LUBRICANT SUPPLY SYSTEM FOR A MOTOR VEHICLE

Abstract

A lubricant supply system for a motor vehicle, in particular a single-track motor vehicle, includes a lubricant pump configured to convey a lubricant for lubricating engine components in a lubricant circuit of the motor vehicle, and optionally a lubricant filter configured to filter the lubricant conveyed in the lubricant circuit. The lubricant filter is directly attached to the lubricant pump, and/or an imaginary continuation of a pump shaft of the lubricant pump crosses the lubricant filter, and/or at least two lubricant pumps are provided, and the at least two lubricant pumps are driven by a common pump shaft.

Claims

1. A lubricant supply system for a motor vehicle, in particular a single-track motor vehicle, comprising: at least one lubricant pump configured to convey a lubricant for lubricating engine components in at least one lubricant circuit of the motor vehicle, and optionally a lubricant filter formed to filter the lubricant conveyed in the lubricant circuit, wherein the lubricant filter is directly attached to the at least one lubricant pump, and/or wherein an imaginary continuation of a pump shaft of the at least one lubricant pump crosses the lubricant filter, and/or wherein at least two lubricant pumps are provided, and the at least two lubricant pumps are driven by a common pump shaft.

2. The lubricant supply system according to claim 1, wherein the at least one lubricant pump or the at least two lubricant pumps has or have a gear pump, preferably a trochoid pump.

3. The lubricant supply system according to claim 1, wherein the filter housing of the lubricant filter is formed by an opening of a crankcase.

4. The lubricant supply system according to claim 1, wherein the at least one lubricant pump or the at least two lubricant pumps are positioned in a corresponding opening of a crankcase.

5. The lubricant supply system according to claim 1, wherein the at least one lubricant pump and the lubricant filter are connected fluidically through at least one opening, preferably an opening of a crankcase, particularly preferably a drilled hole in the crankcase.

6. The lubricant supply system according to claim 1, wherein a first lubricant pump of the at least two lubricant pumps is formed as a suction pump and/or a second lubricant pump of the at least two lubricant pumps is formed as a high-pressure pump.

7. The lubricant supply system according to claim 1, wherein the, preferably first, lubricant pump is formed to suck the lubricant out of a crankcase via a feed channel.

8. The lubricant supply system according to claim 1, wherein the, preferably first, lubricant pump is formed to pump the lubricant into a first supply channel leading into a transmission housing.

9. The lubricant supply system according to claim 1, wherein the, preferably second, lubricant pump is formed to suck the lubricant out of a transmission housing via a feed channel.

10. The lubricant supply system according to claim 1, wherein the, preferably second, lubricant pump is formed to pump the lubricant into a second supply channel leading into a crankcase.

11. The lubricant supply system according to claim 1, wherein the at least one lubricant pump or the at least two lubricant pumps is or are driven by the pump shaft, which pump shaft is preferably movement-coupled to a crankshaftparticularly preferably via a single-stage gear train.

12. A crankcase of a motor vehicle, in particular a single-track motor vehicle, comprising the lubricant supply system according to claim 1, preferably wherein the lubricant supply system is arranged underneath a piston-cylinder unit, a crankshaft and/or a drive transmission of the motor vehicle.

13. The crankcase according to claim 12, wherein an opening of the crankcase forms the housing of the lubricant filter and a lubricant filter cover on the crankcase preferably transfers the lubricant filtered through the lubricant filter from the lubricant filter, particularly preferably into a second supply channel of the crankcase.

14. The crankcase according to claim 12, wherein the, preferably first, lubricant pump is formed to suck the lubricant out of a crankcase via a feed channel, wherein the feed channel is arranged in the crankcase such that lubricant is conveyed directly to the feed channel from a crankshaft by an oil scraper.

