JP2016121658A - V-engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a V-engine capable of attaching an electric connector to a direct injector in a limited space between banks.SOLUTION: A V-engine comprises: a V-cylinder block in which a plurality of cylinders is alternately disposed in right and left banks disposed into a V-shape; cylinder heads 2A, 2B attached to the respective banks 12A, 12B and having an intake port extending from a combustion chamber to an inside of each bank which is obliquely upward with respect to an axis of each of the cylinders 14A, 14B for each of cylinders 14A, 14B; and a plurality of direct injectors 81 each disposed at a position outward, in a cylinder radial direction, of the intake port for each of the cylinders 14A, 14B and directly injecting fuel into the combustion chamber, the plurality of direct injectors 81 being disposed so that each direct injector protrudes radially outward from a body part 81b thereof and connector attachment parts 81d thereof to which electric connectors 83 are attached, respectively differ in height between the banks.SELECTED DRAWING: Figure 5

Description

  The present disclosure relates to a V-type engine including a direct injector.

  Patent Document 1 discloses a V-type engine including a direct injector. A V-type engine has a V-type cylinder block in which a plurality of cylinders are alternately arranged on the left and right in a bank arranged in a V-type, and is attached to each bank, and is obliquely above the axis of the cylinder from the combustion chamber for each cylinder. A cylinder head having an intake port extending to the inside of the bank. The cylinder head includes a direct injector that directly injects fuel into the combustion chamber inside the bank, which is the outside of the intake port in the cylinder radial direction.

Japanese Patent No. 4495211

However, in the direct injector in which the electrical connector is attached to the body from the outside in the radial direction, the electrical connector interferes between the direct injector of one bank and the direct injector of the other bank, and the electrical connector is attached to the direct injector. It may not be possible.
In view of the above circumstances, the present invention avoids the interference of the electrical connector between the direct injector of one bank and the direct injector of the other bank in a limited space between the banks, and the electrical connector is connected to the direct injector. It is an object of the present invention to provide a V-type engine that can be mounted.

  The present invention relates to a V-type cylinder block in which a plurality of cylinders are alternately arranged on the left and right sides in a V-shaped bank, and is attached to each bank, and is inclined from the combustion chamber to the cylinder axis for each cylinder. A cylinder head having an intake port extending inward of the upper bank, and a plurality of direct injectors that are arranged at positions outside the intake port in the cylinder radial direction for each cylinder and directly inject fuel into the combustion chamber. The plurality of direct injectors project radially outward from a body portion thereof, and the first connector mounting portion to which the first electrical connector is mounted is disposed so that the height differs between the banks. Features.

  According to the present invention, the plurality of direct injectors protrude radially outward from the body portion thereof, and the first connector mounting portion to which the first electrical connector is mounted is arranged so that the height differs between banks. Therefore, in the limited space between the banks, the interference of the first electrical connector is avoided between the direct injector of one bank and the direct injector of the other bank, and the first electrical connector is attached to the direct injector. be able to.

In one aspect of the present invention, in the first connector mounting portion, the mounting direction of the first electrical connector is the radial direction of the direct injector.
If it does in this way, the 1st electric connector can be attached to the 1st connector attaching part from the diameter direction outside of a direct injector. Further, the first electrical connector can be detached from the first connector mounting portion on the radially outer side of the direct injector.

In one aspect of the present invention, the bank is offset in the same direction as the rotation direction of the crankshaft, and the direct injector disposed in the second bank lower than the first bank is disposed in the first bank. It is arranged at a position lower than the direct injector.
In this way, since the direct injectors arranged in the second bank are arranged at a position lower than the direct injectors arranged in the first bank, the first injector is limited in the limited space between the banks. The interference of the first electrical connector is avoided between the direct injector disposed in the bank and the direct injector disposed in the second bank, and the first electrical connector can be attached to the direct injector.

In one aspect of the present invention, in the plurality of direct injectors, the first connector mounting portion faces obliquely rearward in the first bank, and the first connector mounting portion tilts forward in the second bank. Turn to.
In this case, the first connector mounting portion faces diagonally rearward in the first bank, and the first connector mounting portion faces diagonally forward in the second bank lower than the first bank. The first connector of the direct injector disposed in the first bank avoiding the interference of the first electrical connector between the direct injector disposed in the first bank and the direct injector disposed in the second bank The first electrical connector can be attached to the attachment portion, and the first electrical connector can be attached to the first connector attachment portion of the direct injector disposed in the second bank.

In one aspect of the present invention, each of the cylinders includes a plurality of port injectors that are disposed on the same side as the direct injector with respect to the intake port, and inject fuel into the intake port. The injector protrudes radially outward from the body portion thereof, and a second mounting portion to which the second electrical connector is mounted is disposed toward the outside of the bank.
In this way, the plurality of port injectors project radially outward from the trunk portion, and the second connector mounting portion to which the second electrical connector is mounted is arranged toward the outside of the bank. Interference of the second electrical connector is avoided between the port injector of the bank and the port injector of the other bank, and the second electrical connector can be attached to the port injector.

In one aspect of the present invention, in the second connector mounting portion, the mounting direction of the second electrical connector is an obliquely upward direction of the port injector.
If it does in this way, the 2nd electric connector can be attached to the 2nd connector attachment part from the slanting upper direction of a port injector. Further, the second connector can be detached from the second connector mounting portion obliquely upward of the port injector.

  As described above, according to the present invention, the interference of the first electrical connector is avoided between the direct injector of one bank and the direct injector of the other bank, and the first electrical connector is attached to the direct injector. can do.

It is the front view seen from the crankshaft direction front which shows the whole structure of the V-type engine which is this embodiment, Comprising: It is the figure which represented a part with a cross section. It is a top view which shows the whole structure of the V-type engine shown in FIG. It is sectional drawing which shows the combustion chamber provided in the cylinder head shown in FIG. It is the conceptual diagram which looked at the combustion chamber shown in FIG. 3 from the IV-IV direction. It is sectional drawing which shows the intake port provided in the cylinder head shown in FIG. It is the conceptual diagram which looked at the intake port shown in FIG. 5 from VI-VI direction. FIG. 3 is a front view showing the intake system shown in FIGS. 1 and 2. FIG. 3 is a side view showing the intake system shown in FIG. 1 and FIG. It is an enlarged front view which shows the fuel supply system shown in FIG. It is a top view which shows the state which mounted | wore the electrical connector in the connector mounting part shown in FIG. FIG. 10 is a front view showing the direct injector and the port injector shown in FIG. 9. FIG. 10 is a plan view showing the direct injector and the port injector shown in FIG. 9.

DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, embodiments suitable for an engine according to the invention will be described in detail with reference to the accompanying drawings. However, the dimensions, materials, shapes, relative arrangements, etc. of the components described in the embodiments or shown in the drawings are not intended to limit the scope of the present invention, but are merely illustrative examples. Absent.
For example, expressions expressing relative or absolute arrangements such as “in a certain direction”, “along a certain direction”, “parallel”, “orthogonal”, “center”, “concentric” or “coaxial” are strictly In addition to such an arrangement, it is also possible to represent a state of relative displacement with an angle or a distance such that tolerance or the same function can be obtained.
In addition, for example, an expression representing a shape such as a quadrangular shape or a cylindrical shape represents not only a geometrically strict shape such as a quadrangular shape or a cylindrical shape, but also an uneven portion within a range where the same effect can be obtained. And a shape including a chamfered portion or the like.
On the other hand, the expressions “comprising”, “comprising”, “comprising”, “including”, or “having” one constituent element are not exclusive expressions for excluding the existence of the other constituent elements.

