JP2020200778A - Structure for internal combustion engine - Google Patents

Abstract

To provide a structure for an internal combustion engine capable of reducing the weight while enhancing rigidity of an oil pan.SOLUTION: A structure C for an internal combustion engine includes a plurality of baffle plates 3 fastened to an oil pan 2. Specifically, the structure C for the internal combustion engine comprises: the oil pan 2 connected to an internal combustion engine body part 1 and including a deep bottom part 22 with a relatively deep bottom for storing oil and a shallow bottom part 21 with a relatively shallow bottom; and the plurality of baffle plates 3 disposed in the oil pan 2 and fastened to the oil pan 2. Rigidity of the baffle plate 3 fastened to the shallow bottom part 21 side out of the plurality of baffle plates 3 is higher than that of the baffle plate 3 fastened to the deep bottom part 22 side.SELECTED DRAWING: Figure 4

Description

The present invention relates to the structure of an internal combustion engine.

Conventionally, a structure of an internal combustion engine in which a baffle plate is mounted in an oil pan arranged below the main body of the internal combustion engine is known (see, for example, Patent Document 1).
In such an internal combustion engine structure, engine oil that has fallen from the inner wall of a piston, a crankshaft, or the like collects on the bottom of an oil pan. The baffle plate is arranged so as to partition the internal space of the oil pan up and down, and is fastened to the oil pan with bolts or the like.

Japanese Unexamined Patent Publication No. 2009-281177

By the way, in the structure of a conventional internal combustion engine (see, for example, Patent Document 1), since the oil pan is joined to the lower part of the internal combustion engine main body, there is a demand for further improving the rigidity of the oil pan. Therefore, it is conceivable to increase the rigidity of the oil pan by increasing the rigidity of the baffle plate itself to be fastened to the oil pan.
However, thickening the baffle plate itself or using a rigid material for the baffle plate increases the weight of the structure of the internal combustion engine. When the weight of the structure of the internal combustion engine increases, the fuel efficiency of the vehicle equipped with the internal combustion engine deteriorates.

An object of the present invention is to provide a structure of an internal combustion engine capable of achieving weight reduction while increasing the rigidity of an oil pan.

The structure of the internal combustion engine that solves the above-mentioned problems includes an oil pan connected to the main body of the internal combustion engine, and a plurality of baffle plates arranged in the oil pan and fastened to the oil pan. It is a feature.

The structure of the internal combustion engine that solves the above problems includes an oil pan that is connected to the main body of the internal combustion engine and has a deep bottom portion having a relatively deep bottom and a shallow bottom portion having a relatively shallow bottom for storing oil. A plurality of baffle plates arranged in an oil pan and fastened to the oil pan are provided, and among the plurality of baffle plates, the rigidity of the baffle plate fastened to the shallow bottom portion is determined by the deep bottom portion. It is characterized in that it is higher than the rigidity of the baffle plate fastened to the side.

Further, the structure of the internal combustion engine that solves the above problems includes an oil pan connected to the main body of the internal combustion engine and a plurality of baffle plates arranged in the oil pan and fastened to the oil pan. The oil pan is provided with a bottom for storing oil and a heavy object joint on the side, and the rigidity of the baffle plate fastened to the heavy object joint side among the plurality of baffle plates. Is higher than the rigidity of the other baffle plates.

According to the structure of the internal combustion engine of the present invention, weight reduction can be achieved while increasing the rigidity of the oil pan.

It is a front view of the structure of the internal combustion engine which concerns on embodiment of this invention. It is a perspective view of the oil pan in which a baffle plate is arranged. It is a cross-sectional view of III-III of FIG. It is a top view of an oil pan. (A) is a plan view of the first baffle plate, and (b) is a back view of the first baffle plate. It is a top view of the 2nd baffle plate. (A) is the relationship between the cutting distance [%] of the baffle plate and the torsional rigidity [μm / Nm] of the oil pan, and the relationship of the cumulative mass [kg] of the oil pan corresponding to the cutting distance [%] of the baffle plate. It is a graph showing. (B) is an explanatory diagram of the cut distance [%] of the baffle plate in (a). (A) is a distribution map of strain occurring on the first baffle plate according to the embodiment of the present invention, and (b) is a distribution map of strain occurring on the first baffle plate according to a modified example.

Next, the structure of the internal combustion engine according to the embodiment of the present invention (the present embodiment) will be described in detail with reference to the drawings as appropriate. The direction indicated by the arrow on the upper front right of the referenced drawing coincides with the upper front right direction of the vehicle equipped with the structure of the internal combustion engine of the present embodiment.

The structure of the internal combustion engine according to the present embodiment is configured by fastening a plurality of baffle plates in an oil pan connected to the main body of the internal combustion engine.
The oil pan and the baffle plate will be described below after the overall configuration of the structure of the internal combustion engine is described.

