JP2021032152A - Engine for vehicle - Google Patents

Abstract

To further surely protect a fuel injection valve at a collision of a vehicle.SOLUTION: In an engine 3 having an intake manifold 24 and a fuel injection valve 31, the fuel injection valve 31 is arranged between the intake manifold 24 and an intake-side wall face 10a in a vehicle fore-and-aft direction. When viewed along the vehicle fore-and-aft direction, the intake manifold 24 is arranged in a position in which a part of a surface 27 facing a direction separating from the fuel injection valve 31 is superimposed on the fuel injection valve 31, and on the other hand, the other part of the surface 27 is arranged in a position in which the other part is not superimposed on the fuel injection valve 31. When the part of the surface 27 is called as a fuel-system component correspondence part 27a, and the other part of the surface 27 is called as a non-correspondence part 27b, the non-correspondence part 27b is protruded in a direction separating from the intake-side wall face 10a compared with the fuel-system component correspondence part 27a, and the intake manifold 24 has a non-continuation part 28 which is interposed between the fuel-system component correspondence part 27a and the non-correspondence part 27b.SELECTED DRAWING: Figure 7

Description

The technology disclosed herein relates to a vehicle engine.

For example, Patent Document 1 discloses a layout of a fuel injection valve in a vehicle engine. Specifically, the fuel injection valve (secondary injector) disclosed in Patent Document 1 is attached to an independent intake passage (second independent intake passage) so as to inject fuel into the independent intake passage. It is configured.

Further, Patent Document 2 discloses a layout of fuel system parts other than the fuel injection valve, for example, a fuel distribution pipe. Specifically, Patent Document 2 discloses an engine intake device including an intake manifold arranged on the front side of the engine and a fuel distribution pipe arranged between the intake manifold and the front surface of the engine. There is.

Japanese Unexamined Patent Publication No. 2004-126493 JP-A-2016-102441

By the way, it is conceivable to use the layout described in Patent Document 2 as a measure for protecting the fuel injection valve in the event of a vehicle collision, for example, in the case of a frontal collision of a vehicle. When the layout is used, a fuel injection valve is arranged between the intake manifold and the front surface of the engine instead of the fuel distribution pipe.

However, due to the increased weight of the powertrain including the engine, the inertial force when the powertrain moves in the event of a collision may increase. On the other hand, for example, when an engine is used as a range extender in an electric vehicle, the intake manifold may become smaller as the engine becomes smaller. Considering these possibilities, in addition to the layout disclosed in Patent Document 2, it is desired to devise a method for further improving the protection performance of the fuel injection valve.

The technique disclosed herein has been made in view of this point, and the purpose thereof is to more reliably protect the fuel injection valve in the event of a vehicle collision.

The present disclosure relates to a vehicle engine provided in a vehicle, comprising an intake manifold connected to an intake port of the engine and a fuel injection valve for injecting fuel. In this vehicle engine, the fuel injection valve is a wall surface of the intake manifold and the wall surface of the vehicle engine divided into two in the vehicle front-rear direction, which faces the intake manifold. It is arranged between a certain intake side wall surface.

The intake manifold is arranged at a position where a part of the surface facing the direction away from the fuel injection valve overlaps with the fuel injection valve when viewed along the vehicle front-rear direction, while other than the surface. When a part is arranged at a position where it does not overlap with the fuel injection valve, a part of the surface is called a fuel system component corresponding part, and another part of the surface is called a non-corresponding part, the non-corresponding part is the fuel. The intake manifold protrudes in a direction away from the intake side wall surface as compared with the system component corresponding portion, and the intake manifold has a discontinuous portion interposed between the fuel system component corresponding portion and the non-corresponding portion.

Here, the "intake side wall surface" refers to either a front wall surface or a rear wall surface when the vehicle engine is divided into two in the front-rear direction of the vehicle. That is, the present disclosure can be applied to both a front intake engine and a rear intake engine.

Further, the term "intake manifold" means an intake pipe for a multi-cylinder engine branched from one intake pipe to a plurality of intake pipes in the original sense, but in the present disclosure, it is branched from one intake pipe. Does not refer to the concept including the intake pipe for a 1-cylinder engine.

According to this configuration, the fuel injection valve is located between the fuel system component corresponding portion of the intake manifold and the intake side wall surface defined as described above in the vehicle front-rear direction.

Here, the non-corresponding portion of the intake manifold protrudes in the direction away from the intake side wall surface as compared with the fuel system component corresponding portion. Therefore, when a load is applied to the intake manifold from the rear or the front at the time of a vehicle collision, the load is applied to the non-corresponding portion at a timing earlier than that of the fuel system component corresponding portion.

Then, by interposing the discontinuous portion between the non-corresponding part and the fuel system component corresponding part, the influence of the load acting on the non-corresponding part (for example, crack) is transmitted to the fuel system part corresponding part. Can be suppressed. As a result, the rigidity of the fuel system component corresponding portion can be maintained high, and by extension, the fuel injection valve can be more reliably protected.

Further, the intake side wall surface is a wall surface on the rear side of the vehicle engine, and the fuel injection valve is arranged in front of the intake manifold and behind the intake side wall surface in the vehicle front-rear direction. May be good.

According to this configuration, the intake manifold is laid out so as to face the rear wall surface of the vehicle engine, and the fuel injection valve is arranged between the rear wall surface and the intake manifold, so that in the event of a vehicle collision. , It is advantageous in protecting the fuel injection valve from vehicle body parts such as dash panels.

Further, the discontinuity portion divides the surface of the intake manifold facing the direction away from the fuel injection valve at least partially, so that the fuel system component corresponding portion and the non-corresponding portion are on the surface. And may be partitioned.

According to this configuration, it is advantageous in protecting the fuel injection valve in the event of a vehicle collision.

Further, the discontinuous portion may have a recess formed by denting the surface of the intake manifold.

If the discontinuous portion is formed by the convex portion, the load may be input to the discontinuous portion at a timing earlier than that of the non-corresponding portion at the time of a vehicle collision. In that case, further measures such as increasing the rigidity of the convex portion are required in order to suppress the transmission of the influence of the load from the discontinuous portion to the fuel system component corresponding portion.

On the other hand, by forming the discontinuous part with the recess, the load can be input at a later timing than the non-corresponding part, and the fuel system parts can be configured without the additional measures described above. It is possible to suppress the transmission of the influence of the load to the response. This is advantageous in protecting the fuel injection valve in the event of a vehicle collision.

Further, the non-corresponding portion may have a larger surface area than the fuel system component corresponding portion when viewed along the front-rear direction of the vehicle.

According to this configuration, it is possible to secure a large area for receiving the collision in the non-corresponding portion, and it is possible to more reliably protect the fuel injection valve.

Further, the fuel system component corresponding portion and the non-corresponding portion are configured on the surface of the surge tank portion in the intake manifold, and the intake manifold has a communication pipe that communicates the intake port and the surge tank portion. The communication pipe partitions a straight passage portion extending in the front-rear direction of the vehicle, and when viewed along the front-rear direction of the vehicle, a position where at least a part of the communication pipe and the fuel system component corresponding portion overlap. It may be placed in.

