EP0599095A1 - Dispositif de ventilation du carter de vilebrequin d'un moteur à combustion interne avec des cylindres agencés en V - Google Patents

Dispositif de ventilation du carter de vilebrequin d'un moteur à combustion interne avec des cylindres agencés en V Download PDF

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Publication number
EP0599095A1
EP0599095A1 EP93117700A EP93117700A EP0599095A1 EP 0599095 A1 EP0599095 A1 EP 0599095A1 EP 93117700 A EP93117700 A EP 93117700A EP 93117700 A EP93117700 A EP 93117700A EP 0599095 A1 EP0599095 A1 EP 0599095A1
Authority
EP
European Patent Office
Prior art keywords
oil
crankcase
resonance chamber
internal combustion
combustion engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP93117700A
Other languages
German (de)
English (en)
Other versions
EP0599095B1 (fr
Inventor
Wolfgang Volz
Peter Werner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Adam Opel GmbH
Original Assignee
Adam Opel GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Adam Opel GmbH filed Critical Adam Opel GmbH
Publication of EP0599095A1 publication Critical patent/EP0599095A1/fr
Application granted granted Critical
Publication of EP0599095B1 publication Critical patent/EP0599095B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
    • F01M13/021—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure
    • F01M13/022—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure using engine inlet suction
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/04—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/1824—Number of cylinders six
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F2200/00—Manufacturing
    • F02F2200/06—Casting

