Lubrication structure for internal combustion engine

Abstract: The invention provides a a lubrication structure for an internal combustion engine with a high degree of freedom of oil filter arrangement with a simple oil passageway that is easy to manufacture, requiring small space for arrangement, thus making it possible to reduce the size of the internal combustion engine. A lubrication structure for an internal combustion engine comprising; an oil pump (85) provided at one end of an oil pump shaft (80) arranged parallel to a crankshaft (25); oil passageways (94) formed from a side surface of a pump chamber of the oil pump (85) to another end of the oil pump shaft (80) parallel to the oil pump shaft (80); an oil filter (96) provided facing towards the oil passageways (94); and a communicating passageway (95) extending vertically from the oil passageways (94) to the oil filter (96).

Description: The present invention relates to a lubrication structure for an internal combustion engine. Generally, a lubrication system for an internal combustion engine guides oil from the pump chamber arranged near the inner side of the internal combustion engine to the oil filter arranged near the outer side of the internal combustion engine. The example of Japanese Patent Laid-open Publication No. Hei. 9-88538, is shown in Fig. 8. A clutch cover 02 is joined to the right surface of a right crank case 01, an oil pump shaft 04 is pivotally supported between the right crank case 01 and the clutch cover 02, oriented in a lateral direction parallel to a crankshaft 03. An oil pump 05 is provided at an end of this oil pump shaft 04 at the right crank case 01 side, and connected to the oil filter 06 provided projecting from clutch cover 02 by an oil passageway 07. The oil passageway 07 is formed having an oil passageway 7c passing an oil passageway way 07b curving upwards from an oil passageway 07a extending to the left from the side surface of the pump chamber of the oil pump at the right crank case 01 side, then curving vertically and extending in a lateral direction, the oil passageway 07c communicates with an oil passageway 07d on the clutch cover 02 side, at the end of the oil passageway 07d one branch passageway 07e branches upwards to an oil filter 6, and another branch passageway 07f is connected to an oil relief valve arranged between an oil pump shaft 04 and the oil passageway 07d. As the oil filter 06 is provided on the clutch cover 02 at the outside of the internal combustion engine, the degree of freedom of arrangement of the oil filter 06 is low, and oil passageways 07a, 07b, 07c guiding oil from the oil pump 05 provided at the right crank case 01 inside the internal combustion engine to the oil filter 06 detour in an open-ended square shape, making the passageway complicated and difficult to manufacture As the oil passageways 07a, 07b, 07c, 07d form an open-ended square while detouring around the oil relief valve 08, a wide space is required to arrange the oil distribution route. Furthermore, this causes the oil filter 06 to be arranged in a further extended condition. These conditions are making difficult to reduce the size of the internal combustion engine. The present invention has been conceived in view of the above, and has as its object to provide a lubrication structure for an internal combustion engine with a high degree of freedom of oil filter arrangement with a simple oil passageway that is easy to process and requires a small space for arrangement, therefore making it possible to reduce the size of the internal combustion engine. In order to achieve the above described object, the present invention is a lubrication structure for an internal combustion engine, comprising an oil pump provided at one end of an oil pump shaft arranged parallel to a crankshaft, oil passageways formed from a side surface of a pump chamber of the oil pump to another end of the oil pump shaft parallel to the oil pump shaft, an oil filter provided towards the oil passageways, and a communicating passageway extending vertically from the oil passageway to the oil filter. With this simple oil passageway having the oil passageway formed from a side surface of the pump chamber of the oil pump to another end of the oil pump shaft parallel to the oil pump shaft, and a communicating passageway extending to the oil filter towards the oil passageway vertically without bypassing the oil passageway, it is easy to manufacture, the space for arrangement can be reduced, and the protruding of the oil filter can be suppressed. Therefore the size of the internal combustion engine can be reduced. As it is capable of extending the communicating passageway vertically from any position of the oil passageway to connect to the oil filter, the degree of freedom of oil filter arrangement is increased. According to claim 2, the structure according to Claim 1, further has both ends of the oil pump shaft arranged further out than a crank weight section of the crankshaft, the oil filter is arranged offset from a center of the engine