FORM 2
THE PATENTS ACT 1970
[39 OF 1970]
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
[See section 10 and Rule 13]
TITLE: “A CRANKCASE STIFFENER FOR AN INTERNAL COMBUSTION
ENGINE OF A VEHICLE”
Name and Address of the Applicant: TATA MOTORS LIMITED, an Indian company having its registered office at Bombay House, 24 Homi Mody Street, Hutatma Chowk, Mumbai 400 001, Maharashtra
Nationality: Indian
The following specification particularly describes the invention and the manner in which it is to be performed

TECHNICAL FIELD
Present disclosure relates in general to the field of automobiles. Particularly, but not exclusively, the present disclosure relates to a crankcase for an internal combustion engine of the automobile or a vehicle. Further embodiments of the present disclosure, disclose a crankcase stiffener with an integrated provision of oil passages and in-situ cast steel mesh for an oil pump of the vehicle.
BACKGROUND OF THE DISCLOSURE
The information in this section merely provides background information related to the present disclosure and may not constitute prior art(s).
Internal combustion engines are widely used in many applications including automotive applications such as vehicles. The internal combustion engine generates power by burning a mixture of fuel and air in a combustion chamber through the process of combustion. Generally, internal combustion engines may include various parts such as a fuel injector, valves, piston rings, piston, connecting rod, crankshaft, cam mechanism, crankcase, and the like, and all these parts are generally made of metallic materials. Therefore, the weight of the engine increases due to the use of metallic materials.
High vehicle performance and adhering to vehicle emission standard norms are one of the major requirements of modern-day vehicles. This emphasizes the importance of reduction in weight of engines without affecting the performance of the engines. Conventionally, in internal combustion engines, weight reduction of parts like cylinder crankcase, cylinder head, manifolds, oil sump, clutch housing, and gearbox housing are generally indemnified through alternate material, hybrid construction, part integration, etc without affecting the performance parameters. For weight reduction, these engine components are currently manufactured by using aluminium generally by a casting process. However, due to manufacturing limitations associated with aluminum fluidity and minimum wall thickness requirement further weight reduction for components already made of aluminum is

not possible. This is because in the case of aluminum die-casting generally 3mm (minimum) thickness is required to obtain a defect-free casting.
Presently, the vehicles are equipped with a crankcase stiffener that supports a cylinder block to improve the stiffness of the internal combustion engine. For weight reduction, generally these crankcase stiffeners are currently manufactured by aluminium casting. Such engines may further comprise an oil sump strainer which is disposed of near the oil sump in order to filter the foreign particles before receiving lubricant in the oil pump. However, conventionally such assembly requires the separate fitting of oil galleries and the oil sump strainer with the crankcase stiffener. This increases assembly time and additional requirements of sealing interfaces. Due to the manufacturing limitation of higher wall thicknesses in the aluminium casting, the integration of two or more components may result in fouling of peripheral parts.
The present disclosure is directed to overcome one or more limitations stated above or any other limitations associated with the prior art.
SUMMARY OF THE DISCLOSURE
One or more shortcomings of the conventional systems are overcome by system and method as claimed and additional advantages are provided through the provision of system and method as claimed in the present disclosure. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.
In one non-limiting embodiment of the present disclosure, a crankcase stiffener for an internal combustion engine of a vehicle is disclosed. A crankcase stiffener comprises an oil sump defined with a cavity. The oil sump is configured to receive and store lubricant. An oil passages is defined in a portion of the oil sump. The oil passages are configured to receive lubricant and transfer the lubricant to a plurality

of sub-oil galleries. A crankcase stiffener is defined on the rim of the crankcase. The crankcase stiffener receives and supports a cylinder block to improve the stiffness of the internal combustion engine.
In an embodiment of the present disclosure, the crankcase stiffener comprises an elongated body defining a first surface and a second surface, a casing surrounding the elongated body, and a plurality of ribs extending from the casing to the elongated body for strengthening the crankcase stiffener.
In an embodiment of the present disclosure, the oil passages are integrated to the crankcase stiffener.
In an embodiment of the present disclosure, the crankcase stiffener is made of magnesium alloy.
In an embodiment of the present disclosure, the plurality of sub-oil galleries is defined in each of a crankcase stiffener housing, a crankcase cover, the cylinder block, and a cylinder head.
In an embodiment of the present disclosure, the crankcase stiffener comprises a cast steel mesh configured to act as an oil strainer.
In an embodiment of the present disclosure, the lubricant from at least one of the pluralities of sub-oil galleries is discharged onto a crankshaft of the cylinder block, an intake camshaft, and an exhaust camshaft of the cylinder head, and the like.
In an embodiment of the present disclosure, the crankcase stiffener is manufactured through a high pressure die casting (HPDC) method.
In an embodiment of the present disclosure, the first surface is an upper surface of the elongated body, and the second surface is the bottom surface of the elongated body.

