JPH04203315A - Intercooler mounting structure - Google Patents

Abstract

PURPOSE:To improve reliability of an intercooler against the oscillation of an engine by supporting the intercooler arranged on the front side in the direction of a crankshaft on the engine body side via mount rubbers each of which has a specified spring constant. CONSTITUTION:An intercooler 21 provided in the intake passage of an engine 1 is arranged on the front side in the direction of a crankshaft. The intercooler 21 is supported on the engine main body 1 side via mount rubbers 32, 33 each of which has a specified spring constant. Consequently, since oscillation of the engine is transmitted to the intercooler 21 via the mount rubbers 32, 33, reliability of the intercooler 21 against the oscillation of the engine is improved.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a mounting structure for an engine equipped with an intercooler.

(Prior art) Conventionally, as an engine equipped with an intercooler,
For example, as disclosed in Japanese Unexamined Patent Publication No. 1-240734, it is known that an intercooler is disposed on the front side of the engine in the crankshaft direction, and this intercooler is supported on the engine body side.

(Problem to be Solved by the Invention) By the way, in an engine equipped with an intercooler, there are cases in which the intercooler is supported on the engine body side and cases in which it is supported on the vehicle body side. There are those in which the intercooler is placed above the engine, and those in which the intercooler is placed in front of the engine as described in the above publication. Among the cases in which the intercooler is supported on the engine body side, placing the intercooler above the engine is advantageous in terms of vibration, but there is a problem in that the overall height of the engine increases.

Further, in the case where the intercooler is disposed in front of the engine, there is a problem that the intercooler overhangs from the engine body and has a large weight, which is disadvantageous against engine vibration. On the other hand, if the intercooler is supported on the vehicle body side, the engine and intercooler have different vibration systems, so a flexible pipe must be used at the joint between the engine side intake passage and the intercooler intake/inlet. Intake noise is radiated from that part, and this intake noise becomes a problem, especially in those equipped with a mechanical supercharger.

The present invention has been made in view of these points, and its purpose is to effectively utilize the space within the engine room by appropriately arranging and supporting the intercooler of an engine equipped with an intercooler. The purpose is to improve the reliability of the intercooler against engine vibration while utilizing the intercooler.

(Means for Solving the Problems) In order to achieve the above object, in the present invention, the intercooler is disposed on the front side of the engine in the crankshaft direction and is supported on the engine body side via a mount rubber.

Specifically, the solution taken by the invention of claim (1) is to arrange an intercooler provided in the intake passage of the engine on the front side in the crankshaft direction of the engine, and to attach the intercooler to a mount rubber having a predetermined spring constant. The structure is such that it is supported on the engine body side via the

In the invention of claim (2), in claim (1), the intercooler has an intake port opening toward the engine side in the crankshaft direction, and the mount rubber has a compression direction with a high spring constant in the horizontal direction. , the structure is such that the shearing direction with a low spring constant is in the vertical and horizontal directions.

Furthermore, in the invention of claim (3), in claim (2), the intercooler is provided with an intake inlet at the center and intake outlets at both left and right sides, and the intake inlet side tank of the intercooler is arranged at the left and right sides toward the bottom. The directional width is narrower, and the surface of the intercooler that is exposed to the running wind is formed into a substantially fan shape.

(Function) With the above configuration, in the invention of claim (1), the intercooler overhangs the front side of the engine and is supported on the engine body side, and the support is provided via a mount rubber having a predetermined spring constant. Since this is done, engine vibrations will be transmitted to the intercooler via the mount rubber.

Therefore, by appropriately setting the spring constant of the mount rubber based on the weight of the intercooler itself and its overhang, the intercooler can function as a dynamic damper against engine vibration, especially in the vertical direction, reducing engine vibration. is planned.

