EP1785611B1 - Système d'alimentation d'huile d'un moteur à combustion interne - Google Patents

Système d'alimentation d'huile d'un moteur à combustion interne Download PDF

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Publication number
EP1785611B1
EP1785611B1 EP06124080A EP06124080A EP1785611B1 EP 1785611 B1 EP1785611 B1 EP 1785611B1 EP 06124080 A EP06124080 A EP 06124080A EP 06124080 A EP06124080 A EP 06124080A EP 1785611 B1 EP1785611 B1 EP 1785611B1
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EP
European Patent Office
Prior art keywords
oil pump
disposed
cover
chamber
engine
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Application number
EP06124080A
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German (de)
English (en)
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EP1785611A1 (fr
Inventor
Markus Hochmayr
Herbert Poelz
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BRP Rotax GmbH and Co KG
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BRP Rotax GmbH and Co KG
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Priority to EP06124080A priority Critical patent/EP1785611B1/fr
Publication of EP1785611A1 publication Critical patent/EP1785611A1/fr
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    • 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
    • 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
    • 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
    • F01M2001/0284—Pressure lubrication using lubricating pumps mounting of the pump

Definitions

  • the present invention relates to an oil pump arrangement for an internal combustion engine.
  • the invention provides an internal combustion engine comprising a power unit case having a crankcase, an integrated transmission housing, a first housing flange and a second housing flange.
  • a crankshaft has first and second crankshaft ends.
  • the crankshaft is supported for rotation about a crankshaft axis in the crankcase.
  • the power unit case has a central plane defined as a vertical plane being perpendicular to the crankshaft axis and intersecting the crankshaft generally at a midpoint between the two crankshaft ends.
  • An output shaft is supported for rotation about an output shaft axis in the crankcase.
  • the output shaft axis and the crankshaft axis define a reference plane.
  • a first oil pump has a first oil pump chamber disposed at least partially in the power unit case, an oil pump shaft disposed at least partially in the first oil pump chamber and being supported for rotation about an oil pump shaft axis, a normal projection of the oil pump shaft axis onto the reference plane being located between the crankshaft axis and the output shaft axis, and a first oil pump rotor disposed in the first oil pump chamber on the oil pump shaft so as to rotate therewith about the oil pump shaft axis.
  • a first housing cover is mounted to the first housing flange on a first side of the power unit case. The first housing cover is removable, and, when mounted, forms part of the power unit case. The first housing cover is one of a clutch cover and an ignition cover.
  • An oil pump cover is mounted to the second housing flange on the first side of the power unit case to close the first oil pump chamber.
  • the oil pump cover is removable to provide access to the first oil pump chamber, and when mounted, forms part of the power unit case.
  • the oil pump cover is separate from the first housing cover.
  • the engine has a transmission shaft supported in the transmission housing for rotation about a transmission shaft axis.
  • crankshaft axis is parallel to and spaced apart from both the transmission shaft axis and the output shaft axis.
  • the engine has a primary drive disposed on the crankshaft for driving the transmission shaft, and a series of gears disposed on the transmission shaft for driving the output shaft.
  • the engine has a clutch chamber, wherein a portion of the transmission shaft is disposed in the clutch chamber, and a clutch disposed on the transmission shaft in the clutch chamber.
  • the first housing cover is a clutch cover to close the clutch chamber.
  • the clutch cover is removable to provide access to the clutch chamber.
  • the engine has an ignition chamber, wherein the first end of the crankshaft is disposed in the ignition chamber, and a generator-ignition system disposed on the first end of the crankshaft in the ignition chamber.
  • the first housing cover is an ignition cover to close the ignition chamber. The ignition cover is removable to provide access to the ignition chamber.
  • a normal projection of the second housing flange onto the central plane does not overlap a normal projection of the first housing flange onto the central plane.
  • the second housing flange is closer to the central plane than the first housing flange.
  • the complete oil pump cover is closer to the central plane than the first housing flange.
