CN106257032B

CN106257032B - Assembly for V-type engine

Info

Publication number: CN106257032B
Application number: CN201610427438.7A
Authority: CN
Inventors: C·K·帕拉佐罗; D·赛彼拉; L·巴雷托
Original assignee: Ford Global Technologies LLC
Current assignee: Ford Global Technologies LLC
Priority date: 2015-06-16
Filing date: 2016-06-16
Publication date: 2020-02-11
Anticipated expiration: 2036-06-16
Also published as: RU2712334C2; RU2016122172A; CN106257032A; DE102016109849A1; RU2016122172A3

Abstract

A cylinder block assembly for a V-type engine is provided. In one example, a cylinder block assembly includes a cylinder block including a plurality of cylinders divided into a first bank and a second bank, a valley positioned between the first bank and the second bank, and a plurality of crankshaft supports. The cylinder block assembly also includes a structural frame including an inner surface coupled to the plurality of crankshaft supports and two top surfaces disposed above the inner surface and on opposite sides of the assembly, wherein each top surface is coupled to the cylinder block above a top of the plurality of crankshaft supports.

Description

Assembly for V-type engine

CROSS-REFERENCE TO RELATED APPLICATIONS

This patent application is a partial continuation of us patent 9057340, U.S. patent application serial No.13/270131 entitled "CYLINDERBLOCK ASSEMBLY," filed on 10/2011, and us 9057340 claims priority to us provisional patent application No. 61/428,119 entitled "CYLINDER BLOCK ASSEMBLY," filed on 29/2010, wherein the entire contents of each of the patents are incorporated herein by reference for all purposes.

Technical Field

The present application relates to an assembly for a V-type engine.

Background

Internal combustion engines are continually being improved to reduce noise, vibration, and harshness (NVH), as well as to increase the structural integrity of the connections between the various components. Components coupled to the cylinder block (such as the structural frame) may experience a significant amount of stress during engine operation. Specifically, during operation, vibrations may be transferred from the engine to the structural frame.

Accordingly, a ladder type frame integrally molded with a cylinder block has been developed. For example, in U.S. patent No.5357922, a cylinder block assembly is disclosed. The cylinder block assembly includes a skirt portion and a ladder frame integrally molded with a portion of the cylinder block. When the ladder frame is integrally molded with a portion of the cylinder block, noise, vibration, and harshness (NVH) in the engine may be reduced.

The inventors herein have recognized various disadvantages of the cylinder block assembly disclosed in US 5357922. For example, when the cylinder block and the ladder frame are integrally molded, the crankshaft and other engine components are difficult to mount. Further, integrally molding the cylinder block with the ladder frame may limit the shape of the ladder frame and reduce the amount of machining that may be performed on the ladder frame after molding.

Disclosure of Invention

The inventors herein have recognized challenges of NVH reduction and strength-weight compromise within cylinder block assemblies, and have provided a cylinder block assembly for a V-type engine comprising: a cylinder block including a plurality of cylinders divided into a first bank and a second bank, a valley positioned between the first bank and the second bank, and a plurality of crankshaft supports; and a structural frame including an inner surface coupled to the plurality of crankshaft supports and two top surfaces disposed above the inner surface and on opposite sides of the assembly, wherein each top surface is coupled to the cylinder block above a top of the plurality of crankshaft supports.

This summary is provided to introduce a selection of concepts in a simplified form that are further described below in the detailed description. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter. Furthermore, the claimed subject matter is not limited to implementations that solve any or all disadvantages noted in any part of this disclosure.

Drawings

Fig. 1 shows a schematic diagram of an internal combustion engine.

FIG. 2 illustrates another schematic view of the internal combustion engine shown in FIG. 1 including a cylinder block assembly.

FIG. 3 illustrates an exploded perspective view of an example cylinder block assembly.

FIG. 4 shows an assembled view of the cylinder block assembly shown in FIG. 3.

FIG. 5 shows a bottom view of the structural frame included in the cylinder block assembly shown in FIG. 3.

FIG. 6 shows a rear end view of the cylinder block shown in FIG. 3.

Figure 7 shows a rear end view of the structural frame shown in figure 3.

FIG. 8 shows a rear end view of the cylinder block assembly shown in FIG. 4.

FIG. 9 shows a left side view of the cylinder block assembly shown in FIG. 4.

FIG. 10 shows a right side view of the cylinder block assembly shown in FIG. 4.

FIG. 11 shows a front end view of the cylinder block shown in FIG. 3.

Figure 12 shows a front end view of the structural frame shown in figure 3.

Fig. 13 and 14 show cross-sectional views of the cylinder block assembly shown in fig. 4.

Fig. 15 and 16 show side views of the cylinder block shown in fig. 3.

Fig. 17 shows a top view of the structural frame shown in fig. 3.

FIG. 18 shows a top view of the cylinder block assembly shown in FIG. 4.

FIG. 19 shows a bottom view of the cylinder block shown in FIG. 3.

Fig. 3-19 are drawn approximately to scale.

Detailed Description

Referring to FIG. 1, an internal combustion engine 10 including a plurality of cylinders, one cylinder of which is shown in FIG. 1, is controlled by an electronic engine controller 12. Engine 10 includes cylinders 30 and cylinder walls 32 with pistons 36 positioned within the cylinder walls and connected to crankshaft 40. Cylinder 30 is also referred to as a combustion chamber. Combustion chamber 30 is shown communicating with intake manifold 44 and exhaust manifold 48 via respective intake valve 52 and exhaust valve 54. Each intake and exhaust valve may be operated by an intake cam 51 and an exhaust cam 53. Alternatively, one or more of the intake and exhaust valves may be operated by an electro-mechanically controlled valve coil and armature assembly. The position of the intake cam 51 may be determined by an intake cam sensor 55. The position of exhaust cam 53 may be determined by exhaust cam sensor 57.

Intake manifold 44 is also shown intermediate intake valve 52 and intake compression tube 42. Fuel is delivered to fuel injector 66 by a fuel system (not shown) including a fuel tank, fuel pump, and fuel rail (not shown). The engine 10 of fig. 1 is configured such that fuel is injected directly into the engine cylinders, which is known to those skilled in the art as direct injection. Fuel injector 66 is supplied operating current from driver 68, driver 68 being responsive to controller 12. Additionally, intake manifold 44 is shown communicating with an optional electronic throttle 62 having a throttle plate 64. In one example, a low pressure direct injection system may be used, wherein the fuel pressure may be raised to approximately 20-30 bar. Alternatively, a high pressure, dual stage fuel system may be used to generate the higher fuel pressure. Additionally or alternatively, a fuel injector may be positioned upstream of intake valve 52 and configured to inject fuel into the intake manifold, which is known to those skilled in the art as port injection.

Distributorless ignition system 88 provides ignition spark to cylinder 30 via spark plug 92 in response to controller 12. Universal Exhaust Gas Oxygen (UEGO) sensor 126 is shown coupled to exhaust manifold 48 upstream of catalytic converter 70. Alternatively, a two-state exhaust gas oxygen sensor may be substituted for UEGO sensor 126.

In one example, converter 70 may include a plurality of catalyst bricks. In another example, multiple emission control devices, each having multiple bricks, may be used. In one example, converter 70 may be a three-way type catalyst.

