JP2023131952A - engine - Google Patents

Abstract

To provide a technology suitable for an engine with a structure of which total width is likely to relatively becomes large relative to the total length thereof.SOLUTION: An engine includes: a coolant cooler for cooling a first coolant for cooling an engine block constituted of a cylinder block and a cylinder head; and a lubricant cooler for cooling a lubricant using the first coolant or a second coolant. The coolant cooler and the lubricant cooler are disposed while being aligned on one end side in a crankshaft direction.SELECTED DRAWING: Figure 6

Description

The present invention relates to an engine.

Patent Document 1 discloses a technique for reducing the overall height, length, and width of an engine to make the engine more compact.

The supercharged engine disclosed in Patent Document 1 includes a fresh water cooler that cools fresh cooling water supplied into the engine, and a lubricating oil cooler that cools lubricating oil. The fresh water cooler is disposed on the side of the cylinder head opposite to the output side of the engine, and the lubricating oil cooler is disposed approximately directly below the exhaust manifold so that its longitudinal direction is parallel to the longitudinal direction of the exhaust manifold. Ru. That is, the lubricating oil cooler is placed on the side of the engine.

Japanese Patent Application Publication No. 2005-299393

The configuration of Patent Document 1 is effective when the overall width is relatively small with respect to the overall length of the engine, such as an in-line multi-cylinder engine, for example. However, since the lubricating oil cooler is placed on the side of the engine, if the overall width is relatively large compared to the overall length of the engine, such as a V-type engine, the overall width of the engine can be improved by applying the configuration of Patent Document 1. There is a concern that it will become too large.

An object of the present invention is to provide a technique suitable for an engine having a structure in which the overall width tends to be relatively large relative to the overall length.

An exemplary engine of the present invention includes a coolant cooler that cools a first coolant that cools an engine block including a cylinder block and a cylinder head, and a coolant that cools a lubricant using the first coolant or the second coolant. and a lubricating oil cooler for cooling. The coolant cooler and the lubricating oil cooler are arranged side by side on one end side in the crankshaft direction.

According to the exemplary embodiment of the present invention, it is possible to provide a technique suitable for an engine having a structure in which the overall width tends to be relatively large compared to the overall length.

Schematic perspective view showing the configuration of the engine A schematic perspective view showing the parts of the engine including the cylinder block, head block, and head cover. Schematic sectional view of the cylinder block part of the engine Schematic top view showing the configuration of the engine Diagram showing a schematic configuration of a coolant flow path provided in an engine Schematic front view showing the configuration of the engine A schematic perspective view showing parts that constitute part of the right cylinder row dedicated coolant flow path and the left cylinder row dedicated coolant flow path A schematic cross-sectional perspective view showing a cross section taken at the VIII-VIII position shown in FIG. A schematic perspective view showing the configuration of the right exhaust connecting pipe included in the engine A schematic perspective view showing the configuration of a gear case included in the engine A schematic perspective view of the gear case when viewed from a direction different from that in Figure 10 Schematic right side view showing the configuration of the gear case included in the engine A schematic cross-sectional perspective view showing a cross section taken at the XIII-XIII position shown in FIG. A schematic cross-sectional perspective view showing a cross section taken at the XIV-XIV position shown in FIG. A schematic perspective view showing the mounting structure of the engine's coolant cooler and lubricating oil cooler. A schematic perspective view showing the configuration of a heat exchange section included in a coolant cooler. Schematic diagram to explain the configuration of the heat exchange section of the coolant cooler A schematic perspective view showing the configuration of a heat exchange section included in the lubricating oil cooler.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, an XYZ coordinate system is appropriately shown as a three-dimensional orthogonal coordinate system. In the following description, the X direction is the front-back direction, the Y direction is the left-right direction, and the Z direction is the up-down direction. Note that the +X side is the front side and the -X side is the rear side. The +Y side is the right side and the -Y side is the left side. The +Z side is the upper side and the -Z side is the lower side. Specifically, the direction in which the center line C of the crankshaft (output shaft) shown in FIG. Further, the vertical direction is defined with the side on which the oil pan 3 is arranged relative to the cylinder block 1 as the lower side. The direction perpendicular to the front-rear direction and the up-down direction is defined as the left-right direction, and the right side when viewed from the rear toward the front is the right side, and the left side is the left side. Note that these directions are simply names used for explanation, and are not intended to limit the actual positional relationships and directions. Further, in this specification, the crankshaft direction is the same as the front-rear direction in which the center line C of the crankshaft extends.

<1. Engine overview>
FIG. 1 is a schematic perspective view showing the configuration of an engine 100 according to an embodiment of the present invention. The engine 100 is suitable as a marine engine for use in a ship, for example. However, the engine 100 is not limited to a marine engine, and may be applied to other uses. Note that the engine 100 is a diesel engine.

As shown in FIG. 1, engine 100 includes a cylinder block 1, a head block 4, and a head cover 5. The cylinder block 1 and head block 4 constitute an engine block (engine body). That is, engine 100 includes an engine block. FIG. 2 is a schematic perspective view showing a portion of the engine 100 including the cylinder block 1, head block 4, and head cover 5. FIG. 3 is a schematic cross-sectional view of a portion of cylinder block 1 included in engine 100.

As shown in FIGS. 2 and 3, a crankshaft 6 and a piston 7 extending in the front-rear direction are arranged inside the cylinder block 1. The inside of the cylinder block 1 is connected to the inside of an oil pan 3 located below and storing lubricating oil. A flywheel 2 (see FIG. 1) is attached to the rear end of the crankshaft 6. The flywheel 2 rotates integrally with the crankshaft 6 and is used to extract power from the engine 100. Specifically, the piston 7 is arranged within a cylinder 11 formed in the cylinder block 1. The piston 7 is connected to the crankshaft 6 via a connecting rod 71.

Specifically, the cylinder block 1 has a right cylinder 11R arranged on the right side and a left cylinder 11L arranged on the left side. When viewed from the rear, the right cylinder 11R has a cylindrical shape that is inclined to the right with respect to the vertical direction and extends in an oblique direction. When viewed from the rear, the left cylinder 11L has a cylindrical shape that is inclined to the left with respect to the up-down direction and extends in an oblique direction. The right cylinder 11R and the left cylinder 11L are arranged in a V-shape. The pair of right cylinder 11R and left cylinder 11L arranged in a V-shape are arranged with their cylinder axes slightly shifted in the front-rear direction. In this embodiment, the left cylinder 11L is arranged slightly forward of the right cylinder 11R.

The cylinder block 1 has a right cylinder row 111R in which a plurality of right cylinders 11R are lined up in the front-rear direction, and a left cylinder row 111L in which a plurality of left cylinders 11L are lined up in the front-rear direction. That is, the engine 100 includes two cylinder rows 111R and 111L. Each of the two cylinder rows 111R and 111L extends in the crankshaft direction. The two cylinder rows 111R and 111L are arranged side by side with each other. Note that the two cylinder rows 111R and 111L are aligned in the left-right direction in detail. The right cylinder row 111R and the left cylinder row 111L form a V-shaped bank. In this embodiment, the number of right cylinders 11R making up the right cylinder row 111R and the number of left cylinders 11L making up the left cylinder row 111L are both six, as an example. That is, the engine 100 of this embodiment is a V-type 12-cylinder engine.

