WO2015156025A1 - Bearing cap - Google Patents
Bearing cap Download PDFInfo
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- WO2015156025A1 WO2015156025A1 PCT/JP2015/053737 JP2015053737W WO2015156025A1 WO 2015156025 A1 WO2015156025 A1 WO 2015156025A1 JP 2015053737 W JP2015053737 W JP 2015053737W WO 2015156025 A1 WO2015156025 A1 WO 2015156025A1
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- WIPO (PCT)
- Prior art keywords
- bearing
- crankshaft
- bearing cap
- iron
- recess
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F7/00—Casings, e.g. crankcases or frames
- F02F7/0043—Arrangements of mechanical drive elements
- F02F7/0053—Crankshaft bearings fitted in the crankcase
Definitions
- the present invention relates to an improvement of a bearing cap that rotatably supports a crankshaft of an engine.
- an engine crankshaft is rotatably supported using a bearing cap that is bolted to a bulkhead of a cylinder block.
- the crankshaft is formed of a ferrous metal having excellent rigidity and strength
- the cylinder block is formed of a light metal alloy such as a lightweight and low-cost aluminum alloy
- the light metal alloy is heated more than the ferrous metal. Since the expansion is large, the bearing portion of the cylinder block expands relatively larger than the crankshaft due to the difference in thermal expansion between the two. As a result, the gap between the crankshaft and the bearing portion is enlarged, and there is a risk of causing problems such as vibration.
- Patent Document 1 an iron frame made of a ferrous metal is cast inside a bearing cap cast from a light metal alloy such as an aluminum alloy, thereby reducing deformation due to thermal expansion of the bearing cap while suppressing an increase in weight.
- a light metal alloy such as an aluminum alloy
- the bearing cap according to the present invention rotatably supports the crankshaft by being fastened to the bulkhead of the cylinder block using a fixing bolt, and casts an iron frame made of iron-based metal into a light metal alloy. It is casted by.
- the iron frame has a frame main body that is concentric with a bearing surface that rotatably supports the crankshaft, and a recess that is recessed radially outward from the inner peripheral surface of the frame main body. ing.
- the recess is filled with the light metal alloy.
- the depth of radial direction is set long compared with the width
- the light metal alloy filled in the recess has a large thermal expansion with respect to the ferrous metal of the frame body in which the recess is provided.
- the metal By being pushed out to the cylindrical surface side by the metal, it is possible to suppress the expansion of the gap between the crankshaft and the bearing portion due to the difference in thermal expansion.
- the light metal alloy filled in the concave portion is thicker and has higher rigidity, and is better with the surrounding iron-based metal. It becomes difficult to extrude.
- the depth in the radial direction is longer than the circumferential width of the recess, and by making the recess into an elongated shape, the rigidity of the light metal alloy filled in the recess is reduced, and the recess is filled.
- the light metal alloy can be favorably extruded to the cylindrical surface side by the surrounding ferrous metal.
- the expansion of the gap between the crankshaft and the bearing portion due to the difference in thermal expansion can be suppressed.
- Sectional drawing which shows the principal part of the engine to which the bearing cap which concerns on 1st Example of this invention was applied.
- the perspective view which expands and shows the semi-cylindrical frame main body of the iron frame of the said 1st Example on a plane.
- Sectional drawing which expands and shows the semi-arc-shaped part of the bearing cap of the said 1st Example on a plane and exaggerates the deformation
- FIG. 1 is a cross-sectional view showing a main part of an engine to which a bearing cap 10 according to a first embodiment of the present invention is applied.
- the bearing cap 10 is fastened to the thin bulkhead 2 formed in the lower part of the cylinder block 1 from below by using two fixing bolts 3, so that the journal of the crankshaft 4 together with the bulkhead 2.
- the part 4A is rotatably supported.
- bearing surfaces 12 and 13 having a semicircular cross section for supporting the journal portion 4A of the crankshaft 4 in a rotatable manner are formed.
- the fixing bolt 3 is disposed on both sides of the bearing surfaces 12 and 13 in the width direction and passes through the bolt through hole 14 of the bearing cap 10 and is screwed into a female screw portion 15 formed in the bulkhead 2. Are fastened to the bulkhead 2 together.
- the crankshaft 4 is made of an iron-based material such as steel or cast iron having excellent rigidity and strength in order to ensure rigidity and strength against combustion load and inertia load.
- the cylinder block 1 is cast from a light metal alloy such as an aluminum alloy including the bulkhead 2 in order to reduce weight and cost.
- the bearing cap 10 is cast by casting an iron frame 20 made of an iron-based metal such as cast iron into a light metal alloy such as an aluminum alloy.