The controller 12 is shown in FIG. 1 as a conventional microcomputer including: a microprocessor unit 102, input/output ports 104, a read only memory 106, a random access memory 108, a non-volatile memory 110, and a conventional data bus. Controller 12 is shown receiving various signals from sensors coupled to engine 10, including, in addition to those signals previously discussed: engine Coolant Temperature (ECT) from temperature sensor 112 coupled to cooling sleeve 114; a position sensor 134 coupled to accelerator pedal 130 for sensing force applied by foot 132; a measurement of engine manifold pressure (MAP) from a pressure sensor 122 coupled to intake manifold 44; an engine position sensor from a Hall effect sensor 118 sensing crankshaft 40 position; a measurement of air mass entering the engine from sensor 120; and a measurement of throttle position from sensor 58. Atmospheric pressure may also be sensed (sensor not shown) for processing by controller 12. In a preferred aspect of the present description, the Hall Effect sensor 118 generates a predetermined number of equally spaced pulses from each rotation of the crankshaft from which engine speed (RPM) may be determined.

During operation, each cylinder within engine 10 typically undergoes a four-stroke cycle: the cycle includes an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke. Generally, during the intake stroke, exhaust valve 54 closes and intake valve 52 opens. Air is introduced into cylinder 30 through intake manifold 44 and piston 36 moves to the bottom of the cylinder to increase the volume within combustion chamber 30. The position of piston 36 near the bottom of the cylinder and at the end of its stroke (e.g., when combustion chamber 30 is at its largest volume) is typically referred to by those skilled in the art as Bottom Dead Center (BDC). During the compression stroke, intake valve 52 and exhaust valve 54 are closed. Piston 36 moves toward the cylinder head to compress the air within combustion chamber 30. The point at which piston 36 is at the end of its stroke and closest to the cylinder head (e.g., when combustion chamber 30 is at its smallest volume) is commonly referred to by those skilled in the art as Top Dead Center (TDC). In a process hereinafter referred to as injection, fuel is introduced into the cylinder. In a process hereinafter referred to as ignition, the injected fuel is ignited by a known ignition device, such as spark plug 92, resulting in combustion. During the expansion stroke, the expanding gases push piston 36 back to BDC. Crankshaft 40 converts piston movement into rotational torque of the rotating shaft. Finally, during the exhaust stroke, the exhaust valve 54 opens to release the combusted air-fuel mixture to exhaust manifold 48 and the piston returns to TDC. It is noted that the above is shown merely as an example, and that intake and exhaust valve opening and/or closing timings may vary to provide positive or negative valve overlap, late intake valve closing, or various other examples.

Engine 10 may further include a turbocharger having a compressor 80 positioned in intake manifold 44 coupled to a turbine 82 positioned in exhaust manifold 48. The drive shaft 84 may couple the compressor to the turbine. Thus, the turbocharger may include a compressor 80, a turbine 82, and a drive shaft 84. The exhaust gas may be directed through the turbine, driving the rotor assembly, which in turn rotates the drive shaft. In turn, the drive shaft rotates an impeller included in a compressor configured to increase the density of the air delivered to the cylinders 30. In this way, the power output of the engine may be increased. In other examples, the compressor may be mechanically driven, and the turbine 82 may not be included within the engine. Further, in other examples, engine 10 may be naturally aspirated.

Referring to FIG. 2, an example schematic of engine 10 is shown. Engine 10 includes a cylinder head 200 coupled to a cylinder block assembly 202. It should be appreciated that the engine may further include various components that may attach the cylinder head to the cylinder block assembly, such as cylinder head gaskets (not shown), bolts or other suitable attachment devices, and the like.

The cylinder head and cylinder block assembly may each include at least one cylinder. As discussed above with reference to FIG. 1, engine 10 may include additional components configured to perform combustion in at least one cylinder.

The cylinder block assembly may include a cylinder block 204 coupled to a structural frame 206. The structural frame may include a lubrication circuit 207 integrated therein. The lubrication circuit may include an oil passage 208, an oil filter 210, an oil pump 212, and a solenoid valve 213. The oil passages may be configured to provide lubrication to various engine components, such as the crankshaft and crankshaft bearings. An oil filter may be coupled to the oil passage and configured to remove unwanted particles from the oil passage. Further, an oil pump may also be coupled to an oil passage included in the oil passage 208 and configured to increase the pressure in the lubrication circuit 207. It should be understood that additional integrated components may be included in the structural frame 206. For example, the integrated components may include balance shafts, cylinder block heaters, actuators, and sensors.

In one example, an oil pan 214 may be coupled to the structural frame 206. An oil pan may be included in the lubrication circuit. The oil pump 212 may also be coupled to the structural frame 206 by bolts or other suitable fasteners. The oil pump 212 may be configured to circulate oil from an oil pan 214 into the oil passage 208. Accordingly, the oil pump may include a pick-up (pick-up) disposed within the oil pan as discussed in more detail herein with reference to fig. 3. It should be appreciated that the oil passage 208 may be fluidly coupled to an oil passage included within the cylinder head 200.

Engine 10 may further include a cooler 260 integrated into cylinder block assembly 202. The cooler 260 may be configured to remove heat from the lubrication circuit 207. The cooler 260 may be an oil cooler.

Referring to FIG. 3, an exploded perspective view of an example cylinder block assembly 202 is shown. As depicted, cylinder block assembly 202 includes a cylinder block 204 positioned vertically above a structural frame 206. The pump 212 and oil pan 214 are positioned vertically below the structural frame 206. Directional vectors (i.e., longitudinal, vertical, and lateral) are provided for conceptual understanding. However, it should be understood that when the cylinder block assembly is included in a vehicle, it may be positioned in several orientations.

Cylinder block 204 also includes a plurality of crankshaft supports 300 positioned at a bottom of cylinder block 204 and configured to structurally support a crankshaft (not shown). The plurality of crankshaft supports 300 may be referred to as a set of crankshaft supports. In the depicted embodiment, there are four crankshaft supports 300. However, in other examples, cylinder block 204 may include two crankshaft supports. Additionally, in other examples, cylinder block 204 may include a crankshaft support 300. The crankshaft supports 300 may each include a bearing cap 304. The bearing cap may be configured to receive a crankshaft bearing. Thus, the crankshaft support forms an opening configured to receive a crankshaft bearing (not shown) configured to allow rotation of a crankshaft (not shown). It should be appreciated that the crankshaft may include various components, such as counterweights, journals, crankpin journals, and the like. The crankpin journals may each be coupled to the piston by a connecting rod. In this way, combustion in the cylinder may be used to rotate the crankshaft.

The bearing caps 304 may each include a structural frame attachment recess 306. In other examples, structural frame attachment features may be provided (e.g., protrusions) in addition to recesses. In the depicted example, each bearing cap 304 includes only a single attachment recess 306, which is centrally located with reference to the lateral edges of the bearing cap 304. However, in other examples, each bearing cap 304 may include a plurality of attachment recesses positioned between fasteners coupling the bearing cap 304 to the engine block. In another example, each bearing cap may include a centrally located structural frame attachment recess and two perimeter attachment recesses. It should be appreciated that when a single centrally located structural frame attachment recess is provided, the manufacturing process may be simplified while increasing the strength of the connection between the structural frame 206 and the cylinder block 204. Thus, when a centrally located attachment recess is utilized, the structural integrity of cylinder block assembly 202 may be increased. Additionally, NVH in the engine 10 may be reduced when the centrally located structural frame attachment recess 306 is utilized. In particular, NVH transferred from the bearing cap 304 to the structural frame 206 may be reduced. The structural frame attachment recess partially passes through the bearing cap 304. Referring to fig. 19, the structural frame attachment recess 306 is shown in greater detail herein.

