Technical Field
[0001] The present invention relates to an engine block including a body portion in which
a plurality of cylinders are disposed in-line, a skirt portion connected to one end
side of the body portion in a cylinder axial direction and extending in a cylinder
row direction, a transmission attaching portion provided at one end side of a cylinder
portion and a crankcase portion in the cylinder row direction, and an oil pan attaching
portion configured to extend along the cylinder row direction at an end opposite to
the side on which the cylinder portion is connected.
Background Art
[0002] In this type of engine block, it has conventionally been proposed to provide an oil
pan attaching rail for attaching the oil pan along a cylinder row direction, with
a height of the oil pan attaching rail being gradually higher toward the center of
the cylinder row direction (e.g., see Patent Literature 1).
[0003] Such an engine block shifts an intrinsic frequency at the center of the oil pan attaching
rail in the cylinder row direction, at which vibration reaches a maximum vibration
mode, to the high frequency side, thus minimizing weight increase and preventing vibration
noise by controlling the vibration mode in a frequency band in ordinary use.
[0004] JP S55 73539 U discloses an engine block, comprising: a cylinder portion in which a plurality of
cylinders are arranged in-line; a crankcase portion connected to one end side of the
cylinder portion in a cylinder axial direction to form a crank chamber; a transmission
attaching portion provided on one end side of the cylinder portion and the crankcase
portion in a cylinder row direction; and an oil pan attaching portion extending along
the cylinder row direction at an end portion opposite to the side on which the cylinder
portion is connected, and formed in a flange-like shape projecting in a direction
orthogonal to the cylinder row direction and the cylinder axial direction, wherein
the crankcase portion includes supporting walls that rotatably support a crankshaft
and are configured to function as a rigidity improving portion capable of improving
rigidity thereof, the oil pan attaching portion includes a first portion extending
closer to the transmission attaching portion and connected to the transmission attaching
portion, and a second portion extending away from the transmission attaching portion
farther than first portion, and the oil pan attaching portion is configured such that
a second moment of area of a cross-section of the first portion is larger than a second
moment of area of a cross-section of the second portion, each of the cross-sections
being perpendicular to the cylinder row direction, the oil pan attaching portion has
a configuration in which the first portion is formed so that a width gradually increases
toward a connecting portion connected to the transmission attaching portion from a
connecting portion connected to the second portion.
[0005] US4473042 discloses an another example of a cylinder block.
Citation List
Patent Literature
[0006] Patent Literature 1: Japanese Unexamined Utility Model
H1-176734
Summary of Invention
Technical Problem
[0007] Since a transmission is typically installed on one end side of the engine block in
the cylinder row direction, bending stress or torsional stress generated from the
transmission acts on the transmission attaching surface side of the engine block.
Such an engine block described above would not have sufficient rigidity against bending
stress or torsional stress if the height of the oil pan attaching rail is low on the
side of the transmission attaching surface, causing deformation of the oil pan attaching
rail. In this regard, the engine block described above has room for improvement.
[0008] The present invention has been made in view of the above, and it is an object of
the present invention to decrease deformation of an oil pan attaching portion with
good weight efficiency.
Solution to Problem
[0009] An engine block and an internal combustion engine provided with the same of the present
invention include the following means to achieve the above object.
[0010] According to the present invention, an engine block includes a cylinder portion,
a crankcase portion, a transmission attaching portion, and an oil pan attaching portion.
The cylinder portion includes a plurality of cylinders arranged in-line. The crankcase
portion is connected to one end side of the cylinder portion in the cylinder axial
direction to form a crank chamber. Further, the crankcase portion includes a rigidity
improving portion capable of improving rigidity. The transmission attaching portion
is provided on one end side of the cylinder portion and the crankcase portion in a
cylinder row direction. The oil pan attaching portion is provided along the cylinder
row direction at an end portion opposite to the side on which the cylinder portion
is connected. The oil pan attaching portion includes a first portion and a second
portion. The first portion extends closer to and is connected to the transmission
attaching portion. The second portion extends to a position away from the transmission
attaching portion farther than the first portion. The oil pan attaching portion is
configured such that a second moment of area of a cross-section of the first portion
is larger than a second moment of area of a cross-section of the second portion, each
of the cross-sections being perpendicular to the cylinder row direction. The first
portion is connected to the rigidity improving portion at the end portion opposite
to a connecting portion connected to the transmission attaching portion.
[0011] In the present invention, "connected to one end side of the cylinder portion in the
cylinder axial direction" represents a mode in which the crankcase portion is formed
integrally at one end side of the cylinder portion in the cylinder axial direction,
and also represents a mode in which the cylinder portion and the crankcase portion
are formed separately, and the crankcase portion is integrally connected to one end
side of the cylinder portion in the cylinder axial direction with fastening members,
such as bolts.
