EP0881365B1 - An engine structure for internal combustion engines - Google Patents
An engine structure for internal combustion engines Download PDFInfo
- Publication number
- EP0881365B1 EP0881365B1 EP98830316A EP98830316A EP0881365B1 EP 0881365 B1 EP0881365 B1 EP 0881365B1 EP 98830316 A EP98830316 A EP 98830316A EP 98830316 A EP98830316 A EP 98830316A EP 0881365 B1 EP0881365 B1 EP 0881365B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- duct
- structure according
- engine
- engine structure
- engine block
- 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
Links
Images
Classifications
-
- 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
- F02B67/00—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for
- F02B67/04—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus
-
- 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
Definitions
- the present invention relates to an engine structure for internal combustion engines.
- engine structure is used to mean the assembly consisting of the engine block and crankcase and the built-in auxiliary services driven by the engine, in particular, the lubricating pump and the suction unit, that is, a device designed to continuously generate a vacuum in a chamber connected to the auxiliary services which require negative pressure for their operation, such as, for example, the brake system of modern cars.
- auxiliary services are separate from the engine block and are driven through transmission belts.
- the lubricating arrangement attached end face at the engine housing of a reciprocating piston engine is surrounded by an oil pump housing which is composed of two housing parts cast of magnesium.
- the lubricating oil pumps are preassemblable in the oil pump housing.
- the lubricating arrangement comprises a pressure pump by means of which lubricating oil is fed to the bearing places of a V-engine, and a further gear pump which serves as suction pump for sucking lubricating oil out of the turbochargers.
- a tandem pump arrangement comprising a first pump having two meshing gears of different pitch diameter, the drive thereby of the gear having the smaller pitch diameter is at a higher speed.
- a second pump has an input connected to be driven by the gear with the smaller pitch diameter with the result that the second pump is driven through the first pump at increased speed with an overdrive ratio determined by the ratio of the pitch diameters of the gears.
- One aspect of the present invention is to provide an engine structure that comprises an engine block, a crankshaft with at least one first gear wheel keyed to it, means for creating suction and means for distributing lubricating fluid under pressure and where the first gear wheel meshes with a second gear wheel that directly drives the means for creating suction and with a third gear wheel that drives the means for distributing lubricating fluid under pressure.
- Another aspect of the present invention is to provide an engine structure that comprises an engine block, a crankshaft with at least one first gear wheel keyed to it and auxiliary means for creating suction or for distributing lubricating fluid under pressure and where the engine block has at least one hollow to house said auxiliary means.
- a further aspect of the present invention is to provide an engine structure that comprises an engine block, a crankshaft with at least one first gear wheel keyed to it, means for creating suction and means for distributing lubricating fluid under pressure through suitable supply and delivery ducts and where at least one of these ducts lies mainly outside the engine block.
- Yet another aspect of the present invention is to provide an engine structure that comprises an engine block, a crankshaft with at least one first gear wheel keyed to it and consisting of a cup gear which provides enough space for an oil seal without increasing the overall dimensions.
- the numeral 1 indicates an internal combustion engine block from which the end of a crankshaft 2 protrudes, the latter having keyed to it a first cup-shaped gear wheel 3, that is to say, a gear wheel whose teeth 4 lie in a plane that is axially offset with respect to the wheel hub 5 (see Figure 2) in such a way as to create the space necessary for the ideal positioning of an oil seal 40 without increasing the overall dimensions of the gear.
- the first gear wheel 3 (not illustrated in this Figure) meshes with a second gear wheel 6 keyed to the shaft 7 of a rotor 8 of a suction unit 9 designed to generate a vacuum, for example for the brake system of a motor vehicle.
- the suction unit 9 is mounted inside a first box-shaped element 11, located in a first hollow 10, preferably blind, made in the engine block 1.
