JP7347001B2 - vehicle engine - Google Patents

Description

The technology disclosed herein relates to a vehicle engine.

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

Further, Patent Document 2 discloses a layout of fuel system components other than fuel injection valves, such as fuel distribution pipes. Specifically, Patent Document 2 discloses an intake system for an engine that includes an intake manifold disposed on the front side of the engine, and a fuel distribution pipe disposed between the intake manifold and the front surface of the engine. There is.

Japanese Patent Application Publication No. 2004-126493 JP2016-102441A

By the way, as a measure to protect the fuel injection valve at the time of a vehicle collision, for example, a frontal collision of the vehicle, it is conceivable to use the layout described in the above-mentioned Patent Document 2. If this layout is used, a fuel injection valve will be placed between the intake manifold and the front of the engine instead of the fuel distribution pipe.

However, due to the increased weight of the power train including the engine, the inertial force when the power train moves during a collision may increase. On the other hand, for example, when an engine is used as a range extender in an electric vehicle, the intake manifold may also become smaller as the engine becomes smaller. Considering these possibilities, in addition to the layout disclosed in Patent Document 2, it is desirable to take measures to further improve the protection performance of the fuel injection valve.

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

The present disclosure relates to a vehicle engine that is mounted on a vehicle and includes an intake manifold connected to an intake port of the engine and a fuel injection valve that injects fuel. In this vehicle engine, the fuel injection valve is located between the intake manifold and one wall surface facing the intake manifold among both wall surfaces when the vehicle engine is divided into two in the vehicle longitudinal direction. It is arranged between a certain intake side wall surface.

When the intake manifold is viewed along the longitudinal direction of the vehicle, a part of the surface facing away from the fuel injection valve overlaps with the fuel injection valve, while the other surface of the intake manifold faces away from the fuel injection valve. If a portion of the surface is located at a position that does not overlap with the fuel injector, a portion of the surface is referred to as a fuel system component compatible portion, and another portion of the surface is referred to as a non-compatible portion, the non-compatible portion is a fuel system component compatible portion. The intake manifold has a discontinuous portion that protrudes away from the intake side wall surface compared to the fuel system component corresponding portion and is interposed between the fuel system component corresponding portion and the non-corresponding portion.

The discontinuous portion at least partially divides a surface of the intake manifold facing away from the fuel injection valve, so that the fuel system component corresponding portion and the non-corresponding portion are formed on the surface. and.

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

In addition, the term "intake manifold" originally means an intake pipe for a multi-cylinder engine that branches from one intake pipe into multiple intake pipes, but in this disclosure, This refers to a concept that includes an intake pipe for a one-cylinder engine that does not have a

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

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

By interposing a discontinuous part between the non-corresponding part and the fuel system parts corresponding part, the influence of the load (e.g. cracks) applied to the non-corresponding part is transmitted to the fuel system parts corresponding part. It is possible to prevent this from happening. By doing so, the rigidity of the fuel system component corresponding portion can be maintained high, and in turn, the fuel injection valve can be protected more reliably.

Furthermore, the above configuration is advantageous in protecting the fuel injection valve in the event of a vehicle collision.

Further, the intake side wall surface is a rear wall surface of the vehicle engine, and the fuel injection valve is disposed in front of the intake manifold and behind the intake side wall surface in the longitudinal direction of the vehicle. Good too.

According to this configuration, the intake manifold is laid out so as to face the rear wall of the vehicle engine, and the fuel injection valve is arranged between the rear wall and the intake manifold. This is advantageous in protecting the fuel injector from vehicle body parts such as the dash panel .

Further , the discontinuous portion may include a recessed portion formed by recessing the surface of the intake manifold.

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

On the other hand, by forming a discontinuous part using a concave part, it is possible to configure the structure so that the load is input at a later timing than the non-conforming part. It is possible to suppress the influence of the load from being transmitted to the counter. This becomes advantageous in protecting the fuel injection valve in the event of a vehicle collision.

