GB2516164A

GB2516164A - Engine mount

Info

Publication number: GB2516164A
Application number: GB1409345.4A
Authority: GB
Inventors: Samuel Magee; Gary Reid; James Allen
Original assignee: Jaguar Land Rover Ltd
Current assignee: Jaguar Land Rover Ltd
Priority date: 2012-06-07
Filing date: 2012-06-07
Publication date: 2015-01-14
Anticipated expiration: 2032-06-07
Also published as: GB2516164B; GB2502808B; GB201210077D0; GB201409345D0; GB2502808A

Abstract

The present invention relates to an engine mount (5 see fig 5a) for mounting an internal combustion engine (3 see fig 1) in a vehicle. The engine mount (5) has at least one mounting hole (47, 49 see fig 3). At least one fixing point (53 see fig 2b) is provided for mounting the internal combustion engine 3 to the engine mount (5). One or more ducts 11, 13, 15 are provided for conveying operating fluids for the internal combustion engine (3). The ducts 11, 13, 15 are formed integrally with the engine mount (5), which is provided as a casting (5) including flanges 19, 25 for the ducts. A duct lies in the plane of a reinforcement web (9 see fig 2a). The invention simplifies the routing of conduits, to avoid resultant inefficiencies.

Description

ENGINE MOUNT

TECHNICAL FIELD

The present invention relates to an engine mount for mounting an internal combustion engine in a motor vehicle. The present invention also relates to a casting.

BACKGROUND OF THE INVENTION

A series of conduits are provided to supply gases and liquids to and from an internal combustion engine in a vehicle. The conduits can, for example, supply cooling liquid to/from a radiator; or pressurised gas from a supercharger to an intercooler. The conduits are typically flexible hoses to absorb vibrations resulting from operation of the engine. In order to fit around other components in the engine bay, the conduits typically follow serpentine paths which may result in inefficiencies and may cause interferences.

At least in certain embodiments, the present invention sets out to overcome or ameliorate at least some of the shortcomings associated with prior art mounting arrangements.

SUMMARY OF THE INVENTION

Aspects of the present invention relate to an engine mount, to an engine mount assembly and to a casting.

In a further aspect, the present invention relates to an engine mount for mounting an internal combustion engine in a vehicle, the engine mount comprising: at least one support member for mounting the engine mount; at least one fixing point for mounting the internal combustion engine to the engine mount; and at least one duct for conveying operating fluids for the internal combustion engine; wherein said at least one duct is formed integrally with the engine mount.

By forming the at least one duct integrally with the engine mount, packaging can be improved for the engine and ancillaries. At least in certain embodiments, the at least one duct can provide a more direct fluid pathway than would be required to bypass the engine mount in a conventional configuration. The at least one duct forms a passage for conveying fluid within the engine mount. Along at least a portion of its length, the at least one duct can be continuous around the circumference of the passage, thereby enclosing the passage. The fluid can be a gas or a liquid.

An outer surface of the engine mount can be contoured to follow an internal profile of said at least one duct. The engine mount has a front surface and a back surface and at least one of said front and back surfaces can be contoured to define at least a portion of an outer surface of said at least one duct. The duct cross-section can be substantially uniform along its length.

S The duct can, for example, have a circular, oval, polygonal or complex cross-section.

By forming said at least one duct integrally with the engine mount, the at least one duct can be a structural component for reinforcing the engine mount.

The engine mount can have a unitary composition. The engine mount can be a single component. The engine mount can be formed from a composite material, such as a carbon fibre reinforced resin. Alternatively, the engine mount can be a cast element from by a casting process. The engine mount can, for example, be cast from an alloy. The at least one duct can be formed during the casting process, for example using an investment or sand casting process. Alternatively, or in addition, a duct can be formed by a machining process.

A flange can be provided at one or both ends of said at least one duct. The flange(s) can be formed integrally with the engine mount. The flange(s) can be formed during the casting process. One or more mounting holes can be formed in the flange. The mounting hole(s) can be drilled in a subsequent machining process. The mounting holes can be threaded for receiving a threaded fastener.

