CN109252950B

CN109252950B - Internal combustion engine for vehicle

Info

Publication number: CN109252950B
Application number: CN201810750256.2A
Authority: CN
Inventors: 山田雅士
Original assignee: Suzuki Motor Corp
Current assignee: Suzuki Motor Corp
Priority date: 2017-07-13
Filing date: 2018-07-10
Publication date: 2020-10-30
Anticipated expiration: 2038-07-10
Also published as: JP2019019700A; JP6885240B2; CN109252950A; FR3069018A1; DE102018211391A1; FR3069018B1

Abstract

Provided is a vehicle internal combustion engine capable of preventing a chain case from being bent by stress applied from a tension applying member and preventing a coupling force between the chain case and an engine body from being reduced. When a space surrounded by a 1 st virtual plane 91 connecting a front boss part 53A and a rear boss part 53B, a 2 nd virtual plane 92 extending in the front-rear direction through a housing side connecting part 51A, a 3 rd virtual plane 93 extending in the up-down direction through the front boss part 53A, and a 4 th virtual plane 94 extending in the up-down direction through the rear boss part 53B is set as a bracket arrangement space 96 where a 1 st mounting bracket 46 is arranged, a tensioner connecting part 34a of an automatic tensioner 34 is arranged in the bracket arrangement space 96.

Description

Internal combustion engine for vehicle

Technical Field

The present invention relates to an internal combustion engine for a vehicle.

Background

A belt tension adjusting device that applies tension to a drive belt to which power is transmitted is provided between a crankshaft of an engine and an auxiliary (see patent document 1).

The belt tension adjusting device comprises: an arm provided below the mounting member attachment portion bulging outward from the chain case and supported to be swingable about a swing pin fixed to the engine; a tension pulley supported at an end of the arm and contacting the drive belt; and an automatic tensioner having one end connected to the arm and the other end connected to the chain case, and pressing the arm.

One end of the mounting bracket is coupled to the mounting-member mounting portion, and the other end of the mounting bracket is supported by the vehicle body via the mounting device.

Documents of the prior art

Patent document

Patent document 1: japanese patent laid-open publication No. 2016-176436

Disclosure of Invention

Problems to be solved by the invention

In such a conventional belt tension adjusting device, the other end portion of the automatic tensioner is coupled to the chain case. The automatic tensioner presses the tension pulley to the drive belt with a large force, and thus a large stress acts on the chain housing from the other end portion of the automatic tensioner.

This may cause the chain case to flex, thereby reducing the coupling force between the chain case and the engine main body. In particular, when the other end portion of the automatic tensioner is coupled to a flat portion or the like of the chain case having low rigidity, the flat portion is likely to be bent due to stress applied to the flat portion by the other end portion of the automatic tensioner, and the coupling force between the chain case and the engine main body is likely to be reduced.

The present invention has been made in view of the above circumstances, and an object thereof is to provide a vehicle internal combustion engine capable of preventing a chain case from being deflected by stress applied from a tension applying member and preventing a coupling force between the chain case and an engine main body from being reduced.

Means for solving the problems

The internal combustion engine for a vehicle of the present invention includes: an engine main body having a crankshaft; a housing member coupled to an end of the engine main body; a vibration-proof mounting member having a mounting-side coupling portion and provided on the vehicle body side; a bulging portion bulging from the housing member toward the vibration isolation mounting member and having a housing-side coupling portion at an upper portion thereof; a drive belt provided below the bulging portion and transmitting power from the crankshaft to the auxiliary device; a tension applying member provided below the bulging portion and configured to apply tension to the drive belt; and a mounting bracket that couples the housing-side coupling portion and the mounting-side coupling portion, wherein the tension applying member includes: a tension pulley that is in contact with the drive belt; and a tensioner member having a tensioner coupling portion at one end thereof, the tensioner member being coupled to the housing member, the tensioner member being provided at the other end thereof, the tensioner member pressing the tension pulley against the drive belt, wherein the housing member is provided with: a front boss portion located below the projection portion; and a rear boss portion located below the bulging portion and located rearward in a vehicle longitudinal direction with respect to the front boss portion, wherein the mounting bracket is divided into: a 1 st mounting bracket having an intermediate coupling portion and coupled to the case-side coupling portion; and a 2 nd mounting bracket that couples the intermediate coupling portion and the mounting-side coupling portion, wherein the 1 st mounting bracket includes: an upper wall portion whose base end side is connected to the housing side connecting portion; and a vertical wall portion extending downward from the upper wall portion, a lower end portion in an extending direction being coupled to the front boss portion and the rear boss portion, wherein the tensioner coupling portion is disposed in the bracket disposition space when a space surrounded by a 1 st imaginary plane extending in a vehicle front-rear direction across the front boss portion and the rear boss portion, a 2 nd imaginary plane extending in the vehicle front-rear direction along the housing-side coupling portion, a 3 rd imaginary plane extending in the vehicle vertical direction through the front boss portion, a 3 rd imaginary plane extending in the vehicle vertical direction through the rear boss portion, and a 4 th imaginary plane extending in the vehicle vertical direction through the rear boss portion is set as a bracket disposition space in which the 1 st mounting bracket is disposed.

Effects of the invention

As described above, according to the present invention, the chain case can be prevented from being deflected by the stress applied from the tension applying member, and the coupling force between the chain case and the engine main body can be prevented from being reduced.

Drawings

Fig. 1 is a plan view of a front portion of a vehicle including a vehicle internal combustion engine according to an embodiment of the present invention.

Fig. 2 is a right side view of the internal combustion engine for a vehicle of the embodiment of the invention.

Fig. 3 is a sectional view taken in the direction III-III of fig. 1.

Fig. 4 is a cross-sectional view of the right mounting device in the direction IV-IV of fig. 1.

Fig. 5 is a right mounting device for a vehicular internal combustion engine according to an embodiment of the present invention, as viewed from diagonally right ahead.

Fig. 6 is a plan view of a right mounting device of a vehicle internal combustion engine according to an embodiment of the present invention.

Fig. 7 is a plan view of a right mounting device for a vehicle internal combustion engine according to an embodiment of the present invention, showing a state in which a 2 nd mounting bracket is removed.

Fig. 8 is a plan view of a right mounting device for a vehicle internal combustion engine according to an embodiment of the present invention, showing a state in which the 1 st mounting bracket and the 2 nd mounting bracket are removed.

Fig. 9 is a right side view of the vehicular internal combustion engine according to the embodiment of the present invention, showing a state in which the 1 st mounting bracket is removed.

