WO2016067654A1 - Engine block and internal combustion engine provided with same - Google Patents

Engine block and internal combustion engine provided with same Download PDF

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Publication number
WO2016067654A1
WO2016067654A1 PCT/JP2015/059915 JP2015059915W WO2016067654A1 WO 2016067654 A1 WO2016067654 A1 WO 2016067654A1 JP 2015059915 W JP2015059915 W JP 2015059915W WO 2016067654 A1 WO2016067654 A1 WO 2016067654A1
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WO
WIPO (PCT)
Prior art keywords
cylinder
oil pan
row direction
rail
engine block
Prior art date
Application number
PCT/JP2015/059915
Other languages
French (fr)
Japanese (ja)
Inventor
幸宏 矢野
正道 草野
光一 戸倉
真史 北村
Original Assignee
愛知機械工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 愛知機械工業株式会社 filed Critical 愛知機械工業株式会社
Priority to CN201580058805.4A priority Critical patent/CN107155338B/en
Priority to JP2016556382A priority patent/JP6408026B2/en
Priority to EP15854472.6A priority patent/EP3214294B1/en
Priority to MX2017004085A priority patent/MX2017004085A/en
Publication of WO2016067654A1 publication Critical patent/WO2016067654A1/en

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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
    • F02F7/0065—Shape of casings for other machine parts and purposes, e.g. utilisation purposes, safety
    • F02F7/0068—Adaptations for other accessories
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F7/0002—Cylinder arrangements
    • F02F7/0007—Crankcases of engines with cylinders in line

Definitions

  • the present invention relates to a main body portion in which a plurality of cylinders are arranged in series, a skirt portion connected to one end side in the cylinder axial direction of the main body portion and extending in the cylinder row direction, and a cylinder row of the cylinder portion and the crankcase portion.
  • the present invention relates to an engine block including a transmission mounting portion provided on one end side in the direction and an oil pan mounting portion configured to extend along the cylinder row direction at an end portion opposite to the side to which the cylinder portion is connected.
  • This engine block controls the vibration mode in the normal frequency band while minimizing weight increase by shifting the natural frequency at the center of the cylinder row direction of the oil pan mounting rail, which is the maximum vibration mode, to the high frequency side. Shake to prevent vibration noise.
  • the present invention has been made in view of the above, and an object of the present invention is to provide a technique capable of suppressing the deformation of the oil pan mounting portion with high weight efficiency.
  • the engine block of the present invention and the internal combustion engine equipped with the same employ the following means in order to achieve the above object.
  • an engine block including a cylinder part, a crankcase part, a transmission attachment part, and an oil pan attachment part.
  • a plurality of cylinders are arranged in series in the cylinder portion.
  • the crankcase portion is connected to one end side in the cylinder axial direction of the cylinder portion so as to constitute a crank chamber.
  • the crankcase part is comprised so that it may have a rigidity improvement part which can improve rigidity.
  • the transmission mounting portion is provided on one end side in the cylinder row direction of the cylinder portion and the crankcase portion.
  • the oil pan mounting portion is configured to extend along the cylinder row direction at the end opposite to the side where the cylinder portion is connected.
  • the oil pan mounting portion is configured to have a first portion and a second portion.
  • the first portion is configured to be connected to the transmission attachment portion and extend closer to the transmission attachment portion.
  • the second portion is configured to extend to a position farther from the transmission mounting portion than the first portion.
  • the oil pan mounting portion is configured such that a cross-sectional secondary moment relating to a cross section perpendicular to the cylinder row direction of the first portion is larger than a cross-sectional secondary moment relating to a cross section perpendicular to the cylinder row direction of the second portion.
  • the 1st part is comprised so that it may be connected to a rigidity improvement part in the edge part on the opposite side to the connection part with a transmission attachment part.
  • crankcase portion is integrally formed on one end side in the cylinder axial direction of the cylinder portion, and the cylinder portion and the crankcase portion are separated. This includes a mode in which the crankcase portion is integrally joined to the one end side in the cylinder axial direction of the cylinder portion by a fastening member such as a bolt after being molded by the body.
  • the second moment of section related to the cross section perpendicular to the cylinder row direction of the first portion of the oil pan mounting portion is made larger than the second moment of section related to the cross section perpendicular to the cylinder row direction of the second portion. Because of the configuration, the rigidity of the first part near the transmission mounting part, which is a part that is easily affected by the bending moment and torsional moment in the oil pan mounting part, is arranged at a position far from the transmission mounting part. The rigidity of the second portion can be made higher.
  • the crankcase portion has a support wall that rotatably supports the crankshaft.
  • the support wall is comprised so that it may function as a rigidity improvement part.
  • the support wall that rotatably supports the crankshaft is used as the rigidity improving portion, an increase in weight can be suppressed as compared with a configuration in which a dedicated rigidity improving portion is provided.
  • the first portion is configured to be connected to a central support wall disposed in the center in the cylinder row direction among the support walls.
  • the rigidity of the oil pan mounting portion in the range corresponding to the center position in the cylinder row direction from the connection portion with the transmission mounting portion can be improved, the oil pan caused by bending or twisting from the transmission The deformation of the attachment portion can be more effectively suppressed.
  • the oil pan mounting portion has a height of a cross section perpendicular to the cylinder row direction in the first portion, and a height of a cross section perpendicular to the cylinder row direction in the second portion. Is configured to be larger.
  • the second moment of the cylinder in the second portion far from the connecting portion is obtained by applying the second moment of the section on the cross section perpendicular to the cylinder row direction of the first portion near the connecting portion. It can be larger than the cross-section second moment with respect to the cross-section perpendicular to the direction.
  • the crankcase portion is configured to project from the cylinder portion so as to extend from the cylinder portion in a direction perpendicular to the cylinder row direction and the cylinder axis direction when viewed from the cylinder row direction. It has a skirt part. And the skirt part is comprised so that the cross-sectional shape perpendicular
  • the height dimension of the cross section is formed large, or the cross section is formed into a complicated shape.
  • the flow velocity (kinetic energy) of the molten metal decreases in the portion where the height dimension of the cross section is formed large or the cross section is formed in a complicated shape. It becomes difficult for the molten metal to flow downstream.
  • the cross-sectional shape of the skirt portion positioned downstream from the oil pan mounting portion having the first portion configured to increase the cross-sectional secondary moment is configured linearly, the cross-section of the skirt portion Compared with the case where the shape is formed in an arc shape, the hot water flow downstream from the oil pan mounting portion can be improved.
  • the cross-sectional shape of the skirt part is configured in a straight line, the rigidity of the skirt part is reduced as compared with the case where the cross-sectional shape of the skirt part is configured in an arc shape.
  • an internal combustion engine comprising the engine block according to any one of the above-described aspects and an oil pan attached to an oil pan attachment portion of the engine block is configured. Is done.
  • the internal combustion engine is configured to lubricate a portion requiring lubrication using oil stored in an oil pan.
  • the engine block according to the present invention of any one of the aspects described above is provided, the same effect as the effect of the engine block of the present invention, for example, the rigidity of the oil pan mounting portion is improved in a weight efficient manner. An effect that can be achieved.
  • the deformation of the oil pan mounting portion due to bending or twisting from the transmission can be suppressed in a weight efficient manner.
  • FIG. 4 is a sectional view taken along line XX in FIG. 3.
  • FIG. 4 is a YY sectional view of FIG. 3.
  • an internal combustion engine 1 including an engine block 20 according to an embodiment of the present invention includes a cylinder head 2, a rocker cover 4 attached to the upper part of the cylinder head 2, and a lower part of the cylinder head 2.
  • the engine block 20 according to the present embodiment, the upper oil pan 6 attached to the lower part of the engine block 20, and the lower oil pan 8 attached to the lower part of the upper oil pan 6 are provided.
  • the engine block 20 includes a cylinder block portion 22 in which four cylinder bores 22 a are formed in series, and a crankcase portion 24 that constitutes a part of the crank chamber 23. And an oil pan rail that can be attached to the block side flange surface portion 26 provided on one end side in the cylinder row direction (right side in FIGS. 1 to 3) and the upper oil pan 6 in the cylinder block portion 22 and the crankcase portion 24.
  • the part 34 is formed by integral molding.
  • the cylinder block portion 22 corresponds to the “cylinder portion” in the present invention
  • the crank chamber 23 corresponds to the “crank chamber” in the present invention
  • the block side flange surface portion 26 corresponds to the “transmission mounting portion” in the present invention.
  • the oil pan rail part 34 is an example of the implementation structure corresponding to the "oil pan attaching part" in this invention.
  • the crankcase portion 24 includes a skirt portion 32 as shown in FIGS.
  • the skirt portion 32 extends in a divergent form from the cylinder block portion 22 in a direction along the cylinder row direction, and is a direction orthogonal to both the cylinder row direction and the axial direction of the cylinder bore 22a, ie, FIG. 4 is configured to project in the left-right direction.
  • the skirt portion 32 has a substantially straight cross-sectional shape perpendicular to the direction along the cylinder row direction.
  • the hot water flow at the time of casting the engine block 20 can be improved by forming the cross-sectional shape of the skirt portion 32 substantially linearly. Thereby, manufacturability can be improved.
  • the aspect in which the cross-sectional shape of the skirt portion 32 is formed substantially linearly is an example of an implementation configuration corresponding to “the skirt portion is configured so that the cross-sectional shape perpendicular to the cylinder row direction is linear” in the present invention. It is.
  • crank journal support wall 27 is formed inside the skirt portion 32 as shown in FIGS.
