JP7650839B2 - engine - Google Patents

Description

The present invention relates to an engine.

Conventionally, V-type engines with intercoolers are known (see, for example, Patent Document 1). The V-type engine disclosed in Patent Document 1 has a pair of banks. An intercooler is disposed above the cylinder head of each bank.

JP 2019-100217 A

If an intercooler is provided for each of a pair of banks, there is a concern that the number of parts will increase, resulting in higher costs or larger engine size. In addition, if an intercooler is provided for each of a pair of banks, for example, differences in the flow rate or flow speed of the cooling liquid between the two intercoolers are likely to occur, which could result in differences in cooling performance between the banks.

The present invention aims to provide technology suitable for engines with two cylinder rows and an intercooler.

An exemplary engine of the present invention includes two rows of cylinders arranged side by side, a turbocharger, and an intercooler shared by the two rows of cylinders and connected to the turbocharger. The intercooler has a coolant flow path through which a coolant flows, and an intake air flow path through which intake air from the turbocharger flows. The coolant flow path has an inlet and an outlet for the coolant on one side in a first direction along the flow of the coolant. The intake air flow path has an intake air inlet on one side in a second direction along the flow of the intake air, and an intake air outlet on the other side.

According to the exemplary embodiment of the present invention, it is possible to reduce the number of parts in an engine having two cylinder rows and an intercooler. Furthermore, according to the exemplary embodiment of the present invention, it is possible to suppress differences in the adjustment of the intake air temperature by the intercooler between the two cylinder rows.

FIG. 1 is a schematic perspective view showing the configuration of an engine. FIG. 2 is a schematic perspective view showing a portion of the engine that is composed of a cylinder block, a head block, and a head cover. Schematic cross-sectional view of a cylinder block portion of an engine. Schematic top view showing the engine configuration A schematic perspective view showing the components that make up the intake and exhaust system of an engine. FIG. 6 is a schematic plan view of the turbocharger and some of the components around the turbocharger, as viewed from the rear, from the view shown in FIG. 5 . FIG. 6 is a schematic plan view of the turbocharger and some of its peripheral components removed from the view shown in FIG. 5 , as viewed from above. FIG. 6 is a schematic plan view of the turbocharger and some of its peripheral components removed from the view shown in FIG. 5 as viewed from the right side. FIG. 1 is a schematic perspective view of an intercooler provided in an engine; FIG. 2 is a schematic perspective view showing two intake manifolds provided in the engine; FIG. 1 is a first cross-sectional perspective view showing a schematic configuration of an intercooler provided in an engine; FIG. 2 is a second cross-sectional perspective view showing a schematic configuration of an intercooler provided in an engine; A diagram to explain the flow of coolant and intake air in an intercooler installed in an engine. FIG. 13 is a schematic diagram showing a configuration of an intercooler according to a modified example.

Below, an exemplary embodiment of the present invention will be described in detail with reference to the drawings. In the drawings, an XYZ coordinate system is appropriately shown as a three-dimensional orthogonal coordinate system. In the following description, the X direction is the front-rear direction, the Y direction is the left-right direction, and the Z direction is the up-down direction. Note that the +X side is the front side and the -X side is the rear side. The +Y side is the right side, and the -Y side is the left side. The +Z side is the upper side, and the -Z side is the lower side. In detail, the direction in which the center line C of the crankshaft (output shaft) shown in FIG. 1 extends is the front-rear direction, and the side on which the flywheel 2 is arranged with respect to the cylinder block 1 is the rear side. In addition, the up-down direction is defined as the side on which the oil pan 3 is arranged with respect to the cylinder block 1 is the lower side. The direction perpendicular to the front-rear direction and the up-down direction is defined as the left-right direction, and the side that is right when viewed from the rear toward the front is the right side, and the side that is left is the left side. Note that these directions are names used simply for explanation, and are not intended to limit the actual positional relationship and direction. In this specification, the crankshaft direction is the same as the front-to-rear direction in which the center line C of the crankshaft extends.

<1. Engine Overview>
Fig. 1 is a schematic perspective view showing a configuration of an engine 100 according to an embodiment of the present invention. The engine 100 is suitable as a marine engine for use in ships, for example. However, the engine 100 is not limited to being a marine engine and may be applied to other applications. The engine 100 is a diesel engine.

As shown in FIG. 1, the engine 100 includes a cylinder block 1, a head block 4, and a head cover 5. FIG. 2 is a schematic perspective view showing the cylinder block 1, the head block 4, and the head cover 5 of the engine 100. FIG. 3 is a schematic cross-sectional view of the cylinder block 1 of the engine 100.

As shown in Figures 2 and 3, a crankshaft 6 and a piston 7 extending in the front-rear direction are arranged inside the cylinder block 1. The inside of the cylinder block 1 is connected to the inside of an oil pan 3 arranged below and storing lubricating oil. A flywheel 2 (see Figure 1) is attached to the rear end of the crankshaft 6. The flywheel 2 rotates integrally with the crankshaft 6 and is used to extract power from the engine 100. More specifically, the piston 7 is arranged inside a cylinder 11 formed in the cylinder block 1. The piston 7 is connected to the crankshaft 6 via a connecting rod 71.

In detail, the cylinder block 1 has a right cylinder 11R arranged on the right side and a left cylinder 11L arranged on the left side. When viewed from behind, the right cylinder 11R is cylindrical and extends diagonally, tilting to the right in the vertical direction. When viewed from behind, the left cylinder 11L is cylindrical and extends diagonally, tilting to the left in the vertical direction. The right cylinder 11R and the left cylinder 11L are arranged in a V shape. The pair of right cylinder 11R and left cylinder 11L arranged in a V shape are arranged with their cylinder axes slightly offset in the front-rear direction. In this embodiment, the left cylinder 11L is arranged slightly forward of the right cylinder 11R.

