JP7306156B2 - rear intake engine - Google Patents

Description

The technology disclosed herein relates to rear-intake engines.

For example, the fuel injection valve (injector) disclosed in Patent Document 1 includes a resin housing that covers the outer periphery of the coil and holder in order to prevent electric parts such as coils and magnetic members that form a magnetic circuit from being exposed to water. I have.

Specifically, Patent Document 1 discloses a fuel injection valve that includes a holder coupled to a valve body, a holder recess recessed radially inward of the holder, and a resin housing covering the holder recess. According to Patent Document 1, by bringing the resin housing into contact with the inner surface and the entire circumference of the recessed portion of the holder in one of the reciprocating directions of the valve member, water is prevented from flowing out from the gap between the resin housing and the recessed portion of the holder. intrusion can be prevented.

JP-A-2003-293896

By the way, for example, when the engine is used as a range extender in an electric vehicle, when a larger motor and a larger generator than before are installed in the engine room, the engine is placed close to one of the left and right front wheels. In some cases, it may be necessary to place the

In this case, since the fuel injection valve attached to the engine and the front wheels on one of the left and right sides are close to each other, there is a high possibility that the fuel injection valves will be exposed to water splashed up by the front wheels. .

In general, it is assumed that the water splashed up by the front wheels will be muddy water containing sand, etc. Therefore, if the fuel injection valve and one of the left and right front wheels are in close proximity to each other as described above, the water will not be included in the muddy water. There is a possibility that the sand or the like that is soaked will collide with the fuel injection valve. From a viewpoint different from that of the resin housing disclosed in Patent Literature 1, there is a demand for a device for suppressing water exposure of the fuel injection valve.

In particular, when a small engine such as a rotary engine is used as the range extender, the fuel injection valve is attached at a position lower than that of the reciprocating engine. In this case, the fuel injection valve and the front wheel on one of the left and right sides are brought closer to each other, so the above-mentioned problem of water exposure becomes even more pronounced.

The technology disclosed herein has been made in view of this point, and its purpose is to more reliably suppress the water exposure of the fuel injection valve.

The present disclosure relates to a rear intake engine that is mounted in an engine room on the front side in the vehicle front-rear direction of a drive shaft connecting left and right front wheels of the vehicle. The rear intake engine includes a fuel injection valve attached from the rear side in the vehicle front-rear direction to a wall surface on the rear side when the rear intake engine is divided into two in the vehicle front-rear direction; an intake manifold mounted at a lower position in a high direction and connected to an intake port of the rear intake engine, wherein the fuel injection valve is positioned at an intermediate position in the vehicle width direction between the left and right front wheels in the vehicle width direction. In comparison, it is arranged at a position close to the front wheels on one of the left and right sides.

The intake manifold has a water protection wall extending upward in the vehicle height direction from the upper surface of the intake manifold. and the front wheel on one side, and are arranged so that at least a part of the water protection wall and the fuel injection valve overlap when viewed along the vehicle width direction.

Here, the term "intake manifold" originally means an intake pipe for a multi-cylinder engine branched from one intake pipe to a plurality of intake pipes. Refers to a concept that includes an intake pipe for a single-cylinder engine that is not branched.

According to this configuration, the fuel injection valve is arranged at a position close to one of the left and right front wheels. On the other hand, the water protection wall of the intake manifold is arranged closer to one of the left and right front wheels than the fuel injection valve. The water protection wall extends upward from an intake manifold positioned below the fuel injection valves, and at the same time, when viewed along the vehicle width direction, at least a portion of the water protection wall. , and the fuel injection valve overlap each other.

By laying out the water protection wall in this way, even if a waterproof cover made of a resin housing or the like is not directly attached to the fuel injection valve, it is possible to prevent the fuel injection valve from being splashed with water by the left and right front wheels. be able to.

In addition, by making the wall surface of the rear intake engine itself and the water protection wall separate, it is possible to reduce the time of manufacturing the engine body (especially when processing the insertion hole of the fuel injection valve and replacing the fuel injection valve). The water protection wall does not get in the way during the time). Therefore, it is possible to improve the workability in manufacturing the rear intake engine.