<Overall configuration of internal combustion engine structure>
FIG. 1 is a front view of the structure C of the internal combustion engine according to the present embodiment. In FIG. 1, the transmission 4 is indicated by a virtual line (dashed line).
As shown in FIG. 1, the structure C of the internal combustion engine includes a main body 1 of the internal combustion engine (hereinafter referred to as “internal combustion engine main body 1”), an oil pan 2 having a baffle plate 3 (see FIG. 2), and an oil pan 2. It is equipped with a transmission 4. The internal combustion engine main body 1 in this embodiment assumes an in-line 4-cylinder engine that uses gasoline as fuel.

The internal combustion engine main body 1 includes a cylinder block 11 that forms a cylinder. A crankcase 12 forming a crank chamber is integrally formed in the lower part of the cylinder block 11. The crankcase 12 is provided with a crankshaft 13 extending in the cylinder row direction.

A cylinder head 14 is joined to the upper part of the cylinder block 11, and a head cover 15 is joined to the upper part of the cylinder head 14.
A valve chamber is formed inside the cylinder head 14 and the head cover 15.
An oil pan 2, which will be described in detail later, is fastened to the lower portion of the crankcase 12 with a plurality of bolts B1.

Further, a transmission 4 to which the driving force of the crankshaft 13 is transmitted is fastened to the left side portion of the cylinder block 11 with bolts B2.
The oil pan 2 in this embodiment has a joint portion 24 of the transmission 4. The joint portion 24 will be described in detail later together with the oil pan 2.
As described above, the internal combustion engine main body 1 assumes that the cylinder block 11, the cylinder head 14, the head cover 15, and the like are cast products made of die-cast aluminum alloy.

<Oil pan>
Next, the oil pan 2 (see FIG. 1) will be described.
FIG. 2 is a perspective view of the oil pan 2 in which the baffle plate 3 is arranged.
As shown in FIG. 2, the oil pan 2 in the present embodiment is formed of a box body opened upward. The internal space of the oil pan 2 is a space facing the crankcase 12 (see FIG. 1) in the vertical direction by the baffle plate 3, which will be described in detail later, and an oil chamber 26 set on the bottom side of the oil pan 2. It is partitioned into.

Further, the oil pan 2 is formed in a substantially rectangular shape that is long in the left-right direction in a plan view.
A flange 25 is formed in the upper opening of the oil pan 2 along the opening edge. The flange 25 is provided with a plurality of insertion holes 25a for bolts B1 (see FIG. 1) so as to be along the opening edge.

Further, the upper opening of the oil pan 2 has joints 24 for the transmission 4 (see FIG. 1) at both ends in the front-rear direction of the edge corresponding to the left side of the rectangle. The joint portion 24 corresponds to the “heavy object joint portion” in the claims.
Each of these joints 24 extends in a direction away from the upper opening along the edge corresponding to the left side of the rectangle.
Then, as shown in FIG. 1, the oil pan 2 is fastened to the transmission 4 with bolts B2 as described above via the joint portion 24.
However, the "heavy object joint" in the claims is not limited to the joint 24 with respect to the transmission 4 in the present embodiment, and may be a heavy object joint. Therefore, the heavy object joint may be, for example, a joint with a drive electric motor in a hybrid vehicle.

FIG. 3 is a sectional view taken along line III-III of FIG. In FIG. 3, the inner peripheral wall 22a of the deep bottom portion 22 of the oil pan 2 is indicated by a hidden line (dotted line).
As shown in FIG. 3, the oil pan 2 has a deep bottom portion 22 having a relatively deep bottom and a shallow bottom portion 21 having a relatively shallow bottom for storing lubricating oil (oil). In FIG. 3, reference numeral 3a is a first baffle plate described later, which is arranged on the shallow bottom portion 21.

Specifically, as shown in FIG. 1, the oil pan 2 is formed with a deep bottom portion 22, an intermediate portion 23, and a shallow bottom portion 21 in this order from the right side to the left side in the longitudinal direction.
That is, the shallow bottom portion 21 of the oil pan 2 is set on the joint portion 24 side with the transmission 4 with the intermediate portion 23 interposed therebetween. The deep bottom portion 22 is set on the side opposite to the joint portion 24 with the intermediate portion 23 interposed therebetween.

The intermediate portion 23 in the present embodiment is composed of an inclined surface that fills a step from the deep bottom portion 22 to the shallow bottom portion 21. However, the intermediate portion 23 in the present embodiment is not an essential component in the present invention. Therefore, the oil pan 2 may have a step structure having a step that suddenly (substantially vertically) rises from the deep bottom portion 22 to the shallow bottom portion 21.

FIG. 4 to be referred to next is a plan view of the oil pan 2. In FIG. 4, the baffle plate 3 is indicated by a virtual line (dashed line).
As shown in FIG. 4, the oil pan 2 has a plurality of bolt bosses 20 in the oil chamber 26.

The bolt boss 20 in the present embodiment has a first bolt boss 20a, a second bolt boss 20b, a third bolt boss 20c, a fourth bolt boss 20d, a fifth bolt boss 20e, and a sixth bolt boss 20 from the left side to the right side in the longitudinal direction of the oil pan 2. It is composed of nine bolt bosses 20f, a seventh bolt boss 20g, an eighth bolt boss 20h, and a ninth bolt boss 20i. When these are not particularly distinguished, they may be simply referred to as bolt boss 20.

