JP6555333B2 - engine - Google Patents

Description

  The present invention relates to an engine, and more particularly, to an engine output shaft support portion of a cylinder block that supports an engine output shaft and a structure of a cap portion attached below the engine output shaft support portion.

  An engine such as a vehicle includes an engine output shaft for outputting a driving force, a cylinder block having an engine output shaft support portion having a support portion for the engine output shaft, a cylinder head mounted above the cylinder block, and an engine output A cap portion having a shaft support portion and attached to the lower side of the cylinder block. The engine output shaft is pivotally supported by the combination of the engine output shaft support portion and the cap portion.

  Patent Document 1 discloses a structure in which a cylinder head, a cylinder block, and a cap portion are coupled (jointly fastened) by screwing bolts to two pipe nuts joined by plate members. ing. Specifically, each of the cylinder head, the cylinder block, and the cap portion is provided with through-hole portions that are continuous with each other, and two pipe nuts that are joined from the lower side of the cap portion are connected to the respective through-holes. The cylinder head, the cylinder block, and the cap part are coupled (jointly tightened) by inserting bolts into the respective through holes from the upper side of the cylinder head and screwing the bolts and pipe nuts together. It has a structure.

JP 2007-127055 A

  However, in the engine, it is necessary to maintain high support rigidity related to the support of the engine output shaft by coupling the cylinder block and the cap portion. In the technique proposed in Patent Document 1, the cap portion and the cylinder are required. It is necessary to increase the thickness of the engine output shaft support portion of the block. That is, in the technique proposed in Patent Document 1, a pipe nut to be inserted from below the cap portion is made to reach the vicinity of the upper end of the cylinder block or the cylinder head, and a large-diameter penetration for inserting the pipe nut. It is necessary to provide the hole portion in the cap portion or the engine output shaft support portion, and in order to support the engine output shaft with high support rigidity, it is necessary to increase the thickness as described above. Therefore, with the technique proposed in Patent Document 1, an increase in the weight of the engine is inevitable.

  The present invention is intended to solve the above problems, and provides an engine capable of supporting an engine output shaft with high support rigidity while suppressing an increase in weight. For the purpose.

An engine according to an aspect of the present invention includes an engine output shaft of the engine, a cylinder forming portion that forms one or more cylinders extending in a direction orthogonal to the engine output shaft, and the cylinder forming portion. On the other hand, the engine output shaft support portion having a portion that supports the engine output shaft on the engine output shaft side, and the engine output shaft support portion is attached to the opposite side of the cylinder forming portion, and the engine output shaft is A cap portion having a supporting portion; and a plurality of bolts that fasten the engine output shaft support portion and the cap portion, wherein the cap portion is a radial direction of the engine output shaft in the engine output shaft direction view. It has at least a first hole portion and a second hole portion that penetrate the outer portion in the cylinder axial direction and through which the bolt is inserted. When the cap portion is viewed from the engine output shaft direction, the cap portion is The first hole and the In a region between the two hole portions, the first extending from the support portion of the engine output shaft toward each of the first hole portion and the second hole portion in an oblique direction with respect to the cylinder axis direction. 1 have a reinforcement part and a second reinforcement portion, said cap portion in which the first reinforcement portion and the second reinforcing portion is provided is a provided a end cap portion to the outer portion of the engine output shaft direction .

  In the above description, the “first hole” and the “second hole” are a bolt hole (so-called fool hole) in which no screw is engraved on the inner peripheral surface, and a female screw on the inner peripheral surface. Includes both engraved screw holes.

  The engine according to the above aspect employs a configuration in which the cap portion is provided with the first reinforcing portion and the second reinforcing portion, and the first reinforcing portion and the second reinforcing portion extend obliquely from the support portion of the engine output shaft. ing. Therefore, in the engine according to the above aspect, the compressive stress due to the fastening between the engine output shaft support portion and the cap portion can be dispersed in the region where each of the first reinforcement portion and the second reinforcement portion is extended. In the support portion of the engine output shaft in the portion, it is possible to suppress the compressive stress from acting locally only in the vicinity of the portion where the first hole portion and the second hole portion are provided.

  Therefore, in the engine according to the above aspect, the engine output shaft can be supported with high support rigidity while suppressing the thickness of the cap portion from increasing.

  The engine which concerns on another aspect of this invention is the said aspect, Comprising: Each of a said 1st reinforcement part and a said 2nd reinforcement part is the rib formed by protruding toward the outer side of the said engine output-axis direction.

  In the engine according to the above aspect, the first reinforcing portion and the second reinforcing portion are configured by the ribs, thereby suppressing the increase in the thickness of the portion excluding the first reinforcing portion and the second reinforcing portion, and the engine output. The engine output shaft can be supported with high support rigidity by the shaft support portion and the cap portion.

  The engine which concerns on another aspect of this invention is the said aspect, Comprising: The said cap part is the area | region between the said 1st reinforcement part and the said 2nd reinforcement part seeing the said cap part from the said engine output-axis direction. And a first cavity portion that penetrates the cap portion in the engine output shaft direction.

  In the engine according to the above aspect, by providing the first cavity portion in the region between the first reinforcement portion and the second reinforcement portion, the compressive stress in the region between the first reinforcement portion and the second reinforcement portion is reduced. Aggregation can be suppressed, and locally high compressive stress can be suppressed from acting on a part of the outer edge portion of the cap portion that supports the engine output shaft.

  In the engine according to the above aspect, the first cavity portion is provided in the region between the first reinforcement portion and the second reinforcement portion, but the wall thickness is larger than other regions instead of the first cavity portion. It is good also as providing a thin thin part. In this case, the same effect as described above can be obtained.

Engine according to another aspect of the present invention is the above embodiments, the cylinder forming part, the are arranged along the engine output shaft direction and provided with a plurality in the state of being continuously formed with each other, before Kitan portion The engine output support portion to which the cap portion is attached is an end engine output shaft support portion disposed on an outer portion in the engine output shaft direction, and adjacent cylinder forming portions are connected in the engine output shaft direction. An inner engine output shaft support portion having a portion for supporting the engine output shaft on the engine output shaft side, and a portion opposite to the cylinder forming portion in the inner engine output shaft support portion. An inner cap portion having a portion that supports the engine output shaft, and the inner cap portion penetrates a radially outer portion of the engine output shaft in the cylinder axial direction when viewed in the engine output shaft direction. The inner cap portion is penetrated in the engine output shaft direction in a region between the third hole portion and the fourth hole portion through which the bolt is inserted and between the third hole portion and the fourth hole portion. A second cavity portion, wherein the second cavity portion is directed from the portion on the opposite side of the inner engine output shaft support portion toward the inner engine output shaft support portion in the cylinder axis direction. The inner width is provided so as to gradually decrease.