In an embodiment of the present disclosure, the vehicle comprising a crankcase stiffener is disclosed.
The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS
The novel features and characteristics of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:
Figure 1 illustrates a perspective view of an internal combustion engine of a vehicle, in accordance with an embodiment of the present disclosure.
Figure 2 illustrates a perspective view of a crankcase stiffener, in accordance with an embodiment of the present disclosure.
Figure 3 illustrates another perspective view of the crankcase stiffener with a stiffener representation, in accordance with an embodiment of the present disclosure.
It should be appreciated by those skilled in the art that any block diagram herein represents conceptual views of illustrative systems embodying the principles of the present subject matter. The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the assemblies and methods

illustrated herein may be employed without departing from the principles of the disclosure described herein.
DETAILED DESCRIPTION
The foregoing has broadly outlined the features and technical advantages of the present disclosure in order that the detailed description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which form the subject of the claims of the disclosure.
It should be appreciated by those skilled in the art that the conception and specific embodiment disclosed may be readily utilized as a basis for modifying or constructing other mechanisms for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that such equivalent constructions do not depart from the scope of the disclosure as set forth in the appended claims. The novel features which are believed to be characteristic of the disclosure, both as to its organization and method of operation, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.
The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a nonexclusive inclusion, such that an assembly, device or method that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or device or method. In other words, one or more elements in a system or apparatus proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.

In the following description, the words such as upper, lower, front, and rear are referred to with respect to the particular orientation of the assembly as illustrated in drawings of the present disclosure. The words are used to explain the aspects of the present disclosure and for better understanding. However, one should not construe such terms as a limitation to the present disclosure, since the terms may interchange based on the orientation of the assembly.
Henceforth, the present disclosure is explained with the help of figures of the internal combustion engine. However, such exemplary embodiments should not be construed as limitations of the present disclosure. A person skilled in the art can envisage various such embodiments without deviating from the scope of the present disclosure. In the figures, the crankcase is shown for a commercial vehicle, and the same is included for the purpose of simplicity. Such illustration should not be considered as a limitation to the present disclosure.
The following paragraphs describe the present disclosure with reference to FIGS.1-3. In the figures, the same element or elements which have similar functions are indicated by the same reference signs.
Conventionally, vehicles are equipped with a crankcase stiffener which is defined on a rim of the crankcase. For weight reduction, these crankcase stiffeners are currently manufactured by Aluminium casting. However, this construction requires the separate fitting of oil galleries and oil sump strainer with the crankcase stiffener and to the crankcase. This increases assembly time and additional requirements of sealing interfaces. The integration of the oil passage in the aluminum die-cast crankcase stiffener can be carried out however due to the manufacturing requirement of higher wall thicknesses, this layout either results in fouling of peripheral parts or reduced oil flow through the oil passages.
However, these constraints can be overcome by the use of magnesium die casting, due to its castability and better fluidity with respect to Aluminum. Improved fluidity of magnesium helps to cast intricate shapes and allows part integration which is

either not possible in the case of aluminum die casting or possible with some compromise on the performance parameters. In addition, the high-pressure die casting provides flexibility in the manufacturing of complex structural components with magnesium alloys.
Accordingly, the present disclosure discloses a crankcase stiffener for an internal combustion engine of a vehicle. The crankcase stiffener for the internal combustion engine comprises an oil sump defined with a cavity. The oil sump is configured to receive and store lubricant. An oil passages is defined in a portion of the oil sump and integrated to the oil sump, wherein the oil passage is configured to receive lubricant and transfer the lubricant to a plurality of sub-oil galleries. A crankcase stiffener is defined on a rim of the crankcase, wherein the crankcase stiffener receives and supports a cylinder block to improve the stiffness of the internal combustion engine. The crankcase stiffener is made of magnesium alloy. Higher fluidity of magnesium helps in achieving defect-free castings with lower wall thickness and offers the opportunity for part integration.
Reference will now be made to the exemplary embodiments of the disclosure, as illustrated in the accompanying drawings. Embodiments of the disclosure are described in the following paragraphs with reference to FIGS. 1 to 3.
FIG.1 is an exemplary embodiment of the present disclosure, illustrating a perspective view of an internal combustion engine (100) of a vehicle. The internal combustion engine (100) includes a cylinder head cover (104), a cylinder head (102), a cylinder block or crankcase (108). In an embodiment, the cylinder head (102) may include additional engine components (not shown) such as fuel injectors, intake and exhaust valves, overhead camshafts, and so forth. The crankcase stiffener (114) for the internal combustion engine (100) comprises an oil sump (110) defined with a cavity (not shown in figure). The oil sump (110) is configured to receive and store lubricants such as oil [herein further referred to as oil]. An oil passage (112) is defined in a portion of the oil sump (110) and is configured to

