EP0476706B1 - Cylinder block structure for an internal combustion engine - Google Patents
Cylinder block structure for an internal combustion engine Download PDFInfo
- Publication number
- EP0476706B1 EP0476706B1 EP19910116136 EP91116136A EP0476706B1 EP 0476706 B1 EP0476706 B1 EP 0476706B1 EP 19910116136 EP19910116136 EP 19910116136 EP 91116136 A EP91116136 A EP 91116136A EP 0476706 B1 EP0476706 B1 EP 0476706B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- cylinder block
- section
- rear end
- lower cylinder
- block section
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F7/00—Casings, e.g. crankcases or frames
- F02F7/0002—Cylinder arrangements
- F02F7/0007—Crankcases of engines with cylinders in line
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B2075/1804—Number of cylinders
- F02B2075/1816—Number of cylinders four
Definitions
- the present invention relates to a cylinder block structure having the features stated in the preamble of claim 1.
- JP-A 1-280 667 discloses a cylinder block structure of this type wherein bearing caps for the crank shaft, in addition to their usual mounting to the cylinder block, are secured to the lower cylinder block section by their side portions and bottom ends at the same time. This is to rigidity the bearing structure. However, if all of the bearing caps are secured to the lower cylinder block section by their side portions and their bottom ends, the rigidity of the bearing structure can become too great and a risk of cracking of the bearing caps might occur.
- US-A 4,831,978 discloses a general structure of a conventional cylinder block wherein a skirt section serving as a space for accommodating a crank shaft is so arranged as to extend to an outwardly downward extent at its lower portion and wherein an oil pan is mounted to a bottom end of the skirt section. More specifically, a rear end portion of the skirt section of the cylinder block is in such a shape that its outer side portion is extended more and more in an outwardly rearward fashion as it approaches its rear end, and a transmission is mounted to a rear end of the skirt section thereof.
- JP-A 61,757/1988 discloses a cylinder block having a plate member so interposed between the skirt section thereof and the oil pan as to suppress the skirt section thereof from contracting or expanding.
- JP-A 108,612/1987 discloses a cylinder block wherein a side wall of the skirt section is bolted to a side portion of a bearing cap supporting a crank shaft in order to enhance rigidity for supporting the crank shaft. Further, this prior publication discloses a plurality of bearing caps whose bottom ends are connected to each other with a beam constituted by a separate member.
- power plant bending phenomenon and related terms are intended herein to mean a phenomenon wherein a power plant containing the internal combustion engine and the transmission is caused to bend and transform in a curved shape as the internal combustion engine vibrates. This so-called power plant bending phenomenon is known as inducing vibration of the vehicle body.
- the lower cylinder block section is considered as a member for supporting the transmission and, in this respect, attempts have so far been made exclusively in order to ensure rigidity for the power plant bending phenomenon.
- the present invention provides a cylinder block structure as claimed in claim 1.
- the present invention improves rigidity for supporting the bearing cap by the aid of the lower cylinder block section and as a consequence enables a decrease in the vibration of the internal combustion engine because the bottom end or the side portion of the bearing cap is connected to the lower cylinder block section.
- the side portion or portions of a portion of the plural bearing caps is or are connected to the side wall of the lower cylinder block section and the bottom end thereof is connected to the partition wall.
- the bearing caps are prevented from cracking because the side portions and the bottom end of the bearing cap is connected to and supported by the lower cylinder block section composed of an integral member.
- Fig. 1 is a longitudinally sectional view showing a lower half of the main body of an internal combustion engine.
- Fig. 2 is a rear view showing a cylinder block when looked from rear.
- Fig. 3 is a plan view showing the lower cylinder block section when looked from top.
- Fig. 4 is a sectional view taken along line IV-IV of Fig. 3.
- Fig. 5 is a sectional view taken along line V-V of Fig. 3.
- Fig. 6 is a bottom view showing the lower cylinder block section when looked from bottom.
- Fig. 7 is a side view showing the lower cylinder block section when looked from side.
- Fig. 8 is a sectional view taken along line VIII-VIII of Fig. 6.
- Fig. 9 is a partial view with an essential portion enlarged, showing a rear end of the lower cylinder block section.
- reference numeral 1 denotes the main body of an internal combustion engine having four cylinders of a 4-cycle reciprocating type.
- a cylinder block 2 of the main engine body 1 has a bore 2a into which a piston (not shown) is slidably inserted.
- the reciprocating movement of the piston is transmitted through a rod 3 to a crank shaft 4, thereby converting the reciprocating movement thereof into a rotary movement.
- the cylinder block 2 is composed of cast iron and an inner surface of an inner wall of its skirt section 2b forming a crank chamber 5 is so designed as to extend from its top in an outwardly downward direction until the height of a bottom end of the skirt section 2b is located horizontally in the imaginary straight line passing through an axis 4a of rotation of the crank shaft 4, i.e. the bottom end of the skirt section 2b is substantially as high as the axis 4a of rotation of the crank shaft 4.
- a lower cylinder block section 6 which in turn is associated with the skirt section 2b to form a substantial portion of the crank chamber 4.
- an oil pan 7 To a bottom end of the lower cylinder block section 6 is fixed an oil pan 7 by inserting bolts 8 through the entire depth of the side wall portion of the lower cylinder block section 6 from the side of the oil pan 7 and bolting the oil pan 7 and the lower cylinder block section 6 by securing a top side end portion of the lower cylinder block section 6 to a lower end flange of the cylinder block 2 with the bolts 8.
- the lower cylinder block section 6 is composed of aluminium in order to make its total weight lightweight.
- a rear end portion 6a of the lower cylinder block section 6 is so disposed as to extend gradually in an outwardly rearward direction as an outer side portion thereof approaches its rear end.
- a transmission (not shown).
- the rear end surface 6b of the lower cylinder block section 6 will be described hereinafter.
- an inner space of the lower cylinder block section 6 is divided into four crank spaces Nos. 1 to 4, inclusive, for the respective cylinders by four partition walls 9 to 12, respectively, which are transversely disposed in a longitudinally spaced arrangement from its front side to its rear side (from the right side to the left side in Fig. 3). More specifically, a first crank space No. 1 for the first cylinder is formed by and defined between the first partition wall 9 and the second partition wall 10, a second crank space No. 2 for the second cylinder is formed by and defined between the second partition wall 10 and the third partition wall 11, a third crank space No. 3 for the third cylinder is formed by and defined between the third partition wall 11 and the fourth partition wall 12, and a fourth crank space No.
- each of the partition walls is connected to the adjacent partition wall through a plate section 13 interposed between them.
- the first partition wall 9 and the adjacent second partition wall 10 interpose the plate section 13 to thereby connect the first partition wall 9 to the second partition wall 10, and the second partition wall 10 interposes the corresponding plate section 13 in association with the third partition wall 11.
- the third partition wall 11 is in turn connected to the fourth partition wall 12 through the corresponding plate section 13.
- first partition wall 9 is connected through a rib 14 to an inner wall surface of a front end wall 6d of the lower cylinder block section 6, while the fourth partition wall 12 is connected to the inner wall surface of the rear wall 6c of the lower cylinder block section 6 through a bottom plate section 6f thereof.
- This arrangement of the partition walls suppresses them from contracting or expanding.