According to this configuration, even if a load acts on the fuel system component corresponding portion, the communication pipe that partitions the straight passage portion functions as a support. As a result, the forward or backward movement of the fuel system component corresponding portion can be suppressed, and the approach between the surge tank portion and the intake side wall surface can be suppressed. This is advantageous in protecting the fuel injection valve in the event of a vehicle collision.

Further, the surge tank portion and the communication pipe are configured as separate bodies from each other, and the recess is arranged at a position where at least a part of the recess overlaps with the communication pipe when viewed along the vehicle front-rear direction. The bottom surface of the recess may form a mating surface between the surge tank portion and the communication pipe.

According to this configuration, the recesses forming the discontinuous portion can be formed as deep as possible. As a result, it becomes possible to more reliably suppress the influence of the load acting on the non-corresponding portion from being transmitted to the fuel system component corresponding portion. As a result, the rigidity of the fuel system component corresponding portion can be maintained high, and by extension, the fuel injection valve can be more reliably protected.

Further, the side wall portion of the communication pipe may be provided with a thick portion extending in the vehicle front-rear direction and facing the intake side wall surface at intervals in the vehicle front-rear direction.

According to this configuration, by providing the thick portion in the communication pipe, the thick portion can also function as a support. This is advantageous in suppressing the approach between the surge tank portion and the intake side wall surface in the event of a vehicle collision, which in turn protects the fuel injection valve. Further, by providing a space between the thick portion and the intake side wall surface, it is possible to absorb the manufacturing tolerance of the intake manifold and the like.

As described above, according to the vehicle engine, the fuel injection valve can be more reliably protected in the event of a vehicle collision.

FIG. 1 is a plan view illustrating an automobile equipped with a power train. FIG. 2A is a rear view illustrating the power train and the drive shaft. FIG. 2B is a rear view illustrating the power train and dash panel. FIG. 3 is a cross-sectional view illustrating the configuration of the engine. FIG. 4 is a side view illustrating the configuration of the engine. FIG. 5 is a plan view illustrating the configuration of the engine. FIG. 6 is a plan view illustrating an intake manifold. FIG. 7 is a front view illustrating the intake manifold. FIG. 8 is a perspective view illustrating an intake manifold. FIG. 9 is a vertical cross-sectional view illustrating the internal structure of the intake manifold. FIG. 10 is another vertical sectional view illustrating the internal structure of the intake manifold. FIG. 11 is a rear view illustrating the surge tank portion. FIG. 12A is a front view illustrating the communication pipe. FIG. 12B is a plan view illustrating the communication pipe. FIG. 12C is a side view illustrating the communication pipe. FIG. 13 is a diagram illustrating a support structure of a drive shaft by an intake manifold.

Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. The following description is an example.

FIG. 1 is a plan view illustrating a power train P including a vehicle engine (hereinafter, simply referred to as “engine”) 1 according to the present embodiment and an automobile (vehicle) 100 equipped with the power train P. 2A is a rear view illustrating the power train P and the drive shaft 102, and FIG. 2B is a rear view illustrating the power train P and the dash panel 104.

In the following description, "front" refers to the front in the vehicle front-rear direction (specifically, the propulsion direction of the vehicle 100), and "rear" refers to the rear in the vehicle front-rear direction (specifically, the vehicle 100). (Reverse direction).

Similarly, "left" refers to the left in the vehicle width direction (specifically, the left when viewed along the propulsion direction of the automobile 100), and "right" refers to the right in the vehicle width direction (specifically). Refers to the right) when viewed along the propulsion direction of the automobile 100. Further, "upper" refers to the upper part in the vehicle height direction (specifically, the direction opposite to the gravity direction), and "lower" means the lower part in the vehicle height direction (specifically, the direction of gravity).

<Overall configuration>
Hereinafter, the vehicle front-rear direction may be referred to as "Y direction", the front in the vehicle front-rear direction may be referred to as "Y +", and the rear in the vehicle front-rear direction may be referred to as "Y-".

Similarly, the vehicle width direction may be referred to as "X direction", the right side in the vehicle width direction may be referred to as "X +", and the left side in the vehicle width direction may be referred to as "X-". Further, the vehicle height direction may be referred to as "Z direction", the upper portion in the vehicle height direction may be referred to as "Z +", and the lower portion in the vehicle height direction may be referred to as "Z-".

The automobile 100 is an electric vehicle including a power train P powered by a motor 1. In particular, the automobile 100 according to the present embodiment is an electric vehicle with a so-called cruising range extension function (Extended-Range Electric Vehicle:) configured to use an engine 3 as a range extender in addition to a motor 1 as a power source. EREV).

Further, the automobile 100 according to the present embodiment is a front-wheel drive four-wheel vehicle (a front engine front-drive four-wheel vehicle in an engine vehicle) in which a power train P is mounted on the front portion of the automobile 100. ).

That is, in the front part of the automobile 100, as its main constituent elements, the engine room (motor room) S1, the drive wheel 101 including the left and right front wheels 101L and 101R of the automobile 100, and the drive shaft connecting the left and right front wheels 101L and 101R are connected. A 102 and a power train P housed in the engine room S1 and rotationally driving the drive shaft 102 are arranged.

The automobile 100 is configured as a so-called left steering wheel vehicle. That is, as illustrated in FIG. 2A, a steering device 103 including a steering wheel, a steering shaft, and the like is arranged on the left side (X− side) in the vehicle width direction. The steering device 103 is arranged behind the power train P, particularly the engine 3, with the dash panel 104 described later interposed therebetween in the front-rear direction of the vehicle.

(engine room)
The engine room S1 is behind a pair of left and right side frames (not shown) extending in the front-rear direction of the automobile 100, a front frame (not shown) bridged between the pair of left and right side frames, and a pair of left and right side frames. It is arranged and partitioned by a dash panel 104 that extends along the Y and Z directions.

Of these, the dash panel 104 constitutes the rear wall surface of the engine room S1, and separates the engine room S1 from the vehicle interior S2 that accommodates the occupants. That is, the dash panel 104 according to the present embodiment is arranged at least behind the power train P, particularly the engine 3.

As illustrated in FIGS. 1 and 2B, a tunnel portion S3 extending in the Y- direction from the dash panel 104 is formed in the central portion of the dash panel 104 in the X direction. An exhaust duct 44 for guiding the exhaust gas to a muffler (not shown) is arranged in the tunnel portion S3, or a running wind flowing out from the engine room S1 flows when the automobile 100 is running (when the vehicle is running). It has become like.

Specifically, the tunnel portion S3 is partitioned by a ceiling surface 104a extending along the Y direction and forming a convex shape in the Z + direction. More specifically, as illustrated in FIG. 2B, the ceiling surface 104a has a substantially trapezoidal cross section that widens from the Z + side toward the Z− side and has an open bottom surface, and has a substantially trapezoidal cross section in the Y direction. It is extended along. Although detailed illustration is omitted, in the floor panel (not shown) constituting the passenger compartment S2 together with the dash panel 104, a tunnel portion is provided by a ceiling surface having the same shape, and is provided on the dash panel 104 side. It is connected to the tunnel section S3.