- the end wall 12 of the first hollow 10 is used as a reference for locating the box-shaped element 11 in which the suction unit 9 is fitted. In this way, the clearance between the rotor 8 of the suction unit and the end wall 12 of the first hollow 10 is reduced to a minimum, depending solely on the tolerances T of the first box-shaped element 11 and that of the rotor 8 (since the first box-shaped element 11 is always in contact with the end wall 12 of the hollow 10, as can be seen in Figure 4).
- the first gear wheel 3 also meshes with a third gear wheel 13 (see Figure 2) keyed to the shaft 14 of the rotor 19 of a lubricating pump 15.
- the pump 15 is mounted inside a second box-shaped element 17 located in a second blind hollow 16 made in the engine block 1.
- the end wall 18 of the second hollow 16 is used as a reference for locating the box-shaped element 17 in which the pump 15 is fitted.
- the clearance between the rotor 19 of the pump 15 and the end wall 18 of the second hollow 16 is reduced to a minimum, depending, in this case too, solely on the tolerances between the depth of the second box-shaped element 17 and that of the rotor 19.
- the second box-shaped element 17 comprises a cover 21 that protrudes from said second hollow 16 and that has made in it a first chamber 22 into which the supply duct 23 of the pump 15 leads, in the direction of the arrows F (a part of the supply duct is illustrated in Figures 1 and 2) and a second chamber 24 from which the delivery duct 25 of the pump 15 branches (the connecting port of the delivery duct is illustrated in Figure 1).
- first chamber 22 and the second chamber 24 are made around the bearing S of a shaft which mounts the third gear wheel 13 and have the same width as the bearing so as not to increase the overall dimensions of the unit.
- the supply duct 23 and the delivery duct 25 of the engine block 1 communicate with the cover 21 of the box-shaped element 17 through corresponding connecting ducts 23' and 25' (partly illustrated in Figure 1) which lie mainly on the outside of the engine block 1, thus eliminating the need to make the ducts entirely in the engine block 1 using complicated and costly processes.
- the connecting ducts 23' and 25' connect with corresponding ports (not illustrated) made in the engine block 1 and which, after the second box-shaped element 17 has been fitted, lead into the corresponding first and second chambers 22 and 24 in the second box shaped element 17 itself.
- the engine block 1 has made in it the first and second hollows 12 and 16 to house the corresponding box shaped elements 11 and 17 each of which has its own fluid supply and delivery ducts.
- the suction unit 9 is supplied with oil from the engine sump (not illustrated) so that the rotor 8 can be lubricated through a first duct 41 that leads into the area labelled 41' in Figure 3.
- the rotor 8 creates a vacuum in a second suction duct 42 which communicates with the related service tank.
- the delivery of the rotor 8, which consists of air mixed with oil, is in turn supplied to a third duct 43 made in the front wall of the first box-shaped element 11 and from here, the mixture is fed back into the engine sump and recycled.
- the three ducts 41, 42 and 43 of the suction unit 9 are made in and lie entirely inside the engine block 1 which, once these elements have been assembled, is closed by a simple guard, labelled C in the accompanying drawings, without necessitating special machine processes or sealing elements and thereby also reducing the axial dimensions of the engine block 1 as a whole.
- the valve 26 is designed to enable a part of the fluid delivered by the pump 15 to the delivery duct 25 to be diverted directly into the supply duct 23 through the bypass duct 27 when the delivery pressure of the pump 15 exceeds a preset value.
- the regulating valve 26 consists of a shutter element 30, preferably cylindrical, fitted in a first section 28 of the bypass duct 27. At a first end of it, the shutter element 30 communicates with the delivery duct 25 of the pump 15 and, close to a second end, it has a plurality of radial holes 31.
- the second end of the cylindrical element 30 has a shutting element 32 pushed by a spring 33 that is preloaded by a preset, adjustable value, the spring having one end resting against the shutting element 32 and the other end resting against a stop element 34.
- the spring 33 and the shutting element 32 are positioned inside a second section 29 of the bypass duct that is larger in diameter than the first section 28 and that communicates with the suction duct 23 of the pump 15.
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)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Abstract
Description
- The present invention relates to an engine structure for internal combustion engines.