The structural frame attachment recesses may be configured to receive fasteners, such as bolts or other suitable attachment devices, for coupling the structural frame 206 to the cylinder block 204, which are discussed in more detail herein with reference to fig. 1 and 13. In this manner, structural frame 206 is coupled to cylinder block 204 through bearing cap 304. Each structural frame attachment recess 306 extends vertically into crankshaft support 300 from a bottom surface 308 of each bearing cap. Further, each structural frame attachment recess is positioned at a midpoint between the lateral edges of the bottom surface 308, which is shown in fig. 19 and described in more detail herein. In addition, each structural frame attachment recess 306 is arranged perpendicular to the centerline 339. However, in other examples, the structural frame attachment recess may be positioned at another suitable location. Additionally, in some examples, the structural frame attachment recesses may have alternative geometries and/or orientations.

As shown, the crankshaft support 300 is formed from a continuous piece of material. In other words, the crankshaft supporter 300 is manufactured by a single casting. Additionally, in the depicted example, cylinder block 204 is an integrated engine cylinder block constructed in a single casting. The crankshaft support may be open or otherwise separated from the cylinder block 204 after casting so that a crankshaft (not shown) may be installed. After the crankshaft is properly positioned, the parts of the crankshaft support may then be secured to the cylinder block after separation from the cylinder block. In this way, the structural integrity and accuracy of the mating interface of the crankshaft support may be increased when compared to other cylinder block designs that may couple separately constructed (e.g., cast) upper and lower parts of the cylinder block to form a bearing cap. Further, NVH in the cylinder block assembly may also be reduced when the crankshaft support is constructed from a single piece of material.

Cylinder block 204 also includes an outer front wall 310. The outer front wall 310 is shown in more detail in fig. 11. Likewise, cylinder block 204 also includes an outer rear wall 312, as shown in FIG. 6. The outer front wall 310 includes a first outermost crankshaft support 1100, which is shown in fig. 11 and discussed in more detail herein. However, in examples where the cylinder block includes two crankshaft supports, the outer front wall includes a first crankshaft support. The outer rear wall 312 includes a second outermost crankshaft support 600, which is discussed in more detail herein with reference to fig. 6.

With continued reference to FIG. 3, as depicted, cylinder block 204 includes a plurality of cylinders 314. However, in other examples, cylinder block 204 may include a single cylinder. It should be understood that the cylinder 30 shown in FIG. 1 may be included in the plurality of cylinders 314. The plurality of cylinders 314 may be conceptually divided into a first bank and a second bank (316 and 318). Referring to FIG. 18, the cylinder bank 318 is shown in greater detail herein. As shown, the engine may be in a V-type configuration (e.g., also referred to as a V-type engine) in which opposing cylinders in each respective cylinder bank are positioned at a non-straight angle relative to each other. Thus, the cylinders are arranged in a V-shape. However, in other examples, other cylinder configurations are possible. Valley 320 may be positioned between first and second banks (316 and 318) of cylinder block 204. When cylinder block assembly 202 is assembled, cooler 260 may be positioned in the valley. When positioned within the valley, the cooler 260 extends into the interior of the valley 320. For example, cooler 260 extends from a top exterior surface of cylinder block 204 and down into an interior of valley 320 in the space separating the first bank and the second bank. Shims 319 may be positioned between cooler 260 and cylinder block 204. As shown in fig. 3, the shims are positioned on the top exterior surface of cylinder block 204 at a vertex positioned between angled cylinder block engagement surfaces 322 and 324, as further described below.

Cylinder block 204 also includes a first cylinder head engaging surface 322 positioned at a top 323 of the cylinder block. Additionally, in the depicted example, the cylinder block includes a second cylinder head engagement surface 324. However, in other examples, cylinder block 204 may include a single cylinder head engaging surface. The first and second cylinder head engaging surfaces (322 and 324) may be configured to couple to the cylinder head 200 shown in fig. 2. In some examples, suitable attachment devices (such as bolts) may be used to couple cylinder head 200 to cylinder block 204. When cylinder head 200 is assembled (as shown in fig. 2) and cylinder block 204 is attached, combustion chambers may be formed in which combustion may be effected, as previously discussed with reference to fig. 1. A suitable attachment device (not shown) may be used to couple cylinder head 200, shown in fig. 2, to cylinder block 204. Additionally, a seal (e.g., gasket) may be positioned between the cylinder head 200 and the first and second cylinder head engaging surfaces (322 and 324) to seal the cylinder.

The cylinder block 204 also includes two structural frame engagement surfaces (326 and 328) configured to attach to two corresponding cylinder block sidewall engagement surfaces (330 and 332) included in the structural frame 206, which will be discussed in greater detail herein. Two structural frame engagement surfaces (326 and 328) are positioned on opposite sides of cylinder block 204. In the perspective view of the cylinder block assembly 202 shown in fig. 3, the second structural frame engagement surface 328 is not fully visible. However, the second structural frame engagement surface 328 and other components included on the other side of the cylinder block are shown in more detail in FIG. 19. As depicted, the structural frame engagement surfaces (326 and 328) include a plurality of fastener openings 334. The fastener openings 334 may be configured to receive fasteners (such as bolts) when coupled to the structural frame 206, as will be discussed in more detail herein with reference to fig. 4.

Cylinder block 204 also includes a first outer sidewall 333 and a second outer sidewall 335. The first cylinder block outer side wall 333 is shown in more detail in fig. 15. Likewise, the second cylinder block outer side wall 335 is shown in more detail in FIG. 16. The first cylinder block outer side wall 333 extends from the first cylinder head engagement surface 322 to a first structural frame engagement surface 326, which is positioned between the centerlines 339 of the plurality of crankshaft supports 300. Likewise, a second cylinder block outer side wall 335 extends from the second cylinder head engagement surface 324 to a second structural frame engagement surface 328, which is positioned between the centerlines 339 of the plurality of crankshaft supports 300. As shown, the structural frame engagement surfaces (326 and 328) are substantially planar. However, in other examples, the structural frame engagement surface may have another geometric configuration. For example, the height of the structural frame engagement surface may vary.

Further, the structural frame 206 includes a bottom surface 309 and two outer side walls (i.e., a first structural frame outer side wall 336 and a second structural frame outer side wall 338). In some examples, the oil pan engagement surface 506 (shown in fig. 5) may be the bottom surface 309 of the structural frame 206. However, in other examples, bottom surface 309 may include additional components. A first structural frame outer side wall 336 extends from the bottom surface 309 and includes the first cylinder block side wall engagement surface 330. Likewise, a second structural frame outer side wall 338 extends from the bottom surface 309 and includes a second cylinder block side wall engagement surface 332. Further, when cylinder block assembly 202 is assembled, first and second structural frame outer side walls (336 and 338) extend above the top of crankshaft support 300. Additionally, the bottom surface 309 is below the crankshaft support 300. However, in other examples, other configurations are possible. For example, the first and second structural frame outer side walls (336 and 338) may not extend above the top of the crankshaft support. As depicted, the structural frame has a U-shape. However, in other examples, other shapes are possible. Cylinder block sidewall engagement surfaces (330 and 332) are configured to attach to structural frame engagement surfaces (326 and 328) on cylinder block 204 and are positioned on opposite sides of structural frame 206. In the depicted example, the cylinder block sidewall engagement surfaces (330 and 332) form the top surface of the structural frame. However, in other examples, other configurations are possible. The cylinder block sidewall engagement surfaces (330 and 332) include a plurality of fastener openings 340 along their length. As shown, the cylinder block sidewall engagement surfaces (330 and 332) are substantially planar and suitably (consent) transverse and longitudinal planes. However, in other examples, alternative configurations and orientations are possible. For example, the vertical height of the sidewall engagement surface may vary.