  • the crank journal support wall 27 includes a bearing portion 28 that rotatably supports the journal portion of the crankshaft CS, and is configured as a partition wall that partitions the crank chamber 23 for each cylinder bore 22a.
  • the crank journal support wall 27 is arranged in order from the left side of FIG. 5 in the first journal support wall 27a, the second journal support wall 27b, the third journal support wall 27c, the fourth journal support wall 27d, and the fifth journal support wall 27d. It is defined as a journal support wall 27e.
  • a thrust plate SP for receiving a thrust force from the crankshaft CS is attached to both sides of the third journal support wall 27c in the axial direction of the crankshaft CS.
  • the counterweights (not shown) arranged at the position are configured to extend in the same direction.
  • the third journal support wall 27c is larger than the other crank journal support walls 27 (first journal support wall 27a, second journal support wall 27b, fourth journal support wall 27d, and fifth journal support wall 27e). Since the inertial force acts, the wall thickness of the third journal support wall 27c is different from that of the other crank jar.
  • Le support wall 27 (first journal supporting wall 27a, the second journal supporting walls 27b, fourth journal supporting walls 27d, fifth journal support wall 27e) is formed to be thicker than the wall thickness of.
  • the rigidity of the third journal support wall 27c is the same as that of the other crank journal support walls 27 (the first journal support wall 27a, the second journal support wall 27b, the fourth journal support wall 27d, and the fifth journal support wall 27e). It is higher than the rigidity.
  • the crank journal support wall 27 (the first journal support wall 27a, the second journal support wall 27b, the third journal support wall 27c, the fourth journal support wall 27d, and the fifth journal support wall 27e) is the “stiffness improving portion” in the present invention. ”And“ support wall ”, and the third journal support wall 27c is an example of an implementation configuration corresponding to the“ central support wall ”in the present invention.
  • the oil pan rail portion 34 is integrally provided at the lower end portion of the skirt portion 32 on both sides (left and right in FIG. 4, up and down in FIG. 5) across the central axis of the crankshaft CS. It has been.
  • the oil pan rail section 34 has substantially the same structure on both sides (left and right in FIG. 4 and up and down in FIG. 5) across the central axis of the crankshaft CS.
  • the oil pan rail section 34 is configured in a flange shape that projects in the direction perpendicular to the cylinder row direction and the axial direction of the cylinder bore 22a, that is, in the left-right direction in FIG.
  • the oil pan rail portion 34 is connected to the block side flange surface portion 26 at one end side in the cylinder row direction, and extends from the block side flange surface portion 26 along the cylinder row direction.
  • the oil pan rail part 34 includes a first rail part 34a and a second rail part 34b.
  • the first rail portion 34a extends closer to the block-side flange surface portion 26 in the cylinder row direction.
  • the first rail portion 34a has a length extending from the connecting portion 134a to the block-side flange surface portion 26 for approximately two cylinders along the cylinder row direction.
  • the first rail portion 34a extends from the connection portion 134a along the cylinder row direction, and is connected to the third journal support wall 27c at the connection portion 134b.
  • first rail portion 34a is formed such that the rail width gradually increases from the connecting portion 134b with the second rail portion 34b toward the connecting portion 134a with the block side flange surface portion 26. That is, the first rail portion 34a is formed to have a substantially triangular shape in plan view.
  • first rail portion 34a is formed higher than the rail height of the second rail portion 34b as shown in FIGS.
  • the second rail portion 34b is formed continuously to the first rail portion 34a and extends to the opposite side of the block side flange surface portion 26 with the first rail portion 34a interposed therebetween, that is, to a position far from the block side flange surface portion 26.
  • the first rail portion 34a corresponds to the “first portion” in the present invention
  • the second rail portion 34b corresponds to the “second portion” in the present invention
  • connection portion 134a corresponds to the “connection portion” in the present invention. It is an example of the implementation structure corresponding to.
  • the block-side flange surface portion 26 is orthogonal to both the cylinder row direction and the axial direction of the cylinder bore 22a from the cylinder block portion 22 and the crankcase portion 24 when viewed in the direction along the cylinder row direction. It is comprised so that it may protrude in the direction which carries out, ie, the left-right direction of FIG.
  • the block-side flange surface portion 26 is formed in a substantially semicircular shape when viewed from the direction along the cylinder row direction.
  • the upper oil pan 6 includes a main body portion 6a and an oil pan-side flange surface portion 6b provided on one end side (right side in FIG. 1) in the cylinder row direction of the main body portion 6a.
  • the crankcase 23 is configured together with the crankcase portion 24 by being fastened to the panrail portion 34 with bolts (not shown).
  • the oil pan side flange surface portion 6b is configured to project in a direction orthogonal to both the cylinder row direction and the axial direction of the cylinder bore 22a, that is, in the same direction as the block side flange surface portion 26 when viewed from the direction along the cylinder row direction. ing.
  • the oil pan side flange surface portion 6b is formed in a substantially semicircular shape when viewed from the direction along the cylinder row direction, and is formed in a substantially semicircular shape by fastening the upper oil pan 6 to the crankcase portion 24.
  • a substantially circular transmission mounting surface 50 is configured together with the block-side flange surface portion 26.
  • the upper oil pan 6 corresponds to the “oil pan” in the present invention, and the transmission mounting surface 50 is an example of an implementation configuration corresponding to the “transmission mounting portion” in the present invention.
  • the lower oil pan 8 is formed in a bottomed bowl shape so that lubricating oil can be accumulated inside.
  • the lower oil pan 8 is an example of an implementation configuration corresponding to the “oil pan” in the present invention.
  • the internal combustion engine 1 configured in this way is mounted on a vehicle as a power train unit in which the transmission is attached, that is, the internal combustion engine 1 and the transmission are integrated.
  • the powertrain unit is attached to the vehicle body via engine mounts (not shown) provided on both sides of the transmission attachment surface 50, that is, on the internal combustion engine 1 side and the transmission side, respectively.
  • the internal combustion engine 1 When the operation of the vehicle equipped with the power train described above is started, the internal combustion engine 1 is vibrated due to the reciprocating motion of a piston (not shown) and the rotational motion of the crankshaft CS.
  • the vibration acts on the engine block 20 as a bending moment or a torsional moment. Further, a bending moment and a torsional moment accompanying the transmission drive act on the engine block 20 via the transmission mounting surface 50.
  • a portion of the engine block 20 in the vicinity of the transmission mounting surface 50 is easily affected by a bending moment and a torsional moment due to the structure for supporting the powertrain unit to the vehicle body as described above.
  • the bending moment or torsional moment acts on the engine block 20
  • the first rail portion 34 a of the oil pan rail portion 34 is deformed, and a seal surface with the upper oil pan 6 is opened, and the seal is sealed.
  • sexuality will deteriorate.
  • the rail height of the first rail portion 34a is formed higher than that of the other portion (second rail portion 34b), and the rail width is also directed to the block-side flange surface portion 26. Accordingly, the second moment of the cross section in the section perpendicular to the cylinder row direction of the first rail portion 34a is changed to the cylinder row direction of the other portion (second rail portion 34b). It is set to be larger than the moment of inertia of the section related to the section perpendicular to.
  • the rigidity of the first rail portion 34a that is likely to be deformed is improved, and the deformation of the first rail portion 34a is effectively suppressed. Further, since the rail height is not increased in the entire region along the cylinder row direction of the oil pan rail portion 34, an increase in weight can be suppressed.
  • first rail portion 34a is formed over approximately two cylinders along the cylinder row direction from the connection portion 134a with the block-side flange surface portion 26, and the crank journal support wall 27 has the highest rigidity. Since it is the structure connected with the 3 journal support wall 27c, the rigidity of the 1st rail part 34a can be improved effectively. As a result, the deformation of the oil pan rail portion 34 can be suppressed with high weight efficiency.
  • the rail height of the first rail portion 34a higher than the rail height of the second rail portion 34b, when the engine block 20 is cast-molded, the flow rate of the molten metal decreases in the first rail portion 34a.
  • the hot water flow toward the skirt portion 32 located downstream of the first rail portion 34a in the molten metal flow direction may be reduced.
  • the cross-sectional shape perpendicular to the direction along the cylinder row direction in the skirt portion 32 is formed in a substantially straight line shape, it is possible to suppress a decrease in hot water flow toward the skirt portion 32 side.
  • the hot water flow toward the skirt portion 32 can be improved as compared with the case where the cross-sectional shape of the skirt portion 32 is formed in an arc shape.
  • the rigidity of the skirt part 32 is reduced as compared with the case where the cross-sectional shape of the skirt part is configured in an arc shape.
  • the oil rail rail portion 34 is connected to the block side flange surface portion 26 and extends closer to the block side flange surface portion 26. And a second rail portion 34b extending farther from the block-side flange surface portion 26 than the first rail portion 34a, and the rail height of the first rail portion 34a is higher than the rail height of the second rail portion 34b.
  • the second moment of section in the first rail portion 34a is made larger than the second moment of section of the second rail portion 34b, and the connecting portion 134b of the first rail portion 34a to the second rail portion 34b is formed.
  • the crank journal support wall 27 is connected to the most rigid third journal support wall 27c. Flip the easy rigidity of the first rail portion 34a and obtained rationally improved, it is possible to effectively suppress deformation of the first rail portion 34a.
  • the rail height is not increased in the entire region along the cylinder row direction of the oil pan rail portion 34, an increase in weight can be suppressed. As a result, the deformation of the oil pan rail portion 34 can be suppressed with high weight efficiency.
