WO2013190870A1 - Poutre à paliers - Google Patents

Poutre à paliers Download PDF

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Publication number
WO2013190870A1
WO2013190870A1 PCT/JP2013/056899 JP2013056899W WO2013190870A1 WO 2013190870 A1 WO2013190870 A1 WO 2013190870A1 JP 2013056899 W JP2013056899 W JP 2013056899W WO 2013190870 A1 WO2013190870 A1 WO 2013190870A1
Authority
WO
WIPO (PCT)
Prior art keywords
bearing cap
bearing
aluminum alloy
bearing beam
protrusion
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/JP2013/056899
Other languages
English (en)
Japanese (ja)
Inventor
増田　真也
渉 荒井
篤 橋本
匡哉 中島
洋孝 赤松
裕聡 星川
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
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 Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Publication of WO2013190870A1 publication Critical patent/WO2013190870A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C9/00—Bearings for crankshafts or connecting-rods; Attachment of connecting-rods
    • F16C9/02—Crankshaft bearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B22—CASTING; POWDER METALLURGY
    • B22D—CASTING OF METALS; CASTING OF OTHER SUBSTANCES BY THE SAME PROCESSES OR DEVICES
    • B22D19/00—Casting in, on, or around objects which form part of the product
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B22—CASTING; POWDER METALLURGY
    • B22D—CASTING OF METALS; CASTING OF OTHER SUBSTANCES BY THE SAME PROCESSES OR DEVICES
    • B22D19/00—Casting in, on, or around objects which form part of the product
    • B22D19/04—Casting in, on, or around objects which form part of the product for joining parts
    • 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
    • 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
    • F02F7/0043—Arrangements of mechanical drive elements
    • F02F7/0053—Crankshaft bearings fitted in the crankcase
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C33/00—Parts of bearings; Special methods for making bearings or parts thereof
    • F16C33/02—Parts of sliding-contact bearings
    • F16C33/04—Brasses; Bushes; Linings
    • F16C33/06—Sliding surface mainly made of metal
    • F16C33/08—Attachment of brasses, bushes or linings to the bearing housing
    • 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
    • F02F7/0043—Arrangements of mechanical drive elements
    • F02F7/0053—Crankshaft bearings fitted in the crankcase
    • F02F2007/0056—Crankshaft bearings fitted in the crankcase using bearing beams, i.e. bearings interconnected by a beam or multiple beams
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C2220/00—Shaping
    • F16C2220/02—Shaping by casting
    • F16C2220/04—Shaping by casting by injection-moulding
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C2360/00—Engines or pumps
    • F16C2360/22—Internal combustion engines

