Engine lubricant management system

Abstract

A lubricant management system for an engine includes first and second lubricant filtering components operatively connected to the engine. A switching mechanism selectively couples the first and second filtering components to the engine for circulating the lubricant of the engine selectively through either one of the first and second filtering components. Accordingly, the engine is permitted to remain in operation while changing the filtering components by selecting only one of the components to communicate with the engine at a time while the other is replaced. Used oil is also withdrawn and injected back into the intake of the engine in a combustion mode of operation or injected into a holding tank for later recycling in a recycling mode of operation.

Description

FIELD OF THE INVENTION

This application claims priority under 35 U.S.C. Section 119(e) to U.S. Provisional Patent Application Ser. No. 60/490,541 filed on Jul. 29, 2003.

The present invention relates to an engine lubricant management system to permit oil and the oil filter of an engine to be replaced while the engine remains running and operating.

BACKGROUND

In the field of oil production, oil field pump jacks having four, six or eight cylinder gas engines are commonly used to use to pump oil. The engines run on raw natural gas and propane out in the different areas where there are oil deposits. The engine typically runs a pump that turns or pulls a rod that pumps heavy oil out of the ground and into a large holding tank. These engines are typically only shut-off when they require servicing. The engines run on poor fuel and are serviced poorly because of the number and cost of servicing these engines. When the engines are shut-off, the oil companies loose productivity and risk the occurrence of sand settling within the pumps, such that the rod that pulls up oil sands-up, requiring much more costly lost productivity and servicing. In this instance a special service rig must be brought to the site for recommencing operation of the pump.

SUMMARY

According to one aspect of the present invention there is provided a lubricant management system for an engine having lubricant circulated therethrough, the system comprising:

• • first and second filtering components;
  • a switching mechanism selectively coupling the first and second filtering components to the engine for circulating the lubricant of the engine selectively through either one of the first and second filtering components.

According to a second aspect of the present invention there is provided a method of managing lubricant in an engine having lubricant circulated therethrough, the method comprising:

• • coupling first and second lubricant filtering components to the engine;
  • circulating lubricant of the engine through the first and second filtering components independently of one another;
  • periodically removing some of the lubricant from the engine;
  • replacing lubricant removed from the engine with replacement lubricant;
  • alternately replacing each of the first and second lubricant filtering components by only operating one of said filtering components at a time while the other is being replaced.

The lubricant management system according to the present invention, permits continuous engine operation while maintaining the oil used for lubrication in good condition as both the oil and the filters are permitted to be replaced. While some prior art permits some oil replacement, none allow replacement of filter components during engine operation. In an oil field pump jack application, continuous engine operation ensures no lost productivity and no opportunities arise for the rods of the pumps to sand-up, to avoid requiring more expensive servicing.

In further embodiments, plural additional filtering components may also be coupled to the engine. There may be provided a mechanical or electric switching or diverting system for operating only one of first, second or multiple engine oil filtering components as desired. Preferably, the switching mechanism permits operation of only one of first and second engine oil filtering components at a time.

There may also be provided an adapter for coupling both the first and second engine lubricant filtering components to a conventional filter mount on the engine which otherwise mounts a conventional oil filter cartridge thereon. Alternatively, any coupling may be provided for directly coupling the first and second engine lubricant filtering components to an oil line of the engine.

There may be provided a calibration and recycling injector system coupled to the feed line to calibrate an amount of oil being fed to the intake mixing chamber or to collect used oil into the recycling tank.

In a combustion mode of operating in which used oil is combusted in the engine, the system preferably further comprising a combustion injector coupled to an engine intake mixing chamber or carburetor which receives lubricant circulated through the engine; and an injector control which controls operation of the injector to inject the lubricant into the intake at prescribed intervals for combustion of the lubricant. The injector control preferably includes a timer.

In a recycling mode of operating in which used oil is collected for recycling, the system preferably further comprises a holding tank for storage of used oil; a collecting injector coupled to the holding tank which receives lubricant circulated through the engine; and an injector control which controls operation of the injector to inject the lubricant into the holding tank at prescribed intervals to collect used lubricant from the engine. A high-level safety shut-off sensor is preferably located in the used oil holding tank to shut-off the oil injector.

An oil supply reservoir preferably communicates with an oil drain pan of the engine and is arranged to supply oil to the drain pan when a level of oil in the drain pan falls below a prescribed level. A low level safety shut-off sensor is located in the reservoir to shut-off the oil injector when oil supply is low.

The combustion injector and the collecting injector are preferably coupled to the engine in parallel for receiving lubricant circulated through the engine independently of one another.

The lubricant management system is particularly suited for use in combination with a stationary engine.

