Engine assembly with insulated crankshaft bearing housing

Abstract

Engine assembly (2) for a motor vehicle, wherein the engine assembly (2) comprises a bearing housing section (8) designed to support a bearing (12) for a crankshaft (6) of the engine assembly (2), the bearing housing section (8) comprising a bearing interface (8a) designed to bear against the bearing (12) and an end face (8b) adjacent to the bearing interface (8a), the end face (8b) being arranged to face a web (6a, 6b) of the crankshaft (6) when the latter is installed; wherein the engine assembly (2) further comprises a heat insulation layer (14) provided on the end face (8b), the heat insulation layer (14) being positioned between the end face (8b) of the bearing housing section (8) and the web (6a, 6b) of the crankshaft (6) when the crankshaft (6) is installed in the engine assembly (2).

Description

Technical field

[0001] The present disclosure relates to an engine assembly for a motor vehicle and is concerned in particular, though not exclusively, with an engine assembly designed to improve engine warm-up. background

[0002] In an internal combustion engine, oil is used to lubricate the moving engine components. Oil can also be provided to cool engine components, such as pistons, when the engine operates under high heat radiation conditions.

[0003] The viscosity of oil varies depending on its temperature. When the oil is cold, its viscosity can be high, and the power required to pump oil around the engine can also be high. Furthermore, when the oil is cold and viscous, it may not lubricate the engine components as effectively, and friction between them can increase. Due to the oil's viscosity, the movement of the components can also generate increased shear forces within the oil, which can counteract the movement of the components. Therefore, it may be desirable to maintain the oil at a temperature at which it exhibits an appropriate viscosity.

[0004] Before starting the engine, both the engine and the oil are often cold. During the engine warm-up, some components may heat up more than others due to the engine's operation. For example, a piston may heat up and reach operating temperature faster than an engine block, such as a cylinder block. Contact with hot engine components can increase the oil temperature. However, the engine block can also act as a heat sink. When the oil comes into contact with the block, heat can be transferred to it, which can slow the oil warm-up process and thus increase the time it takes for the oil to reach a desired temperature and viscosity.

[0005] The relevant prior art for the present invention is found in DE 10 2006 039 380 A1, DE 102014206492 A1, JP 2009 - 209 795 A and WO 2012 / 128 097 A1. Description of the invention

[0006] At least some of the aforementioned problems are addressed by the features of the independent patent claims. Advantageous embodiments of the invention are described in the dependent claims.

[0007] Accordingly, an engine assembly for a motor vehicle is provided, wherein the assembly comprises a bearing housing section designed to support a bearing for a crankshaft of the engine assembly, the bearing housing section comprising a bearing interface designed to bear against the bearing and an end face adjacent to the bearing interface, the end face being arranged such that, when installed, it faces a web of the crankshaft; wherein the engine assembly further comprises an insulating layer provided on the end face, the insulating layer being positioned such that, when the crankshaft is installed in the engine assembly, the insulating layer is located between the bearing housing section and the web of the crankshaft.

[0008] The thickness of the insulating layer can increase with distance from the central axis of the crankshaft.

[0009] The engine assembly can still include the crankshaft. The thickness of the insulating layer can be designed such that a profile of the insulating layer, e.g., a cross-sectional profile in a plane parallel to the central axis of the crankshaft, corresponds to a profile of the crank web.

[0010] The bearing housing section can be part of a housing within the engine assembly, such as a cylinder block or sump block. For example, the bearing housing sections can be provided on a bearing bridge, which may be formed on a cylinder block.

[0011] The assembly may further include a bearing cover. The bearing cover may be designed to couple to the housing. The bearing cover may include another bearing housing section. The bearing housing section and the other bearing housing section may be designed together to form a bearing housing, e.g., a complete bearing housing.

[0012] Alternatively, the bearing housing section can be formed on a bearing cover designed to couple to a housing of the motor assembly. The housing can include a further bearing housing section. The bearing housing section and the further bearing housing section can be designed together to form a bearing housing, e.g., a complete bearing housing.