Further, the rear intake engine is connected to the fuel injection valve and includes a fuel pipe for supplying fuel to the fuel injection valve, and the water protection wall extends in the vehicle width direction from the fuel injection valve and the fuel pipe. and the front wheel on one of the left and right sides.

Not only the fuel injection valve but also the fuel pipe is generally made of a metal member. By arranging the prevention wall, it is also possible to prevent the fuel pipe from being exposed to water.

Further, the upper surface of the intake manifold may form an inclined surface that extends downward in the vehicle height direction as the distance from the water protection wall increases.

According to this configuration, even if the water spray gets over the water protection wall, it can be drained downward by the inclined surface. As a result, it is possible to prevent water from accumulating on the upper surface of the intake manifold.

Further, the rear-intake engine includes a plurality of independent exhaust pipes connected to exhaust ports of the rear-intake engine, and the lower end of the inclined surface defines a space between the plurality of independent exhaust pipes in the vehicle height direction. may be located above the

According to this configuration, if fuel leaks from the fuel injection valve, the fuel flowing along the inclined surface can be guided to the space between the independent exhaust pipes. By suppressing contact between the fuel and the independent exhaust pipe, it becomes possible to suppress heating and rapid cooling of the leaked fuel.

Further, the water protection wall may extend higher in the vehicle height direction than the upper end portion of the fuel injection valve in the vehicle height direction.

This configuration is advantageous in suppressing the fuel injection valve from being exposed to water splashes.

Further, the water protection wall may be arranged at a position farther from the connecting portion between the intake manifold and the intake port than the fuel injection valve in the vehicle width direction.

According to this configuration, it is possible to secure a space between the fuel injection valve and the water protection wall, and prevent the water protection wall from becoming an obstacle when connecting the intake manifold to the intake port. This is advantageous in improving workability when manufacturing a rear intake engine.

As described above, according to the rear intake engine, it is possible to more reliably prevent the fuel injection valve from being exposed to water.

FIG. 1 is a plan view illustrating an automobile equipped with a powertrain. FIG. 2A is a rear view illustrating the powertrain and drive shaft. FIG. 2B is a rear view illustrating the powertrain and dash panel. FIG. 3 is a cross-sectional view illustrating the configuration of the engine. FIG. 4 is a side view illustrating the configuration of the engine. FIG. 5 is a plan view illustrating the configuration of the engine. FIG. 6 is a plan view illustrating an intake manifold. FIG. 7 is a front view illustrating an intake manifold. FIG. 8 is a perspective view illustrating an intake manifold. FIG. 9 is a vertical cross-sectional view illustrating the internal structure of the intake manifold. FIG. 10 is another longitudinal sectional view illustrating the internal structure of the intake manifold. FIG. 11 is a rear view illustrating the surge tank section. FIG. 12A is a front view illustrating a communicating pipe; FIG. 12B is a plan view illustrating a communication pipe; FIG. 12C is a side view illustrating a communication tube; FIG. 13 is a cross-sectional view illustrating a water protection wall. FIG. 14 is a side view illustrating a water protection wall. FIG. 15 is a cross-sectional view illustrating the flow of water along the slope. FIG. 16 is a perspective view illustrating the flow of water running down from an inclined surface.

Hereinafter, embodiments of the present disclosure will be described based on the drawings. Note that the following description is an example.

FIG. 1 is a plan view illustrating a powertrain P including a vehicle engine (hereinafter simply referred to as "engine") 1 according to the present embodiment, and an automobile (vehicle) 100 in which the powertrain P is mounted. 2A is a rear view illustrating the powertrain P and the drive shaft 102, and FIG. 2B is a rear view illustrating the powertrain P and the dash panel 104. FIG.

In the following description, "front" refers to the front in the longitudinal direction of the vehicle (specifically, the direction in which the automobile 100 is propelled), and "rear" refers to the rear in the longitudinal direction of the vehicle (specifically, the automobile 100). direction).

