JP2019127896A - Engine with turbocharger - Google Patents

Abstract

To provide an engine with a turbocharger which can suppress the transmission of heat to an electromagnetic actuator of the turbocharger from an exhaust emission control device at any of the traveling and a stop of a vehicle.SOLUTION: A turbocharger 6 having a VGT actuator 64 while adjoining a side face part of an engine main body, and a DPF 53 are arranged in a sideway region 2a of the engine main body. The DPF 53 is arranged in a state of being displaced to a -Z side with respect to the VGT actuator 64 being a +Z side. The VGT actuator 64 and the DPF 53 are arranged with an interval G therebetween. Then, a turbine 62 is interposed between the VGT actuator 64 and the DPF 53, and a cover 101 having a front wall part 101d and a lower wall part 101c is also arranged between the VGT actuator and the DPF.SELECTED DRAWING: Figure 7

Description

  The present invention relates to a turbocharged engine, and more particularly to an engine provided with a turbocharger having an electromagnetic actuator capable of controlling a supercharging state.

  Some vehicles are equipped with a turbocharged engine in which a turbocharger is attached to an engine body. In the engine, by providing the turbocharger, the kinetic energy of the exhaust gas discharged from the engine body can be recovered, and high efficiency can be achieved.

  In recent years, an engine provided with a VG (Variable Geometry) turbocharger that controls the flow velocity of exhaust gas according to the engine load and the engine rotation speed may be adopted (Patent Documents 1 and 2). In an engine equipped with a VG turbocharger, since the supercharging state is controlled, a high supercharging effect can be obtained even if fluctuations in engine load and engine speed occur.

  The turbocharger disclosed in Patent Document 2 includes an electromagnetic actuator for controlling the flow rate of exhaust gas. In the turbocharger disclosed in Patent Document 2, the electromagnetic actuator is driven according to the engine load and the engine rotational speed, and the angle of the variable vane is controlled by driving the electromagnetic actuator.

JP, 2015-063944, A JP 2017-214866 A

  However, when a VG turbocharger having an electromagnetic actuator is employed, it is important to take measures against heat transmitted from the exhaust purification device. That is, since both the VG turbocharger and the exhaust gas purification device are disposed in the exhaust passage, depending on the layout, the electromagnetic actuator and the exhaust gas purification device may be disposed close to each other.

  As described above, when the electromagnetic actuator and the exhaust gas purification device are disposed close to each other, the exhaust gas purification device may have a high temperature during driving of the engine, and the heat may be transmitted to the electromagnetic actuator. Thus, when the heat from the exhaust gas purification device is transmitted to the electromagnetic actuator, there is a possibility that the malfunction of the electromagnetic actuator, the shortening of the life, and the like may be caused.

  It is important to suppress the influence of heat from the exhaust gas purification apparatus on the electromagnetic actuator not only when the vehicle is traveling but also when the vehicle is stopped. That is, at the time of the stop of the vehicle (including immediately after the drive stop of the engine, etc.), the exhaust gas purification device becomes high temperature, and there is concern that the electromagnetic actuator is affected by the heat.

  The present invention has been made to solve the above-described problems, and is capable of transferring heat from an exhaust purification device to an electromagnetic actuator of a turbocharger, both when the vehicle is running and when it is stopped. An object of the present invention is to provide a turbocharged engine that can be suppressed.

  The turbocharged engine according to an aspect of the present invention is a turbocharged engine mounted on a vehicle, and includes an engine body, and a side region in a vehicle width direction of the vehicle with respect to the engine body. A turbocharger having an electromagnetic actuator disposed adjacent to the engine body and controlling a supercharging state, and the side area, which is below the electromagnetic actuator in the vertical direction of the vehicle And an exhaust purification device disposed in a region shifted in the front-rear direction of the vehicle, and the exhaust purification device in the side region between the electromagnetic actuator and the exhaust purification device Insulating means are provided for suppressing the transfer of heat from the sensor to the electromagnetic actuator.

  In the turbocharged engine according to the above aspect, since the heat insulating means is provided between the electromagnetic actuator and the exhaust gas purification device in the side area, the vehicle is running and stopped at the side area. Transfer of heat from the exhaust gas purification device to the electromagnetic actuator is suppressed.

  Further, in the turbocharged engine according to the above aspect, the exhaust gas purification device is disposed in the region shifted in the front-rear direction with respect to the electromagnetic actuator, so the exhaust in the side region while the vehicle is stopped Even if the hot air rises upward from the purification device, the influence on the electromagnetic actuator is suppressed.

