JP2601719B2 - V-type engine air supply system - Google Patents

Description

Description: FIELD OF THE INVENTION The present invention relates to an air supply device used for a V-type engine such as a multi-cylinder (for example, 8-cylinder) V-type diesel engine, and more particularly to such an engine. The present invention relates to an air cooler for cooling air from a supercharger, and a structure of a distribution passage and an air supply manifold for distributing air from the air cooler to each cylinder.

2. Description of the Related Art Conventionally, in an engine of the type described above, an air cooler is arranged at a high position protruding above a cylinder head, and the air cooler and two air supply manifolds are connected by external piping. ing.

Unlike the above conventional structure, a structure in which the air passage downstream of the air cooler is integrated as much as possible has already been adopted. In such an engine, the air supply manifold is formed integrally with the cylinder block in the valley of both banks, and the air supply is guided into the cylinder head from the lower surface of the cylinder head.

[Problems to be Solved by the Invention] In the former conventional structure, that is, in the structure in which each air supply manifold and the air cooler are connected by a pipe or the like, the degree of curve of the pipe is reduced in order to reduce the flow resistance in the pipe. Must be as small as possible. Therefore, as described above, the air cooler needs to be arranged at a high position, that is, at a position protruding significantly above the cylinder head, and as a result, there is a problem that the height of the entire engine increases.

On the other hand, in the latter engine, that is, in the structure in which the air supply distribution passage is formed inside the cylinder block below the V bank space, the problem caused by the distribution / connection piping can be eliminated or reduced. Since the bottom of the V-bank space becomes shallow, the position of the fuel injection pump disposed in the V-bank space becomes high, and therefore, the overall height of the engine cannot be sufficiently reduced.

[Means for Solving the Problem] The present invention comprises two banks formed by a cylinder wall and a cylinder head surrounding a combustion chamber in an inclined state with respect to each other. An air supply manifold is provided in the cylinder head on the side to be cooled, and an air cooler for air supply cooling is arranged in the V bank space, and an engine is provided in a lower cylinder block portion of the V bank space at a position adjacent to the air cooler. An air distribution chamber extending in the width direction is provided, and an inlet opening connected to the air outlet of the air cooler and an outlet opening connected to the inlets of the two air supply manifolds are provided on the wall of the distribution chamber. Features.

[Embodiment] FIG. 1 is a cross-sectional view showing a cross section of an engine employing an embodiment of the present invention from the side, FIG. 2 is a cross-sectional view of the engine of FIG. 1 viewed from the rear, and FIG. FIG. 4 is a front view of the engine of the example, and FIG. 4 is a plan view of the engine of the embodiment. 1 and 2, the illustrated engine is a V-type 8-cylinder diesel engine. Line A is a crankshaft center line, which is horizontal in the illustrated example. FIG. 2B is a cylinder center plane, which connects the center lines of four cylinders arranged in series. C is an engine center plane including the crankshaft center line A, and the pair of cylinder center planes B are inclined with respect to each other with the engine center plane C interposed therebetween.

As shown in Fig. 2, the engine block is a cylinder block
It comprises an assembly of 20, a cylinder head 21, and a main bearing frame 22. The cylinder block 20 includes a crankcase wall 24 surrounding the upper half of the crankcase 23 and a center plane B of each cylinder.
And a pair of cylinder wall portions 25 extending along the axis. Of course, there are four combustion chambers inside each cylinder wall 25.
26 are formed in a line. Each cylinder wall
A cylinder head 21 is fixed to the upper end of the cylinder 25, and a bank 28 (inclined block portion) is formed by each cylinder wall 25 and the cylinder head 21.

An air cooler 30 is disposed in a bank space between two banks 28 arranged in a V shape. The air cooler 30 is provided at the rear of the engine, that is, at a position close to the flywheel 32 attached to one end of the crankshaft 31. Air cooler 30 is a supercharger
It is a water-cooled heat exchanger for cooling the air supply from 33,
The overall shape is approximately box-shaped (cubic). The supercharger 33 is arranged behind each cylinder head 21. The rear curved extension (exhaust communication pipe) of the exhaust manifold 34 is connected to the turbine of the supercharger 33. As shown in FIG. The air cooler 30 is connected via a pipe 35 to an inlet at the rear end. An outlet duct 36 that projects forward and curves downward is provided on the front end face of the air cooler 30.