Similarly, “left” refers to the left in the vehicle width direction (specifically, left when viewed along the driving direction of automobile 100), and “right” refers to the right in the vehicle width direction (specifically, points to the right) when viewed along the direction of propulsion of the vehicle 100 . Further, "up" refers to the top in the vehicle height direction (specifically, the direction against the direction of gravity), and "down" refers to the bottom in the vehicle height direction (specifically, the direction of gravity).

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

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

A vehicle 100 is an electric vehicle provided with a powertrain P using a motor 1 as a power source. In particular, the vehicle 100 according to the present embodiment is a so-called extended-range electric vehicle (Extended-Range Electric Vehicle) configured to use an engine 3 as a range extender in addition to the motor 1 as a power source. EREV).

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

That is, in the front part of the automobile 100, as its main components, there are an engine room (motor room) S1, a driving wheel 101 consisting of left and right front wheels 101L and 101R of the automobile 100, and a drive shaft connecting the left and right front wheels 101L and 101R. 102, and a power train P that is housed in the engine room S1 and drives the drive shaft 102 to rotate.

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

(engine room)
The engine room S1 includes a pair of left and right side frames (not shown) extending in the longitudinal direction of the automobile 100, a front frame (not shown) bridged between the pair of left and right side frames, and a pair of left and right side frames behind the pair of left and right side frames. A dash panel 104 located and extending along the Y and Z directions.

Of these, the dash panel 104 constitutes the rear wall surface of the engine room S1, and separates the engine room S1 from the passenger compartment S2. That is, the dash panel 104 according to this embodiment is arranged at least behind the powertrain P, especially the engine 3 .

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

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

(drive wheel)
The driving wheels 101 are composed of the left and right front wheels 101L and 101R of the automobile 100 as described above. A drive wheel 101 according to this embodiment is connected to a motor 1 in a power train P via a drive shaft 102 . When the motor 1 operates, the driving wheels 101 rotate via the drive shaft 102, propelling the vehicle 100 in the Y+ direction.

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

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

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

As illustrated in FIG. 1, the powertrain P is accommodated in an engine room S1 with a motor 1, a speed reducer 2, an engine 3 and a generator 4 arranged in order from the X+ side to the X- side. . In such a configuration, there is a concern that the size of the powertrain P in the X direction will increase.

The motor 1 rotates an output shaft (not shown) by receiving electric power stored in a battery, and inputs the power to the speed reducer 2 . The speed reducer 2 adjusts the number of revolutions of the motor 1 and outputs the output to rotationally drive the drive wheels 101 via the drive shaft 102 .

On the other hand, the engine 3 rotates an output shaft (not shown) consisting of an eccentric shaft by combustion of fuel, and inputs the power to the generator 4 . The generator 4 receives power input from the engine 3 and operates to generate electric power. The electric power generated by the generator 4 is replenished to the aforementioned battery.

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

Specifically, the engine 3 according to this embodiment is a one-rotor rotary engine, as described above. The engine 3 has a rotor housing 10 containing one rotor (not shown).

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

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

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

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

Thus, unlike the reciprocating engine described above, the engine 3 according to the present embodiment has a large part of the intake system (intake device 20) and an exhaust system (exhaust All of the devices 40) are arranged in close proximity. The engine 3 constitutes a so-called "rear intake engine" because the intake port 11 is opened in the rear wall surface (intake side wall surface 10a).

Furthermore, since the engine 3 injects fuel into the intake port 11, it constitutes a so-called "port injection engine". In this case, the fuel injection device 30 in this embodiment is arranged on the Y- side of the engine 3, like the intake device 20 and the exhaust device .

The configuration of the engine 3 will be described in detail below, focusing on the layout of the intake system 20, the fuel injection system 30 and the exhaust system 40. FIG.

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

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

As illustrated in FIGS. 1 to 5, the engine 3 according to the present embodiment includes, as main elements other than the rotor housing 10, an intake device 20 as an intake system that takes in gas from the outside, and a rotor chamber that injects fuel. and an exhaust system 40 as an exhaust system for discharging exhaust gas to the outside.

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

Among these, the air cleaner 21 is arranged above and near the front end of the generator 4 in the Z direction, and purifies the gas taken in from the outside while passing it through.

