Patent Application
20170204754
The disclosure generally relates to an oil pan for an engine, and more specifically to an oil pan having a dedicated drain passage for draining oil from a PCV oil/gas separator back to the oil pan.
Blowby gasses are combustion gasses that leak from an engine cylinder past piston rings into the crankcase volume. To prevent the blowby gasses from exiting to the atmosphere, positive crankcase ventilation (PCV) systems transfer blowby gasses from an engine crankcase volume to the engine air intake system, where the blowby gasses are mixed with fresh air and are combusted in the engine cylinders. The blowby gasses include unburned fuel, combustion byproducts, and water vapor. The blowby gasses mix with oil mist in the crankcase. An air/oil separator is sometimes used in the PCV system to separate oil from the blowby gasses en route to the air intake system. The engine includes a PCV drain disposed in fluid communication with the air/oil separator to drain the oil that is separated from blowby gasses into the oil pan. The PCV drain may be formed and/or defined by a cylinder head and/or engine block, depending upon the location of the air/oil separator.
The outlet of the PCV drain should remain submerged in oil within the oil pan. If the outlet of the PCV drain becomes exposed, suction from the PCV system may draw the gasses in the oil pan, including oil mist, in a reverse direction up through the PCV drain, through the air/oil separator, and into the air intake system.
An oil pan for an engine having a positive crankcase ventilation (PCV) drain is provided. The oil pan includes a pan structure having a bottom wall and a side wall. The side wall extends from the bottom wall, and cooperates with the bottom wall to define a primary reservoir. The pan structure defines a PCV passage, which includes an inlet disposed at a first elevation, and an outlet disposed at a second elevation. The first elevation is higher than the second elevation relative to the bottom wall. The pan structure defines a PCV reservoir, which includes a lower end disposed in fluid communication with the outlet of the PCV passage at the second elevation relative to the bottom wall, and an upper end disposed at a third elevation relative to the bottom wall and in fluid communication with the primary reservoir of the pan structure. The third elevation of the upper end of the PCV reservoir is greater than the second elevation of the lower end of the PCV reservoir and the outlet of the PCV passage. The third elevation of the upper end of the PCV reservoir is less than the first elevation of the inlet of the PCV passage.
An engine is also provided. The engine includes a block defining a Positive Crankcase Ventilation (PCV) drain, and an oil pan attached to the block. The oil pan includes a pan structure forming a primary reservoir, and defining a PCV passage and a PCV reservoir. The PCV passage includes an inlet for receiving fluid from the PCV drain, and an outlet disposed vertically below the inlet of the PCV passage for discharging the fluid received from the PCV drain. The PCV reservoir includes a lower end disposed adjacent the outlet of the PCV passage, and an upper end disposed vertically above the lower end of the PCV reservoir and in fluid communication with the primary reservoir. The PCV passage and the PCV reservoir define a fluid flow path forming a fluid trap at the intersection of the outlet of the PCV passage and the lower end of the PCV reservoir, to keep the outlet of the PCV passage submerged during dynamic operation of the engine.
Accordingly, the PCV reservoir keeps the outlet of the PCV passage submerged beneath engine oil, even when the engine oil in the primary reservoir is shifted within the primary reservoirs, such as may occur during high acceleration maneuvers. The PCV reservoir enables the outlet of the PCV passage to be located anywhere within the primary reservoir. In other words, the outlet of the PCV passage does not have to be located at the lowest elevation of the primary reservoir, because the PCV reservoir ensures that the outlet of the PCV passage stays submerged. This arrangement eliminates the need for costly check valves or extending tubes.
The above features and advantages and other features and advantages of the present teachings are readily apparent from the following detailed description of the best modes for carrying out the teachings when taken in connection with the accompanying drawings.
Those having ordinary skill in the art will recognize that terms such as “above,” “below,” “upward,” “downward,” “top,” “bottom,” etc., are used descriptively for the figures, and do not represent limitations on the scope of the disclosure, as defined by the appended claims.
