EP1083304B1 - Dispositif de lubrification pour moteur à combustion - Google Patents

Dispositif de lubrification pour moteur à combustion Download PDF

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Publication number
EP1083304B1
EP1083304B1 EP20000402419 EP00402419A EP1083304B1 EP 1083304 B1 EP1083304 B1 EP 1083304B1 EP 20000402419 EP20000402419 EP 20000402419 EP 00402419 A EP00402419 A EP 00402419A EP 1083304 B1 EP1083304 B1 EP 1083304B1
Authority
EP
European Patent Office
Prior art keywords
oil
crankcase
holder
path
crankshaft
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.)
Expired - Lifetime
Application number
EP20000402419
Other languages
German (de)
English (en)
Other versions
EP1083304A1 (fr
Inventor
Masahiro K.K. Honda Gijutsu Kenkyusho Kuroki
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.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
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 Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Publication of EP1083304A1 publication Critical patent/EP1083304A1/fr
Application granted granted Critical
Publication of EP1083304B1 publication Critical patent/EP1083304B1/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
    • F01M1/00—Pressure lubrication
    • F01M1/02—Pressure lubrication using lubricating pumps
    • 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
    • F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
    • F01M11/02—Arrangements of lubricant conduits
    • 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
    • F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
    • F02B61/02—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving cycles
    • 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
    • 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
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • 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
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/34—Lateral camshaft position