- the iron frame 20 is mainly composed of a semi-cylindrical frame body 21 having a concentric bearing surface, and is cast in a light metal alloy without being exposed on the surface of the bearing cap 10. It is rare. That is, a surface layer portion 29 made of a light metal alloy remains between the inner peripheral surface of the frame body 21 and the mating surface 11 of the bearing cap 10 including the bearing surface 12.
- the ends of the frame body 21 on the bearing surfaces 12 and 13 side are radially outward along the width direction (the direction along the mating surface 11 and the left-right direction in FIG. 1) orthogonal to the axial direction of the bearing surfaces 12 and 13.
- a flange portion 27 that protrudes in the direction is provided.
- the iron frame 20 is provided with a recess 22 that is recessed outward in the radial direction on the inner peripheral surface side near the bearing surfaces 12 and 13.
- the concave portion 22 is filled with a light metal alloy during casting.
- FIGS. 2 to 5 are explanatory views showing the bearing surface 12 of the bearing cap 10 and the arc-shaped portion of the frame body 21 on a plane along the mating surface 11 for easy understanding.
- the recess 22 has a sufficient depth L2 in the radial direction as compared with the width L1 in the circumferential direction of the crankshaft and the bearing surface (the left-right direction in FIG. In other words, the shape is elongated in the radial direction.
- the width L1 is set to be twice or more larger than the depth L2.
- the recess 22 is opened only on the mating surface 11 side in the radial direction, and does not penetrate the counter mating surface side. Therefore, a radial remaining portion 23 made of a light metal alloy is left behind the concave portion 22 in the radial direction.
- the recess 22 is provided only in the central portion of the iron frame 20 in the axial direction. That is, axial remaining portions 24 made of a light metal alloy remain on both axial sides of the recess 22. That is, the recess 22 has a bag-like shape in which five surfaces other than the opening 25 opening toward the mating surface 11 are surrounded by the iron-based metal of the iron frame 20.
- the cylinder block 1 that rotatably supports the crankshaft 4 is formed of a light metal alloy having a thermal expansion larger than that of the crankshaft 4 and therefore expands larger than the crankshaft 4.
- the gap between the journal portion 4A of the crankshaft 4 and the bearing surface 13 formed on the bulkhead 2 of the cylinder block 1 tends to increase.
- the thermal expansion of the light metal alloy filled in the concave portion 22 is larger than the ferrous metal of the iron frame 20 having the concave portion 22.
- a portion 26 of the light metal alloy filled in is extruded from the opening 25 to the mating surface 11 side (upper side in FIG. 4) by the surrounding iron-based metal, and between the iron frame 20 and the bearing surfaces 12 and 13.
- the positioned surface layer 29 is deformed in a direction in which the bearing surface 12 is reduced and compressed. That is, as described above, when the clearance of the bearing portion of the crankshaft 4 is to be expanded due to the difference in thermal expansion, the bearing cap 10 is deformed in a direction to reduce the clearance, thereby expanding the clearance of the bearing portion. Can be suppressed.
- the portion 26 of the light metal alloy filled in the concave portion 22 is thick and has high rigidity, It becomes difficult to be pushed out by surrounding ferrous metals.
- the radial depth L2 is sufficiently longer than the circumferential width L1 of the recess 22, and the recess 22 is formed into an elongated shape, whereby the rigidity of the light metal alloy filled in the recess 22 is increased.
- the portion 26 of the light metal alloy filled in the recess 22 can be favorably extruded to the bearing surface side by the surrounding iron-based metal.
- the bearing portion of the crankshaft 4 is strongly contacted with the journal portion 4A of the crankshaft 4 at both axial side portions, so-called per edge contact per piece.
- the recess 22 is recessed only in the central portion of the iron frame 20 in the axial direction of the crankshaft 4.
- the axial remaining portions 24 made of iron-based metal are left on both sides of the concave portion 22 in the axial direction. Therefore, as exaggeratedly depicted in FIG.
- the surrounding light metal alloy expands greatly as compared to the iron frame 20 made of ferrous metal. Therefore, as shown in an exaggerated manner in FIG. Is greatly expanded, and there is a margin that the iron frame 20 can move in the space 28. For this reason, if the iron frame 20 itself moves in the space 28 so as to fall to the anti-bearing surface side (the lower side in FIG. 4), the portion 26 of the light metal alloy filled in the recess 22 is pushed out to the bearing surface side. I can't do that.
- FIG. 6 shows a bearing cap 10A according to the second embodiment of the present invention.
- the iron frame 20A is provided with a plurality of recesses 22A along the circumferential direction.
- Each recess 22A extends radially outward from the bearing surface in the same manner as in the first embodiment.
- FIG. 7 shows a bearing cap 10B according to a third embodiment of the present invention.
- a plurality of recesses 22B are formed in the iron frame 20B.
