JP6885892B2 - Vertical in-line multi-cylinder engine - Google Patents

Description

The present invention relates to a vertical in-line multi-cylinder engine, and more particularly to an engine having a good vertical cooling balance of a cylinder barrel.

Conventionally, as a vertical in-line multi-cylinder engine, there is an engine provided with a cylinder jacket that allows engine cooling water to pass around a plurality of cylinder barrels (see, for example, Patent Document 1).

Japanese Unexamined Patent Publication No. 2000-291488 (see FIGS. 1 to 8)

In Patent Document 1, ribs are erected at the upper end of the cylinder jacket, the flow of engine cooling water is blocked by the ribs, and the amount of water flowing through the cylinder jacket is small at the upper end and large at the lower end. For this reason, the cooling of the cylinder barrel is insufficient at the upper end portion and excessive at the lower portion, and the cooling balance in the vertical direction of the cylinder barrel may be deteriorated.

An object of the present invention is to provide a vertical in-line multi-cylinder engine in which a cooling balance in the vertical direction of a cylinder barrel is improved.

The matters specifying the invention of the present invention are as follows.
As illustrated in FIG. 1, a cylinder block (5) provided with a cylinder jacket (3) for passing engine cooling water (2) around a plurality of cylinder barrels is provided.
A plurality of cylinder barrels are arranged in the front-rear direction with the direction in which the central axis (8b) of the crankshaft extends as the front-rear direction.
The cylinder jacket (3) is a diversion that splits the jacket inlet (3a) into which the engine cooling water (2) supplied from the radiator is introduced and the engine cooling water (2) introduced from the jacket inlet (3a) in the front-rear direction. Each cylinder barrel to the water channel (3b), a plurality of diversion outlets that divert the engine cooling water (2) diverted in the front-rear direction toward each cylinder barrel, and the engine cooling water (2) introduced from each diversion outlet. Equipped with a heat-dissipating water channel (3c) that dissipates the heat of
As illustrated in FIG. 2A, the diversion channel (3b) is provided with ribs (30) on the wall (30b), and the ribs (30) are diversion channels from the inner bottom (30a) of the diversion channel (3b). A vertical in-line multi-cylinder engine characterized in that it is formed up to the intermediate height of (3b).

In the present invention, as illustrated in FIGS. 2B to 2E, the amount of water flowing through the engine cooling water (2) passing through the diversion channel (3b) is adjusted by the rib (30), and the amount of water flowing through the diversion channel (3b) is adjusted by the rib (30). It is more in the upper part of (3c) and less in the lower part. Therefore, insufficient cooling of the upper part of the cylinder barrel and supercooling of the lower part are less likely to occur, and the cooling balance in the vertical direction of the cylinder barrel is improved.

It is a cross-sectional plan view of the cylinder block of the engine which concerns on embodiment of this invention. 2 (A) is a sectional view taken along line IIA-IIA of FIG. 1, FIG. 2 (B) is a perspective view around the rib of the basic example, and FIG. 2 (C) is a perspective view of the periphery of the rib of the first modified example. (D) is a perspective view around the rib of the second modified example, and FIG. 2 (E) is a perspective view of the periphery of the rib of the third modified example. FIG. 3 is a sectional view taken along line III-III of FIG. It is a front view of the cylinder block of FIG. 5 (A) is a sectional view taken along line VA-VA of FIG. 4, and FIG. 5 (B) is a sectional view taken along line VB-VB of FIG. It is a longitudinal front view of the engine which concerns on embodiment of this invention. It is a vertical sectional side view of the engine of FIG. It is a front view of the engine of FIG. It is a side view of the engine of FIG. It is a top view of the engine of FIG.

1 to 10 are views for explaining a water-cooled engine according to an embodiment of the present invention, and in this embodiment, a water-cooled common rail in-line 4-cylinder diesel engine will be described.