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

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

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

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

Further, the surge tank portion and the communication pipe are configured separately from each other, and the recess is arranged at a position where at least a portion of the recess overlaps with the communication pipe when viewed along the longitudinal direction of the vehicle. The bottom surface of the recessed portion may form a mating surface between the surge tank portion and the communication pipe.

According to this configuration, the recess forming the discontinuous portion can be formed as deep as possible. This makes it possible to more reliably suppress the influence of the load acting on the non-corresponding portion from being transmitted to the fuel system component corresponding portion. By doing so, the rigidity of the fuel system component corresponding portion can be maintained high, and in turn, the fuel injection valve can be protected more reliably.

Further, the side wall portion of the communication pipe may be provided with a thick portion that extends in the longitudinal direction of the vehicle and faces the intake side wall surface at a distance in the longitudinal direction of the vehicle.

According to this configuration, by providing the thick wall portion in the communication pipe, the thick wall portion can also function as a support. This prevents the surge tank portion from approaching the intake side wall surface in the event of a vehicle collision, which is advantageous in protecting the fuel injection valve. Further, by providing a gap between the thick portion and the intake side wall surface, manufacturing tolerances of the intake manifold and the like can be absorbed.

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

FIG. 1 is a plan view illustrating an automobile equipped with a power train. FIG. 2A is a rear view illustrating the power train and 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 the intake manifold. FIG. 7 is a front view illustrating the intake manifold. FIG. 8 is a perspective view illustrating the intake manifold. FIG. 9 is a longitudinal sectional view illustrating the internal structure of the intake manifold. FIG. 10 is another vertical cross-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 communication 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 diagram illustrating a support structure for a drive shaft by an intake manifold.

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

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

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

Similarly, "left" refers to the left in the vehicle width direction (specifically, the left when viewed along the propulsion direction of the vehicle 100), and "right" refers to the right in the vehicle width direction (specifically, refers to the right side when viewed along the propulsion direction of the automobile 100. Further, "above" refers to the top in the vehicle height direction (specifically, the direction opposite to the direction of gravity), and "bottom" refers to the bottom in the vehicle height direction (specifically, in the direction of gravity).

<Overall configuration>
Hereinafter, the vehicle longitudinal direction will be referred to as the "Y direction," and the front in the vehicle longitudinal direction may be referred to as "Y+," and the rear in the vehicle longitudinal 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-". Further, the vehicle height direction may be referred to as the "Z direction", and the upper direction in the vehicle height direction may be referred to as "Z+", and the lower direction in the vehicle height direction may be referred to as "Z-".

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

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

That is, at the front of the automobile 100, as its main components, there is 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 that connects the left and right front wheels 101L and 101R. 102, and a power train P that is housed in the engine room S1 and rotationally drives the drive shaft 102 are arranged.

Note that the automobile 100 is configured as a so-called left-hand drive vehicle. That is, as illustrated in FIG. 2A, a steering device 103 consisting of a steering wheel, a steering shaft, etc. is arranged on the left side (X-side) in the vehicle width direction. The steering device 103 is disposed behind the power train P, particularly the engine 3, with a dash panel 104 (described later) in between 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) spanning between the pair of left and right side frames, and a rear part of the pair of left and right side frames. A dash panel 104 is arranged and extends along the Y direction and the Z direction.

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

At the center of the dash panel 104 in the X direction, a tunnel portion S3 is formed that extends from the dash panel 104 in the Y 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 a running wind flowing out from the engine room S1 flows when the automobile 100 is running (when the vehicle is running). It looks like this.

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

(drive wheel)
As described above, the drive wheels 101 are comprised of the left and right front wheels 101L and 101R of the automobile 100. 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 drive wheels 101 rotate via the drive shaft 102, and the automobile 100 is propelled in the Y+ direction.

