Engine lubrication system

An engine oil lubrication system includes an oil flow control baffle disposed in the sump of the oil pan. The baffle may be detachably mountable in the sump of the oil pan. The baffle may be configured to prevent oil returning to the sump from the engine from short-circuiting and flowing directly to the oil pump intake. The baffle creates a circuitous flow path which forces mixing of the returning oil before being drawn into the oil pump intake nozzle via increasing resonance time of the oil in the sump to enhance cooling. The present disclosure further provides a modular engine mounting system which extends the number of engines and vehicle chassis which can utilize a single oil pan to mount to the chassis. Interchangeable mounting flanges are provided having different bolting patterns compatible with the different chassis.

BACKGROUND

The present invention generally relates to internal combustion engines, and more particularly to oil lubrication systems and related devices or apparatuses for such engines.

Internal combustion engines utilize oil for lubricating moving parts. The lubrication system may comprise an oil pan coupled to the crankcase of the engine. The pan provides a sump or reservoir for collecting the oil. In operation, an oil pump takes suction from the reservoir and distributes the oil to various moving engine parts requiring lubrication to reduce friction and metal-to-metal wear. The oil returns to the oil pan reservoir from the engine to complete the oil flow loop and repeat the lubrication cycle again. The high operating temperature of the engine heats the oil as it lubricates the moving components. It is beneficial to cool the oil in the oil pan reservoir before it is pumped back to the engine to maximize the lubrication qualities of the oil and minimize engine component wear as well as extend the useful life of the oil before replacement is needed.

The oil pan may further be used as an intermediate engine mounting component or interface for rigidly mounting the engine to the chassis or frame of the vehicle typically via bolting. The oil pans may have bolting holes to accommodate engine mounting. Various chassis, however, require different mounting interfaces each having a unique bolting pattern which are not compatible with the bolt pattern already provided by a particular oil pan. Accordingly, numerous styles of oil pans having customized engine mounting bolt patterns suited for a single or particular chassis are typically required. This limits the adaptability of using a single style of oil pan for many different chassis mounting requirement, which unavoidably increases manufacturing costs to provide multiple oil pans each with specialized engine mounting bolt pattern to suit different chassis.

Improvements are desired to better distribute and control the flow of oil in the oil pan to maximize cooling. Improvements are also desired to provide greater flexibility for mounting an oil pan to a number of different engines each having different oil pan mounting interfaces.

SUMMARY

The present application discloses an engine oil lubrication system which optimizes cooling of the oil through improved flow control and mixing of return oil in the oil sump. The engine oil lubrication system may include an oil flow control baffle disposed in the reservoir or sump of the oil pan. The baffle may be detachably mountable to the bottom wall of an oil pan in one implementation. The baffle may be configured to prevent oil returning to the sump from the engine from short-circuiting and flowing directly to the oil pump intake. The baffle creates a circuitous flow path which forces mixing of the returning oil before being sucked into the oil pump intake nozzle in the sum, thereby advantageously enhancing oil cooling. By increasing both mixing and the resonance time of the oil in the sump, an opportunity to maximize oil cooling can be realized in the oil pan.

In some implementations, the flow control baffle may have a hood-shaped body configured to define an internal cavity and plurality of oil inlet openings. The body may include a top wall, sidewalls, and an open bottom. The inlet openings, which may be formed in the sidewalls, establish fluid communication between the cavity and a peripheral oil collection region of the sump surrounding and circumscribing the exterior of the baffle. An oil pump intake opening may be formed through the baffle which communicates with the internal cavity. The oil pick-up or intake nozzle (e.g. snorkel) of the oil pump passes through the intake opening into the cavity to withdraw oil beneath the baffle in the sump via suction. The intake nozzle may be integrally formed with the baffle in some designs as a unitary structural part thereof which eliminates the intake opening.

The flow control baffle may be made of any suitable non-metallic or metallic material which may be chemically compatible for handling oil and the heat of the engine without undue physical degradation. The material selected may further be corrosion resistant.

In some engine constructions, the oil lubrication system may not have a separable oil pan bolted to the crankcase of the engine. In such designs, the oil sump may be integrally formed as part of the engine crankcase casting at the bottom of the engine. A flow control baffle for these type engines may be a separate component mountable to the bottom wall of the crankcase in the integral oil sump via access through the engine before the engine is fully assembled and closed up.

In some implementations, the baffle may include an internal flow diversion labyrinth disposed within the cavity of the baffle to further enhance lubrication oil cooling. This adds to the circuitous flow pathway between the sump and oil pump intake nozzle, thereby increases resonance time and cooling of the oil in the sump prior to getting drawn into the oil pump intake nozzle inside the baffle.