The outline of this engine is as follows.
As shown in FIG. 6, this engine includes a cylinder block (5), a cylinder head (6) assembled on the upper part of the cylinder block (5), and a cylinder head cover (6) assembled on the upper part of the cylinder head (6). 7), the oil pan (4) assembled to the lower part of the cylinder block (5), and the front part of the cylinder block (5) as shown in FIG. 7 with the erection direction of the crank shaft (8) as the front-rear direction. As shown in FIG. 6, the width direction of the engine, which is orthogonal to the front-rear direction, is the lateral direction of the belt transmission mechanism (9) arranged in, the fly wheel housing (10) arranged in the rear part of the cylinder block (5), and the front-rear direction. Is provided with an intake manifold (11) provided on one lateral side of the cylinder head (6) and an exhaust manifold (12) provided on the other lateral side of the cylinder head (6).
This engine is equipped with a fuel injection device, a vibration isolator, a water cooling device, a lubrication device, and an oil cooling device.

The fuel injection device is a common rail type, and is equipped with a fuel supply pump (13), a common rail (14), and a fuel injector (15) as shown in FIG. 9, and is provided in a combustion chamber. Inject fuel.
As shown in FIG. 6, the vibration isolator includes a rotary balancer (1), which cancels the secondary vibration of the engine and reduces the vibration of the engine.

The water cooling device includes a radiator (not shown), a water inlet chamber (16) provided on the intake side of the cylinder block (5) as shown in FIG. 6, and a water inlet chamber (16) as shown in FIG. ), A relay water channel (18) provided at the bottom of the water inlet chamber (16) after the water pump (17), and a cylinder, as shown in FIG. It includes a block-side water jacket (19) of a closed deck provided in the block (5) and a head-side water jacket (20) provided in the cylinder head (6).
The water cooling device uses the pump pressure of the water pump (17) to heat the engine cooling water radiated by the radiator to the water inlet chamber (16), the water pump (17), the relay water channel (18), and the block side water jacket (19). , Head side water jacket (20), and radiator are circulated in this order to cool the engine with water.

The lubrication device includes an oil pump (not shown) built in the rear part of the cylinder block (5), an oil cooler (21) housed in the relay water channel (18) as shown in FIG. 6, and an auxiliary equipment mounting base. The oil filter (23) attached to the (22) together with the oil cooler (21) and the oil gallery (24) provided in the meat wall on the intake side of the cylinder block (5) are provided by the pump pressure of the oil pump. , The engine oil (4a) in the oil pan (4), the oil pump, the oil cooler (21), the oil filter (23), the oil gallery (24), and the bearing (8a) of the crank shaft (8) shown in FIG. The sliding parts of the engine and the oil pan (4) are circulated in this order to forcibly lubricate the sliding parts of the engine.

As shown in FIG. 6, the oil cooling device includes an oil delivery passage (25) provided parallel to the oil gallery (24) in the meat wall on the intake side of the cylinder block (5), and a lower portion of the piston (26). An engine oil (25a) provided in the oil jet nozzle (25a) and a cooling channel (26a) internally provided in the piston (26), which have passed through the oil cooler (21) and the oil filter (23) of the lubricator in order. A part of 4a) is diverted into the oil delivery passage (25) in the auxiliary machine mounting base (22) and injected from the oil jet nozzle (25a) into the cooling channel (26a) to make the piston (26) oil. Cool.

The features of this engine are as follows.
As shown in FIG. 1, a cylinder block (5) provided with a cylinder jacket (3) for passing engine cooling water (2) is provided around a plurality of cylinder barrels.
The plurality of cylinder barrels are arranged in the front-rear direction with the direction in which the crankshaft center axis (8b) extends as the front-rear direction.
The cylinder jacket (3) is a diversion that splits the engine cooling water (2) supplied from the radiator into the jacket inlet (3a) and the engine cooling water (2) introduced from the jacket inlet (3a) in the front-rear direction. Each cylinder barrel to the water channel (3b), a plurality of diversion outlets for diversion of the engine cooling water (2) diverted in the front-rear direction toward each cylinder barrel, and the engine cooling water (2) introduced from each diversion outlet. It is equipped with a heat dissipation water channel (3c) that dissipates the heat of.