Definitions

  • the present invention relates to a bearing beam that supports a crankshaft of an internal combustion engine.
  • a bearing beam in which a bearing cap is cast into an aluminum beam is known in order to suppress the collapse of the bearing cap that supports the crankshaft of the internal combustion engine and to prevent the cylinder block from being bent or twisted (see JP3993988B). .
  • An object of the present invention is to provide a bearing beam in which a journal receiving portion is not easily deformed.
  • the bearing beam according to the present invention is formed by casting a bearing cap with a metal having a thermal contraction rate larger than that of a metal bearing cap.
  • the bearing cap includes a journal receiving portion that comes into contact with the crankshaft, and a protrusion that protrudes from a surface orthogonal to the axial direction of the crankshaft and that is exposed so as to be visible even after being cast. To do.
  • FIG. 1 is a perspective view showing a bearing beam in the first embodiment of the present invention.
  • FIG. 2 is a diagram for explaining a problem that occurs in a conventional bearing beam.
  • FIG. 3 is a structural diagram showing the bearing cap in the first embodiment.
  • FIG. 4A shows a bearing cap cast into the beam.
  • 4B is a diagram showing a cross section 4B-4B of FIG. 4A.
  • FIG. 5A is a diagram for explaining the function and effect of the protrusion of the bearing cap.
  • FIG. 5B is a diagram illustrating a bearing cap without a protrusion.
  • FIG. 6 is a structural diagram showing a bearing cap in the second embodiment.
  • FIG. 7 is a view showing a bearing cap cast into the beam.
  • FIG. 8 is an external view relating to a bearing cap in the third embodiment.
  • FIG. 9 is an external view of a bearing cap according to the fourth embodiment.
  • FIG. 10 is an external view relating to a bearing cap in the fifth embodiment.
  • FIG. 1 is a perspective view showing a bearing beam in the first embodiment of the present invention.
  • the bearing beam 1 is formed by casting a bearing cap 20 on a ladder-shaped beam 10.
  • the beam 10 is made of a metal having a thermal contraction rate larger than that of the bearing cap 20, and is made of, for example, aluminum or an aluminum alloy.
  • the journal receiving portion 22 of the bearing cap 20 is concave in a semicircular shape when viewed from the front, and constitutes a main bearing that supports the crankshaft together with a part of the lower end of a cylinder block (not shown).
  • the bearing cap 20 is made of metal, for example, iron or iron alloy.
  • the bearing cap 20 is provided with a protrusion 23 integrally with the journal receiving portion 22.
  • the protrusion 23 is formed so as to be visible on a surface orthogonal to the axial direction of the crankshaft.
  • the other part of the bearing cap 20 is encased in the beam 10.
  • the bearing cap 20 is provided with a bearing beam 1 and a fastening hole 25a and a fastening hole 25b for the cylinder block.
  • a crankshaft bearing surface 22a is formed between the fastening hole 25a and the fastening hole 25b.
  • FIG. 2 is a diagram for explaining a problem that occurs in a conventional bearing beam.
  • FIGS. 2A to 2D are diagrams showing states of the bearing cap 90 used for the bearing beam after casting, after processing, during actual operation, and after deterioration.
  • the shape of the bearing cap 90 is greatly deformed for easy understanding.
  • the bearing cap 90 is not provided with the protrusion 23 shown in FIG.
  • the bearing cap 90 is cast by pouring a molten aluminum alloy around the bearing cap 90. As the poured molten metal cools and hardens, stress is generated inside and the stress remains. In particular, the temperature of the molten metal at the bottom of the bearing cap 90 is less likely to drop than other portions. After the molten metal has cooled and solidified, stress directed toward the center tends to remain in the aluminum alloy as indicated by the dashed arrows in FIG. Due to such residual stress, an aluminum alloy formed on the side surface 90 a and the side surface 90 b of the bearing cap 90 is pulled to the center of the bearing cap 90.
  • the side surface 90a and the side surface 90b of the bearing cap 90 receive a pressing force as indicated by the thick arrow in FIG. 2A from the aluminum alloy 10, and the journal of the bearing cap 90 is generated by this pressing force.
  • the receiving portion is opened and the entire bearing cap 90 is deformed into a fan shape.
  • the bearing cap 90 is fastened to the cylinder block 2 by the fastening bolt 3 as shown in FIG. 2B in a state where the bearing cap 90 is subjected to the urging force caused by the aluminum alloy 10, and is connected to the journal receiving portion of the bearing cap 90 with a perfect circle. Processing is applied.