(Drive shaft)
The drive shaft 102 is a so-called axle, and interconnects the left and right front wheels 101L and 101R. Although the detailed layout will be described later, the drive shaft 102 according to the present embodiment is arranged behind the power train P, more 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 the present embodiment is mounted on the Y+ side in the Y direction with respect to the drive shaft 102 in the engine room S1.

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

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, and a motor. 1, an engine 3 consisting of a one-rotor type rotary engine, and a generator 4 that replenishes electric power when, for example, the remaining battery power becomes low.

As illustrated in FIG. 1, the power train P is housed in an engine room S1 with a motor 1, a reduction gear 2, an engine 3, and a generator 4 arranged in order from the X+ side to the X- side. . With this configuration, there is a concern that the dimensions of the power train P in the X direction will increase, but by using a rotary engine as the engine 3, the power train P can be made more compact in the X direction.

The motor 1 receives electric power stored in a battery, rotates an output shaft (not shown), and inputs the power to the speed reducer 2 . The speed reducer 2 adjusts the rotational speed of the motor 1 and outputs the same, and rotationally drives the driving 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 burning 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 supplemented to the aforementioned battery.

Furthermore, when viewed along the Y direction, 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.

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

The rotor housing 10 is formed into a thin box shape with a shorter dimension in the X direction than dimensions in the Z and Y directions, and is arranged with an eccentric shaft inserted therethrough along the X direction. . The rotor housing 10 is arranged at a position offset in the X-direction with respect to the tunnel portion S3, and in the X-direction, the rotor housing 10 is positioned on the It is arranged close to the wheel (front left 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 with respect to the drive shaft 102 in the Y direction.

For example, in the case of a typical horizontal reciprocating engine, the intake manifold etc. is connected to the intake port opened on the Y+ side wall of the cylinder block, while the exhaust port opened on the Y- side wall of the cylinder block is connected to the intake port opened on the Y+ side wall of the cylinder block. The exhaust manifold etc. 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, when the rotor housing 10 is divided into two in the Y direction, an intake port 11 and an exhaust port that communicate with the rotor chamber (not shown) are provided on the Y-side (rear side) wall surface of both wall surfaces when the rotor housing 10 is divided into two in the Y direction. 12 is open (shown only in FIG. 3). An intake manifold 24 is connected to the intake port 11, and an exhaust manifold 41 is connected to the exhaust port 12 (see FIG. 3). Since this wall surface on the Y-side faces the intake manifold 24, this wall surface will hereinafter be referred to as the "intake side wall surface" and will be designated by the reference numeral 10a.

Specifically, the intake port 11 according to the present embodiment is open to the intake side wall surface 10a of the rotor housing 10, and extends 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 similarly to the intake port 11, extends substantially along the Y direction.

In this way, the engine 3 according to the present embodiment, unlike the above-mentioned reciprocating engine, has most of the intake system (intake device 20) and the exhaust system (exhaust exhaust system) on one side (Y- side) in the Y direction. All of the devices 40) are arranged in a dense manner. The engine 3 constitutes a so-called "rear intake engine" since the intake port 11 is open on 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 will be arranged on the Y- side of the engine 3, similarly to the intake device 20 and the exhaust device 40.

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

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

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

As illustrated in FIGS. 1 to 5, the engine 3 according to the present embodiment 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 an intake system 20 that injects fuel into the rotor chamber. The exhaust system includes a fuel injection device 30 for discharging exhaust gas to the outside, and an exhaust device 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 gas flow direction, an air cleaner 21, a relay intake pipe 22 connected to the air cleaner 21, and a throttle valve 23 provided at a midpoint in the relay intake pipe 22. It has an intake manifold 24 connected to the air cleaner 21 via a relay intake pipe 22.