[0013] The additional bearing housing section may include a further bearing interface designed to rest against the bearing. The additional bearing housing section may include a further end face adjacent to the further bearing interface. This further end face may be positioned to face a crank web when the crankshaft is installed. The engine assembly may include a further insulating layer located on the further end face between the additional bearing housing section and the crankshaft web.

[0014] The thickness of the additional insulating layer can increase with distance from the crankshaft's central axis. Additionally or alternatively, the thickness of the additional insulating layer can be designed such that a profile of the insulating layer, e.g., a cross-sectional profile in a plane parallel to the crankshaft's central axis, corresponds to a profile of the crank web.

[0015] The bearing cap can be at least partially coated with the insulating material. The bearing cap can be coated with the insulating material, e.g., substantially and / or completely. The insulating material can be a non-foamed polymer, such as nylon.

[0016] The bearing cap may include one or more interfaces designed to rest against the motor housing. The insulating layer might not be provided at these interfaces.

[0017] The end face and / or the other end face may include a bearing surface designed to bear against a thrust washer of the bearing. The insulating layer provided on the end face and / or the other end face may be offset from the bearing surface, e.g., radially offset.

[0018] The insulating layer can comprise a foam board, e.g., a polymer foam board. The foam board can be bonded to the end face of the bearing housing section, e.g., using an adhesive. The foam board can be an open-cell foam board. The front and / or back surfaces of the foam board can be coated to make the foam board essentially impermeable to oil. Alternatively, the foam board can be a closed-cell foam board.

[0019] The insulating layer may include a ceramic plate. The ceramic plate may be connected to the bearing housing section.

[0020] According to another aspect of the present disclosure, an engine assembly for a motor vehicle is provided, the assembly comprising: a bearing bridge designed to provide one or more first bearing housing sections; and one or more bearing covers, each bearing cover providing a second bearing housing section designed to correspond to one of the first bearing housing sections, each pair of corresponding first and second bearing housing sections being designed together to accommodate a bearing for supporting the rotation of a crankshaft of the engine assembly; the assembly further comprising an insulating material provided on one or more faces of the bearing bridge and / or bearing covers.

[0021] Several bearing covers can be integrally formed on a bearing support.

[0022] The motor assembly may further include one or more bearings, which are received by the first and second bearing housing sections. The insulating material might not be provided on surfaces of the bearing bridge and bearing caps that are designed to bear against the bearings.

[0023] A vehicle can include any of the aforementioned engine assemblies.

[0024] According to another aspect of the present disclosure, a method for insulating an engine assembly is provided, wherein the assembly comprises: a bearing housing section designed to support a bearing for a crankshaft of the engine assembly, the bearing housing section comprising a bearing interface designed to bear against the bearing and an end face adjacent to the bearing interface, the end face being arranged to face a web of the crankshaft when the latter is installed, the method comprising: providing an insulating layer on the end face such that the insulating layer is provided between the bearing housing section and a web of the crankshaft when the crankshaft is installed in the engine assembly.

[0025] The insulating layer can be provided by immersing the bearing housing section in an insulating material and allowing the insulating material to harden.

[0026] Additionally or alternatively, the insulating layer can be provided by electrostatically coating the bearing housing section with an insulating material.

[0027] Additionally or alternatively, the process can include connecting the insulating layer to the front face.

[0028] The method may include: covering one or more surfaces of the bearing housing section before providing the insulating layer, e.g., in such a way that one or more interfaces of the bearing housing section are not covered by the insulating layer.

[0029] Additionally or alternatively, the procedure may include: machining one or more surfaces of the bearing housing section after the insulating layer has been provided, in order to remove one or more sections of the insulating layer from the bearing housing section.

[0030] The process may further include machining the end face of the bearing housing section before joining the insulating layer to the end face.