The cylinder block 1 has a right cylinder row 111R in which a plurality of right cylinders 11R are arranged in the front-rear direction, and a left cylinder row 111L in which a plurality of left cylinders 11L are arranged in the front-rear direction. That is, the engine 100 has two cylinder rows 111R, 111L. Each of the two cylinder rows 111R, 111L extends in the crankshaft direction. The two cylinder rows 111R, 111L are arranged side by side. In particular, the two cylinder rows 111R, 111L are arranged side by side in the left-right direction. The right cylinder row 111R and the left cylinder row 111L form a V-shaped bank. In this embodiment, the number of right cylinders 11R that constitute the right cylinder row 111R and the number of left cylinders 11L that constitute the left cylinder row 111L are both six, for example. That is, the engine 100 of this embodiment is a V-type 12-cylinder engine.

In each of the right cylinder row 111R and the left cylinder row 111L, a head block 4 is placed on top of each cylinder 11. The head block 4 is fastened to the cylinder block 1 using screws. In detail, the head block 4 includes a right head block 4R that is placed on top of the right cylinder 11R, and a left head block 4L that is placed on top of the left cylinder 11L. Since one right head block 4R is placed on each right cylinder 11R, there are as many right cylinders 11R as there are right cylinders 11R. Since one left head block 4L is placed on each left cylinder 11L, there are as many left cylinders 11L as there are left cylinders 11L. In this embodiment, the number of right head blocks 4R and left head blocks 4L is six.

Each head block 4 has an intake port 41 for supplying gas to a combustion chamber formed by the cylinder 11, piston 7, and head block 4, and an exhaust port (not shown) for exhausting gas from the combustion chamber. The exhaust port is provided on the side opposite to the side on which the intake port 41 is provided. In detail, the right head block 4R has an intake port 41 on the left side and an exhaust port on the right side. The left head block 4L has an intake port 41 on the right side and an exhaust port on the left side.

A head cover 5 is placed on top of each head block 4. The head cover 5 is fastened to the head block 4 using screws. Each head cover 5 covers the intake valves and exhaust valves (not shown) arranged on the head block 4. An injector 8 is attached to each head cover 5. One end of the injector 8, which is provided with an injection port for injecting fuel, faces the combustion chamber. The other end of the injector 8 protrudes from the head cover 5 toward the outside.

In detail, the head cover 5 includes a right head cover 5R that is placed over the right head block 4R, and a left head cover 5L that is placed over the left head block 4L. The right head covers 5R are placed over each right head block 4R, so there are the same number of right head covers 5R as there are right head blocks 4R. The left head covers 5L are placed over each left head block 4L, so there are the same number of left head blocks 4L. In this embodiment, the number of right head covers 5R and left head covers 5L is six. The number of right injectors 8R arranged on the right head cover 5R and the number of left injectors 8L arranged on the left head cover 5L are also six.

On the right side of the cylinder block 1, the right cylinder 11R, right head block 4R, and right head cover 5R that make up the right bank RB extend diagonally upward to the right. On the left side of the cylinder block 1, the left cylinder 11L, left head block 4L, and left head cover 5L that make up the left bank LB extend diagonally upward to the left. In a plan view from the front-to-rear direction, the right bank RB and the left bank LB are V-shaped, and the engine 100 has a V-bank. An intra-bank area 200 is formed between the right bank RB and the left bank LB in the left-right direction.

Returning to FIG. 1, the engine 100 is equipped with a top cover 9 and a side cover 10. The top cover 9 prevents water from splashing on the controller 26 (see FIG. 4, etc., described later) and other components disposed inside due to, for example, condensation. The side cover 10 prevents fuel from splashing due to, for example, cracks in components such as the head block 4. Although FIG. 1 only shows the side cover 10 disposed on the right side, a similar side cover 10 is also disposed on the left side. In other words, the engine 100 is equipped with a pair of left and right side covers 10.

Figure 4 is a schematic top view showing the configuration of an engine 100 according to an embodiment of the present invention. In Figure 4, the top cover 9 and the pair of side covers 10 are omitted. As shown in Figures 1 and 4, the engine 100 includes an intake manifold 21 and an exhaust manifold 22.

The intake manifold 21 distributes intake air, which is air or a mixture drawn in from the outside, to each cylinder 11. The intake manifold 21 is disposed on top of the engine 100 and extends in the front-to-rear direction. In detail, the intake manifold 21 includes a right intake manifold 21R for the right cylinder 11R and a left intake manifold 21L for the left cylinder 11L. That is, the engine 100 has two intake manifolds 21R, 21L.

The right intake manifold 21R is disposed above each intake port 41 (see FIG. 2) of the multiple right head blocks 4R aligned in the front-rear direction. The interior of the right intake manifold 21R is connected to each right cylinder 11R via each intake port 41. The left intake manifold 21L is disposed above each intake port 41 of the multiple left head blocks 4L aligned in the front-rear direction. The interior of the left intake manifold 21L is connected to each left cylinder 11L via each intake port 41.

In more detail, an intake valve (not shown) is provided between each intake port 41 and each cylinder 11, and when the intake valve is open, the inside of the intake manifold 21 communicates with the cylinder 11.

The exhaust manifold 22 collects the exhaust from each cylinder 11. The exhaust manifold 22 is disposed on the side of the engine 100 and extends in the front-to-rear direction. In detail, the exhaust manifold 22 includes a right exhaust manifold 22R for the right cylinder 11R and a left exhaust manifold 22L for the left cylinder 11L.

The right exhaust manifold 22R is disposed on the right side of multiple right head blocks 4R (see FIG. 2) arranged in the front-rear direction. The interior of the right exhaust manifold 22R and each right cylinder 11R are connected via exhaust ports (not shown) provided on the right side of the right head block 4R. The left exhaust manifold 22L is disposed on the left side of multiple left head blocks 4L (see FIG. 2) arranged in the front-rear direction. The interior of the left exhaust manifold 22L and each left cylinder 11L are connected via exhaust ports (not shown) provided on the left side of the left head block 4L.

In more detail, an exhaust valve (not shown) is provided between each exhaust port and each cylinder 11, and when the exhaust valve is open, the inside of the exhaust manifold 22 communicates with the cylinder 11.

The exhaust gas collected in the right exhaust manifold 22R is exhausted to the outside via the right supercharger 23R and the right exhaust outlet pipe 24R, both of which are located at the right rear of the engine 100. The exhaust gas collected in the left exhaust manifold 22L is exhausted to the outside via the left supercharger 23L and the left exhaust outlet pipe 24L, both of which are located at the left rear of the engine 100. In other words, the engine 100 is equipped with a supercharger 23.

