JP2003090261A - Multi-cylinder engine - Google Patents
Multi-cylinder engineInfo
- Publication number
- JP2003090261A JP2003090261A JP2001282504A JP2001282504A JP2003090261A JP 2003090261 A JP2003090261 A JP 2003090261A JP 2001282504 A JP2001282504 A JP 2001282504A JP 2001282504 A JP2001282504 A JP 2001282504A JP 2003090261 A JP2003090261 A JP 2003090261A
- Authority
- JP
- Japan
- Prior art keywords
- exhaust
- cylinder
- head
- intake
- cylinder engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
- Exhaust-Gas Circulating Devices (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、多気筒エンジンに
関する。TECHNICAL FIELD The present invention relates to a multi-cylinder engine.
【０００２】[0002]
【従来の技術】従来、多気筒エンジンとして、本発明と
同様、シリンダヘッドに吸気分配手段と排気合流手段と
冷却水循環用のサーモスタットケースとを設け、吸気弁
口と排気弁口からシリンダヘッドのヘッド幅方向に沿っ
て、吸気ポートと排気ポートとを相互反対向きに導出
し、吸気分配手段をシリンダヘッドの一方の側面に取付
け、排気合流手段を他方の側面に取り付けたものがあ
る。この種のエンジンでは、吸気分配手段と排気合流手
段とサーモスタットケースの配置の競合により、大きな
サーモスタットケースがシリンダヘッドの前に配置され
るのが通常である。2. Description of the Related Art Conventionally, as in the present invention, as a multi-cylinder engine, an intake distribution means, an exhaust merging means, and a thermostat case for circulating cooling water are provided in a cylinder head, and the head of the cylinder head extends from the intake valve opening and the exhaust valve opening. There is one in which the intake port and the exhaust port are led out in mutually opposite directions along the width direction, the intake distribution means is attached to one side surface of the cylinder head, and the exhaust merging means is attached to the other side surface. In this type of engine, a large thermostat case is usually arranged in front of the cylinder head due to competition in the arrangement of the intake distribution means, the exhaust merging means, and the thermostat case.
【０００３】[0003]
【発明が解決しようとする課題】上記従来技術では、大
きなサーモスタットケースがシリンダヘッドの前端面に
配置されるのが通常であるため、エンジンの全長が長く
なるという問題がある。In the above-mentioned prior art, since a large thermostat case is usually arranged on the front end face of the cylinder head, there is a problem that the total length of the engine becomes long.
【０００４】本発明の課題は、上記問題点を解決できる
多気筒エンジンを提供することにある。An object of the present invention is to provide a multi-cylinder engine which can solve the above problems.
【０００５】[0005]
【課題を解決するための手段】(請求項１の発明)図２示
すように、シリンダヘッド(１)に吸気分配手段(１３)と
排気合流手段(１４)と冷却水循環用のサーモスタットケ
ース(３１)とを設け、吸気弁口(１０ａ)(１０ｂ)と排気
弁口(３２ａ)(３２ｂ)からシリンダヘッド(１)のヘッド
幅方向に沿って、吸気ポート(５)と排気ポート(１１)と
を相互反対向きに導出し、吸気分配手段(１３)をシリン
ダヘッド(１)の一方の側面(２３)に取付け、排気合流手
段(１４)を他方の側面(３４)に取り付けた、多気筒エン
ジンにおいて、シリンダヘッド(１)のヘッド長手方向の
一端部で、排気合流手段(１４)を取り付けたシリンダヘ
ッド(１)の側面(３４)にサーモスタットケース(３１)を
配置するに当たり、ヘッド長手方向を前後方向、サーモ
スタットケース(３１)を配置したシリンダヘッド(１)の
一端部のある方を前と見て、各気筒の排気弁口(３２ａ)
(３２ｂ)をその気筒の吸気弁口(１０ａ)(１０ｂ)よりも
後寄りに配置して、排気合流手段(１４)を吸気分配手段
(１３)よりも後寄りに配置し、排気合流手段(１４)の前
方で、シリンダヘッド(１)の側面(３４)にサーモスタッ
トケース(３１)を取り付けた、ことを特徴とする多気筒
エンジン。(Invention of Claim 1) As shown in FIG. 2, an intake distribution means (13), an exhaust merging means (14) and a cooling water circulation thermostat case (31) are provided in a cylinder head (1). ) Are provided, and an intake port (5) and an exhaust port (11) are provided along the head width direction of the cylinder head (1) from the intake valve openings (10a) (10b) and the exhaust valve openings (32a) (32b). In a mutually opposite direction, the intake distribution means (13) is attached to one side surface (23) of the cylinder head (1), and the exhaust merging means (14) is attached to the other side surface (34). In disposing the thermostat case (31) on the side surface (34) of the cylinder head (1) to which the exhaust merging means (14) is attached at one end portion in the head longitudinal direction of the cylinder head (1), In the front-back direction, the system with the thermostat case (31) With one end of the Linda head (1) facing forward, the exhaust valve port (32a) of each cylinder
(32b) is arranged rearward of the intake valve openings (10a), (10b) of the cylinder, and the exhaust merging means (14) is used as the intake distribution means.
A multi-cylinder engine, characterized in that the thermostat case (31) is mounted on the side surface (34) of the cylinder head (1) in front of the exhaust merging means (14), and is arranged rearward of (13).
【０００６】[0006]
【発明の効果】（請求項１の発明）請求項１の発明は、
次の効果を奏する。
《効果１》 エンジンの全長を短くすることができる。
図２に示すように、大きなサーモスタットケース(３１)
をシリンダヘッド(１)の側面(３４)に配置することがで
きるため、エンジンの全長を短くすることができる。EFFECT OF THE INVENTION (Invention of Claim 1) The invention of Claim 1 is
It has the following effects. << Effect 1 >> The total length of the engine can be shortened.
As shown in Figure 2, large thermostat case (31)
Can be arranged on the side surface (34) of the cylinder head (1), so that the total length of the engine can be shortened.
【０００７】《効果２》 シリンダヘッドの側面を部品
取付面として無駄なく利用することができる。図２に示
すように、排気合流手段(１４)を後寄りに配置して、そ
の前方でシリンダヘッド(１)の側面(３４)に形成される
大きな取付面に大きなサーモスタットケース(３１)を取
付けることができるため、シリンダヘッド(１)の側面
(３４)を部品取付面として無駄なく利用することができ
る。<Effect 2> The side surface of the cylinder head can be used as a component mounting surface without waste. As shown in FIG. 2, the exhaust merging means (14) is arranged rearward, and a large thermostat case (31) is attached to a large mounting surface formed on the side surface (34) of the cylinder head (1) in front of the exhaust merging means (14). The side of the cylinder head (1)
(34) can be used as a component mounting surface without waste.
【０００８】（請求項２の発明）請求項２の発明は、請
求項１の発明の効果に加え、次の効果を奏する。
《効果３》 シリンダヘッドをコンパクトにまとめるこ
とができる。図２に示すように、排気合流手段(１４)の
前方の広いスペースには大きなサーモスタットケース
(３１)を配置し、吸気分配手段(１３)の前方の狭いスペ
ースには小さな弁アクチュエータ(３５)を配置するた
め、シリンダヘッド(１)への部品の納まりがよく、シリ
ンダヘッド(１)をコンパクトにまとめることができる。(Invention of Claim 2) The invention of Claim 2 has the following effect in addition to the effect of the invention of Claim 1. << Effect 3 >> The cylinder head can be compactly integrated. As shown in FIG. 2, a large thermostat case is provided in a large space in front of the exhaust merging means (14).