  Therefore, in the turbocharged engine according to the above aspect, it is possible to suppress the transfer of heat from the exhaust gas purification device to the electromagnetic actuator of the turbocharger even when the vehicle travels or stops.

  In the above, “transfer of heat in the side area” means that the transfer of heat from the exhaust gas purification apparatus to the electromagnetic actuator via the engine body is excluded.

  The engine with a turbocharger according to another aspect of the present invention is the above-mentioned aspect, wherein the turbocharger has a turbine driven by exhaust gas discharged from the engine body, and the side area is The turbine is interposed between the electromagnetic actuator and the exhaust purification device, and the heat insulating means includes the turbine.

  In the turbocharged engine according to the above aspect, in the side region, the layout is arranged so that the turbine of the turbocharger is interposed between the electromagnetic actuator and the exhaust emission control device, and the turbine is insulated. Therefore, the transfer of heat from the exhaust purification device to the electromagnetic actuator in the side region can be more effectively suppressed.

  In the turbocharged engine according to another aspect of the present invention, in the above aspect, a cover having heat insulation is interposed between the electromagnetic actuator and the exhaust gas purification apparatus in the side area. And the heat insulating means includes the cover.

  In the turbocharged engine according to the above aspect, since the cover as one element of the heat insulating means is interposed between the electromagnetic actuator and the exhaust gas purification device in the side area, the cover in the side area is The transfer of heat from the exhaust purification device to the electromagnetic actuator can be more effectively suppressed.

  The engine with a turbocharger according to another aspect of the present invention is the above aspect, wherein the electromagnetic actuator is disposed on the rear side in the front-rear direction with respect to the exhaust gas purification device, and the cover is It has a first heat insulation wall provided between the electromagnetic actuator and the exhaust gas purification device in the front-rear direction.

  In the turbocharged engine according to the above aspect, since the first heat insulating wall of the cover is provided between the electromagnetic actuator and the exhaust gas purification device in the front-rear direction of the vehicle, the side is not Heat transfer from the exhaust purification device to the electromagnetic actuator in the region is suppressed. Therefore, in the turbocharged engine according to the above aspect, the transfer of heat from the exhaust purification device to the electromagnetic actuator is more effectively suppressed.

  The turbocharged engine according to another aspect of the present invention is the above aspect, wherein the cover has a second heat insulating wall provided on the lower side in the vertical direction with respect to the electromagnetic actuator.

  In the turbocharged engine according to the above aspect, the second heat insulation wall of the cover is provided on the lower side of the electromagnetic actuator, and the second heat insulation wall causes the electromagnetic actuator to receive the electromagnetic actuator Heat transfer can be suppressed. Therefore, in the turbocharged engine according to the above aspect, the transfer of heat from the exhaust purification device to the electromagnetic actuator is more effectively suppressed.

  In the turbocharged engine according to another aspect of the present invention, in the above aspect, the first heat insulation wall and the second heat insulation wall are integrally formed.

  In the turbocharged engine according to the above aspect, since the first heat insulating wall and the second heat insulating wall are integrally formed, it is possible to reduce the number of parts and to reduce the labor related to assembly. In addition, the manufacturing cost can be reduced from the viewpoint of component management.

  The engine with a turbocharger according to another aspect of the present invention is the above aspect, wherein the second exhaust gas purification device is disposed on the upper side in the vertical direction with respect to the exhaust gas purification device in the side area. The second exhaust gas purification device is disposed on the front side in the front-rear direction with a space from the electromagnetic actuator, and the upper surface on the upper side in the up-down direction extends from the front side to the rear side. It is inclined so that the height gradually becomes higher.

  In the turbocharged engine according to the above aspect, the second exhaust purification device is inclined so that the upper surface of the second exhaust purification device becomes gradually higher from all sides toward the rear side. Even if the air heated by the heat from the apparatus flows backward along the upper surface, the transfer of heat to the electromagnetic actuator can be suppressed.

  The turbocharged engine according to another aspect of the present invention is the above-described aspect, wherein the virtual line in contact with the upper surface of the second exhaust purification device extends when the virtual line extends rearward in the front-rear direction. The line passes above the electromagnetic actuator in the vertical direction.

  In the turbocharged engine according to the above aspect, since the virtual line is arranged so as to pass above the electromagnetic actuator, the heat of the second exhaust gas purification device is transmitted to the electromagnetic actuator in the side area. Can be suppressed more reliably.

  The turbocharged engine according to another aspect of the present invention is the above aspect, wherein the exhaust purification device is a particulate filter, and the second exhaust purification device includes an oxidation catalyst.