Of these bolt bosses 20, five of the first bolt boss 20a to the fifth bolt boss 20e are formed on the shallow bottom portion 21. Further, among these bolt bosses 20, four of the sixth bolt boss 20f to the ninth bolt boss 20i are formed in the deep bottom portion 22.

Of the nine bolt bosses 20, four of the second bolt boss 20b, the fifth bolt boss 20e, the seventh bolt boss 20g, and the ninth bolt boss 20i are the lengths of the oil pan 2 along the opening edge on the front side of the oil pan 2. It is formed so as to line up in the direction (left-right direction). Of the nine bolt bosses 20, four of the first bolt boss 20a, the fourth bolt boss 20d, the sixth bolt boss 20f, and the eighth bolt boss 20h are of the oil pan 2 along the opening edge on the rear side of the oil pan 2. It is formed so as to line up in the longitudinal direction (left-right direction).

The third bolt boss 20c is formed at a position corresponding to the torsional vibration node Nd defined in the oil pan 2 in the present embodiment.
Specifically, in the oil pan 2 of the present embodiment, as described above, the bolts B1 and B2 (see FIG. 1) with respect to the internal combustion engine main body 1 (see FIG. 1) and the transmission 4 (see FIG. 1). ), As shown in FIG. 4, a motion (torsional vibration) in which the twist angle periodically changes around the central axis Ax extending in the longitudinal direction (horizontal direction) of the oil pan 2 is assumed. ..

The torsional vibration node Nd in the oil pan 2 in the present embodiment is the shallow bottom portion 21 based on the respective rigidity distributions of the shallow bottom portion 21, the intermediate portion 23, and the deep bottom portion 22 constituting the oil pan 2. Is formed in.
In the oil pan 2 of the present embodiment, the third bolt boss 20c is arranged at a position corresponding to the node Nd formed in the shallow bottom portion 21 as described above.

These bolt bosses 20 in the present embodiment are assumed to have the same height in the horizontal direction. However, the height of the bolt boss 20 of the shallow bottom portion 21 and the height of the bolt boss 20 of the deep bottom portion 22 can be changed from each other.
Bolts B3 (see FIG. 2) that attach the baffle plate 3 to the oil pan 2 mesh with these bolt bosses 20, as will be described in detail later.

Although not shown, the oil pan 2 has an oil pump that sucks the lubricating oil (oil) in the oil chamber 26 (see FIG. 2) and pumps it to the internal combustion engine main body 1 (see FIG. 1), and the oil chamber 26. It is equipped with an oil strainer through which the lubricating oil (oil) sucked into the oil pump flows.

<Baffle plate>
Next, the baffle plate 3 (see FIG. 2) will be described.
As shown in FIG. 2, a plurality of baffle plates 3 are arranged in the oil pan 2. Two baffle plates 3 in this embodiment are arranged in the oil pan 2. Specifically, the baffle plate 3 is composed of a first baffle plate 3a having a relatively high rigidity and a second baffle plate 3b having a relatively low rigidity.
In the following description, when these are not particularly distinguished, they may be simply referred to as baffle plate 3.
Then, these baffle plates 3 are fastened to the bolt boss 20 (see FIG. 4) of the oil pan 2 with bolts B3.

(1st baffle plate)
5 (a) is a plan view of the first baffle plate 3a, and FIG. 5 (b) is a back view of the first baffle plate 3a. In FIG. 5A, the lightening portion 34b (see FIG. 5B) of the rib 33 formed on the back surface of the first baffle plate 3a is shown by a hidden line (dotted line). Further, in FIG. 5B, the lightening portion 34a (see FIG. 5A) of the rib 33 (see FIG. 5A) formed on the surface of the first baffle plate 3a is shown by a hidden line (dotted line). ing.

As shown in FIGS. 5A and 5B, the first baffle plate 3a is formed in a rectangular shape in a plan view.
Further, as shown in FIGS. 5A and 5B, the first baffle plate 3a has a plurality of bolt holes 30 through which bolts B3 (see FIG. 2) are inserted. These bolt holes 30 have a first bolt hole 30a, a second bolt hole 30b, a third bolt hole 30c, and a fourth bolt hole 30d so as to correspond to the first bolt boss 20a to the fifth bolt boss 20e shown in FIG. It is composed of five bolt holes 30e and a fifth bolt hole 30e.

That is, the first bolt hole 30a, the second bolt hole 30b, the fourth bolt hole 30d, and the fifth bolt hole 30e are formed at the four corners of the first baffle plate 3a, respectively. The third bolt hole 30c is formed in the center of the first baffle plate 3a so as to correspond to the torsional vibration node Nd (see FIG. 4) of the oil pan 2 (see FIG. 4). In the following description, when these first bolt holes 30a to fifth bolt holes 30e are not particularly distinguished, they may be simply referred to as bolt holes 30.