Referring to the Figures, wherein like numerals indicate like parts throughout the several views, an engine is generally shown at 20. The engine 20 includes a block 22, which defines a Positive Crankcase Ventilation (PCV) drain 24. The PCV drain 24 connects an oil/gas separator 26 to an oil pan 28 for returning a fluid, i.e., engine 20 oil, to the oil pan 28. As is known in the art, the oil/gas separator 26 separates oil from blowby gasses in the crankcase volume of the block 22 prior to the blowby gasses being circulated into the air intake for combustion. The oil that is separated from the blowby gasses in the crankcase volume drains through the PCV drain 24, down into the oil pan 28. The specific configuration of the engine 20, and the exact location and operation of the oil/gas separator 26 are not pertinent to the teachings of this disclosure, and are therefore not described in detail herein. Depending upon the specific configuration of the block 22, the oil/gas separator 26 may be disposed in a cylinder head 30 of the engine 20, in the block 22, or alternatively in some other location. However, it should be appreciated that whatever the configuration of the engine 20, the PCV drain 24 is a dedicated path defined by the block 22, which connects the oil/gas separator 26 with a primary reservoir 32 of the oil pan 28 in fluid communication.
The oil pan 28 is attached to the block 22. The oil pan 28 may be manufactured from any suitable material, such as but not limited to a metal, plastic, nylon, etc. The specific size and/or shape of the oil pan 28 will vary depending upon the specific configuration of the engine 20. However, it should be appreciated that the oil pan 28 includes a pan structure 34, which includes at least a bottom wall 36 and a side wall 38. The side wall 38 extends vertically upward from the bottom wall 36 to an upper edge 40, and cooperates with the bottom wall 36 to define the primary reservoir 32. The oil pan 28 is attached to the block 22 along the upper edge 40 of the side wall 38.
As best shown in
The PCV reservoir 44 is defined by the pan structure 34. For example, the PCV reservoir 44 may be defined by a second bore 52 formed into the side wall 38 of the pan structure 34. Alternatively, it is contemplated that the PCV reservoir 44 may be formed by an interior wall that is positioned within the primary reservoir 32 of the oil pan 28. The PCV reservoir 44 includes a lower end 54 and an upper end 56. The lower end 54 of the PCV reservoir 44 is disposed adjacent the outlet 50 of the PCV passage 42, in fluid communication with the outlet 50 of the PCV passage 42. The upper end 56 of the PCV reservoir 44 is disposed vertically above the lower end 54 of the PCV reservoir 44, in fluid communication with the primary reservoir 32.
As noted above, the PCV passage 42 may be formed and/or defined by the first bore 46, which extends along a first axis 58, and the PCV reservoir 44 may be formed and/or defined by the second bore 52, which extends along a second axis 60. The first axis 58 and the second axis 60 intersect at the intersection of the PCV passage 42 and the PCV reservoir 44. The PCV reservoir 44 extends in a generally vertical direction, relative to the bottom wall 36 of the pan structure 34, between the lower end 54 and the upper end 56 of the PCV reservoir 44. The upper end 56 of the PCV reservoir 44 is disposed between the bottom wall 36 and the upper edge 40 of the side wall 38.
The inlet 48 of the PCV passage 42 is disposed at a first elevation 62. It should be appreciated that the elevation of the inlet 48, i.e., the first elevation 62, is the same elevation as the upper edge 40 of the side wall 38 of the pan structure 34. The outlet 50 of the PCV passage 42 is disposed at a second elevation 64. The intersection of the first axis 58 of the PCV passage 42 and the second axis 60 of the PCV reservoir 44 is disposed at or near the second elevation 64. As described herein, the second elevation 64 is located at the elevation of the outlet 50 of the PCV passage 42 located farthest from the bottom wall 36 of the pan structure 34. Accordingly, the outlet 50 of the PCV passage 42 may extend over a range of elevations relative to the bottom wall 36. However, the second elevation 64 is described herein as the highest elevation of the outlet 50, which is located farthest from the bottom wall 36 of the pan structure 34. Accordingly, it should be appreciated that the second elevation 64 may be offset from the intersection of the first axis 58 and the second axis 60, by a distance related to the size of the outlet 50 of the PCV passage 42 and a size of the lower end 54 of the PCV reservoir 44. The first elevation 62 of the inlet 48 of the PCV passage 42, relative to the bottom wall 36, is higher than the second elevation 64 of the PCV passage 42, relative to the bottom wall 36. Accordingly, the first elevation 62 is greater than the second elevation 64.
