US20120009831A1

US20120009831A1 - Engine Flushing System

Info

Publication number: US20120009831A1
Application number: US13/178,298
Authority: US
Inventors: Martin Howard
Original assignee: Individual
Current assignee: Individual
Priority date: 2010-07-07
Filing date: 2011-07-07
Publication date: 2012-01-12

Abstract

A method of flushing internal water passages of a motorboat engine having the steps of attaching a water supply to a power head of the motorboat engine and flushing the internal water passages of the motorboat engine using a water flow which flows in a substantially downward direction after the water enters the motorboat engine.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application claims the benefit under 35 U.S.C. §119(e) of U.S. Provisional Patent Application Ser. No. 61/362,022 filed on Jul. 7, 2010.

FIELD OF THE INVENTION

The present application relates generally to the field of engine flushing systems, and more specifically, relates to a fresh water flushing system for cleaning the internal passages of a cooling system of a marine outboard engine.

BACKGROUND OF THE INVENTION

In any engine-driven mechanical device, heat generated by the components can pose serious problems to the engine. Overheating of the engine can cause the engine to fail, either rendering the engine temporarily out of commission, or in a worst case scenario, completely destroying the engine. To combat heat in an engine, cooling systems are used to cool down the components. In a car, a coolant reservoir, such as water, is contained in the car, and is drawn through the engine block to cool the components. In a marine craft, water from the lake, river, ocean etc. is drawn through a port in the bottom of the engine, using a pump, and then expelled. The pump system constantly draws water into and through the cooling system. The constant influx of new water helps keep the engine cool, and eliminates the need for a radiator (normally used in an automobile cooling system).
While water helps keep the internal components of the engine cool, the water being drawn through can contain many harmful, corrosive materials. While the water may be drawn through the motor and expelled, matter and particulate are left behind inside of the motor. This can include sand, chemicals, other matter, and worst of all, salt water. Salt water, especially salt water with a high salinity level, is very corrosive and can cause severe damage to the components inside of the marine motor. If the salt water is left inside for too long, many motors become completely inoperative, and the motor would have to be replaced.
In caring for, and maintaining, a marine motor, manufacturers recommend that the engine be flushed after each use. Any matter and particulate, especially salt water, should be immediately expelled to prevent damage to the motor. Flushing an engine prolongs the life of the motor, lowers the maintenance cost, and protects the significant investment made in the motor. In many states, it is a crime not to flush your outboard engine when you operate the boat in a fresh water lake or river. All organic matter must be flushed before leaving the boating area. The transportation of organic matter, such as salvinia, from lake to lake is a crime punishable by a fine.
Traditional engine flushing systems attach a fresh water connection, such as a hose, to the port that is used to draw in water for the cooling system, which is located towards the bottom of the motor. Using the water pressure from the hose, or by running the engine to allow the pump to circulate the water, fresh water is drawn through the cooling system to remove matter and particulate. The process can take anywhere from 15-20 minutes, and is done after each use of the motor.
A disadvantage of traditional engine flushing systems is that they cannot get enough water into the motor block to properly flush the engine. This allows the matter and particulate to build up over time, decreasing the life of the motor.
Another disadvantage of traditional engine flushing systems is that fresh water never reaches the power heads, where it is needed the most, since the traditional devices work by covering the intake vents in the lower end.
Another disadvantage of traditional engine flushing systems is that overheating is possible as it may be necessary to run the engine during the operation. Engine overheating is extremely harmful to the motor's life, and may cause immediate and permanent damage to the motor.
Another disadvantage of traditional engine flushing systems is that it is often ineffective, resulting only in the relocation of salt, minerals, and organic residues from one location inside the motor to another location, rather than expelling the matter.
Another disadvantage of traditional engine flushing systems is that it is time consuming, requiring a relatively long amount of time to perform a fairly ineffective flushing.
Another disadvantage of traditional engine flushing systems is that the system cannot deliver enough volume of water to properly flush the engine. The weak flow of water may have little or no effect on the salt build-up inside of the engine block.
Another disadvantage of traditional engine flushing systems is that the system may be difficult to operate, and it can be difficult to attach the hose. In order to configure the engine for flushing, the user is required to affix muffs over the intake valves on the lower unit of the engine. It is very dangerous to hang over the stern of the boat to hold the muffs in place while flushing the marine engine for a minimum of 15 minutes.
Another disadvantage of traditional engine flushing systems is that the engine may need to be operated while the flushing occurs. This decreases the overall life of the engine, and can be very noisy to the person operating the flushing system.
What is desired therefore, is an inexpensive engine flushing system that does not require the engine to be operated while the flushing occurs. Another desire is for an engine flushing system with increased water pressure and volume to remove the matter and particulate. Another desire is for an engine flushing system that is easy to operate. Another desire is for an engine flushing system that significantly decreases the amount of time necessary to perform the flushing. Another desire is for an engine flushing system that can remove all, or almost all, of the matter and particulate, preventing build-up in the engine.