  In the above description, the “third hole” and the “fourth hole” are a bolt hole (so-called fool hole) in which no screw is engraved on the inner peripheral surface, and a female screw on the inner peripheral surface. Includes both engraved screw holes.

  In the engine according to the above aspect, the second cap portion is provided in the inner cap portion, and the second hollow portion is located on the side of the inner engine output shaft support portion from the portion opposite to the inner engine output shaft support portion in the cylinder axis direction. Since the inner width is configured to gradually decrease as it goes, the compressive stress due to the fastening between the inner engine output shaft support portion and the inner cap portion is transmitted to the peripheral portion of the second cavity portion, It can suppress acting locally only in the vicinity of the part provided with the 3rd hole and the 4th hole.

  In the engine according to the above aspect, the second cavity portion is provided in the region between the third hole portion and the fourth hole portion. However, instead of providing the second cavity portion, it is thicker than the other regions. It is good also as providing a thin thin part. In this case, the same effect as described above can be obtained.

  The engine which concerns on another aspect of this invention is the said aspect, Comprising: When the said inner side cap part is seen in the said engine output-axis direction, the said 2nd cavity part has a shape of an isosceles triangle.

  In the engine according to the above aspect, since the shape of the second cavity is defined as an isosceles triangle (including an isosceles triangle with a rounded corner) as viewed in the engine output axial direction, the third hole is formed in the inner cap portion. The stress is distributed between the portion provided with the portion and the portion provided with the fourth hole.

  The engine according to another aspect of the present invention is the above aspect, wherein the end cap portion and the inner cap portion are the end engine output shaft support portion and the inner engine output shaft support portion in the cylinder axial direction. The opposite ends are not connected to each other, and each of the ends is in a free end state.

  In the engine according to the above aspect, the end portions of the inner cap portion and the end cap portion are free ends, and the load (vertical load) in the cylinder axial direction accompanying the rotation of the engine output shaft is the end engine output shaft. It acts on the support portion and the inner engine output shaft support portion. Even in this case, in the engine according to the above aspect, by providing the first reinforcing portion and the second reinforcing portion in the end cap portion, as described above, the engine output shaft is supported with high support rigidity. Can do.

  The engine according to another aspect of the present invention is the above-described aspect, wherein the plurality of cylinder forming portions are opposite to the end engine output shaft support portion and the inner engine output shaft support portion in the cylinder axis direction. A plurality of cylinder forming portions, the end engine output shaft support portions, and the inner engine output shaft support portions as at least a part of a cylinder block. The cylinder head, the cylinder block, the end cap portion and the inner cap portion are fastened together by the bolt.

  In the engine according to the above aspect, the number of bolts for fastening can be reduced by jointly fastening the cylinder head, the cylinder block, the end cap portion, and the inner cap portion, thereby reducing the weight and cost of the engine. Can be achieved.

  Moreover, in the engine which concerns on the said aspect, an engine output shaft can be supported with high support rigidity, performing joint fastening as mentioned above. This is as described above.

  An engine according to another aspect of the present invention is the above aspect, wherein the cylinder block includes the plurality of cylinder forming portions, the end engine output shaft support portion, and the inner engine output shaft support portion. The cylinder block outer wall further surrounding from the side, the plurality of cylinder forming portion, the end engine output shaft support portion, and the inner engine output shaft support portion are formed using a metal material, The cylinder block outer wall is formed using a resin material.

  Since the engine according to the above aspect includes the cylinder block outer wall formed using a resin material, the weight of the engine can be reduced as compared with the case where the cylinder block outer wall is formed using a metal material. And in the engine which concerns on the said aspect, an engine output shaft can be supported by high support rigidity as mentioned above, aiming at weight reduction by providing the cylinder block outer wall formed using the resin material. .

  The engine according to another aspect of the present invention is the above aspect, wherein the engine output shaft support portion penetrates a radially outer portion of the engine output shaft in the cylinder axial direction when viewed in the engine output shaft direction. And at least a fifth hole portion and a sixth hole portion that are respectively continuous with the first hole portion and the second hole portion and into which the bolt is inserted, and the engine output shaft support portion is used as the engine output. When viewed in the axial direction, the outer wall surface of the engine output shaft support portion is located in a region between the fifth hole portion and the sixth hole portion from the support portion to the fifth hole portion and the fifth hole portion. A third reinforcing portion and a fourth reinforcing portion extending obliquely with respect to the cylinder axis direction are provided toward the sixth hole portions.

  In the engine according to the above aspect, the engine output shaft support portion (end engine output shaft support portion) is provided with the third reinforcement portion and the fourth reinforcement portion, and the third reinforcement portion and the fourth reinforcement portion are the engine. It extends in an oblique direction from the support portion of the output shaft. Therefore, in the engine according to the above aspect, the compressive stress due to the fastening between the engine output shaft support portion and the cap portion (end cap portion) is distributed in the region where each of the third reinforcing portion and the fourth reinforcing portion is extended. In the engine output shaft support portion of the engine output shaft support portion, it is possible to suppress the local application of compressive stress only in the vicinity of the fifth hole portion and the sixth hole portion.

  Therefore, the engine according to the above aspect can support the engine output shaft with high support rigidity while suppressing an increase in the thickness of the end engine output shaft support portion.

  The engine which concerns on another aspect of this invention is the said aspect, Comprising: Each of the said 3rd reinforcement part and the said 4th reinforcement part is the rib formed by protruding toward the outer side of the said engine output-axis direction.

In the engine according to the above aspect, each of the third reinforcing portion and the fourth reinforcing portion is configured by the rib, thereby increasing the thickness of the portion of the engine output shaft support portion excluding the third reinforcing portion and the fourth reinforcing portion. While suppressing, it is possible to support the engine output shaft with high support rigidity by the engine output shaft support portion and the cap portion.
An engine according to another aspect of the present invention includes an engine output shaft of the engine, a cylinder forming portion that forms one or a plurality of cylinders extending in a direction orthogonal to the engine output shaft, and the cylinder forming An engine output shaft support portion having a portion for supporting the engine output shaft on the engine output shaft side, and an engine output shaft attached to the engine output shaft support portion on the opposite side of the cylinder forming portion. A cap portion having a portion that supports a shaft, and a plurality of bolts that fasten the engine output shaft support portion and the cap portion, the cap portion of the engine output shaft in the engine output shaft direction view It has at least a first hole portion and a second hole portion that penetrate the radial outer portion in the cylinder axial direction and through which the bolt is inserted. When the cap portion is viewed from the engine output shaft direction, the cap portion is , The first hole In a region between the second hole and the second output, the engine output shaft extends from the support portion toward the first hole and the second hole in an oblique direction with respect to the cylinder axis direction. The engine output shaft support portion penetrates a radially outer portion of the engine output shaft in the cylinder axial direction when viewed in the engine output shaft direction, and the engine output shaft support portion has the first reinforcing portion and the second reinforcing portion. Continuing to each of the first hole and the second hole, each of which has at least a fifth hole and a sixth hole through which the bolt is inserted, and the engine output shaft support portion in the engine output shaft direction. When viewed, the outer wall surface of the engine output shaft support portion is located in a region between the fifth hole portion and the sixth hole portion from the support portion to the fifth hole portion and the sixth hole portion. Extending obliquely to the cylinder axis direction toward each hole. A third reinforcing portion and the fourth reinforcing portion which is.