[0012] In the present invention, in the oil pan attaching portion, the second moment of
area of the cross-section of the first portion perpendicular to the cylinder row direction
is larger than the second moment of area of the cross-section of the second portion
perpendicular to the cylinder row direction. Thus, the rigidity of the first portion,
which is located closer to the transmission attaching portion and easily affected
by bending moment or torsional moment, of the oil pan attaching portion can be higher
than the rigidity of the second portion located away from the transmission attaching
portion.
[0013] Further, weight increase of the entire engine block can be minimized compared to
the structure in which the second moment of area of the oil pan attaching portion
is increased over the entire region in the cylinder row direction. Since the end portion
of the first portion opposite to the connecting portion connected to the transmission
attaching portion is connected to the rigidity improving portion, an extremely high
rigidity can be achieved. As a result, the deformation of the oil pan attaching portion
caused by the bending moment or the torsional moment can be effectively decreased
with good weight efficiency.
[0014] According to the present invention, the crankcase portion includes supporting walls
capable of rotatably supporting the crankshaft. The supporting walls are configured
to function as the rigidity improving portion.
[0015] Each of the supporting walls that support the crankshaft is used as the rigidity
improving portion, thus minimizing weight increase compared to the structure in which
a dedicated rigidity improving portion is provided.
[0016] According to still another mode of the engine block of the present invention, the
first portion is connected to a central supporting wall that is the supporting wall
disposed in the center of the supporting walls in the cylinder row direction.
[0017] In this mode, the rigidity of a portion of the oil pan attaching portion, which is
located in a range from the connecting portion connected to the transmission attaching
portion to the center position in the cylinder row direction, can be increased. Thus,
the deformation of the oil pan attaching portion due to the bending stress or torsional
stress from the transmission can decreased effectively.
[0018] According to the present invention, a height of the cross-section of the oil pan
attaching portion of the first portion is higher than a height of the cross-section
of the second portion, each of the cross-sections being perpendicular to the cylinder
row direction.
[0019] The second moment of area of the cross-section, which is perpendicular to the cylinder
row direction, of the first portion located closer to the connecting portion can be
larger than the second moment of area of the cross-section, which is perpendicular
to the cylinder row direction, of the second portion located away from the connecting
portion, with the simple structure in which the height of a cross-section is changed.
Thus, the deformation of the oil pan attaching portion due to the bending stress or
torsional stress generated from the transmission can be decreased without deteriorating
manufacturability of the engine block.
[0020] According to still another mode of the engine block of the present invention, the
crankcase portion includes, when seen from the cylinder row direction, a skirt portion
configured to project from the cylinder portion to become gradually wider in a direction
orthogonal to both the cylinder row direction and the cylinder axial direction. The
skirt portion has a linear cross-section perpendicular to the cylinder row direction.
[0021] Typically, a height dimension of the cross-section is increased or a complicated
shape of the cross-section is provided in order to increase the second moment of area.
When the engine block is formed by casting, a flow rate (kinetic energy) of molten
metal decreases in a portion having a cross-section of an increased height or complicated
shape, causing enough molten metal to hardly flow downward from such portion.
[0022] In the present mode, the skirt portion located downstream of the oil pan attaching
portion, which includes the first portion having an increased second moment of area,
has the linear cross-section, thus achieving improved fluidity toward downstream of
the oil pan attaching portion, compared to a case in which the skirt portion has a
circular arc-shaped cross-section. Although the skirt portion having a linear cross-section
has a decreased rigidity of the skirt portion, compared to the case in which the skirt
portion has a circular arc-shaped cross-section, the rigidity of the oil pan attaching
portion increases to maintain the rigidity of the entire engine block. As a result,
both manufacturability and improved rigidity can be achieved.
[0023] According to a preferred mode of the present invention, an internal combustion engine
includes the engine block according to any one of the modes described above, and an
oil pan attached to the oil pan attaching portion of the engine block. The internal
combustion engine is configured to lubricate necessary portions to be lubricated using
oil stored in the oil pan.
[0024] The present invention includes the engine block according to any one of the modes
described above, so that an effect similar to the effect achieved by the engine block
of the present invention can be achieved. For example, an effect of improving rigidity
of the oil pan attaching portion with good weight efficiency can be achieved.
Advantageous Effects of Invention
[0025] In the present invention, the deformation of the oil pan attaching portion caused
by bending stress or torsional stress by the transmission can be decreased with good
weight efficiency.
Brief Description of Drawings
[0026]
Fig. 1 is a schematic view of an internal combustion engine 1 on which an engine block
20 according to an embodiment of the present invention is mounted.