  In addition, the direction of the engine described in the present embodiment is based on the driver's seat of the automobile equipped with the engine in the front part of the vehicle body. Accordingly, the left and right sides are reversed in the drawing based on the front surface in the crankshaft direction, and the left side is referred to as the right side and the right side is referred to as the left side in the drawing.

FIG. 1 is a front view showing the entire configuration of a V-type engine 1 according to the present embodiment as viewed from the front in the crankshaft direction, and is a diagram showing a part in section, and FIG. 2 is shown in FIG. 1 is a plan view showing an overall configuration of a V-type engine 1.
As shown in FIG. 1, a V-type engine 1 according to an embodiment of the present invention includes an engine body 10, an intake system 3, and a fuel supply system 7.

[Engine body]
The engine body 10 according to the present embodiment is a 4-cycle V-type 6-cylinder SOHC (Single Over Head Camshaft) gasoline engine having a bank angle (bank narrow angle) of 60 degrees.
As shown in FIG. 1, the engine body 10 includes a cylinder block 11 in which cylinder rows (banks) 12A and 12B are formed in a V shape, and cylinder heads 2A and 2B joined to the left and right banks 12A and 12B. And a crankcase 13 joined below the cylinder block 11.

  As shown in FIG. 2, in the cylinder block 11 formed in a V shape, the left and right banks 12A and 12B are offset in the front-rear direction (crank shaft direction), and the right side (left side in FIG. 2) bank 12A is on the front side. The bank 12B on the left side (right side in FIG. 2) is located on the rear side. Further, as shown in FIG. 1, each of the left and right banks 12A and 12B is provided with three cylinders (cylinders) 14A and 14B in parallel (see FIG. 12), and one crankshaft common to these lower regions. 15 is rotatably supported by the crankcase 13. In the three cylinders 14A and 14B arranged in parallel in the left and right banks 12A and 12B, the foremost cylinder 14A in the right bank 12A is the first cylinder # 1, and hereinafter the rear side of the cylinder block 11 The cylinders # 2 # 3, # 3 # 4, # 4 # 5, # 5 # 6, # 6 # 6 (see FIG. 12) are alternately arranged on the left and right, and a spark plug 22 (see FIG. 3) described later. ) Are fired in this order.

  As shown in FIG. 1, the cylinders 14A and 14B are formed in a cylindrical shape, and pistons 16 that reciprocate in the directions of the axes L3 and L4 are accommodated in the cylinders 14A and 14B. The piston 16 is formed in a cylindrical shape with a closed head, and a pin hole penetrating in the radial direction is provided in the trunk portion. One end (small end (not shown)) of the connecting rod 17 is accommodated in the body portion of the piston 16, and the small end of the connecting rod 17 is connected to the piston 16 by a piston pin 162 inserted through the pin hole. .

  The crankshaft 15, together with the connecting rod 17, converts the reciprocating motion (downward motion) of the piston 16 into rotational motion, and a crankpin (not shown) parallel to the axis passing through the rotational center of the crankshaft 15. have. The other end (large end (not shown)) of the connecting rod 17 is connected to the crankpin. Thereby, the reciprocating motion of the piston 16 is converted into the rotational motion of the crankshaft 15.

  3 is a cross-sectional view showing a combustion chamber provided in the cylinder head shown in FIG. 1, and FIG. 4 is a conceptual view of the combustion chamber shown in FIG. 3 as viewed from the IV-IV direction. 5 is a cross-sectional view showing an intake port provided in the cylinder head shown in FIG. 1, and FIG. 6 is a conceptual view of the intake port shown in FIG. 5 as viewed from the VI-VI direction.

  As shown in FIGS. 3 and 5, each cylinder head 2A, 2B is provided with a combustion chamber 21 at a position corresponding to the cylinders 14A, 14B formed in the cylinder block 11, and as shown in FIG. A spark plug 22 is attached to the combustion chamber 21. The spark plug 22 ignites and burns the air-fuel mixture supplied to the combustion chamber 21 and the air-fuel mixture mixed in the combustion chamber 21 or the cylinders (cylinders 14A and 14B), and each cylinder head 2A according to the present embodiment. , 2B are arranged at positions inside the left and right banks 12A, 12B.

  As shown in FIG. 5, each combustion chamber 21 is provided with two intake ports 23 and two exhaust ports 24. Two intake ports 23 provided in each combustion chamber 21 are aligned in a line along the arrangement direction of the cylinders 14A and 14B inside the banks 12A and 12B, and open to the combustion chambers 21. Similarly, the two exhaust ports 24 provided in each combustion chamber 21 are aligned in a line along the arrangement direction of the cylinders 14A and 14B outside the left and right banks 12A and 12B, and open to the combustion chambers 21. .

  Each of the two intake ports 23 provided in each combustion chamber 21 is provided with a valve seat (seat surface) 231 and is opened and closed by an intake valve 25 provided for each intake port 23. Similarly, a valve seat (seat surface) 241 is provided in each of the two exhaust ports 24 provided in each combustion chamber 21, and is opened and closed by an exhaust valve 26 provided for each exhaust port 24.

The cylinder heads 2 </ b> A and 2 </ b> B are provided with an intake port 27 and an exhaust port 28 for each combustion chamber 21.
The intake port 27 passes through the axes L3 and L4 of the cylinders 14A and 14B, is provided along a direction orthogonal to the arrangement direction of the cylinders 14A and 14B (hereinafter referred to as “intake and exhaust direction”), and opens to the combustion chamber 21. It communicates with the two air inlets 23. The intake port 27 has an upstream port 271 and a downstream port 272.

  As shown in FIG. 6, the upstream port 271 is a flow path provided for the two intake ports 23 provided in each combustion chamber 21, and is provided on the upstream side of the intake port 27. An axis N passing through the center is disposed on a plane passing through the axes L3 and L4 of the cylinders 14A and 14B. The upstream port 271 opens in the horizontal plane inside the cylinder heads 2A and 2B (see FIG. 5). The upstream port openings 273 of the cylinder heads 2A and 2B are oblong and long in the front-rear direction, and are provided with flanges (port injector mounting seats) 275 having a flat joint surface 274 therearound (FIG. 5). reference).

  As shown in FIG. 6, one downstream port 272 is a flow path provided for one intake port 23, and is provided to branch from the upstream port 271 on the downstream side of the upstream port 271. Yes. Therefore, the inlets of the two downstream ports 272 are provided at the outlet of the upstream port 271, and the outlet of the downstream port 272 is provided at the inlet of the valve seat 231 provided at the intake port 23.

  As shown in FIG. 5, the intake port 27 has an arcuate portion 276 that protrudes downward in the central region of the intake port 27 upstream of the valve seat 231. The arc-shaped portion 276 is for curving the axis N passing through the center of the cross section of the intake port 27, whereby the intake passage becomes longer, and the air injected from the port injector 91 described later flows through the intake port 27. To be mixed well.

  The exhaust port 28 is provided along the intake / exhaust direction on the opposite side of the intake port 27 and the combustion chamber 21, and communicates with two exhaust ports 24 that open to the combustion chamber 21. The exhaust port 28 has an upstream port 281 and a downstream port (not shown). The upstream port 281 is a flow path provided for each of the two exhaust ports 24 provided in each combustion chamber 21, and is provided on the upstream side of the exhaust port 28. The downstream port is a flow path provided for two exhaust ports 24 provided in each combustion chamber 21, so that the two upstream ports 281 join downstream of the two upstream ports 281. The axis passing through the center thereof is arranged on a plane passing through the axes of the cylinders 14A and 14B. Therefore, the inlets of the two upstream ports 281 are provided at the outlet of the valve seat 241 provided at the exhaust port 24, and the outlets of the two upstream ports 281 are provided at the inlet of the downstream port.