- Each of the plate sections 13 interposed between the respective partition walls is provided at its both side portions with an oil return hole 13a, as shown in Fig. 3, which in turn is communicated to the oil pan 7, thereby allowing oil present within the respective crank spaces Nos. 1 to 3 to be returned to the oil pan 7.
- each of the plate sections 13 has an opening section 13b so disposed at each of its side portions, i.e. at each of the respective side portions of the lower cylinder block section 6, as to communicate the respective crank space No. 1, 2 or 3 to the inner space of the oil pan 7, thereby returning the oil present in a mist state within the respective crank spaces Nos. 1 to 3 to the oil pan 7.
- the oil pan 7 is disposed in such a manner that its lengthwise dimension extends from the front end of the lower cylinder block section 6 to an intermediate position of the crank space No. 3 for the third cylinder, in order to mount the transmission to the rear end portion 6a of the lower cylinder block section 6. More specifically, as shown in Fig. 6, the lower cylinder block section 6 has a seat 6g for mounting the oil pan 7 and the rear end of the oil pan 7 is located in a position near yet ahead of the third partition wall 11.
- the rear end portion of the lower cylinder block section 6 is a portion where the outer surface of the lower cylinder block section 6 is so disposed as to extend in an outwardly rearward direction, as the outer surface thereof approaches its bottom side end, and furthermore, it is a portion where the fourth cylinder is located.
- Each of the first, second and fourth partition walls 9, 10 and 12 as well as the rear end wall 6c of the lower cylinder block section 6 is provided at its transversely central portion with a pair of holes 18, so arranged in a transversely spaced relationship as to extend in an upward direction, through which bolts 19 are inserted over its entire depth. More specifically, the bolt 19 is inserted through the hole 18 from its bottom and a top portion of the bolt 19 is threaded with a threaded hole (not shown) formed so as to have an opening on the lower surface of a bearing cap 20.
- the bolt 19 makes the lower cylinder block section 6 integral with the bearing cap 20 in a position inside of a bolt 20b for coupling the bearing cap 20 with a bearing section (not section) of the main body of the cylinder block 2.
- the bearing cap 20 is generally composed of cast iron and constitutes a lower half portion of the bearing section of the crank shaft 4.
- each of the first and third partition walls 9 and 11 as well as the rear end wall 6c of the lower cylinder block section 6 has a hole 21 extending transversely, i.e. extending through its entire length from the left to the right in the drawing, and having an opening on a side wall 6e of the lower cylinder block section 6.
- a sliding bush 22 is inserted into the hole 21.
- each of the bearing caps 20 for the first and second partition walls 9 and 11 as well as the rear end wall 6c of the lower cylinder block section 6 is provided with a boss section 20a whose side portion projects towards the outside.
- the boss section 20a is provided with a threaded hole (not shown) which in turn is arranged to be threaded with a top portion of a bolt 23 inserted into the sliding bush 22, thereby making the side wall 6e of the lower cylinder block section 6 integral with the side portion of the bearing cap 20.
- the bearing caps 20 for the first partition wall 9, the third partition wall 11 and the rear end wall 6c of the lower cylinder block section 6 have their side portions disposed integral with the lower cylinder block section 6. Further, the bearing caps 20 for the first partition wall 9 and the rear end wall 6c thereof are made integral with the lower cylinder block section 6 at their bottom portions. On the other hand, as shown in Fig. 5, the bearing caps 20 (20A) for the second and fourth partition walls 10 and 12 are provided with no boss section at their side portions and only their bottom portions are made integral with the lower cylinder block section 6.
- the bearing caps 20 are connected to the lower cylinder block section 6 so that supporting rigidity of the bearing caps 20 can be improved without using a beam which is conventionally employed as a separate member.
- the side portions of the bearing cap 20 with the boss section 20a is connected to the lower cylinder block section 6 and the bearing cap 20 is pressed from its side by the lower cylinder block section 6, so that the bearing cap 20 is prevented from cracking.
- the bearing caps 20 disposed at the first partition wall 9 and the rear end wall 6c of the lower cylinder block section 6 are further integral with the lower cylinder block section 6 and consequently they are pressed from bottom by the lower cylinder block section 6, the bearing caps 20 can be prevented from cracking more effectively.
- the sliding bush 22 As the sliding bush 22 is disposed so as to fix the side portion of the corresponding bearing cap 20, the sliding bush 22 can absorb a dimensional difference of the bearing cap 20, thereby improving operation performance in assembling internal combustion engines for automotive vehicles.
- the second partition wall 10 having the boss-free bearing cap 20A divides the crank space into the first crank space No. 1 for the first cylinder and the second crank space No. 2 for the second cylinder, so that the second space 26, i.e. the boss-free space, constitutes a connecting section that communicates the crank space No. 1 to the crank space No. 2.
- the boss-free space 26 for the fourth partition wall 12 constitutes a connecting portion that communicates the third crank space No. 3 for the third cylinder to the fourth crank space No. 4 for the fourth cylinder.
- the first space 25 for the third partition wall 11 constitutes a connecting section communicating the second crank space No. 2 for the second cylinder with the third crank space No. 3 for the third cylinder.
- first space 25 communicating the second crank space No. 2 to the third crank space No. 3 is smaller in effective passage area than each of the second space 26 communicating the first crank space No. 1 to the second crank space No. 2 and the second space 26 communicating the third crank space No. 3 to the fourth crank space No. 4, due to the provision of the boss section 20a for the corresponding bearing cap 20.
- sparks are produced in the order of cylinders, i.e. from the first cylinder through the third cylinder and the fourth cylinder to the second cylinder.
- the pistons for the first and fourth cylinders are moved in the same direction, while the pistons for the second and third cylinders are moved in the same direction yet opposite to the movement of the pistons for the first and fourth cylinders. More specifically, the piston for the first cylinder is moved in the direction opposite to the direction in which the piston for the second cylinder communicated to the first cylinder through the connecting section 26 having no boss section and having the larger effective passage area is moved.
- the piston for the third cylinder is moved in the direction opposite to the direction in which the piston for the fourth cylinder communicated to the third cylinder through the connecting section 26 having no boss section and having the larger effective passage area is moved.
- the piston for the second cylinder is moved in the direction identical to the direction in which the third cylinder communicated to the second cylinder through the connecting section 25 having the boss section and having the smaller effective passage area is moved.
- the air within the second crank space No. 2 is smoothly transferred by a portion of the air corresponding to one stroke of the piston to the first crank space No. 1 through the connecting section 26 having the larger effective passage area, thereby elevating the piston for the first cylinder.
- the air within the third crank space No. 3 is smoothly transferred by a portion of the air corresponding to one stroke of the piston to the fourth crank space No. 4 through the connecting section 26, thereby elevating the piston for the fourth cylinder.
- the piston for the cylinder is moved upwards, the air within the corresponding cylinder is smoothly transferred by a portion of the air corresponding to one stroke of the piston to the adjacent crank space through the connecting section 26, thereby lowering the piston for the adjacent cylinder. Accordingly, the pistons are allowed to be elevated or lowered smoothly without being suppressed by the air within the crank space, thereby decreasing a pumping loss associated with the suppression of air within the crank space from moving the piston.