According to another aspect, the present disclosure further provides an oil pan having a highly configurable and adaptable universal engine mounting system which interfaces with the vehicle chassis. This mounting system extends the number of engines and vehicle frames which can utilize a single oil pan which may include a plurality of modular mounting flanges each with different bolt patterns compatible with the chassis bolt pattern for completing the engine to chassis coupling.

In one aspect, an engine oil flow control system comprises: an oil sump; a flow control baffle disposed in the oil sump, the baffle including an internal cavity and a plurality of oil inlet openings leading into the cavity; a peripheral oil collection region formed in the sump and extending perimetrically around the baffle; an oil pump intake nozzle disposed at least partially in the cavity and fluidly coupled to an oil pump; wherein a return oil flow path is established between the oil collection region and the cavity via the oil inlet openings.

According to another aspect, a method for mounting a flow control baffle in an oil sump of an engine comprises: providing the baffle which comprises a hood-like body including an internal cavity and plurality of oil inlet openings in fluid communication with the cavity; coupling an oil intake nozzle at a first end of the baffle to an oil inlet port in a crankcase closure plate, the baffle supported by the crankcase closure plate; positioning the crankcase closure plate against a crankcase of the engine while simultaneously inserting the baffle into an oil sump of the crankcase; and securing the crankcase closure plate onto the crankcase which closes the oil sump.

According to another aspect, a modular mounting system for an engine comprises: an oil pan comprising a plurality of sidewalls which collectively define an oil sump configured to maintain an inventory of lubrication oil, the oil pan configured for detachable mounting to the engine; a first sidewall of the plurality of sidewalls comprising a plurality of bolt mounting bosses; an elongated first engine mounting flange detachably coupled to the mounting bosses of the first sidewall; the first engine mounting flange comprising a plurality of engine mounting holes arranged in a bolt pattern configured to match a corresponding bolt pattern of a vehicle chassis; wherein the engine is supported by the chassis via the first engine mounting flange.

According to another aspect, a method for mounting an engine to a vehicle chassis comprises: providing an oil pan and plurality of different engine mounting flanges including at least one first mounting flange and at least one second mounting flange, the first mounting flange having first engine mounting holes arranged in a first bolt pattern which is different than a second bolt pattern of second engine mounting holes in the second mounting flange; selecting the first mounting flange; detachably coupling the first mounting flange to a sidewall of the oil pan; and bolting the first mounting flanges to the vehicle chassis.

According to another aspect, an oil pan with air venting system for an engine comprises: a body configured for mounting to a crankcase of an engine, the body including a bottom wall, a top wall, and a plurality of sidewalls extending between the top and bottom walls which collectively form an oil sump; an engine mounting flange disposed on the top wall which defines a top opening of the oil pan, the mounting flange comprising a plurality of vertical walls which project partially downwards from the top wall of the oil pan into the oil sump; a dead space formed in peripheral portions of the oil sump beneath the top wall between the vertical walls of the engine mounting flange and the sidewalls; and a plurality of air vent holes extending through the vertical walls of the engine mounting flange and in fluid communication with the top opening of the oil pan; wherein the vent holes are operable to allow trapped air in the dead space to be forced out through the top opening into the crankcase of the engine when the oil pan is filled with oil.

All drawings are schematic and not necessarily to scale. Features shown numbered in certain figures which may appear un-numbered in other figures are the same features unless noted otherwise herein.

DETAILED DESCRIPTION

The features and benefits of the invention are illustrated and described herein by reference to non-limiting examples in which aspects of the disclosure may be embodied. This description of examples is intended to be read in connection with the accompanying drawings or photos, which are to be considered part of the entire written description. Accordingly, the disclosure expressly should not be limited to such examples illustrating some possible non-limiting combination of features that may exist alone or in other combinations of features disclosed herein.

As used throughout, any ranges disclosed herein are used as shorthand for describing each and every value that is within the range. Any value within the range can be selected as the terminus of the range.

FIGS. 1-17depict an internal combustion engine20with separable oil pan30including an oil lubrication system with flow control baffle30according to one implementation of the present disclosure.

Engine20may includes all the typical components of the drive system (e.g. crankshaft, pistons, flywheel, spark plugs, etc.), controls, electric system, air or water cooling system (e.g. water pump, blower, etc.), and oil lubrication system as will be well-known in the engine arts without further undue elaboration herein.

The oil lubrication system may generally include oil pan30, oil filter29, oil pump23and associated oil intake nozzle24fluidly coupled to pump23by oil flow conduit25(see, e.g.FIG. 3). Conduit25may be flexible tubing or hosing in some implementations. Oil pump gear26is driven by drive gear27coupled to the rotating engine crankshaft28which operates pump23to lubricate the meshing metal components of the drive system typically requiring lubrication. Lubrication oil is pumped through oil filter29and is then distributed to the various components of the drive system to be lubricated. The return oil then drains back downwards via gravity to the oil pan30mounted to the bottom of engine crankcase20a(see, e.g.FIGS. 5-6and oil flow arrows), such as via bolting34or other methods. This completes the closed loop lubrication oil flow path.

