Patent Document

RELATED PATENT APPLICATIONS &amp; INCORPORATION BY REFERENCE 
   This application is a continuation application of utility patent application Ser. No. 10/140,047, entitled “Coolant Transfer Machine For Automotive Vehicle &amp; Method,” filed May 7, 2002, now Pat. No. 6,637,472, which is based on U.S. provisional patent application Ser. No. 60/289,483, entitled “Coolant Transfer Machine For Automotive Vehicle &amp; Method,” filed May 8, 2001. If any conflict arises between the disclosure of the invention in this application and that in the related provisional application, the disclosure in this utility application shall govern. Moreover, the inventors incorporate herein by reference any and all U.S. patents, U.S. patent applications, and other documents cited or referred to in this application or cited or referred to in the U.S. patents and U.S. patent applications incorporated herein by reference. 
   DEFINITIONS 
   The words “comprising,” “having,” “containing,” and “including,” and other forms thereof, are intended to be equivalent in meaning and be open ended in that an item or items following any one of these words is not meant to be an exhaustive listing of such item or items, or meant to be limited to only the listed item or items. 

   BACKGROUND OF THE INVENTION 
   Servicing of automotive vehicles typically requires periodic replacement of the coolant in the cooling system for the vehicle&#39;s engine. Fluid transfer machines such as, for example, illustrated in U.S. Pat. Nos. 4,782,689; 4,888,980; 5,573,045; 5,615,716; 6,135,136; 6,152,193; 6,161,566; and 6,213,175B1, are sometimes used to transfer the used coolant to a storage vessel while replacing this used coolant with new coolant. Many coolant transfer machines employ a system relying on the vehicle&#39;s engine to provide the power to effect the coolant transfer. In some instances this limits the speed at which the transfer can be accomplished. Other coolant transfer machines shut the engine off and employ a different system relying on external means for providing the power to transfer coolant. 
   SUMMARY OF THE INVENTION 
   This invention has several features. Without limiting the scope of this invention as expressed by the claims that follow, its more prominent features will now be discussed briefly. After considering this discussion, and particularly after reading the section entitled, “DETAILED DESCRIPTION,” one will understand how the features of this invention provide its benefits, which include, but are not limited to, rapid transfer of coolant, a hybrid system that allows the user to select between two different systems the one best suited for the vehicle being serviced, avoiding creating “hot spots” in the engine&#39;s cooling system, and economies in that the hybrid system is contained within a single housing and shares common components. 
   In accordance with this invention, coolant is transferred to and from an automotive engine having a radiator in communication with the engine using a machine that carries a new fluid container that holds new coolant and a used fluid container that holds used coolant from the engine. The first feature of the coolant transfer machine of this invention is that it includes two fluid transfer systems: A first fluid transfer system that sequentially first removes at least a substantial portion of used coolant from the engine and collects in the used fluid container the used coolant as the used coolant is being removed and then replaces the removed used coolant with new coolant from the new fluid container. And a second fluid transfer system that simultaneously displaces at least a substantial portion of used coolant in the engine with new coolant from the new fluid container and collects the displaced used coolant in the used fluid container. The engine is not operational while the first fluid transfer system is transferring coolant and the engine is operational while the second fluid transfer system is transferring coolant. A manually operable switch is used to select the fluid transfer system to be used based on the type of service to be provided: Namely, a quick service where the first fluid transfer system is typically used, or more complete service that requires more time where the second fluid transfer system is typically used, or a service that depends on the type of individual engine being serviced, where either the first or second fluid transfer system may be used Optionally, the second fluid transfer system includes a closed loop circuit that recycles fluid between the radiator and engine rather than transferring used fluid from the engine to the used fluid container and new fluid from the new fluid container to the radiator. The containers each include a sensor. The sensor in the new fluid container initiates the closed loop circuit when the sensor detects that the new fluid container is empty or near empty. The sensor in the used fluid container initiates the closed loop circuit when the sensor detects that the used fluid container is full or near full. 
