JPH02286822A - Gas supply device of v-shaped engine - Google Patents

Abstract

PURPOSE:To install an air cooler in a V-bank space in its lower position by furnishing a distribution chamber within a cylinder block, wherein the chamber is to distribute the air from air cooler to both air supply manifolds. CONSTITUTION:Two banks 28 formed from a cylinder wall part 25, which is surrounding a combustion chamber 26, and a cylinder head 21 are provided in such a condition as inclined to each other, and air supply manifold 45 is furnished at the cylinder head 21 on the side facing the V-bank space between the two banks 28. An air cooler 30 for cooling the supply air is installed in this V-bank space, and an air distribution chamber 43 expanding along the engine axis is provided in the cylinder block 20 part below the V-bank space in a position adjoining to the air cooler 30. Provision of the air distribution chamber 43 inside of the cylinder block 20 in such a fashion allows location of the air cooler 30 in the V-bank space in its lower position, which permits suppression of the overall height of the engine.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an air supply system used in a V-type engine such as a multi-cylinder (e.g., 8-cylinder) V-type diesel engine.
In particular, in such an engine, the present invention relates to the structure of an air cooler for cooling air from a supercharger, and distribution passages and intake manifolds for distributing air from the air cooler to each cylinder.

[Prior Art] Conventionally, in the above-mentioned type of engine, the air cooler has been placed at a high position protruding above the cylinder head, and the air cooler and two intake manifolds have been connected by external piping. ing.

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

[Problems to be Solved by the Invention] In the former conventional structure, that is, a structure in which individual air supply manifolds and air coolers are connected by piping, etc., in order to reduce the flow resistance in the piping, it is necessary to adjust the degree of curvature of the piping. must be made as small as possible. For this reason, as described above, the air cooler needs to be placed at a high position, that is, at a position that protrudes significantly upwards from the cylinder head, resulting in a disadvantage that the overall height of the engine increases.

On the other hand, the latter engine, i.e., the structure in which the air supply distribution passage is formed inside the cylinder block below the bank space, can eliminate or reduce the problems caused by the distribution/connection piping, but ■Since the bottom of the bank space becomes shallow, ■the position of the fuel injection pump disposed in the bank space becomes high, and therefore the overall height of the engine cannot be made sufficiently low.

[Means for solving the problem] The present invention includes two banks formed by a cylinder wall surrounding a combustion chamber and a cylinder head, which are inclined to each other, and a V-bank space between the two banks is provided with a surface. An air intake manifold is installed in the cylinder head on the side where the engine is installed, an air cooler for cooling the intake air is placed in the bank space, and an air cooler is installed in the cylinder block on the side of the V bank space adjacent to the air cooler. An air distribution chamber extending in the width direction is provided, and the wall of the distribution chamber is provided with an inlet opening connected to the air outlet of the air cooler and an outlet opening connected to the inlets of both the air supply manifolds. It is a feature.

[Example] Fig. 1 is a cross-sectional view of an engine employing an embodiment of the present invention, shown from the side, Fig. 2 is a cross-sectional view of the engine shown in Fig. 1, seen from the rear, and Fig. 3 is a cross-sectional view of an engine according to an embodiment of the present invention. FIG. 4 is a front view of the example engine, and FIG. 4 is a plan view of the example engine. In FIGS. 1 and 2, the illustrated engine is a ■-type 8-cylinder diesel engine. Line A is the crankshaft center line,
In the illustrated example, it is horizontal. B in FIG. 2 is the cylinder center plane, which connects the center lines of each of the four cylinders arranged in series. C is an engine center plane including the crankshaft centerline A, and the pair of cylinder center planes B are inclined with respect to each other in a symmetrical positional relationship with the engine center plane C in between.

As shown in Figure 2, the engine block is cylinder block 2.
0, a cylinder head 21, and a main bearing frame 22. The cylinder block 20 integrally includes a crank chamber wall 24 surrounding the upper half of the crank chamber 23 and a pair of cylinder walls 25 extending along the center plane B of each cylinder. Thermally, four combustion chambers 26 are formed in a line inside each cylinder wall 25. A cylinder head 21 is provided at the upper end of each cylinder wall 25.
are fixed, and each cylinder wall portion 25 and cylinder head 21 form a bank 28 (slanted block portion).

