JP6926987B2 - Internal combustion engine - Google Patents

Description

The present invention relates to an internal combustion engine.

Conventionally, various techniques for reducing vibration of an internal combustion engine have been proposed. For example, in the internal combustion engine described in Patent Document 1, a weight functioning as a mass body is attached to an intake manifold, and a dynamic damper is formed by the intake manifold and the weight to suppress vibration of the internal combustion engine main body. ..

JP-A-2010-159662

By the way, in the internal combustion engine described in Patent Document 1, it is necessary to separately attach a weight constituting the mass body of the dynamic damper, and the number of parts increases by that amount.
The present invention has been made in view of these circumstances, and an object of the present invention is to provide an internal combustion engine capable of reducing vibration while suppressing an increase in the number of parts.

An internal combustion engine that solves the above problems is an internal combustion engine including an intercooler, and the intercooler is supported by an elastic member on a head cover of the internal combustion engine. The elastic modulus of the elastic member is set so that the intercooler and the elastic member function as a dynamic damper for reducing a predetermined vibration frequency of the internal combustion engine.

According to this configuration, since the intercooler provided in the internal combustion engine can be used as the mass body of the dynamic damper, the vibration of the internal combustion engine can be reduced while suppressing the increase in the number of parts.

The schematic diagram which shows the front surface of the internal combustion engine in one Embodiment. The schematic diagram which looked at the internal combustion engine of the same embodiment from above. The enlarged view which shows the cross-sectional structure of the part A of FIG. The schematic diagram which looked at the internal combustion engine of the same embodiment later. The enlarged view which shows the cross-sectional structure of the part B of FIG. The graph which shows the relationship between the vibration frequency and the inertia at the vibration point of the internal combustion engine of the same embodiment. The graph which shows the relationship between the engine rotation speed and the vibration level in the internal combustion engine of the same embodiment.

Hereinafter, an embodiment of the internal combustion engine will be described with reference to FIGS. 1 to 7.
As shown in FIG. 1, the internal combustion engine 10 is an internal combustion engine having a V-type cylinder arrangement, and includes a first bank 10A and a second bank 10B. The first bank 10A and the second bank 10B have a plurality of cylinders, and the structure of each bank is the same except for a part. Therefore, in the following, when it is necessary to distinguish between the member provided in the first bank 10A and the member provided in the second bank 10B, " Add "A" and add "B" to the end of the code of the member provided in the second bank 10B.

A chain cover 12 for covering a chain that transmits the rotational force of the crankshaft to each mechanism is fixed to the front surface of the internal combustion engine 10. In the following, the side where the chain cover 12 is fixed in the internal combustion engine 10 is referred to as "front", and the opposite side is referred to as "rear".

The first head cover 11A is fixed to the upper part of the first bank 10A, and the second head cover 11B is fixed to the upper part of the second bank 10B.
The first intercooler 20A is arranged above the first bank 10A in the vertical direction. The first intercooler 20A is a device that cools air whose temperature has risen through supercharging by a supercharger, and has an intake outlet 24 on the interbank side of the first bank 10A and the second bank 10B, and also on the interbank side. Has an intake inlet 23 outside the opposite first bank 10A.

A second intercooler 20B is arranged above the second bank 10B in the vertical direction. The second intercooler 20B is also a device that cools the air whose temperature has risen through supercharging by a supercharger, and has an intake outlet 24 on the interbank side of the first bank 10A and the second bank 10B, and also on the interbank side. Has an intake inlet 23 on the outside of the opposite second bank 10B. In the present embodiment, the first intercooler 20A and the second intercooler 20B are formed of an aluminum alloy, but may be formed of another metal material.

The intake inlet 23 and the intake outlet 24 are open so as to extend the side surfaces of the first intercooler 20A and the second intercooler 20B along the cylinder arrangement direction (not shown).
A surge tank 22 is provided between the first intercooler 20A and the second intercooler 20B. An intake manifold 30 that distributes intake air to each cylinder is connected to the surge tank 22. In the present embodiment, the surge tank 22 is made of synthetic resin, but it may be made of another material.

The surge tank 22 is fixed to each intake outlet 24 so as to communicate with the intake outlet 24 of the first intercooler 20A and the intake outlet 24 of the second intercooler 20B, respectively. In the present embodiment, the airtightness and the like are ensured by fixing each intake outlet 24 and the surge tank 22 by caulking, but they may be fixed by another method. As described above, in the present embodiment, the first intercooler 20A, the second intercooler 20B, and the surge tank 22 are integrated.