The engine mount can further comprise one or more ribs for reinforcing the engine mount. An internal cut-out can be provided in one of said ribs to form a duct. The engine mount can further comprise a reinforcing web. The at least one duct can extend at least substantially in the plane of said reinforcing web.

The at least one duct can comprise a first duct for supplying air to an intercooler. The first duct can provide a fluid pathway from a supercharger to the intercooler. The at last one duct can comprise a second duct for supplying pressurised air (so-called secondary air) to an exhaust system. The at least one duct can comprise a third duct for supplying cooling fluid to a radiator. The engine mount can further comprise a chamber for housing a thermostat to control the supply of cooling fluid.

In a further aspect, the present invention relates to an engine mount assembly comprising an engine mount as described herein, wherein the engine mount assembly further comprises a connector for connecting the or each duct to a conduit. The engine mount assembly can further comprise a thermostat located in said chamber.

In a still further aspect, the present invention relates to a casting comprising: S a duct for conveying a fluid; and a flange provided at one end of said duct for mounting a connector; wherein said duct and said flange are cast with said casting.

Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and/or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. For example, features described with reference to one embodiment are applicable to all embodiments, unless such features are incompatible.

BRIEF DESCRIPTION OF THE DRAWINGS

Embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which:-Figure 1 shows a front perspective view of the engine mount assembly comprising an engine mount in accordance with an embodiment of the present invention; Figure 2a shows a front perspective view of the engine mount shown in Figure 1; Figure 2b shows a rear perspective view of the engine mount shown in Figure 1; FigureS shows a top plan view of the engine mount shown in Figure 1; Figure 4a shows a front elevation of the engine mount shown in Figure 1; Figure 4b shows a sectional view along line A-A of Figure 4a; Figure 5a shows a rear elevation of the engine mount shown in Figure 1; Figure 5b shows a sectional view along line B-B of Figure 5a; and Figure 5c shows a sectional view along line C-C of Figure 5a.

DETAILED DESCRIPTION

An engine mount assembly 1 in accordance wth an embodiment of the present invention will now be described with reference to Figures 1 to 3. The engine mount assembly 1 is a front engine mount for mounting an internal combustion engine 3 to a motor vehicle (not shown).

The engine mount assembly 1 and the engine 3 are shown in Figure 1 looking from the front of the vehicle towards the back of the vehicle. The engine mount assembly 1 will be described herein with reference to its normal orientation in the assembled vehicle.

The engine mount assembly 1 comprises an engine mount 5 having a plurality of vertical ribs 7a and transverse ribs 7b formed contiguously with a transverse reinforcing web 9. A front perspective view of the engine mount 5 is shown in Figure 2a and a rear perspective view is shown in Figure 2b. The engine mount 5 further comprises a series of ducts for conveying operating gases and liquids for the engine 3. In particular, the engine mount 5 comprises a supercharger duct 11, a secondary air duct 13 and a cooling duct 15. The engine mounts, including the ribs 7a, 7b, the web 9 and the ducts 11, 13, 15, is cast as a single component from an aluminium alloy. The ducts 11, 13, 15 each comprise an enclosed tubular structure having a continuous sidewall. A front elevation of the engine mounts is shown in Figure 2.

The supercharger duct 11 extends transversely across the engine mount S and provides a fluid pathway from a supercharger (not shown) to an intercooler 17 coupled to an intake plenum (not shown) of the engine 3. A first flange 19 is provided at an outlet of the supercharger duct 11 for mounting a first conduit 20 to connect the first duct 11 to the intercooler 17. A second flange 21 is provided at an inlet of the supercharger duct 11 for mounting a second conduit (not shown) to connect the supercharger duct 11 to the supercharger. The first and second flanges 19, 21 are formed integrally with the engine mount 5. In use, pressurised air from the supercharger is supplied to the intercooler via the supercharger duct 11.