An air cooler 30 is arranged in a bank space between two banks 28 arranged in a V shape. The air cooler 30 is provided at the rear of the engine, that is, near the flywheel 32 attached to one end of the crankshaft 31. air cooler 3
0 is a water-cooled heat exchanger for cooling air supplied from the supercharger 33, and the overall shape is approximately box-shaped (cubic).

The supercharger 33 is arranged behind each cylinder head 21, and the rear curved extension (exhaust connecting pipe) of the exhaust manifold 34 is connected to its turbine, and the compressor is connected to the supply air as shown in Fig. 4. It is connected via a tube 35 to the inlet at the rear end of the air cooler 30. air cooler 3
0 is provided with an outlet duct 36 that protrudes forward and curves downward.

5 is a schematic cross-sectional view of 5-5 in FIG. 4, FIG. 6 is an enlarged partial view of FIG. 5, FIG. 7 is a schematic plan view of the cylinder block 20 alone, and FIG. It is an arrow view route map. Fifth
As is clear from the figure, the outlet duct 36 forms a downwardly opened air supply outlet passage, and its tip is connected to the distribution chamber wall 40. As is clear from FIGS. 5 and 7, the distribution chamber wall 40 is formed by raising a portion of the cylinder block 20 near the outlet duct 36 (FIG. 5) upward. Three open openings 41 and 42 are provided at intervals in the engine width direction.

The outlet duct 36 is connected to the central opening 41 as will be described later, and the air supply outlet passage inside the outlet duct 36 communicates with the distribution chamber 43 inside the distribution chamber wall 40 via the opening 41. The two left and right openings 42 open at the inclined upper end surface of the distribution chamber wall 40. This inclined upper end surface is approximately on the same plane as the inclined upper end surface of the cylinder block 20 main body,
An inlet wall 46 of an air supply manifold 45 provided on the inner side (V bank space side) of the cylinder head 21 is seated on the inclined upper end surface of the distribution chamber wall 40, and the distribution chamber 4
3 communicates with an internal passage (air supply passage) of an air supply manifold 45 through an opening 42 .

According to this structure, the low-temperature supply air that flows into the distribution chamber 43 from the air cooler 30 through the opening 41 is distributed to the left and right in the distribution chamber 43, passes through the opening 42, and enters the supply air manifold 45 of both cylinder heads 21. flows into.

In the illustrated structure, the air supply manifold 45 is formed integrally with the cylinder radius 21, but it can also be formed separately.

As shown in FIG. 6, short vibrators 50 and 51 are used in the connection structure at the openings 41 and 42.

Each of the distribution chamber wall portions 40 includes a cylindrical portion surrounding the opening 4L42, and an annular step portion 52 is formed in the middle of the inner peripheral surface of the cylindrical portion. The lower half portions of the vibrators 50 and 51 each fit into the inner periphery of the cylindrical portion via an O-ring 53, and the lower end surfaces are in contact with or close to the annular stepped portion 52.

The upper halves of the vibrators 50 and 51 each have an O-ring 53.
54 via outlet duct 36 and air supply manifold 45
It fits into the cylindrical inner circumferential surface of the inlet wall portion 46, and their upper end surfaces abut or are close to the annular step portion 55 provided on the inner circumferential surface.

In the above structure, the distribution chamber wall 40 is connected to the cylinder block 2.
Although the distribution chamber wall portion 40 is formed integrally with the cylinder block 20, instead of this structure, the distribution chamber wall portion 40 may be formed separately from the cylinder block 20 as shown in FIG.

In FIGS. 5 and 7, a wall 56 forming the bottom of the distribution chamber 43 extends horizontally, and both ends are connected to the cylinder wall 56.
It is continuous to the vertical middle part of 5. This wall portion 56 is provided over the entire length of the cylinder block 20. Fifth
As shown in the figure, between both cylinder walls 25, a wall 56
At the bottom of the partition wall 6, two cooling water passages 60 and 61 are vertical.
They are separated from each other by 2. Partition wall 62
The upper end thereof is continuous with the middle part in the width direction of the wall part 56, and the lower end part thereof is continuous with the upper end part of the crank chamber wall part 24.

The rear ends of these cooling water passages 60, 61 serve as inlets, and as shown in FIG. 1, cooling water selectively flows into these inlets via a thermostat 64.