- the fourth crank space No. 4 for the fourth cylinder is defined by the bottom plate section 6f of the lower cylinder block section 6 and is not communicated directly with the space within the oil pan 7, i.e. as no opening 13b communicated to the oil pan 7 is provided unlike the crank space No. 3 and so on, as described hereinabove, the fourth crank space No. 4 is communicated with the third crank space No. 3 through the connecting section 26 having the larger effective passage area, thereby permitting a decrease in a pumping loss of the fourth cylinder.
- a side wall 6e of the lower cylinder block section 6 comprises a thin plate section 30, column sections 31 juxtaposed in a spaced arrangement, and a rib 32.
- the column section 31 has a hole through which the bolt 8 is inserted for fastening the lower cylinder block section 6 to the main body of the cylinder block 2.
- the rib 32 is disposed in a crosswise arrangement to enhance rigidity against a twist of the lower cylinder block section 6.
- a portion 33 of the side wall section of the third crank space No.3 defined and surrounded by the column section 31 and a crosswise section of the rib 32 confronting the column section 31 is provided with no thin plate.
- the portions 33 and 34 of the side wall portion of the lower cylinder block section 6 are open towards the side thereof.
- the open side wall portions 33 and 34 are covered with, for example, a plate member 35 separate from the lower cylinder block section 6 in order to keep the connection between the open side wall portions 33 and 34.
- the plate member 35 is bolted to the side wall 6e of the lower cylinder block section 6 through holes 36 formed on the side wall 6e thereof, as shown in Fig. 7.
- the aforesaid arrangement allows the third crank space No. 3 for the third cylinder to be communicated to the fourth crank space No. 4 for the fourth cylinder through the open side wall portions 33 and 34 as well as a passage formed on the side of the lower cylinder block section 6 and defined by the column section 31 and the plate member 35.
- this arrangement can further decrease a pumping loss, in association with the connecting section 26.
- crank space No. 4 for the fourth cylinder has no directly connecting relationship with the oil pan 7 because the oil pan 7 is not extended up to the fourth cylinder, the air present within the crank space No. 4 cannot be removed through the oil pan 7 during the course of strokes of the fourth cylinder, thereby causing the piston to contract the air present in the crank space.
- the fourth cylinder is communicated to the third cylinder through a path formed outside the cylinder block in association with the plate member 35, the air present within the crank space No. 4 for the fourth cylinder can be removed towards the third cylinder in a smooth way during the course of strokes of the fourth cylinder.
- the open side wall portions 33 and 34 as well as the plate member 35 may be mounted to one or both of the side walls 6e of the lower cylinder block section 6.
- the plate member 35 can also serves as a reinforcement member for the lower cylinder block section 6 in order to improve rigidity against bending of the lower cylinder block section 6.
- the function of the plate member 35 as the reinforcement member may be adjusted by changing its material or its plate thickness or by forming beads in the plate member.
- the rear end portion 6a of the lower cylinder block section 6 is of such a shape that its outer side portion is expanded from the position of the fourth partition wall 12 in an outward direction as it approaches the rear end 6b of the lower cylinder block section 6.
- the outwardly expanded shape of the rear end portion 6a of the lower cylinder block section 6 can ensure a sufficient degree of rigidity against bending of the lower cylinder block section 6 with the transmission mounted thereto.
- a plurality of ribs 40 connecting the seat 6g for mounting the oil pan 7 to the rear end wall 6c of the lower cylinder block section 6.
- an inward concave portion 41 having an opening formed so as to face the bottom.
- the inward concave portion 41 is separated from the side portions with the ribs 40 formed thereon through a second rib 42 extending between the seat 6g for mounting the oil pan 7 and the rear end wall 6c of the lower cylinder block section 6.
- the inward concave portion 41 allows the holes 18 formed on the fourth partition wall 12 and the rear end wall 6c of the lower cylinder block section 6 to be equal in hole depth to the holes 18 formed on the partition wall 11 and so on, so that rigidity for supporting the bearing caps 20 disposed on the fourth partition wall 12 and the rear end wall 6c of the lower cylinder block section 6 can be enhanced.
- each of the holes formed for inserting the bolt 18 in the fourth partition wall 12 and the rear end wall 6c of the lower cylinder block section 6 is identical to that of the hole formed for inserting the bolt 18 in each of the other partition wall 11 and so on, thereby enhancing rigidity for supporting the bearing caps 20 disposed at the fourth partition wall 12 and the rear end wall 6c of the lower cylinder block section 6.
- a bolt 19 should be long enough to pass over the entire length of the downward expanded rear end portion 6a of the lower cylinder block section 6.
- the provision of the inward concave portion 41 makes the hole to be formed for inserting the bolt 19 through the side wall portion shorter in length, so that the lengthwise axis of the bolt 19 can be made shorter, thereby providing the bolt 19 with a sufficient degree of rigidity for supporting the bearing cap 20.
- the aforesaid arrangement of the ribs 40 and the inward concave portion 41 in the rear end portion 6a of the lower cylinder block section 6 allows the rear end wall 6c of the lower cylinder block section 6 to be connected to the fourth partition wall 12 with high rigidity, thereby enhancing rigidity of the rear end wall 6c of the lower cylinder block section 6 that undergoes direct influence from a power plant and suppressing the power plant from bending or noises from occurring due to the bending of the power plant.
- the lower cylinder block section 6 is provided at its rear end wall 6c with the transversely extending hole 21 and the bolt 23 is inserted into the hole 21 through the sliding bush 22 to fix the bearing cap 20.
- a boss portion 46 of the transversely extending hole 21 is of a longitudinally sectionally cylindrical shape extending in a rearward direction from the rear end wall 6c of the lower cylinder block section 6.
- the left and right boss sections 46 are connected to each other with a first rib 47 extending in a transverse direction.
- the rear end wall 6c of the lower cylinder block section 6 is further provided with a second rib 48 and a third rib 49, each projecting in a rearward direction.
- the first rib 48 i.e. a longitudinal rib
- the second rib 49 i.e. a transverse rib
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
Description
- The present invention relates to a cylinder block structure having the features stated in the preamble of
claim 1. - JP-A 1-280 667 discloses a cylinder block structure of this type wherein bearing caps for the crank shaft, in addition to their usual mounting to the cylinder block, are secured to the lower cylinder block section by their side portions and bottom ends at the same time. This is to rigidity the bearing structure. However, if all of the bearing caps are secured to the lower cylinder block section by their side portions and their bottom ends, the rigidity of the bearing structure can become too great and a risk of cracking of the bearing caps might occur.
- US-A 4,831,978 discloses a general structure of a conventional cylinder block wherein a skirt section serving as a space for accommodating a crank shaft is so arranged as to extend to an outwardly downward extent at its lower portion and wherein an oil pan is mounted to a bottom end of the skirt section. More specifically, a rear end portion of the skirt section of the cylinder block is in such a shape that its outer side portion is extended more and more in an outwardly rearward fashion as it approaches its rear end, and a transmission is mounted to a rear end of the skirt section thereof.
- Further, JP-A 61,757/1988 discloses a cylinder block having a plate member so interposed between the skirt section thereof and the oil pan as to suppress the skirt section thereof from contracting or expanding.
- On the other hand, JP-A 108,612/1987 discloses a cylinder block wherein a side wall of the skirt section is bolted to a side portion of a bearing cap supporting a crank shaft in order to enhance rigidity for supporting the crank shaft. Further, this prior publication discloses a plurality of bearing caps whose bottom ends are connected to each other with a beam constituted by a separate member.