- the recesses 22B are formed in parallel to each other along the cylinder axial direction.
- the die cutting at the time of casting is easy, and it is excellent in productivity.
- the present invention has been described based on specific examples. However, the present invention is not limited to the above-described examples, and includes various modifications and changes. For example, the present invention can be similarly applied to a ladder frame type bare link cap in which a plurality of bearing caps are connected in a ladder shape.
- a recessed part is made into the bag shape shape where five surfaces except an opening part were enclosed by the iron frame, when manufacture is difficult, a recessed part is formed over the axial direction full length of an iron frame. You may make it do.
Abstract
A bearing cap (10) rotatably supports a crankshaft (4) by being fastened to a bulkhead (2) of a cylinder block (1) by the use of a securing bolt (3), and is cast by pouring an iron frame (20) comprising an iron-based metal into a light metal alloy. A concavity (22) recessed radially outward from the inner peripheral surface is formed in a frame body (21) of the iron frame (20) which constitutes a half cylinder concentric with a bearing surface (12) rotatably supporting the crankshaft (4). The radial depth of this concavity (22) is set longer than the peripheral width relative to the bearing surface.
Description
本発明は、エンジンのクランクシャフトを回転可能に支持するベアリングキャップの改良に関する。
The present invention relates to an improvement of a bearing cap that rotatably supports a crankshaft of an engine.
周知のように、エンジンのクランクシャフトは、シリンダブロックのバルクヘッドにボルト締結されるベアリングキャップを用いて回転可能に支持される。ここで、クランクシャフトが剛性及び強度に優れた鉄系金属により形成される一方、シリンダブロックが軽量かつ低コストなアルミニウム合金等の軽金属合金により形成される場合、軽金属合金は鉄系金属よりも熱膨張が大きいために、両者の熱膨張差により、シリンダブロックの軸受部分がクランクシャフトよりも相対的に大きく拡大する。この結果、クランクシャフトと軸受部分との間の隙間が拡大し、振動等の不具合を生じるおそれがある。
As is well known, an engine crankshaft is rotatably supported using a bearing cap that is bolted to a bulkhead of a cylinder block. Here, when the crankshaft is formed of a ferrous metal having excellent rigidity and strength, and the cylinder block is formed of a light metal alloy such as a lightweight and low-cost aluminum alloy, the light metal alloy is heated more than the ferrous metal. Since the expansion is large, the bearing portion of the cylinder block expands relatively larger than the crankshaft due to the difference in thermal expansion between the two. As a result, the gap between the crankshaft and the bearing portion is enlarged, and there is a risk of causing problems such as vibration.
そこで、ベアリングキャップ全体をクランクシャフトと同様の鉄系金属により鋳造することで、熱膨張差による隙間の拡大を抑制することができるものの、この場合、重量の増加が懸念される。
Therefore, by casting the entire bearing cap with the same iron-based metal as the crankshaft, the expansion of the gap due to the difference in thermal expansion can be suppressed, but in this case, there is a concern about an increase in weight.
特許文献１には、アルミニウム合金等の軽金属合金により鋳造されるベアリングキャップの内部に鉄系金属からなる鉄製フレームを鋳込むことにより、重量増加を抑制しつつベアリングキャップの熱膨張による変形を軽減する技術が開示されている。
In Patent Document 1, an iron frame made of a ferrous metal is cast inside a bearing cap cast from a light metal alloy such as an aluminum alloy, thereby reducing deformation due to thermal expansion of the bearing cap while suppressing an increase in weight. Technology is disclosed.
しかしながら、単に軽金属合金製のベアリングキャップに鉄製フレームを鋳込むだけでは、熱膨張差に起因するクランクシャフトとその軸受部分との隙間の拡大を十分に抑制することができず、更なる改良が望まれていた。
However, simply casting an iron frame into a bearing cap made of light metal alloy cannot sufficiently suppress the expansion of the gap between the crankshaft and the bearing portion due to the difference in thermal expansion, and further improvement is desired. It was rare.
本発明は、このような課題に鑑みてなされたものである。すなわち、本発明に係るベアリングキャップは、シリンダブロックのバルクヘッドに固定ボルトを用いて締結されることによりクランクシャフトを回転可能に支持するとともに、鉄系金属からなる鉄製フレームを、軽金属合金に鋳込んで鋳造されるものである。上記鉄製フレームは、上記クランクシャフトを回転可能に支持する軸受面と同心円状の半円筒状をなすフレーム本体と、このフレーム本体の内周面から径方向外方に窪んだ凹部と、を有している。この凹部には上記軽金属合金が充填されている。そして、凹部は、上記軸受面に対する周方向の幅に比して径方向の深さが長く設定されている。
The present invention has been made in view of such problems. That is, the bearing cap according to the present invention rotatably supports the crankshaft by being fastened to the bulkhead of the cylinder block using a fixing bolt, and casts an iron frame made of iron-based metal into a light metal alloy. It is casted by. The iron frame has a frame main body that is concentric with a bearing surface that rotatably supports the crankshaft, and a recess that is recessed radially outward from the inner peripheral surface of the frame main body. ing. The recess is filled with the light metal alloy. And as for the recessed part, the depth of radial direction is set long compared with the width | variety of the circumferential direction with respect to the said bearing surface.