The thermostat 64 is connected to the wall 56 (bottom wall of the V vanta space)
It can be installed using the rear part of the thermostat 64
A chamber 65 in which is installed is formed in the cylinder block 20 above the rear part of the cooling water passage 60.61, and cooling water that has cooled the cylinder block 20, cylinder head 21, and exhaust manifold 34 flows into the chamber 65. It is supposed to be done. The thermostat 64 communicates the chamber 65 with the cooling water passage 60 when the cooling water temperature is low, and communicates the chamber 65 with the cooling water passage 61 when the cooling water temperature is high. The thermostat 64 and the case that covers it from above are
At the lower side of the air cooler 30, it is fixed to the cylinder block 20 from above.

As shown in Figures 7 and 8, both cooling water passages 60 and 61
The outlet side end of the cylinder block 20 is located near the front end of the cylinder block 20. An outlet end of the cooling water passage 60 communicates with a pump chamber 71 via an inlet hole 70 provided in the front end surface of the cylinder block 20. A case of a cooling water pump 72 (FIG. 7) is fixed to the front end surface of the cylinder block 20 around the pump chamber 71. The pump chamber 71 is formed by this pump case and four parts provided on the front end surface of the cylinder block 20.

In addition to the cooling water passage 60, an inlet hole 73 is also connected to the pump chamber 71 via an inlet hole 70.

The inlet hole 73 extends upward from the inlet hole 70 in the cylinder inclination direction and opens into an adjacent end face of the cylinder block.

An outlet passage 74 (FIG. 8) of the pump chamber 71 is formed inside the cylinder block 20, and the cooling water discharged from the outlet passage 74 flows into the cylinder block 20, the cylinder head 21, and the cooling water inside the exhaust manifold 34. After flowing through the jacket 75 (Fig. 1), the thermostatic chamber 6
It is now back to 5.

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

The cooling water cooler 83 is for cooling cooling water with seawater, and its outlet is connected to the inlet hole 73 via a hose 84.
is connected to.

According to the above configuration, when the temperature of the cooling water after cooling each part of the engine is relatively low, the thermostat 64 causes the cooling water to flow into the cooling water passage 60.

Therefore, the cooling water is not sent to the cooling water cooler 83 but flows into the pump chamber 71 from the cooling water passage 60, where it is pressurized and sent to the jacket 75. If the cooling water temperature is high,
Since the thermostat 64 sends the cooling water to the cooling water passage 61, the cooling water is sent from there to the expansion tank 82 via the host 81.
After being cooled by the cooling water cooler 83, it is sent from the hose 84 to the pump chamber 71 through the inlet hole 73.70.

As mentioned above, the cooling water passages 60 and 61 are connected to the cylinder block 2.
0, but in order to streamline the casting process, the following structure may be adopted. In other words, as shown in FIG. 7, a relatively large slit-shaped sand removal opening 85 is provided at the front of the wall 56, and after the casting operation, the opening 85 is closed with a lid 86. There is.

Below the cooling water cooler 83, a timing belt mechanism for driving various auxiliary machines and the camshaft 101 is provided at the front end of the crankshaft 31. The timing belt mechanism includes two timing belts 102 and 103 and two drive pulleys 104 and 105 that drive them.
(Fig. 1), and a plurality of bobbies which will be described later are driven by these.

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

As is clear from FIG. 1, the illustrated engine is an overhead valve type, and therefore, the camshaft 101 for driving the intake and exhaust valves runs parallel to the crankshaft centerline A over almost the entire length of the engine near the upper end of the cylinder head 21. It extends to

In FIG. 3, the timing belt 102 near the engine block is hooked up to a cam pulley 110 provided at the front end of both camshafts 101, and is further connected to a manual pulley 111 of the cooling water pump 72 and the front end of the engine block. The hook is passed to an idle pulley 112 provided at the center of the surface.

The other timing belt 103 is located at the input pulley 116 of the fuel injection pump 115 (FIG. 1) located directly above the crankshaft 31, and at the left side of the front end face of the main bearing frame 22 (lower half wall of the crank chamber). The hook is passed to the input pulley 118 of the lubricating oil pump 117, etc.

Furthermore, a generator 120 and a seawater pump 121 are arranged on the left side of the crankshaft 31, and these manual pulleys are connected to the crankshaft 3 by a belt 122, as shown in FIG.
1 is connected to the pulley 123 on top. This pulley 123 is fixed to the front end of the crankshaft 31 ahead of the drive pulley 105.