- It is to be noted herein that the interposition of the plate member between the skirt sections, the fastening of the bearing cap to the skirt section, and the disposition of the beam for connecting the bearing caps to each other are intended to decrease the vibration of the internal combustion engine and, as a consequence, lead to a decrease in a "power plant bending phenomenon". The term "power plant bending phenomenon" and related terms are intended herein to mean a phenomenon wherein a power plant containing the internal combustion engine and the transmission is caused to bend and transform in a curved shape as the internal combustion engine vibrates. This so-called power plant bending phenomenon is known as inducing vibration of the vehicle body.
- Recently, there is one of the growing demands for internal combustion engines for automotive vehicles that the total weight of the engine should be made lightweight. In order to meet such a demand, attempts have been made of the structure of a cylinder block in which the lengthwise dimension of the skirt section, as called "short skirt", is shortened and a lower cylinder block section of the cylinder block is coupled to the bottom end of the shortened shirt section while an oil pan is mounted to the bottom end of the lower cylinder block section. For such a cylinder block of a so-called short skirt type, for example, the main body of the cylinder block is made of cast iron and the lower cylinder block section is made of aluminium, thereby making the total weight of the cylinder block lightweight.
- Further, for the cylinder block of a so-called short skirt type, the lower cylinder block section is considered as a member for supporting the transmission and, in this respect, attempts have so far been made exclusively in order to ensure rigidity for the power plant bending phenomenon.
- Therefore, the object of the present invention is to provide the structure of the cylinder block of a so-called short skirt type for an internal combustion engine, having a lower cylinder block section, so adapted as to reduce the vibration of the internal combustion engine.
- In order to achieve the aforesaid object, the present invention provides a cylinder block structure as claimed in
claim 1. - With the aforesaid arrangement, the present invention improves rigidity for supporting the bearing cap by the aid of the lower cylinder block section and as a consequence enables a decrease in the vibration of the internal combustion engine because the bottom end or the side portion of the bearing cap is connected to the lower cylinder block section.
- According to the present invention, the side portion or portions of a portion of the plural bearing caps is or are connected to the side wall of the lower cylinder block section and the bottom end thereof is connected to the partition wall. In this embodiment, the bearing caps are prevented from cracking because the side portions and the bottom end of the bearing cap is connected to and supported by the lower cylinder block section composed of an integral member.
- Other objects, features and advantages of the present invention will become apparent during the course of the description of the preferred embodiments, which follows, with reference to the accompanying drawings.
- Fig. 1 is a longitudinally sectional view showing a lower half of the main body of an internal combustion engine.
- Fig. 2 is a rear view showing a cylinder block when looked from rear.
- Fig. 3 is a plan view showing the lower cylinder block section when looked from top.
- Fig. 4 is a sectional view taken along line IV-IV of Fig. 3.
- Fig. 5 is a sectional view taken along line V-V of Fig. 3.
- Fig. 6 is a bottom view showing the lower cylinder block section when looked from bottom.
- Fig. 7 is a side view showing the lower cylinder block section when looked from side.
- Fig. 8 is a sectional view taken along line VIII-VIII of Fig. 6.
- Fig. 9 is a partial view with an essential portion enlarged, showing a rear end of the lower cylinder block section.
-
- The present invention will be described more in detail with reference to the accompanying drawings.
- As shown in Fig. 1,
reference numeral 1 denotes the main body of an internal combustion engine having four cylinders of a 4-cycle reciprocating type. Acylinder block 2 of themain engine body 1 has a bore 2a into which a piston (not shown) is slidably inserted. The reciprocating movement of the piston is transmitted through arod 3 to acrank shaft 4, thereby converting the reciprocating movement thereof into a rotary movement. - The
cylinder block 2 is composed of cast iron and an inner surface of an inner wall of its skirt section 2b forming acrank chamber 5 is so designed as to extend from its top in an outwardly downward direction until the height of a bottom end of the skirt section 2b is located horizontally in the imaginary straight line passing through anaxis 4a of rotation of thecrank shaft 4, i.e. the bottom end of the skirt section 2b is substantially as high as theaxis 4a of rotation of thecrank shaft 4. To the bottom end of the skirt section 2b is mounted a lowercylinder block section 6 which in turn is associated with the skirt section 2b to form a substantial portion of thecrank chamber 4. To a bottom end of the lowercylinder block section 6 is fixed anoil pan 7 by insertingbolts 8 through the entire depth of the side wall portion of the lowercylinder block section 6 from the side of theoil pan 7 and bolting theoil pan 7 and the lowercylinder block section 6 by securing a top side end portion of the lowercylinder block section 6 to a lower end flange of thecylinder block 2 with thebolts 8. - Description will now be made of the lower
cylinder block section 6 with reference to Figs. 2 et seq. - In this embodiment, the lower
cylinder block section 6 is composed of aluminium in order to make its total weight lightweight. Arear end portion 6a of the lowercylinder block section 6 is so disposed as to extend gradually in an outwardly rearward direction as an outer side portion thereof approaches its rear end. To arear end surface 6a of the lowercylinder block section 6 is mounted a transmission (not shown). Therear end surface 6b of the lowercylinder block section 6 will be described hereinafter. - As shown specifically in Fig. 3, an inner space of the lower
cylinder block section 6 is divided into four crank spaces Nos. 1 to 4, inclusive, for the respective cylinders by fourpartition walls 9 to 12, respectively, which are transversely disposed in a longitudinally spaced arrangement from its front side to its rear side (from the right side to the left side in Fig. 3). More specifically, a first crank space No. 1 for the first cylinder is formed by and defined between thefirst partition wall 9 and thesecond partition wall 10, a second crank space No. 2 for the second cylinder is formed by and defined between thesecond partition wall 10 and thethird partition wall 11, a third crank space No. 3 for the third cylinder is formed by and defined between thethird partition wall 11 and thefourth partition wall 12, and a fourth crank space No. 4 for the fourth cylinder is formed by and defined between thefourth partition wall 12 and an inner wall surface of arear wall 6c of the lowercylinder block section 6. Each of the partition walls is connected to the adjacent partition wall through aplate section 13 interposed between them. In other words, for example, thefirst partition wall 9 and the adjacentsecond partition wall 10 interpose theplate section 13 to thereby connect thefirst partition wall 9 to thesecond partition wall 10, and thesecond partition wall 10 interposes thecorresponding plate section 13 in association with thethird partition wall 11. Likewise, thethird partition wall 11 is in turn connected to thefourth partition wall 12 through thecorresponding plate section 13. Further, thefirst partition wall 9 is connected through arib 14 to an inner wall surface of afront end wall 6d of the lowercylinder block section 6, while thefourth partition wall 12 is connected to the inner wall surface of therear wall 6c of the lowercylinder block section 6 through abottom plate section 6f thereof. This arrangement of the partition walls suppresses them from contracting or expanding. - Each of the