In each of the right cylinder row 111R and the left cylinder row 111L, a head block 4 is arranged to overlap each cylinder 11. The head block 4 is fastened to the cylinder block 1 using screws. Specifically, the head block 4 includes a right head block 4R stacked on the right cylinder 11R, and a left head block 4L stacked on the left cylinder 11L. The number of right head blocks 4R is the same as the number of right cylinders 11R because one right head block 4R is stacked on each right cylinder 11R. Since the left head blocks 4L are stacked one on top of each left cylinder 11L, there are the same number of left head blocks as there are left cylinders 11L. In this embodiment, the number of right head blocks 4R and left head blocks 4L is six.

Each head block 4 has an intake port 41 for supplying gas to a combustion chamber constituted by the cylinder 11, piston 7, and head block 4, and an exhaust port (not shown) for exhausting gas from the combustion chamber. have Note that the exhaust port is provided on a surface opposite to the surface on which the intake port 41 is provided. Specifically, the right head block 4R has an intake port 41 on the left side and an exhaust port on the right side. The left head block 4L has an intake port 41 on the right side and an exhaust port on the left side.

A head cover 5 is placed over each head block 4. The head cover 5 is fastened to the head block 4 using screws. Each head cover 5 covers an intake valve and an exhaust valve (not shown) arranged in the head block 4. An injector 8 is attached to each head cover 5. One end of the injector 8, where an injection port for injecting fuel is provided, faces the combustion chamber. The other end of the injector 8 projects outward from the head cover 5.

Specifically, the head cover 5 includes a right head cover 5R that covers the right head block 4R, and a left head cover 5L that covers the left head block 4L. The right head covers 5R are provided in the same number as the right head blocks 4R because they are placed over each right head block 4R. The left head covers 5L are provided in the same number as the left head blocks 4L because they are placed over each left head block 4L. In this embodiment, the number of right head covers 5R and left head covers 5L is six. Note that the number of right injectors 8R disposed on the right head cover 5R and the number of left injectors 8L disposed on the left head cover 5L are both six.

On the right side of the cylinder block 1, a right cylinder 11R, a right head block 4R, and a right head cover 5R, which constitute the right bank RB, extend diagonally upward to the right. Further, on the left side of the cylinder block 1, a left cylinder 11L, a left head block 4L, and a left head cover 5L, which constitute the left bank LB, extend diagonally upward to the left. In plan view from the front and rear directions, the right bank RB and the left bank LB are V-shaped, and the engine 100 has a V bank. An in-bank area 200 is formed between the right bank RB and the left bank LB in the left-right direction.

Returning to FIG. 1, engine 100 includes a top cover 9 and a side cover 10. The top cover 9 prevents water from splashing on the controller 26 (see FIG. 4, etc. described later) etc. disposed inside due to, for example, dew condensation. The side cover 10 prevents fuel from scattering due to cracks in parts such as the head block 4, for example. Although FIG. 1 only shows the side cover 10 disposed on the right side, a similar side cover 10 is also disposed on the left side. That is, the engine 100 includes a pair of left and right side covers 10.

FIG. 4 is a schematic top view showing the configuration of the engine 100 according to the embodiment of the present invention. In FIG. 4, the top cover 9 and the pair of side covers 10 are omitted. As shown in FIGS. 1 and 4, engine 100 includes an intake manifold 21 and an exhaust manifold 22. As shown in FIGS. The intake manifold 21 and the exhaust manifold 22 are attached to the engine block (specifically, the head block 4).

The intake manifold 21 distributes intake air, which is air sucked in from the outside or a mixture, to each cylinder 11. Intake manifold 21 is arranged at the top of engine 100 and extends in the front-rear direction. Specifically, the intake manifold 21 includes a right intake manifold 21R for the right cylinder 11R and a left intake manifold 21L for the left cylinder 11L. That is, the engine 100 includes two intake manifolds 21R and 21L.

The right intake manifold 21R is arranged above each intake port 41 (see FIG. 2) of the plurality of right head blocks 4R arranged in the front-rear direction. The inside of the right intake manifold 21R and each right cylinder 11R are connected via each intake port 41. The left intake manifold 21L is arranged above each intake port 41 of the plurality of left head blocks 4L arranged in the front-rear direction. The inside of the left intake manifold 21L and each left cylinder 11L are connected via each intake port 41.

In detail, an intake valve (not shown) is interposed between each intake port 41 and each cylinder 11, and when the intake valve is in an open state, the inside of the intake manifold 21 and the cylinder 11 communicate with each other. do.

The exhaust manifold 22 collects exhaust gas from each cylinder 11. Exhaust manifold 22 is arranged on a side surface of engine 100 and extends in the front-rear direction. Specifically, the exhaust manifold 22 includes a right exhaust manifold 22R for the right cylinder 11R and a left exhaust manifold 22L for the left cylinder 11L.

The right exhaust manifold 22R is arranged on the right side of a plurality of right head blocks 4R (see FIG. 2) arranged in the front-rear direction. The inside of the right exhaust manifold 22R and each right cylinder 11R are connected through an exhaust port (not shown) provided on the right side of the right head block 4R. The left exhaust manifold 22L is arranged on the left side of a plurality of left head blocks 4L (see FIG. 2) arranged in the front-rear direction. The inside of the left exhaust manifold 22L and each left cylinder 11L are connected through an exhaust port (not shown) provided on the left side of the left head block 4L.

In addition, in detail, an exhaust valve (not shown) is interposed between each exhaust port and each cylinder 11, and when the exhaust valve is in an open state, the inside of the exhaust manifold 22 and the cylinder 11 communicate with each other. .

The exhaust gas collected by the right exhaust manifold 22R is exhausted to the outside via a right supercharger 23R and a right exhaust outlet pipe 24R, both of which are arranged on the right rear side of the engine 100. The exhaust gas collected by the left exhaust manifold 22L is exhausted to the outside via a left supercharger 23L and a left exhaust outlet pipe 24L, both of which are arranged at the left rear of the engine 100.

The right supercharger 23R and the left supercharger 23L both have a compressor section 231 and a turbine section 232. The compressor section 231 pressurizes and compresses intake air such as air supplied from the outside of the engine 100. The compressed intake air is supplied to the intake manifold 21 via the intercooler 25. The turbine section 232 is rotated by exhaust gas supplied from the exhaust manifold 22. The rotational power of the turbine section 232 is transmitted to the compressor section 231. That is, the right supercharger 23R and the left supercharger 23L of this embodiment are so-called turbochargers that use an exhaust gas turbine as a driving source. Engine 100 includes a supercharger 23 driven by exhaust gas from exhaust manifold 22.

An intercooler 25 connected to the intake manifold 21 is supplied with cooling water by a cooling water pump (not shown) to cool intake air. The intake air supplied from the compressor section 231 is pressurized and compressed, thereby generating compression heat and increasing its temperature. The intercooler 25 cools the intake air by exchanging heat between the cooling water supplied from the cooling water pump and the compressed intake air. That is, by providing the intercooler 25, the temperature of the intake air supplied to the intake manifold 21 can be adjusted to a desired temperature.

As shown in FIG. 4, the right intake manifold 21R and the left intake manifold 21L are arranged at an interval in the left-right direction in the upper part of the engine 100. As shown in FIG. 4, when the top cover 9 is removed, the in-bank area 200 is exposed to the outside through the space between the right intake manifold 21R and the left intake manifold 21L. In the bank area 200, for example, a controller 26 that controls the entire engine 100, a fuel pump 27 that supplies fuel to the injector 8, and the like are arranged.