(Driving wheel)
As described above, the drive wheel 101 includes the left and right front wheels 101L and 101R of the automobile 100. The drive wheels 101 according to the present embodiment are connected to the motor 1 in the power train P via a drive shaft 102. When the motor 1 operates, the drive wheels 101 rotate via the drive shaft 102, and the automobile 100 propels in the Y + direction.

(Drive shaft)
The drive shaft 102 is a so-called axle, and the left and right front wheels 101L and 101R are connected to each other. Although the detailed layout will be described later, the drive shaft 102 according to the present embodiment is arranged behind the rotor housing 10 (more specifically, the intake side wall surface 10a) of the power train P, specifically the engine 3. In other words, the engine 3 according to the present embodiment is mounted on the Y + side in the Y direction with respect to the drive shaft 102 in the engine room S1.

(Power train)
As described above, the power train P includes, in addition to the motor 1 as a power source, a range extender for extending the cruising range, that is, an engine 3 as an auxiliary power unit (APU).

Specifically, the power train P according to the present embodiment has, as main components, a motor 1 that outputs power for propelling the automobile 100, a battery (not shown) that supplies electric power to the motor 1, and a motor. It includes a speed reducer 2 for adjusting the number of rotations of 1, an engine 3 including a one-rotor type rotary engine, and a generator 4 for replenishing electric power when the remaining battery level becomes low, for example.

As illustrated in FIG. 1, the power train P is housed in the engine room S1 in a state where the motor 1, the speed reducer 2, the engine 3, and the generator 4 are arranged in this order from the X + side to the X- side. .. In the case of such a configuration, there is a concern that the size of the power train P in the X direction becomes long. However, by using the rotary engine as the engine 3, it is possible to realize the compactification of the power train P in the X direction.

The motor 1 receives the electric power stored in the battery to rotate the output shaft (not shown), and inputs the power to the speed reducer 2. The speed reducer 2 outputs after adjusting the rotation speed of the motor 1, and rotationally drives the drive wheels 101 via the drive shaft 102.

On the other hand, the engine 3 rotates an output shaft (not shown) composed of an eccentric shaft by burning fuel, and inputs the power to the generator 4. The generator 4 operates by receiving the power input from the engine 3 to generate electric power. The electric power generated in the generator 4 is replenished to the above-mentioned battery.

Further, the engine 3 is arranged at a position offset in the X-direction with respect to the tunnel portion S3 formed in the dash panel 104 when viewed along the Y direction.

Specifically, the engine 3 according to the present embodiment is a one-rotor type rotary engine as described above. The engine 3 includes a rotor housing 10 that houses one rotor (not shown).

The rotor housing 10 is formed in a thin box shape whose dimensions in the X direction are shorter than those in the Z and Y directions, and is arranged with an eccentric shaft inserted along the X direction. .. The rotor housing 10 is arranged at a position offset in the X- direction with respect to the tunnel portion S3, and in the X direction, the X-side drive is compared with the X + side drive wheel (right front wheel 101R) 101. It is arranged close to the wheel (left front wheel 101L) 101. Further, the rotor housing 10 is arranged at a position where it overlaps with the drive shaft 102 in the Z direction, and is arranged on the Y + side of the drive shaft 102 in the Y direction.

For example, in the case of a general horizontal reciprocating engine, an intake manifold or the like is connected to an intake port opened on the Y + side wall surface of the cylinder block, while an exhaust port opened on the Y − side wall surface of the cylinder block. The exhaust manifold and the like will be connected.

On the other hand, when a rotary engine is used as in the present embodiment, the intake port and the exhaust port are opened on the same wall surface. Specifically, in the present embodiment, the intake port 11 and the exhaust port leading to the rotor chamber (not shown) are on the Y-side (rear side) wall surface of both wall surfaces when the rotor housing 10 is divided into two in the Y direction. 12 is open (shown only in FIG. 3). An intake manifold 24 is connected to the intake port 11 and an exhaust manifold 41 is connected to the exhaust port 12 (see FIG. 3). Since the wall surface on the Y− side faces the intake manifold 24, the wall surface is hereinafter referred to as an “intake side wall surface”, and a reference numeral 10a is attached thereto.

Specifically, the intake port 11 according to the present embodiment is open to the intake side wall surface 10a of the rotor housing 10 and extends along the substantially Y direction. Similarly, the exhaust port 12 according to the present embodiment opens at a position directly below the intake port 11 on the intake side wall surface 10a, and extends along the substantially Y direction like the intake port 11.

As described above, unlike the reciprocating engine as described above, the engine 3 according to the present embodiment has most of the intake system (intake device 20) and the exhaust system (exhaust) on one side (Y− side) in the Y direction. All of the devices 40) are densely arranged. The engine 3 constitutes a so-called "rear intake engine" because the intake port 11 is opened on the wall surface (intake side wall surface 10a) on the rear side thereof.

Further, since the engine 3 injects fuel into the intake port 11, it constitutes a so-called "port injection type engine". In this case, the fuel injection device 30 in the present embodiment is arranged on the Y− side of the engine 3 in the same manner as the intake device 20 and the exhaust device 40.

Hereinafter, the configuration of the engine 3 will be described in detail with a focus on the layout of the intake device 20, the fuel injection device 30, and the exhaust device 40.

<Engine>
First, the overall configuration of the engine 3 will be described.

(Overall engine configuration)
FIG. 3 is a cross-sectional view illustrating the configuration of the engine 3. Further, FIG. 4 is a side view illustrating the configuration of the engine 3, and FIG. 5 is a plan view illustrating the configuration of the engine 3.

As illustrated in FIGS. 1 to 5, the engine 3 according to the present embodiment has an intake device 20 as an intake system that takes in gas from the outside and fuel is injected into the rotor chamber as main elements other than the rotor housing 10. It is provided with a fuel injection device 30 for the purpose of fuel injection, and an exhaust device 40 as an exhaust system for discharging exhaust gas to the outside.

Specifically, the intake device 20 includes an air cleaner 21, a relay intake pipe 22 connected to the air cleaner 21, and a throttle valve 23 provided at an intermediate portion of the relay intake pipe 22, in order from the upstream side in the gas flow direction. It has an intake manifold 24 connected to the air cleaner 21 via a relay intake pipe 22.

Of these, the air cleaner 21 is arranged above the generator 4 in the Z direction and near the front end, and allows the gas taken in from the outside to pass through while being purified.

The relay intake pipe 22 extends in the X + direction from the side surface of the air cleaner 21 on the X + side, then bends and extends in the Y− direction, and is connected to the intake manifold 24. The downstream end of the relay intake pipe 22 projects to the Y− side from the rear end (intake side wall surface 10a) of the engine 3. The throttle valve 23 is provided near the downstream end of the relay intake pipe 22, and the flow rate of the gas flowing through the relay intake pipe 22 can be adjusted.