  In the multi-cylinder engine according to each aspect described above, the engine output shaft can be supported with high support rigidity while suppressing an increase in weight.

1 is a schematic perspective view showing a schematic configuration of an engine according to an embodiment. It is a model side view which shows schematic structure of an engine. It is a figure which shows the III-III cross section of FIG. 2, Comprising: It is a schematic cross section which shows the attachment structure of a cylinder head, a cylinder block, and a bearing cap. It is a model perspective view which shows the structure of a block core and a bearing cap. It is a model perspective view which shows the structure of the cylinder formation part in an X direction edge part, an edge part shaft support part, and an edge part bearing cap. It is a model front view which shows the structure of the cylinder formation part in a X direction edge part, a shaft support part, and an edge part bearing cap. It is a schematic diagram for demonstrating the transmission path | route of the compressive stress which acts on an end part shaft support part and an end part bearing cap by co-tightening with a head bolt. It is a figure which shows the VIII-VIII cross section of FIG. 4, Comprising: It is a schematic cross section which shows the structure of the bearing cap in a X direction inner side. It is a schematic diagram for demonstrating the transmission path | route of the compressive stress which acts on an inner bearing cap by co-fastening with a head bolt.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. The form described below is one embodiment of the present invention, and the present invention is not limited to the following form except for the essential configuration.

  In the drawings used in the following description, the X direction is the engine output shaft direction, the Y direction is the intake / exhaust direction, and the Z direction is the cylinder shaft direction.

[Embodiment]
1. Schematic Configuration of Engine 1 A schematic configuration of the engine 1 will be described with reference to FIGS. 1 and 2.

  The engine 1 according to this embodiment employs a four-cylinder gasoline engine as an example. As shown in FIG. 1, as shown in FIG. 1, a cylinder block 10, a cylinder head 13, a head cover 14, and a bearing cap (cap portion) 15. A crankshaft (engine output shaft) 16 and an oil pan 17.

  The cylinder block 10 includes a block core 11 formed using a metal material and a cylinder block outer wall 12 formed using a resin material. The detailed configuration of the block core 11 will be described later.

  The cylinder block outer wall 12 is formed so as to surround the block core 11, the bearing cap 15, and a part of the crankshaft 16 from the outside, and an oil pan 17 is connected to the −Z side. In FIG. 1, although not shown in detail, a water jacket, which is a path through which the coolant flows, is formed on the cylinder block outer wall 12.

  The cylinder head 13 is attached to the + Z side of the cylinder block 10. Although not shown in FIG. 1, the cylinder head 13 is provided with a camshaft, intake / exhaust valves, intake / exhaust manifolds, and the like.

  The head cover 14 is attached to the + Z side of the cylinder head 13 and closes the + Z side opening of the cylinder head 13.

  The bearing cap (cap portion) 15 is attached to the −Z side of the block core 11 and supports the crankshaft 16 in a rotatable state with the block core 11.

  As shown in FIG. 2, the crankshaft 16 extends along the X direction. The crankshaft 16 includes a crank journal 16a supported by the block core 11 and the bearing cap 15, a crank arm 16b provided between the crank journals 16a adjacent in the X direction, and a pair adjacent to each other in the X direction. Crank pins 16c provided between the formed crank arms 16b, and counterweights 16d continuously formed on the crank arms 16b.

  A connecting rod (connecting rod) 18 is attached to each crank pin 16 c in a rotatable state, and a piston 19 is attached to the other end of the connecting rod 18. The piston 19 can reciprocate in each cylinder in the Z direction (direction orthogonal to the X direction, which is the extending direction of the crankshaft 16). The crankshaft 16 rotates as the piston 19 reciprocates.

2. Mounting Configuration of Cylinder Head 13, Block Core 11 and Bearing Cap 15 The mounting configuration of the cylinder head 13, block core 11 and bearing cap 15 will be described with reference to FIG. FIG. 3 is a schematic cross-sectional view showing a III-III cross section of FIG. 2.

  As shown in FIG. 3, the block core 11 is provided with a plurality of head bolt holes (fifth hole part and sixth hole part) 11a. The plurality of head bolt holes 11a are provided in a pair in the Y direction, and each penetrates in the Y direction both side portions (radially outer portions) of the bearing portion 11b through which the crankshaft 16 is inserted in the Z direction. doing.

  The cylinder head 13 is also provided with a plurality of head bolt holes 13a. The plurality of head bolt holes 13 a of the cylinder head 13 are provided so as to be continuous with the head bolt holes 11 a of the block core 11. Each of the plurality of head bolt holes 13a also penetrates in the Z direction.

  The bearing cap 15 has a plurality of screw holes (first holes) that are continuous with the head bolt holes 11a of the block core 11 at both side portions (radially outer portions) in the Y direction of the bearing portion 15b through which the crankshaft 16 is inserted. Part and second hole part or third hole part and fourth hole part) 15a. Each of the plurality of screw holes 15a penetrates in the Z direction.

  In the engine 1, a plurality of head bolts 20 are inserted into the head bolt hole 13 a and the head bolt hole 11 a from the + Z side of the cylinder head 13, and the screw portion 20 b provided at the tip portion on the −Z side is the bearing cap 15. It is screwed with the female screw of the screw hole 15a.

  As shown in FIG. 3, in the engine 1 according to this embodiment, the cylinder head 13, the block core 11, and the bearing cap 15 are fastened together by a head bolt 20. For this reason, in the engine 1, the cylinder head 13 and the block core 11 are sandwiched between the bolt head 20 a of the head bolt 20 and the screwed portion of the screw portion 20 b and the screw hole 15 a of the bearing cap 15. It is in a state. More specifically, the block core 11 is sandwiched between the cylinder block 13 and the bearing cap 15 in the Z direction.

  In FIG. 3, one section of the engine 1 (III-III section in FIG. 2) is illustrated as an example, but other fastening portions by the head bolt 20 have the same configuration.

3. Configuration of Block Core 11 and Bearing Cap 15 The configuration of the block core 11 and the bearing cap 15 will be described with reference to FIG. FIG. 4 is a schematic perspective view showing the configuration of the block core 11 and the bearing cap 15.