SUMMARY OF THE INVENTION

The invention is directed toward an engine flushing system and method for quickly, and effectively, removing matter and particulate, such as salt water, from the cooling system of an outboard marine motor. The system can be temporarily or permanently attached to upper portion of the motor (the power head) to allow quick flushing or back flushing of the engine, which increases the effectiveness of the flushing.
These and other objects of the present invention are achieved by provision of a method of flushing internal water passages of a motorboat engine comprising the steps of attaching a water supply to a power head of the motorboat engine and flushing the internal water passages of the motorboat engine using a water flow which flows in a substantially downward direction after the water enters the motorboat engine.
In some embodiments of the present invention, the step of attaching the water supply to the power head of the motorboat engine comprises attaching an engine flushing apparatus to the motorboat engine and the water supply. In some embodiments of the present invention, the engine flushing apparatus includes a hose having a first end and a second end; a first end of a fitting is attached to the first end of the hose, the second end of the fitting is attached to the motorboat engine, the first end of a hose adaptor is attached to a second end of the hose, and a garden hose is attached to a second end of the hose adaptor.
In some embodiments of the present invention, the step of attaching the engine flushing apparatus to the motorboat engine comprises attaching the engine flushing apparatus to an upper portion of the motorboat engine. In some embodiments of the present invention, the water supply is detached from the engine flushing apparatus while the engine flushing apparatus is left attached to the motorboat engine, and the water supply is reattached to the engine flushing apparatus to flush the motorboat engine a further time. In some embodiments of the present invention, the hose adaptor includes a valve and the flow of the water through the engine flushing apparatus is regulated by adjusting the valve in the hose adaptor. In some embodiments of the present invention, the step of attaching the second end of the fitting to the motorboat engine comprises attaching the second end of the fitting to an access plug of the motorboat engine. In some embodiments of the present invention, the step of attaching the water supply to the power head of the motorboat engine comprises attaching a garden hose to the motorboat engine. In some embodiments of the present invention, the motorboat engine is flushed while the motorboat engine is off.
In another embodiment of the present invention is an engine flushing apparatus comprising a hose having a first end and a second end, a fitting having a first end that attaches to the first end of the hose and having a second end that attaches to a power head of a motorboat engine, and a hose adaptor having a first end that attaches to the second end of the hose and having a second end that connects to a garden hose.
In some embodiments of the present invention, the hose adaptor includes a valve for regulating a flow of water through the engine flushing apparatus. In some embodiments of the present invention, the valve is a ball valve. In some embodiments of the present invention, the engine flushing apparatus includes a first clamp for clamping the first end of the hose to the fitting and a second clamp for clamping the second end of the hose to the hose adaptor. In some embodiments of the present invention, the second end of the fitting is adapted to connect to an access plug of the power head of the motorboat engine such that water flows in a substantially downward direction after entering internal water passages of the motorboat engine.
In some embodiments of the present invention, the fitting is a brass fitting, the first end of the fitting has a barbed portion, and the second end of the fitting has a threaded portion. In some embodiments of the present invention, the threaded portion is a ¼″ national pipe thread. In some embodiments of the present invention, the hose attaches to the barbed portion. In some embodiments of the present invention, the fitting is a t-junction. In some embodiments of the present invention, a second hose is attached to the t-junction. In some embodiments of the present invention, the hose adaptor comprises a female hose fitting and an on/off ball valve.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is partially exposed view of the engine flushing apparatus attached to the back of a marine engine.