plate sections 13 interposed between the respective partition walls is provided at its both side portions with anoil return hole 13a, as shown in Fig. 3, which in turn is communicated to theoil pan 7, thereby allowing oil present within the respective crank spaces Nos. 1 to 3 to be returned to theoil pan 7. Further, each of theplate sections 13 has anopening section 13b so disposed at each of its side portions, i.e. at each of the respective side portions of the lowercylinder block section 6, as to communicate the respective crank space No. 1, 2 or 3 to the inner space of theoil pan 7, thereby returning the oil present in a mist state within the respective crank spaces Nos. 1 to 3 to theoil pan 7. - More specifically, as the corresponding piston for the first to third cylinders is pushed downwards, air within the respective crank spaces Nos. 1 to 3 is pushed out into the space of the
oil pan 7, and the oil in the mist state within each of the crank spaces Nos. 1 to 3 is returned to the space of theoil pan 7, too. Oil stored in theoil pan 7 is pumped up by an oil pump (not shown), and the oil pumped up is led to each sliding element. In Fig. 3,reference numeral 15 stands for an oil strainer for cleaning oil and the resulting oil is led to the oil pump through anoil path 16. - The
oil pan 7 is disposed in such a manner that its lengthwise dimension extends from the front end of the lowercylinder block section 6 to an intermediate position of the crank space No. 3 for the third cylinder, in order to mount the transmission to therear end portion 6a of the lowercylinder block section 6. More specifically, as shown in Fig. 6, the lowercylinder block section 6 has aseat 6g for mounting theoil pan 7 and the rear end of theoil pan 7 is located in a position near yet ahead of thethird partition wall 11. The rear end portion of the lowercylinder block section 6 is a portion where the outer surface of the lowercylinder block section 6 is so disposed as to extend in an outwardly rearward direction, as the outer surface thereof approaches its bottom side end, and furthermore, it is a portion where the fourth cylinder is located. - Each of the first, second and
fourth partition walls rear end wall 6c of the lowercylinder block section 6 is provided at its transversely central portion with a pair ofholes 18, so arranged in a transversely spaced relationship as to extend in an upward direction, through whichbolts 19 are inserted over its entire depth. More specifically, thebolt 19 is inserted through thehole 18 from its bottom and a top portion of thebolt 19 is threaded with a threaded hole (not shown) formed so as to have an opening on the lower surface of abearing cap 20. Thebolt 19 makes the lowercylinder block section 6 integral with thebearing cap 20 in a position inside of abolt 20b for coupling thebearing cap 20 with a bearing section (not section) of the main body of thecylinder block 2. As is well known, the bearingcap 20 is generally composed of cast iron and constitutes a lower half portion of the bearing section of thecrank shaft 4. - Among the bearing caps 20, the bearing caps for the
first partition wall 9, thethird partition wall 11 and therear end wall 6c of the lowercylinder block section 6 are constructed in such a manner that their side portions are disposed so as to be integral with the lowercylinder block section 6. More specifically, as shown in Fig. 4, each of the first andthird partition walls rear end wall 6c of the lowercylinder block section 6 has ahole 21 extending transversely, i.e. extending through its entire length from the left to the right in the drawing, and having an opening on aside wall 6e of the lowercylinder block section 6. A slidingbush 22 is inserted into thehole 21. On the other hand, each of the bearing caps 20 for the first andsecond partition walls rear end wall 6c of the lowercylinder block section 6 is provided with aboss section 20a whose side portion projects towards the outside. Theboss section 20a is provided with a threaded hole (not shown) which in turn is arranged to be threaded with a top portion of abolt 23 inserted into the slidingbush 22, thereby making theside wall 6e of the lowercylinder block section 6 integral with the side portion of thebearing cap 20. - As described hereinabove, the bearing caps 20 for the
first partition wall 9, thethird partition wall 11 and therear end wall 6c of the lowercylinder block section 6 have their side portions disposed integral with the lowercylinder block section 6. Further, the bearing caps 20 for thefirst partition wall 9 and therear end wall 6c thereof are made integral with the lowercylinder block section 6 at their bottom portions. On the other hand, as shown in Fig. 5, the bearing caps 20 (20A) for the second andfourth partition walls cylinder block section 6. - With the arrangement as described hereinabove, the bearing caps 20 are connected to the lower
cylinder block section 6 so that supporting rigidity of the bearing caps 20 can be improved without using a beam which is conventionally employed as a separate member. In particular, the side portions of thebearing cap 20 with theboss section 20a is connected to the lowercylinder block section 6 and thebearing cap 20 is pressed from its side by the lowercylinder block section 6, so that thebearing cap 20 is prevented from cracking. Furthermore, as the lower portions of the bearing caps 20 disposed at thefirst partition wall 9 and therear end wall 6c of the lowercylinder block section 6 are further integral with the lowercylinder block section 6 and consequently they are pressed from bottom by the lowercylinder block section 6, the bearing caps 20 can be prevented from cracking more effectively. - As the sliding
bush 22 is disposed so as to fix the side portion of the correspondingbearing cap 20, the slidingbush 22 can absorb a dimensional difference of thebearing cap 20, thereby improving operation performance in assembling internal combustion engines for automotive vehicles. - A
first space 25 formed by and defined between the bearingcap 20 with theboss section 20a and the corresponding partition wall, e.g.first partition wall 9, as shown in Fig. 4, is set to be smaller than asecond space 26 defined between thebearing cap 20A without the boss section and the corresponding partition wall, e.g.second partition wall 10, as shown in Fig. 5, due to the fact that theboss section 20a is disposed. - It is to be noted accordingly that the
second partition wall 10 having the boss-free bearing cap 20A divides the crank space into the first crank space No. 1 for the first cylinder and the second crank space No. 2 for the second cylinder, so that thesecond space 26, i.e. the boss-free space, constitutes a connecting section that communicates the crank space No. 1 to the crank space No. 2. Likewise, the boss-free space 26 for thefourth partition wall 12 constitutes a connecting portion that communicates the third crank space No. 3 for the third cylinder to the fourth crank space No. 4 for the fourth cylinder. On the other hand, thefirst space 25 for thethird partition wall 11 constitutes a connecting section communicating the second crank space No. 2 for the second cylinder with the third crank space No. 3 for the third cylinder. Hence, it is to be noted that thefirst space 25 communicating the second crank space No. 2 to the third crank space No. 3 is smaller in effective passage area than each of thesecond space 26 communicating the first crank space No. 1 to the second crank space No. 2 and thesecond space 26 communicating the third crank space No. 3 to the fourth crank space No. 4, due to the provision of theboss section 20a for thecorresponding bearing cap 20. - For the
internal combustion engine 1, sparks are produced in the order of cylinders, i.e. from the first cylinder through the third cylinder and the fourth cylinder to the second cylinder. Hence, the pistons for the first and fourth cylinders are moved in the same direction, while the pistons for the second and third cylinders are moved in the same direction yet opposite to the movement of the pistons for the first and fourth cylinders. More specifically, the piston for the first cylinder is moved in the direction opposite to the direction in which the piston for the second cylinder communicated to the first cylinder through the connectingsection 26 having no boss section and having the larger effective passage area is moved. Likewise, the piston for the third cylinder is moved in the direction opposite to the direction in which the piston for the fourth cylinder communicated to the third cylinder through the connectingsection 26 having no boss section and having the larger effective passage area is moved. On the other hand, the piston for the second cylinder is moved in the direction identical to the direction in which the third cylinder communicated to the second cylinder through the connectingsection 25 having the boss section and having the smaller effective passage area is moved. - Hence, as the piston for the corresponding cylinder is moved downwards, for example, the air within the second crank space No. 2 is smoothly transferred by a portion of the air corresponding to one stroke of the piston to the first crank space No. 1 through the connecting