  As shown in FIG. 4, the block core 11 in the cylinder block 10 includes four cylinder forming portions 111 to 114, three connecting portions 115 to 117, and five shaft support portions (engine output shaft support portions) 118 to 122. And having. In the block core 11, the four cylinder forming portions 111 to 114, the three connecting portions 115 to 117, and the five shaft support portions 118 to 122 are integrally formed using a metal material.

  Each of the four cylinder forming portions 111 to 114 has cylinders 123 to 126. The cylinders 123 to 126 are arranged in the X direction. The block core 11 is provided with a plurality of head bolt holes 127 to 136 each penetrating in the Z direction. Of the plurality of head bolt holes 127 to 136, head bolt holes 127, 129, 131, 133, and 135 are provided on the side wall on the + Y side of the block core 11, and the head bolt holes 128, 130, 132, 134 and 136 are provided on the side wall of the block core 11 on the −Y side.

  Further, the head bolt holes 129 to 134 are provided in a portion between adjacent cylinders 123 to 126 in the X direction, and the head bolt holes 127, 128, 135, 136 are formed in the cylinder 123, 126 is provided at both ends.

  In the Y direction, the head bolt hole 127 and the head bolt hole 128 make a pair, the head bolt hole 129 and the head bolt hole 130 make a pair, and the head bolt hole 131 and the head bolt hole 132 make a pair. The head bolt 133 and the head bolt 134 make a pair, and the head bolt 135 and the head bolt 136 make a pair.

  The connecting portion 115 is provided at a portion on the −Z side of an adjacent portion (connecting portion) between the cylinder forming portion 111 and the cylinder forming portion 112 in the X direction, and the connecting portion 116 is formed with the cylinder forming portion 112 and the cylinder forming in the X direction. The connecting portion 117 is provided on the −Z side portion of the adjacent portion (connecting portion) to the portion 113, and the connecting portion 117 is on the −Z side of the adjacent portion (connecting portion) of the cylinder forming portion 113 and the cylinder forming portion 114 in the X direction. It is provided in the part.

  In FIG. 4, only the −Y side wall surface of the block core 11 is illustrated, but the connection portion is formed with the same configuration on the opposite + Y side.

  The shaft support portions 119 to 121 are extended from the −Z side portion of the connection portions 115 to 117 toward the −Z side, respectively.

  On the other hand, the shaft support portions 118 and 122 are extended from both outer sides of the cylinder forming portions 111 and 114 toward the −Z side in the X direction. In the present embodiment, the shaft support portions 118 and 122 may be described as end shaft support portions, and the end shaft support portions 118 and 122 correspond to end engine output shaft support portions.

  Each of the shaft support portions 118 to 122 has a plate shape in which the thickness in the X direction is smaller than the width in the Y direction and the height in the Z direction.

  As shown in FIG. 4, bearing caps 151 to 155 are attached to portions on the −Z side of the shaft support portions 118 to 122. These bearing caps 151 to 155 may be collectively referred to as a bearing cap 15. Of the bearing caps 151 to 155, the bearing caps 151 and 155 attached to the end shaft support portions 118 and 122 may be referred to as end bearing caps (end cap portions), and other bearing caps may be described. 152 to 154 may be described as inner bearing caps (inner cap portions).

  The bearing caps 151 to 155 are attached to the shaft support portions 118 to 122 by fastening with the head bolt 20 as described with reference to FIG. Here, the compressive stress generated by the fastening of the head bolt 20 and the screw hole 15 a of the bearing cap 15 (bearing caps 151 to 155) acts on the block core 11 in the Z direction.

  Note that the lower end portions 151d, 152a, 153a, 154a, and 155a of the bearing caps 151 to 155 are not connected to each other and are free ends.

4). Configuration of Cylinder Forming Units 111, 114, End Shaft Supports 118, 122, and End Bearing Caps 151, 155 Regarding the configuration of the end shaft support units 118, 122 and the end bearing caps 151, 155, FIG. 6 will be described. FIG. 5 is a schematic perspective view showing configurations of the cylinder forming portion 111, the end shaft support portion 118, and the end bearing cap 151, and FIG. 6 is a view showing the cylinder forming portion 111, the end shaft support portion 118, and the end portion. 3 is a schematic front view showing a configuration of a partial bearing cap 151. FIG.

  5 and 6, the cylinder forming portion 114, the end shaft supporting portion 122, and the end bearing cap 155 are not shown, but the cylinder forming portion 111, the end shaft supporting portion 118, and the end are not shown. This has the same configuration as the partial bearing cap 151.

  As shown in FIGS. 5 and 6, head bolt hole forming portions 144 and 145 are provided on the end wall surface (outer wall surface) 111 a on the −X side in the cylinder forming portion 111. The head bolt hole forming portion 144 is provided at the end on the + Y side, and the head bolt hole forming portion 145 is provided at the end on the −Y side.

As shown in FIG. 5, the head bolt hole forming portions 144, 145 have a cylindrical rib-like configuration protruding from the bolt hole central axes Ax ₁₂₇ , Ax ₁₂₈ of the head bolt holes ₁₂₇ , ₁₂₈ to the −X side. The head bolt hole 127 is provided in the head bolt hole forming part 144, and the head bolt hole 128 is provided in the head bolt hole forming part 145.

  As shown in FIGS. 5 and 6, the end wall surface (outer wall surface) 118 a on the −X side of the end shaft support portion 118 extends obliquely from the outer edge portion of the bearing portion 11 b to the + Y side and to the + Z side. A reinforcing rib (third reinforcing portion) 148 and a reinforcing rib (fourth reinforcing portion) 149 extending obliquely from the outer edge of the bearing portion 11b to the −Y side and the + Z side are provided.

  As shown in FIG. 5, the reinforcing ribs 148 and 149 have a configuration of a semi-cylindrical rib projecting to the −X side. 5 and 6, the reinforcing rib 148 has an end on the + Z side connected to the head bolt hole forming portion 144, and the reinforcing rib 149 has an end on the + Z side formed with a head bolt hole. Connected to the unit 145.

As shown in FIG. 6, the rib central axis Ax ₁₄₈ of the reinforcing rib 148 and the bolt hole central axis Ax _{127 of the} head bolt hole forming portion 144 are at a distance H ₁ from the mating surface 11 c of the block core 11 with the cylinder head 13. only connected at the connection point P ₁ is a point on the -Z side.

Similarly, the rib central axis Ax ₁₄₉ of the reinforcing rib 149 and the bolt hole central axis Ax _{128 of the} head bolt hole forming portion 145 are on the −Z side by a distance H ₁ from the mating surface 11 c of the block core 11 with the cylinder head 13. it is connected by the connection point P ₂ is a point.