As shown in FIG. 2 (A), the diversion channel (3b) has a rib (30) on the wall (30b), and the rib (30) is a diversion channel (30a) from the inner bottom (30a) of the diversion channel (3b). It is formed up to the middle height of 3b).
Therefore, in this engine, as shown in FIGS. 2B to 2E, the amount of water flowing through the engine cooling water (2) passing through the diversion channel (3b) is adjusted, and the amount of water flowing through the diversion channel (3c) is adjusted. It is more in the upper part and less in the lower part, and insufficient cooling of the upper part of the cylinder barrel and supercooling of the lower part are less likely to occur, and the cooling balance in the vertical direction of the cylinder barrel is improved.

As shown in FIG. 2 (A), in this engine, the height of the upper end surface (30f) of the rib (30) is the lowermost end (26c) of the pressure ring (26b) of the piston (26) at the top dead center position. ) Is placed at a lower position.
Therefore, in this engine, as shown in FIGS. 2B to 2E, many engine cooling waters (2) pass through positions higher than the upper end surface (30f) of the ribs (30), and many of these are The engine cooling water (2) is introduced into the upper part of the heat radiating water channel (3c), cools the upper part of the cylinder barrel, and efficiently absorbs the heat of the piston (26) radiated through the pressure ring (26b).
As shown in FIG. 2A, the pressure ring (26b) includes a top ring (26e) at the uppermost position and a second ring (26f) below the top ring (26e). The lowermost end (26c) of the pressure ring (26b) is the lower end of the second ring (26f). An oil ring (27) is arranged below the second ring (26f).

As shown in FIGS. 2B to 2E, the ribs (30) are formed from one wall (30b) to the other wall of a pair of walls (30b) (30c) facing each other in the diversion channel (3b). A water passage gap (30e) is provided between the protruding end (30d) of the rib (30) and the wall (30c) to which the protruding end (30d) is directed.
Therefore, in this engine, the extraction of the cast sand at the time of casting the cylinder block and the extraction of the engine cooling water (2) at the time of engine maintenance are smoothly performed through the water passage gap (30e).

As shown in FIG. 2B, in this engine, the ribs (30) are formed in a semi-cylindrical shape with a semicircular cross section.
Therefore, as shown in FIG. 2 (B), in this engine, the engine cooling water (2) passing through the diversion channel (3b) is smoothly guided on the surface of the rib (30), and the diversion channel (3b) Water flow resistance is reduced.

The rib may be deformed as follows.
That is, as shown in FIG. 2C, the rib (30) may be formed into a prismatic shape having a polygonal cross section.
In this case, as shown in FIG. 2C, the deflection position of the engine cooling water (2) passing through the diversion channel (3b) can be easily set by the rib (30), and the engine cooling water in the diversion channel (3b) can be easily set. The guide of (2) becomes easy.

Further, as shown in FIGS. 2D and 2E, the rib (30) may be formed in a frustum shape having a smaller cross-sectional area on the upper side than on the lower side.
In this case, as shown in FIGS. 2D and 2E, the distribution of the flow rates of the upper and lower engine cooling waters (2) passing through the diversion channel (3b) can be adjusted.

As shown in FIG. 1, with the flywheel (10a) side as the rear side, the plurality of cylinder barrels are the front end barrel (B1), the rear end barrel (B4), and the intermediate barrel (B2) located between them. (B3) is provided.
The plurality of diversion outlets are the front diversion outlet (b1) to the front end barrel (B1), the rear diversion outlet (b4) to the rear end barrel (B4), and the front end barrel (B1) and the rear end barrel (B4). It is provided with intermediate diversion outlets (b2) and (b3) to intermediate barrels (B2) and (B3) located between them.
The jacket entrance (3a) is located next to all intermediate barrels (B2) (B3). That is, the jacket inlet (3a) is arranged so as to fit within the all-intermediate barrel lateral region (E23) having the same front-rear length as the front-rear length from the frontmost end to the rearmost end of all the intermediate barrels (B2) (B3). There is.

Therefore, in this engine, engine cooling water (2) is introduced from the jacket inlet (3a) in the entire intermediate barrel lateral region (E23) to the cylinder jacket (3), and from the jacket inlet (3a) to each cylinder barrel. The distance difference becomes small, excess or deficiency of cooling of each cylinder barrel is unlikely to occur, and the temperature distribution between a plurality of cylinder barrels approaches uniform.