The structural frame may further include front cover engagement surfaces (382 and 384) extending along at least a portion of the outer side walls (336 and 338) of the structural frame. A first seal 370 may be positioned between the first cylinder block sidewall engagement surface 330 and the first structural frame engagement surface 326. Likewise, a second seal 372 may be positioned between the second cylinder block sidewall engagement surface 332 and the second structural frame engagement surface 328. The first and second seals (370 and 372) may substantially seal against air and liquid. Exemplary seals include, but are not limited to, gaskets, adhesives, and the like.

Structural frame 206 includes an interior portion 342 adjacent crankshaft support 300 when cylinder block assembly 202 is assembled. The inner portion 342 includes a fastener opening 344, shown in fig. 5 and 17, configured to receive a suitable fastener, such as a bolt. The fasteners may extend through the fastener openings 344 in the structural frame 206 and the attachment recesses 306 in the cylinder block 204. In particular, the corresponding fastener openings and attachment recesses may be aligned to accept fasteners. In this way, structural frame 206 may be coupled to cylinder block 204 in another location, thereby increasing the structural integrity of cylinder block assembly 202 and reducing NVH during engine operation. Referring to fig. 17, the inner portion 342 of the structural frame 206 is described in more detail herein.

In some examples, cylinder block 204 and structural frame 206 may be constructed of different materials. Specifically, in one example, cylinder block 204 may be constructed from a material having a greater strength to volume ratio than structural frame 206. However, in other examples, the cylinder block and structural frame may be constructed of substantially the same material. Exemplary materials that may be used to construct the cylinder block include grey iron, vermicular iron, ductile iron, aluminum, magnesium, and/or plastic. Exemplary materials used to construct the structural frame include grey iron, vermicular cast iron, ductile iron, aluminum, magnesium, and/or plastic. In one particular example, the cylinder block may be constructed of vermicular cast iron and the structural frame may be constructed of aluminum. In this way, increased structural integrity may be provided to locations in the cylinder block assembly that experience greater stresses, such as the combustion chamber and surrounding areas. Further, when the aforementioned combination of materials is utilized in a cylinder block assembly, the volumetric size of the cylinder block assembly may be reduced as compared to a cylinder block constructed solely of aluminum. Additionally, the structural frame may be constructed from a material having a greater strength to weight ratio than the material used to construct the cylinder block, thereby enabling a weight reduction of cylinder block assembly 202.

The cylinder block assembly also includes an oil pan 214 positioned vertically below the structural frame 206 and cylinder block 204. When the oil pump 212 is assembled, the oil pump 212 may be coupled to an oil pan engagement surface 506 located on a bottom side (shown in fig. 5) of the structural frame. In addition, the oil pump includes an oil pickup 350 positioned in the oil pan when the cylinder block assembly is assembled, and an outlet port 352 configured to deliver oil to an oil passage 510 in the structural frame 206 (shown in fig. 5). In this manner, the oil pump 212 may receive oil from the oil pan 214. The cylinder block assembly 202 also includes an oil filter 210 and an oil filter port 550 for receiving the oil filter 210. The oil filter may be coupled to the plate cooler 360. The plate cooler 360 cools the engine oil as it circulates throughout the engine.

The cylinder block assembly 202 also includes an oil pan 214. The oil pan includes a third structural frame engagement surface 374 having fastener openings 376 for receiving fasteners. The seal 378 may be positioned between the third structural frame engagement surface 374 and the oil pan engagement surface 506 included with the structural frame shown in fig. 5, which is discussed in more detail herein.

The structural frame 206 also includes a sensor mounting boss 213 for receiving a sensor, such as an oil pressure sensor. As shown, the sensor mounting boss 213 is positioned on the first structural frame outer side wall 336. However, in other examples, the sensor mounting boss may be positioned in another suitable location, such as on the second structural frame outer side wall 338.

FIG. 4 shows another perspective view of cylinder block assembly 202 in an assembled configuration. As shown, cylinder block 204 is attached to structural frame 206. As shown, first and second cylinder sidewall engagement surfaces (330 and 332) on the structural frame 206 may be coupled to corresponding structural frame engagement surfaces (326 and 328). It should be appreciated that the structural frame engagement surface and the cylinder block sidewall engagement surface may be correspondingly contoured to attach to one another such that the surfaces are in coplanar contact. However, in some examples, as previously discussed, a seal may be positioned between the engagement surfaces.

The fastener 400 extends through fastener openings (334 and 340) in both the structural frame engagement surfaces (326 and 328) and the cylinder block sidewall engagement surfaces (330 and 332). In this way, the engagement surfaces may be secured to each other. Although fig. 4 shows the engagement surfaces within a single side of the cylinder block assembly 202 attached, it should be understood that engagement surfaces on opposite sides of the cylinder block assembly may also be coupled.

Fig. 5 shows an outer portion 500 of the bottom surface 309 of the structural frame 206. As shown, the fastener openings 344 extend from the inner portion 342 of the structural frame 206 shown in fig. 3 to the outer portion 500 of the structural frame 206, thereby forming openings. When the cylinder block assembly is in an assembled configuration, the previously discussed fasteners (such as bolts) may extend through the fastener openings 344. Additionally, the fastener openings 344 may be longitudinally aligned. In the depicted example, the structural frame 206 has a ladder-type configuration. In the ladder configuration, the structural frame 206 includes laterally aligned supports 502. When the structural frame 206 has a ladder configuration, it may be referred to as a ladder frame. Specifically, in the ladder configuration, the supports 502 align with the crankshaft supports 300 shown in fig. 3 when the cylinder block assembly 202 is assembled, thereby providing structural support to the cylinder block 204 and crankshaft. It should be appreciated that when cylinder block 204 is attached to structural frame 206 in this manner, the structural integrity of the cylinder block assembly may be increased and NVH during engine operation may be reduced. However, in other examples, other support alignment is possible, or the supports may not be included in the structural frame. Oil pan engagement surface 506 is also shown in fig. 5. The oil pan engagement surface includes fastener openings 504 configured to receive fasteners when the fasteners are attached to the oil pan 214. The structural frame 206 also includes an oil passage 510 configured to receive oil from the outlet port 352 of the oil pump 212. The structural frame 206 also includes an oil filter port 550 for supplying and receiving oil from the oil filter 210.

FIG. 6 shows the outer rear wall 312 of the cylinder block 204, which includes the outermost crankshaft support 600 and the corresponding bearing cap 602. Bearing cap 602 includes a bottom surface 604, which is included in the plurality of bottom surfaces 308 shown in fig. 3, and a centrally located attachment recess 606, which is included in the plurality of attachment recesses 306 shown in fig. 3. The attachment recess 306 may be centrally located with reference to a lateral edge of the bottom surface 308, which is discussed in more detail herein with reference to fig. 19. The cylinder head engaging surfaces (322 and 324) and the first and second structural frame engaging surfaces (326 and 328) are also shown in fig. 6. Similarly, fig. 7 illustrates a rear end 700 of the structural frame 206. First and second cylinder sidewall engagement surfaces (330 and 332) are also depicted in FIG. 7.

