Claims:We claim:
1. A system (101) comprising:
a casing assembly (205; 206, 207), comprising:
a first portion (206); and
a second portion (207), wherein the first portion (206) and the second portion (207) adjoining each other along a first plane (P1);
a third-portion (215) adjoining the first portion (206) and the second portion (207) along a second plane (P2);
a fluid passage (260), wherein the fluid passage (260) comprises:
a first-upstream passage (262) and a plurality of downstream passages (275, 276, 277, 280),
the first-upstream passage (262) being formed in the first portion (206), and the plurality of downstream passages (275, 276, 277, 280) being formed in the first portion (206), the second portion (207), and the third portion (215), wherein fluid flows from the first-upstream passage (262) to the plurality of downstream passages (275, 276, 277, 280) through the third portion (215).
2. The system (101) as claimed in claim 1, wherein
the first-upstream passage (262) being configured to allow passage of fluid from the first portion (206) to the third-portion (215), and
the plurality of downstream passages (275, 276, 277, 280) comprises a first-downstream passage (280) disposed on the first portion (206), a second-downstream passage (276) disposed on the second portion (207) and a third-downstream passage (275) disposed on the third-portion (215), wherein fluid being configured to flow via the third-portion (215).
3. The system (101) as claimed in claim 1, wherein the system (101) being an internal combustion engine (101) for a vehicle (100), the internal combustion engine (101) comprising:
a crankcase assembly (205) configured to function as the casing assembly (205; 206, 207), wherein a first-crankcase (206) configured to function as a first-portion (206), a second-crankcase (207) configured to function as a second portion (207), and a cylinder block (215) configured to function as the third-portion (215) of the internal combustion engine (101).
4. The system (101) as claimed in claim 3, wherein the first-crankcase (206) and the second-crankcase (207) adjoining each other along a first plane (P1) being a vertical plane, and the cylinder block (215) being supported by the first-crankcase (206) and the second-crankcase (207), and adjoining the first-crankcase (206) and the second-crankcase (207) along a second plane (P2), wherein the second plane (P2) being substantially orthogonal to the first plane (P1).
5. The system (101) as claimed in claim 1, wherein the first-upstream passage (262) being connected to a heat exchanger (257) disposed on the third-portion (215), and wherein fluid from the first-upstream passage (262) being allowed to pass the heat exchanger (257) through a first-groove portion (264).
6. The system (101) as claimed in claim 1, wherein the first-groove portion (264) being formed on the third-portion (215), wherein system (101) includes a fluid pump (250) for pumping a fluid from an oil sump (209) to a first-upstream passage (262) provided in the first-portion (206) and subsequent to the first-groove portion (264) and then to an inflow-path (266) for a heat exchanger (257).
7. The system (101) as claimed in claim 5, wherein the heat exchanger (257) being fluidically connected to an outflow-path (268), the outflow-path (268) being connected to a first-pocket (270) being formed in the third-portion (215), wherein the first-pocket (270) being configured to supply fluid to a plurality of downstream passages (275, 276, 277, 280) of the system (101).
8. The system (101) as claimed in claim 1, wherein the third-portion (215) being provided with a second-pocket (272), wherein the second-pocket (272) being disposed on one side of the first-plane (P1) and the first-pocket (270) being disposed on other side of the first-plane (P1 ).
9. The system (101) as claimed in claim 8, wherein the second-pocket (272) being in fluid communication with the first-pocket (270) through a cross-passage (271), wherein the first-pocket (270) and the second-pocket (272) being integrally formed within the third-portion (215) and the cross-passage (271) being drilled thereat.
10. The system (101) as claimed in claim 1, wherein the first-portion (206) being provided with a second-groove portion (279) and the second-portion (207) being provided with a third-groove portion (274), wherein the second-groove portion (279) disposed in fluid communication with a second-pocket (272) and the third-groove portion (274) being disposed in fluid communication with a first-pocket (270), and wherein the first-pocket (270) and the second pocket (272) being disposed on the third-portion (215).
11. The system (101) as claimed in claim 10, wherein the third-portion (215) configured to adjoin the first portion (206) and the second-portion (207) through a first-gasket (230) disposed therebetween, wherein the first-gasket (230) configured to provide fluid communication between the first-pocket (270) and the third-groove portion (274), and the second-pocket (272) and second-groove portion (279) through a plurality of grooves (270G, 272G) formed on the first-gasket (230).
12. The system (101) as claimed in claim 11, wherein the third-portion (215) comprises a plurality of mounting holes (285) for securing the third-portion (215) to the casing assembly (205), wherein an imaginary polygonal boundary region (240) bounding the plurality of mounting holes (285), and wherein first-pocket (270), the second-pocket (272), and a first-groove portion (285) being disposed substantially within the imaginary bounding region (240).
13. The system (101) as claimed in claim 1, wherein the first-upstream passage (262) and the plurality of downstream passages (275, 276, 277, 280) being disposed within an imaginary boundary region (240, 240’), wherein imaginary boundary region (240, 240’) bounding a plurality of mounting holes (285, 286) of one the third portion (215) and the casing assembly (205), wherein through the plurality of mounting holes (285, 286) the third portion (215) being secured to the casing assembly (205) or vice-versa.