In this engine, as shown in FIG. 1, the front branch outlet (b1) is located next to the front barrel (B1) and is contained in the front barrel lateral region (E1) having the same front-rear length as the front barrel (B1). It is located next to the rear end barrel (B4) and is arranged so that the rear branch outlet (b4) is contained in the rear end barrel lateral region (E4) having the same front-rear length as the rear end barrel (B4). The intermediate diversion outlets (b2) and (b3) are located next to the intermediate barrels (B2) and (B3) and are contained in the intermediate barrel lateral regions (E2) and (E3) having the same front-rear length as the intermediate barrels (B2) and (B3). It is arranged like this.
Therefore, in this engine, the relative positions of each diversion outlet and each cylinder barrel are unified, and the cooling conditions of each cylinder barrel approach a uniform state.

As shown in FIG. 1, this engine is a 4-cylinder engine, the jacket inlet (3a) is arranged behind the entire intermediate barrel lateral region (E23), and the front branch outlet (b1) is the front barrel lateral region (E1). ), The rear branch outlet (b4) is located closer to the front of the rear end barrel lateral region (E4), and the pair of intermediate diversion outlets (b2) (b3) is the pair of intermediate barrel lateral regions (b3). It is arranged at the rear of each of E2) and (E3).
Therefore, in this engine, the diversion distance to the cylinder barrel of the rear two cylinders, which tends to be hindered by the flywheel (10a), becomes short, and the diversion distance to the cylinder barrel of the front two cylinders, which tends to dissipate heat, becomes long. The temperature distribution between the cylinder barrels of the four cylinders approaches uniform.

As shown in FIG. 1, in this engine, the cylinder jacket (3) includes a series of partition walls (3d) that partition the diversion channel (3b) and the heat dissipation channel (3c).
The partition wall (3d) is formed between the laterally convex curved portions (C2) and (C3) of the pair of intermediate barrels (B2) and (B3) and the laterally recessed portions (C2) (C3) located between the laterally convex curved portions (C2) and (C3). A screw boss that is bent according to the unevenness of D23), and the both ends of the partition wall (3d) and the bent part are screw-fitted with the head bolt (3h) that fastens the cylinder head (6) to the cylinder block (5). (3e) is provided.
Therefore, in this engine, the engine noise emitted to the side of the cylinder block is reduced.
In addition, the screw boss (3e) increases the rigidity of the partition wall (3d), the partition wall (3d) is less likely to vibrate, and the combustion noise and piston slap noise emitted sideways from each cylinder barrel bounce off the partition wall (3d). As a result, the engine noise emitted to the side of the cylinder block (5) is reduced.

As shown in FIG. 1, in this engine, the cylinder jacket (3) is provided with a crossing channel (3f) for passing engine cooling water (2) between adjacent cylinder barrels, and the channel inlet of the crossing channel (3f). The screw boss (3e) is raised from the partition wall (3d) toward (3 g).
Therefore, the engine cooling water (2) flowing into the heat radiating water channel (3c) is guided toward the crossing water channel (3f) by the guidance of the screw boss (3e), and the cooling efficiency between the cylinder barrels is improved.

As shown in FIG. 1, in this engine, the screw boss (3e) is raised from the partition wall (3d) toward the laterally convex curved portions (C2) (C3) of the intermediate barrels (B2) and (B3).
Therefore, in this engine, the engine cooling water (2) flowing into the heat radiating water channel (3c) is guided by the screw boss (3e) toward the laterally convex curved portions (C2) (C3) of the intermediate barrels (B2) and (B3). The cooling efficiency of the intermediate barrels (B2) and (B3) is increased.

As shown in FIG. 2, in this engine, the opening lower edge (bu) of each diversion outlet is provided at a position higher than the vertical center (BC) of the cylinder barrel facing the diversion outlet.
Therefore, the engine cooling water (2) is introduced from the diversion outlet to the upper half side of the cylinder barrel to avoid insufficient cooling of the upper half side of the cylinder barrel and supercooling of the lower half side of each cylinder barrel. The temperature distribution in the vertical direction approaches a uniform state.