  • the crankshaft 4 is assembled to the journal receiving portion of the cylinder block 2 and the bearing beam 1.
  • the aluminum alloy 10 gradually plastically deforms as time elapses due to the influence of the force received from the crankshaft 4 and the heat generated by combustion of the engine. Residual stress generated in the aluminum alloy 10 is released. Such plastic deformation is commonly referred to as “slip”.
  • the bearing cap 90 is released from the tightening force received from the aluminum alloy 10 and tries to return to its original shape, and is deformed in a direction opposite to the direction of the tightening force received during the circular processing. .
  • the journal receiving portion which is a perfect circle is deformed so as to close inward. For this reason, seizure with the crankshaft 4 is likely to occur. Therefore, in the present embodiment, the projection 23 is provided on the bearing cap in order to reduce the residual stress generated in the aluminum alloy 10.
  • the bearing cap provided with the protrusion 23 will be described with reference to the drawings.
  • FIG. 3 is a view showing the structure of the bearing cap 20 in the first embodiment.
  • the bearing cap 20 is a cast-in part that supports the crankshaft.
  • the bearing cap 20 includes a main body portion 21, a journal receiving portion 22, a protruding portion 23, and through space portions 24a to 24d.
  • the main body 21 is a part that is provided in order to improve adhesion with the aluminum alloy 10 and is encased in the aluminum alloy 10.
  • the journal receiving portion 22 supports the clan shaft by the bearing surface 22a.
  • the journal receiving portion 22 is formed so as to be exposed from the beam 10 as shown in FIG.
  • the protrusion 23 divides the aluminum alloy 10 formed around the bearing cap 20.
  • the protrusion 23 is provided on the bottom side of the main body 21.
  • the protrusion 23 is formed to protrude from the surface 21a of the main body 21 that is orthogonal to the axial direction of the crankshaft. As shown in FIG. 1, the protrusion 23 is formed so as to be visible even after being cast into the aluminum alloy 10.
  • the protrusion 23 is formed from the bottom of the bearing surface 22 a of the journal receiver 22 to the bottom 21 e of the main body 21. After the bearing cap 20 is cast, the aluminum alloy 10 formed around the main body 21 is divided by the protrusion 23.
  • the through space portions 24 a to 24 d are holes that are formed in the main body portion 21.
  • four through space portions 24 a to 24 d are formed in the main body portion 21 symmetrically with respect to the protrusion 23.
  • the aluminum alloy 10 is present in the through spaces 24a to 24d. That is, the aluminum alloy 10 formed on the surface 21a of the main body 21 and the aluminum alloy 10 formed on the surface opposite to the surface 21a are combined. For this reason, the fall of the adhesiveness of the aluminum alloy 10 and the bearing cap 20 accompanying the aluminum alloy 10 being parted by the projection part 23 can be compensated. Further, since the through space portions 24a to 24d are formed at the portions where the force received from the crankshaft is weak, the bearing beam 1 itself can be lightened while maintaining the strength of the bearing cap 20.
  • FIG. 4A and 4B are diagrams showing the bearing cap 20 after being cast into the aluminum alloy 10.
  • FIG. 4A is a front view of the bearing cap 20.
  • 4B is a cross-sectional view of the bearing cap 20 taken along 4B-4B.
  • journal receiving portion 22 and the protruding portion 23 are exposed from the aluminum alloy 10 and are visible even after the bearing cap 20 is cast into the aluminum alloy 10.
  • the journal receiving portion 22 and the protruding portion 23 are integrally formed from the bearing surface 22a to the bottom surface 21e of the bearing cap 20.
  • the protrusion 23 is provided not only on the front surface 21a orthogonal to the axial direction of the crankshaft but also on the back surface 21b.
  • the aluminum alloy 10 is divided into left and right portions by the protrusions 23 provided on both the front surface 21a and the back surface 21b. Therefore, the residual stress of the aluminum alloy 10 is reduced, and the tension force with which the left side surface 21c and the right side surface 21d of the bearing cap 20 are pulled toward the center is weakened.
  • FIG. 5A and 5B are views for explaining the residual stress of the aluminum alloy 10 formed around the bearing cap 20.
  • FIG. 5A is a diagram illustrating the residual stress generated in the aluminum alloy 10 divided by the protrusion 23.
  • FIG. 5B is a diagram showing the residual stress of the aluminum alloy 10 formed around the bearing cap 90 without the protrusion 23.
  • the aluminum alloy 10 is divided into two at the protrusion 23.
  • the separated aluminum alloy 10 has a smaller residual stress than the aluminum alloy shown in FIG. 5B.