Fig. 10 is a diagram of a vehicle internal combustion engine according to an embodiment of the present invention, as viewed from diagonally behind on the right, showing a state in which the 1 st mounting bracket is removed.

Fig. 11 is a right side view of a vehicular internal combustion engine according to an embodiment of the present invention, showing a state in which the 1 st mounting bracket is mounted.

Fig. 12 is a view of the 1 st mounting bracket of the right mounting device for a vehicular internal combustion engine according to the embodiment of the present invention, as viewed from diagonally left and front.

Fig. 13 is a left side view of the 1 st mounting bracket of the right mounting device for the vehicular internal combustion engine according to the embodiment of the present invention.

Fig. 14 is a rear view of the 1 st mounting bracket of the right mounting device for the internal combustion engine for a vehicle according to the embodiment of the present invention.

Fig. 15 is a right side view of a vehicular internal combustion engine provided with a right mounting device of another shape according to an embodiment of the present invention.

Description of the reference numerals

1: a vehicle; 2R: a right side member (vehicle body); 5: a powertrain; 6: an engine (internal combustion engine); 9: a right mounting device (mounting device); 18: hydraulic actuators (hydraulic devices); 11: a cylinder block (engine main body); 12: a cylinder head (engine main body); 15: a crankshaft; 21: a chain case (case member); 26: a generator; 27: a drive belt; 31: a belt tensioner (tension imparting member); 32: an arm; 33: a tension wheel; 34: an automatic tensioner (tensioner member); 34 a: a tensioner linkage; 36: a vehicle body panel (vehicle body); 41: a vibration-proof mounting member; 44: a shaft member (mounting-side coupling portion); 45: mounting a bracket; 46: 1, mounting a bracket; 47: a 2 nd mounting bracket; 51: a bulging portion; 51A: a housing-side coupling portion; 52. 101: a boss part for connecting the tensioner; 53A: a front boss portion; 53B: a rear boss portion; 61: an upper wall portion; 61B: an intermediate linking portion; 63: a hydraulic cylinder section; 64: a hydraulic control valve; 64A: a control unit; 65. 66: a reinforcing rib; 65. 66: a reinforcing rib (1 st reinforcing rib); 67: a reinforcing rib (2 nd reinforcing rib); 91: 1 st virtual plane; 91 a: a central portion (central portion in the extending direction of the 1 st virtual plane); 92: a 2 nd virtual plane; 93: a 3 rd virtual plane; 94: a 4 th virtual plane; 95: the 5 th virtual plane.

Detailed Description

An internal combustion engine for a vehicle according to an embodiment of the present invention includes: an engine main body having a crankshaft; a housing member coupled to an end of the engine main body; a vibration-proof mounting member having a mounting-side coupling portion and provided on the vehicle body side; a bulging portion bulging from the housing member toward the vibration damping mounting member and having a housing-side coupling portion at an upper portion thereof; a drive belt provided below the bulging portion and transmitting power from the crankshaft to the auxiliary device; a tension applying member provided below the bulging portion and applying tension to the drive belt; and a mounting bracket that couples the housing-side coupling portion and the mounting-side coupling portion, wherein the tension applying member includes: a tension pulley which is in contact with the drive belt; and a tensioner member having a tensioner coupling portion at one end thereof, the tensioner member being coupled to the housing member, and a tension pulley at the other end thereof, the tensioner member pressing the tension pulley against the drive belt, wherein the housing member is provided with: a front boss portion located below the projection portion; and a rear boss portion located below the bulging portion and located rearward of the front boss portion in the front-rear direction of the vehicle, the mounting bracket being divided into: a 1 st mounting bracket having an intermediate coupling portion and coupled to the case-side coupling portion; and a 2 nd mounting bracket that couples the intermediate coupling portion and the mounting-side coupling portion, the 1 st mounting bracket including: an upper wall portion whose base end side is connected to the case-side connecting portion; and a vertical wall portion extending downward from the upper wall portion, a lower end portion in an extending direction being coupled to the front boss portion and the rear boss portion, wherein the tensioner coupling portion is disposed in the bracket disposition space when a space surrounded by a 1 st imaginary plane extending in a vehicle front-rear direction across the front boss portion and the rear boss portion, a 2 nd imaginary plane extending in the vehicle front-rear direction along the housing-side coupling portion, a 3 rd imaginary plane extending in the vehicle vertical direction across the front boss portion, and a 4 th imaginary plane extending in the vehicle vertical direction across the rear boss portion is set as a bracket disposition space in which the 1 st mounting bracket is disposed.

This prevents the chain case from being deflected by the stress applied from the tension applying member, and prevents the coupling force between the chain case and the engine main body from being reduced.

[ examples ]

Hereinafter, a vehicular internal combustion engine according to an embodiment of the present invention will be described with reference to the drawings.

Fig. 1 to 15 are views showing a vehicle internal combustion engine according to an embodiment of the present invention. In fig. 1 to 15, the vertical, front, rear, and left-right directions are the lateral direction of the vehicle and the vertical direction of the vehicle when the traveling direction of the vehicle is the front and the rear direction is the rear direction.

First, the configuration is explained.

In fig. 1, a vehicle 1 includes a left side member 2L, a right side member 2R, and a cross member 3.

The left side member 2L and the right side member 2R extend in the front-rear direction while being spaced apart in the width direction of the vehicle 1 (hereinafter referred to as the vehicle width direction). The cross member 3 extends inward in the vehicle width direction from the left side member 2L and the right side member 2R, and connects the left side member 2L and the right side member 2R.

An engine room 4 surrounded by the left and

right side members

2L and 2R and the cross member 3 is provided in a front portion of the vehicle 1, and a power train 5 is disposed in the engine room 4.

The power train 5 includes an engine 6 and a transmission 7 as internal combustion engines, and the engine 6 and the transmission 7 are arranged inside the left side member 2L and the right side member 2R in the vehicle width direction. The engine 6 converts thermal energy into mechanical energy, and the transmission 7 changes the rotational speed of the engine 6 and outputs the changed rotational speed.

The left side member 2L is provided with a left mounting device 8, and the left mounting device 8 elastically supports the power train 5 to the left side member 2L. A right mounting device 9 is provided on the right side member 2R, and the right mounting device 9 elastically supports the power train 5 to the right side member 2R.

A rear mounting device 10 is provided on the cross member 3, the rear mounting device 10 elastically supporting the power train 5 to the cross member 3. The right mounting device 9 of the present embodiment constitutes the mounting device of the present invention.