- The term "engine structure" is used to mean the assembly consisting of the engine block and crankcase and the built-in auxiliary services driven by the engine, in particular, the lubricating pump and the suction unit, that is, a device designed to continuously generate a vacuum in a chamber connected to the auxiliary services which require negative pressure for their operation, such as, for example, the brake system of modern cars.
- In engines known up to now, said auxiliary services are separate from the engine block and are driven through transmission belts.
- This type of installation has the serious disadvantage that, if a transmission belt breaks, the auxiliary service driven by that belt stops working, creating serious risks for the safety of the engine and for the vehicle on which the engine is installed.
- From EP-0 305 689 is known a lubricating arrangement realised according to features of the preamble of
Claim 1. - The lubricating arrangement attached end face at the engine housing of a reciprocating piston engine is surrounded by an oil pump housing which is composed of two housing parts cast of magnesium. The lubricating oil pumps are preassemblable in the oil pump housing. The lubricating arrangement comprises a pressure pump by means of which lubricating oil is fed to the bearing places of a V-engine, and a further gear pump which serves as suction pump for sucking lubricating oil out of the turbochargers.
- In document US-4 586 468 a tandem pump arrangement is disclosed comprising a first pump having two meshing gears of different pitch diameter, the drive thereby of the gear having the smaller pitch diameter is at a higher speed. A second pump has an input connected to be driven by the gear with the smaller pitch diameter with the result that the second pump is driven through the first pump at increased speed with an overdrive ratio determined by the ratio of the pitch diameters of the gears. The aim of the present invention is to overcome the disadvantages mentioned above by providing an engine structure that utilizes existing space and does not therefore increase the overall dimensions of the engine.
- One aspect of the present invention is to provide an engine structure that comprises an engine block, a crankshaft with at least one first gear wheel keyed to it, means for creating suction and means for distributing lubricating fluid under pressure and where the first gear wheel meshes with a second gear wheel that directly drives the means for creating suction and with a third gear wheel that drives the means for distributing lubricating fluid under pressure.
- Another aspect of the present invention is to provide an engine structure that comprises an engine block, a crankshaft with at least one first gear wheel keyed to it and auxiliary means for creating suction or for distributing lubricating fluid under pressure and where the engine block has at least one hollow to house said auxiliary means. A further aspect of the present invention is to provide an engine structure that comprises an engine block, a crankshaft with at least one first gear wheel keyed to it, means for creating suction and means for distributing lubricating fluid under pressure through suitable supply and delivery ducts and where at least one of these ducts lies mainly outside the engine block.
- Yet another aspect of the present invention is to provide an engine structure that comprises an engine block, a crankshaft with at least one first gear wheel keyed to it and consisting of a cup gear which provides enough space for an oil seal without increasing the overall dimensions.
- The technical characteristics of the invention according to the above mentioned aim are described in the claims below and the advantages of the invention will become more apparent from the detailed description which follows, with reference to the accompanying drawings, which illustrate a preferred embodiment of the invention and in which:
- Figure 1 is a partial, schematic cross section of an engine structure according to the present invention;
- Figure 2 is a section of Figure 1 along line II-II;
- Figure 3 is a section of Figure 1 along line III-III;
- Figure 4 is an enlarged detail of a part of Figure 3.