Further, as shown in FIG. 5A, the first baffle plate 3a has a rib 33 on the upper surface of the first baffle plate 3a. The rib 33 is formed so as to connect the five bolt holes 30 in a substantially X shape in a plan view.
Specifically, the rib 33 connects the first bolt hole 30a, the third bolt hole 30c, and the fifth bolt hole 30e substantially diagonally, and connects the second bolt hole 30b, the third bolt hole 30c, and the like. It is formed so as to connect the fourth bolt hole 30d substantially diagonally.

Such a rib 33 is composed of a main body 33a (see FIG. 8A) and a main body interpolation unit 33b (see FIG. 8A), as will be described in detail later.
The rib 33 is formed so as to partially bulge upward on the upper surface of the first baffle plate 3a.

Further, as shown in FIG. 5A, the first baffle plate 3a has a lightening portion 34a in which the rib 33 is partially lightened on the upper surface side of the first baffle plate 3a. Further, as shown in FIG. 5B, the first baffle plate 3a has a lightening portion 34b in which a portion corresponding to the rib 33 is partially lightened on the back surface side of the first baffle plate 3a. ing.

As shown in FIG. 5A, these lightening portions 34a and lightening portions 34b are on the line connecting the first bolt hole 30a, the third bolt hole 30c, and the fifth bolt hole 30e, and the second. It is formed so as to avoid a line connecting the bolt hole 30b, the third bolt hole 30c, and the fourth bolt hole 30d.

Further, as shown in FIGS. 5 (a) and 5 (b), the first baffle plate 3a has lightening portions 34c on the upper surface and the back surface of the first baffle plate 3a at positions avoiding the ribs 33. Have.
The first baffle plate 3a in the present embodiment is assumed to be a die-cast molded product made of an aluminum-based material.

(2nd baffle plate)
FIG. 6 is a plan view of the second baffle plate 3b.
As shown in FIG. 6, the second baffle plate 3b has a substantially U-shape that opens to the right in a plan view.
The second baffle plate 3b has a plurality of bolt holes 30 through which bolts B3 (see FIG. 2) are inserted. These bolt holes 30 correspond to the sixth bolt boss 20f to the ninth bolt boss 20i shown in FIG. 4, the sixth bolt hole 30f, the seventh bolt hole 30g, the eighth bolt hole 30h, and the ninth bolt hole 30i. It is composed of four parts.

That is, the 7th bolt hole 30g and the 9th bolt hole 30i are arranged so as to be aligned in the longitudinal direction (left-right direction) of the oil pan 2 along the opening edge on the front side of the oil pan 2 shown in FIG. The sixth bolt hole 30f and the eighth bolt hole 30h are arranged so as to line up in the longitudinal direction (left-right direction) of the oil pan 2 along the opening edge on the rear side of the oil pan 2 shown in FIG.
In the following description, when the sixth bolt hole 30f to the ninth bolt hole 30i are not particularly distinguished, they may be simply referred to as the bolt hole 30.

Further, the second baffle plate 3b has a structural member relief portion 35 inside a substantially U-shape.
The structural member relief portion 35 in the present embodiment assumes a space for arranging a balancer device (not shown) as a structural member. By the way, although not shown, the balancer device includes a first balancer shaft that is rotated by a crankshaft 13 (see FIG. 1) via a chain or the like, and meshes with the first balancer shaft via an oblique tooth gear or the like. It is configured to have a second balancer shaft that rotates in the opposite direction to the first balancer shaft, and a housing that houses them.

Further, the structural member is not limited to the balancer device, and may be the oil strainer (not shown).
That is, in the structure C of the internal combustion engine of the present embodiment, the baffle function is improved by fitting the structural member into the structural member relief portion 35 and cooperating with the second baffle plate 3b integrated with the structural member. To do. Therefore, the structural member is not particularly limited as long as it has a shape that fits into the structural member relief portion 35.

The second baffle plate 3b in the present embodiment is made of an iron-based material, and is assumed to be a plate material thinner than the first baffle plate 3a. Although the second baffle plate 3b is made of an iron-based material having a higher Young's modulus than the aluminum-based material constituting the first baffle plate 3a, it is formed of a thin plate material, so that the first baffle plate 3b is formed. The rigidity is relatively lower than that of 3a.

(Length of 1st baffle plate and 2nd baffle plate)
Next, the lengths of the first baffle plate 3a and the second baffle plate 3b in the longitudinal direction (left-right direction) of the oil pan 2 in the present embodiment will be described.
FIG. 7A shows the relationship between the cut distance [%] of the baffle plate 3 and the torsional rigidity [μm / Nm] of the oil pan 2, and the cumulative total of the oil pans 2 corresponding to the cut distance [%] of the baffle plate 3. It is a graph which shows the relationship of mass [kg]. FIG. 7B is an explanatory diagram of the cut distance [%] of the baffle plate 3 in FIG. 7A.

The length of the first baffle plate 3a and the second baffle plate 3b in the present embodiment assumes the baffle plate 3 of the same material in which the first baffle plate 3a and the second baffle plate 3b are integrated. It is set based on the torsional rigidity [μm / Nm] of the oil pan 2 according to the cutting distance [%] of the baffle plate 3 shown in FIG. 7B.