  • the bearing cap 20 has a journal receiving portion 22 that abuts against the crankshaft and a surface 21a perpendicular to the axial direction of the crankshaft and is cast and cast. A protrusion 23 that is exposed so as to be visible is formed.
  • the bearing cap 20 is formed by casting with an aluminum alloy 10 having a thermal contraction rate larger than that of the bearing cap 20.
  • the aluminum alloy 10 formed around the bearing cap 20 is divided in the middle by the protrusion 23, the residual stress generated in the aluminum alloy 10 can be reduced. Therefore, in the bearing beam 1, the deformation of the journal receiving portion 22 due to the residual stress of the aluminum alloy 10 can be suppressed to be small, and as a result, occurrence of seizure of the crankshaft can be suppressed.
  • deformation of the journal receiving portion 22 can be suppressed by forming the bearing cap 20 from iron or iron alloy.
  • the bearing beam 1 can be lightened by using aluminum or aluminum alloy as a metal which casts the bearing cap 20. Therefore, it is possible to reduce the weight of the bearing beam 1 itself while maintaining the strength of the journal receiving portion 22.
  • the protrusion 23 of the bearing cap 20 is formed from the journal receiving portion 22 to the bottom surface 21e.
  • the protrusion 23 of the bearing cap 20 is formed from the journal receiving portion 22 to the bottom surface 21e.
  • through space portions 24a to 24d that are formed in the bearing cap 20 are formed. For this reason, after the bearing cap 20 is cast into the aluminum alloy 10, the aluminum alloy 10 is also present in the through spaces 24a to 24d of the bearing cap 20.
  • the penetration spaces 24a to 24d can improve the adhesion of the aluminum alloy 10 divided by the protrusion 23.
  • FIG. 6 is a view showing the structure of the bearing cap 201 in the second embodiment.
  • the bearing cap 201 is provided with a protruding portion 231 and penetrating space portions 241a to 241c at positions different from the protruding portion 23 and the penetrating space portions 24a to 24d shown in FIG.
  • the same components as those shown in FIG. 3 are denoted by the same reference numerals, and detailed description thereof is omitted.
  • the through space portions 241 a to 241 c are provided below the journal receiving portion 22.
  • the through-space portions 241a to 241c are formed by being thinned at portions where the force received from the crankshaft is weak.
  • the through space 241 a is formed below the bottom of the journal receiving portion 22.
  • the through space 241b is formed between the through space 241a and the fastening hole 25a.
  • the through space portion 241c is formed between the through space portion 241a and the fastening hole 25b.
  • the protrusion 231 is provided on the bottom surface side of the bearing cap 201 with respect to the through space 241a.
  • the protruding portion 231 is formed at the lower end portion from the bottom surface 21e of the bearing cap 201 to the through space portion 241a.
  • FIG. 7 is an external view showing the bearing beam 1 in which the bearing cap 201 is cast.
  • a protrusion 231 provided at the lower end of the bearing cap 201 is exposed.
  • the aluminum alloy 10 formed at the lower end portion of the bearing cap 201 is divided into the left and right by the protrusions 231, the residual stress generated in the aluminum alloy at the lower end portion of the bearing cap 201 is reduced.
  • a through space 241 a shown in FIG. 6 is provided between the journal receiving portion 22 and the protrusion 231 of the bearing cap 201. As described with reference to FIG. 6, the tension force applied to the bearing cap 201 is weakened by the aluminum alloy 10 formed in the through space 241a.
  • the bearing beam 1 is provided with an oil drain hole 29 provided through the aluminum alloy 10 existing in the through space 241a.
  • the oil drain hole 29 is, for example, a passage for returning oil leaked from the bearing beam 1 to the transmission to an oil pan provided under the bearing beam 1.
  • the oil drain hole 29 is opened using a cutting tool, it is not necessary to open the hole in the bearing cap 201. Therefore, the oil drain hole 29 can be easily provided. Furthermore, deterioration of the cutting tool can be reduced. Further, since the oil drain hole 29 is formed between the journal receiving portion 22 and the protrusion 231, the aluminum alloy 10 is divided by the oil drain hole 29, and the residual stress of the aluminum alloy 10 is further reduced. .
  • the bearing cap 201 is formed with the through space portions 241a to 241c being thinned, and the protruding portion 231 is provided on the bottom side of the through space portion 241a.