The right supercharger 23R and the left supercharger 23L each have a compressor section 231 and a turbine section 232. The compressor section 231 pressurizes and compresses intake air, such as air, supplied from outside the engine 100. The compressed intake air is supplied to the intake manifold 21 via the intercooler 25. The turbine section 232 is rotated by exhaust gas supplied from the exhaust manifold 22. The rotational power of the turbine section 232 is transmitted to the compressor section 231. In other words, the right supercharger 23R and the left supercharger 23L of this embodiment are so-called turbochargers that use an exhaust gas turbine as a drive source.

The intercooler 25 connected to the intake manifold 21 is supplied with cooling water by a cooling water pump (not shown) and cools the intake air. The intake air supplied from the compressor section 231 is pressurized and compressed, generating compression heat and increasing the temperature. The intercooler 25 cools the intake air by exchanging heat between the cooling water supplied from the cooling water pump and the pressurized and compressed intake air. In other words, by providing the intercooler 25, the temperature of the intake air supplied to the intake manifold 21 can be adjusted to a desired temperature.

As shown in FIG. 4, the right intake manifold 21R and the left intake manifold 21L are arranged at a distance from each other in the left-right direction on the top of the engine 100. As shown in FIG. 4, when the top cover 9 is removed, the in-bank area 200 is exposed to the outside through the space between the right intake manifold 21R and the left intake manifold 21L. In the in-bank area 200, for example, a controller 26 that controls the entire engine 100, and a fuel pump 27 that supplies fuel to the injector 8 are arranged.

That is, the engine 100 includes a controller 26 disposed in an intra-bank area 200 located between the right cylinder row 111R and the left cylinder row 111L. The engine 100 also includes a fuel pump 27 disposed in the intra-bank area 200. Note that, strictly speaking, the intra-bank area 200 may be the spatial area between the right cylinder row 111R and the left cylinder row 111L. However, in this embodiment, the intra-bank area 200 broadly includes the spatial area in the left-right direction between the right bank RB including the right cylinder row 111R and the left bank LB including the left cylinder row 111L.

By arranging the controller 26 and the fuel pump 27 in the in-bank area 200, the in-bank area 200 can be used efficiently for arranging parts. This allows the engine 100 to be made more compact. However, the controller 26 and the fuel pump 27 may be arranged outside the in-bank area 200.

The controller 26 specifically includes a first controller 261 and a second controller 262. However, the number of controllers 26 may be changed as appropriate, and may be composed of only one controller, for example. In this embodiment, the first controller 261 and the second controller 262 are aligned in the front-rear direction (crankshaft direction). In detail, the first controller 261 is located forward of the second controller 262. One of the first controller 261 and the second controller 262 is the main controller, and the other is the sub-controller. In this embodiment, the first controller 261 is the main controller, and the second controller 262 is the sub-controller.

The first controller 261 configured as a main controller executes calculations necessary for controlling the engine 100. The calculations necessary for controlling the engine 100 include, for example, calculations related to the control of fuel injection and calculations related to stopping the engine 100. The second controller 262 configured as a sub-controller is connected to the first controller 261 by a communication line (not shown) and is provided so as to be able to communicate with the first controller 261. The second controller 262 performs control operations according to instructions from the first controller 261.

The first controller 261 controls the right injector 8R arranged in the right bank RB. That is, the first controller 261 and each right injector 8R are electrically connected. The second controller 262 controls the left injector 8L arranged in the left bank LB. That is, the second controller 262 and each left injector 8L are electrically connected.

Fuel pump 27 pressurizes the fuel and discharges it toward a high-pressure fuel pipe for the right bank RB (not shown) and a high-pressure fuel pipe for the left bank LB (not shown). Fuel passing through the high-pressure fuel pipe for the right bank RB is distributed to each right injector 8R arranged in the right bank RB. Fuel passing through the high-pressure fuel pipe for the left bank LB is distributed to each left injector 8L arranged in the left bank LB. Each injector 8 injects fuel into the combustion chamber under the control of controller 26.

2. Details of the layout of intake and exhaust system components
Fig. 5 is a schematic perspective view showing components constituting the intake and exhaust systems of the engine 100 shown in Fig. 1. As shown in Fig. 5, the components constituting the intake system of the engine 100 include the left and right superchargers 23, the left and right first intake communication pipes 28, the intercooler 25, and the left and right intake manifolds 21.

The right first intake air communication pipe 28R connects the compressor section 231 of the right turbocharger 23R to the intercooler 25. The intake air supplied from the compressor section 231 of the right turbocharger 23R enters the intercooler 25 via the right first intake air communication pipe 28R. The left first intake air communication pipe 28L connects the compressor section 231 of the left turbocharger 23L to the intercooler 25. The intake air supplied from the compressor section 231 of the left turbocharger 23L enters the intercooler 25 via the left first intake air communication pipe 28L. In particular, the right first intake air communication pipe 28R and the left first intake air communication pipe 28L are connected to separate positions of the intercooler 25.

The components that make up the exhaust system of the engine 100 include the left and right exhaust manifolds 22, the left and right exhaust connection pipes 29, the left and right superchargers 23, and the left and right exhaust outlet pipes 24. The right exhaust connection pipe 29R connects the rear end of the right exhaust manifold 22R to the turbine section 232 of the right supercharger 23R. The exhaust gas that passes through the right exhaust manifold 22R enters the turbine section 232 of the right supercharger 23R via the right exhaust connection pipe 29R. The left exhaust connection pipe 29L connects the rear end of the left exhaust manifold 22L to the turbine section 232 of the left supercharger 23L. The exhaust gas that passes through the left exhaust manifold 22L enters the turbine section 232 of the left supercharger 23L via the left exhaust connection pipe 29L.