For this cut distance [%], first, the length of the baffle plate 3 (the length in the longitudinal direction of the oil pan 2) in which the first baffle plate 3a and the second baffle plate 3b are integrated is set to 100 [%]. .. The positions for determining the lengths of the first baffle plate 3a and the second baffle plate 3b are represented by the cut distance [%] of the baffle plate 3.

Here, the torsional rigidity [μm / Nm] of the oil pan 2 according to the cutting distance [%] was determined by CAE (Computer Aided Engineering). The torsional rigidity [μm / Nm] is the torsional rigidity [μm / Nm] around the central axis of the oil pan 2 along the longitudinal direction. The result is shown in FIG. 7 (a). As for the torsional rigidity [μm / Nm] in the present embodiment, the smaller the value, the better the torsional rigidity.

The torsional rigidity [μm / Nm] of the oil pan 2 defined by the left vertical axis of FIG. 7A is between the third bolt hole 30c and the fourth bolt hole 30d (fifth bolt hole 30e) of the baffle plate 3. There was no change in the cut distance [%] at.
Then, as the cutting distance [%] increased from the 4th bolt hole 30d (5th bolt hole 30e), the value of the torsional rigidity [μm / Nm] decreased.
Further, when the cut distance [%] exceeds 40%, the torsional rigidity [μm / Nm] is saturated. That is, the oil pan 2 is twisted by dividing the oil pan 2 into a first baffle plate 3a and a second baffle plate 3b at a substantially intermediate position between the fourth bolt hole 30d (fifth bolt hole 30e) and the sixth bolt hole 30f. The minimum value of rigidity [μm / Nm] was obtained. That is, it has the best torsional rigidity.
In FIG. 7A, the right vertical axis is the cumulative mass [kg] of the oil pan corresponding to the cut distance [%].

(Distortion and rib shape generated in the first baffle plate)
Next, the relationship between the strain generated in the first baffle plate 3a (see FIG. 2) and the shape of the rib 33 (see FIG. 5A) will be described.
FIG. 8A is a distribution diagram of strain generated on the first baffle plate 3a in the present embodiment, and FIG. 8B is a distribution diagram of strain generated on the first baffle plate 3c according to the modified example. ..

The strain distribution of the first baffle plates 3a and 3c in FIGS. 8A and 8B is distributed to the first baffle plates 3a and 3c when the internal combustion engine main body 1 (see FIG. 1) is operated under predetermined conditions. The distortion that occurs is obtained by CAE (Computer Aided Engineering).

The strain distributions in FIGS. 8 (a) and 8 (b) are the white region A1 with the smallest strain, the “small strain” region A2 in which the shading density is changed in three stages, and the “small strain” region A2. It is represented by a region A3 of "during distortion" and a region A4 of "large distortion". That is, the magnitude of the strain satisfies the relational expression of region A1 <region A2 <region A3 <region A4.

First, the first baffle plate 3c (see FIG. 8B) according to the modified example will be described. The first baffle plate 3c has the same structure as the first baffle plate 3 in the present embodiment except for the shape of the rib 33c described below.

As shown in FIG. 8B, the ribs 33c of the first baffle plate 3c are formed in the four corners of the first baffle plate 3c, the first bolt hole 30a, the second bolt hole 30b, the fourth bolt hole 30d, and It extends from each of the fifth bolt holes 30e toward the third bolt hole 30c. These ribs 33c are formed so as to partially bulge upward on the upper surface of the first baffle plate 3c.
Examples of these four ribs 33c include those extending with a width equal to or larger than that of the bolt boss 20 (see FIG. 4), preferably less than 2.4 times the width of the bolt boss 20.

The strain distribution of the first baffle plate 3c having such ribs 33c is such that "large strain" regions A4 are scattered on the left side from the vicinity of the third bolt hole 30c, that is, on the transmission 4 (see FIG. 1) side. However, it is generally composed of a white area A1 having the smallest distortion and an area A2 having "small distortion".
That is, the torsional rigidity of the first baffle plate 3c is increased by these ribs 33c.

On the other hand, in the first baffle plate 3a in the present embodiment, as shown in FIG. 8A, the rib 33 is composed of a main body 33a and a main body interpolation portion 33b.
Of the ribs 33, the main body 33a is shown by a virtual line (dashed-dotted line) in FIG. 8A, and is the same as the rib 33c of the first baffle plate 3c (see FIG. 8B) according to the modification. It has the same structure.

Of the ribs 33, the main body interpolation portion 33b is formed of four regions extending between the main bodies 33a extending radially around the third bolt hole 30c.
Each of the four main body interpolation units 33b has a substantially triangular shape with the third bolt hole 30c side as the apex in a plan view, as shown by hatching (diagonal line) in FIG. 8A. The size of each main body interpolation unit 33b is, for example, one-third or more, two-thirds from the third bolt hole 30c side of the main body 33a whose outer edge corresponding to the base of a substantially triangular shape extends radially. It can be set so that the position is less than.
These four main body interpolation portions 33b form a rib 33 integrally with the main body 33a, and as described above, the five bolt holes 30a, 30b, 30c, 30d, and 30e are formed into a substantially X shape in a plan view. I'm connected.