   The second feature of this invention is that the first fluid transfer system includes a first adapter that is first manually inserted into an opening in the radiator upon removal of a radiator cap covering this opening. This first adapter may be in the form of a plug that is inserted into the opening. The adapter is then manually connected to the used fluid container to establish communication between the radiator and the used fluid container to transfer the used coolant from the engine to the used fluid container via the radiator. After withdrawing used coolant from the radiator, the first adapter is manually connected to the new fluid container to establish communication between the radiator and the new fluid container to transfer new coolant to the engine via the radiator. In an alternate embodiment of the first fluid transfer system, the engine is placed in communication with the containers via a connector attached to a radiator over flow member. A first pump is manually placed in communication with the used fluid container and the radiator to pump the used coolant from the engine through the radiator and into the used fluid container to create a reduced pressure in the engine. Upon establishing communication between the new fluid container and the radiator, the reduced pressure in the engine sucks new fluid into the radiator to replace the removed used coolant with new coolant. 
   The third feature of this invention is that the second fluid transfer system includes a pair of adapters. The coolant in the engine flows from the engine into the radiator through a manual detachable member such as, for example, a rubber tube. Upon manually detaching the detachable member, the pair of adapters is attached to provide access of coolant to the radiator and the engine. One adapter establishes communication with the new fluid container to transfer new coolant to the engine via the radiator. The other adapter establishes communication with the used fluid container to collect used coolant being displaced by the new coolant from the new fluid container. 
   The fourth feature of this invention is the use of hoses to establish communication between the containers and the engine through the adapters or the connector attached to the radiator over flow member. A drain hose is placed in communication with the used fluid container to transfer the used coolant from the engine to the used fluid container. And a supply hose is placed in communication with the new fluid container to transfer new coolant to the engine after transfer of the substantial portion of the used coolant from the engine. The hoses are manually connected and disconnected to individual adapters or the connector attached to a radiator over flow member depending on which fluid transfer system is being used. These hoses, adapters, and connector attached to the radiator over flow member employ conventional quick connect-disconnect connectors. These conventional quick connect-disconnect connectors each have one coupling component attached to a hose and another coupling component attached to an adapter or the connector for the radiator over flow member. These coupling components interact very quickly and have interlocking elements that, when the coupling components are connected or disconnected, maintain substantially the reduced pressure in the engine, preventing air at atmospheric pressure from entering the radiator, engine or either fluid transfer system. 
   The fifth feature of this invention is that the machine has a housing with a control panel and a base that supports the new fluid container and the used fluid container. The containers are free-standing and capable of being individually removed from the base and replaced. The first and second fluid transfer systems are within this housing and the drain hose, supply hose, the first pump, and a second pump along the supply hose are common components of both systems. The first pump is operated only when the first fluid transfer system is operational and second pump is operated only when the second fluid transfer system is operational. 
   The sixth feature of this invention is that the first and second fluid transfer systems have a common waste removal system operable when said first and second fluid transfer systems are disconnected from the engine. This common waste removal system transfers to a waste storage container used coolant in the used fluid container. 
   This invention also includes a method of transferring coolant to and from an automotive engine having an engine cooling system including a radiator. This method includes the steps of: 
   (a) providing a new fluid container holding new coolant and a used fluid container for holding used coolant from the engine, 
   (b) providing a first fluid transfer system that sequentially first removes at least a substantial portion of used coolant from the engine and collects in a used fluid container the used coolant as said used coolant is being removed and then replaces said removed used coolant with new coolant from a new fluid container, said engine being non-operational when coolant is being transferred, 
   (c) providing a second fluid transfer system that simultaneously displaces at least a substantial portion of used coolant in the engine with new coolant from the new fluid container and collects the displaced used coolant in the used fluid container, said engine being operational when coolant is being transferred, and 
   (d) selecting one of said fluid transfer systems to transfer coolant based on the type of service to be provided. 