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

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

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

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

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

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

Further, as illustrated in FIG. 3, at least a portion (specifically, the communication pipe 26) of the intake manifold 24 is positioned on the Z- side (below in the vehicle height direction) relative to the fuel injection valve 31. ready to be installed.

On the other hand, the fuel injection device 30 includes a fuel injection valve 31 configured as an injector capable of injecting fuel, a fuel pipe 32 for supplying fuel to the fuel injection valve 31, and a connecting member for communicating the fuel injection valve 31 and the fuel pipe. 33, and a bracket 34 that covers the fuel injection valve 31 and the connecting member 33 from above (see FIGS. 3 and 13, etc.).

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

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

The fuel injection valve 31 is mounted above the intake manifold 24 in the Z direction, and is inserted into the rotor housing 10 from directly above the intake port 11 on the intake side wall surface 10a. A fuel injection port (not shown) provided at the tip of the fuel injection valve 31 is exposed inside the intake port 11 and can inject fuel into the intake port 11 . In this manner, the engine 3 is configured as the port injection type engine described above.

Further, the fuel pipe 32 is connected to the fuel injection valve 31 through a connecting member 33 as illustrated in FIG. The fuel pipe 32 is arranged on the X+ side in the X direction with respect to the fuel injection valve 31 .

Further, the connecting member 33 is made of a hollow member, and as illustrated in FIG. 13, the downstream end of the connecting member 33 and the upper end (Z+ side end) of the fuel injection valve 31 are communicated.

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

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

Specifically, the independent exhaust pipe 41a is connected to the exhaust port 12 opened at the lower end of the rotor housing 10, and extends from the connection with the exhaust port 12 in the Y-direction. As illustrated in FIG. 3 , the independent exhaust pipe 41 a and the exhaust port 12 are arranged below the drive shaft 102 . The plurality of independent exhaust pipes 41a are connected to the relay exhaust pipe 42 in a state in which they are assembled into one exhaust pipe. Further, as illustrated in FIG. 15, a space S4 extending along the Y direction is provided between the independent exhaust pipes 41a arranged along the X direction.

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

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

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

4, the relay exhaust pipe 42 is arranged between the front end portion of the surge tank portion 25 of the intake manifold 24 and the rear end portion of the exhaust purification device 43 in the Y direction. . Specifically, when viewed along the X direction, the relay exhaust pipe 42 according to the present embodiment extends upward with at least a portion of the relay exhaust pipe 42 and the surge tank portion 25 overlapping each other. , and is connected to the exhaust purification device 43 .

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

Further, as shown in FIG. 4, between the relay exhaust pipe 42 and the intake side wall surface 10a of the engine 3, the aforementioned drive shaft 102 is inserted. The drive shaft 102 is arranged below the surge tank portion 25 and above the exhaust manifold 41 in the Z direction. The drive shaft 102 is also arranged rearwardly with respect to the intake side wall surface 10a and forwardly with respect to the relay exhaust pipe 42 in the Y direction.

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

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

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

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

On the other hand, the rear end portion of the cylindrical body 43a (the Y-side and Z-side ends, corresponding to the downstream end portion in the gas flow direction) extends along the Y direction as illustrated in FIG. 2B. When viewed, it is arranged so as to overlap with the tunnel portion S3.

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

The exhaust duct 44 consists of one duct extending substantially along the Y direction, and allows the exhaust gas purified by the exhaust purification device 43 to flow. The exhaust duct 44 according to this embodiment is laid out so as to pass through the tunnel portion S3.

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

The configuration of the intake manifold 24 according to this embodiment will be described in more detail below.

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

9 is a longitudinal sectional view illustrating the internal structure of the intake manifold 24, FIG. 10 is another longitudinal sectional view illustrating the internal structure of the intake manifold 24, and FIG. It is a rear view which illustrates.

12A is a front view illustrating the communicating pipe 26, FIG. 12B is a plan view illustrating the communicating pipe 26, and FIG. 12C is a side view illustrating the communicating pipe 26. FIG.