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

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

The intake manifold 24 is disposed 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, although the intake manifold 24 overlaps the rotor housing 10 in the X direction, it is slightly offset toward the X- side with respect to the central portion of the rotor housing 10 in the X direction. . Further, the intake manifold 24 is arranged near the center of the rotor housing 10 in the Z direction.

The intake manifold 24 according to the present embodiment includes a surge tank section 25 connected to the relay intake pipe 22 and a communication pipe 26 that communicates the surge tank section 25 and the intake port 11. The surge tank section 25 is configured as a resin member in this embodiment. On the other hand, the communication pipe 26 is configured as a metal member in this embodiment. In this way, the surge tank portion 25 and the communication pipe 26 are configured as mutually separate components (independent and separate components), at least in this embodiment.

Although details will be described later, the surge tank portion 25 has an intake port 24a on its upper surface (see FIG. 6). The intake port 24a is an opening for introducing gas from the outside. 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 (Y+ side wall surface) (see FIG. 12A). The connection port 24b is an opening for feeding gas into the intake port 11. The upstream end of the intake port 11 is connected to this connection port 24b.

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

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

Of these, the fuel injection valve 31 is attached to the intake side wall surface 10a from the Y- side in the Y direction, as shown in FIG. Specifically, in the Y direction, the fuel injection valve 31 according to the present embodiment is arranged between the intake manifold 24, which is attached to the intake side wall surface 10a similarly to the fuel injection valve 31, and the intake side wall surface 10a. Ru. 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 longitudinal direction). be done.

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

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

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

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

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

The relay exhaust pipe 42 is composed of one pipe extending 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 at least from a position on the Z- side (lower side) of the intake manifold 24 toward the Z+ side (upper side) in the Z direction. The relay exhaust pipe 42 extending toward the Z+ side extends in the Z direction until it reaches approximately the same height as the upper end of the intake manifold 24, then bends and changes direction to the X+ direction. The relay exhaust pipe 42 that has changed direction in the X+ direction bends again when it extends in the X direction to approximately the same position as the exhaust gas purification device 43, changes direction in the Y− direction, and is connected to the exhaust gas purification device 43.

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

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

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

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

Further, as illustrated in FIGS. 2B and 4, the exhaust purification device 43 is disposed 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 exhaust purification device 43 is located in a tunnel portion. It is arranged at a position overlapping with S3.

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

Among these, the cylindrical body 43a is formed of a cylindrical casing, and is disposed on the Y- side (rearward) with respect to the intake side wall surface 10a, with its longitudinal direction along the YZ plane.

Here, the front end (the end on the Y+ side and the Z+ side, and corresponds to the upstream end in the gas flow direction) of the cylindrical body 43a is located at the front end of the cylindrical body 43a, as illustrated in FIGS. It is located at approximately 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 of the cylindrical body 43a (which is the end on the Y-side and the Z-side, and corresponds to the downstream end in the gas flow direction) extends along the Y direction as illustrated in FIG. 2B. When viewed, they are 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. Exhaust gas purified by the catalyst 43b is discharged from the rear end of the cylindrical body 43a to the exhaust duct 44.

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

As explained above, the gas taken in from the outside and purified 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 section 25 and the communication pipe 26 in order, and is sent into the intake port 11. The injection port of the fuel injection valve 31 is exposed inside the intake port 11, and the gas passing through the intake port 11 is sent into the inside of the rotor housing 10 together with the fuel injected from the fuel injection valve 31. When the mixture of gas and fuel burns 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 then passes through a muffler (not shown) and the like to the vehicle 100. It is discharged to the outside.

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

(Intake manifold configuration)
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.

9 is a vertical cross-sectional view illustrating the internal structure of the intake manifold 24, FIG. 10 is another vertical cross-sectional view illustrating the internal structure of the intake manifold 24, and FIG. 11 is a vertical cross-sectional view illustrating the internal structure of the intake manifold 24. It is a back view which illustrates.

