and said partition member and downwardly along said partition member, and at least one pressure equalizing tube is connected at its lower end to said transverse pipe and projects upwardly along said treating chamber and terminates at its upper end between said cathode bar and said baiiie for equalizing pressure in said treating chamber in view of the negative pressure in said vacuum chamber.

12. An oil reconditioning device as dened in claim 11 wherein, said pressure equalizing tube abuts said cathode bar to hold it in position within said treating chamber,

and said gravity flow outlet has means for rigidly-securing said housings on the engine.

13. An oil reconditioning device for a combustion engine which comprises, vertically extending housing means for the device, a heat-transfer partition member in said housing means dividing it into a vertically extending heating chamber and a vertically extending oil treating chamber, said partition member having a vertically-sloped ow face for fiowing oil downwardly thereon within said treating chamber, heat generating means within said heating chamber in a cooperating heat-applying relation with said partition member, said partition member defining an oil down ow face within said treating chamber, an oil inlet extending within said treating chamber to project contaminated oil from the engine upon an upper portion of said flow face, transversely positioned means within the upper portion of said treating chamber and extending across said flow face for transversely spreading the oil introduced by said inlet tube ias an oil film thereon, said heat generating means being constructed and positioned to apply suiicient heat through said partition member to the oil lmduring its down flow on said fiow face to neutralize the acid content of and vaporize-off volatile contaminants therefrom, and means for returning reconditioned oil from a lower portion of said treating chamber to the engine.

14. An oil reconditioning device as defined in claim 13 wherein, said transversely positioned means comprises a catalyst bar deining a restricted fiow spacing with said tiow face, and said oil inlet is open to said treating chamber above said bar to apply contaminated oil on said ow face for downward flow through the flow spacing towards the lower portion of said treating chambe-r.

15. An oil reconditioning device as defined in claim 13 wherein, said means for returning the reconditioned oil to the engine is a pipe member open centrally to a lower portion of said treating chamber and mounted on and extending transversely of said housing, and'said pipe member has opposite threaded ends for alternate connection to an oil filler tube of the engine for returning reconditioned oil thereto.

16. An oil reconditioning device as defined in claim 13 wherein, a bafie is positioned on said partition `member at the upper portion of said treating chamber above said transversely positioned means to provide an upper vacuum chamber Within :said housing, said bafiie member has passageway means connected to said treating chamber, said baffle cooperates with said transversely-extending means for spreading the oil being introduced as an oil film over said ow face, and an atmospherically connected pressure equalizing tube extends within said housing and is open at its inner end to said treating chamber adjacent said baie for equalizing pressure in said treating chamber.

1'7. An oil reconditioning device as defined in claim 13 wherein said heat generating means comprises at least one electric heating element operatively positioned in said heating chamber for applying heat energy to said partition member.

18. An oil reconditioning device for a combustion engine which comprises, an enclosed vertical mounting housing for the device, a centrally-extending plate-like partition member within said housing and having a front side providing an oil treating chamber within and along said housing, said partition member having a back side providing a back heating chamber within and along said housing, batlie means extending across an upper portion of said front side and providing a vacuum chamber for drawing oi volatiles, said front side being adapted to be positioned to slope vertically-downwardly and define an oil down fiow face therealong from said baflie means, transversely positioned means within said treating chamber and extending across said front side in an adjacent and downwardly spaced relation with respect to said bafiie means to define a plurality of restricted down flow passageways with said front side, means for introducing contaminated oil from the engine into an upper portion of said treating chamber upon said front side between said baiiie means and said transversely positioned means, sai-d bafiie means and said transversely positioned means being adapted to spread contaminated oil being introduced into a thin wetting oil film substantially uniformly along the full width of said front side for downward tiow movement therealong, means in said heating chamber for applying heat energy to said partition member for reacting and vaporizing contaminants in the oil film during its downward ow movement along said front side to recondition the oil film, vapor flow passageways between said treating and vacuum chambers for passing vaporized contaminants into 'said vacuum chamber, and means for collecting reconditioned oil from a lower portion of said front side to return it to the engine.

19. A device as defined in claim 18 wherein said transversely positioned means is a metal catalyst bar having ofi'set portions therealong to define said plurality of restricted down-flow passageways with said front side.

20. A device as defined in claim 18 wherein pressure equalizing means having an atmospheric air inlet is positioned to extend along said treating chamber `and has an outlet to said treating chamber adjacent said transversely positioned means.

21. A `device as defined in claim 2t) wherein said means for introducing contaminated oil from the engine comprises ia tube extending into and upwardly along said treating chamber and has an outlet positioned to iow the oil between said transversely positioned -me-ans and said baffle means.

22. A -device as defined in claim 21 wherein said tube has an oil-fiow restricting passageway and has means for spraying the contaminated oil into said treating chamber.

23. A device as defined in claim 22 wherein said pressure equalizing means is a tube extending into and along said treating chamber.

24. A device as defined in claim 23 wherein, both of said tubes have -a substantially parallel extending relation with each other, and means on said housing positions said oil introducing tube substantially centrally of said front wise spaced relation with respect to said oil introducing tube.

References Cited UNITED STATES PATENTS 2,388,821 11/1945 Braun 184-6 2,909,284 10/1959 Watkins 208--179 X 14 FOREIGN PATENTS 191,547 1/1923 Great Britain. 269,148 2/ 1928 Great Britain. 292,300 6/1928' Great Britain.

SAMUEL ROTHBERG, Primary Examiner.

E. I. EARLS, Assistant Examiner.

UNITED STATES PATENT oEEICE CERTIFICATE 0E CORRECTION Patent No. 3,356,182' December 5, 1967 Luther Robinson et al.

It is hereby certified that error appears in the above numbered patent requiring correction and that the said Letters Patent should read as corrected below.

Column 4, line 9, Vfor Hthreating'.' read v` treating line 27 for "their" read the column A9, line 65 for "vacuum" read collecting Signed and sealed this 7th day of January 1969.

(SEAL) Attest:

EDWARD J. BRENNER Edward M. Fletcher, Jr.

Commissioner of Patents Attesting Officer

Claims

6. AN OIL RECONDITIONING DEVICE FOR AN INTERNAL COMBUSTION ENGINE WHICH COMPRISES, A HOUSING DEFINING AN ENCLOSED OIL TREATING CHAMBER, A HOUSING DEFINING AN ENCLOSED HEATING CHAMBER, A HEAT-TRANSFER PARTITION MEMBER BETWEEN SAID CHAMBERS, MEANS FOR MOUNTING SAID CHAMBERS IN A VERTICALLY-SLOPED POSITION WITH RESPECT TO THE HORIZONTAL, ELECTRIC HEATING ELEMENT MEANS POSITIONED IN SAID HEATING CHAMBER IN AN EFFECTIVE HEAT-TRANSFER RELATIONSHIP WITH RESPECT TO A BACK SIDE OF SAID PARTITION MEMBER, MEANS IN SAID TREATING CHAMBER FOR INTRODUCING CONTAMINATED OIL FROM THE ENGINE TO AN UPPER END PORTION THEREOF, A BAFFLE ADJACENT THE UPPER END PORTION OF SAID TREATING CHAMBER DEFINING A VACUUM CHAMBER ABOVE SAID TREATING CHAMBER, AT LEAST ONE FLOW PASSAGEWAY FROM SAID TREATING TO SAID VACUUM CHAMBER, MEANS IN SAID TREATING CHAMBER FOR FLOWING THE OIL INTRODUCED THERETO BY SAID INLET MEANS DOWNWARDLY AS A FILM ALONG SAID PARTITIION