In the first baffle plate 3a according to the present embodiment, as shown in FIG. 8A, the “large strain” region A4 is remarkably reduced, and the “small strain” region A2 is also included. It is reduced to less than half of the first baffle plate 3c (see FIG. 8B) according to the modified example.
In the present invention, the one having the first baffle plate 3c (see FIG. 8B) according to the modified example is not excluded. By the way, according to such a first baffle plate 3c, it is possible to more reliably achieve weight reduction of the first baffle plate 3c itself while increasing the rigidity of the oil pan 2.

(Rigidity in the first baffle plate)
The rigidity of the first baffle plate 3a (see FIG. 2) and the first baffle plate 3c (see FIG. 8B) is relatively higher than the rigidity of the second baffle plate 3b (see FIG. 2).
The first baffle plates 3a and 3c are formed of ribs 33 (see FIG. 8A) and ribs 33c (see FIG. 8B) and lightening portions 34b (see FIG. 5B). It is assumed that the thickness of the so-called general portion, which does not include the above, is set to be thicker than the thickness of the second baffle plate 3b (see FIG. 2) made of a thin plate material.
As a result, although the first baffle plates 3a and 3c are made of an aluminum-based material having a Young's modulus smaller than that of the iron-based material constituting the second baffle plate 3b, they are relatively more rigid than the second baffle plate 3b. Is high.

Further, the first baffle plates 3a and 3c are connected to the oil pan 2 (see FIG. 4) at five fastening points via the bolt holes 30a, 30b, 30c, 30d and 30e (see FIGS. 8A and 8b). ) Is assumed. On the other hand, the second baffle plate 3b (see FIG. 2) is connected to the oil pan 2 (see FIG. 4) at four fastening points via the bolt holes 30f, 30g, 30h, 30i (see FIG. 6). It is supposed to be done.
As a result, although the first baffle plates 3a and 3c are made of an aluminum-based material having a Young's modulus smaller than that of the iron-based material constituting the second baffle plate 3b, they are relatively more rigid than the second baffle plate 3b. Is high.

Further, the first baffle plates 3a and 3c have five fastening points to the oil pan 2 (see FIG. 4) via bolt holes 30a, 30b, 30c, 30d and 30e (see FIGS. 8A and 8b). Are connected by a rib 33 (see FIG. 8 (a)) and a rib 33c (see FIG. 8 (b)). On the other hand, the second baffle plate 3b (see FIG. 2) does not have a rib connecting the fastening points to the oil pan 2 (see FIG. 4).
As a result, although the first baffle plates 3a and 3c are made of an aluminum-based material having a Young's modulus smaller than that of the iron-based material constituting the second baffle plate 3b, they are relatively more rigid than the second baffle plate 3b. Is high.

Further, the first baffle plates 3a and 3c have a substantially rectangular shape in a plan view. On the other hand, the second baffle plate 3b (see FIG. 2) has a shape in which the central portion thereof is cut out, specifically, a substantially U-shape.
As a result, although the first baffle plates 3a and 3c are made of an aluminum-based material having a Young's modulus smaller than that of the iron-based material constituting the second baffle plate 3b, they are relatively more rigid than the second baffle plate 3b. Is high.

Further, unlike the first baffle plates 3a and 3c in the present embodiment, the first baffle plates 3a and 3c having a thickness equal to or less than the thickness of the second baffle plate 3b (see FIG. 2) are assumed here. The first baffle plates 3a and 3c assumed in this way are formed of a material having a Young's modulus larger than that of the material for forming the second baffle plate 3b, so that the rigidity is relatively higher than that of the second baffle plate 3b. Can be done.

The method of increasing the rigidity of the first baffle plates 3a and 3c to be higher than that of the second baffle plate 3b has been specifically illustrated above, but the method of increasing the rigidity of the first baffle plates 3a and 3c is limited to this. It's not something to do. Therefore, for each of the first baffle plates 3a and 3c and the second baffle plate 3b, the rigidity of the first baffle plates 3a and 3c can be increased by appropriately combining the selection of the mechanical structure and the selection of the forming material. It can also be higher than the second baffle plate 3b.

<Fixing the baffle plate to the oil pan>
In the present embodiment, as shown in FIG. 4, the first baffle plate 3a having a cut distance [%] of 40% (see FIG. 7B) is formed by the first bolt boss 20a to the fifth bolt boss 20e of the shallow bottom portion 21. The five bolt bosses 20 are fastened with bolts B3 (see FIG. 2).

Further, in the present embodiment, as shown in FIG. 4, the second baffle plate 3b is arranged with a predetermined gap G between it and the first baffle plate 3a. The second baffle plate 3b is fastened to the four bolt bosses 20 from the sixth bolt boss 20f to the ninth bolt boss 20i of the deep bottom portion 22 with bolts B3 (see FIG. 2).