   
     DESCRIPTION OF THE DRAWING 
     The preferred embodiments of this invention, illustrating all its features, will now be discussed in detail. These embodiments depict the novel and non-obvious coolant transfer machine, systems and method of this invention as shown in the accompanying drawing, which is for illustrative purposes only. This drawing includes the following figures (Figs.), with like numerals indicating like parts: 
       FIG. 1  is a schematic diagram of the hybrid coolant transfer machine of this invention showing the vehicle&#39;s engine off and the first fluid transfer system in the evacuation mode wherein used coolant is transferred from the engine&#39;s cooling system to a used fluid container (Used Fluid Tank T 1 ). 
       FIG. 2  is a schematic diagram of the hybrid coolant transfer machine shown in FIG.  1  and the first fluid transfer system in the fill mode wherein new coolant is transferred to the engine&#39;s cooling system from a new fluid container (New Fluid Tank T 2 ). 
       FIG. 2A  is a schematic diagram of an alternate embodiment of the hybrid coolant transfer machine of this invention showing the vehicle&#39;s engine off and the first fluid system in the evacuation mode wherein used coolant is transferred from the engine&#39;s cooling system to a used fluid container via a radiator over flow tube. 
       FIG. 3  is a schematic diagram of the hybrid coolant transfer machine of this invention showing the vehicle&#39;s engine on and the second fluid transfer system operational wherein used coolant is displaced from the engine&#39;s cooling system and transferred a used fluid container as new coolant is pumped into the engine&#39;s cooling system from the new fluid container. 
       FIG. 4  is a schematic diagram of the hybrid coolant transfer machine shown in  FIG. 3  with the vehicle&#39;s engine on and the second fluid system operational and in a loop mode. 
       FIG. 5  is a schematic diagram of the hybrid coolant transfer machine shown in  FIGS. 1 and 3  with the vehicle&#39;s engine disconnected from the machine and used coolant in the used fluid container being transferred to a waste storage container. 
       FIG. 6  is a perspective view of the hybrid coolant transfer machine of this invention showing the machine&#39;s housing which includes the first and second fluid transfer systems depicted in  FIGS. 1 and 3 . 
       FIG. 7  is an enlarged, fragmentary view of the control panel displayed on the outside of the cover of the housing shown in FIG.  6 . 
       FIG. 8  is a perspective view of the side of the housing shown in FIG.  6 . 
       FIG. 9  is a rear view of the housing shown in FIG.  6 . 
       FIG. 10  is a plan view of an internal wall of the housing cover showing the backside of the control panel. 
       FIG. 11  is a plan view of the exterior top of the housing platform showing various components of the hybrid coolant transfer machine of this invention. 
       FIG. 12  is a schematic wiring diagram of the control circuit for the hybrid coolant transfer machine of this invention. 
   

   DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
   As illustrated in  FIGS. 1 through 5 , the hybrid coolant transfer machine  10  of this invention employs two fluid transfer systems, the Evac system A ( FIGS. 1 ,  2  and  2 A) adapted to be operated when the vehicle&#39;s engine  12  is not operating and the Flush system B adapted to be operated when the vehicle&#39;s engine is operating (FIGS.  3  and  4 ). The components of both fluid transfer systems A and B are mounted to, or contained within, a housing  14  shown in  FIGS. 6 ,  8  and  9 . The housing  14  includes a cover  14   a  with hinges  14   b , rectangular base  14   c , and, centrally positioned on the base, a pedestal (not shown) that extends upward in a vertical orientation to provide a partition. As best shown in  FIG. 2 , fixedly attached to the top of the pedestal  14  is a flat, rectangular, planar platform P oriented horizontally. This platform P is used to support components of the fluid transfer machine  10 . The structural features of the housing  14  are discussed in detail in U.S. provisional patent application Ser. No. 60/266,399, filed Feb. 2, 2001, and U.S. utility patent application Ser. No. 10/059,868, filed Jan. 29, 2002, based on the provisional patent application Ser. No. 60/266,399, both assigned to MOC Products Company, Inc., the assignee of this utility patent application. 