Fig. 2 is a perspective view illustrating an external appearance of the engine block
20 according to the embodiment of the present invention.
Fig. 3 is a side view of the engine block 20, when seen from the side, according to
the embodiment of the present invention.
Fig. 4 is a cross-sectional view cut along line X-X of Fig. 3.
Fig. 5 is a cross-sectional view cut along line Y-Y of Fig. 3.
Description of Embodiment
[0027] A best mode for carrying out the present invention is described below by referring
to an embodiment.
Embodiment
[0028] An internal combustion engine 1 provided with an engine block 20 according to an
embodiment of the present invention includes, as illustrated in Fig. 1, a cylinder
head 2, a rocker cover 4 attached on top of the cylinder head 2, the engine block
20 according to the present embodiment attached under the cylinder head 2, an upper
oil pan 6 attached under the engine block 20, and a lower oil pan 8 attached under
the upper oil pan 6.
[0029] The engine block 20 according to the present embodiment includes, in an integrally-formed
manner, as illustrated in Figs. 2 to 4, a cylinder block portion 22 in which four
cylinder bores 22a are formed in-line, a crankcase portion 24 constituting a part
of a crank chamber 23, a block-side flange surface portion 26 provided on one end
side (right side of Figs. 1 to 3) of the cylinder block portion 22 and the crankcase
portion 24 in a cylinder row direction, and an oil pan rail portion 34 to which the
upper oil pan 6 can be attached.
[0030] The cylinder block portion 22 is an example constituent component corresponding to
a "cylinder portion" of the present invention. The crank chamber 23 is an example
constituent component corresponding to a "crank chamber" of the present invention.
The block-side flange surface portion 26 is an example constituent component corresponding
to a "transmission attaching portion" of the present invention. The oil pan rail portion
34 is an example constituent component corresponding to an "oil pan attaching portion"
of the present invention.
[0031] The crankcase portion 24 includes a skirt portion 32, as illustrated in Figs. 2 to
4. The skirt portion 32 projects, when seen from the cylinder row direction as illustrated
in Fig. 4, from the cylinder block portion 22 to become gradually wider in a direction
orthogonal to both a cylinder row direction and an axial direction of the cylinder
bore 22a. That is, the skirt portion 32 projects in left and right directions in Fig.
4.
[0032] The skirt portion 32 has a substantially linearly-shaped cross-section perpendicular
to the cylinder row direction. The skirt portion 32 having such a substantially linearly-shaped
cross-section can improve fluidity of molten metal in casting the engine block 20.
As a result, manufacturability improves.
[0033] The skirt portion 32 having a substantially linearly-shaped cross-section is an example
constituent component corresponding to "the skirt portion having a linearly-shaped
cross-section perpendicular to a cylinder row direction" of the present invention.
[0034] Crank journal supporting walls 27 are formed inside the skirt portion 32, as illustrated
in Figs. 4 and 5. The crank journal supporting walls 27 include a bearing portion
28 that rotatably supports a journal portion of a crankshaft CS. The crank journal
supporting walls 27 are thus configured as partition walls to divide the crank chamber
23 for each cylinder bore 22a. For convenience of explanation, the crank journal supporting
walls 27 include, from the left side of Fig. 5, a first journal supporting wall 27a,
a second journal supporting wall 27b, a third journal supporting wall 27c, a fourth
journal supporting wall 27d, and a fifth journal supporting wall 27e, in this order.
[0035] In the present embodiment, a thrust plate SP that receives force from the crankshaft
CS in thrust direction is attached on both side of third journal supporting wall 27c
in the axial direction of the crankshaft CS. Further, counterweights (not illustrated)
are disposed at positions sandwiching the third journal supporting wall 27c, among
counterweights (not illustrated) disposed on the crankshaft CS, extend in the same
direction. As such, the third journal supporting wall 27c receives inertia force larger
than inertia forces for the other crank journal supporting walls 27 (the first journal
supporting wall 27a, the second journal supporting wall 27b, the fourth journal supporting
wall 27d, and the fifth journal supporting wall 27e). Therefore, the third journal
supporting wall 27c has a wall thickness larger than the wall thickness of the other
crank journal supporting walls 27 (the first journal supporting wall 27a, the second
journal supporting wall 27b, the fourth journal supporting wall 27d, and the fifth
journal supporting wall 27e).