  • the first rail portion 34a has a simple structure in which the rail height of the first rail portion 34a is higher than the rail height of the second rail portion 34b, the sectional moment of inertia of the first rail portion 34a is increased.
  • the structure of the block 20 itself is not complicated. That is, the manufacturability of the engine block 20 is not reduced.
  • the rigidity of the third journal support wall 27c is higher than the rigidity of the other crank journal support walls 27, but is not limited thereto.
  • the rigidity of the first journal support wall 27a, the second journal support wall 27b, the fourth journal support wall 27d, and the fifth journal support wall 27e may be higher than the rigidity of the other journal support walls 27.
  • the connection part 134b side of the first rail part 34a may be connected to the crank journal support wall 27 having the highest rigidity.
  • the first rail portion 34a is connected to the third journal support wall 27c of the crank journal support wall 27 on the connection portion 134b side, but is not limited thereto.
  • the first rail portion 34a may be configured to be connected to a portion having high rigidity such as the vertical rib 32a provided on the outer surface of the engine block 20.
  • the vertical rib 32a is an example of the implementation structure corresponding to the "rigidity improvement part" in this invention.
  • the cross-sectional secondary moment of the first rail portion 34a is changed to the cross-section 2 of the second rail portion 34b.
  • the cross-sectional shape of the first rail portion 34a is a shape in which the cross-sectional secondary moment is larger than the cross-sectional shape of the second rail portion 34b, for example, the cross-sectional shape of the first rail portion 34a is formed in a hollow box shape. Alternatively, the cross-sectional shape may be U-shaped.
  • This embodiment shows an example of a form for carrying out the present invention. Therefore, the present invention is not limited to the configuration of the present embodiment.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Abstract

[Problem] To provide a technique capable of suppressing deformation of an oil pan attachment portion with good weight efficiency. [Solution] An oil pan rail portion (34) is constituted of a first rail portion (34a) and a second rail portion (34b), the rail height of the first rail portion (34a) is made higher than the rail height of the second rail portion (34b), and a connection portion (134b) of the first rail portion (34a) with the second rail portion (34b) is linked with a third journal support wall (27c) having the highest rigidity out of a crank journal support wall (27). As a result, with a rational structure, the rigidity of the first rail portion (34a) can be made greater than the rigidity of the second rail portion (34b), thereby rationally increasing the rigidity of the first rail portion (34a), which has a tendency to be deformed structurally. In addition, an increase in weight also can be suppressed because the rail height is not increased in an entire area of the oil pan rail portion (34) along a cylinder line direction.

Description

エンジンブロックおよびこれを備える内燃機関Engine block and internal combustion engine equipped with the same
　本発明は、複数の気筒が直列に配置された本体部と、本体部の気筒軸方向一端側に接続されると共に気筒列方向に延在するスカート部と、シリンダ部およびクランクケース部の気筒列方向一端側に設けられた変速機取付部と、シリンダ部が接続された側とは反対側の端部において気筒列方向に沿うように構成されたオイルパン取付部と、を備えるエンジンブロックに関する。 The present invention relates to a main body portion in which a plurality of cylinders are arranged in series, a skirt portion connected to one end side in the cylinder axial direction of the main body portion and extending in the cylinder row direction, and a cylinder row of the cylinder portion and the crankcase portion. The present invention relates to an engine block including a transmission mounting portion provided on one end side in the direction and an oil pan mounting portion configured to extend along the cylinder row direction at an end portion opposite to the side to which the cylinder portion is connected.
　従来、この種のエンジンブロックとしては、オイルパンを取り付けるためのオイルパン取り付けレールを気筒列方向に沿って設けると共に、当該オイルパン取り付けレールの高さを、気筒列方向中央に向かうほど漸次高くなるように成形する構成が提案されている（例えば、特許文献１参照）。 Conventionally, as this type of engine block, an oil pan mounting rail for mounting an oil pan is provided along the cylinder row direction, and the height of the oil pan mounting rail gradually increases toward the center of the cylinder row direction. Thus, the structure which shape | molds is proposed (for example, refer patent document 1).
　このエンジンブロックでは、最大振動モードとなるオイルパン取り付けレールの気筒列方向中央における固有振動数を高周波側へ移行することにより、重量増加を最小限に抑えながら、常用周波数帯域での振動モードを制振して振動騒音の防止を図っている。 This engine block controls the vibration mode in the normal frequency band while minimizing weight increase by shifting the natural frequency at the center of the cylinder row direction of the oil pan mounting rail, which is the maximum vibration mode, to the high frequency side. Shake to prevent vibration noise.
実開平１－１７６７３４号公報Japanese Utility Model Publication 1-176734
　ところで、一般に、エンジンブロックの気筒列方向一端側には変速機が取り付けられるため、エンジンブロックにおける変速機取り付け面側には変速機からの曲げやねじりが作用する。したがって、上述したエンジンブロックのように、オイルパン取り付けレールのうち変速機取り付け面側の高さが低いと、当該曲げやねじりに対して十分な剛性を確保できず、オイルパン取り付けレールに変形が生じてしまう。上述したエンジンブロックは、かかる点において、なお改良の余地がある。 By the way, in general, since a transmission is attached to one end side in the cylinder row direction of the engine block, bending or twisting from the transmission acts on the transmission mounting surface side of the engine block. Therefore, if the height on the transmission mounting surface side of the oil pan mounting rail is low as in the engine block described above, sufficient rigidity against the bending and torsion cannot be secured, and the oil pan mounting rail is deformed. It will occur. The engine block described above still has room for improvement in this respect.
　本発明は、上記に鑑みてなされたものであり、重量効率良くオイルパン取付部の変形を抑制することができる技術を提供することを目的とする。 The present invention has been made in view of the above, and an object of the present invention is to provide a technique capable of suppressing the deformation of the oil pan mounting portion with high weight efficiency.
　本発明のエンジンブロックおよびこれを備える内燃機関は、上述の目的を達成するために以下の手段を採った。 The engine block of the present invention and the internal combustion engine equipped with the same employ the following means in order to achieve the above object.
　本発明に係るエンジンブロックの好ましい形態によれば、シリンダ部と、クランクケース部と、変速機取付部と、オイルパン取付部と、を備えるエンジンブロックが構成される。シリンダ部には、複数の気筒が直列に配置されている。クランクケース部は、クランク室を構成するようにシリンダ部の気筒軸方向一端側に接続されている。また、クランクケース部は、剛性を向上可能な剛性向上部を有するように構成されている。変速機取付部は、シリンダ部およびクランクケース部の気筒列方向一端側に設けられている。オイルパン取付部は、シリンダ部が接続された側とは反対側の端部において気筒列方向に沿うように構成されている。また、オイルパン取付部は、第１部分と、第２部分と、を有するように構成されている。第１部分は、変速機取付部に接続されて当該変速機取付部寄りに延在するように構成されている。第２部分は、第１部分よりも変速機取付部から遠い位置に延在するように構成されている。さらに、オイルパン取付部は、第１部分の気筒列方向に垂直な断面に関する断面２次モーメントが、第２部分の気筒列方向に垂直な断面に関する断面２次モーメントよりも大きくなるように構成されている。そして、第１部分は、変速機取付部との接続部とは反対側の端部において剛性向上部に接続されるように構成されている。 According to a preferred embodiment of the engine block according to the present invention, an engine block including a cylinder part, a crankcase part, a transmission attachment part, and an oil pan attachment part is configured. A plurality of cylinders are arranged in series in the cylinder portion. The crankcase portion is connected to one end side in the cylinder axial direction of the cylinder portion so as to constitute a crank chamber. Moreover, the crankcase part is comprised so that it may have a rigidity improvement part which can improve rigidity. The transmission mounting portion is provided on one end side in the cylinder row direction of the cylinder portion and the crankcase portion. The oil pan mounting portion is configured to extend along the cylinder row direction at the end opposite to the side where the cylinder portion is connected. Further, the oil pan mounting portion is configured to have a first portion and a second portion. The first portion is configured to be connected to the transmission attachment portion and extend closer to the transmission attachment portion. The second portion is configured to extend to a position farther from the transmission mounting portion than the first portion. Further, the oil pan mounting portion is configured such that a cross-sectional secondary moment relating to a cross section perpendicular to the cylinder row direction of the first portion is larger than a cross-sectional secondary moment relating to a cross section perpendicular to the cylinder row direction of the second portion. ing. And the 1st part is comprised so that it may be connected to a rigidity improvement part in the edge part on the opposite side to the connection part with a transmission attachment part.
　本発明における「シリンダ部の気筒軸方向一端側に接続された」とは、シリンダ部の気筒軸方向一端側にクランクケース部が一体成形される態様の他、シリンダ部とクランクケース部とが別体で成形された後、シリンダ部の気筒軸方向一端側にボルト等の締結部材によりクランクケース部が一体的に結合される態様を包含する。 In the present invention, “connected to one end in the cylinder axial direction of the cylinder portion” means that the crankcase portion is integrally formed on one end side in the cylinder axial direction of the cylinder portion, and the cylinder portion and the crankcase portion are separated. This includes a mode in which the crankcase portion is integrally joined to the one end side in the cylinder axial direction of the cylinder portion by a fastening member such as a bolt after being molded by the body.