  In the turbocharged engine according to the above aspect, even when the exhaust purification device is a particulate filter and the second exhaust purification device is a device including an oxidation catalyst, the exhaust purification device and the second exhaust as described above. Heat transfer from the purification device to the electromagnetic actuator can be effectively suppressed.

  The turbocharged engine according to another aspect of the present invention is the above aspect, wherein the electromagnetic actuator is a VGT actuator for controlling the flow velocity of the exhaust gas introduced from the engine body.

  In the turbocharged engine according to the above aspect, a VGT (Variable Geometry Turbocharger) actuator is adopted as a specific example of the electromagnetic actuator, but also in this case, the heat from the exhaust gas purification device is transmitted to the VGT actuator in the side area. Since transmission can be suppressed, it is possible to suppress malfunctions and malfunctions of the VGT actuator, and further shortening of the service life.

  The turbocharged engine according to another aspect of the present invention is the above aspect, wherein the engine body has a plurality of cylinders, and the plurality of cylinders are arranged in the front-rear direction with respect to the vehicle. As it is mounted vertically.

  In the turbocharged engine according to the above aspect, the engine main body is vertically disposed, and in the side region of the engine main body, the traveling wind is applied to the electromagnetic actuator or the like disposed adjacent to the engine main body. Will pass. Also in this case, as described above, the transfer of heat to the electromagnetic actuator by the passing wind is effectively suppressed.

  In the turbocharged engine according to each aspect described above, the electromagnetic actuator may be disposed with a gap in the exhaust gas purification apparatus in the side area. In the aspect adopting such a layout, the gap between the electromagnetic actuator and the exhaust gas purification device suppresses the transfer of heat from the exhaust gas purification device to the electromagnetic actuator in the side area.

  In the turbocharged engine according to each aspect described above, it is possible to suppress the transfer of heat from the exhaust gas purification device to the electromagnetic actuator of the turbocharger even when the vehicle travels or stops.

It is a mimetic diagram showing a schematic structure of an engine in a vehicle concerning an embodiment. It is the model side view which looked at the engine from the side. It is the model front view which looked at the engine from the front. It is a model side view which shows the attachment form of the cover with respect to a VGT actuator from a side. It is a model bottom view which shows the attachment form of the cover with respect to a VGT actuator from the downward direction. It is a model front view which shows the attachment form of the cover with respect to a VGT actuator from the front. It is a schematic diagram which shows the movement of the heat at the time of vehicle travel. It is a schematic diagram which shows the movement of heat at the time of a vehicle stop.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. The form described below is an aspect of the present invention, and the present invention is not limited to the following form except for the essential configuration.

  Although detailed illustration of the vehicle is omitted in the drawings used in the following, the + X side is the front side in the longitudinal direction of the vehicle, the -X side is the rear side, and the + Y side is the left side in the vehicle width direction of the vehicle The -Y side is the right side, the + Z side is the upper side in the vertical direction of the vehicle, and the -Z side is the lower side.

[Embodiment]
1. Schematic Configuration of Turbocharged Engine 2 The schematic configuration of a turbocharged engine (hereinafter simply referred to as “engine”) 2 will be described with reference to FIG.

  As shown in FIG. 1, a vehicle 1 according to the present embodiment includes an engine 2 mounted on the vehicle 1 and an ECU (Engine Control Unit) 10 that executes drive control of the engine 2.

  The engine 2 includes an engine body 3, an intake system 4, an exhaust system 5, and a turbocharger 6. In the present embodiment, a multi-cylinder diesel engine having six cylinders 3 a to 3 f is adopted as an example of the engine body 3, and the engine body 3 is mounted vertically on the vehicle 1. That is, the arrangement direction of the cylinders 3 a to 3 f is along the front-rear direction of the vehicle 1.

  The intake system 4 has an intake passage 41 connected to an intake port (not shown) of the engine body 3. An air cleaner 42 is provided at the upstream end of the intake passage 41, and fresh air is taken into the intake passage 41 through the air cleaner 42.

  In the intake passage 41, a compressor 61, a throttle valve 43, an intercooler 44, and a surge tank 45 of the turbocharger 6 are inserted. The air flowing through the intake passage 41 is supercharged by the compressor 61 of the turbocharger 6 and is sent to the intercooler 44 through the throttle valve 43. In the intercooler 44, the air whose temperature has increased due to the compression by the compressor 61 is cooled.

  Note that the throttle valve 43 is controlled to open and close so that the throttle valve 43 is basically fully opened or close to this state during operation of the engine 2. The valve is closed only when necessary, such as when the engine 2 is stopped.