13 is a cross-sectional view illustrating the water protection wall 24c, FIG. 14 is a side view illustrating the water protection wall 24c, and FIG. 15 is an example of water flow along the inclined surface 26d. 16 is a perspective view illustrating the flow of water flowing down from the inclined surface 26d.

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

Specifically, when the intake manifold 24 is viewed along the Y direction (when viewed from the Y− side to the Y+ side in this embodiment), the direction away from the fuel injection valve 31 (Y direction in this embodiment) A portion of the surface 27 facing the − direction) is positioned to overlap the fuel injection valve 31 , while the other portion of the surface 27 is positioned to overlap the fuel injection valve 31 .

Here, the “surface facing away from the fuel injection valve” of the intake manifold 24 corresponds to the Y− side surface 27 of the surge tank portion 25 in this embodiment. As illustrated in FIG. 7, the Y− side surface 27 of the surge tank portion 25 is arranged such that a portion of the surface 27 overlaps the fuel injection valve 31, and the other portion thereof does not overlap the fuel injection valve 31. be.

Hereinafter, the former (a portion of the surface 27) will be referred to as a fuel system component corresponding portion 27a, and the latter (the other portion of the surface 27) will be referred to as a non-corresponding portion 27b. In this manner, on the Y− side surface 27 of the surge tank portion 25, a fuel system component corresponding portion 27a and a non-corresponding portion 27b are configured.

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

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

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

That is, the intake manifold 24 according to this embodiment has a discontinuous portion 28 interposed between the fuel system component corresponding portion 27a and the non-corresponding portion 27b. The discontinuous portion 28 is formed by at least partially dividing the surface 27 of the intake manifold 24 facing in the direction away from the fuel injection valve 31, thereby forming a fuel system component corresponding portion 27a and a non-corresponding portion 27b on the surface. and are separated.

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

In particular, the discontinuous portion 28 according to the present embodiment includes a concave portion 28a formed by denting the surface of the intake manifold 24, particularly the Y− side surface 27 of the surge tank portion 25, and a notch 28b formed by cutting the concave portion 28a. and have

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

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

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

In addition, if the influence of the discontinuous portion 28 is ignored, the surge tank portion 25 is formed in a tank shape that is longer in the X direction than in the Z direction. Here, the surge tank portion 25 extends in the direction (X+ direction) approaching the exhaust purification device 43 in the vehicle width direction (X direction) from the end portion arranged on the X− side of the rotor housing 10 to form a communication pipe. 26.

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

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

Further, the surge tank portion 25 according to the present embodiment extends toward the X- side from the introduction port 26b as a starting point, and then further bulges toward the front side (Y+ side) in the vehicle front-rear direction (Y direction). . A portion of the surge tank portion 25 that protrudes toward the front side (Y+ side) is hereinafter referred to as a "protrusion portion" and denoted by reference numeral 25a (see the hatched portion in FIG. 6).

Also, the surge tank portion 25 can be divided into a portion corresponding to the non-corresponding portion 27b and a portion corresponding to the fuel system component corresponding portion 27a. As shown in FIG. 8 and the like, the former portion is called an upstream tank portion 25U, and the latter portion is called a downstream tank portion 25D. ing.

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

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

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

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

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

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

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

Here, as illustrated in FIGS. 9 and 10, the bulging portion 25a according to the present embodiment is arranged at a portion away from the main flow of gas flowing from the intake port 24a toward the communicating pipe 26. As shown in FIG. Here, the "main stream of gas" is defined, for example, as a streamline of gas from the intake port 24a to the connection port 25b, more specifically, as a curved line connecting the arrows shown in FIGS. can be done.

On the other hand, as shown in FIG. 3, the communication pipe 26, which forms the intake manifold 24 together with the surge tank portion 25, defines a straight passage portion 26a extending in the Y direction and communicates with the intake manifold 24 when viewed along the Y direction. At least a portion of the pipe 26 and the fuel system component corresponding portion 27a of the surge tank portion 25 are arranged at a position where they overlap.