By the way, the distance of the gap G is such that vibration is not transmitted between the first baffle plate 3a and the second baffle plate 3b, and the second baffle plate 3b forms a U shape and is fastened to the above four bolt bosses 20. If possible, there are no particular restrictions.
Further, although the gap G in the present embodiment is assumed to have a distance in the left-right direction, it is set so as to have a distance in the vertical direction between the first baffle plate 3a and the second baffle plate 3b. You can also do it.

Then, by fastening the baffle plate 3 to the oil pan 2 in this way, the highly rigid first baffle plate 3a is attached to the oil pan 2 at the joint portion 24 (see FIG. 4) to the transmission 4 (see FIG. 1). To be concluded.
Further, the second baffle plate 3b, which has a lower rigidity than the first baffle plate 3a, is fastened to the oil pan 2 so as to be adjacent to the first baffle plate 3a on the opposite side of the joint portion 24 in the longitudinal direction of the oil pan 2. ..

<Effect>
Next, the action and effect of the structure C of the internal combustion engine of the present embodiment will be described.
In the structure C of the internal combustion engine of the present embodiment, the baffle plate 3 is divided into a plurality of parts.

In the structure C of such an internal combustion engine, by dividing the baffle plate 3 into a plurality of parts, attributes such as rigidity and weight (mass) of each baffle plate 3 can be individually set. That is, the relatively high-rigidity first baffle plate 3a is arranged in the portion of the component portion of the oil pan 2 that requires high rigidity. Further, a second baffle plate 3b having a relatively low rigidity is arranged in a portion of the constituent portion of the oil pan 2 that does not require as high rigidity as the portion that requires high rigidity.

According to the structure C of such an internal combustion engine, unlike the oil pan 2 to which the baffle plate 3 having high rigidity is uniformly fastened, the second baffle plate 3b having low rigidity is partially arranged, so that the oil pan Weight reduction can be achieved while increasing the rigidity of 2.

Further, in the structure C of the internal combustion engine, a first baffle plate 3a having a relatively high rigidity is arranged in a shallow bottom portion 21 where a high rigidity is required. Further, a second baffle plate 3b having a relatively low rigidity is arranged in a deep bottom portion 22 which is not required to have as high rigidity as the portion of the component portion of the oil pan 2 which requires high rigidity.

According to the structure C of such an internal combustion engine, it is possible to more reliably increase the rigidity of the oil pan 2 and achieve weight reduction in a specific portion of the oil pan 3.

Further, in the structure C of the internal combustion engine, the portion of the component portion of the oil pan 2 that requires high rigidity, that is, the joint portion 24 side (heavy object joint portion side) with respect to the transmission 4 is relatively high. A rigid first baffle plate 3a is arranged. Further, among the constituent parts of the oil pan 2, a second baffle plate 3b having a relatively low rigidity is arranged in a part (deep bottom portion 22) that does not require as high rigidity as the portion that requires high rigidity. To.
That is, in the structure C of the internal combustion engine of the present embodiment, a high-rigidity first baffle plate 3a and a low-rigidity second baffle plate 3b are arranged according to the rigidity required for each part of the oil pan 2. ..

According to the structure C of such an internal combustion engine, unlike the oil pan 2 to which the baffle plate 3 having high rigidity is uniformly fastened, the second baffle plate 3b having low rigidity is partially arranged, so that the oil pan Weight reduction can be achieved while increasing the rigidity of 2.

Further, in the structure C of the internal combustion engine, the second baffle plate 3b has a structural member relief portion 35.
According to the structure C of such an internal combustion engine, the weight of the second baffle plate 3b can be further reduced.

Further, in the structure C of the internal combustion engine, a gap G is formed between the first baffle plate 3a and the second baffle plate 3b.
According to the structure C of the internal combustion engine, the first baffle plate 3a and the second baffle plate 3b do not come into contact with each other due to the vibration of the internal combustion engine main body 1. As a result, the structure C of the internal combustion engine can prevent the generation of abnormal noise. Further, according to the structure C of the internal combustion engine, mutual wear and damage due to contact between the first baffle plate 3a and the second baffle plate 3b can be prevented.

Further, in the structure C of the internal combustion engine, the first baffle plate 3a is formed with ribs 33 for connecting the bolt holes 30 which are the fastening points with the oil pan 2.
According to the structure C of such an internal combustion engine, the rigidity of the first baffle plate 3a can be effectively increased.

Further, in the structure C of the internal combustion engine, lightening portions 34a and 34b are provided in the portions corresponding to the ribs 33.
According to the structure C of such an internal combustion engine, the weight of the first baffle plate 3a can be reduced.

Although the present embodiment has been described above, the present invention is not limited to the above-described embodiment and can be implemented in various forms.
In the above embodiment, it is composed of two baffle plates 3 of a first baffle plate 3a and a second baffle plate 3b, but it can also be composed of three or more baffle plates 3.

Further, in the above embodiment, the first baffle plate 3a is fastened to the bolt boss 20 formed on the shallow bottom portion 21, and the second baffle plate 3b is fastened to the bolt boss 20 formed on the deep bottom portion 22.
However, each of the first baffle plate 3a and the second baffle plate 3b can also have a part of the fastening points set to bolt bosses (not shown) formed in the intermediate portion 23.