FIG. 5 is a schematic cross-sectional view taken along a line 5-5 in FIG. 4, and FIG.
7 is a schematic plan view of the cylinder block 20 alone, and FIG. 8 is a schematic view taken along the line 8-8 in FIG. Fifth
As is clear from the figure, the outlet duct 36 forms an air supply outlet passage that opens downward, and its tip is connected to the distribution chamber wall 40. As is clear from FIGS. 5 and 7, the distribution chamber wall portion 40 is formed by raising a portion of the cylinder block 20 near the outlet duct 36 (FIG. 5) upward. Three open openings 41 and 42 are provided at intervals in the engine width direction.

The outlet duct 36 is connected to the central opening 41 as described later, and an air supply outlet passage inside the outlet duct 36 communicates with the distribution chamber 43 inside the distribution chamber wall 40 via the opening 41.
The two left and right openings 42 are open at the inclined upper end surface of the distribution chamber wall 40. This inclined upper end surface is substantially coplanar with the inclined upper end surface of the cylinder block 20 main body.
The inlet wall 46 of the air supply manifold 45 provided on the inner side (V bank space side) is seated on the inclined upper end surface of the distribution chamber wall 40, and the distribution chamber 43 is supplied through the opening 42. It communicates with the internal passage (air supply passage) of the air manifold 45. According to this structure, the low-temperature air supplied from the air cooler 30 to the distribution chamber 43 through the opening 41 is distributed right and left in the distribution chamber 43, and is supplied to the air supply manifolds 45 of the two cylinder heads 21 through the opening 42. Flows into

Although the air supply manifold 45 is formed integrally with the cylinder head 21 in the illustrated structure, it may be formed separately.

As shown in FIG. 6, short pipes 50 and 51 are used in the connection structure at the openings 41 and 42. The distribution chamber wall portion 40 includes cylindrical portions surrounding the openings 41 and 42, respectively, and an annular step portion 52 is formed in the middle of the inner peripheral surface of the cylindrical portions. Pipe 5
Reference numerals 0 and 51 each have a lower half portion fitted to the inner periphery of the cylindrical portion via an O-ring 53, and a lower end surface in contact with or in proximity to the annular step portion 52. The upper halves of the pipes 50 and 51 are fitted through the O-rings 53 and 54 to the cylindrical inner peripheral surfaces of the outlet duct 36 and the inlet wall 46 of the air supply manifold 45, respectively, and their upper end surfaces are It is in contact with or close to the annular step 55 provided on the inner peripheral surface.

In the above-described structure, the distribution chamber wall 40 is
Instead of this structure, the distribution chamber wall 40 can be formed separately from the cylinder block 20, as shown in FIG.

5 and 7, a wall portion 56 forming the bottom surface of the distribution chamber 43 extends horizontally, and both ends thereof are continuous with a vertical intermediate portion of the cylinder wall portion 25. The wall portion 56 is provided over the entire length of the cylinder block 20. As shown in FIG. 5, between the two cylinder walls 25, two cooling water passages 60, 61 are provided below the wall 56 so as to be separated from each other by a vertical partition wall 62. The upper end of the partition wall 62 is continuous with the middle part in the width direction of the wall 56, and the lower end is continuous with the upper end of the crankcase wall 24. The cooling water passages 60 and 61 have rear ends serving as inlets. As shown in FIG. 1, cooling water flows into the inlets through the thermostat 64 alternatively.

The thermostat 64 is mounted using the rear of the wall 56 (the bottom wall of the V bank space). The chamber 65 in which the thermostat 64 is installed is formed in the cylinder block 20 above the rear part of the cooling water passages 60 and 61, and the cooling water that has cooled the cylinder block 20, the cylinder head 21, and the exhaust manifold 34 is supplied to the chamber 65. It is designed to flow into. The thermostat 64 connects the chamber 65 to the cooling water passage 60 when the cooling water temperature is low, and connects the chamber 65 to the cooling water passage 61 when the cooling water temperature is high. The thermostat 64 and a case covering the thermostat 64 from above are located below the air cooler 30.
It is fixed to the cylinder block 20 from above.

As shown in FIGS. 7 and 8, the outlet side ends of the cooling water passages 60 and 61 are located near the front end of the cylinder block 20. The outlet end of the cooling water passage 60 is
20 communicates with a pump chamber 71 through an inlet hole 70 provided in the front end face. Cylinder block around pump chamber 71
A case of a cooling water pump 72 (FIG. 7) is fixed to the front end face of the pump 20. This pump case and cylinder block 20
The pump chamber 71 is formed by a recess provided on the front end face of the pump chamber 71.

