EP2103786B1 - Appareil de lubrification pour moteurs - Google Patents

Appareil de lubrification pour moteurs Download PDF

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Publication number
EP2103786B1
EP2103786B1 EP09155281A EP09155281A EP2103786B1 EP 2103786 B1 EP2103786 B1 EP 2103786B1 EP 09155281 A EP09155281 A EP 09155281A EP 09155281 A EP09155281 A EP 09155281A EP 2103786 B1 EP2103786 B1 EP 2103786B1
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EP
European Patent Office
Prior art keywords
chamber
oil
crankshaft
engine
oil reservoir
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.)
Not-in-force
Application number
EP09155281A
Other languages
German (de)
English (en)
Other versions
EP2103786A3 (fr
EP2103786A2 (fr
Inventor
Jia-Ling Lee
Shin-Chang Lee
Chen-Tung Lai
Kuo-Fang Huang
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.)
Sanyang Industry Co Ltd
Original Assignee
Sanyang Industry 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
Priority claimed from TW97110015A external-priority patent/TWI388715B/zh
Priority claimed from TW97141849A external-priority patent/TW201016950A/zh
Priority claimed from TW98101479A external-priority patent/TW201028529A/zh
Application filed by Sanyang Industry Co Ltd filed Critical Sanyang Industry Co Ltd
Publication of EP2103786A2 publication Critical patent/EP2103786A2/fr
Publication of EP2103786A3 publication Critical patent/EP2103786A3/fr
Application granted granted Critical
Publication of EP2103786B1 publication Critical patent/EP2103786B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
    • F01M11/06—Means for keeping lubricant level constant or for accommodating movement or position of machines or engines
    • F01M11/062—Accommodating movement or position of machines or engines, e.g. dry sumps
    • F01M11/065—Position
    • 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
    • F01M1/04—Pressure lubrication using pressure in working cylinder or crankcase to operate lubricant feeding devices
    • 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

