JP2012107519A - V-type engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a V-type engine which reduces cost and achieves compact configuration.SOLUTION: The V-type engine 1 is provided with a pair of right and left cylinder heads 2A, 2B, combustion chambers 12A, 12B installed in the cylinder heads 2A, 2B, and two superchargers 13A, 13B which pressurize and supply intake air into the combustion chambers 12A, 12B. The two superchargers 13A, 13B are equipped with exhaust tubes 63A, 63B, respectively, for discharging exhaust air. In the exhaust tubes 63A, 63B, discharging faces are configured to face inward in the horizontal direction of the V-type engine 1 and to face each other. A junction pipe 71 is formed which connects the end sections of two exhaust tubes 63A, 63B. The junction pipe 71 is equipped with an exhaust opening 75 at approximately the center in the horizontal direction of the V-type engine 1.

Description

  The present invention relates to a V-type engine including a supercharger that supplies pressurized air.

  Conventionally, a V-type engine including a pair of left and right cylinder rows has been publicly known. Some engines (internal combustion engines) include a supercharger that pressurizes and supplies air supply in order to achieve high output while satisfying weight reduction and compactness. One supercharger is provided for each cylinder row.

  Each supercharger is generally attached to the outside of a cylinder block or cylinder head of an engine, and is arranged in consideration of a balance of weight, an outer dimension of the engine, and the like. In particular, for engines mounted on ships, etc., where the engine room is small and the installation space for the engine is large, there are large restrictions on the outer dimensions, and there is a demand for compactness and low line (reducing the overall height). Since it is strong, various techniques have been disclosed to meet such demands (see, for example, Patent Document 1).

JP 2005-299393 A

  Each supercharger has a discharge pipe for discharging exhaust gas after combustion. When two discharge pipes are provided, the volume of the entire engine becomes large. Moreover, the part processing time and cost for producing two discharge pipes increase. In addition, since it is necessary to provide an exhaust pipe (muffler) for guiding exhaust to the outside at the end of each exhaust pipe, parts processing time and cost for creating two exhaust pipes increase. .

  Therefore, the present invention provides a V-type engine that enables cost reduction and a compact configuration.

  The problem to be solved by the present invention is as described above. Next, means for solving the problem will be described.

  That is, in claim 1, it comprises a pair of left and right cylinder heads, a combustion chamber provided inside the cylinder head, and two superchargers that supply pressurized air to the combustion chamber, The two superchargers each have a discharge pipe for discharging exhaust gas, and the discharge pipe is configured such that each discharge surface faces the inner side in the left-right direction of the V-shaped engine and faces each other. A merging pipe that joins and joins the ends of the two discharge pipes is provided, and the merging pipe has a discharge port substantially at the center in the left-right direction of the V-shaped engine.

  According to a second aspect of the present invention, the left and right discharge pipes and the joining pipe are connected via a bellows.

  According to a third aspect of the present invention, the turbine shaft of the supercharger is arranged in a direction orthogonal to the crankshaft direction of the V-shaped engine, and the left and right turbine shafts are arranged shifted in the front-rear direction.

  As effects of the present invention, the following effects can be obtained.

  According to the first aspect of the present invention, since there is only one outlet for discharging the exhaust gas, connection with the exhaust pipe (muffler) can be facilitated, and the cost and man-hour for mounting on the ship can be reduced. Further, since the outlet for discharging the exhaust gas is made one, the V-type engine can be configured compactly. Therefore, it is possible to provide a V-shaped engine that enables cost reduction and a compact configuration.

  According to the second aspect of the present invention, the expansion due to the exhaust heat can be absorbed by the expansion and contraction of the bellows, so that an extra portion for absorbing the thermal expansion is not provided. Therefore, it is possible to provide a V-shaped engine that enables cost reduction and a compact configuration.