In fig. 2, the engine 6 includes a cylinder block 11, a cylinder head 12 (see fig. 3), a head cover 13, and an oil pan 14. The cylinder block 11 and the cylinder head 12 of the present embodiment constitute an engine main body of the present invention.

A chain case 21 (see fig. 3) is attached to the right side surfaces of the cylinder block 11 and the cylinder head 12 in the vehicle width direction, and the chain case 21 covers a timing chain (not shown) provided on the right side surfaces of the cylinder block 11 and the cylinder head 12. The chain case 21 of the present embodiment constitutes a case member of the present invention.

A plurality of cylinders, not shown, are provided in the cylinder block 11. A piston, not shown, is housed in the cylinder, and the piston reciprocates in the vertical direction with respect to the cylinder. The piston is coupled to the crankshaft 15 by a connecting rod, not shown, and the reciprocating motion of the piston is converted into the rotational motion of the crankshaft 15 by the connecting rod.

The cylinder head 12 is provided with a plurality of intake ports, a plurality of intake valves for opening and closing the intake ports, a plurality of exhaust valves for opening and closing the exhaust ports, and the like, which are not shown. The intake port introduces air into the cylinder, and the exhaust port discharges exhaust gas combusted in the cylinder from the cylinder.

In fig. 3, a valve chamber 16 is formed between the cylinder head 12 and the cylinder head cover 13, and an exhaust camshaft 17 and an intake camshaft, not shown, are housed in the valve chamber 16.

An exhaust cam 17A is provided on the exhaust camshaft 17, and the exhaust cam 17A drives the exhaust valve in accordance with the rotation of the exhaust camshaft 17, thereby opening and closing the exhaust port. Further, detailed description of the intake camshaft is omitted.

A hydraulic actuator 18 of a variable valve mechanism is provided at a right end portion of the exhaust camshaft 17. The hydraulic actuator 18 includes an advance chamber and a retard chamber, not shown, into which oil is introduced. The hydraulic actuator 18 controls the rotational phase of the exhaust camshaft 17 to the advance side when oil is introduced into the advance chamber, and controls the rotational phase of the exhaust camshaft 17 to the retard side when oil is introduced into the retard chamber.

A timing chain covered by a chain case 21 links the crankshaft 15, the exhaust camshaft 17, and the intake camshaft, and transmits the power of the crankshaft 15 to the exhaust camshaft 17 and the intake camshaft.

The oil pan 14 stores oil for lubricating the crankshaft 15, the pistons, and the like.

In fig. 2, a water pump pulley 22, a crankshaft pulley 23, a generator pulley 24, and an idler pulley 25 are provided on the right side of the engine 6, and these pulleys are rotatable.

The water pump pulley 22 is fixed to an input shaft 22A of a water pump, not shown, attached to the cylinder block 11, and the water pump pulley 22 rotates together with the input shaft 22A to transmit power to the water pump. The crankshaft pulley 23 is fixed to a right end portion of the crankshaft 15, and rotates in a rightward turning manner integrally with the crankshaft 15.

The generator pulley 24 is fixed to an input shaft 26A of a generator 26 mounted to the cylinder block 11, rotates together with the input shaft 26A, and transmits power to the generator 26. The generator 26 generates electric power by electromagnetic induction by rotation of an unillustrated rotor provided on the input shaft 26A, and charges an unillustrated battery. The idler pulley 25 is rotatably supported by the cylinder block 11. The water pump and the generator 26 of the present embodiment constitute the auxiliary equipment of the present invention.

An endless drive belt 27 is wound around the water pump pulley 22, the crankshaft pulley 23, the generator pulley 24, and the idle pulley 25. The drive belt 27 transmits the power of the crankshaft 15 from the crankshaft pulley 23 to the water pump pulley 22 and the generator pulley 24, thereby rotationally driving the water pump and the generator 26.

The idle pulley 25 is provided between the crankshaft pulley 23 and the generator pulley 24 to apply tension to a portion of the drive belt 27 that travels from the crankshaft pulley 23 to the generator pulley 24.

The chain case 21 is provided with a belt tensioner 31, and the belt tensioner 31 is disposed below a bulging portion 51 described below. The belt tensioner 31 is disposed above the crankshaft pulley 23 and in front of the water pump pulley 22 as viewed in the vehicle width direction.

The belt tensioner 31 includes an arm 32, a tension pulley 33, and an automatic tensioner 34. One end of the arm 32 is supported by the cylinder block 11 to be swingable. The tension pulley 33 is rotatably supported by the other end of the arm 32 and contacts the drive belt 27.

The automatic tensioner 34 includes a cylindrical damper 34A that is extendable and retractable in the axial direction. A tensioner coupling portion 34A is provided at an upper end portion (one end portion) of the damper 34A, and a lower end portion (the other end portion) of the damper 34A is coupled to the arm 32.

A spring, not shown, is provided on the inner peripheral portion of the damper 34A, and the damper 34A is biased by the spring to expand and generate a pressing force in the axial direction. Thus, the automatic tensioner 34 can apply tension to the drive belt 27 by pressing the tension pulley 33 against the drive belt 27 by the arm 32, and can suppress slack caused by a decrease in tension of the drive belt 27.

As a result, the occurrence of slip between the drive belt 27 and the

pulleys

22, 23, and 24 can be suppressed. The automatic tensioner 34 is not limited to a spring type, and may include a hydraulic type, an air type, or the like, or may include an automatic tensioner in which a spring for applying a tension and a hydraulic pressure for damping are used together.

In fig. 2 and 10, a flat portion 21A extending in the vertical direction is formed in the chain case 21. In fig. 4, a tensioner coupling boss portion 52 is formed on the flat portion 21A, and the tensioner coupling portion 34a is coupled to the tensioner coupling boss portion 52 by a bolt 37A. The belt tensioner 31 of the present embodiment constitutes a tension applying member of the present invention, and the automatic tensioner 34 constitutes a tensioner member of the present invention.

In fig. 3 and 4, the right mounting device 9 includes a vibration-proof mounting member 41 and a mounting bracket 45. The vibration-proof mounting member 41 is provided on the right side member 2R side. The vibration-proof mounting member 41 has an outer cylinder 42, a mounting rubber 43, and a shaft member 44, and the central axes of the outer cylinder 42 and the shaft member 44 extend in the vertical direction.