  • the engine has an output wheel disposed on the output shaft for rotation therewith.
  • the output wheel is disposed outside of the power unit case adjacent to the oil pump cover.
  • the output wheel is one of a sprocket and a notched-belt pulley.
  • the engine has an output wheel disposed on the output shaft for rotation therewith.
  • the output wheel is disposed outside of the power unit case.
  • the oil pump cover is closer to the central plane than the output wheel.
  • the engine has an output wheel disposed on the output shaft for rotation therewith.
  • the output wheel is disposed outside of the power unit case.
  • the second flange housing is closer to the central plane than the output wheel.
  • the first oil pump chamber disposed at least partially in the crankcase, a first end portion of the oil pump shaft is disposed in the first oil pump chamber, and the first oil pump rotor is disposed on the first end portion.
  • the engine also has a second oil pump.
  • the second oil pump has a second oil pump chamber disposed at least partially in the crankcase, a second end portion of the oil pump shaft is disposed in the second oil pump chamber, and a second oil pump rotor disposed in the second pump chamber on the second end portion so as to rotate with the oil pump shaft about the oil pump shaft axis.
  • the first pump is a suction pump and the second pump is a pressure pump.
  • flange designates the separating surface on which a cover of the power unit case is either flange-mounted or secured. It is also possible to install a gasket between the separating surface of the power unit case and the cover, which in the flange-mounted state forms part of the outer power unit case. Also, terms describing spatial orientation, such as “vertical”, should be understood with reference the internal combustion engine described herein being oriented with the crankshaft being disposed horizontally.
  • Embodiments of the present invention each have at least one of the above-mentioned objects and/or aspects, but do not necessarily have all of them.
  • Fig. 1 is a side view of an internal combustion engine having an oil supply system according to the present invention
  • Fig. 2 is a top plan view of the internal combustion engine shown in Fig. 1, with an oil pump device of the engine shown in partial cross-section;
  • Fig. 3 is a top view of internal components of the internal combustion engine shown in Figs. 1 and 2;
  • Fig. 4 is a schematic view of an alternative embodiment of the present invention.
  • Fig. 5 is a side view of a motorcycle powered by the engine of Fig. 1;
  • Fig. 6 is a side view of an all-terrain vehicle (ATV) powered by the engine of Fig. 1.
  • ATV all-terrain vehicle
  • an internal combustion engine 100 has an power unit case 1.
  • the power unit case 1 includes a crankcase 2 that is divided into a cylinder block portion 3, which includes the upper part of the crankcase 2 and a cylinder block 5, and a lower crankcase half 6 along a separating plane 4.
  • An oil sump 7 is secured to the lower crankcase half 6.
  • a cylinder head assembly 62 sits atop the cylinder block 5.
  • the cylinder block 5 has two cylinders (not shown) inside each of which one of the pistons 27 or 28 reciprocates.
  • Each of the pistons 27, 28 together with the side wall of its corresponding cylinder and the corresponding portion of the cylinder head assembly 62 forms a combustion chamber (not shown).
  • the internal combustion engine 100 of the present invention is preferably a four-cycle engine, at least one intake valve per cylinder (not shown) and at least one exhaust valve per cylinder (not shown) are provided in the cylinder head assembly 62. Two intake valves and two exhaust valves per cylinder are preferably provided.
  • a fuel injector (not shown) and a spark plug (not shown) per cylinder are also provided in the cylinder head assembly 62.
  • a pair of throttle bodies 64 are used to regulate the quantity of air entering the combustion chambers.
  • An air intake manifold (not shown) or an airbox (not shown) or both, are provided upstream of and in fluid communication with the throttle bodies 64.
  • An exhaust manifold (not shown) in fluid communication with each combustion chamber is provided on the side of the cylinder block 5 opposite the side where the throttle bodies 64 are provided.
  • the exhaust manifold is in fluid communication with the exhaust system of the vehicle incorporating the engine 100. It would be understood that the engine 100 also has other elements and systems not specifically shown and/or described in the present application. These can include, but are not limited to, a starter motor, an oil filter, a cooling system, an electrical system, and a fuel injection system.
  • the power unit case 1 also includes an integrated transmission housing 42 which can be made in integrally with the crankcase 2 or fastened to the crankcase 2, with bolts for example.