on a side of the oil passageway opposite the oil pump, the oil passageway way and an oil relief passageway are formed parallel to the oil passageway, and on both sides of an oil discharge path from the oil filter, and a relief valve is provided between the oil filter and the oil pump, in the oil relief passageway and coaxial with the oil relief passageway. As each end of the oil pump shaft is arranged further out than the crank weight section and an oil filter may be arranged at any appropriate position offset on the side of the oil passageway opposite to the oil pump between the ends of the oil pump shaft, a high degree of freedom of arranging the exhaust pipe extending from the cylinder head without interfering with the oil filter enables both elements to be arranged closer to each other without overlap and preventing then from protruding, and therefore the size of the vehicle can be reduced. By forming the oil relief passageway parallel to the oil passageway, and providing the relief valve coaxially, the oil passageway can be arranged in a small space, and this contributes to size reduction of the vehicle. As the oil passageway way and the oil relief passageway are formed parallel to the oil passageway, and on both sides of an oil discharge path from the oil filter, relative slip between the oil passageway and the oil relief passageway in the longitudinal direction is small. Therefore the length of the internal combustion engine in the longitudinal direction can be shortened. One embodiment of the present invention will now be described in the following, and is shown in Fig. 1 to Fig. 7. It is illustrated in: Fig. 1 An overall side view of a scooter-type motorcycle to which the internal combustion engine to which one embodiment of the present invention relates is applied. Fig. 2 A side view, partially in cross section and partially omitted, of the internal combustion engine and the belt-type automatic transmission. Fig. 3 A cross-sectional view along line III-III of FIG. 1. Fig. 4 A right side view of the internal combustion engine with a case cover removed. Fig. 5 A cross-sectional view along line V-V and line VI-VI of FIG. 4. Fig. 6 A cross-sectional view along line VI-VI of FIG. 4. Fig. 7 A front view of lower parts of the internal combustion engine. Fig. 8 A cross-sectional view of parts close to the oil pump shaft of an internal combustion engine of the related art. An internal combustion engine in the embodiment is applied to a scooter-type motorcycle. An overall side view of the scooter-type motorcycle is shown in Fig. 1. In the vehicle frame of the scooter-type motorcycle 1, a pair of left and right main pipes 3, 3 extend from an upper part of head pipe 2 diagonally downwards and rearward, and in a straight when viewed from the side. A pair of support pipes 4, 4 extending substantially horizontally from the head pipe 2 are connected to the main pipes 3, 3, and support the front parts of the main pipes 3, 3. From the middle part of the support pipe 4, 4, a pair of down pipes 5, 5 extend laterally and steeply diagonally downwards to form front side vertical sections 5a, 5a. The down pipes 5, 5 then bend rearward at the lower end to form central horizontal sections 5b, 5b, and bend upwards at the rear end to forms rear side sloping sections 5c, 5c. The rear ends of the main pipes 3,3 are connected to the lower parts of the rear side sloping sections 5c, 5c, and a reinforcing pipe 6 is interposed between the main pipe 3 and the down pipe 5, forming a substantially triangular shape in side view. Seat rails 7, 7, the front ends of which are fixed to sections slightly rearward from the center of the main pipes 3, 3, extend slightly diagonally upwards, almost horizontal, and rearwards to the rear part of the vehicle body. The upper ends of the rear side sloping sections 5c, 5c of the down pipes 5,5 are connected to the center parts of the seat rails 7, 7, and support the seat rails 7,7 from underneath. A head pipe 2 pivotally supports a steering shaft 11, and above that, handlebars 12,12 are formed spreading out laterally. A front fork 13 extends underneath, and a front wheel 14 is pivotally supported at the lower end. At the upper part and lower part of the rear side sloping section 5c of the down pipe 5, support brackets 5d and 5e are provided protruding rearwards. The internal combustion engine 20 is suspended from a respective pair of support brackets 5d and 5e on both the left side and right side. The internal combustion engine 20 is a four cycle two cylinder internal combustion engine, consisting of a crankcase 21 arranged rearward of the rear side sloping section 5c of the down pipe 5, a cylinder block 22 cylinder head 23, and cylinder head cover 24 are sequentially stacked together with a crankcase 21, and provided forward of the rear side sloping section 5c tilting significantly to the front. The cylinder block 22, cylinder head 23, and cylinder head cover 24 are arranged in the triangular shape formed by the rear side sloping section 5c, the rear part of the main