(31) is arranged, and a small valve actuator (35) is arranged in a narrow space in front of the intake distribution means (13). Can be compactly assembled.
【０００９】(請求項３の発明)請求項３の発明は、請求
項１または請求項２の発明の効果に加え、次の効果を奏
する。
《効果４》 動弁作動を正確に行うことができる。図２
に示すように、排気ポート(１１)の導出終端部分(４０)
を仮想横断線(３７)と重なる位置まで前方向に偏倚さ
せ、この導出終端部分(４０)の前後にその気筒の一対の
ブッシュロード(３６)(３６)の各々を振り分けて配置し
たため、図６に示すように、ロッカアーム(４８)(４８)
を仮想横断線(３７)と平行な姿勢、または平行に近い姿
勢にすることができ、ロッカアーム(４８)(４８)を短く
することができる。このため、ロッカアーム(４８)(４
８)の重量慣性が小さくなり、プッシュロッド(３６)に
対するロッカアーム(４８)(４８)の作動追従性が高まる
ため、動弁作動を正確に行うことができる。(Invention of Claim 3) The invention of claim 3 has the following effect in addition to the effect of the invention of claim 1 or claim 2. << Effect 4 >> The valve operation can be accurately performed. Figure 2
As shown in FIG.
6 is biased forward to a position where it overlaps with the imaginary transverse line (37), and the pair of bush roads (36) (36) of the cylinder are separately arranged before and after the lead-out end portion (40). As shown in, rocker arm (48) (48)
Can be placed in a posture parallel to the virtual transverse line (37) or a posture almost parallel thereto, and the rocker arms (48) (48) can be shortened. Therefore, the rocker arm (48) (4
Since the weight inertia of 8) becomes small and the operation followability of the rocker arms (48) (48) with respect to the push rod (36) is enhanced, the valve operation can be accurately performed.
【００１０】《効果５》 排気ポートの通路抵抗を小さ
くすることができる。図２に示すように、排気ポート
(１１)の導出終端部分(４０)の前後にその気筒の一対の
プッシュロッド(３６)(３６)を配置するため、これらを
無理なく配置することができ、プッシュロッド(３６)
(３６)を避けるために排気ポート(１１)の導出終端部分
(４０)を狭める必要がなく、排気ポート(１１)の通路抵
抗を小さくすることができる。<Effect 5> The passage resistance of the exhaust port can be reduced. 2, the exhaust port
Since the pair of push rods (36) (36) of the cylinder are arranged before and after the lead-out terminal portion (40) of (11), these can be arranged without difficulty, and the push rod (36)
Exhaust port end of exhaust port (11) to avoid (36)
It is not necessary to narrow (40) and the passage resistance of the exhaust port (11) can be reduced.
【００１１】（請求項４の発明）請求項４の発明は、請
求項１から請求項３のいずれかの発明の効果に加え、次
の効果を奏する。
《効果６》 排気効率が高い。図２に示すように、第二
排気弁口(３２ｂ)の後寄りに、第一排気弁口(３２ａ)か
らの排気の迂回通路(４１)を形成したため、第一排気弁
口(３２ａ)からの排気が第二排気弁口(３２ｂ)からの排
気の流出を妨げることがなく、排気効率が高い。(Invention of Claim 4) The invention of claim 4 has the following effect in addition to the effect of the invention of any one of claims 1 to 3. <Effect 6> Exhaust efficiency is high. As shown in FIG. 2, since the bypass passage (41) for exhaust gas from the first exhaust valve opening (32a) is formed in the rear of the second exhaust valve opening (32b), the bypass passage (41) from the first exhaust valve opening (32a) is formed. The exhaust gas does not interfere with the outflow of the exhaust gas from the second exhaust valve port (32b), and the exhaust efficiency is high.
【００１２】《効果７》 第二排気弁口の周縁部分の過
熱が抑制される。図２に示すように、第一排気弁口(３
２ａ)からの排気が第二排気弁口(３２ｂ)の後寄りの迂
回通路(４１)を通過するため、第二排気弁口(３２ｂ)の
周縁部分の過熱が抑制される。<Effect 7> Overheating of the peripheral portion of the second exhaust valve port is suppressed. As shown in FIG. 2, the first exhaust valve port (3
Since the exhaust gas from 2a passes through the bypass passage (41) at the rear of the second exhaust valve opening (32b), overheating of the peripheral portion of the second exhaust valve opening (32b) is suppressed.
【００１３】（請求項５の発明）請求項５の発明は、請
求項１から請求項４のいずれかの発明の効果に加え、次
の効果を奏する。
《効果８》 十分な排気還元量を確保することができ
る。図２に示すように、湾曲させた排気ポート(１１)の
中間部分(３８)で案内される排気の吹き当たり箇所から
ＥＧＲガス導出通路(４２)を導出したため、給排気の差
圧に加え、排気の押し込み力を利用して排気還元を行う
ことができ、十分な排気還元量を確保することができ
る。(Invention of Claim 5) The invention of claim 5 has the following effect in addition to the effect of the invention of any one of claims 1 to 4. << Effect 8 >> It is possible to secure a sufficient amount of exhaust gas reduction. As shown in FIG. 2, since the EGR gas outlet passage (42) is led out from the exhaust blow-in portion guided by the intermediate portion (38) of the curved exhaust port (11), in addition to the differential pressure between the supply and exhaust, Exhaust gas can be reduced by utilizing the pushing force of the exhaust gas, and a sufficient amount of exhaust gas reduction can be secured.
【００１４】（請求項６の発明）請求項６の発明は、請
求項１から請求項５のいずれかの発明の効果に加え、次
の効果を奏する。
《効果９》 専用のＥＧＲガス放熱器が不要になる。図
２に示すように、ＥＧＲガス導出通路(４２)がヘッドジ
ャケット(４３)内を通過するようにしたため、専用のＥ
ＧＲガス放熱器が不要になる。(Invention of Claim 6) The invention of claim 6 has the following effect in addition to the effect of the invention of any one of claims 1 to 5. << Effect 9 >> A dedicated EGR gas radiator is not required. As shown in FIG. 2, since the EGR gas outlet passage (42) passes through the inside of the head jacket (43), a dedicated E
The GR gas radiator becomes unnecessary.
【００１５】《効果１０》 シリンダヘッドの部品配置
が楽になる。シリンダヘッド(１)に専用のＥＧＲガス放
熱器を取付ける必要がないため、シリンダヘッド(１)の
部品配置が楽になる。<Effect 10> The parts arrangement of the cylinder head becomes easy. Since it is not necessary to attach a dedicated EGR gas radiator to the cylinder head (1), the parts arrangement of the cylinder head (1) becomes easy.
【００１６】（請求項７の発明）請求項７の発明は、請
求項１から請求項６のいずれかの発明の効果に加え、次
の効果を奏する。
《効果１１》 シリンダヘッドの部品配置が楽になる。
図２に示すように、ＥＧＲガス導出通路(４２)に続くＥ
ＧＲガス供給通路(４４)を、吸気分配手段(１３)の肉壁
内に形成したため、シリンダヘッド(１)からＥＧＲガス
供給通路(４４)が大きく張り出すことがなく、シリンダ
ヘッド(１)の部品配置が楽になる。(Invention of Claim 7) The invention of claim 7 has the following effect in addition to the effect of any one of claims 1 to 6. << Effect 11 >> Parts arrangement of the cylinder head becomes easy.
As shown in FIG. 2, E following the EGR gas outlet passage (42)
Since the GR gas supply passage (44) is formed in the wall of the intake distribution means (13), the EGR gas supply passage (44) does not greatly extend from the cylinder head (1), and the GR head of the cylinder head (1) is prevented. Parts placement becomes easy.