(2) A belt cover 130 is provided between the belt 122 and pulley 123 and the engine block to cover the above-mentioned timing belt mechanism. Bell! - The cover 130 covers the front and periphery of the timing belt mechanism, and its edges are fixed to the engine block. In FIG. 3, 130a shows the center part of the upper edge of the belt cover 130, 130b shows the side part of the upper edge, 130c shows the side edge,
130d indicates the lower edge. As is clear from this figure, the outer periphery of the belt cover 130 has a shape that relatively accurately follows the installation range of the timing belt and the boot driven by the timing belt.

In FIG. 1, the aforementioned fuel injection pump brie 116
is the gear mechanism 1 relative to the input shaft of the fuel injection pump 115.
They are connected via 31.

In the illustrated structure, as is clear from FIGS. 2 and 4, two fuel injection pumps 115 are used, and they are installed at the front of the bank space. Both fuel injection pumps 11
5 are arranged side by side in the engine width direction, as shown in Fig. 1.
An input gear 132 attached to the front ends of these human power shafts is connected to an intermediate gear 133 common to both. gear 133
is fixed to the rear end of the shaft 134 parallel to the crankshaft center line A. The shaft 134 has an intermediate portion supported by a gear case or a bracket portion on the engine block via a bearing, and the pulley 116 is fixed to the front end thereof.

In the above structure, one end (front end) of the crankshaft 31 drives the camshaft 101 and various auxiliary machines, so the crankshaft 31
Of the bearing bushes 135 and 136 provided at multiple locations, a relatively large load is applied to the frontmost bearing bush 135. With this in mind, in the illustrated embodiment:
The length of the bearing bush 135 at the front end is set larger than the length of the other bearing bushes 136, thereby equalizing the surface pressure of each bearing bush 135, 136.

Next, the main bearing frame 22 and the oil pan 150 provided below it will be explained. FIG. 10 is a schematic bottom view of the main bearing frame 22 of FIG. Also, Fig. 11 is a view taken from arrow 11-11 in Fig. 10, and Fig. 12 is a view taken from arrow 12-11 in Fig. 1.
12 is a partial schematic cross-sectional view. As is clear from FIG. 10, the main bearing frame 22 includes a pair of side walls 151 extending approximately in the 9F row from the engine center plane C, and a pair of (front and rear) ends extending approximately perpendicular to the crankshaft center line A. It integrally includes walls 152 and 153 and two partition walls 154 extending parallel to these end walls, and the side wall 151 and the end wall 152 and 153 form the peripheral wall of the main bearing frame 22. The three partition walls 154 have both ends continuous to the side wall 151, and are spaced apart from each other in the longitudinal direction of the crankshaft.

These partition walls 154 partition the crank chamber 23 (more precisely, the lower half of the crank chamber) into four crank chamber sections 155. As shown in FIG. 12, the entire upper surface of each partition wall 154, except for the four semicircular parts that support the crankshaft bearing bushing 136 (FIG. 1), is covered with side walls 151 and end walls 152, 152.
It is on the same plane as the upper end surface of 3, and the lower end surface is also on the same plane as the side wall 15.
1 and the lower end surfaces of the end walls 152 and 153.

That is, the entire upper end surface of the main bearing frame 22, excluding the four bearing parts, forms a 111-1 point, and the entire lower end surface also forms a single plane. are doing.

Since the partition wall 154 is wide enough to completely close each crank chamber portion 155 from the front or rear, its strength is high. ) has high support strength and rigidity.

If a structure is adopted in which each crank chamber portion 155 is closed by the partition wall 154 in this way, if the oil level in the oil pan 150 rises above the lower end of the partition wall 154 due to engine shaking, etc., the pressure relief structure described later may be used. If not provided, each crank chamber portion 155 becomes a closed space.

Since the pressure in the crank chamber portion 155 increases periodically due to the reciprocating motion of the corresponding piston, etc., if such a sealed space is created, a significant pressure increase will occur, causing lubricant droplets in the crank chamber portion 155, etc. may leak to the outside.