Oil pan30may include a top wall37, bottom wall32, and a plurality of sidewalls33extending therebetween which collectively define an internal reservoir or sump36. Oil sump36may be configured to maintain an inventory of lubrication oil35that establishes a level L of oil during operation of the engine as oil is withdrawn by oil pump23(see, e.g.FIG. 5—level may be different than that shown for illustrative purposes only). The longer the oil remains in the sump, the greater the opportunity for mixing and cooling the hotter incoming oil returned from the engine before being sucked up again by the oil pump23. Oil may be periodically drained and replaced via oil plug38accessible on the bottom wall32(see, e.g.FIG. 10).

According to one aspect, an oil flow control apparatus may be provided which is configured and operable to increase mixing and the resonance time oil in the oil pan30returning from the engine to maximize cooling of the oil. With particular reference toFIGS. 8 and 16-17, the apparatus in one implementation may comprise a flow control baffle40having a hood-shaped body formed by a shell including a top wall43and plurality of sidewalls45extending downwards therefrom which define an internal cavity46. The bottom of the baffle may be fully open between the sidewalls when not mounted to the oil pan30. A plurality of laterally-open oil inlet openings44may be formed through sidewalls45to place cavity46in fluid communication with the peripheral oil collection region36aextending perimetrically and surrounding the baffle40in the recessed oil sump36(see, e.g.FIGS. 9 and 11). Region36amay be comprised of plural sub-regions in the oil pan sump36which are located around a majority of or all sides of the baffle40in various designs. Sidewalls45may have contiguous structure which extends perimetrically around the entire periphery of the baffle40in some implementations. Cavity46is downwardly open (until baffle40is attached to oil pan30) and defines a generally hollow baffle structure with generally open interior space in one implementation. Top wall43may be flat in one embodiment, or have any other suitable configuration including compound profiles with various undulating and/or raised/recessed portions of the surface. In some designs, the central portion of baffle top wall43may have a sloped surface configuration comprising a raised central portion with remaining peripheral portions sloping downwards towards sidewalls45to positively drain the returning oil into the peripheral region36aaround the baffle.

Flow control baffle40may have any suitable footprint or configuration in top plan view (looking downward at top wall43) selected to complement the general plan view configuration of oil sump36in oil pan30. In the non-limiting illustrated configuration, the sump and baffle may be considered to have a generally rectangular or square outline; however, the shape may be anything suitable including polygonal, non-polygonal, and combinations thereof. The sidewalls45of the baffle need not necessarily be straight or flat, but can be shaped as needed to match various projections or other features inside sump36of the oil pan as shown. Baffle sidewalls45may be sloped, flat, undulating, and combinations thereof in various implementations. In certain designs baffle40may be configured such that its sidewalls45are spaced inwards from the interior surfaces of the oil pan sidewalls33adjoining the oil sump36to form peripheral oil collection region36aon some or all sides of the baffle.

Baffle40may be detachably mounted to oil pan30by any suitable means. In one implementation, fasteners41such as threaded bolts may be used which are inserted through mounting holes41ain top wall43and received in corresponding threaded bores31aformed in the oil pan. Bores31amay be defined by raised mounting bosses31formed on bottom wall32of oil pan30in one non-limiting implementation. This minimizes the thickness of the bottom wall and weight of the oil pan rather than forming the threaded bores directly into the bottom wall. Other means of securing the baffle40directly or indirectly to oil pan30which do not involve the use of fasteners may be used (e.g. mechanical interlocking surfaces, entrapment, etc.); one example of which is shown inFIGS. 18-27further described herein.

When installed, the bottom edges45aof baffle sidewalls45may be positioned proximate to but need not necessarily contact the top surface of bottom wall32of the oil pan in sump36. A slight gap between the top surface and bottom edges45awill not allow oil in the sump from bypassing the oil inlet openings44in baffle sidewalls45since the openings44provide less resistance than such a minimal gap as oil is drawn inward into baffle cavity46by the suction force (vacuum) created by the oil pump intake nozzle24. Some inward leakage beneath the edges45atherefore does not significantly alter the effectiveness of the baffle for controlling the oil flow and cooling the oil. In some implementations, the bottom edges may be seated on and abuttingly contact part or all of the oil pan bottom wall32. The bottom edges45amay not all lie in the same horizontal plane, but can include vertically shorter or longer portions to accommodate various structures or features of the oil pan formed inside the oil sump36which may create undulating profiles.