   In accordance with this invention, both the systems A and B include the following common components: Used Fluid Tank T 1 , New Fluid Tank T 2 , solenoid actuated Valve # 1 , solenoid actuated Valve # 2 , a 30 Micron Filter F 1 , 12 Volt Pump P 1 , Check Valve C 1 , Flow Indicator F 2 , Pressure Gage G 1 , Drain Hose H 1 , Supply Hose H 2 , and a control panel  100  ( FIG. 7 ) displayed on the upper, front exterior of the cover  14   a  of the housing  14 . As best shown in  FIG. 7 , the control panel  100  includes a flow indicator display  102 , a system pressure gauge display  104  (the system pressure gauge G 1  is downstream of the flow indicator F 1 ), a main switch  20  with its control knob  20   a  on the panel  100 , a service complete indicator light L 1 , a used fluid tank full light L 2 , top off pump control button B 1 , and a mechanical toggle switch  106  for actuating an Air Pump P 2 . (An electrical pump may be used in place of the Air Pump P 2  and an electrical switch used in place of the toggle switch  106  to operate a relay for actuating the electrical pump.) The hoses  108  shown in  FIGS. 6 ,  10  and  11  are internal plumbing hoses connecting the components of the systems A and B together as depicted schematically in  FIGS. 1 through 5 . The system A also includes a solenoid actuated Air Valve # 4 , and a Radiator Hose Adapter or plug  26 . The system B also includes a solenoid actuated Valve # 3 , and a pair of adapters  16  and  18  that are disclosed in detail in U.S. utility patent application Ser. No. 09/850,831, filed in the names of Michael J. Camacho and Carl Brod on May 8, 2001, and entitled “Adapter For A Coolant Transfer Machine, Methods Of Transferring Coolant &amp; Kit,” and assigned to MOC Products Company, Inc., the assignee of this utility patent application. 
   As depicted in  FIG. 1 , when using the system A, the engine  12  is shut off so that it is non-operational and the knob  20   a  of the main switch  20  on the control panel  100  ( FIG. 7 ) is turned manually to the position “Evac Service” to energize the solenoid controlled Air Valve # 4  to place the Air Pump P 2  through the Valve # 4  in communication with a source of air under pressure (Shop Air) to provide air to actuate the Air Pump. As shown in  FIG. 9 , there is a port  110  that enables an air line  22  from the source of air (Shop Air) to be connected to the machine  10 . There are also jumper cables  112  attached to the rear exterior wall of housing  14  to allow the machine&#39;s control circuit  114  ( FIG. 12 ) to be connected to the battery B 1  of the vehicle being serviced. 
   The plug  26  and the Drain Hose H 1  are connected by a conventional two component quick connect-disconnect coupling  24 . A suitable two component quick connect-disconnect coupling  24  may be obtained form, Rectus GMBH, a German company, dba Oboc with office in Sparta, N.J. The terminal end of the Drain Hose H 1  has one component  24   a  and the plug  26  has extending from it the other component  24   b . The Supply Hose H 2  has a component  24   c  connected to its terminal end for connecting the Supply Hose H 2  as illustrated in FIG.  2 . The plug  26  is inserted into a top opening  25   a  in the radiator  25  that is normally closed by a radiator cap  28   a  (FIG.  2 A). When using system A, the radiator cap  28   a  is removed to uncover this opening  25   a  prior to insertion of the plug  26 . In an alternate embodiment shown in  FIG. 2A , the radiator cap  28   a  is not removed and the Drain Hose H 1  is connected to a Radiator Over Flow Tube  116  via a detachable member  30  having at its terminal end the component  24   b  for connection to the component  24   a.    
   With the knob  20   a  of the main switch  20  on the control panel  100  ( FIG. 7 ) turned to the “Evac Service” position, Relays R 1 , R 2 , R 3 , and R 4  in the control circuit  114  are energized so that the Valves # 1 , # 2 , # 3  and # 4  are in position shown in  FIG. 1  to enable used coolant to flow from the engine cooling system, the radiator  24 , hoses  27  and  28 , the engine&#39;s water pump  29 , and the engine&#39;s internal cooling passageways (not shown) via the plug  26 , the Drain Hose H 1 , and Valves # 1  and # 2  into the Used Fluid Tank T 1 . The Valves # 1 , # 2 , and # 3 , are located within the housing  14  as shown in  FIG. 11  on the flat, rectangular, planar, horizontal platform P of the housing. The cover  14   a  is attached to the platform P by hinges  14   b . This platform P is also used to support the Air Pump P 2 , 12 Volt Pump P 1 , a Filter Housing  120  for the 30 Micron Filter F 1 , and at least some of the components of the control circuit, for example, the relays R 1 , R 2 , R 3 , and R 4 . As shown in  FIG. 11 , these components may be accessed by raising the housing cover  14   a.    