Definitions

  • the present invention relates to a lubrication apparatus for an engine, and more particularly, to a lubrication apparatus adapted to be used in a four-stroke internal combustion engine, where appropriate lubrication can be applied to the engine no matter the engine is situated at any state of declination.
  • a comparison between a four-stroke engine and a two-stroke engine shows that the former prevails over the latter in terms of cleaner exhaust and fuel saving.
  • compact-sized apparatuses for agricultural usage or compact-sized power devices for leisure usage have been changed into four-stroke engines, such as mowers, sawing machines, and so forth.
  • engines are required to be maneuvered at various angles of declination. This indicates that engine lubrication systems have to satisfy such demands that lubrication needs to accurately apply to engine components when engines are operated at various angles of declination.
  • hand-held four-stroke engines are, mostly, lubricated in such a manner that lubricant in an oil pan is first agitated by rotation of a fork, and then the lubricant is sucked into a crankcase for lubricating components such as a crankshaft, pistons and so forth.
  • a crankcase for lubricating components such as a crankshaft, pistons and so forth.
  • lubricant-level changed when engines are declined such that quantity of the lubricant to be agitated becomes less and less.
  • lubrication becomes insufficient and fails to achieve the purpose of lubrication.
  • Taiwan Patent No. I242622 ( US 2005/0274349 ) discloses a lubrication apparatus for a four-stroke engine, comprising a crankshaft chamber independently formed in a cylinder block of the engine, a camshaft chamber, and an oil reservoir chamber, incorporated additionally with an oil distributing chamber in communication with the above chambers.
  • the oil reservoir chamber stores lubricants, and there is arranged with an oil-suction piping path, together with a plurality of oil-suction orifices provided on wall of the oil-suction piping path, and an air-suction vent is provided at an end of the piping path.
  • EP 0887520 A1 considered to be the closest prior art, there is disclosed a lubrication apparatus for an engine which includes an oil suction pipe in communication with an oil chamber.
  • the pipe is elastic, with a weight at its free end to ensure that the pipe tilts in the oil chamber so it is always positioned at the low end of the chamber.
  • the teaching of this document has not been used to set the pre-characterising portion of claim 1.
  • the object of the present invention is to provide a lubrication apparatus for an engine, comprising a crankshaft chamber, a camshaft chamber, and an oil reservoir chamber.
  • the crankshaft chamber is in communication with a space underneath a piston, and includes a crankshaft chamber inlet and a crankshaft chamber outlet.
  • the oil reservoir chamber is provided for storing lubricants.
  • An oil-suction piping path is provided in the oil reservoir chamber, and is communicated between the crankshaft chamber inlet and the oil reservoir chamber.
  • a first one-way valve is arranged between the crankshaft chamber and the oil reservoir chamber, where a valve inlet and a valve outlet are communicated, respectively, with the crankshaft chamber outlet and the oil reservoir chamber.
  • the oil-suction piping path includes, among others, a rotatable pipe which is pivotally arranged along an axis of a cylinder block.
  • the rotatable pipe includes a plurality of oil-suction orifices located at wall of the rotatable pipe and an air-suction vent at an end of the rotatable pipe. No matter the engine is situated any state of declination, the air-suction vent is kept above a surface of the lubricant, and that at least one of the oil-suction orifices is kept under the surface of the lubricant.
  • the lubrication apparatus for an engine can supply an appropriate amount of lubricant to corresponding chambers either at a rising stroke or at a descending stoke of the piston.
  • a four-stroke engine can be appropriately lubricated, namely, unlike the conventional fork-supply manner which has an un-predetermined quantity of lubricant, or the prior art supply manner which has an over-supply of lubricant.
  • a crankshaft chamber may be defined by an upper crankcase and a lower crankcase which are anchored to each other.
  • the oil-suction piping path may further include, in sequence, an oil-pan built-in passage, a connecting pipe, and a lower-crankcase built-in passage.
  • the oil-pan built-in passage is connected with the rotatable pipe, and that the lower-crankcase built-in passage with the crankshaft chamber inlet.
  • the rotatable pipe may include a C-shaped tube.
  • the lubrication apparatus for an engine may further include a rocker arm chamber which, through a first communicating passage, is communicated with the crankshaft chamber.
  • a rocker arm chamber which, through a first communicating passage, is communicated with the crankshaft chamber.
  • the first communicating passage there is provided with a second one-way valve, where an inlet and an outlet of the second one-way valve are in communication with the rocker arm chamber and the camshaft chamber, respectively.
  • the camshaft chamber can, through a second communicating passage, be communicated with the oil reservoir chamber.
