Method of Installation and Use

BACKGROUND OF THE INVENTION

Background of the Invention

[0001] Four stroke outboard boat motors require periodic replacement of crankcase oil. Owners of four stroke outboard boat motors find the process of changing the crankcase oil cumbersome. The processes recommended by the manufacturers of the motors require removing the motor from the boat, or removing the boat from the water to prevent the environmental impact of oil spills, which commonly occur during the process.

[0002] First the engine cowling must be removed, and then an average often to fifteen screws must be removed to allow removing of the engine's side face plate just to access the crankcase the boat slips across the world often contain oil films from owners taking short cuts due to the frustration of this common maintenance task. Proper removal of the face plate from the engine requires removing the boat from the water, or someone entering and working from the water behind the motor. This matter is further complicated with boats having twin or tri engines.

[0003] Attempts have been made in the past to work around this issue, but implementing the work arounds have proven to be difficult or impossible and introduce additional problems. One example is provided in Hugh C. Luterick's patent # 3,858,686 entitled "Oil Removing Tool and Method" which describes an apparatus for pressurizing a crankcase and forcing the oil through a tube inserted into the crankcase. In practice, insertion of the tube can overflow oil from the engine before a seal is achieved resulting in spilled oil. Additionally, pumping the oil from the top of the crankcase fails to flush sentiment, dirt and debris from the crankcase resulting in contamination of the replacement oil.

[0004] Westley R. Martin and Bernard E. Ritger's patent # 6,575,797 entitled "Oil Drain System for an Outboard Motor" provides an oil drain opening in the lower surface of the splash plate of an outboard motor allowing oil to drain from the oil drain opening under the force of gravity into a waste receiver positioned under the gear case of the motor. However, this solution requires a unique face plate for the engine, and leaves the bolt protruding under the surface of the water when the engine is in use allowing leaks to go unnoticed, and the opening to become corroded and contaminated by the water. Additionally, the protrusion under the splash plate disrupts the flow of water around the splash plate and can affect the engine's performance. Finally, the relatively lengthy extension tube required to implement this solution increases the capacity for oil in the crankcase changing the requirements from the manufacture specifications.

[0005] Wallace M. Marsh's patent # 5,199,914 entitled "Four Stroke Outboard Motor Crankcase Oil Drain Plug Opening Attachment" includes a manually operable valve attached by a fitting to the motor drain plug opening and extending to a flexible auxiliary plug on a downspout. The valve and auxiliary plug providing redundancy to facilitate unintentional drainage of oil by operation of the valve. This solution is difficult to retrofit to an existing motor because there is no way to align the holes which must be created in the engine's side face plate, and operation of the valve requires the fitting to protrude from the face plate such that the motor's operation is inhibited and multiple outboard motors interfere with their neighbors. BRIEF DESCRIPTION OF THE DRAWINGS

[0006] Fig 1 illustrates the known process of pumping oil from the crankcase using a crankcase pressurizing apparatus.

[0007] Fig 2A and B illustrate modified engine side plates which are reshaped to expose an extended drain plug allowing access without removal of the face plates.

[0008] Fig 3 illustrates a known method of extending a valved drain plug to allow access external to the engine cowling and face plates.

[0009] Fig 4A is a replacement low profile oil drain body.

[0010] Fig 4B shows the low-profile oil drain installed in an engine block through side cowling along with the components for use in changing engine oil.

[0011] Fig 5 is a measurement marker for properly positioning a hole in side cowling to align it with the oil drain hole in the engine block.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] Explained herein is a low-profile oil drain replacement for an outboard boat motor which does not interfere with the engine's operation, which does not substantially change the fluid requirements of the crankcase, and allows simple installation and use for oil spill prevention and increased environmental protection.

[0013] To install the low-profile oil drain, remove the engine side cowling and drain the oil from the engine block. Replace the normal drain plug with the marking plug, and temporarily install the side cowling. Impact the side cowling at the approximate location of the marking plug forcing the cowling against the raised end of the marking plug. The raised end of the marking plug will produce a centering mark for drilling on the side cowling where it aligns with the oil drain opening. Drill an opening in the cowling to the diameter of the inner lag of the low-profile oil drain. Place the drain body through the hole and place the washer on the threads on the back side of the cowling. Replace the side cowling on the motor and then tighten the low-profile oil drain plug into the engine block leaving the oil drain pointing down and away from the boat.

[0014] Install the new drain plug in the drain body until the washer connects with the side of the drain body and the O-ring on the end of the drain plug securely mates with the drain body's seating plate. Fill the engine with fresh oil and operate.

[0015] To drain the engine oil, install the drain barb in the oil drain. Insert the flexible tube over the drain barb and secure with a hose clamp. Place the distal end of the flexible tube in a collection bucket, and open the drain plug enough to pull the O-ring away from the drain seat and allow the oil to flow into the oil drain. Once all oil has drained from the engine, tighten the plug, and remove the flexible tube and drain barb.

[0016] One skilled in the art would appreciate that the flexible tube may comprise a valve, a pump mechanism, excessive length, etc. to facilitate the collection of the oil. They would also understand that the diameters of the drain body and the length of the inner lag may vary to accommodate different outboard motor configurations. [0017] In one embodiment the washer and O-ring on the plug are optionally replaceable during an oil change to ensure the desired seal. In one embodiment, the drain barb has a hex portion on the body below the threads to facilitate installation and removal with respect to the drain body. In another embodiment, the drain body is secured in the engine block with a thread locking material or a lock washer to facilitate installation and removal of the plug without disturbing the drain body's connection to the engine block.