  The surge tank 45 is provided immediately before the connection portion with the intake port (not shown) of the engine body 3 and is provided for leveling the amount of air flowing into each of the cylinders 3a to 3f. .

  The exhaust system 5 has an exhaust passage 51 whose one end is connected to a portion where the turbine 62 of the turbocharger 6 is provided. In the exhaust passage 51, a DOC (diesel oxidation catalyst) 52, a DPF (diesel particulate filter) 53, an exhaust shutter valve 54, and a silencer 55 are interposed.

  The DOC 52 detoxifies CO and HC in the exhaust gas discharged from the engine body 3 by oxidizing it, and the DPF 53 collects particulates (particulates) such as soot contained in the exhaust gas. It is a thing. The exhaust shutter valve 54 is provided between the DPF 53 and the silencer 55 in the flow direction of the exhaust gas, and is a valve that controls the flow rate of the exhaust gas exhausted to the outside through the silencer 55.

  In the present embodiment, the DPF 53 corresponds to the “exhaust purification device” in the above aspect, and the DOC 52 corresponds to the “second exhaust purification device” in the above aspect.

  The turbocharger 6 employed in the present embodiment is a VG (Variable Geometry) turbocharger, and includes a plurality of variable vanes capable of changing the angle (not shown), and the exhaust gas flowing into the turbine 62 The supercharger can control the supercharging state by adjusting the flow rate.

  In addition to the compressor 61 and the turbine 62, the turbocharger 6 has a casing passage portion 63 and a VGT (Variable Geometry Turbocharger) actuator (electromagnetic actuator) 64. The casing passage portion 63 is connected to the exhaust port ports of the cylinders 3 a to 3 c and the exhaust port ports of the cylinders 3 d to 3 f, and the pipes are gathered and connected to the turbine 62.

  The VGT actuator 64 is an actuator for controlling the supercharging state by controlling the angles of a plurality of variable vanes based on a control signal output from the ECU 10.

  The engine 2 further includes an HP-EGR (High Pressure-Exhaust Gas Recirculation) device 7, an LP-EGR (Low Pressure-Exhaust Gas Recirculation) device 8, and a blow-by gas device 9. The HP-EGR device 7 has an HP-EGR passage (EGR passage) 71. The HP-EGR passage 71 is provided to connect the cylinder head of the engine body 3 to the intake passage 41. The connection portion of the HP-EGR passage 71 in the intake passage 41 is a portion between the portion where the intercooler 44 is inserted and the surge tank 45. An EGR valve 72 is inserted in the HP-EGR passage 71. The EGR valve 72 is a valve for adjusting the amount of exhaust gas returned to the intake passage 41.

  The LP-EGR device 8 has an LP-EGR passage 81. The LP-EGR passage 81 is provided to connect the exhaust passage 51 and the intake passage 41. The connection point of the LP-EGR passage 81 in the exhaust passage 51 is a point between the point where the DPF 53 is inserted and the point where the exhaust shutter valve 54 is inserted. The connection point of the LP-EGR passage 81 in the intake passage 41 is a point between the point where the air cleaner 42 is inserted and the point where the compressor 61 of the turbocharger 6 is inserted.

  An EGR cooler 82 and an EGR valve 83 are interposed in the LP-EGR passage 81. The EGR valve 83 is a valve for adjusting the amount of exhaust gas to be recirculated to the intake passage 41, similarly to the EGR valve 72 in the HP-EGR device 7. The EGR cooler 82 is provided to cool the exhaust gas returned to the intake passage 41.

  The blowby gas apparatus 9 has a blowby gas passage 91. The blowby gas passage 91 is provided to connect the inside of the head cover of the engine body 3 and the intake passage 41. The blowby gas passage 91 is a passage for returning the blowby gas generated in the engine body 3 to the intake passage 41.

  The ECU 10 executes control of fuel injection timing in the engine body 3, opening / closing control of various valves 43, 54, 72, 83, control of the VGT actuator 64, and the like.

2. External Configuration of Engine 2 The external configuration of the engine 2 will be described with reference to FIGS. 2 and 3. 2 is a schematic side view of the engine 2 as viewed from the side (right side in the vehicle width direction of the vehicle 1), and FIG. 3 is a front view of the engine 2 (forward side in the front and rear direction of the vehicle 1). It is a model front view.

  As shown in FIGS. 2 and 3, in the region on the −Y side with respect to the engine main body 3 (side region 2 a) in the engine 2, the LP-EGR device 8 is adjacent to the side surface portion of the engine main body 3. The LP-EGR passage 81 and the EGR cooler 82, the DOC 52 and the DPF 53 of the exhaust system 5, and the turbocharger 6 are disposed.