In the invention of claim (2), the mouse further comprises:
5 = The rubber is interposed so that the compression direction with a high spring constant is in the horizontal direction, and the shear direction with a low spring constant is in the vertical and horizontal directions. When transmitted to the intercooler, the lateral vibration due to rolling is received by the mount rubber in the shearing direction with a low spring constant, and the displacement of this mount rubber reduces the excitation force of the vibration, causing vibration to the intercooler. Since the excitation force is reduced and transmitted, reliability against vibration of the intercooler is improved. In addition, since the intercooler's intake and exit ports open toward the engine side in the crankshaft direction, when assembling the intercooler from the front of the engine, it is easier to connect the intake passage, which improves ease of assembly. Since the mount rubber has a high spring constant and its compression direction is horizontal, displacement in the horizontal direction is reduced and the accuracy of attachment between the engine body and the intercooler is improved.

Further, in the invention of claim (3), the intercooler has an intake inlet in the center and intake outlets on both left and right sides, and the width of the tank on the intake inlet side of the intercooler in the left and right direction becomes narrower toward the bottom. Therefore, the intake air flowing in from the intake inlet flows downward within the intake inlet side tank and flows into the left and right cooling sections in a divided manner. In this case, the intake inlet side tank becomes thinner toward the bottom, and the surface facing the running wind, which is the cooling section, forms a substantially fan shape, so that the intake air flows from the intake inlet side tank in the intercooler to the left and right cooling sections. Although the flow changes from the vertical direction to the horizontal direction, the flow change at this time is smaller than that at right angles, and the passage resistance is reduced. Furthermore, since the intake air flows downward from the top of the tank on the intake inlet side into the left and right cooling sections, the amount of intake air is smaller at the bottom of the tank than at the top, and the width of the bottom side of the tank becomes narrower in the left-right direction. This allows it to be made more compact without taking up any extra space.

(Example) Embodiments of the present invention will be described below based on the drawings.

FIG. 1 shows an engine having an intercooler mounting structure according to an embodiment of the present invention. In the figure, this engine 1 is a V-type six-cylinder engine having a pair of left and right banks with the crankshaft direction in the vertical direction, and cylinder heads 20a and 20b are provided on the upper surface of the cylinder rows of each left and right bank. (See FIG. 3) are arranged, and left and right cylinder head covers 2a, 2b are respectively assembled on the upper surface of each cylinder head 20a, 20b. Reference numeral 3 designates a Nori-Sholm type supercharger as a mechanical supercharger disposed between the left and right V-punctures of the engine 1 in the direction of the crankshaft. This supercharger 3 is constantly rotated by a pulley 3a attached to the front side (lower side in FIG. 1) of the engine 1, and driving force is transmitted from a crankshaft (not shown) through a belt. There is. An intake air introduction section 3b for introducing intake air is provided at the rear of the supercharger 3, and an intake duct 5 constituting the upstream side of the intake passage 4 is connected to this intake introduction section 3b. Also,
As shown in FIG. 2, an intake/discharge section 3C extends toward the front of the engine in the crankshaft direction so as to open upward at approximately the center of the supercharger 3 and discharge intake air toward the front of the engine. The discharge part 3C is an intake inlet part extending from the upper side of the substantially central part in the left-right direction of the air-cooled intercooler 21 disposed in front of the engine 1 toward the engine body in the direction of the crankshaft of the engine 1. It is connected to 22. As shown in FIG. 1, the intercooler 21 extends toward the engine body in the crankshaft direction above the intake outlet portion 23.24 whose downstream side branches left and right and forms the left and right downstream ends. Opened opening 23a
.

Reference numeral 24a denotes the cylinder head cover 2a of each of the left and right banks forming the intake passage 4 on the downstream side.

It is connected to the upstream ends of surge tanks 7a and 7b disposed above the surge tank 2b. Intake passages are branched from the surge tanks 7a, 7b and connected to the combustion chambers of each cylinder in each bank. .