- According to the accompanying drawings, the
numeral 1 indicates an internal combustion engine block from which the end of acrankshaft 2 protrudes, the latter having keyed to it a first cup-shaped gear wheel 3, that is to say, a gear wheel whoseteeth 4 lie in a plane that is axially offset with respect to the wheel hub 5 (see Figure 2) in such a way as to create the space necessary for the ideal positioning of anoil seal 40 without increasing the overall dimensions of the gear. - With reference to Figure 3, the first gear wheel 3 (not illustrated in this Figure) meshes with a
second gear wheel 6 keyed to theshaft 7 of arotor 8 of asuction unit 9 designed to generate a vacuum, for example for the brake system of a motor vehicle. Thesuction unit 9 is mounted inside a first box-shaped element 11, located in a first hollow 10, preferably blind, made in theengine block 1. - The
end wall 12 of the first hollow 10 is used as a reference for locating the box-shaped element 11 in which thesuction unit 9 is fitted. In this way, the clearance between therotor 8 of the suction unit and theend wall 12 of thefirst hollow 10 is reduced to a minimum, depending solely on the tolerances T of the first box-shaped element 11 and that of the rotor 8 (since the first box-shaped element 11 is always in contact with theend wall 12 of the hollow 10, as can be seen in Figure 4). Thefirst gear wheel 3 also meshes with a third gear wheel 13 (see Figure 2) keyed to theshaft 14 of therotor 19 of a lubricatingpump 15. The cup shape of thefirst gear wheel 3, besides providing space for fitting theoil seal 40, makes it possible to drive thesecond gear wheel 6 and thethird gear wheel 13 even if the teeth of these wheels lie in a plane that is quite far away from the outer surface of theengine block 1. - The
pump 15 is mounted inside a second box-shaped element 17 located in a secondblind hollow 16 made in theengine block 1. - The
end wall 18 of thesecond hollow 16 is used as a reference for locating the box-shaped element 17 in which thepump 15 is fitted. Thus, as for the unit described above, the clearance between therotor 19 of thepump 15 and theend wall 18 of thesecond hollow 16 is reduced to a minimum, depending, in this case too, solely on the tolerances between the depth of the second box-shaped element 17 and that of therotor 19. - The second box-
shaped element 17 comprises acover 21 that protrudes from said second hollow 16 and that has made in it afirst chamber 22 into which thesupply duct 23 of thepump 15 leads, in the direction of the arrows F (a part of the supply duct is illustrated in Figures 1 and 2) and asecond chamber 24 from which thedelivery duct 25 of thepump 15 branches (the connecting port of the delivery duct is illustrated in Figure 1). - It should be noticed that the
first chamber 22 and thesecond chamber 24 are made around the bearing S of a shaft which mounts thethird gear wheel 13 and have the same width as the bearing so as not to increase the overall dimensions of the unit. - Looking in more detail, the
supply duct 23 and thedelivery duct 25 of theengine block 1 communicate with thecover 21 of the box-shaped element 17 throughcorresponding connecting ducts 23' and 25' (partly illustrated in Figure 1) which lie mainly on the outside of theengine block 1, thus eliminating the need to make the ducts entirely in theengine block 1 using complicated and costly processes. Theconnecting ducts 23' and 25' connect with corresponding ports (not illustrated) made in theengine block 1 and which, after the second box-shaped element 17 has been fitted, lead into the corresponding first andsecond chambers element 17 itself. - In other terms, the
engine block 1 has made in it the first andsecond hollows elements suction unit 9 is supplied with oil from the engine sump (not illustrated) so that therotor 8 can be lubricated through afirst duct 41 that leads into the area labelled 41' in Figure 3. As it rotates, therotor 8 creates a vacuum in asecond suction duct 42 which communicates with the related service tank. The delivery of therotor 8, which consists of air mixed with oil, is in turn supplied to athird duct 43 made in the front wall of the first box-shaped element 11 and from here, the mixture is fed back into the engine sump and recycled. - The three
ducts suction unit 9 are made in and lie entirely inside theengine block 1 which, once these elements have been assembled, is closed by a simple guard, labelled C in the accompanying drawings, without necessitating special machine processes or sealing elements and thereby also reducing the axial dimensions of theengine block 1 as a whole. - As shown in Figure 1, located between the
supply duct 23 and thedelivery duct 25 of thepump 15, there is apressure regulating valve 26 fitted in abypass duct 27. - The
valve 26 is designed to enable a part of the fluid delivered by thepump 15 to thedelivery duct 25 to be diverted directly into thesupply duct 23 through thebypass duct 27 when the delivery pressure of thepump 15 exceeds a preset value. - The regulating