receive and transfer the lubricant to a plurality of sub-oil galleries (not shown). Further, the crankcase (108) comprises a crankcase stiffener (114) defined on a rim of the crankcase (108). The crankcase stiffener (114) receives and supports the cylinder block (108) to improve the stiffness of the internal combustion engine (100). In an embodiment, the oil passage (112) is integrated to the crankcase stiffener (114). In an embodiment, the crankcase (108) may also include a number of different integrated passages and/or cavities. For example, a coolant passage, an oil passage, a timing chain or belt cavity, and others, may be formed in the crankcase (108).
Referring to FIG. 2 and FIG.3 in conjunction with FIG. 1, the crankcase stiffener (114) may be secured between the crankcase (108) and the oil sump (110) of the internal combustion engine (100). In an embodiment, the crankcase stiffener (114) may include an elongated body (116) and a casing (118) surrounding the elongated body (116). In an embodiment, the elongated body (116) may have a first surface (120) and a second surface (122). The casing (118) may be configured to be accommodated between the crankcase (108) and the oil sump (110). A plurality of ribs (124) extending from the casing (118) to the elongated body (116) is configured to strengthen or reinforce the crankcase stiffener (114). In an embodiment, the crankcase stiffener (114) comprises a mesh (126) configured to strain oil that is passing through. In an embodiment, the mesh (126) is made of steel. The steel mesh (126) is configured to capture much larger contaminants or debris from the lubricant. In an embodiment, the crankcase stiffener (114) is secured to the crankcase (108) through a fastening means such as nut and bolt. In an embodiment, sealing may be provided between the crankcase stiffener (114) and the oil sump (110).
As shown in FIG.2 and FIG. 3, the elongated body (116) of the crankcase stiffener (114) defines the first surface (120) and the second surface (122). The first surface (120) may be an upper surface of the elongated body (116) and the second surface (122) may be the bottom surface of the elongated body (116). Further, the shape of

the elongated body (116) on the first surface (120) may be a concave shape but not limiting it to that particular shape. The first surface (120) is oriented to face the crankcase (108). Further, the second surface (122) of the elongated body (116) includes an opening (128) to install the steel mesh (126) integared in the crankcase stiffener casting. Also, the second surface (122) includes the plurality of ribs (124) on the surface. The plurality of ribs (124) increases the strength of the crankcase stiffener (114). In an embodiment, the plurality of ribs (124) is configured to improve the vertical and lateral stiffness of the internal combustion engine (100). Also, the establishment of such plurality of ribs (124) may dampen the vibrations of the internal combustion engine (100). In an embodiment, one of the sides of the casing (118) may include support for clutch housing and the gearbox mounting arrangement.
In an embodiment, the lubricant in the oil sump (110) is pumped by an oil pump (not shown) through the steel mesh (126) and supplied to the oil passage (112). The oil passage (112) is configured to receive lubricant and transfer the lubricant to the plurality of sub-oil galleries. The oil passage (112) is connected to the plurality of sub-oil galleries through one or more pipes. The plurality of sub-oil galleries are defined in each of a crankcase housing (not shown), a crankcase cover (not shown), the cylinder block (108), and the cylinder head (102). The lubricant in the plurality of sub-oil galleries lubricates and cools the crankshaft of the cylinder block (108), the intake camshafts, the exhaust camshafts of the cylinder head (102), and the like. In an embodiment, the lubricant from at least one of the pluralities of sub-oil galleries is discharged onto an input shaft and an output shaft of the internal combustion engine (100). Finally, the lubricant which is used for lubrication and cooling is returned to the oil sump (110).
In an embodiment, a high-pressure die casting (HPDC) method is used for casting crankcase stiffener (114) made of magnesium alloys. Magnesium alloys have good solidification characteristics such as excellent fluidity and less susceptibility to hydrogen porosity, and thus provide better castability over other cast metals such