Further, in the above embodiment, the first baffle plate 3a made of an aluminum-based material and the second baffle plate 3b made of an iron-based material have been described, but in the structure C of the internal combustion engine, the first baffle plate 3a is made of iron. The second baffle plate 3b may be made of an aluminum-based material.

According to the structure C of such an internal combustion engine, unlike the oil pan 2 in which a uniformly high-rigidity baffle plate 3 made of an iron-based material is fastened, a first aluminum-based material having a specific gravity smaller than that of the iron-based material Since the 2 baffle plates 3b are arranged, it is possible to achieve weight reduction while increasing the rigidity of the oil pan 2.
Further, since the aluminum-based material is more malleable than the iron-based material, it is advantageous when forming the low-rigidity second baffle plate 3b thinly.

Further, the rigidity of the first baffle plate 3a and the second baffle plate 3b is determined by increasing the overall thickness of the first baffle plate 3a, or partially increasing the thickness like a rib, or the second baffle. It can also be adjusted by partially lightening the plate 3b. Therefore, regardless of the materials of the first baffle plate 3a and the second baffle plate 3b, the rigidity of each of the first baffle plate 3a and the second baffle plate 3b is set only by the difference in the mutual mechanical structure. You can also do it.

Further, in the above-described embodiment, iron-based material and aluminum-based material are mentioned as the material of the baffle plate 3, but the material of the baffle plate 3 is not limited to these, and various heat-resistant materials can be used. For example, a carbon fiber composite material using a polyimide resin as a base material can also be used.

Further, in the above embodiment, the oil pan 2 is assumed to have a shallow bottom portion 21 having a relatively stepped portion and a deep bottom portion 22, but an inclined bottom in which a height difference is continuously formed in the longitudinal direction. It can also be configured to have.
In the oil pan 2 having such an inclined bottom, the divided baffle plates 3 are arranged so as to be arranged in the longitudinal direction of the oil pan 2. At this time, if one of the divided baffle plates 3 is arranged on the lower side of the inclined bottom, for example, the other baffle plate 3 is inevitably arranged on the higher side of the inclined bottom.
In the oil pan 2 having such an inclined bottom, a high-rigidity one (first baffle plate 3a) is adopted for the other baffle plate 3, and a low-rigidity one is adopted for the one baffle plate 3. (Second baffle plate 3b) is adopted.

1 Main body of internal combustion engine 2 Oil pan 3 Baffle plate 3a 1st baffle plate 3b 2nd baffle plate 4 Transmission 20 Bolt boss 21 Shallow bottom 22 Deep bottom 23 Intermediate 24 Transmission joint (heavy object joint)
26 Oil chamber 30 Bolt hole 33 Rib 34a Lightening part 34b Lightening part 34c Lightening part 35 Structural member relief part B1 Bolt B2 Bolt B3 Bolt C Internal combustion engine structure G Gap

Claims (8)

The oil pan connected to the main body of the internal combustion engine and
A plurality of baffle plates arranged in the oil pan and fastened to the oil pan,
The structure of an internal combustion engine characterized by having. An oil pan that is connected to the main body of an internal combustion engine and has a deep bottom with a relatively deep bottom and a shallow bottom with a relatively shallow bottom for storing oil.
A plurality of baffle plates arranged in the oil pan and fastened to the oil pan are provided.
A structure of an internal combustion engine, characterized in that the rigidity of the baffle plate fastened to the shallow bottom side of the plurality of baffle plates is higher than the rigidity of the baffle plate fastened to the deep bottom side. The oil pan connected to the main body of the internal combustion engine and
It has a plurality of baffle plates that are arranged in the oil pan and fastened to the oil pan.
The oil pan is provided with a bottom for storing oil and a heavy object joint on the side.
A structure of an internal combustion engine, characterized in that the rigidity of the baffle plate fastened to the heavy object joint side among the plurality of baffle plates is higher than the rigidity of the other baffle plates. The plurality of baffle plates are composed of a first baffle plate having relatively high rigidity and a second baffle plate having low rigidity. The first baffle plate is made of an iron-based material, and the second baffle plate is The structure of an internal combustion engine according to claim 2 or 3, wherein the structure is made of an aluminum-based material. The plurality of baffle plates are composed of a first baffle plate having relatively high rigidity and a second baffle plate having low rigidity, and the second baffle plate is characterized by having a structural member relief portion. The structure of the internal combustion engine according to claim 2 or 3. The plurality of baffle plates are composed of a first baffle plate having relatively high rigidity and a second baffle plate having low rigidity, and a gap is formed between the first baffle plate and the second baffle plate. The structure of the internal combustion engine according to claim 2 or 3, wherein the structure is characterized by the above. The plurality of baffle plates are composed of a first baffle plate having relatively high rigidity and a second baffle plate having low rigidity, and the first baffle plate is formed with ribs connecting the fastening points with the oil pan. The structure of the internal combustion engine according to claim 2 or 3, wherein the structure is characterized by the above. The structure of an internal combustion engine according to claim 7, wherein the ribs in the first baffle plate are lightened.

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