Any suitable number and configuration of oil inlet openings44may be provided in the baffle sidewalls45. In some implementations, each of the sidewalls (four total provided in the non-limiting illustrated construction) may include at least one inlet opening to draw return oil in the sump into cavity46of baffle40from all sides. In certain designs, oil inlet openings44are spaced apart along each sidewall45such that each sidewall contains a plurality of openings. In certain designs, the oil inlet openings44may be located at and intersect the bottom edge45aof sidewalls45, or be located slightly above the bottom edge to deter sludge accumulations in the peripheral collection region36afrom entering the baffle40. In the non-limiting illustrated construction, the oil inlet openings may have a generally semi-circular shape as opposed to sharp corners which can induce unnecessary turbulence in the viscous oil flow entering into the baffle.

Flow control baffle40may further include an oil pump intake opening42which communicates with the internal cavity46of the baffle. Opening42may be formed in top wall43of the baffle and be of generally circular shape in one possible configuration. The oil pick-up or intake nozzle24associated with oil pump23passes through the intake opening into the cavity46of baffle40to take suction and withdraw oil from beneath and inside the baffle rather than directly from the oil sump36in the conventional manner. Since returning oil from the engine draining back to the sump in oil pan30cannot flow directly to the pump intake nozzle24, the oil is forced to mix outside the baffle in peripheral collection region36abefore being drawn into baffle cavity46via the oil inlet openings44. Opening42and concomitantly oil intake nozzle24may be offset towards one end or sidewall44of baffle40. Other locations in top wall43may be used including at the geometric center of the baffle.

The annular interface formed between intake opening42and inlet nozzle24may be small creating a close fit therebetween to prevent any substantial amount of oil from entering the baffle cavity46through the interface rather than the lateral oil inlet openings44in the baffle40. To enhance the fit-up and seal, an inwardly projecting annular lip or flange42amay be formed at intake opening42in top wall43which projects downwards into baffle cavity46. This creates a relatively closer interface thereby creating greater resistance to an substantial amount of oil being possibly drawn through therethrough from oil sump36into the baffle cavity46by oil pump23. In some configurations, the pump oil intake nozzle24may have a diametrically enlarged lower portion24aand a smaller adjoining upper portion configured for connection to the oil flow conduit25(see, e.g.FIG. 4). The bottom end of intake nozzle24may be spaced vertically apart from the top surface of bottom wall32of oil pan30by a gap or distance D1to draw oil from baffle cavity24into the intake nozzle. The flange42amay have frustoconical shaped walls which converge towards the bottom to engage the pump intake nozzle24when inserted therethrough, thereby acting as travel stop to limit the insertion depth of nozzle in the baffle to achieve the desired gap or distance D1. Other configurations of the intake nozzle and arrangement of foregoing parts are possible.

To assemble the flow control baffle40to the oil pan30before mounting the pan in turn to the engine crankcase20a, the baffle is first positioned on bottom wall31of the oil pan30to concentrically align the pan's threaded bores31awith the mounting holes41aof the baffle (see, e.g.FIG. 4). Fasteners41are then threaded into each of their respective threaded bores31ain the pan to secure the baffle to the pan. The oil pump intake nozzle24may then inserted through intake opening42in baffle40until it engages annular mounting flange42acorresponding to the intake opening. The oil pan30is then mounted to the bottom of the engine crankcase20ausing fasteners34inserted through mounting through holes34aaccessible from the bottom32of oil pan30(see, e.g.FIGS. 2, 10, and 34). The lubricating oil flow control system is now ready for operation.

In operation, with particular reference toFIGS. 4-7, return oil from engine20flows by gravity back to the oil sump36of oil pan30(reference directional oil flow arrows). The oil initially remains outside of baffle40and collects in peripheral collection region36aof oil pan30surrounding the baffle. The pump suction creates a negative pressure in cavity46of the baffle, which draws oil laterally inwards from the collection region36ainto the baffle through oil inlet openings44from all sides and corresponding lateral directions relative to the baffle in one non-limiting design. Once inside baffle cavity46, the oil is drawn into intake nozzle24positioned at least partially inside baffle cavity46and flows upwards through the oil flow conduit25to oil pump23, which pumps the oil through filter29for the distribution to the various engine parts requiring continuous lubrication while engine20is operating. The increased mixing and resonance time of the lubrication oil35in sump36advantageously improves cooling of the oil to maintain the lubrication properties and increase the useful life of the oil until it has degraded in viscosity to the point requiring replacement.

Flow control baffle40may be fabricated of any suitable material for this application by any suitable method depending on the metallic or non-metallic material selected for the baffle. Suitable methods include without limitation casting, stamping, molding, machining, combinations thereof, and others. In some non-limiting constructions, the baffle may be formed of injection molded plastic or die cast aluminum. Other suitable metals or which are chemically compatible for immersion in a heated lubricating oil environment may be used.