15. A motor vehicle, in particular single-track motor vehicle, with a lubricant supply system according to claim 1.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0065] Further details and advantages of the present invention are explained in more detail in the following description with the aid of the drawings, in which:

[0066] FIGS. 1 to 6 show an embodiment according to the invention of a lubricant supply system in the state when installed in a drive unit of a single-track motor vehicle,

[0067] FIGS. 7 to 10 show the embodiment of the lubricant supply system from FIGS. 1-6 in isolation,

[0068] FIGS. 11 to 14 show a further embodiment of a lubricant supply system according to the invention, and

[0069] FIG. 15 shows a single-track motor vehicle with an embodiment according to the invention of a lubricant supply system.

DETAILED DESCRIPTION OF THE INVENTION

[0070] FIGS. 1 to 6 show a first embodiment according to the invention of a lubricant supply system 1 in the state when installed in a drive unit 15 of a single-track motor vehicle 20, wherein a cross section through the entire drive unit 15 is represented in FIG. 1, in which cross section the lubricant supply system 1 is visible.

[0071] A detail view of the lubricant supply system 1 from FIG. 1 is represented in FIG. 2.

[0072] FIG. 3 shows a view of the same cross section as in FIGS. 1 and 2, but from the opposite viewing direction.

[0073] FIGS. 4 and 5 show further sectional representations of the embodiment of FIGS. 1 to 3 of the first embodiment of a lubricant supply system 1, wherein FIG. 4 represents a sectional plane normal to FIGS. 1 to 3, wherein the view from below is shown, and FIG. 5 shows the same sectional plane as FIG. 4, but a view from above.

[0074] FIG. 6 shows a sectional representation normal to the representations of FIGS. 1 to 5.

[0075] It follows from FIGS. 1 to 6 that the lubricant supply system 1 has two lubricant pumps 2, 3, which are driven by a common pump shaft 4.

[0076] In this embodiment the lubricant pumps 2, 3 are implemented as gear pumps-strictly speaking: trochoid pumpswherein the inner trochoid pump gear is driven by a rotation of the pump shaft 5.

[0077] The pump shaft 5 is in turn driven via a multi-stage gear train 8, which is movement-coupled directly to the crankshaft 9.

[0078] The drive unit 15 shown in this embodiment for the single-track motor vehicle 20 is implemented by an internal combustion engine, which has a piston-cylinder unit 11 (not represented in its entirety for the sake of clarity), wherein the piston 12represented cutof the piston-cylinder unit 11 is fastened to the crankshaft 9 in a known way via the connecting rod 14.

[0079] The first lubricant pump 2 of this embodiment is implemented as a suction pump, wherein lubricant is removed directly from the crankcase 6 by suction by this first lubricant pump 2 after the lubricant has been scraped off the crankshaft 9strictly speaking: off a piston counterweight 22 of the crankshaft 9for example via an oil scraper 21.

[0080] It can advantageously be provided that the feed channel of the first lubricant pump 2 branches off in the crankcase 6 at a position 23 at which the lubricant is conveyed by the oil scraper 21 and the movement of the crankshaft 9 (regarding this see FIG. 6).

[0081] After the lubricant has been removed from the crankcase 6 by suction by the first lubricant pump 2 via the feed channel, it is conveyed by the first lubricant pump 2 further via the supply channel 18 into the transmission housing 7.

[0082] This transmission housing 7 is implemented in a single piece with the crankcase 6 in this embodiment.

[0083] Coming from the supply channel 18, the lubricant is released from above over the drive transmission 10 of the single-track motor vehicle 20, wherein the lubricant flows down over the drive transmission 10 due to gravity, and thus lubricates the drive transmission 10.

[0084] The lubricant then accumulates again in a lower region of the transmission housing 7, from which the lubricant is removed from the transmission housing 7 by suction by the second lubricant pump 3which is formed as a high-pressure pumpvia a feed channel.

[0085] The lubricant conveyed out of the transmission housing 7 and pressurized by the second lubricant pump 3 is then conveyed by the second lubricant pump 3 into a lubricant filter 4 directly attached to the second lubricant pump 3, through which the lubricant is filtered, has contaminants removed from it and is prepared.

[0086] The lubricant filter 4 is arranged in such a way that it is crossed by an imaginary continuation of the pump shaft 5.