[0031] To avoid unnecessary duplication of work and text repetition in this document, certain features relating to only one or more aspects or embodiments of the invention are described. However, it is understood that, where technically feasible, features described with respect to one aspect or embodiment of the invention may also be used for another aspect or embodiment. Brief description of the drawings

[0032] For a better understanding of the present invention and to more clearly show how it can be implemented, reference is now made to the accompanying drawings by way of example, in which the drawings: Fig. 1 a bottom view of an engine housing according to arrangements of the present disclosure; Fig. 2 a perspective exploded view of the underside of the engine housing and bearings according to arrangements of the present disclosure; Fig. 3 a partial sectional view through an engine assembly according to arrangements of the present disclosure; and Fig. 4 is a perspective view of a bearing support according to the arrangements of the present disclosure. Detailed description

[0033] Referring to Fig. 1 and Fig. 2 An engine assembly 2 according to arrangements of the present disclosure can comprise a housing, for example a cylinder block 4, and a crankshaft 6.

[0034] The cylinder block 4 can accommodate one or more bearing housing sections 8, e.g., formed on it. In the case of the Fig. In the arrangement shown in Figure 1, five bearing housing sections 8 are provided and designed to form a bearing bridge for the cylinder block 4. The bearing housing sections 8 can be designed to support respective bearings 12 of the engine assembly. The bearings 12 can be designed to support the crankshaft 6 and facilitate rotation of the crankshaft 6 relative to the cylinder block 4. In the arrangement shown in Figure 1, five bearing housing sections 8 are provided and designed to form a bearing bridge for the cylinder block 4. Fig. In the arrangement shown in Figure 2, the bearings 12 are plain bearings provided in two halves, and the bearing housing sections 8 are designed to accommodate one half of the bearing 12. Fig. Figure 2 shows only half of the bearing that is to be accommodated in the bearing housing section 8. In other arrangements of the disclosure, it is also conceivable that the bearing housing sections 8 could be designed to accommodate ball bearings, roller bearings, or any other type of bearing.

[0035] The bearing housing sections 8 can include a bearing interface 8a. The bearing interface 8a can be designed to bear against an outer surface 12a of a corresponding bearing 12. As shown in Fig. As shown in Figure 2, the outer surface 12a of the bearing can be defined essentially radially, e.g., by a radial distance from a central axis of the bearing. Accordingly, the bearing interface 8a is curved, with one center of the curvature coinciding with the longitudinal axis of the crankshaft.

[0036] At the in Fig. 1 and Fig. In the arrangement shown in Figure 2, the bearing interface 8a has a greater width, e.g., in one axial direction of the bearing 12, than the bearing outer surface 12a. However, in some arrangements, the width of the bearing interface 8a and the bearing outer surface 12a can be the same.

[0037] The bearing housing sections 8 may further comprise one or more end faces 8b located adjacent to the bearing interface 8a. The bearing housing sections 8 may comprise two end faces 8b located at opposite, axially spaced ends of the bearing interface 8a. The end faces 8b may extend away from the bearing interface 8a in a substantially radial direction relative to a central axis of the crankshaft 6. In alternative arrangements, the end faces 8b may extend away from the bearing interface 8a at an angle, e.g., a non-perpendicular angle, relative to the bearing interface and the radial direction of the crankshaft 6.

[0038] As in Fig. As shown in Figure 1, one or more of the bearing housing sections 8 can be located adjacent to an outer wall 4a of the motor housing 4. The bearing housing section 8 can be integral with the outer wall; the bearing housing section 8 might not form an inner end face 8b on one side of the bearing housing section that forms a section of the outer wall 4a.

[0039] As in Fig. 1 and Fig. As shown in Figure 2, the end faces 8b of the bearing housing sections 8 can be located adjacent to the webs 6a, 6b of the crankshaft 6. As shown, the webs 6a can form crank throws and / or the webs 6b can form counterweights for the crankshaft 6.

[0040] The bearing housing sections 8 may further include oil feeds 10, which are designed to allow oil from an oil system of the engine assembly 2, which is to be supplied to the bearings 12, to lubricate the rotation of the crankshaft 6.