As exemplified in FIG. 3, the communication pipe 26 according to the present embodiment tapers in diameter in the Z direction from the Y+ side to the Y− side along the Y direction.

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

On the other hand, as illustrated in FIG. 12A, the Y− side portion of the communicating pipe 26 defines an inlet 26b extending substantially in the Z direction and communicating with the straight passage portion 26a. The introduction port 26b is formed to be connected to the downstream side tank portion 25D of the surge tank portion 25 when the intake manifold 24 is configured by combining the surge tank portion 25 and the communication pipe 26. As shown in FIG. A thin plate-like upstream flange portion 26U is provided at the Y− side end portion of the communicating pipe 26, as illustrated in FIG. 12A. The upstream flange portion 26U is configured to be in close contact with the mating surface 28d formed by the recess 28a in the surge tank portion 25. When the upstream flange portion 26U is in close contact with the mating surface 28d, the bolt insertion opening 26c is inserted through the bolt insertion opening 26c. can be fastened to the recess 28a.

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

Therefore, when the engine 3 according to the present embodiment is viewed in the cross section illustrated in FIG. The internal space Sd of the tank portion 25D, the upstream flange portion 26U, the fuel injection valve 31, and the intake side wall surface 10a are arranged.

Further, as illustrated in FIGS. 12B and 12C, the side wall portion (the side wall portion on the X− side) of the communicating pipe 26 extends in the vehicle front-rear direction (Y direction) and extends in the vehicle front-rear direction (Y direction). A thick portion 29 is provided to face the intake side wall surface 10a with a space therebetween.

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

In addition, the thick portion 29 is arranged in the central portion of the communication pipe 26 in the Z direction. 6, the thick portion 29 is arranged in a region between the bulging portion 25a and the communication pipe 26 and the fuel injection valve 31 in the X direction.

Further, as illustrated in FIG. 3, the fuel injection valve 31 according to this embodiment is arranged above the communication pipe 26 configured as described above. Since the fuel injection valve 31 is arranged close to the left front wheel 101L of the left and right front wheels 101L and 101R in the X direction, there is concern that it may be splashed by the left front wheel 101L.

Therefore, the intake manifold 24 according to the present embodiment has a water protection wall 24c extending upward (Z+ direction) in the vehicle height direction (Z direction) from its upper surface 26d. As shown in FIG. 14, the water protection wall 24c is located between the fuel injection valve 31 and one of the left and right front wheels (in this embodiment, the left front wheel 101L) in the vehicle width direction (X direction). placed in between.

The water protection wall 24c is arranged such that at least a portion of the water protection wall 24c and the fuel injection valve 31 overlap when viewed in the vehicle width direction (X direction).

Specifically, the water exposure prevention wall 24c according to the present embodiment extends from the upper surface 26d of the communicating pipe 26 in the +Z direction, as illustrated in FIG. The water protection wall 24c is formed by extending the side wall portion (the side wall portion on the X− side) of the communication pipe 26 provided with the thick portion 29 in the +Z direction.

The water protection wall 24c is arranged between the fuel injection valve 31 and the bulging portion 25a in the X direction. Specifically, in this embodiment, the fuel pipe 32, the fuel injection valve 31, the water protection wall 24c, and the bulging portion 25a are laid out in this order from the X+ side along the X direction.

That is, the water exposure prevention wall 24c according to the present embodiment is arranged on the X− side of the fuel injection valve 31 and the fuel pipe 32, and the fuel injection valve 31 and the fuel pipe 32 in the vehicle width direction (X direction). and the front wheel (left front wheel 101L) on one of the left and right sides. Specifically, the water protection wall 24c is arranged at a position farther from the connecting portion between the intake manifold 24 and the intake port 11 than the fuel injection valve 31 in the X direction. More specifically, the water protection wall 24c is arranged at substantially the same position as the notch 28b of the discontinuous portion 28 in the X direction, and is positioned at a predetermined distance from the fuel injection valve 31 in the X direction. They are arranged with an interval I1 (see FIG. 13).