Definitions

  • the present invention relates to an engine lubricating device including an oil pump which is housed in a crankcase and discharges oil in response to the rotation of a crankshaft.
  • a pump housing of an oil pump is constituted by a crankcase and a cover attached to the crankcase.
  • components constituting the oil pump such as a rotor, also have to be incorporated in the crankcase. Therefore, such an oil pump is likely to be difficult to assemble and maintain.
  • the invention has been contemplated in order to overcome the foregoing problems of the related art, and provide an engine lubricating device in which an oil pump is assembled separately from a crankcase, and facilitates assembling and maintenance.
  • claim 1 defines an engine lubricating device wherein: an oil pump is housed in a crankcase and discharges oil in response to the rotation of a crankshaft; a holder for rotatably supporting the crankshaft is attached on a surface of the crankcase where the holder is attached; and a pump housing for the pump is constituted by the holder and a cover fastened to the holder.
  • the oil pump is assembled on the holder which is attached to the crankcase, i.e. the holder is attached to the crankcase with the oil pump assembled thereon.
  • This structure is effective in facilitating assembly and maintenance of the oil pump.
  • a discharge path is formed on the holder, communicates with a discharge port of the oil pump at a first end thereof and opens at a second end thereof on a surface of the holder attached to the crankcase; and a discharge side oil path is formed on the crankcase, opens on the surface of the crankcase at a first end thereof, communicates with the second end of the discharge path, and introduces oil to a cylinder head.
  • This structure enables the oil path to extend from the oil pump to the cylinder head simply by attaching the holder to the crankcase. In other words, the oil path can be formed easily.
  • the engine lubricating device of claim 1 further features the following: an oil intake side oil path is formed in the crankcase, communicates at a first end thereof with an oil filter, which is positioned under the crankcase and filters oil pumped up therefrom, and opens on the surface of the crankcase at a second end thereof; an intake path is formed on the holder, opens on the surface of the holder at a first end thereof for the purpose of communicating with the second end of the intake side oil path (117) and communicates with an intake port of the oil pump at the second end thereof. Therefore, the oil path extends from the bottom of the crankcase to the oil pump simply by attaching the holder to the crankcase, which further facilitates the formation of the oil path.
  • Fig. 1 to Fig. 5 show the embodiment of the invention.
  • Fig. 1 is a side view of a rear part of a motorcycle
  • Fig 2 is an enlarged sectional view taken along line 2-2 in Fig. 1
  • Fig. 3 is an enlarged sectional view taken along line 3-3 in Fig. 2
  • Fig. 4 is a sectional view taken along line 4-4 in Fig. 2
  • Fig. 5 is a sectional view taken along line 5-5 in Fig. 2.
  • a power unit P for driving a rear wheel WR is attached to the rear part of a body frame 11 of a scooter type motorcycle via a link 12 and is capable of swinging.
  • the power unit P comprises an air-cooled four-cycle single cylinder engine 14 and an endless belt type continuously variable transmission 15 extending from a left side surface to the rear part of the body frame 11.
  • the rear wheel WR is positioned behind the engine 14 and is attached to the right rear end of the continuously variable transmission 15 (called “the transmission 15" hereinafter).
  • An upper rear surface of the transmission 15 is coupled to the rear end of the body frame 11 via a rear cushion 16.
  • An air cleaner 17 is positioned on the transmission 15, and a muffler 18 is attached on the right side of the transmission 15.
  • a retractable center stand 19 is attached to the underside of the engine 14.
  • the engine 14 includes a first engine block 22 and a second engine block 23 which are divided by a split plane 21 extending vertically along a crankshaft 20.
  • the first engine block 22 constitutes a cylinder block 24 and a crankcase half 25.
  • the crankcase half 25 and second engine block 23 constitute a crankcase 26 for housing the crankshaft 20.
  • the crankcase 26 can be split by the plane including the rotation axis of the crankshaft 20.
  • a cylinder head 27 is coupled to the front end of the cylinder block 24, while a head cover 28 is coupled to the front end of the cylinder head 27.
  • a piston 30 slidably fitted in the cylinder 29 of the cylinder block 24 is coupled to the crankshaft 20 via a connecting rod 31 and a crank pin 32.
  • Left and right holders 33 and 34 are attached to the crankcase half 25 of the first engine block 22 using two pairs,of bolts 35, and left and right crank journals 20a and 20b of the crankshaft 20 are rotatably supported by the holders 33 and 34 via ball bearings 36 and 37.
  • the transmission 15 includes right and left casings 38 and 39 which are coupled.
  • the front right surface of the right casing 38 is coupled to left side surfaces of the first and second engine blocks 22 and 23.
  • a speed reduction unit casing 40 is attached to the rear right surface of the right casing 38.
  • a driving pulley 41 is provided at the left end of the crankshaft 20 projecting into the right and left casings 38. and 39.
  • the driving pulley 41 comprises an immovable pulley half 42 fixedly attached to the crankshaft 20 and a movable pulley half 43 which comes into contact with and out of contact from the immovable pulley half 42.
  • the movable pulley half 43 is urged to approach the immovable pulley half 42 by a centrifugal weight 44 which moves radially as the crankshaft 20 rotates at an accelerated speed.
  • a driven pulley 46 is supported by an output shaft 45 positioned between the rear part of the right casing 38 and the speed reduction unit casing 40, and includes an immovable pulley half 47 relatively rotatably supported by the output shaft 45, and a movable pulley half 48 which comes into contact with and out of contact from the immovable pulley half 47.
  • the movable pulley half 48 is urged toward the immovable pulley half 47 by a spring 49.
  • a starting clutch 50 is provided between the immovable pulley half 47 and the output shaft 45.
  • An endless V-belt 51 extends round the driving and driven pulleys 41 and 45.
  • An intermediate shaft 52 and an axle 53 are supported between the right casing 38 and the speed reduction unit casing 40, and are in parallel with the output shaft 45, so that a speed reducing gear train 54 is provided between the output shaft 45, intermediate shaft 52 and axle 53.
  • the rear wheel WR is coupled to the right end of the axle 53 projecting rightward through the speed reduction unit casing 40.
  • a rotor 56 of a generator 55 is coupled to the right end of the crankshaft 20 projecting from the crankcase 26.
  • the right end of the crankshaft 20 is positioned opposite to the transmission 15.
  • a stator 57 of the generator 55 is supported by the first engine block 22, to which a generator cover 88 extending over the generator 55 is fastened.
  • a shroud 58 covers the cylinder block 24 of the engine 14, a part of the cylinder head 27 and the generator 55, and is provided with a louver 59 at a portion thereof outside the generator 55.
  • a fan 60 is positioned between the louver 59 and the generator cover 88, and is coaxially coupled to the crankshaft 20. The fan 60 rotates together with the crankshaft 20 in order to suck the air into the shroud 58 via the louver 59, so that cooling air flows through the shroud 58 as shown by arrows, thereby cooling not only a part of the cylinder head 27 but also the cylinder block 24 and the generator 55.
  • An intake valve 64 and an exhaust valve 65 are arranged on the cylinder head 27, are urged to be closed, and selectively connects or disconnects a combustion chamber 61, an intake port 62 and an exhaust port 63.
  • the combustion chamber 61 is formed between the piston 30 slidably fitted to the cylinder 29 and the cylinder head 27.
  • the intake and exhaust ports 62 and 63 are provided on the cylinder head 27, and are opened and closed by a valve system 66.
  • the valve system 66 comprises: a driving gear 67 which is housed in the right holder 34 supporting the crankshaft 20 and is fixedly attached to the crankshaft 20; a driven gear 68 rotatably supported by the right holder 34 and engaged with the driving gear 67; a cam 69 integral with the driven gear 68; a first intake side rocker arm 70 which is supported by the right holder 34 so as to swing round the axis parallel to the crankshaft 20 and is in slidable contact with the cam 69; a first exhaust side rocker arm 71 supported by the right holder 34 so as to swing round the axis parallel to the crankshaft 20 and is in slidable contact with the cam 69; a second intake side rocker arm 72 supported by the cylinder head 27, so as to swing round the axis parallel to the first intake side rocker arm 70, operate in synchronization with and be connected to the intake valve 64; a second exhaust side rocker arm 73 supported by the cylinder head 27 so as to swing round the axis parallel to