That is, the engine 100 includes the controller 26 arranged in the in-bank area 200 located between the right cylinder row 111R and the left cylinder row 111L. The engine 100 also includes a fuel pump 27 arranged in the in-bank area 200. Note that, in a strict sense, the in-bank area 200 may be a spatial region between the right cylinder row 111R and the left cylinder row 111L. However, in this embodiment, the in-bank area 200 broadly includes a spatial region between the right bank RB including the right cylinder row 111R and the left bank LB including the left cylinder row 111L in the left-right direction.

By arranging the controller 26 and the fuel pump 27 in the bank area 200, the bank area 200 can be efficiently used for arranging parts. Thereby, the engine 100 can be made smaller. However, the controller 26 and the fuel pump 27 may be placed outside the in-bank area 200.

Note that the controller 26 specifically includes a first controller 261 and a second controller 262. However, the number of controllers 26 may be changed as appropriate; for example, the controller 26 may be configured with only one controller. In this embodiment, the first controller 261 and the second controller 262 are arranged in the front-rear direction (crankshaft direction). Specifically, the first controller 261 is located in front of the second controller 262. One of the first controller 261 and the second controller 262 is a main controller, and the other is a sub-controller. In this embodiment, the first controller 261 is the main controller, and the second controller 262 is the sub-controller.

The first controller 261 configured as a main controller executes calculations necessary for controlling the engine 100. The calculations necessary for controlling the engine 100 include, for example, calculations related to fuel injection control, calculations related to stopping the engine 100, and the like. The second controller 262 configured as a sub-controller is connected to the first controller 261 through a communication line (not shown) and is provided to be able to communicate with the first controller 261. The second controller 262 performs control operations according to instructions from the first controller 261.

The first controller 261 controls the right injector 8R arranged in the right bank RB. That is, the first controller 261 and each right injector 8R are electrically connected. Further, the second controller 262 controls the left injector 8L arranged in the left bank LB. That is, the second controller 262 and each left injector 8L are electrically connected.

Further, the fuel pump 27 makes the fuel high-pressure and discharges the fuel toward a high-pressure fuel pipe (not shown) for the right bank RB and a high-pressure fuel pipe (not shown) for the left bank LB. Fuel passing through the high-pressure fuel pipe for the right bank RB is distributed to each right injector 8R arranged in the right bank RB. Fuel passing through the high-pressure fuel pipe for the left bank LB is distributed to each left injector 8L arranged in the left bank LB. Each injector 8 injects fuel into the combustion chamber under the control of the controller 26.

<2. Cooling system>
Engine 100 of this embodiment is a liquid-cooled engine. The engine 100 includes a cylinder block 1 constituting an engine block, and a coolant flow path 50 (see FIG. 5 described below) through which coolant flows to cool each of the plurality of head blocks 4 . In this embodiment, the cooling liquid is cooling water. However, the coolant may be a liquid other than water, such as antifreeze. Antifreeze is, for example, a liquid obtained by mixing pure water and ethylene glycol in a predetermined ratio.

FIG. 5 is a diagram showing a schematic configuration of a coolant flow path 50 included in the engine 100 according to the embodiment of the present invention. In this embodiment, the coolant flow path 50 includes a first coolant flow path 50R and a second coolant flow path 50L. That is, engine 100 includes a first coolant flow path 50R and a second coolant flow path 50L. The first coolant flow path 50R is provided for one of the two cylinder rows 111R and 111L. The second coolant flow path 50L is provided for the other of the two cylinder rows 111R and 111L. Specifically, the first coolant flow path 50R is a coolant flow path provided for the right cylinder row 111R. The second coolant flow path 50L is a coolant flow path provided for the left cylinder row 111L.

The first coolant flow path 50R includes a right cylinder row dedicated coolant flow path 51R and a common coolant flow path 52. The second coolant flow path 50L includes a left cylinder row dedicated coolant flow path 51L and a common coolant flow path 52. The shared coolant flow path 52 is a coolant flow path that is shared by both the first coolant flow path 50R and the second coolant flow path 50L.

As shown in FIG. 5, the shared coolant flow path 52 includes a coolant pump 30, a coolant cooler 31, a lubricating oil cooler 32, and a thermostat case 34 that accommodates a thermostat 33. FIG. 6 is a schematic front view showing the configuration of the engine 100 according to the embodiment of the present invention. FIG. 6 is a diagram of the engine 100 viewed from the front toward the rear. As shown in FIG. 6, the coolant pump 30, the coolant cooler 31, the lubricating oil cooler 32, and the thermostat case 34 are arranged at the front end of the engine 100.

The coolant pump 30 circulates the coolant through the coolant flow path 50 . The coolant pump 30 is driven by rotational power transmitted from the crankshaft 6 via a gear (not shown). In this embodiment, the coolant pump 30 is a coolant pump.

The coolant cooler 31 cools the coolant circulating in the coolant flow path 50 . In this embodiment, the coolant cooler 31 is a fresh water cooler. The coolant cooler 31 cools the coolant circulating through the coolant flow path 50 by utilizing heat exchange with seawater pumped up by the seawater pump 35 . Note that the seawater pump 35 is arranged at the front end of the engine 100. The seawater pump 35 is driven by rotational power transmitted from the crankshaft 6 via a gear (not shown). Moreover, in this embodiment, the seawater pumped up by the seawater pump 35 is sent to the intercooler 25, then reaches the coolant cooler 31, and is discharged to the outside (the sea). That is, the seawater pump 35 is an example of a cooling water pump that supplies cooling water to the intercooler 25 described above.

The lubricating oil cooler 32 cools lubricating oil. The lubricating oil is supplied from the oil pan 3 to each part of the engine 100 by driving a lubricating oil pump (not shown), and then returns to the oil pan 3. The lubricating oil cooler 32 also constitutes a flow path for lubricating oil. The lubricant cooler 32 cools the lubricant using the coolant flowing through the coolant flow path 50 . Note that the lubricating oil pump is driven by rotational power transmitted from the crankshaft 6 via a gear (not shown).

The thermostat case 34 covers the thermostat 33 disposed in the coolant cooler 31 and forms a coolant flow path 50 . The thermostat 33 has a function of keeping the temperature of the coolant near a set temperature. Due to the function of the thermostat 33, the coolant that needs to be cooled is sent to the coolant cooler 31.

The coolant discharged from the coolant pump 30 is sent to the right cylinder row dedicated coolant flow path 51R and the left cylinder row dedicated coolant flow path 51L. The coolant that has passed through the right cylinder row dedicated coolant flow path 51R and the left cylinder row dedicated coolant flow path 51L is sent to the thermostat case 34 that accommodates the thermostat 33. The coolant sent to the thermostat case 34 includes a coolant that is sent to the coolant cooler 31 due to the action of the thermostat 33 and a coolant that returns to the coolant pump 30 without being sent to the coolant cooler 31. The coolant sent to the coolant cooler 31 is cooled by the heat exchange section 311 (see FIG. 6) of the coolant cooler 31, and then sent to the coolant tank 312 (see FIG. 6) of the coolant cooler 31. The coolant stored in the coolant tank 312 is sent to the coolant pump 30 as appropriate. Further, a portion of the coolant sent to the coolant cooler 31 returns to the coolant pump 30 via the lubricating oil cooler 32.