section 26 having the larger effective passage area, thereby elevating the piston for the first cylinder. Likewise, the air within the third crank space No. 3 is smoothly transferred by a portion of the air corresponding to one stroke of the piston to the fourth crank space No. 4 through the connectingsection 26, thereby elevating the piston for the fourth cylinder. On the other hand, as the piston for the cylinder is moved upwards, the air within the corresponding cylinder is smoothly transferred by a portion of the air corresponding to one stroke of the piston to the adjacent crank space through the connectingsection 26, thereby lowering the piston for the adjacent cylinder. Accordingly, the pistons are allowed to be elevated or lowered smoothly without being suppressed by the air within the crank space, thereby decreasing a pumping loss associated with the suppression of air within the crank space from moving the piston. - In particular, as the fourth crank space No. 4 for the fourth cylinder is defined by the
bottom plate section 6f of the lowercylinder block section 6 and is not communicated directly with the space within theoil pan 7, i.e. as noopening 13b communicated to theoil pan 7 is provided unlike the crank space No. 3 and so on, as described hereinabove, the fourth crank space No. 4 is communicated with the third crank space No. 3 through the connectingsection 26 having the larger effective passage area, thereby permitting a decrease in a pumping loss of the fourth cylinder. - As shown in Fig. 7, a
side wall 6e of the lowercylinder block section 6 comprises athin plate section 30,column sections 31 juxtaposed in a spaced arrangement, and arib 32. Thecolumn section 31 has a hole through which thebolt 8 is inserted for fastening the lowercylinder block section 6 to the main body of thecylinder block 2. Therib 32 is disposed in a crosswise arrangement to enhance rigidity against a twist of the lowercylinder block section 6. Aportion 33 of the side wall section of the third crank space No.3 defined and surrounded by thecolumn section 31 and a crosswise section of therib 32 confronting thecolumn section 31 is provided with no thin plate. Likewise, aportion 34 of the side wall section of the fourth crank space No. 4 defined and surrounded by thecolumn section 31 and a crosswise section of therib 32 confronting thecolumn section 31 is provided with no thin plate. In other words, theportions cylinder block section 6 are open towards the side thereof. The openside wall portions plate member 35 separate from the lowercylinder block section 6 in order to keep the connection between the openside wall portions plate member 35 is bolted to theside wall 6e of the lowercylinder block section 6 throughholes 36 formed on theside wall 6e thereof, as shown in Fig. 7. - The aforesaid arrangement allows the third crank space No. 3 for the third cylinder to be communicated to the fourth crank space No. 4 for the fourth cylinder through the open
side wall portions cylinder block section 6 and defined by thecolumn section 31 and theplate member 35. For the fourth cylinder, this arrangement can further decrease a pumping loss, in association with the connectingsection 26. - In other words, as the crank space No. 4 for the fourth cylinder has no directly connecting relationship with the
oil pan 7 because theoil pan 7 is not extended up to the fourth cylinder, the air present within the crank space No. 4 cannot be removed through theoil pan 7 during the course of strokes of the fourth cylinder, thereby causing the piston to contract the air present in the crank space. However, in this embodiment, as the fourth cylinder is communicated to the third cylinder through a path formed outside the cylinder block in association with theplate member 35, the air present within the crank space No. 4 for the fourth cylinder can be removed towards the third cylinder in a smooth way during the course of strokes of the fourth cylinder. - The open
side wall portions plate member 35 may be mounted to one or both of theside walls 6e of the lowercylinder block section 6. Theplate member 35 can also serves as a reinforcement member for the lowercylinder block section 6 in order to improve rigidity against bending of the lowercylinder block section 6. The function of theplate member 35 as the reinforcement member may be adjusted by changing its material or its plate thickness or by forming beads in the plate member. - Description will now be made of the
rear end portion 6a of the lowercylinder block section 6 with reference to Figs. 6 and 8. - As described hereinabove, the
rear end portion 6a of the lowercylinder block section 6 is of such a shape that its outer side portion is expanded from the position of thefourth partition wall 12 in an outward direction as it approaches therear end 6b of the lowercylinder block section 6. The outwardly expanded shape of therear end portion 6a of the lowercylinder block section 6 can ensure a sufficient degree of rigidity against bending of the lowercylinder block section 6 with the transmission mounted thereto. - On the both side portions of the bottom of the
rear end portion 6a of the lowercylinder block section 6 are disposed a plurality ofribs 40 connecting theseat 6g for mounting theoil pan 7 to therear end wall 6c of the lowercylinder block section 6. At a middle portion interposed between the left andright ribs 40, there is disposed an inwardconcave portion 41 having an opening formed so as to face the bottom. The inwardconcave portion 41 is separated from the side portions with theribs 40 formed thereon through asecond rib 42 extending between theseat 6g for mounting theoil pan 7 and therear end wall 6c of the lowercylinder block section 6. The inwardconcave portion 41 allows theholes 18 formed on thefourth partition wall 12 and therear end wall 6c of the lowercylinder block section 6 to be equal in hole depth to theholes 18 formed on thepartition wall 11 and so on, so that rigidity for supporting the bearing caps 20 disposed on thefourth partition wall 12 and therear end wall 6c of the lowercylinder block section 6 can be enhanced. - Further, the lengthwise dimension of each of the holes formed for inserting the
bolt 18 in thefourth partition wall 12 and therear end wall 6c of the lowercylinder block section 6 is identical to that of the hole formed for inserting thebolt 18 in each of theother partition wall 11 and so on, thereby enhancing rigidity for supporting the bearing caps 20 disposed at thefourth partition wall 12 and therear end wall 6c of the lowercylinder block section 6. - In other words, in instances where the lower portion of the
bearing cap 20 is bolted without forming such an inwardconcave portion 41, abolt 19 should be long enough to pass over the entire length of the downward expandedrear end portion 6a of the lowercylinder block section 6. On the contrary, the provision of the inwardconcave portion 41 makes the hole to be formed for inserting thebolt 19 through the side wall portion shorter in length, so that the lengthwise axis of thebolt 19 can be made shorter, thereby providing thebolt 19 with a sufficient degree of rigidity for supporting thebearing cap 20. - The aforesaid arrangement of the
ribs 40 and the inwardconcave portion 41 in therear end portion 6a of the lowercylinder block section 6 allows therear end wall 6c of the lowercylinder block section 6 to be connected to thefourth partition wall 12 with high rigidity, thereby enhancing rigidity of therear end wall 6c of the lowercylinder block section 6 that undergoes direct influence from a power plant and suppressing the power plant from bending or noises from occurring due to the bending of the power plant. - The
rear end surface 6b of the lowercylinder block section 6 will now be described with reference to Fig. 2 showing the main body of thecylinder block 2 and the lowercylinder block section 6 when looked from rear. As shown in Fig. 2, the main body of thecylinder block 2 and the lowercylinder block section 6 are provided with aflange 45 to which the transmission is bolted, aflange 45 for mounting the transmission being so disposed as to project in a rearward direction. - As described hereinabove, the lower