FIG. 2 is an exploded view of the engine flushing apparatus from FIG. 1.

FIG. 3 is perspective view of an engine flushing apparatus permanently installed on an outboard engine.

DETAILED DESCRIPTION OF THE INVENTION

The exemplary embodiments of the present invention may be further understood with reference to the following description and the related appended drawings, wherein like elements are provided with the same reference numerals. The exemplary embodiments of the present invention are related to an apparatus for flushing an outboard engine. Specifically, the apparatus attaches to an upper portion of the power head of the engine and flushes the internal cooling components of the engine. The exemplary embodiment is described with reference to an outboard motor, but those skilled in the art will understand that the present invention may be implemented on any motor that requires flushing of the internal passages of the cooling system.
As best seen in FIG. 1, a perspective view of an engine flushing apparatus 115 attached to an outboard marine engine 100 is shown. Marine engine 100 is a standard outboard engine with a tapping access plug 110 on the power head 105 of the engine. Engine 100 can be of varying sizes and varying horsepower output. For instance, engine 100 can be a Yamaha 40 hp, 50 hp, 60 hp, 70 hp, or 90 hp outboard engine, for example the Yamaha 2.6 Litre H.P.D.I or engine 100 can be an Evinrude E-TEC 115 hp or 130 hp motor.
During normal operating of engine 100, internal components of the engine can become very hot to the point of permanently damaging the engine. To prevent engine 100 from overheating, a water cooling system (not shown) is used. Water is drawn through an inlet port located towards the bottom of the engine. The water is drawn from the body of water the engine is operated in. For example, engine 100 can be used in salt water or freshwater. In either case, the water is drawn into internal passages of the engine to cool the internal components. The water, however, may contain matter or particulate that may be damaging to the internal components of engine 100 if left inside of the passages.
To clean, or flush, the internal passages of the cooling system, fresh water, generally from a garden hose, is cycled through the internal passages to flush out any salt water or particulate that may be present. To flush out engine 100, access plug 110, located on the power head 105, is removed, providing access to the internal passages of the cooling system. An engine flushing apparatus 115 (described in more detail below) is attached to access plug 110. A garden hose 120 is attached to the engine flushing apparatus 115, and fresh, clean, water is used to flush the internal passages of the engine cooling system. After a short amount of time of continuously flushing the engine, for example, 5 minutes, the garden hose 120 is disconnected from the engine flushing apparatus 115, the engine flushing apparatus 115 is removed from the power head 105, and the access plug 110 is replaced. It is recommended that engine 100 be flushed after each use of the engine, and on subsequent flushings, engine flushing apparatus 115 is attached to the back of the power head 105, and the engine 100 is flushed.
As best seen in FIG. 2, an exploded view of engine flushing apparatus 115 is shown. Engine flushing apparatus has a fitting 205. Fitting 205 can be a brass fitting, or any other type of fitting with similar components to a brass fitting. Fitting 205 has a threaded portion 210 on one end. Threaded portion 210 is adapted to be screwed into a corresponding threaded portion on power head 105. Threaded portion 210 may be a ¼″ national pipe thread, or of a similar type of thread. Fitting 205 has a barbed portion 215. Barbed portion 215 is adapted to fit inside of hose 225. Barbed portion 215 allows for a more secure, and watertight, seal between fitting 205 and hose 225.
Hose 225 can be of any length and of any diameter. The size of fitting 205, specifically the size of barbed portion 215, may change depending on the diameter of the hose. Conversely, the size of the hose may depend on the size of fitting 205. Hose 225 is preferably of a smaller diameter than a standard garden hose, allowing for an increase in the pressure through hose 225, increasing the flushing effectiveness of engine flushing apparatus 115.
To further enhance the watertight seal between fitting 205 and hose 225, a clamp 220 may be used. Clamp 220 fits over hose 225, specifically over the portion of hose 225 that fits over barbed portion 215 of fitting 205. Clamp 220 can be a screw-type clamp or clamp 220 can be in the form of a zip tie. Clamp 220 can be screwed to tighten the clamp, providing a more reinforced watertight seal, or in the case of a zip tie, clamp 220 may be pulled tightly to clamp hose 225 to fitting 205. Clamp 220 provides a sturdier connection between hose 225 and fitting 205, preventing hose 225 from detaching from fitting 205 if someone were to accidentally pull on hose 225.