Figure 6 is a schematic plan view seen from the rear with the turbocharger 23 and some of the parts around the turbocharger 23 removed from the view shown in Figure 5. Figure 7 is a schematic plan view seen from above with the turbocharger 23 and some of the parts around the turbocharger 23 removed from the view shown in Figure 5. Figure 8 is a schematic plan view seen from the right side with the turbocharger 23 and some of the parts around the turbocharger 23 removed from the view shown in Figure 5. Note that some of the parts around the turbocharger 23 are pipes connected to the turbocharger 23. The pipes include the first intake connection pipe 28, the exhaust connection pipe 29, and the exhaust outlet pipe 24 described above.

6, 7, and 8, a rectangular frame W indicated by a dashed line indicates the approximate positions where the left and right superchargers 23 are disposed. The dashed line S in FIG. 6 and FIG. 7 indicates a plane that includes the center line C of the crankshaft 6 and is perpendicular to the left-right direction. Hereinafter, this plane S will be referred to simply as the center plane S. Also, in FIG. 6, 7, and FIG. 8, the region ER surrounded by a dashed line is an extension region that extends rearward from the region of the exhaust manifold 22. The extension region ER is a region that coincides with the region of the exhaust manifold 22 in a plan view from the crankshaft direction, and is a region that extends rearward from the exhaust manifold 22. Note that the shape of the extension region ER shown in FIG. 6, 7, and FIG. 8 is a simplified shape, not an accurate shape.

As shown in Figures 5 to 8, the two exhaust manifolds 22R, 22L of the engine 100 are provided for each of the two cylinder rows 111R, 111L, and are arranged on the opposite side to the side facing the in-bank area 200 located between the two cylinder rows 111R, 111L. As described above, the right cylinder row 111R constitutes the right bank RB, and the left cylinder row 111L constitutes the left bank LB (see Figure 2). In other words, the engine 100 has exhaust manifolds 22R, 22L arranged on the opposite side to the in-bank area 200 of the cylinder rows 111R, 111L. The opposite side to the in-bank area 200 is the opposite side to the side facing the in-bank area 200.

In detail, the right exhaust manifold 22R is disposed on the right side of the engine 100, opposite the side facing the in-bank area 200, with respect to the right cylinder row 111R. More specifically, the right exhaust manifold 22R is attached to a plurality of right head blocks 4R (see FIG. 2) that constitute the right bank RB. The left exhaust manifold 22L is disposed on the left side of the engine 100, opposite the side facing the in-bank area 200, with respect to the left cylinder row 111L. More specifically, the left exhaust manifold 22L is attached to a plurality of left head blocks 4L (see FIG. 2) that constitute the left bank LB.

The right exhaust manifold 22R and the left exhaust manifold 22L are positioned generally symmetrically with respect to the center plane S. The right exhaust manifold 22R and the left exhaust manifold 22L are at the same height in the up-down direction (see FIG. 6). The right exhaust manifold 22R and the left exhaust manifold 22L are slightly offset in the front-to-rear direction. In detail, the left exhaust manifold 22L is positioned slightly rearward of the right exhaust manifold 22R (see FIG. 7).

The right exhaust connection pipe 29R is disposed rearward of the right exhaust manifold 22R. In other words, at least a portion of the right exhaust connection pipe 29R is disposed in the extension region ER of the right exhaust manifold 22R. The left exhaust connection pipe 29L is disposed rearward of the left exhaust manifold 22L. In other words, at least a portion of the left exhaust connection pipe 29L is disposed in the extension region ER of the left exhaust manifold 22L.

The intercooler 25 of the engine 100 is disposed on one side of the crankshaft direction from the two cylinder rows 111R, 111L. More specifically, the intercooler 25 is disposed rearward from the two cylinder rows 111R, 111L (see FIG. 2). The intercooler 25 is disposed outside the intra-bank area 200. The intercooler 25 is disposed above the two exhaust manifolds 22R, 22L. In other words, the intercooler 25 is disposed above the extension regions ER of the two exhaust manifolds 22R, 22L (see FIG. 8).

The two turbochargers 23R, 23L of the engine 100 are provided for each of the two cylinder rows 111R, 111L. That is, one turbocharger 23 is provided for each of the two cylinder rows 111R, 111L. The two turbochargers 23R, 23L are connected to the intercooler 25. Although the two turbochargers 23R, 23L may be directly connected to the intercooler 25, in this embodiment, as a preferred embodiment, they are indirectly connected to the intercooler 25 via the first intake communication pipe 28. At least a portion of each of the two turbochargers 23R, 23L is disposed on the extension region ER on one side of the crankshaft direction of the exhaust manifolds 22R, 22L, or between the extension region ER and the intercooler 25.

With this configuration, exhaust can be guided from each of the two exhaust manifolds 22R, 22L to the turbine section 232 of each turbocharger 23R, 23L over a short distance. Also, intake air can be guided from each of the two turbochargers 23R, 23L to the intercooler 25 over a short distance. In other words, by using a configuration with two turbochargers 23R, 23L, the performance of the engine 100 can be improved while making the engine 100 more compact.

In this embodiment, as shown by the dashed frame W in Figures 6, 7, and 8, at least a portion of each of the two turbochargers 23R and 23L is disposed in the space between the extension region ER of the exhaust manifolds 22R and 22L and the intercooler 25. The two turbochargers 23R and 23L are disposed in positions symmetrical with respect to the center plane S.

When viewed from the left and right, at least a portion of each of the two superchargers 23R, 23L is disposed vertically between the extension region ER of the exhaust manifolds 22R, 22L and the intercooler 25 (see, for example, FIG. 8). In detail, at least a portion of the right supercharger 23R is disposed above the right exhaust connection pipe 29R disposed behind the right exhaust manifold 22R. At least a portion of the left supercharger 23L is disposed above the left exhaust connection pipe 29L disposed behind the left exhaust manifold 22L.

It is preferable that the rear ends of the two turbochargers 23R, 23L do not protrude rearward as much as possible compared to the rear end of the intercooler 25 in a plan view from above. If they protrude rearward, the amount of protrusion is preferably less than half the length of the turbochargers 23R, 23L in the fore-aft direction. It is more preferable that the rear ends of the two turbochargers 23R, 23L are located at the same position in the fore-aft direction as the rear end of the intercooler 25 or further forward than the rear end of the intercooler 25 in a plan view from above.