The water protection wall 24c is also configured to overlap substantially the entire fuel injection valve 31 when viewed along the X direction. As can be seen from FIG. 14 , the upper end of the water protection wall 24 c is arranged at substantially the same height as the connecting member 33 attached to the upper end of the fuel injection valve 31 . That is, the water protection wall 24c according to the present embodiment extends higher in the vehicle height direction (Z direction) than the upper end portion of the fuel injection valve 31 in the vehicle height direction (Z direction). .

When viewed in the Y direction, the water protection wall 24c is arranged so as to overlap the fuel system component corresponding portion 27a and the upstream flange portion 26U, as illustrated in FIG. 12A. The fuel injection valve 31 is covered from the X-side by the water protection wall 24c, and from the Y-side by the fuel system component corresponding portion 27a and the upstream flange portion 26U.

Further, as illustrated in FIG. 13, the upper surface 26d of the intake manifold 24 (more specifically, the communication pipe 26) moves downward (Z− side). Hereinafter, the upper surface 26d is also referred to as an inclined surface 26d.

The upper end of the inclination formed by the inclined surface 26d is arranged at substantially the same position as the fuel injection valve 31 in the X direction, and is arranged on the Z− side of the fuel injection valve 31 in the Z direction.

Further, the lower end portion 26e of the inclined surface 26d is arranged on the X+ side of the upper end portion of the inclined surface 26d in the X direction. Furthermore, as illustrated in FIG. 15, the lower end portion 26e of the inclined surface 26d is arranged at substantially the same position as the space S4 between the plurality of independent exhaust pipes 41a in the X direction, and in the Z direction, It is arranged on the Z+ side of the space S4 between the plurality of independent exhaust pipes 41a.

Therefore, the water flowing along the inclined surface 26d flows toward the space S4 as indicated by the arrows illustrated in FIG. As illustrated in FIG. 16, the water that has flowed into the space S4 is, for example, bifurcated and flows down at the exhaust manifold 41 .

<Preventing the fuel injection valve from getting wet>
By the way, when the engine 3 is used as a range extender as in the present embodiment, the engine room S1 is equipped with a larger motor 1 and a larger generator 4 than before. In this case, as exemplified in FIG. 2B, there is a case where the engine 3 must be placed close to one of the left and right front wheels (the left front wheel 101L in this embodiment).

In this case, since the fuel injection valve 31 attached to the engine 3 and the left front wheel 101L are close to each other, there is a possibility that the fuel injection valve 31 will be splashed by water splashed by the left front wheel 101L. It gets higher.

In general, it is assumed that the water splashed up by the front wheels will be muddy water containing sand and the like. Sand or the like may collide with the fuel injection valve 31 .

In particular, when a small engine 3 such as the rotary engine according to this embodiment is used as the range extender, the fuel injection valve 31 is attached at a position lower than that of the reciprocating engine. In this case, the fuel injection valve 31 and the left front wheel 101L are brought closer to each other, so the above-mentioned problem of water exposure becomes even more pronounced.

On the other hand, as shown in FIG. 13, the water protection wall 24c according to the present embodiment is arranged closer to the left front wheel 101L on one side than the fuel injection valve 31 is. The water protection wall 24c extends upward from the intake manifold 24 located below the fuel injection valve 31, and when viewed along the vehicle width direction (X direction), the water protection wall 24c At least a portion of the prevention wall 24c and the fuel injection valve 31 overlap each other.

By laying out the water protection wall 24c in this way, even if a waterproof cover made of a resin housing or the like is not directly attached to the fuel injection valve 31, the fuel injection valve 31 can be prevented from being damaged by splashes of water splashed up by the left front wheel 101L on one of the left and right sides. Water exposure can be suppressed.

In addition, by making the wall surface of the engine 3 itself and the water protection wall 24c separate, it is possible to reduce The water protection wall 24c does not get in the way during replacement work. Therefore, workability in manufacturing the engine 3 can be improved.

Moreover, not only the fuel injection valve 31 but also the fuel pipe 32 is generally made of a metal member. By arranging the water protection wall 24c between the front wheel 101L and the front wheel 101L, it is possible to prevent the fuel pipe 32 from being exposed to water.