【００１７】（請求項８の発明）請求項８の発明は、請
求項１から請求項７のいずれかの発明の効果に加え、次
の効果を奏する。
《効果１２》 弁アクチュエータの熱劣化が抑制され
る。図２に示すように、吸気分配手段(１３)から前方に
フランジ部(４５)を導出し、このフランジ部(４５)に弁
アクチュエータ(３５)を取り付けたため、弁アクチュエ
ータ(３５)をシリンダヘッド(１)に直接取り付けた場合
に比べ、弁アクチュエータ(３５)の熱劣化が抑制され
る。(Invention of Claim 8) The invention of claim 8 has the following effect in addition to the effect of the invention of any one of claims 1 to 7. << Effect 12 >> The thermal deterioration of the valve actuator is suppressed. As shown in FIG. 2, since the flange portion (45) is led out from the intake distribution means (13) and the valve actuator (35) is attached to this flange portion (45), the valve actuator (35) is attached to the cylinder head ( The thermal deterioration of the valve actuator (35) is suppressed as compared with the case where the valve actuator (35) is directly attached.
【００１８】（請求項９の発明）請求項９の発明は、請
求項１から請求項８のいずれかの発明の効果に加え、次
の効果を奏する。
《効果１３》 弁座のメンテナンスを簡単に行うことが
できる。図２に示すように、前記弁アクチュエータ(３
５)で駆動するＥＧＲ弁(４６)の弁座(４７)をシリンダ
ヘッド(１)の側面(２３)に形成したため、弁座(４７)の
メンテナンスを簡単に行うことができる。(Invention of Claim 9) The invention of claim 9 has the following effect in addition to the effect of the invention of any one of claims 1 to 8. << Effect 13 >> The valve seat can be easily maintained. As shown in FIG. 2, the valve actuator (3
Since the valve seat (47) of the EGR valve (46) driven by 5) is formed on the side surface (23) of the cylinder head (1), the valve seat (47) can be easily maintained.
【００１９】[0019]
【発明の実施の形態】本発明の実施の形態を図面に基づ
いて説明する。図１から図６は本発明の実施形態を説明
する図で、この実施形態では、縦型の頭上弁式多気筒デ
ィーゼルエンジンについて説明する。BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described with reference to the drawings. 1 to 6 are diagrams for explaining an embodiment of the present invention. In this embodiment, a vertical overhead valve type multi-cylinder diesel engine will be described.
【００２０】このエンジンの構成は、次の通りである。
図１に示すように、シリンダブロック(４９)の上部にシ
リンダヘッド(１)を組み付け、その上部にヘッドカバー
(１５)を組み付けている。シリンダヘッド(１)に、燃料
噴射ノズル(２)とグロープラグ(３)とを取り付けてい
る。燃料噴射ノズル(２)とグロープラグ(３)の取付構造
は、次の通りである。図１に示すように、シリンダ中央
部(４)に燃料噴射ノズル(２)の先端を臨ませ、燃料噴射
ノズル(２)と吸気ポート(５)との間の吸気ポート壁部分
(６)にグロープラグ(３)を貫通させ、このグロープラグ
(３)を燃料噴射ノズル(２)に対して所定角度(Θ１)だけ
傾けてその先端部をシリンダ中央部(４)に差込んでい
る。The structure of this engine is as follows.
As shown in FIG. 1, the cylinder head (1) is attached to the upper part of the cylinder block (49), and the head cover is attached to the upper part.
(15) is assembled. A fuel injection nozzle (2) and a glow plug (3) are attached to the cylinder head (1). The mounting structure of the fuel injection nozzle (2) and the glow plug (3) is as follows. As shown in FIG. 1, the tip of the fuel injection nozzle (2) faces the center part (4) of the cylinder, and the intake port wall portion between the fuel injection nozzle (2) and the intake port (5) is shown.
Insert the glow plug (3) into the (6),
(3) is inclined by a predetermined angle (Θ1) with respect to the fuel injection nozzle (2), and its tip is inserted into the cylinder center (4).
【００２１】上記構成による利点は、次の通りである。
燃料噴射ノズル(２)と吸気ポート(５)との間の吸気ポー
ト壁部分(６)にグロープラグ(３)を貫通させたため、排
気ポート(１１)を通過する排気の熱がグロープラグ(３)
に伝わりにくい。このため、グロープラグ(３)の過熱を
抑制することができる。また、グロープラグ(３)の先端
部をシリンダ中央部(４)に差込んだため、燃焼室全体を
均等に加熱することができる。また、グロープラグ(３)
を燃料噴射ノズル(２)に対して傾けるため、グロープラ
グ(３)を燃料噴射ノズル(２)と干渉させることなく、そ
の先端部をシリンダ中央部(４)に差込むことができる。
このため、グロープラグ(３)の差込みが容易に行える。The advantages of the above structure are as follows.
Since the glow plug (3) penetrates through the intake port wall portion (6) between the fuel injection nozzle (2) and the intake port (5), the heat of the exhaust gas passing through the exhaust port (11) is transferred to the glow plug (3). )
Hard to reach. Therefore, overheating of the glow plug (3) can be suppressed. Further, since the tip of the glow plug (3) is inserted in the cylinder center (4), the entire combustion chamber can be heated uniformly. Also, glow plug (3)
Is inclined with respect to the fuel injection nozzle (2), the tip of the glow plug (3) can be inserted into the cylinder central portion (4) without interfering with the fuel injection nozzle (2).
Therefore, the glow plug (3) can be easily inserted.
【００２２】吸気ポート(５)の構成は、次の通りであ
る。図１に示すように、吸気ポート(５)としてスワール
吸気ポートを用いている。吸気弁口(１０ａ)(１０ｂ)寄
りの前記吸気ポート壁部分(６)の内壁面(８)を、シリン
ダ(２１)に近づくにつれてシリンダ中心軸線(７)に近づ
くように傾斜させて、この内壁面(８)をグロープラグ
(３)の傾きに沿わせ、この内周壁(８)の対向壁面(８ａ)
をシリンダ中心軸線(７)と平行な向きに沿って立ち上
げ、これら壁面(８)(８ａ)の間に吸気弁口(１０ａ)(１
０ｂ)に向けて幅広となる楔型ポート部分(５ａ)を形成
している。このため、吸気ポート(５)を通過する吸気
は、楔型ポート部分(５ａ)で対向壁(５ａ)に押しつけら
れながら、吸気弁口(１０ａ)(１０ｂ)に強く押し込まれ
る。このため、シリンダ(２１)の内周面寄りに高速の吸
気が流入し、シリンダ(２１)内でのスワールが強化され
る。The structure of the intake port (5) is as follows. As shown in FIG. 1, a swirl intake port is used as the intake port (5). The inner wall surface (8) of the intake port wall portion (6) near the intake valve openings (10a) (10b) is inclined so that it approaches the cylinder center axis (7) as it approaches the cylinder (21). Glow plug on the wall (8)
According to the inclination of (3), the facing wall surface (8a) of this inner peripheral wall (8)
Are raised along a direction parallel to the cylinder center axis (7), and the intake valve ports (10a) (1
The wedge-shaped port portion (5a) is widened toward 0b). Therefore, the intake air passing through the intake port (5) is strongly pressed into the intake valve ports (10a) (10b) while being pressed against the opposing wall (5a) by the wedge-shaped port portion (5a). Therefore, high-speed intake air flows into the cylinder (21) toward the inner peripheral surface thereof, and the swirl in the cylinder (21) is strengthened.