Incidentally, the engine body 10 according to the present embodiment employs an offset crank structure as shown in FIG.
In a general V-type engine (an engine in which the left and right banks are not offset in the same direction as the rotation direction of the crankshaft), the axis lines L1 and L2 of the cylinders 14A and 14B in the left and right banks 12A and 12B are The left and right banks are at positions indicated by two-dot chain lines in FIG.
On the other hand, the engine main body 10 (V-type engine 1) according to the present embodiment adopting the offset crank structure has left and right banks while maintaining the distance from the center P of the crankshaft 15 to the upper surfaces of the cylinder heads 2A and 2B. The axis lines L1 and L2 of the cylinders 14A and 14B in 12A and 12B are translated from the center P of the crankshaft 15 in the same direction as the rotation direction of the crankshaft 15 (arrow E direction). As a result, the left and right banks 12A and 12B maintain the bank angles and the axes L1 and L2 of the cylinders 14A and 14B are offset to L3 and L4, and the axes L1 and L2 of the cylinders 14A and 14B are δ (offset amount). ) Just move.

Therefore, the right bank (left bank in FIG. 1) 2A is arranged at a position higher than the left bank (right bank in FIG. 1) 2B, and the height of the right bank 12A is different. And the left bank 12B have the same height difference (H2−H1) at the inlet opening of the intake port 27.
Thereby, the engine body 10 according to the present embodiment is arranged in such a relationship that the right bank 12A is in front of the left bank 12B and the right bank 12A is higher than the left bank 12B.

  Further, a valve operating mechanism such as a camshaft (not shown) and a rocker arm (not shown) is disposed above the cylinder heads 2A and 2B, and a rocker cover 29 is attached so as to cover them. ing. The intake valve 25 and the exhaust valve 26 described above are opened and closed at predetermined timings via the camshaft and the rocker arm, respectively.

[Intake system]
FIG. 7 is a front view showing the intake system 3 shown in FIGS. 1 and 2. FIG. 8 is a side view showing the intake system 3 shown in FIG. 1 and FIG.
The intake system 3 according to the present embodiment supercharges air to the intake port 27 provided for each combustion chamber 21 in the cylinder heads 2A, 2B of the left and right banks 12A, 12B.

  As shown in FIG. 7, the intake system 3 is joined on the intake manifolds 4A and 4B joined to the cylinder heads 2A and 2B of the left and right banks 12A and 12B, and on the left and right intake manifolds 4A and 4B. The intercoolers 5A and 5B, the outlet housing 31 spanned between the left and right intercoolers 5A and 5B, and the supercharger 6 suspended from the outlet housing 31 are configured.

  The supercharger 6 is driven by the power transmitted from the crankshaft 15 (see FIG. 1) and sends out air (intake air), between the left and right banks 12A and 12B, and between the left and right banks. It is attached above the rocker cover 29. As a result, the supercharger 6 is positioned above the crankshaft 15, and the lower surface of the supercharger 6 is positioned above the upper surface of the rocker cover 29.

The supercharger 6 increases the air pressure (intake air pressure) supplied to the engine body 10 by pushing the supplied air (intake air) downstream and discharging it. The supercharger 6 according to this embodiment It consists of a root-type supercharger with a leaf.
The supercharger 6 is rotatably supported by the housing 61, and is rotatably supported by the housing 61. The supercharger 6 is housed in the housing 61 and protrudes forward of the housing 61. And a pair of rotors 63A and 63B that rotate in opposite directions.

  As shown in FIG. 8, the housing 61 includes a housing body 61A, an inlet housing 61B joined to the rear surface of the housing body 61A, and a bearing housing 61C joined to the front surface of the housing body 61A. Yes.

  As shown in FIG. 7, the housing main body 61 </ b> A has an accommodation space in which a pair of rotors 63 </ b> A and 63 </ b> B are accommodated in a state of being engaged with each other. The housing space opens to the rear surface and upper surface front area of the housing main body 61A, and the air sucked from the rear surface opening passes between the pair of rotors 63A and 63B housed in the housing space, and opens to the upper surface front area opening 61A1 (FIG. 8). Further, the housing main body 61A is provided with a recess in which an upper surface front region opening 61A1 is formed on the upper surface thereof. The concave portion is formed in a rectangular shape having a lateral direction as a short direction and a longitudinal direction as a longitudinal direction, and has a flat joint surface around it.

  As shown in FIG. 8, the inlet housing 61B has an intake passage through which air sucked into the housing body 61A passes. The intake passage opens to the left side surface and the front surface of the inlet housing 61B, and air sucked from the side opening passes through the intake passage and is sucked into the housing body 61A from the front opening.

  Further, as shown in FIG. 2, a throttle body 64 is provided on the right side surface (left side surface in FIG. 2) of the inlet housing 61B. The throttle body 64 has a suction port 64A formed in a cylindrical shape on its side surface, and a throttle valve (not shown) is provided therein. Thereby, the amount of air sucked is adjusted via the throttle valve, and air (suction air) is introduced from the suction port 64A.

  As shown in FIG. 2, the bearing housing 61C has a cylindrical bearing portion on the front right side (left side in FIG. 2) of the housing main body 61A, and the input rotary shaft 62 is rotatably supported. As a result, the input rotation shaft 62 is disposed on the right bank 12A side.

  The input rotation shaft 62 is an input shaft that rotates when power is transmitted from the crankshaft 15. As shown in FIG. 1, the input rotation shaft 62 is provided at the front end portion of the pulley 67 and the front end portion of the crankshaft 15. A belt 68 is wound around a pulley (not shown). Thereby, the rotation of the crankshaft 15 is transmitted from the crankshaft 15 to the input rotation shaft 62 via the belt 68, and power is transmitted from the crankshaft 15 to the input rotation shaft 62. The transmission of power from the crankshaft 15 to the input rotating shaft 62 is not limited to the power transmission means combining the pulley 67 and the belt 68. For example, a power transmission means combining a sprocket and a chain may be adopted. Good.

  As shown in FIG. 7, the pair of rotors 63A and 63B are accommodated in the housing main body 61A and meshed with each other inside the housing main body 61A. The rotation shaft of one rotor 63A (hereinafter referred to as “drive rotor 63A”) of the pair of rotors 63A and 63B is constituted by an input rotation shaft 62, and when the input rotation shaft 62 rotates, the drive rotor 63A becomes the input rotation shaft 62. It rotates in the same direction as the rotation direction. The other rotor 63B meshed with the drive rotor 63A (hereinafter referred to as “driven rotor 63B”) is driven by the drive rotor 63A and rotates in a direction opposite to the rotation direction of the drive rotor 63A. Thereby, the air in the space closed by the drive rotor 63A, the driven rotor 63B, and the housing main body 61A is pushed out and discharged from the upper surface front region opening 61A1 of the housing main body 61A.

  The outlet housing 31 distributes the air discharged from the supercharger 6 to the left and right banks 12A and 12B, and is formed of a light metal such as aluminum or a synthetic resin such as FRP or prepreg. Thereby, the outlet housing 31 can be reduced in weight, and further, the outlet housing 31 can be easily manufactured by casting with a light metal or integrally forming with a synthetic resin.

  The outlet housing 31 is provided so as to straddle the left and right banks 12A and 12B at the center in the front-rear direction of the left and right banks 12A and 12B. The outlet housing 31 is formed in a rectangular parallelepiped shape having a rectangular shape in plan view in which the left-right direction is the longitudinal direction and the front-rear direction is the short direction, and its upper surface is gradually lowered from the rear toward the front. (See FIG. 8).