  The LP-EGR passage 81 connects the portion immediately before the compressor 61 (see FIG. 1) in the turbocharger 6 disposed on the + Z side and the downstream portion of the DPF 53 disposed on the −Z side. Provided in The EGR cooler 82 is disposed so as to be substantially along the Z direction.

  As shown in FIG. 2, the portion from the portion where the DOC 52 is provided in the exhaust device 5 to the portion where the DPF 53 is provided is bent so as to be substantially U-shaped. A portion on the downstream side of the DPF 53 (downstream side in the flow direction of the exhaust gas) in the exhaust passage 51 is on the -Z side (the oil pan 33 side of the engine body 3) and on the -X side It is bent so as to face the rear side in the direction.

  In the engine 2, the DOC 52 has a cylindrical shape, and is disposed in an inclined posture so as to be gradually higher from the + X side to the −X side toward the + Z side.

  As shown in FIG. 3, the DOC 52 in the exhaust system 5 is disposed adjacent to the side surface portion 31 a on the −Y side of the cylinder head 31 of the engine body 3. The DPF 53 is disposed adjacent to the side surface portion 32 a on the −Y side of the cylinder block 32 of the engine body 3.

  As shown in FIG. 2, a cover 101 and a cover 102 are provided on the −X side of the turbocharger 6. These covers 101 and 102 have heat insulating properties.

  The cover 101 is provided in order to protect the VGT actuator of the turbocharger 6 from heat from the DOC 52 and the DPF 53 that are close to each other.

  Similarly, the cover 102 is provided in order to protect the EGR valve 83 (not shown in FIGS. 2 and 3) in the LP-EGR device 8 from heat from the adjacent DOC 52 and DPF 53. The cover 101 and the cover 102 may be separate or integrally formed.

  Here, the mutual arrangement relationship between the VGT actuator 64 and the DOC 52 and the DPF 53 will be described. As shown in FIG. 2, the DOC 52 is disposed at an interval on the + Z side of the DPF 53. The VGT actuator 64 and the DOC 52 are disposed at substantially the same height level in the Z direction.

  The DOC 52 and the DPF 53 are disposed apart from the VGT actuator 64 on the + X side. That is, the VGT actuator 64 is disposed at a position shifted to the −X side with respect to the DOC 52 and the DPF 53.

3. Attachment Form of Cover 101 to VGT Actuator 64 The attachment form of the cover 101 to the VGT actuator 64 will be described with reference to FIGS. 4 to 6. FIG. 4 is a schematic side view showing the VGT actuator 64 and the cover 101 as viewed from the right side (−Y side) in the vehicle width direction of the vehicle 1, and FIG. 5 is a lower side in the vertical direction of the vehicle 1 It is a model bottom view shown in the state where it saw from the side (-Z side), and Drawing 6 is a model front view shown in the state seen from the front side (+ X side) in the direction of vehicles 1 order.

  As shown in FIG. 4, in the turbocharger 6, the compressor 61 and the turbine 62 are juxtaposed in the X direction, and the upstream portion of the intake passage 41 is connected to the −X side of the compressor 61. . A casing passage portion 63 is connected to the −Z side of the turbine 62. The VGT actuator 64 is disposed at a portion on the + Z side with respect to the compressor 61.

  The outer wall portion of the compressor 61 is provided with a screw hole 6 a into which a bolt for mounting the cover 101 is screwed.

  The cover 101 has a side wall portion 101 b on the front side (−Y side) in the drawing of FIG. 4. In the side wall portion 101b, a hole portion 101a through which a bolt is inserted is opened at a position corresponding to the screw hole 6a. Note that the cover 101 is made of a heat insulating material.

  When the cover 101 is attached to the VGT actuator 64, the side wall portion 101b of the cover 101 covers the front side (−Y side) of the VGT actuator 64 in the drawing.

  Next, as shown in FIGS. 5 and 6, the cover 101 has a lower wall portion 101 c and a front wall portion 101 d. In the present embodiment, the front wall portion 101 d corresponds to the “first heat insulating wall” of the above aspect, and the lower wall portion 101 c corresponds to the “second heat insulating wall” of the above aspect.

  In the present embodiment, in the cover 101, the front wall portion 101d, the lower wall portion 101c, and the side wall portion 101b are integrally formed.

  As shown in FIG. 5, when the cover 101 is attached to the VGT actuator 64, the lower wall portion 101c of the cover 101 covers the front side (−Z side) of the VGT actuator 64 in the drawing.