  • the camshaft chamber can, through two communicating passages, be communicated with the oil reservoir chamber and the crankshaft chamber, respectively.
  • a one-way relief valve for pressure release In one of the two communicating passages there is arranged with a one-way relief valve for pressure release, wherein a valve inlet and a valve outlet of the one-way relief valve are communicated with the oil reservoir chamber and the camshaft chamber, respectively.
  • the two communicating passages may be two piping paths independent from each other, or both have a common path section.
  • the lubrication apparatus for an engine may further include a rocker arm chamber.
  • a second one-way valve is arranged between the rocker arm chamber and the crankshaft chamber, such that the rocker arm chamber and the crankshaft chamber are in a one-way communication, and that a valve inlet and a valve outlet of the second one-way valve are communicated with the rocker arm chamber and the crankshaft chamber, respectively.
  • the lubrication apparatus is installed in a four-stroke engine including a cylinder block 21, an upper crankcase 22, a lower crankcase 23, and an oil pan 24.
  • the upper crankcase 22 and the cylinder block 21 are integrally made in one piece; or on the other hand, are made separately from each other.
  • the lower crankcase 23 and the upper crankcase 22 are configurated correspondingly to each other, and are anchored to each other by bolts.
  • the upper crankcase 22 is formed, at underside, with a concave; and the lower crankcase 23 is formed, both at top and underside, with a concave, respectively.
  • a crankshaft chamber 11 is defined, together, by the lower concave of the upper crankcase 22 and the upper concave of the lower crankcase 23.
  • An oil reservoir chamber 13 is defined, together, by the lower concave of the lower crankcase 23 and the oil pan 24.
  • a crankshaft 29 is arranged in the crankshaft chamber 11, such that when the engine runs, the crankshaft 29 revolves.
  • the cylinder block 21 is, inside, provided with a piston 25, and that the crankshaft chamber 11 is communicated with an internal space of the cylinder block 21, namely is communicated with a space underneath the piston 25.
  • the rocker arm assembly 27 is, in a power-connection manner, connected with the cam device 28, and complies with the piston stroke for a timing control manner, so that air-fuel mixture and inlet/exhaust gas can be controlled.
  • the lubrication apparatus for an engine comprises the crankshaft chamber 11, the camshaft chamber 12, and the oil reservoir chamber 13.
  • the crankshaft chamber 11 includes a crankshaft chamber inlet 111 and a crankshaft chamber outlet 112.
  • the oil reservoir chamber 13 is provided for storing lubricants, where an oil-suction piping path is provided in the oil reservoir chamber 13, and the oil reservoir chamber 13 is communicated with the crankshaft chamber 11 through the oil-suction piping path.
  • the oil-suction piping path includes, in sequence, a rotatable pipe 15, an oil-pan built-in passage 16, a connecting pipe 17, and a lower-crankcase built-in passage 18.
  • the lower-crankcase built-in passage 18 is in connection with the crankshaft chamber inlet 111, and the rotatable pipe 15 is pivotally arranged along an axis X of the cylinder block 21.
  • the rotatable pipe 15 includes three oil-suction orifices 152 located at wall of the rotatable pipe 15 and an air-suction vent 151 at an end of the rotatable pipe 15.
  • the rotatable pipe 15 is so designed that no matter the engine is situated at any state of declination, the air-suction vent 151 is kept above a surface of the lubricant and is communicated with the oil reservoir chamber 13, and that at least one of the three oil-suction orifices 152 is kept under the surface of the lubricant. Details of the rotatable pipe 15 will be described later.
  • the oil-suction orifices 152 can be so arranged that under a planar visual angle, all the oil-suction orifices 152 are located at a remotest edge of the rotatable pipe 15.
  • this plane is constituted by the axis X of the cylinder block 21 and an axis Y of the crankshaft 29.
  • Such a plane happens to be a plane on which the engine is posed rightly.
  • the object of the present invention i.e. "appropriate lubrication can be applied to the engine even though the engine is situated at various angles of declination" can be achieved easily.
  • FIG. 2 shows clearly a relationship of the special arrangement of the oil-suction orifices 152.
  • a first one-way valve 19 is arranged between the crankshaft chamber 11 and the oil reservoir chamber 13, where a valve inlet 191 and a valve outlet 192 of the first one-way valve 19 are communicated, respectively, with the crankshaft chamber outlet 112 and the oil reservoir chamber 13, such that the lubricant can backflow from the crankshaft chamber 11, through a specific path, into the oil reservoir chamber 13.
  • the rotatable pipe 15 includes a C-shaped tube 15a and a straight tube 15b, wherein the straight tube 15b is provided with an upper portion 154 and a lower portion 153 which are opposite to each other, and independent from each other.
  • the lower portion 153 is communicated with the C-shaped tube 15a, whereas the upper portion 154 is provided with a side opening 155.
  • the rotatable pipe 15 can be pivotal such that the C-shaped tube 15a pivots about the straight tube 15b.