【００２３】燃料噴射ノズル(２)の取付構造は、次の通
りである。図２に示すように、前記吸気ポート壁部分
(６)から膨出させたノズルボス(６ａ)に燃料噴射ノズル
(２)を挿通させている。このため、排気ポート(１１)を
通過する排気の熱が燃料噴射ノズル(２)に伝わりにく
く、燃料噴射ノズル(２)の過熱を抑制することができ
る。The mounting structure of the fuel injection nozzle (2) is as follows. As shown in FIG. 2, the intake port wall portion
The fuel injection nozzle is attached to the nozzle boss (6a) bulging from (6).
(2) is inserted. Therefore, the heat of the exhaust gas passing through the exhaust port (11) is less likely to be transferred to the fuel injection nozzle (2), and the overheating of the fuel injection nozzle (2) can be suppressed.
【００２４】グロープラグ(３)とヘッドジャケット(４
３)との関係は、次の通りである。図１に示すように、
吸気ポート(５)と排気ポート(１１)との間にポート間横
断水路(１２)を形成し、このポート間横断水路(１２)に
グロープラグ(３)を貫通させたポート壁部分(６)を臨ま
せている。このため、グロープラグ(３)の過熱が抑制さ
れる。また、ポート間横断水路(１２)を通過する冷却水
が吸気分配手段(１３)側から排気合流手段(１４)側に向
かうようにしている。このため、排気熱が吸気分配手段
側に伝わりにくく、吸気の温度上昇を抑制することがで
き、吸気の充填効率が高い。Glow plug (3) and head jacket (4
The relationship with 3) is as follows. As shown in Figure 1,
A port wall portion (6) in which an inter-port crossing channel (12) is formed between the intake port (5) and the exhaust port (11) and the glow plug (3) is passed through the inter-port crossing channel (12). Is facing. Therefore, overheating of the glow plug (3) is suppressed. Further, the cooling water passing through the inter-port crossing water passage (12) is directed from the intake distribution means (13) side toward the exhaust merging means (14) side. Therefore, exhaust heat is less likely to be transferred to the intake distribution means side, the rise in intake air temperature can be suppressed, and intake efficiency is high.
【００２５】グロープラグ(３)とヘッドカバー(１５)と
の関係は、次の通りである。図１に示すように、シリン
ダヘッド(１)に装着したヘッドカバー(１５)の外壁(１
６)にグロープラグ(３)の端部を貫通させ、グロープラ
グ(３)の端子をヘッドカバー(１５)外に突出させてい
る。このため、この端子にヘッドカバー(１５)内の結露
水やオイルミスト等が付着するおそれがなく、グロープ
ラグ(３)の漏電を抑制することができる。The relationship between the glow plug (3) and the head cover (15) is as follows. As shown in FIG. 1, the outer wall (1) of the head cover (15) attached to the cylinder head (1) is
The end of the glow plug (3) is penetrated through 6), and the terminal of the glow plug (3) is projected outside the head cover (15). Therefore, there is no possibility that condensed water, oil mist, etc. in the head cover (15) will adhere to this terminal, and the leakage of the glow plug (3) can be suppressed.
【００２６】グロープラグ(３)とブリーザ室(２０)との
関係は、次の通りである。図５に示すように、シリンダ
中心軸線(７)と平行な向きに見て、ヘッドカバー(１５)
の天井に設けるブリーザ室(２０)をクランク軸中心軸線
(１７)の片側に向けて偏倚させ、図６に示すように、各
吸気ポート(５)毎に二個の吸気弁口(１０ａ)(１０ｂ)を
設け、この吸気弁口(１０ａ)(１０ｂ)間の吸気ポート壁
部分(６)にグロープラグ(３)を貫通させるに当たり、次
のようにしている。図６に示すように、シリンダ中心軸
線(７)と平行な向きに見て、二個の吸気弁口(１０ａ)
(１０ｂ)の各中心点を連結する仮想連結線(１８)を、ク
ランク軸中心軸線(１７)と直交する姿勢から、シリンダ
中心軸線(７)を中心として所定角度(Θ２)だけ回転させ
ることにより、グロープラグ(３)をブリーザ室(２０)の
偏倚方向とは逆方向にずらしている。このため、ヘッド
カバー(１５)を貫通するグロープラグ(３)に妨げられる
ことなく、ブリーザ室(１５)をその偏倚方向とは逆方向
に拡張することができ、ブリーザ室(１５)の容積を大き
く確保することができる。The relationship between the glow plug (3) and the breather chamber (20) is as follows. As shown in FIG. 5, when viewed in a direction parallel to the cylinder center axis (7), the head cover (15)
Install the breather chamber (20) on the ceiling of the
(17) is biased toward one side, and as shown in FIG. 6, two intake valve openings (10a) (10b) are provided for each intake port (5), and the intake valve openings (10a) (10b) are provided. In order to penetrate the glow plug (3) through the intake port wall portion (6), the following is done. As shown in FIG. 6, when viewed in a direction parallel to the cylinder center axis (7), the two intake valve openings (10a)
By rotating the virtual connecting line (18) connecting each center point of (10b) from the posture orthogonal to the crankshaft central axis (17) by a predetermined angle (Θ2) about the cylinder central axis (7). The glow plug (3) is displaced in the direction opposite to the biasing direction of the breather chamber (20). Therefore, the breather chamber (15) can be expanded in the direction opposite to the bias direction without being obstructed by the glow plug (3) penetrating the head cover (15), and the volume of the breather chamber (15) can be increased. Can be secured.
【００２７】吸気装置の構成は、次の通りである。図２
に示すように、シリンダヘッド(１)の側面(２３)に吸気
分配手段(１３)を配置し、この吸気分配手段(１３)をシ
リンダヘッド(１)の側面(２３)に沿う長手状のケース構
造とし、このシリンダヘッド(１)の側面(２３)と対向す
る吸気分配手段(１３)の側面を全面開口し、その開口縁
(２４)をシリンダヘッド(１)の側面(２３)に取り付けて
いる。また、シリンダヘッド(１)の側面(２３)に取付縁
(２５)を設け、この取付縁(２５)に吸気分配手段(１３)
の開口縁(２４)を取り付け、シリンダヘッド(１)の側面
(２３)のうち、取付縁(２５)で囲まれた部分を取付縁
(２５)よりもヘッド内側に後退させている。このため、
吸気分配手段(１３)の幅寸法を短くしても、吸気通路断
面積を十分に確保することができ、シリンダヘッド(１)
の側面(２３)からの吸気分配手段(１３)の張り出し寸法
を短くすることができる。The structure of the intake device is as follows. Figure 2
As shown in FIG. 3, the intake distribution means (13) is arranged on the side surface (23) of the cylinder head (1), and the intake distribution means (13) is provided in a longitudinal case along the side surface (23) of the cylinder head (1). With the structure, the side surface of the intake distribution means (13) facing the side surface (23) of the cylinder head (1) is entirely opened, and the opening edge is formed.
(24) is attached to the side surface (23) of the cylinder head (1). In addition, a mounting edge is provided on the side surface (23) of the cylinder head (1).
(25) is provided, and the intake distribution means (13) is provided on the mounting edge (25).
Attach the opening edge (24) of the cylinder head (1) to the side
Of (23), the part surrounded by the mounting edge (25) is the mounting edge
It is retracted more toward the inside of the head than (25). For this reason,
Even if the width dimension of the intake distribution means (13) is shortened, the intake passage cross-sectional area can be sufficiently secured, and the cylinder head (1)
The overhanging dimension of the intake distribution means (13) from the side surface (23) can be shortened.