valve 26 consists of ashutter element 30, preferably cylindrical, fitted in afirst section 28 of thebypass duct 27. At a first end of it, theshutter element 30 communicates with thedelivery duct 25 of thepump 15 and, close to a second end, it has a plurality ofradial holes 31. The second end of thecylindrical element 30 has ashutting element 32 pushed by aspring 33 that is preloaded by a preset, adjustable value, the spring having one end resting against theshutting element 32 and the other end resting against astop element 34. Thespring 33 and theshutting element 32 are positioned inside asecond section 29 of the bypass duct that is larger in diameter than thefirst section 28 and that communicates with thesuction duct 23 of thepump 15. - When the pressure of the fluid in the
delivery duct 25 of thepump 15 exceeds a preset value depending on the preload value of thespring 33, the force exerted by the fluid under pressure on theshutting element 32 exceeds the force exerted on it by thespring 33 and pushes thecylindrical element 30 further into thesecond section 29 of thebypass duct 27 so as to allow a part of the fluid delivered by thepump 15 to flow into the second section 29 (see Figures 1 and 2) of thebypass duct 27 and, from there, into thesuction duct 23 and then into the above mentionedfirst chamber 22. - This prevents the pressure in the
delivery duct 25 of thepump 15, and therefore in the lubricating system supplied by the pump, from reaching excessive, dangerous values. - The invention described can be subject to modifications and variations without thereby departing from the scope of the inventive concept. Moreover, all the details of the invention may be substituted by technically equivalent elements.
Claims (13)
- An engine structure comprising an engine block (1), a crankshaft (2) having keyed to it at least one first gear wheel (3), auxiliary means comprising means (9) for creating suction and means (15) for distributing lubricating fluid under pressure, the first gear wheel (3) meshes with a second gear wheel (6) that directly drives said means (9) and with a third gear wheel (13) that drives the means (15) for distributing fluid under pressure, said structure being characterized in that the first means (9) are means for continuously generating a vacuum in a chamber connected to the auxiliary services which require negative pressure for their operation and are mounted inside a first box-shaped element (11) located in a hollow (10) of the engine block (1), an end wall (12) of the hollow (10) being used as a reference for locating the box-shaped element (11) in the hollow (10).
- The engine structure according to claim 1, characterized in that the engine block (1) has a further hollow (16) designed to house the the means (15) for distributing fluid under pressure.
- The engine structure according to claim 1 or 2 characterized in that the means (15) for distributing lubricating fluid under pressure are connected to a supply duct (23) and to a delivery duct (25) for said lubricating fluid, at least one of which lies mainly outside the engine block (1).
- The engine structure according to any of the preceding claims, characterized in that the means (9) for generating a vacuum are connected to suction ducts (41, 42) and delivery ducts (25, 43) extending mainly outside the engine block (1).
- The engine structure according to to any of the preceding claims 1 or 2, characterized in that said first gear wheel (3) is a cup gear designed to provide a space where a seal ring (40) for the lubricating fluid of the engine block (1) can be housed.
- The engine structure according to any of the preceeding claims 2 to 5 characterized in that the means (15) for distributing lubricating fluid under pressure are mounted inside a second box-shaped element (17) located in the second hollow (16), an end wall (18) of the second hollow (16) being used as a reference for locating the box-shaped element (17) in the hollow (16).
- The engine structure according to claims 3 or 4 characterized in that the means (15) for distributing lubricating fluid under pressure are equipped with a cover (21) that protrudes from the engine block (1) and that has made in it a first chamber (22) into which the supply duct (23) leads, and a second chamber (24) from which the delivery duct (25) branches; said first and second chambers (22, 24) being made around the bearing (S) of a shaft which mounts the third gear wheel (13) and have the same width as the bearing.
- The engine structure according to claim 7 where the supply duct (23) and the delivery duct (25) lead into an area, through corresponding ports close to the distributing means (15), characterized in that said supply duct and said delivery duct communicate with the corresponding first and second chambers (22, 24) through connecting ducts (23', 25') lying on the outside of the engine block (1) and leading into corresponding ports made in the engine block (1) and connected in turn to the first and second chambers (22, 24) when the distributing means (15) are assembled.