  As shown in FIG. 6, when the cover 101 is attached to the VGT actuator 64, the front wall portion 101d of the cover 101 covers the front side (+ X side) of the VGT actuator 64 in the drawing. However, as shown in FIG. 3, a part of the VGT actuator 64 on the + Z side is exposed to the + Z side from the front wall portion 101d.

  As shown in FIG. 6, the turbocharger 6 is provided with a screw hole 6 b into which a bolt for mounting the cover 101 is screwed. The front wall 101d of the cover 101 has a hole 101e through which a bolt is inserted at a location corresponding to the screw hole 6b.

4. Movement of Heat when the Vehicle 1 is Traveling The movement of heat when the vehicle 1 is traveling will be described using FIG. FIG. 7 is a schematic diagram schematically showing a heat transfer path in the side region 2a when the vehicle 1 is traveling.

As shown in FIG. 7, when the vehicle 1 is traveling, air flows from the + X side toward the −X side in the side area 2 a of the engine body 3 (Flow ₁ ). A part of the air Flow ₁ flowing through the side region 2a flows toward the −X side along the outer peripheral surface of the DPF 53 (Flow ₂ ).

In addition, part of the air flowing along the outer peripheral surface of the DPF 53 flows even obliquely upward on the −X side and the + Z side (Flow ₃ and Flow ₄ ). Incidentally, DPF53 is, since the high temperature during operation of the engine 2, air passing through the outer peripheral surface of the _{DPF53 (Flow 2, Flow 3,} Flow 4) also becomes high.

As shown in FIG. 7, in the engine 2, the gap G is vacant between the VGT actuator 64 and the DPF 53, and the gap G is vacated between the VGT actuator 64 and the DPF 53 in the side region 2a. Can be suppressed from being transferred to the VGT actuator 64. That is, the air Flow ₄ heated to a high temperature by passing to the −X side along the outer peripheral surface of the DPF 53 is cooled while passing through the gap G, and the flow direction is dispersed.

In the engine 2, the turbine 62 in the turbocharger 6 is interposed between the DPF 53 and the VGT actuator 64. For this reason, in the engine 2, the heat of the heated air Flow ₄ is suppressed from being transmitted to the VGT actuator 64.

Furthermore, in the engine 2, since the cover 101 is attached to the VGT actuator 64, transfer of the heat of the air flow ₅ that has passed through the turbine 62 to the VGT actuator 64 is also suppressed. That is, in the engine 2, the heat of the air flow ₅ is transmitted to the VGT actuator 64 by the front wall portion 101 d and the lower wall portion 101 c by arranging the heat insulating cover 101 between the VGT actuator 64 and the DPF 53. Being suppressed.

Similarly, the air Flow ₆ that has passed through the outer peripheral surface of the DOC 52 also becomes hot. Also in this case, since the gap G exists between the VGT actuator 64 and the DOC 52, the air Flow ₇ heated by passing along the outer peripheral surface of the DOC 52 to the −X side passes through the gap G. While being cooled, the flow direction is dispersed.

Further, in the engine 2, since the turbine 62 in the turbocharger 6 is interposed between the DOC 52 and the VGT actuator 64, in the engine 2, the heat of the heated air flow ₇ is transmitted to the VGT actuator 64. Being suppressed.

Furthermore, in the engine 2, since the cover 101 is attached to the VGT actuator 64, transfer of the heat of the air flow _{8 to} the VGT actuator 64 is suppressed by the front wall portion 101 d of the cover 101.

As shown in FIG. 7, a virtual line L _{52 a} that contacts the upper surface 52 a of the DOC 52 and extends to the −X side is provisionally defined. In this case, in the engine 2, the DOC 52 and the VGT actuator 64 are disposed such that the virtual line L _52a passes the + Z side of the VGT actuator 64. For this reason, in the side area 2a, the air flow _{10, which} has been heated to a high temperature by passing along the upper surface 52a of the DOC 52, passes through the + Z side of the VGT actuator 64 (Flow ₁₁ ). Thereby, the heat from the DOC 52 is also suppressed from being transmitted to the VGT actuator 64.

  In the engine 2, even when the flow direction of a part of the air flow 10 changes and faces the VGT actuator 64, the heat from the DOC 52 is transferred to the VGT actuator 64 by the front wall portion 101 d of the cover 101. It can be suppressed to be transmitted.

5. Heat Transfer when the Vehicle 1 is Stopping The heat transfer when the vehicle 1 is stopping will be described with reference to FIG. FIG. 8 is a schematic view showing a heat transfer path in the side area 2a when the vehicle 1 is stopped.