   The open Valve # 4  allows air under pressure to flow through the air line  22  to the Air Pump P 2  which pumps the used coolant from the engine cooling system into the Used Fluid Tank T 1 . This reduces the pressure within the engine&#39;s cooling system. Depending on the type of vehicle being serviced from about 20 to about 80, or even greater, volume percent of the coolant in the engine cooling system is transferred into the Used Fluid Tank T 1 . The technician may access the engine&#39;s cooling system prior to adding new coolant, for example, to replace a thermostat. If this was done, the engine&#39;s cooling system would be at atmospheric pressure. In such a case, after accessing the engine&#39;s cooling system to replace the thermostat, the technician would again reconnect (if disconnected) the Drain Hose H 1  as shown in FIG.  1  and turn the main switch  20  to the Evac Service position to again remove some more used coolant and reduce the pressure in the engine&#39;s cooling system. The Drain Hose H 1  is now disconnected and the Supply Hose H 2  connected as shown in FIG.  2 . 
   As illustrated in  FIG. 2 , upon completion of removal of used coolant from the engine cooling system, the knob  20   b  of the main switch  20  is turned to its OFF position and the Drain Hose H 1  is disconnected from the plug  26  by detaching the coupling component  24   a  from the coupling component  24   b  and the coupling component  24   c  on the end of the Supply Hose H 2  is attached to the coupling component  24   b . The quick connect-disconnect couplings components  24   a  and  24   b  and  24   c  all close immediately upon being disconnected. Consequently, the use of a two component quick connect-disconnect coupling  24  avoids introducing air into the cooling system upon disconnecting the Drain Hose H 1  and connecting the Supply Hose H 2 , and the reduced pressure is maintained within the engine&#39;s cooling system. 
   The new (unused) coolant is fed from the New Fluid Tank T 2  via the Supply Hose H 2  through the 30 Micron Filter F 1 , the 12 Volt Pump P 1 , the Check Valve C 1 , the Flow Indicator F 2 , a passageway  26   a  (shown in dotted lines) in the plug  26  into the radiator  25  though the radiator opening  25   a . Because of the reduced pressure within the engine&#39;s cooling system, the new coolant is simply sucked into the engine&#39;s cooling system. The new coolant flows through the 12 Volt Pump P 1  under the influence of the reduced pressure in the engine&#39;s cooling system. This avoids pulling air into the engine&#39;s cooling system and “hot spots” are avoided. The 12 Volt Pump P 1  is only energized by the technician depressing the top off pump control button B 1  shown on the control panel  100  (FIG.  7 ). Both the Used Fluid Tank T 1  and New Fluid Tank T 2  each have Level Indicators  122  that provide a visual indication of the liquid level in a tank. The technician by observing the liquid levels in each of these tanks can determine how much coolant has been removed from the engine&#39;s cooling system, and how much new coolant has been added. If all the used coolant has not been replaced with new coolant by simply sucking new coolant into the engine&#39;s cooling system under the influence of the reduced pressure within the engine&#39;s cooling system, the top off pump control button B 1  is actuated to energized the 12 Volt Pump P 1  to add more new coolant to the cooling system until all the withdrawn used coolant has been replaced. When the engine cooling system is filled with new coolant, the Supply Hose H 2  is disconnected by detaching the coupling components  24   c  and  24   b  and removing the plug  26  and replacing the radiator cap  28   a.    
