JP2013204493A - Engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an engine in which a high temperature portion is prevented from getting wet with a fuel when a high pressure pipe is damaged or the like, in a cost-reduced and simplified configuration.SOLUTION: A ship engine includes an exhaust manifold, a valve cover 41, and a fuel supply pipe 33. The exhaust manifold collects exhaust gases exhausted from a plurality of cylinders. The valve cover 41 is a cover for collectively covering a plurality of valves which perform suction or exhaustion to the cylinders. The fuel supply pipe 33 is disposed outside the valve cover 41 and a fuel flows therein. In the valve cover 41, a partition part 42 is formed to be disposed to partition a side where the exhaust gas just after exhausted from the exhaust manifold passes and a side where the fuel supply pipe 33 is disposed, in a view in a crankshaft direction.

Description

  The present invention relates to an engine in which a fuel pipe is disposed on a cylinder head.

  2. Description of the Related Art Conventionally, an engine mounted on an automobile, a ship, or the like is known to include a valve cover (cylinder head cover) that covers an intake valve or an exhaust valve. In this type of engine, a fuel pipe for supplying fuel may be disposed on the valve cover. Patent document 1 discloses this kind of engine.

  The engine of patent document 1 discloses the diesel engine provided with the common rail type fuel injection mechanism. The common rail fuel injection mechanism includes a common rail, a high-pressure pipe (fuel pipe), and an injector as main components. The common rail is disposed on the valve cover and stores fuel supplied from the fuel tank at a high pressure. The high-pressure pipe is disposed on the valve cover and connects the common rail and the injector. The injector is arranged for each cylinder, and injects fuel in response to an instruction from the electronic control unit.

JP 2005-30346 A

  By the way, in the fuel injection mechanism of a diesel engine, for example, a connection portion between a common rail and a high-pressure pipe is sealed so that fuel does not leak. However, depending on the usage environment and the like, the connecting portion may be loosened, the fuel pipe or the like may be damaged, and the fuel may leak. When the fuel leaks, the fuel is stored at a high pressure in the high-pressure pipe, and therefore, the fuel may be scattered vigorously.

  Therefore, conventionally, it has been necessary to cover a portion of a high-temperature portion of the engine (portion through which exhaust gas passes, etc.) where there is a slight possibility that fuel will be applied with a heat insulating material or the like. Further, instead of or in addition to covering with a heat insulating material, the high-pressure pipe may have a double structure to ensure that fuel does not leak.

  However, a configuration such as covering with a heat insulating material increases the number of parts and complicates the assembly process. In particular, in an engine having a plurality of cylinders, the length of the high-pressure pipe is long, so the range in which fuel can be scattered is wide. Further, since the high-pressure pipes (fuel pipes) are arranged for each cylinder, in an engine having a plurality of cylinders, a large number of high-pressure pipes must have a double structure. Therefore, as the number of cylinders of the engine increases, the cost increases, the formation becomes difficult, and the assembly process becomes complicated.

  The present invention has been made in view of the above circumstances, and a main object thereof is to realize a configuration that prevents the fuel from being applied to a high-temperature portion when a high-pressure pipe is damaged or the like with a low-cost and simple configuration. To provide an engine.

Means and effects for solving the problems

  The problems to be solved by the present invention are as described above. Next, means for solving the problems and the effects thereof will be described.

  According to an aspect of the present invention, an engine having the following configuration is provided. That is, the engine includes an exhaust manifold, a valve cover, and a fuel pipe. The exhaust manifold collects exhaust gases discharged from a plurality of cylinders. The valve cover is a cover that collectively covers a plurality of valves that perform intake or exhaust to the cylinder. The fuel pipe is disposed outside the valve cover and allows fuel to flow. The valve cover is formed with a partition portion disposed so as to partition the side through which the exhaust gas immediately after being discharged from the exhaust manifold passes and the side on which the fuel pipe is disposed.

  Thereby, even if the fuel leaks from the fuel pipe, it is possible to prevent the fuel from being applied to the portion through which the exhaust gas passes (that is, the high temperature portion of the engine). Therefore, it is not necessary to make the fuel pipe a double structure in order to prevent fuel leakage, and a configuration in which the exhaust pipe or the like is covered with a heat insulating material to reduce the surface temperature can be omitted. Further, by forming the partition portion in the valve cover, it is not necessary to provide a member for supporting the partition portion. As described above, the above problems can be solved with a low-cost and simple configuration.