As shown in FIG. 8, when the vehicle 1 is stopped, the traveling wind does not flow in the side area 2a, so the heat from the DPF 53 rises to the + Z side (Flow ₁₂ ). Although not shown, the heat from the DOC 52 also rises to the + Z side.

As shown in FIG. 8, in the engine 2, the VGT actuator 64 and the DPF ₅₃ are disposed in the regions A ₆₄ and A ₅₃ mutually shifted in the X direction. For this reason, when the vehicle 1 is stopped, the heat Flow ₁₂ rising from the DPF 53 to the + Z side is hardly transmitted to the VGT actuator 64.

  Even if the heat rising to the + Z side moves to the −X side while rising to the + Z side, it is suppressed from being transmitted to the VGT actuator 64 by the lower wall portion 101c and the front wall portion 101d of the cover 101. Be done.

6. Effects In the engine 2 according to the present embodiment, the turbine 62 is interposed between the VGT actuator 64 and the DPF 53 in the side area 2a, and the cover 101 is disposed. For this reason, heat transfer from the DPF 53 to the VGT actuator 64 in the side region 2 a is suppressed by the turbine 62 and the cover 101. That is, in the engine 2, the turbine 62 and the cover 101 function as heat insulating means for suppressing the transfer of heat from the DPF 53 to the VGT actuator 64 in the side area 2 a.

Further, in the engine 2 according to the present embodiment, as described with reference to FIG. 9, the DPF ₅₃ is disposed in the area A ₅₃ shifted in the X direction with respect to the VGT actuator 64 in the side area 2a. While the vehicle 1 is stopped, even if the heat Flow ₁₂ rises upward from the DPF 53, the VGT actuator 64 is prevented from being affected.

Further, in the engine 2 according to the present embodiment, the heat flow ₈ from the DPF 53 or DOC 52 in the side area 2a is applied to the VGT actuator 64 when the vehicle 1 is traveling by providing the cover 101 having the front wall portion 101d. Can be prevented from being transmitted.

Moreover, in the engine 2 which concerns on this embodiment, since the cover 101 also has the lower wall part 101c, transmission of heat Flow ₅ from the -Z side to the VGT actuator 64 can also be suppressed.

  Further, in the engine 2 according to the present embodiment, since the front wall portion 101d and the lower wall portion 101c are integrally formed in the cover 101, the number of parts can be reduced, and labor for assembly can be reduced. In addition, the manufacturing cost can be reduced from the viewpoint of component management.

Further, in the engine 2 according to the present embodiment, as described with reference to FIG. 9, the upper surface 52a of the DOC 52 is disposed to be inclined backward (in a state where the height on the −X side is high). Even when the heat Flow ₉ from the DOC 52 flows to the −X side in the side area 2 a during traveling of 1, the transfer of heat to the VGT actuator 64 can be suppressed. In particular, in the engine 2 according to the present embodiment, since the DOC 52 and the VGT actuator 64 are disposed so that the virtual line L52a passes the + Z side of the VGT actuator 64, heat from the DOC 52 is transmitted to the electromagnetic actuator. Can be more reliably suppressed.

  Further, in the engine 2 according to the present embodiment, the DPF 53, which has a high temperature when the vehicle 1 travels, is disposed on the -Z side with respect to the VGT actuator 64, but by providing the heat insulation means as described above. The heat transfer from the DPF 53 to the VGT actuator 64 can be effectively suppressed.

  As described above, in the engine with a turbocharger according to the present embodiment, the heat transfer from the exhaust gas purification device to the electromagnetic actuator of the turbocharger is suppressed at any time when the vehicle travels or stops. Can.

  Further, in the engine 2 according to the present embodiment, the VGT actuator 64 and the DPF 53 are disposed in the side area 2a on the −Y side of the engine body 3 with a gap G therebetween. In the engine 2 according to the present embodiment, the heat transfer from the DPF 53 to the VGT actuator 64 can be suppressed also by the air present in the gap G by adopting the layout as described above.

[Modification]
In the said embodiment, although the turbine 62 and the cover 101 were provided as a heat insulation means, this invention is not limited to this. For example, only one of the above two elements can be employed as the heat insulating means.

  In the embodiment described above, the gap G is provided between the VGT actuator 64 and the DPF 53 in the side region 2a on the -Y side of the engine body 3, but the present invention is not limited to this. For example, a configuration in which the above-described heat insulating means is interposed between the VGT actuator 64 and the DPF 53 without a gap may be employed.

  In the above embodiment, the VGT actuator 64 is adopted as an example of the electromagnetic actuator, but the present invention is not limited to this. For example, it is also possible to employ an electromagnetically driven waste gate valve.