  In Claim 3, when the right and left superchargers are used, it is possible to prevent only a part of one of the superchargers from protruding in the front-rear direction by shifting the turbine shaft in the front-rear direction. Further, even when the left and right turbine shafts are shifted in the front-rear direction, the joining pipe absorbs the shift in the front-rear direction, so that the front-rear direction is not lengthened and can be arranged compactly. Therefore, it is possible to provide a V-type engine that enables a compact configuration.

1 is a front perspective view showing an overall configuration of a V-shaped engine according to an embodiment of the present invention. The top view of a V type engine. The top view of the supply manifold and exhaust manifold of a V-type engine. The rear view of a V type engine. The top view of a supercharger and a merge pipe. The rear view of a merge pipe. AA 'line sectional view of a V type engine. The top view which shows the position of the supercharger in a V type engine, and a merge pipe.

  Next, embodiments of the invention will be described.

  First, the overall configuration of a V-type engine 1 according to an embodiment of the present invention will be described with reference to FIGS. 1 to 4 and 7. The position and direction of each member described below will be described assuming that the direction indicated by the arrow F in FIG. 1 is “front”, the direction indicated by the arrow U is “upward”, and the direction indicated by the arrow L is “left”. .

  A V-type engine 1 according to an embodiment of the present invention is a V-type engine including a pair of left and right cylinder rows. As shown in FIGS. 1 to 4, the V-type engine 1 supplies combustion chambers 12A and 12B (see FIG. 7) provided in the left and right cylinder heads 2A and 2B, respectively, and the combustion chambers 12A and 12B. The superchargers 13A and 13B that supply pressurized air, the intercooler 14 that cools the air supplied from the superchargers 13A and 13B with cooling water, and the cooling water that has passed through the intercooler 14 is cooled. Shimizu cooler 15 is provided.

  The V-type engine 1 includes a cylinder block 3 (see FIGS. 1 and 7) that extends long in the front-rear direction. In the cylinder block 3, four pairs of left and right cylinders 9 (see FIG. 7) are arranged. Cylinder heads 2 </ b> A and 2 </ b> B are provided at the upper end of the cylinder block 3. The cylinder heads 2A and 2B are provided along the cylinder block 3, and are formed long in the front-rear direction. A crankshaft 6 (see FIGS. 4 and 7) is installed in the front-rear direction in the cylinder block 3.

  The crankshaft 6 is rotatably supported by the cylinder block 3. A flywheel 7 is attached to the rear end portion of the crankshaft 6. The flywheel 7 is covered with a flywheel housing 8 fixed to the rear side of the cylinder block 3. The rear end surface of the flywheel housing 8 is an output side end surface of the V-type engine 1.

  As shown in FIG. 7, four cylinders 9 are arranged in the pair of left and right cylinder rows, and pistons 10 are slidably provided in the cylinders 9. The piston 10 is connected to the crankshaft 6 by a connecting rod 11, and the sliding motion of the piston 10 is converted into the rotational motion of the crankshaft 6 by the connecting rod 11.

In addition, cylinder heads 2A and 2B are attached to the cylinder block 3 so as to face the piston 10, and the cylinder heads 2A and 2B, the piston 10, and the cylinder 9 form combustion chambers 12A and 12B.
An injector 20 is attached to the cylinder heads 2A and 2B, and is provided in the fuel chambers 12A and 12B so that fuel can be injected.

  The injector 20 is connected to a common rail (not shown). Fuel is always stored in the common rail in a high pressure state, and the high pressure fuel in the common rail is injected into the combustion chambers 12A and 12B by driving the injector 20 (see FIG. 7).

The injector 20 is connected to an engine control unit (Engine Control Unit, hereinafter referred to as “ECU”) 21 shown in FIG. 2 via an injector driving device (Electronic Driving Unit, hereinafter referred to as “EDU”) 20A.
The ECU 21 can drive each injector 20 by transmitting a drive signal to the EDU 20A. When a drive signal is transmitted from the ECU 21 to the EDU 20 </ b> A, each injector 20 is driven by the EDU 20 </ b> A, and fuel is injected from the injector 20.