A first intake pipe 21A forming a passage for air flowing into the first intercooler 20A is fixed to the intake inlet 23 of the first intercooler 20A so as to communicate with the intake inlet 23. Further, a second intake pipe 21B forming a passage for air flowing into the second intercooler 20B is fixed to the intake inlet 23 of the second intercooler 20B so as to communicate with the intake inlet 23. In the present embodiment, the first intake pipe 21A and the second intake pipe 21B are made of synthetic resin, but may be made of other materials.

Further, in the present embodiment, the intake inlet 23 of the first intercooler 20A and the first intake pipe 21A are fixed, and the intake inlet 23 of the second intercooler 20B and the second intake pipe 21B are fixed by caulking. Although airtightness is ensured by doing so, it may be fixed by another method.

As described above, in the present embodiment, the first intake pipe 21A and the first intercooler 20A are integrated, and the second intake pipe 21B and the second intercooler 20B are integrated. That is, in the present embodiment, the first intercooler 20A and the second intercooler 20B, the surge tank 22, the first intake pipe 21A and the second intake pipe 21B are integrated into a unitized intercooler 100. ing. Incidentally, in the present embodiment, the intercooler 100 previously unitized in this way is assembled to the internal combustion engine 10.

As shown in FIG. 2, the first intake pipe 21A is formed so as to extend in the cylinder arrangement direction L. Similarly, the second intake pipe 21B is also formed so as to extend in the cylinder arrangement direction L.

As shown in FIGS. 1 and 2, the first front bracket 22A is integrally formed at the front portion of the first intake pipe 21A integrated with the first intercooler 20A in the longitudinal direction (cylinder arrangement direction L). The first front bracket 22A is fixed to the first front boss 12A fixed to the upper surface of the first head cover 11A (see FIG. 1).

Similarly, a second front bracket 22B is integrally formed at the front portion of the second intake pipe 21B integrated with the second intercooler 20B in the longitudinal direction (cylinder arrangement direction L), and the second front bracket is integrally formed. The 22B is fixed to the second front boss 12B fixed to the upper surface of the second head cover 11B (see FIG. 1).

The fixing mode of the second front bracket 22B and the second front boss 12B is the same as the fixing mode of the first front bracket 22A and the first front boss 12A. Therefore, in the following, the fixing mode of the first front bracket 22A and the first front boss 12A will be described with reference to FIG. Incidentally, in FIG. 3, the reference numerals of the members provided on the first bank 10A side in the internal combustion engine 10 are shown without parentheses, and the reference numerals of the members provided on the second bank 10B side are shown with parentheses.

As shown in FIG. 3, a cylindrical grommet 60 made of an elastic member such as rubber is assembled to the first front bracket 22A. The grommet 60 is formed with a hole 61 coaxial with the central axis of the grommet 60. Further, a female thread portion 13 is formed on the upper surface of the first front boss 12A. Then, after inserting the bolt 80 into which the washer 70 is inserted into the hole 61 of the grommet 60, the bolt 80 is screwed into the female thread portion 13 of the first front boss 12A and tightened, so that the first front bracket 22A is grommet. It is fixed to the first front boss 12A via 60. That is, the first intake pipe 21A integrated with the first intercooler 20A is supported by the first head cover 11A via a grommet 60 made of an elastic member.

Similarly, the second front bracket 22B is also fixed to the second front boss 12B via the grommet 60. That is, the second intake pipe 21B integrated with the second intercooler 20B is supported by the second head cover 11B via the grommet 60 made of an elastic member.

As shown in FIG. 4 and FIG. 2 above, the first rear bracket 50A is fastened and fixed to the rear side surface of the first intercooler 20A in the longitudinal direction (cylinder arrangement direction L) with bolts or the like. The first rear bracket 50A is fixed to the first rear boss 14A provided on the upper surface of the first head cover 11A (see FIG. 4).

Similarly, the second rear bracket 50B is fastened and fixed to the rear side surface of the second intercooler 20B in the longitudinal direction (cylinder arrangement direction L) with bolts or the like. The second rear bracket 50B is fixed to a second rear boss 14B provided on the upper surface of the second head cover 11B (see FIG. 4). In the present embodiment, the first rear bracket 50A and the second rear bracket 50B are made of metal, but other materials may be used.