[0036] Thus, the third journal supporting wall 27c has rigidity larger than the rigidity
of the other crank journal supporting walls 27 (the first journal supporting wall
27a, the second journal supporting wall 27b, the fourth journal supporting wall 27d,
and the fifth journal supporting wall 27e). The crank journal supporting wall 27 (the
first journal supporting wall 27a, the second journal supporting wall 27b, the third
journal supporting wall 27c, the fourth journal supporting wall 27d, and the fifth
journal supporting wall 27e) is an example constituent component corresponding to
a "rigidity improving portion" and a "supporting wall" of the present invention. The
third journal supporting wall 27c is an example constituent component corresponding
to a "central supporting wall" of the present invention.
[0037] The oil pan rail portion 34 is provided integrally at the lower end portion of the
skirt portion 32 on both sides (right and left sides of Fig. 4, upper and lower sides
of Fig. 5) of the center axis of the crankshaft CS, as illustrated in Figs. 2 to 4.
The oil pan rail portion 34 is configured in substantially the same structure on both
sides (right and left sides of Fig. 4, upper and lower sides of Fig. 5) of the center
axis of the crankshaft CS.
[0038] The oil pan rail portion 34 is formed in a flange-like shape projecting in a direction
orthogonal to the cylinder row direction and the axial direction of the cylinder bore
22a, that is, the right and left directions of Fig. 4. The oil pan rail portion 34
is connected to the block-side flange surface portion 26 at one end side in the cylinder
row direction, and extends from the block-side flange surface portion 26 along the
cylinder row direction.
[0039] As illustrated in Figs. 2 to 5, the oil pan rail portion 34 includes a first rail
portion 34a and a second rail portion 34b. The first rail portion 34a extends closer
to the block-side flange surface portion 26 in the cylinder row direction. The first
rail portion 34a has a length substantially equivalent to two cylinders along the
cylinder row direction from a connecting portion 134a connected to the block-side
flange surface portion 26. Specifically, the first rail portion 34a extends in the
cylinder row direction from the connecting portion 134a and is connected to third
journal supporting wall 27c at a connecting portion 134b.
[0040] The first rail portion 34a is formed so that a rail width gradually increases toward
the connecting portion 134a connected to the block-side flange surface portion 26
from the connecting portion 134b connected to the second rail portion 34b. Namely,
the first rail portion 34a is formed in a triangular shape in planar view.
[0041] Further, a rail height of the first rail portion 34a is higher than the rail height
of the second rail portion 34b, as illustrated in Figs. 3 to 5. The second rail portion
34b is formed continuously from the first rail portion 34a, and located on the side
of the first rail portion 34a opposite to the block-side flange surface portion 26.
In other words, the second rail portion 34b extends away from the block-side flange
surface portion 26. The first rail portion 34a is an example constituent component
corresponding to a "first portion" of the present invention. The second rail portion
34b is an example constituent component corresponding to a "second portion" of the
present invention. The connecting portion 134a is an example constituent component
corresponding to a "connecting portion" of the present invention.
[0042] The block-side flange surface portion 26 projects, when seen along the cylinder row
direction as illustrated in Figs. 1 and 2, from the cylinder block portion 22 and
the crankcase portion 24 in the direction orthogonal to both the cylinder row direction
and the axial direction of the cylinder bore 22a. That is, the block-side flange surface
portion 26 projects in right and left directions in Fig. 4. The block-side flange
surface portion 26 is formed in a substantially half-circular shape when seen from
the direction along the cylinder row direction.
[0043] The upper oil pan 6 includes a body portion 6a and an oil pan-side flange surface
portion 6b which is provided on one end side (right side in Fig. 1) of the body portion
6a in the cylinder row direction. The upper oil pan 6 is fastened to the oil pan rail
portion 34 of the crankcase portion 24 with bolts, which are not illustrated, so that
the upper oil pan 6 and the crankcase portion 24 form the crank chamber 23.
[0044] The oil pan-side flange surface portion 6b projects, when seen along the cylinder
row direction, in the direction orthogonal to both the cylinder row direction and
the axial direction of the cylinder bore 22a. That is, the oil pan-side flange surface
portion 6b projects in the same direction as the direction in which the block-side
flange surface portion 26 projects. The oil pan-side flange surface portion 6b is
formed in a substantially half-circular shape when seen from the direction along the
cylinder row direction. When the upper oil pan 6 is fastened to the crankcase portion
24, the oil pan-side flange surface portion 6b and the block-side flange surface portion
26, which is formed in the substantially half-circular shape, form a transmission
attaching surface 50 with a substantially circular shape. The upper oil pan 6 is an
example constituent component corresponding to an "oil pan" of the present invention.
The transmission attaching surface 50 is an example constituent component corresponding
to a "transmission attaching portion" of the present invention.