  • the side part of the power unit case 1 has a first housing cover 8 that is secured by at least one fastener 9, such as a screw, to the crankcase 2.
  • the first housing cover 8 forms part of the power unit case 1.
  • the first housing cover 8 is an ignition cover which can be removed to provide access to an ignition chamber 33 (Fig. 3).
  • the ignition chamber 33 is the space inside the power unit case 1 within which the ignition system or generator-ignition system 32 (Fig. 3) is located.
  • the ignition chamber can be part of the crankcase 2 or can be partially separated from the crankcase 2.
  • the oil pump cover 10 can be removed to provide access to a first oil pump chamber 11 (Fig. 2).
  • a first oil pump 15 located behind the oil pump cover 10 is a first oil pump 15 having an oil pump shaft 12 defining an oil pump shaft axis 13 and a first oil pump rotor 14.
  • the first oil pump rotor 14 is connected to an end portion of the first oil pump shaft 12 so as to rotate therewith.
  • the first oil pump rotor 14 is disposed in the first oil pump chamber 11.
  • a second oil pump rotor 17 of a second oil pump 18 is connected to the end portion of the oil pump shaft 12 opposite the end portion to which the first oil pump rotor 14 is connected.
  • the second oil pump rotor 17 rotates together with the oil pump shaft 12 and is disposed in a second oil pump chamber 16.
  • the oil pump shaft 12 is driven by the crankshaft 24 (Fig. 3) via gears, one of which is disposed on the end of the oil pump shaft 12 in the second oil pump chamber 16.
  • the first oil pump 15 is a suction pump and the second oil pump 18 is a pressure pump.
  • the suction pump draws oil from the oil pan (sump) into an oil tank, whereas the pressure pump takes oil from the oil tank and supplies it to various lubrication points.
  • the oil pump shaft axis 13 is generally parallel to the crankshaft axis 19 of the crankshaft 24.
  • the first and second oil pump chambers 11, 16 are disposed at least partially in the power unit case 1, and in a preferred embodiment they are disposed at least partially in the crankcase 2.
  • the internal combustion engine 100 has a transmission shaft 20 defining a transmission shaft axis 21 and an output shaft 22 defining an output shaft axis 23.
  • the transmission shaft 20 is connected to the crankshaft 24 by way of a primary drive 25 and a clutch 40.
  • the output shaft 22 is connected through a series of gears 26, through a transmission gear box for example, to the transmission shaft 20.
  • a first reference plane passing through the crankshaft axis 19 and the output shaft axis 23 coincides with the separating plane 4 of the crankcase 2.
  • the crankshaft 24, the transmission shaft 20, and the output shaft 22 are parallel to each other and are each arranged and/or supported in bearings bearing intersected by the separating plane 4 of the crankcase 2.
  • the oil pump shaft axis 13 shaft is disposed beneath the separating plane 4.
  • the normal projection is located, along the first reference plane, between the crankshaft axis 19 and the output shaft axis 23.
  • the generator-ignition system 32 is disposed at the first end 41 of the crankshaft 24 and the primary drive 25, preferably a gear, for driving the transmission shaft 20 is disposed at the second end 31 of the crankshaft 24, opposite the first end.
  • the generator-ignition system 32 is housed in the ignition chamber 33.
  • an output wheel 35 is located on the output shaft 22 externally of the power unit case 1. This output wheel 35 can, for example, be in the form of a notched-belt pulley or a sprocket and can be used to drive the rear axle of a motorcycle through a notched belt or chain.
  • the first housing cover 8 is mounted to a first housing flange 36. It is contemplated that a gasket could be installed between the surface of the first housing flange 36 and the first housing cover 8.
  • the oil pump cover 10 is mounted to a second housing flange 37 and is secured to the surface of the second housing flange 37 or to the crankcase 2 by fasteners 38, such as bolts or screws.
  • the second housing flange 37 located closer to a central plane 39 than the first housing flange 36.
  • the central plane 39 is a vertical plane which is perpendicular to the crankshaft axis 19 and intersects the crankshaft 24 at or near the midpoint between the two ends 31, 41 of the crankshaft 24.
  • the second housing flange 37 is also closer to the central plane 39 than the output wheel 35.
  • the whole oil pump cover 10 is closer to the central plane 39 than the first housing cover 8 and the output wheel 35.
  • Fig. 4 is a schematic illustration of alternative embodiment of the present invention.
  • Fig. 4 illustrates a cross-section of a power unit case 43 of an internal combustion engine 200 taken along the separating plane of the crankcase 44.
  • the crankshaft, the transmission shaft, and the output shaft are arranged along the separating plane (for simplicity, only the axes defined by these components have been illustrated).