14. The system (101) as claimed in claim 10, wherein the second-groove portion (279) being connected to a first-downstream passage (280) formed in the first-portion (206), and wherein the first-downstream passage (280) being configured to supply fluid to a crankshaft (210) and a crankshaft-journal on one lateral side (RH).
15. The system (101) as claimed in claim 10, wherein the third-groove portion (274) being in fluid communication with a second-downstream passage (276) configured to supply fluid to a crankshaft (210), at one lateral side (LH), and the second-downstream passage (276) configured to provide a piston lubrication passage (276A).
16. The system (101) as claimed in claim 14, wherein the third-groove portion (274) being in fluid communication with a fourth-downstream passage (277) configured to supply fluid to a transmission chamber (245) comprising a main shaft (246) and a counter shaft (247).
17. The system (101) as claimed in claim 1, wherein the third-portion (215) comprises a first-pocket (270) for receiving cooled fluid from a heat exchanger (257), wherein a third-downstream passage (275) formed at least partially in the third-portion (215), the third-downstream passage (275) being in fluid communication with the first-pocket (270) for supplying fluid to one or more camshafts (223E, 223I) of the system (101).
18. A system (101) comprising:
a casing assembly (205; 206, 207), comprising:
a first portion (206); and
a second portion (207), wherein the first portion (206) and the second portion (207) adjoining each other along a first plane (P1);
a third-portion (215) adjoining the first portion (206) and the second portion (207) along a second plane (P2);
a fluid passage (260), wherein the fluid passage (260) comprises:
a first-upstream passage (262) being disposed on one side of the first plane (P1), and a plurality of downstream passages (275, 276, 277, 280) extending between the first portion (206) and the second portion (207) and being separated by the first plane (P1). , Description:TECHNICAL FIELD
[0001] The present subject matter relates generally to a system incorporating a fluid passage, for, but not exclusively to, a saddle ride-type vehicle. More particularly, the present subject matter relates to an improved fluid passage from the system.
BACKGROUND
[0002] Generally, a system like an internal combustion (IC) engine comprises a cylinder head, abutting a cylinder block to form a combustion chamber where the burning of air fuel mixture occurs. The forces generated due to combustion of air fuel mixture are transferred to a piston which is capable of reciprocating inside the cylinder block, and this reciprocating motion is transferred to rotary motion of the crankshaft through a connecting rod by the slider crank mechanism. The cylinder head comprises an intake port and an outlet port which allows the entry of air-fuel mixture and exit of burnt gases from the combustion chamber. The entry of air-fuel mixture to the combustion chamber and the exit of burnt gases are controlled by intake and exhaust valves which are configured to open and close based on the running cycle of the IC engine. Generally, this opening and closing is controlled by a valve train mechanism present on the cylinder head and actuated by a camshaft by the transmission of drive from the crankshaft using a cam chain. The crankshaft drives the camshaft and this is achieved by a cam chain which operably meshes between the camshaft and crankshaft.
[0003] Typically, any system, say the IC engine, incorporates many such moving parts, which are subjected to friction. Further, the combustion process in IC engine, or flow of high current in an electric motor generates lot of heat. Typically, a fluid, like a lubricating oil and/or a coolant is circulated throughout the system for cooling and providing lubrication for the moving components. For example, in IC engine, a cylinder head, cylinder block and other crankcase components are lubricated and simultaneously cooled by conduction. Further, as in some IC engines, the lubricating oil also circulates around the combustion chamber to extract heat in an oil cooling system of the IC engine.
BRIEF DESCRIPTION OF THE DRAWINGS
[0004] The detailed description is described with reference an embodiment of a two-wheeled saddle-ride vehicle along with the accompanying figures. The same numbers are used throughout the drawings to reference like features and components.
[0005] Fig. 1 (a) depicts a left-side view of an exemplary motor vehicle, in accordance with an embodiment of the present subject matter.
[0006] Fig. 2 (a) illustrates a schematic side view of an IC engine as an exemplary system, in accordance with an embodiment of the present subject matter.
[0007] Fig. 2 (b) illustrates a schematic perspective view of a system with a fluid passage, in accordance with an embodiment of the present subject matter.
[0008] Fig. 2 (c) illustrates a flow diagram shown the flow of the fluid in the system, in accordance with an embodiment of the present subject matter.
[0009] Fig. 2 (d) depicts a top view of a crankcase and Fig. 2 (e) depicts a bottom view of a cylinder block, in accordance with an embodiment of the present subject matter.
[00010] Fig. 2 (f) and 2 (g) illustrates a top-view and a bottom-view of a first gasket, in accordance with an embodiment of the present subject matter.
[00011] Fig. 2 (h) illustrates a schematic sectional view of a portion of the IC engine, the section being taken along axis D-D’ of Fig. 2 (d), in accordance with an embodiment of the present subject matter.