Fig. 8 shows a view of a rear portion 800 of cylinder block assembly 202, rear portion 800 including rear wall 312 of cylinder block 204 and rear end 700 of structural frame 206 in an assembled configuration. As shown, the structural frame 206 may be coupled to an outer rear wall 312 of the cylinder block 204. As shown, the rear end 700 and rear wall 312 of the structural frame 206 provide a transmission bell housing engagement surface 802. The transmission bell housing engagement surface 802 may be coupled to a transmission bell housing (not shown). As such, the transmission may be attached to the cylinder block assembly 202. Further, the structural frame 206 isolates at least a portion of the interior of the engine 10 from a transmission (not shown). As shown, the transmission bell housing engagement surface is positioned proximate a perimeter of the aft end of cylinder block assembly 202. However, in other examples, the transmission bell housing engagement surface may be positioned in another suitable location. A plurality of connection recesses 804 are included in the transmission bell housing engagement surface 802. The connecting recess may be configured to receive a fastener for connecting the transmission bell housing to cylinder block assembly 202. Further, the connecting recess 804 is shown extending a full 360 ° around the centerline 339 of the crankshaft support. It should be appreciated that in fig. 8, centerline 339 extends into and out of the page. Likewise, the rear portion of cylinder block assembly 202 is arranged in a circular shape. Cylinder block 204 forms the top portion of the circle and structural frame 206 forms the bottom portion of the circle. Thus, when the transmission bell housing is coupled to cylinder block assembly 202, cylinder block 204 and structural frame 206 provide at least a portion of a support that holds the transmission bell housing in place. In this way, the connection between the transmission and the cylinder block assembly may be enhanced, thereby reducing NVH within the vehicle.

In addition, the structural frame 206 may include a back cover engagement surface 806 for a rear main crankshaft seal housing. Likewise, cylinder block 204 may include a rear head engagement surface 808 for a rear main crankshaft seal housing. In this way, the crankshaft may be substantially sealed. Both of the engagement surfaces 806 and 808 may include fastener openings 810 for receiving fasteners.

FIG. 8 also shows cylinder head engagement surfaces (322 and 324), a first structural frame engagement surface 326 attached to a first cylinder block sidewall engagement surface 330, and a second structural frame engagement surface 328 attached to a second cylinder block sidewall engagement surface 332.

Fig. 9 and 10 show side views of laterally opposite sidewalls of cylinder block assembly 202. Specifically, fig. 9 illustrates a first assembly sidewall 900 of cylinder block assembly 202, and fig. 10 illustrates a second assembly sidewall 1000 of cylinder block assembly 202. As shown, cylinder block assembly 202 includes cylinder block 204 and a portion of structural frame 206 forming assembly sidewalls (900 and 1000). Specifically, the first assembly sidewall 900 includes a first cylinder block outer sidewall 333 and a first structural frame outer sidewall 336. Further, the first structural frame outer side wall 336 included in the side wall 900 includes a reinforcing web 902. Further, in the depicted example, the first structural frame outer side wall 336 provides more than half of the vertical length of the first assembly side wall 900. However, in other examples, other configurations are possible. Likewise, as shown in fig. 10, second assembly sidewall 100 includes a cylinder block second exterior sidewall 335 and a structural frame second exterior sidewall 338. In addition, the structural frame second outer sidewall 338 included in the second assembly sidewall 1000 includes a reinforcing web 1002. The reinforcing webs strengthen the walls without having to increase the wall strength throughout cylinder block assembly 202, and specifically structural frame 206. Thus, the reinforcement webs (902 and 1002) reinforce the structural frame 206 of the cylinder block assembly 202 without adding significant weight to the structural frame 206. Further, in the depicted example, the structural frame second exterior sidewall 338 provides more than half of the vertical length of the second assembly sidewall 1000. However, in other examples, other configurations are possible.

Fig. 9 also shows the first structural frame engagement surface 326 coupled to the first cylinder block sidewall engagement surface 330. As shown, fasteners 400 may extend through the first structural frame engagement surface and the first cylinder block sidewall engagement surface, thereby attaching cylinder block 204 to structural frame 206. A cylinder head engaging surface 322 is also depicted.

Fig. 10 also shows a second structural frame engagement surface 328 coupled to a second cylinder block sidewall engagement surface 332. As shown, fasteners 400 may extend through the second structural frame engagement surface and the second cylinder block sidewall engagement surface, thereby attaching cylinder block 204 to structural frame 206.

FIG. 11 shows a view of outer front wall 310 of cylinder block 204. As previously discussed, the outer front wall 310 includes an outermost crankshaft support 1100 and a corresponding bearing cap 1102. Bearing cap 1102 may include a bottom surface 1104 that is included in the plurality of bottom surfaces 308 shown in fig. 3. Further, the bottom surface 1104 may include a centrally located attachment recess 1106 included in the plurality of attachment recesses 306 shown in fig. 3. A plurality of attachment recesses 306 are positioned below the centerline 339. Referring to fig. 13 and 19, the attachment recess 306 is discussed in more detail herein. With continued reference to fig. 11, the cylinder head engaging surfaces (322 and 324) and the first and second structural frame engaging surfaces (326 and 328) are also shown in fig. 11. Fig. 12 shows a detailed front side 1200 of the structural frame 206. The front side 1200 of the structural frame 206 may include a front bulkhead 1202. As shown, the front bulkhead 1202 couples the first and second structural frame outer side walls (336 and 338). The cylinder head engaging surfaces (322 and 324) and the first and second cylinder block sidewall engaging surfaces (330 and 332) are also shown in FIG. 12.

Referring to FIG. 13, a cross-sectional view of cylinder block assembly 202 is shown. The cutting plane 450 shown in fig. 4 defines the cross-section shown in fig. 13. One crankshaft support 1300 including the plurality of crankshaft supports 300 shown in fig. 3 is shown. Centerline 339 extends into and out of the page. As shown, the fasteners 1302 included in the plurality of fasteners 400 shown in FIG. 4 extend through fastener openings 1304 included in the plurality of fastener openings 334 shown in FIG. 3 in the first structural frame engagement surface 326 and fastener openings 1305 included in the plurality of fastener openings 340 shown in FIG. 3 in the first cylinder block sidewall engagement surface 330. Fasteners 1302, as well as other fasteners 400 shown in fig. 4, couple the structural frame 206 to the cylinder block 204 vertically above a centerline 339 of the crankshaft relative to the bottom of the cylinder block 204 and the structural frame 206. As such, the first and second structural frame outer side walls (336 and 338) of the structural frame 206 extend above the centerline 339 of the crankshaft support 300. Thus, the first and second block outer side walls (333 and 335) terminate above the centerline 339 of the crankshaft support 300. Likewise, the first and second structural frame outer side walls (336 and 338) terminate above a centerline 339 of the crankshaft support 300.

When the cylinder block is coupled to the structural frame above the centerline of the crankshaft support, the cylinder block assembly may be provided with increased structural integrity when compared to other cylinder block designs that connect the cylinder block to the frame at or vertically below the centerline vertical height of the crankshaft support. Further, when this type of configuration is utilized, NVH within the engine may be reduced due to the increased structural integrity of the cylinder block assembly. Further, extending the first and second structural frame outer side walls (336 and 338) above the centerline 339 of the crankshaft support allows the structural frame 206 to be constructed from a lower strength volume of material, thus reducing engine weight.