The fixing mode of the second rear bracket 50B and the second rear boss 14B is the same as the fixing mode of the first rear bracket 50A and the first rear boss 14A. Therefore, in the following, the fixing mode of the first rear bracket 50A and the first rear boss 14A will be described with reference to FIG. Incidentally, in FIG. 5, the code of the member provided on the first bank 10A side in the internal combustion engine 10 is shown without parentheses, and the code of the member provided on the second bank 10B side is shown with parentheses.

As shown in FIG. 5, a cylindrical grommet 65 made of an elastic member such as rubber is attached to the end of the first rear bracket 50A. The grommet 65 is formed with a hole 66 coaxial with the central axis of the grommet 65. Further, a female screw portion 15 is formed on the upper surface of the first rear boss 14A. Then, after inserting the bolt 85 into which the washer 75 is inserted into the hole 66 of the grommet 65, the bolt 85 is screwed into the female thread portion 15 of the first rear boss 14A and tightened, so that the first rear bracket 50A becomes the grommet 65. It is fixed to the first rear boss 14A via. That is, the first intercooler 20A to which the first rear bracket 50A is fastened and fixed is supported by the first head cover 11A via a grommet 65 made of an elastic member.

Similarly, the second rear bracket 50B is also fixed to the second rear boss 14B via the grommet 65. That is, the second intercooler 20B to which the second rear bracket 50B is fastened and fixed is supported by the second head cover 11B via a grommet 65 made of an elastic member.

As described above, since the intercooler 100 is supported by the first head cover 11A and the second head cover 11B via the grommets 60 and 65 composed of elastic members, the intercooler 100 functions as a mass body of the dynamic damper. , Grommets 60, 65 function as a spring system of the dynamic damper.

In the present embodiment, the elastic coefficients of the grommets 60 and 65 are set so that the intercooler 100 and the grommets 60 and 65 function as dynamic dampers for reducing a predetermined vibration frequency of the internal combustion engine 10.

FIG. 6 shows the relationship between the vibration frequency and the inertia at the vibration point when the journal bearing of the specific cylinder of the internal combustion engine 10 is used as the vibration point. The solid line L1 shown in FIG. 6 shows the inertia in the internal combustion engine 10 of the present embodiment, and the alternate long and short dash line L2 connects the intercooler 100 to the first head cover 11A and the second head cover 11B without passing through the grommets 60 and 65. The inertia of an internal combustion engine that is firmly fixed, that is, an internal combustion engine that is a comparative example of the present embodiment is shown.

As shown in FIG. 6, in the present embodiment, the elastic coefficients of the grommets 60 and 65 are set so that the inertia of the frequency band Ra near the predetermined vibration frequency Fa (for example, about 500 Hz) is smaller than that of the comparative example. ing. The elastic modulus is set by changing the materials of the grommets 60 and 65.

FIG. 7 shows the relationship between the vibration level and the engine rotation speed in the frequency band near the vibration frequency Fa for the internal combustion engine 10 of the present embodiment. The solid line L1 shown in FIG. 7 indicates the vibration level of the internal combustion engine 10 of the present embodiment (more specifically, the level of vertical vibration of the rear mount supporting the internal combustion engine 10). Further, the alternate long and short dash line L2 shown in FIG. 7 is an internal combustion engine in which the intercooler 100 is firmly fixed to the first head cover 11A and the second head cover 11B without passing through the grommets 60 and 65, that is, a comparative example of the present embodiment. Indicates the vibration level of the internal combustion engine.

As shown in FIG. 7, in the internal combustion engine 10 of the present embodiment, the vibration level in the frequency band near the vibration frequency Fa, that is, the vibration level in the target frequency band is higher than that in the comparative example in almost the entire region of the engine rotation speed. It has been reduced.

The operation and effect of this embodiment will be described.
(1) The elastic coefficients of the grommets 60 and 65 are set so that the intercooler 100 and the grommets 60 and 65 function as dynamic dampers for reducing a predetermined vibration frequency of the internal combustion engine 10. By adjusting the mounting rigidity of the intercooler 100 through the setting of the elastic modulus of the grommets 60 and 65 and changing the vibration mode of the intercooler 100, the vibration and noise of the internal combustion engine 10 in the target frequency band are reduced. You will be able to.