pipe 3, and the front part of the seat rail 7 on both the left side and right side when viewed from the side. Each of the mounting bracket 21a provided at the upper part, and the mounting bracket 21b provided at the front part of the crankcase 21 in a protruding state are supported by the support brackets 5d, 5e via support shafts 8 and 9, thus suspending the internal combustion engine 20 from the vehicle frame. The front part of a belt-type automatic transmission 50 is mounted on the crankcase 21 of the internal combustion engine 20, extending rearwards and pivotally supporting a rear wheel 15 at the rear part. Intake pipes 31, 31, each extending upwards from each cylinder of the cylinder head 23 at a forward-bending position of the internal combustion engine, are curved rearwards and connected to carburetors 32, 32 provided parallel to each other on the crankcase 21. Also, the carburetors 32, 32 are connected to an air cleaner 33 provided to the rear. The air cleaner 33 is provided between the seat rails 7, 7 on left side and right side, and above that a helmet storage box 34 is suspended and supported by the seat rails 7, 7. A driver's seat 35 capable of opening and closing covers over the internal combustion engine 20 and carburetor 32, and the pillion seat 36 capable of opening and closing covers over the helmet storage box 34 and the rear part. The exhaust pipes 37, 37, each extend downwards from the cylinder head 23, extends in front of the crankcase 21 along its right side to the rear, and combined into one. The single exhaust pipe then extends diagonally upwards on the right side of the vehicle body, and is connected to the muffler 38 supported at the right side of the rear wheel 15. A fuel tank 39 surrounded by 4 pipes, namely two left and right main pipes 3,3 above and two left and right down pipes 5,5 in front and below, is suspended and supported in front of the internal combustion engine 20. The configuration of this scooter-type motorcycle 1 is as described above. The structure of the internal combustion engine 20 and the belt-type automatic transmission mounted on crankcase 21 will now be described. The crankcase 21 consists of the combination of the crankcases 21L, 21R divided left and right. As shown in Fig. 3, an outer rotor 29a of the AC generator 29 is attached to the right end of the crankshaft 25 oriented horizontally in a lateral direction in the crankcase 21, and a case cover 28 fixed to the right crankcase 21R covers the side, with the inner stator 29b of the AC generator 29 being supported by the case cover 28. Pistons 26, 26 each reciprocate inside the 2 cylinder sleeves 30 of the cylinder block 22, and are connected to the crank pins of the crankshaft 25 via connecting rods 27 ,27. Both of the crank pins have a phase angle of 360 degrees. A valve gear mechanism 40 is provided on the cylinder head 23, a timing chain 44 is suspended between cam chain sprockets 42, 42 fitted to the right ends of the upper and lower cam shafts 41, 41 oriented horizontally in a lateral direction, and a drive chain sprocket 43 is fitted to the base part of crankshaft 25 protruding from the right crankcase 21R, to transmit the driving power. The timing chain 44 passes through the cam chain chambers 22a, 23a arranged on the right side of the cylinder block 22 and the cylinder head 23. Cam shafts 41,41 drive the intake valve 45 and exhaust valve 46 at the prescribed timing. The belt-type automatic transmission 50 is mounted on the crankcase 21 of the internal combustion engine 20. A case cover 28, blocking off the right opening of the right crankcase 21R and covering the AC generator 29, has an opening coaxial with the crankshaft 25, and a rotating shaft 55 is provided to the right in the opening via a bearing 54 so as to protrude. The base end section 51a of the right side transmission case 51 of the belt-type automatic transmission case 50 is also fitted into this protruding section. The right side transmission case 51 has a connection section 51b, which runs from the base end section 51a circling around along the rear surface of the right crankcase 21R to the inner side. A mounting boss section 51c protrudes rearwards from respective upper and lower positions on the rear surface of the connection section 51b, a left side joining surface of the front end of the right fork member 53 is joined to the right side joining surface of the mounting boss section 51c, and the two upper and lower positions are screwed together with the bolt 56 to integrally connect the right fork member 53 to the right side transmission case 51, and extend rearward. The left end of the crankshaft 25 protrudes leftward piercing through the left crankcase 21L. A drive pulley 60 with the centrifugal transmission mechanism is provided at the protruding section. An annular support member 57 is fixed around the crankshaft 25 on the outer surface pierced by the crankshaft 25 of the left side crank case 21L . The base end section 52a of the left side transmission case 52 is swingably supported by the annular