  • the aluminum alloy 10 formed on the bottom surface side of the bearing cap 201 is divided by the protrusions 231, the residual stress of the aluminum alloy 10 is reduced, and the tightening force received by the bearing cap 201 is also reduced.
  • the aluminum alloy 10 formed between the protruding portion 231 and the journal receiving portion 22 the residual stress is dispersed in the direction perpendicular to the pressing force by the aluminum alloy 10 formed in the through space portions 241a to 241c. As a result, the tension will be weakened.
  • the bearing cap 201 can be made lighter than in the first embodiment, the lighter bearing beam 1 can be realized.
  • the oil drain hole 29 is provided through the aluminum alloy 10 existing in the through space 241a.
  • the oil drain hole 29 can be easily provided by drilling a hole that passes through the through space portion 241 a formed of the aluminum alloy 10. Moreover, the deterioration of the blade can be reduced.
  • FIG. 8 is an external view of the bearing cap 202 according to the third embodiment.
  • the bearing cap 202 is provided with a protrusion 232 in the direction of the force received from the crankshaft.
  • FIG. 8A is a view showing the structure of the bearing cap 202.
  • FIG. 8B shows the bearing beam 1 in which the bearing cap 202 is cast into the aluminum alloy 10.
  • the bearing cap 202 is constructed on the assumption that it receives a force from the crankshaft in the piston stroke direction, as indicated by an arrow. For example, in a four-cylinder engine, a large force is applied in the piston stroke direction of the bearing cap 202 from the crankshaft.
  • a protrusion 232 extends in the piston stroke direction from the journal receiving portion 22 to the bottom surface 21e of the bearing cap 202.
  • a through space 242a is formed between the protrusion 232 and the fastening hole 25a.
  • a through space 242b is formed between the protrusion 232 and the fastening hole 25b.
  • the bearing beam 1 is provided with an oil drain hole 292a and an oil drain hole 292b so as to overlap the through space 242a.
  • An oil drain hole 292c and an oil drain hole 292d are provided so as to overlap the through space 242b.
  • the protrusion 232 extends in the direction of the force received from the crankshaft. For this reason, the strength of the bearing cap 202 with respect to the crankshaft can be improved. Therefore, the strength of the bearing cap 202 can be maintained while reducing the residual stress of the aluminum alloy 10 formed around the bearing cap 202.
  • FIG. 9 is an external view of the bearing cap 203 that receives force from the crankshaft in the diagonally right and diagonal directions with respect to the piston stroke direction.
  • the bearing cap 203 is used for the bearing beam 1 of a V6 engine, for example.
  • FIG. 9A shows the structure of the bearing cap 203.
  • FIG. 9B shows the bearing beam 1 in which the bearing cap 203 is cast in the aluminum alloy 10.
  • the bearing cap 203 is provided with a protrusion 233a obliquely rightward from the journal receiving portion 22 and a protrusion 233b obliquely leftward.
  • a through space 243a is formed between the protrusion 233a and the fastening hole 25a.
  • a through space 243b is formed between the protrusion 233a and the protrusion 233b.
  • a through space 243c is formed between the protrusion 233b and the fastening hole 25b.
  • the bearing beam 1 is provided with an oil drain hole 293a so as to overlap the through space 243a.
  • An oil drain hole 293b is provided so as to overlap the through space 243b.
  • an oil drain hole 293c and an oil drain hole 292d are provided so as to overlap the through space portion 243c.
  • the increase in the weight of the bearing cap 20 is minimized by the protrusion 233a extending diagonally to the right and the protrusion 233b extending obliquely to the left. Meanwhile, the strength of the crankshaft such as the V6 engine can be increased.
  • FIG. 10 is an external view of the bearing cap 204 that is suitable when the force received from the crankshaft is particularly large in the diagonally right direction.
  • FIG. 10A shows the structure of the bearing cap 204.
  • FIG. 10B is a view showing the bearing beam 1 in which the bearing cap 204 is cast in the aluminum alloy 10.
  • the bearing cap 204 is provided with a protrusion 234 obliquely to the right from the journal receiving portion 22.
  • a through space 244a is formed between the protrusion 234 and the fastening hole 25a.
  • a through space 244b is formed between the protrusion 234 and the fastening hole 25b.
  • the bearing beam 1 is provided with an oil drain hole 294a and an oil drain hole 294b so as to overlap the through space 244a.
  • An oil drain hole 294c is provided so as to overlap the through space 244b.
  • the strength against the crankshaft is effectively improved while reducing the residual stress of the aluminum alloy 10. be able to.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Abstract