The interval between the reinforcing rib 148 and the reinforcing rib 149 gradually increases as going from the −Z side to the + Z side. Specifically, the interval G ₂ between the reinforcing ribs 148 at the location of the + Z side and the reinforcing rib 149 is wider than the gap G ₁ between the reinforcing ribs 148 at the location of -Z side and the reinforcing ribs 149 .

  As shown in FIG. 6, the lower end portions (end portions on the −Z side) of the reinforcing rib 148 and the reinforcing rib 149 are located at the outer edge portion of the bearing portion 118 in the end shaft support portion 118. The bearing portion 118 b is a portion that supports the crankshaft 16 in the end shaft support portion 118.

  As shown in FIGS. 5 and 6, the end wall surface (outer wall surface) 151b on the −X side of the end bearing cap 151 is inclined to the −Y side from the outer edge portion of the bearing portion 151c (15b) and to the −Z side. Reinforcing ribs (first reinforcing portions) 158 extending in the direction, and reinforcing ribs (second reinforcing portions) 159 extending obliquely from the outer edge of the bearing portion 151c (15b) to the -Y side and -Z side. Is provided.

  The reinforcing ribs 158 and 159 have a semi-cylindrical rib shape that protrudes toward the -X side. The reinforcing rib 158 and the reinforcing rib 159 are provided in a state where the first cavity 151a is sandwiched between each other in the Y direction.

As shown in FIG. 6, the rib central axis Ax ₁₅₈ and the bolt hole central axis Ax ₁₂₇ of the reinforcing rib 158 are connected in the vicinity of the lower end portion (the end portion on the −Z side) of the end bearing cap 151. . Similarly, the rib central axis Ax ₁₅₉ of the reinforcing rib 159 and the bolt hole central axis Ax ₁₂₈ are connected in the vicinity of the lower end portion (end portion on the −Z side) of the end bearing cap 151.

5). Compressive stress acting on the end shaft support portions 118 and 122 and the end bearing caps 151 and 155 when the head bolt 20 is tightened. End shaft support portions 118 and 122 and the end bearing cap 151 and the end bolt support caps 151 and 155 are tightened. The compressive stress acting on 155 will be described with reference to FIG. FIG. 7 is a schematic diagram for explaining the action of the compressive stresses Sc ₁ , Sc ₂ , Sc ₇ , Sc ₈ acting on the end shaft support part 118 and the end bearing cap 151 when the head bolt 20 is fastened together. .

  In FIG. 7, illustration of compressive stress acting on the end shaft support portion 122 and the end bearing cap 155 is omitted, but it is the same as the end shaft support portion 118 and the end bearing cap 151.

As shown in FIG. 7, compressive stresses Sc ₁ , Sc ₂ , Sc ₇ , Sc ₈ act on the end shaft support 118 and the end bearing cap 151 by tightening the head bolt 20 together. The compressive stresses Sc ₁ , Sc ₂ , Sc ₇ , Sc ₈ are input to the region (head bolt hole forming portions 144, 145) through which the head bolt 20 is inserted and the vicinity thereof.

Reinforcing ribs 148 and 149 are formed on the end wall surface 119 a of the end shaft support portion 118. Therefore, a part of each of the compressive stresses Sc ₁ and Sc ₂ is dispersed into stress components Sc ₃ and Sc ₄ along the reinforcing ribs 148 and 149. The remaining portions of the compressive stresses Sc ₁ and Sc ₂ become the stress components Sc ₅ and Sc ₆ that are directed toward the −Z side as they are.

On the other hand, reinforcing ribs 158 and 159 are also formed on the end wall surface 151 b of the end bearing cap 151. Therefore, a part of each of the compressive stresses Sc ₇ and Sc ₈ is dispersed into the stress components Sc ₉ and Sc ₁₀ along the reinforcing ribs 158 and 159.

As described above, the reinforcing ribs 148, 149 provided at an end shaft support 118, by providing the reinforcing ribs 158 and 159 to the end bearing cap 151, compressive stress _Sc 1 which act by co-fastening of the head bolt 20, Each of Sc ₂ , Sc ₇ , and Sc ₈ can be dispersed as stress components Sc ₃ , Sc ₄ , Sc ₉ , and Sc ₁₀ that are directed toward the outer edge portions of the bearing portions 118 b and 151 c. Therefore, the mating surface 11d between the end shaft support portion 118 and the end bearing shaft 151 acts not only on the portion through which the head bolt 20 is inserted and its vicinity, but also on the outer edge portions of the bearing portions 118b and 151c. .

  The bearing cap 151 is provided with the first cavity 151a in the region between the reinforcing rib 158 and the reinforcing rib 159, so that the compressive stress transmission path is controlled to a portion other than the first cavity 151a. .

  As described above, by providing the reinforcing ribs 148 and 149 and the reinforcing ribs 158 and 159 on the end shaft support portions 118 and 122 and the end bearing caps 151 and 155, the bearing portions 118b and 151c for supporting the crankshaft 16 are provided. On the other hand, the compressive stress can be applied in a more uniform state in the circumferential direction, and high support rigidity related to the support of the crankshaft 16 can be ensured.

6). Configuration between cylinders 123 to 126 and configuration of inner shaft support portions 120 and 121 and inner bearing caps 152 to 154 Configuration between cylinders 123 to 126 and inner shaft support portions 120 and 121 and inner bearing cap 152 ˜154 will be described with reference to FIG. FIG. 8 is a diagram showing a VIII-VIII cross section of FIG. 4.

  In FIG. 8, only the cut surface at the portion between the cylinder 124 and the cylinder 125 (not shown) in the block core 11 is illustrated, but between the cylinder 123 and the cylinder 124, the cylinder 125 and the cylinder The same configuration is also applied to the portion between 126.

  As shown in FIG. 8, in a region between the cylinder 124 and the cylinder 125 in the block core 11, a recess 11 e that is recessed toward the −Z side on the mating surface 11 c of the block core 11 with the cylinder head 13. Is provided. The opening on the + Z side in the recess 11e has a shape that is longer in the Y direction than in the X direction. Moreover, the bottom part of the recessed part 11e exists in the state which the Y direction center part protruded to the + Z side.

  In the block core 11, the recess 11e and the head bolt holes 131 and 132 are linearly arranged along the Y direction.

  In the engine 1, by providing the recess 11e on the mating surface 11c of the block core 11, the area of the mating surface 11c (the contact area with the cylinder head 13) can be reduced. The surface pressure generated between the cylinders 123 to 126 can be increased.

  As shown in FIG. 8, the inner shaft support portion 120 has a bearing portion 120b (11b) for supporting the crankshaft 16 at a portion on the −Z side. In addition, the reinforcing ribs are not provided on the wall surfaces of the inner shaft support portion 120 on the + X side and the −X side. This is to avoid interference with the crank arm 16b and the counterweight 16d of the crankshaft 16.