熱膨張の際、凹部が凹設されたフレーム本体の鉄系金属に対し、この凹部に充填される軽金属合金の熱膨張が大きいために、凹部に充填されている軽金属合金が、周囲の鉄系金属により円筒面側に押し出される形となって、熱膨張差に起因するクランクシャフトとその軸受部分との隙間の拡大を抑制することができる。
In the case of thermal expansion, the light metal alloy filled in the recess has a large thermal expansion with respect to the ferrous metal of the frame body in which the recess is provided. By being pushed out to the cylindrical surface side by the metal, it is possible to suppress the expansion of the gap between the crankshaft and the bearing portion due to the difference in thermal expansion.
ここで、仮に凹部の周方向の幅が径方向の深さよりも長い厚肉なものであると、凹部に充填される軽金属合金が厚肉で剛性が高くなり、周囲の鉄系金属により良好に押し出すことが困難となる。
Here, if the circumferential width of the concave portion is thicker than the radial depth, the light metal alloy filled in the concave portion is thicker and has higher rigidity, and is better with the surrounding iron-based metal. It becomes difficult to extrude.
本発明では、凹部の周方向の幅に比して径方向の深さが長くし、この凹部を細長い形状とすることで、凹部に充填される軽金属合金の剛性が低くなり、凹部に充填される軽金属合金を周囲の鉄系金属により円筒面側に良好に押し出させることができる。
In the present invention, the depth in the radial direction is longer than the circumferential width of the recess, and by making the recess into an elongated shape, the rigidity of the light metal alloy filled in the recess is reduced, and the recess is filled. The light metal alloy can be favorably extruded to the cylindrical surface side by the surrounding ferrous metal.
本発明によれば、熱膨張差に起因するクランクシャフトとその軸受部分との隙間の拡大を抑制することができる。
According to the present invention, the expansion of the gap between the crankshaft and the bearing portion due to the difference in thermal expansion can be suppressed.
以下、図示実施例により本発明を説明する。
Hereinafter, the present invention will be described with reference to illustrated embodiments.
図１は本発明の第１実施例に係るベアリングキャップ１０が適用されたエンジンの要部を示す断面対応図である。このベアリングキャップ１０は、シリンダブロック１の下部に形成された薄肉状のバルクヘッド２に２本の固定ボルト３を用いて下側から締結されることで、このバルクヘッド２とともにクランクシャフト４のジャーナル部４Ａを回転可能に支持するものである。バルクヘッド２とベアリングキャップ１０の合わせ面１１には、クランクシャフト４のジャーナル部４Ａを回転可能に支持する断面半円弧状の軸受面１２，１３がそれぞれ形成されている。
FIG. 1 is a cross-sectional view showing a main part of an engine to which a bearing cap 10 according to a first embodiment of the present invention is applied. The bearing cap 10 is fastened to the thin bulkhead 2 formed in the lower part of the cylinder block 1 from below by using two fixing bolts 3, so that the journal of the crankshaft 4 together with the bulkhead 2. The part 4A is rotatably supported. On the mating surface 11 of the bulkhead 2 and the bearing cap 10, bearing surfaces 12 and 13 having a semicircular cross section for supporting the journal portion 4A of the crankshaft 4 in a rotatable manner are formed.
固定ボルト３は、軸受面１２，１３の幅方向両側に配置され、ベアリングキャップ１０のボルト貫通孔１４を貫通してバルクヘッド２に形成された雌ねじ部１５に螺合することにより、ベアリングキャップ１０をバルクヘッド２に共締め固定している。
The fixing bolt 3 is disposed on both sides of the bearing surfaces 12 and 13 in the width direction and passes through the bolt through hole 14 of the bearing cap 10 and is screwed into a female screw portion 15 formed in the bulkhead 2. Are fastened to the bulkhead 2 together.
クランクシャフト４は、燃焼荷重や慣性荷重に対する剛性・強度を確保するために、剛性・強度に優れた鋼や鋳鉄などの鉄系材料により形成されている。一方、シリンダブロック１は、軽量化及び低コスト化等を図るために、上記のバルクヘッド２を含めてアルミニウム合金等の軽金属合金により鋳造されている。
The crankshaft 4 is made of an iron-based material such as steel or cast iron having excellent rigidity and strength in order to ensure rigidity and strength against combustion load and inertia load. On the other hand, the cylinder block 1 is cast from a light metal alloy such as an aluminum alloy including the bulkhead 2 in order to reduce weight and cost.