  Although the configuration in which the exhaust device 5 includes the DOC 52 and the DPF 53 is adopted in the above embodiment, the present invention is not limited to this. For example, one of DOC or DPF can be adopted as the exhaust gas purification device.

  In the above embodiment, the configuration in which the engine 2 includes one turbocharger 6 is employed as an example, but the present invention is not limited to this. For example, a configuration including two or more turbochargers, one of which is a VG turbocharger, a configuration including a VG turbocharger and an electric turbocharger, or even VG turbo overload. A configuration including a feeder and a mechanical supercharger can also be adopted.

  In the above embodiment, a six-cylinder diesel engine is adopted as an example of the engine body 3, but the present invention is not limited to this. For example, the number of cylinders may be four or five, or seven or more. The engine type may be a gasoline engine, and the engine type is not limited to an in-line type, and a V-type, a W-type or horizontally opposed may be employed.

  In the above embodiment, the engine 2 is mounted vertically on the vehicle 1, but the present invention is not limited to this. For example, it can be mounted horizontally. Further, the mounting location of the engine is not limited to the front of the vehicle, but may be the rear of the vehicle.

1 Vehicle 2 Engine with Turbocharger 2a Side Region 3 Engine Body 6 Turbocharger 52 DOP (Second Exhaust Purification Device)
52a upper surface 53 DPF (exhaust gas purification device)
62 Turbine 64 VGT actuator (electromagnetic actuator)
101 Cover 101c Lower wall (second heat insulation wall)
101d Front wall (first heat insulation wall)
G gap L _52a imaginary line

Claims (11)

In the turbocharged engine installed in the vehicle,
With the engine body,
A turbocharger having an electromagnetic actuator disposed adjacent to the engine body in a lateral region of the vehicle in the vehicle width direction with respect to the engine body, the electromagnetic actuator controlling a supercharging state;
An exhaust gas purification device disposed in the side area, which is a lower side of the electromagnetic actuator in the vertical direction of the vehicle and shifted in the front-rear direction of the vehicle;
With
Between the electromagnetic actuator and the exhaust gas purification apparatus, a heat insulating means for suppressing the transfer of heat from the exhaust gas purification apparatus to the electromagnetic actuator in the side area is provided.
Turbocharged engine. The turbocharged engine according to claim 1, wherein
The turbocharger has a turbine driven by exhaust gas discharged from the engine body,
In the lateral region, the turbine is interposed between the electromagnetic actuator and the exhaust purification device,
The thermal insulation means includes the turbine,
Turbocharged engine. The turbocharged engine according to claim 1 or 2, wherein
In the side region, a cover having heat insulation is inserted between the electromagnetic actuator and the exhaust purification device,
The heat insulating means includes the cover,
Turbocharged engine. The turbocharged engine according to claim 3,
The electromagnetic actuator is disposed on the rear side in the front-rear direction with respect to the exhaust gas purification device,
The cover has a first heat insulating wall provided between the electromagnetic actuator and the exhaust purification device in the front-rear direction.
Turbocharged engine. The turbocharged engine according to claim 4, wherein
The cover has a second heat insulating wall provided on the lower side in the vertical direction with respect to the electromagnetic actuator.
Turbocharged engine. The turbocharged engine according to claim 5, wherein
The first heat insulation wall and the second heat insulation wall are integrally formed,
Turbocharged engine. The turbocharged engine according to any one of claims 1 to 6, wherein
In the side region, further comprising a second exhaust purification device disposed on the upper side in the vertical direction with respect to the exhaust purification device,
The second exhaust gas purification device is disposed on the front side in the front-rear direction at intervals with respect to the electromagnetic actuator, and the upper surface in the vertical direction has a height from the front side to the rear side Is inclined to gradually increase,
Turbocharged engine. The turbocharged engine according to claim 7,
When a virtual line in contact with the upper surface of the second exhaust gas purification device is extended to the rear side in the front-rear direction, the virtual line passes above in the vertical direction with respect to the electromagnetic actuator.
Turbocharged engine. The turbocharged engine according to claim 7 or 8, wherein
The exhaust gas purification device is a particulate filter, and the second exhaust gas purification device includes an oxidation catalyst.
Turbocharged engine. The turbocharged engine according to any one of claims 1 to 9, wherein
The electromagnetic actuator is a VGT actuator for controlling the flow velocity of exhaust gas introduced from the engine body.
Turbocharged engine. The turbocharged engine according to any one of claims 1 to 10, wherein
The engine body has a plurality of cylinders and is mounted vertically so that the plurality of cylinders are arranged in the front-rear direction with respect to the vehicle.
Turbocharged engine.