Furthermore, FIG. 12A is a front view illustrating the communication tube 26, FIG. 12B is a plan view illustrating the communication tube 26, FIG. 12C is a side view illustrating the communication tube 26, and FIG. , is a diagram illustrating a support structure of the drive shaft 102 by the intake manifold 24. FIG.

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 longitudinal direction). With this arrangement, the fuel injection valve 31 according to the present embodiment is covered by at least a portion of the intake manifold 24 when the engine 3 is viewed from the front from the Y- side.

Specifically, when the intake manifold 24 is viewed along the Y direction (in this embodiment, when viewed from the Y- side to the Y+ side), the intake manifold 24 moves away from the fuel injection valve 31 (in this embodiment, when viewed from the Y- side to the Y+ side). A part of the surface 27 facing the - direction) is arranged at a position overlapping with the fuel injection valve 31, while the other part of the surface 27 is arranged at a position overlapping with the fuel injection valve 31.

Here, the "surface facing away from the fuel injection valve" in 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, a portion of the Y-side surface 27 of the surge tank portion 25 is placed at a position overlapping the fuel injection valve 31, and the other portion is placed at a position not overlapping the fuel injection valve 31. Ru.

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

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

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

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

That is, the intake manifold 24 according to the present embodiment has a discontinuous portion 28 interposed between the fuel system component corresponding portion 27a and the non-corresponding portion 27b. This discontinuous portion 28 at least partially divides the surface 27 of the intake manifold 24 facing 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. It is divided into .

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

In particular, the discontinuous portion 28 according to the present embodiment includes a recess 28a formed by recessing 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 out the recess 28a. It has .

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

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

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

Further, the surge tank portion 25 is formed in a tank shape with a longer dimension in the X direction than in the Z direction, if the influence of the discontinuous portion 28 is ignored. Here, the surge tank section 25 is a communicating pipe extending from an end disposed on the X- side of the rotor housing 10 in a direction (X+ direction) approaching the exhaust purification device 43 in the vehicle width direction (X direction). 26.

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

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

Further, the surge tank portion 25 according to the present embodiment extends toward the X− side from the inlet 26b as a starting point, and then further bulges toward the front side (Y+ side) in the vehicle longitudinal direction (Y direction). . Hereinafter, a portion of the surge tank portion 25 that bulges toward the front side (Y+ side) will be referred to as a “bulge portion” and will be designated by the reference numeral 25a (see the hatched portion in FIG. 6).

Further, the surge tank section 25 can be divided into two parts: a section corresponding to the non-compatible section 27b and a section corresponding to the fuel system component corresponding section 27a. As shown in FIG. 8 etc., if the former part is called an upstream tank part 25U and the latter part is called a downstream tank part 25D, the above-mentioned bulging part 25a is formed in the upstream tank part 25U. ing.

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

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

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

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

Further, as illustrated in FIGS. 4 and 6, the bulging portion 25a is arranged at approximately the same position as the communication pipe 26 in the Y direction and the Z direction. That is, the bulging portion 25a according to the present embodiment is arranged at a position overlapping the communication pipe 26 when viewed along the vehicle width direction (X direction). Further, the bulging portion 25a is disposed above the drive shaft 102, and is disposed 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 the introduction port 26b of the 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 illustrated in FIG. This connection port 25b opens at the front surface of the central portion in the X direction of the downstream tank portion 25D. That is, the connection port 25b opens at a position biased toward the X+ side in the entire surge tank section 25 including the upstream tank section 25U. The downstream tank portion 25D is connected to the communication pipe 26 via its connection port 25b.

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

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

On the other hand, as illustrated in FIG. 3, the communication pipe 26 that constitutes the intake manifold 24 together with the surge tank section 25 defines a straight passage section 26a extending in 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 illustrated in FIG. 3, the communication tube 26 according to the present embodiment has a diameter that tapers in the Z direction from the Y+ side toward the Y− side along the Y direction.