[0045] The lower oil pan 8 is formed in a bottomed bowl shape to allow storage of lubricant
oil in the lower oil pan 8, as illustrated in Fig. 1. The lower oil pan 8 is an example
constituent component corresponding to an "oil pan" of the present invention.
[0046] The internal combustion engine 1 as configured above is mounted on a vehicle with
the transmission installed on the internal combustion engine 1. Namely, the internal
combustion engine 1 is mounted on the vehicle as a power train unit in which the internal
combustion engine 1 and the transmission are formed integrally. The power train unit
is installed on a vehicle body on both sides of the transmission attaching surface
50. Namely, the power train unit is installed on the vehicle body via an engine mount,
which is not illustrated, provided on both the internal combustion engine 1 side and
the transmission side.
[0047] When the vehicle with the power train described above mounted thereon starts, the
internal combustion engine 1 generates vibration caused by reciprocating motion of
pistons (not illustrated) and rotary motion of the crankshaft CS. Such vibration acts
on the engine block 20 as bending moment or torsional moment. The engine block 20
also receives the bending moment or the torsional moment via the transmission attaching
surface 50 in accordance with driving of the transmission.
[0048] A portion of the engine block 20 in the vicinity of the transmission attaching surface
50 is easily affected by the bending moment or the torsional moment due to the support
structure of the power train unit on the vehicle body as described above. When the
bending moment or the torsional moment acts on the engine block 20, the first rail
portion 34a deforms at the oil pan rail portion 34, which results in forming an opening
in the sealing surface sealed with the upper oil pan 6 and deteriorating a sealing
characteristic.
[0049] In the engine block 20, however, according to the present embodiment, a rail height
of the first rail portion 34a is higher than the other portion (second rail portion
34b). In addition, a rail width of the first rail portion 34a is formed in a triangular
shape, in planar view, that gradually increases toward the block-side flange surface
portion 26. Thus, the second moment of area of a cross-section, which is perpendicular
to the cylinder row direction, of the first rail portion 34a is set to be larger than
the second moment of area of a cross-section, which is perpendicular to the cylinder
row direction, of the other portion (second rail portion 34b).
[0050] This improves rigidity of the first rail portion 34a that tends to be easily deformed,
and effectively decreases the deformation of the first rail portion 34a. Weight increase
can also be minimized, because the rail height is not increased over the entire region
of the oil pan rail portion 34 along the cylinder row direction.
[0051] The first rail portion 34a is formed over a length substantially equivalent to two
cylinders from the connecting portion 134a connected to the block-side flange surface
portion 26 in the cylinder row direction. At the same time, the first rail portion
34a is connected to the third journal supporting wall 27c having the largest rigidity
among the crank journal supporting walls 27. Thus, the rigidity of the first rail
portion 34a can be effectively improved. As a result, the deformation of the oil pan
rail portion 34 can be decreased with good weight efficiency.
[0052] The fact that the height of the first rail portion 34a is made higher than the height
of the second rail portion 34b might cause a decrease in flow rate of the molten metal
in the first rail portion 34a during casting of the engine block 20, causing a decrease
in fluidity toward the skirt portion 32 side which is located downstream of the first
rail portion 34a in the direction of flow of the molten metal.
[0053] In the present embodiment, however, the skirt portion 32 has the substantially linear
cross-section perpendicular to the direction along the cylinder row direction. Thus,
the decrease of fluidity toward the skirt portion 32 side can be minimized, and the
fluidity toward the skirt portion 32 side can be improved, compared to the case in
which the skirt portion 32 has a circular arc-shaped cross-section.
[0054] Although the rigidity of the skirt portion 32 decreases when the skirt portion 32
has the linear cross-section, compared to the skirt portion having the circular arc-shaped
cross-section, the rigidity of the engine block 20 as a whole can be maintained by
the increase of the rigidity of the oil pan rail portion 34. As a result, improved
manufacturability and improved rigidity can both be achieved.
[0055] In the engine block 20 according to the embodiment of the present invention, the
oil pan rail portion 34 includes the first rail portion 34a which is connected to
and extends closer to the block-side flange surface portion 26, and the second rail
portion 34b extending away from the block-side flange surface portion 26 farther than
the first rail portion 34a. The second moment of area of the first rail portion 34a
is made larger than the second moment of area of the second rail portion 34b by increasing
the rail height of the first rail portion 34a higher than the rail height of the second
rail portion 34b. At the same time, the connecting portion 134b between the first
and second rail portions 34a and 34b is connected to the third journal supporting
wall 27c having the largest rigidity among the crank journal supporting walls 27.
Thus, the rigidity of the first rail portion 34a which tends to be structurally deformed
easily can reasonably be improved to effectively decrease the deformation of the first
rail portion 34a.