On the other hand, as shown in FIG.
A merging bypass passage 8 is provided branching from the intake/discharging portion 3C, and this merging bypass passage 8 has a 0N valve that opens during low engine load operation (boost O1IIIHg or less).
- A bypass valve 9 of OFF operation type is provided. Further, an intercooler bypass valve 16 is interposed in the intake inlet portion 22 of the intercooler 21, and is connected to the bypass valve 9 via a link mechanism 15, and interlocks with the bypass valve 9 so that opening and closing are reversed. ing. The downstream end of the merging bypass passage 8 forms a branch part 8a which branches into three directions and opens at one of the openings, one end of which constitutes the upstream intake passage 4 of the supercharger 3. The other end of a supercharger bypass passage 10 that communicates with the connection part of the intake duct 5 with the intake air introduction part 3b of the supercharger 3 is connected, and the other two openings have downstream ends, respectively, of the left and right surge tanks 7a, The upstream ends of left and right intercooler bypass passages 11a and 11b, which are connected to 7b and bypass the intercooler 21, are connected to each other. The supercharger bypass passage 10 is fully opened when the engine is operating at low load, and when the load increases and reaches the supercharging operation range (booth) OmmHg or higher, it closes linearly according to the load, and when the engine is operated under a fully open throttle valve, etc. A negative pressure operated air bypass valve 12 is provided which is operated to be fully closed during operation. Further, a blow-by gas introduction section 8b for introducing blow-by gas into the intake system is provided above the branch section 8a of the combined bypass passage 8. The blowby gas introduction section 8b is connected to the downstream end of a blowby gas supply passage 14 whose upstream end is connected to a blowby gas distribution section 13 provided on the rear upper surface of the left bank cylinder head cover 28.

The following Figures 3 to 5 show the front, plane, and side views of the intercooler 21, respectively, and in these figures, the intercooler 21 has the left and right intake outlet portions 23, 24.
Rib-shaped intercooler bracket mounting portions 28 and 29 extending in the vertical direction are formed on the outside of each of the left and right intercooler bracket mounting portions 28 and 29, respectively.
．． 29, left and right intercooler brackets 30.31
are connected via cylindrical mount rubbers 32 and 32 each having a predetermined spring constant.

At this time, the upper and lower surfaces of the mount rubbers 32, 32 are joined to the mounting surfaces of the intercooler bracket and the intercooler bracket mounting portion, respectively, and the mounting surfaces are substantially vertical surfaces. The left and right intercooler brackets 30 and 31 are fixed to the outer walls of the left and right cylinder heads 20a and 20b, respectively, and the right intercooler bracket 31 is also fixed to the front wall of the cylinder head 20b.

In addition, the openings 23 of the left and right intake outlet portions 2.3.24
a, 24a are also connected to the mating surfaces of the portions connected to the upstream ends of the left and right surge tanks 7a, 7b, respectively, with mount rubbers 33, 33 interposed therebetween.

Further, in the center of the intercooler 21, there is an intake inlet side tank 25 for dividing the intake air flowing in from the intake inlet part 22 to core parts 26 and 27, which are left and right cooling parts.
is provided. The width of this intake inlet side tank 25 in the left and right direction becomes narrower toward the bottom, and the core portions 26 and 27, which serve as surfaces against which the traveling wind blows, are arranged on the left and right sides of the tank 25, and the inner and outer sides of the tank 25 become narrower toward the bottom.
The front surface of the cooler 21, which is the surface facing the traveling wind, is formed into a substantially fan shape.

With the above configuration, first of all, regarding the intake flow, in the above embodiment, during low engine load operation (boost On + mHg
(below), the bypass valve 9 of the confluence bypass passage 8 is opened, the intercooler bypass valve 16 of the intake inlet portion 22 of the intercooler 21 is closed, and the air bypass valve 12 of the supercharger bypass passage 10 is fully opened. Therefore, the intake air supplied to the engine flows from the intake duct 5 through the supercharger 3, from the intake discharge part 3C of the supercharger 3 to the merging bypass passage 8, and at the downstream end of the branch part 8a, most of the intake air flows between the left and right sides. It flows into the intercooler bypass passages 11a, llb almost equally, and flows into the surge tanks 7a, 7b on the downstream side. Further, a part of the intake air at the branch part 8a is returned to the intake duct 5 which is the upstream intake passage of the supercharger 3 via the supercharger bypass passage 10, and the unnecessary supercharging of the intake air due to the operation of the supercharger 3 is to relieve. In this case, since the intercooler bypass valve 16 is closed, the intake air reliably bypasses the intercooler, and the effect of the intake air bypassing the intercooler is not reduced.