In this embodiment, each of the two superchargers 23R, 23L is disposed outside the in-bank area 200 in a plan view from the crankshaft direction. As shown in FIG. 6, the right supercharger 23R is disposed to the right of the in-bank area 200 in a plan view from the crankshaft direction. The left supercharger 23L is disposed to the left of the in-bank area 200 in a plan view from the crankshaft direction.

The right exhaust outlet pipe 24R is disposed rearward of the turbine section 232 of the right turbocharger 23R (see FIG. 5). The left exhaust outlet pipe 24L is disposed rearward of the turbine section 232 of the left turbocharger 23L (see FIG. 5).

The turbocharger intake outlet 233 (see FIG. 5), which is the intake outlet of each turbocharger 23R, 23L, is disposed in the crankshaft direction at the same position as at least a part of the intercooler 25. More specifically, the turbocharger intake outlet 233 is the intake outlet of the compressor section 231 of each turbocharger 23R, 23L. The turbocharger intake outlet 233 of the right turbocharger 23R is provided on the left side surface of the compressor section 231 and communicates with the right first intake communication pipe 28R connected to the intercooler 25. The turbocharger intake outlet 233 of the left turbocharger 23L is provided on the right side surface of the compressor section 231 and communicates with the left first intake communication pipe 28L connected to the intercooler 25.

The turbocharger intake outlet 233 of each of the two turbochargers 23R, 23L is positioned in the crankshaft direction at the same position as at least a part of the intercooler 25, so the length of the two first intake communication pipes 28R, 28L can be shortened. The intake air can be efficiently guided from each turbocharger 23R, 23L to the intercooler 25.

The intercooler 25 connected to the turbocharger 23 is shared by the two cylinder rows 111R, 111L. This allows the number of parts in the engine 100 to be reduced compared to a configuration in which an intercooler is provided for each cylinder row. This allows the cost of the engine 100 to be reduced. In addition, the engine 100 can be made more compact. In this embodiment, the intercooler 25 receives intake air from the two turbochargers 23R, 23L. However, the engine may be configured to have only one turbocharger, with the two cylinder rows sharing one turbocharger.

9 is a schematic perspective view of the intercooler 25 provided in the engine 100 according to an embodiment of the present invention. FIG. 9 is a view of the intercooler 25 as viewed from diagonally below to the right. The intercooler 25 is a liquid-cooled intercooler, and has a coolant inlet 251, which is an inlet for the coolant, and a coolant outlet 252, which is an outlet for the coolant. The coolant that enters the interior from the coolant inlet 251 passes through a heat exchanger (not shown) provided inside, and is discharged from the coolant outlet 252. In this embodiment, the coolant is cooling water. However, the coolant may be a liquid other than water, such as antifreeze. The antifreeze is, for example, a liquid obtained by mixing pure water and ethylene glycol in a predetermined ratio.

The intercooler 25 also has an intercooler intake inlet 253, which is an intake air inlet. In detail, the intercooler intake inlet 253 includes a right intercooler intake inlet 253R that communicates with the right first intake communication pipe 28R, and a left intercooler intake inlet 253L that communicates with the left first intake communication pipe 28L. The right intercooler intake inlet 253R is located on the right side of the lower surface of the intercooler 25. The left intercooler intake inlet 253L is located on the left side of the lower surface of the intercooler 25.

The intercooler intake inlet 253, which is the intake of the intercooler, is located above the supercharger intake outlet 233, which is the outlet of the intake of each supercharger 23R, 23L. As shown in FIG. 5, the right first intake communication pipe 28R connecting the supercharger intake outlet 233 portion of the right supercharger 23R and the right intercooler intake inlet 253R portion is curved. In detail, the right first intake communication pipe 28R has a curved portion that curves upward as it goes leftward. The left first intake communication pipe 28L connecting the supercharger intake outlet 233 portion of the left supercharger 23L and the left intercooler intake inlet 253L portion is curved. In detail, the left first intake communication pipe 28L has a curved portion that curves upward as it goes rightward. This configuration makes it easier to absorb assembly tolerances in the crankshaft direction, improving the assembly of the engine 100.

Returning to FIG. 9, the intercooler 25 has an intercooler intake outlet 254 that discharges the intake air that enters the intercooler 25 from the intercooler intake inlet 253 to the outside of the intercooler 25. The intake air that enters the intercooler 25 from the intercooler intake inlet 253 exchanges heat with a heat exchange section provided inside, and is discharged to the outside of the intercooler 25 from the intercooler intake outlet 254.

In detail, the intercooler intake outlet 254 includes a right intercooler intake outlet 254R located on the upper right side of the front surface of the intercooler 25, and a left intercooler intake outlet 254L located on the upper left side of the front surface of the intercooler 25. That is, the intercooler 25 has the intercooler intake outlets 254R, 254L, which discharge the intake air supplied from each of the two turbochargers 23 and entering the inside to the outside, on the side where the in-bank area 200 in the crankshaft direction is located. The right intercooler intake outlet 254R and the left intercooler intake outlet 254L are located symmetrically with respect to the center plane S (see FIG. 6, etc.).

Figure 10 is a schematic perspective view showing two intake manifolds 21R and 21L provided in the engine 100 according to an embodiment of the present invention. As shown in Figure 10, each of the intake manifolds 21R and 21L has a rectangular parallelepiped intake manifold main body 211 and a number of intake air piping 212 extending downward from the intake manifold main body 211.

The rear surface of the intake manifold main body 211 is provided with an intake manifold intake inlet 213, which is an intake inlet for intake air. The lower end of each intake air piping 212 is provided with an intake manifold intake outlet 214 that communicates with an intake port 41 (see FIG. 2) provided in the head block 4. In this embodiment, there are six cylinders on each side, and the right intake manifold 21R and the left intake manifold 21L each have six intake air piping 212.

The right intake manifold 21R and the left intake manifold 21L are positioned approximately symmetrically with respect to the center plane S. The right intake manifold 21R and the left intake manifold 21L are at the same height in the up-down direction. The right intake manifold 21R and the left intake manifold 21L are slightly offset in the front-to-rear direction. In detail, the left intake manifold 21L is positioned slightly forward of the right intake manifold 21R (see Figure 7).