As shown in FIG. 2, in this engine, the lower edge (bu) of the opening of each diversion outlet is the maximum of the pressure ring (26b) of the piston (26) at the top dead center position in the cylinder barrel facing the diversion outlet. It is provided at a position lower than the lower end (26c) and higher than the lowermost end (26d) of the piston (26).
Therefore, in this engine, insufficient cooling of the upper part of the cylinder barrel, which is susceptible to high heat from the pressure ring (26b), and supercooling of the lower part of the cylinder barrel, which is difficult to receive heat radiation from the piston (26), are avoided. The temperature distribution in the vertical direction of each cylinder barrel approaches a uniform state.

As shown in FIG. 1, in this engine, the cylinder block (5) has an oil inlet (25b) into which the engine oil (4a) supplied from the oil pump is introduced and an engine oil introduced from the oil inlet (25b). The oil delivery passage (25) that diverges (4a) in the front-rear direction and the engine oil (4a) that diverges in the front-rear direction in the oil delivery passage (25) are applied to the oil jet nozzle (25a) facing each piston (26). It is equipped with multiple diversion oil outlets for diversion.
The oil delivery passage (25) is directed in the front-rear direction, and the plurality of diversion oil outlets are a front diversion oil outlet (h1) located on the front side and the rear side of the oil delivery passage (25), respectively, and a post-split oil outlet (h1). It is provided with h4) and intermediate split oil outlets (h2) and (h3) located between the front split oil outlet (h1) and the rear split oil outlet (h4).
As shown in FIG. 1, the oil inlet (25b) is arranged at a position overlapping the all intermediate barrel lateral regions (E23) when viewed in a direction parallel to the cylinder center axis (CC).
Specifically, the oil inlet (25b) is arranged in a region directly below the entire intermediate barrel lateral region (E23) when viewed in a direction parallel to the cylinder center axis (CC).

Therefore, in this engine, the difference in distance from the oil inlet (25b) to each oil diversion port becomes small, excess or deficiency of cooling of each piston (26) is unlikely to occur, and the temperature distribution between the plurality of cylinder barrels is uniform. Approaching a state.

Each diversion oil outlet is located at a position overlapping the corresponding barrel lateral region when viewed in a direction parallel to the cylinder center axis (CC).
Specifically, each diversion oil outlet is located directly below the corresponding barrel lateral region.

This engine is provided with a relay channel (18) shown in FIGS. 3 and 6 between the radiator and the jacket inlet (3a).
The entire amount of the engine cooling water (2) from the radiator is supplied to the jacket inlet (3a) via the relay water channel (18).
Therefore, in this engine, the cooling efficiency of the cylinder barrel is enhanced by a large amount of engine cooling water (2) supplied from the radiator.

As shown in FIG. 6, in this engine, an oil cooler (21) is arranged in the relay channel (18). Therefore, in this engine, the engine oil (4a) is cooled by the engine cooling water (2) before being introduced into the cylinder jacket (3), and the cooling efficiency of the engine oil (4a) is high.

As shown in FIG. 6, in this engine, the relay channel (18) is formed by recessing the lateral side surface of the cylinder block (5), and the oil cooler (21) is mounted on the auxiliary machine mounting base (22). The oil cooler (21) is inserted into the relay water channel (18) covered with the auxiliary machine mounting base (22).
Therefore, in this engine, the oil cooler (21) is inserted into the relay water channel (18) recessed in the cylinder block (5), and the width of the engine may be greatly increased by the arrangement of the oil cooler (21). Absent.

As shown in FIG. 6, in this engine, an oil filter (23) communicating with the oil cooler (21) is attached to the auxiliary machine mounting base (22).
Therefore, in this engine, if the relay water passage (18) is covered with the auxiliary equipment mounting base (22) to which the oil cooler (21) and the oil filter (23) are mounted, the oil cooler (21) is attached to the cylinder block (5). ) And the oil filter (23) are attached, and the installation work of the oil cooler (21) and the oil filter (23) becomes easy.

As shown in FIG. 1, in this engine, the oil gallery (24) comprises an oil inlet (24a) and an oil outlet (24b) to the journal bearing (8c) of the crankshaft (8) shown in FIG. As shown in FIG. 5A, the oil outlets (24b) are respectively arranged at positions where the journal bearings (8c) are located.