The pump chamber 71 has an inlet hole 70 in addition to the cooling water passage 60.
Is also connected through the inlet hole 73. The entrance hole 73 is the entrance hole 70
And extends upward in the cylinder inclination direction, and opens to the end surface of the adjacent cylinder block. Outlet passage 74 of pump chamber 71
(FIG. 8) is formed inside the cylinder block 20, and the cooling water discharged from the outlet passage 74 is used for cooling water jacket 75 inside the cylinder block 20, the cylinder head 21, and the exhaust manifold 34 (FIG. 1). After that, the flow returns to the thermostat chamber 65.

The outlet side end of the cooling water passage 61 is connected to a hose 81 via an outlet hole 80. The outlet hole 80 extends obliquely upward from the passage 61 and opens at the upper end surface of the cylinder block opposite to the inlet hole 73. The outlet of the hose 81 is the expansion tank 82
And a cooling water cooler 83. The cooling water cooler 83 is for cooling the cooling water with seawater, and has an outlet connected to the inlet hole 73 via a hose 84.

According to the above configuration, when the temperature of the cooling water after cooling the respective parts of the engine is relatively low, the thermostat 64 causes the cooling water to flow into the cooling water passage 60. Therefore, the cooling water is not sent to the cooling water cooler 83, but flows into the pump chamber 71 from the cooling water passage 60, where it is pressurized and sent to the jacket 75. When the cooling water temperature is high, the thermostat 64 sends the cooling water to the cooling water passage 61, and the cooling water is sent from there to the expansion tank 82 and the cooling water cooler 83 via the hose 81, and the cooling water cooler 83 After being cooled, it is sent from the hose 84 to the pump chamber 71 via the inlet holes 73 and 70.

As described above, the cooling water passages 60 and 61 are formed at the upper center of the cylinder block 20. To facilitate the casting operation, the following structure may be employed.
That is, as shown in FIG. 7, a relatively large slit-shaped sanding opening 85 is provided at the front of the wall portion 56, and the opening 85 is closed by a lid 86 after the casting operation.

At the front end of the crankshaft 31 below the cooling water cooler 83, various auxiliary devices and a timing belt mechanism for driving the camshaft 101 are provided. The timing belt mechanism includes two timing belts 102 and 103, two drive pulleys 104 and 105 (FIG. 1) for driving them, and a plurality of pulleys to be described later driven by them. .

The driving pulley 104 is fixed to the crankshaft 31 at a position adjacent to the front end surface of the engine block, and the driving pulley 105 is fixed to the crankshaft 31 at the front side of the driving pulley 104. Therefore, the timing belt 102
Is located closer to the engine block than the timing belt 103 is.

As is apparent from FIG. 1, the illustrated engine is of an overhead valve type. Therefore, the intake / exhaust valve driving camshaft 101 extends in the vicinity of the upper end of the cylinder head 21 substantially parallel to the crankshaft center line A over the entire length of the engine. Extends to.

In FIG. 3, a timing belt 102 close to the engine block is a cam pulley provided at the front end of both cam shafts 101.
The cooling water pump 72 is further bridged between an input pulley 111 of the cooling water pump 72 and an idle pulley 112 provided at the center of the front end face of the engine block.

The other timing belt 103 includes an input pulley 116 of a fuel injection pump 115 (FIG. 1) located directly above the crankshaft 31 and a main bearing frame 22 (a lower half wall of the crank chamber).
Of the lubricating oil pump 117 located on the left side of the front end face of the motor.

Further, on the left side of the crankshaft 31, a generator 120 and a seawater pump 121 are arranged, and their input pulleys are
As shown in FIG. 1, it is connected to a pulley 123 on the crankshaft 31 by a V-belt 122. The pulley 123 is fixed to the front end of the crankshaft 31 in front of the drive pulley 105.

A belt cover 130 that covers the above-described timing belt mechanism is provided between the V-belt 122 and the pulley 123 and the engine block. The belt cover 130 covers the front and periphery of the timing belt mechanism, and its edge is fixed to the engine block. In FIG. 3, 130a indicates a central portion of the upper edge of the belt cover 130, 130b indicates an upper edge side portion, 130c indicates a side edge, and 130d indicates a lower edge. As is apparent from this figure, the outer periphery of the belt cover 130 has a shape that relatively accurately follows the installation range of the timing belts and the pulleys driven by the timing belts.