　本発明によれば、オイルパン取付部のうち第１部分の気筒列方向に垂直な断面に関する断面２次モーメントを、第２部分の気筒列方向に垂直な断面に関する断面２次モーメントよりも大きくする構成であるため、オイルパン取付部のうち曲げモーメントや捩じりモーメントの影響を受け易い部位である変速機取付部寄りの第１部分の剛性を、変速機取付部から遠い位置に配置された第２部分の剛性よりも高くすることができる。 According to the present invention, the second moment of section related to the cross section perpendicular to the cylinder row direction of the first portion of the oil pan mounting portion is made larger than the second moment of section related to the cross section perpendicular to the cylinder row direction of the second portion. Because of the configuration, the rigidity of the first part near the transmission mounting part, which is a part that is easily affected by the bending moment and torsional moment in the oil pan mounting part, is arranged at a position far from the transmission mounting part. The rigidity of the second portion can be made higher.
　また、気筒列方向全域に亘ってオイルパン取付部の断面２次モーメントを大きくする構成と比較して、エンジンブロック全体の重量増加を抑えることができる。しかも、第１部分における変速機取付部との接続部とは反対側の端部を剛性向上部に接続する構成であるため、極めて高い剛性を合理的に実現することができる。この結果、重量効率よく曲げモーメントや捩じりモーメントによるオイルパン取付部の変形を効果的に抑制することができる。 Also, compared to a configuration in which the second moment of section of the oil pan mounting portion is increased over the entire cylinder row direction, an increase in the weight of the entire engine block can be suppressed. And since it is the structure which connects the edge part on the opposite side to the transmission attachment part in a 1st part to a rigidity improvement part, very high rigidity can be implement | achieved rationally. As a result, the deformation of the oil pan mounting portion due to the bending moment and the torsional moment can be effectively suppressed in a weight efficient manner.
　本発明に係るエンジンブロックの更なる形態によれば、クランクケース部は、クランクシャフトを回転可能に支持する支持壁を有している。そして、支持壁は、剛性向上部として機能するよう構成されている。 According to a further aspect of the engine block according to the present invention, the crankcase portion has a support wall that rotatably supports the crankshaft. And the support wall is comprised so that it may function as a rigidity improvement part.
　本形態によれば、剛性向上部としてクランクシャフトを回転可能に支持する支持壁を用いる構成であるため、専用の剛性向上部を設ける構成と比較して重量増加を抑制することができる。 According to this embodiment, since the support wall that rotatably supports the crankshaft is used as the rigidity improving portion, an increase in weight can be suppressed as compared with a configuration in which a dedicated rigidity improving portion is provided.
　本発明に係るエンジンブロックの更なる形態によれば、第１部分は、支持壁のうち気筒列方向において中央に配置された中央支持壁に接続されるよう構成されている。 According to a further aspect of the engine block according to the present invention, the first portion is configured to be connected to a central support wall disposed in the center in the cylinder row direction among the support walls.
　本形態によれば、変速機取付部との接続部から気筒列方向における中央位置に相当する範囲におけるオイルパン取付部の剛性を向上することができるため、変速機からの曲げやねじりによるオイルパン取付部の変形をより効果的に抑制することができる。 According to this embodiment, since the rigidity of the oil pan mounting portion in the range corresponding to the center position in the cylinder row direction from the connection portion with the transmission mounting portion can be improved, the oil pan caused by bending or twisting from the transmission The deformation of the attachment portion can be more effectively suppressed.
　本発明に係るエンジンブロックの更なる形態によれば、オイルパン取付部は、第１部分における気筒列方向に垂直な断面の高さが、第２部分における気筒列方向に垂直な断面の高さよりも大きくなるように構成されている。 According to a further aspect of the engine block according to the present invention, the oil pan mounting portion has a height of a cross section perpendicular to the cylinder row direction in the first portion, and a height of a cross section perpendicular to the cylinder row direction in the second portion. Is configured to be larger.
　本形態によれば、断面の高さを変えるという簡単な構成で、接続部に近い第１部分の気筒列方向に垂直な断面に関する断面２次モーメントを、接続部から遠い第２部分の気筒列方向に垂直な断面に関する断面２次モーメントよりも大きくすることができる。これにより、エンジンブロックの製造性の低下を招くことなく、変速機からの曲げやねじりによるオイルパン取付部の変形を抑制することができる。 According to this embodiment, with a simple configuration in which the height of the cross section is changed, the second moment of the cylinder in the second portion far from the connecting portion is obtained by applying the second moment of the section on the cross section perpendicular to the cylinder row direction of the first portion near the connecting portion. It can be larger than the cross-section second moment with respect to the cross-section perpendicular to the direction. Thereby, the deformation | transformation of the oil pan attachment part by the bending and torsion from a transmission can be suppressed, without causing the productivity fall of an engine block.
　本発明に係るエンジンブロックの更なる形態によれば、クランクケース部は、気筒列方向から見て、シリンダ部から末広がり状に気筒列方向および気筒軸方向に直交する方向に張り出すように構成されたスカート部を有している。そして、スカート部は、気筒列方向に垂直な断面形状が直線状となるよう構成されている。 According to the further form of the engine block according to the present invention, the crankcase portion is configured to project from the cylinder portion so as to extend from the cylinder portion in a direction perpendicular to the cylinder row direction and the cylinder axis direction when viewed from the cylinder row direction. It has a skirt part. And the skirt part is comprised so that the cross-sectional shape perpendicular | vertical to a cylinder row direction may become linear form.
　一般的に、断面２次モーメントを大きくするためには、断面の高さ方向寸法を大きく形成したり、断面形状を複雑な形状に形成することが行われる。エンジンブロックを鋳造成形する際には、当該断面の高さ方向寸法が大きく形成された部分や、断面形状が複雑な形状に形成された部分において溶湯の流速（運動エネルギ）が低下し、当該部分よりも下流に溶湯が流れ難くなる。 In general, in order to increase the moment of inertia of the cross section, the height dimension of the cross section is formed large, or the cross section is formed into a complicated shape. When casting the engine block, the flow velocity (kinetic energy) of the molten metal decreases in the portion where the height dimension of the cross section is formed large or the cross section is formed in a complicated shape. It becomes difficult for the molten metal to flow downstream.
　本形態によれば、断面２次モーメントが大きくなるように構成された第１部分を有するオイルパン取付部よりも下流に位置するスカート部の断面形状を直線状に構成するため、スカート部の断面形状が円弧状に構成された場合と比較して、オイルパン取付部よりも下流への湯流れを向上することができる。なお、スカート部の断面形状が直線状に構成され場合、スカート部の断面形状が円弧状に構成された場合と比較して、スカート部の剛性が低下することになるが、オイルパン取付部の剛性が向上することにより、エンジンブロック全体としての剛性を確保することができる。この結果、製造性向上と剛性向上との両立を図ることができる。 According to this embodiment, since the cross-sectional shape of the skirt portion positioned downstream from the oil pan mounting portion having the first portion configured to increase the cross-sectional secondary moment is configured linearly, the cross-section of the skirt portion Compared with the case where the shape is formed in an arc shape, the hot water flow downstream from the oil pan mounting portion can be improved. In addition, when the cross-sectional shape of the skirt part is configured in a straight line, the rigidity of the skirt part is reduced as compared with the case where the cross-sectional shape of the skirt part is configured in an arc shape. By improving the rigidity, the rigidity of the entire engine block can be ensured. As a result, both improvement in manufacturability and improvement in rigidity can be achieved.
　本発明に係る内燃機関の好ましい形態によれば、上述したいずれかの態様の本発明に係るエンジンブロックと、当該エンジンブロックのオイルパン取付部に取り付けられたオイルパンと、を備える内燃機難が構成される。当該内燃機関は、オイルパンに貯留されたオイルを用いて、潤滑必要部位の潤滑を行うよう構成されている。 According to a preferred embodiment of the internal combustion engine according to the present invention, an internal combustion engine comprising the engine block according to any one of the above-described aspects and an oil pan attached to an oil pan attachment portion of the engine block is configured. Is done. The internal combustion engine is configured to lubricate a portion requiring lubrication using oil stored in an oil pan.
　本発明によれば、上述したいずれかの態様の本発明に係るエンジンブロックを備えるから、本発明のエンジンブロックが奏する効果と同様の効果、例えば、オイルパン取付部の剛性を重量効率良く向上することができる効果などを奏することができる。 According to the present invention, since the engine block according to the present invention of any one of the aspects described above is provided, the same effect as the effect of the engine block of the present invention, for example, the rigidity of the oil pan mounting portion is improved in a weight efficient manner. An effect that can be achieved.
　本発明によれば、変速機からの曲げや捩じりによるオイルパン取付部の変形を、重量効率良く抑制することができる。 According to the present invention, the deformation of the oil pan mounting portion due to bending or twisting from the transmission can be suppressed in a weight efficient manner.
本発明の実施の形態に係るエンジンブロック２０を搭載した内燃機関１の構成の概略を示す構成図である。It is a block diagram which shows the outline of a structure of the internal combustion engine 1 carrying the engine block 20 which concerns on embodiment of this invention. 本発明の実施の形態に係るエンジンブロック２０の外観を示す斜視図である。It is a perspective view which shows the external appearance of the engine block 20 which concerns on embodiment of this invention. 本発明の実施の形態に係るエンジンブロック２０を側面から見た側面図である。It is the side view which looked at the engine block 20 which concerns on embodiment of this invention from the side surface. 図３のＸ－Ｘ断面図である。FIG. 4 is a sectional view taken along line XX in FIG. 3. 図３のＹ－Ｙ断面図である。FIG. 4 is a YY sectional view of FIG. 3.
　次に、本発明を実施するための最良の形態を実施例を用いて説明する。 Next, the best mode for carrying out the present invention will be described using examples.