  The ECU 21 is housed in the control box 22. The control box 22 is disposed at the front of the V-shaped engine 1, specifically, the front surface of the fresh water cooler 15 that cools fresh water circulating inside the engine. In addition to the ECU 21, the control box 22 stores a fuse, a relay, a connector, and other control system parts (not shown).

As shown in FIGS. 3 and 4, an intercooler 14 is disposed on the same side as the flywheel housing 8 on the rear end side of the V-type engine 1.
The intercooler 14 is a so-called water-cooled cooler, and cooling water is supplied from the fresh water cooler 15. Inside the intercooler 14, heat exchange is performed between the supply air whose temperature has been increased by compression in the superchargers 13 </ b> A and 13 </ b> B and the cooling water.
The intercooler 14 is connected to the supply manifolds 23A and 23B (see FIG. 3), and the supply air is pumped from the supply manifolds 23A and 23B into the combustion chambers 12A and 12B.

  The supply air whose temperature has risen due to compression by the superchargers 13A and 13B is sent into the intercooler 14. The supply air is cooled by the cooling water inside the intercooler 14.

Further, at the rear end side of the exhaust manifolds 19A and 19B (see FIG. 3), the superchargers 13A and 13B are arranged so that their rotating shafts are orthogonal to the crankshaft direction, in other words, parallel to the left-right direction of the engine. Has been placed.
Further, the superchargers 13A and 13B and the intercooler 14 are connected by air supply passage pipes 27A and 27B shown in FIG.

  Further, a fresh water cooler 15 that cools the cooling water of fresh water supplied to the V-type engine 1 is provided on the front side of the cylinder heads 2A and 2B, and the longitudinal direction thereof is arranged as the left-right direction of the V-type engine 1. Yes.

  As shown in FIGS. 1 and 2, the cooling water cooled by the fresh water cooler 15 is pumped to the intercooler 14 through the first cooling water passage 17 by the cooling water pump 16. The cooling water whose temperature has risen due to cooling of the exhaust gas in the intercooler 14 is returned to the fresh water cooler 15 through the second cooling water passage 18.

Next, the superchargers 13A and 13B will be described with reference to FIGS. 4 to 6 and FIG.
The V-type engine 1 according to the present embodiment employs a so-called twin turbo having a pair of superchargers 13A and 13B for pressurizing supply air supplied into the V-type engine 1. The two superchargers 13A and 13B include air supply outlets 61A and 61B for connecting to the air supply passage pipes 27A and 27B, and discharge pipes 63A and 63B.

  The supercharger 13A and the supercharger 13B are formed of the same parts. As shown in FIGS. 4 and 5, the superchargers 13A and 13B have turbines 64A and 64B and compressors 65A and 65B, respectively. The turbines 64A and 64B and the compressors 65A and 65B respectively have turbine shafts 66A and 66B as the same rotation shaft, and the turbine shafts 66A and 66B are in the direction of the crankshaft of the V-shaped engine of the exhaust manifolds 19A and 19B. Are provided in the orthogonal direction (left-right direction).

  The turbines 64A and 64B communicate with the exhaust manifolds 19A and 19B. Specifically, the exhaust inlets 62A and 62B communicate with each other via the exhaust passage pipes 28A and 28B. The exhaust gas after combustion introduced from the exhaust manifolds 19A and 19B rotates the turbines 64A and 64B. Excess exhaust is discharged via the discharge pipes 63A and 63B.

  The supercharger 13B is arranged in a state rotated 180 degrees in the horizontal direction with respect to the supercharger 13A. Accordingly, the discharge pipes 63A and 63B are configured such that the respective discharge surfaces face the inner side in the left-right direction of the V-type engine 1 and face each other. The discharge pipes 63A and 63B extend in parallel with the axial direction of the turbines 64A and 64B, and are formed in a cylindrical shape having a smaller diameter than the turbines 64A and 64B.