as aluminium, etc. The high-pressure die casting using magnesium manufactures excellent die filling characteristics of magnesium alloys which allow large, thin-walled, and complex castings of the crankcase stiffener (114) to be economically produced over aluminium. Magnesium die castings are devised with thin walls in areas where strength is not a concern and with thicker walls in areas where strength requirements are higher. In an embodiment, magnesium is cast with thinner walls (1.2-1.5 mm) compared to aluminium (2.5-3 mm). The reduction in stiffness due to thinner walls of magnesium in comparison to aluminium is compensated with appropriately located ribs (124) without increasing the wall thickness. Further, in comparison to aluminium, magnesium has a lower latent heat for solidification which leads to considerably shorter casting cycle times and longer die lives in die casting operations.
In an embodiment, the present disclosure discloses the crankcase (108) for the internal combustion engine (100) which offers advantages including ease of assembly and maintenance due to the integrated oil passage (112) to the crankcase stiffener (114).
Further, the use of magnesium alloy provides flexibility in the shape and manufacturing of complex structural components with high-pressure die casting. The present disclosure involves the crankcase stiffener (114) integrated with the oil passage (112) and in-situ cast steel mesh (126). The integration of oil passage (112) with steel mesh (126) in the crankcase stiffener (114) eliminates the requirement of the additional oil sump strainer without affecting any performance parameters. The integration of oil passage (112) is done with minimal wall thickness on account of magnesium material high pressure die casting process, resulting in functional improvement of the engine oil pump with integrated oil passage (112).
With the added advantage of using a magnesium alloy, the overall weight of the existing part is reduced without affecting the performance of the crankcase stiffener (114). Thus, the present disclosure discloses a lightweight construction with part

integration which improves overall performance and reduction in the noise and vibrations of the vehicle. The present disclosure further eliminates the failures happening due to the loosening of bolts and cracks in weld joints.
It is to be understood that a person of ordinary skill in the art may develop a system and a method of similar configuration without deviating from the scope of the present disclosure. Such modifications and variations may be made without departing from the scope of the present invention. Therefore, it is intended that the present disclosure covers such modifications and variations provided they come within the ambit of the appended claims and their equivalents.
Equivalents:
With respect to the use of substantially any plural and/or singular terms herein,
those having skill in the art can translate from the plural to the singular and/or from
the singular to the plural as is appropriate to the context and/or application. The
various singular/plural permutations may be expressly set forth herein for sake of
clarity.
It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as “open” terms (e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation, no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim

recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be interpreted to mean “at least one” or “one or more”); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations or two or more recitations). Furthermore, in those instances where a convention analogous to “at least one of A, B, and C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, and C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances, where a convention analogous to “at least one of A, B, or C, etc.” is used, in general, such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, or C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms or both terms. For example, the phrase “A or B” will be understood to include the possibilities of “A” or “B” or “A and B.” While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.
Referral Numerals:

Reference Number Description
100 Internal combustion engine
102 Cylinder head
104 Cylinder head cover
108 Crankcase / Cylinder block
110 Oil sump
112 Oil passage
114 Crankcase stiffener
116 Elongated body
118 Casing
120 First surface
122 Second surface
124 Plurality of ribs
126 In-situ cast steel mesh
128 Opening

We Claim:
1. A crankcase (108) for an internal combustion engine (100) of a vehicle, the
crankcase (108) comprising:
an oil sump (110) defined with a cavity, wherein the oil sump (110) is configured to receive and store lubricant;
an oil passage (112) defined in a portion of the oil sump (110), wherein the oil passage (112) is configured to receive lubricant and transfer the lubricant to a plurality of sub-oil galleries; and
a crankcase stiffener (114) defined on a rim of the crankcase (108), wherein the crankcase stiffener (114) receives and supports a cylinder block (108) to improve stiffness of the internal combustion engine (100).
2. The crankcase (108) as claimed in claim 1, wherein the crankcase stiffener
(114) comprising:
an elongated body (116) defining a first surface (120) and a second surface (122);
a casing (118) surrounding the elongated body (116);
a plurality of ribs (124) extending from the casing (118) to the elongated body (116) for strengthening the crankcase stiffener (114).
3. The crankcase (108) as claimed in claim 1, wherein the oil passage (112) is integrated to the crankcase stiffener (114).
4. The crankcase (108) as claimed in claim 1, wherein the crankcase stiffener (114) is made of magnesium alloy.
5. The crankcase (108) as claimed in claim 1, wherein the plurality of sub-oil galleries is defined in each of a crankcase housing, a crankcase cover, the cylinder block (108), and a cylinder head (102).

6. The crankcase (108) as claimed in claim 1, wherein the crankcase stiffener (114) comprises an in-situ cast steel mesh (126) configured to act as an oil strainer.
7. The crankcase (108) as claimed in claim 1, wherein the lubricant from at least one of the pluralities of sub-oil galleries is discharged onto a crankshaft of the cylinder block (108), an intake camshaft, and an exhaust camshaft of the cylinder head (102), and the like.
8. The crankcase (108) as claimed in claim 3, wherein the crankcase stiffener (114) is manufactured through a high pressure die casting (HPDC) method.
9. The crankcase (108) as claimed in claim 2, wherein the first surface (120) is an upper surface of the elongated body (116), and the second surface (122) is a bottom surface of the elongated body (116).
10. A vehicle comprising a crankcase (108) as claimed in claims 1 to 9.