DETAILED DESCRIPTION
[00012] Typical systems like internal combustion (IC) engines are provided with a coolant path, where an oil flow form a sump of the IC engine to various components thereof and finally reaches the oil sump. When considering lubrication of components disposed far from the sump, various passages are created for flow of oil. For example, considering a cylinder portion of the IC engine, oil passages are provided in between insertion holes and an outer surface of a cylinder liner. This passage extends till a specific height of a cylinder block, in axial direction of the cylinder liner, starting from a joint surface of the cylinder block and a cylinder head. The flow of oil through the oil passage enables reduction of temperature around a combustion chamber, which is generated due to the combustion process. Generally, the oil enters the cylinder block via passages formed about a bulged portion provided around the cylinder block. Generally, oil flows between the components, say the cylinder block and the cylinder head via a gasket provided in between them. The oil may further be circulated to a radiator acting as a heat exchange element that allows exchange of heat from the oil to the atmosphere. Any improper sealing between the components may lead to leakage of oil thereby affecting cooling and lubrication of the system.
[00013] Moreover, in certain other type of engine, a crankcase is split horizontally into an upper part and a lower part. A portion of the cylinder block is integrated with the upper part of the crankcase. In a known design, the oil water heat exchanger is provided on the upper part of the crankcase. In such engines, a fluid passage (oil passage) is provided through multiple drill holes within the upper part of crankcase. Oil from an oil pump passes through an oil filter and then through the oil water heat exchanger before branching out towards various other components. However, in the aforementioned construction, the machining of oil holes in the upper part component is complicated owing to availability of minimal land and the need for providing additional threaded holes and coolant passages. Even if drilled holes are provided, continuity of passage at the intersection of the drilled holes of one component with the drilled holes of another component is difficult to achieve. Moreover, providing drilled holes in an upper component of the crankcase may lead to internal oil leakage due to formation of blow holes during casting. Thus, complex machining and higher quality of casting is required to overcome such problems, which is difficult to achieve in large scale manufacturing.
[00014] Certain attempts were made in the art to address this problem by avoiding longer drilled holes in the casted components. The oil passage is formed between the crankcase component and the cylinder block, where the oil holes for entry and exit is provided on the crankcase, while the corresponding groove for channelizing the passage of oil from the entry hole on the crankcase to the exit holes is provided on the cylinder block mating surface with the crankcase. However, both the oil holes and the groove are formed outside the stud hole boundary as an additional extended part wherein the stud hole are the primary mounting means to clamp the cylinder head and the cylinder block to the crankcase thereby forming a leak proof combustion chamber. The forming of the oil holes and groove outside the polygon joining the stub holes leads to addition of material. Further, the clamping force distribution for the sealing area would be lesser because of the extended area provided outside the stud hole boundary.
[00015] Thus, the present invention is aimed at overcoming the problem with respect to machining longer holes in casted components and providing additional material for the sake of oil passage, which also leads to other problems such as lesser clamping force distribution.
[00016] Hence, the present subject provides a system that addresses the aforementioned and other problems in the prior art.
[00017] As per an aspect of the present invention, the system comprises of a casing assembly being formed by a first portion and a second portion. The first portion and the second portion adjoining each other along a first plane. The first plane a horizontal plane, a vertical plane and a plane disposed at an angle to the horizontal/vertical planes. A third-portion is adjoining the first portion and the second portion along a second plane. The second plane being disposed at an angle to the first plane. The system comprises at least three interfacing components are mentioned above.
[00018] The system comprises of a fluid passage that comprises a first-upstream passage and a plurality of downstream passages. The first-upstream passage is formed in the first portion. The plurality of downstream passages is selectively formed in the first portion, the second portion, and the third portion. The fluid flows from the first-upstream passage to the plurality of downstream passages through the third portion.
[00019] The first-upstream passage is configured to allow passage of fluid from the first portion to the third-portion. The fluid can be a lubricating oil, cooling oil, or any similar fluid offering lubrication/cooling characteristics. The plurality of downstream passages comprises a first-downstream passage disposed on the first portion, a second-downstream passage disposed on the second portion and a third-downstream passage disposed on the third-portion. The fluid being configured to flow from the third-portion instead of flowing directly from first portion to second portion along the three interfacing portions.
[00020] In one embodiment, the system is an internal combustion engine for a motor vehicle. The internal combustion engine comprising of a crankcase assembly, which acts as the casing assembly of the system. A first-crankcase is configured to function as a first-portion, a second-crankcase configured to function as a second portion, and a cylinder block configured to function as the third-portion of the internal combustion engine. The first-portion, the second-portion and third-portion being casted parts. The first-crankcase and the second-crankcase are adjoining each other along the first plane being a vertical plane. The cylinder block being supported by the first-crankcase and the second-crankcase, and adjoining the first-crankcase and the second-crankcase along the second plane. The second plane being substantially orthogonal to the first plane.
[00021] In another embodiment, the casing assembly is a casing of a traction motor. The fluid passage being configured for cooling of the traction motor. The casing assembly being a cover assembly or the like for traction motor.