   As depicted in  FIG. 3 , when using the system B, the engine  12  is maintained turned on so that it is operational and the knob  20   a  of the main switch  20  on the control panel  100  ( FIG. 7 ) is turned manually to the “Flush Service” position to actuate the 12 Volt Pump. System B is based on a displacement principal wherein the new coolant pushes the used coolant from the engine&#39;s cooling system. The radiator cap  28   a  remains in place. Prior to activating the system B, one end of the hose  27  is disconnected from the radiator  25  and adapters  10   a  and  10   b  are connected as shown in  FIG. 3  to place the engine&#39;s cooling system in communication with the Used Fluid Tank T 1  and New Fluid Tank T 2  for transfer of used coolant from the engine cooling system to the Used Fluid Tank T 1  and new coolant from the New Fluid Tank T 2  to the engine cooling system. Although hose  27  is shown as disconnected, the hose  28  could be disconnected instead of hose  27 , and the Supply Hose H 2  could be connected to the engine  12  and the Drain Hose H 1  connected to the radiator  25 . New coolant displaces used coolant, flowing from the New Fluid Tank T 2  into the radiator  25  through the Supply Hose H 2  via the 30 Micron Filter F 1 , the 12 Volt Pump P 1 , the Check Valve C 1 , the Flow Indicator F 2 , the adapter  10   a , and a replacement conduit  80  placing the radiator  25  in communication with the adapter  10   a . Used coolant flows from-the engine  12  into the Used Fluid Tank T 1  through the Drain Hose H 1  via the open Valves # 1  and # 2 . 
   As illustrated in  FIG. 4 , system B may be operated in a loop mode whereby the used coolant circulates via a connector tube  50  between the Drain Hose H 1  and Supply Hose H 2 . In this loop mode, coolant is continually recycled between the engine  12  and the radiator  25  via the hose  27 , the adapter  10   b , the Drain Hose H 1 , the Valve # 1 , the connector tube  50 , the Flow Indicator F 2 , the Supply Hose H 2 , the adapter  10   a , and the replacement conduit  80 . There is a sensor  60  ( FIGS. 1 ,  3 , and  12 ) located near the top of the Used Fluid Tank T 1  and a sensor  62  ( FIGS. 1 ,  3 , and  12 ) near the bottom of the New Fluid Tank T 2 , which, respectively, detect when the Used Fluid Tank T 1  is almost full and when the New Fluid Tank T 2  is almost empty. The sensors  60  and  62  are float switches. When either of these conditions is detected by either one of these sensors  60  or  62 , the system B is switch to the loop mode. The system B is also switch to the loop mode when the service is completed by displacing the maximum amount of used coolant in the engine&#39;s cooling system. When system B is in the loop mode, a buzzer  124  ( FIGS. 10 and 12 ) is activated to provide an audio alarm and the service complete light L 1  on the control panel  100  is illuminated. 
   As depicted in  FIG. 5 , the coolant transfer machine  10  may be operated in a Drain Used Fluid Mode. In this mode, the Drain Hose H 1  and Supply Hose H 2  are disconnected from the engine  12  and the Supply Hose H 2  is connected by the coupling component  24   c  to a coupling component  24   d  on one end of a conduit  52  having another end connected to a Waste Fluid Container. Upon actuating the Toggle Switch, the pressurized air is supplied to the Air Pump, activating this pump. This causes used coolant in the Used Fluid Tank T 1  to flow via the conduit  56  through the Valve # 3 , conduit  57 , the Air Pump, conduit  58 , the Valve # 2 , conduit  59  to the inlet of the Flow Indicator and out the outlet of the Flow Indicator through the Supply Hose H 2  and conduit  52  into the Waste Fluid Container. 
   The advantage of employing both systems A and B in the hybrid coolant transfer machine  10  is that the technician using the machine  10  will then have the ability to select the system (A or B) best suited to service a particular vehicle. With the system A, the technician does not have to disconnect hose  27  (or the hose  28 ), but simply replaces the radiator cap  28   a . This saves time. But with some vehicles, it may be more advantageous to use system B, because a greater displacement of used coolant is achieved than would be possible using system A.

Technology Category: 2