The outer cylinder 42 is provided with a fitting piece 42A extending outward in the vehicle width direction from the outer cylinder 42 and a fitting piece 42B extending in the vehicle front-rear direction. The fitting piece 42A is fixed to the vehicle body panel 36 by a bolt 37B, and the fitting piece 42B is fixed to the right side member 2R by a bolt 37C (refer to fig. 5 to 8). The right side member 2R and the vehicle body panel 36 of the present embodiment constitute a vehicle body of the present invention.

The mounting rubber 43 is housed in the outer cylinder 42, and the outer periphery of the mounting rubber 43 is fixed to the outer cylinder 42 by vulcanization adhesion or the like. The shaft member 44 is fixed to the inner peripheral portion of the mounting rubber 43 by vulcanization bonding or the like.

The shaft member 44 is coupled to the mounting bracket 45 by the bolt 37D, and the mounting bracket 45 couples the vibration damping mounting member 41 and the chain case 21.

The shaft member 44 of the present embodiment constitutes the mounting-side coupling portion of the present invention.

The chain case 21 is provided on the engine 6 so as to face the vibration-proof mounting member 41 in the vehicle width direction. In fig. 9 and 10, a bulging portion 51 is provided above the flat portion 21A of the chain case 21.

The bulging portion 51 bulges in the vehicle width direction from the outer side surface of the chain case 21 toward the vibration isolation mounting member 41, and is provided apart from the vibration isolation mounting member 41 in the front-rear direction (see fig. 8).

A case-side coupling portion 51A extending in the front-rear direction is provided at an upper portion of the bulging portion 51, and 3 screw grooves 51A extending downward from the case-side coupling portion 51A are formed in the bulging portion 51 (see fig. 8 and 10).

The mounting bracket 45 of the present embodiment couples the shaft member 44 and the case-side coupling portion 51A of the bulging portion 51, and as shown in fig. 1, the vibration-proof mounting member 41 elastically supports the power train 5 to the right side member 2R and the vehicle body panel 36.

In fig. 3 to 5, the mounting bracket 45 is divided into a 1 st mounting bracket 46 and a 2 nd mounting bracket 47.

In fig. 12 and 13, the 1 st mounting bracket 46 includes an upper wall portion 61 and a vertical wall portion 62. The upper wall portion 61 extends in the front-rear direction. The upper wall portion 61 is formed with a bracket-side connecting portion 61A on a base end side (rear side in the front-rear direction of the vehicle 1) with a central portion of the upper wall portion 61 in the extending direction being a boundary, and is formed with an intermediate connecting portion 61B (see fig. 7) extending from the bracket-side connecting portion 61A to a vehicle width direction side of the shaft member 44 on a tip end side (front side in the front-rear direction of the vehicle 1).

The bracket-side coupling portion 61A has 2 through holes 61A, and the bracket-side coupling portion 61A is coupled to the case-side coupling portion 51A of the bulging portion 51 by a bolt 37F (see fig. 5 and 7). In fig. 7, a part of the bulge portion 51 is shown by a broken line.

In fig. 7, the intermediate coupling portion 61B of the present embodiment is provided at a position above the upper wall portion 61 and adjacent to the case-side coupling portion 51A of the bulging portion 51 in the front-rear direction. The intermediate coupling portion 61B is formed with 3 through holes 61B, and one end portion of the 2 nd mounting bracket 47 is coupled to the intermediate coupling portion 61B by a bolt 37G and a stud 37H (see fig. 5 and 6).

The other end portion of the 2 nd mounting bracket 47 is coupled to the upper end of the shaft member 44 by a bolt 37D (see fig. 3). Here, the intermediate coupling portion 61B is located above the upper wall portion 61, and includes: an intermediate coupling portion 61B separate from the upper wall portion 61 is mounted on the upper portion of the upper wall portion 61; and the intermediate coupling portion 61B includes the upper surface of the upper wall portion 61. The intermediate coupling portion 61B constitutes a portion on which one end portion of the 2 nd mounting bracket 47 is placed.

In fig. 12, the vertical wall portion 62 extends downward from the vehicle width direction outer end portion 61c of the upper wall portion 61 in a region corresponding to the bracket-side coupling portion 61A and the intermediate coupling portion 61B extending in the front-rear direction. Fig. 13 shows the regions (ranges) of the bracket-side coupling portion 61A and the intermediate coupling portion 61B in the front-rear direction.

That is, the vertical wall portion 62 extends downward from the vehicle width direction outer end portion 61c of the upper wall portion 61 in a region of the upper wall portion 61 in the front-rear direction corresponding to the bracket-side connecting portion 61A and the intermediate connecting portion 61B, the bracket-side connecting portion 61A extending in the front-rear direction while facing the case-side connecting portion 51A in the vehicle width direction, and the intermediate connecting portion 61B extending in the front-rear direction while continuing from the bracket-side connecting portion 61A.

In fig. 9 and 10, a front boss portion 53A, a rear boss portion 53B, and an upper boss portion 53C are formed on the flat portion 21A of the chain case 21. The lower end portion and the front end portion of the vertical wall portion 62 in the extending direction are coupled to the front boss portion 53A, the rear boss portion 53B, and the upper boss portion 53C by bolts 37I (see fig. 11).

In fig. 12 and 13, a front boss portion 62A, a rear boss portion 62B, and an upper boss portion 62C are formed in the vertical wall portion 62, and the front boss portion 62A, the rear boss portion 62B, and the upper boss portion 62C protrude from the vertical wall portion 62 toward the chain case 21 (see fig. 14).

In fig. 9 and 10, the rear boss portion 53B of the chain case 21 is formed below the bulging portion 51. The front boss portion 53A is formed on the front side of the rear boss portion 53B below the bulging portion 51, and is formed in the front-rear direction in alignment with the rear boss portion 53B.

The front boss portion 53A is provided apart from the case-side coupling portion 51A in the front-rear direction, and the rear boss portion 53B is formed directly below the case-side coupling portion 51A.

In fig. 11, the upper boss portion 53C is formed on the opposite side of the case-side coupling portion 51A with respect to the intermediate coupling portion 61B, and is formed adjacent to the intermediate coupling portion 61B in the front-rear direction. In fig. 9, the upper boss portion 53C is opposed to the bulging portion 51 in the front-rear direction, and is formed obliquely upward on the front side with respect to the front boss portion 53A.

The front boss portion 53A is coupled to a front boss portion 62A of the vertical wall portion 62 by a bolt 37I, and the rear boss portion 53B is coupled to a rear boss portion 62B of the vertical wall portion 62 by a bolt 37I. The upper boss portion 53C is coupled to an upper boss portion 62C of the vertical wall portion 62 by a bolt 37I.