In FIG. 1, the pulley 11 for the fuel injection pump described above is used.
6 is a gear mechanism 131 with respect to the input shaft of the fuel injection pump 115.
Are connected via In the structure shown in the drawing, two fuel injection pumps 115 are used and are installed at the front of the V bank space, as is apparent from FIGS. The two fuel injection pumps 115 are juxtaposed in the engine width direction. As shown in FIG. 1, an input gear 132 attached to the front end of each of the input shafts is connected to an intermediate gear 133 common to both. The gear 133 is fixed to a rear end of a shaft 134 parallel to the crankshaft center line A. The shaft 134 has an intermediate portion supported by a gear case or a bracket portion on the engine block via a bearing, and the pulley 116 is fixed to a front end thereof.

In the above structure, the camshaft 101 and various accessories are driven by one end (front end) of the crankshaft 31. Therefore, among the bearing bushes 135 and 136 provided at a plurality of positions on the crankshaft 31, the frontmost bearing bush 135 is provided. Is subjected to a relatively large load. In view of this point, in the illustrated embodiment, the length of the bearing bush 135 at the front end portion is set to be longer than the length of the other bearing bushes 136, so that the surface pressure of each bearing bush 135, 136 is increased. Are equalized.

Next, the main bearing frame 22 and the oil pan 150 provided thereunder will be described. FIG. 10 is a schematic bottom view of the main bearing frame 22 of FIG. FIG. 11 is the same as FIG.
FIG. 12 is a partial sectional view taken along line 12-12 of FIG. As is clear from FIG. 10, the main bearing frame 22
A pair of side walls 151 extending substantially parallel to the engine center plane C
And a pair of (front and rear) end walls 152, 153 extending substantially perpendicular to the crankshaft center line A, and 3 extending parallel to the end walls.
Partition walls 154 and the side walls 151 and the end walls 15.
2, 153 form the peripheral wall of the main bearing frame 22. 3
Each of the partition walls 154 has both ends continuous with the side wall 151, and is separated from each other in the longitudinal direction of the crankshaft.

These partition walls 154 divide the crankcase 23 (more precisely, the lower half of the crankcase) into four crankcase portions 155. As shown in FIG. 12, each partition 154 has its entire upper surface flush with the upper end surfaces of the side walls 151 and the end walls 152, 153, except for a semicircular recess for supporting the bearing bush 136 for the crankshaft (FIG. 1). The lower end face is also flush with the lower end faces of the side walls 151 and the end walls 152 and 153. That is, the main bearing frame
The entire upper end surface of 22 has a single flat surface except for the above-mentioned bearing recess, and the entire lower end surface also forms a single flat surface.

As described above, since the partition wall 154 has a size enough to completely close each crankcase portion 155 from the front or the rear,
Its strength is high, so the bulkhead 15 with respect to the crankshaft 31
4 (therefore, the main bearing frame 22) has high support strength and rigidity.

By adopting a structure in which each crank chamber part 155 is closed by the partition 154 in this manner, if the oil level in the oil pan 150 rises above the lower end of the partition 154 due to engine shake or the like, a pressure relief structure described later will be used. If you do not provide
Each crank chamber portion 155 is a closed space. Then, since the pressure in the crank chamber portion 155 periodically increases due to the reciprocating motion of the corresponding piston, etc., such a closed space causes a remarkable pressure increase, and the crank chamber portion 155
Lubricating oil droplets inside may leak to the outside.

In order to prevent such a situation, the above-mentioned pressure relief structure is provided, and the structure includes a leg-like wall portion 160, a communication hole 161 and a gas space 162. Leg-like wall 160 is side wall 151
And are integrally provided on the outer surfaces of the end walls 152 and 153.
As shown in the figure, a gas space 162 that extends obliquely downward from the upper part thereof and opens downward is formed between the corresponding wall (side wall 151, end walls 152 and 153). The leg-like wall 160 is provided over the entire circumference of the main bearing frame 22, so that the gas space 162 forms a substantially rectangular groove-like space extending over the entire circumference of the main bearing frame 22. The communication hole 161 is provided to allow the gas space 162 to communicate with each of the crank chamber portions 155, and is provided at one location on one of the side walls 151 for each of the crank chamber portions 155. With this structure, it is possible to prevent only the pressure in the specific crank chamber portion 155 from abnormally increasing.