The intake manifold 21 provided in the engine 100 is preferably at least partially disposed in the intra-bank area 200. The two intake manifolds 21R, 21L provided for the two cylinder rows 111R, 111L are preferably at least partially disposed in the intra-bank area 200. In this embodiment, each of the two intake manifolds 21R, 21L is partially disposed in the intra-bank area 200. In particular, a portion of the intake air piping 212 is disposed in the intra-bank area 200, and the intake manifold main body 211 is disposed above the intra-bank area 200.

The intake manifold 21 is connected to the intake outlet portion (intercooler intake outlet 254 portion) of the intercooler 25. In detail, the right intercooler intake outlet 254R portion and the intake manifold intake inlet 213 portion of the right intake manifold 21R are connected by the right second intake communication pipe 30R (see FIG. 7, etc.). In other words, the right intercooler intake outlet 254R and the intake manifold intake inlet 213 of the right intake manifold 21R are connected via the right second intake communication pipe 30R. The left intercooler intake outlet 254L portion and the intake manifold intake inlet 213 portion of the left intake manifold 21L are connected by the left second intake communication pipe 30L (see FIG. 7, etc.). That is, the left intercooler intake outlet 254L and the intake manifold intake inlet 213 of the left intake manifold 21L are connected via the left second intake communication pipe 30L.

The intake air entering the intercooler 25 from the supercharger 23 reaches the intake manifold intake inlet 213 located above the bank area 200 through the intercooler intake outlet 254 and the second intake communication pipe 30. The intake air entering the intake manifold main body 211 from the intake manifold intake inlet 213 is distributed to each intake port 41 by multiple intake air piping 212 and supplied to each combustion chamber. Since the intercooler intake outlet 254 is provided on the side of the intercooler 25 where the bank area 200 exists in the crankshaft direction, the intake air can be guided from the intercooler 25 to the intake manifold 21 over a short distance. In other words, according to the engine 100 of this embodiment, it is possible to guide the intake air from the supercharger 23 to the intake manifold 21 over a short distance.

The intake inlet of the intercooler 25 (intercooler intake inlet 253) is located below the intercooler 25. The intake outlet of the intercooler 25 (intercooler intake outlet 254) is located above the intercooler 25. In this embodiment, the intake manifold 21 is located inside the V-bank formed by the right bank RB and the left bank LB, and the exhaust manifold 22 is located outside the V-bank. In this configuration, the intake manifold 21, into which the intake air enters from the intercooler 25, is located at a higher position than the exhaust manifold 22. For this reason, the intake inlet 253 is located below the intercooler 25 and the intake outlet 254 is located above it, so that the intake flow path can be configured smoothly. In other words, it is possible to make the engine 100 more compact.

<3. Details of the intercooler>
Fig. 11 is a first cross-sectional perspective view showing a schematic configuration of the intercooler 25 included in the engine 100 according to the embodiment of the present invention. Fig. 12 is a second cross-sectional perspective view showing a schematic configuration of the intercooler 25 included in the engine 100 according to the embodiment of the present invention. The cross section is cut at a position different from the first cross section and the second cross section. Fig. 11 is a view showing a cross section cut along a plane perpendicular to the left-right direction. Fig. 12 is a view showing a cross section cut along a plane perpendicular to the front-rear direction.

As shown in Figures 9, 11, and 12, the intercooler 25 includes an intercooler main body 250, a heat exchange section 255, a first intercooler lid section 256, and a second intercooler lid section 257.

The intercooler body 250 is cylindrical and extends in the left-right direction. An intercooler intake inlet 253 is provided on the underside of the intercooler body 250. More specifically, a right intercooler intake inlet 253R is provided on the right side of the underside of the intercooler body 250, and a left intercooler intake inlet 253L is provided on the left side of the underside. An intercooler intake outlet 254 is provided on the upper front side of the intercooler body 250. More specifically, a right intercooler intake outlet 254R is provided on the right side of the upper front side of the intercooler body 250, and a left intercooler intake outlet 254L is provided on the left side of the upper front side.

The heat exchanger 255 is disposed in the intercooler body 250. The heat exchanger 255 has a plurality of tubes 2551 through which a cooling liquid flows. The plurality of tubes 2551 extend in the left-right direction. A pair of end holders 2552 that hold the plurality of tubes 2551 together are disposed at the left and right ends of the plurality of tubes 2551. The plurality of tubes 2551 are held by the pair of end holders 2552 with the left and right end faces open. The plurality of tubes 2551 are held in a bundle by the pair of end holders 2552. The area occupied by the bundled plurality of tubes 2551 spreads in an in-plane direction that is parallel to the up-down direction and the front-rear direction. The bundled plurality of tubes 2551 spreads from the front end to the rear end of the internal space 2501 of the intercooler body 250 (see FIG. 11).

Each of the pair of end retaining portions 2552 is provided in a plate shape. Of the pair of end retaining portions 2552, the end retaining portion 2552 arranged on the right side covers the right end face of the intercooler body portion 250. Also, of the pair of end retaining portions 2552, the end retaining portion 2552 arranged on the left side covers the left end face of the intercooler body portion 250. The multiple tubes 2551 extend from the left end to the right end of the intercooler body portion 250.

In this embodiment, an intermediate support portion 2553 that supports the left-right middle portion of the multiple pipes 2551 is disposed in the internal space 2501 of the intercooler body 250. The intermediate support portion 2553 is plate-shaped and contacts the intercooler body 250. The multiple pipes 2551 penetrate the intermediate support portion 2553. In this embodiment, two intermediate support portions 2553 are provided with a gap between them in the left-right direction. However, the number of intermediate support portions 2553 may be changed as appropriate. In some cases, the intermediate support portion 2553 may not be provided.

The first intercooler lid 256 is disposed on the left side of the intercooler body 250 and covers the end holder 2552 disposed on the left side of the pair of end holders 2552 from the left side. The first intercooler lid 256 has a partition wall 2561 therein that divides the internal space into upper and lower parts.