Thus, the 1 st mounting bracket 46 is firmly coupled to the chain case 21 via the front boss portion 62A, the rear boss portion 62B, the upper boss portion 62C, and the bracket-side coupling portion 61A.

In fig. 9, when the chain case 21 is viewed from the outside in the vehicle width direction, the width of the chain case 21 on the upper side of the joint 19 (see fig. 3) between the cylinder block 11 and the cylinder head 12 is formed larger than the width on the lower side of the joint 19.

In the flat portion 21A, a front boss portion 53A and a rear boss portion 53B are formed above the joint portion 19. Thus, the 1 st mounting bracket 46 is disposed above the joint 19.

In fig. 12 and 13, an outer circumferential rib 62D is formed on the outer circumferential portion of the vertical wall portion 62, and the outer circumferential rib 62D protrudes from the vertical wall portion 62 toward the chain case 21 (see fig. 7 and 14) to connect the front end and the rear end of the upper wall portion 61.

In fig. 12 and 13, a front boss portion 62A, a rear boss portion 62B, and an upper boss portion 62C are formed on an outer peripheral rib 62D, and the front boss portion 62A, the rear boss portion 62B, and the upper boss portion 62C are connected to the upper wall portion 61 by the outer peripheral rib 62D.

A partition wall 62E is formed in the vertical wall portion 62, and the partition wall 62E extends vertically inward of the outer peripheral rib 62D and connects the upper wall portion 61 and the lower end portion of the vertical wall portion 62 (the lower outer peripheral rib 62D).

The partition wall 62E extends downward from the center portion in the extending direction (front-rear direction) of the upper wall portion 61, and the bracket-side coupling portion 61A is formed on the proximal end side and the intermediate coupling portion 61B is formed on the distal end side of the upper wall portion 61 with the partition wall 62E as a boundary.

The 1 st mounting bracket 46 has: a rib forming region 71 provided on one side (front side) with respect to the partition wall 62E; and a rib non-formation region 72 provided on the other side (rear side) with respect to the partition wall 62E.

The rib forming region 71 is a region corresponding to the vertical wall portion 62 extending downward from the intermediate coupling portion 61B with the partition wall 62E being a boundary, and the rib non-forming region 72 is a region corresponding to the vertical wall portion 62 extending downward from the bracket-side coupling portion 61A with the partition wall 62E being a boundary.

In the rib forming region 71, the vertical wall portion 62 is formed with

vertical ribs

62F, 62G and

lateral ribs

62H, 62I, 62J projecting from the vertical wall portion 62 toward the chain case 21.

In the rib non-formation region 72, the vertical wall portion 62 is flat, and no rib is formed on the vertical wall portion 62.

The

vertical ribs

62F and 62G extend in the vertical direction, and the upper ends of the

vertical ribs

62F and 62G are connected to the intermediate connection portion 61B. The vertical rib 62F extends from the lower portion of the intermediate coupling portion 61B to the front boss portion 62A, and the vertical rib 62F couples the front boss portion 62A and the intermediate coupling portion 61B.

The

cross ribs

62H, 62I, 62J extend in the front-rear direction. The lateral ribs 62I, 62J connect the partition wall 62E and the vertical rib 62G, and the lateral rib 62H connects the upper boss portion 62C and the vertical rib 62F. The

longitudinal ribs

62F, 62G and the

transverse ribs

62H, 62I, 62J of the present embodiment constitute the ribs of the present invention.

In fig. 9, when a space surrounded by a 1 st imaginary plane 91, a 2 nd imaginary plane 92, a 3 rd imaginary plane 93, and a 4 th imaginary plane 94 is defined as a holder arrangement space 96 in which the 1 st mounting holder 46 is arranged, the tensioner coupling portion 34a of the automatic tensioner 34 is arranged in the holder arrangement space 96, wherein the 1 st imaginary plane 91 extends in the front-rear direction across the front boss portion 53A and the rear boss portion 53B, the 2 nd imaginary plane 92 extends in the front-rear direction along the housing-side coupling portion 51A, the 3 rd imaginary plane 93 extends in the up-down direction through the front boss portion 53A, and the 4 th imaginary plane 94 extends in the up-down direction through the rear boss portion 53B.

The 1 st imaginary plane 91 may pass between an imaginary plane 91a connecting the upper end of the front table portion 53A and the upper end of the rear table portion 53B and an imaginary plane 91B connecting the lower end of the front table portion 53A and the lower end of the rear table portion 53B.

The 3 rd virtual plane 93 may pass between the front end and the rear end of the front boss portion 53A, and the 4 th virtual plane 94 may pass between the front end and the rear end of the rear boss portion 53B.

The tensioner coupling portion 34a of the present embodiment is only required to be disposed within the range of the holder disposition space 96, and in the present embodiment, the tensioner coupling portion 34a is disposed in the inter-boss space 97 between the front boss portion 53A and the rear boss portion 53B in the holder disposition space 96. In other words, the tensioner coupling portion 34a is disposed in the inter-boss space 97 between the imaginary plane 91a and the imaginary plane 91 b.

That is, the tensioner coupling portion 34a of the present embodiment is disposed in the inter-boss space 97 between the front boss portion 53A and the rear boss portion 53B, of the holder disposition space 96 surrounded by the front boss portion 53A, the rear boss portion 53B, and the bulging portion 51.

The tensioner coupling portion 34a is disposed offset toward the front boss portion 53A with respect to a 5 th imaginary plane 95 that vertically crosses a center portion 91c in the extending direction of the 1 st imaginary plane 91. Further, a central portion 91c in the extending direction of the 1 st virtual plane 91 is a central portion in the front-rear direction between the front boss portion 53A and the rear boss portion 53B. In fig. 10, the tensioner coupling boss portion 52 is disposed adjacent to the front boss portion 53A in the front-rear direction, and the tensioner coupling boss portion 52 is coupled to the front boss portion 53A.

Thus, the rear boss portion 53B and the case-side coupling portion 51A of the present embodiment are disposed on the rear side with respect to the 5 th imaginary plane 95, and the front boss portion 53A and the tensioner coupling portion 34a are disposed on the front side with respect to the 5 th imaginary plane 95.