support member 57 via a bearing 58. The left side transmission case 52 has a connection section 52b, which runs from the base end section 52a circling around along the rear surface of the left crankcase 21L into the inner side, and the left fork section 52c extending further rearward. The connection section 51b of the right side transmission case 51 circling clockwise along the rear surface of the crankcase 21, and the connection section 52b of the left side transmission case 52 circling counterclockwise along the rear surface of the crankcase 21, are joined to each other on their connection joining surfaces. The left and right side transmission cases 51,52 are screwed to each other with 4 bolts 59, and the left fork member 52c and right fork member 53 facing each other are integrally connected. The connected right side transmission case 51 is swingably supported by the bearing 54 on the crankshaft 25, and the left side transmission case 52 is swingably supported by a bearing 58 on the crankshaft 25. Therefore the left fork member 52c and right fork member 53 facing each other are integrally supported swingably up and down on the crankshaft 25. A rear section of the left fork member 52c of the left side transmission case 52 constitutes a transmission chamber. A driven shaft 64 is rotatably supported, and the driven pulley 62 is pivotally supported on the driven shaft 64 via a central clutch 63. A V-belt 61 is suspended between the driven pulley 62 and the drive pulley 60 and constitutes a belt-type automatic transmission mechanism. In the transmission chamber at the rear section of the left fork member 52c, a reduction gear is constituted of a set of transmission gears 65a, in which drive force is transmitted from a driven shaft 64 to an axle 66 via an intermediate shaft 65. The axle 66 is rotatably suspended between the left fork section 52c and the right fork member 53, and the rear wheel 15 is supported by the axle 66 between the left fork section 52c and the right fork member 53. As a result, the left and right side transmission cases 51 and 52 supporting the belt-type automatic transmission pivotally support the crankshaft 25 with the left fork section 52c, right fork member 53 and the rear wheel 15 swingable up and down. The center of the swingable rear wheel 15 is set coaxially with the crankshaft 25. Therefore the length between the internal combustion engine 20 and the rear wheel 15 in a longitudinal direction can be shortened, and the overall length of the vehicle in the longitudinal direction can be shortened. A rear cushion 67 is interposed between the rear end of the left side transmission case 52 and the rear end of the seat rail 7. A belt cover 68 blocks off the left side opening of the left side transmission case 52 which stores the belt-type automatic transmission 50, and covers over the belt-type automatic transmission from its left side. The internal combustion engine 20 has a pair of balancer shafts 71 and 72 above and below the crankshaft 25. The balancer driven gears 74 and 75, each being respectively attached to each of the balancer shafts 71 and 72, mesh with the drive gear 73 fitted to the crankshaft 26 along the inner side surface of the bearing section of the right crankcase 21R at the same time. The rotation of the crankshaft 25 makes the two balancer shafts 71 72 rotate in opposite directions. Above the upper side balancer shaft 71, a mounting bracket 21a is mounted on the crankcase 21 so as to protrude. The starter motor 78 is arranged in front of the mounting bracket 21a. These three components, namely the starter motor 78, mounting bracket 21a and the upper side balancer shaft 71, are arranged centrally (refer to Fig. 4). A pump drive shaft 80 is horizontally suspended diagonally forward under the lower side balancer shaft 72. A chain 82 is suspended between the drive sprocket 72, which is fitted to the right end of the lower side balancer shaft 72 protruding from the right crankcase 21R, and the driven sprocket 80a, which is fitted to the right end of the pump drive shaft 80 (refer to the Fig. 4 and Fig. 5). Accordingly, the rotation of the crankshaft 25 causes rotation of the pump drive shaft 80 via the balancer shaft 72. The two ends of the pump drive shaft 80 are arranged at an outer position of the two crank weight sections of the crankshaft 25. The oil pump 85 is provided between the right crankcase 21R of the pump drive shaft 80 and the driven sprocket 81 at the right end. The water pump 86 is provided at the part of the pump drive shaft 80 protruding from the left crankcase 21L. As shown in Fig. 5, an intake connection pipe 87 protrudes forward from the left space in the center of the impeller 86a of the water pump 86. An exhaust connection pipe 88 protrudes upwards from the side of the impeller 86a . The exhaust connection pipe 88 and the connection pipe 91, which is provided at the cooling water inlet provided on the left side surface of the cylinder block 22 in a protruding state, are connected together with the hose 89 (refer to the Fig. 