  The engine preferably has the following configuration. That is, the engine includes a top cover that covers the valve cover. The partition has a height that occupies half or more of the distance between the valve cover and the top cover.

  As a result, the fuel scattered from the fuel pipe can be easily received by the partition portion, so that it is possible to more reliably prevent the fuel from being applied to the high temperature portion of the engine.

  In the engine, it is preferable that the partition portion is formed from one end to the other end in the crankshaft direction of the valve cover.

  Thereby, even if it is a case where a fuel pipe is arranged long in the direction of a crankshaft, it can prevent that a fuel starts on a hot part of an engine.

  In the engine, it is preferable that the partition portion is formed integrally with the valve cover and is a plate-like portion protruding from the valve cover.

  Thereby, the number of parts can be reduced and the assembly work can be simplified by integrally molding the partition portion and the valve cover. Moreover, the effect of this invention is realizable, suppressing the space which the said partition part occupies by making a partition part into plate shape.

1 is a perspective view of a marine engine according to an embodiment of the present invention. The top view of a marine engine. The front view of a marine engine. The perspective view which shows the member around a valve cover. Sectional drawing which shows the space between a valve | bulb cover and a top cover. The perspective view which shows the shape of a valve cover and a top cover. The perspective view which shows the positional relationship of the apparatus of an air supply system. Sectional drawing which shows another structure of a valve cover and a top cover.

  Next, embodiments of the present invention will be described with reference to the drawings. First, the overall configuration of the marine engine 1 will be described with reference to FIGS. 1 to 4. FIG. 1 is a perspective view of a marine engine 1 according to an embodiment of the present invention. FIG. 2 is a plan view of the marine engine 1. FIG. 3 is a front view of the marine engine 1. FIG. 4 is a perspective view showing members around the valve cover 41.

  In the following description, as shown in FIG. 1, the vertical direction of the marine engine (engine) 1 is referred to as the height direction, and the longitudinal direction of the crankshaft 61 (see FIG. 2) of the marine engine 1 is the crankshaft direction. A direction perpendicular to both the height direction and the crankshaft direction is referred to as a device width direction. Further, the upper side in FIG. 1 (the side on which a later-described top cover 10 is disposed) in the height direction is defined as the upper side.

  The marine engine 1 of this embodiment is an inboard type diesel engine mounted on a vessel such as a pleasure boat. Further, the marine engine 1 employs a two-stage supercharging system.

  The marine engine 1 includes a top cover 10 as shown in FIG. The top cover 10 is configured in a flat plate shape, and is arranged so that the thickness direction coincides with the height direction. The top cover 10 is not limited to a flat plate shape, and may have a configuration in which bending (or bending) is formed at least partially. A valve cover, a cylinder block, and the like are disposed below the top cover 10.

  The marine engine 1 is a two-stage supercharging system that includes a first supercharger 22, a first intercooler 23, a second supercharger 24, a second intercooler 25, and air supply pipes 21a to 21a connecting them. 21d.

  The first supercharger 22 includes a turbine and a compressor inside the housing. The turbine is configured to rotate using exhaust gas. The compressor is connected to the same shaft as the turbine and rotates as the turbine rotates. The 1st supercharger 22 can compress air and can supply air compulsorily, when a compressor rotates. With this configuration, the flow rate of the air supplied to the cylinder using the exhaust gas can be increased, so that the output of the marine engine 1 can be increased. In addition, since air is rapidly compressed by inhaling by the 1st supercharger 22, the said air becomes high temperature. This high-temperature air is sent to the first intercooler 23 through the air supply pipe 21a.

  A plurality of cooling pipes through which seawater flows are arranged inside the housing of the first intercooler 23. The air sent from the first supercharger 22 is configured to flow around the cooling pipe. With this configuration, the first intercooler 23 can cool the air sent from the first supercharger 22 by heat exchange with seawater. The air cooled by the first intercooler 23 is sent to the second supercharger 24 through the air supply pipe 21b.

  The 2nd supercharger 24 is the structure equivalent to the 1st supercharger 22, and can compress the air sent out from the 1st intercooler 23 using exhaust gas. This compressed air becomes high temperature as described above. Then, this high-temperature air is sent to the second intercooler 25 through the air supply pipe 21c.