　本発明の実施の形態に係るエンジンブロック２０を備える内燃機関１は、図１に示すように、シリンダヘッド２と、シリンダヘッド２の上部に取り付けられたロッカーカバー４と、シリンダヘッド２の下部に取り付けられた本実施の形態に係るエンジンブロック２０と、エンジンブロック２０の下部に取り付けられたアッパーオイルパン６と、アッパーオイルパン６の下部に取り付けられたロアオイルパン８と、を備える。 As shown in FIG. 1, an internal combustion engine 1 including an engine block 20 according to an embodiment of the present invention includes a cylinder head 2, a rocker cover 4 attached to the upper part of the cylinder head 2, and a lower part of the cylinder head 2. The engine block 20 according to the present embodiment, the upper oil pan 6 attached to the lower part of the engine block 20, and the lower oil pan 8 attached to the lower part of the upper oil pan 6 are provided.
　本実施の形態に係るエンジンブロック２０は、図２ないし図４に示すように、４つのシリンダボア２２ａが直列に形成されたシリンダブロック部２２と、クランク室２３の一部を構成するクランクケース部２４と、シリンダブロック部２２およびクランクケース部２４における気筒列方向一端側（図１ないし３の右側）に設けられたブロック側フランジ面部２６と、アッパーオイルパン６を取り付け可能に構成されたオイルパンレール部３４と、が一体成形で構成されている。 As shown in FIGS. 2 to 4, the engine block 20 according to the present embodiment includes a cylinder block portion 22 in which four cylinder bores 22 a are formed in series, and a crankcase portion 24 that constitutes a part of the crank chamber 23. And an oil pan rail that can be attached to the block side flange surface portion 26 provided on one end side in the cylinder row direction (right side in FIGS. 1 to 3) and the upper oil pan 6 in the cylinder block portion 22 and the crankcase portion 24. The part 34 is formed by integral molding.
　シリンダブロック部２２は、本発明における「シリンダ部」に対応し、クランク室２３は、本発明における「クランク室」に対応し、ブロック側フランジ面部２６は、本発明における「変速機取付部」に対応し、オイルパンレール部３４は、本発明における「オイルパン取付部」に対応する実施構成の一例である。 The cylinder block portion 22 corresponds to the “cylinder portion” in the present invention, the crank chamber 23 corresponds to the “crank chamber” in the present invention, and the block side flange surface portion 26 corresponds to the “transmission mounting portion” in the present invention. Correspondingly, the oil pan rail part 34 is an example of the implementation structure corresponding to the "oil pan attaching part" in this invention.
　クランクケース部２４は、図２ないし図４に示すように、スカート部３２を備えている。スカート部３２は、図４に示すように、気筒列方向に沿う方向に見て、シリンダブロック部２２から末広がり状に、気筒列方向およびシリンダボア２２ａの軸線方向の双方に直交する方向、即ち、図４の左右方向に張り出すように構成されている。 The crankcase portion 24 includes a skirt portion 32 as shown in FIGS. As shown in FIG. 4, the skirt portion 32 extends in a divergent form from the cylinder block portion 22 in a direction along the cylinder row direction, and is a direction orthogonal to both the cylinder row direction and the axial direction of the cylinder bore 22a, ie, FIG. 4 is configured to project in the left-right direction.
　スカート部３２は、気筒列方向に沿う方向に垂直な断面形状がほぼ直線状に形成されている。このように、スカート部３２の断面形状をほぼ直線状に形成することにより、エンジンブロック２０を鋳造成形する際の湯流れを向上することができる。これにより、製造性を向上することができる。 The skirt portion 32 has a substantially straight cross-sectional shape perpendicular to the direction along the cylinder row direction. Thus, the hot water flow at the time of casting the engine block 20 can be improved by forming the cross-sectional shape of the skirt portion 32 substantially linearly. Thereby, manufacturability can be improved.
　スカート部３２の断面形状をほぼ直線状に形成する態様は、本発明における「スカート部は、気筒列方向に垂直な断面形状が直線状となるよう構成されている」に対応する実施構成の一例である。 The aspect in which the cross-sectional shape of the skirt portion 32 is formed substantially linearly is an example of an implementation configuration corresponding to “the skirt portion is configured so that the cross-sectional shape perpendicular to the cylinder row direction is linear” in the present invention. It is.
　また、スカート部３２の内側には、図４および図５に示すように、クランクジャーナル支持壁２７が形成されている。クランクジャーナル支持壁２７は、クランクシャフトＣＳのジャーナル部を回転可能に支持する軸受部２８を備えており、クランク室２３をシリンダボア２２ａ毎に仕切る仕切り壁として構成されている。ここで、説明の便宜上、クランクジャーナル支持壁２７を、図５の左側から順に第１ジャーナル支持壁２７ａ、第２ジャーナル支持壁２７ｂ、第３ジャーナル支持壁２７ｃ、第４ジャーナル支持壁２７ｄ、第５ジャーナル支持壁２７ｅと規定する。 Further, a crank journal support wall 27 is formed inside the skirt portion 32 as shown in FIGS. The crank journal support wall 27 includes a bearing portion 28 that rotatably supports the journal portion of the crankshaft CS, and is configured as a partition wall that partitions the crank chamber 23 for each cylinder bore 22a. Here, for convenience of explanation, the crank journal support wall 27 is arranged in order from the left side of FIG. 5 in the first journal support wall 27a, the second journal support wall 27b, the third journal support wall 27c, the fourth journal support wall 27d, and the fifth journal support wall 27d. It is defined as a journal support wall 27e.
　本実施の形態では、第３ジャーナル支持壁２７ｃにおけるクランクシャフトＣＳの軸方向両側には、クランクシャフトＣＳからのスラスト方向の力を受けるためのスラストプレートＳＰが取り付けられること、また、クランクシャフトＣＳ上に配置されるカウンタウェイト（図示せず）のうち、第３ジャーナル支持壁２７ｃを挟む位置に配置されたカウンタウェイト（図示せず）が、いずれも同方向を向いて延出する構成である関係上、第３ジャーナル支持壁２７ｃには、他のクランクジャーナル支持壁２７（第１ジャーナル支持壁２７ａ、第２ジャーナル支持壁２７ｂ、第４ジャーナル支持壁２７ｄ、第５ジャーナル支持壁２７ｅ）よりも大きな慣性力が作用すること、から、第３ジャーナル支持壁２７ｃの壁厚が、他のクランクジャーナル支持壁２７（第１ジャーナル支持壁２７ａ、第２ジャーナル支持壁２７ｂ、第４ジャーナル支持壁２７ｄ、第５ジャーナル支持壁２７ｅ）の壁厚よりも厚く形成されている。 In the present embodiment, a thrust plate SP for receiving a thrust force from the crankshaft CS is attached to both sides of the third journal support wall 27c in the axial direction of the crankshaft CS. Among the counterweights (not shown) arranged at the position, the counterweights (not shown) arranged at positions sandwiching the third journal support wall 27c are configured to extend in the same direction. The third journal support wall 27c is larger than the other crank journal support walls 27 (first journal support wall 27a, second journal support wall 27b, fourth journal support wall 27d, and fifth journal support wall 27e). Since the inertial force acts, the wall thickness of the third journal support wall 27c is different from that of the other crank jar. Le support wall 27 (first journal supporting wall 27a, the second journal supporting walls 27b, fourth journal supporting walls 27d, fifth journal support wall 27e) is formed to be thicker than the wall thickness of.
　これにより、第３ジャーナル支持壁２７ｃの剛性は、他のクランクジャーナル支持壁２７（第１ジャーナル支持壁２７ａ、第２ジャーナル支持壁２７ｂ、第４ジャーナル支持壁２７ｄ、第５ジャーナル支持壁２７ｅ）の剛性よりも高くなっている。クランクジャーナル支持壁２７（第１ジャーナル支持壁２７ａ、第２ジャーナル支持壁２７ｂ、第３ジャーナル支持壁２７ｃ、第４ジャーナル支持壁２７ｄおよび第５ジャーナル支持壁２７ｅ）は、本発明における「剛性向上部」および「支持壁」に対応し、第３ジャーナル支持壁２７ｃは、本発明における「中央支持壁」に対応する実施構成の一例である。 Thus, the rigidity of the third journal support wall 27c is the same as that of the other crank journal support walls 27 (the first journal support wall 27a, the second journal support wall 27b, the fourth journal support wall 27d, and the fifth journal support wall 27e). It is higher than the rigidity. The crank journal support wall 27 (the first journal support wall 27a, the second journal support wall 27b, the third journal support wall 27c, the fourth journal support wall 27d, and the fifth journal support wall 27e) is the “stiffness improving portion” in the present invention. ”And“ support wall ”, and the third journal support wall 27c is an example of an implementation configuration corresponding to the“ central support wall ”in the present invention.
　オイルパンレール部３４は、図２ないし図４に示すように、クランクシャフトＣＳの中心軸線を挟んで両側（図４の左右、図５の上下）のスカート部３２の下端部に一体的に設けられている。オイルパンレール部３４は、クランクシャフトＣＳの中心軸線を挟んだ両側（図４の左右、図５の上下）においてほぼ同構造に構成されている。 As shown in FIGS. 2 to 4, the oil pan rail portion 34 is integrally provided at the lower end portion of the skirt portion 32 on both sides (left and right in FIG. 4, up and down in FIG. 5) across the central axis of the crankshaft CS. It has been. The oil pan rail section 34 has substantially the same structure on both sides (left and right in FIG. 4 and up and down in FIG. 5) across the central axis of the crankshaft CS.