  Next, the inner bearing cap 153 is provided with a second cavity portion 153b penetrating in the X direction. Further, the inner bearing cap 153 is provided with a bearing portion 153c (15b) for supporting the crankshaft 16 on the + Z side portion.

  As shown in FIG. 8, the inner bearing cap 152 is also provided with a second cavity 152b.

  The second cavities 152b and 153b have a rounded isosceles triangle shape when viewed from the front in the X direction, and are provided in a region between the screw hole 160 (15a) and the screw hole 161 (15a). Yes. Although not shown in detail, the second cavities 152b and 153b are provided in the inner bearing caps 152 and 153 at positions symmetrical with respect to the Y direction.

7). Compressive stress acting on the inner bearing caps 152 to 154 due to co-tightening with the head bolt 20 The compressive stress acting on the inner bearing caps 152 to 154 due to co-tightening with the head bolt 20 will be described with reference to FIG. FIG. 9 is a schematic diagram for explaining a transmission path of the compressive stresses Sc ₁₁ , Sc ₁₂ , Sc ₁₃ , Sc ₁₄ acting on the inner bearing cap 153.

  In FIG. 9, only the inner bearing cap 153 is shown, but the inner bearing caps 152 and 154 have the same compressive stress transmission path.

As shown in FIG. 9, compressive stresses Sc ₁₁ and Sc ₁₂ are applied to the bearing cap 153 in the peripheral region of the screw holes 160 and 161 by the tightening of the head bolt 20. Compressive stress Sc11, Sc12 acts on the mating surface 11f of the bearing cap 153 and the inner shaft support 120 along the bolt hole center axis _{Ax 131, Ax 132} (compressive stress _{Sc 15, Sc} 16).

Further, the compressive stresses Sc ₁₃ and Sc ₁₄ are transmitted with both side portions in the Y direction of the second cavity 153b directed toward the + Z side (compressive stresses Sc ₁₇ and Sc ₁₈ ).

  Here, since the second hollow portion 153b has an isosceles triangular shape with rounded corners, the inner sides 153d and 153e extend in an oblique direction with respect to the Z direction. For this reason, the transmission directions of the compressive stresses Sc17 and Sc18 are controlled by the second cavity portion 153b and are guided to the outer edge portion of the bearing portion 153c.

  As described above, the inner bearing caps 152 to 154 are provided with the second hollow portions 152b and 153b having a rounded isosceles triangle shape, so that the bearing portions 153c supporting the crankshaft 16 are more uniform in the circumferential direction. In this state, compressive stress can be applied, and high support rigidity related to support of the crankshaft 16 can be ensured.

8). Effect The engine 1 according to the present embodiment employs a configuration in which reinforcing ribs (first reinforcing portions) 158 and reinforcing ribs (second reinforcing portions) 159 are provided on the end wall surfaces 151b of the end bearing caps 151 and 155, thereby reinforcing the engine. The rib 158 and the reinforcing rib 159 are configured to extend obliquely from the outer edge portion of the bearing portion 151c. Therefore, in the engine 1 according to the present embodiment, some of the compressive stresses Sc ₇ and Sc ₈ due to the fastening between the end shaft support portions 118 and 122 and the end bearing caps 151 and 155 are used as the reinforcing rib 158 and the reinforcing rib 159. (Compressed components Sc ₉ , Sc ₁₀ ) can be dispersed within the extended range, and the outer edge portions of the bearing portions 151 c of the end bearing caps 151, 155 are localized only in the vicinity of the portions where the screw portions 15 a are provided. It is possible to suppress the compressive stress from acting on.

  Therefore, in the engine 1 according to the present embodiment, the crankshaft 16 can be supported with high support rigidity while suppressing the thickness of the end bearing caps 151 and 155 from being increased.

  In the engine 1 according to the present embodiment, the reinforcing ribs 158 and 159 reinforce the support rigidity related to the support of the crankshaft 16 in the end bearing caps 151 and 155, so the portions where the reinforcing ribs 158 and 159 are provided are provided. The crankshaft 16 can be supported with high support rigidity while suppressing an increase in the thickness of the removed portion.

  In the engine 1 according to the present embodiment, in the end bearing caps 151 and 155, the first cavity portion 151a is provided in a region between the reinforcing rib 158 and the reinforcing rib 159, so that the reinforcing rib 158 and the reinforcing rib 159 are provided. It is possible to suppress the accumulation of compressive stress in the region between them, and to suppress the local application of high compressive stress to a part of the outer edge portion of the bearing portion 151c in the end bearing caps 151 and 155. Can do.

  In the engine 1 according to the present embodiment, in the end bearing caps 151 and 155, the first cavity 151a is provided in the region between the reinforcement rib 158 and the reinforcement rib 159. However, the first cavity 151a It is good also as providing a thin part thinner than other area | regions instead of other area | regions. In this case, the same effect as described above can be obtained.

  In the engine 1 according to this embodiment, the inner bearing caps 152 to 154 are provided with the second cavities 152b and 153b, and the inner widths of the second cavities 152b and 153b gradually decrease from the −Z side to the + Z side. Therefore, the compressive stress due to the joint tightening with the head bolt 20 transmits both the Y-direction frame portions of the second cavities 152b and 153b, and the screw holes 160 and 161 (15a) are provided. It can suppress acting locally only in the vicinity of the part.

  In the engine 1 according to the present embodiment, the second cavities 152b and 153b are provided in the region between the screw hole 160 and the screw hole 161. However, instead of providing the second cavities 152b and 153b, there are others. It is good also as providing the thin part thinner than the area | region. In this case, the same effect as described above can be obtained.

  In the engine 1 according to the present embodiment, since the shape of the second cavities 152b and 153b is a rounded isosceles triangle when viewed from the front in the X direction, the screw holes 160 are formed in the inner bearing caps 152 to 154. Stress distribution is achieved between the provided portion and the portion provided with the screw hole 161.

  In the engine 1 according to this embodiment, the lower end portions 151d, 152a, 153a, 154a, and 155a of the inner bearing caps 152 to 154 and the end bearing caps 151 and 155 are free ends, and the crankshaft 16 rotates. The load (vertical load) in the Z direction accompanying the above acts on the end shaft support portions 118 and 122 and the inner shaft support portions 119 to 121. Also in this case, in the engine 1 according to this embodiment, the end bearing caps 151 and 155 are provided with the reinforcing ribs 158 and 159, thereby supporting the crankshaft 16 with high support rigidity as described above. be able to.