- The engine structure according to claim 7 characterized in that the supply duct (23) and the delivery duct (25) are connected to each other through a bypass duct (27) regulated by a valve (26).
- The engine structure according to claim 9 characterized in that the bypass duct (27) comprises a first section (28), that communicates with the delivery duct (25), and a second, consecutive section (29), that communicates with the suction duct (23), said second section (29) being larger in diameter than said first section (28).
- The engine structure according to claim 10 characterized in that the regulating valve (26) comprises a shutter element (30) fitted by sliding into the first section (28) of the bypass duct (27), a first end of said shutter element (30) communicating with the delivery duct (25) and a second end of it having close to it a plurality of radial holes (31).
- The engine structure according to claim 11 characterized in that the second end of the shutter element (30) has a shutting element (32) acted on by preloaded elastic means (33) one end of which rests against the shutting element (32) and the other end rests against a stop element (34).
- The engine structure according to claim 12 characterized in that the shutter element (30) slides inside the second section (29) of the bypass duct (27) against the action of the elastic means (33).
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
ITBO970326 | 1997-05-30 | ||
IT97BO000326A IT1292591B1 (en) | 1997-05-30 | 1997-05-30 | ENGINE STRUCTURE FOR INTERNAL COMBUSTION ENGINES. |
Publications (3)
Publication Number | Publication Date |
---|---|
EP0881365A2 EP0881365A2 (en) | 1998-12-02 |
EP0881365A3 EP0881365A3 (en) | 1999-06-09 |
EP0881365B1 true EP0881365B1 (en) | 2003-04-09 |
Family
ID=11342302
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP98830316A Expired - Lifetime EP0881365B1 (en) | 1997-05-30 | 1998-05-21 | An engine structure for internal combustion engines |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP0881365B1 (en) |
AT (1) | ATE237071T1 (en) |
DE (1) | DE69813077D1 (en) |
IT (1) | IT1292591B1 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US9435290B2 (en) | 2014-08-04 | 2016-09-06 | Achates Power, Inc. | Opposed-piston engine structure with a split cylinder block |
Family Cites Families (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB807325A (en) * | 1956-06-05 | 1959-01-14 | Fiat Spa | Device for transferring oil from a stationary pipe to passages machined inside a rotating crankshaft |
DE2833167A1 (en) * | 1978-07-28 | 1980-02-14 | Barmag Barmer Maschf | CONSTRUCTION UNIT CONSTRUCTING AN OIL PUMP FOR LUBRICATING OIL CIRCUIT FOR AN INTERNAL COMBUSTION ENGINE AND A VACUUM PUMP FOR GENERATING A VACUUM FOR THE BRAKE POWER REINFORCEMENT IN MOTOR VEHICLES |
AT388777B (en) * | 1980-11-27 | 1989-08-25 | List Hans | INTERNAL COMBUSTION ENGINE |
US4586468A (en) * | 1984-10-05 | 1986-05-06 | General Motors Corporation | Tandem pump assembly |
IT208998Z2 (en) * | 1986-12-23 | 1988-09-02 | Fiat Auto Spa | CONTROL DEVICE FOR AN OIL PUMP IN AN INTERNAL COMBUSTION ENGINE |
JPS648314A (en) * | 1987-06-30 | 1989-01-12 | Aisin Seiki | Cooling and lubricating device for internal combustion engine |
DE3729603A1 (en) * | 1987-09-04 | 1989-03-16 | Porsche Ag | LUBRICATION DEVICE FOR A PISTON PISTON ENGINE |
-
1997
- 1997-05-30 IT IT97BO000326A patent/IT1292591B1/en active IP Right Grant
-
1998
- 1998-05-21 DE DE69813077T patent/DE69813077D1/en not_active Expired - Lifetime
- 1998-05-21 AT AT98830316T patent/ATE237071T1/en not_active IP Right Cessation
- 1998-05-21 EP EP98830316A patent/EP0881365B1/en not_active Expired - Lifetime
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US9435290B2 (en) | 2014-08-04 | 2016-09-06 | Achates Power, Inc. | Opposed-piston engine structure with a split cylinder block |
Also Published As
Publication number | Publication date |
---|---|
ITBO970326A0 (en) | 1997-05-30 |
ITBO970326A1 (en) | 1998-11-30 |
EP0881365A3 (en) | 1999-06-09 |
EP0881365A2 (en) | 1998-12-02 |
ATE237071T1 (en) | 2003-04-15 |