[0056] The weight increase can also be minimized, because the rail height is not increased
over the entire region of the oil pan rail portion 34 along the cylinder row direction.
As a result, the deformation of the oil pan rail portion 34 can be decreased with
good weight efficiency. Since the second moment of area of the first rail portion
34a can be increased with the simple structure in which the rail height of the first
rail portion 34a is made higher than the rail height of the second rail portion 34b,
the structure of the engine block 20 itself does not become complicated. Namely, the
manufacturability of the engine block 20 does not decrease.
[0057] In the present embodiment, the rigidity of the third journal supporting wall 27c
is made higher than the rigidity of other supporting walls of the crank journal supporting
wall 27, but this structure may be changed. For example, the rigidity of the first
journal supporting wall 27a, the second journal supporting wall 27b, the fourth journal
supporting wall 27d, or the fifth journal supporting wall 27e may be higher than the
rigidity of the other journal supporting walls 27. In this case, the connecting portion
134b side of the first rail portion 34a may be connected to the crank journal supporting
wall 27 having the highest rigidity among the crank journal supporting walls 27.
[0058] In the present embodiment, the first rail portion 34a is connected to the third journal
supporting wall 27c of the crank journal supporting walls 27 at the connecting portion
134b side, but this structure may be changed. For example, the first rail portion
34a may be connected to a portion having a high rigidity, such as a vertical rib 32a
provided on the outer surface of the engine block 20. In this case, the vertical rib
32a is an example constituent component corresponding to a "rigidity improving portion"
of the present invention.
[0059] In the present embodiment, the second moment of area of the first rail portion 34a
is larger than the second moment of area of the second rail portion 34b by simply
increasing the rail height of the first rail portion 34a higher than the rail height
of the second rail portion 34b. However, this structure may be changed. The first
rail portion 34a may have a cross-section in such a shape as to make the second moment
of area thereof larger than that of the cross-section of the second rail portion 34b.
For example, the first rail portion 34a may have a hollow box-shaped cross-section
or a U-shaped cross-section.
- 1
- Internal combustion engine
- 2
- Cylinder head
- 4
- Rocker cover
- 6
- Upper oil pan (Oil pan)
- 6a
- Body portion
- 6b
- Oil pan-side flange surface portion
- 8
- Lower oil pan (Oil pan)
- 20
- Engine block
- 22
- Cylinder block portion (Cylinder portion)
- 22a
- Cylinder bore
- 23
- Crank chamber
- 24
- Crankcase portion
- 26
- Block-side flange surface portion (Transmission attaching portion)
- 27
- Crank journal supporting wall
- 27a
- First journal supporting wall (Rigidity improving portion, Supporting wall)
- 27b
- Second journal supporting wall (Rigidity improving portion, Supporting wall)
- 27c
- Third journal supporting wall (Rigidity improving portion, Supporting wall, Central
supporting wall)
- 27d
- Fourth journal supporting wall (Rigidity improving portion, Supporting wall)
- 27e
- Fifth journal supporting wall (Rigidity improving portion, Supporting wall)
- 28
- Bearing portion
- 32
- Skirt portion
- 32a
- Vertical rib (Rigidity improving portion)
- 34
- Oil pan rail portion (Oil pan attaching portion)
- 34a
- First rail portion (First portion)
- 34b
- Second rail portion (Second portion)
- 50
- Transmission attaching surface (Transmission attaching portion)
- 134a
- Connecting portion
- 134b
- Connecting portion
- CS
- Crankshaft
- SP
- Thrust plate
1. An engine block (20), comprising:
a cylinder portion (22) in which a plurality of cylinders are arranged in-line;
a crankcase portion (24) connected to one end side of the cylinder portion in a cylinder
axial direction to form a crank chamber;
a transmission attaching portion (26, 50) provided on one end side of the cylinder
portion and the crankcase portion in a cylinder row direction; and
an oil pan attaching portion (34) extending along the cylinder row direction at an
end portion opposite to the side on which the cylinder portion is connected, and formed
in a flange-like shape projecting in a direction orthogonal to the cylinder row direction
and the cylinder axial direction,
wherein
the crankcase portion includes supporting walls (27) that rotatably support a crankshaft
(CS) and are configured to function as a rigidity improving portion capable of improving
rigidity thereof,
the oil pan attaching portion includes a first portion (34a) extending closer to the
transmission attaching portion and connected to the transmission attaching portion,
and a second portion (34b) extending away from the transmission attaching portion
farther than first portion, and
the oil pan attaching portion is configured such that a second moment of area of a
cross-section of the first portion is larger than a second moment of area of a cross-section
of the second portion, each of the cross-sections being perpendicular to the cylinder
row direction,
the oil pan attaching portion has at least one of:
a first configuration in which a height of the cross-section of the first portion
is higher than a height of the cross-section of the second portion, each of the cross-sections
being perpendicular to the cylinder row direction; and
a second configuration in which the first portion is formed so that a width gradually
increases toward a connecting portion (134a) connected to the transmission attaching
portion from a connecting portion (134b) connected to the second portion,
characterized in that
the first portion is connected to the supporting wall (27c) that has rigidity larger
than the rigidity of the other supporting walls, at an end portion opposite to the
connecting portion connected to the transmission attaching portion.