In addition, the bearing cap 1306 of the crankshaft support 1300 includes a centrally located attachment recess 1308. In the depicted embodiment, the centrally located attachment recess 1308 is located at a midpoint between the lateral edges 1309 of the bottom surface of the bearing cap 1306. Accordingly, the structural frame 206 includes a centrally located fastener opening 1310 that is included in the plurality of fastener openings 344. When cylinder block assembly 202 is assembled, fastener openings 1310 and attachment recesses 1308 may be aligned to receive fasteners 1312. As depicted, when the cylinder block assembly is assembled, fasteners 1312 extend through fastener openings 1310 and attachment recesses 1308. In this way, the structural frame 206 may be coupled to the cylinder block at another location, further increasing the reinforcement provided by the structural frame 206. It should be appreciated that the interface between fastener opening 1310 and attachment recess 1308 is below centerline 339. While a single bearing cap 1306, attachment recess 1308, fastener openings 1310, and fasteners 1312 are shown in FIG. 13, it should be understood that each bearing cap in the cylinder block may include similar attachment recesses, fastener openings, and fasteners extending therethrough.

FIG. 13 also shows a vertical centerline 1360 of cylinder block assembly 202. The vertical centerline bisects cylinder block assembly 202 into two halves (or faces), one corresponding to a first bank of the V-type engine and the other corresponding to a second bank of cylinders. The valley 320 is disposed at the top of the cylinder block and may be centered along a vertical centerline 1360 between cylinders of two opposing banks.

As shown in fig. 13, first and second cylinder head engagement surfaces 322, 324 are each angled downward and away from a top surface of the cylinder block positioned above the valley 320, with the angle of the first and second cylinder head engagement surfaces being relative to a vertical centerline 1360. For example, each of the first and second cylinder head engagement surfaces are angled downward from the top of the cylinder block as the first and second cylinder head engagement surfaces extend away from the vertical centerline 1360. In other words, each of the first and second cylinder head engaging surfaces is angled downwardly and away from a top exterior surface of the cylinder block at an apex located along the vertical centerline 1360 and between the two cylinder block engaging surfaces. The first and second cylinder head engaging surfaces are also angled relative to the centerline 339. The first and second structural frame engagement surfaces 326, 328 are positioned on opposite sides of the cylinder block assembly 202 relative to a vertical centerline 1360. Further, the first and second structural frame engagement surfaces 326, 328 are arranged perpendicular to the vertical centerline 1360 and parallel to the centerline 339. In other words, the first and second cylinder block engagement surfaces are angled relative to the ground or bottom surface where the cylinder block assembly is located, while the first and second structural frame engagement surfaces are not angled relative to the ground or bottom surface. The first and second cylinder block

outer side walls

333, 335 are also angled with respect to the vertical centerline 1360 and are disposed on opposite sides of the cylinder block assembly 202 with respect to the vertical centerline 1360. The first cylinder block outer side wall 333 is angled outwardly relative to the vertical centerline 1360 from the first structural frame engagement surface 326 to the first cylinder head engagement surface 322, and the second cylinder block outer side wall 335 is angled outwardly relative to the vertical centerline 1360 from the second structural frame engagement surface 328 to the second cylinder head engagement surface 324. In one example, at least a portion of the first and second structural frame outer side walls (336 and 338) are not angled with respect to the vertical centerline 1360. Further, the first and second cylinder engagement surfaces (330 and 332) are arranged perpendicular to the vertical centerline 1360 and parallel to the centerline 339. In other words, both the first and second cylinder block engagement surfaces and both the first and second cylinder block outer side walls are angled from the first and second cylinder block engagement surfaces relative to the first and second structural frame engagement surfaces.

Additionally, as shown in FIG. 13, the two cylinder block exterior sidewalls and the two cylinder head engaging surfaces are oppositely angled with respect to the vertical centerline 1360. For example, relative to the vertical centerline 1360, the first cylinder head engagement surface 322 angles downward and away from the vertical centerline, while the first cylinder block outer sidewall angles upward and away from the vertical centerline.

Fig. 13 also shows the centerlines 1350 of the cylinders being positioned at non-straight angles 1352 relative to each other. However, in other examples, other cylinder arrangements are possible. After it is opened or otherwise separated, the fasteners 1307 may be used to attach the lower portion of the crankshaft support 1300 to the upper portion of the crankshaft support 1300. However, in other examples, the cylinder block assembly 202 may not include the fastener 1307. Example fasteners include bolts, screws, or other suitable attachment means.

The second cylinder block sidewall engagement surface 332 and the second structural frame engagement surface 328 are also shown in FIG. 13. It should be appreciated that the second cylinder block sidewall engagement surface and the second structural frame engagement surface may include fasteners and fastener openings similar to the fasteners 1302 and

fastener openings

1304 and 1305 shown in FIG. 13.

Referring to FIG. 14, another cross-sectional view of cylinder block assembly 202 is shown. The cutting plane 452 shown in fig. 4 defines the cross-section shown in fig. 14. The cross-sectional view shows that the thicknesses of the first and second structural frame outer side walls (336 and 338) of the structural frame 206 and the first and second cylinder block outer side walls (333 and 335) of the cylinder block 204 may vary. Fig. 14 also shows cylinder head engaging surfaces (322 and 324).

Fig. 15 shows a side view of the structural frame 206. As shown, the crankshaft support 300 extends in a vertical direction. However, in other examples, the crankshaft support may have alternative orientations and/or geometries. The cylinder head engagement surface 322, the first cylinder block outer side wall 333, the structural frame engagement surface 326, and the centerline 339 of the plurality of crankshaft supports 300 are also shown in fig. 15. As previously discussed, the structural frame engagement surface 326 is positioned vertically above the centerline 339. Fig. 16 shows another side view of the structural frame 206. FIG. 16 additionally shows a cylinder head engaging surface 324, a second cylinder block outer side wall 335, a second structural frame engaging surface 328, and a centerline 339.

Fig. 17 shows a top view of the interior of the structural frame 206. As shown, the support 1700 may extend laterally across the structural frame 206. The support may be laterally and longitudinally aligned with the bearing cap to provide increased support to the cylinder block, thereby increasing the strength of the cylinder block assembly and reducing NVH during engine operation. As shown, the fastener openings 344 are located at a midpoint of the supports 1700, and each support 1700 includes a single fastener opening. However, in other examples, the support 1700 may include a different number of fastener openings, and/or the fastener openings may be positioned in other locations. Additionally, the fastener openings 340 included by the cylinder block sidewall engagement surfaces (330 and 332) and the cylinder block sidewall engagement surfaces (330 and 332) are shown. A first seal 370 and a second seal 372 are also shown in fig. 17.

FIG. 18 shows a top view of cylinder block 204. The cylinders 314 are arranged in two groups of three cylinders each. However, in alternative examples, cylinder block 204 may include a single cylinder, two banks of four cylinders per bank, two banks of two cylinders per bank, or two banks of one cylinder per bank. The cylinder banks may be referred to as banks. As shown, two sets of three cylinders per set are offset from each other in the longitudinal direction. In this example, cylinder block 204 is configured for overhead camshaft. However, in alternative examples, cylinder block 204 may be configured for a pushrod configuration. Additionally, valleys 320 between the banks are shown. The oil passage 1800 may be fluidly coupled to the cooler 260 positioned in the valley 320 shown in fig. 3 and 4. As such, oil passage 1800 may be positioned to receive oil from cooler 260. Specifically, oil passage 1800 may receive oil from cooler 260. Oil passage 1800 may be fluidly coupled to an oil gallery included in structural frame 206 and/or an oil gallery included in cylinder block 204. The cylinder head engaging surfaces (322 and 324) are also shown in fig. 18.