[0041] Due to the movement of the crankshaft 6 in the bearings 12 and the supply of oil from the oil inlets 10, oil can leave the bearings during the rotation of the crankshaft 6, e.g., flow out of them. Under certain operating conditions of the engine assembly, an oil flow can continuously leave each bearing 12. The oil leaving the bearings 12 can flow back through the engine assembly 2 to an oil sump (not shown) of the engine assembly, where the oil is collected before being pumped around the engine. In particular, oil leaving the bearings can flow over the inner end faces 8b of the bearing housing section 8 to reach the oil sump.

[0042] During the warm-up of the motor assembly 2, the oil leaving the bearings 12 can have a higher temperature than the motor housing 4. As in Fig. 1 and Fig. As shown in Figure 3, a layer of insulation 14 can be provided on each of the end faces 8b between the end face 8b and the web 6a, 6b of the crankshaft 6. The oil leaving the bearings 12 can flow over the layers of insulation 14 instead of contacting the end face 8b. This reduces the heat transfer from the oil to the engine housing 4.

[0043] The thickness of the insulating layer 14, e.g., in the longitudinal direction of the crankshaft, can vary across the end face 8b. In particular, the thickness of the insulating layer 14 can increase with radial distance from the central axis of the crankshaft 6. As shown in Fig. As shown in Figure 3, the thickness of the insulating layer 14 can be designed such that a profile, e.g., a cross-sectional profile parallel to the longitudinal axis of the crankshaft, of the insulating layer corresponds to a profile of the web 6a, 6b. Designing the thickness of the insulating material in this way allows the greatest thickness of insulation to be applied over the end face 8b while maintaining a desired minimum clearance between the insulating layer 14 and the crankshaft 6. Accordingly, a distance S between the web and the insulating layer 14 can be maintained over a range of radial positions, and the thickness of the insulating layer can be maximized.

[0044] At the in Fig. In the arrangement shown in Figures 1 to 3, the insulating layer 14 comprises a layer of closed-cell foam. Alternatively, the insulating layer 14 can comprise an open-cell foam. The open-cell foam can be designed to prevent or prevent oil from penetrating the foam cells. For example, the open-cell foam can be coated with an oil-impermeable material. The foam can be bonded to the end faces 8b of the bearing housing section 8, for example, by means of an adhesive.

[0045] The motor housing 4 can be manufactured using a casting process, and thus the end faces 8b may have a rough or uneven surface finish. Therefore, the foam can be designed to bend or deform to conform to the surface of the end faces 8b in order to improve the bond between the foam and the bearing housing section 8.

[0046] In other arrangements of the disclosure (not shown), the insulating layer 14 may comprise a ceramic material, e.g., a ceramic plate. The ceramic material may be formed to form the layer 14 and may be bonded to the end face 8b. The ceramic material might not be able to bend or deform or otherwise conform to the cast surface of the end face 8b. However, the end face 8b and / or the layer 14 may be designed to facilitate bonding between the ceramic layer and the end face 8b. For example, the manufacturing tolerances of the bearing housing section 8 may be adjusted to increase the contact area between the ceramic layer and the end face 8b. In some arrangements, the bearing housing section, e.g., the end face 8b, may be produced by a machining operation, such as a milling operation.The machining process can be carried out on the motor housing 4 after the casting of the motor housing 4.

[0047] As mentioned above, the bearing housing section 8 can have a greater width than the bearing outer surface 12a. If the end face 8b is created by the machining operation, it may be desirable to machine the bearing housing sections 8 so that they have the same width, e.g., in the axial direction of the bearings, as the outer surfaces 12a. This can allow for an increase in the thickness of the insulating layer 14 provided between the bearing housing section 8 and the crankshaft 6 without reducing the clearance between the insulating layer 14 and the crankshaft webs 6a, 6b.

[0048] Referring to Fig. 4 The motor assembly 2 can further comprise one or more bearing caps 16. Each of the bearing caps 16 can comprise a further bearing housing section 18. The bearing caps 16 can be designed to couple the motor housing 4 such that corresponding bearing housing sections 8 and the further bearing housing sections 18 are arranged to provide a complete bearing housing.