Definitions

  • the invention relates to a device for venting the crankcase of an internal combustion engine with V-shaped cylinders, in which a space located between the two cylinder banks is designed as a resonance chamber and in which oil return channels are provided both at the front and at the rear end region of the crankcase a space containing the valve train of the cylinder heads are connected.
  • a device of this type is described with DE-PS 34 14 710, in which between the front end of the cylinder block and the foremost cylinder of one cylinder bank and between the rear end of the cylinder block and the rear cylinder of the other compared to the first axially offset cylinder bank each an oil return duct is provided which connects the space formed between the cylinder head and the valve cover and the crankcase chamber and in which a resonance chamber is provided between the first and the second row of cylinders, which is connected to an intake system of the internal combustion engine and to the oil return ducts.
  • the object of the invention is to provide a device for venting the crankcase of an internal combustion engine of the type described above, in which in addition to a sufficient cross-section for oil return and a damping of the pressure fluctuations in the crankcase gas is largely ensured that no components from the crankcase gas, in particular from the blow -by, are absorbed by the oil and thus prevent the oil from aging too quickly.
  • this object is achieved in that the oil returning from the cylinder heads into an oil pan is guided both at the front and at the rear front of the internal combustion engine in channels which end below the oil level in the oil sump, with at least the channels guided on a front are in communication with the resonance chamber, the crank chambers of the individual cylinders have openings to the resonance chamber between the cylinder banks, above the resonance chamber and in Adjacent openings are arranged in the upper region of the crankcase, above which there is an oil separator, the upper region of which is connected to the mixture preparation system of the internal combustion engine by means of a line for ventilation.
  • only the channels located on the rear front of the internal combustion engine are connected to the resonance chamber.
  • connection of the rear channels is preferably carried out by a transverse channel between a left and a right channel leading from the respective cylinder heads to the crankcase, the transverse channel being connected to the resonance chamber.
  • a pressure relief valve can be provided in the vent line.
  • the breather line can also be designed with two lines, in that one line of flow leads from the oil separator to the intake pipe at one point in terms of flow in front of a throttle valve provided for regulating the internal combustion engine, and a second line of leads starting from a throttle opening on the oil separator to the intake pipe leads to a point in flow behind the throttle valve.
  • the ventilation according to the invention can also be supplemented with a ventilation line which leads from a point of relatively higher pressure in the clean air area on the intake system to the crankcase.
  • the oil separator preferably consists of a box-shaped housing which is thermally conductively connected to the crankcase, the volume of which corresponds at least to the displacement volume of the cylinders of a crankcase chamber, with gas inlet openings on the bottom and gas paths emanating from them, in which baffles deflecting the gas flow are arranged, the baffles being inclined towards the gas flow towards the bottom and one in the bottom below the baffles Opening leads to the crankcase.
  • the greatest oil requirement in the area of the valve train is in the cylinder heads.
  • This oil requirement is covered by one or more oil pumps which deliver the oil from an oil sump in the oil pan to the lubrication points of the internal combustion engine, in particular to those of the valve train. After completing its lubrication and cooling tasks, this oil flows back into the oil sump through the relatively wide channels arranged on the front and rear front of the internal combustion engine, the openings of these channels in the oil sump lying below the oil level. Another part of the oil is needed to lubricate the crank mechanism in the crankcase. There it comes into contact with the moving parts of the crank mechanism to a high degree and is partially atomized by them.
  • the gases in the crankcase which pulsate strongly as a result of the piston movements in the cylinders, support this atomization of the oil and lead to the formation of an oil mist in the crankcase after prolonged operation of the internal combustion engine.
  • oil mist In addition to this oil mist are the blow-by-fluids that inevitably penetrate between the cylinder wall and the piston, which carry components of the engine combustion process and contaminate the engine oil. Oil mist and blow-by together form the crankcase gas. It is crucial for the aging of the oil to let the smallest possible amount of oil come into contact with the crankcase gases.
  • the oil contained in the crankcase gas should be returned to the oil reservoir in the oil pan as cleanly as possible.
  • the blow-by fluids should be removed as completely as possible from the crankcase, before they are deposited as condensate and can contaminate the oil. Since the blow-by fluids are also harmful to health, they cannot be released into the open air, but are fed to the engine combustion via the intake system. This quantity of gas must not have a negative influence on the treatment behavior of the fuel-air treatment system, ie the vibrations coming from the crankcase should not have an effect on the intake system via a device for ventilation.
  • the invention keeps most of the oil away from the crankcase gases by introducing the oil flowing out of the cylinder heads below the oil level into the oil reservoir of the oil pan. In this way, no crankcase gas can flow in countercurrent to the oil, since the oil level in the oil pan covers the mouths of the channels against the ingress of gas.
  • oil mist Only in the channels on the rear front of the engine, in addition to the oil flowing back, is oil mist also used, namely to vent the cylinder heads into the resonance chamber between the cylinder banks.
  • this oil mist component is relatively free of blow-by, so that the oil cannot be contaminated as a result.
  • the resonance chamber is connected to the cylinder chambers via openings, the pulsations of the crankcase gas triggered by the pistons in the cylinders can largely be compensated for. However, pressure non-uniformities remain. These are further smoothed out by the spaces inside the cylinder heads, which act as Helmholtz resonators, and which pass through the channels for oil return and ventilation with the resonance space are connected.
  • the volume of the oil separator acts as a further Helmholtz resonator, which can be tuned well to the real vibration behavior. Its volume should at least correspond to the displacement volume of the cylinders of a crank chamber.
  • the ventilation line can be equipped with a pressure relief valve known per se. This can result in an oil loss via the ventilation system under extreme loads Internal combustion engine can be prevented.
  • a pressure relief valve known per se.
  • the device according to the invention can also be provided with a device for ventilation of the crankcase, which is known per se, in which a ventilation line is led from the clean air area of the intake system into the crankcase at a suitable point.