  • an operation chamber 76 is arranged at the right side of the cylinder block 24, is in the shape of a triangle, and becomes narrow toward the cylinder head 27.
  • the operation chamber 76 communicates with the crankcase 26, and houses the driven gear 68, parts of the first intake side rocker arm 70 and first exhaust side rocker arm 71, and cam 69 which constitute the valve system 66.
  • the rods 74 and 75 are arranged in the shape of an X when viewed from a side, and are housed in cylindrical covers 78 and 79 provided between the crankcase half 25 and the cylinder head 27 in order to connect the operation chamber 76 to a valve chamber 77 which is formed between the cylinder head 27 and the head cover 28.
  • the rods 74 and 75 are axially movable in the cylindrical covers 78 and 79.
  • An oil sump 80 is prepared at the bottom of the crankcase 26. Oil stored in the oil sump 80 is pumped up to an oil pump 82 via an oil filter 81, and is pressure-fed to parts to be lubricated in the engine 14.
  • a cylindrical filter chamber 83 is provided, which opens to the front side of the crankcase half 25, and houses the oil filter 81 in the shape of a cup, and a holding spring 85 for pressing a seal 84 to an inner wall of the filter chamber 83.
  • the seal 84 is attached to an open end of the oil filter 81.
  • An open end of the filter chamber 83 is closed by a cap 86 screwed to the crankcase half 25.
  • the filter chamber 83 is divided into a non-filtering part inside the oil filter 81 and a filtering part 87 outside the oil filter 81.
  • the oil sump 80 communicates with the non-filtering part.
  • the cap 86 also functions as a drain bolt. When the oil filter 81 is removed by detaching the cap 86, oil in the oil sump 80 can be discharged outside via the filter chamber 83.
  • a pump housing 90 of the oil pump 82 is constituted by the right holder 34 and a cover 91 fastened to the right holder 34 using a plurality of bolts, e.g. two bolts 92.
  • a rotor 93 is housed in the pump housing 90 and is coupled to a rotary shaft 94 which is rotatably supported by the pump housing 90.
  • a driven gear 95 is fixedly attached to one end of the rotary shaft 94 projecting from the pump housing 90. The driven gear 95 is engaged with the driving gear 67 fixedly attached to the crankshaft 20.
  • the oil pump 82 operates in synchronization with the rotation of the crankshaft 20.
  • An outer race of the ball bearing 37 for supporting the right crank journal 20b of the crankshaft 20 is fitted to the right holder 34. Further, an oil seal 96 is attached to the right holder 34, and is in sliding contact with the driving gear 67 which is fixed to the crankshaft 20 outside the right crank journal 20b. An annular oil chamber 97 is formed between the outer surface of the ball bearing 37 and the driving gear 67.
  • an annular side plate 98 is attached on the outer surface of a crank web 20c near the right crank journal 20b in order to surround the right crank journal 20b.
  • An annular and flat oil sump 99 is formed between the side plate 98 and the crank web 20c. Further, a plurality of oil grooves 100 are formed on the outer surface of the right crank journal 20b, thereby enabling the oil chamber 97 and the oil sump 99 to communicate with each other.
  • a needle bearing 103 is interposed between the outer surface of a crank pin 32 the big end 31a of the connecting rod 31.
  • the crank pin 32 communicates with the oil chamber 97 via its hollow portion 101, and has a fuel injection hole 102 on the outer surface thereof, which communicates with the hollow portion 101.
  • the oil pump 82 has first and second discharge ports 104 and 105, and one intake port 106.
  • An oil path 107 is formed on the right holder 34 in order to connect the first discharge port 104 with the oil chamber 97.
  • oil is discharged via the first discharge port 104 of the oil pump 82 and is pressure-fed to the oil path 107, oil chamber 97, oil grooves 100, oil sump 99, hollow portion 101 of the crank pin 32, and fuel injection hole 102, thereby lubricating the ball bearing 37, outer surface of the crank pin 32, needle bearing 103, and big end 31a of the connecting rod 31.
  • the right holder 34 is attached to the surface 108 of the crankcase half 25 as described above, and has a discharge path 110 which communicates at a first end thereof with the second discharge port 105 of the oil pump 82.
  • the discharge path 110 opens at a second end thereof on the surface 109 of the right holder 34 which is mounted on the surface 108 of the crankcase half 25.
  • a discharge side oil path 111 is formed on the crankcase half 25 of the crankcase 26 in order to introduce oil to the cylinder head 27, and opens on the surface 108 at first end in order to communicate with the second end of the discharge path 110.
  • the discharge side oil path 111 communicates with an oil path 112 provided on the cylinder block 24 and cylinder head 27.
  • the oil path 112 communicates with a flat oil sump 114 formed between the head cover 28 and an oil holding plate 113 on the head cover 28.
  • the oil holding plate 113 has fuel injection holes 115 and 115 for injecting fuel to the second inlet and exhaust side rocker arms 72 and 73 of the valve system 66.
  • Oil discharged via the second discharge port 105 of the oil pump 82 is injected to the rocker arms 72 and 73 via the oil discharging path 110, discharge side oil path 111, oil path 112 and oil sump 114.
  • the right holder 34 has an intake path 116 which opens at a first end thereof on the surface 109 and communicates with the intake port 106.
  • An intake side oil path 117 is formed on the crankcase half 25 of the crankcase 26, and communicates with the filtering chamber 87 of the oil filter 81 via one end thereof, and opens on the surface 108 via the other end thereof in order to communicate with one end of the intake path 116.
  • Oil filtered by the oil filter 81 is absorbed in to the intake port 106 of the oil pump 82 via the intake side oil path 117 and intake path 116.
  • the right holder 34 rotatably supporting the crankshaft 20 is attached on the surface 108 of the crankcase half 25 of the crankcase 26.
  • the right holder 34 and the cover 91 fastened to the right holder 34 constitute the pump housing 90 for the oil pump 82. Therefore, the oil pump 82 can be assembled on the right holder 34 to be attached to the crankcase 26.
  • the right holder 34 with the oil pump 82 assembled thereon is attached to the crankcase 26, which is effective in improving assembling and maintenance work of the oil pump 82.
  • the right holder 34 is provided with the discharge path 110 which communicates at the first end thereof with the second discharge port 105 of the oil pump 82 and opens on the surface 109 of the right holder 34 via the second end thereof.
  • the discharge side oil path 111 is formed on the crankcase half 25, and opens on the surface 108 of the crankcase half 25 via first end thereof in order to communicate with the second end of the discharge path 110, thereby feeding oil to the cylinder head 27. Therefore, the oil path can be easily formed between the oil pump 82 and the cylinder head 27 simply by attaching the right holder 34 on the crankcase 26.
  • the oil filter 81 is arranged in the crankcase 26 in order to filter oil pumped up from the oil sump 80 at the bottom of the crankcase 26.
  • the intake side oil path 117 is provided in the crankcase half 25, communicates with the filter chamber 87 of the filter 81 and opens on the surface 108 at the first end thereof.
  • the intake path 116 is provided on the right holder 34, opens on the surface 109 in order to communicate with the second end of the intake side oil path 117, and communicates with the intake port 106, at the second end thereof. Therefore, the oil path can be further easily formed between the bottom of the crankcase 26 and the oil pump 82 simply by attaching the right holder 34 to the crankcase 26.
  • the oil pump can be assembled on the holder.
  • the holder with the oil pump assembled thereon is attached to the crankcase, which is effective in improving assembling and maintenance work of the oil pump.
  • the oil path can be easily formed between the oil pump and the cylinder head simply by attaching the holder to the crankcase.
  • the oil path can be further easily formed between the bottom of the crankcase and the oil pump simply by attaching the holder to the crankcase.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Claims (2)