2). An oil intake passageway toward the oil pan at the lower part of the crankcase 21 is formed at the intake port 85a, which is provided on the left surface of the pump chamber of the oil pump. An oil strainer 93 is interposed at the mid-point of the oil intake passageway 92 (refer to the Fig. 5). As shown in Fig. 6, to the left of the exhaust port 85b, which is provided separately from the intake port 85a on the left side surface of the pump chamber of the oil pump 85, the oil passageway 94 is formed parallel to the pump shaft 80, from the right crankcase 21R to the left crankcase 21L in front of the water pump 86. An oil introduction path 95, which bends forward vertically at the left end of the oil passageway 94, is a connection passageway for introducing oil into the oil filter 96 provided protruding forward from the lower part of the front wall of the left crankcase 21L. The oil discharge path 97 extends rearward from the center of the jointing surface on the rear surface of the oil filter 96. The oil introduction path 95 is arranged above the oil discharge path 97 in the center (refer to Fig. 4 and Fig. 7). The oil discharge path 97 extends straight rearward to the vicinity of the lower side the crankshaft, and is connected to the oil supply path 98, which supplies oil to the various bearing sections, etc. of the internal combustion engine 20. A relief communication passageway 99 protrudes rearward from the lower side of the oil discharge path 97 in the center of the rear surface of the oil filter 96 to the lower side of the oil passageway 94 (refer to Fig. 4 and Fig. 7), and bends rightward horizontally at the rear end, and constitutes a relief passageway 199 parallel to the oil passageway 94. The oil passageway 94 and the relief passage way 100 are formed at the upper and lower position of the oil discharge path 97 parallel to each other, and can be arranged while reducing the width in the longitudinal direction, which contributes to the reduction of the length of the internal combustion engine 20 in the longitudinal direction. Fig. 5 shows a cross-sectional view along line V-V and line V1-V1 of FIG. 4. The right end of the relief passageway 100, which is arranged at the left crankcase while referring to the cross-section cut along the line V I-V, is opened in the vicinity of the joining surface against the right crankcase 21R. A relief valve 101 is arranged fitted to the opening from its right side, and attached coaxially to the relief passageway 100. A protuberance 102, which holds the relief valve 101 from its right side, protrudes from the right crankcase 21R. The configuration of the oil lubrication structure is as described above. When the oil pump 85 is driven by the rotation of the pump shaft 80, the oil pump 85 takes in the oil accumulated in the oil pan 103 at the lower part of the crankcase 21 via the oil strainer 93, and discharges the oil to the discharge port 85b. The oil discharged to the discharge port 85b flows leftwards in the oil passageway 94, and enters the oil filter 96 via the oil introduction path 95. The oil enters the outer side of the filter element of the oil filter 96, gets filtered and enters the inner side. The oil then flows out rearward via the oil discharge path 97, and is then supplied to the various bearing sections, etc. of the internal combustion engine 20 via the oil supply path 98. The outer side of the filter element of the oil filter 96 is connected to the relief passageway 100 via the relief communicating passageway 99. When the fluid pressure at the outer side of the filter element becomes higher than a prescribed value due to the filter element being blocked, the relief valve 101 provided at the relief passageway 100 opens and discharges the oil to the crankcase 21. The oil passage way 94 is arranged from the discharge port 85b on the side surface of the oil chamber of the oil pump 85 at the right end of the oil pump shaft 80 toward the left end parallel to the oil pump shaft 80. The oil introduction path 95 extends vertically without bypassing the oil passageway 94, and forms a simple oil passageway reaching the oil filter 96, and the crankcase 21 is provided while divided into a left part and a right part. Therefore the oil passageway can be manufactured easily. Also, the relief passageway 100 arranged at the left crankcase 21L extends rightward horizontally, and has an opening for attaching the relief valve 101 in the vicinity of the dividing surface. Therefore this relief passageway 100 can also be manufactured easily The oil passageway 94 is in the vicinity of the pump shaft 80. Therefore the oil introduction path 95 can be shortened, and the size of the space for passageway arrangement can be reduced. As a result, the position for mounting the oil filter 96 can be arranged closer to the pump shaft 80 and can be prevented from protruding forward, and therefore the size of the internal combustion engine can be reduced. The relief passageway 100 is oriented horizontally in the lateral direction in the vicinity of the lower