The secondary air duct 13 provides a fluid pathway for supplying pressurised air (so-called secondary air") to an exhaust system (not shown) to after-burn any unburned combustibles in the exhaust gases. The secondary air duct 13 is in communication with the supercharger duct 11 and a solenoid valve 23 is provided for controlling the supply of air into the secondary air duct 13. A third flange 25 is provided at an inlet of the secondary air duct 13 for mounting the solenoid valve 23. A first port 27 is provided at an outlet of the secondary air duct 13 on a back face 29 of the engine mount 5 for connection to the exhaust system. In use, the solenoid valve 23 is selectively actuated to control the supply of air from the supercharger duct 11 to the exhaust system.

S The cooling duct 15 provides a fluid pathway for selectively conveying cooling liquid from the engine 3 to a water pump (not shown) and a radiator (not shown). A second port 31 is formed at the bottom of the engine mount 5 to allow access for a thermocouple (not shown) to measure fluid temperature. A third port 32 is formed in the back face 29 of the engine mount 5 for supplying cooling liquid from the engine 3 to a chamber 33 in which a thermostat (not shown) is housed. The chamber 33 is in fluid communication with an outlet port 35 for returning cooling liquid to the water pump; and a radiator port 37 for supplying the cooling fluid to the radiator. The thermostat controls the flow of cooling liquid to the outlet port 35 and the radiator port 37 to maintain the cooling liquid at an optimum operating temperature. The thermostat is fixedly mounted on a fourth flange 39 integrally formed in the engine mount 5.

A cooling liquid supply line 41 is in communcation with the radiator port 37 for supplying cooling liquid to an engine throttle (not shown) for cooling.

With reference to Figure 3, the engine mount 5 comprises first and second cup-shaped members 43, 45 for mounting the engine mount 5 to a sub-frame (not shown) of the vehicle.

The first and second members 43, 45 are formed integrally with the engine mount 5 and first and second mounting holes 47, 49 are machined in the engine mount 5 and incorporate reinforcing bosses 51. The transverse ribs 7b extend around the perimeter of the first and second members 43, 45 to provide additional support. The first flange 19 and the third flange are formed when the engine mount 5 is cast. The contact surfaces of the first and third flanges 19, 25 are machined flat and threaded holes formed for fixing the first conduit 21 and the solenoid 23.

With reference to Figure 4a, the engine mount 5 comprises a plurality of fixing points 53 for mounting the engine 3. The fixing points 53 each comprise an aperture 55 extending through the engine mount 5 in a longitudinal direction into which a mounting bush 57 is optionally located. The engine 3 is mounted to the engine mount 5 by threaded bolts (not shown) provided in the fixing points 53. The chamber 33 (in which the thermostat is housed), the outlet port 35 and the fourth flange 39 can be formed when the engine mount 5 s cast or can be machined after casting. A contact surface of the fourth flange 39 is machined flat and threaded holes formed for fixing the thermostat in position. The cooling duct 15 can also be formed when the engine mount 5 is cast, but it could alternatively be a bore formed by a subsequent machining process. A sectional view of the cooling duct 15 and the chamber 33 along line A-A is shown in Figure 4b.

With reference to Figure Sa, the second flange 21 and the inlet port 31 are formed when the S engine mount 5 is cast. The contact surface of the third flange 21 is machined flat and threaded holes formed for fixing the second conduit to connect the supercharger to the supercharger duct 11. A sectional view of the supercharger duct 11, the secondary air duct 13 and the first flange 19 along line B-B is shown in Figure 5b. A sectional view of the supercharger duct 11 and the second flange 21 along line C-C is shown in Figure Sc.

The engine mount 5 is cast from an aluminium alloy using a sand casting process. Sacrificial patterns are provided in the mould to form the supercharger duct 11, the secondary air duct 13, the cooling duct 15 and the chamber 33. The contact surfaces of the flanges 19, 21, 25, 39 are also machined flat to form a seal with the various components. The threaded holes in the flanges 19, 21, 25 are also formed in a separate machining process after the engine mountS has been cast.

The supercharger duct 11, the secondary air duct 13 and the cooling duct 15 each form a continuous tube which is open at each end. The ducts 11, 13, 15 each have a substantially circular transverse cross-section which is substantially uniform along the length of the respective ducts 11, 13, 15. The outside of the engine mount 5 is contoured to match the profile of the inside of the ducts 11, 13, 15. The ducts 11, 13, 15 in the present embodiment are load-bearing structures which, in use, can help to reinforce the engine 3.