FIG. 7 is a schematic perspective view showing parts forming part of the right cylinder row dedicated coolant flow path 51R and the left cylinder row dedicated coolant flow path 51L. In FIG. 7, white arrows indicate the flow of the coolant. As shown in FIG. 7, the parts constituting the right cylinder row dedicated coolant flow path 51R include a right exhaust manifold 22R, a right coolant collecting pipe 28R, and a right exhaust communication pipe 29R. Components constituting the left cylinder row dedicated coolant flow path 51L include a left exhaust manifold 22L, a left coolant collecting pipe 28L, and a left exhaust communication pipe 29L.

The right exhaust manifold 22R and the left exhaust manifold 22L have a cylindrical shape extending in the front-rear direction. FIG. 8 is a schematic cross-sectional perspective view showing a cross section taken along the line VIII-VIII shown in FIG. In FIG. 8, thick arrows indicate the flow of the coolant. As shown in FIG. 8, each of the right exhaust manifold 22R and the left exhaust manifold 22L has an internal manifold exhaust pipe 222 that communicates with an exhaust gas inlet 221 provided on the inner side surface. Note that a plurality of exhaust gas inlets 221 are provided side by side in the front-rear direction in each exhaust manifold 22R, 22L, and each of them communicates with an exhaust port provided in each head block 4. In each of the right exhaust manifold 22R and the left exhaust manifold 22L, the coolant flows through the internal space SP1 of each exhaust manifold 22R, 22L. Specifically, the coolant flows around the manifold internal exhaust pipe 222 arranged in the internal space SP1.

The right coolant collecting pipe 28R and the left coolant collecting pipe 28L have a cylindrical shape extending in the front-rear direction. The right coolant collecting pipe 28R is arranged side by side with the right exhaust manifold 22R, and is attached to the right exhaust manifold 22R. The right coolant collecting pipe 28R is arranged diagonally above and to the right of the right exhaust manifold 22R. The left coolant collecting pipe 28L is arranged side by side with the left exhaust manifold 22L, and is attached to the left exhaust manifold 22L. The left coolant collecting pipe 28L is arranged diagonally above and to the left of the left exhaust manifold 22L.

A plurality of cooling liquid holes 281 are provided on the inner side surfaces of each of the right cooling liquid collecting pipe 28R and the left cooling liquid collecting pipe 28L. In each coolant collecting pipe 28R, 28L, the same number of coolant holes 281 as the number of cylinders constituting each cylinder row 111R, 111L are arranged at intervals in the front-rear direction. In this embodiment, the number of coolant holes 281 provided in each coolant collecting pipe 28R, 28L is six.

Each coolant hole 281 is connected to a coolant flow path provided in each head block 4 via a coolant pipe (not shown). The coolant discharged from the coolant pipes connected to the coolant flow paths of each head block 4 constituting the right bank RB flows into the internal space SP2 of the right coolant collecting pipe 28R via each coolant hole 281. The coolant discharged from the coolant pipes connected to the coolant flow paths of each head block 4 constituting the left bank LB flows into the internal space SP2 of the left coolant collecting pipe 28L via each coolant hole 281.

As shown in FIG. 7, the right exhaust communication pipe 29R is connected to the rear end of the right exhaust manifold 22R. The left exhaust communication pipe 29L is connected to the rear end of the left exhaust manifold 22L. As shown in FIG. 1, the right exhaust communication pipe 29R is connected to the turbine section 232 of the right supercharger 23R. The left exhaust communication pipe 29L is connected to the turbine section 232 of the left supercharger 23L. In other words, the right exhaust communication pipe 29R connects the right exhaust manifold 22R and the right supercharger 23R. The left exhaust communication pipe 29L connects the left exhaust manifold 22L and the left supercharger 23L. That is, the engine 100 includes an exhaust connecting pipe 29 that connects the exhaust manifold 22 and the supercharger 23.

FIG. 9 is a schematic perspective view showing the configuration of the right exhaust communication pipe 29R included in the engine 100 according to the embodiment of the present invention. In FIG. 9, thick arrows indicate the flow of the coolant. Note that the left exhaust communication pipe 29L has the same main structure as the right exhaust communication pipe 29R. For this purpose, the configuration of the exhaust connecting pipe 29 will be explained using the right exhaust connecting pipe 29R as a representative example.

As shown in FIG. 9, the right exhaust communication pipe 29R has a space SP3 inside. A communicating internal exhaust pipe 291 for passing exhaust gas is arranged in this internal space SP3. An exhaust inlet 292 connected to one end of the internal exhaust pipe 291 is provided on the front surface of the right exhaust connecting pipe 29R. With the right exhaust communication pipe 29R and the right exhaust manifold 22R connected, the internal communication pipe exhaust pipe 291 and the internal manifold exhaust pipe 222 communicate with each other.

Further, the right exhaust communication pipe 29R is provided with an exhaust outlet 293 that is connected to the other end of the internal communication pipe exhaust pipe 291. With the right exhaust communication pipe 29R and the turbine section 232 of the right supercharger 23R connected, the internal communication pipe exhaust pipe 291 and the inside of the turbine section 232 communicate with each other. That is, exhaust gas from each combustion chamber of the right bank RB passes through the manifold internal exhaust pipe 222 of the right exhaust manifold 22R and the connecting pipe internal exhaust pipe 291 of the right exhaust communication pipe 29R, and then reaches the turbine section 232 of the right supercharger 23R. sent to. Similarly, exhaust gas from each combustion chamber of the left bank LB passes through the manifold internal exhaust pipe 222 of the left exhaust manifold 22L and the connecting pipe internal exhaust pipe 291 of the left exhaust communication pipe 29L, and passes through the turbine section of the left supercharger 23L. 232.

As shown in FIG. 9, the right exhaust communication pipe 29R is provided with a coolant inlet 294, which is a coolant inlet. Specifically, the coolant inlet 294 is provided on the right side surface of the right exhaust communication pipe 29R. However, the location where the coolant inlet 294 is provided may be changed as appropriate. As shown in FIG. 7, the coolant inlet 294 communicates with the internal space SP2 of the right coolant collecting pipe 28R via the coolant communication pipe 36. Further, a coolant outlet 295, which is a coolant outlet, is provided on the front surface of the right exhaust communication pipe 29R. With the right exhaust communication pipe 29R and the right exhaust manifold 22R connected, the coolant outlet 295 communicates with the internal space SP1 of the right exhaust manifold 22R.

In the right exhaust communication pipe 29R, the coolant that enters the internal space SP3 from the coolant inlet 294 flows around the communication pipe internal exhaust pipe 291 and is discharged from the coolant outlet 295. Similarly, in the left exhaust communication pipe 29L, the coolant that enters the internal space SP3 from the coolant inlet 294 flows around the communication pipe internal exhaust pipe 291 and is discharged from the coolant outlet 295.

The coolant discharged from the coolant pump 30 and flowing through the right cylinder row dedicated coolant flow path 51R flows through the right cylinder row 111R coolant flow path provided in each head block 4 constituting the cylinder block 1 and the right bank RB. sent to. As shown by the white arrows in FIG. 7, the coolant discharged from each head block 4 constituting the right bank RB flows in the order of the right exhaust communication pipe 29R and the right exhaust manifold 22R.

The coolant discharged from the coolant pump 30 and flowing through the left cylinder row dedicated coolant flow path 51L is the coolant for the left cylinder row 111L provided in each head block 4 constituting the cylinder block 1 and the left bank LB. sent to the flow path. As shown by the white arrows in FIG. 7, the coolant discharged from each head block 4 constituting the left bank LB flows in the order of the left exhaust communication pipe 29L and the left exhaust manifold 22L.