【００２８】また、図２に示すように、隣り合う気筒の
各吸気ポート入口(２６)(２６)間に位置する外向き面
(２７)と、各吸気ポート入口(２６)(２６)の内周面(２
６ａ)(２６ａ)との境界部分(２６ｂ)(２６ｂ)にアール
をつけている。このため、吸気分配手段(１３)から吸気
ポート(５)(５)への吸気導入時に、境界部分(２６ｂ)
(２６ｂ)で乱流を生じるおそれがなく、各吸気ポート
(５)(５)への吸気がスムーズに行われる。更に、取付縁
(２５)の研磨加工時にアールの一部が削られてエッジが
できる不備が起こらず、滑らかなアールの形成が確実に
行える。また、取付縁(２５)の研磨加工前に予めアール
をつけておくことができるため、このアールはシリンダ
ヘッド(１)の鋳造型によって形成することができ、アー
ルの形成が簡単に行える。Further, as shown in FIG. 2, an outward surface located between the intake port inlets (26) (26) of the adjacent cylinders.
(27) and the inner peripheral surface (2) of each intake port inlet (26) (26)
Boundaries (26b) and (26b) with 6a) and (26a) are rounded. Therefore, when the intake air is introduced from the intake distribution means (13) into the intake ports (5) and (5), the boundary portion (26b)
There is no risk of turbulence at (26b),
(5) The intake to (5) is done smoothly. Furthermore, the mounting edge
During the polishing process of (25), a part of the radius is scraped off and there is no defect that an edge is formed, and a smooth radius can be reliably formed. Further, since the mounting edge (25) can be rounded before being polished, this round can be formed by the casting die of the cylinder head (1) and the rounding can be easily performed.
【００２９】シリンダヘッド(１)への部品取付構造は、
次の通りである。図２に示すように、シリンダヘッド
(１)に吸気分配手段(１３)と排気合流手段(１４)と冷却
水循環用のサーモスタットケース(３１)とを設け、吸気
弁口(１０ａ)(１０ｂ)と排気弁口(３２ａ)(３２ｂ)から
シリンダヘッド(１)のヘッド幅方向に沿って、吸気ポー
ト(５)と排気ポート(１１)とを相互反対向きに導出し、
吸気分配手段(１３)をシリンダヘッド(１)の一方の側面
(２３)に取付け、排気合流手段(１４)を他方の側面(３
４)に取り付けている。The structure for mounting parts on the cylinder head (1) is as follows.
It is as follows. As shown in FIG. 2, the cylinder head
The intake distribution means (13), the exhaust merging means (14), and the cooling water circulation thermostat case (31) are provided in (1), and the intake valve openings (10a) (10b) and the exhaust valve openings (32a) (32b) are provided. The intake port (5) and the exhaust port (11) in opposite directions along the head width direction of the cylinder head (1),
The intake distribution means (13) is provided on one side of the cylinder head (1).
(23) and the exhaust merging means (14) on the other side (3
It is attached to 4).
【００３０】図２に示すように、シリンダヘッド(１)の
ヘッド長手方向の一端部で、排気合流手段(１４)を取り
付けたシリンダヘッド(１)の側面(３４)にサーモスタッ
トケース(３１)を配置するに当たり、ヘッド長手方向を
前後方向、サーモスタットケース(３１)を配置したシリ
ンダヘッド(１)の一端部のある方を前と見て、各気筒の
排気弁口(３２ａ)(３２ｂ)をその気筒の吸気弁口(１０
ａ)(１０ｂ)よりも後寄りに配置して、排気合流手段(１
４)を吸気分配手段(１３)よりも後寄りに配置し、排気
合流手段(１４)の前方で、シリンダヘッド(１)の側面
(３４)にサーモスタットケース(３１)を取り付けてい
る。As shown in FIG. 2, the thermostat case (31) is attached to the side surface (34) of the cylinder head (1) to which the exhaust merging means (14) is attached at one end of the cylinder head (1) in the longitudinal direction of the head. In arranging, the longitudinal direction of the head is the front-rear direction, and the one end of the cylinder head (1) in which the thermostat case (31) is arranged is viewed as the front, and the exhaust valve openings (32a) (32b) of each cylinder are Cylinder intake valve port (10
a) (10b), the exhaust merging means (1
4) is arranged rearward of the intake distribution means (13), and in front of the exhaust merging means (14), the side surface of the cylinder head (1).
The thermostat case (31) is attached to (34).
【００３１】上記構成による利点は、次の通りである。
大きなサーモスタットケース(３１)をシリンダヘッド
(１)の側面(３４)に配置することができるため、エンジ
ンの全長を短くすることができる。また、排気合流手段
(１４)を後寄りに配置して、その前方でシリンダヘッド
(１)の側面(３４)に形成される大きな取付面に大きなサ
ーモスタットケース(３１)を取付けることができるた
め、シリンダヘッド(１)の側面(３４)を部品取付面とし
て無駄なく利用することができる。The advantages of the above structure are as follows.
Install a large thermostat case (31) into the cylinder head
Since it can be arranged on the side surface (34) of (1), the total length of the engine can be shortened. Exhaust merging means
Place (14) behind the cylinder head in front of it.
Since the large thermostat case (31) can be mounted on the large mounting surface formed on the side surface (34) of (1), the side surface (34) of the cylinder head (1) can be used as a component mounting surface without waste. it can.
【００３２】また、図２に示すように、吸気分配手段
(１３)の前方で、シリンダヘッド(１)の側面(２３)にＥ
ＧＲ装置(３０)の弁アクチュエータ(３５)を配置してい
る。このようにして、排気合流手段(１４)の前方の広い
スペースには大きなサーモスタットケース(３１)を配置
し、吸気分配手段(１３)の前方の狭いスペースには小さ
な弁アクチュエータ(３５)を配置するため、シリンダヘ
ッド(１)への部品の納まりがよく、シリンダヘッド(１)
をコンパクトにまとめることができる。Further, as shown in FIG. 2, the intake distribution means
E in front of (13) on the side surface (23) of the cylinder head (1).
The valve actuator (35) of the GR device (30) is arranged. In this way, a large thermostat case (31) is arranged in a wide space in front of the exhaust merging means (14), and a small valve actuator (35) is arranged in a narrow space in front of the intake distribution means (13). Therefore, it is easy to fit the parts into the cylinder head (1), and the cylinder head (1)
Can be compactly assembled.
【００３３】排気ポート(１１)とプッシュロッド(３６)
との関係は、次の通りである。図２に示すように、排気
ポート(１１)の導出側に動弁装置のプッシュロッド(３
６)(３６)を配置するに当たり、シリンダ中心軸線(７)
と平行な向きに見て、シリンダ中心軸線(７)上でクラン
ク軸中心軸線(１７)と直交する仮想横断線(３７)を想定
し、この仮想横断線(３７)の前方にその気筒の吸気弁口
(１０ａ)(１０ｂ)を、後方にその気筒の排気弁口(３２
ａ)(３２ｂ)をそれぞれ配置し、排気ポート(１１)のう
ち、ヘッド幅方向に沿う導出始端部分(３９)から中間部
分(３８)を前方向に偏向させて、ヘッド幅方向に沿う導
出終端部分(４０)を仮想横断線(３７)と重なる位置まで
前方向に偏倚させ、この導出終端部分(４０)の前後にそ
の気筒の一対のプッシュロッド(３６)(３６)の各々を振
り分けて配置している。Exhaust port (11) and push rod (36)
The relationship with is as follows. As shown in FIG. 2, on the outlet side of the exhaust port (11), the push rod (3
6) When arranging (36), the cylinder center axis (7)
Assuming an imaginary transverse line (37) orthogonal to the crankshaft central axis (17) on the cylinder central axis (7) when viewed in a direction parallel to, the intake air of the cylinder is in front of this imaginary transverse line (37). Valve
(10a) and (10b) to the rear of the exhaust valve port (32
a) and (32b) are respectively arranged, and in the exhaust port (11), the leading end portion (39) along the head width direction to the intermediate portion (38) are deflected in the forward direction to lead out along the head width direction. The portion (40) is biased forward to a position where it overlaps with the virtual transverse line (37), and each of the pair of push rods (36) (36) of the cylinder is arranged in front of and behind the lead-out terminal portion (40). is doing.