　オイルパンレール部３４は、気筒列方向およびシリンダボア２２ａの軸線方向に直交する方向、即ち、図４の左右方向に張り出すフランジ状に構成されている。また、オイルパンレール部３４は、気筒列方向の一端側においてブロック側フランジ面部２６に接続されており、ブロック側フランジ面部２６から気筒列方向に沿って延在している。 The oil pan rail section 34 is configured in a flange shape that projects in the direction perpendicular to the cylinder row direction and the axial direction of the cylinder bore 22a, that is, in the left-right direction in FIG. The oil pan rail portion 34 is connected to the block side flange surface portion 26 at one end side in the cylinder row direction, and extends from the block side flange surface portion 26 along the cylinder row direction.
　さらに、オイルパンレール部３４は、図２ないし図５に示すように、第１レール部３４ａと、第２レール部３４ｂとを備えている。第１レール部３４ａは、気筒列方向においてブロック側フランジ面部２６寄りに延在している。第１レール部３４ａは、ブロック側フランジ面部２６との接続部１３４ａから気筒列方向に沿ってほぼ２気筒分に亘る長さを有している。具体的には、第１レール部３４ａは、接続部１３４ａから気筒列方向に沿って延在し、接続部１３４ｂにおいて第３ジャーナル支持壁２７ｃに連結される構成とされている。 Furthermore, as shown in FIGS. 2 to 5, the oil pan rail part 34 includes a first rail part 34a and a second rail part 34b. The first rail portion 34a extends closer to the block-side flange surface portion 26 in the cylinder row direction. The first rail portion 34a has a length extending from the connecting portion 134a to the block-side flange surface portion 26 for approximately two cylinders along the cylinder row direction. Specifically, the first rail portion 34a extends from the connection portion 134a along the cylinder row direction, and is connected to the third journal support wall 27c at the connection portion 134b.
　また、第１レール部３４ａは、第２レール部３４ｂとの接続部１３４ｂからブロック側フランジ面部２６との接続部１３４ａに向かうに伴いレール幅が徐々に広がるように形成されている。即ち、第１レール部３４ａは、平面視略三角形状となるように形成されている。 Further, the first rail portion 34a is formed such that the rail width gradually increases from the connecting portion 134b with the second rail portion 34b toward the connecting portion 134a with the block side flange surface portion 26. That is, the first rail portion 34a is formed to have a substantially triangular shape in plan view.
　さらに、第１レール部３４ａのレール高さは、図３ないし図５に示すように、第２レール部３４ｂのレール高さよりも高く形成されている。第２レール部３４ｂは、第１レール部３４ａに連続して形成されるとともに第１レール部３４ａを挟んでブロック側フランジ面部２６とは反対側、即ち、ブロック側フランジ面部２６から遠い位置に延在している。第１レール部３４ａは、本発明における「第１部分」に対応し、第２レール部３４ｂは、本発明における「第２部分」に対応し、接続部１３４ａは、本発明における「接続部」に対応する実施構成の一例である。 Further, the rail height of the first rail portion 34a is formed higher than the rail height of the second rail portion 34b as shown in FIGS. The second rail portion 34b is formed continuously to the first rail portion 34a and extends to the opposite side of the block side flange surface portion 26 with the first rail portion 34a interposed therebetween, that is, to a position far from the block side flange surface portion 26. Exist. The first rail portion 34a corresponds to the “first portion” in the present invention, the second rail portion 34b corresponds to the “second portion” in the present invention, and the connection portion 134a corresponds to the “connection portion” in the present invention. It is an example of the implementation structure corresponding to.
　ブロック側フランジ面部２６は、図１および図２に示すように、気筒列方向に沿う方向に見てシリンダブロック部２２およびクランクケース部２４から、気筒列方向およびシリンダボア２２ａの軸線方向の双方に直交する方向、即ち、図４の左右方向に張り出すように構成されている。ブロック側フランジ面部２６は、気筒列方向に沿う方向から見てほぼ半円形状に形成されている。 As shown in FIGS. 1 and 2, the block-side flange surface portion 26 is orthogonal to both the cylinder row direction and the axial direction of the cylinder bore 22a from the cylinder block portion 22 and the crankcase portion 24 when viewed in the direction along the cylinder row direction. It is comprised so that it may protrude in the direction which carries out, ie, the left-right direction of FIG. The block-side flange surface portion 26 is formed in a substantially semicircular shape when viewed from the direction along the cylinder row direction.
　アッパーオイルパン６は、本体部６ａと、本体部６ａにおける気筒列方向一端側（図１の右側）に設けられたオイルパン側フランジ面部６ｂと、から構成されており、クランクケース部２４のオイルパンレール部３４に図示しないボルトによって締結されることによって、クランクケース部２４と共にクランク室２３を構成する。 The upper oil pan 6 includes a main body portion 6a and an oil pan-side flange surface portion 6b provided on one end side (right side in FIG. 1) in the cylinder row direction of the main body portion 6a. The crankcase 23 is configured together with the crankcase portion 24 by being fastened to the panrail portion 34 with bolts (not shown).
　気筒列方向に沿う方向から見てオイルパン側フランジ面部６ｂは、気筒列方向およびシリンダボア２２ａの軸線方向の双方に直交する方向、即ち、ブロック側フランジ面部２６と同じ方向に張り出すように構成されている。オイルパン側フランジ面部６ｂは、気筒列方向に沿う方向から見てほぼ半円形状に形成されており、アッパーオイルパン６がクランクケース部２４に締結されることにより、ほぼ半円形状に形成されたブロック側フランジ面部２６と共にほぼ円形の変速機取付面５０を構成する。アッパーオイルパン６は、本発明における「オイルパン」に対応し、変速機取付面５０は、本発明における「変速機取付部」に対応する実施構成の一例である。 The oil pan side flange surface portion 6b is configured to project in a direction orthogonal to both the cylinder row direction and the axial direction of the cylinder bore 22a, that is, in the same direction as the block side flange surface portion 26 when viewed from the direction along the cylinder row direction. ing. The oil pan side flange surface portion 6b is formed in a substantially semicircular shape when viewed from the direction along the cylinder row direction, and is formed in a substantially semicircular shape by fastening the upper oil pan 6 to the crankcase portion 24. A substantially circular transmission mounting surface 50 is configured together with the block-side flange surface portion 26. The upper oil pan 6 corresponds to the “oil pan” in the present invention, and the transmission mounting surface 50 is an example of an implementation configuration corresponding to the “transmission mounting portion” in the present invention.
　ロアオイルパン８は、図１に示すように、内部に潤滑油をためることができるように有底椀状に形成されている。ロアオイルパン８は、本発明における「オイルパン」に対応する実施構成の一例である。 As shown in FIG. 1, the lower oil pan 8 is formed in a bottomed bowl shape so that lubricating oil can be accumulated inside. The lower oil pan 8 is an example of an implementation configuration corresponding to the “oil pan” in the present invention.
　こうして構成された内燃機関１は、変速機が取り付けられた状態、即ち、内燃機関１と変速機とが一体とされたパワートレインユニットとして車両に搭載される。当該パワートレインユニットは、変速機取付面５０を挟んだ両側、即ち、内燃機関１側および変速機側それぞれに設けた図示しないエンジンマウントを介して車体に取り付けられる。 The internal combustion engine 1 configured in this way is mounted on a vehicle as a power train unit in which the transmission is attached, that is, the internal combustion engine 1 and the transmission are integrated. The powertrain unit is attached to the vehicle body via engine mounts (not shown) provided on both sides of the transmission attachment surface 50, that is, on the internal combustion engine 1 side and the transmission side, respectively.
　上述したパワートレインを搭載した車両の運転が開始されると、内燃機関１には、ピストン（図示せず）の往復運動やクランクシャフトＣＳの回転運動に起因する振動が生ずる。当該振動が、曲げモーメントや捩じりモーメントとしてエンジンブロック２０に作用する。また、エンジンブロック２０には、変速機の駆動に伴う曲げモーメントや捩じりモーメントも変速機取付面５０を介して作用する。 When the operation of the vehicle equipped with the power train described above is started, the internal combustion engine 1 is vibrated due to the reciprocating motion of a piston (not shown) and the rotational motion of the crankshaft CS. The vibration acts on the engine block 20 as a bending moment or a torsional moment. Further, a bending moment and a torsional moment accompanying the transmission drive act on the engine block 20 via the transmission mounting surface 50.
　ところで、エンジンブロック２０のうち変速機取付面５０近傍部分は、上述したようなパワートレインユニットの車体への支持構造上、曲げモーメントや捩じりモーメントの影響を受け易い。ここで、当該曲げモーメントや捩じりモーメントがエンジンブロック２０に作用すると、オイルパンレール部３４における第１レール部３４ａが変形して、アッパーオイルパン６とのシール面に口開きを生じ、シール性が悪化してしまう。 Incidentally, a portion of the engine block 20 in the vicinity of the transmission mounting surface 50 is easily affected by a bending moment and a torsional moment due to the structure for supporting the powertrain unit to the vehicle body as described above. Here, when the bending moment or torsional moment acts on the engine block 20, the first rail portion 34 a of the oil pan rail portion 34 is deformed, and a seal surface with the upper oil pan 6 is opened, and the seal is sealed. Sexuality will deteriorate.