[00022] In one embodiment, the first-upstream passage is connected to a heat exchanger disposed on the third-portion. Fluid from the first-upstream passage is allowed to pass to the heat exchanger through a first-groove portion formed in the third-portion. Entry of fluid for cooling happens from an oil sump to the third-portion (cylinder block in case of IC engine). The fluid is cooled prior to circulation. In one implementation, the heat exchange can be convection based with atmosphere/ ambient cooling. In another implementation, the heat exchanger can be oil-water/coolant based.
[00023] In one embodiment, the first-groove portion is formed on the third-portion. The system includes a fluid pump for pumping a fluid from an oil sump to a first-upstream passage provided in the first-portion. Subsequently, to the first-groove portion and then to an inflow-path for a heat exchanger. The fluid is drawn from the oil sump, which is preferably formed in the casing assembly, and is being sent to third portion, without getting to the interfacing portion of more than two components.
[00024] In one embodiment, the heat exchanger being in fluid connection with an outflow-path. The outflow-path being connected to a first-pocket being formed in the third-portion. The first-pocket being configured to supply fluid to a plurality of downstream passages of the system, wherein the first-pocket acts as an oil gallery.
[00025] In one embodiment, the third-portion is provided with a second-pocket. The second-pocket is disposed on one side of the first-plane and the second-pocket being disposed on other side of the first-plane. Whereby, each pocket can be configured to supply fluid to corresponding portion of the casing assembly. In case of more than two components being part of the casing assembly, similar or a greater number of such pockets can be configured in the third portion.
[00026] In one embodiment, the second-pocket is in fluid communication with the first-pocket through a cross-passage. The first-pocket and the second-pocket are integrally formed with the third-portion and the cross-passage being drilled thereat. The present subject matter reduces the number of drilling portion required. Especially considering available land on components like cylinder block or cylinder head. In one implementation, the cross-passage cuts through the first plane to connect the pockets.
[00027] In one embodiment, the first-portion is provided with a second-groove portion and the second-portion is provided with a third-groove portion. The second-groove portion is disposed in fluid communication with the second-pocket and the third-groove portion is disposed in fluid communication with the first-pocket. The first-pocket and the second pocket that are disposed on the third-portion are in fluid communication and receive cooled fluid from the heat exchange to supply to the casing assembly (crankcase assembly in case of IC engine).
[00028] In one embodiment, the third-portion is configured to adjoin the first portion and the second-portion through a first-gasket. The first-gasket being disposed therebetween. The first-gasket is configured to provide fluid communication between the first-pocket and the third-groove portion, and the second-pocket and second-groove portion through a plurality of grooves formed on the first-gasket. At rest of the regions, the first-gasket offers a tight seal between the components. Since flow is not provided at interfacing of the three or more components, the first-gasket ensures sealing between two components effectively without any oil leak.
[00029] In one embodiment, the third-portion comprises a plurality of mounting holes for securing the third-portion to the casing assembly. An imaginary boundary region, which is bounding the plurality of mounting holes is considered. Preferably, the imaginary bounding region passed through an at least a portion of a portion of an outer periphery of the mounting holes. The first-pocket, the second-pocket, and a first-groove portion, formed on the third-portion, are being disposed substantially within the imaginary bounding region. Thus, need for extension of cylinder block outside a periphery of mounting holes is avoided thereby avoiding addition of material and provided optimum clamping force distribution.
[00030] In one embodiment, the first-upstream passage and the plurality of downstream passages, and corresponding groove portions are disposed within the imaginary boundary region. The plurality of mounting holes of the third portion and the casing assembly are configured for securing them together using stud bolts or the like.
[00031] In one embodiment, the second-groove portion is connected to a first-downstream passage formed in the first-portion. The first-downstream passage is configured to supply fluid to a crankshaft and a crankshaft-journal at one lateral side.
[00032] In one embodiment, the third-groove portion is in fluid communication with a second-downstream passage, which is configured to supply fluid to a crankshaft at one lateral side. The second-downstream passage is configured to provide a piston lubrication passage, as part of sub-branching from the second-downstream passage.
[00033] In one embodiment, the third-groove portion is disposed in fluid communication with a fourth-downstream passage configured to supply fluid to a transmission chamber comprising a main shaft and a counter shaft.
[00034] In one embodiment, the third-portion comprises a first-pocket for receiving cooled fluid from a heat exchanger. The third-downstream passage formed at least partially in the third-portion. The third-downstream passage is in fluid communication with the first-pocket for supplying fluid to one or more camshafts of the system.
[00035] The embodiments of the present invention will now be described in detail with reference to an embodiment in a saddle type two wheeled vehicle along with the accompanying drawings. However, the present invention is not limited to the present embodiments. The present subject matter is further described with reference to accompanying figures. It should be noted that the description and figures merely illustrate principles of the present subject matter. Various arrangements may be devised that, although not explicitly described or shown herein, encompass the principles of the present subject matter. Moreover, all statements herein reciting principles, aspects, and examples of the present subject matter, as well as specific examples thereof, are intended to encompass equivalents thereof.
[00036] Arrows wherever provided in the top right corner in the drawings depicts direction with respect to the vehicle, wherein an arrow FW denotes front direction, an arrow RW indicates rear direction, an arrow UP denotes upward direction, an arrow DW denotes downward direction, an arrow RH denotes right side, and an arrow LH denotes left side.