That is, in this embodiment, the engine 100 includes a coolant flow path 50 that allows the coolant discharged from the engine block to flow through the exhaust connecting pipe 29 and the exhaust manifold 22 in this order. With this configuration, the engine block (cylinder block 1 and head block 4), which is an important part of the engine 100, can be first cooled with the coolant. By sending the relatively low-temperature coolant discharged from the engine block first to the exhaust connecting pipe 29 instead of the exhaust manifold 22, priority is given to the part in front of the supercharger 23 where the temperature in the engine 100 tends to be particularly high. can be cooled down. Thereby, it is possible to appropriately suppress the temperature rise at the exhaust inlet portion of the supercharger 23, and it is possible to suppress the temperature of the supercharger 23 from increasing excessively.

Specifically, the coolant discharged from each head block 4 constituting the right bank RB flows in the order of the right coolant collecting pipe 28R, the right exhaust communication pipe 29R, and the right exhaust manifold 22R. Further, the coolant discharged from each head block 4 constituting the left bank LB flows in the order of the left coolant collecting pipe 28L, the left exhaust communication pipe 29L, and the left exhaust manifold 22L. That is, the coolant flow path 50 includes a coolant collecting pipe 28 that collects coolant discharged from a plurality of locations in the engine block and discharges the collected coolant to the exhaust communication pipe 29.

In this embodiment, the exhaust manifold 22 and the coolant collecting pipe 28 are arranged parallel to the crankshaft 6. In other words, the exhaust manifold 22 and the coolant collecting pipe 28 are arranged in line with the crankshaft 6. Specifically, the exhaust manifold 22 and the coolant collecting pipe 28 are arranged side by side with the crankshaft 6 in the left-right direction. More specifically, the right exhaust manifold 22R and the right coolant collecting pipe 28R are arranged side by side on the right side of the crankshaft 6. The left exhaust manifold 22L and the left coolant collecting pipe 28L are arranged side by side on the left side of the crankshaft 6.

At least a portion of the supercharger 23 is arranged on one side of the exhaust manifold 22 in the crankshaft direction. In this example, one side in the crankshaft direction refers to the rear side. In detail, at least a portion of the right supercharger 23R is arranged rearward than the right exhaust manifold 22R and the right coolant collecting pipe 28R. At least a portion of the left supercharger 23L is arranged rearward of the left exhaust manifold 22L and the left coolant collecting pipe 28L. With this arrangement, the structure that connects the exhaust communication pipe 29 located near the supercharger 23 with both the coolant collecting pipe 28 and the exhaust manifold 22 can be configured without having a complicated shape. can. That is, the coolant flow path through which the coolant flows in the order of the coolant collecting pipe 28, the exhaust communication pipe 29, and the exhaust manifold 22 can be formed as a compact and simple structure.

A coolant flow path component to which the coolant flowing through the exhaust manifold 22 is sent is arranged at the other end of the engine 100 in the crankshaft direction. In this example, the other side in the crankshaft direction refers to the front side. As shown by the white arrows in FIG. 7, the coolant flowing through the right exhaust manifold 22R and the left exhaust manifold 22L flows from the rear to the front. For this reason, by arranging the coolant flow path components at the rear end of the engine 100, the components constituting the engine 100 can be arranged efficiently.

The coolant flow path components may broadly include components that constitute the coolant flow path. The coolant flow path component may include, for example, a cooling pipe through which the coolant flows. Preferably, the coolant flow path component is a component involved in cooling the coolant. In detail, it is preferable that the coolant flow path components include at least one of a thermostat case 34 housing the thermostat 33 and a coolant cooler 31. The coolant discharged from the exhaust manifold 22 absorbs heat from the exhaust gas, etc., and has a higher temperature than when it is discharged from the coolant pump 30. To this end, a coolant cooler 31 and a thermostat 33 used as a set with the coolant cooler 31 are arranged near where the coolant is discharged from the exhaust manifold 22, thereby maintaining cooling performance. The cooling liquid can be effectively cooled.

In addition, in this embodiment, the coolant cooler 31 is a fresh water cooler as mentioned above, but it may be other than a fresh water cooler, for example, it may be a radiator. That is, the category of coolant coolers may include fresh water coolers and radiators.

The first coolant flow path 50R includes a right coolant collecting pipe (first coolant collecting pipe) 28R that collects the coolant that has cooled one of the two cylinder rows 111R and 111L. The first coolant flow path 50R further includes a water-cooled right exhaust connecting pipe 29R connected to the right coolant collecting pipe 28R, and a water-cooled right exhaust manifold 22R connected to the right exhaust connecting pipe 29R. Specifically, the right coolant collecting pipe 28R, the water-cooled right exhaust connecting pipe 29R, and the water-cooled right exhaust manifold 22R constitute a right cylinder row dedicated coolant flow path 51R.

The second coolant flow path 50L includes a left coolant collecting pipe (second coolant collecting pipe) 28L that collects the coolant that has cooled the other of the two cylinder rows 111R and 111L. The second coolant flow path 50L further includes a water-cooled left exhaust connecting pipe 29L connected to the left coolant collecting pipe 28L, and a water-cooled left exhaust manifold 22L connected to the left exhaust connecting pipe 29L. Specifically, the left coolant collecting pipe 28L, the water-cooled left exhaust communication pipe 29L, and the water-cooled left exhaust manifold 22L constitute a left cylinder row dedicated coolant flow path 51L.

In this embodiment, as shown in FIG. 7, the coolant discharged from the right exhaust manifold 22R flows into the coolant flow path provided in the gear case 40 via the cooling pipe 37. The coolant discharged from the left exhaust manifold 22L flows into a coolant flow path provided in the gear case 40 via the cooling pipe 37. That is, the engine 100 includes a gear case 40 in which a part of the first coolant flow path 50R and a part of the second coolant flow path 50L are provided. However, this is just an example, and the gear case may be configured to include a portion of the first coolant flow path 50R and/or a portion of the second coolant flow path 50L.

Gear case 40 accommodates gears (not shown) that transmit the rotational power of crankshaft 6 to rotating shafts such as coolant pump 30, seawater pump 35, and alternator (not shown), for example. That is, the configuration of the present embodiment is such that the coolant flow paths 50 for the two cylinder rows 111R and 111L are formed using the gear case 40, which is an accessory component originally included in the engine 100. Therefore, in the engine 100 including the two cylinder rows 111R and 111L, the coolant flow path can be configured while suppressing an increase in the number of parts. Since the number of parts can be reduced, the space for arranging the coolant flow path can be reduced, and the engine 100 can be made more compact.

Note that in this embodiment, the coolant pump 30 and the seawater pump 35 are attached to the gear case 40. Furthermore, the gear case 40 is arranged ahead of the two cylinder rows 111R and 111L. Gear case 40 is arranged ahead of the engine block.

FIG. 10 is a schematic perspective view showing the configuration of the gear case 40 included in the engine 100 according to the embodiment of the present invention. FIG. 11 is a schematic perspective view of gear case 40 when gear case 40 is viewed from a different direction from FIG. FIG. 10 is a view of the gear case 40 viewed diagonally from the right front. FIG. 11 is a diagram of the gear case 40 viewed from the diagonally rear right side. FIG. 12 is a schematic right side view showing the configuration of gear case 40 included in engine 100. FIG. 13 is a schematic cross-sectional perspective view showing a cross section taken along the line XIII-XIII shown in FIG. FIG. 14 is a schematic cross-sectional perspective view showing a cross section taken along the line XIV-XIV shown in FIG. Note that in FIGS. 10, 11, 13, and 14, thick arrows indicate the flow of the coolant.