ベアリングキャップ１０は、鋳鉄等の鉄系金属からなる鉄製フレーム２０を、アルミニウム合金等の軽金属合金に鋳込んで鋳造されている。この鉄製フレーム２０は、全体として軸受面の同心円状をなす半円筒状をなすフレーム本体２１を主体としており、ベアリングキャップ１０の表面に露出することなく、軽金属合金の内部に埋没した形で鋳込まれている。つまり、フレーム本体２１の内周面と軸受面１２を含めたベアリングキャップ１０の合わせ面１１との間には、軽金属合金からなる表層部２９が残存する形となっている。
The bearing cap 10 is cast by casting an iron frame 20 made of an iron-based metal such as cast iron into a light metal alloy such as an aluminum alloy. The iron frame 20 is mainly composed of a semi-cylindrical frame body 21 having a concentric bearing surface, and is cast in a light metal alloy without being exposed on the surface of the bearing cap 10. It is rare. That is, a surface layer portion 29 made of a light metal alloy remains between the inner peripheral surface of the frame body 21 and the mating surface 11 of the bearing cap 10 including the bearing surface 12.
このフレーム本体２１の軸受面１２，１３側の端部には、軸受面１２，１３の軸方向に直交する幅方向（合わせ面１１に沿う方向、図１の左右方向）に沿って径方向外方へ張り出したフランジ部２７が設けられている。
The ends of the frame body 21 on the bearing surfaces 12 and 13 side are radially outward along the width direction (the direction along the mating surface 11 and the left-right direction in FIG. 1) orthogonal to the axial direction of the bearing surfaces 12 and 13. A flange portion 27 that protrudes in the direction is provided.
そして本実施例では、鉄製フレーム２０は、軸受面１２，１３寄りの内周面側に、径方向外方へ窪んた凹部２２が凹設されている。この凹部２２には、鋳造の際に軽金属合金が充填されるようになっている。
In this embodiment, the iron frame 20 is provided with a recess 22 that is recessed outward in the radial direction on the inner peripheral surface side near the bearing surfaces 12 and 13. The concave portion 22 is filled with a light metal alloy during casting.
図２～図５は、理解を容易にするために、ベアリングキャップ１０の軸受面１２及びフレーム本体２１の円弧状の部分を合わせ面１１に沿った平面上に展開して示す説明図である。同図に示すように、凹部２２は、クランクシャフト及び軸受面の周方向（図１の左右方向、つまり軸受面１２に対する幅方向）の幅Ｌ１に比して、径方向の深さＬ２が十分に長く設定されており、つまり径方向に細長い形状をなしている。この実施例では、幅Ｌ１に対して深さＬ２に比して２倍以上大きく設定されている。
FIGS. 2 to 5 are explanatory views showing the bearing surface 12 of the bearing cap 10 and the arc-shaped portion of the frame body 21 on a plane along the mating surface 11 for easy understanding. As shown in the figure, the recess 22 has a sufficient depth L2 in the radial direction as compared with the width L1 in the circumferential direction of the crankshaft and the bearing surface (the left-right direction in FIG. In other words, the shape is elongated in the radial direction. In this embodiment, the width L1 is set to be twice or more larger than the depth L2.
図３に示すように、凹部２２は、径方向に関して合わせ面１１側でのみ開口しており、反合わせ面側には貫通していない。従って、径方向に関して凹部２２の奥側には軽金属合金からなる径方向残部２３が残されている。また図２にも示すように、凹部２２は、軸方向に関して鉄製フレーム２０の中央部分にのみ凹設されている。つまり、凹部２２の軸方向両側には、軽金属合金からなる軸方向残部２４が残存している。すなわち、凹部２２は、合わせ面１１側へ向けて開口する開口部２５を除く５つの面が鉄製フレーム２０の鉄系金属により囲われた袋状の形状をなしている。
As shown in FIG. 3, the recess 22 is opened only on the mating surface 11 side in the radial direction, and does not penetrate the counter mating surface side. Therefore, a radial remaining portion 23 made of a light metal alloy is left behind the concave portion 22 in the radial direction. Further, as shown in FIG. 2, the recess 22 is provided only in the central portion of the iron frame 20 in the axial direction. That is, axial remaining portions 24 made of a light metal alloy remain on both axial sides of the recess 22. That is, the recess 22 has a bag-like shape in which five surfaces other than the opening 25 opening toward the mating surface 11 are surrounded by the iron-based metal of the iron frame 20.