[00037] Fig. 1 illustrates an exemplary motor vehicle incorporated with a system, according to an embodiment of the present subject matter. In one embodiment, the system is an internal combustion (IC) engine 101, which is a forwardly inclined type. In another embodiment, the IC engine can be a rearwardly inclined type. The forward or rearward inclination is an angle of inclination of a cylinder axis of the IC engine 101. The motor vehicle 100 comprises of a first-wheel 105, and a second-wheel 110, which are supported by a frame assembly 115. A fuel tank 120 and a seat assembly 125 are mounted to the frame assembly 115 and the seat assembly 125 is disposed rearward to the fuel tank 120. In the depicted embodiment, the IC engine 101 is fixedly supported by the frame assembly 115. In another embodiment, the IC engine may be swingably mounted to a corresponding frame assembly. The present invention is not limited to a two-wheeled saddle ride vehicle, as the features of the present subject matter are applicable to system, which incorporates the features as described and claims irrespective of configuration of the system.
[00038] The first-wheel 105 is rotatably supported by a front suspension 130, which forms part of a steering system (not shown) and the steering system being pivotably supported by the frame assembly 115. Similarly, the second-wheel 110 is supported by a rear suspension 135, which has one end mounted to the frame assembly 115 and another end connected to a swingarm 140. The swingarm 140 has a front end pivoted to the frame assembly 115 and a rear end of the swingarm 140 is configured to rotatably support the second-wheel 110. A handlebar assembly 145 is fixed to upper bracket (not shown) of the steering system and can be used to maneuver the motor vehicle 100.
[00039] Fig. 2 (a) illustrates a schematic side view of an IC engine as an exemplary system, in accordance with an embodiment of the present subject matter. The internal combustion (IC) engine comprises a crankcase assembly 205, which is configured to house plurality of component of the IC engine 101. The crankcase assembly 205 acts as a casing assembly of the system. The terms ‘casing assembly’ and ‘crankcase assembly’ are interchangeably used. For example, the crankcase assembly 205 houses a crankshaft 210 and many other rotating shafts thereof. The IC engine 101 includes a cylinder block 215 mounted to the crankcase assembly 205. The cylinder block 215 forms a portion of the system. Further, the cylinder block 215 supports a cylinder head 220. A cylinder head-cover 225 is mounted to the cylinder head 220 for covering a top portion of the cylinder head 220. A first-gasket 230 is disposed between the cylinder block 215 the crankcase assembly 205. Similarly, a second-gasket and a third-gasket (not shown) are provided between the cylinder block 215 & the cylinder head 220 and the cylinder head 220 and the cylinder head-cover 225, respectively. The gaskets are provided to seal any gaps between mating surface of the two components and can be formed by metal, paper, any known material, or a combination thereof.
[00040] The cylinder block 215 defines a cylinder bore 235 for supporting a piston 232, wherein the piston 232 is slidable about the cylinder bore 235. The piston 232 is functionally connected to the crankshaft 210 through a connecting rod 234. A reciprocating motion of the piston 232, along a cylinder axis, is converted into a rotatory motion of crankshaft 210. In one embodiment, the crankshaft 210 is rotatably supported by crank journals. The IC engine 101 comprises a combustion chamber 236, which is defined by the cylinder block 215. Specifically, the combustion chamber 236 is formed between a top surface of the piston 232 and a bottom surface of the cylinder head 220.
[00041] The cylinder head 220 defines an intake port 221 for supply of air-fuel mixture into the combustion chamber 236 and an exhaust port 222 for scavenging of combusted gases from the combustion chamber 236. An intake valve V10 is provided to open and close an opening of the intake port 221 and an exhaust valve V20 is provided to open and close an opening of the exhaust port 222. One or more camshafts are used to enable opening and closing of the valves V10 and V20 through a rocker arm (not marked). In depicted embodiment, two camshafts 223I, 223E for operating the valves V10, V20 are provided. Thus, the IC engine 101 of the present embodiment is dual overhead cam (DOHC)-type. The camshafts 223I, 223E are driven by the crankshaft 210 through a cam chain (not shown).
[00042] Further, the IC engine 101 incorporates a transmission chamber 245, which includes a main shaft 246 and a counter shaft 247. Further, a transmission gear assembly (not shown) is disposed functionally between the main shaft 246 and the counter shaft 247. The counter shaft 247 projects outward from the transmission chamber 245 (crankcase assembly 205), as an output shaft, towards one lateral side RH/LH of the IC engine 101. The IC engine 101 also has a sprocket (not shown) mounted to the outward projected portion of the counter shaft 247 and is linked to the second-wheel 110 through a belt drive or a chain drive. Further, the IC engine 101 incorporates many other rotating and functional systems, which are not explained herein. Clearly, the IC engine 101 is a sophisticated ‘system’, which comprises various rotating and moving components that require lubrication and cooling.
