US1792854A - Mounting for oil filters - Google Patents

Description

Feb. 17, 1931- c. w. M KINLEY ,3

MOUNTING FOR OIL FILTERS Filed May 27, 1927 2 Sheets-Sheet 1 gwuwntoz Feb. 17, 1931. c. w. MQKINLEY r 1,792,854

MOUNTING FOR OIL FILTERS Filed May 2'7, 192'? 2 Sheets-Sheet 2 czazi 72 j[ Patented Feb. 17, 1931 .UNITED STATES PATENT; OFFICE CHARLES w. MCKIN'LEY, OF FLINT, MICHIGAN, ASSIGNOR To A o S A K PLUG co r PANY, or FLINT, MICHIGAN, A COMPANY or MICHIGAN MOUNTING FOR OIL FILTERS Application filed. May 27,

This invention relates to the installation of oil filters upon automobile engines. Heretofore it has been customary to mount the filter on an adjacent support such as the dashboard and convey dirty oil from the lubricating system to the filter and return clean oil to the system through pipes of considerable length. This entails considerable eX- pense and each additional joint affords additional opportunity for leakage.

According to my invention the filter is installed directly upon the engine, preferably upon the upper portion of the crank case in a position close to the lubricating pump thus minimizing the length of piping required to convey oil to the filter. This location likewise makes it possible to discharge clean oil directly into the crank case without intermediate piping. One convenient way of accomplishing this consists in providing a supporting lug upon the crank case by which the filter is supported. The lug is suitably drilled to provide intake and discharge pas- I sages leading to the filter and a bypass may be provided to cut out the filter in case it becomes clogged. While it will probably be found most advantageous to form the lug as an integral part of the crank case it may be detachably connected thereto.

()n the drawing:

Fig. 1 is a side elevation of a conventional automobile engine showing my improved filter mounting.

Fig. 2 is a fragmental section taken on line 22 of Fig. 1. i

Fig. 3 is a view taken on line 33 of Fig. 2.

Fig. 4 shows a slight modification in the supporting means.

Fig. 5 is a view corresponding with Fig.

3 but showing a further modification.

Fig. 6 is a section of line 66 in Fig. 5.

I have illustrated at 2 an automobile engine of conventional type having a circulating lubricating system, not shown, including a pump supplied with lubricant from the crank case 4 which serves as a reservoir. At a convenient point, which will vary with the particular installation, the crank case is provided with an outwardly projecting support or extension 6, preferably in the form 1927. Serial No. 194,664.

ranged with its mouth in communication with a tubular plug 12. The filter bag is rolled into coil form and is encased in a suitable container 1 6 to the top of which plug 12. is secured. The container is apertureol at 20. for the discharge of clean oil. The lug 6 is. provided with parallel passages 22 and 24, the former the inlet passage and the latter the outlet passage. These passages are con-. nected by a third passage or conduit 26 in which is arranged a spring pressed ball by-. pass valve 28 and a test cook 30. In case of excessive pressures valve 28 is forced ofi its seat and permits the return ofoil to the crank-case without passage. thru the filter Test cock 30, is normally closed but when open permits the discharge of oil thru bore 32, whether the filter is clogged or not, so that its condition may be ascertained.

From an examination of Figure 3, it will be apparent when the test valve or cock 30 is turned inward to test the filter that it will depress or compress the spring so that it will be shut tight and rigidly and immovably hold the ball 28 on its seat.

Lug 6 is apertured at 34 in line with passage 22 to receive the end of plug 12 as well as ported fitting 36 which is in threaded engagement with the plug and serves to clamp it andwith it the filter unit to the support.

A gasket 40 is interposed between a fiange 42 on the fitting 36' and the upper surface of the lug, and a second. gasket 44 is interposed between the under surface of the lug 6 and the filter casing. These gaskets seal the connections of the filter to the lug.

In the operation of the filter, dirty oil from the crank-case is supplied by the usual pump to the bore 22 thrOugh conduit 50. The oil passes downwardly through plug 12 into, the

fil ,a p s ng hroug he fil er clothispharg 'intothe casing whenc ;it finds egress through opening 20 and passage '52 into passage 24 which as shown, discharges into the crank case. It is therefore to be observed that the filter bridges or connects the inlet passage 22 with the outlet passage 24:. In case the filter becomes clogged or pressure in the system becomes excessive oil passes directly from passage 22 into passage 24 through pressure relief valve '28. The filter may be removed by manipulating fitting 36 and a new filter supplied. It will be noted that this operation may be performed by the manipulation of a single clamping member and to insure an equally good seal when replacing the new element it is merely necessary to renew the gaskets.

This construction is susceptible of many modifications. The by-pass may be omitted in some installations. The filter may be supported above the lug 6 instead of depending from it. The lug 6 may extend at any angle, and as shown in Fig. 4, may, if preferred be formed separate from the engine crank case and be secured thereto by suitable bolts. The installation is adaptable to other machines besides internal combustion engines. Other types of filters may be substituted for the type shown, although this may in some cases necessitate rearrangement of passages in the supporting lug.

In Figures 5 and 6 I have shown a modification in which the test cock serves to indicate whether the filter is functioning. In this figure 6 indicates the lug extending from the crank-case. This lug is provided with bores 51, 53 and 55. Conduit 57 communicates with bore 53 and supplies oil from the crank-case. Bore 53 leads to ported plug 58 into which is threaded hollow tube 60 communicating with the interior of the coiled bag filter unit. Passages 51 and 53 are connected by by-pass 62 in which is located pressure relief valve 64. I/Vhen the filter becomes clogged the oil pressure will tend to approach the maximum which the pump is capable of producing and in doing so will force valve 64 ofi its seat permitting oil to discharge to the crank-case without passage thru the filter. lVhen the filter is not clogged clean oil is returned to the crank-case thru passage 66 and bore 55. The test cock 68 permits the passage 55 to be tapped so that if the filter is operating and oil is returning to the crankcase thru the passage 55, some of the oil will be discharged when the test cock is opened Elias giving indication of the condition of the ter.

Various other modifications will suggest themselves to those skilled in the art.

I claim:

1. In an oil filter having inlet and outlet passages, a passage connecting said inlet and outlet passages, a spring pressed ball bypass valve in said connecting passage, and atest valve at said connecting passage, said test valve during the testing operation compressing the spring on the ball to rigidly hold the ball on its seat.

2. An engine having a lubricating system including a crank case, an oil filter, a support for said filter extending from the crank case, means for clamping said filter to said support, passages for operatively connecting said filter in said system encompassed by said support and extending in part through said clamping means, said clamping means comprising a tubular member connected to said filter, said support being apertured to receive said tubular member, and a nut for clamping said tubular member to said support.

In testimony whereof I afiix my signature.

CHARLES W. MOKINLEY.

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