As shown in FIGS. 10 to 14, the gear case 40 has a plate shape that is thick in the front-rear direction and widens in a direction perpendicular to the front-rear direction. In a plan view from the front-rear direction, the gear case 40 has a crankshaft hole 401 located below the center and penetrating in the front-rear direction. The front end of the crankshaft 6 is inserted into the crankshaft hole 401 . The gear case 40 also has a bearing housing recess 402 in front of the crankshaft hole 401. The bearing housing recess 402 is recessed from the front to the rear and houses the bearing 38 (see FIG. 6) that rotatably supports the crankshaft 6. The gear case 40 also has a gear housing recess 403 that is recessed toward the front on the rear surface. The gear accommodating recess 403 accommodates a plurality of gears (not shown) that transmit the rotational power of the crankshaft 6. The plurality of gears include, for example, a gear that transmits rotational power to the coolant pump 30 and a gear that transmits rotational power to the seawater pump 35. The gear case 40 also has a coolant pump attachment opening 404 on the right front surface to which the coolant pump 30 is attached. The gear case 40 also has a seawater pump attachment opening 405 on the left front surface to which the seawater pump 35 is attached.

The gear case 40 has a right side coolant inlet 406R at the upper part of the right side, into which the coolant from the right coolant collecting pipe 28R is introduced. The right side coolant inlet 406R is connected to a first case in-case flow path 407R for the right cylinder row provided inside the gear case 40 (see FIG. 13). The first case in-case flow path 407R for the right cylinder row is provided in the upper part of the gear case 40 and extends in the left-right direction. Note that the right cylinder row first case in-case flow path 407R is included in the first coolant flow path 50R, and specifically included in the right cylinder row dedicated coolant flow path 51R.

Furthermore, the gear case 40 has a left side coolant inlet 406L at the upper part of the left side, into which the coolant from the left coolant collecting pipe 28L is introduced. The left side coolant inlet 406L is connected to a first case in-case flow path 407L for the left cylinder row provided inside the gear case 40 (see FIG. 13). The first case internal flow path 407L for the left cylinder row is provided in the upper part of the gear case 40, and is arranged on the left side of the first case internal flow path 407R for the right cylinder row. Note that the first case in-case flow path 407L for the left cylinder row is included in the second coolant flow path 50L, and specifically included in the left cylinder row dedicated coolant flow path 51L.

The first case internal flow path 407R for the right cylinder row and the first case internal flow path 407L for the left cylinder row are partitioned in the gear case 40 by a partition wall 408 that extends in the vertical direction. That is, the gear case 40 has a partition wall 408 that separates the first coolant flow path 50R and the second coolant flow path 50L. A difference in water pressure may occur between the coolant that enters the case from the right side coolant inlet 406R and the coolant that enters the case from the left side coolant inlet 406L. In such a case, without the partition wall 408, backflow may occur due to the pressure difference. By providing the partition wall 408, backflow due to such a pressure difference can be prevented. Note that the coolant entering the case from the right side coolant inlet 406R and the coolant entering the case from the left side coolant inlet 406L both have sufficient pressure and flow downstream without causing backflow due to pressure difference. In this case, the partition wall 408 may not be provided, and the coolant entering the case from the right side coolant inlet 406R and the coolant entering the case from the left side coolant inlet 406L may be configured to merge inside the gear case 40. good.

The upper surface of the gear case 40 is provided with an upper right coolant outlet 409R and an upper left coolant outlet 409L. The upper right coolant outlet 409R and the upper left coolant outlet 409L are arranged side by side near the left end of the upper surface of the gear case 40. The upper right coolant outlet 409R is arranged on the right side of the upper left coolant outlet 409L. The upper right surface coolant outlet 409R is connected to the flow path 407R in the first case for the right cylinder row. The left upper surface coolant outlet 409L is connected to the first case internal flow path 407L for the left cylinder row.

The coolant that has entered the first case in-case flow path 407R for the right cylinder row from the right side coolant inlet 406R is discharged from the case from the right upper side coolant outlet 409R and is sent to the thermostat case 34. The coolant that has entered the first case in-case flow path 407L for the left cylinder row from the left side coolant inlet 406L is discharged from the case from the left upper side coolant outlet 409L and is sent to the thermostat case 34. That is, the coolant that has entered the gear case 40 from the right coolant collecting pipe (first coolant collecting pipe) 28R and the left coolant collecting pipe (second coolant collecting pipe) 28L is transferred to the thermostat case 34 that accommodates the thermostat 33. be discharged. However, this is an example, and the coolant that has entered the gear case 40 from the right coolant collecting pipe 28R and/or the left coolant collecting pipe 28L is discharged to the thermostat case 34 that houses the thermostat 33. good.

As shown in FIGS. 10 and 14, the gear case 40 has a first front coolant inlet 410 on the upper right side of the front surface that guides the coolant discharged from the lubricating oil cooler 32 into the case. The gear case 40 has a shared case internal flow path 411 connected to the first front coolant inlet 410. The shared case internal flow path 411 is included in the shared coolant flow path 52 . The gear case 40 has a front coolant outlet 412 connected to the common case internal flow path 411 at the right end of the front surface. The front coolant outlet 412 is arranged on the right side and below the first front coolant outlet 410. The coolant that has entered the common case internal channel 411 from the first front coolant inlet 410 is discharged from the case from the front coolant outlet 412 and is sent to the coolant pump 30.

As can be seen from the above, the gear case 40 has the common coolant flow path 52 that is shared by both the first coolant flow path 50R and the second coolant flow path 50L. Specifically, gear case 40 has a portion of shared coolant flow path 52 . The shared coolant flow path 52 provided in the gear case 40 includes a flow path that guides the coolant discharged from the lubricant oil cooler 32 that cools the lubricant to the coolant pump 30.

Further, as shown in FIGS. 10 and 14, the gear case 40 has a second front coolant inlet 413 in the center of the front surface that guides the coolant discharged from the coolant pump 30 into the case. The gear case 40 has a branch portion 414 inside thereof that is connected to the second front coolant inlet 413 and divides the coolant into a first coolant flow path 50R and a second coolant flow path 50L. Branch portion 414 is included in shared coolant flow path 52 .

As shown in FIG. 14, the gear case 40 has a second in-case flow path 415R for the right cylinder row that is connected to the branch portion 414 and extends diagonally downward to the right. The second case in-case flow path 415R for the right cylinder row is included in the first coolant flow path 50R, and specifically included in the right cylinder row dedicated coolant flow path 51R. The gear case 40 also has a second case internal flow path 415L for the left cylinder row that is connected to the branch portion 414 and extends diagonally downward to the left. The second case in-case flow path 415L for the left cylinder row is included in the second coolant flow path 50L, and specifically included in the left cylinder row dedicated coolant flow path 51L.

As shown in FIG. 11, the gear case 40 has a right rear coolant outlet 416R connected to the second case internal flow path 415R for the right cylinder row at the right end of the lower rear surface. The gear case 40 also has a left rear coolant outlet 416L at the left end of the lower rear surface, which is connected to the second case internal flow path 415L for the left cylinder row.