[00043] In one embodiment, the IC engine 101 is an oil cooled engine utilizing lubricating oil for cooling the combustion chamber 236. The oil is circulated around cooling jackets (not shown) disposed around the combustion chamber 236 to extract heat and consequently cool the surroundings around the combustion chamber 236 and cylinder block 215. Further, the IC engine 101 comprises a heat exchanger 257 (shown in Fig 2(b)), provided on an outer surface of the IC engine 101, which enables dissipation of heat from the oil into the atmosphere. In one embodiment, cooling at the heat exchanger occurs by transfer of heat between the fluid (oil) and coolant through a partitioning/separating portion of the cylinder block 215.
[00044] The IC engine 101 comprises a fluid pump 250, which is functionally connected to the crankshaft 210. The fluid pump 250 is configured to pump fluid, say oil, from a fluid sump 209 (shown in Fig 2(b)), provided in a bottom portion of the IC engine 101, to various components and back to the fluid sump 209. The fluid passes through a fluid passage 260 (shown in Fig. 2 (b), in accordance with an embodiment of the present subject matter. Further, the IC engine 101 comprises a first-cover 208A (shown in Fig 2(b)) mounted to one lateral side of the crankcase assembly 205 and a second-cover 208B (shown in Fig 2(b)) mounted to another lateral side of the crankcase assembly 205.
[00045] Fig. 2 (b) illustrates a schematic perspective view of a system with a fluid passage, in accordance with an embodiment of the present subject matter. Fig. 2 (c) illustrates a flow diagram showing the flow of the fluid in the system, in accordance with an embodiment of the present subject matter. For any reference to components of the system that are not shown in Fig. 2 (b) and Fig. 2 (c), reference to be made to Fig. 2 (a). The system considered as an embodiment of the present invention, is the IC engine 101. The IC engine 101 comprises a crankcase assembly 205 being made of a first-crankcase 206 and a second-crankcase 207, which forms a casing assembly of the system. The first-crankcase 206 and the second-crankcase 207 are adjoining each other along a first-plane P1. The first-crankcase 206 and the second-crankcase 207 being a first-portion and a second-portion of the casing assembly of the system. The cylinder block 215 forms a third-portion of the system and the cylinder block 215 is mounted to the first-portion and the second-portion. Herein, the terms ‘cylinder block’ and ‘third portion’ are interchangeably used. In one embodiment, the first-plane P1 is a vertical plane extending in a longitudinal direction FW-RW of the IC engine 101/motor vehicle 100. The cylinder block 215 is mounted to the crankcase assembly 205. Specifically, the cylinder block 215 is mounted to the first-crankcase 206 and the second-crankcase 207 and being supported along a second-plane P2. In one implementation, the second-plane P2 is a horizontal plane or a plane disposed at an angle (preferably orthogonal) with respect to the horizontal plane. For ease of representation, the first-plane P1 and the second -plane P2 are schematically showed as dotted lines. The first-gasket 230 (shown in Fig. 2 (a)) is placed in-between the crankcase assembly 205 and cylinder block 215 for sealing and serving as a guide for at least a portion of the fluid passage 260.
[00046] In one embodiment, the fluid sump 209 is disposed at the bottom portion of the crankcase assembly 205. At the bottom portion of the IC engine 101 a fluid sump 209 is defined. The oil pump 250 draws fluid/oil from the fluid sump 209. The oil flows through an upstream passage provided in the crankcase assembly 205 through a path from the fluid sump 209 and connected is connected to an inlet passage of an oil filter. The oil filter in turn reduces pressure loss by avoiding oil path cross-junction.
[00047] Oil flows to the cylinder block 215 through a first-upstream passage 262, which is connected to an outlet of the oil filter. In one implementation, the first-upstream passage 262 provided in the first-crankcase 206 and the oil filter & fluid sump 209 are supported on the first-crankcase 206. Further, a first-groove portion 264 is provided in the cylinder block 215. The first-upstream passage 262 is connected to the first-groove portion 264 and in the depicted embodiment, the first-upstream passage 262 is a straight path and the first-groove portion 264 is a curved portion. Further, the heat exchanger 257 is provided on the cylinder block 220. From the first-groove portion 264, oil flows to the heat exchanger 257 through an inflow-path 266 is configured, which connects the first-groove portion 264 to the heat exchanger 257. In one implementation, the heat exchanger 257 is an oil/water heat exchanger, which is used for exchange of heat from the oil to a coolant of the IC engine 101. This keeps the temperature of the lubricating oil within a required working range and also, improves life of the [lubricating] oil by limiting overheating thereof.
[00048] From the heat exchanger 257, oil flows to a first-pocket 270 through an outflow-path 268. The first-pocket 270 has a pre-defined volume for accumulation of oil and from the first-pocket 270 oil branches to multiple paths, which act as plurality of downstream passages. A first-downstream passage 280 is connected to the second-groove portion 279, which is formed on the first-crankcase 206. From the second-groove portion 279, fluid/oil flows towards journals of crankshaft 210 (on first-side/right side; shown in Fig. 2 (a)) and also, the second-groove portion 279 is configured to supply oil to journals of the connecting rod 234 (shown in Fig. 2 (a)). From Fig. 2 (b). Even though there appears to be an overlap between the first-groove portion 264 and the second-groove portion 279, however, there is a functional & physical isolation therebetween by the first-gasket 230.