[0087] It is to be recognized that the conveying distance between second lubricant pump 3 and lubricant filter 4 can be reduced to a minimum through this design.

[0088] The lubricant circuit can be kept very short through this shortening, as a result of which the lubricant can be conveyed to the engine components to be lubricated quickly and with low loss.

[0089] This leads to an energy saving, as only very small pressure losses arise.

[0090] Furthermore, lubricant volume can be saved and lubricant can be conveyed to the engine components very quickly when the drive unit 15 is started, as a result of which a very quick lubrication of the engine components ensues, which in turn leads to a reduced wear and to a reduced noise level when the drive unit 15 is started.

[0091] This reduced noise level when the drive unit 15 is started can be attributed to the fact that for example a chain tensioner which is lubricated by the lubricant is already supplied with lubricant within a few revolutions of the crankshaft 9, and thus a low-noise operation of the drive unit 15 ensues.

[0092] After being filtered through the lubricant filter 4, the lubricant pressurized and conveyed by the second lubricant pump 3 is pumped into a second supply channel 16 via the lubricant filter cover 13.

[0093] The specific geometric design of the lubricant filter cover 13 is to be highlighted, through the design of which it is made possible to reduce the installation space further as the lubricant filter cover 13 represents a part of the lubricant circuit and directs the lubricant flow into the second supply channel after passing through the lubricant filter 4.

[0094] Furthermore, the stream of the lubricant can be particularly optimized in terms of flow due to the specifically represented design of the lubricant filter cover 13.

[0095] The second supply channel 16 supplies to different engine components of the drive unit 15, which are lubricated by the lubricant in their movement during operation of the drive unit 15 or are supplied to due to a lubricant pressure.

[0096] Such engine components which are supplied to by the second supply channel 16 are for example the piston-cylinder unit 11, a clutch, a chain tensioner, a crankshaft, a cylinder head, a piston nozzle, etc.

[0097] After it has been used to lubricate the engine components, the lubricant accumulates again in the crankcase 6 and is again sucked out of the crankcase 6 by the first lubricant pump 2 and its feed line and fed to the transmission housing 7 to lubricate the drive transmission 10.

[0098] As is apparent from FIGS. 1 to 6, the filter housing of the lubricant filter 4 is formed by the crankcase 6.

[0099] The lubricant pumps 2, 3 are also positioned in corresponding openings of the crankcase 6.

[0100] The supply lines, feed lines and connecting lines (for example of the second lubricant pump 3 to the lubricant filter 4) are formed by corresponding openings, drilled holes and channels of the crankcase 6.

[0101] The installation space of the lubricant supply system can be substantially minimized through the implementation of the lubricant supply system 1 in a substantially linear arrangement, which is what follows from FIGS. 1 to 6.

[0102] This decrease in size makes it possible to arrange the lubricant supply system 1 transverse to a direction of travel of a single-track motor vehicle 20.

[0103] A further advantage of this minimized installation space is that the lubricant supply system 1 can be positioned underneath the engine components almost at the lowest end of the drive unit 15, as a result of which a suction height of the lubricant from the crankcase 6 to the first lubricant pump 2 or to the second lubricant pump 3 decreases, as a result of which the drive power of the lubricant supply system 1 is in turn reduced and the volumes of the lines as well as the distances which the lubricant has to cover become smaller.

[0104] Furthermore, through the specific positioning of the lubricant filter 4 directly adjacent to the lubricant pump 3, the possibility arises that the transfer of the lubricant to the lubricant filter 4 can be carried out over the shortest distance with a very large inflow cross section.

[0105] A further advantage of this specific positioning is that the supply channels 16, 18 of the engine components 9, 10, 11, 12, 14 can also be implemented by one or more central supply drilled holes, which can be implemented with relatively short lengths, which in turn leads to shortened supply distances.

[0106] Due to the shortening of the line distances of the lubricant circuit, the lubricant reaches the consumers quickly and with low losses.

[0107] The pressure buildup is achieved in a very short time, as a result of which a pressure buildup can be produced more quickly and as a result of which in turn the wear of the component parts is reduced.