The coolant discharged from the coolant pump 30 is divided into a coolant flowing through the second case internal flow path 415R for the right cylinder row and a coolant flowing through the second case internal flow path 415L for the left cylinder row at the branching portion 414. Divided. The coolant flowing through the second case internal flow path 415R for the right cylinder row is discharged from the case from the right rear coolant outlet 416R, and is sent to the cooling flow path provided in the cylinder block 1 for the right cylinder row. The coolant flowing through the second case internal flow path 415L for the left cylinder row is discharged from the case from the left rear coolant outlet 416L, and is sent to the cooling flow path provided in the cylinder block 1 for the left cylinder row.

As can be seen from the above, a part of the first coolant flow path 50R provided in the gear case 40 includes a flow path that guides the coolant supplied from the coolant pump 30 to one of the two cylinder rows 111R and 111L. Further, a part of the second coolant flow path 50L provided in the gear case 40 includes a flow path that guides the coolant supplied from the coolant pump 30 to the other of the two cylinder rows 111R and 111L. In this example, one of the two cylinder rows 111R and 111L is the right cylinder row 111R. The other of the two cylinder rows 111R and 111L is a left cylinder row 111L.

In this embodiment, a plurality of types of flow paths through which the coolant flows are provided inside the gear case 40, and the coolant flow path 50 can be formed efficiently.

<3. Coolant cooler and lubricating oil cooler>
As described above, the engine 100 includes the coolant cooler 31 and the lubricating oil cooler 32. The coolant cooler 31 cools the coolant that cools the engine block (engine body). The lubricating oil cooler 32 cools the lubricating oil using a cooling liquid that cools the engine block. Note that in this embodiment, the lubricating oil cooler 32 cools the lubricating oil using the coolant cooled by the coolant cooler 31, but this is just an example. The lubricating oil cooler 32 may be cooled with a different coolant from the coolant cooled by the coolant cooler 31. That is, the lubricating oil cooler 32 may be configured to cool the lubricating oil using a first coolant that cools the engine block or a second coolant that is different from the first coolant. For example, the first coolant may be fresh water and the second coolant may be seawater.

As shown in FIG. 6, the coolant cooler 31 and the lubricating oil cooler 32 are arranged side by side at one end of the engine 100 in the crankshaft direction. In this example, one end side in the crankshaft direction is the front end side. Coolant cooler 31 and lubricating oil cooler 32 are arranged side by side on the front of engine 100.

By arranging the coolant cooler 31 and the lubricating oil cooler 32 side by side on one end side in the crankshaft direction of the engine 100, these coolers 31 and 32 are divided into one end side and the other end side in the crankshaft direction. Compared to the case where the engine 100 is arranged, an increase in the length of the engine 100 in the crankshaft direction can be suppressed. Further, when the coolant cooler 31 and the lubricating oil cooler 32 are arranged side by side on one end side in the crankshaft direction of the engine 100, at least one of these coolers 31 and 32 is arranged on the side surface of the engine 100. Compared to this, it is possible to suppress an increase in the length of the engine 100 in the width direction.

When the engine 100 is a V-type engine including two cylinder rows 111R and 111L as in this embodiment, the area of the end face of the engine 100 in the crankshaft direction becomes large. For this reason, in the engine 100 of this embodiment, the coolant cooler 31 and the lubricating oil cooler 32 can be easily arranged side by side on one end surface in the crankshaft direction. Further, according to the engine 100 of the present embodiment, even when two coolers 31 and 32 are arranged side by side on one end surface in the crankshaft direction, it is possible to increase the size of each cooler 31 and 32 in the vertical and horizontal directions. can.

In addition, in this embodiment, the coolant cooler 31 and the lubricating oil cooler 32 are arranged side by side in the left-right direction. However, the direction in which the coolant cooler 31 and the lubricating oil cooler 32 are lined up is not limited to the horizontal direction, but may be, for example, the vertical direction.

Gear case 40 included in engine 100 may be arranged between an engine block (cylinder block 1 etc.) and coolant cooler 31 and/or lubricating oil cooler 32. Coolant cooler 31 and/or lubricant cooler 32 may be attached to gear case 40 . In this embodiment, the gear case 40 is arranged between the engine block, the coolant cooler 31, and the lubricating oil cooler 32. Specifically, the gear case 40 is arranged between the engine block and the coolant cooler 31 in the crankshaft direction. Coolant cooler 31 and lubricating oil cooler 32 are attached to gear case 40 .

By configuring each of the coolant cooler 31 and the lubricating oil cooler 32 to be attached to the gear case 40 originally provided in the engine 100, an increase in the number of parts of the engine 100 can be avoided. Thereby, the engine 100 can be made more compact. Furthermore, since the gear case 40 is directly fixed to the cylinder block 1, it is difficult to shake. For this reason, by configuring the coolant cooler 31 and the lubricating oil cooler 32 to be attached to the gear case 40, vibration of each cooler 31, 32 can be suppressed.

FIG. 15 is a schematic perspective view showing the mounting structure of the coolant cooler 31 and the lubricating oil cooler 32 included in the engine 100 according to the embodiment of the present invention. The lower part of the coolant cooler 31 is directly attached to the gear case 40 using a fixing device such as a screw. The upper part of the coolant cooler 31 is attached to the coolant cooler support member 61 (see FIG. 15) using a fixing device such as a screw. Coolant cooler support member 61 is an L-shaped sheet metal member, and is attached to the upper surface of gear case 40 . That is, the upper part of the coolant cooler 31 is indirectly attached to the gear case 40 using the coolant cooler support member 61.

Note that in this embodiment, the number of coolant cooler support members 61 is two, and the two coolant cooler support members 61 are arranged side by side at the center of the upper surface of the gear case 40. However, the number of coolant cooler support members 61 may be changed as appropriate. In addition to the coolant cooler support member 61, a pipe 62 through which the coolant flows is also attached to the upper surface of the gear case 40. The pipe 62 is also attached to the coolant cooler 31. It can be said that the upper part of the coolant cooler 31 is supported by the coolant cooler support member 61 and the pipe 62.

The lower part of the lubricating oil cooler 32 is directly attached to the gear case 40 using a fixing device such as a screw. The upper part of the lubricating oil cooler 32 is attached to the lubricating oil cooler support member 63 (see FIG. 15) using a fixing device such as a screw. Lubricating oil cooler support member 63 is attached to the upper surface of gear case 40. That is, the upper part of the lubricating oil cooler 32 is indirectly attached to the gear case 40 using the lubricating oil cooler support member 63. Note that in this embodiment, the lubricating oil cooler support member 63 has flow paths for cooling liquid and lubricating oil therein.

As described above, the gear case 40 has a flow path therein through which the cooling liquid passes. That is, the gear case 40 has an in-case coolant flow path through which the coolant passes. The in-case coolant flow path includes a first flow path disposed upstream of the coolant cooler 31 and a second flow path disposed downstream of the coolant cooler 31. In this embodiment, the second flow path is arranged downstream of the lubricating oil cooler 32. Note that in this embodiment, upstream and downstream are expressions used for a section from the coolant pump 30 that discharges the coolant as a starting point until the coolant that flows out returns to the coolant pump 30. At a certain point in the coolant flow path, the upstream side is the side where the coolant moves in the opposite direction to the flow direction, and the downstream side is the side where the coolant moves in the same direction as the flow direction.