[0018] Fig 1 illustrates the known process of pumping oil from the crankcase using a crankcase pressurizing apparatus. Rather than draining the oil from the engine block (110) through the drain point (127), a suction tube (160) is inserted through the fill point (125). A suction pump (150) is then used to pull the oil from the engine block (110) and into an ejection tube (170) to drain into a collection bucket (180). This method leaves heavy deposits in the bottom of the crankcase near the drain point (127), which contaminate the replacement oil.

[0019] Fig 2A and B illustrate modified engine side plates which are reshaped to expose an extended drain plug allowing access without removal of the face plates. The motor (110) is fitted with a new cowling (130) which provides sufficient clearance and routing of a drain plug extension tube (210) fitted to the drain point (127) and routing the new drain plug (129) out the bottom of the cowling (130).

[0020] However, this solution still leaves the lower unit (250) of the engine in the way of the draining oil. Additionally, this new location for the drain plug (129) is near or below the waterline during normal motor operation which makes leak detection difficult. Finally, the drain plug extension tube changes the oil capacity of the motor, and creates a recess where oil can stagnate, preventing proper cycling of the oil through the engine.

[0021] Fig 3 illustrates a known method of extending a valved drain plug to allow access external to the engine cowling and face plates. This solution requires that the drain plug be accessible outside the cowling, a situation rarely found in today's larger engines.

[0022] Next a lever valve with a drain plug extension tube is attached to allow exiting oil to clear the lower unit (250). However, this unit extending from the side of the engine can affect starboard turning of the both because the valve may interfere with the transom in tight turns. Additionally, the level valve can be accidently opened draining oil unexpectedly causing engine issues and environmental fouling.

[0023] Fig 4A is a replacement low profile oil drain body. The drain body (400) has a hex head (410) with an opening at one end (417), with a bottom ledge (419). The drain body (400) has an oil drain (415) opening to the side of the hex head (410) which allows draining oil. The hex head (410) allows use of a wrench for installing the drain body (400), and for securing the drain body (400) while operating the drain plug.

[0024] From the bottom ledge (419), extending through to the distal end of the drain body (410) is an opening (405) allowing passage of oil from the crankcase of the engine block (120) to the oil drain (415). A washer (420) against the inner lag (412) ensures a leak free fit when the drain body (400) is mated, via a threaded interface (413) into the engine block. The inner lag (412) is round to provide a clean passage through the cowling of the engine without binding the cowling. [0025] Fig 4B shows the low-profile oil drain installed in an engine block through side cowling along with the components for use in changing engine oil. The low-profile oil drain comprises a drain body (400), and a plug (430). The drain body (400) has a hex head (410) with an opening at one end (417) for receiving the drain plug (430), with a bottom ledge (419) against which the drain plug's O-ring (437) seats to seal the drain.

[0026] The drain plug (430) also has a washer (435) which mates to seal against the flat side of the hex head (410) of the drain body (400). Tightening plug (430) into the drain body (400) seats the O-ring (437) with the bottom ledge (419) to seal the oil in the engine. Loosening the drain plug (430) allows the oil to pass from the engine, through the drain body's (400) oil passage (405) to the oil drain (415) opening in the side of the hex head (410).

[0027] From the bottom ledge (419), extending through to the distal end of the drain body (410) is an opening (405) allowing passage of oil from the crankcase of the engine block (120). A washer (420) against the inner lag (412) ensures a leak free fit when the drain body (400) is threaded, via a threaded interface (413) into the engine block. The inner lag (412) is rounded on the outside to provide a clean passage through the cowling of the engine without binding the cowling.

[0028] The oil drain opening (415) has a removable barb (440) which threads (443) to the drain body side opening (415), and can be extended with a flexible tube (450) clamped (455) to the barb's body (440) to facilitate collection of the used oil. The barb has a hex shaped collar (445) between the threads (443) and the barb's body, where the flexible hose (450) attaches. The hex shaped collar (445) accepts a wrench for inserting the barb to or removing the barb from the drain body (400).

[0029] Fig 5 is a measurement marker for properly positioning a hole in side cowling to align it with the oil drain hole in the engine block. The marker (500) comprises a hex head (510) with a threaded portion (530) on one side for insertion into the drain opening of the engine block. The distal side of the head hex (510) has a raised marker (520) which forms a point for marking the cowling of the engine. The raised marker (520) is a conical area pointing out from the hex head (510) with a slightly rounded tip. The rounded tip will slide across the inside of the cowling as the cowling is being reinstalled over the engine, but with mark the cowling due to its hard material and raised pointed shape when the cowling is impacted on the outside near the raised marker.

[0030] The diagrams in accordance with exemplary embodiments of the present innovation are provided as examples and should not be construed to limit other embodiments within the scope of the invention. For instance, heights, widths, and thicknesses may not be to scale and should not be construed to limit the invention to the particular proportions illustrated. Some elements illustrated in the singularity may be implemented in a plurality. Some element illustrated in the plurality could vary in count. Some elements illustrated in one form could vary in detail.

Specific numerical data values (such as specific quantities, numbers, categories, etc.) or other specific information should be interpreted as illustrative for discussing exemplary embodiments. Such specific information is not provided to limit the invention. [0031] The above discussion is meant to be illustrative of the principles and various embodiments of the present invention. Numerous variations and modifications will become apparent to those skilled in the art once the above disclosure is fully appreciated. It is intended that the following claims be interpreted to embrace all such variations and modifications.