In fig. 9 and 10, a cylinder portion 63 is disposed above the flat portion 21A of the chain case 21 and below the bulging portion 51, and a hydraulic control valve 64 is inserted into the cylinder portion 63. In fig. 3, the cylinder portion 63 is formed between the chain case 21 and the vertical wall portion 62 so as to face the vertical wall portion 62 in the vehicle width direction.

In fig. 9 and 10, the cylinder portion 63 is formed to vertically cross between the bulging portion 51 and the tensioner coupling boss portion 52, the front boss portion 53A, and the rear boss portion 53B.

Specifically, the cylinder unit 63 and the hydraulic control valve 64 of the present embodiment are disposed in the bracket disposition space 96 surrounded by the upper wall portion 61, the vertical wall portion 62, the front side boss portion 53A, and the rear side boss portion 53B, at positions facing the vertical wall portion 62 and adjacent to the housing side coupling portion 51A in the up-down direction.

The hydraulic control valve 64 includes: a plunger, not shown, inserted into the cylinder portion 63; and a control unit 64A such as an electromagnetic solenoid that projects outward from the cylinder unit 63 and drives the plunger.

Oil is introduced into the cylinder portion 63 from an oil pump not shown. The cylinder section 63 communicates with an advance chamber and a retard chamber of the hydraulic actuator 18 through oil passages, not shown, formed in the chain case 21.

The plunger is driven by the control portion 64A, thereby switching the flow direction of oil to supply the oil supplied from the oil pump to the hydraulic cylinder portion 63 to either one of the advance chamber and the retard chamber. The hydraulic actuator 18 of the present embodiment constitutes the hydraulic apparatus of the present invention.

The rear boss portion 53B is provided at one axial end portion of the cylinder portion 63, and the cylinder portion 63 is inclined with respect to the horizontal plane 98 such that the other axial end portion of the cylinder portion 63 is spaced apart from the 1 st virtual plane 91 disposed below the cylinder portion 63. The 1 st virtual plane 91 of the present embodiment constitutes a virtual plane of the present invention.

The engine 6 of the present embodiment is disposed in the engine room 4 such that a cylinder axis, not shown, is inclined forward with respect to the vertical direction. The case-side coupling portion 51A coupled to the right side member 2R by the right attachment device 9 is formed in a horizontal plane so that the right attachment device 9 does not tilt.

Therefore, the 2 nd virtual plane 92 passing through the casing-side coupling portion 51A is formed as a horizontal plane. In fig. 9, a horizontal plane 98 different from the 2 nd virtual plane 92 is formed, in order to make it clear that the cylinder section 63 is inclined with respect to the horizontal plane 98.

The front side boss part 53A and the rear side boss part 53B of the present embodiment constitute a housing side boss part of the present invention, and the front side boss part 53A constitutes a 1 st housing side boss part of the present invention. The upper boss portion 53C constitutes a 2 nd housing-side boss portion of the present invention, and the rear boss portion 53B constitutes a 3 rd housing-side boss portion of the present invention.

The front boss portion 62A constitutes a 1 st boss portion of the present invention, and the upper boss portion 62C constitutes a 2 nd boss portion of the present invention. The front boss portion 62A, the rear boss portion 62B, and the upper boss portion 62C constitute a bracket-side boss portion of the present invention.

In fig. 11, the rib forming area 71 faces the control portion 64A of the hydraulic control valve 64 in the vehicle width direction, and the rib non-forming area 72 faces the cylinder portion 63 in the vehicle width direction.

In fig. 9 and 10, a plurality of reinforcing

ribs

65, 66, and 67 are formed on the upper portion of the chain case 21, and the reinforcing

ribs

65, 66, and 67 extend downward from the lower portion of the bulging portion 51 across the cylinder portion 63.

The reinforcing

ribs

65, 66 pass through the bracket arrangement space 96 from the lower portion of the bulging portion 51, and the

lower end portions

65a, 66a thereof extend to below the tensioner coupling boss portion 52. The reinforcing

ribs

65, 66 are connected to the outer peripheral surface of the cylinder portion 63, and project from the flat portion 21A and the cylinder portion 63 toward the vertical wall portion 62 outward in the vehicle width direction.

The reinforcing rib 67 protrudes from the flat portion 21A and the cylinder portion 63 toward the vehicle width direction outer vertical wall portion 62, and the bulging portion 51, the cylinder portion 63, and the tensioner connecting boss portion 52 are connected by the reinforcing rib 67.

The reinforcing

ribs

65, 66 of the present embodiment constitute the 1 st reinforcing rib of the present invention, and the reinforcing rib 67 constitutes the 2 nd reinforcing rib of the present invention.

According to the engine 6 of the present embodiment, the chain case 21 is formed with: a front boss portion 53A located below the bulging portion 51; and a rear boss portion 53B located below the bulging portion 51 and located rearward of the front boss portion 53A.

The mounting bracket 46 is divided into: a 1 st mounting bracket 46 having an intermediate coupling portion 61B and coupled to the case-side coupling portion 51A of the bulging portion 51; and a 2 nd mounting bracket 47 that couples the intermediate coupling portion 61B and the shaft member 44.

The 1 st mounting bracket 46 includes: an upper wall portion 61 whose base end side is connected to the case-side connecting portion 51A; and a vertical wall portion 62 extending downward from the upper wall portion 61, and a lower end portion in the extending direction is connected to the front boss portion 53A and the rear boss portion 53B.

When a space surrounded by a 1 st imaginary plane 91 connecting the front boss part 53A and the rear boss part 53B, a 2 nd imaginary plane 92 extending in the front-rear direction through the case-side coupling part 51A, a 3 rd imaginary plane 93 extending in the up-down direction through the front boss part 53A, and a 4 th imaginary plane 94 extending in the up-down direction through the rear boss part 53B is set as a bracket arrangement space 96 in which the 1 st mounting bracket 46 is arranged, the tensioner coupling part 34a of the automatic tensioner 34 is arranged in the bracket arrangement space 96.

Thus, even if the portion of the chain case 21 that couples the tensioner coupling portion 34a is a flat portion 21A having a lower rigidity than the uneven portion, the rigidity of the flat portion 21A can be increased by the bulging portion 51, the front boss portion 53A, and the rear boss portion 53B.

Further, by coupling the 1 st bracket 46 to the case-side coupling portion 51A, the front boss portion 53A, and the rear boss portion 53B of the bulging portion 51, the rigidity of the flat portion 21A can be further improved.