Specifically, the first flow path constitutes a flow path before the coolant that has undergone heat exchange with the exhaust gas enters the coolant cooler 31. That is, the first flow path constitutes a flow path between the exhaust manifold 22 and the coolant cooler 31. The first flow path includes the above-described first case in-case flow path 407R for the right cylinder row and the first case in-case flow path 407L for the left cylinder row (for example, see FIG. 13). Further, the second flow path constitutes a flow path between the lubricating oil cooler 32 and the coolant pump 30. The second flow path includes the above-mentioned common case internal flow path 411 (see FIG. 14). By using the inside of the gear case 40 as a flow path for the cooling fluid, the cooling flow path can be efficiently arranged. Furthermore, by using the inside of the gear case 40 as a flow path for the cooling fluid, the number of parts can be reduced.

In addition, in this embodiment, the gear case 40 also includes a third flow path arranged downstream of the coolant pump 30. Specifically, the third flow path constitutes an in-case flow path through which the coolant discharged from the coolant pump 30 passes before entering the coolant flow path provided in the engine block. The third flow path includes the above-described second case in-case flow path 415R for the right cylinder row and the second case in-case flow path 415L for the left cylinder row.

FIG. 16 is a schematic perspective view showing the configuration of a heat exchange section 311 included in the coolant cooler 31. In FIG. 16, a white arrow P1 indicates the flow of the coolant that cools the engine block. In detail, the white arrow P1 indicates the flow of fresh water. A thick black arrow P2 indicates a flow of seawater that cools the fresh water.

As shown in FIG. 16, the heat exchange section 311 of the coolant cooler 31 has a fresh water inlet 3111 that serves as an inlet of fresh water and a fresh water outlet 3112 that serves as an outlet of fresh water on the rear surface. Further, the heat exchange section 311 has a seawater inlet 3113 on the rear surface, which serves as an inlet for seawater. The heat exchange section 311 has a seawater outlet 3114 (see FIG. 17 described below) on the front surface, which serves as a seawater outlet. The seawater outlet 3114 is provided with a seawater outlet pipe 3115 that directs the flow of seawater discharged from the outlet downward.

FIG. 17 is a schematic diagram for explaining the configuration of the heat exchange section 311 of the coolant cooler 31. In FIG. 17, the heat exchange section 311 is partially disassembled. Similarly to FIG. 16, in FIG. 17, the white arrow P1 indicates the flow of fresh water, and the thick black arrow P2 indicates the flow of seawater. As shown in FIG. 17, the heat exchange section 311 includes a front frame 3116 and a rear frame 3117. Furthermore, the heat exchange section 311 includes a plurality of plates 3118 between the front frame 3116 and the rear frame 3117 in the front-rear direction. The plurality of plates 3118 are stacked in the front-rear direction and sandwiched between the front frame 3116 and the rear frame 3117.

In the heat exchange section 311 of the coolant cooler 31, fresh water or seawater flows between the plates 3118. Specifically, the type of liquid flowing between the two plates 3118 alternates. For example, the type of liquid flowing between the two plates 3118 alternates between fresh water, seawater, fresh water, seawater, etc. from the rear to the front. With this configuration, it is possible to efficiently exchange heat between fresh water and seawater. The heat exchange section 311 is a so-called multi-plate heat exchange section. That is, the coolant cooler 31 includes a multi-plate heat exchange section 311.

FIG. 18 is a schematic perspective view showing the configuration of a heat exchange section 321 included in the lubricating oil cooler 32. In FIG. 18, a solid arrow P3 indicates the flow of coolant that cools the engine block, and a broken arrow P4 indicates the flow of lubricating oil. As shown in FIG. 18, the heat exchange section 321 of the lubricating oil cooler 32 has a lubricating oil cooler cooling liquid inlet 3211, which serves as an inlet for the cooling liquid (fresh water), and a lubricating oil cooler cooling liquid inlet, which serves as an outlet for the cooling liquid, on the rear surface. and an outlet 3212. Further, the heat exchange section 321 has a lubricating oil inlet 3213 that serves as an inlet for lubricating oil and a lubricating oil outlet 3214 that serves as an outlet for lubricating oil on the rear surface.

Like the coolant cooler 31, the heat exchange section 321 of the lubricant oil cooler 32 is also a so-called multi-plate heat exchange section. That is, the lubricating oil cooler 32 includes a multi-plate heat exchange section 321. The heat exchange section 321 includes a plurality of plates stacked in the front-rear direction. The type of liquid flowing between each plate alternates. For example, the type of liquid flowing between the two plates alternates from the rear to the front: coolant (clean water), lubricating oil, coolant, lubricating oil, etc. With this configuration, heat exchange can be efficiently performed between the cooling water and the lubricating oil.

In this embodiment, the coolant of the lubricating oil cooler 32 is fresh water. However, if fresh water is used as the first coolant, the coolant of the lubricating oil cooler 32 is a seawater or the like other than the first coolant. 2 cooling liquid may be used.

In the multi-plate heat exchange units 311 and 321, the vertical and horizontal sizes of one plate or the number of plates can be adjusted depending on the required cooling capacity. For this reason, by configuring the coolant cooler 31 and the lubricating oil cooler 32 to include multi-plate heat exchange parts, it is possible to easily arrange the coolant cooler 31 and the lubricating oil cooler 32 side by side on the same surface. can. Note that the heat exchange units 311 and 321 may have a configuration other than a multi-plate type such as a multi-tube type, for example. Furthermore, the heat exchange section 311 of the coolant cooler 31 and the heat exchange section 321 of the lubricating oil cooler 32 may be configured in different ways.

<4. Things to keep in mind>
Various changes can be made to the various technical features disclosed in this specification without departing from the spirit of the technical creation. That is, the above embodiments should be considered to be illustrative in all respects and not restrictive. Furthermore, the plurality of embodiments and modifications shown in this specification may be implemented in combination to the extent possible.

In the embodiment described above, the engine 100 is a V-type engine, but this is merely an example. The present invention is also applicable to, for example, an in-line engine in which a piston reciprocates in the vertical direction, a horizontally opposed engine in which a piston reciprocates in a horizontal direction, and the like. The present invention is suitable for an engine including a plurality of cylinder rows extending in the crankshaft direction.

1...Cylinder block (engine block)
4...Head block (engine block)
6... Crankshaft 31... Coolant cooler 32... Lubricating oil cooler 40... Gear case 100... Engine 111R... Right cylinder row 111L... Left cylinder row 311... Coolant Cooler heat exchange part 321... Lubricating oil cooler heat exchange part 407R... First case internal flow path for right cylinder row (case internal flow path, first flow path)
407L...First case internal flow path for left cylinder row (case internal flow path, first flow path)
411... Common case internal flow path (case internal flow path, second flow path)

Claims (6)

a coolant cooler that cools a first coolant that cools an engine block composed of a cylinder block and a cylinder head;
a lubricating oil cooler that cools lubricating oil using the first cooling liquid or the second cooling liquid;
Equipped with
The coolant cooler and the lubricating oil cooler are arranged side by side on one end side in the crankshaft direction of the engine. The engine according to claim 1, wherein at least one of the coolant cooler and the lubricating oil cooler includes a multi-plate heat exchange section. comprising a gear case disposed between the engine block and the coolant cooler and/or the lubricating oil cooler,
The engine according to claim 1 or 2, wherein the coolant cooler and/or the lubricating oil cooler are attached to the gear case. The engine according to claim 3, wherein the gear case has an in-case coolant flow path through which the first coolant passes. The coolant flow path in the case is
a first flow path disposed upstream of the coolant cooler;
a second flow path located downstream of the coolant cooler;
5. The engine of claim 4, comprising: 6. The engine according to claim 1, comprising a plurality of cylinder rows arranged side by side with each other and each row extending in the direction of the crankshaft.