  The outlet housing 31 has a distribution passage 32 that distributes the air discharged from the supercharger 6 to the left and right banks 12A and 12B. The distribution passage 32 is formed along the outer shape of the outlet housing 31, and the ceiling surface 32 </ b> A is inclined so as to gradually become lower from the rear toward the front, similarly to the upper surface of the outlet housing 31. As a result, the air (intake air) discharged from the supercharger 6 collides obliquely with the ceiling surface 32A of the distribution passage 32, so that the area where the intake air hits the ceiling surface 32A increases and is perpendicular to the ceiling surface 32A. The collision sound can be reduced as compared with the case of collision. That is, the radiated sound due to the discharge pressure from the supercharger 6 can be reduced.

  In addition, the distribution passage 32 opens at the center in the left-right direction on the lower surface of the outlet housing 31. The central opening 33 of the outlet housing 31 is formed to be the same as the recess provided in the housing body 61A (rectangular shape with the left-right direction as the short direction and the front-rear direction as the longitudinal direction), and has a flat joint surface around it. doing. The joining surface of the housing main body 61A is joined to this joining surface, and the supercharger 6 is attached to the outlet housing 31 with six bolts. Thereby, the supercharger 6 is suspended from the center of the outlet housing 31 in the left-right direction.

  In addition, the distribution passage 32 opens on both sides in the left-right direction on the lower surface of the outlet housing 31. The left and right openings 34A and 34B of the outlet housing 31 are formed in a rectangular shape smaller than the central opening 33, and a flange having a flat joint surface is provided around the openings 34A and 34B.

  The distribution passage 32 has a ridge 32A1 that protrudes downward on the ceiling surface that is the center in the left-right direction. The ridge 32A1 is provided along the front-rear direction and divides the distribution passage 32 into two on the left and right. Therefore, the air introduced from the central opening 33 is distributed to the right passage and the left passage at the ridge 32A1, the air distributed to the right is discharged from the right opening 34A, and the air distributed to the left is the left opening 34B. It is discharged from. Thereby, the distribution property of the air (intake) discharged from the supercharger 6 to the left and right banks 12A and 12B is improved, and the intake air is evenly supplied to the left and right banks 12A and 12B.

  The distribution passage 32 opens in the center in the left-right direction on the rear surface of the outlet housing 31. As shown in FIG. 8, the rear surface opening of the outlet housing 31 is an opening communicating with a bypass passage 691 described later, is formed in a circular shape, and has a flat joint surface around it. The bypass housing 69 is joined to the joining surface, and the bypass housing 69 is attached to the outlet housing 31 with two bolts.

  The bypass housing 69 has a bypass passage 691 that bypasses the air discharged from the supercharger 6 to the inlet housing 61B. The bypass passage 691 is open to the front surface and the lower surface of the bypass housing 69. The front opening of the bypass housing 69 is formed substantially the same as the rear opening of the outlet housing 31 and communicates with the rear opening of the outlet housing 31 as described above.

  A bypass valve 66 is provided on the lower surface of the bypass housing 69. The lower surface of the bypass valve 66 is connected to the inlet housing 61 </ b> B, and the bypass passage 691 and the intake passage communicate with each other via the bypass valve 66. Thereby, a part of the air (intake) discharged from the supercharger 6 to the outlet housing 31 is returned to the intake passage via the bypass passage 691, and the discharge air pressure (discharge intake pressure) is adjusted. The return air pressure (return intake pressure) is adjusted by the bypass valve 66.

  As shown in FIG. 7, the left and right intercoolers 5A and 5B cool the air discharged from the supercharger 6 and distributed to the left and right, respectively, on both the left and right sides of the supercharger 6, and Provided separately for each of the left and right banks 12A, 12B above the left and right rocker covers 29.

  The left and right intercoolers 5A and 5B have the same structure on the left and right, and include a case 51, an intercooler core 52 accommodated in the case 51, and a plurality of collars 55 arranged around the case 51. Configured.

  The case 51 accommodates the intercooler core 52 and is formed of a synthetic resin such as FRP or prepreg, or a light metal such as aluminum. Thereby, the case 51 can be reduced in weight, and further, the case 51 can be easily manufactured by integrally molding with a synthetic resin or casting with a light metal.

  The case 51 has a rectangular parallelepiped shape in plan view with the lateral direction as the short direction and the longitudinal direction as the longitudinal direction, and an intake passage through which air supplied from the outlet housing 31 to the intake manifolds 4A and 4B passes. Have. The intake passage opens to the upper surface and the lower surface of the case 51.

  The upper surface opening of the case 51 is formed to be the same as the left and right openings 34A and 34B of the outlet housing 31 (rectangular shape with the left-right direction as the short direction and the front-rear direction as the longitudinal direction), and a flat joint surface around it. Have. And the joint surface of the flange provided in the outlet housing 31 is joined to this joint surface. In addition, the lower surface opening of the case 51 is formed to be the same as the upper surface opening (rectangular shape having the lateral direction as a short direction and the front-rear direction as a longitudinal direction), and a flange having a flat joint surface is provided around the opening. .

  The intercooler core 52 is for cooling the air flowing through the intake passage, and is provided so that a pipe through which cooling water supplied from the outside of the case 51 and discharged to the outside of the case 51 passes is passed. ing. An inlet side 54A (see FIG. 1) of the pipe is disposed on the upper side on the front surface of the case 51, and an outlet side 54B (see FIG. 1) is disposed on the lower side on the front surface of the case 51. Thereby, the bubbles contained in the cooling water are discharged upward.

  The plurality of collars 55 are for transmitting a load from the outlet housing 31 to the intake manifolds 4A and 4B to protect the case 51. The plurality of collars 55 according to the present embodiment are configured by six, The flanges 51 and the outlet housing 31 are disposed at substantially the same interval.

  Each of the six collars 55 is a cylindrical tube body through which a bolt is inserted, and has disk-shaped flanges on both sides thereof. The height of the collar 55 is set to be the same as the height from the upper surface of the flange of the case 51 to the lower surface of the outlet housing 31 or higher by a gasket (not shown).

  Each of the six bolts passes through the flange of the outlet housing 31, the collar 55, and the flange of the case 51, and is screwed into a female screw provided on a flange (described later) of the intake manifolds 4 </ b> A and 4 </ b> B. The intercoolers 5A and 5B and the intake manifolds 4A and 4B are integrated. Thereby, a load is transmitted from the outlet housing 31 to the intake manifolds 4A and 4B, and the case 51 is protected.

  The left and right intake manifolds 4A and 4B are for distributing air (intake air) to a plurality of cylinders (three cylinders 14A and 14B) provided in the left and right banks 12A and 12B. Light metals such as aluminum Or it is formed with synthetic resins, such as FRP and a prepreg. Accordingly, the left and right intake manifolds 4A and 4B can be reduced in weight, and the left and right intake manifolds 4A and 4B can be easily manufactured by casting with light metal or integrally forming with synthetic resin. .

  The left and right intake manifolds 4A and 4B according to the present embodiment further support the supercharger 6, the outlet housing 31, and the left and right intercoolers 5A and 5B. 4B is integrally formed, and provided between the lower surfaces of the intercoolers 5A and 5B and the joint surfaces of the cylinder heads 2A and 2B, respectively.