  The 2nd intercooler 25 is the structure equivalent to the 1st intercooler 23, and cools the air sent out from the 2nd supercharger 24 by heat exchange with seawater. The air cooled by the second intercooler 25 is sent to the air supply manifold 28 via the air supply pipe 21d.

  A common rail type fuel injection mechanism is disposed in the cylinder head inside the top cover 10. The marine engine 1 further compresses the compressed air supplied to the cylinder, and then drives the piston up and down by injecting fuel by the fuel injection mechanism. Thereby, the marine engine 1 can generate motive power. The details of the fuel injection mechanism will be described later.

  The marine engine 1 includes a flywheel housing 62, an oil pan 63, and an oil filter 26, as shown in FIG.

  The flywheel housing 62 is disposed at an end portion on the first supercharger 22 side in the crankshaft direction. A transmission 71 is connected to the flywheel in the flywheel housing 62 via a clutch (not shown). A ship propulsion device or the like is connected to the transmission 71. Thereby, the output of the marine engine 1 can be transmitted to the propulsion device or the like, or shut off.

  The oil pan 63 is disposed on the surface (bottom surface) opposite to the top cover 10 in the height direction. The oil pan 63 is a member for accumulating engine oil supplied to the inside of the engine (main movement system parts such as a cylinder). The engine oil stored in the oil pan 63 is sent into the engine by an unillustrated oil pump.

  The engine oil delivered by the oil pump passes through the oil filter 26. Thereby, metal powder, dust, etc. contained in engine oil can be removed. In the present embodiment, the oil filter 26 includes two filters (a full flow filter and a bypass filter).

  As shown in FIG. 4, an exhaust manifold 45 is disposed at the end of the apparatus width direction on the second supercharger 24 side. The exhaust manifold 45 collects exhaust gases discharged from a plurality (six in this embodiment) of cylinders and sends them out from one or a plurality (three in this embodiment) of exhaust ports 46. The second supercharger 24, the EGR pipe, and the like are connected to the exhaust ports 46.

  The exhaust gas sent to the second supercharger 24 is used to rotate the turbine of the supercharger as described above. The exhaust gas that has passed through the second supercharger 24 is discharged after being used to rotate the turbine of the first supercharger 22.

  The exhaust gas sent to the EGR pipe is supplied again to the cylinder via the air supply pipe 21d and the like. With this configuration, it is possible to reduce nitrogen oxides in the exhaust gas and improve fuel efficiency.

  Next, the details of the vicinity of the cylinder head, particularly the fuel injection mechanism, the valve cover 41, and the top cover 10 will be described with reference to FIGS. FIG. 5 is a cross-sectional view showing a space between the valve cover 41 and the top cover 10. FIG. 6 is a perspective view showing the shapes of the valve cover 41 and the top cover 10.

  As shown in FIGS. 4 and 5, the marine engine 1 includes a common rail 31, a connection portion 32, a fuel supply pipe (fuel pipe) 33, a fuel return pipe (fuel pipe) 34, and an injector 35 as fuel injection mechanisms. And comprising. In FIG. 5, the fuel return pipe 34 is omitted for easy understanding of the drawing.

  The common rail 31 is a tubular member made of metal or other material, and is disposed above the valve cover 41 so that the longitudinal direction thereof coincides with the crankshaft direction. High pressure fuel is supplied to the common rail 31 from a fuel tank by a high pressure pump or the like. Further, the common rail 31 has the same number of connection portions 32 as the cylinders (six in this embodiment). A fuel supply pipe 33 is connected to each connection portion 32.

  The injector 35 is disposed for each cylinder. The injector 35 is connected to the common rail 31 via the fuel supply pipe 33 and the connection portion 32. The injector 35 injects fuel in response to an instruction from an electronic control device (not shown). With this configuration, fuel can be injected into each cylinder at an appropriate timing.

  The fuel injection mechanism includes a single fuel return pipe 34 that connects one end and the other end of the common rail 31. The fuel return pipe 34 is arranged in a loop so as to surround all the injectors 35. The injector 35 returns an excess portion of the supplied fuel to the common rail 31 or the fuel tank via the fuel return pipe 34.

  Next, the valve cover 41 will be described. The valve cover 41 is a cover disposed above the cylinder (above the intake valve or the exhaust valve). The valve cover 41 is formed with a hole for attaching the injector 35 and a hole for fixing the valve cover 41 to a cylinder block or the like. Further, the valve cover 41 is formed with a partition portion 42.