There may be provided a drain line coupled to the engine for draining lubricant circulated through the engine therethrough and a restrictor in communication with the drain line which only permits lubricant to be drained from the engine at a constant drip rate.

BRIEF DESCRIPTION OF THE DRAWINGS

In the accompanying drawings, which illustrate exemplary embodiments of the present invention:

FIG. 1 is a schematic view of the engine lubricant management system.

FIG. 2 is a schematic view of the filtering system according to the engine lubricant management system of FIG. 1, but shown in greater detail.

FIG. 3 is a schematic view of an alternate embodiment of the filtering system for use with the engine lubricant management system of FIG. 1.

DETAILED DESCRIPTION

Referring to the accompanying drawings, there is illustrated an engine lubricant management system generally indicated by reference numeral 10. The engine lubricant management system 10 is well suited for an oil field pump jack of the type having an engine 12 typically including a combustion air intake 14, an air fuel intake mixing chamber 15, an oil pan including a oil pump 16, an engine oil reservoir or calibration tank 32, and a filter mount 18 for mounting a replaceable conventional filter cartridge thereon.

The engine lubricant management system 10 includes a feed line 20 which connects to an oil pressure line of the engine, for example at the oil pressure switch of the engine, to receive oil under pressure from the engine. A manual shut-off valve 22 is connected in series with the feed line 20 adjacent the engine.

The feed line 20 also couples in series with a filter 26 before being split for connection with a pair of solenoid valves 28A and 28B in parallel with one another which control the amount of oil drawn from the engine. Oil is diverter through the solenoid valve 28B in a combustion mode of operation in which used oil is drawn from the engine and returned to the combustion chambers for combustion. Alternatively, oil may be diverted through the solenoid valve 28A in a collection mode of operation in which used oil is collected for later recycling. The collection mode of operation is also useful for calibrating the flow of used oil being removed from the engine.

An electric valve control 29 is provided to control operation of the solenoid valves 28A or 28B in the feed line 20 for controlling the rate at which oil is drawn from the engine. The valve control 29 includes a timer to operate either of the solenoid valves 28A or 28B respectively at evenly spaced prescribed intervals. The timer is adjustable for selectively a duration of the prescribed intervals. In the preferred embodiment, the time interval is 15 to 20 seconds between each pulsed opening of a selected one of the solenoid valves.

The solenoid valve 28A is connected in series with a collecting injector 31A for use in the collecting mode of operation. The solenoid valve 28B is connected in series with a collecting injector 31B for use in the combustion mode of operation. Only one of the solenoid valves 28A or 28B is opened by the valve control 29 at any given time and thus the injectors 31A and 31B, which are coupled in parallel with one another, operate independently from one another at different times depending upon the selected mode of operation.

The collection injector 31A injects the oil into a used oil holding tank 32 used for calibration or recycling purposes. Both the amount injected and the timing of the injection of the injectors can be calibrated. More particularly, using solenoid valve 28A and injector 31A, used oil can be collected in tank 32 for recycling purposes or for calibration of solenoid valve 28B and combustion injector 31B. A sight glass 33 permits visually monitoring the amount of used oil in the tank. The tank 32 also has drain plug 34 to drain used oil for recycling and a breather cap 35.

A high level switch 36 is provided in the tank 32 in communication with the oil level therein to close the solenoid valves in the event that oil level in the tank exceeds a prescribed upper limit of the tank. Responsive to an oil level above the upper limit as detected by the high level switch 36, the valve control 29 shuts-off solenoid valves 28A and 28B to prevent the oil level in the tank 32 from getting any higher.

The injector 31B, which is connected in series with the solenoid valve 28B, injects the oil into the air fuel mixing chamber 15 of the engine where combustion air, fuel and the injected oil are all mixed before being combusted by the engine. The operator can thus choose to divert oil through the solenoid valve 28B and injector 31B for injecting back into the engine intake 14 or divert oil through the solenoid valve 28A and injector 31A for recycling the oil.

To replace the oil drawn from the engine lubrication, an oil supply reservoir 38 is provided which is filled with new replacement oil. A feed valve 40 is located by the oil pan 16 of the engine so that when the oil level falls below a prescribed level for the oil pump, the feed valve 40 automatically opens to permit fresh oil from the oil supply reservoir 38 to be injected into the oil pan through a supply line 41. When opened, oil is fed by gravity from the supply reservoir to the oil pan through the supply line 41.

A sight glass 42 is located on the supply reservoir 38 for visually monitoring that there is sufficient oil in the reservoir. A suitable breather filling cap 43 is also located on the reservoir to permit oil to be added.

A manual shut-off valve 44 is coupled in series with the supply line 41 connected to the engine for selectively disconnecting the supply reservoir from the engine. Together with the manual shut-off valve 22 on the feed line 20, which draws used oil from the engine, all of the components of the lubrication management system 10 described herein can effectively be disconnected from operation with the engine for servicing as desired while permitting the engine to remain fully operational.