The intake manifold 24 is arranged on the Y− side of the fuel injection valve 31 and the intake side wall surface 10a in the Y direction, and is attached to the intake side wall surface 10a from the Y− side in the Y direction.

Further, as illustrated in FIG. 2B, the intake manifold 24 overlaps with the rotor housing 10 in the X direction, but is slightly offset to the X− side with respect to the central portion of the rotor housing 10 in the X direction. .. Further, the intake manifold 24 is arranged near the central portion of the rotor housing 10 in the Z direction in the Z direction.

The intake manifold 24 according to the present embodiment has a surge tank portion 25 connected to the relay intake pipe 22 and a communication pipe 26 that communicates the surge tank portion 25 and the intake port 11. The surge tank portion 25 is configured as a resin member in the present embodiment. On the other hand, the communication pipe 26 is configured as a metal member in the present embodiment. As described above, the surge tank portion 25 and the communication pipe 26 are configured as separate parts (independent separate parts) from each other, at least in the present embodiment.

Although details will be described later, the surge tank portion 25 has an intake port 24a on its upper surface (see FIG. 6). The intake port 24a is an opening for introducing gas from the outside. The downstream end of the relay intake pipe 22 is connected to the intake port 24a.

On the other hand, the communication pipe 26 communicating with the surge tank portion 25 has a connection port 24b on its front surface (wall surface on the Y + side) (see FIG. 12A). The connection port 24b is an opening for sending gas to the intake port 11. The upstream end of the intake port 11 is connected to the connection port 24b.

Further, as illustrated in FIG. 3, at least a part (specifically, the communication pipe 26) of the intake manifold 24 is located on the Z- side (downward in the vehicle height direction) of the fuel injection valve 31. It can be attached.

On the other hand, the fuel injection device 30 communicates a fuel injection valve 31 configured as an injector capable of injecting fuel, a fuel pipe (not shown) for supplying fuel to the fuel injection valve 31, and the fuel injection valve 31 and the fuel pipe. It has a connecting member 33 and a bracket 34 that covers the fuel injection valve 31 and the connecting member 33 from above (the connecting member 33 and the bracket 34 are shown only in FIG. 3 in this embodiment).

Of these, the fuel injection valve 31 is attached to the intake side wall surface 10a from the Y− side in the Y direction, as shown in FIG. Specifically, the fuel injection valve 31 according to the present embodiment is arranged between the intake manifold 24 attached to the intake side wall surface 10a and the intake side wall surface 10a thereof in the Y direction, similarly to the fuel injection valve 31. To. Specifically, the fuel injection valve 31 according to the present embodiment is arranged on the Y + side (front side) of the intake manifold 24 and on the Y− side (rear side) of the intake side wall surface 10a in the Y direction (vehicle front-rear direction). Will be done.

Further, the fuel injection valve 31 is arranged offset with respect to the tunnel portion S3 in the X direction, similarly to the rotor housing 10. Specifically, the fuel injection valve 31 according to the present embodiment is located closer to the left and right front wheels, particularly the left front wheel 101L, in the X direction than the intermediate position Xc of the left and right front wheels 101L and 101R in the X direction. They are arranged (see FIG. 2A).

Further, the fuel injection valve 31 is attached above the intake manifold 24 in the Z direction, and is inserted into the rotor housing 10 from directly above the intake port 11 on the intake side wall surface 10a. The fuel injection port (not shown) provided at the tip of the fuel injection valve 31 is exposed in the intake port 11, and fuel can be injected into the intake port 11. As described above, the engine 3 is configured as the port injection type engine described above.

On the other hand, the exhaust device 40 includes an exhaust manifold 41 connected to the exhaust port 12, a relay exhaust pipe 42 relaying the exhaust port 12 and the exhaust purification device 43, and the exhaust manifold 41 in order from the upstream side in the flow direction of the exhaust gas. It has an exhaust purification device 43 connected to an exhaust port 12 via a relay exhaust pipe 42, and an exhaust duct 44 connected to the exhaust purification device 43.

Of these, the exhaust manifold 41 is composed of a plurality of (for example, two) independent exhaust pipes 41a arranged along the X direction, and connects the exhaust port 12 and the exhaust purification device 43 via a relay exhaust pipe 42. (The independent exhaust pipe 41a is shown only in FIG. 3).

Specifically, the independent exhaust pipe 41a is connected to the exhaust port 12 opened at the lower end of the rotor housing 10 and extends in the Y- direction from the connection portion with the exhaust port 12. As illustrated in FIG. 3, the independent exhaust pipe 41a and the exhaust port 12 are arranged below the drive shaft 102. The plurality of independent exhaust pipes 41a are connected to the relay exhaust pipe 42 in a state where they are gathered together to form one exhaust pipe.

The relay exhaust pipe 42 is composed of one pipe extending in the substantially Z direction, and connects the exhaust port 12 and the exhaust purification device 43 via the exhaust manifold 41.

As illustrated in FIG. 2B, the relay exhaust pipe 42 according to the present embodiment extends from at least the Z− side (lower side) position to the Z + side (upper side) with respect to the intake manifold 24 in the Z direction. The relay exhaust pipe 42 extending toward the Z + side bends at a point where it extends to substantially the same height as the upper end of the intake manifold 24 in the Z direction, and changes direction in the X + direction. The relay exhaust pipe 42 that has changed direction in the X + direction bends again when it extends to substantially the same position as the exhaust purification device 43 in the X direction, changes direction in the Y- direction, and is connected to the exhaust purification device 43.

As illustrated in FIG. 2B, the relay exhaust pipe 42 is arranged in the region between the intake manifold 24 (particularly the surge tank portion 25) and the exhaust purification device 43 in the X direction. Specifically, the relay exhaust pipe 42 according to the present embodiment is arranged so that at least a part of the relay exhaust pipe 42 and the rotor housing 10 overlap each other when viewed along the Y direction (). See FIG. 2B).

Further, as illustrated in FIG. 4, the relay exhaust pipe 42 is arranged between the front end portion of the surge tank portion 25 in the intake manifold 24 and the rear end portion of the exhaust purification device 43 in the Y direction. .. Specifically, the relay exhaust pipe 42 according to the present embodiment faces upward in a state where at least a part of the relay exhaust pipe 42 and the surge tank portion 25 are overlapped when viewed along the X direction. It extends and is connected to the exhaust gas purification device 43.

Further, more specifically, the rear end portion (Y-side end portion) of the surge tank portion 25 in the Y direction and the rear end portion (Y-side end portion) of the relay exhaust pipe 42 in the Y direction are Y. The positions in the directions match (see the broken line Y1 in FIG. 4).

Further, as illustrated in FIG. 4, the drive shaft 102 described above is inserted between the relay exhaust pipe 42 and the intake side wall surface 10a of the engine 3. The drive shaft 102 is arranged below the surge tank portion 25 and above the exhaust manifold 41 in the Z direction. The drive shaft 102 is also arranged in the Y direction behind the intake side wall surface 10a and in front of the relay exhaust pipe 42.