Further, as shown in FIG. 13, the upper surface 26d of the intake manifold 24 forms an inclined surface 26d, so that even if the water splashes over the water protection wall 24c, the inclined surface 26d allows the water to drain downward. can. As a result, it is possible to prevent water from accumulating on the upper surface 26d of the intake manifold 24. FIG.

Further, as illustrated in FIG. 15, if fuel leaks from the fuel injection valve 31, the fuel flowing along the inclined surface 26d can be guided to the space S4 between the independent exhaust pipes 41a. . By suppressing contact between the fuel and the independent exhaust pipe 41a, it is possible to suppress heating and rapid cooling of the leaked fuel.

In addition, as illustrated in FIG. 14, by extending the water protection wall 24c higher than the upper end portion of the fuel injection valve 31 in the vehicle height direction, it is possible to suppress the fuel injection valve 31 from being splashed with water. advantage over

Further, as illustrated in FIG. 13, by arranging the water protection wall 24c at a position farther from the connecting portion between the intake manifold 24 and the intake port 11 than the fuel injection valve 31, the fuel injection valve It is possible to secure a space between the water protection wall 24c and the water protection wall 24c and prevent the water protection wall 24c from being an obstacle when connecting the intake manifold 24 to the intake port 11.例文帳に追加This is advantageous in improving workability when manufacturing the engine 3 .

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

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

3 Engine (rear intake engine)
10 rotor housing 10a intake side wall surface (rear side wall surface)
11 Intake port 20 Intake device 24 Intake manifold 24c Water protection wall 25 Surge tank portion 26 Communication pipe 26d Inclined surface (upper surface of intake manifold)
30 Fuel injection device 31 Fuel injection valve 32 Fuel pipe 40 Exhaust device 41a Independent exhaust pipe S1 Engine room Xc Intermediate position 100 Automobile (vehicle)
102 drive shaft 101L front left wheel (front wheel on one side of left and right)
101R right front wheel

Claims (6)

A rear intake engine mounted in an engine room in front of a drive shaft that connects left and right front wheels of the vehicle in the front-rear direction of the vehicle,
a fuel injection valve mounted from the rear side in the vehicle front-rear direction on a wall surface on the rear side when the rear intake engine is divided into two in the vehicle front-rear direction;
an intake manifold mounted at a position below the fuel injection valve in the vehicle height direction and connected to an intake port of the rear intake engine,
The fuel injection valve is arranged at a position closer to one of the left and right front wheels in the vehicle width direction than to an intermediate position of the left and right front wheels in the vehicle width direction,
The intake manifold has a water protection wall extending upward in the vehicle height direction from the upper surface of the intake manifold,
The water protection wall is disposed between the fuel injection valve and the front wheel on one of the left and right sides in the vehicle width direction, and when viewed along the vehicle width direction, the water protection wall and the fuel injection valve are arranged to overlap each other. A rear-breathing engine as claimed in claim 1, wherein
A fuel pipe connected to the fuel injection valve and supplying fuel to the fuel injection valve,
The rear intake engine, wherein the water protection wall is arranged between the fuel injection valve and the fuel pipe and the one of the left and right front wheels in a vehicle width direction. In a rear intake engine according to claim 1 or 2,
The rear intake engine, wherein the upper surface of the intake manifold forms an inclined surface that extends downward in the vehicle height direction as the distance from the water protection wall increases. A rear-breathing engine as claimed in claim 3, wherein
comprising a plurality of independent exhaust pipes connected to exhaust ports of the rear intake engine;
A rear intake engine, wherein a lower end portion of the inclined surface is positioned above a space between the plurality of independent exhaust pipes in a vehicle height direction. In a rear intake engine according to any one of claims 1 to 4,
The rear intake engine, wherein the water protection wall extends higher in the vehicle height direction than an upper end portion of the fuel injection valve in the vehicle height direction. In a rear intake engine according to any one of claims 1 to 5,
The rear intake engine according to claim 1, wherein the water protection wall is arranged at a position apart from the connecting portion between the intake manifold and the intake port as compared with the fuel injection valve in the width direction of the vehicle.

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