  • the oil components in suspension are also separated from the ventilation gas.
  • the heat-conducting connection of the oil separator to the crankcase ensures that no condensation can form inside the oil separator.
  • the vaporous constituents contained in the crankcase gas which are preferably formed by blow-by, are sucked off via the ventilation device. Moisture residues such. B. can be entered when changing the oil or crankcase ventilation, removed from the crankcase.
  • a separator working with deflection paths and baffles is proposed, which is also able to separate the floating oil particles in the event of a residual pulsation of the gas stream to be cleaned, by depositing them on the baffle surfaces.
  • the precipitated oil runs under the influence of gravity from the inclined baffles and through a floor opening in the oil separator housing back into the oil sump.
  • the volume of the oil separator also acts as a Helmholtz resonator on the resonance chamber.
  • An internal combustion engine 1 with V-shaped cylinders essentially consists of a crankcase 2, in which the crank mechanism for converting the oscillating movements of the pistons into a rotary movement is arranged, the two cylinder banks 3 and 4, in which the cylinders with the ones sliding therein Pistons are located on the cylinder banks 3 and 4 cylinder heads 5 and 6 with the gas exchange control elements such as camshafts, tappets, valves and the like.
  • the oil from the oil pan 7 is conveyed by one or more oil pumps to the moving parts of the internal combustion engine 1 in order to lubricate and partially cool them.
  • the crankcase 2 between the two cylinder banks 3 and 4 there is a resonance chamber 18, which is included in a casting which forms the crankcase 2 and which extends over the entire length of the internal combustion engine 1 extends.
  • the resonance chamber 18 is connected to the interior of the crankcase 2 through openings 19, specifically at each of the cylinder regions.
  • the channel 13 starts, which leads to a transverse channel 20, which connects the channel 9 to the channel 12 on a front side of the internal combustion engine 1.
  • the channels 9 to 13 and the transverse channel 20 have relatively large cross sections.
  • the interior of the cylinder heads 5, 6 are also connected to the interior of the crankcase 2 through ventilation openings 21 (see FIGS. 2 and 5).
  • An opening 22 is provided in the upper region of the resonance chamber 18, above which an oil separator 23 is arranged.
  • the oil separator 23 is connected to the upper region of the crankcase 2 by a further opening 31.
  • the oil separator 23 is preferably firmly connected to the crankcase 2, advantageously formed by the same casting.
  • the volume of the oil separator 23 corresponds at least to the displacement volume of the cylinders of a crankcase chamber. This volume can thus act very effectively in the manner of a Helmholtz resonator in damping the gas vibrations.
  • the oil separator 23 consists of a box-shaped housing 24, in which baffles 25 are arranged so that the gas flow rising from the resonance chamber 18 via the opening 22 is deflected several times, the baffles 25 tending to free drip edges. Oil particles entrained in the gas flow impinge on the baffle surfaces 25, are deposited there and flow as an adherent film to drip edges at the lower boundaries of the baffle surfaces 25. The dripping oil returns to the crankcase 2 via the opening 31.
  • the oil separator 23 On the upper side of the oil separator 23 there is at least one line 26 which leads to the mixture preparation system 8.
  • a pressure limiting valve 27 can be included in the line 26, which does not allow the negative pressure inside the internal combustion engine 1 to rise above a predetermined value, regardless of the pressure in the mixture processing system 8.
  • this structurally predetermined internal pressure can also be achieved in a manner known per se by the arrangement of two lines 26 and 26 ', the line 26 with its larger cross section in front of a throttle element 28 of the mixture processing system 8 and the line 26' with a smaller cross section behind it Throttle body 28 leads (Figure 2 and Figure 7).
  • known measures can also be taken to reduce the loading of the crankcase gas with oil, such as an oil slicer 29 above the oil level 17 in the oil pan 7 (FIG. 6).
  • the device according to the invention for venting the crankcase 2 can also be combined with a crankcase ventilation, in that a ventilation line 30 is led to the crankcase 2 from the clean air side of the mixture preparation system 8, specifically from a location higher than that of the connection points of the line 26.
  • the device according to the invention it is possible to keep the oil in the internal combustion engine 1 as far as possible from contact with the aggressive blow-by which promotes oil aging.
  • the largest proportion of the oil circulating in the internal combustion engine 1 flows through the cylinder heads 5 and 6. From the cylinder heads 5 and 6, the oil flows in the channels 9, 10, 11 and 12 and over the cross channel 20 back. Their mouths 14, 15 and 16 are below the oil level 17 in the oil pan 7. As a result, no gas can rise upwards in these channels 9, 10, 11, 12 in countercurrent to the oil. The pollutants are not washed out of the gas by the oil within the channels 9, 10, 11 and 12.
  • the gas located in the crankcase 2 is rather connected via the ventilation openings 21 to the spaces of the two cylinder heads 5 and 6 and via the openings 19 to the resonance chamber 18.
  • the gas in the crankcase 2 is excited to vibrate by the piston movements.
  • the resonance chamber 18, which extends over the entire length of the internal combustion engine 1 and which is connected through the openings 19 to the volume of the crankcase 2, can be designed acoustically so that the gas vibrations excited by the individual cylinders overlap so that their Maximum values are deleted.
  • the opening 22 at the top of the resonance chamber 18 is provided where the most balanced pressure behavior of the gases is present.
  • the device in extreme conditions, can also be supplemented with crankcase ventilation, in which the ventilation line 30 leads fresh air into the interior of the crankcase 2, which is then in a manner known per se capable of absorbing vaporous media and via the To transport ventilation from the internal combustion engine 1.
  • the venting takes place via line 26 or lines 26 and 26 ', with suitable measures, e.g. B. the pressure relief valve 27 is ensured that no oil can be sucked out of the oil separator 23.
  • the oil that precipitates in the oil separator 23 can thus flow back relatively free of pollutants through the channel 13, the transverse channel 20 and the channel 12 into the oil pan 7.
  • the contact area of the oil with the blow-by is greatly reduced by the invention.
  • This can be further supported by the use of an oil slicer 29, since this reduces the amount of spray oil close to the crank mechanism.
  • the invention significantly extends the original oil quality and thus also the oil change periods.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
EP93117700A 1992-11-20 1993-11-02 Dispositif de ventilation du carter de vilebrequin d'un moteur à combustion interne avec des cylindres agencés en V Expired - Lifetime EP0599095B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4239108 1992-11-20
DE4239108A DE4239108A1 (de) 1992-11-20 1992-11-20 Vorrichtung zur Entlüftung des Kurbelgehäuses einer Brennkraftmaschine mit V-förmig angeordneten Zylindern