  • an oil pump shaft axis 57 of an oil pump device of the internal combustion engine 200 has been normally projected onto the separating plane in order to illustrate the positioning of the oil pump shaft axis 57 along the separating plane relative to other components of the engine 200.
  • the oil pump shaft axis 57 is actuary located either above or below the separating plane. It is contemplated that the oil pump shaft axis 57 could also be located on the separating plate.
  • the power unit case 43 has a crankcase 44 and an integrated transmission housing 45.
  • a crankshaft is supported in bearings so as to rotate about a crankshaft axis 46.
  • the crankshaft has two crankshaft ends.
  • a vertically oriented central plane 47 is arranged perpendicular to the crankshaft and intersects it at its midpoint between the two crankshaft ends.
  • a generator-ignition system 48 is located in an ignition chamber 49 on a first end portion of the crankshaft.
  • the ignition chamber 49 is closed by an ignition cover 50 which forms part of the power unit case 43.
  • the ignition cover 50 is secured to an ignition housing flange 56.
  • the crankshaft is connected to a transmission shaft through a primary drive system, through gears for example.
  • the transmission shaft has a transmission shaft axis 51 as well as a clutch assembly that is disposed in a clutch chamber 52.
  • the clutch chamber 52 is closed by a clutch cover 53 that is secured to a clutch cover flange 54.
  • the clutch chamber can be formed as part of the crank chamber or is at least partially separated from it.
  • the clutch cover 53 forms part of the power unit case 43.
  • Torque is transmitted from the transmission shaft to the output shaft through a gears.
  • the output shaft has an output shaft axis 54 as well as an output wheel 55, for example a notched-belt pulley that is arranged so as to rotate with the output shaft, outside the of power unit case 43. From the notched-belt pulley, torque is transmitted through a notched belt to, for example, an axle of a vehicle such as the rear axle of a motorcycle.
  • An oil pump is also provided in the power unit case 43.
  • the oil pump has an oil pump shaft that is supported in bearings so as to rotate about an oil pump shaft axis 57.
  • the oil pump also has an oil pump chamber 58 that is defined, closed off, or sealed, at least in part by an oil pump cover 59 that forms part of the power unit case 43.
  • the oil pump cover is located on the side of the power unit case 43 that is opposite to the side where the output wheel 55 is located.
  • the clutch cover 53 and the oil pump cover 59 are separate from one another.
  • the oil pump cover 59 is secured to an oil pump cover flange 60 on the power unit case 43.
  • a normal projection of the oil pump cover flange 60 onto the central plane 47 does not overlap a normal projection of the clutch cover flange 54 onto the central plane 47.
  • both the oil pump cover flange 60 and the complete oil pump cover 59 are closer to the central plane 47 than the clutch cover 53 and the clutch cover flange 54. Offsetting the oil pump cover 59 from the clutch cover 53 as shown relative to the central plane 47 provides additional space next to the oil pump cover 59 which can be used, for example, to located auxiliary assemblies.
  • the internal combustion engine 100 could be used to power a motorcycle 300, as shown in Fig. 5.
  • the motorcycle 300 has two wheels 302A, 302B, a handlebar 304 to steer the front wheel 302A, and a straddle-type seat 306.
  • the engine 100 is mounted to the frame 308 of the motorcycle 300 below the seat 306.
  • the engine 100 powers the motorcycle 300 by having the output shaft 22 operatively connected to the rear wheel 302B by a via a chain 310. It is contemplated that the engine 200 could similarly be used to power the motorcycle 300.
  • the internal combustion engine 100 could also be used to power an all-terrain vehicle (ATV) 350, as shown in Fig. 6.
  • the ATV 350 has two front wheels 352A, two rear wheels 352B, a handlebar 354 to steer the two front wheels 352A, and a straddle-type seat 356.
  • the engine 100 is mounted to the frame 358 of the ATV 350 below the seat 356.
  • the engine 100 powers the ATV 350 by having the output shaft 22 operatively connected to the two rear wheels 352B by a via a chain 360. It is contemplated that the engine 200 could similarly be used to power the ATV 350.
  • the internal combustion engine 100 or 200 described above could also be used to power other motorized recreational vehicle such as three-wheeled straddle-type vehicles, personal watercraft, snowmobiles, sports boats, outboard and inboard marine engines, aircraft, karts, and small utility vehicles.
  • motorized recreational vehicle such as three-wheeled straddle-type vehicles, personal watercraft, snowmobiles, sports boats, outboard and inboard marine engines, aircraft, karts, and small utility vehicles.