By the way, as described above, the engine body 10 according to the present embodiment employs an offset crank structure, and the height of the right bank 12A (left bank in FIG. 2) is the left bank 12B (right side in FIG. 2). The height of the intake port 27 is the same as that of the right bank 12A and that of the left bank 12B.
Therefore, also in the left and right intake manifolds 4A and 4B according to the present embodiment, the mounting height (inlet opening of the intake port 27) is the same in height difference (H2−H2) in the right bank 12A and the left bank 12B. ) Has occurred.

  Accordingly, in each of the left and right intake manifolds 4A and 4B according to the present embodiment, the right side bank 12A (the left side bank in FIG. 7) side intake manifold 4A (hereinafter referred to as “the right side intake manifold 4A”) is the left side bank. 12B (the right bank in FIG. 7) side intake manifold 4B (hereinafter referred to as “left intake manifold 4B”) is set shorter, and the outlet charger 31 and the supercharger 6 suspended from the outlet housing 31 take a horizontal posture. . As a result, the support rigidity of the right intake manifold 4A is higher than the support rigidity of the left intake manifold 4B.

  Further, since the input rotation shaft 62 (see FIG. 2) is disposed on the right bank 12A side, the side having the higher support rigidity (right intake manifold 4A side) and the front side of the engine body 10 (right bank). 12A), the vibration of the supercharger 6 can be suppressed.

  The left and right intake manifolds 4A and 4B are curved along the outer shape of the rocker cover 29 from the left and right intercoolers 5A and 5B toward the left and right banks 12A and 12B. The left and right intercoolers 5A and 5B are supported. Each of the left and right intake manifolds 4A and 4B has a surge part facing the joint surface of the intercoolers 5A and 5B, and branches from the surge part to each intake port provided in each of the left and right cylinder heads 2B. It has a branch passage.

  The surge part opens in the joint surface of the intercoolers 5A and 5B, and each branch passage opens in each joint surface joined to each intake port 27. The surge opening of each of the left and right intake manifolds 4A and 4B is formed to be the same as the lower opening of the case 51 (rectangular shape with the left-right direction as the short direction and the front-rear direction as the longitudinal direction), and a flat joint surface around it A flange is provided.

  And the joint surface of the flange provided in intercooler 5A, 5B is joined to this joint surface, and as above-mentioned, each of the six bolts has the flange of the outlet housing 31, the collar 55, and the flange of the case 51. The outlet housing 31, the intercoolers 5A and 5B, and the intake manifolds 4A and 4B are integrated with each other by screwing into female threads provided on the flanges of the intake manifolds 4A and 4B.

  Each intake port joint surface opening of each of the left and right intake manifolds 4A and 4B is formed to be the same as the upstream port opening of the cylinder heads 2A and 2B (long oval shape in the front-rear direction), and has a flat joint surface around it. A flange is provided. And this joining surface is joined to the joining surface provided in the cylinder heads 2A and 2B, and each of the four bolts penetrates the flanges of the intake manifolds 4A and 4B for each of the left and right banks 12A and 12B. The left and right intake manifolds 4A and 4B, in which the outlet housing 31 and the intercoolers 5A and 5B are integrated, are screwed into female threads provided on the flanges 275 of 2A and 2B, and are attached to the cylinder heads 2A and 2B. .

  Each of the left and right intake manifolds 4A and 4B has a connecting wall between adjacent branch passages. The connecting wall connects adjacent branch passages to each other, closes the adjacent branch passages, and forms a tunnel-like space between the left and right banks 12A and 12B. Further, reinforcing ribs are formed on the wall surface of the connecting wall. As a result, the inside of each of the left and right intake manifolds 4A and 4B is protected by the connecting wall of each of the left and right intake manifolds 4A and 4B, and the piping (high pressure) of the fuel injection devices 8 and 9 disposed inside the intake manifolds 4A and 4B. The safety of delivery pipes 82A, 82B, low pressure delivery pipes 92A, 92B, etc.) and parts (direct injector 81, port injector 91, etc.) is ensured. Further, since the connecting wall forms a tunnel-like space between the left and right banks 12A, 12B, both side walls of the connecting wall also have a function of guiding the air flowing through the tunnel-like space. The cooling effect of the piping and parts of the fuel injection devices 8 and 9 disposed inside the intake manifolds 4A and 4B can be expected.

  Each of the left and right intake manifolds 4A, 4B has a left and right connecting portion at the lower end. The left and right connecting portions are connected so as to bridge the lower ends of the left and right intake manifolds 4A and 4B. The left and right connecting portions may be provided at a plurality of locations on both sides in the front-rear direction or at intervals in the front-rear direction, and may be provided on the front surface so as to constitute a bottom wall. Thereby, the rigidity of each of the left and right intake manifolds 4A and 4B can be further increased.

  As described above, in the intake system 3 according to the present embodiment, the supercharger 6 includes the outlet housing 31, the left and right intercoolers 5A and 5B, and the left and right intake manifolds 4A, when viewed from the front in the direction of the crankshaft 15. It is arranged inside the closed cross-sectional structure surrounded by 4B. Thereby, since the rigidity of the suspension support structure of the supercharger 6 is further improved, stable support is possible.

  Also, since the outlet housing 31, the left and right intercoolers 5A and 5B, and the left and right intake manifolds 4A and 4B can be assembled separately by bolts, fuel is injected inside the left and right banks. Even if it is the structure which accommodates the piping and components of the apparatus 8 and 9, it can be assembled easily.

  Also, since the outlet housing 31, the left and right intercoolers 5A and 5B, and the left and right intake manifolds 4A and 4B have separate structures, the right bank (high bank) 12A side and the left bank (low bank) 12B The difference in height between the left and right intake manifolds 4A and 4B can be easily dealt with by changing the left and right intercoolers 5A and 5B. Can be shared.

  Further, since the outlet housing 31 and the case 51 of each of the left and right intercoolers 5A and 5B are formed of rigid resin or light metal, the weight can be reduced, and the weight load on the left and right intake manifolds 4A and 4B is reduced. . This improves the durability of the left and right intake manifolds 4A and 4B. Further, the weight of the intake system 3 is reduced, so that the center of gravity of the V-type engine 1 is lowered, which contributes to the improvement of the vehicle performance (prevention of understeer).

  A sound absorbing material may be disposed between the components constituting the closed cross-sectional structure (the outlet housing 31, the left and right intercoolers 5A and 5B, and the left and right intake manifolds 4A and 4B) and the supercharger 6. . In this way, the radiated sound from the supercharger 6 is reduced, and the load caused by the attack of the supercharger 6 on the fuel system parts at the time of collision can be reduced.

  In the intake system described above, the supercharger 6 is described as being suspended from the outlet housing 31 having a flat rectangular parallelepiped shape extending in the left and right bank directions. However, the suspension system is not necessarily suspended. For example, the left and right intercoolers 5A and 5B may be mounted and fixed.

[Fuel supply system]
FIG. 9 is a front view showing the in-cylinder injection device and the port injection device shown in FIG. 1, and FIG. 10 is a plan view showing a state where the electrical connector is attached to the connector attachment portion shown in FIG. 11 is a front view showing the direct injector and the port injector shown in FIG. FIG. 12 is a plan view showing the direct injector and the port injector shown in FIG.
The fuel supply system according to this embodiment injects fuel into an in-cylinder injection system that directly injects fuel into the combustion chamber 21 provided for each of the cylinders 14A and 14B and an intake port 27 provided for each of the combustion chambers 21. Two fuel injection devices 8 and 9 of the port injection system are provided.