【００３４】上記構成による利点は、次の通りである。
図６に示すように、ロッカアーム(４８)(４８)を仮想横
断線(３７)と平行な姿勢、または平行に近い姿勢にする
ことができ、ロッカアーム(４８)(４８)を短くすること
ができる。このため、ロッカアーム(４８)(４８)の重量
慣性が小さくなり、プッシュロッド(３６)に対するロッ
カアーム(４８)(４８)の作動追従性が高まるため、動弁
作動を正確に行うことができる。また、排気ポート(１
１)の導出終端部分(４０)と一対のプッシュロッド(３
６)(３６)とを無理なく配置することができ、プッシュ
ロッド(３６)(３６)を避けるために排気ポート(１１)の
導出終端部分(４０)を狭める必要がなく、排気ポート
(１１)の通路抵抗を小さくすることができる。The advantages of the above configuration are as follows.
As shown in FIG. 6, the rocker arms (48) (48) can be in a posture parallel to the virtual transverse line (37), or can be in a posture close to parallel, and the rocker arms (48) (48) can be shortened. . For this reason, the weight inertia of the rocker arms (48) (48) is reduced, and the followability of the rocker arms (48) (48) with respect to the push rod (36) is improved, so that the valve operation can be accurately performed. Also, the exhaust port (1
1) the terminating end portion (40) and a pair of push rods (3
6) and (36) can be arranged comfortably, and it is not necessary to narrow the outlet end portion (40) of the exhaust port (11) in order to avoid the push rods (36) (36).
The passage resistance of (11) can be reduced.
【００３５】排気ポート(１１)の構成は、次の通りであ
る。図２に示すように、排気ポート(１１)内に一対の排
気弁口(３２ａ)(３２ｂ)をヘッド幅方向に沿って配列
し、第一排気弁口(３２ａ)を排気ポート(１１)の導出始
端部分(３９)で開口するとともに、第二排気弁口(３２
ｂ)を排気ポート(１１)の中間部分(３８)で開口するに
当たり、排気ポート(１１)のうち、ヘッド幅方向に沿う
導出始端部分(３９)から中間部分(３８)を前方向に導出
しながら湾曲させ、この中間部分(３８)の湾曲する円弧
の中心位置に第二排気弁口(３２ｂ)を開口し、この第二
排気弁口(３２ｂ)の後寄りに、第一排気弁口(３２ａ)か
らの排気の迂回通路(４１)を形成している。このため、
第一排気弁口(３２ａ)からの排気が第二排気弁口(３２
ｂ)からの排気の流出を妨げることがなく、排気効率が
高い。また、第一排気弁口(３２ａ)からの排気が第二排
気弁口(３２ｂ)の後寄りの迂回通路(４１)を通過するた
め、第二排気弁口(３２ｂ)の周縁部分の過熱が抑制され
る。The structure of the exhaust port (11) is as follows. As shown in FIG. 2, a pair of exhaust valve openings (32a) (32b) are arranged in the exhaust port (11) along the head width direction, and the first exhaust valve opening (32a) is connected to the exhaust port (11). The second exhaust valve port (32
When opening b) at the intermediate portion (38) of the exhaust port (11), the intermediate portion (38) of the exhaust port (11) is led forward from the lead-out starting end portion (39) along the head width direction. The second exhaust valve opening (32b) is opened at the center position of the curved arc of the intermediate portion (38), and the first exhaust valve opening (32b) is provided behind the second exhaust valve opening (32b). It forms a bypass passage (41) for the exhaust from 32a). For this reason,
Exhaust from the first exhaust valve opening (32a) is transferred to the second exhaust valve opening (32a).
Exhaust efficiency is high without blocking the outflow of exhaust from b). Further, since the exhaust gas from the first exhaust valve port (32a) passes through the bypass passage (41) at the rear of the second exhaust valve port (32b), overheating of the peripheral portion of the second exhaust valve port (32b) is prevented. Suppressed.
【００３６】排気装置とＥＧＲ装置(３０)との関係は、
次の通りである。図２に示すように、排気ポート(１１)
の湾曲させた中間部分(３８)で案内される排気の吹き当
たり箇所からＥＧＲガス導出通路(４２)を導出してい
る。給排気の差圧に加え、排気の押し込み力を利用して
排気還元を行うことができ、十分な排気還元量を確保す
ることができる。また、ＥＧＲガス導出通路(４２)がヘ
ッドジャケット(４３)内を通過するようにしている。こ
のため、専用のＥＧＲガス放熱器が不要になり、シリン
ダヘッド(１)の部品配置が楽になる。ＥＧＲガス導出通
路(４２)に続くＥＧＲガス供給通路(４４)を、吸気分配
手段(１３)の肉壁内に形成している。このため、シリン
ダヘッド(１)からＥＧＲガス供給通路(４４)が大きく張
り出すことがなく、シリンダヘッド(１)の部品配置が楽
になる。The relationship between the exhaust device and the EGR device (30) is as follows.
It is as follows. As shown in Fig. 2, the exhaust port (11)
The EGR gas lead-out passageway (42) is led out from the exhaust blow-in portion guided by the curved intermediate portion (38). In addition to the pressure difference between the supply and exhaust gas, the exhaust gas pushing force can be used to perform exhaust gas reduction, and a sufficient amount of exhaust gas reduction can be secured. Further, the EGR gas lead-out passage (42) passes through the inside of the head jacket (43). For this reason, a dedicated EGR gas radiator is not needed, and the parts arrangement of the cylinder head (1) is facilitated. An EGR gas supply passage (44) following the EGR gas outlet passage (42) is formed in the wall of the intake distribution means (13). For this reason, the EGR gas supply passage (44) does not greatly extend from the cylinder head (1), and the parts arrangement of the cylinder head (1) is facilitated.
【００３７】ＥＧＲ装置(３０)の弁アクチュエータ(３
５)の取付構造は、次の通りである。図２に示すよう
に、吸気分配手段(１３)から前方にフランジ部(４５)を
導出し、このフランジ部(４５)にＥＧＲ装置(３０)の弁
アクチュエータ(３５)を取り付けている。弁アクチュエ
ータ(３５)をシリンダヘッド(１)に直接取り付けた場合
に比べ、弁アクチュエータ(３５)の熱劣化が抑制され
る。また、前記弁アクチュエータ(３５)で駆動するＥＧ
Ｒ弁(４６)の弁座(４７)を吸気分配手段(１３)を取り付
けたシリンダヘッド(１)の側面(２３)に形成している。
このため、弁座(４７)のメンテナンスを簡単に行うこと
ができる。The valve actuator (3) of the EGR device (30)
The mounting structure of 5) is as follows. As shown in FIG. 2, the flange portion (45) is led out from the intake distribution means (13), and the valve actuator (35) of the EGR device (30) is attached to the flange portion (45). Thermal deterioration of the valve actuator (35) is suppressed as compared with the case where the valve actuator (35) is directly attached to the cylinder head (1). In addition, the EG driven by the valve actuator (35)
The valve seat (47) of the R valve (46) is formed on the side surface (23) of the cylinder head (1) to which the intake distribution means (13) is attached.