[0108] The volumes of lubricant and the number of component parts can also be lowered, which results in a significant weight reduction.

[0109] Due to the reduced number of component parts and the shortened line distances of the lubricant circuit, the processing effort during manufacture as well as the number of seals of the lines can also be reduced, as a result of which a process reliability during manufacture increases and the risk of leaks during operation of the lubricant supply system 1 decreases substantially.

[0110] FIGS. 7 to 10 show the embodiment of the lubricant supply system 1 from FIGS. 1 to 6 in isolation.

[0111] A perspective view of the multi-stage gear train 8, the pump shaft 5 attached thereto, the lubricant pumps 2, 3, the lubricant filter 4 and the lubricant filter cover 13 is shown in FIG. 7.

[0112] FIG. 8 shows a further perspective view of these components, wherein the lubricant filter cover 13 is not represented, however, in order to increase clarity.

[0113] Projected views of FIG. 8 are represented by FIGS. 9 and 10.

[0114] It is to be recognized that the lubricant filter 4 and the pump unit with the lubricant pumps 2, 3 represent separate component parts which are inserted in the crankcase 6, 7 from opposite sides.

[0115] For this, the lubricant filter 4 is pushed into a corresponding opening of the crankcase 6, wherein this opening is sealed via the lubricant filter cover 13.

[0116] The lubricant filter cover 13 is arranged directly on the crankcase 6 via the screw connection 17 and in addition serves to secure the position of and to position the lubricant filter 4.

[0117] In a similar way, the pump unit, consisting of the pump shaft 5, the first lubricant pump 2 and the second lubricant pump 3, is also inserted in a corresponding opening of the crankcase 6 and capped and positioned via the pump sealing cover 19.

[0118] This pump sealing cover 19 is in turn screwed directly to the crankcase 6 via the screw connections 17.

[0119] On the outside of the pump sealing cover 19, the pump shaft 5 is connected rotationally, in a movement-locking manner, to the crankshaft 9 via the multi-stage gear train 8.

[0120] The fluid connection of the second lubricant pump 3 and of the lubricant filter 4 is implemented by a corresponding opening in the crankcase 6.

[0121] FIGS. 11 to 14 show a further embodiment of a lubricant supply system 1, wherein in turn FIG. 11 represents a perspective view with lubricant filter cover 13, FIG. 12 represents a perspective view without lubricant filter cover 13 and FIGS. 13 and 14 represent projected views of FIG. 12.

[0122] The embodiment represented by FIGS. 11 to 14 of the lubricant supply system is substantially similar to the preceding one, but this further embodiment differs by the dimensions of the lubricant pumps 2, 3, the lubricant filter 4, the multi-stage gear train 8 as well as the geometric design of the lubricant filter cover 13.

[0123] Nevertheless, the functioning of the further embodiment of FIGS. 11 to 14 of the lubricant supply system 1 is substantially the same as that of the lubricant supply system which was explained by FIGS. 1 to 10.

[0124] FIG. 15 shows a single-track motor vehicle 20 with a drive unit 15 formed as an internal combustion engine, wherein the drive unit 15 has an embodiment according to the invention of a lubricant supply system 1.

LIST OF REFERENCE NUMBERS

[0125] 1 lubricant supply system [0126] 2 first lubricant pump (suction pump) [0127] 3 second lubricant pump (high-pressure pump) [0128] 4 lubricant filter [0129] 5 pump shaft [0130] 6 crankcase [0131] 7 transmission housing [0132] 8 multi-stage gear train [0133] 9 crankshaft [0134] 10 drive transmission [0135] 11 piston-cylinder unit [0136] 12 piston [0137] 13 lubricant filter cover [0138] 14 connecting rod [0139] 15 drive unit for single-track motor vehicle [0140] 16 second supply channel [0141] 17 screw connection [0142] 18 supply channel [0143] 19 pump sealing cover [0144] 20 motor vehicle [0145] 21 oil scraper [0146] 22 piston counterweight [0147] 23 position