DE69813077D1 (en) | 2003-05-15 |
IT1292591B1 (en) | 1999-02-08 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US7544052B2 (en) | Oil pump for an internal combustion engine | |
US5645406A (en) | Transmission assembly with positive-displacement pump with suction throttle driven by a hydrodynamic converter | |
US5425345A (en) | Mechanically driven centrifugal air compressor with hydrodynamic thrust load transfer | |
US4488447A (en) | Power take-off of an internal combustion engine | |
EP1243794B1 (en) | Vane hydraulic motor | |
EP1302704A2 (en) | Submerged electric fluid pump | |
US6443263B1 (en) | Oil tank for an internal combustion engine | |
US5152264A (en) | Internal combustion engine oil pump with cover | |
US5423304A (en) | Mechanically driven centrifugal air compressor with integral plastic pulley and internal helical ring gear | |
EP1800017B1 (en) | Coupling | |
JP3380548B2 (en) | Hydraulic pump for vehicle engine | |
CN100400929C (en) | V shape belt stepless gear | |
US5823750A (en) | Housing arrangement for an external rotar driven lubricating pump | |
EP0059086A1 (en) | Ancillary rotary equipment for engines | |
GB2205611A (en) | A pump assembly | |
US5586875A (en) | Assembly of rotary hydraulic pumps | |
US6168391B1 (en) | Oil pump apparatus | |
US20060213477A1 (en) | Pump combination | |
US4428195A (en) | Rotary vacuum pump | |
US10260617B2 (en) | Transmission packaging for an epicyclic/planetary gearbox unit with integrated oil pump | |
EP0881365B1 (en) | An engine structure for internal combustion engines | |
US5421702A (en) | Lubricant pump for a turbine | |
US5549452A (en) | Double pump | |
US4826410A (en) | Cooling systems for rotary piston engines | |
US3832980A (en) | Combined hydraulic speed-change, cooling and lubricating system in rotary engine |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
AK | Designated contracting states |
Kind code of ref document: A2 Designated state(s): AT DE ES FR GB IT |
|
AX | Request for extension of the european patent |
Free format text: AL;LT;LV;MK;RO;SI |
|
PUAL | Search report despatched |
Free format text: ORIGINAL CODE: 0009013 |
|
AK | Designated contracting states |
Kind code of ref document: A3 Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE |
|
AX | Request for extension of the european patent |
Free format text: AL;LT;LV;MK;RO;SI |
|
17P | Request for examination filed |
Effective date: 19990915 |
|
AKX | Designation fees paid |
Free format text: AT DE ES FR GB IT |
|
17Q | First examination report despatched |
Effective date: 20010629 |
|
GRAH | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOS IGRA |
|
GRAH | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOS IGRA |
|
GRAA | (expected) grant |
Free format text: ORIGINAL CODE: 0009210 |
|
AK | Designated contracting states |
Designated state(s): AT DE ES FR GB IT |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: FR Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20030409 Ref country code: AT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20030409 |
|
REG | Reference to a national code |
Ref country code: GB Ref legal event code: FG4D |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: GB Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20030709 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: DE Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20030710 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: ES Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20031030 |
|
PLBE | No opposition filed within time limit |
Free format text: ORIGINAL CODE: 0009261 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT |
|
GBPC | Gb: european patent ceased through non-payment of renewal fee |
Effective date: 20030709 |
|
EN | Fr: translation not filed | ||
26N | No opposition filed |
Effective date: 20040112 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: IT Payment date: 20140527 Year of fee payment: 17 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: IT Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20150521 |