  1. Dispositif de lubrification pour moteur à combustion, dans lequel :
    une pompe à huile (82) est logée dans un carter de vilebrequin (26) et refoule de l'huile, en réponse à la rotation d'un vilebrequin (20); un support (34), devant supporter à rotation le vilebrequin (20), est fixé sur une surface (108) du carter de vilebrequin (26), là où le support (34) est fixé; et un carter de pompe (90) pour la pompe (82) est formé par le support (34) et un couvercle (91) fixé au support (34),
       caractérisé en ce que : un chemin de décharge (110) est formé sur le support (34), communique avec un orifice de décharge (105) de la pompe à huile (82) à une première extrémité et débouche, à une deuxième extrémité, sur une surface (109) du support (34), fixée au carter de vilebrequin (26); et un chemin d'huile de côté décharge (111) est formé sur le carter de vilebrequin (26), débouche sur la surface (108) du carter du vilebrequin (26) à une première extrémité, communique avec la deuxième extrémité du chemin de décharge (110) et introduit de l'huile à une culasse (27).
  2. Le dispositif de lubrification de moteur à combustion selon la revendication 1, dans lequel : un chemin d'huile de côté admission (117) est formé dans le carter de vilebrequin (26), communique à une première extrémité avec un filtre à huile (81) positionné sous le carter de vilebrequin (26), et filtre l'huile ayant été pompée depuis celui-ci, et débouche sur la surface (108) du carter du vilebrequin (26) à une deuxième extrémité, et un chemin d'admission (116) est formé sur le support (34), débouche sur la surface (109) du support (34), à une première extrémité, dans le but de communiquer avec la deuxième extrémité du chemin d'huile de côté admission (117), et communique avec un orifice d'entrée (106) de la pompe à huile (82), à une deuxième extrémité.
EP20000402419 1999-09-09 2000-09-01 Dispositif de lubrification pour moteur à combustion Expired - Lifetime EP1083304B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP25509399 1999-09-09
JP25509399A JP2001082119A (ja) 1999-09-09 1999-09-09 エンジンの潤滑装置