Blow-by gas flows into each crank chamber portion 155. When this gas mixes with the lubricating oil in the oil pan 150, the lubricating oil deteriorates. The following structure is adopted to prevent such a situation. That is, as shown in FIG. 12, a protruding portion 163 that protrudes upward is provided at one location of the leg-like wall portion 160, and a space 164 that communicates with the gas space 162 is provided inside the protruding portion 163. Is formed. This space 164 has a perforated plate 165 (10th
As shown in the figure, the breather 167 is formed by accommodating a wire mesh member 166 therein. The space 164 is connected to an external blow-by gas discharge pipe 169 via a connection pipe 168 attached to a hole on the side surface of the overhang portion 163. The outlet of the discharge pipe 169 is open to the atmosphere, for example.

The oil pan 150 has its upper end peripheral portion bolted to the lower end of the leg-like wall portion 160. The lubricating oil in the oil pan 150 is supplied from the suction pipe 170 (FIG. 1) to the lubricating oil pump 117 (FIG. 10) via the following route.

In FIG. 10, an inlet hole 171 to which the outlet of the suction pipe 170 (FIG. 1) connects is open on the lower surface of the front part of the side of the main bearing frame 22. This inlet hole 171 is used for the main bearing frame 2
2 extends to the front end face of one of its sides. First
As shown in FIGS. 0 and 11, the inlet hole 171 opens at the front end surface (the mounting seat 172) of the main bearing frame 22 to form a suction port of the lubricating oil pump 117. A pump casing of the lubricating oil pump 117 is fixed to the mounting seat 172. Inside the inlet hole 171 (on the side of the crankshaft center plane C), one end of the communication hole 173 opens in the mounting seat 172 to form a pump discharge port.

The communication hole 173 extends from the side on the lubricating oil pump 117 side to the other side through the inside of the front end wall portion (an aggregate of the end wall 152 and the leg-like wall portion 160) of the main bearing frame 22 and has a front end portion. Surface (mounting seat
174).

A lubricating oil filter 175 is mounted on the mounting seat 174. The outlet of the communication hole 173 is connected to the inlet of a filter installation space (filtration processing space) inside the lubricating oil filter 175. The outlet of the communication hole 173, that is, the inlet of the lubricating oil filter 175 is annular as shown in FIG. 11, and the outlet of the filter 175 (the inlet of the passage hole 176) is provided on the center side thereof.

According to this structure, the lubricating oil pressurized by the pump 117 is supplied to the lubricating oil filter 175 through the communication hole 173, but in order to prevent excessive hydraulic pressure from being supplied to the lubricating oil filter 175, A safety valve 180 is provided in the middle of the communication hole 173 (near the lubricating oil pump 117 in the embodiment). Tenth
As shown in FIG. 13, which is a schematic sectional view taken along the line 13-13 in FIG. 13, the safety valve 180 is configured as follows. That is, a vertical hole communicating with the communication hole 173 is provided on the lower surface of the main bearing frame 22,
A cylindrical case 181 is fixed to the hole from below. A ball 182 serving as a valve body, a compression coil spring 183 for urging the ball 182 from below, and a case
A spring support 184 fixed to the lower end of the 181 and supporting the spring 183 from below is attached.

In this structure, when the hydraulic pressure in the communication hole 173 exceeds a predetermined value, the ball 182 is pushed down by the hydraulic pressure, and a gap is formed between the case 181 and the ball 182. The lubricating oil in the communication hole 173 is released into the oil pan 150 through the gap.

As shown in FIG. 10, the passage hole 176 extends inside the side wall portion (an aggregate of the side wall 151 and the leg-like wall portion 160 continuous thereto) of the main bearing frame 22 on the filter 175 side to the vicinity of the rear end portion. .

In the passage hole 176, a differential pressure valve 190, a pressure regulator 191 and a lubricating oil cooler 192 are provided side by side. The side wall has a passage 176.
There are provided passage holes 193 and 194 extending from the front side to the outer side surface. The differential pressure valve 190 is located at a longitudinally intermediate portion of the passage hole 176, and the passage holes 193 and 194 are located upstream and downstream of the differential pressure valve 190, respectively. On the outer side surface of the side wall portion, around the passage holes 193 and 194 and between both,
A mounting seat 195 (flat surface) for mounting the lubricating oil cooler 192 is provided, and inside the lubricating oil cooler 192 mounted on the mounting seat 195, passage holes 193 and 194 are directly connected.