[0049] At the in Fig. In the arrangement shown in Figure 4, the bearing caps 16 are provided as an integrally designed bearing support 20, which encompasses each of the further bearing housing sections 18. Each of the features described below with reference to the bearing support 20 can equally apply to individually designed bearing caps 16.

[0050] Each of the further bearing housing sections 18 can include a further bearing interface 18a, which is designed to bear against a corresponding bearing 12. As in Fig. As shown in Figure 4, each of the further bearing housing sections 18 can comprise a further end face 18b, which is provided adjacent to the bearing interface 18a at each end of the bearing interface 18a, e.g. the further end faces 18b can be axially spaced on each side of the bearing interface 18a.

[0051] An additional insulating layer 22 can be provided on one or more of the end faces 18b between the further bearing housing sections 18 and the webs 6a, 6b of the crankshaft. The additional insulating layer 22 can be compared to the one described above with reference to Fig. The insulating layer 14 described in 1 to 3 should be similar.

[0052] At the in Fig. In the arrangement shown in Figure 4, the additional layer of insulation 22 is provided on each of the end faces 18b by coating the bearing support 20 with an insulating material. For example, the bearing support 20 can be immersed in the insulating material, and the insulating material can be cured to form the additional layer 22. Alternatively, the bearing support can be electrostatically coated with the insulating material. The insulating material can be a polymer material, e.g., a non-foamed polymer material such as nylon. As shown in Figure 4, the insulating material can be applied to the bearing support 20 by coating the bearing support 20 with an insulating material. Fig. As shown in Figure 4, if the further layer of insulation 22 is provided on the end faces 18b, the bearing support 20, e.g. each of the bearing covers 16, can be substantially completely covered with the insulating material.

[0053] Analogous to the insulating layer 14 provided on the bearing housing sections, the thickness of the further insulating layer 22 can vary across the further end face 18b. For example, the thickness of the further insulating layer 22 can increase with distance from the central axis of the crankshaft 6. The thickness of the further insulating layer 22 can be designed such that a profile, e.g., a cross-sectional profile parallel to the longitudinal axis of the crankshaft, of the further insulating layer 22 corresponds to the profile of the web 6a, 6b of the crankshaft. As described above, this can allow the greatest thickness of the insulation 22 to be used across the further end face 18b, while maintaining a desired minimum clearance between the layer of insulation 22 and the crankshaft 6.

[0054] As mentioned above, the additional bearing surfaces 18a may be designed to abut the outer surface 12a of the bearings. Therefore, it might not be desirable to have the insulating layer 22 on these additional bearing surfaces 18a. To prevent the insulating layer from being present on these additional bearing surfaces 18a, they can be covered before the insulating material is applied. Alternatively, after coating the bearing support 20, the layer 22 can be removed from the additional bearing surfaces 18a, for example, by means of a machining process such as milling.

[0055] The bearing support 20 can further comprise one or more interfaces 24 designed to bear against the motor housing 4 when the bearing support 20 is coupled to the motor housing 4. The interfaces 24 can be designed such that, when the bearing support 20 is coupled to the motor housing 4, the bearing housing sections 8 and further bearing housing sections 18 are suitably aligned to accommodate the bearing housings. It may be desirable not to provide the further insulating layer 22 at the interfaces 24, and thus the interfaces 24 can be covered in the same way as the further bearing interfaces 18a before the further insulating layer 22 is provided. Alternatively, the interfaces 24 can be machined after the bearing support 20 has been coated with the insulating material.

[0056] Additionally or alternatively, the bearing support 20 can include one or more fastening seats 26 against which the heads of one or more fasteners can sit when the bearing support 20 is coupled to the motor housing 4 by means of the fasteners. It might not be desirable to provide the additional insulating layer 22 at the fastening seats 26, and therefore the fastening seats could be covered or machined in the same way as the interfaces 24.