FIG. 19 shows a view of bottom 1900 of cylinder block 204. Bottom surface 308 of bearing cap 304 is depicted. The bottom surface 308 is depicted as having a varying vertical profile. However, in other examples, the bottom surface 308 may be substantially planar. The bottom surfaces 308 may each include a first lateral edge 1902 and a second lateral edge 1904 positioned on opposite sides of each bottom surface. In the depicted embodiment, the

lateral edges

1902 and 1904 are curved. However, in other examples, the

lateral edges

1902 and 1904 may be substantially linear. Likewise, each bottom surface may include a first longitudinal edge 1906 and a second longitudinal edge 1908 positioned on opposite sides of the bottom surface. In the depicted embodiment, the

longitudinal edges

1906 and 1908 are substantially straight. However, in other examples, the longitudinal edges may not be straight.

The structural frame attachment recess 306 may be positioned at a midpoint between the first and second lateral edges (1902 and 1904). Additionally, the structural frame attachment recesses 306 may be longitudinally aligned. Further, the structural frame attachment recess 306 may extend partially into the bearing cap 304. Specifically, in the depicted embodiment, the structural frame attachment recess 306 extends vertically into the bearing cap 304. Thus, the structural frame attachment recess 306 may be vertically oriented. However, in other examples, other alignments are possible.

When each bearing cap includes a single centrally located attachment recess for coupling cylinder block 204 to structural frame 206, the transverse profile may be reduced as compared to a cylinder block assembly having attachment recesses located near the transverse perimeter of the bearing cap. Further, when each bearing cap 304 includes a single centrally located structural frame attachment recess 306, manufacturing and assembly of cylinder block assembly 202 may be simplified. Accordingly, the cost of cylinder block assembly 202 is reduced. Further, the centrally located attachment recess may provide increased structural integrity of cylinder block assembly 202 when compared to a cylinder block assembly including a cylinder block having an attachment recess located near the lateral periphery of the bearing cap. The centrally located attachment recess may also provide for reduction of NVH within the engine.

As shown, a tangent 1909 to the lateral edges (1902 and 1904) is perpendicular to a lateral axis 1910 across the bottom surface 308. A transverse axis 1910 spans each bearing cap 304. In the depicted embodiment, tangent line 1909 is parallel to centerline 339. Tangent line 1909 is also perpendicular to transverse axis 1910. However, in other examples, the bearing cap 304 may have another configuration.

In other examples, additional structural frame attachment recesses may be located proximate to the lateral perimeter of bottom surface 308 of bearing cap 304. As previously discussed, cylinder block 204 includes first and second structural frame engagement surfaces (326 and 328) having fastener openings 334, the fastener openings 334 configured to receive fasteners for coupling cylinder block 204 to structural frame 206, as shown in fig. 3.

The cylinder block assembly 202 and engine 10 shown in fig. 2-19 provide a cylinder block assembly including a cylinder block and at least one cylinder with a crankshaft support at a bottom side of the cylinder block, the crankshaft support including a bottom surface with a structural frame attachment recess extending partially into the crankshaft support and being substantially centrally located relative to first and second lateral edges of the bottom surface.

The cylinder block assembly 202 shown in fig. 2-19 also provides a cylinder block assembly further including a structural frame engagement surface positioned above a centerline of the crankshaft support and a crankshaft support including a crankshaft support surface. The cylinder block assembly 202 shown in fig. 2-19 also provides a cylinder block assembly in which a tangent to the transverse edge is parallel to the centerline.

The cylinder block assembly 202 shown in fig. 2-19 also provides a cylinder block assembly in which each structural frame attachment recess extends vertically into the crankshaft support and is disposed perpendicular to the centerline. The cylinder block assembly 202 shown in fig. 2-19 also provides a cylinder block assembly in which each structural frame attachment recess extends vertically into the crankshaft support.

The cylinder block assembly 202 shown in fig. 2-19 also provides a cylinder block assembly in which the cylinder block is formed as an integral engine cylinder block, wherein the bearing cap is included in the crankshaft support, and wherein after the cylinder block is formed, the bearing cap is then separated from the cylinder block, the bearing cap including only a single centrally located structural frame attachment recess.

2-19 also provide a cylinder block assembly, wherein the cylinder block includes a set of crankshaft supports, and wherein the crankshaft supports are included in the set of crankshaft supports, the set of crankshaft supports including a first crankshaft support positioned at an outer front wall of the cylinder block, and a second crankshaft support positioned at an outer rear wall of the cylinder block.

In some examples, the cylinder block assembly 202 shown in fig. 2-19 also provides a cylinder block assembly further including a cylinder head engagement surface at a top of the cylinder block, and first and second cylinder block exterior sidewalls, the first cylinder block exterior sidewall extending from the cylinder head engagement surface to a first structural frame engagement surface, the first structural frame engagement surface being positioned above a centerline of the crankshaft support, and the second cylinder block exterior sidewall extending from the cylinder head engagement surface to a second structural frame engagement surface positioned above the centerline of the crankshaft support. Thus, the strength of the cylinder block can be maintained while the weight of the cylinder block can be reduced.

The cylinder block assembly 202 shown in fig. 2-19 also provides a cylinder block assembly in which the cylinder head engagement surface and structural frame attachment recess are positioned on opposite sides of the cylinder block.

The cylinder block assembly 202 shown in fig. 2-19 also provides a cylinder block assembly in which the cylinder block is formed as an integral engine cylinder block, and in which the bearing cap is then separated from the cylinder block, the bearing cap including a structural frame attachment recess. Thus, the strength of the cylinder block can be improved.

The cylinder block assembly 202 shown in fig. 2-19 also provides a cylinder block assembly further including a structural frame coupled to the cylinder block, the structural frame including a support extending from a first structural frame exterior side wall to a second structural frame exterior side wall, each support including a fastener opening and a plurality of fasteners, each fastener extending through a fastener opening and a corresponding attachment recess. Thus, the structural frame increases the strength of the cylinder block.

The cylinder block assembly 202 shown in fig. 2-19 also provides a cylinder block assembly in which the structural frame is constructed of aluminum. The cylinder block assembly 202 shown in fig. 2-19 also provides a cylinder block assembly in which the structural frame includes a first cylinder sidewall engagement surface and a second cylinder sidewall engagement surface extending above a centerline of the crankshaft support. In this way, the structural frame and cylinder block may be composed of different materials.

The cylinder block assembly 202 shown in fig. 2-19 also provides a cylinder block assembly including a cylinder block including two or more cylinders, at least two crankshaft supports at a bottom of the cylinder block, each crankshaft support including a bottom surface having a single structural frame attachment feature centrally located with respect to first and second lateral edges of the bottom surface and a structural frame coupled to the cylinder block at the single structural frame attachment feature of each crankshaft support. Thus, the centrally located pocket may increase cylinder block strength by helping to tie the sides of the cylinder block together.

The cylinder block assembly 202 shown in fig. 2-19 also provides a cylinder block assembly in which the cylinder block is constructed of vermicular cast iron. The cylinder block assembly 202 shown in fig. 2-19 also provides a cylinder block assembly in which each crankshaft support includes only a single attachment feature, and in which the single attachment feature is a recess. The cylinder block assembly 202 shown in fig. 2-19 also provides a cylinder block assembly in which the cylinder block includes a transmission bell housing engagement surface.

The cylinder block assembly 202 shown in fig. 2-19 also provides a cylinder block assembly including a cylinder block including two or more cylinders arranged at non-straight angles, two crankshaft supports at a bottom of the cylinder block, each crankshaft support including a bottom surface having a structural frame attachment recess extending partially into the crankshaft support and centrally located relative to first and second lateral edges of the bottom surface, a cylinder head engagement surface at a top of the cylinder block, and first and second cylinder block exterior side walls, the first cylinder block exterior side wall extending from the cylinder head engagement surface to the first structural frame engagement surface located above a centerline of the two crankshaft supports, the structural frame including a lateral support extending from the first structural frame exterior side wall to the second structural frame exterior side wall, each transverse support includes a fastener opening and each structural frame outer sidewall includes a cylinder block outer sidewall engagement surface positioned above the centerline and coupled to one of the first and second outer sidewalls of the cylinder block.