(2) Since the intercooler 100 provided in the internal combustion engine 10 is used as the mass body of the dynamic damper, it is not necessary to separately provide a conventional weight when constructing the dynamic damper. Therefore, it is possible to reduce the vibration and noise of the internal combustion engine 10 while suppressing the increase in the number of parts.

This embodiment can be modified and implemented as follows. The present embodiment and the following modified examples can be implemented in combination with each other within a technically consistent range.
-The parts of the intercooler 100 supported by the first head cover 11A and the second head cover 11B can be appropriately changed. For example, in the above embodiment, the front portion of the first intake pipe 21A integrated with the first intercooler 20A is supported by the first head cover 11A via an elastic member (grommet 60). The front portion of the intercooler 20A may be supported by the first head cover 11A via an elastic member. Similarly, the front portion of the second intake pipe 21B integrated with the second intercooler 20B was supported by the second head cover 11B via an elastic member (grommet 60), but instead of this, the second intercooler 20B was supported. The front portion of the head cover 11B may be supported by the second head cover 11B via an elastic member.

In the above embodiment, the front part of the intercooler 100 is set by using the first front boss 12A, the second front boss 12B, the first front bracket 22A, the second front bracket 22B, the grommet 60, the washer 70, and the bolt 80. It was supported by 1 head cover 11A and 2nd head cover 11B. Further, the first rear boss 14A, the second rear boss 14B, the first rear bracket 50A, the second rear bracket 50B, the grommet 65, the washer 75, and the bolt 85 are used to cover the rear part of the intercooler 100 with the first head cover 11A and the second head cover. I supported 11B.

However, such a support structure of the intercooler 100 is an example, and any structure that supports the intercooler 100 via an elastic member on the first head cover 11A and the second head cover 11B can be appropriately changed to another structure. ..

The intercooler 100 was an intercooler in which the first intercooler 20A, the second intercooler 20B, the surge tank 22, the first intake pipe 21A, and the second intake pipe 21B were integrated through caulking. In addition, for example, even if the first intercooler 20A, the second intercooler 20B, the surge tank 22, the first intake pipe 21A, and the second intake pipe 21B are of a type that can be assembled with a band or a bolt, the support structure is described above. Is applicable, and even in this case, the same effect as that of the above embodiment can be obtained.

The intercooler 100 was an intercooler of an internal combustion engine 10 having a V-shaped cylinder arrangement, but the support structure of the intercooler 100, that is, a structure in which the intercooler is supported on the head cover of the internal combustion engine via an elastic member. Is also applicable to internal combustion engine intercoolers with other cylinder arrangements. And even in this case, the same action and effect as those of the above-described embodiment can be obtained.

10 ... Internal combustion engine, 10A ... 1st bank, 10B ... 2nd bank, 11A ... 1st head cover, 11B ... 2nd head cover, 12 ... Chain cover, 12A ... 1st front boss, 12B ... 2nd front boss, 13 ... Threaded part, 14A ... 1st rear boss, 14B ... 2nd rear boss, 15 ... Threaded part, 20A ... 1st intercooler, 20B ... 2nd intercooler, 21A ... 1st intake pipe, 21B ... 2nd intake pipe, 22 ... Surge tank, 22A ... 1st front bracket, 22B ... 2nd front bracket, 23 ... intake inlet, 24 ... intake outlet, 30 ... intake manifold, 50A ... 1st rear bracket, 50B ... 2nd rear bracket, 60 ... grommet, 61 ... hole, 65 ... grommet, 66 ... hole, 70 ... washer, 75 ... washer, 80 ... bolt, 85 ... bolt, 100 ... intercooler.

Claims (1)

An internal combustion engine having a plurality of cylinders and the intercooler,
The intercooler is supported by the head cover of the internal combustion engine via a plurality of elastic members.
The intake inlet and intake outlet of the intercooler are open along the cylinder arrangement direction of the cylinder.
The plurality of elastic members are assembled to the intercooler at different positions in the cylinder arrangement direction.
An internal combustion engine in which the elastic modulus of the elastic member is set so that the intercooler and the elastic member function as a dynamic damper for reducing a predetermined vibration frequency of the internal combustion engine.

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