According to another aspect, a flow control baffle140is disclosed inFIGS. 18-27for use in engines120that may not have a separable oil pan bolted to the crankcase of the engine. In such designs, the oil sump136may be integrally formed as part of the engine crankcase120acasting at the bottom of the engine as shown. The bottom of the crankcase120awith integral oil sump136defines the bottom wall132of the sump. Baffle140may share the same features as oil pan40for use with a separate oil pan30including plural oil inlet openings44; accordingly, those same features will not be repeated here for the sake of brevity but where numbered will be distinguished by a “100” series part designation created by adding a “1” in front of the parts designation previously assigned with respect to the foregoing discussion of baffle40. Some notable differences of the present baffle140and method for securing present baffle140to the integral oil pan are described below.

In the present engine120with integral oil sump136, oil pump123and its associated oil pump gear126may be located below crankshaft128and drive gear127thereon which meshes with and rotates the oil pump gear. This arrangement is opposite that of engine20with detachable and separate oil pan30.

Flow control baffle140may have a somewhat similar configuration and features as baffle40previously described herein. Baffle140includes top wall143, sidewalls145, internal cavity146, and plurality of oil inlet openings144formed in sidewalls. Peripheral collection region136aof the integral oil sump136, where returning oil35from the engine accumulates as previously described herein, extends perimetrically around the baffle140.

Flow control baffle140in one design may omit the oil pump intake nozzle opening42of previously described baffle40through which the pump intake nozzle24is inserted. Instead, an alternate oil intake nozzle124may be integrally formed as a unitary structural part of baffle140. Alternatively, a separate nozzle may be detachably coupled to baffle140using a nozzle opening42. Integrally formed intake nozzle124in the present baffle140being described may have a generally tubular body and projects laterally outwards from one lateral sidewall45of the baffle140. Nozzle124may be formed in top wall143and extends partially therethrough into cavity146defining a downwardly open inlet portion124aat a first end and laterally open cantilevered outlet portion124bat an opposite free end. Portions of the nozzle body exposed above top wall143of baffle140and including the outlet portion124bmay be tubular shaped and circular in transverse cross section. Inlet portion124amay have a polygonal cross-sectional shape creating an enlarged opening for better drawing oil from the cavity to the oil pump23.

Oil intake nozzle124may be received and seated in a tapered oil inlet port150with circular cross-sectional shape formed in the crankcase120aof engine120. Port150may be formed in a detachable and removable side closure plate151of the crankcase in some implementations as shown. Port150in some implementations may be defined by oil intake boss159integrally cast or formed in the metallic crankcase closure plate151as a unitary structural part thereof. An O-ring152provided on the elongated outlet portion124bof intake nozzle124forms a fluid seal between the inlet port and intake nozzle124. Outlet portion124bmay include an annular stop flange124cwhich engages the crankcase closure plate151(e.g. oil intake boss159) to limit the insertion depth of the intake nozzle124in inlet port150to achieve a proper fit-up and liquid-tight seal (see, e.g.FIGS. 27A-B).

Oil inlet port150forms part of the oil flow conduit125leading from baffle140to oil pump123detachably mounted to the closure plate151. Flow conduit125may be integrally formed with closure plate151as a unitary structural part thereof. Closure plate151may be formed of a suitable metal in some implementations, such as for example without limitation cast aluminum or another metal.

Baffle140includes retention features which collectively act to detachably retain the baffle in the integral oil sump136of the engine crankcase120a. In one implementation, the retention features may advantageously couple baffle140to the crankcase without use of threaded fasteners via various interlocking elements. A first retention feature may be formed by a cantilevered retention arm153. Arm153may be disposed on intake nozzle124, or another portion of the baffle140. Arm153may have an L-shaped configuration defining an upwardly projecting retention tab153aat a free end and a horizontally extending horizontal section153barranged between the tab and partial tubular portion of the nozzle body visible on top of baffle140. One end of horizontal section153bformed an integral base of arm153connected to top wall143of baffle140and the opposite end transitions into the upstanding tab153a. Horizontal section153bextends over and may be spaced apart from oil intake nozzle124by a vertical gap forming an axial slot162beneath which slideably receives a top portion of an oil intake boss159formed in crankcase closure plate151(see, e.g.FIG. 27).

A portion of retention arm153including retention tab153amay be received in an inwardly open entrapment pocket154formed in closure plate151which faces towards the baffle140. Pocket154may be formed integrally with the closure plate. When positioned in pocket154, tab153aof the retention arm may be trapped and locked inside the pocket by a retention surface in the crankcase closure plate151. In one design, the retention surface may be formed by a bottom edge of a pump cover plate157which may be detachably mounted attached to closure plate151by fasteners such as threaded fasteners158(see, e.g.FIG. 25), or another mounting means.

Retention arm153detachably secures a first end of the flow control baffle140to integral oil sump136of engine120. An opposite second end of the baffle (which may be opposite intake nozzle124and retention arm153) may be secured in the sump via a pair of laterally extending retention protrusions160, which form a second retention feature. Protrusions160may be spaced horizontally apart and project inwards in the sump136towards baffle140, as shown. Protrusions160may be tapered and the free ends of the protrusions may be rounded to facilitate entry of the baffle140beneath the protrusions, as further described herein.