  • the side opening 155 is located adjacent to a center of the oil reservoir chamber 13 and slightly above the surface of the lubricant.
  • FIGs. 4 and 6 cross-sectional views illustrating recycle of lubricant in the rocker arm chamber 26, as viewed from different angles, according to the present invention
  • the rocker arm chamber 26 is, through a first communicating passage 14, communicated with the crankshaft chamber 11.
  • a second one-way valve 31 is arranged in the first communicating passage 14, such that the second one-way valve 31 opens toward the crankshaft chamber 11, namely, a valve inlet 311 is communicated with the rocker arm chamber 26 and a valve outlet 312 with the crankshaft chamber 11.
  • position P and position Q (indicates an outlet of the first communicating passage 14) are independent and separated from each other, though actually both the two positions P,Q are in the first communicating passage 14. The interrelation between the two positions P,Q can be clarified if reference is made to FIG 6 .
  • FIG 7 a cross-sectional view illustrating recycle of lubricant in the camshaft chamber according to the first embodiment of the present invention
  • the camshaft chamber 12 is, through a second communicating passage 30, communicated with the oil reservoir chamber 13.
  • the upper portion 154 of the rotatable pipe 15 is connected to a passage inside the lower crankcase 23.
  • lubrication-recycle paths of the rocker arm chamber 26 and of the camshaft chamber 12 are all constituted by the upper portion 154 of the rotatable pipe 15 together with built-in passages formed in the lower crankcase 23, the upper crankcase 22, and the cylinder block 21.
  • FIG. 5 a cross-sectional view illustrating lubricant applied in the camshaft chamber/rocker arm chamber according to the first embodiment of the present invention, a view taken from a view angle different from that taken from FIG. 4 , it is noted that the path for flowing the lubricant for lubricating the camshaft chamber 12 is the same as the path for recycling the lubricant, and this is achieved by the second communicating passage 30. Because the art of oil passage built in the crankcase has been well known, no further description therefor is necessary.
  • FIGs. 2 , 4 and 7 during a rising stroke of the piston 25, a negative-pressure status is produced in the crankshaft chamber 11. Due to the negative pressure, air is sucked into the oil-suction piping path through the air-suction vent 151, a pressure difference produced by a rapid flow of the air in the narrowed piping path will atomize the lubricant sucked through the oil-suction orifices 152. The atomized lubricant in the oil reservoir chamber 13 will, through the oil-suction piping path, reach to the crankshaft chamber 11, so that components inside the engine can be lubricated.
  • FIG 2 shows that during a rising stroke of the piston 25, the lubricant, due to the pressure difference, will not flow back into the oil reservoir chamber 13 from the first one-way valve 19.
  • the lubricant in the camshaft chamber 12 and in the rocker arm chamber 26, due to a positive pressure difference against the oil reservoir chamber 13, can flow back into the oil reservoir chamber 13 through the second communication passage 30 and the side opening 155, relating to a recycle for the lubricant.
  • arrows indicate a flowing direction of the lubricant at this stage.
  • FIGs. 2 and 5 it should be noted that in spite of the fact that FIG 2 shows schematically a rising stroke of the piston 25, this figure is only used for explaining as to how, under the same structure, the engine is to be lubricated during a descending stroke.
  • the crankshaft chamber 11 produces, through the same structure as shown in FIG 2 , a positive pressure.
  • the positive pressure is so functioned as to discharge, from the crankshaft chamber 11, a great amount of the lubricant to the oil reservoir chamber 13 through the first one-way valve 19.
  • the lubricant in the oil reservoir chamber 13 due to a negative pressure difference for the camshaft chamber 12 and the rocker arm chamber 26 against the oil reservoir chamber 13, can flow to the camshaft chamber 12 and the rocker arm chamber 26 through the side opening 155, the upper portion 154, and the second communicating passage 30 so as to lubricate the cam device 28 and the rocker ann assembly 27.
  • the second one-way valve 31 in the first communicating passage 14 will stop the lubricant flowing from the crankshaft chamber 11 to the rocker ann chamber 26.
  • Arrows in FIG. 5 indicates a flowing direction of the lubricant at this stage.
  • a forced lubrication is applied. That is to say, the negative-pressure effect is used to bring the lubricant, during the rising stroke of the piston 25, to the crankshaft chamber 11 for lubrication; while during the descending stroke of the piston 25, to bring the lubricant to the camshaft chamber 12 for lubrication.
  • recycle of the lubricant is carried out during the two strokes so as to solve, effectively, the problem of the prior art where quantity of lubricant supplied by the negative-pressure effect for lubricating the engine is much more than what is actually required.