(2) ... engine cooling water, (3) ... cylinder jacket, (3a) ... jacket inlet, (3b) ... diversion channel, (3c) ... heat dissipation channel, (3d) ... partition wall, (3e) ... screw boss, (3e) 3f) ... Crossing channel, (3g) ... Channel inlet, (3h) ... Head bolt, (5) ... Cylinder block, (6) ... Cylinder head, (8b) ... Cylinder axis center axis, (10a) ... Fly wheel, (B1) ... front end barrel, (B2) ... intermediate barrel, (B3) ... intermediate barrel, (B4) ... rear end barrel, (BC) ... upper and lower center of cylinder barrel, (b1) ... front branch outlet, (b2) ... Intermediate diversion outlet, (b3) ... Intermediate diversion outlet, (b4) ... Rear branch outlet, (bu) ... Lower edge of opening, (CC) ... Cylinder center axis, (E1) ... Front end barrel lateral region, (E2) ... Intermediate barrel lateral region, (E3) ... Intermediate barrel lateral region, (E23) ... All intermediate cylinder lateral region, (E4) ... Rear end cylinder lateral region, (C2) ... Lateral convex curved portion, (C3) ... Lateral convex curved Part, (D23) ... Horizontal recessed part, (26) ... Piston, (26b) ... Pressure ring, (26c) ... Lower end of pressure ring, (26d) ... Lower end of piston, (30) ... Rib, (30a) ) ... Inner bottom, (30b) ... Wall, (30c) ... Wall, (30d) ... Protruding end, (30e) ... Water flow gap, (30f) ... Upper end surface.

Claims (14)