The differential pressure valve 190 is connected to the inlet passage hole 193 of the lubricating oil cooler 192.
When the hydraulic pressure difference between the outlet passage hole 194 and the outlet passage hole 194 becomes larger than a predetermined value, the pressure difference between the two is eliminated.
This prevents an excessive oil pressure from being applied to the lubricating oil cooler 192.

In FIG. 14, which is a schematic cross-sectional view taken along the line 14-14 in FIG. 10, the differential pressure valve 190 is provided with a cylindrical piston 200 having a closed upper end, a bolt-shaped case 201 disposed therebelow, and a piston 201 disposed therebetween. And a compression coil spring 202 which is attached to the inner periphery of a cylindrical boss 203 provided on the side wall. In the illustrated valve closed state, the piston 200
Is seated on an annular valve seat 204 (step) provided on the inner periphery of the boss 203. The upstream portion of the passage hole 176 extends substantially horizontally from the passage hole 193 to the differential pressure regulating valve 190, and the downstream end is curved downward and faces the upper end surface of the piston 200.
The downstream portion of the passage hole 176 is the piston 200 in the closed position.
The opening is formed at a position facing the outer peripheral surface of the upper portion, and extends obliquely upward from that position to reach the passage hole 194. Further, the boss 203 is provided with a back pressure relief passage 205 that connects the installation space of the spring 202 and a downstream portion of the passage hole 176.

According to this structure, when the oil pressure in the passage hole 193 is abnormally high, the piston 200 is pushed downward by the oil pressure, the differential pressure valve 190 is opened, and an excessive oil pressure is applied to the lubricating oil cooler 192 (FIG. 10). It can be prevented from joining. As is clear from the above, the portion of the passage hole 176 between the entrance passage hole 193 and the exit passage hole 194 forms a bypass passage opened and closed by the differential pressure valve 190.

As shown in FIG. 15, which is a schematic cross-sectional view taken along a line 15-15 in FIG. 10, the pressure regulating device 191 is constituted by a valve basically similar to the differential pressure valve 190 in FIG. Case 2
11 and a compression coil spring 212 disposed between them are incorporated in an iron cylindrical insert 213.
The insert 213 is fixed in a cylindrical boss 214 provided on the main bearing frame 22. This boss 214 is used for passage hole 17
6 extends from the vicinity of 6 to the outside in the engine width direction.
The head 11 is exposed on the outer side surface of the main bearing frame 22.

The outer periphery of the tip of the piston 210 is adapted to be seated on the annular valve seat 215 on the inner periphery of the end of the insert 213, and the passage hole 176 faces the distal end surface of the piston 210 via the opening at the end of the insert 213. doing. Below the piston 210, the insert 213 and the boss 214 are provided with a discharge hole 216 and a back pressure relief passage 217. The discharge hole 216 extends downward from the lower side of the outer peripheral surface of the piston 210 in the illustrated closed state and communicates with the internal space of the oil pan 150. The back pressure relief passage 217 extends obliquely downward from the installation space of the spring 212 and communicates with the internal space of the oil pan 150.

Further, as is apparent from FIG.
In the vicinity of the pressure regulating device 191, a short oil passage 219 extending from the passage hole 176 to the upper end surface is provided, and the passage hole 176 is connected to an oil gallery in the cylinder block 20 via the oil passage 219. I have.

According to the above structure, when the oil pressure in the passage hole 176 becomes higher than a predetermined value, the piston 210 is pushed by the oil pressure to open the discharge hole 216, and the surplus lubricating oil is discharged from the discharge hole 216 into the oil pan 150. You. Therefore, the hydraulic pressure in the passage hole 176,
That is, the hydraulic pressure supplied to the oil gallery is always kept at an appropriate value.

16 is a view taken in the direction of arrows 16-16 in FIG. 10, and FIGS. 17 and 18 are schematic sectional views taken along lines 17-17 and 18-18 in FIG. 16, respectively. In these figures, the lubricating oil cooler 192 is
Cooling plates 230 parallel to
And a plate 231 opposed to the plate 231. The cooling plate 230
Seals 232, 233, and 234 are interposed between two adjacent cooling plates 230 and between the mounting seat 195 and the adjacent cooling plate 230. . These seals, in addition to their inherent sealing function, also function as spacers to maintain the proper spacing between adjacent cooling plates 230.