Hose 225 is connected to a hose adaptor valve 265. Hose adaptor valve 265 is comprised of a hose adaptor 240 and a valve 250. Hose adaptor 240 is designed to connect hose 225 to a standard garden hose 120. Hose adaptor 240 has a barbed portion 235 designed to mate with hose 225. A second clamp 230 fits over hose 225 to clamp hose 225 to hose adaptor 240. Hose adaptor 240 has an internal threading, and is designed to mate with a standard garden hose connection. In one embodiment, hose adaptor 240 may not be connected to valve 250, and garden hose 120 may be directly connected to hose adaptor 240. To regulate the flow of water, the person performing the flushing can adjust the pressure at the spigot where garden hose 120 is connected.
In certain advantageous embodiments, hose adaptor 240 is connected to valve 250. Valve 250 has a threaded portion 245 designed to mate with the threaded portion of hose adaptor 240. Valve 250 has a second threaded portion 255 designed to mate with a standard garden hose 120. Valve 250 includes a handle 260 for regulating the flow of water. Valve 260 can be a ball valve, or any other known type of valve for regulating the flow of a fluid. To operate the engine flushing apparatus handle 260 can be rotated to the off position, preventing the flow of water through valve 250. A garden hose 120, having a threaded portion 270, is connected to threaded portion 255 of valve 250. The spigot that garden hose 120 is connected to is turned on, however no water can flow past valve 250 as handle 260 is in the off position. to flush the engine, handle 260 is rotated to allow the water to pass through valve 250. Handle 260 may be completely opened, or handle 260 may only be partially opened depending on the water pressure required to flush engine 100. It should be noted that the above embodiment uses a standard garden hose as a water supply, and the connections are sized for a standard garden hose; however, all sizes of engine apparatus 115 may be changed to accommodate a hose, or a water supply, having a larger or smaller diameter.
In some embodiments, engine flushing apparatus 310 is attached to engine 100 as shown in FIG. 3. Engine flushing apparatus 115 can be attached and removed from engine 100, as previously described, for each flushing of the internal passages of the cooling system. However, engine flushing apparatus 310 may be installed on engine 100, and completely covered by the cover of power head 105. To install engine flushing apparatus 310, engine flushing apparatus 310 is attached to power head 105 through access plug 110, and the remaining portion of engine flushing apparatus 310 is attached to engine 100. Once engine flushing apparatus 310 is installed, the user only needs to attach a garden hose to the end of engine flushing apparatus 310 for all flushings of the internal passages of the cooling system. This decreases the amount of time necessary to flush engine 100.
Engine flushing apparatus 310 can also be installed with an existing hose connection 305. Existing hose connection 305 can be a water pressure gauge, or any other known device that can connect to access plug 110. If hose connection 305 has been previously attached, a t-junction 315 is used instead of fitting 205. T-junction 315 may have 2 barbed ends, one for each hose, or t-junction 215 may have a threaded portion to connect to the two hoses. In case a threaded portion is used, a second hose adaptor may be connected to hose 225 to allow hose 225 to connect to t-junction 315. In this embodiment, engine flushing apparatus 115 can be installed on engine 100 for quick flushing of engine 100, alongside additional equipment connected to hose 305.
This apparatus has the advantage in that it is more efficient and effective than traditional engine flushing systems. Traditional systems use the same inlet port as used in the engine cooling system. This port is located towards the bottom of the engine. To flush the engine, the engine flushing system has to work against gravity to flush the internal passages. Much of the time the fresh water does not make it to the top of the engine. The present invention uses gravity, by attaching to the upper portion of the engine, to flush the system. This provides for a much more effective cleansing of the internal passages of the cooling system. Additionally, traditional engine flushing systems take, at minimum, 15 minutes to flush the engine, while not providing an effective flushing. In contrast, the present invention takes only 5 minutes to perform, while providing a much more effective flushing. As it is recommended to flush the engine after each use of the boat, this can save a lot of time over the course of the engine's lifetime.
It would be appreciated by those skilled in the art that various changes and modification can be made to the illustrated embodiment without departing from the spirit of the invention. All such modification and changes are intended to be covered hereby.