A low level switch 45 is mounted on the supply reservoir 38 in communication with a level of oil therein to close the solenoid valves 28A and 28B in the event that oil level in the reservoir falls below a prescribed lower limit of the reservoir. Responsive to an oil level below the lower limit as detected by the low level switch 45, the valve control 29 shuts-off solenoid valves 28A and 28B to prevent further used oil being drawn out of the engine and thereby prevent the oil pump from running dry.

The engine lubricant management system includes a filter system 46 which is suitably arranged for permitting the filters to be changed during operation of the engine. While two embodiments of the filter system 46 are shown in the accompanying figures, the common features of each will first be described herein.

The system includes an adapter 48 having a mounting ring similar to a conventional cartridge filter so as to be mounted on the engine at the filter mount 18 in place of the conventional cartridge filter. Two filters 50A and 50B are coupled for communication through the adapter mount 48 to the engine and are suitably arranged for independent operation from one another.

A supply line 52 couples to the adapter mount 48 to receive oil from the engine and divert the oil to both filters 50A and 50B. Similarly, a return line 54 is coupled in communication with the adapter mount 48 which receives oil from both filters 50A and 50B to be returned back to the engine through the adapter 48 on the filter mount 18 of the engine.

Turning now to the embodiment of FIG. 2, a suitable shut-off valve 56 is coupled in series with communication of each filter 50A and 50B with each of the supply and return lines respectively. By closing the valves 56 communicating between the first filter 50A and both the supply line 52 and the return line 54, the other filter 50B is permitted to remain operating normally while the first filter 50A is operatively disconnected and can be replaced. Accordingly by reversing the valves 56 so that only the valves in communication between the other filter 50B and each of the supply and return lines remain closed, the first filter 50A then operates normally to receive and return oil to the engine while the other filter 50B is operatively disconnected to permit replacement thereof.

Turning now to the second embodiment of the filtering system 46 as illustrated in FIG. 3, a single diverter valve unit 60 is provided for communication between both filters 50A and 50B and the supply and return lines 52 and 54 for properly circulating oil through the filters. The diverter valve unit 60 includes a single selection switch 62 to disconnect one of the filters 50A and 50B and connect the opposing filter with the engine upon each throw of the selection switch 62. The diverter valve unit 60 may be manually or electrically operated. When electrically operated, the selection switch 62 can be located remotely from the filters 50A and 50B for protection of an operator throwing the switch in the event of a leakage or failure of one of the filters.

In order to use the lubricant management system 10 noted herein, the filter system 46 is first attached in place of a conventional replaceable filter cartridge. The feed line 20 is then coupled to the pressure supply line of the engine oil pump. The injector 31B is coupled to the air fuel intake mixing chamber of the engine and injector 31A is coupled to the recycling holding tank 32. Valve control 29 selects either solenoid valve 28A or 28B depending on whether it is desired to inject into the engine or the recycle holding tank. The solenoid valves 28A and 28B and valve control 29 are calibrated to determine how much and at what spaced intervals oil should be drawn from the engine. Periodically, the filters 50A and 50B are replaced one at a time independently of one another by opening and closing the appropriate ones of the valves 56 as noted above or by using the diverter valve unit 60.

In the lubricant management system according to the present invention, the oil injector 31B is precisely positioned below the fuel and air mixer on the engine. The oil injector 31A is positioned in the recycling holding tank for either calibration or collecting oil for recycling. This system uses the engine's own oil pump to supply oil under pressure to the injectors. A simple timer ensures that the proper volume of oil is delivered to either injector. The oil level valve 40 opens and closes the amount of oil supplied to the oil pan of the engine to replace new oil from the oil reservoir tank.

When two or more oil filters are used, any one oil filter can be shut-off independently of the others using suitable shut-off or diverting valves to permit replacement thereof while the remaining filters remain in operation. The oil volume burnt or collected per hour is based on oil change intervals. The oil burnt per hour is small and the injector must provide an even amount of air and gas mixture to the engine to prevent plugs and both corrosion and fouling-up of the intake system.

The lubricant management system described herein permits an engine to operate without being shut-off to service the engine. The oil and filters can be changed on the go with no stop time. The used oil is burnt off or collected for recycle and new oil is automatically added while the oil filters can be replaced without stopping the engine. Accordingly several benefits can be realized, particularly benefits to the oil production industry. These benefits include: 1) better productivity due to never having to shut off the engine; 2) better overall oil quality; 3) longer engine life; 4) being able to conveniently recycle used oil; and 5) more environmentally friendly engine operation due to the elimination of opportunities of oil spills contaminating the soil during oil changes and elimination of problems associated with disposal of used oil.