Except for the cooling plate 230 that is in contact with the plate 231, each cooling plate 23
On both sides of 0, a lubricating oil passage 235 and a cooling water passage 236 are formed by the gap. That is, the lubricating oil passage 235 and the cooling water passage 236 are formed alternately. The seal 232 extends in a rectangular shape along the outer periphery of each cooling plate 230. Inside the seal 232, two passage holes 237 and two passage holes 238 are provided at four corners of each cooling plate 230 so as to be arranged diagonally.

As shown in FIG. 17, in each cooling plate 230, two passage holes 2
One of the 37 is arranged on the same straight line as the inlet passage hole 193, and the other passage hole 237 is arranged on the same straight line as the outlet passage hole 194. The seal 233 is disposed only in the gap forming the cooling water passage 236, and shields the space between two adjacent passage holes 237 from the cooling water passage 236.

As shown in FIG. 18, the other seal 234 is disposed in a gap forming the lubricating oil passage 235, and two adjacent passage holes are formed.
The passage hole 238 is disposed around the 238 and shields the passage hole 238 from the lubricating oil passage 235. Therefore, a cooling water inlet passage and an outlet passage communicating with each cooling water passage 236 are formed by the space surrounded by the seal 234 and the passage hole 238. These cooling water passages are respectively connected to an inlet hose 84 and an outlet hose 87 attached to the plate 231.

The plate 231 is a mounting seat for the above assembly of the cooling plate 230.
195 is pressed from the opposite side, and the four corners are fixed to the mounting seat 195 by long bolts 242. A fixing means such as a bolt is not attached to each cooling plate 230, and the cooling plate 230 and the seal 2 are fixed by the bolt 242 and the plate 231.
32, 233, and 234 are maintained in the assembled state as shown.

As shown in FIG. 19, a plate 243 may be provided between the mounting seat 195 and the cooling plate 230, a bolt 242 may be fixed to the plate 243, and the plate 243 may be mounted to the mounting seat 195 with another bolt 244.

Also, as shown in FIG. 20, the outlet side lubricating oil passage hole 194 is provided outside the installation range of the lubricating oil cooler 192, and the lubricating oil outlet passage inside the lubricating oil cooler 192 is passed from the outer surface of the plate 231. The connection can also be made by an external connection pipe 245 extending to the hole 194.

According to the first aspect of the present invention, the distribution chamber 43 for distributing the air from the air cooler 30 to the two air supply manifolds 45 is provided inside the cylinder block 20. Therefore, the air cooler 30 can be installed at a lower position in the V bank space, and the overall height of the engine can be reduced as compared with the case where the supply and distribution of air is performed using a long pipe.

A cylinder block forming a bottom wall of the V bank space;
Of the 20 walls, the distribution chamber wall 40 (upwardly raised wall) forming the distribution chamber 43 is provided at only one location near the air cooler 30. Therefore, in other parts, the V bank space can be formed deep, and other devices, that is, the fuel injection pump 115 is accommodated in a low position of the V bank space,
It is possible to prevent the fuel injection pump 115 from causing an increase in the overall height of the engine.

Further, the air supply manifold 45 is replaced with the structure shown in the drawing,
Although it can be formed separately from the cylinder head 21,
According to the illustrated configuration corresponding to claim 2,
Since the air supply manifold 45 is integral with the cylinder head 21 main body, the assembly and positioning of the air supply manifold 45 alone with respect to the cylinder head 21 and the distribution chamber 43 are performed as in the case where only the air supply manifold 45 is formed by an independent member. This is unnecessary, and the manufacturing operation can be simplified. In addition, since the communication opening between the distribution chamber 43 and the air supply manifold 45 is formed in the joint surface between the cylinder block 20 and the cylinder head 21, the connection work of the opening can be easily performed.

According to the configuration of claim 3, the distribution chamber wall 40
Are integrated with the cylinder block 20, and the inlet and outlet openings 41, 42 of the distribution chamber 43 are all facing upward, so that the manufacturing operation and the assembly operation (particularly the connection operation with other passage openings)
Can be simplified. Needless to say, the work of positioning and fixing the wall 40 of the distribution chamber to the cylinder block 20 becomes unnecessary, and the manufacturing work can be simplified also in this regard.

According to the configuration described in claim 4, the pipe
Just insert 50, 51 into the corresponding tubular wall,
Since the passage connecting operation for the distribution chamber 43 is completed, the assembling operation can be particularly simplified.