A method or process for detachably mounting the present baffle140to the integrally formed oil sump136of the engine will now be described.

With crankcase closure plate151detached from crankcase120aof engine120, oil intake nozzle124of flow control baffle140is first slideably inserted fully into inlet port150in the crankcase closure plate. O-ring153forms a frictional fit and fluid seal therebetween which helps retain nozzle124. A pair of laterally extending parallel guide flanges155formed at the base of retention arm153are slideably received in a guide channel156formed in closure plate151immediately above oil inlet port150. Channel156may be defined by a pair of upwardly extending parallel rails160formed on oil intake boss159of crankcase closure plate151, which defines the circular open oil inlet port150in crankcase120a. Flanges155and channel156are elongated and act to guide retention arm153into entrapment pocket154of closure plate151as the oil intake nozzle124is inserted into the port150.

With upstanding tab153aof retention arm153now positioned in entrapment pocket54by slideably inserting the oil intake nozzle124in oil pump inlet port150of crankcase120a, the pump cover plate157may then be attached to crankcase closure plate151via threaded fasteners158. In one arrangement, the horizontal section153bof retention arm153extends beneath a bottom edge of pump cover plate157and is trapped between the edge on top and rails160below on oil intake boss159(see, e.g.FIGS. 25 and 27). Retention tab153ais trapped behind cover plate in pocket54. Advantageously, this prevents the oil intake nozzle124from being axially withdrawn from oil inlet port150in the crankcase120a. The closure plate151and cantilevered flow control baffle140extending laterally therefrom can now advantageously be lifted and maneuvered as a single self-supporting assembled unit which simplifies handling.

To next close up the crankcase120aand install baffle140in the integral oil sump136of engine120, the crankcase closure plate151(supporting baffle140in a secure cantilevered manner) is moved into position against the crankcase (e.g. open lateral side of the crankcase in one arrangement). During this positioning step, the end of baffle140opposite oil intake nozzle124is automatically slideably inserted beneath retention protrusions160in the crankcase. The tapered protrusions160in the crankcase act as “lead in” for the oil baffle and may have full contact with the oil baffle once the closure plate is fully assembly to the crankcase. The bottom edges145aof the baffle sidewalls145may contact or be positioned proximate to the top surface defined by bottom wall132of the integral oil sump136. Closure plate151may then be detachably secured to the crankcase via a plurality of bolts161.

In some implementations, the baffle may include an internal oil flow control labyrinth170formed within the internal cavities46/146of baffles40/140, respectively. The labyrinth may be configured to provide an even more circuitous oil flow path between the baffle oil inlet openings44/144of the baffles40/140and the oil pump intake nozzle24/124. This advantageously increases the resonance time and cooling of oil35returned from the engine to the oil sumps36/136. A non-limiting example of a labyrinth will be briefly described with reference to baffle140for use with an engine120having an integral oil sump136previously described herein. It will be appreciated that the same or variations of the labyrinth design and concept may be equally applied to baffle40previously described herein.

Referring now toFIGS. 28-30, flow control labyrinth170may comprise a plurality of flow diversion walls171extending downwards from top wall143of baffle140. Any pattern, configuration, and arrangement of walls48may be provided to create the desired circuitous oil return path to the oil intake nozzle124and resonance time increase. Walls171may have a height coextensive with the sidewalls145of baffle140in some arrangements. Walls171may be perpendicularly oriented relative to a horizontal plane defined top wall143, and/or may be angled obliquely thereto. A combination of perpendicular and angled walls be may used. The diversion walls171may be arranged to steer oil flow entering baffle cavity146via the lateral oil inlet openings144in baffle sidewalls145such that at least a portion of the oil entering the cavity does not flow directly to the oil intake nozzle124in the top wall143of the baffle140. The a plurality of flow diversion walls171may be arranged in different angular orientations with respect to each other (e.g. perpendicularly, obliquely, etc.) to establish the circuitous return oil flow path. In some arrangements, there may be no straight line of sight between at least a majority of the oil inlet openings and the intake nozzle such that a straight oil flow path therebetween is avoided. In some arrangements, no straight line of sight may exist between any of the oil inlet openings144and oil intake nozzle124due to the placement of the diversions walls171. The diversion walls171may be molded, cast, or otherwise formed integrally with the baffle140as a unitary structural part thereof. In other designs, the diversion walls may be separate structures attached individually to baffle140, or may be formed on a separate insert which is installed inside the baffle. In yet other possible designs contemplated, the diversion walls may instead be integrally formed as a unitary part of the engine crankcase bottom wall132rather than formed in the baffle140. Any of the foregoing diversion wall construction options may be used, or others.