[00049] Further, form the first-pocket 270, a third-groove portion 274 extends in a curved manner. The third-groove portion 274, which is formed on the second-crankcase 207, is connected to multiple downstream passages 276, 276A, 277 provided in the second-crankcase 207. The multiple downstream passages include a second-downstream passage 276 supplying fluid to the crankshaft 210 and it includes a piston lubrication passage 276A. The piston lubrication passage 276A leads fluid to lubricate the piston 232 (shown in Fig. 2 (b)). Further, in one embodiment, the fluid path extends to a magneto assembly or an integrated starter generator mounted to the crankshaft 210. Further, the third-groove portion 274 is connected to a fourth-downstream passage 277 which is configured to supply lubrication fluid to the main shaft 246 and the counter shaft 247 of the transmission casing 245. Further the first-pocket 270 is connected to a third-downstream passage 275, which is configured to supply fluid to the camshafts 223I, 223E and their corresponding journals. Further, the third-downstream passage 275 extends from the cylinder block 215 through the cylinder head 220 towards the camshafts 223I, 223E.
[00050] Fig. 2 (d) depicts a top view of a crankcase assembly 205 and Fig. 2 (e) depicts a bottom view of a cylinder block 215, in accordance with an embodiment of the present subject matter. Fig. 2 (f) and 2 (g) illustrates a top-view and a bottom-view of a first-gasket 230, in accordance with an embodiment of the present subject matter. The top portion of the crankcase is provided with the second-groove portion 279 and the third-groove portion 274. The second-groove portion 279 is connected to one of the downstream passages, which is the first-downstream passage 280 in the depicted implementation. Further, in the depicted embodiment, the second-groove portion 279 and the first-downstream passage 280 are provided on the first-crankcase 206. The second-groove portion 279 is integrally formed during casting. The first-downstream passage 280 being a substantially straight path is formed by drilling or the like. The second-groove portion 279 is in a fluid communication with the second-pocket 272 formed in the cylinder block 215.
[00051] Further, the second-crankcase 207 is provided with a the third-groove portion 274, which is formed integrally on a top surface thereof. The third-groove portion 274 comprises of plurality of downstream passages. The third-groove portion 274 is in fluid communication with the first-pocket 270. As can be seen in Fig. 2 (c), the first-crankcase 206 and the second-crankcase 207 are adjoining along the first-plane P1. Instead of creating a flow path from the first-crankcase 206 to the second-crankcase 207 (which would be requiring sealing between the first-crankcase 206, the second-crankcase 207 & the cylinder block 215), the fluid path is created through the first-pocket 270 and the second-pocket 272 that part of the cylinder block 215. The transfer of fluid from one side (LH to RH or RH to LH) of the IC engine 101 to other side happens through the single component (i.e. cylinder block 215) thereby achieving a compact lubrication layout as well as eliminating chance of leak. Further, the first-pocket 270 and the second-pocket 272, which are formed in the cylinder block 215, are provided with a cross-passage 271 for fluid communication. In one implementation, the first-pocket 270 and the second-pocket 272 are integrally formed in the cylinder block 215, during casting. The cross-passage 271 is formed by drilling or the like.
[00052] Further, the cylinder block 215 is provided with the first-groove portion 264, which has one end being in fluid communication with the first-upstream passage 262. Other end of the first-groove portion 264 is in fluid communication with the inflow-path 266, which enables flow of fluid into the heat exchanger 257. At the fluid exchanger 257, fluid gets cooled down through atmosphere and/or through a coolant of the IC engine 101. The cooled fluid reaches the first-pocket 270 and from there it flows to all the downstream passages of the IC engine/system 101.
[00053] Thus, the first-upstream passage 262 is formed in the first portion 206. The plurality of downstream passages 275, 276, 277, 280 are formed in the first portion 206, the second portion 207, and the third portion 215. The fluid flows from the first-upstream passage 262 to the plurality of downstream passages 275, 276, 277, 280 through the third portion 215.
[00054] The first-gasket 230 is depicted in Fig. 2 (e) such that its alignment with the crankcase assembly 205 is shown. Similarly, the first-gasket 230 is depicted Fig. 2 (e) such that its alignment with the cylinder block 215 is shown. The first-gasket 230 is provided with grooves 270G, 272G, which enable fluid communication between the first-pocket 270 & third-groove portion 274, and the second-pocket 272 & the second-groove portion 279. At other portions of the fluid passage, the first-gasket 230 acts as a seal between the cylinder block 215 and the crankcase assembly 205. The same is illustrated in the section view of Fig. 2 (d).