  Further, the rear end of the supercharger 13A and the rear end of the supercharger 13B are disposed so as to be located on substantially the same plane in the front-rear direction. For this reason, a deviation occurs in the arrangement of the left and right superchargers 13A and 13B. Specifically, since the supply air outlet 61A is eccentrically arranged forward with respect to the turbine shaft 66A, the supply air outlet 61B rotated 180 degrees in the horizontal direction is located behind the turbine shaft 66B, and as a result The air supply outlet 61A is disposed in front of the air supply outlet 61B. Further, the exhaust inlet 62A is disposed in front of the exhaust inlet 62B. Further, since the air supply outlet 61A and the exhaust air inlet 62A are arranged eccentrically forward with respect to the turbine shaft 66A, if the rear end of the supercharger 13A and the rear end of the supercharger 13B are substantially matched, the discharge is performed. The pipe 63A is disposed behind the discharge pipe 63B.

The supply air pressurized by the superchargers 13A and 13B is sent to the intercooler 14 through the supply passage pipes 27A and 27B shown in FIG. The supply air outlet 61A is arranged in front of the supply air outlet 61B, but the supply air passage pipe 27A is inclined to the rear so that the supply air passage pipes 27A and 27B are connected to the intercooler 14. In the plane, the deviation in the front-rear direction is eliminated.
Further, a junction pipe 71 that connects the ends of the discharge pipes 63A and 63B is provided between the ends of the discharge pipes 63A and 63B.

  The merge pipe 71 is a pipe that joins the exhaust pipes by connecting the ends of the two discharge pipes 63A and 63B. The merge pipe 71 is connected to the first passage 72 connected to the right discharge pipe 63A and the left discharge pipe 63B. It has the 2nd channel | path part 73 and the discharge port 75 which protruded diagonally up and back from the center upper part.

  The first passage portion 72 is disposed so as to be located behind the second passage portion 73. Although the discharge pipe 63A of the right supercharger 13A is disposed behind the discharge pipe 63B of the left supercharger 13B, the first passage portion 72 connected to the discharge pipe 63A is connected to the discharge pipe 63B. By providing behind the 2nd channel | path part 73, discharge pipe 63A * 63B can be merged with one member.

  The discharge port 75 communicates with the first passage portion 72 on the rear right side and communicates with the second passage portion 73 on the rear left side. The portion communicating with the first passage portion 72 is located behind the portion communicating with the second passage portion. The discharge port 75 is a cylindrical pipe, and a partition plate is provided at the center and is divided into two rooms. The exhaust from the first passage portion 72 is in one room and the other room is in the other room. The exhaust from the second passage portion 73 flows into the. And the exhaust from two rooms joins and is discharged | emitted in an exit side edge part.

A bellows 76 is provided between the right discharge pipe 63 </ b> A and the first passage portion 72.
The bellows 76 has one right end connected to the end of the right discharge pipe 63 </ b> A and the other end connected to the right end of the first passage portion 72. However, the bellows 76 may be arranged between the discharge pipe 63B and the second passage portion 73.
As a result, the expansion of the joining pipe 71 due to the exhaust heat can be absorbed by the expansion and contraction of the bellows 76, so that an extra portion for absorbing the thermal expansion is not provided.

  Further, the discharge port 75 is provided at the approximate center in the left-right direction of the V-type engine 1. By configuring in this way, when exhaust piping is further provided from the discharge port 75, it becomes easy to determine the layout for mounting on the ship, and the cost and man-hour for mounting on the ship can be reduced. it can.

With this configuration, as indicated by the dotted arrows in FIG. 6, the surplus exhaust discharged from the right supercharger 13A flows into the first passage portion 72 from the discharge pipe 63A, and the exhaust port 75 It flows into one room. Further, the surplus exhaust discharged from the left supercharger 13B flows from the discharge pipe 63B to the second passage portion 73 and further flows into the other chamber of the discharge port 75.
Excess exhaust gas that has flowed into the discharge port 75 joins at the outlet end of the discharge port 75, and is further discharged to the outside from the discharge port 75 via a muffler (not shown) (see the dotted arrows in FIG. 3). In the exhaust pipe (not shown), the temperature of the exhaust can be lowered by mixing with seawater or the like.