FIGS. 31-33depict an integral air venting system associated with the detachable oil pan30according to the present disclosure. Maximizing the volumetric oil capacity of the oil pan while maintaining a small compact size and vertical profile is desirable to minimize spatial constraints for mounting the pan at the interface between the engine and vehicle frame. The present oil pan30maximizes oil capacity while reducing height of the pan by adding a plurality of vent holes180to utilize dead space181in the peripheral portions of the oil sump36outside of the pan mounting flange39, which would otherwise contain trapped air which accumulates in the space above the oil when filled to the normal fill level L in the oil pan30. The vent holes30allow the trapped air to be purged and forced out upwards out of the dead space181into the engine crankcase20aas oil is filled and rises in the pan above the normal oil level L. The fill level can now be increased above normal fill level L without vent holes180so that the oil can now occupy at least a portion of dead space181normally filled with trapped air, thereby advantageously increasing the effective capacity of the oil pan30.

As shown, air vent holes180are through holes which extend completely through a portion of the engine mounting flange39. More particularly, engine mounting flange39comprises vertical walls39awhich project partially downwards from top wall37of oil pan30into the sump36. Bottom ends of the walls39aterminate a distance above the bottom wall32of the oil pan in the oil sump36to allow oil to flow into the peripheral regions of the oil sump beyond and outboard of the vertical walls. Mounting flange39forms a continuous polygonal structure (e.g. rectangular or square) defining a top opening183in the top wall37of the oil pan. Vent holes180extend generally laterally through the vertical walls39aof the engine mounting flange and open therethrough into the top opening783which is in fluid communication with the crankcase20aof the engine. The vent holes180may be located near the top of the peripheral dead space181of the oil sump36as shown inFIGS. 32-33to purge as much trapped air as possible when the oil pan is filled with oil, thereby increasing the fill level and capacity of the sump to a maximum. A flat top interface surface182defined by the mounting flange receives a gasket (not shown) for forming a seal between the oil pan30and engine crankcase20a. The mounting through holes34afor bolting the oil pan to the crankcase penetrate the top surface182of mounting flange39as shown. Any suitable number, arrangement, configuration, and size of vent holes181may be provided as desired to evacuate trapped air in peripheral collection region36aof oil sump36.

According to another aspect, the oil pan30may further include a highly configurable and adaptable universal mounting system for mounting the engine to a plurality of different engine mount arrangements provided with a vehicle frame or chassis. The universal mounting system may be a modular system, which comprises a plurality of interchangeable mounting flanges which can be detachably coupled to the oil pan. Each mounting flange has a distinct bolt pattern configured to match the bolt pattern for the engine mounts on a particular vehicle chassis. This advantageously extends the number of engines and vehicle chassis/frames in which the oil pan may be used.

The oil pan30may therefore have a structurally robust construction to serve as a “load bearing” intermediate engine mounting component or interface arranged between the engine mounts of the vehicle chassis and the crankcase20aof the engine20. Oil pan sidewalls33therefore have a sufficient thickness for structural strength to transfer the entire weight of the engine to the vehicle chassis through the oil pan. This starkly contrasts to thin-walled non-load bearing oil pans often formed of sheet metal or the like which simply supports their own weight from the engine crankcase.

Referring now toFIGS. 10 and 34-42, the modular engine mounting system may comprise one or more laterally/horizontally elongated engine mounting flanges200. Flanges200may be configured for detachable mounting to a plurality of structurally-reinforced bolt mounting bosses201formed on at least one sidewall33of the oil pan30. In some embodiments, two, three, or all four sidewalls of the oil pan30may include mounting bosses. Bosses201may include internally threaded bores204which rotatably receive threaded fasteners such as mounting bolts205having a mating thread pattern. The bosses and bores have a suitable length to match and fully threadably engage the shanks of the bolts. Any suitable pattern/arrangement, bore diameter, thread type/pitch, and number of mounting bosses may be used as needed to rigidly affix the mounting flanges200to oil pan30and support the weight of the engine.

Mounting flanges200may be formed of steel plate bent to shape and of suitable thickness to provide rigid support of the engine from the vehicle chassis. In one non-limiting example, the flanges may have a representative thickness of about 8 mm (0.32 inches). The thickness will of course vary depending on the combined weight of the engine20and oil pan30to be supported in a cantilevered manner by the flanges200.

In one configuration, mounting flanges200may have a 90 degree L-shaped or angled structure including an upright or vertical flange section202configured to coupling to the oil pan30, and a horizontal flange section206configured for coupling to the vehicle chassis203(represented schematically by dashed lines inFIG. 37). The vertical flange section may therefore be perpendicular to the horizontal flange section. Vertical flange section202includes a first set of oil pan mounting holes207arranged in a bolt pattern to match the locations of the threaded bores204of mounting bosses201. Holes207become concentrically aligned with the threaded bores204of bosses201when the mounting flange200is placed against the mounting bosses on sidewalls33of oil pan30to receive mounting bolts205therethrough to detachably couple the flanges to the pan.