2. The engine block according to claim 1, wherein
the supporting wall (27c) that has rigidity larger than the rigidity of the other
supporting walls is a central supporting wall that is the supporting wall disposed
in the center of the supporting walls in the cylinder row direction.
3. The engine block (20) according to claim 1 or 2, wherein
the crankcase portion (24) includes a skirt portion (32) configured, when seen from
the cylinder row direction, to project to become gradually wider in a direction orthogonal
to both the cylinder row direction and the cylinder axial direction, and
the skirt portion has a linearly-shaped cross-section perpendicular to the cylinder
row direction.
4. An internal combustion engine (1), comprising:
the engine block (20) according to any one of claims 1 to 3; and
an oil pan (6, 8) attached to the oil pan attaching portion (34) of the engine block,
wherein
the internal combustion engine is configured to perform lubrication of a portion to
be lubricated using oil stored in the oil pan.
1. Motorblock (20), mit:
einem Zylinderabschnitt (22), in dem mehrere Zylinder in Reihe angeordnet sind;
einem Kurbelgehäuseabschnitt (24), der mit einer Endseite des Zylinderabschnitts in
einer Zylinderachsenrichtung verbunden ist, um eine Kurbelkammer zu bilden;
einem Getriebebefestigungsabschnitt (26, 50), der an einer Endseite des Zylinderabschnitts
und des Kurbelgehäuseabschnitts in einer Zylinderreihenrichtung vorgesehen ist; und
einem Ölwannenbefestigungsabschnitt (34), der sich längs der Zylinderreihenrichtung
an einem Endabschnitt erstreckt, der der Seite gegenüberliegt, mit der der Zylinderabschnitt
verbunden ist, und in einer flanschförmigen Form ausgebildet ist, die in einer Richtung
orthogonal zur Zylinderreihenrichtung und zur Zylinderachsenrichtung vorsteht,
wobei
der Kurbelgehäuseabschnitt Stützwände (27) aufweist, die eine Kurbelwelle (CS) drehbar
halten und konfiguriert sind, als ein Abschnitt zur Verbesserung der Steifigkeit zu
dienen, der zur Verbesserung der Steifigkeit davon imstande ist,
der Ölwannenbefestigungsabschnitt einen ersten Abschnitt (34a), der sich näher zum
Getriebebefestigungsabschnitt erstreckt und mit dem Getriebebefestigungsabschnitt
verbunden ist, und eine zweiten Abschnitt (34b) aufweist der sich weiter vom Getriebebefestigungsabschnitt
weg als der erste Abschnitt erstreckt, und
der Ölwannenbefestigungsabschnitt so konfiguriert ist, dass ein Flächenträgheitsmoment
eines Querschnitts des ersten Abschnitts größer als ein Flächenträgheitsmoment eines
Querschnitts des zweiten Abschnitts ist, wobei jeder der Querschnitte senkrecht zur
Zylinderreihenrichtung ist, der Ölwannenbefestigungsabschnitt mindestens eine aufweist
von:
einer ersten Konfiguration, in der eine Höhe des Querschnitts des ersten Abschnitts
höher als eine Höhe des Querschnitts des zweiten Abschnitts ist, wobei jeder der Querschnitte
senkrecht zur Zylinderreihenrichtung ist; und einer zweiten Konfiguration, in der
der erste Abschnitt so ausgebildet ist, dass eine Breite von einem Verbindungsabschnitt
(134b), der mit dem zweiten Abschnitt verbunden ist, zu einem Verbindungsabschnitt
(134a) allmählich zunimmt, der mit dem Getriebebefestigungsabschnitt verbunden ist,
dadurch gekennzeichnet, dass
der erste Abschnitt mit der Stützwand (27c), die eine größere Steifigkeit als die
Steifigkeit der anderen Stützwände aufweist, an einem Endabschnitt verbunden ist,
der dem Verbindungsabschnitt gegenüberliegt, der mit dem Getriebebefestigungsabschnitt
verbunden ist.
