WO2013190897A1 - Poutre porteuse - Google Patents

Poutre porteuse Download PDF

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Publication number
WO2013190897A1
WO2013190897A1 PCT/JP2013/061772 JP2013061772W WO2013190897A1 WO 2013190897 A1 WO2013190897 A1 WO 2013190897A1 JP 2013061772 W JP2013061772 W JP 2013061772W WO 2013190897 A1 WO2013190897 A1 WO 2013190897A1
Authority
WO
WIPO (PCT)
Prior art keywords
bearing
bearing cap
bearing beam
cap
bolt
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/JP2013/061772
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 WO2013190897A1 publication Critical patent/WO2013190897A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • 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
    • 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

Definitions

  • the present invention relates to a bearing beam that supports a crankshaft of an internal combustion engine.
  • JP 39939788B discloses a bearing beam in which a bearing cap that supports a crankshaft of an internal combustion engine is cast into an aluminum beam. According to this bearing beam, it is possible to prevent the bearing cap from falling and to prevent the cylinder block from being bent or twisted.
  • An object of the present invention is to provide a bearing beam in which a journal receiving portion is not easily deformed.
  • One embodiment of the bearing beam according to the present invention is formed by casting a metal bearing cap with a metal having a thermal contraction rate larger than that of the bearing cap. And a pair of bolt holes are formed in the bearing cap, and the region located on the line connecting the centers of the bolt holes in the bottom part of the bearing cap has the same height as the bolt seat surface or the bolt seat surface. It is formed so as to protrude further than the bearing cap, and is exposed so as to be visible even after the bearing cap is cast.
  • FIG. 1A is a front view showing a first embodiment of a bearing cap used in a bearing beam according to the present invention.
  • FIG. 1B is a bottom view showing a first embodiment of a bearing cap used in a bearing beam according to the present invention.
  • FIG. 2A is a diagram illustrating the operational effects of the first embodiment.
  • FIG. 2B is a diagram illustrating the function and effect of the first embodiment.
  • FIG. 3A is a diagram for explaining another function and effect of the first embodiment.
  • FIG. 3B is a diagram illustrating another function and effect of the first embodiment.
  • FIG. 4A is a front view showing a second embodiment of the bearing cap used in the bearing beam according to the present invention.
  • FIG. 4B is a bottom view showing a second embodiment of the bearing cap used in the bearing beam according to the present invention.
  • FIG. 5A is a front view showing a third embodiment of a bearing cap used in a bearing beam according to the present invention.
  • FIG. 5B is a bottom view showing a third embodiment of the bearing cap used in the bearing beam according to the present invention.
  • FIG. 6A is a front view showing a fourth embodiment of a bearing cap used in a bearing beam according to the present invention.
  • FIG. 6B is a bottom view showing a fourth embodiment of the bearing cap used in the bearing beam according to the present invention.
  • FIG. 7 is a perspective view showing a conventional bearing beam.
  • FIG. 8A is a diagram illustrating a problem that occurs in a conventional bearing beam.
  • FIG. 8A is a diagram illustrating a problem that occurs in a conventional bearing beam.
  • FIG. 8B is a diagram illustrating a problem that occurs in a conventional bearing beam.
  • FIG. 9A is a diagram for explaining in more detail a problem that occurs in a conventional bearing beam.
  • FIG. 9B is a diagram for explaining in more detail the problems that occur in conventional bearing beams.
  • FIG. 9C is a diagram for explaining in more detail a problem that occurs in a conventional bearing beam.
  • FIG. 9D is a diagram for explaining in more detail a problem that occurs in a conventional bearing beam.
  • FIG. 9E is a diagram for explaining in more detail the problems that occur in conventional bearing beams.
  • FIG. 7 is a perspective view showing a conventional bearing beam.
  • the bearing beam 10 is formed by casting a bearing cap 11 on a ladder-shaped beam 12.
  • the journal receiving portion 11a of the bearing cap 11 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 11 is made of metal, for example, iron or iron alloy. Such a bearing cap 11 is cast into a ladder-shaped beam 12 to form a bearing beam 10.
  • the beam 12 is made of metal having a thermal contraction rate larger than that of the bearing cap 11, and is made of, for example, aluminum or an aluminum alloy.
  • FIG. 8A and FIG. 8B are diagrams for explaining a problem that occurs in a conventional bearing beam.
  • the bearing cap 11 used in the conventional bearing beam 10 has a bottom 11b that is coaxial with the semicircular recess of the journal receiving portion 11a.
  • ⁇ Bearing cap 11 is cast by pouring a molten aluminum alloy around bearing cap 11 like this. As the poured molten metal cools and hardens, stress is generated inside and the stress remains. In particular, the bottom portion 11b of the bearing cap 11 is coaxial with the semicircular recess of the journal receiving portion 11a, so that the molten aluminum alloy also enters the recess. And when the temperature of a molten metal cools, the temperature of this part does not fall easily. After the molten metal cools and hardens, stress toward the center tends to remain inside as indicated by an arrow in FIG. 8A. Such residual stress acts to widen the journal receiving portion 11a of the bearing cap 11 as shown in FIG. 8B.
  • FIG. 9A to FIG. 9E are diagrams for explaining in detail the problems that occur in the conventional bearing beam.
  • the shape of each part is greatly deformed for easy understanding.