In another example, the cylinder block assembly 202 shown in fig. 2-19 also provides a cylinder block assembly further including a plurality of fasteners, each fastener extending through a fastener opening in the structural frame and a corresponding structural frame attachment recess. The cylinder block assembly 202 shown in fig. 2-19 also provides a cylinder block assembly in which the cylinder block is constructed from a material having a greater strength to volume ratio than the structural frame.

It will be appreciated that the configurations and routines disclosed herein are exemplary in nature, and that these specific embodiments or examples are not to be considered in a limiting sense, because numerous variations are possible. The subject matter of the present disclosure includes all novel and nonobvious combinations and subcombinations of the various features, functions, acts, and/or properties disclosed herein, as well as any and all equivalents thereof.

This specification concludes with the description. Numerous alterations and modifications will occur to those skilled in the art upon the reading of this specification without departing from the spirit and scope of the specification. For example, single cylinder, I2, I3, I4, I5, V6, V8, V10, V12, and V16 engine operations in natural gas, gasoline, diesel, or alternative fuel configurations may use the present description to advantage.

Claims

1. A cylinder block assembly for a V-type engine, comprising:

a cylinder block including a plurality of cylinders divided into a first bank and a second bank, a valley positioned between the first bank and the second bank, and a plurality of crankshaft supports; and

a structural frame including an inner surface directly coupled to bottom surfaces of the plurality of crankshaft supports and two top surfaces of the structural frame disposed above the inner surface and on opposite sides of the cylinder block assembly, wherein each top surface is directly coupled to the cylinder block above a top of the plurality of crankshaft supports.

2. The assembly of claim 1, wherein each crankshaft support of the plurality of crankshaft supports includes a bottom surface, and the inner surface of the structural frame is coupled to each bottom surface of each crankshaft support.

3. The assembly of claim 1, wherein the cylinder block further comprises a first cylinder head engagement surface of the first cylinder bank and a second cylinder head engagement surface of the second cylinder bank, wherein the first and second cylinder head engagement surfaces are each angled downward and away from a top surface of the cylinder block positioned above the valley, wherein the angles of the first and second cylinder head engagement surfaces are relative to a vertical centerline of the cylinder head assembly.

4. The assembly of claim 3, wherein the cylinder block further comprises first and second structural frame engagement surfaces positioned on opposite sides of the assembly relative to the vertical centerline, and wherein the first and second structural frame engagement surfaces are arranged perpendicular to the vertical centerline.

5. The assembly of claim 4, wherein the cylinder block further comprises angled first and second outer side walls disposed on opposite sides of the assembly relative to the vertical centerline, wherein the first outer side wall extends between the first structural frame engagement surface and the first cylinder head engagement surface, and the second outer side wall extends between the second structural frame engagement surface and the second cylinder head engagement surface.

6. The assembly of claim 5, wherein the first outer sidewall angles outwardly relative to the vertical centerline from the first structural frame engagement surface to the first cylinder head engagement surface, and wherein the second outer sidewall angles outwardly relative to the vertical centerline from the second structural frame engagement surface to the second cylinder head engagement surface.

7. The assembly of claim 3, wherein the two top surfaces of the structural frame are arranged perpendicular to the vertical centerline.

8. The assembly of claim 1, wherein the structural frame further comprises two structural frame outer side walls, wherein each of the two structural frame outer side walls extends between the bottom surface and one of the two top surfaces of the structural frame.

9. The assembly of claim 1, further comprising an oil cooler positioned in the valley, wherein the oil cooler extends from a top exterior surface of the cylinder block into an interior of the valley.

10. The assembly of claim 9, further comprising a shim positioned between the oil cooler and the cylinder block, wherein the shim is positioned on the top exterior surface of the cylinder block.

11. A cylinder block assembly for a V-type engine, comprising:

a cylinder block comprising a plurality of cylinders divided into a first bank and a second bank, at least one crankshaft support, two structural frame engagement surfaces positioned above a centerline of a crankshaft supported by the at least one crankshaft support, and two cylinder head engagement surfaces, wherein a valley separates the first bank from the second bank, wherein each of the two structural frame engagement surfaces and each of the two cylinder head engagement surfaces are positioned on opposite sides of the cylinder block; and

a structural frame including an inner surface directly coupled to a bottom of the at least one crankshaft support, and two cylinder block engagement surfaces, each cylinder block engagement surface directly coupled to a respective one of the two structural frame engagement surfaces.

12. The cylinder block assembly of claim 11, wherein the two cylinder head engagement surfaces are angled relative to the centerline of the crankshaft and relative to a vertical centerline of the cylinder block assembly, and wherein the two structural frame engagement surfaces are spaced apart from each other and arranged perpendicular to the vertical centerline.

13. The cylinder block assembly of claim 12, further comprising two cylinder block exterior sidewalls, each extending between a respective one of the two structural frame engagement surfaces and a respective one of the two cylinder head engagement surfaces, wherein the two cylinder block exterior sidewalls and two cylinder head engagement surfaces are oppositely angled relative to the vertical centerline.

14. The cylinder block assembly of claim 11, further comprising an oil cooler and an oil passage positioned within the valley, wherein the oil passage is fluidly coupled to the oil cooler and the oil passage is fluidly coupled to an oil gallery included in one or more of the structural frame and cylinder block.

15. A cylinder block assembly for a V-type engine, comprising:

a cylinder block including a first bank and a second bank, a valley positioned between the first bank and the second bank, at least two crankshaft supports, two structural frame engagement surfaces, and two cylinder head engagement surfaces, wherein each crankshaft support has a bottom surface, wherein two structural frame engagement surfaces are positioned on opposite sides of the valley and above a top of the crankshaft support, wherein two cylinder head engagement surfaces are positioned on opposite sides of the valley and angled downward relative to a vertical centerline of the cylinder block assembly from the top of the valley toward the two structural frame engagement surfaces;

a structural frame including an inner surface directly coupled to a bottom surface of each crankshaft support and two cylinder block engagement surfaces, each cylinder block engagement surface directly coupled to a respective one of the two structural frame engagement surfaces, wherein the inner surface and the bottom surface of each crankshaft support are arranged parallel to each other and perpendicular to the vertical centerline; and

an oil cooler positioned in the valley.

16. The cylinder block assembly of claim 15, wherein the vertical centerline is perpendicular to a centerline of a crankshaft supported by the at least two crankshaft supports, wherein the two structural frame engagement surfaces are parallel to the centerline of the crankshaft and perpendicular to the vertical centerline.

17. The cylinder block assembly of claim 16, wherein the cylinder block includes two outer side walls angled relative to the vertical centerline and the centerline of the crankshaft, and wherein each of the two outer side walls extends between one of the two structural frame engagement surfaces and one of the cylinder head engagement surfaces.

18. The cylinder block assembly of claim 15, wherein the oil cooler extends from a top exterior surface of the cylinder block into an interior of the valley.

19. The cylinder block assembly of claim 18, further comprising a shim positioned between the oil cooler and the cylinder block, wherein the shim is positioned on the top exterior surface of the cylinder block at an apex positioned between the two cylinder block engagement surfaces that are each angled downward and away from the apex.

20. The cylinder block assembly of claim 15, further comprising an oil pan coupled to a bottom surface of the structural frame.