  • FIGs. 8 and 10 cross-sectional views illustrating recycle of lubricant in the rocker arm chamber, as viewed from different angles, according to the second embodiment of the present invention, the second embodiment is substantially similar to the first embodiment, in terms of structure, except that a one-way relief valve 32 for pressure release is arranged on a third communicating passage 30a which acts to communicate the oil reservoir chamber 13 and the camshaft chamber 12.
  • the rocker ann chamber 26 is, through the first communicating passage 14, communicated with the crankshaft chamber 11.
  • the second one-way valve 31 is arranged in the first communicating passage 14, such that the second one-way valve 31 opens toward the crankshaft chamber 11, namely, the valve inlet 311 is communicated with the rocker arm chamber 26 and the valve outlet 312 with the crankshaft chamber 11.
  • position P and position Q shown in FIG. 8 can correspond to those shown in FIG 10 .
  • FIG 9 is a cross-sectional view illustrating communication of the oil reservoir chamber and the camshaft chamber
  • FIG 11 is a cross-sectional view illustrating communications between the camshaft chamber and the crankshaft chamber according to the second embodiment of the present invention
  • a fourth communicating passage 113a is interposed between the crankshaft chamber 11 and the camshaft chamber 12.
  • the third communicating passage 30a is provided between the oil reservoir chamber 13 and the camshaft chamber 12; and that in the third communicating passage 30a there is provided with the one-way relief valve 32, with a valve inlet 321 communicated with the oil reservoir chamber 13, and with a valve outlet 322 communicated with the camshaft chamber 12.
  • the crankshaft chamber 11 When the piston 25 is under a descending stroke, the crankshaft chamber 11 has a pressure greater than that of the camshaft 12. After lubricating relevant components of the crankshaft chamber 11, the lubricant, on the one hand, through the first one-way valve 19, flows back into the oil reservoir chamber 13 in a great amount; and on the other, a little amount of the lubricant is delivered, through the fourth communicating passage 113a, to the camshaft chamber 12 to lubricate relevant components.
  • the second one-way valve 31 (see FIG 10 ) of the first communicating passage 14 acts to retard the lubricant flowing from the crankshaft chamber 11 to the rocker arm chamber 26, so that an inappropriate and additional amount of the lubricant can be avoided.
  • the camshaft chamber 12 has a pressure greater than that of the crankshaft chamber 11, and because the lubricant in the camshaft chamber 12 cannot flow reversely back to the oil reservoir chamber 13 through the one-way relief valve 32, the lubricant in the camshaft chamber 12, due to a pressure difference, is sucked back to the crankshaft chamber 11 through the fourth communicating passage 113a.
  • the rocker arm chamber 26, relative to the crankshaft chamber 11, has a positive pressure difference. As such, part of the lubricant in the rocker arm chamber 26 will flow into the crankshaft chamber 11 through the first communicating passage 14 and the second one-way valve 31. In other words, the rocker arm chamber 26 can use the first communicating passage 14 as a path for flowing the lubricant back to the crankshaft chamber 11 so as to discharge the lubricant effectively
  • FIGs. 8 , 9 and 11 , and to 12 a cross-sectional view illustrating layout of the third communicating passage 30a and the fourth communicating passage 113a independent from each other according to the second embodiment of the present invention.
  • Location marks M1, N1, F, and G are employed for explanation conveniently.
  • FIG. 13 a cross-sectional view illustrating a lubrication apparatus for an engine according to a third embodiment of the present invention
  • FIG 14 a cross-sectional view illustrating the lubrication apparatus for an engine according to the third embodiment of the present invention, as viewed from a different angle
  • FIG 15 a cross-sectional view illustrating a common section for a fifth communicating passage and a sixth communicating passage according to the third embodiment of the present invention, this embodiment is similar to the second embodiment, except that the former adopts a three-way path to communicates the crankshaft chamber 11, the oil reservoir chamber 13, and the camshaft chamber 12.
  • first, second and third path sections P1, P2, P3 extending from an intersection O, wherein the first path section P1 is communicated with the crankshaft chamber 11, the second path section P2 with the camshaft chamber 12, and the third path section P3 with the oil reservoir chamber 13.
  • the camshaft chamber 12 and the oil reservoir chamber 13 are communicated with each other through the second path section P2 and the third path section P3 which constitute a fifth communicating passage 30b; whereas the camshaft chamber 12 and the crankshaft chamber 11 are communicated with each other through the first path section P1 and the second path section P2 which constitute a sixth communicating passage 113b.
  • the third one-way valve 32 of the fifth communicating passage 30b is arranged in the third path section P3.
  • Both the fifth and the sixth communicating passages 30b, 113b have a common path section, i.e. the second path section P2.
  • the path for pressure release can alternatively be an external piping path, and it is not intended to limit it to the built-in version in the embodiment.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)