[0057] Referring to Fig. 2 can be one or more of the bearings 12, which are designed to provide a reaction force at a thrust surface of the crankshaft 6 in order to compensate for axial loads on the crankshaft 6. As in Fig. As shown in Figure 2, the bearing 12' can include a thrust washer 12b, which can extend radially from the bearing 12'. The thrust washer 12b can bear against the end face 8b of the bearing housing section 8, on which the bearing is received.

[0058] The thrust washer 12b may be designed to transmit axial loads through the bearing housing section 8 from the crankshaft 6 into the engine housing 4. Therefore, it might not be desirable to provide the insulating layer 14 in the area of ​​the end face 8b that is designed to bear against the thrust washer 12b. The insulating layer 14 may therefore be offset from the thrust bearing 12' in the area of ​​the thrust washer 12b, e.g., radially offset relative to the central axis of the thrust bearing 12.

[0059] At the in Fig. 2 and Fig. In the arrangement shown in Figure 4, the thrust washer 12b is a half-disc and is provided on the half of the bearing 12 that is received by the bearing housing section 8 formed on the motor housing 4. In other arrangements, however, the thrust washer 12b can be a full disc; for example, the thrust washer can be provided on both halves of the bearing 12. In this arrangement, the further layer of insulation 22, which is provided on the bearing caps 16, can be offset from the further bearing interface 18a, so that a region of the further end face 18b adjacent to the thrust washer 12b is not provided with the insulating layer 22.

[0060] At the in Fig. 1 to Fig.In the arrangement shown in Figure 4, the bearing housing sections 8 are designed to receive an upper half of the bearing 12 and are formed on the cylinder block 4 of the engine assembly 2, and the bearing caps 16, which are designed to receive lower halves of the bearings 12, are coupled to the cylinder block 4. However, it is also conceivable that the bearing housing sections 8 could be designed to receive the lower halves of the bearings 12 and could be formed on a sump block of the engine assembly. Accordingly, the bearing caps 16 could be designed to receive upper halves of the bearings 12 and could be coupled to the sump block.