  As shown in FIG. 9, in-cylinder injection system fuel injection device 8 (hereinafter referred to as “in-cylinder injection device 8”) includes a direct injector 81 provided for each cylinder 14A, 14B in each of the left and right banks 12A, 12B. And high pressure delivery pipes 82A and 82B provided in common to the plurality of direct injectors 81 in the left and right banks 12A and 12B, and a high pressure fuel pump (not shown) for supplying fuel to the high pressure delivery pipes 82A and 82B , And is configured.

  The direct injector 81 is for directly injecting fuel into the combustion chamber 21 provided for each of the cylinders 14A and 14B. As shown in FIG. 3, the direct injector 81 absorbs the fuel at a position outside the intake port 27 in the cylinder radial direction. Arranged along the exhaust direction. Specifically, in the lower region of the downstream port 272 where the intake port 27 branches in two, the direct injector 81 is disposed so that the central axis is located on a plane passing through the axis L3 (L4) of the cylinder 14A (14B). Is done. Thus, the direct injectors 81 are arranged orthogonal to the arrangement direction of the cylinders 14A (14B), and are arranged so as to be staggered in plan view inside the left and right banks 12A, 12B.

  As shown in FIG. 11, the direct injector 81 includes a small-diameter nozzle part 81a, a body part 81b having a diameter larger than that of the nozzle part 81a, and a delivery pipe having a diameter larger than that of the nozzle part 81a and smaller than that of the body part 81b. Part (not shown) and a connector mounting part 81d (first connector mounting part) provided in a radially outward direction of the body part 81b. An injection hole (not shown) for injecting the fuel supplied from the high-pressure fuel pump so as to spread in a conical shape is provided at the tip of the nozzle portion 81a. The body portion 81b accommodates a control device (not shown) for controlling the fuel injection amount and injection timing, and the high pressure delivery pipes 82A and 82B are connected to the delivery pipe connecting portion, and the high pressure fuel pump is connected to the high pressure delivery pipe. Fuel is supplied through 82A and 82B.

  An electrical connector 83 (first electrical connector) is attached to the connector attachment portion 81d. In the connector mounting portion 81d, the mounting direction of the electrical connector 83 is the radial direction of the direct injector 81 (body portion 81b), the electrical connector 83 is mounted on the connector mounting portion 81d from the outside in the radial direction, and the radial direction from the connector mounting portion 81d. The electrical connector 83 is attached to and detached from the outside.

  As shown in FIG. 10, the direct injectors 81 are arranged such that the connector mounting portions 81d are alternately diagonally parallel in plan view between the left and right banks 12A and 12B. As a result, in the right bank 12A (the left bank in FIG. 10), the connector mounting portion 81d faces obliquely rearward and is offset backward with respect to the right bank 12A (the right bank in FIG. 10). The connector mounting portion 81d faces obliquely forward. The central axis of the direct injector 81 is inclined so that the space between the left and right banks 12A and 12B is obliquely upward, and the fuel (injection axis S) injected from the direct injector 81 is directed into the cylinder. It is attached as follows.

  As shown in FIG. 11, the high pressure delivery pipes 82A and 82B are for supplying fuel to the direct injector 81. As described above, the direct injector 81 is orthogonal to the arrangement direction of the cylinders 14A (14B). Therefore, the high-pressure delivery pipe 82A (82B) is arranged along the arrangement direction of the cylinders 14A (14B). Thereby, the high-pressure delivery pipes 82A and 82B are arranged inside the left and right banks 12A and 12B, and the delivery pipe connecting portion of the direct injector 81 is connected (see FIG. 9).

  The fuel supplied to the high pressure delivery pipes 82A and 82B is supplied to the direct injector 81 from the high pressure delivery pipes 82A and 82B. Then, the control device accommodated in the body 81b is controlled by an electrical signal supplied from the electrical connector 83 attached to the connector attachment part 81d, and an arbitrary fuel injection amount is supplied to the nozzle part 81a at an arbitrary injection timing. The Thereby, the fuel supplied to the nozzle part 81a is injected so that it may spread conically in a cylinder (cylinder 14A, 14B) from a nozzle hole.

  Also, as shown in FIG. 12, the high pressure delivery pipes 82A and 82B provided in the left and right banks 12A and 12B serve as inlets at the rear end side, and the high pressure delivery pipes 82A (hereinafter referred to as “below”) provided in the right bank 12A. The rear end portion 82A1 (referred to as “high pressure delivery pipe 82A on the right side”) is connected to the high pressure fuel pump by the fuel pipe 84a, and the high pressure delivery pipe 82B provided on the rear end portion 82A1 on the right side high pressure delivery pipe 82A and the bank 12B on the left side. A rear end portion 82B1 (hereinafter referred to as “left high pressure delivery pipe 82B”) is connected by a fuel pipe 84b. As a result, the fuel supplied from the high-pressure fuel pump to the right-side high-pressure delivery pipe 82A is distributed to the left-side high-pressure delivery pipe 82B. The fuel supplied to the right high pressure delivery pipe 82A is supplied to the direct injector 81 provided in the right bank 12A, and the fuel supplied to the left high pressure delivery pipe 82B is provided in the left bank 12B. Supplied to the direct injector 81.

By the way, as described above, the engine body 10 according to the present embodiment employs an offset crank structure, and as shown in FIG. 9, the bank 12A on the right side (the bank on the left side in FIG. 9) has a left bank. 12B (the right bank in FIG. 9) is arranged at a position higher than that of the right bank 12B, and there is a difference in height between the right bank 12A and the left bank 12B. Has occurred.
Therefore, also in the direct injector 81 according to the present embodiment, the same height difference occurs in the mounting height in the right bank 12A and the left bank 12B, and the same height difference also occurs in the connector mounting portion 81d. Yes.
Similarly, in the high-pressure delivery pipes 82A and 82B according to the present embodiment, the same height difference is generated in the mounting height between the right bank 12A and the left bank 12B.

  As shown in FIG. 9, the fuel injection device 9 of the port injection system (hereinafter referred to as “port injection device 9”) is provided in the intake port 27 provided for each combustion chamber 21 in each of the left and right banks 12A and 12B. Port injector 91, low-pressure delivery pipes 92A and 92B provided in common to the plurality of port injectors 91 in the left and right banks 12A and 12B, and a low-pressure fuel pump for supplying fuel to the low-pressure delivery pipes 92A and 92B ( (Not shown).

  The port injector 91 is for injecting fuel into an intake port 27 provided for each combustion chamber 21. As shown in FIG. 5, the port injector 91 is located on the same side as the direct injector 81 with respect to the intake port 27. It is arranged along the intake / exhaust direction. Specifically, at the position where the intake port 27 protrudes most inside the bank of the cylinder block 11, the center axis of the port injector 91 is disposed on a plane passing through the axis L3 (L4) of the cylinder 14A (14B). The Therefore, the central axis of the port injector 91 is arranged in the same plane as the central axis of the direct injector 81, and the port injector 91 is arranged orthogonal to the arrangement direction of the cylinders 14A (14B). Thereby, the port injectors 91 are arranged so as to be staggered in plan view inside the left and right banks 12A and 12B. The fuel (injection axis T) injected from the port injector 91 is distributed to the downstream port 272 branched into two on the downstream side of the intake port 27, and the axis L3 (L4) of the cylinder 14A (14B) and the direct Evenly distributed to both sides of a plane passing through the central axis of the injector 81.

  As shown in FIG. 5, the injection axis T indicating the injection direction of the port injector 91 is directed in the direction in which the fuel injected from the port injector passes through the lower region of the arc-shaped portion 276. Therefore, the angle formed by the injection axis T indicating the injection direction of the port injector 91 with respect to the lower surface of the cylinder head 2A (2B) is such that a straight line passing through the injection position of the port injector 91 and contacting the lowermost surface of the arc-shaped portion 276 is It is larger than the angle formed with respect to the lower surface of (2B).