Therefore, the valve seat (47) can be easily maintained.
【図１】本発明の実施形態に係るエンジンのシリンダヘ
ッドの前端部分周辺の縦断側面図である。FIG. 1 is a vertical sectional side view around a front end portion of a cylinder head of an engine according to an embodiment of the present invention.
【図２】図１のエンジンのシリンダヘッドの前端部分の
横断平面図である。2 is a cross-sectional plan view of a front end portion of a cylinder head of the engine of FIG.
【図３】図３(Ａ)は図２のIII−III線断面図、図３(Ｂ)
は図１のエンジンのシリンダヘッドの側面図である。3 (A) is a sectional view taken along line III-III of FIG. 2, FIG. 3 (B).
2 is a side view of a cylinder head of the engine of FIG. 1. FIG.
【図４】図２のIV−IV線断面図である。4 is a sectional view taken along line IV-IV in FIG.
【図５】図１のエンジンのヘッドカバーを説明する図
で、図５(Ａ)は平面図、図５(Ｂ)は側面図である。5A and 5B are diagrams illustrating a head cover of the engine of FIG. 1, FIG. 5A being a plan view and FIG. 5B being a side view.
【図６】図１のエンジンのヘッドカバーを取り外した平
面図である。FIG. 6 is a plan view of the engine of FIG. 1 with a head cover removed.
(１)…シリンダヘッド、(１０ａ)(１０ｂ)…吸気弁口、
(１１)…排気ポート、(１３)…吸気分配手段、(１４)…
排気合流手段、(２３)…シリンダヘッドの側面、(３１)
…サーモスタットケース、(３２ａ)(３２ｂ)…排気弁
口、 (３４)…シリンダヘッドの側面、(３５)…弁アク
チュエータ、(３６)…プッシュロッド、(３７)…仮想横
断線、(３８)…中間部分、(３９)…導出始端部分、(４
０)…導出終端部分、(４１)…迂回通路、(４２)…ＥＧ
Ｒガス導出通路、(４３)…ヘッドジャケット、(４４)…
ＥＧＲガス供給通路、(４５)…フランジ部、(４６)…Ｅ
ＧＲ弁、(４７)…弁座、(４８)…ロッカアーム。(1) ... Cylinder head, (10a) (10b) ... Intake valve port,
(11) ... Exhaust port, (13) ... Intake distribution means, (14) ...
Exhaust merging means, (23) ... Side surface of cylinder head, (31)
... Thermostat case, (32a) (32b) ... Exhaust valve port, (34) ... Cylinder head side surface, (35) ... Valve actuator, (36) ... Push rod, (37) ... Virtual transverse line, (38) ... Intermediate part, (39) ... Derivation start end part, (4
0) ... Derivation terminal part, (41) ... Detour passage, (42) ... EG
R gas outlet passage (43) ... head jacket (44) ...
EGR gas supply passage, (45) ... Flange portion, (46) ... E
GR valve, (47) ... valve seat, (48) ... rocker arm.
フロントページの続き (51)Int.Cl.7 識別記号 ＦＩ テーマコート゛(参考） Ｆ０２Ｍ 25/07 Ｆ０２Ｍ 25/07 ５８０Ｂ ５８０Ｅ 35/10 ３１１ 35/10 ３１１Ｅ Ｆターム(参考） 3G024 AA04 AA07 AA09 AA11 AA18 BA25 CA05 DA02 DA06 DA08 DA18 FA13 FA14 3G062 AA01 ED02 ED04 ED08 Front page continuation (51) Int.Cl. 7 Identification code FI theme code (reference) F02M 25/07 F02M 25/07 580B 580E 35/10 311 35/10 311E F term (reference) 3G024 AA04 AA07 AA09 AA11 AA18 BA25 CA05 DA02 DA06 DA08 DA18 FA13 FA14 3G062 AA01 ED02 ED04 ED08
Claims (9)
３)と排気合流手段(１４)と冷却水循環用のサーモスタ
ットケース(３１)とを設け、吸気弁口(１０ａ)(１０ｂ)
と排気弁口(３２ａ)(３２ｂ)からシリンダヘッド(１)の
ヘッド幅方向に沿って、吸気ポート(５)と排気ポート
(１１)とを相互反対向きに導出し、吸気分配手段(１３)
をシリンダヘッド(１)の一方の側面(２３)に取付け、排
気合流手段(１４)を他方の側面(３４)に取り付けた、多
気筒エンジンにおいて、 シリンダヘッド(１)のヘッド長手方向の一端部で、排気
合流手段(１４)を取り付けたシリンダヘッド(１)の側面
(３４)にサーモスタットケース(３１)を配置するに当た
り、 ヘッド長手方向を前後方向、サーモスタットケース(３
１)を配置したシリンダヘッド(１)の一端部のある方を
前と見て、各気筒の排気弁口(３２ａ)(３２ｂ)をその気
筒の吸気弁口(１０ａ)(１０ｂ)よりも後寄りに配置し
て、排気合流手段(１４)を吸気分配手段(１３)よりも後
寄りに配置し、排気合流手段(１４)の前方で、シリンダ
ヘッド(１)の側面(３４)にサーモスタットケース(３１)
を取り付けた、ことを特徴とする多気筒エンジン。1. An intake distribution means (1) for a cylinder head (1).
3), an exhaust merging means (14), and a thermostat case (31) for circulating cooling water are provided, and intake valve ports (10a) (10b) are provided.
And the intake port (5) and the exhaust port along the width direction of the cylinder head (1) from the exhaust valve ports (32a) (32b).
Intake distribution means (13)
Is attached to one side surface (23) of the cylinder head (1) and the exhaust merging means (14) is attached to the other side surface (34) of the cylinder head (1). Then, the side surface of the cylinder head (1) to which the exhaust merging means (14) is attached.
When arranging the thermostat case (31) on (34), the longitudinal direction of the head is the front-rear direction, and the thermostat case (3)
With one end of the cylinder head (1) where 1) is arranged as the front, the exhaust valve openings (32a) (32b) of each cylinder are located behind the intake valve openings (10a) (10b) of that cylinder. The exhaust gas merging means (14) is arranged rearward of the intake air distributing means (13), and the thermostat case is provided on the side surface (34) of the cylinder head (1) in front of the exhaust gas merging means (14). (31)
Equipped with a multi-cylinder engine.
いて、 吸気分配手段(１３)の前方で、シリンダヘッド(１)の側
面(２３)にＥＧＲ装置(３０)の弁アクチュエータ(３５)
を配置した、ことを特徴とする多気筒エンジン。2. The multi-cylinder engine according to claim 1, wherein the valve actuator (35) of the EGR device (30) is provided on the side surface (23) of the cylinder head (1) in front of the intake distribution means (13).
Is a multi-cylinder engine.
筒エンジンにおいて、 シリンダ中心軸線(７)と平行な向きに見て、シリンダ中
心軸線(７)上でクランク軸中心軸線(１７)と直交する仮
想横断線(３７)を想定し、この仮想横断線(３７)の前方
にその気筒の吸気弁口(１０ａ)(１０ｂ)を、後方にその
気筒の排気弁口(３２ａ)(３２ｂ)をそれぞれ配置し、排
気ポート(１１)の導出側に動弁装置のプッシュロッド
(３６)(３６)を配置するに当たり、 排気ポート(１１)のうち、ヘッド幅方向に沿う導出始端
部分(３９)から中間部分(３８)を前方向に偏向させて、
ヘッド幅方向に沿う導出終端部分(４０)を仮想横断線
(３７)と重なる位置まで前方向に偏倚させ、この導出終
端部分(４０)の前後にその気筒の一対のプッシュロッド
(３６)(３６)の各々を振り分けて配置した、ことを特徴
とする多気筒エンジン。3. The multi-cylinder engine according to claim 1, wherein the crankshaft center axis (17) is on the cylinder center axis (7) when viewed in a direction parallel to the cylinder center axis (7). Assuming an orthogonal virtual crossing line (37), the intake valve openings (10a) (10b) of the cylinder are located in front of the virtual crossing line (37), and the exhaust valve openings (32a) (32b) of the cylinder are located behind. Are arranged respectively, and the push rod of the valve gear is installed on the outlet side of the exhaust port (11).