Claims (8)

  1. Un appareil de lubrification pour un moteur, comprenant :
    une chambre de vilebrequin (11), en communication avec un espace sous un piston (25), et comprenant un orifice d'entrée de chambre de vilebrequin (111) et un orifice de sortie de chambre de vilebrequin (112),
    une chambre de culbuteur (26) qui, par l'intermédiaire d'un premier passage de communication (14), est en communication avec la chambre de vilebrequin (11),
    une chambre d'arbre à came (12), et
    une chambre de réservoir d'huile (13) pour le stockage de lubrifiants,
    où un trajet de tuyauterie d'aspiration d'huile est disposé dans la chambre de réservoir d'huile et est en communication entre l'orifice d'entrée de la chambre de vilebrequin (111) et la chambre de réservoir d'huile (13), et où le trajet de tuyauterie d'aspiration d'huile comprend un tuyau rotatif (15) qui est agencé de manière pivotante le long d'un axe d'un bloc cylindre, un évent d'aspiration d'air (151) à une extrémité du tuyau rotatif (15), et quelle que soit la position du moteur à tout état de déclinaison, l'évent d'aspiration d'air (151) est maintenu au-dessus d'une surface du lubrifiant, et au moins un des orifices d'aspiration d'huile (152) est maintenu sous la surface du lubrifiant, où le tuyau rotatif (15) comprend une pluralité d'orifices d'aspiration d'huile (152) situés sur une paroi du tuyau rotatif (15) et caractérisé en ce qu'un premier clapet de non-retour (19) est agencé entre la chambre de vilebrequin (11) et la chambre de réservoir d'huile (13), où un orifice d'entrée de soupape (191) et un orifice de sortie de soupape (192) sont en communication, respectivement, avec la l'orifice de sortie de la chambre de vilebrequin (112) et la chambre de réservoir d'huile (13) et en ce que, dans le premier passage de communication (14), est disposé un deuxième clapet de non-retour (31), et un orifice d'entrée de soupape (311) et un orifice de sortie de soupape (312) du deuxième clapet de non-retour (31) sont en communication avec la chambre de culbuteur (26) et la chambre de vilebrequin (11), respectivement.
  2. L'appareil de lubrification pour un moteur selon la Revendication 1, où le trajet de tuyauterie d'aspiration d'huile comprend en outre, en séquence, un passage intégré de carter d'huile, un tuyau de raccordement et un passage intégré de carter inférieur, et où le passage intégré de carter d'huile est raccordé au tuyau rotatif et le passage intégré de carter inférieur à l'orifice d'entrée de la chambre de vilebrequin.
  3. L'appareil de lubrification pour un moteur selon la Revendication 1, où la chambre d'arbre à came est, par l'intermédiaire d'un deuxième passage de communication, en communication avec la chambre de réservoir d'huile.
  4. L'appareil de lubrification pour un moteur selon la Revendication 1, où la chambre d'arbre à came est, par l'intermédiaire de deux passages de communication, en communication avec la chambre de réservoir d'huile et la chambre de vilebrequin, respectivement, et dans l'un des deux passages de communication, est agencé un clapet de décharge de non-retour pour une libération de pression, et où un orifice d'entrée de soupape et un orifice de sortie de soupape du clapet de décharge de non-retour sont en communication avec la chambre de réservoir d'huile et la chambre d'arbre à came, respectivement.
  5. L'appareil de lubrification pour un moteur selon la Revendication 4, où les deux passages de communication se réfèrent à un troisième passage de communication et un quatrième passage de communication qui sont tous les deux indépendants l'un de l'autre.
  6. L'appareil de lubrification pour un moteur selon la Revendication 4, où les deux passages de communication se réfèrent à un cinquième passage de communication et un sixième passage de communication qui ont tous les deux une partie de trajet en commun.
  7. L'appareil de lubrification pour un moteur selon la Revendication 1, où le tuyau rotatif comprend un tube en forme de C.
  8. L'appareil de lubrification pour un moteur selon la Revendication 1, où la chambre de vilebrequin est définie par un carter supérieur et un carter inférieur qui sont ancrés l'un à l'autre.
EP09155281A 2008-03-21 2009-03-16 Appareil de lubrification pour moteurs Not-in-force EP2103786B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
TW97110015A TWI388715B (zh) 2008-03-21 2008-03-21 Engine lubrication device
TW97141849A TW201016950A (en) 2008-10-30 2008-10-30 Engine lubrication device
TW98101479A TW201028529A (en) 2009-01-16 2009-01-16 Lubrication device for engine

Publications (3)

Publication Number Publication Date
EP2103786A2 EP2103786A2 (fr) 2009-09-23
EP2103786A3 EP2103786A3 (fr) 2010-12-15
EP2103786B1 true EP2103786B1 (fr) 2012-07-04

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP09155281A Not-in-force EP2103786B1 (fr) 2008-03-21 2009-03-16 Appareil de lubrification pour moteurs

Country Status (2)

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US (1) US20090235894A1 (fr)
EP (1) EP2103786B1 (fr)

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JP5414477B2 (ja) * 2009-11-26 2014-02-12 株式会社やまびこ ４サイクルエンジンの潤滑装置
JP2012057554A (ja) * 2010-09-09 2012-03-22 Makita Corp ４サイクルエンジンの潤滑構造
CN103511019B (zh) * 2012-06-15 2016-12-21 苏州科瓴精密机械科技有限公司 发动机供油系统
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US20090235894A1 (en) 2009-09-24
EP2103786A2 (fr) 2009-09-23

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