クランクシャフト４を回転可能に支持するシリンダブロック１は、クランクシャフト４に比して熱膨張の大きい軽金属合金により形成されているために、クランクシャフト４よりも大きく膨張する。この結果、熱膨張の際には、クランクシャフト４のジャーナル部４Ａと、シリンダブロック１のバルクヘッド２に形成された軸受面１３と、の間の隙間が拡大する傾向にある。
The cylinder block 1 that rotatably supports the crankshaft 4 is formed of a light metal alloy having a thermal expansion larger than that of the crankshaft 4 and therefore expands larger than the crankshaft 4. As a result, during thermal expansion, the gap between the journal portion 4A of the crankshaft 4 and the bearing surface 13 formed on the bulkhead 2 of the cylinder block 1 tends to increase.
このような課題に対し、本実施例のベアリングキャップ１０においては、凹部２２を有する鉄製フレーム２０の鉄系金属に対し、この凹部２２に充填される軽金属合金の熱膨張が大きいために、凹部２２に充填されている軽金属合金の部位２６が、周囲の鉄系金属により開口部２５から合わせ面１１側（図４の上側）へ押し出されて、鉄製フレーム２０と軸受面１２，１３との間に位置する表層部２９が、軸受面１２を縮小・圧縮する方向に変形する。つまり、上述したように熱膨張差に起因してクランクシャフト４の軸受部分の隙間が拡大しようとする際に、ベアリングキャップ１０が隙間を縮小する方向に変形することによって、軸受部分の隙間の拡大を抑制することができる。
In response to such a problem, in the bearing cap 10 of the present embodiment, the thermal expansion of the light metal alloy filled in the concave portion 22 is larger than the ferrous metal of the iron frame 20 having the concave portion 22. A portion 26 of the light metal alloy filled in is extruded from the opening 25 to the mating surface 11 side (upper side in FIG. 4) by the surrounding iron-based metal, and between the iron frame 20 and the bearing surfaces 12 and 13. The positioned surface layer 29 is deformed in a direction in which the bearing surface 12 is reduced and compressed. That is, as described above, when the clearance of the bearing portion of the crankshaft 4 is to be expanded due to the difference in thermal expansion, the bearing cap 10 is deformed in a direction to reduce the clearance, thereby expanding the clearance of the bearing portion. Can be suppressed.
ここで、仮に凹部２２の周方向の幅Ｌ１が径方向の深さＬ２よりも長い厚肉なものであると、凹部２２に充填される軽金属合金の部位２６が厚肉で剛性が高くなり、周囲の鉄系金属により押し出され難くなる。本実施例では、凹部２２の周方向の幅Ｌ１に比して径方向の深さＬ２を十分に長くし、この凹部２２を細長い形状とすることで、凹部２２に充填される軽金属合金の剛性が低くなり、凹部２２に充填される軽金属合金の部位２６を周囲の鉄系金属により軸受面側に良好に押し出させることができる。
Here, if the circumferential width L1 of the concave portion 22 is thicker than the radial depth L2, the portion 26 of the light metal alloy filled in the concave portion 22 is thick and has high rigidity, It becomes difficult to be pushed out by surrounding ferrous metals. In the present embodiment, the radial depth L2 is sufficiently longer than the circumferential width L1 of the recess 22, and the recess 22 is formed into an elongated shape, whereby the rigidity of the light metal alloy filled in the recess 22 is increased. And the portion 26 of the light metal alloy filled in the recess 22 can be favorably extruded to the bearing surface side by the surrounding iron-based metal.