  Further, the injection axis S of the port injector 91 and the injection axis T of the direct injector 81 intersect in parallel or in front of the fuel injection direction (see FIG. 3). In this case, the angle formed by the injection axis S of the port injector 91 with respect to the lower surface of the cylinder head 2A (2B) is greater than the angle formed by the injection axis T of the direct injector 81 with respect to the lower surface of the cylinder head 2A (2B). . Thereby, the fuel injected from the direct injector 81 is diffused against the tumble flow generated in the cylinder 14A (14B).

  As shown in FIG. 11, the port injector 91 includes a small-diameter nozzle portion 91a, a body portion 91b having a diameter larger than that of the nozzle portion 91a, and a delivery pipe connecting portion (not shown) having substantially the same diameter as the body portion 91b. And a connector mounting portion 91d (second connector mounting portion) provided in the radially outward direction of the body portion 91b. An injection hole (not shown) that injects the fuel supplied from the low-pressure fuel pump so as to spread conically toward the two downstream ports is provided at the tip of the nozzle portion 91a. The body portion 91b accommodates a control device (not shown) for controlling the fuel injection amount and the injection timing, and the low pressure delivery pipes 92A and 92B are connected to the delivery pipe connecting portion. Fuel is supplied through 92A and 92B.

  An electrical connector 93 (second electrical connector) is attached to the connector attachment portion 91d. In the connector mounting portion 91d, the mounting direction of the electrical connector 93 is an obliquely upward direction of the port injector 91 (body 91b). The electrical connector 93 is attached and detached in the direction.

  In the port injector 91, the connector mounting portion 91d is arranged toward the outside of the bank. Specifically, the nozzle portion 81a of the port injector 91 is disposed so as to protrude toward the intake port 27 (cylinder head 2A) from the joint surface between the cylinder head 2A and the intake manifolds 4A and 4B. The tip of the nozzle portion 91a of the port injector 91 is located in the intake port 27, and the central axis of the port injector 91 is inclined so as to obliquely upward in the space between the left and right banks 12A and 12B. The fuel (injection axis T) injected from 91 is attached so as to be directed toward the umbrella center of the intake valve 25.

  As shown in FIGS. 11 and 12, the low pressure delivery pipes 92A and 92B are for supplying fuel to the port injector 91, and are provided inside the left and right banks 12A and 12B, as shown in FIG. The high-pressure delivery pipes 82A and 82B are arranged so as to overlap each other. And the delivery pipe connection part of the port injector 91 is connected with these low pressure delivery pipes 92A and 92B. Thus, the fuel supplied from the low pressure fuel pump to the low pressure delivery pipes 92A and 92B is supplied from the low pressure delivery pipe 92A to the port injector 91. And the control apparatus accommodated in the trunk | drum 91b is controlled by the electrical signal supplied from the electrical connector 93 with which the connector mounting part 91d was mounted | worn, and arbitrary fuel injection amounts are supplied to the nozzle part 91a at arbitrary injection timings. The Thereby, the fuel supplied to the nozzle part 91a is injected so that it may spread conically toward two downstream ports from a nozzle hole.

  Further, as shown in FIG. 12, the low pressure delivery pipes 92A and 92B provided in the left and right banks 12A and 12B have a front end side as an inlet and the low pressure delivery pipe 92A (hereinafter, “ The front end portion 92A1 of the right-side low-pressure delivery pipe 92A is connected to a fuel pipe (branch pipe) 94b branched from the fuel pipe (main pipe) 94a, and the low-pressure delivery pipe 92B (hereinafter referred to as the following) is provided in the left bank 12B. The front end portion 94B1 of the “right-side low pressure delivery pipe 92B” is connected to a fuel pipe (main pipe) 94a. Thereby, the fuel discharged from the low pressure fuel pump is supplied to the right side low pressure delivery pipe 92A and the left side low pressure delivery pipe through the fuel pipes 94a and 94b. The fuel supplied to the right low pressure delivery pipe 92A is supplied to the port injector 91 provided in the right bank 12A, and the fuel supplied to the left low pressure delivery pipe 92B is provided in the left bank 12B. To the port injector 91.

By the way, as described above, the engine body 10 according to the present embodiment employs an offset crank structure, and the height of the right bank 12A (the left bank in FIG. 9) is the left bank 12B (the right bank in FIG. 9). The height of the intake port 27 is the same as that of the right bank 12A and that of the left bank 12B.
Therefore, also in the port injector 91 according to the present embodiment, the same height difference occurs in the mounting height in the right bank 12A and the left bank 12B, and the same height difference also occurs in the connector mounting portion 91d. Yes.
Similarly, in the low pressure delivery pipe 92A according to the present embodiment, the same height difference is generated in the mounting height between the right bank 12A and the left bank 12B.

  As described above, the V-type engine 1 according to the embodiment of the present invention has the valve seat 231 at the intake port 23 opened to the combustion chamber 21 and the central region of the intake port 27 on the upstream side of the valve seat 231. On the other hand, the injection axis T indicating the injection direction of the port injector 91 is directed in the direction in which the fuel passes from the port injector 91 through the lower region of the arc-shaped portion 276. And the port injector 91 can be arranged efficiently, and the fuel injected from the port injector 91 is well mixed with the air flowing through the intake port 27.

  In addition, since the direct injector 81 can be disposed in the lower region of the downstream port 272 branched into two, the direct injector 81 can be efficiently disposed.

  Further, the fuel injected from the direct injector 81 is diffused against the tumble flow generated in the cylinders 14A and 14B. Thereby, mixing of fuel and air is promoted in the cylinders 14A and 14B.

  Further, since the direct injector 81 and the port injector 91 are orthogonal to the arrangement direction of the cylinders 14A and 14B, high-pressure delivery pipes 82A and 82B for supplying fuel to the direct injector 81 can be piped in the arrangement direction of the cylinders 14A and 14B. In addition, low pressure delivery pipes 92A and 92B for supplying fuel to the port injector 91 can be piped in the arrangement direction of the cylinders 14A and 14B.

  Further, the intake manifolds 4A and 4B can be fixed to the cylinder heads 2A and 2B in a state where the port injector 91 is fixed to the intake manifolds 4A and 4B. Further, the port injector mounting seat can be made thinner than the case where the nozzle portion 91a of the port injector 91 is positioned on the intake manifolds 4A and 4B side of the joint surface 274.

  Further, the fuel injected from the port injector 91 (injection axis T) flows toward the center of the umbrella of the intake valve 25, and the fuel can be prevented from adhering to the inner wall surface of the intake port 27.

  Further, the direct injector 81 and the port injector 91 can be arranged in an integrated manner inside the cylinder block 11 bank.

  In addition, since the plurality of direct injectors 81 project radially outward from the body portion 81b and the connector mounting portions 81d to which the electrical connectors 83 are mounted are arranged so as to have different heights between the banks, The interference of the electrical connector 83 is avoided between the direct injector 81 of one bank 12A (12B) and the direct injector 81 of the other bank 12B (12A), and the electrical connector 83 is attached to the direct injector 81. can do.

  Further, the electrical connector 83 can be attached to the connector attachment portion 81d from the outside in the radial direction of the direct injector 81. In addition, the electrical connector 83 can be attached / detached to / from the outer side in the radial direction of the direct injector 81 from the connector mounting portion 81d.