Therefore, when stress (reaction force from the drive belt 27) applied from the tensioner coupling portion 34a of the automatic tensioner 34 to the flat portion 21A is applied, the flat portion 21A can be prevented from flexing. As a result, the coupling force between the cylinder block 11 and the cylinder head 12 and the chain case 21 can be prevented from being reduced, and the sealing performance of the engine 6 can be ensured.

The tensioner coupling portion 34a of the present embodiment is coupled to the flat portion 21A of the chain case 21, but may be a concave portion, a convex portion, or a concave-convex portion instead of the flat portion 21A. In this case, the concave portion, the convex portion, or the concave-convex portion can be prevented from being deflected.

Further, according to the engine 6 of the present embodiment, since the tensioner coupling portion 34a is disposed in the inter-boss space 97 between the front boss portion 53A and the rear boss portion 53B in the bracket arrangement space 96, the tensioner coupling portion 34a can be coupled to the portion of the flat portion 21A having high rigidity between the front boss portion 53A and the rear boss portion 53B.

Therefore, when stress is applied to the flat portion 21A from the tensioner connecting portion 34a of the automatic tensioner 34, the flat portion 21A can be more effectively prevented from flexing, and the connecting force between the cylinder block 11 and the cylinder head 12 and the chain case 21 can be more effectively prevented from decreasing.

Further, according to the engine 6 of the present embodiment, the tensioner coupling portion 34a between the front boss portion 53A and the rear boss portion 53B is disposed offset toward the front boss portion 53A with respect to the 5 th imaginary plane 95 that vertically crosses the center portion 91c in the extending direction of the 1 st imaginary plane 91.

Thus, the mounting load applied to the flat portion 21A from the right mounting device 9 through the bulging portion 51 on the rear side with respect to the 5 th virtual plane 95, that is, the reaction force applied to the bulging portion 51 from the right mounting device 9 when the engine 6 vibrates, and the stress applied to the flat portion 21A from the tensioner coupling portion 34a of the automatic tensioner 34 on the front side with respect to the 5 th virtual plane 95 can be dispersed forward and backward and transmitted to the flat portion 21A with the 5 th virtual plane 95 as a boundary.

Therefore, the flat portion 21A can be more effectively prevented from being bent, and the coupling force between the cylinder block 11 and the cylinder head 12 and the chain case 21 can be more effectively prevented from being reduced.

The tensioner coupling portion 34a of the present embodiment is disposed offset toward the front boss portion 53A with respect to the 5 th imaginary plane 95 that vertically crosses the center portion 91c in the extending direction of the 1 st imaginary plane 91, but is not limited thereto.

For example, when the case-side coupling portion 51A is disposed on the front side with respect to the 5 th imaginary plane 95, the tensioner coupling portion 34a may be disposed offset toward the rear boss portion 53B with respect to the 5 th imaginary plane 95.

Further, according to the engine 6 of the present embodiment, the tensioner coupling boss portion 52 coupled to the tensioner coupling portion 34a is formed in the chain case 21, and the tensioner coupling boss portion 52 is coupled to the front side boss portion 53A.

This can increase the rigidity of the flat portion 21A to which the tensioner coupling portion 34a is coupled, by the tensioner coupling boss portion 52 and the front boss portion 53A. Thus, the mounting load applied to the flat portion 21A from the right mounting device 9 through the bulging portion 51 and the stress applied to the flat portion 21A from the tensioner coupling portion 34a of the automatic tensioner 34 can be more effectively dispersed and transmitted to the flat portion 21A in the front-rear direction with the 5 th virtual plane 95 as a boundary.

The tensioner coupling boss portion 52 of the present embodiment is coupled to the front boss portion 53A, but is not limited thereto. When the case-side coupling portion 51A is disposed on the front side with respect to the 5 th imaginary plane 95 and the tensioner coupling portion 34a is disposed offset toward the rear boss portion 53B with respect to the 5 th imaginary plane 95, the tensioner coupling boss portion 52 may be coupled to the rear boss portion 53B.

Further, according to the engine 6 of the present embodiment, the chain case 21 is formed with the cylinder portion 63 into which the hydraulic control valve 64 for supplying oil to the hydraulic actuator 18 provided in the engine 6 is inserted, and the cylinder portion 63 is opposed to the vertical wall portion 62 in the vertical direction and passes through between the bulging portion 51 and the tensioner coupling boss portion 52.

This reduces the area of the flat surface of the flat portion 21A connected to the tensioner connecting portion 34a by the amount corresponding to the arrangement space of the cylinder portion 63, thereby improving the rigidity of the flat portion 21A. Therefore, when stress is applied from the tensioner coupling portion 34a of the automatic tensioner 34 to the flat portion 21A, the flat portion 21A can be more effectively prevented from flexing, and the coupling force between the cylinder block 11 and the cylinder head 12 and the chain case 21 can be more effectively prevented from decreasing.

Further, according to the engine 6 of the embodiment, the reinforcing

ribs

65, 66 are formed in the chain case 21, the reinforcing

ribs

65, 66 extend downward from the lower portion of the bulging portion 51 across the cylinder portion 63, and the reinforcing

ribs

65, 66 pass through the bracket arrangement space 96 and have their

lower end portions

65a, 66a extending below the tensioner coupling boss portion 52.

Thereby, the rigidity of the flat portion 21A can be further improved by the

reinforcement ribs

65, 66, and the mounting load applied to the flat portion 21A from the right mounting device 9 through the bulging portion 51 can be released to below the chain case 21 by the

reinforcement ribs

65, 66.

Further, the stress applied to the flat portion 21A from the tensioner coupling portion 34a of the automatic tensioner 34 can be transmitted from the reinforcing

ribs

65, 66 to the bulging portion 51 having high rigidity.

Therefore, the mounting load applied from the right mounting device 9 to the flat portion 21A through the bulging portion 51 and the stress applied from the tensioner coupling portion 34a of the automatic tensioner 34 to the flat portion 21A can be more effectively dispersed forward and backward with the 5 th virtual plane 95 as a boundary, and the load after dispersion can be suppressed from being strongly transmitted to the flat portion 21A. Therefore, the flat portion 21A is more effectively prevented from flexing.

Further, according to the engine 6 of the present embodiment, the chain case 21 is provided with the reinforcing rib 67, the reinforcing rib 67 extends downward from the lower portion of the bulging portion 51 across the cylinder portion 63, and the bulging portion 51, the cylinder portion 63, and the tensioner connecting boss portion 52 are connected by the reinforcing rib 67.