Horizontal flange section206also includes a second set of engine mounting holes208arranged in a bolt pattern to match the locations and bolt pattern of corresponding chassis mounting holes209on the engine mount portion of the vehicle chassis203. Threaded fasteners such as engine mounting bolts210are received through the concentrically aligned holes208,209to detachably coupled the flange200to the chassis (see, e.g.FIG. 37). The bolt pattern of engine mounting holes208on engine mounting flange200may be customized in location and bolt pattern to match a variety of bolt patterns on different vehicle chassis203. Accordingly, a plurality of different mounting flanges200may be provided each having a different bolt pattern of engine mounting holes208. Advantageously, a single oil pan30may be configurable for mounting to many different brands, models, or styles of vehicle chassis via the modular interchangeable engine mounting flange system.

A set of mounting flanges200when coupled to oil pan30may each have the same or different overall flange configuration (e.g. size and shape) and same or different bolt patterns for the flange to oil pan coupling and flange to vehicle chassis203coupling. This flexibility allows the mounting flanges to be highly customized to meet the engine mounting needs and restrictions of different engines and vehicle chassis. Accordingly, a prefabricated first set of mounting flanges may be provided having engine mounting holes208arranged in a first bolt pattern to match the locations and bolt pattern of corresponding chassis mounting holes209on the engine mount portion of a first vehicle chassis203, and a prefabricated second set of mounting flanges may be provided having engine mounting holes208arranged in a second bolt pattern to match the locations and bolt pattern of corresponding chassis mounting holes209on the engine mount portion of a second vehicle chassis203; the first bolt pattern being different than the second bolt pattern.

In some instances, one sidewall33of oil pan30may have an integral engine mounting flange212formed as a unitary structural part of the pan. This may be provided where clearance on one side of the oil pan might be limited to detachably mount removable flanges200due to interference from engine appurtenances such as a blower housing213shown inFIG. 1or another component. However, in other instances, all sidewalls may have a detachable engine mounting bracket200if sufficient clearance is available.

Oil pan30may also include integrally formed threaded engine mounting holes214arranged in a bolt pattern on the bottom wall32of the pan. These mounting holes are located inboard of the mounting bosses201and sidewalls of the oil pan and may be used for mounting some engines to the vehicle chassis where a smaller engine mount bolt pattern is provided on the vehicle chassis203than cannot be readily accommodated by the perimetrically and peripherally arranged detachable mounting flanges200. To accommodate variations in bolt patterns used on the chassis, integral engine mounting holes214may be provided in pairs to allow the vehicle manufacturer to use one of the holes in each pair for coupling the oil pan30and in turn engine20to the chassis. Accordingly, the integral engine mounting holes may accommodate at least two different chassis bolt patterns.

A method for mounting an engine to a vehicle chassis using the foregoing modular engine mounting system may comprise: providing an oil pan30and plurality of different engine mounting flanges200including at least one first mounting flange and at least one second mounting flange, the first mounting flange having first engine mounting holes arranged in a first bolt pattern which is different than a second bolt pattern of second engine mounting holes in the second mounting flange; selecting the first mounting flange; detachably coupling the first mounting flange to a sidewall33of the oil pan30; and bolting the first mounting flange to a vehicle chassis203. In one implementation, the detachably coupling step may include threadably coupling the first mounting flanges to the sidewalls via threaded fasteners such as bolts. The first and second mounting flanges each have oil pan mounting holes arranged in an identical bolt pattern since all mounting bosses201on the oil pan may be arranged to provide a common standard flange mounting interface on the oil pan. Only the bolt pattern of the engine mounting holes on the mounting flanges200need to be varied to interface with different bolting patterns on different vehicle chassis.

While the foregoing description and drawings represent examples of the present invention, it will be understood that various additions, modifications and substitutions may be made therein without departing from the spirit and scope and range of equivalents of the accompanying claims. In particular, it will be clear to those skilled in the art that the present invention may be embodied in other forms, structures, arrangements, proportions, sizes, and with other elements, materials, and components, without departing from the spirit or essential characteristics thereof. In addition, numerous variations in the methods/processes as applicable described herein may be made without departing from the spirit of the invention. One skilled in the art will further appreciate that the invention may be used with many modifications of structure, arrangement, proportions, sizes, materials, and components and otherwise, used in the practice of the invention, which are particularly adapted to specific environments and operative requirements without departing from the principles of the present invention. The presently disclosed examples are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being defined by the appended claims and equivalents thereof, and not limited to the foregoing description or examples. Rather, the appended claims should be construed broadly, to include other variants of the invention, which may be made by those skilled in the art without departing from the scope and range of equivalents of the invention.