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  • 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)

Claims (15)

  1. Un moteur à combustion interne comprenant :
    un carter de groupe motopropulseur (1) ayant un carter (2), un carter de boîte de vitesses intégré (42), un premier flasque de vilebrequin du carter (36) et un second flasque de vilebrequin du carter (37);
    un vilebrequin (24) ayant des extrémités premières et secondes de vilebrequin (41, 31), le vilebrequin étant supporté pour la rotation autour d'un axe de vilebrequin (19) dans le carter, le carter de groupe motopropulseur ayant un plan central (39) défini comme un plan vertical étant perpendiculaire à l'axe du vilebrequin et entrecoupant le vilebrequin généralement à un point médian entre les deux extrémités du vilebrequin;
    un arbre de sortie (22) supporté pour la rotation autour d'un axe de l'arbre de sortie (23) dans le carter, l'axe de l'arbre de sortie et l'axe du vilebrequin définissant un plan de référence;
    une première pompe à huile (15) comprenant :
    une première chambre de pompe à huile (11) disposée au moins partiellement dans le carter de groupe motopropulseur;
    un arbre de pompe à huile (12) disposé au moins partiellement dans la première chambre de pompe à huile et étant supporté pour la rotation autour d'un axe d'arbre de pompe à huile (13), une projection normale à l'axe de l'arbre de pompe à huile suivant le plan de référence étant localisé entre l'axe du vilebrequin et l'axe de l'arbre de sortie; et
    un premier rotor de pompe à huile (14) disposé dans la première chambre de pompe à huile sur l'arbre de pompe à huile, afin d'être solidaire en rotation de celui-ci autour de l'axe de l'arbre de pompe à huile;
    un premier couvercle de boîte de vitesses (8) monté au premier flasque de vilebrequin du carter sur un premier côté du carter de groupe motopropulseur, le premier couvercle de boîte de vitesses étant amovible, et lorsque monté, faisant partie du carter de groupe motopropulseur, le premier couvercle de boîte de vitesses étant celui d'un couvercle d'embrayage (53) et d'un couvercle d'allumage (50); et
    un couvercle de pompe à huile (10) monté au second flasque de vilebrequin du carter sur le premier côté du carter de groupe motopropulseur pour fermer la première chambre de pompe à huile, le couvercle de pompe à huile étant amovible pour fournir l'accès à la première chambre de pompe à huile, et lorsque monté, faisant partie du carter de groupe motopropulseur, le couvercle de pompe à huile étant séparé du premier flasque de vilebrequin du carter.
  2. Le moteur selon la revendication 1, comprenant additionnellement un arbre de transmission (20) supporté dans le carter de boîte de vitesses pour la rotation autour d'un axe de l'arbre de transmission (21).
  3. Le moteur selon la revendication 2, dans lequel l'axe du vilebrequin est généralement parallèle à et espacé à la fois de l'axe de l'arbre de transmission et de l'axe de l'arbre de sortie.
  4. Le moteur selon les revendications 2 ou 3, comprenant plus loin :
    un entraînement primaire (25) disposé sur le vilebrequin pour entraîner l'arbre de transmission; et
    une série d'engrenages (26) disposés sur l'arbre de transmission pour entraîner l'arbre de sortie.
  5. Le moteur selon l'une quelconque des revendications 2 à 5, comprenant additionnellement:
    une chambre d'embrayage (52), dans laquelle une portion de l'arbre de transmission est disposée dans la chambre d'embrayage; et
    un embrayage (40) disposé sur l'arbre de transmission dans la chambre d'embrayage;
    dans lequel le premier flasque de vilebrequin du carter est un couvercle d'embrayage pour fermer la chambre d'embrayage, le couvercle d'embrayage étant amovible pour fournir l'accès à la chambre d'embrayage.
  6. Le moteur selon l'une quelconque des revendications 1 à 4, comprenant additionnellement :
    une chambre d'allumage (33), dans laquelle la première extrémité du vilebrequin est disposée dans la chambre d'allumage; et
    un système d'allumage - générateur (32) disposé sur la première extrémité du vilebrequin dans la chambre d'allumage;
    dans lequel le premier flasque de vilebrequin du carter est un couvercle d'allumage pour fermer la chambre d'allumage, le couvercle d'allumage étant amovible pour fournir l'accès à la chambre d'allumage.
  7. Le moteur selon l'une quelconque des revendications 1 à 6, dans lequel une projection normale du second flasque de vilebrequin du carter suivant le plan central ne recouvre pas une projection normale du premier flasque de vilebrequin du carter suivant le plan central.
  8. Le moteur selon l'une quelconque des revendications 1 à 7, dans lequel le second flasque de vilebrequin du carter est plus proche du plan central que le premier flasque de vilebrequin du carter.
  9. Le moteur selon la revendication 8, dans lequel le couvercle de pompe à huile complet est plus proche du plan central que le premier flasque de vilebrequin du carter.
  10. Le moteur selon l'une quelconque des revendications 1 à 9, comprenant additionnellement une roue de sortie (35) disposée sur l'arbre de sortie solidaire en rotation de celui-ci, la roue de sortie étant disposée à l'extérieur du carter de groupe motopropulseur adjacent au couvercle de pompe à huile.
  11. Le moteur selon la revendication 10, dans lequel la roue de sortie est celle d'une roue dentée et d'une poulie de courroie crantée.
  12. Le moteur selon les revendications 8 ou 9, comprenant additionnellement une roue de sortie disposée sur l'arbre de sortie, solidaire en rotation de celui-ci, la roue de sortie étant disposée à l'extérieur du carter de groupe motopropulseur, le couvercle de pompe à huile étant plus proche du plan central que la roue de sortie.
  13. Le moteur selon les revendications 8 ou 9, comprenant additionnellement une roue de sortie disposée sur l'arbre de sortie, solidaire en rotation de celui-ci, la roue de sortie étant disposée à l'extérieur du carter de groupe motopropulseur, le second flasque de vilebrequin du carter étant plus proche du plan central que la roue de sortie.
  14. Le moteur selon l'une quelconque des revendications 1 à 13, dans lequel la première chambre de pompe à huile disposée au moins partiellement dans le carter, une première portion d'extrémité de l'arbre de pompe à huile est disposée dans la première chambre de pompe à huile, et le premier rotor de pompe à huile est disposé sur la première portion d'extrémité; et
    comprenant additionnellement une seconde pompe à huile (18), la seconde pompe à huile comprenant :
    une seconde chambre de pompe à huile (16) disposée au moins partiellement dans le carter, une seconde portion d'extrémité de l'arbre de pompe à huile étant disposée dans la seconde chambre de pompe à huile; et
    un second rotor de pompe à huile (17) disposé dans la seconde chambre de pompage sur la seconde portion d'extrémité afin de tourner avec l'arbre de pompe à huile autour de l'axe de l'arbre de pompe à huile.
  15. Le moteur selon la revendication 14, dans lequel la première pompe est une pompe de succion et la seconde pompe est une pompe de pression.
EP06124080A 2005-11-14 2006-11-14 Système d'alimentation d'huile d'un moteur à combustion interne Active EP1785611B1 (fr)