  Further, since the direct injector 81 disposed in the left bank 12B is disposed at a position lower than the direct injector 81 disposed in the right bank 12A, the direct injector 81 is disposed in the right bank 12A in a limited space between the banks. Interference of the electric connector 83 is avoided between the arranged direct injector 81 and the direct injector 81 arranged in the left bank, and the electric connector 83 can be attached to the direct injector 81.

  Further, since the connector mounting portion 81d faces diagonally rearward in the right bank 12A and the connector mounting portion 81d faces diagonally forward in the left bank 12B lower than the right bank 12A, the direct injector disposed in the right bank 12A The electrical connector 83 is attached to the connector mounting portion 81d of the direct injector 81 disposed in the right bank 12A while avoiding interference of the electrical connector 83 between the direct injector 81 disposed in the left bank 12B and the direct injector 81 disposed in the left bank 12B. The electrical connector 83 can be mounted on the connector mounting portion 81d of the direct injector 81 disposed in the left bank 12B.

  Further, since the plurality of port injectors 91 project radially outward from the body portion 91b and the connector mounting portion 91d to which the electrical connector 93 is mounted is arranged toward the bank outer side, the one bank 12A (12B) Interference of the electrical connector 93 is avoided between the port injector 91 and the port injector 91 of the other bank 12B (12A), and the electrical connector 93 can be attached to the port injector.

  Further, the electrical connector 93 can be attached to the connector attachment portion 91d from the obliquely upward direction of the port injector 91. Further, the electrical connector 93 can be detached from the connector mounting portion 91d in an obliquely upward direction of the port injector 91.

  Further, since the low-pressure delivery pipes 92A and 92B overlap the high-pressure delivery pipes 82A and 82B in a plan view, the low-pressure delivery pipes 92A and 92B do not protrude outwardly from the high-pressure delivery pipes 82A and 82B. Thereby, the high-pressure delivery pipes 82A and 82B and the low-pressure delivery pipes 92A and 92B are arranged close to each other, and efficient piping work of the high-pressure delivery pipes 82A and 82B and the low-pressure delivery pipes 92A and 92B becomes possible.

  Further, the high-pressure delivery pipes 82A and 82B and the low-pressure delivery pipes 92A and 92B are collectively arranged inside the bank of the cylinder block 11. Thereby, efficient piping work of the high-pressure delivery pipes 82A and 82B and the low-pressure delivery pipes 92A and 92B becomes possible.

  In addition, the high pressure delivery pipes 82A and 82B and the low pressure delivery pipes 92A and 92B in the left and right banks 12A and 12B are alternately shifted in the vertical direction when viewed from the crankshaft 15 direction. Can be arranged.

  Further, in a plan view, the high bank (right bank 12A) and the low bank (left bank 12B) are shifted in the direction of the crankshaft 15, so the high pressure delivery pipe 82A in each of the left and right banks 12A, 12B. 82B and the low-pressure delivery pipes 92A, 92B are further shifted in the front-rear direction so as to be staggered, so that the arrangement between the V banks is facilitated.

  In addition, since the inlet side to the high pressure delivery pipes 82A and 82B and the inlet side to the low pressure delivery pipes 92A and 92B are positioned on the opposite sides in the arrangement direction of the cylinders 14A and 14B, the high pressure delivery pipes 82A and 82B On the fuel supply inlet side to the low-pressure delivery pipes 92A and 92B, it is possible to avoid complicated piping arrangement in order to avoid mutual interference.

  Further, the intake manifolds 4A and 4B can be fixed to the cylinder heads 2A and 2B in a state where the low pressure delivery pipes 92A and 92B are fixed to the intake manifolds 4A and 4B.

  Further, in the front view in the crankshaft direction, the direct injector 81, the port injector 91, and the fuel supply piping to these injectors are surrounded by the outlet housing 31, the supercharger 6, and the left and right banks 12A, 12B. Therefore, it is possible to expect a cooling effect by obtaining the safety at the time of a vehicle collision, and further the effect that the enclosed internal space guides the air flow caused by the vehicle running.

  As described above, the present invention avoids interference of the electrical connector between the direct injector of one bank and the direct injector of the other bank, and the electrical connector can be attached to the direct injector. A V-type engine with a narrow bank angle is suitable.

1 V-type engine 10 Engine body 11 Cylinder block 12A, 12B Bank 13 Crankcase 14A, 14B Cylinder (cylinder)
DESCRIPTION OF SYMBOLS 15 Crankshaft 16 Piston 162 Piston pin 17 Connecting rod 2A, 2B Cylinder head 21 Combustion chamber 22 Spark plug 23 Inlet 231 Valve seat (seat surface)
24 Exhaust port 241 Valve seat 25 Intake valve 26 Exhaust valve 27 Intake port 271 Upstream port 272 Downstream port 273 Upstream port opening 274 Joint surface 275 Flange (port injector mounting seat)
276 Arc portion 28 Exhaust port 281 Upstream port 29 Rocker cover 3 Intake system 31 Outlet housing 32 Distribution passage 32A Ceiling surface 32A1 Rid 33 Central opening 34A Opening (right opening)
34B opening (left opening)
4A, 4B Intake manifold 5A, 5B Intercooler 51 Case 52 Intercooler core 53 Collar 54A Inlet side (pipe)
54B Outlet side (pipe)
55 Color 6 Supercharger 61 Housing 61A Housing body 61A1 Upper front surface opening 61B Inlet housing 61C Bearing housing 62 Input rotating shaft 63A Drive rotor (rotor)
63B Followed rotor (rotor)
64 Throttle body 64A Suction port 66 Bypass valve 67 Pulley 68 Belt 69 Bypass housing 691 Bypass passage 7 Fuel supply system 8 In-cylinder injector 81 Direct injector 81a Nozzle part 81b Body part 81d Connector mounting part 82A, 82B High pressure delivery pipes 82A1, 82B1 Rear end portion 83 Electrical connector 84a, 84b Fuel piping 9 Port injector 91 Port injector 91a Nozzle portion 91b Body portion 91d Connector mounting portion 92A1, 94B1 Front end portion 92A, 92B Low pressure delivery pipe 93 Electrical connector 94a, 94b Fuel piping

Claims (6)

A V-shaped cylinder block in which a plurality of cylinders are alternately arranged on the left and right in a bank arranged in a V-shape;
A cylinder head having an intake port attached to each bank and extending from the combustion chamber to the inside of the bank obliquely above the cylinder axis for each cylinder;
A plurality of direct injectors that are arranged at positions outside the intake port in the cylinder radial direction for each cylinder, and directly inject fuel into the combustion chamber;
With
The plurality of direct injectors protrude radially outward from a body portion thereof, and the first connector mounting portion to which the first electrical connector is mounted is disposed so that the height is different between the banks. V-type engine.   2. The V-type engine according to claim 1, wherein in the first connector mounting portion, the mounting direction of the first electrical connector is a radial direction of the direct injector. The bank is offset in the same direction as the rotation direction of the crankshaft,
The direct injector arranged in the second bank lower than the first bank is arranged at a position lower than the direct injector arranged in the first bank. V-type engine.   The plurality of direct injectors, wherein in the first bank, the first connector mounting portion faces obliquely rearward, and in the second bank, the first connector mounting portion faces obliquely forward. Item 4. The V-type engine according to Item 3. A plurality of port injectors that are arranged on the same side as the direct injector with respect to the intake port for each cylinder, and inject fuel into the intake port,
The plurality of port injectors protrude radially outward from a body portion thereof, and a second mounting portion to which a second electrical connector is mounted is disposed toward the outside of the bank. V-type engine as described in any one of these.   6. The V-type engine according to claim 5, wherein the second connector mounting portion is configured such that the mounting direction of the second electrical connector is an obliquely upward direction of the port injector.

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