Further, as illustrated in FIGS. 2B and 4, the exhaust gas purification device 43 is arranged on the Y− side in the Y direction with respect to the intake side wall surface 10a, and is a tunnel portion when viewed along the Y direction. It is arranged at a position overlapping with S3.

Specifically, the exhaust gas purification device 43 according to the present embodiment has a tubular body 43a and a catalyst 43b housed in the tubular body 43a and having an exhaust gas purification function (see FIG. 4). ..

Of these, the tubular body 43a is formed of a tubular housing, and is arranged on the Y− side (rear) with respect to the intake side wall surface 10a in a state in which the longitudinal direction thereof is along the YZ plane.

Here, the front end portion of the tubular body 43a (the end portion on the Y + side and the Z + side, which corresponds to the upstream end portion in the gas flow direction) is a surge as illustrated in FIGS. 2A, 2B, and 4. It is located at substantially the same height as the tank portion 25, and when viewed along the X direction, it overlaps both the surge tank portion 25 and the Z + side portion of the relay exhaust pipe 42.

On the other hand, the rear end portion of the tubular body 43a (the end portion on the Y-side and the Z-side, which corresponds to the downstream end portion in the gas flow direction) is along the Y direction as illustrated in FIG. 2B. When viewed, they are arranged so as to overlap the tunnel portion S3.

Therefore, the exhaust gas introduced from the relay exhaust pipe 42 into the tubular body 43a is purified by passing through the catalyst 43b. The exhaust gas purified by the catalyst 43b is discharged from the rear end of the tubular body 43a to the exhaust duct 44.

The exhaust duct 44 is composed of one duct extending substantially in the Y direction, and circulates the exhaust gas purified by the exhaust purification device 43. The exhaust duct 44 according to the present embodiment is laid out so as to pass through the tunnel portion S3.

As described above, the gas purified by the air cleaner 21 taken in from the outside passes through the relay intake pipe 22 and the throttle valve 23 and is introduced into the intake manifold 24. The gas introduced into the intake manifold 24 passes through the surge tank portion 25 and the communication pipe 26 in order and is sent to the intake port 11. The injection port of the fuel injection valve 31 is exposed inside the intake port 11, and the gas passing through the intake port 11 is sent to the inside of the rotor housing 10 together with the fuel injected from the fuel injection valve 31. When a mixture of gas and fuel burns inside the rotor housing 10, exhaust gas is generated along with the combustion. The exhaust gas generated in this way passes through the exhaust manifold 41, the relay exhaust pipe 42, the exhaust purification device 43, and the exhaust duct 44 in this order, and passes through a silencer (not shown) or the like in the automobile 100. It is discharged to the outside.

Hereinafter, the configuration of the intake manifold 24 according to the present embodiment will be described in more detail.

(Construction of intake manifold)
FIG. 6 is a plan view illustrating the intake manifold 24, FIG. 7 is a front view illustrating the intake manifold 24, and FIG. 8 is a perspective view illustrating the intake manifold 24.

Further, FIG. 9 is a vertical sectional view illustrating the internal structure of the intake manifold 24, FIG. 10 is another vertical sectional view illustrating the internal structure of the intake manifold 24, and FIG. 11 is a surge tank portion 25. It is a rear view which illustrates.

Further, FIG. 12A is a front view illustrating the communication pipe 26, FIG. 12B is a plan view illustrating the communication pipe 26, FIG. 12C is a side view illustrating the communication pipe 26, and FIG. 13 is a side view illustrating the communication pipe 26. It is a figure which illustrates the support structure of the drive shaft 102 by the intake manifold 24.

As described above, the fuel injection valve 31 is arranged on the Y + side (front side) of the intake manifold 24 and on the Y− side (rear side) of the intake side wall surface 10a in the Y direction (vehicle front-rear direction). By arranging in this way, the fuel injection valve 31 according to the present embodiment is covered with at least a part of the intake manifold 24 when the engine 3 is viewed from the Y− side.

Specifically, the intake manifold 24 is separated from the fuel injection valve 31 when viewed along the Y direction (when viewed from the Y− side to the Y + side in the present embodiment) (Y in the present embodiment). A part of the surface 27 facing the − direction) is arranged at a position where it overlaps with the fuel injection valve 31, while the other part of the surface 27 is arranged at a position where it overlaps with the fuel injection valve 31.

Here, in the intake manifold 24, the "surface facing away from the fuel injection valve" corresponds to the Y-side surface 27 of the surge tank portion 25 in the present embodiment. As illustrated in FIG. 7, the Y-side surface 27 of the surge tank portion 25 is arranged at a position where a part thereof overlaps with the fuel injection valve 31 and a portion thereof does not overlap with the fuel injection valve 31. To.

Hereinafter, the former (a part of the surface 27) is referred to as a fuel system component corresponding portion 27a, and the latter (the other portion of the surface 27) is referred to as a non-corresponding portion 27b. As described above, the fuel system component corresponding portion 27a and the non-corresponding portion 27b are configured on the Y− side surface 27 of the surge tank portion 25.

As illustrated in FIGS. 4 and 5, in the Y direction, the non-corresponding portion 27b protrudes in the direction away from the intake side wall surface 10a (in the present embodiment, the Y− direction) as compared with the fuel system component corresponding portion 27a. ing. Specifically, the Y-side end of the non-corresponding portion 27b corresponds to the broken line Y1 in FIG. 4, while the Y-side end of the fuel system component corresponding portion 27a corresponds to the broken line Y2 in FIG. .. As shown in FIG. 4, the broken line Y1 is located on the Y− side of the broken line Y2. Further, as illustrated in FIG. 7, in the X direction, the non-corresponding portion 27b is arranged on the X- side with respect to the fuel system component corresponding portion 27a.

Further, in the Z direction, the upper edge portion of the non-corresponding portion 27b is arranged below the upper edge portion of the fuel system component corresponding portion 27a. Further, in the Z direction, the lower edge portion of the non-corresponding portion 27b is arranged at substantially the same position as the lower edge portion of the fuel system component corresponding portion 27a.

Here, as illustrated in FIG. 7, the lower edge portion of the non-corresponding portion 27b and the lower edge portion of the fuel system component corresponding portion 27a are continuously connected. On the other hand, as illustrated in the figure, the upper edge portion of the non-corresponding portion 27b and the upper edge portion of the fuel system component corresponding portion 27a are not connected and are formed discontinuously.

That is, the intake manifold 24 according to the present embodiment has a discontinuous portion 28 interposed between the fuel system component corresponding portion 27a and the non-corresponding portion 27b. The discontinuity 28 is formed on the surface of the intake manifold 24 by at least partially dividing the surface 27 facing away from the fuel injection valve 31, so that the fuel system component corresponding portion 27a and the non-corresponding portion 27b are formed on the surface. And are partitioned.

The discontinuous portion 28 divides the portion from the upper edge portion of the non-corresponding portion 27b to the central portion in the Z direction and the portion from the upper edge portion of the fuel system component corresponding portion 27a to the central portion in the Z direction. It has become. As illustrated in FIG. 9, the discontinuous portion 28 according to the present embodiment is configured to partially divide not only the surface of the intake manifold 24 but also the internal space thereof.