cylinder block section 6 is provided at itsrear end wall 6c with the transversely extendinghole 21 and thebolt 23 is inserted into thehole 21 through the slidingbush 22 to fix thebearing cap 20. Aboss portion 46 of the transversely extendinghole 21 is of a longitudinally sectionally cylindrical shape extending in a rearward direction from therear end wall 6c of the lowercylinder block section 6. The left andright boss sections 46 are connected to each other with afirst rib 47 extending in a transverse direction. - The
rear end wall 6c of the lowercylinder block section 6 is further provided with asecond rib 48 and athird rib 49, each projecting in a rearward direction. More specifically, thefirst rib 48, i.e. a longitudinal rib, extends in a vertical direction and a top end thereof is connected to theboss section 46 while a bottom end thereof is connected to theflange 45 for mounting the transmission. On the other hand, thesecond rib 49, i.e. a transverse rib, is disposed so as to extend transversely in such a manner as intersecting the first (longitudinal)rib 48 and both of the left and right ends thereof are connected to theflange 45 for mounting the transmission. - In the aforesaid arrangement for the ribs, when the side portion of the
bearing cap 20 are fixed to therear end wall 6c of the lowercylinder block section 6 with thebolt 23, i.e. when the side portion (theboss section 20a) of thebearing cap 20 is fastened with thebolt 23 to the crankshaft 4 and the lowercylinder block section 6 incorporated into the main body of thecylinder block 2 in mounting the lowercylinder block section 6 to the main body of thecylinder block 2, a stress is allowed to be produced against the fastening force of thebolt 23 to theboss section 46 of the lowercylinder block section 6 in the direction indicated by the arrow A in Fig. 9. This stress indicated by the arrow A pulls thelongitudinal rib 48 in an upward direction as indicated by the arrow B, while thetransverse rib 49 is pulled towards thelongitudinal rib 48 in the direction as indicated by the arrow C (in the left or right direction). In other words, both of thelongitudinal rib 48 and thetransverse rib 49 produce pulling force by fastening thebolts 23, thereby making the lowercylinder block section 6 into a stressed state, thereby enhancing rigidity of therear end wall 6c of the lowercylinder block section 6 and theflange 45 for mounting the transmission. Further, rigidity for connecting the lowercylinder block section 6 to the transmission is improved by mounting the transmission to the lowercylinder block section 6 in such a stressed state. In other words, rigidity against bending of the power plant is improved by the stressed state of the lowercylinder block section 6.
Claims (10)
- A structure of a cylinder block for an internal combustion engine having a crank chamber (5) for housing of the crank shaft (4) and comprising a skirt section (2b) of a main body of the cylinder block (2) with a plurality of cylinder bores (2a) formed therein, a lower cylinder block section (6) coupled to the bottom end of the skirt section (2b) and comprising a plurality of partition walls (9 to 12) which extend transversely between the left and right side walls (6e) of the lower cylinder block section (6) and divide the inner space of the lower cylinder block section into a plurality of sections (No.1 to No. 4), and a plurality of bearing caps (20) for supporting the crank shaft (4) which are secured to the lower cylinder block section (6) characterized in that each of the bearing caps (20) for adjacent cylinders in which the respective pistons move in the same direction is secured by its side portion (20a) to one or both of the side walls (6e) of the lower cylinder block section (6) and each of the bearing caps (20A) for adjacent cylinders in which the respective pistons move in opposite directions is connected by its bottom end to the respective partition wall (10, 12).
- A structure as claimed in claim 1, characterized in that part of the bearing caps (20) is connected by each of their side portions (20a) to the side walls (6e) and by their bottom ends to respective partition walls (9).
- A structure as claimed in claims 1 or 2, characterized in that for connecting a bearing cap (20) to said side wall (6e) a hole (21) is provided to extend transversely through said side wall (6e) and a bolt (23) inserted therein and connected to said side portion (20a) of the bearing cap.
- A structure as claimed in any of claims 1 to 3, characterized in that the lower cylinder block section (6) has a plurality of column sections (31) provided at the side wall (6e) spaced from each other in a longitudinal direction and extending in a vertical direction, the portion interposed respectively between adjacent column sections (31) constituting a thin plate section (30) and the column sections (31) projecting outwardly with respect to the thin plate section (30), and in that each column section (31) has a hole extending vertically therethrough for receiving a common bolt (8) by which the lower cylinder block section (6) and an oil pan (7), mounted to the bottom end of the lower cylinder block section (6), are bolted to the main body of the cylinder block.
- A structure as claimed in claim 4, characterized in that a thin plate portion (30) facing the crank chamber section for one cylinder has a first open section (33), a respective adjacent thin plate portion (30) facing an adjacent crank chamber section for another cylinder has a second open section (34) and in that said first open section (33) is communicated with said second open section (34) by means of a member (35) for forming a path, said member (35) being disposed at the side wall (6e) fixed to the column section (31) and forming a path.
- A structure as claimed in any of claims 3 to 5, characterized in that said side portion by which a bearing cap (20) is connected to the side wall (6e) has a boss section (20a) projecting laterally and having a threaded hole into which said bolt (23) is threaded.
- A structure as claimed in any of claims 1 to 6, characterized in that the lower cylinder block section (6) has a gradually widening rear end portion (6a) having a flange (45) at its rear end for mounting a transmission on the rear end surface (6b), in that the lower cylinder block section (6) is provided at its bottom face with a seat (6g) for mounting an oil pan (7) in a position displaced forwardly of said rear end portion, and in that the rear end portion (6a) is provided with a rib (40) connecting the rear end wall (6c) to the rear end of said seat (6g) for mounting of the oil pan (7).
- A structure as claimed in claim 7, characterized in that the partition wall (12) located at the rear end portion (6a) is located in a position displaced rearwardly of the rear end of said seat (6g), each of this partition wall (12) and the rear end wall (6c) is provided with a hole (18) extending vertically through the partition wall (12) and the rear end wall (6c), respectively, whereby the bottom portion of the respective bearing cap (20) is connected to said partition wall (12) and said rear end wall (6c), respectively, by a bolt (19) extending through the hole (18), and in that the rear end portion (6a) comprises a downwardly opening cavity (41) defined by downwardly projecting ribs (42), said holes (18) provided in the cavity, whereby the length of the holes (18) through the partition wall (12) is substantially identical to the length of the hole (18) through the rear end wall (6c).
- A structure as claimed in any of claims 3 to 8, characterized in that the hole (21) for receiving the bolt (23) and provided in the rear end wall (6c) of the rear end portion (6a) extends through a boss portion (46) extending transversely on said rear end wall (6c) and projecting rearwardly therefrom, and in that the rear end wall (6c) is provided with a transverse rib (49) and a vertical rib (48), whereby the transverse rib (49) is connected by its both ends to a flange (45) for mounting a transmission and the vertical rib (48) is connected by its top end to said boss portion (46) and by its bottom end to said flange (45) and intersects the transverse rib (49).
- A structure as claimed in any of claims 3 to 9, characterized in that the transverse hole (21) receives a sliding bush (22) through which the bolt (23) extends.