The space below the partition 2561 constitutes the above-mentioned coolant inlet 251. The coolant inlet 251 faces the left end surface of some of the multiple tubes 2551. For example, the left end surface of the tube 2551 arranged in the lower half of the multiple tubes 2551 faces the coolant inlet 251.

The space above the partition wall 2561 constitutes the coolant outlet 252 described above. The coolant outlet 252 faces the left end faces of the remaining tubes 2551, excluding some of the tubes 2551 that face the coolant inlet 251. For example, the left end faces of the tubes 2551 that are located in the upper half of the multiple tubes 2551 face the coolant outlet 252.

The second intercooler lid 257 is disposed on the right side of the intercooler body 250, and covers the end holder 2552 disposed on the right side of the pair of end holders 2552 from the right side. The second intercooler lid 257 is cup-shaped and opens to the left. All right end faces of the multiple tubes 2551 face the internal space of the second intercooler lid 257 attached to the intercooler body 250. Hereinafter, this internal space will be referred to as the folded portion 2571 in view of its function. Details of the folded portion 2571 will be described later.

Figure 13 is a diagram for explaining the flow of coolant and intake air in the intercooler 25 provided in the engine 100 according to an embodiment of the present invention. Figure 13 is a diagram showing the same cross section as Figure 12, viewed from rear to front. In Figure 13, the open arrows indicate the flow of coolant. In Figure 13, the thick arrows indicate the flow of intake air from the turbocharger 23. The intercooler 25 has a coolant flow path P1 through which coolant flows, and an intake air flow path P2 through which the intake air from the turbocharger 23 flows.

In detail, the coolant flow path P1 has a coolant inlet (coolant inlet 251) and an outlet (coolant outlet 252) on one side in the first direction along which the coolant flows. With this configuration, the coolant can travel back and forth in the first direction at least once inside the intercooler 25. As a result, it is possible to reduce the occurrence of temperature differences in the temperature of the intake air that passes through the intercooler 25 and is distributed to the two cylinder rows 111R, 111L. This point will be described in detail later.

The first direction along the flow of the cooling liquid is, more specifically, the direction along the main flow of the cooling liquid, which is the left-right direction in this embodiment. In this embodiment, one side of the first direction is the left side, and the other side is the right side.

In this embodiment, the coolant entering from the coolant inlet 251 passes through the turn-back portion 2571 arranged on the other side of the first direction and reaches the coolant outlet 252. In detail, the coolant entering from the coolant inlet 251 flows rightward through the inside of the multiple tubes 2551 facing the coolant inlet 251 and reaches the turn-back portion 2571. The coolant that reaches the turn-back portion 2571 flows leftward through the inside of the multiple tubes 2551 facing the coolant outlet 252 and reaches the coolant outlet 252, and is discharged to the outside of the intercooler 25. That is, in this embodiment, the coolant moves back and forth only once in the left-right direction (first direction) inside the intercooler 25. With such a configuration, it is possible to prevent the inside of the intercooler 25 from becoming complicated.

As can be seen from the above, in this embodiment, the coolant flow path P1 is composed of a coolant inlet 251, multiple tubes 2551, a folded portion 2571, and a coolant outlet 252.

The intake passage P2 also has an intake inlet (intercooler intake inlet 253) on one side in the second direction along the flow of intake air from the turbocharger 23, and an intake outlet (intercooler intake outlet 254) on the other side. In this configuration, the intake inlet and outlet are on opposite sides, making it easier to distribute and arrange the intake system components around the intercooler 25.

The second direction along the intake air flow is, more specifically, a direction along the main intake air flow, which is the up-down direction in this embodiment. In this embodiment, one side of the second direction is the down side, and the other side is the up side.

In this embodiment, the intake flow path P2 is configured so that the intake air passes through one side and the other side of the second direction once. In detail, the intake air that enters the internal space 2501 of the intercooler main body 250 from the right intercooler intake inlet 253R and the left intercooler intake inlet 253L passes from the lower side of the heat exchange section 255 through the gaps between the multiple pipes 2551 to the upper side of the heat exchange section 255. When passing through the gaps between the multiple pipes 2551, the intake air is cooled by removing heat. The cooling liquid flowing inside the multiple pipes 2551 removes heat from the intake air and is warmed. The intake air that has passed to the upper side of the heat exchange section 255 enters the right intake manifold 21R through the right intercooler intake outlet 254R and enters the left intake manifold 21L through the left intercooler intake outlet 254L. By making the flow of the intake air flow in one direction from the bottom to the top in this way, the inside of the intercooler 25 can be prevented from becoming complicated.

As can be seen from the above, in this embodiment, the intake flow path P2 is composed of the intercooler intake inlet 253, the internal space 2501 of the intercooler main body 250, and the intercooler intake outlet 254.

In the intercooler 25 of this embodiment, the first direction and the second direction intersect. In detail, the coolant flows in the left-right direction, and the intake air flows in the up-down direction, so the two flows intersect. In this configuration, the intake air from the turbocharger 23 can be configured to always pass through the heat exchange section 255, which is configured using the coolant flow path P1. Note that, in some cases, the first direction and the second direction may be the same direction.

The intake air entering the intercooler main body 250 from the right intercooler intake inlet 253R mainly passes through the right intercooler intake outlet 254R and enters the right intake manifold 21R. The intake air entering the intercooler main body 250 from the left intercooler intake inlet 253L mainly passes through the left intercooler intake outlet 254L and enters the left intake manifold 21L. The temperature of the coolant flowing through the coolant flow path P1 increases as it moves from upstream (coolant inlet 251) to downstream (coolant outlet 252). For this reason, the intake air entering the left intake manifold 21L mainly passes through a low-temperature part where the temperature of the coolant is low and a high-temperature part where the temperature of the coolant is high, and the intake air entering the right intake manifold 21R mainly passes through an intermediate temperature part where the temperature of the coolant is intermediate between the high-temperature part and the low-temperature part. As a result, the amount of heat energy absorbed by the coolant can be made approximately the same between the intake air sent to the right intake manifold 21R connected to the right cylinder row 111R and the intake air sent to the left intake manifold 21L connected to the left cylinder row 111L. In other words, it is possible to prevent differences in the intake air temperature adjustment by the intercooler 25 between the right cylinder row 111R and the left cylinder row 111L.