In order to prevent such a situation, the pressure relief structure described above is provided, and this structure
, a gas space 162, and the like. Leg-shaped wall portion 160
are integrally provided on the outer surfaces of the side wall 151 and end wall 152.153, and as shown in FIG. 12, the corresponding walls (side wall 151, end wall 152.1
53), a gas space 162 that opens downward is formed between the two. The leg-shaped wall portion 160 is provided over the entire circumference of the main bearing frame 22, and therefore the gas space 162 forms a generally rectangular groove-like space extending over the entire circumference of the main bearing frame 22. The communication hole 161 is provided to communicate the gas space 162 with each crank chamber portion 155, and is provided at one location on one of the side walls 151 for each crank chamber portion 155. This structure can prevent the pressure in a specific crank chamber portion 155 from increasing abnormally.

Blowby gas flows into each crank chamber portion 155 . When this gas mixes with the lubricating oil in the oil pan 150, the lubricating oil deteriorates. In order to prevent such a situation, the following structure is adopted. That is, It! of the leg-like wall portion 160! In the lli place, as shown in Figure 12,
A projecting portion 163 projecting upward is provided, and the projecting portion 1
A space 164 communicating with the gas space 162 is formed inside the gas space 63 . This space 164 is closed from below by a perforated plate 165 (FIG. 10) bolted to the overhang 163, and a breather 167 is formed by housing a wire mesh member 166 therein. space 1
64 is an external blow-by gas exhausting vibrator 16 via a connecting vibrator 168 attached to a hole on the side of the overhang 163.
connected to.

The outlet of the discharge vibrator 169 is open to the public, for example.

The oil pan 150 has a leg-like wall portion 16 at its upper peripheral edge.
It is bolted to the bottom end of the 0. The lubricating oil in the oil pan 150 is supplied from the suction vibrator 170 (FIG. 1) to the lubricating oil pump 117 (FIG. 10) through the following route.

In FIG. 10, an inlet hole 171 to which the outlet of the suction vibrator 170 (FIG. 1) is connected opens at the lower surface of the front side of the main bearing frame 22. As shown in FIG. This inlet hole 171 extends inside the main bearing frame 22 to the front end surface of one side thereof. As shown in FIGS. 10 and 11, the inlet hole 171 opens at the front end surface (mounting seat 172) of the main bearing frame 22 and forms an inlet for the lubricating oil pump 117. A pump casing of a lubricating oil pump 117 is fixed to the mounting seat 172. Inside the inlet hole 171 (on the crankshaft center plane C side), one end of a communication hole 173 opens in the mounting seat 172 to form a pump discharge port.

The communication hole 173 is connected to the front end wall of the main bearing frame 22 (end wall 1
52 and leg-like wall portions 160) extends from the side on the lubricating oil pump 117 side to the other side, and is open to the front end surface of the side (mounting seat 174).

A lubricating oil filter 175 is attached to the mounting seat 174. The outlet of the communication hole 173 is connected to the lubricating oil filter 17.
It is connected to the entrance of the filter installation space (filtration processing space) inside No.5. The outlet of the communication hole 173, that is, the inlet of the lubricating oil filter 175, is annular as shown in FIG. 11, and the outlet of the filter 175 (the inlet of the passage hole 176) is provided closer to the center.

According to this structure, the lubricating oil pressurized by the pump 117 is supplied to the lubricating oil filter 175 through the communication hole 173, but in order to prevent excessive oil pressure from being supplied to the lubricating oil filter 175, A safety valve 180 is provided in the middle of the communication hole 173 (near the lubricating oil pump 117 in the embodiment). 13, which is a schematic cross-sectional view of 13-13 in FIG.
As shown in the figure, the safety valve 180 is constructed as follows.

That is, a vertical hole communicating with the communication hole 173 is provided on the lower surface of the main bearing frame 22, and the cylindrical case 181 is fixed to the hole from below. The inner periphery of the cylindrical case 181 includes a ball 182 that is a valve body, a compression coil spring 183 that biases the ball 182 from below, and a spring receiver that is fixed to the lower end of the case 181 and supports the spring 183 from below. 184 is the attachment.

In this structure, when the oil pressure in the communication hole 173 exceeds a predetermined value, the oil pressure pushes the ball 182 downward and a gap is formed between the case 181 and the ball 182.

The lubricating oil in the communication hole 173 is released into the oil pan 150 through the gap.