Applications Claiming Priority (10)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP25034290A JP3194739B2 (en) | 1990-09-21 | 1990-09-21 | Engine block structure |
JP250342/90 | 1990-09-21 | ||
JP40605990A JPH05325486A (en) | 1990-12-25 | 1990-12-25 | Tape guide for magnetic tape cassette and manufacture thereof |
JP41706690A JP3157175B2 (en) | 1990-12-29 | 1990-12-29 | Engine block structure |
JP417066/90 | 1990-12-29 | ||
JP02417065A JP3127162B2 (en) | 1990-12-29 | 1990-12-29 | Engine block structure |
JP2417064A JPH04234548A (en) | 1990-12-29 | 1990-12-29 | Block contraction of engine |
JP417064/90 | 1990-12-29 | ||
JP406059/90 | 1990-12-29 | ||
JP417065/90 | 1990-12-29 |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0476706A1 EP0476706A1 (en) | 1992-03-25 |
EP0476706B1 true EP0476706B1 (en) | 1995-11-15 |
Family
ID=27530211
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP19910116136 Expired - Lifetime EP0476706B1 (en) | 1990-09-21 | 1991-09-23 | Cylinder block structure for an internal combustion engine |
Country Status (2)
Country | Link |
---|---|
EP (1) | EP0476706B1 (en) |
DE (1) | DE69114636T2 (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US8833328B2 (en) | 2010-12-29 | 2014-09-16 | Ford Global Technologies, Llc | Structural frame |
US8887703B2 (en) | 2011-10-10 | 2014-11-18 | Ford Global Technologies, Llc | Integrated positive crankcase ventilation vent |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2548425B (en) * | 2016-02-15 | 2020-07-01 | A Clark Mathew | Two-part structural oil pan |
CN107013361A (en) * | 2017-06-05 | 2017-08-04 | 江苏常发农业装备股份有限公司 | A kind of diesel engine |
Family Cites Families (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR1340869A (en) * | 1962-08-17 | 1963-10-25 | Willys Motors | Internal combustion engine and method for its manufacture |
GB1600147A (en) * | 1978-05-31 | 1981-10-14 | Ricardo Consulting Engs Ltd | Ic engines |
CA2000353A1 (en) * | 1988-10-11 | 1990-04-11 | Tomoyoshi Matsuno | Engine blocks |
-
1991
- 1991-09-23 EP EP19910116136 patent/EP0476706B1/en not_active Expired - Lifetime
- 1991-09-23 DE DE1991614636 patent/DE69114636T2/en not_active Expired - Fee Related
Cited By (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US8833328B2 (en) | 2010-12-29 | 2014-09-16 | Ford Global Technologies, Llc | Structural frame |
US8919301B2 (en) | 2010-12-29 | 2014-12-30 | Ford Global Technologies, Llc | Cylinder block assembly |
US9057340B2 (en) | 2010-12-29 | 2015-06-16 | Ford Global Technologies, Llc | Cylinder block assembly |
US9074553B2 (en) | 2010-12-29 | 2015-07-07 | Ford Global Technologies, Llc | Cylinder block assembly |
US9518532B2 (en) | 2010-12-29 | 2016-12-13 | Ford Global Technologies, Llc | Internal combustion engine having structural frame |
US9664138B2 (en) | 2010-12-29 | 2017-05-30 | Ford Global Technologies, Llc | Cylinder block |
US9771862B2 (en) | 2010-12-29 | 2017-09-26 | Ford Global Technologies, Llc | Assembly for a V-engine |
US10330044B2 (en) | 2010-12-29 | 2019-06-25 | Ford Global Technologies, Llc | Internal combustion engine having structural frame |
US10724469B2 (en) | 2010-12-29 | 2020-07-28 | Ford Global Technologies, Llc | Cylinder block assembly |
US8887703B2 (en) | 2011-10-10 | 2014-11-18 | Ford Global Technologies, Llc | Integrated positive crankcase ventilation vent |
Also Published As
Publication number | Publication date |
---|---|
DE69114636T2 (en) | 1996-05-15 |
DE69114636D1 (en) | 1995-12-21 |
EP0476706A1 (en) | 1992-03-25 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US4773366A (en) | Non-foaming crankcase configuration for piston internal-combustion engines | |
US7717100B2 (en) | Breather structure of engine | |
JPS5823492B2 (en) | Low noise automotive engine | |
US6216658B1 (en) | Engine cylinder block with optimized stiffness | |
US5247915A (en) | Cylinder block structure for an internal combustion engine | |
US5222467A (en) | Engine block | |
US5842447A (en) | Cylinder block of an internal-combustion engine | |
US5901680A (en) | Crank chamber structure for an engine | |
EP0476706B1 (en) | Cylinder block structure for an internal combustion engine | |
EP1522706B1 (en) | Cylinder block for internal combustion engine | |
EP0077033B1 (en) | Bearing beam structure | |
US4467755A (en) | Internal combustion engine with bearing beam structure | |
US5133313A (en) | Baffle plate structure fitted to engine block | |
JPH0310025B2 (en) | ||
US7036479B2 (en) | Cylinder block for engine | |
US4729351A (en) | Cylinder block construction of engine | |
EP0088339B1 (en) | Bearing beam structure of automotive engine | |
US4473042A (en) | Cylinder block | |
EP0274393B1 (en) | Power plant structure for motor vehicle | |
JP3157175B2 (en) | Engine block structure | |
EP0064457B1 (en) | Cylinder block of internal combustion engine | |
JP2606040B2 (en) | Engine cylinder body | |
JP3127162B2 (en) | Engine block structure | |
US4445471A (en) | Low noise level automotive internal combustion engine | |
KR940004355B1 (en) | Block structure of engine |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
AK | Designated contracting states |
Kind code of ref document: A1 Designated state(s): DE FR GB |
|
17P | Request for examination filed |
Effective date: 19920527 |
|
RIN1 | Information on inventor provided before grant (corrected) |
Inventor name: TANIGUCHI, MASASHI C/O MAZDA MOTOR CORP Inventor name: SASADA, TAKASHI C/O MAZDA MOTOR CORP Inventor name: ISHINO, TOKIO C/O MAZDA MOTOR CORP Inventor name: SAKURAI, MADOKA C/O INTELLECTUAL PROPERTY DEPT Inventor name: MUTO, TETSURO C/O MAZDA MOTOR CORP |
|
17Q | First examination report despatched |
Effective date: 19930811 |
|
GRAA | (expected) grant |
Free format text: ORIGINAL CODE: 0009210 |
|
AK | Designated contracting states |
Kind code of ref document: B1 Designated state(s): DE FR GB |
|
REF | Corresponds to: |
Ref document number: 69114636 Country of ref document: DE Date of ref document: 19951221 |
|
ET | Fr: translation filed | ||
PLBE | No opposition filed within time limit |
Free format text: ORIGINAL CODE: 0009261 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT |
|
26N | No opposition filed | ||
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: FR Payment date: 20010911 Year of fee payment: 11 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: GB Payment date: 20010926 Year of fee payment: 11 |
|
REG | Reference to a national code |
Ref country code: GB Ref legal event code: IF02 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: GB Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20020923 |
|
GBPC | Gb: european patent ceased through non-payment of renewal fee |
Effective date: 20020923 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: FR Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20030603 |
|
REG | Reference to a national code |
Ref country code: FR Ref legal event code: ST |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: DE Payment date: 20081002 Year of fee payment: 18 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: DE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20100401 |