The pipes 50 and 51 are fitted to one member (entrance-side member) and the other member (outlet-side member) via O-rings 53 and 54, respectively. Therefore, the allowable value of the positioning error between the two members (for example, the distribution chamber wall portion 40 and the air supply manifold 45) corresponds to the sum of the allowable deformation amounts of the two O-rings 53 and 54. Therefore, the allowable positioning error can be set large and the positioning operation can be simplified. In addition, basically, the pipe 50 or the pipe 51 is provided in the passage opening of each member or component.
In particular, when the annular grooves for fitting the O-rings 53 and 54 are formed in the pipes 50 and 51 as shown in the illustrated embodiment, the cylinder block 20 and the cylinder head 21 may be machined. Large or relatively large components, such as the outlet duct 36, need only be subjected to simple internal processing to form a pipe fitting hole. Therefore, processing operations and processing costs can be reduced. Of course, by using the pipes 50 and 51 in combination with the O-rings 53 and 54, the airtightness of the connection portion can be sufficiently improved.

[Brief description of the drawings]

1 is a cross-sectional view showing a cross section of an engine employing an embodiment of the present invention from the side, FIG. 2 is a cross-sectional view of the engine of FIG. 1 as viewed from the rear, and FIG. FIG. 4 is a plan view of the engine of the embodiment, FIG.
6 is an enlarged partial view of FIG. 5, FIG. 7 is a schematic plan view of a single cylinder block, FIG. 8 is a schematic view taken along arrows 8-8 in FIG. 7, FIG. Is a schematic cross-sectional view of another embodiment, FIG. 10 is a schematic bottom view of the main bearing frame, FIG. 11 is a schematic view taken along the line 11-11 of FIG. 10, FIG. 12, FIG. 13, FIG. 14, FIG.
FIG. 15 shows 12-12, 13-13, 14-14, and FIG.
FIG. 15 is a schematic cross-sectional view taken along line 15-15, FIG.
17 and 18 are schematic sectional views taken along lines 17-17 and 18-18 of FIG. 16, FIG. 19 is a schematic partial sectional view of another embodiment, and FIG. 20 is a schematic view of still another embodiment. 21 ... cylinder head, 25 ... cylinder wall, 26 ... combustion chamber,
28 ... bank, 30 ... air cooler, 40 ... distribution chamber wall, 41 ... inlet opening, 42 ... outlet opening, 43 ... distribution chamber, 45 ... air supply manifold, 50, 51 ... connecting pipe, 53, 54 ... O ring

Claims (4)

(57) [Claims] 1. Two cylinders formed by a cylinder wall surrounding a combustion chamber and a cylinder head are provided in an inclined state, and the cylinder head is supplied to the cylinder head at a side facing the V bank space between the two banks. An air manifold for air supply is provided in the V bank space, and an air distribution chamber extending in the engine width direction is provided in a cylinder block portion below the V bank space at a position adjacent to the air cooler. V, wherein an inlet opening connected to the air outlet of the air cooler and an outlet opening connected to the inlets of both air supply manifolds are provided in a wall of the distribution chamber.
Type engine air supply system. 2. The air supply manifold is formed integrally with a cylinder head main body, and a joint surface that joins a cylinder block side surface of the air supply manifold and a cylinder head side surface of the distribution chamber wall portion to each other. 2. The air supply device for a V-type engine according to claim 1, wherein the outlet surface of the distribution chamber and the inlet of the air supply manifold are provided on the joint surface. 3. An inlet opening of the distribution chamber is provided above a central portion of the distribution chamber in the engine width direction, and both outlet openings of the distribution chamber are provided on both sides of the inlet opening in the engine width direction. The air supply device for a V-shaped engine according to claim 2, wherein the air flows downward from the inlet opening and on both sides in the engine width direction, and further flows upward and toward both sides in the engine width direction to reach both outlet openings. 4. An inlet opening of the distribution chamber is formed above the distribution chamber, the inlet opening of the distribution chamber and an outlet of an air cooler communicating therewith, and an outlet opening of the distribution chamber and an air supply manifold communicating therewith. And a connecting pipe extending along a center line of the connecting pipe, and an outer peripheral surface of the connecting pipe is provided with an O-ring at a part of its longitudinal direction on a peripheral wall portion surrounding each of the openings and the inlet and the outlet. The air supply device for a V-type engine according to claim 2, further comprising a fitting surface that fits through the intermediary surface.