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

A differential pressure valve 190, a pressure regulating device 191, and a lubricating oil cooler 192 are provided in the passage hole 176. Further, a passage hole 193 extending from the passage 176 to the outer side surface thereof is provided in the side wall portion.
．． 194 is provided. The differential pressure valve 190 is connected to the passage hole 17
The passage hole 193 and the passage hole 194 are located on the upstream side and the downstream side of the differential pressure valve 190, respectively. A passage hole 19 is provided on the outer side surface of the side wall portion.
3. A mounting seat 195 (flat surface) for mounting a lubricating oil cooler 192 is provided around the 194 and between the two, and the lubricating oil cooler 19 attached to the mounting seat 195 is provided.
Passage holes 193, 194 are directly connected to the inside of 2.

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

In FIG. 14, which is a schematic cross-sectional view taken along line 14-14 in FIG. 10, the differential pressure valve 190 includes a cylindrical piston 200 whose upper end is closed, and a bolt-shaped case 20 disposed below the piston 200.
1 and a compression coil spring 202 disposed between the two, which are connected to a cylindrical boss 20 provided on the side wall.
It is attached to the inner circumference of 3. In the illustrated valve closed state, the outer periphery of the upper end of the piston 200 is seated on an annular valve seat 204 (step) provided on the inner periphery of the boss 203.

The upstream portion of the passage hole 176 is connected from the passage hole 193 to the differential pressure valve 190.
The downstream end thereof is curved downward and faces the upper end surface of the piston 200 . Passage hole 17
The downstream portion of the piston 6 is opened at a position facing the upper outer circumferential surface of the piston 200 in the closed position, and extends obliquely upward from that position to reach the passage hole 194. Further, the boss 203 is provided with a back pressure relief passage 205 that connects the installation space of the spring 202 and the downstream portion of the passage hole 176.

According to this structure, when the oil pressure in the passage hole 193 is abnormally high, the piston 200 moves downward under the pressure of the oil pressure and the differential pressure valve 190 opens, and the lubricating oil cooler 192 (FIG. 10)
This prevents excessive hydraulic pressure from being applied to the Furthermore, as is clear from the above, the portion of the passage hole 176 between the inlet passage hole 193 and the outlet passage hole 194 forms a bypass passage that is opened and closed by the differential pressure valve 190.

As shown in FIG. 15, which is a partial schematic cross-sectional view taken along line 15-15 in FIG.
A bolt-like case 211 and a compression coil spring 212 disposed between the two are assembled inside a cylindrical insert 213 made of iron. The insert 213 is fixed within a cylindrical boss 214 provided in the main bearing frame 22. The boss 214 extends outward in the engine width direction from near the passage hole 176, and the head of the case 211 is exposed on the outer side surface of the main bearing frame 22.

The outer circumference of the tip of the piston 210 is an insert 213
The passage hole 176 faces the distal end surface of the piston 210 through the opening at the distal end of the insert 213 . At the bottom of the piston 210, insert 213 and boss 21
4 is provided with a discharge hole 216 and a back pressure relief passage 217. The discharge hole 216 is connected to the piston 2 in the illustrated closed state.
The oil pan 150 extends downward from the lower side of the outer peripheral surface of the oil pan 150.
It communicates with the internal space of. The back pressure relief passage 217 extends obliquely downward from the installation space of the spring 212 and is connected to the oil pan 1.
It communicates with 50 internal spaces.

Furthermore, as is clear from FIG. 15, the main bearing frame 2
2, a passage hole 176 is provided near the pressure regulator 191.
A short oil passage 219 is provided extending from to the upper end surface, and the passage hole 176 is connected to an oil gear rally in the cylinder block 20 via this oil passage 219.

According to the above structure, when the oil pressure in the passage hole 176 becomes higher than a predetermined value, the piston 210 is pushed by the oil pressure, the discharge hole 216 is opened, and excess lubricating oil is discharged from the discharge hole 216 into the oil pan 150. Ru. Therefore, passage hole 1
The oil pressure within 76, that is, the oil pressure supplied to the oil gear rally, is always maintained at an appropriate value.

Figure 16 is a view from arrow 16-16 in Figure 10, Figures 17 and 18 are views 17-17 and 18-18 in Figure 16, respectively.
It is a cross-sectional diagram. In these figures, lubricating oil cooler 1
Numerous cooling plates 23 92 are parallel to the mounting seat 195 described above.
0, and a plate 231 that faces the mounting seat 195 with them in between. The cooling plates 230 are arranged in a stacked manner at intervals, and seals 232, 233, and 234 are provided between two adjacent cooling plates 230 and between the mounting seat 195 and the adjacent cooling plate 230. It has been intervened. In addition to their original sealing function, these seals also function as spacers to maintain an appropriate distance between adjacent cooling plates 230.