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EP05110704 2005-11-14
EP06124080A EP1785611B1 (fr) 2005-11-14 2006-11-14 Système d'alimentation d'huile d'un moteur à combustion interne

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EP1785611B1 true EP1785611B1 (fr) 2007-10-31

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Publication number Priority date Publication date Assignee Title
JP6341169B2 (ja) * 2015-09-11 2018-06-13 マツダ株式会社 エンジンの燃料ポンプ取付構造
WO2021088896A1 (fr) * 2019-11-04 2021-05-14 赛格威科技有限公司 Moteur et carter de moteur associé

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DE326825C (de) * 1920-01-13 1920-10-04 Otto Landgraf Umlaufender Mehrzylindermotor, der in den Speichen eines Fahrrades eingebaut ist
GB579383A (en) * 1943-09-16 1946-08-01 Continental Aviat & Eng Corp Accessory mechanism and drive for aircraft engines
JP4197067B2 (ja) * 1998-10-28 2008-12-17 ヤマハ発動機株式会社 車両用エンジンの動力伝達装置
ES2278265T3 (es) * 2000-07-05 2007-08-01 Yamaha Hatsudoki Kabushiki Kaisha Motor.
JP2002339718A (ja) * 2001-05-16 2002-11-27 Yamaha Motor Co Ltd オイルタンク配置構造
CA2474986C (fr) * 2002-02-20 2007-12-04 Yamaha Hatsudoki Kabushiki Kaisha Dispositif de lubrification de moteur
JP4090961B2 (ja) * 2003-07-22 2008-05-28 本田技研工業株式会社 エンジンのクランクケース構造

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DE602006000195T2 (de) 2008-08-21
ATE377145T1 (de) 2007-11-15
DE602006000195D1 (de) 2007-12-13
EP1785611A1 (fr) 2007-05-16

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