In particular, the discontinuous portion 28 according to the present embodiment has a recess 28a formed by recessing the surface of the intake manifold 24, particularly the surface 27 on the Y− side of the surge tank portion 25, and a notch 28b formed by cutting out the recess 28a. And have.

Of these, the recess 28a is formed in a bottomed concave shape that is recessed along the Y direction, and a bolt insertion port 28c is formed at the bottom thereof. The bolt insertion port 28c is arranged so as to correspond to the bolt insertion port 26c formed in the upstream flange portion 26U of the communication pipe 26, which will be described later.

The recess 28a is arranged at a position where at least a part of the recess 28a overlaps with the upstream flange portion 26U in the communication pipe 26 when viewed along the Y direction. As illustrated in FIG. 11, when the recess 28a is viewed from the Y + side, the outer surface facing the Y + side has a mating surface 28d that is in close contact with the outer surface (the surface facing the Y− direction) of the upstream flange portion 26U. Eggplant. The bottom surface of the recess 28a according to the present embodiment constitutes a mating surface 28d between the surge tank portion 25 and the communication pipe 26.

The notch 28b cuts out the upper edge portion of the recess 28a. When the surface 27 facing the Y− side of the surge tank portion 25 is divided into the fuel system component corresponding portion 27a and the non-corresponding portion 27b by the plane passing through the notch 28b and the recess 28a, the non-corresponding portion 27b is at least in the Y direction. When viewed along the above, the surface area is larger than that of the fuel system component corresponding portion 27a.

Further, the surge tank portion 25 is formed in a tank shape having a longer dimension in the X direction than in the Z direction, ignoring the influence of the discontinuous portion 28. Here, the surge tank portion 25 extends from the end portion arranged on the X− side of the rotor housing 10 in the vehicle width direction (X direction) in the direction approaching the exhaust gas purification device 43 (X + direction) and communicates with the pipe. Connected to 26.

In other words, the surge tank portion 25 according to the present embodiment starts from the connection portion (introduction port 26b described later) between the surge tank portion 25 and the communication pipe 26 when viewed along the direction opposite to the gas flow direction. , It extends toward the opposite side (X− side) of the exhaust gas purification device 43 in the vehicle width direction (X direction).

By extending the surge tank portion 25 in the direction away from the exhaust gas purification device 43 in this way, a gap is secured between the exhaust purification device 43 and the surge tank portion 25, and by extension, the relay exhaust pipe 42 is arranged. Space can be secured.

Further, the surge tank portion 25 according to the present embodiment extends toward the X− side starting from the introduction port 26b, and then further bulges toward the front side (Y + side) in the vehicle front-rear direction (Y direction). .. Hereinafter, the portion of the surge tank portion 25 that bulges toward the front side (Y + side) is referred to as a “bulging portion” and is designated by reference numeral 25a (see the shaded portion in FIG. 6).

Further, the surge tank portion 25 can be divided into a portion corresponding to the non-corresponding portion 27b and a portion corresponding to the fuel system component corresponding portion 27a. As shown in FIG. 8 and the like, when the former portion is referred to as an upstream tank portion 25U and the latter portion is referred to as a downstream tank portion 25D, the above-mentioned bulging portion 25a is formed in the upstream tank portion 25U. ing.

Similar to the arrangement of the fuel system component corresponding portion 27a and the non-corresponding portion 27b, the upstream tank portion 25U is arranged side by side with respect to the downstream tank portion 25D on the X− side. Further, as illustrated in FIG. 9, the internal space Su of the upstream tank portion 25U and the internal space Sd of the downstream tank portion 25D are located at the lower edges of the non-corresponding portion 27b and the fuel system component compatible portion 27a, respectively. They are connected via the corresponding interior space.

Of these, the intake port 24a described above is open on the upper surface of the upstream tank portion 25U. The intake port 24a opens on the upper surface of the central portion in the X direction of the upstream tank portion 25U. That is, the intake port 24a is opened at a position biased toward the X− side in the entire surge tank portion 25 including the downstream tank portion 25D. The upstream tank portion 25U is connected to the relay intake pipe 22 via the intake port 24a.

Further, the bulging portion 25a is formed on the front surface (the wall surface on the Y + side in the Y direction) of the upstream tank portion 25U. The bulging portion 25a, together with the other portion of the upstream tank portion 25U, partitions the internal space Su.

Specifically, as illustrated in FIG. 6, the bulging portion 25a is at least on the X- side of the rotor housing 10, the communication pipe 26, the exhaust manifold 41, the relay exhaust pipe 42, and the exhaust purification device 43 in the X direction. It is located in.

Further, as illustrated in FIGS. 4 and 6, the bulging portion 25a is arranged at substantially the same position as the communication pipe 26 in the Y direction and the Z direction. That is, the bulging portion 25a according to the present embodiment is arranged at a position overlapping the communication pipe 26 when viewed along the vehicle width direction (X direction). Further, the bulging portion 25a is arranged above the drive shaft 102, and is arranged at a position overlapping the drive shaft 102 when viewed along the vehicle height direction (Z direction).

On the other hand, as illustrated in FIG. 11, a connection port 25b connected to the introduction port 26b of the communication pipe 26 is opened on the front surface of the downstream tank portion 25D (the wall surface on the Y + side in the Y direction). The connection port 25b opens in front of the central portion in the X direction of the downstream tank portion 25D. That is, the connection port 25b is opened at a position biased toward the X + side in the entire surge tank portion 25 including the upstream tank portion 25U. The downstream tank portion 25D is connected to the communication pipe 26 via the connection port 25b.

Therefore, as shown by the arrows in FIGS. 9 and 10, the gas flowing in from the intake port 24a flows through the internal space Su of the upstream tank portion 25U along the Z− direction and the X + direction. The gas that has passed through the internal space Su of the upstream tank portion 25U flows into the internal space Sd of the downstream tank portion 25D, and reaches the connection port 25b via the internal space Sd. The gas that has reached the connection port 25b flows along the Y + direction, and reaches the communication pipe 26 from the connection port 25b via the introduction port 26b.

Here, the bulging portion 25a according to the present embodiment is arranged at a portion deviated from the main flow of the gas flowing from the intake port 24a toward the communication pipe 26, as illustrated in FIGS. 9 and 10. Here, the "mainstream gas" is defined as, for example, a streamline of gas from the intake port 24a to the connection port 25b, more specifically, a curve connecting the arrows shown in FIGS. 9 and 10. Can be done.

On the other hand, the communication pipe 26 constituting the intake manifold 24 together with the surge tank portion 25 partitions the straight passage portion 26a extending in the Y direction and communicates when viewed along the Y direction, as illustrated in FIG. At least a part of the pipe 26 and the fuel system component corresponding portion 27a in the surge tank portion 25 are arranged at overlapping positions.

As illustrated in FIG. 3, the communication pipe 26 according to the present embodiment has a tapered diameter in the Z direction from the Y + side to the Y− side along the Y direction.