A lubricating oil passage 235 and a cooling water passage 23 are provided on both sides of each cooling plate 230, except for the cooling plate 230 in contact with the plate 231.
6 is formed by the above-mentioned gap.

That is, the lubricating oil passages 235 and the cooling water passages 236 are formed alternately. The seal 232 extends in a rectangular shape along the outer periphery of each cooling plate 230. Inside this seal 232, two passage holes 2 are provided at the four corners of each cooling plate 230.
37 and two passage holes 238 are arranged diagonally.

As shown in FIG. 17, in each cooling plate 230, one of the two passage holes 237 is aligned on the same straight line as the inlet passage hole 193, and the other passage hole 237 is aligned on the same straight line with the outlet passage hole 194. They are lined up.

The seal 233 is disposed only in the gap forming the cooling water passage 236, and shields the space between two adjacent passage holes 237 from the cooling water passage 236.

As shown in FIG. 18, the other seal 2'34
35 and around each two adjacent passage holes 238 to shield the passage holes 238 from the lubricating oil passages 235. Therefore, seal 2
A cooling water inlet passage and an outlet passage communicating with each cooling water passage 236 are formed by the space surrounded by 34 and the passage hole 238 . These cooling water passages are connected to an inlet hose 84 and an outlet hose 87 attached to the plate 231, respectively.

The plate 231 is pressed against the assembly of cooling plates 230 from the side opposite to the mounting seat 195, and is fixed to the mounting seat 195 at four corners by long bolts 242. The individual cooling plates 230 are not attached to any securing means such as bolts, and the bolts 242 and plates 231 maintain the cooling plates 230 and seals 232, 233, 234 in the assembled state shown.

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

Furthermore, as shown in FIG. 20, the lubricating oil passage hole 194 on the outlet side is provided outside the installation range of the lubricating oil cooler 192,
The lubricating oil outlet passage inside 92 can also be connected by an external connecting pipe 245 extending from the outer surface of plate 231 to passage hole 194 .

[Effects of the Invention] According to the invention set forth in claim 1, a distribution chamber 43 for distributing air from the air cooler 30 to both supply air manifolds 45 is provided inside the cylinder block 20. Therefore, compared to the case where supply air is distributed and supplied using long piping, the air cooler 30 can be installed at a lower position in the V-bank space, and the overall height of the engine can be lowered.

Also, ■Cylinder block 2 forming the bottom wall of the bank space.
Among the walls of 0, the distribution chamber wall 40 (which forms the distribution chamber 43)
The upwardly protruding wall portion) is provided only at one location near the air cooler 30. Therefore, the V-bank space can be formed deep in other parts, and other equipment, that is, the fuel injection pump 115, can be housed in a low position in the V-bank space, so that the fuel injection pump 115 can be a cause of increasing the overall height of the engine. can be prevented from happening.

Furthermore, instead of the illustrated structure, the air supply manifold 45 has
Although it can be formed separately from the cylinder head 21, according to the illustrated configuration corresponding to claim 2, the air supply manifold 45 is integrated with the cylinder head 21 body. As in the case where only the manifold 45 is formed from an independent member, the cylinder head 21
It is no longer necessary to assemble and position the air supply manifold 45 alone with respect to the distribution chamber 43, and the manufacturing work can be simplified.

Further, since the communication opening between the distribution chamber 43 and the air supply manifold 45 is formed at the joint surface between the cylinder block 20 and the cylinder head 21, the operation of connecting the opening can be easily performed.

According to the structure of claim 3, the distribution chamber wall portion 40
is integrated with the cylinder block 20, and both the inlet and outlet openings 41, 42 of the distribution chamber 43 face upward, which simplifies manufacturing and assembly operations (especially connection work with other passage openings). can. In terms of heat theory, positioning and fixing work of the distribution chamber wall portion 40 with respect to the cylinder block 20 is no longer necessary, and the manufacturing work can be simplified in this respect as well.

According to the configuration described in claim 4, the pipe 5
0.51 into the corresponding cylindrical wall parts, the passage connection work for the distribution chamber 43 is completed.
In particular, assembly work can be simplified.