  In the engine 1 according to the present embodiment, the cylinder head 13, the block core 11, the end bearing caps 151 and 155, and the inner key bearing caps 152 to 154 are fastened together by the head bolt 20, thereby The number of bolts can be reduced, and the engine 1 can be reduced in weight and cost.

  Further, in the engine 1 according to the present embodiment, the crankshaft 16 can be supported with high support rigidity while performing joint fastening with the head bolt 20 as described above.

  Since the multi-cylinder engine according to the above aspect includes the cylinder block outer wall formed using a resin material, the weight of the engine can be reduced as compared with the case where the cylinder block outer wall is formed using a metal material. In the multi-cylinder engine according to the above aspect, as described above, the engine output shaft is supported with high support rigidity while reducing the weight by providing a cylinder block outer wall formed using a resin material. Can do.

  In the engine 1 according to the present embodiment, the reinforcing ribs 148 and 149 are provided on the end wall surfaces 118a of the end shaft support portions 118 and 122, and the reinforcing ribs 148 and 149 are oblique to the Z direction from the outer edge portion of the bearing portion 118b. It is comprised so that it may extend. Therefore, in the engine 1 according to the present embodiment, the compressive stress acting on the block core 11 by being sandwiched between the cylinder head 13 and the bearing caps 151 to 155 is dispersed in a range in which the reinforcing ribs 148 and 149 extend. In the outer edge portion of the bearing portion 118b in the end shaft support portions 118 and 122, it is possible to suppress the local application of compressive stress only in the vicinity of the portion where the head bolt holes 127 and 128 are provided. .

  Therefore, in the engine 1 according to this embodiment, the crankshaft 16 can be supported with high support rigidity while suppressing an increase in the thickness of the end shaft support portions 118 and 122.

  In the engine 1 according to the present embodiment, since the support rigidity of the crankshaft 16 at the end shaft support portions 118 and 122 is reinforced by the reinforcement ribs 148 and 149, the reinforcement ribs 148 and 148 at the end shaft support portions 118 and 122 are reinforced. The crankshaft 16 can be supported with high support rigidity while suppressing an increase in the thickness of the portion excluding the portion provided with 149.

  As described above, the engine 1 according to this embodiment can support the crankshaft 16 with high support rigidity while suppressing an increase in weight.

[Modification]
In the engine 1 according to the above embodiment, the two reinforcing ribs 158 and 159 are provided on the end wall surfaces 151b of the end bearing caps 151 and 155 in the block core 11, but the present invention is limited thereto. is not. For example, three or more reinforcing ribs may be provided on the end wall surface of each end bearing cap. Further, a reinforcing rib may be provided only on one end wall surface of the end bearing cap 151 or the end bearing cap 155.

  Further, in the engine 1 according to the above embodiment, the inner bearing caps 152 to 154 are not provided with reinforcing ribs, but in a range where interference with the crank arm 16b of the crankshaft 16 and the counterweight 16d is avoided, It is good also as providing the reinforcement part for reinforcing the support rigidity of a crankshaft.

  Moreover, in the said embodiment, although the structure in which the reinforcement rib 158 and the reinforcement rib 159 are not mutually connected or crossed was employ | adopted, this invention is not limited to this. For example, a configuration in which the reinforcing ribs are connected or intersected can be employed.

  In the engine 1 according to the embodiment, the reinforcing ribs 148 and 149 are provided on the end wall surfaces 118a of the end shaft support portions 118 and 122, but the present invention is not limited to this. For example, a configuration in which no reinforcing rib is provided on the end wall surface of the end shaft support portion can be employed, or a configuration in which the reinforcing rib is provided only on one of the end wall surfaces can be employed. Further, it is not excluded to provide three or more reinforcing portions on each end wall surface.

  In the engine 1 according to the above-described embodiment, the reinforcing ribs 148 and 149 and the reinforcing ribs 158 and 159 have a semi-cylindrical rib shape, but the present invention is not limited thereto. For example, a rib having a polygonal cross section or a fin-like rib can be employed.

  The engine 1 according to the above embodiment employs a configuration in which the reinforcing rib 148 is connected to the head bolt hole forming portion 144 on the + Z side and the reinforcing rib 149 is connected to the head bolt hole forming portion 145 on the + Z side. The present invention is not limited to this. The reinforcing rib 148 and the head bolt hole forming portion 144 are not necessarily connected, and the reinforcing rib 149 and the head bolt hole forming portion 145 are not necessarily connected.

  In addition, the width and height of the reinforcing ribs 148, 149, 158, and 159 are not necessarily required to be constant in the longitudinal direction. It is also possible to employ a rib whose width gradually increases from the −Z side toward the + Z side, or a rib whose width gradually decreases and the height gradually increases.

  Further, the reinforcing rib does not necessarily have to go straight, and may be provided so as to draw a curve on the end wall surface.

  In the engine 1 according to the embodiment, the lower ends 151d, 152a, 153a, 154a, 155a of the bearing caps 151 to 155 are not connected to each other, and the lower ends 151d, 152a, 153a, 154a, 155a are free ends. However, the present invention is not limited to this. For example, it is good also as connecting the lower end parts of a bearing cap mutually with a beam-shaped member.

  Further, in the above embodiment, the head bolt 20 is inserted from above the cylinder head 13, the cylinder head 13 and the block core 11 are inserted, and are screwed to the female screw of the screw hole 15 a provided in the bearing cap 15. However, the present invention is not limited to this. For example, it is possible to adopt a configuration in which a head bolt is inserted from below the bearing cap, the bearing cap and the block core are inserted, and screwed into a female screw of a screw hole provided in the cylinder head.

  Further, the head bolt may be inserted into the cylinder head, the cylinder block, and the bearing cap and screwed to a nut disposed below the bearing cap. In this case, the bearing cap may be provided with a hole through which the head bolt is inserted (a so-called fool hole in which a female screw is not engraved on the inner peripheral surface).

  In the engine 1 according to the above-described embodiment, no particular mention has been made as to whether or not the head gasket is interposed between the cylinder head 13 and the cylinder block 10, but it may be inserted.

  In the above embodiment, a 4-cylinder gasoline engine is used as the engine 1 as an example, but the present invention is not limited to this. For example, a single-cylinder, 2-cylinder, 3-cylinder, or 5-cylinder or more engine can be employed, or a diesel engine can be employed.

  As for the engine type, for example, a horizontally opposed engine can be adopted.