This can further increase the rigidity of the flat portion 21A by the reinforcing rib 67, and can transmit the stress applied to the flat portion 21A from the tensioner coupling portion 34a to the bulging portion 51 having high rigidity by the reinforcing rib 67.

Therefore, the mounting load applied from the right mounting device 9 to the flat portion 21A through the bulging portion 51 and the stress applied from the tensioner coupling portion 34a of the automatic tensioner 34 to the flat portion 21A can be more effectively dispersed forward and backward with the 5 th virtual plane 95 as a boundary, and the load after dispersion can be more effectively suppressed from being strongly transmitted to the flat portion 21A. Therefore, the flat portion 21A can be more effectively prevented from flexing.

In addition, according to the engine 6 of the present embodiment, since the cylinder portion 63 is connected to the rear boss portion 53B, the rigidity of the flat portion 21A can be further improved by the cylinder portion 63 and the rear boss portion 53B.

Therefore, it is possible to more effectively suppress the mounting load applied from the right mounting device 9 to the flat portion 21A through the bulging portion 51 and the stress applied from the tensioner coupling portion 34a of the automatic tensioner 34 to the flat portion 21A from being strongly transmitted to the flat portion 21A. Therefore, the flat portion 21A can be more effectively prevented from flexing.

When the case-side coupling portion 51A is disposed on the front side of the 5 th virtual plane 95 and the controller 64A of the hydraulic control valve 64 is disposed on the rear-side boss portion 53B side, the front-side boss portion 53A and the cylinder portion 63 may be coupled to each other.

The right mounting device 9 of the present embodiment is disposed in the inter-boss space 97 between the front boss portion 53A and the rear boss portion 53B in the rack disposition space 96, but may be disposed at any position as long as it is within the range of the rack disposition space 96.

For example, as shown by the broken line in fig. 15, a tensioner coupling boss portion 101 may be formed on the chain case 21 facing the 1 st mounting bracket 46, and the tensioner coupling portion 34a may be coupled to the tensioner coupling boss portion 101 inside the 1 st mounting bracket 46.

In the present embodiment, the belt tensioner 31 includes the arm 32 and the automatic tensioner 34, the automatic tensioner 34 includes the cylindrical damper 34A that is extendable and retractable in the axial direction, and the lower end of the damper 34A is coupled to the tension pulley 33 via the arm 32, but the present invention is not limited thereto. For example, the tension pulley 33 may be rotatably connected to the lower end of the damper 34A.

Although embodiments of the present invention have been disclosed, it will be apparent to those skilled in the art that changes may be made without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the claims.

Claims

1. An internal combustion engine for a vehicle, comprising:

an engine main body having a crankshaft;

a housing member coupled to an end of the engine main body;

a vibration-proof mounting member having a mounting-side coupling portion and provided on the vehicle body side;

a bulging portion bulging from the housing member toward the vibration isolation mounting member and having a housing-side coupling portion at an upper portion thereof;

a drive belt provided below the bulging portion and transmitting power from the crankshaft to the auxiliary device;

a tension applying member provided below the bulging portion and configured to apply tension to the drive belt; and

a mounting bracket for coupling the housing-side coupling portion and the mounting-side coupling portion,

the tension applying member includes: a tension pulley that is in contact with the drive belt; and a tensioner member having a tensioner coupling portion at one end thereof, the tensioner member being coupled to the housing member, the tensioner member being provided at the other end thereof with the tension pulley, the tensioner member pressing the tension pulley against the drive belt,

the housing member is provided with: a front boss portion located below the projection portion; and a rear boss portion located below the bulging portion and located rearward in the vehicle longitudinal direction with respect to the front boss portion,

the mounting bracket is divided into: a 1 st mounting bracket having an intermediate coupling portion and coupled to the case-side coupling portion; and a 2 nd mounting bracket for coupling the intermediate coupling portion and the mounting-side coupling portion,

the 1 st mounting bracket includes: an upper wall portion whose base end side is connected to the housing side connecting portion; and a vertical wall portion extending downward from the upper wall portion, a lower end portion in an extending direction being connected to the front boss portion and the rear boss portion,

when a space surrounded by a 1 st imaginary plane extending in the vehicle front-rear direction across the front boss portion and the rear boss portion, a 2 nd imaginary plane extending in the vehicle front-rear direction along the housing-side coupling portion, a 3 rd imaginary plane extending in the vehicle up-down direction through the front boss portion, and a 4 th imaginary plane extending in the vehicle up-down direction through the rear boss portion is defined as a bracket arrangement space in which the 1 st mounting bracket is arranged, the tensioner coupling portion is arranged in the bracket arrangement space.

2. The vehicular internal combustion engine according to claim 1,

the tensioner coupling portion is disposed in an inter-boss space between the front boss portion and the rear boss portion in the bracket disposition space.

3. The vehicular internal combustion engine according to claim 1 or claim 2,

either one of the front boss portion and the rear boss portion is provided so as to be spaced apart in the front-rear direction with respect to the housing side coupling portion,

the tensioner coupling portion between the front boss portion and the rear boss portion is disposed so as to be offset to either the front boss portion or the rear boss portion with respect to a 5 th imaginary plane that vertically crosses a center portion of an extending direction of the 1 st imaginary plane.

4. The vehicular internal combustion engine according to claim 1 or claim 2,

a tensioner coupling boss portion coupled to the tensioner coupling portion is formed in the housing member,

the tensioner connecting boss portion is connected to the front-side boss portion or the rear-side boss portion.

5. The vehicular internal combustion engine according to claim 4,

a cylinder portion for inserting a hydraulic control valve for supplying oil to hydraulic equipment provided in the vehicle internal combustion engine is formed in the housing member,

the cylinder portion is opposed to the vertical wall portion and extends across between the bulging portion and the tensioner connecting boss portion.

6. The vehicular internal combustion engine according to claim 5,

a reinforcing rib is formed on the housing member, the reinforcing rib extending downward from a lower portion of the bulging portion across the cylinder portion,

the reinforcing rib passes through the bracket arrangement space and has a lower end portion extending below the tensioner coupling boss portion.

7. The vehicular internal combustion engine according to claim 6,

in the case where the reinforcing rib is a 1 st reinforcing rib, a 2 nd reinforcing rib extending downward across the cylinder portion from a lower portion of the bulging portion is formed in the housing member,

the bulging portion, the cylinder portion, and the tensioner connecting boss portion are connected by the 2 nd reinforcing rib.

8. The vehicular internal combustion engine according to any one of claims 5 to 7,

the cylinder portion connects the front boss portion or the rear boss portion.