A cylinder block (5) provided with a cylinder jacket (3) for passing engine cooling water (2) around a plurality of cylinder barrels is provided.
A plurality of cylinder barrels are arranged in the front-rear direction with the direction in which the central axis (8b) of the crankshaft extends as the front-rear direction.
The cylinder jacket (3) is a diversion that splits the jacket inlet (3a) into which the engine cooling water (2) supplied from the radiator is introduced and the engine cooling water (2) introduced from the jacket inlet (3a) in the front-rear direction. Each cylinder barrel to the water channel (3b), a plurality of diversion outlets that divert the engine cooling water (2) diverted in the front-rear direction toward each cylinder barrel, and the engine cooling water (2) introduced from each diversion outlet. Equipped with a heat-dissipating water channel (3c) that dissipates the heat of
The diversion channel (3b) is provided with ribs (30) on the wall (30b), and the ribs (30) are formed from the inner bottom (30a) of the diversion channel (3b) to the intermediate height of the diversion channel (3b). A vertical in-line multi-cylinder engine that features. In the vertical in-line multi-cylinder engine according to claim 1.
The height of the upper end surface (30f) of the rib (30) is lower than the lowermost end (26c) of the pressure ring (26b) of the piston (26) at the top dead center position. Vertical in-line multi-cylinder engine. In the vertical in-line multi-cylinder engine according to claim 1 or 2.
The rib (30) is projected from one wall (30b) of the pair of opposing walls (30b) (30c) of the diversion channel (3b) toward the other wall (30c), and the rib (30) of the rib (30). A vertical in-line multi-cylinder engine characterized in that a water passage gap (30e) is provided between a protruding end (30d) and a wall (30c) to which the protruding end (30d) is directed. In the vertical in-line multi-cylinder engine according to claim 3.
The rib (30) is a vertical in-line multi-cylinder engine characterized in that it is formed in a semi-cylindrical shape with a semicircular cross section. In the vertical in-line multi-cylinder engine according to claim 3.
The rib (30) is a vertical in-line multi-cylinder engine characterized in that it is formed in a prismatic shape having a polygonal cross section. In the vertical in-line multi-cylinder engine according to claim 3.
The rib (30) is a vertical in-line multi-cylinder engine characterized in that the rib (30) is formed in a frustum shape having a smaller cross-sectional area on the upper side than on the lower side. In the vertical in-line multi-cylinder engine according to any one of claims 1 to 6.
With the flywheel (10a) side as the rear side, the plurality of cylinder barrels include a front end barrel (B1), a rear end barrel (B4), and intermediate barrels (B2) (B3) located between them.
The plurality of diversion outlets are the front diversion outlet (b1) to the front end barrel (B1), the rear diversion outlet (b4) to the rear end barrel (B4), and the front end barrel (B1) and the rear end barrel (B4). It is equipped with intermediate diversion outlets (b2) and (b3) to the intermediate barrels (B2) and (B3) located between them.
Within the all-intermediate barrel lateral region (E23), which is located next to all the intermediate barrels (B2) (B3) and has the same anteroposterior length as the anterior-posterior length from the frontmost end to the rearmost end of all the intermediate barrels (B2) (B3). A vertical in-line multi-cylinder engine characterized in that the jacket entrance (3a) is arranged so as to fit. In the vertical in-line multi-cylinder engine according to claim 7.
It is located next to the front end barrel (B1) and is arranged so that the front branch outlet (b1) is contained in the front end barrel lateral region (E1) having the same front-rear length as the front end barrel (B1). It is located laterally and is arranged so that the rear branch outlet (b4) is contained in the rear end barrel lateral region (E4) having the same front-rear length as the rear end barrel (B4), next to the intermediate barrels (B2) and (B3). It is characterized by being located so that the intermediate diversion outlets (b2) and (b3) are contained in the intermediate barrel lateral regions (E2) and (E3) having the same front-rear length as the intermediate barrels (B2) and (B3). Vertical in-line multi-cylinder engine. In the vertical in-line multi-cylinder engine according to claim 8.
In a 4-cylinder engine, the jacket inlet (3a) is located behind the entire intermediate barrel lateral region (E23), and the front branch outlet (b1) is located rear of the front barrel lateral region (E1). (B4) is arranged near the front of the rear end barrel lateral region (E4), and the pair of intermediate diversion outlets (b2) and (b3) are arranged near each of the pair of intermediate barrel lateral regions (E2) and (E3). A vertical in-line multi-cylinder engine that is characterized by being. In the vertical in-line multi-cylinder engine according to any one of claims 7 to 9.
The cylinder jacket (3) includes a series of partition walls (3d) that partition the diversion channel (3b) and the heat dissipation channel (3c).
The partition wall (3d) is formed between the laterally convex curved portions (C2) and (C3) of the pair of intermediate barrels (B2) and (B3) and the laterally recessed portions (C2) (C3) located between the laterally convex curved portions (C2) and (C3). The screw boss is bent according to the unevenness of D23), and both ends of the partition wall (3d) and the bent part are screw-fitted with the head bolt (3h) that fastens the cylinder head (6) to the cylinder block (5). A vertical in-line multi-cylinder engine characterized by having (3e). In the vertical in-line multi-cylinder engine according to claim 10.
The cylinder jacket (3) is provided with a crossing channel (3f) for passing engine cooling water (2) between adjacent cylinder barrels, and a partition wall (3d) is provided toward the channel inlet (3g) of the crossing channel (3f). A vertical in-line multi-cylinder engine characterized in that the screw boss (3e) is raised from the top. In the vertical in-line multi-cylinder engine according to claim 10 or 11.
A vertical in-line multi-cylinder engine characterized in that the screw boss (3e) is raised from a partition wall (3d) toward the laterally convex curved portions (C2) (C3) of the intermediate barrels (B2) and (B3). ..
<< Effect >> The cooling efficiency of the intermediate barrel is increased. In the vertical in-line multi-cylinder engine according to any one of claims 7 to 12.
A vertical in-line multi-cylinder engine characterized in that the lower edge (bu) of the opening of each diversion outlet is provided at a position higher than the vertical center (BC) of the cylinder barrel facing the diversion outlet. In the vertical in-line multi-cylinder engine according to claim 13.
The lower edge (bu) of the opening of each diversion outlet is lower than the lowermost end (26c) of the pressure ring (26b) of the piston (26) at the top dead center position in the cylinder barrel facing the diversion outlet. A vertical in-line multi-cylinder engine characterized in that it is installed at a position higher than the lowermost end (26d) of 26).

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