  As shown in FIGS. 5 and 6A, the partition portion 42 is a plate-like portion formed so as to extend from the valve cover 41 to the top cover 10 side (upper side). The partition portion 42 is formed from one end portion to the other end portion in the longitudinal direction (crank shaft direction) of the valve cover 41.

  The partition portion 42 is arranged on the second supercharger 24 side (exhaust manifold 45 side) from the center in the apparatus width direction. Furthermore, the partition portion 42 includes a side where the second supercharger 24 is disposed (a side through which exhaust gas immediately after being discharged from the exhaust manifold 45 passes) and a side where the fuel supply pipe 33 is disposed. It is arranged to partition.

  As shown in FIG. 5, the partition portion 42 has a height that occupies half or more of the distance between the valve cover 41 and the top cover 10 (distance between the covers). Here, the distance between the covers indicates a distance measured vertically from the position where the partition portion 42 is formed to the top cover 10 (see FIG. 5). The partition 42 is formed integrally with the valve cover 41 by a method such as casting. The partition portion 42 may not be formed integrally with the valve cover 41. For example, the partition part 42 may be attached to the valve cover 41 by welding or screws.

  Next, the top cover 10 will be described. As described above, the top cover 10 is a plate-like cover disposed so as to cover the valve cover 41. As shown in FIGS. 5 and 6B, the top cover 10 is formed with a partition portion 11 that is a plate-like portion formed so as to extend toward the valve cover 41 (lower side).

  The partition portion 11 is formed from one end portion to the other end portion in the longitudinal direction (crank shaft direction) of the top cover 10. Moreover, the partition part 11 is arrange | positioned in the apparatus width direction at the 2nd supercharger 24 side (exhaust manifold 45 side) rather than the center. More specifically, the partition 11 includes a side where the second supercharger 24 is disposed (a side through which exhaust gas immediately after being discharged from the exhaust manifold 45 passes) and a side where the fuel supply pipe 33 is disposed. It is arranged to partition. The partition 11 is formed integrally with the top cover 10 by a method such as casting. In addition, the partition part 11 does not need to be integrally molded with the top cover 10. For example, the partition part 11 may be attached to the top cover 10 by welding or screws.

  The two partition parts 11 and 42 are arranged so as to overlap each other when viewed in the apparatus width direction. The partition portion 11 is disposed near the partition portion 42 and closer to the fuel supply pipe 33 than the partition portion 42.

  Next, the effect provided with the partition parts 11 and 42 is demonstrated with reference to FIG.

  In the fuel injection mechanism of this embodiment, the connection portion 32 is configured so that fuel does not leak from between the common rail 31 and the fuel supply pipe 33. However, depending on the usage environment, the connection may be loosened, or the fuel supply pipe 33 or the fuel return pipe 34 may be damaged, causing fuel to leak.

  Further, the exhaust gas immediately after being exhausted from the exhaust manifold 45 is very hot. Accordingly, the vicinity of the exhaust port 46, the second supercharger 24 through which the exhaust gas flows, and the like are very hot (hereinafter referred to as a high temperature portion). Therefore, when the fuel leaks and scatters, it is necessary to prevent the fuel from being applied to the high temperature portion. In the present embodiment, the partition portions 11 and 42 prevent the fuel from being applied to the high temperature portion.

  For example, when fuel leaks from the connection part 32, since the fuel is high pressure, it scatters vigorously. However, even when a part of the scattered fuel goes to the second supercharger 24 side, the fuel can be received by the partitions 11 and 42. Accordingly, it is possible to prevent the fuel from being applied to the high temperature portion.

  Here, if the partition part 42 is disposed closer to the fuel supply pipe 33 than the partition part 11, when the fuel is scattered along the top cover 10, the fuel is separated from the partition part 11 and the partition part 42. It may flow through the gap and reach the high temperature side of the engine. In this regard, in the present embodiment, as described above, the partition portion 11 is disposed closer to the fuel supply pipe 33 than the partition portion 42. Therefore, even fuel scattered along the top cover 10 can be reliably received.

  In addition, as described above, the partitioning portions 11 and 42 are arranged so that they overlap each other when viewed in the apparatus width direction, and one is in the vicinity of the other. Therefore, it is possible to more reliably prevent the scattered fuel from being applied to the high temperature portion.