In a simplified version of the lubricant management system 10, the valve control 29 and solenoids may be removed. A simple selection switch is then provided on the feed line 20 for diverting to either the tank 32 or the intake of the engine. Each of the diverted branches of the feed line 20 in this instance includes a suitable flow restrictor or orifice and the like for feeding oil therethrough at a steady and fixed drip rate. The drip rate is very predictable when using the system 10 on a stationary engine, for example on an oil field pump jack as described above as the engine operates at a constant RPM at a constant fixed and level orientation. The simplified system requires fewer components to be maintained and may be desirable as a less expensive alternative which still performs effectively.

In further embodiments, the components of the combustion mode of operation, including the valve 28B and the injector 31B, may be used apart from the components of the collection mode of operation if it is only desired to burn the used oil back in the engine. Similarly, the components of the collection mode of operation, including the valve 28A, the injector 31A and the tank 32, can be used apart from the components of the combustion mode of operation if it is only desired to collect the oil for treatment or disposal at a suitable oil recycling facility.

While some embodiments of the present invention have been described in the foregoing, it is to be understood that other embodiments are possible within the scope of the invention. The invention is to be considered limited solely by the scope of the appended claims.

Claims

1. A lubricant management system for an engine having lubricant circulated therethrough, the system comprising:

first and second filtering components;

a switching mechanism selectively coupling the first and second filtering components to the engine for circulating the lubricant of the engine selectively through either one of the first and second filtering components.

2. The system according to claim 1 wherein the switching mechanism permits operation of only one of first and second engine oil filtering components at a time.

3. The system according to claim 1 wherein there is provided an adapter for coupling both the first and second engine oil filtering components to a conventional filter mount on the engine which otherwise mounts a conventional oil filter cartridge thereon.

4. The system according to claim 1 further comprising:

a combustion injector coupled to an air and fuel intake of the engine which receives lubricant circulated through the engine; and

an injector control which controls operation of the injector to inject the lubricant into the intake at prescribed intervals for combustion of the lubricant.

5. The system according to claim 4 wherein the injector control includes a timer controlling the prescribed intervals.

6. The system according to claim 4 wherein there is provided an oil supply reservoir in communication with an oil pan of the engine which is arranged to supply oil to the oil pan when a level of oil in the oil pan falls below a prescribed lower level.

7. The system according to claim 1 further comprising:

a holding tank for storage of used oil;

a collecting injector coupled to the holding tank which receives lubricant circulated through the engine; and

an injector control which controls operation of the injector to inject the lubricant into the holding tank at prescribed intervals to collect used lubricant from the engine.

8. The system according to claim 7 wherein there is provided an oil supply reservoir in communication with an oil pan of the engine which is arranged to supply oil to the oil pan when a level of oil in the oil pan falls below a prescribed lower level.

9. The system according to claim 7 wherein there is provided an upper limit switch on the holding tank for shutting off the collecting injector when an oil level in the holding tank exceeds a prescribed upper limit.

10. The system according to claim 7 wherein there is provided a combustion injector coupled to an air and fuel intake of the engine which receives lubricant circulated through the engine and an injector control for operating the combustion injector, the injectors being coupled to the engine in parallel for receiving lubricant circulated through the engine independently of one another.

11. The system according to claim 1 wherein there is provided a calibration system coupled to the feed line to calibrate an amount of oil being fed to the injector.

12. The system according to claim 1 in combination with a stationary engine.

13. The system according to claim 12 wherein there is provided a drain line coupled to the engine for draining lubricant circulated through the engine therethrough and a restrictor in communication with the drain line which only permits lubricant to be drained from the engine at a constant drip rate.

14. A method of managing lubricant in an engine having lubricant circulated therethrough, the method comprising:

coupling first and second lubricant filtering components to the engine;

circulating lubricant of the engine through the first and second filtering components independently of one another;

periodically removing some of the lubricant from the engine;

replacing lubricant removed from the engine with replacement lubricant;

alternately replacing each of the first and second lubricant filtering components by only operating one of said filtering components at a time while the other is being replaced.

15. The method according to claim 14 including injecting the lubricant removed from the engine into an air and fuel intake of the engine for combustion of the lubricant.

16. The method according to claim 14 including injecting the lubricant removed from the engine into a holding tank for collection of the lubricant.

17. The method according to claim 14 including coupling a switching mechanism to a conventional filter mount on the engine which otherwise mounts a conventional oil filter cartridge thereon and coupling the first and second lubricant filtering components to the switching mechanism.

18. The method according to claim 17 including operating the switching mechanism to permit communication of only one of the first and second filtering components at any given time.

19. The method according to claim 14 including removing lubricant from the engine at a constant drip rate.