　しかしながら、本実施の形態に係るエンジンブロック２０では、第１レール部３４ａのレール高さを他の部分（第２レール部３４ｂ）よりも高く形成するとともに、レール幅もブロック側フランジ面部２６に向かうに伴い徐々に大きくなるよう平面視三角形状に形成して、第１レール部３４ａの気筒列方向に垂直な断面に関する断面２次モーメントを、他の部分（第２レール部３４ｂ）の気筒列方向に垂直な断面に関する断面２次モーメントよりも大きく設定している。 However, in the engine block 20 according to the present embodiment, the rail height of the first rail portion 34a is formed higher than that of the other portion (second rail portion 34b), and the rail width is also directed to the block-side flange surface portion 26. Accordingly, the second moment of the cross section in the section perpendicular to the cylinder row direction of the first rail portion 34a is changed to the cylinder row direction of the other portion (second rail portion 34b). It is set to be larger than the moment of inertia of the section related to the section perpendicular to.
　これにより、変形を生じ易い第１レール部３４ａの剛性を向上して、第１レール部３４ａの変形を効果的に抑制している。また、オイルパンレール部３４の気筒列方向に沿う全領域においてレール高さを高くしていないため、重量増加も抑制できる。 Thus, the rigidity of the first rail portion 34a that is likely to be deformed is improved, and the deformation of the first rail portion 34a is effectively suppressed. Further, since the rail height is not increased in the entire region along the cylinder row direction of the oil pan rail portion 34, an increase in weight can be suppressed.
　しかも、第１レール部３４ａが、ブロック側フランジ面部２６との接続部１３４ａから気筒列方向に沿ってほぼ２気筒分に亘って形成されると共に、クランクジャーナル支持壁２７のうち最も剛性が高い第３ジャーナル支持壁２７ｃに連結される構成であるため、第１レール部３４ａの剛性を効果的に向上することができる。この結果、重量効率良くオイルパンレール部３４の変形を抑制できる。 In addition, the first rail portion 34a is formed over approximately two cylinders along the cylinder row direction from the connection portion 134a with the block-side flange surface portion 26, and the crank journal support wall 27 has the highest rigidity. Since it is the structure connected with the 3 journal support wall 27c, the rigidity of the 1st rail part 34a can be improved effectively. As a result, the deformation of the oil pan rail portion 34 can be suppressed with high weight efficiency.
　ここで、第１レール部３４ａのレール高さを第２レール部３４ｂのレール高さよりも高くしたことによって、エンジンブロック２０を鋳造成形する際に、当該第１レール部３４ａにおいて溶湯の流速が低下し、第１レール部３４ａよりも溶湯の流れ方向下流に位置するスカート部３２側への湯流れの低下が懸念される。 Here, by making the rail height of the first rail portion 34a higher than the rail height of the second rail portion 34b, when the engine block 20 is cast-molded, the flow rate of the molten metal decreases in the first rail portion 34a. In addition, there is a concern that the hot water flow toward the skirt portion 32 located downstream of the first rail portion 34a in the molten metal flow direction may be reduced.
　しかしながら、本実施の形態では、スカート部３２における気筒列方向に沿う方向に垂直な断面形状をほぼ直線状に形成する構成であるため、スカート部３２側への湯流れの低下を抑制することができ、スカート部３２の断面形状が円弧状に形成される場合に比較して、スカート部３２側への湯流れを向上することができる。 However, in the present embodiment, since the cross-sectional shape perpendicular to the direction along the cylinder row direction in the skirt portion 32 is formed in a substantially straight line shape, it is possible to suppress a decrease in hot water flow toward the skirt portion 32 side. The hot water flow toward the skirt portion 32 can be improved as compared with the case where the cross-sectional shape of the skirt portion 32 is formed in an arc shape.
　なお、スカート部３２の断面形状が直線状に構成され場合、スカート部の断面形状が円弧状に構成された場合と比較して、スカート部３２の剛性が低下することになるが、オイルパンレール部３４の剛性が向上することにより、エンジンブロック２０全体としての剛性を確保することができる。この結果、製造性向上と剛性向上との両立を図ることができる。 In addition, when the cross-sectional shape of the skirt part 32 is configured in a straight line shape, the rigidity of the skirt part 32 is reduced as compared with the case where the cross-sectional shape of the skirt part is configured in an arc shape. By improving the rigidity of the portion 34, the rigidity of the engine block 20 as a whole can be ensured. As a result, both improvement in manufacturability and improvement in rigidity can be achieved.
　以上説明した本発明の実施の形態に係るエンジンブロック２０によれば、オイルパンレール部３４を、ブロック側フランジ面部２６に接続されて当該ブロック側フランジ面部２６寄りに延在する第１レール部３４ａと、第１レール部３４ａよりもブロック側フランジ面部２６から遠い位置に延在する第２レール部３４ｂとから構成し、第１レール部３４ａのレール高さを第２レール部３４ｂのレール高さよりも高く形成して、第１レール部３４ａにおける断面２次モーメントを第２レール部３４ｂの断面２次モーメントよりも大きくすると共に、第１レール部３４ａの第２レール部３４ｂとの接続部１３４ｂを、クランクジャーナル支持壁２７のうち最も剛性の高い第３ジャーナル支持壁２７ｃに連結する構成であるため、構造上、変形を生じ易い第１レール部３４ａの剛性を合理的に向上し得て、第１レール部３４ａの変形を効果的に抑制することができる。 According to the engine block 20 according to the embodiment of the present invention described above, the oil rail rail portion 34 is connected to the block side flange surface portion 26 and extends closer to the block side flange surface portion 26. And a second rail portion 34b extending farther from the block-side flange surface portion 26 than the first rail portion 34a, and the rail height of the first rail portion 34a is higher than the rail height of the second rail portion 34b. The second moment of section in the first rail portion 34a is made larger than the second moment of section of the second rail portion 34b, and the connecting portion 134b of the first rail portion 34a to the second rail portion 34b is formed. The crank journal support wall 27 is connected to the most rigid third journal support wall 27c. Flip the easy rigidity of the first rail portion 34a and obtained rationally improved, it is possible to effectively suppress deformation of the first rail portion 34a.
　しかも、オイルパンレール部３４の気筒列方向に沿う全領域においてレール高さを高くしていないため、重量増加も抑制できる。この結果、重量効率良くオイルパンレール部３４の変形を抑制できる。なお、第１レール部３４ａのレール高さを第２レール部３４ｂのレール高さよりも高く形成するという簡単な構成によって、第１レール部３４ａの断面２次モーメントを大きくする構成であるため、エンジンブロック２０自体の構造が複雑化することがない。即ち、エンジンブロック２０の製造性の低下を招くこともない。 Moreover, since the rail height is not increased in the entire region along the cylinder row direction of the oil pan rail portion 34, an increase in weight can be suppressed. As a result, the deformation of the oil pan rail portion 34 can be suppressed with high weight efficiency. Since the first rail portion 34a has a simple structure in which the rail height of the first rail portion 34a is higher than the rail height of the second rail portion 34b, the sectional moment of inertia of the first rail portion 34a is increased. The structure of the block 20 itself is not complicated. That is, the manufacturability of the engine block 20 is not reduced.
　本実施の形態では、第３ジャーナル支持壁２７ｃの剛性が他のクランクジャーナル支持壁２７の剛性よりも高い構成としたが、これに限らない。例えば、第１ジャーナル支持壁２７ａや第２ジャーナル支持壁２７ｂ、第４ジャーナル支持壁２７ｄ、第５ジャーナル支持壁２７ｅの剛性を他のジャーナル支持壁２７の剛性よりも高い構成としても良い。この場合、第１レール部３４ａの接続部１３４ｂ側を、最も剛性が高く構成されたクランクジャーナル支持壁２７に連結する構成とすれば良い。 In the present embodiment, the rigidity of the third journal support wall 27c is higher than the rigidity of the other crank journal support walls 27, but is not limited thereto. For example, the rigidity of the first journal support wall 27a, the second journal support wall 27b, the fourth journal support wall 27d, and the fifth journal support wall 27e may be higher than the rigidity of the other journal support walls 27. In this case, the connection part 134b side of the first rail part 34a may be connected to the crank journal support wall 27 having the highest rigidity.
　本実施の形態では、第１レール部３４ａが、接続部１３４ｂ側において、クランクジャーナル支持壁２７の第３ジャーナル支持壁２７ｃに連結される構成としたが、これに限らない。例えば、第１レール部３４ａは、エンジンブロック２０の外面に設けた縦リブ３２ａなどの剛性が高い部位に連結する構成としても構わない。この場合、縦リブ３２ａは、本発明における「剛性向上部」に対応する実施構成の一例である。 In the present embodiment, the first rail portion 34a is connected to the third journal support wall 27c of the crank journal support wall 27 on the connection portion 134b side, but is not limited thereto. For example, the first rail portion 34a may be configured to be connected to a portion having high rigidity such as the vertical rib 32a provided on the outer surface of the engine block 20. In this case, the vertical rib 32a is an example of the implementation structure corresponding to the "rigidity improvement part" in this invention.
　本実施の形態では、第１レール部３４ａのレール高さを第２レール部３４ｂのレール高さよりも高くするのみにより、第１レール部３４ａの断面２次モーメントを第２レール部３４ｂの断面２次モーメントよりも大きくする構成としたが、これに限らない。第１レール部３４ａの断面形状が、第２レール部３４ｂの断面形状に比較して断面２次モーメントが大きくなる形状、例えば、第１レール部３４ａの断面形状を中空箱状に形成する構成としたり、断面形状をＵ字状に形成する構成としても構わない。 In the present embodiment, only by making the rail height of the first rail portion 34a higher than the rail height of the second rail portion 34b, the cross-sectional secondary moment of the first rail portion 34a is changed to the cross-section 2 of the second rail portion 34b. Although it was set as the structure made larger than the next moment, it is not restricted to this. The cross-sectional shape of the first rail portion 34a is a shape in which the cross-sectional secondary moment is larger than the cross-sectional shape of the second rail portion 34b, for example, the cross-sectional shape of the first rail portion 34a is formed in a hollow box shape. Alternatively, the cross-sectional shape may be U-shaped.