Claims

[1] Engine assembly (2) for a motor vehicle, wherein the engine assembly (2) comprises a bearing housing section (8) designed to support a bearing (12) for a crankshaft (6) of the engine assembly (2), wherein the bearing housing section (8) comprises a bearing interface (8a) designed to bear against the bearing (12) and an end face (8b) adjacent to the bearing interface (8a), wherein the end face (8b) is arranged to face a web (6a, 6b) of the crankshaft (6) when it is installed; wherein the engine assembly (2) further comprises a heat insulation layer (14) which is provided on the end face (8b), wherein the heat insulation layer (14) is positioned between the end face (8b) of the bearing housing section (8) and the web (6a, 6b) of the crankshaft (6) when the crankshaft (6) is installed in the engine assembly (2). [2] Engine assembly (2) according to claim 1, wherein the thickness of the heat insulation layer (14) increases with distance from a central axis of the crankshaft (6). [3] Engine assembly (2) according to claim 1 or 2, wherein the engine assembly (2) further comprises the crankshaft (6); and wherein the thickness of the heat insulation layer (14) is designed such that a profile of the heat insulation layer (14) corresponds to a profile of the web (6a, 6b). [4] Engine assembly (2) according to claim 1, wherein the engine assembly (2) further comprises a bearing cover (16), wherein the bearing cover (16) is designed to couple to the bearing housing section (8), wherein the bearing cover (16) comprises a further bearing housing section (18) having a further end face (18b) which is covered by a further heat insulation layer (22) and is located between the further bearing housing section (18) and the web (6a, 6b) of the crankshaft (6). [5] Engine assembly (2) according to claim 4, wherein the further bearing housing section (18) comprises a further bearing interface (18a) which is designed to bear against the bearing (12) and the further end face (18b) adjacent to the further bearing interface (18a); and wherein the engine assembly (2) comprises the further thermal insulation layer (22) which is provided on the further end face (18b) between the further bearing housing section (18) and the web (6a, 6b) of the crankshaft (6). [6] Engine assembly (2) according to claim 5, wherein the thickness of the further heat insulation layer (22) increases with distance from a central axis of the crankshaft (6). [7] Motor assembly (2) according to claim 4 or 5, wherein the thickness of the further thermal insulation layer (22) is designed such that a profile of the further thermal insulation layer (22) corresponds to a profile of the cheek (6a, 6b). [8] Motor assembly (2) according to claim 4, wherein the bearing cover (16) comprises one or more interfaces designed to abut a motor housing (4), wherein the heat insulation layer (14) is not provided at the interfaces. [9] Motor assembly (2) according to claim 4, wherein a material of the thermal insulation layer (14) comprises a non-foamed polymer. [10] Motor assembly (2) according to one of the preceding claims, wherein the end face (8b) comprises a thrust surface designed to bear against a thrust washer (12b) of the bearing (12); wherein the heat insulation layer (14) provided on the end face (8b) is offset from the thrust surface. [11] Motor assembly (2) according to one of the preceding claims, wherein the heat insulation layer (14) comprises a foam plate, the foam plate being connected to the end face (8b) of the bearing housing section (8). [12] Motor assembly (2) according to one of the preceding claims, wherein the heat insulation layer (14) comprises a ceramic plate, the ceramic plate being connected to the bearing housing section (8). [13] Method for isolating a motor assembly (2) wherein the motor assembly (2) comprises: a bearing housing section (8) designed to support a bearing (12) for a crankshaft (6) of the engine assembly (2), wherein the bearing housing section (8) comprises a bearing interface (8a) designed to bear against the bearing (12) and an end face (8b) adjacent to the bearing interface (8a), wherein the end face (8b) is arranged to face a web (6a, 6b) of the crankshaft (6) when installed, the procedure includes: Providing a heat insulation layer (14) on the end face (8b) such that the heat insulation layer (14) is positioned between the end face (8b) of the bearing housing section (8) and the web (6a, 6b) of the crankshaft (6) when the crankshaft (6) is installed in the engine assembly (2). [14] Method according to claim 13, wherein the thermal insulation layer (14) is provided by: Immersion of the bearing housing section (8) in an insulating material; and Curing of the insulating material to provide the thermal insulation layer (14). [15] Method according to claim 13, wherein the thermal insulation layer (14) is provided by: electrostatic coating of the bearing housing section (8) with a heat-insulating material to provide the heat-insulating layer (14), and covering one or more surfaces of the bearing housing section (8) prior to providing the heat-insulating layer (14). [16] Method according to any one of claims 13 to 15, wherein the method comprises: Machining one or more surfaces of the bearing housing section (8) after providing the heat insulation layer (14) in order to remove one or more sections of the heat insulation layer (14) from the bearing housing section (8). [17] Method according to any one of claims 13 to 16, wherein the method comprises joining the heat insulation layer (14) to the end face (8b), and further comprising machining the end face (8b) of the bearing housing section (8) prior to joining the heat insulation layer (14) to the end face (8b). [18] Engine assembly (2) for a motor vehicle, wherein the engine assembly (2) comprises: a bearing housing that contacts a bearing (12) for a crankshaft (6) along a bearing interface (8a), an end face (8b) of the bearing housing, which extends away from the bearing interface (8a) in a radial direction of the crankshaft (6) and is positioned such that it is opposite a web (6a, 6b) of the crankshaft (6); and a heat insulation layer (14) on the end face (8b) which is arranged between the end face (8b) and the web (6a, 6b) of the crankshaft (6). [19] Engine assembly (2) for the motor vehicle according to claim 18, wherein the thickness of the heat insulation layer (14) increases in the radial direction of the crankshaft (6). [20] Engine assembly (2) for the motor vehicle according to claim 19, wherein a cross-sectional profile of the heat insulation layer (14) corresponds to a cross-sectional profile of the cheek (6a, 6b) of the crankshaft (6).

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