  • the bearing beam 10 is formed by casting the bearing cap 11 on the ladder-shaped beam 12.
  • the bearing cap 11 has a shape as shown in FIG. 9A, for example.
  • the bearing cap 11 is made of metal, for example, iron or iron alloy.
  • Such a bearing cap 11 is cast with an aluminum alloy or the like to form a bearing beam 10. As the molten aluminum alloy cools and hardens, stress is generated inside the aluminum alloy, and the stress remains. This residual stress acts to widen the journal receiving portion 11a of the bearing cap 11 as shown in FIG. 9B.
  • FIG. 1A is a front view showing a first embodiment of a bearing cap used in a bearing beam according to the present invention.
  • FIG. 1B is a bottom view showing a first embodiment of a bearing cap used in a bearing beam according to the present invention.
  • a pair of bolt holes 11c are formed in the bearing cap 11 of the first embodiment.
  • the bearing cap 11 has a flat bottom portion 11b, and a region located on a line connecting the centers of the bolt holes 11c has the same height as the bolt seat surface 11d. Since it is such a shape, even if the bearing cap 11 is cast with an aluminum alloy, as shown in FIG. 1B, the bottom 11b is exposed so as to be visible.
  • FIG. 2A and FIG. 2B are diagrams for explaining the operational effects of the first embodiment.
  • the bearing cap 11 of the first embodiment does not have a recess in the bottom portion 11b as compared with the above-described reference embodiment. Therefore, the strength (lower end strength) near the bottom of the bearing cap 11 is high.
  • the journal diameter deformation amount There is a correlation as shown in FIG. 2B between the lower end strength of the bearing cap 11 and the journal diameter deformation amount. That is, as the lower end strength of the bearing cap 11 increases, the journal diameter deformation amount decreases. If there is no depression of the bottom 11b of the bearing cap 11 as in the first embodiment, the strength is high and deformation is difficult. Also, if there is no depression in the bottom 11b of the bearing cap 11, even if a molten aluminum alloy is poured around the bearing cap 11, there is no space, so the molten metal does not flow around. Therefore, since the stress generated as the poured molten metal cools and hardens, the journal receiving portion is also difficult to deform from this point.
  • FIG. 3A and FIG. 3B are diagrams for explaining another operational effect of the first embodiment.
  • the bottom of the bearing cap 11 is cut.
  • the parting line 11f must be positioned above the cutting line 11e. If the bearing cap 11 is cast into the aluminum alloy while the parting line 11f remains, the protruding parting line may bite into the aluminum alloy, which may cause cracks. Therefore, it is necessary to remove the parting line.
  • a parting line 11f can be provided below the cutting line 11e.
  • the parting line 11f can also be removed by cutting for securing the bolt seat surface 11d. Therefore, it is excellent in mass productivity.
  • the bearing beam 10 in which the journal receiving portion is not easily deformed. Therefore, even if a long time elapses after the crankshaft is assembled and the internal combustion engine is operated, The deformation of the receiving portion can be suppressed to a small level. It is also excellent in mass productivity. Further, if the bearing cap 11 is made of, for example, iron or iron alloy, it is possible to achieve both manufacturing cost and performance, and weight reduction can be achieved if aluminum or aluminum alloy is used for the cast metal.
  • FIG. 4A is a front view showing a second embodiment of the bearing cap used in the bearing beam according to the present invention.
  • FIG. 4B is a bottom view showing a second embodiment of the bearing cap used in the bearing beam according to the present invention.
  • the bearing cap 11 of the second embodiment a part of the bottom portion 11b is convex as compared with the first embodiment.
  • the region located on the line connecting the centers of the bolt holes 11c protrudes from the same height as the bolt seat surface 11d or from the bolt seat surface 11d. Since it is such a shape, even if the bearing cap 11 is cast with an aluminum alloy, the bottom 11b is visibly exposed as shown in FIG. 4B.
  • the bearing cap 11 The strength near the bottom (lower end strength) is higher than that in the first embodiment. Therefore, it becomes more difficult to deform compared to the first embodiment.
  • FIG. 5A is a front view showing a third embodiment of a bearing cap used in a bearing beam according to the present invention.
  • FIG. 5B is a bottom view showing a third embodiment of the bearing cap used in the bearing beam according to the present invention.
  • the bearing cap 11 Compared with the first embodiment, the bearing cap 11 according to the third embodiment leaves the region located in the line connecting the centers of the bolt holes 11c in the bottom portion 11b in a rib shape, and deviates from the region. The area has been stripped. The area
  • the strength of the lower end of the bearing cap is increased as compared with the above-described reference embodiment, and it is difficult to deform.
  • a space 11g penetrating the front and rear of the bearing cap 11 is formed.
  • the molten metal also circulates in the space 11g. Therefore, the adhesion between the bearing cap 11 and the aluminum alloy is improved.
  • FIG. 6A is a front view showing a fourth embodiment of a bearing cap used in a bearing beam according to the present invention.
  • FIG. 6B is a bottom view showing a fourth embodiment of the bearing cap used in the bearing beam according to the present invention.
  • the part closer to the journal receiving part than the parting line is cast so that the parting line 11f is exposed. In this way, it is not necessary to remove the parting line 11f, and the mass productivity is excellent.