By providing the ducts 11, 13, 15 within the engine mountS, packaging can be improved to reduce the footprint of the engine 3 and ancillaries. Moreover, the ducts 11, 13, 15 can provide a more direct fluid pathway than would be required to bypass the engine mount in a conventional configuration. By reducing the length and/providing a less serpentine route, efficiency can be improved. For example, pressure losses along the supercharger duct 11 can be reduced thereby improving the operating efficiency of the supercharger.

It will be appreciated that the ducts 11, 13, 15 each form a structural part of the engine mount Sand can help to increase the rigidity thereof. The cylindrical profile of the ducts 11, 13, 15 provides a relatively lightweight reinforcement (due to the relatively high second moment of area) and would resist bending and deflection. For example, the supercharger duct 11 extends between the first and second members 43, 45 for mounting the engine mount 5 and would help to resist bending and deflection of the engine mountS.

In the present embodiment, the ducts 11, 13, 15 each have a substantially circular transverse S cross-section which would provide uniform resistance to bending and deflection in any radial direction. However, the cross-section of one or more of the ducts 11, 13, 15 could be adapted to resist bending and deflection in a particular plane or planes. A duct could have a major transverse dimension and a minor transverse dimension (each dimension measured perpendicular to a longitudinal axis of the duct), the major transverse dimension of part or all of the duct being arranged substantially coincident with a plane in which increased rigidity is required, for example due to increased loading in that plane. The duct could, for example, have an oval cross section.

The present invention has been described with particular reference to an engine mount 5.

However, the techniques described herein could be employed in other applications to combine structural elements and fluid pathways. It will be appreciated that various changes and modifications can be made to the engine mount 5 described herein without departing from the spirit and scope of the present invention.

Claims

CLAIMS: 1. An engine mount for mounting an internal combustion engine in a vehicle, the engine mount comprising: at least one support member for mounting the engine mount; at least one fixing point for mounting the internal combustion engine to the engine mount; and at least one duct for conveying operatng fluids for the internal combustion engine; wherein said at least one duct is formed integrally with the engine mount, further comprising a reinforcing web, wherein said at least one duct extends at least substantially in the plane of said reinforcing web.
2. An engine mount as claimed in claim 1, wherein an outer surface of the engine mount is contoured to follow an internal profile of said at least one duct.
3. An engine mount as claimed in claim 1 or claim 2, wherein said at least one duct is a structural element for reinforcing the engine mount.
4. An engine mount as claimed in any one of claims 1, 2 or 3, wherein said at least one duct has a flange provided at one or both ends, the flange(s) being formed integrally with the engine mount.
5. An engine mount as claimed in any one of claims 1 to 4, wherein the engine mount has a unitary composition.
6. An engine mount as claimed in any one of the preceding claims further comprising one or more reinforcing ribs having an internal cut-out to form said at least one duct.
7. An engine mount as claimed in any one of the preceding claims, wherein said engine mount is a cast element.
8. An engine mount as claimed in claim 7, wherein said at least one duct is formed when the cast element is formed; and/or said at least one duct is formed by machining the cast element.
9. An engine mount as claimed in any one of the preceding claims, wherein said at least one duct comprises a first duct for supplyng air to an intercooler.
10. An engine mount as claimed in any one of the preceding claims, wherein said at last S one duct comprises at least two ducts, said second duct for supplying pressurised air to an exhaust system.
11. An engine mount as claimed in any one of the preceding claims, wherein said at least one duct comprises at least three ducts, said third duct for supplying cooling fluid to a radiator.
12. An engine mount as claimed in caim 11, wherein the engine mount further comprises a chamber for housing a thermostat to control the supply of cooling fluid.
13. An engine mount assembly comprising an engine mount as claimed in any one of the preceding claims, wherein the engine mount assembly further comprises a connector for connecting the at least one duct to a conduit.
14. An engine mount assembly as claimed in claim 13 when dependent on claim 12, the engine mount assembly further comprising a thermostat located in said chamber.
15. An engine or a motor vehicle having a mount or an assembly as claimed in any preceding claim.