  Further, the compressors 65A and 65B introduce the cleaned air from the outside through the outside air inlets 67A and 67B provided on the outer sides of the superchargers 13A and 13B and an air cleaner (not shown). Further, the compressors 65A and 65B rotate and drive the compressors 65A and 65B by the rotation of the turbines 64A and 64B, compress the air sucked from the outside air introduction ports 67A and 67B, and supply the air supply passage pipes 27A from the supply air outlets 61A and 61B. -It feeds into the intercooler 14 via 27B. The supply air cooled in the intercooler 14 is pumped from the supply manifold into the combustion chambers 12A and 12B (see black arrows in FIG. 3).

As described above, the V-type engine 1 supplies air to the pair of left and right cylinder heads 2A and 2B, the combustion chambers 12A and 12B provided in the cylinder heads 2A and 2B, and the combustion chambers 12A and 12B. The two superchargers 13A and 13B have discharge pipes 63A and 63B for discharging exhaust gas, respectively, and the discharge pipes 63A and 63B include: Each discharge surface faces the inner side in the left-right direction of the V-shaped engine 1 and is opposed to each other, and includes a merging pipe 71 that connects and joins the ends of the two discharge pipes 63A and 63B. Has a discharge port 75 at the approximate center in the left-right direction of the V-type engine 1.
By comprising in this way, since the exit which discharges exhaust_gas | exhaustion becomes one, a connection with an exhaust pipe (muffler) can be made easy, and the cost and man-hour of mounting to a ship can be reduced. Moreover, the V-type engine 1 can be comprised compactly by having one exit which discharges | emits exhaust. Accordingly, it is possible to provide the V-type engine 1 that enables cost reduction and a compact configuration.

Further, the discharge pipe 63 </ b> A and the junction pipe 71 are connected via a bellows 76.
With this configuration, the expansion due to the exhaust heat can be absorbed by the expansion and contraction of the bellows 76, so that an extra portion for absorbing the thermal expansion is not provided. Accordingly, it is possible to provide the V-type engine 1 that enables cost reduction and a compact configuration.

Further, the turbine shaft of the supercharger 13A is arranged in a direction orthogonal to the crankshaft direction of the V-type engine 1, and the left and right turbine shafts are arranged shifted in the front-rear direction.
By configuring in this way, when the same superchargers 13A and 13B on the left and right are used, only a part of one of the superchargers 13A protrudes in the front-rear direction by shifting the turbine shaft in the front-rear direction. Can be prevented. Further, even when the left and right turbine shafts are shifted in the front-rear direction, the joining pipe 71 absorbs the shift in the front-rear direction, so that the front-rear direction is not elongated and can be arranged compactly. Therefore, the V-type engine 1 that enables a compact configuration can be provided.

1 V-type engine 2A / 2B Cylinder head 13A / 13B Supercharger 14 Intercooler 15 Fresh water cooler 63A / 63B Discharge pipe 71 Junction pipe 75 Discharge port 76 Bellows

Claims (3)

A pair of left and right cylinder heads;
A combustion chamber provided inside the cylinder head;
Two superchargers that supply pressurized air to the combustion chamber;
With
Each of the two superchargers has a discharge pipe for discharging exhaust gas,
The discharge pipes are configured such that the respective discharge surfaces face the inner side in the left-right direction of the V-shaped engine and face each other
A joining pipe for connecting and joining the ends of the two discharge pipes;
The junction pipe has a discharge port substantially at the center in the left-right direction of the V-shaped engine,
V-shaped engine. The left and right discharge pipes and the merging pipe are connected via bellows,
The V-shaped engine according to claim 1. The turbocharger turbine shaft is arranged in a direction perpendicular to the crankshaft direction of the V-shaped engine, and the left and right turbine shafts are arranged shifted in the front-rear direction.
The V-shaped engine according to claim 1 or 2.

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