(36) When arranging (36), the exhaust port (11) is deflected in the forward direction by deflecting the intermediate portion (38) from the lead-out starting end portion (39) along the head width direction,
An imaginary crossing line is drawn along the lead-out end portion (40) along the head width direction.
(37) is biased forward to a position where it overlaps with the pair of push rods of the cylinder before and after the lead-out end portion (40).
(36) A multi-cylinder engine characterized in that each of (36) is arranged separately.
した多気筒エンジンにおいて、 排気ポート(１１)内に一対の排気弁口(３２ａ)(３２ｂ)
をヘッド幅方向に沿って配列し、第一排気弁口(３２ａ)
を排気ポート(１１)の導出始端部分(３９)で開口すると
ともに、第二排気弁口(３２ｂ)を排気ポート(１１)の中
間部分(３８)で開口するに当たり、 排気ポート(１１)のうち、ヘッド幅方向に沿う導出始端
部分(３９)から中間部分(３８)を前方向に導出しながら
湾曲させ、この中間部分(３８)の湾曲する円弧の中心位
置に第二排気弁口(３２ｂ)を開口し、この第二排気弁口
(３２ｂ)の後寄りに、第一排気弁口(３２ａ)からの排気
の迂回通路(４１)を形成した、ことを特徴とする多気筒
エンジン。4. The multi-cylinder engine according to any one of claims 1 to 3, wherein a pair of exhaust valve openings (32a) (32b) are provided in the exhaust port (11).
Are arranged along the head width direction, and the first exhaust valve opening (32a)
Of the exhaust port (11) while opening the exhaust port (11) at the derivation start end part (39) and opening the second exhaust valve port (32b) at the intermediate part (38) of the exhaust port (11). The intermediate portion (38) is curved while being led out in the forward direction from the lead-out start end portion (39) along the head width direction, and the second exhaust valve port (32b) is located at the center position of the curved arc of the intermediate portion (38). Open this second exhaust valve opening
A multi-cylinder engine characterized in that a bypass passage (41) for exhaust gas from the first exhaust valve opening (32a) is formed in the rear of (32b).
した多気筒エンジンにおいて、 排気ポート(１１)のうち、ヘッド幅方向に沿う導出始端
部分(３９)から中間部分(３８)を前方向に導出しながら
湾曲させ、この中間部分(３８)で案内される排気の吹き
当たり箇所からＥＧＲガス導出通路(４２)を導出した、
ことを特徴とする多気筒エンジン。5. The multi-cylinder engine according to any one of claims 1 to 4, wherein the exhaust port (11) is provided with a leading end portion (39) to an intermediate portion (38) along the head width direction. It is curved while being led out in the direction, and the EGR gas lead-out passageway (42) is led out from the blow-off point of the exhaust gas guided by the intermediate portion (38).
A multi-cylinder engine characterized by that.
した多気筒エンジンにおいて、 ＥＧＲガス導出通路(４２)がヘッドジャケット(４３)内
を通過するようにした、ことを特徴とする多気筒エンジ
ン。6. The multi-cylinder engine according to any one of claims 1 to 5, wherein the EGR gas lead-out passage (42) passes through the inside of the head jacket (43). Cylinder engine.
した多気筒エンジンにおいて、 ＥＧＲガス導出通路(４２)に続くＥＧＲガス供給通路
(４４)を、吸気分配手段(１３)の肉壁内に形成した、こ
とを特徴とする多気筒エンジン。7. The multi-cylinder engine according to claim 1, wherein the EGR gas supply passage is connected to the EGR gas outlet passage (42).
A multi-cylinder engine characterized in that (44) is formed in the wall of the intake distribution means (13).
した多気筒エンジンにおいて、 吸気分配手段(１３)から前方にフランジ部(４５)を導出
し、このフランジ部(４５)にＥＧＲ装置(３０)の弁アク
チュエータ(３５)を取り付けた、ことを特徴とする多気
筒エンジン。8. The multi-cylinder engine according to any one of claims 1 to 7, wherein a flange portion (45) is led forward from the intake distribution means (13), and an EGR device is provided in this flange portion (45). A multi-cylinder engine having the valve actuator (35) of (30) attached.
した多気筒エンジンにおいて、 前記弁アクチュエータ(３５)で駆動するＥＧＲ弁(４６)
の弁座(４７)を吸気分配手段(１３)を取り付けたシリン
ダヘッド(１)の側面(２３)に形成した、ことを特徴とす
る多気筒エンジン。9. The multi-cylinder engine according to claim 1, wherein an EGR valve (46) driven by the valve actuator (35).
A multi-cylinder engine characterized in that the valve seat (47) is formed on the side surface (23) of the cylinder head (1) to which the intake distribution means (13) is attached.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2001282504A JP3876140B2 (en) | 2001-09-18 | 2001-09-18 | Multi-cylinder engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2001282504A JP3876140B2 (en) | 2001-09-18 | 2001-09-18 | Multi-cylinder engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2003090261A true JP2003090261A (en) | 2003-03-28 |
| JP3876140B2 JP3876140B2 (en) | 2007-01-31 |
Family
ID=19106145
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2001282504A Expired - Lifetime JP3876140B2 (en) | 2001-09-18 | 2001-09-18 | Multi-cylinder engine |
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| Country | Link |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR101263027B1 (en) | 2007-01-18 | 2013-05-09 | 현대자동차주식회사 | Cylinder Head for Engine |
| KR101274931B1 (en) * | 2005-09-28 | 2013-06-17 | 가부시끼 가이샤 구보다 | Multi-cylinder engine |
| KR101306451B1 (en) * | 2005-09-28 | 2013-09-09 | 가부시끼 가이샤 구보다 | Multi-cylinder engine |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2011122514A (en) * | 2009-12-10 | 2011-06-23 | Daihatsu Motor Co Ltd | Exhaust gas recirculation device for internal combustion engine |
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| JP2000513781A (en) * | 1997-04-09 | 2000-10-17 | ドイツ アクチェンゲゼルシャフト | Multi-cylinder 4-cycle internal combustion engine |
| JP2000008951A (en) * | 1998-06-29 | 2000-01-11 | Mazda Motor Corp | Direct injection type diesel engine |
| JP2000329001A (en) * | 1999-05-20 | 2000-11-28 | Mazda Motor Corp | Cylinder head structure for diesel engine |
| JP2001132452A (en) * | 1999-11-11 | 2001-05-15 | Yanmar Diesel Engine Co Ltd | Engine cooling device |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR101274931B1 (en) * | 2005-09-28 | 2013-06-17 | 가부시끼 가이샤 구보다 | Multi-cylinder engine |
| KR101306451B1 (en) * | 2005-09-28 | 2013-09-09 | 가부시끼 가이샤 구보다 | Multi-cylinder engine |
| KR101263027B1 (en) | 2007-01-18 | 2013-05-09 | 현대자동차주식회사 | Cylinder Head for Engine |
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