クランクシャフト４が軸傾斜方向に傾くような荷重を受けると、クランクシャフト４の軸受部分では、軸方向両側の部分でクランクシャフト４のジャーナル部４Ａと強く接触する、いわゆるエッジ当たり、片当たりを生じるおそれがある。このような問題に対し、本実施例では、凹部２２がクランクシャフト４の軸方向に関して鉄製フレーム２０の中央部分にのみ凹設されている。言い換えると、凹部２２の軸方向両側には、鉄系金属からなる軸方向残部２４が残されている。このため、図５に誇張して描いているように、凹部２２の存在する軸方向中央部のみがクランク軸受部分の隙間を縮小するように上側へ押し出される形となって、この鉄製フレーム２０の軸受部分が、軸方向中央部が軸方向両側部に比して膨らんだ、いわゆる樽型形状に変形する。このために、特に軸方向中央部分で大きくクランクシャフト４との隙間が縮小される形となり、軸方向両側では相対的に隙間が大きく確保されるために、この軸方向両側部分でのクランクシャフト４とのエッジ当たりや片当たりの発生を抑制することができる。また、軸方向両側の隙間が確保されることで、潤滑オイルによる油膜が良好に確保され易くなり、潤滑性能が向上する。
When the crankshaft 4 is subjected to a load that tilts in the axial inclination direction, the bearing portion of the crankshaft 4 is strongly contacted with the journal portion 4A of the crankshaft 4 at both axial side portions, so-called per edge contact per piece. There is a fear. In order to deal with such a problem, in this embodiment, the recess 22 is recessed only in the central portion of the iron frame 20 in the axial direction of the crankshaft 4. In other words, the axial remaining portions 24 made of iron-based metal are left on both sides of the concave portion 22 in the axial direction. Therefore, as exaggeratedly depicted in FIG. 5, only the central portion in the axial direction where the concave portion 22 exists is pushed upward so as to reduce the gap of the crank bearing portion. The bearing portion is deformed into a so-called barrel shape in which the central portion in the axial direction swells in comparison with both side portions in the axial direction. For this reason, the gap between the crankshaft 4 and the crankshaft 4 is greatly reduced particularly in the axially central portion, and a relatively large gap is ensured on both sides in the axial direction. The occurrence of per edge or per edge can be suppressed. In addition, since the gaps on both sides in the axial direction are secured, it is easy to secure a good oil film by the lubricating oil, and the lubrication performance is improved.
熱膨張の際には、鉄系金属製の鉄製フレーム２０に比して周囲の軽金属合金が大きく膨張するために、図４に誇張して示すように、鉄製フレーム２０に対して周囲の空間２８が大きく膨張し、鉄製フレーム２０が空間２８内で移動可能な余裕が生じる。このため、仮に鉄製フレーム２０自体が空間２８内を反軸受面側（図４の下側）に落ち込むように移動すると、凹部２２に充填されている軽金属合金の部位２６を軸受面側へ押し出させることができなくなる。
When the thermal expansion is performed, the surrounding light metal alloy expands greatly as compared to the iron frame 20 made of ferrous metal. Therefore, as shown in an exaggerated manner in FIG. Is greatly expanded, and there is a margin that the iron frame 20 can move in the space 28. For this reason, if the iron frame 20 itself moves in the space 28 so as to fall to the anti-bearing surface side (the lower side in FIG. 4), the portion 26 of the light metal alloy filled in the recess 22 is pushed out to the bearing surface side. I can't do that.
本実施例では、凹部２２の軸受面側の端部に、周方向外方へ張り出したフランジ部２７が設けられているために、図４に誇張して示すように、フランジ部２７が鉄製フレーム２０が反軸受面側へ落ち込むことを防止し、凹部２２に充填されている軽金属合金を軸受面側へ良好に押し出させることが可能である。
In this embodiment, since the flange portion 27 projecting outward in the circumferential direction is provided at the end of the recess 22 on the bearing surface side, as shown in an exaggerated manner in FIG. 20 can be prevented from falling to the non-bearing surface side, and the light metal alloy filled in the recess 22 can be pushed out well to the bearing surface side.
図６は本発明の第２実施例に係るベアリングキャップ１０Ａを示している。なお、上記第１２実施例と共通する構成には同じ参照符号を付し、重複する説明を適宜省略する。この第２実施例では、鉄製フレーム２０Ａに、複数の凹部２２Ａが周方向に沿って設けられている。各凹部２２Ａは、上記第１実施例と同様に、軸受面に対して径方向外方へ放射状に延在している。このように複数の凹部２２Ａを周方向に間欠的に設けることで、軸受面の周方向全体にわたって、上述したような凹部２２Ａによる押出作用によるクランクシャフト４のジャーナル部４Ａとの隙間抑制効果を得ることができる。
FIG. 6 shows a bearing cap 10A according to the second embodiment of the present invention. Note that the same reference numerals are given to the same components as those in the twelfth embodiment, and a duplicate description will be omitted as appropriate. In the second embodiment, the iron frame 20A is provided with a plurality of recesses 22A along the circumferential direction. Each recess 22A extends radially outward from the bearing surface in the same manner as in the first embodiment. Thus, by providing the plurality of recesses 22A intermittently in the circumferential direction, the effect of suppressing the gap with the journal portion 4A of the crankshaft 4 by the pushing action by the recesses 22A as described above is obtained over the entire circumferential direction of the bearing surface. be able to.