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

Abstract

L'invention concerne une poutre porteuse formée par coulée de chapeaux de palier métalliques dans un métal présentant un taux de contraction thermique plus élevé que celui des chapeaux de palier. Deux trous de boulon sont formés dans les chapeaux de palier, et la partie se trouvant sur la ligne reliant le centre de chaque trou de boulon dans la base des chapeaux de palier est formée de manière à ce qu'elle soit à la même hauteur que la surface portant les boulons ou qu'elle dépasse de la surface portant les boulons, et qu'elle soit exposée de manière à être visible même après la coulée des chapeaux de palier.
PCT/JP2013/061772 2012-06-19 2013-04-22 Poutre porteuse Ceased WO2013190897A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2012138025 2012-06-19
JP2012-138025 2012-06-19

Publications (1)

Publication Number Publication Date
WO2013190897A1 true WO2013190897A1 (fr) 2013-12-27

Family

ID=49768504

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2013/061772 Ceased WO2013190897A1 (fr) 2012-06-19 2013-04-22 Poutre porteuse

Country Status (1)

Country Link
WO (1) WO2013190897A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08312456A (ja) * 1995-05-11 1996-11-26 Toyota Motor Corp シリンダブロックロアケース
JP2000291808A (ja) * 1999-04-13 2000-10-20 Honda Motor Co Ltd オイルシールの潤滑装置
JP2003201912A (ja) * 2002-01-07 2003-07-18 Honda Motor Co Ltd エンジンのバランサー装置
JP2010144608A (ja) * 2008-12-18 2010-07-01 Nissan Motor Co Ltd 複リンク式エンジンの軸受構造

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08312456A (ja) * 1995-05-11 1996-11-26 Toyota Motor Corp シリンダブロックロアケース
JP2000291808A (ja) * 1999-04-13 2000-10-20 Honda Motor Co Ltd オイルシールの潤滑装置
JP2003201912A (ja) * 2002-01-07 2003-07-18 Honda Motor Co Ltd エンジンのバランサー装置
JP2010144608A (ja) * 2008-12-18 2010-07-01 Nissan Motor Co Ltd 複リンク式エンジンの軸受構造

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