side of the oil passageway. As the relief valve 101 is attached coaxially, it does not require so much space for the arrangement of the relief passageway 100 and the relief valve 101, which contributes to the reduction of the size of the internal combustion engine. The oil introduction path 95 can be extended from any part of the oil passageway 94 oriented horizontally in the lateral direction and can be connected to the oil filter 96, which means that the degree of freedom of arranging the oil filter 96 in the lateral direction can be increased. In this embodiment, the exhaust pipe 37 is arranged at the right side of the vehicle body, and the oil filter is arranged offset to the left side of the center of the engine, which is the opposite side of the oil pump 85 The exhaust pipes 37, extending from the lower surface of the cylinder head 23 in a steeply forward bending position, are arranged parallel to each other between the crank weights on the left and right side in the crankshaft 25, and extend substantially downward (refer to Fig. 7). As shown in Fig. 7 and Fig. 4, the left side exhaust pipe 37L, which extends from the lower surface of the left side of the cylinder head 23, detours around the oil filter 96 arranged in a protruding condition offset to the left side of the center of the engine, and bends rightward at the same height as its front part, extends rightward along the front surface of the right crankcase 21R, then circles around rearward along the side surface at the lower part of the case cover 28. and extends rearward along the outer side surface of the case cover 28. The right side exhaust pipe 37R, which extends from the lower surface on the right side of the cylinder head 23. extends downward in front of the left side exhaust pipe 37L extending rightward on the front surface of the right crankcase 21R. circles around into the indentation 21Ra at the lower right corner of the right crankcase 21R, then extends rearward. As shown in Fig. 7 and Fig. 4, the lowest point of the right side exhaust pipe 37R, which is arranged at a lower position of the left side exhaust pipe 37L, is at substantially the same height as the lowest point of the crankcase 21, and therefore the exhaust pipe 38 does not affect the minimum ground clearance of the vehicle body. The oil filter 96 protruding forward from the lower part on the front surface of the crankcase 21, has high degree of the freedom with respect to arrangement in the lateral direction. Therefore 2 exhaust pipes 37R, 37L, which extend from the cylinder head 23 on the front surface of the crankcase 21, and the oil filter 96, can be arranged closer to each other without overlapping, and prevented from protruding, and therefore the size of the vehicle can be reduced. In summary it is an object to provide a lubrication structure for an internal combustion engine with a high degree of freedom of oil filter arrangement with a simple oil passageway that is easy to manufacture, requiring small space for arrangement, thus making it possible to reduce the size of the internal combustion engine. To achieve this, a lubrication structure for an internal combustion engine comprising; an oil pump 85 provided at one end of an oil pump shaft 80 arranged parallel to a crankshaft 25; oil passageways 94 formed from a side surface of a pump chamber of the oil pump 85 to another end of the oil pump shaft 80 parallel to the oil pump shaft 80; an oil filter 96 provided facing towards the oil passageways 94; and a communicating passageway 95 extending vertically from the oil passageways 94 to the oil filter 96.

Claims: A lubrication structure for an internal combustion engine comprising: an oil pump (85) provided at one end of an oil pump shaft (80) arranged parallel to a crankshaft (25); oil passageways (94) formed from a side surface of a pump chamber of the oil pump (85) to another end of the oil pump shaft (80) parallel to the oil pump shaft (80); an oil filter (96) provided facing towards the oil passageways (94); and a communicating passageway (95) extending vertically from the oil passageway (94) to the oil filter (96). The lubrication structure for an internal combustion engine according to Claim 1, wherein: both ends of the oil pump shaft (80) are arranged further out than a crank weight section of the crankshaft (25); the oil filter (96) is arranged offset from a center of the engine on a side of the oil passageway (95) opposite the oil pump (85); the oil passageway (95) and an oil relief passageway (100) are formed parallel to the oil passageway (95); and on both sides of an oil discharge path (97) from the oil filter (96); and a relief valve (101) is provided between the oil filter (96) and the oil pump (85), in the oil relief passageway (100) and coaxial with the oil relief passageway (100).

Inventors: KUGA SHINJI, OHYAMA TAKASHI, TSUCHIYA RYUJI, KUGA, SHINJI, OHYAMA, TAKASHI, TSUCHIYA, RYUJI
Applicants: HONDA MOTOR CO LTD, HONDA GIKEN KOGYO KABUSHIKI KAISHA
Application year: 2001
Main classification: F01M1
IPC codes: F01M11, F01M1