Publications (2)

Publication Number Publication Date
EP0599095A1 true EP0599095A1 (fr) 1994-06-01
EP0599095B1 EP0599095B1 (fr) 1996-02-14

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EP93117700A Expired - Lifetime EP0599095B1 (fr) 1992-11-20 1993-11-02 Dispositif de ventilation du carter de vilebrequin d'un moteur à combustion interne avec des cylindres agencés en V

Country Status (2)

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EP (1) EP0599095B1 (fr)
DE (2) DE4239108A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0653550A1 (fr) * 1993-10-12 1995-05-17 Adam Opel Ag Dispositif de renifleur pour moteur à combustion interne
EP0967381A1 (fr) * 1998-06-25 1999-12-29 Dr.Ing. h.c.F. Porsche Aktiengesellschaft Culasse pour moteur à combustion
DE10026113A1 (de) * 2000-05-26 2001-11-29 Opel Adam Ag Brennkraftmaschine mit einem zwischen Kurbelraum und Ölwanne angeordneten Ölabweisteil
CN107227990A (zh) * 2016-03-24 2017-10-03 卡特彼勒公司 浮动式曲轴箱通风系统以及方法
GB2559416A (en) * 2017-02-07 2018-08-08 Ford Global Tech Llc An engine housing component

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DE19508967C2 (de) * 1995-03-13 1997-04-03 Daimler Benz Ag Entlüftungsvorrichtung für das Kurbelgehäuse einer Brennkraftmaschine
DE19632931C2 (de) * 1996-08-16 1999-12-02 Daimler Chrysler Ag Entlüftungsvorrichtung für ein Kurbelgehäuse einer Brennkraftmaschine
DE19644526C2 (de) * 1996-10-26 1999-11-18 Daimler Chrysler Ag Entlüftungsvorrichtung für ein Kurbelgehäuse einer Brennkraftmaschine
DE19720383C2 (de) * 1997-05-15 1999-08-19 Daimler Chrysler Ag Entlüftungs- und Entölungsvorrichtung für ein Kurbelgehäuse einer Brennkraftmaschine
DE10045311B9 (de) * 2000-09-12 2007-03-08 Man Nutzfahrzeuge Ag Ölabscheider für Brennkraftmaschinen
DE10359069A1 (de) * 2003-12-16 2005-07-21 Bayerische Motoren Werke Ag Einrichtung zur Entlüftung eines Kurbelgehäuses
DE102004013763A1 (de) * 2004-03-20 2005-10-13 Audi Ag Brennkraftmaschine mit Entlüftungssystem
DE102004056124B4 (de) * 2004-11-20 2006-08-31 Daimlerchrysler Ag Entlüftungsvorrichtung für ein Kurbelgehäuse
DE102005023227A1 (de) * 2005-05-20 2006-07-13 Audi Ag Ölabscheidersystem
DE202005013734U1 (de) * 2005-07-30 2006-12-07 Hengst Gmbh & Co.Kg Entlüftungsmodul für eine Brennkraftmaschine
JP4432899B2 (ja) * 2005-12-28 2010-03-17 トヨタ自動車株式会社 Ｖ型エンジンのｐｃｖシステム
JP4162020B2 (ja) * 2006-07-18 2008-10-08 トヨタ自動車株式会社 ブローバイガス還元装置のオイル回収構造
FR2913055B1 (fr) * 2007-02-28 2011-03-25 Peugeot Citroen Automobiles Sa Moteur a combustion interne dote d'un dispositif de ventilation.
DE102007014546B4 (de) * 2007-03-27 2015-10-22 Mtu Friedrichshafen Gmbh Kurbelgehäuse
DE102008014828A1 (de) * 2008-03-18 2009-09-24 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Brennkraftmaschine
US8118013B2 (en) * 2008-09-24 2012-02-21 GM Global Technology Operations LLC Resonator and crankcase ventilation system for internal combustion engine
DE102011008537A1 (de) * 2011-01-13 2012-07-19 GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) Motorblock
DE102014225817B4 (de) 2014-12-15 2022-10-06 Mahle International Gmbh Entlüftungseinrichtung für eine Brennkraftmaschine sowie Brennkraftmaschine
DE102015101886B4 (de) * 2015-02-10 2022-07-14 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Regelvorrichtung zur Gleichverteilung von Gasen und/oder Flüssigkeiten auf mindestens zwei Behälter
DE102016113515A1 (de) * 2016-07-21 2018-01-25 Borgward Trademark Holdings Gmbh Motorzylinderblock, Motor und Fahrzeug mit einem solchen Motor
DE102019000498A1 (de) 2019-01-23 2020-07-23 Deutz Aktiengesellschaft Zylinderkopf
DE102019001025B4 (de) * 2019-02-12 2022-06-30 Deutz Aktiengesellschaft Brennkraftmaschine mit einer offenen Kurbelgehäuseentlüftung
DE102021108393B3 (de) * 2021-04-01 2022-07-14 Bayerische Motoren Werke Aktiengesellschaft Verbrennungskraftmaschine für ein Kraftfahrzeug, Kraftfahrzeug sowie Verfahren