DESCRIPTION OF SYMBOLS 1 Engine 10 Cylinder block 11 Block core 12 Cylinder block outer wall 13 Cylinder head 15 Bearing cap (cap part)
15a Screw hole (first hole, second hole, third hole, fourth hole)
15b Bearing 16 Crankshaft (engine output shaft)
20 Head bolt 111-114 Cylinder formation part 118,122 Shaft support part (engine output shaft support part)
118a End wall surface (outer wall surface)
119-121 Shaft support (engine output shaft support)
123-126 Cylinder 148 Reinforcement rib (3rd reinforcement part)
149 Reinforcement rib (4th reinforcement part)
151,155 Bearing cap (cap part)
151a First cavity 151b End wall surface (outer wall surface)
152 to 154 Bearing cap (cap part)
152b, 153b Second cavity 158 Reinforcement rib (first reinforcement)
159 Reinforcement rib (second reinforcement part)

Claims (11)

In the engine
An engine output shaft of the engine;
A cylinder forming portion forming one or a plurality of cylinders extending in a direction orthogonal to the engine output shaft;
An engine output shaft support portion having a portion for supporting the engine output shaft on the engine output shaft side with respect to the cylinder forming portion;
A cap portion attached to the engine output shaft support portion on the opposite side of the cylinder forming portion and having a portion for supporting the engine output shaft;
A plurality of bolts for fastening the engine output shaft support portion and the cap portion;
With
The cap portion has at least a first hole portion and a second hole portion that penetrate the radial outer portion of the engine output shaft in the cylinder axial direction and the bolt is inserted in the engine output shaft direction view.
When the cap portion is viewed from the engine output shaft direction, the cap portion extends from the support portion of the engine output shaft in the region between the first hole portion and the second hole portion. toward each of the second hole portion, have a first reinforcing portion and the second reinforcement portion extending in a direction oblique to the cylinder axis,
The cap portion provided with the first reinforcing portion and the second reinforcing portion is an end cap portion disposed on an outer portion in the engine output shaft direction.
engine. The engine according to claim 1,
Each of the first reinforcing portion and the second reinforcing portion is a rib formed to protrude outward in the engine output shaft direction.
engine. The engine according to claim 1 or 2,
When the cap portion is viewed from the engine output shaft direction, the cap portion penetrates the cap portion in the engine output shaft direction in a region between the first reinforcement portion and the second reinforcement portion. Having a cavity,
engine. The engine according to any one of claims 1 to 3,
The cylinder forming portions are arranged along the engine output shaft direction, and a plurality of the cylinder forming portions are provided in a state of being continuously formed with each other ,
Before the engine output supporting portion Kitan cap portion is attached is an end portion engine output shaft supporting portion arranged on the outer portion of the engine output shaft direction,
In the engine output shaft direction, an inner engine output shaft support portion having a portion that supports the engine output shaft on the engine output shaft side with respect to a portion where the cylinder forming portions adjacent to each other are connected,
An inner cap portion that is attached to the side opposite to the cylinder forming portion in the inner engine output shaft support portion and has a portion that supports the engine output shaft;
Further comprising
The inner cap portion, as viewed in the engine output shaft direction, penetrates a radially outer portion of the engine output shaft in the cylinder shaft direction, and the third hole portion and the fourth hole portion through which the bolt is inserted; A second cavity portion penetrating the inner cap portion in the engine output shaft direction in a region between the third hole portion and the fourth hole portion;
The second cavity portion is provided such that an inner width gradually decreases from a portion opposite to the inner engine output shaft support portion toward the inner engine output shaft support portion in the cylinder axis direction. Yes,
engine. The engine according to claim 4,
When the inner cap portion is viewed in the engine output axis direction, the second cavity portion has an isosceles triangle shape,
engine. An engine according to claim 4 or claim 5, wherein
The end cap part and the inner cap part are not connected to the end parts opposite to the end engine output shaft support part and the inner engine output shaft support part in the cylinder axial direction. The end is in a free end;
engine. The engine according to any one of claims 4 to 6,
A cylinder head mounted on the opposite side of the end engine output shaft support portion and the inner engine output shaft support portion in the cylinder axis direction with respect to the plurality of cylinder forming portions,
The plurality of cylinder forming portions, the end engine output shaft support portion, and the inner engine output shaft support portion are integrally formed as a portion constituting at least a part of a cylinder block,
The cylinder head, the cylinder block, the end cap part and the inner cap part are fastened together by the bolts.
engine. The engine according to claim 7,
The cylinder block further includes a cylinder block outer wall that surrounds the plurality of cylinder forming portions, the end engine output shaft support portion, and the inner engine output shaft support portion from the outside.
The plurality of cylinder forming portions, the end engine output shaft support portion, and the inner engine output shaft support portion are formed using a metal material,
The cylinder block outer wall is formed using a resin material,
engine. The engine according to any one of claims 1 to 8,
The engine output shaft support portion penetrates a radially outer portion of the engine output shaft in the cylinder axial direction when viewed in the engine output shaft direction, and is continuous with the first hole portion and the second hole portion, respectively. And at least a fifth hole and a sixth hole into which the bolt is inserted,
When the engine output shaft support portion is viewed in the engine output shaft direction, the outer wall surface of the engine output shaft support portion is located in the region between the fifth hole portion and the sixth hole portion. A third reinforcing portion and a fourth reinforcing portion extending obliquely with respect to the cylinder axial direction from the support portion toward the fifth hole portion and the sixth hole portion, respectively.
engine. The engine according to claim 9, wherein
Each of the third reinforcing portion and the fourth reinforcing portion is a rib formed to protrude outward in the engine output shaft direction.
engine. In the engine
An engine output shaft of the engine;
A cylinder forming portion forming one or a plurality of cylinders extending in a direction orthogonal to the engine output shaft;
An engine output shaft support portion having a portion for supporting the engine output shaft on the engine output shaft side with respect to the cylinder forming portion;
A cap portion attached to the engine output shaft support portion on the opposite side of the cylinder forming portion and having a portion for supporting the engine output shaft;
A plurality of bolts for fastening the engine output shaft support portion and the cap portion;
With
The cap portion has at least a first hole portion and a second hole portion that penetrate the radial outer portion of the engine output shaft in the cylinder axial direction and the bolt is inserted in the engine output shaft direction view.
When the cap portion is viewed from the engine output shaft direction, the cap portion extends from the support portion of the engine output shaft in the region between the first hole portion and the second hole portion. A first reinforcing portion and a second reinforcing portion extending obliquely with respect to the cylinder axial direction toward each of the second hole portions;
The engine output shaft support portion penetrates a radially outer portion of the engine output shaft in the cylinder axial direction when viewed in the engine output shaft direction, and is continuous with the first hole portion and the second hole portion, respectively. And at least a fifth hole and a sixth hole into which the bolt is inserted,
When the engine output shaft support portion is viewed in the engine output shaft direction, the outer wall surface of the engine output shaft support portion is located in the region between the fifth hole portion and the sixth hole portion. A third reinforcing portion and a fourth reinforcing portion extending obliquely with respect to the cylinder axial direction from the support portion toward the fifth hole portion and the sixth hole portion, respectively.
engine.

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