　本実施形態は、本発明を実施するための形態の一例を示すものである。したがって、本発明は、本実施形態の構成に限定されるものではない。 This embodiment shows an example of a form for carrying out the present invention. Therefore, the present invention is not limited to the configuration of the present embodiment.
　１　　　　内燃機関（内燃機関）
　２　　　　シリンダヘッド
　４　　　　ロッカーカバー
　６　　　　アッパーオイルパン（オイルパン）
　６ａ　　　本体部
　６ｂ　　　オイルパン側フランジ面部
　８　　　　ロアオイルパン（オイルパン）
　２０　　　エンジンブロック（エンジンブロック）
　２２　　　シリンダブロック部（シリンダ部）
　２２ａ　　シリンダボア
　２３　　　クランク室
　２４　　　クランクケース部（クランクケース部）
　２６　　　ブロック側フランジ面部（変速機取付部）
　２７　　　クランクジャーナル支持壁
　２７ａ　　第１ジャーナル支持壁（剛性向上部、支持壁）
　２７ｂ　　第２ジャーナル支持壁（剛性向上部、支持壁）
　２７ｃ　　第３ジャーナル支持壁（剛性向上部、支持壁、中央支持壁）
　２７ｄ　　第４ジャーナル支持壁（剛性向上部、支持壁）
　２７ｅ　　第５ジャーナル支持壁（剛性向上部、支持壁）
　２８　　　軸受部
　３２　　　スカート部（スカート部）
　３２ａ　　縦リブ（剛性向上部）
　３４　　　オイルパンレール部（オイルパン取付部）
　３４ａ　　第１レール部（第１部分）
　３４ｂ　　第２レール部（第２部分）
　５０　　　変速機取付面（変速機取付部）
　１３４ａ　接続部（接続部）
　１３４ｂ　接続部
　ＣＳ　　　クランクシャフト
　ＳＰ　　　スラストプレート 1 Internal combustion engine (internal combustion engine)
2 Cylinder head 4 Rocker cover 6 Upper oil pan (oil pan)
6a Body 6b Oil pan flange surface 8 Lower oil pan (oil pan)
20 Engine block (Engine block)
22 Cylinder block (cylinder)
22a Cylinder bore 23 Crank chamber 24 Crankcase part (Crankcase part)
26 Block side flange surface (transmission mounting part)
27 Crank journal support wall 27a First journal support wall (stiffness improvement part, support wall)
27b Second journal support wall (stiffness improvement part, support wall)
27c 3rd journal support wall (stiffness improvement part, support wall, central support wall)
27d Fourth journal support wall (stiffness improvement part, support wall)
27e Fifth journal support wall (stiffness improvement part, support wall)
28 Bearing part 32 Skirt part (skirt part)
32a Vertical rib (Rigidity improvement part)
34 Oil pan rail (oil pan mounting part)
34a First rail part (first part)
34b 2nd rail part (2nd part)
50 Transmission mounting surface (transmission mounting part)
134a Connection part (connection part)
134b Connection part CS Crankshaft SP Thrust plate

Claims (6)

  1. 　複数の気筒が直列に配置されたシリンダ部と、
    　クランク室を構成するよう前記シリンダ部の気筒軸方向一端側に接続されたクランクケース部と、
    　前記シリンダ部および前記クランクケース部の気筒列方向一端側に設けられた変速機取付部と、
    　前記シリンダ部が接続された側とは反対側の端部において前記気筒列方向に沿うように構成されたオイルパン取付部と、
    　を備え、
    　前記クランクケース部は、剛性を向上可能な剛性向上部を有するよう構成されており、
    　前記オイルパン取付部は、前記変速機取付部に接続されて該変速機取付部寄りに延在するよう構成された第１部分と、該第１部分よりも前記変速機取付部から遠い位置に延在するよう構成された第２部分と、を有するよう構成されていると共に、前記第１部分の前記気筒列方向に垂直な断面に関する断面２次モーメントが、前記第２部分の前記気筒列方向に垂直な断面に関する断面２次モーメントよりも大きくなるよう構成されており、
    　前記第１部分は、前記変速機取付部との接続部とは反対側の端部において前記剛性向上部に接続されるよう構成されている
    　エンジンブロック。     A cylinder portion in which a plurality of cylinders are arranged in series;
    A crankcase part connected to one end side in the cylinder axial direction of the cylinder part so as to constitute a crank chamber;
    A transmission mounting portion provided on one end side in the cylinder row direction of the cylinder portion and the crankcase portion;
    An oil pan mounting portion configured to extend along the cylinder row direction at the end opposite to the side to which the cylinder portion is connected;
    With
    The crankcase portion is configured to have a rigidity improving portion capable of improving rigidity,
    The oil pan mounting portion is connected to the transmission mounting portion and is configured to extend closer to the transmission mounting portion, and at a position farther from the transmission mounting portion than the first portion. A second portion configured to extend, and a second moment of section related to a cross section perpendicular to the cylinder row direction of the first portion is the second row portion in the cylinder row direction. Is configured to be larger than the moment of inertia of the section related to the section perpendicular to
    The engine block is configured such that the first portion is connected to the rigidity improving portion at an end opposite to a connection portion with the transmission mounting portion.
  2. 　前記クランクケース部は、クランクシャフトを回転可能に支持する支持壁を有しており、
    　前記支持壁は、前記剛性向上部として機能するよう構成されている請求項１に記載のエンジンブロック。     The crankcase portion has a support wall that rotatably supports the crankshaft,
    The engine block according to claim 1, wherein the support wall is configured to function as the rigidity improving portion.
  3. 　前記第１部分は、前記支持壁のうち前記気筒列方向において中央に配置された中央支持壁に接続されるよう構成されている請求項２に記載のエンジンブロック。 The engine block according to claim 2, wherein the first portion is configured to be connected to a central support wall disposed in the center in the cylinder row direction among the support walls.
  4. 　前記オイルパン取付部は、前記第１部分における前記気筒列方向に垂直な断面の高さが、前記第２部分における前記気筒列方向に垂直な断面の高さよりも大きくなるよう構成されている請求項１ないし３のいずれか１項に記載のエンジンブロック。 The oil pan mounting portion is configured such that a height of a cross section perpendicular to the cylinder row direction in the first portion is larger than a height of a cross section perpendicular to the cylinder row direction in the second portion. Item 4. The engine block according to any one of Items 1 to 3.
  5. 　前記クランクケース部は、前記気筒列方向から見て、前記シリンダ部から末広がり状に前記気筒列方向および前記気筒軸方向に直交する方向に張り出すよう構成されたスカート部を有しており、
    　前記スカート部は、前記気筒列方向に垂直な断面形状が直線状となるよう構成されている請求項１ないし４のいずれか１項に記載のエンジンブロック。     The crankcase portion has a skirt portion configured to project in a direction perpendicular to the cylinder row direction and the cylinder axial direction from the cylinder portion as viewed from the cylinder row direction.
    The engine block according to any one of claims 1 to 4, wherein the skirt portion is configured such that a cross-sectional shape perpendicular to the cylinder row direction is linear.
  6. 　請求項１ないし５のいずれか１項に記載のエンジンブロックと、
    　該エンジンブロックのオイルパン取付部に取り付けられたオイルパンと、
    　を備え、
    　該オイルパンに貯留されたオイルを用いて、潤滑必要部位の潤滑を行うよう構成された内燃機関。     The engine block according to any one of claims 1 to 5,
    An oil pan attached to an oil pan attachment portion of the engine block;
    With
    An internal combustion engine configured to lubricate a portion requiring lubrication using oil stored in the oil pan.
PCT/JP2015/059915 2014-10-27 2015-03-30 Engine block and internal combustion engine provided with same WO2016067654A1 (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
CN201580058805.4A CN107155338B (en) 2014-10-27 2015-03-30 Cluster engine and the internal combustion engine for having the cluster engine
JP2016556382A JP6408026B2 (en) 2014-10-27 2015-03-30 Engine block and internal combustion engine equipped with the same
EP15854472.6A EP3214294B1 (en) 2014-10-27 2015-03-30 Engine block and internal combustion engine provided with same
MX2017004085A MX2017004085A (en) 2014-10-27 2015-03-30 Engine block and internal combustion engine provided with same.

Applications Claiming Priority (2)

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JP2014-218309 2014-10-27
JP2014218309 2014-10-27

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JPS56150837U (en) * 1980-04-14 1981-11-12
JPS5799247A (en) * 1980-12-11 1982-06-19 Nissan Motor Co Ltd Motor car engine
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JPS5839559U (en) * 1981-09-11 1983-03-15 富士電機株式会社 Hydrogen peroxide electrode for enzyme electrode
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EP3214294A4 (en) 2018-09-26
JP6408026B2 (en) 2018-10-24
EP3214294A1 (en) 2017-09-06
MX2017004085A (en) 2017-07-07
JPWO2016067654A1 (en) 2017-08-03
EP3214294B1 (en) 2020-05-13
CN107155338B (en) 2019-11-01

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