Specifically, the Y + side portion of the communication pipe 26 partitions a space extending along the Y direction, and thus a straight passage portion 26a. As illustrated in FIG. 12B, a downstream flange portion 26D having a triangular cross section is provided at the end on the Y + side of the communication pipe 26. The downstream flange portion 26D can be fastened to the intake side wall surface 10a of the rotor housing 10.

On the other hand, the Y-side portion of the communication pipe 26 defines an introduction port 26b that extends in the substantially Z direction and communicates with the straight passage portion 26a, as illustrated in FIG. 12A. The introduction port 26b is formed so as to be connected to the downstream tank portion 25D of the surge tank portion 25 when the intake manifold 24 is formed by combining the surge tank portion 25 and the communication pipe 26. As illustrated in FIG. 12A, a thin plate-shaped upstream flange portion 26U is provided at the end on the Y− side of the communication pipe 26. The upstream flange portion 26U is configured to be in close contact with the mating surface 28d formed by the recess 28a in the surge tank portion 25, and in a state of being in close contact with the mating surface 28d, the upstream flange portion 26U is in close contact with the mating surface 28d via the bolt insertion port 26c. Can be fastened to the recess 28a.

Further, as illustrated in FIG. 3, the Z-side portion of the communication pipe 26 is arranged below the fuel injection valve 31. On the other hand, the Z + side portion of the communication pipe 26 is configured to cover the fuel injection valve 31 when viewed from the Y− side along the Y direction, similarly to the fuel system component corresponding portion 27a described above. There is. In particular, in the present embodiment, the Z + side portion of the upstream flange portion 26U covers the fuel injection valve 31 (see FIG. 12A).

Therefore, when viewed in the cross section illustrated in FIG. 3 (cross section extending along the YZ direction), the engine 3 according to the present embodiment has the fuel system component corresponding portion 27a and the downstream side in order from the Y− side in the Y direction. The internal space Sd of the tank portion 25D, the upstream flange portion 26U, the fuel injection valve 31, and the intake side wall surface 10a are arranged.

Further, as illustrated in FIGS. 12B and 12C, the side wall portion (X-side side wall portion) of the communication pipe 26 extends in the vehicle front-rear direction (Y direction) and in the vehicle front-rear direction (Y direction). A thick portion 29 is provided so as to face the intake side wall surface 10a at a distance.

Specifically, the thick portion 29 is formed in a columnar shape extending substantially along the Y direction. The Y− side base end portion of the wall thickness portion 29 is integrally formed with the upstream side flange portion 26U. On the other hand, the tip of the thick portion 29 on the Y + side faces the intake side wall surface 10a at a distance (see FIG. 12C).

Further, the thick portion 29 is arranged at the central portion of the communication pipe 26 in the Z direction in the Z direction. Further, the wall thickness portion 29 is arranged in the region between the bulging portion 25a, the communication pipe 26, and the fuel injection valve 31 in the X direction, as illustrated in FIG.

Further, the communication pipe 26 according to the present embodiment has a support function of the drive shaft 102 in addition to forming the intake manifold 24 together with the surge tank portion 25.

Specifically, the drive shaft 102 according to the present embodiment can be supported in a state of being inserted into a substantially ring-shaped support tool 105 as illustrated in FIG. 13 (see also FIG. 3). The support 105 has a shaft-side flange portion 105a for fastening to the engine 3. The communication pipe 26 can support the support tool 105, and thus the drive shaft 102, via the shaft-side flange portion 105a.

Specifically, as illustrated in FIG. 12A, the lower half portion 261 of the downstream side flange portion 26D in the communication pipe 26 has a tapered diameter increasing in the Z- direction, and thus the diameter has been expanded. A pair of left and right bolt insertion ports 261a arranged in the X direction are provided at the lower end of the half portion 261. By inserting a bolt into the bolt insertion port 261a, the downstream flange portion 26D and the shaft side flange portion 105a can be fastened together with the intake side wall surface 10a. By then tightening together, the communication pipe 26 supports the drive shaft 102 via the support 105.

<Protection of fuel injection valve>
By the way, as a measure for protecting the fuel injection valve 31 in the event of a vehicle collision, for example, in the case of a frontal collision of the vehicle, as illustrated in FIG. 3, between the intake manifold 24 and the intake side wall surface 10a of the rotor housing 10. It is conceivable to arrange the fuel injection valve 31 in the.

However, when the engine 3 is used as a range extender as in the power train P according to the present embodiment, the power train P is connected to a large generator 4 and a large motor 1 in addition to the engine 3. It becomes a heavy object. Therefore, there is a concern that the weight of the power train P will be increased.

In this case, due to the increased weight of the power train P, the inertial force when the power train P moves at the time of collision may increase. This is inconvenient from the viewpoint of protecting the fuel injection valve 31.

Further, in general, when an engine is used as a range extender, a smaller engine tends to be used as compared with the case where the engine is used as a power source for propelling an automobile. For example, the engine 3 according to the present embodiment is configured as a one-rotor type rotary engine, which is smaller than a multi-cylinder type reciprocating engine.

In this case, the intake manifold tends to become smaller as the engine becomes smaller. Therefore, in addition to arranging the fuel injection valve 31 between the intake manifold 24 and the intake side wall surface 10a, further ingenuity is required to more reliably protect the fuel injection valve 31.

On the other hand, as illustrated in FIG. 7, the fuel injection valve 31 according to the present embodiment has a fuel system component corresponding portion 27a in the intake manifold 24 and an intake side wall surface 10a in the rotor housing 10 in the vehicle front-rear direction (Y direction). It is designed to be located between and.

Here, as illustrated in FIG. 5, the non-corresponding portion 27b in the intake manifold 24 projects in a direction (Y− direction) away from the intake side wall surface 10a as compared with the fuel system component corresponding portion 27a. Therefore, when a load is applied to the intake manifold 24 from the rear or the front at the time of a vehicle collision, the load acts on the non-corresponding portion 27b at a timing earlier than that of the fuel system component corresponding portion 27a.

Then, as illustrated in FIG. 7, the influence of the load acting on the non-corresponding portion 27b (for example, by interposing the discontinuous portion 28 between the non-corresponding portion 27b and the fuel system component corresponding portion 27a). , Cracks) can be suppressed from being transmitted to the fuel system component corresponding portion 27a. As a result, the rigidity of the fuel system component corresponding portion 27a can be maintained high, and by extension, the fuel injection valve 31 can be more reliably protected.

Further, as illustrated in FIG. 4, the intake side wall surface 10a is a wall surface on the rear side of the engine 3. By laying out the intake manifold 24 so as to face the wall surface on the rear side and arranging the fuel injection valve 31 between the intake side wall surface 10a and the intake manifold 24, the vehicle body such as the dash panel 104 is provided in the event of a vehicle collision. It is advantageous in protecting the fuel injection valve 31 from the parts.