L'invention porte sur une poutre à paliers, laquelle poutre est formée par coulage de chapeaux de palier dans un métal ayant un taux de contraction thermique supérieur à celui des chapeaux de palier de métal. Le chapeau de palier comprend une partie de réception de tourillon qui est en contact avec le vilebrequin, et une partie saillante qui fait saillie à partir de la surface orthogonale à la direction axiale du vilebrequin et qui est exposée de façon à permettre une inspection visuelle même après le coulage.
PCT/JP2013/056899 2012-06-19 2013-03-13 Poutre à paliers Ceased WO2013190870A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2012-138023 2012-06-19
JP2012138023 2012-06-19

Publications (1)

Publication Number Publication Date
WO2013190870A1 true WO2013190870A1 (fr) 2013-12-27

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ID=49768479

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2013/056899 Ceased WO2013190870A1 (fr) 2012-06-19 2013-03-13 Poutre à paliers

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WO (1) WO2013190870A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115013179A (zh) * 2022-06-27 2022-09-06 东风商用车有限公司 一种鱼刺状拱形铝合金缸体内嵌件结构

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6432914U (fr) * 1987-08-24 1989-03-01
JPH0450509A (ja) * 1990-06-20 1992-02-19 Isuzu Motors Ltd ラダーフレーム
JPH0468215U (fr) * 1990-06-15 1992-06-17
JP2001170755A (ja) * 1999-12-15 2001-06-26 Tp Kogyo Kk 鋳ぐるみ用鋳鉄部材、それを用いた鋳ぐるみ製品、及び鋳ぐるみ用鋳鉄部材の製造方法
WO2012032888A1 (fr) * 2010-09-06 2012-03-15 日産自動車株式会社 Chapeau de palier métallique à base ferreuse, coulé dans un élément en alliage léger

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6432914U (fr) * 1987-08-24 1989-03-01
JPH0468215U (fr) * 1990-06-15 1992-06-17
JPH0450509A (ja) * 1990-06-20 1992-02-19 Isuzu Motors Ltd ラダーフレーム
JP2001170755A (ja) * 1999-12-15 2001-06-26 Tp Kogyo Kk 鋳ぐるみ用鋳鉄部材、それを用いた鋳ぐるみ製品、及び鋳ぐるみ用鋳鉄部材の製造方法
WO2012032888A1 (fr) * 2010-09-06 2012-03-15 日産自動車株式会社 Chapeau de palier métallique à base ferreuse, coulé dans un élément en alliage léger

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115013179A (zh) * 2022-06-27 2022-09-06 东风商用车有限公司 一种鱼刺状拱形铝合金缸体内嵌件结构

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