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

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

Further, as illustrated in FIG. 3, the Z- side portion of the communication pipe 26 is arranged below the fuel injection valve 31. On the other hand, the Z+ side portion of the communication pipe 26 is configured to cover the fuel injection valve 31 when viewed from the Y- side along the Y direction, similar to the above-mentioned fuel system component corresponding portion 27a. There is. In particular, 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.

In addition, as illustrated in FIGS. 12B and 12C, the side wall portion (X-side side wall portion) of the communication pipe 26 has a side wall portion extending in the vehicle longitudinal direction (Y direction) and extending in the vehicle longitudinal direction (Y direction). A thick portion 29 is provided that faces the intake side wall surface 10a with a space therebetween.

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

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

Furthermore, the communication pipe 26 according to the present embodiment not only forms the intake manifold 24 together with the surge tank section 25, but also has the function of supporting the drive shaft 102.

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

Specifically, as illustrated in FIG. 12A, the lower half 261 of the downstream flange 26D of the communication pipe 26 tapers in diameter toward the Z-direction, and A pair of left and right bolt insertion holes 261a arranged in the X direction are provided at the lower end of the half portion 261. By inserting a bolt into this bolt insertion port 261a, the downstream side flange portion 26D and the shaft side flange portion 105a can be fastened together to the intake side wall surface 10a. By tightening them together, the communication pipe 26 supports the drive shaft 102 via the support 105.

<About fuel injection valve protection>
By the way, as a measure to protect the fuel injection valve 31 at the time of a vehicle collision, for example, a frontal collision of the vehicle, as illustrated in FIG. It is conceivable to arrange the fuel injection valve 31 at.

However, when the engine 3 is used as a range extender like the power train P according to the present embodiment, the power train P includes a large generator 4, a large motor 1, etc. coupled to the engine 3. It becomes a heavy object. Therefore, there is a concern that the weight of the power train P will increase.

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

Generally, when an engine is used as a range extender, a smaller engine tends to be used compared to when an engine is used as a power source for propelling an automobile. For example, the engine 3 according to the present embodiment is configured as a one-rotor rotary engine, and is smaller than a multi-cylinder reciprocating engine.

In this case, as engines become smaller, intake manifolds also tend to become smaller. Therefore, in addition to arranging the fuel injection valve 31 between the intake manifold 24 and the intake side wall surface 10a, further measures are required to more reliably protect the fuel injection valve 31.

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

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

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

Further, as illustrated in FIG. 4, the intake side wall surface 10a is a wall surface on the rear side of the engine 3. By arranging the intake manifold 24 so as to face the rear wall surface thereof, and by arranging the fuel injection valve 31 between the intake side wall surface 10a and the intake manifold 24, it is possible to avoid damage to the vehicle body such as the dash panel 104 in the event of a vehicle collision. This is advantageous in protecting the fuel injection valve 31 from other parts.

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

On the other hand, as illustrated in FIG. 7, by configuring the discontinuous portion 28 using the recess 28a, it is possible to configure the load to be input at a later timing than the non-corresponding portion 27b. It is possible to suppress the influence of the load from being transmitted to the fuel system component corresponding portion 27a without taking any additional measures. This becomes advantageous in protecting the fuel injection valve 31 in the event of a vehicle collision.

Further, as illustrated in FIG. 7, by configuring the surface area of the non-compatible portion 27b to be larger than the surface area of the fuel system component corresponding portion 27a, a large area for receiving a collision can be secured in the non-compatible portion 27b. Can be done. This makes it possible to protect the fuel injection valve 31 more reliably.

Further, as illustrated in FIG. 3, even if a load acts on the fuel system component corresponding portion 27a, the communication pipe 26 having the straight passage portion 26a functions as a support, so that the fuel system component corresponding portion 27a Advance or retreat can be suppressed. This becomes advantageous in protecting the fuel injection valve 31 in the event of a vehicle collision.