Further, if the discontinuous portion 28 is formed by the convex portion, the load may be input to the discontinuous portion 28 at a timing earlier than that of the non-corresponding portion 27b at the time of a vehicle collision. In that case, in order to suppress the transmission of the influence of the load from the discontinuous portion 28 to the fuel system component corresponding portion 27a, further measures such as a device for increasing the rigidity of the convex portion are required.

On the other hand, as illustrated in FIG. 7, by forming the discontinuous portion 28 by the concave portion 28a, it is possible to configure the load to be input at a timing later than that of the non-corresponding portion 27b, as described above. It is possible to suppress the transmission of the influence of the load to the fuel system component corresponding portion 27a without taking additional measures. This is advantageous in protecting the fuel injection valve 31 in the event of a vehicle collision.

Further, as illustrated in FIG. 7, the surface area of the non-corresponding portion 27b is configured to be larger than the surface area of the fuel system component corresponding portion 27a, so that a large area for receiving the collision in the non-corresponding portion 27b is secured. Can be done. As a result, the fuel injection valve 31 can be protected more reliably.

Further, as illustrated in FIG. 3, even if a load acts on the fuel system component corresponding portion 27a, the communication pipe 26 having the straight passage portion 26a functions as a support column, so that the fuel system component corresponding portion 27a It is possible to suppress forward or backward movement. This is advantageous in protecting the fuel injection valve 31 in the event of a vehicle collision.

Further, as illustrated in FIG. 11, when viewed from the Y + side, the bottom surface of the recess 28a forms the mating surface 28d, so that the recess 28a forming the discontinuity 28 is formed as deep as possible. Can be done. As a result, the influence of the load acting on the non-corresponding portion 27b can be more reliably suppressed from being transmitted to the fuel system component corresponding portion 27a. As a result, the rigidity of the fuel system component corresponding portion 27a can be maintained high, and by extension, the fuel injection valve 31 can be more reliably protected.

Further, as illustrated in FIG. 12B, by providing the thick portion 29 in the communication pipe 26, the thick portion 29 can also function as a support. This is advantageous in suppressing the approach between the surge tank portion 25 and the intake side wall surface 10a in the event of a vehicle collision, which in turn protects the fuel injection valve 31. Further, by providing a space between the thick portion 29 and the intake side wall surface 10a, it is possible to absorb the manufacturing tolerance of the intake manifold 24 and the like.

Further, as illustrated in FIG. 2A and the like, the steering device 103 is arranged at a position where it overlaps with the surge tank portion 25 when viewed along the Y direction. By arranging in this way, it is possible to suppress the interference between the fuel injection valve 31 and the steering device 103 at the time of a vehicle collision.

<< Other Embodiments >>
In the above embodiment, the engine 3 is configured as a one-rotor rotary engine, but the present disclosure is not limited to such a configuration. The engine 3 may be, for example, a reciprocating engine.

Further, in the above-described embodiment, the engine 3 is configured to be used as a range extender, but the present disclosure is not limited to such a configuration. The engine 3 may be used, for example, as a power source for propelling the automobile 100.

Further, in the above-described embodiment, the engine 3 is configured as a so-called rear intake engine, but the present disclosure is not limited to such a configuration. The engine 3 can also be configured as a so-called front intake engine. In that case, the intake side wall surface 10a described above corresponds to the wall surface on the front side of the vehicle in the rotor housing 10, and the fuel injection valve 31 and the intake manifold 24 are laid out in order toward the front.

Further, in the above-described embodiment, the discontinuous portion 28 is composed of a recess 28a and a notch 28b in which the recess 28a is cut out, but the present disclosure is not limited to such a configuration. The discontinuous portion 28 can be composed of, for example, a convex portion that protrudes toward the Y− side and extends along the Z direction. Further, the discontinuous portion 28 may be formed by combining a concave portion and a convex portion.

3 engine (vehicle engine)
10 Rotor housing 10a Intake side wall surface 11 Intake port 20 Intake device 24 Intake manifold 25 Surge tank part 26 Communication pipe 26a Straight passage part 27 Surface (surface facing away from fuel injection valve)
27a Fuel system parts Corresponding part 27b Non-corresponding part 28 Discontinuous part 28a Recessed part 29 Thick part 31 Fuel injection valve 40 Exhaust device 100 Automobile (vehicle)

Claims (8)

A vehicle engine equipped with an intake manifold connected to an intake port of an engine and a fuel injection valve for injecting fuel, which is mounted on a vehicle.
The fuel injection valve includes the intake manifold and an intake side wall surface which is one wall surface facing the intake manifold among both wall surfaces when the vehicle engine is divided into two in the vehicle front-rear direction. Placed between
The intake manifold is arranged at a position where a part of the surface facing the direction away from the fuel injection valve overlaps with the fuel injection valve when viewed along the vehicle front-rear direction, while the other part of the surface is arranged. It is placed at a position that does not overlap with the fuel injection valve.
When a part of the surface is referred to as a fuel system component corresponding portion and the other portion of the surface is referred to as a non-corresponding portion, the non-corresponding portion is referred to from the intake side wall surface as compared with the fuel system component corresponding portion. Protruding away,
The vehicle engine, wherein the intake manifold has a discontinuous portion interposed between the fuel system component corresponding portion and the non-corresponding portion. In the vehicle engine according to claim 1,
The intake side wall surface is a wall surface on the rear side of the vehicle engine.
A vehicle engine characterized in that the fuel injection valve is arranged in front of the intake manifold and behind the intake side wall surface in the vehicle front-rear direction. In the vehicle engine according to claim 1 or 2.
The discontinuous portion divides the surface of the intake manifold facing the direction away from the fuel injection valve at least partially, so that the fuel system component corresponding portion and the non-corresponding portion are formed on the surface. Vehicle engine characterized by partitioning. In the vehicle engine according to claim 3,
The vehicle engine, wherein the discontinuous portion has a recess formed by recessing the surface of the intake manifold. In the vehicle engine according to any one of claims 1 to 4.
The non-corresponding part is a vehicle engine having a larger surface area than the fuel-based component-corresponding part when viewed along the front-rear direction of the vehicle. In the vehicle engine according to any one of claims 1 to 5,
The fuel system component corresponding portion and the non-corresponding portion are formed on the surface of the surge tank portion in the intake manifold.
The intake manifold has a communication pipe that communicates with the intake port and the surge tank portion.
The communication pipe partitions a straight passage portion extending in the front-rear direction of the vehicle, and at a position where at least a part of the communication pipe and the fuel system component corresponding portion overlap when viewed along the front-rear direction of the vehicle. A vehicle engine characterized by being placed. In the vehicle engine according to claim 6, which cites claim 4.
The surge tank portion and the communication pipe are configured as separate bodies from each other.
The recess is arranged at a position where at least a part of the recess overlaps with the communication pipe when viewed along the vehicle front-rear direction.
A vehicle engine characterized in that the bottom surface of the recess forms a mating surface between the surge tank portion and the communication pipe. In the vehicle engine according to claim 6 or 7.
A vehicle engine characterized in that a wall surface portion of the communication pipe is provided with a thick portion extending in the vehicle front-rear direction and facing the intake side wall surface at intervals in the vehicle front-rear direction.