[00055] Further, considering Fig. 2 (d) and Fig. 2 (e), the cylinder block 215 is provided with a plurality of mounting holes 285. In the depicted embodiment, four mounting holes 285, not by limitation. Similarly, a plurality of mounting holes 286 are provided on the crankcase assembly 205. Through the plurality of mounting holes 285, 286, the cylinder block 215 is secured to the crankcase assembly 205 by using stud bolts or similar fastening means. Furthermore, an imaginary boundary polygon region 240 (240’ in case of the crankcase assembly 205) is defined, which is bounding the plurality of mounting holes 285. For example, the imaginary bounding region 240 is box shaped covering outer peripheral portions of the plurality of mounting holes 285/286, when viewed in axial direction of the combustion chamber 236. The fluid passage 260 is optimally disposed within the imaginary bounding region 240. In other words, the first-pocket 270, the second-pocket 272, and the first-groove portion 285 are optimally disposed substantially within the imaginary bounding region 240. The term substantially indicates herein that at least 80% of the fluid passage is disposed within the imaginary boundary region 240. Further, the second-groove portion 279, the third-groove portion 274, and the downstream passages 275, 276, 277, 280 on the crankcase assembly 205 are also substantially within the imaginary boundary region 240/240’. The fluid passage 260 is formed within the boundary of mounting holes (stud holes, as they are alternatively referred to) boundary without the need for any extension of the cylindrical block 215. Need for any addition of material is eliminated. Moreover, the clamping force distribution required for the sealing interface between the components is achieved.
[00056] Fig. 2 (h) illustrates a schematic sectional view of a portion of the IC engine, the section being taken along axis D-D’ of Fig. 2 (d), in accordance with an embodiment of the present subject matter. As shown, at the intersection of or at transition between the first-crankcase 206, the second-crankcase 207, and the cylinder block 215, no fluid passage is created. The first-crankcase 206 being a first-portion of the system 101 [the IC engine 101 is the system, as per one embodiment; hence, both are referred to using same sign], the second-crankcase 207 being a second-portion of the system 101 and the cylinder block 215 being a third-portion of the system 101. The fluid passage 260 comprises the first-pocket 270 provided on one side of the first-plane P1, and as viewed orthogonally from the first-plane P1. Further, the second-pocket 272 is created on other side of the first-plane P1. The first-pocket 270 being created on one of the first-portion and the section, and the second-pocket 272 being created on other of the first-portion and the second-portion. The cross-passage 271 being provided on the third-portion (i.e. cylinder block) and crossing the first-plane P1. The third-portion adjoining the first-portion and the second-portion along the second-plane P2. In one embodiment, the second-plane being disposed orthogonal to the first-plane P1. In addition, the cylinder block has a third-pocket (not shown), which is configured to receive oil from the oil filter and passes the oil towards the heat exchanger 257 (shown in Fig. 2 (d)).
[00057] As explained earlier, the second-pocket 272 receives oil from the first-pocket 270 through the cross-passage 271. Further, the first-pocket 270 and the second-pocket 272 align with their corresponding grooves, which are provided with a specific depth enabling fluid flow. Further, the cylinder block 215 comprises plurality of coolant paths/water jackets that are separated by a casting wall, which separates oil and water from mixing with each other. Further, the casting walls facilitate a heat transfer from oil to the cooling water, which will further reduce the oil temperature. The casting wall acts as the medium for transfer of heat. Further, the first-gasket 230 separates the grooves formed in the crankcase assembly 205 and the cylinder block 215. For example, hot fluid flowing in the crankcase assembly 205 is separated from relatively cooler fluid flowing in the cylinder block 215 by the metallic first-gasket 230. Further, the metal gasket connects some of the grooves of crankcase and Cylinder block. That allows oil to flow in required direction. The oil flow rate to various parts of engine is controlled by the area and position of the hole in the gasket. Therefore, the loss of oil pressure due to viscosity when it flows through a small diameter path is reduced in this manner.
[00058] The various embodiments described above can be combined to provide further embodiments. Also, aspects of the embodiments are not necessarily limited to specific embodiments. Depicted figures are for illustrative purposes, many modifications and variations of the present subject matter are possible within the scope of the present subject matter, in the light of above disclosure.

List of reference signs:

100 vehicle
101 IC engine/system
105 first wheel
110 second wheel
115 frame assembly
120 fuel tank
125 seat assembly
130 front suspension
135 rear suspension
140 swingarm
145 handlebar assembly
205 crankcase assembly
206 first-crankcase
207 second-crankcase
208A first-cover
208B second-cover
209 fluid sump
210 crankshaft
215 cylinder block
220 cylinder head
221 intake port
222 exhaust port
223I/223E camshaft
225 cylinder-head cover
230 fist gasket
232 piston
234 connecting rod
235 cylinder bore
240 imaginary boundary region
240’ imaginary boundary region (crankcase)
245 transmission chamber
250 fluid pump
255 fluid sump
257 heat-exchanger
260 fluid passage
262 first-upstream passage
264 first-groove portion
266 inflow-path
268 outflow-path
270 first-gallery
271 cross-passage
272 second-pocket
274 third-groove portion
275 third-downstream passage
276 second-downstream passage
276A piston lubrication passage
277 fourth-downstream passage
279 second-groove portion
280 first-downstream passage
285 threaded holes
286 cam chain chamber
262G/270G/272G grooves (first gasket)
P1 first plane
P2 second plane
V10 intake valve
V20 exhaust valve