  As described above, the marine engine 1 includes the exhaust manifold 45, the valve cover 41, and the fuel supply pipe 33 (or the fuel return pipe 34). The exhaust manifold 45 collects exhaust gases discharged from a plurality of cylinders. The valve cover 41 is a cover that collectively covers the intake valve or the exhaust valve. The fuel supply pipe 33 is disposed outside the valve cover 41 and the fuel flows. The valve cover 41 is formed with a partition portion 42 disposed so as to partition the side through which the exhaust gas immediately after being discharged from the exhaust manifold 45 passes and the side on which the fuel supply pipe 33 is disposed.

  Thereby, even if the fuel leaks from the fuel supply pipe 33, it is possible to prevent the fuel from being applied to the portion through which the exhaust gas passes (that is, the high temperature portion of the engine, the second supercharger 24, etc.). Therefore, it is not necessary to make the fuel supply pipe 33 have a double structure in order to prevent fuel leakage, and a configuration in which the exhaust pipe or the like is covered with a heat insulating material to reduce the surface temperature can be omitted. Therefore, the number of parts can be reduced and the assembly work can be simplified.

  Further, the marine engine 1 of the present embodiment includes a top cover 10 that covers the valve cover 41. The partition part 42 has the height which occupies more than half of the distance between covers.

  As a result, the fuel scattered from the fuel supply pipe 33 can be easily received by the partition portion 42, so that it is possible to more reliably prevent the fuel from being applied to the portion through which the exhaust gas passes.

  Further, in the marine engine 1 of the present embodiment, the partition portion 42 is formed from one end to the other end of the valve cover 41 in the crankshaft direction.

  Thereby, even if it is a case where the common rail 31 and the fuel supply pipe | tube 33 are arrange | positioned long in the crankshaft direction like this embodiment, it can prevent that a fuel starts to the 2nd supercharger 24 grade | etc.,.

  Further, in the marine engine 1 of the present embodiment, the partition portion 42 is formed integrally with the valve cover 41 and is a plate-like portion protruding from the valve cover 41.

  Thereby, the partition part 42 and the valve cover 41 are integrally formed, so that the number of parts can be reduced and the assembling work can be simplified. Moreover, by making the partition part 42 into a plate shape, it is possible to prevent fuel from being applied to the second supercharger 24 and the like while suppressing the space occupied by the partition part.

  Next, the arrangement of the equipment and the oil filter 26 constituting the two-stage turbocharging system of the present embodiment will be described from various viewpoints. In the following description, the devices (the first supercharger 22, the first intercooler 23, the second supercharger 24, and the second intercooler 25) and the oil filter 26 that constitute the two-stage supercharging system are summarized. Are sometimes referred to as “superchargers”.

  First, with reference to the plan view (FIG. 2), the arrangement of the supercharger and the like in the plan view will be described. Since the thickness direction and the height direction of the top cover 10 coincide with each other as described above, the plan view in the present embodiment can also be referred to as “a view seen in the thickness direction of the top cover 10”.

  The first supercharger 22 is disposed at one end of the marine engine 1 in the crankshaft direction. The first intercooler 23, the second supercharger 24, and the second intercooler 25 are all disposed at one end of the marine engine 1 in the device width direction. These three devices are arranged side by side in the crankshaft direction so that the first intercooler 23 is close to the first supercharger 22. The oil filter 26 is disposed at the other end of the marine engine 1 in the crankshaft direction (end opposite to the transmission 71 side).

  In addition, the superchargers and the like of the present embodiment are all arranged so as not to overlap each other. As a result, a worker who performs maintenance on the top cover 10 can perform maintenance without removing other devices, so that a layout with good workability is realized.

  Next, with reference to a front view (FIG. 3), the position in the height direction of the supercharger or the like will be described. In the present embodiment, the upper surface of the top cover 10 constitutes a part of the upper surface of the marine engine 1. The lower surface of the oil pan 63 constitutes a part of the lower surface of the marine engine 1. Therefore, the length from the lower surface of the oil pan 63 to the upper surface of the top cover 10 can be said to be the height of the marine engine 1. Hereinafter, as shown in FIG. 3, half of the height of the marine engine 1 is referred to as a “reference height”.