図７は本発明の第３実施例に係るベアリングキャップ１０Ｂを示している。この第３実施例でも、第２実施例と同様、鉄製フレーム２０Ｂに複数の凹部２２Ｂを形成している。但し、この第３実施例では、各凹部２２Ｂをシリンダ軸方向に沿って互いに平行に形成している。このような第３実施例では、全ての凹部２２Ｂが同じシリンダ軸方向に沿う形で形成されているために、鋳造時の型抜きが容易であり、生産性に優れている。
FIG. 7 shows a bearing cap 10B according to a third embodiment of the present invention. In the third embodiment, as in the second embodiment, a plurality of recesses 22B are formed in the iron frame 20B. However, in the third embodiment, the recesses 22B are formed in parallel to each other along the cylinder axial direction. In such a 3rd Example, since all the recessed parts 22B are formed in the shape along the same cylinder axial direction, the die cutting at the time of casting is easy, and it is excellent in productivity.
以上のように本発明を具体的な実施例に基づいて説明してきたが、本発明は上記実施例に限定されるものではなく、種々の変形・変更を含むものである。例えば、複数のベアリングキャップが梯子状に連結されたラダーフレーム型のベアリンクキャップにも本発明を同様に適用可能である。
As described above, the present invention has been described based on specific examples. However, the present invention is not limited to the above-described examples, and includes various modifications and changes. For example, the present invention can be similarly applied to a ladder frame type bare link cap in which a plurality of bearing caps are connected in a ladder shape.
また、上記実施例では凹部の形状を、開口部を除く５面が鉄製フレームにより囲われた袋状の形状としているが、製造が困難な場合には、鉄製フレームの軸方向全長にわたって凹部を形成するようにしても良い。
Moreover, in the said Example, although the shape of a recessed part is made into the bag shape shape where five surfaces except an opening part were enclosed by the iron frame, when manufacture is difficult, a recessed part is formed over the axial direction full length of an iron frame. You may make it do.
Claims (4)
- シリンダブロックのバルクヘッドに固定ボルトを用いて締結されることによりクランクシャフトを回転可能に支持するとともに、鉄系金属からなる鉄製フレームを、軽金属合金に鋳込んで鋳造されるベアリングキャップにおいて、
上記鉄製フレームは、上記クランクシャフトを回転可能に支持する軸受面に対して同心円状の半円筒状をなすフレーム本体と、このフレーム本体の内周面から径方向外方に窪んだ凹部と、を有し、この凹部には上記軽金属合金が充填されており、
この凹部は、上記軸受面に対する周方向の幅に比して径方向の深さが長いベアリングキャップ。 In the bearing cap casted by casting an iron frame made of an iron-based metal into a light metal alloy while rotatably supporting the crankshaft by being fastened to the bulkhead of the cylinder block using a fixing bolt,
The iron frame includes a frame main body that is concentric with a bearing surface that rotatably supports the crankshaft, and a concave portion that is recessed radially outward from an inner peripheral surface of the frame main body. And the recess is filled with the light metal alloy,
The recess is a bearing cap having a long radial depth compared to the circumferential width with respect to the bearing surface. - 上記フレーム本体には、上記凹部が周方向に沿って複数設けられている請求項１に記載のベアリングキャップ。 The bearing cap according to claim 1, wherein the frame body is provided with a plurality of the recesses along a circumferential direction.
- 上記凹部は、上記軸受面の軸方向に関して上記鉄製フレームの中央部分にのみ凹設されている請求項１又は２に記載のベアリングキャップ。 The bearing cap according to claim 1 or 2, wherein the recess is provided only in a central portion of the iron frame with respect to an axial direction of the bearing surface.
- 上記フレーム本体の軸受面側の端部に、周方向外方へ張り出したフランジ部が設けられている請求項１～３のいずれかに記載のベアリングキャップ。 The bearing cap according to any one of claims 1 to 3, wherein a flange portion projecting outward in the circumferential direction is provided at an end of the frame body on the bearing surface side.
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| JP2004091815A (en) * | 2002-08-29 | 2004-03-25 | Nippon Piston Ring Co Ltd | Porous metal structure |
| JP2011069372A (en) * | 2010-12-24 | 2011-04-07 | Fuji Heavy Ind Ltd | Iron-base preform for forming metal matrix composite and journal part structure |
| JP2012137151A (en) * | 2010-12-27 | 2012-07-19 | Nissan Motor Co Ltd | Bearing cap and ladder frame |
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| JPS6334345U (en) * | 1986-08-20 | 1988-03-05 | ||
| JP2001317534A (en) * | 2000-05-09 | 2001-11-16 | Suzuki Motor Corp | Bearing structure of crankshaft |
| JP2004091815A (en) * | 2002-08-29 | 2004-03-25 | Nippon Piston Ring Co Ltd | Porous metal structure |
| JP2011069372A (en) * | 2010-12-24 | 2011-04-07 | Fuji Heavy Ind Ltd | Iron-base preform for forming metal matrix composite and journal part structure |
| JP2012137151A (en) * | 2010-12-27 | 2012-07-19 | Nissan Motor Co Ltd | Bearing cap and ladder frame |
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