Claims

1. A method of flushing internal water passages of a motorboat engine comprising the steps of:

attaching a water supply to a power head of the motorboat engine;

flushing the internal water passages of the motorboat engine using a water flow which flows in a substantially downward direction after the water enters the motorboat engine.

2. The method of claim 1, wherein the step of attaching the water supply to the power head of the motorboat engine comprises attaching an engine flushing apparatus to the motorboat engine and the water supply.

3. The method of claim 2, wherein the engine flushing apparatus includes a hose having a first end and a second end, the method further comprising the steps of:

attaching a first end of a fitting to the first end of the hose;

attaching a second end of the fitting to the motorboat engine;

attaching a first end of a hose adaptor to a second end of the hose; and

attaching a garden hose to a second end of the hose adaptor.

4. The method of claim 2, wherein the step of attaching the engine flushing apparatus to the motorboat engine comprises attaching the engine flushing apparatus to an upper portion of the motorboat engine.

5. The method of claim 2, further comprising detaching the water supply from the engine flushing apparatus while leaving the engine flushing apparatus attached to the motorboat engine, and reattaching the water supply to the engine flushing apparatus to flush the motorboat engine a further time.

6. The method of claim 3, wherein the hose adaptor includes a valve, the method further comprising the step of regulating the flow of the water through the engine flushing apparatus by adjusting the valve in the hose adaptor.

7. The method of claim 3, wherein the step of attaching the second end of the fitting to the motorboat engine comprises attaching the second end of the fitting to an access plug of the motorboat engine.

8. The method of claim 1, wherein the step of attaching the water supply to the power head of the motorboat engine comprises attaching a garden hose to the motorboat engine.

9. The method of claim 1, further comprising flushing the motorboat engine while the motorboat engine is off.

10. An engine flushing apparatus comprising:

a hose having a first end and a second end;

a fitting having a first end that attaches to said first end of said hose and having a second end that attaches to a power head of a motorboat engine; and

a hose adaptor having a first end that attaches to said second end of said hose and having a second end that connects to a garden hose.

11. The engine flushing apparatus of claim 10, wherein said hose adaptor includes a valve for regulating a flow of water through the engine flushing apparatus.

12. The engine flushing apparatus of claim 11, wherein said valve is a ball valve.

13. The engine flushing apparatus of claim 10, further including a first clamp for clamping said first end of said hose to said fitting and a second clamp for clamping said second end of said hose to said hose adaptor.

14. The engine flushing apparatus of claim 10, wherein said second end of said fitting is adapted to connect to an access plug of the power head of the motorboat engine such that water flows in a substantially downward direction after entering internal water passages of the motorboat engine.

15. The engine flushing apparatus of claim 10, wherein said fitting is a brass fitting, the first end of the fitting has a barbed portion, and the second end of the fitting has a threaded portion.

16. The engine flushing apparatus of claim 15, wherein said threaded portion is a ¼″ national pipe thread.

17. The engine flushing apparatus of claim 15, wherein said hose attaches to said barbed portion.

18. The engine flushing apparatus of claim 10, wherein said fitting is a t-junction.

19. The engine flushing apparatus of claim 18, wherein a second hose is attached to said t-junction.

20. The engine flushing apparatus of claim 10, wherein said hose adaptor comprises a female hose fitting and an on/off ball valve.