Publications (2)

Publication Number Publication Date
EP1083304A1 EP1083304A1 (fr) 2001-03-14
EP1083304B1 true EP1083304B1 (fr) 2004-08-04

Family

ID=17274029

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20000402419 Expired - Lifetime EP1083304B1 (fr) 1999-09-09 2000-09-01 Dispositif de lubrification pour moteur à combustion

Country Status (5)

Country Link
EP (1) EP1083304B1 (fr)
JP (1) JP2001082119A (fr)
CN (1) CN1121547C (fr)
ES (1) ES2223425T3 (fr)
TW (1) TW530125B (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7680796B2 (en) 2003-09-03 2010-03-16 Google, Inc. Determining and/or using location information in an ad system
JP4139779B2 (ja) * 2002-04-08 2008-08-27 ヤマハ発動機株式会社 エンジン
JP4057923B2 (ja) * 2003-01-15 2008-03-05 本田技研工業株式会社 自動二、三輪車用エンジンにおけるオイル循環構造
US7395803B2 (en) * 2006-11-03 2008-07-08 Ford Global Technologies, Llc Electric oil pump system and controls for hybrid electric vehicles
CN101915137A (zh) * 2010-06-17 2010-12-15 重庆长安汽车股份有限公司 一种发动机前罩壳和机油泵总成集成结构
DE102013113962B4 (de) * 2013-12-12 2023-10-12 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Brennkraftmaschine mit einem Kurbelgehäuse

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1072839B (de) * 1960-01-07 FIAT Societä per Azionii, Turin (Italien) Anordnung der Schmierölpumpe von Brennkraftmaschinen
US1903080A (en) * 1928-12-19 1933-03-28 Packard Motor Car Co Internal combustion engine
DE2758376A1 (de) * 1977-12-28 1979-07-05 Schwaebische Huettenwerke Gmbh Kolbenkraft- oder -arbeitsmaschine mit innenlaeuferzahnradoelpumpe
DE3022419A1 (de) * 1980-06-14 1981-12-24 Klöckner-Humboldt-Deutz AG, 5000 Köln Schmieroelpumpe fuer brennkraftmaschine
AT389739B (de) * 1984-09-21 1990-01-25 Avl Verbrennungskraft Messtech Viertakt-brennkraftmaschine mit einer als zahnradpumpe ausgebildeten schmieroelpumpe
JPS6163492U (fr) 1984-09-30 1986-04-30
US5062311A (en) * 1991-03-29 1991-11-05 Dresser-Rand Company Frame, crankshaft and crosshead assembly, and a crankshaft and crosshead frame, for a reciprocating-piston machine
JP2741492B2 (ja) * 1994-11-30 1998-04-15 本田技研工業株式会社 エンジンのオイル通路構造

Also Published As

Publication number Publication date
CN1288100A (zh) 2001-03-21
JP2001082119A (ja) 2001-03-27
ES2223425T3 (es) 2005-03-01
CN1121547C (zh) 2003-09-17
EP1083304A1 (fr) 2001-03-14
TW530125B (en) 2003-05-01

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