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

Further, as illustrated in FIG. 12B, by providing the thick wall portion 29 in the communication pipe 26, the thick wall portion 29 can also function as a support. This prevents the surge tank portion 25 from approaching the intake side wall surface 10a in the event of a vehicle collision, which is advantageous in protecting the fuel injection valve 31. Furthermore, by providing a gap between the thick portion 29 and the intake side wall surface 10a, manufacturing tolerances of the intake manifold 24 and the like can be absorbed.

Further, as illustrated in FIG. 2A and the like, the steering device 103 is arranged at a position overlapping the surge tank portion 25 when viewed along the Y direction. With this arrangement, interference between the fuel injection valve 31 and the steering device 103 during a vehicle collision can be suppressed.

《Other embodiments》
In the embodiment, the engine 3 was configured as a one-rotor rotary engine, but the present disclosure is not limited to such a configuration. The engine 3 may be a reciprocating engine, for example.

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

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

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

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

Claims (7)

A vehicle engine mounted on a vehicle, comprising an intake manifold connected to an intake port of the engine and a fuel injection valve for injecting fuel,
The fuel injection valve includes, in the longitudinal direction of the vehicle, the intake manifold and an intake side wall surface that is one wall surface facing the intake manifold among both wall surfaces when the vehicle engine is divided into two in the longitudinal direction of the vehicle; placed between
When the intake manifold is viewed along the longitudinal direction of the vehicle, a part of the surface facing away from the fuel injection valve overlaps with the fuel injection valve, while the other part of the surface overlaps with the fuel injection valve. arranged at a position that does not overlap with the fuel injection valve,
If a part of the surface is referred to as a fuel system component corresponding portion and another portion of the surface is referred to as a non-compatible portion, the non-compatible portion is larger than the fuel system component corresponding portion from the intake side wall surface. protrudes away,
The intake manifold has a discontinuous part interposed between the fuel system component compatible part and the non-compatible part,
The discontinuous portion at least partially divides a surface of the intake manifold facing away from the fuel injection valve, so that the fuel system component corresponding portion and the non-corresponding portion are formed on the surface. partition
A vehicle engine characterized by: The vehicle engine according to claim 1,
The intake side wall surface is a rear wall surface of the vehicle engine,
The vehicle engine is characterized in that the fuel injection valve is disposed in front of the intake manifold and behind the intake side wall surface in the longitudinal direction of the vehicle. The vehicle engine according to claim 1 ,
The vehicle engine is characterized in that the discontinuous portion has a recess formed by recessing the surface of the intake manifold. The vehicle engine according to any one of claims 1 to 3 ,
The vehicle engine is characterized in that the non-compatible portion has a larger surface area than the fuel system component compatible portion when viewed along the longitudinal direction of the vehicle. The vehicle engine according to any one of claims 1 to 4 ,
The fuel system component compatible part and the non-compatible part are configured on a surface of a surge tank part in the intake manifold,
The intake manifold has a communication pipe that communicates the intake port and the surge tank portion,
The communication pipe defines a straight passage extending in the longitudinal direction of the vehicle, and is located at a position where at least a portion of the communication pipe and the fuel system component corresponding portion overlap when viewed along the longitudinal direction of the vehicle. A vehicle engine characterized in that: In the vehicle engine according to claim 5 , which refers to claim 3 ,
The surge tank portion and the communication pipe are configured separately from each other,
The recess is arranged at a position where at least a portion of the recess overlaps the communication pipe when viewed along the longitudinal direction of the vehicle,
The vehicle engine is characterized in that a bottom surface of the recessed portion forms a mating surface between the surge tank portion and the communication pipe. The vehicle engine according to claim 5 or 6 ,
A vehicle engine characterized in that a side wall portion of the communication pipe is provided with a thick wall portion that extends in the longitudinal direction of the vehicle and faces the intake side wall surface at a distance in the longitudinal direction of the vehicle.

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