The lower end 54 of the PCV reservoir 44 is disposed in fluid communication with the outlet 50 of the PCV passage 42, at the second elevation 64, relative to the bottom wall 36. The upper end 56 of the PCV reservoir 44 is disposed at a third elevation 66 relative to the bottom wall 36. The third elevation 66 of the upper end 56 of the PCV reservoir 44 is greater than the second elevation 64 of the lower end 54 of the PCV reservoir 44 and the outlet 50 of the PCV passage 42. The difference between the third elevation 66 and the second elevation 64 depends on the dynamic maneuvering capability of the vehicle, and the size, shape and/or design of the PCV reservoir 44. The difference between the third elevation 66 and the second elevation 64 should be chosen such that the second elevation 64 is never uncovered from oil during vehicle operation, including maximum vehicle acceleration and/or vehicle inclination, so that air cannot backflow up the PCV drain 48. Accordingly, the difference between the third elevation 66 and the second elevation 64 for a high performance vehicle subject to high accelerations, or an off road vehicle subject to high inclinations, may be much greater than a low performance vehicle. For one exemplary embodiment, the distance between third elevation 66, relative to the bottom wall 36, may be approximately equal to or greater than 20 mm higher than the second elevation 64 of the outlet 50 of the PCV passage 42. However, the distance between the third elevation 66 and the second elevation 64 will vary, depending upon the specific size, design, and/or configuration of the block 22, the oil pan 28, and the PCV reservoir 44. The third elevation 66 of the upper end 56 of the PCV reservoir 44 is less than the first elevation 62 of the inlet 48 of the PCV passage 42. Accordingly, the upper end 56 of the PCV reservoir 44, which is disposed at the third elevation 66, is positioned vertically between the inlet 48 of the PCV passage 42 at the first elevation 62, and the outlet 50 of the PCV passage 42 at the second elevation 64.
The primary reservoir 32 is sized to store a minimum volume of fluid, i.e., engine 20 oil, at a fluid elevation 68 relative to the bottom wall 36 during static operation of the engine 20. As used herein, static operation of the engine 20 refers to engine 20 and/or vehicle operation that does not cause a significant amount of oil slosh or movement within the primary reservoir 32. For example, reference line 70 shown in
The PCV passage 42 and the PCV reservoir 44 define a fluid flow path 72 for returning engine 20 oil from the oil/gas separator 26 to the primary reservoir 32 of the oil pan 28. The fluid flow path 72 is generally indicated by arrows 72. The fluid flow path 72 forms a fluid trap 74 at the intersection of the outlet 50 of the PCV passage 42 and the lower end 54 of the PCV reservoir 44. As used herein, the term “fluid trap 74” is defined as a device for sealing a passage against the flow of gasses, especially a U-shaped or S-shaped bend in a drain the prevents the return flow of gasses by means of a fluid barrier. The PCV reservoir 44, and particularly the fluid trap 74, are sized to contain fluid, i.e., engine 20 oil, at a depth sufficient to keep the outlet 50 of the PCV passage 42 submerged during dynamic operation of the engine 20. As used herein, dynamic operation of the engine 20 refers to engine 20 and/or vehicle operation that causes oil slosh or movement within the primary reservoir 32. For example, reference line 76 shown in
It is important to keep the outlet 50 of the PCV passage 42 submerged, so that gasses within the primary reservoir 32 are not drawn up through the PCV passage 42, causing them to flow in a reverse direction into the oil/gas separator 26. Keeping the outlet 50 of the PCV passage 42 submerged prevents the backflow of gasses from the primary reservoir 32 of the oil pan 28 to the oil/gas separator 26. The PCV reservoir 44 forms the fluid trap 74 with the PCV passage 42 to ensure that the outlet 50 of the PCV passage 42 remains submerged during all operating conditions of the engine 20.
The detailed description and the drawings or figures are supportive and descriptive of the disclosure, but the scope of the disclosure is defined solely by the claims. While some of the best modes and other embodiments for carrying out the claimed teachings have been described in detail, various alternative designs and embodiments exist for practicing the disclosure defined in the appended claims.