A partition wall may be placed inside the intercooler body 250 to divide the internal space 2501 of the intercooler body 250 into a right chamber and a left chamber. In this way, all of the intake air that enters the intercooler body 250 from the right intercooler intake inlet 253R can be led to the right intercooler intake outlet 254R. Also, all of the intake air that enters the intercooler body 250 from the left intercooler intake inlet 253L can be led to the left intercooler intake outlet 254L. In this way, it is easier to stabilize the temperature of the intake air sent to each of the left and right intake manifolds 21.

In addition, in this embodiment, the heat exchange section 255 of the intercooler 25, which is configured using the coolant flow path P1, is configured to have a multi-tube cooling structure having multiple tubes 2551 extending in the first direction. With this configuration, high cooling efficiency can be obtained. However, the heat exchange section of the intercooler 25 may be configured to have a structure other than the multi-tube cooling structure.

In addition, in this embodiment, the intake flow path P2 is configured so that the intake air passes through one side (lower side) and the other side (upper side) in the second direction (vertical direction) once, but it may be configured differently. Figure 14 is a schematic diagram showing the configuration of a modified intercooler 25A.

The intercooler 25A of the modified example also includes an intercooler body 250A, a heat exchanger 255A, a first intercooler lid 256A, and a second intercooler lid 257A, as in the above-described embodiment. The intercooler body 250A has left and right intercooler intake inlets 253A and left and right intercooler intake outlets 254A. The first intercooler lid 256A has a cooling liquid inlet 251A and a cooling liquid outlet 252A. The second intercooler lid 257A has a folded portion 2571A. In FIG. 14, the thick arrows indicate the flow of intake air.

As shown in FIG. 14, the intake air that enters the intercooler main body 250 from the intercooler intake inlet 253A may be turned back toward one side and then turned back toward the other side at least once after reaching the other side in the second direction, before exiting to the outside through the intercooler intake outlet 254.

In the example shown in FIG. 14, the intake air turns back twice in the second direction, but it may turn back an even number of times. In the above embodiment, the intake air turns back zero times.

In the example shown in FIG. 14, a partition wall 258 is provided in the intercooler body 250A to divide the internal space 2501A into a left chamber and a right chamber. That is, the intake air entering the intercooler body 250A from the right intercooler intake inlet 253RA is led to the right intercooler intake outlet 254RA. Also, the intake air entering the intercooler body 250A from the left intercooler intake inlet 253LA is led to the left intercooler intake outlet 254LA.

<4. Important points to note>
Various technical features disclosed in this specification can be modified in various ways without departing from the spirit of the technical creation. In other words, the above embodiment should be considered to be illustrative in all respects and not restrictive. In addition, multiple embodiments and modifications shown in this specification may be combined to the extent possible.

21... Intake manifold 21L... Left intake manifold 21R... Right intake manifold 22... Exhaust manifold 22L... Left exhaust manifold 22R... Right exhaust manifold 23... Supercharger 23L... Left supercharger 23R... Right supercharger 25, 25A... Intercooler 100... Engine 111... Cylinder row 111L... Left cylinder row 111R... Right cylinder row 200... In-bank area 251, 251A... Coolant inlet (coolant inlet)
252, 252A...coolant outlet (coolant outlet)
253, 253A...Intercooler intake inlet (intake inlet)
253L, 253LA... Left intercooler intake inlet 253R, 253RA... Right intercooler intake inlet 254, 254A... Intercooler intake outlet (intake outlet)
254L, 254LA: Left intercooler intake outlet 254R, 254RA: Right intercooler intake outlet 255, 255A: Heat exchange section 2551: Pipe 2571, 2571A: Turn-back section P1: Cooling liquid flow path P2: Intake flow path

Claims (9)

Two cylinder rows arranged side by side in the left-right direction ;
A supercharger,
an intercooler shared by the two cylinder rows and connected to the turbocharger;
Equipped with
The intercooler is
a coolant flow path through which the coolant flows;
an intake passage through which intake air from the turbocharger flows;
having
the cooling liquid flow path has an inlet and an outlet for the cooling liquid on one side in a first direction along the flow of the cooling liquid,
the intake passage has an intake inlet on one side in a second direction along the flow of the intake air and an intake outlet on the other side;
The first direction is a left-right direction of the engine. The intercooler is
A cylindrical main body portion extending in the left-right direction;
a heat exchange unit configured using the cooling liquid flow path and held by a pair of holders disposed at left and right ends of the main body;
a first cover portion disposed on one side of the main body in a left-right direction and covering one of the pair of holding portions;
a second cover portion disposed on the other side of the main body in the left-right direction and covering the other of the pair of holding portions;
having
the first cover portion has a space therein that forms an inlet and an outlet for the cooling liquid,
The engine according to claim 1 , wherein the second cover portion has an internal space that forms a folded portion that directs the coolant that has entered from the coolant inlet through the heat exchange portion toward the coolant outlet . The engine according to claim 1 or 2, wherein the intake passage is configured so that the intake passes through one side and the other side of the second direction once. The engine according to claim 1 or 2, wherein the intake passage is configured such that, after the intake air reaches from one side in the second direction to the other side, the intake air turns back toward one side in the second direction and then turns back toward the other side in the second direction at least once. An engine according to any one of claims 1 to 4, wherein the first direction and the second direction intersect. The supercharger is provided for each of the two cylinder rows,
6. An engine according to claim 1, wherein the intercooler is supplied with the intake air from two of the turbochargers. an intake manifold, at least a portion of which is disposed in an area within a bank located between the two cylinder rows and connected to the intake outlet portion;
an exhaust manifold disposed on a side of the row of cylinders opposite to the bank area;
An engine according to any one of claims 1 to 6, comprising: The intake inlet is disposed below the intercooler,
8. An engine according to claim 1, wherein the intake outlet is disposed above the intercooler. 9. The engine according to claim 1, wherein a heat exchange portion of the intercooler formed using the coolant flow path has a multi-tube cooling structure in which a plurality of tubes extending in a left-right direction are bundled together.