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FR2625256A1 (fr) * 1987-12-28 1989-06-30 Fuji Heavy Ind Ltd Systeme de lubrification pour moteurs
US4947812A (en) * 1988-09-13 1990-08-14 Mazda Motor Corporation Positive crankcase ventilation system

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DE3414710A1 (de) * 1983-04-18 1984-10-18 Toyo Kogyo Co. Ltd., Hiroshima Verbrennungsmotor mit v-foermiger zylinderanordnung
FR2625256A1 (fr) * 1987-12-28 1989-06-30 Fuji Heavy Ind Ltd Systeme de lubrification pour moteurs
US4947812A (en) * 1988-09-13 1990-08-14 Mazda Motor Corporation Positive crankcase ventilation system

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0653550A1 (fr) * 1993-10-12 1995-05-17 Adam Opel Ag Dispositif de renifleur pour moteur à combustion interne
EP0967381A1 (fr) * 1998-06-25 1999-12-29 Dr.Ing. h.c.F. Porsche Aktiengesellschaft Culasse pour moteur à combustion
DE10026113A1 (de) * 2000-05-26 2001-11-29 Opel Adam Ag Brennkraftmaschine mit einem zwischen Kurbelraum und Ölwanne angeordneten Ölabweisteil
DE10026113B4 (de) * 2000-05-26 2013-07-04 GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) Brennkraftmaschine mit einem zwischen Kurbelraum und Ölwanne angeordneten Ölabweisteil
CN107227990A (zh) * 2016-03-24 2017-10-03 卡特彼勒公司 浮动式曲轴箱通风系统以及方法
CN107227990B (zh) * 2016-03-24 2021-04-20 卡特彼勒公司 浮动式曲轴箱通风系统以及方法
GB2559416A (en) * 2017-02-07 2018-08-08 Ford Global Tech Llc An engine housing component
EP3358157A1 (fr) * 2017-02-07 2018-08-08 Ford Global Technologies, LLC Composant de carter de moteur
CN108397260A (zh) * 2017-02-07 2018-08-14 福特环球技术公司 发动机壳体部件
GB2559416B (en) * 2017-02-07 2019-02-13 Ford Global Tech Llc An engine housing component with two or more oil drain ports configured to improve the ease of assembly of an engine assembly
US10718241B2 (en) 2017-02-07 2020-07-21 Ford Global Technologies, Llc Engine housing component
CN108397260B (zh) * 2017-02-07 2022-01-21 福特环球技术公司 发动机壳体部件

Also Published As

Publication number Publication date
EP0599095B1 (fr) 1996-02-14
DE4239108A1 (de) 1994-05-26
DE59301637D1 (de) 1996-03-28

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