  At this time, all of the turbochargers and the like are arranged above the reference height (on the top cover 10 side). More specifically, not only the upper end of the supercharger or the like, but also the center and lower end thereof are arranged above the reference height. Further, the upper surfaces of the first supercharger 22, the first intercooler 23, and the second intercooler 25 are disposed so as to substantially coincide with the upper surface of the marine engine 1.

  With this configuration, since the supercharger and the like are located on the upper part of the marine engine 1, it is easy for an operator who performs maintenance on the top cover 10 to access the supercharger or the like (good workability). Layout is realized.

  Next, the lengths of the air supply pipes 21a to 21d are compared with reference to a perspective view (FIG. 7) showing the positional relationship of the air supply system devices.

  Here, the length of the air supply pipe 21a is the length of the air path from the first supercharger 22 to the first intercooler 23, and the same applies to the other air supply pipes. Therefore, in this embodiment, the length of the path | route of the air supplied to a cylinder can be compared by comparing the length of an air supply pipe | tube.

  In this embodiment, “the length of the air supply pipe 21a <the length of the air supply pipe 21b” is established, and “the length of the air supply pipe 21c <the length of the air supply pipe 21d” is established.

  With this configuration, the air supply pipe 21a and the air supply pipe 21c through which high-temperature air passes can be made relatively short. Therefore, since the part which needs to be covered with a heat insulating material etc. among the whole air supply pipe | tube can be shortened, cost can be reduced.

  The preferred embodiment of the present invention has been described above, but the above configuration can be modified as follows, for example.

  In addition, in the said embodiment, although it is the structure which uses the partition part 11 and the partition part 42 together, even if it is the structure (refer FIG. 8A) only the partition part 11 is formed, only the partition part 42 is formed. Even if it is the structure (refer FIG.8 (b)) formed, the effect of this invention can be exhibited. Moreover, since the said embodiment is the structure which uses two partition parts together, although the length of the partition part 11 was shortened, when not forming the partition part 42, it is preferable to lengthen the partition part 11. FIG. The length of the partition part 11 in Fig.8 (a) is more than half of the distance between the said covers.

  The shapes and layouts of the parts constituting the marine engine 1 are examples and can be changed as appropriate. For example, the number of cylinders, the arrangement of the supercharger and the intercooler, and the like can be changed according to the required size and specifications.

  The fuel injection mechanism is not limited to an electronic control type, and may be a mechanical type in which the arranged injection pumps are driven by a cam or the like. Further, the fuel injection mechanism is not limited to the common rail type.

  In the above, the partition parts 11 and 42 are plate-shaped, but can be made into an appropriate shape as long as the scattered fuel can be received. Moreover, as long as the partition parts 11 and 42 are arrange | positioned so that the fuel supply pipe | tube 33 and the fuel recirculation | reflux pipe | tube 34 and the high temperature part of an engine may be partitioned off, the position formed is changeable.

  The object to which the present invention is applied may be either a marine main engine or an auxiliary machine. Moreover, it is not restricted to a ship, The engine for motor vehicles or work vehicles may be sufficient.

1 Marine Engine (Engine)
DESCRIPTION OF SYMBOLS 10 Top cover 11 Partition part 21a-21d Air supply pipe 22 1st supercharger 23 1st intercooler 24 2nd supercharger 25 2nd intercooler 31 Common rail 32 Connection part 33 Fuel supply pipe (fuel pipe)
34 Fuel return pipe (fuel pipe)
35 Injector 41 Valve cover 42 Partition

Claims (4)

An exhaust manifold that collects exhaust gases discharged from a plurality of cylinders;
A valve cover that collectively covers a plurality of valves that perform intake or exhaust to the cylinder;
A fuel pipe disposed outside the valve cover and through which fuel flows;
With
The valve cover is formed with a partition portion disposed so as to partition a side through which the exhaust gas immediately after being discharged from the exhaust manifold passes and a side on which the fuel pipe is disposed. engine. The engine according to claim 1,
A top cover covering the valve cover;
The engine according to claim 1, wherein the partition portion has a height that occupies half or more of a distance between the valve cover and the top cover. The engine according to claim 1 or 2,
The engine according to claim 1, wherein the partition portion is formed from one end to the other end of the valve cover in a crankshaft direction. The engine according to any one of claims 1 to 3,
The engine, wherein the partition portion is formed integrally with the valve cover and is a plate-like portion protruding from the valve cover.

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