In addition, each pipe 50.51 is connected to one member (inlet side member).
and the other member (outlet side member) through O-rings 53 and 54, respectively. Therefore, the permissible positioning error between the two members (for example, the distribution chamber wall 40 and the air supply manifold 45) corresponds to the sum of the permissible deformations of the two O-rings 53, 54. Therefore, the allowable positioning error can be set to a large value to simplify the positioning work. In addition, basically, a hole for fitting the pipe 50 or pipe 51 may be formed in the passage opening of each member or component. When an annular groove for fitting is formed in the pipe 50, 51, large or relatively large parts such as the cylinder block 20, cylinder head 21, and outlet duct 36 have a hole for forming a pipe fitting hole. Only simple internal processing is required.

Therefore, processing work and processing costs can be reduced. By using the thermal vibe 50.51 and the O-ring 53.54 in combination, the airtightness of the connection can be sufficiently increased.

[Brief explanation of the drawing]

FIG. 1 is a sectional view of the engine according to the embodiment of the present invention, shown from the side, FIG. 2 is a sectional view of the engine of FIG. A front view, FIG. 4 is a plan view of the engine of the embodiment, FIG. 5 is a schematic cross-sectional view taken along line 5-5 in FIG. 4, and FIG. 6 is an enlarged partial view of FIG. 5.
Fig. 7 is a schematic plan view of the cylinder block alone, Fig. 8 is a view taken along arrows 8-8 in Fig. 7, Fig. 9 is a schematic cross-sectional view of another embodiment, and Fig. 10 is a schematic bottom view of the main bearing frame. , FIG. 11 is a schematic view of arrow 11-11 in FIG. 10, FIG. 12, FIG. 13,
Figures 14 and 15 are numbers 12-12 in Figure 1, respectively.
．． 13-13.14-14.15-15 cross-sectional diagram, 1st
6 is a schematic view taken along arrows 16-16 in FIG. 10, FIGS. 17 and 18 are schematic cross-sectional views at 17-17 and 18-18 in FIG. 16, respectively, and FIG. 19 is a partial schematic cross-sectional view of another embodiment. 20th
The figure is a schematic diagram of a further embodiment. 21... Cylinder head, 25... Cylinder wall,
26... Combustion chamber, 28... Bank, 30... Air cooler, 40... Distribution chamber wall, 41... Inlet opening,
42... Outlet opening, 43... Distribution chamber, 45... Air supply manifold, 50.51... Connecting vibe, 53.
54...0 ring Fig. 5 Fig. 7 Fig. 13 - 1111shio

Claims (1)

[Claims] 1. Two banks formed by a cylinder wall surrounding a combustion chamber and a cylinder head are provided in a mutually inclined state, and the above-mentioned cylinder is provided on the side facing the V-bank space between the two banks. An air supply manifold is provided in the head, and an air cooler for cooling the air supply is arranged in the V-bank space, and air that spreads in the engine width direction is placed in the cylinder block portion below the V-bank space at a position adjacent to the air cooler. A V-shape, characterized in that a distribution chamber is provided, and a wall of the distribution chamber is provided with an inlet opening connected to the air outlet of the air cooler and an outlet opening connected to the inlets of both the air supply manifolds. Engine air supply system. 2. The air supply manifold is formed integrally with the cylinder head main body, and a joint surface is provided on the cylinder block side surface of the air supply manifold and the cylinder head side surface of the wall of the distribution chamber, and 2. The air supply system for a V-engine according to claim 1, wherein the outlet opening of the distribution chamber and the inlet of the air supply manifold are provided at a joint surface. 3. The inlet opening of the distribution chamber is provided above the central part of the distribution chamber in the engine width direction, and both outlet openings of the distribution chamber are provided on both sides of the inlet opening in the engine width direction, so that air in the distribution chamber is not allowed to flow from the inlet opening. Flows downward and on both sides of the engine width,
3. The air supply system for a V-type engine according to claim 2, wherein the air further flows upward and toward both sides in the width direction of the engine to reach both outlet openings. 4. The inlet opening of the distribution chamber is formed above the distribution chamber, and the inlet opening of the distribution chamber and the outlet of the air cooler communicate therewith, and the outlet opening of the distribution chamber and the inlet of the air supply manifold communicated therewith. are each provided with a connecting pipe extending along their center line, and the outer circumferential surface of the connecting pipe is connected to the peripheral wall surrounding each opening, inlet, and outlet via an O-ring in a portion of its longitudinal direction. The air supply system for a V-type engine according to claim 2, further comprising a fitting surface for fitting.