2. Motorblock nach Anspruch 1, wobei
die Stützwand (27c), die eine größere Steifigkeit als die Steifigkeit der anderen
Stützwände aufweist, eine mittlere Stützwand ist, die die Stützwand ist, die in der
Mitte der Stützwände in der Zylinderreihenrichtung angeordnet ist.
3. Motorblock (20) nach Anspruch 1 oder 2, wobei
der Kurbelgehäuseabschnitt (24) einen Randabschnitt (32) aufweist, der von der Zylinderreihenrichtung
aus gesehen konfiguriert ist, so vorzustehen, dass er in einer Richtung allmählich
breiter wird, die sowohl zur Zylinderreihenrichtung als auch zur Zylinderachsenrichtung
orthogonal ist, und
der Randabschnitt senkrecht zur Zylinderreihenrichtung einen linear geformten Querschnitt
aufweist.
4. Verbrennungsmotor (1), der aufweist:
den Motorblock (20) nach einem der Ansprüche 1 bis 3; und
eine Ölwanne (6, 8), die am Ölwannenbefestigungsabschnitt (34) des Motorblocks befestigt
ist, wobei
der Verbrennungsmotor konfiguriert ist, die Schmierung eines zu schmierenden Abschnitts
unter Verwendung von in der Ölwanne gespeichertem Öl durchzuführen.
1. Bloc-moteur (20), comprenant :
une partie de cylindres (22) où est présentée une pluralité de cylindres disposes
en ligne ;
une partie de carter (24) raccordée à un côté d'extrémité de la partie de cylindres
dans la direction axiale des cylindres pour former une chambre de vilebrequin ;
une partie de fixation de transmission (26, 50) prévue sur un côté d'extrémité de
la partie de cylindres et de la partie de carter dans la direction de la rangée de
cylindres ; et
une partie de fixation de carter d'huile (34) s'étendant dans la direction de la rangée
de cylindres sur une section d'extrémité opposée au côté auquel la partie de cylindres
est raccordée, et ayant une forme de bride en saillie dans une direction orthogonale
à la direction de la rangée de cylindres et la direction axiale des cylindres,
où
la partie de carter présente des parois de support (27) supportant de manière rotative
un vilebrequin (CS) et prévues pour servir de section de renforcement de rigidité
apte à en accroître la rigidité,
la partie de fixation de carter d'huile présente une première partie (34a) s'étendant
contre la partie de fixation de transmission et raccordée à la partie de fixation
de transmission, et une deuxième partie (34b) plus distante de la partie de fixation
de transmission que la première partie, et
la partie de fixation de carter d'huile est prévue de telle manière qu'un deuxième
moment d'inertie de la section transversale de la première partie est supérieur à
un deuxième moment d'inertie de la section transversale de la deuxième partie, chacune
des sections transversales étant perpendiculaire à la direction de la rangée de cylindres,
la partie de fixation de carter d'huile présentant au moins une des configurations
suivantes :
une première configuration où la hauteur de la section transversale de la première
partie est supérieure à la hauteur de la section transversale de la deuxième partie,
chacune des sections transversales étant perpendiculaire à la direction de la rangée
de cylindres ; et
une deuxième configuration où la première partie est formée de telle manière que sa
largeur augmente progressivement vers une partie de connexion (134a) raccordée à la
partie de fixation de transmission depuis une partie de connexion (134b) raccordée
à la deuxième partie,
caractérisé en ce que
la première partie est raccordée à la paroi de support (27c) ayant une rigidité supérieure
à la rigidité des autres parois de support, sur une section d'extrémité opposée à
la partie de connexion raccordée à la partie de fixation de transmission.
2. Bloc-moteur selon la revendication 1, où la paroi de support (27c) ayant une rigidité
supérieure à la rigidité des autres parois de support est une paroi de support centrale,
laquelle est la paroi de support disposée au centre des parois de support dans la
direction de la rangée de cylindres.
3. Bloc-moteur (20) selon la revendication 1 ou la revendication 2, où
la partie de carter (24) présente une section en jupe (32) qui, vue dans la direction
de la rangée de cylindres, est prévue pour faire saillie en s'élargissement progressivement
dans une direction orthogonale à la direction de la rangée de cylindres et à la direction
axiale des cylindres, et où
la partie en jupe présente une section transversale rectiligne perpendiculaire à la
direction de la rangée de cylindres.
4. Moteur à combustion interne (1), comprenant :
bloc-moteur (20) selon l'une des revendications 1 à 3 ; et
un carter d'huile (6, 8) fixé à la partie de fixation de carter d'huile (34) de bloc-moteur,
ledit moteur à combustion interne étant prévu pour exécuter la lubrification d'une
partie à lubrifier au moyen de l'huile contenue dans le carter d'huile.