Also, at this time, the intercooler bypass passage 11a is connected to the intercooler bypass passage 11a from the downstream side of the intercooler bypass valve 16.

The intake passage portion including the intercooler 21 up to the downstream end opening of 11b can be used as a resonator for intake noise.

In addition, when the engine is operated at a medium to high load with a boost of OmmHg or higher, the bypass valve 9 is closed and the intercooler bypass valve 16 is opened, so the intake air supplied to the engine is in the supercharger 3. All of the supercharged fluid flows through the intercooler 21, where it is cooled and sent to the surge tank 7a.

7b to each cylinder of the engine. Furthermore, since the air bypass valve 12 closes in accordance with the load at this time, the supercharging pressure of the intake air supercharged by the supercharger 3 is adjusted in accordance with the load.

Furthermore, when the intake air flows into the intercooler 21 and is divided from the intake inlet side tank 25 to the left and right core parts, the flow of the intake air changes from the vertical direction to the left and right direction, but the surface where the traveling wind hits is approximately fan-shaped. The passages in the core parts 26 and 27 are not horizontal, but the left and right core part outlet sides are slightly inclined downward, so the change in the intake air flow is less than at right angles, reducing passage resistance. I can do it.

Next, regarding the vibration of the intercooler 21, in the above embodiment, the intercooler 21 is arranged on the front side in the crankshaft direction of the engine 1, and the left and right intake outlet portions 23, 24
Intertellar bracket mounting part 2 formed on each
At 8.29, it is supported by the left and right intercooler brackets 30.31 to the cylinder heads 20a, 20b on the engine main body side via mount rubbers 32.32. At this time, since the joint surfaces of the mount rubber 32.32 and each intercooler bracket 30.31 and intercooler bracket mounting portion 28.29 are approximately vertical, the mount rubber 32.32 is oriented vertically and horizontally. The horizontal direction is the shear direction, which has a low spring constant, and the compression direction, which has a high spring constant. Therefore, when vibrations from the engine side are transmitted from the intercooler bracket 30.31 to the intercooler 21 via the mount rubber 32.32, the engine vibration in the vertical direction with a large excitation force and the horizontal direction due to engine rolling occur. The vibrations are received in the shear direction where the spring constant of the mount rubbers 32, 32 is low, and the excitation force is reduced and transmitted to the intercooler 21, so that the reliability of the intercooler 21 against vibrations can be improved. Furthermore, the intercooler 21 overhangs the front side of the engine 1 and is supported by the main body of the engine 1, and a mount rubber 32 having a predetermined spring constant is interposed in the support part, so that the intercooler 21 itself By appropriately setting the spring constants of the mount rubber 32 based on the weight and overhang amount, it becomes possible to tune the intercooler 21 so that it functions as a dynamic damper against engine vibrations, especially in the vertical direction. ,
Engine vibration can be reduced.

In addition, since the openings of the intake inlet section 22 and the intake outlet section 23, 24, which are the inlet and outlet ports for the intake air of the intercooler 21, both face the engine 1 side, the intercooler 21
When assembling 1 from the front side of the engine, the intake passage can be easily connected, and the assembling performance can be improved. Furthermore, since the compression direction of the mount rubber 32, which has a high spring constant, is in the horizontal direction, the displacement in the horizontal direction, which is approximately equal to the crankshaft direction, is reduced, and the displacement between the engine 1 body and the intercooler 2 is reduced.
Is it possible to improve the installation accuracy with 1? Furthermore, since the intake air flows downward from the top of the intake inlet side tank 25 into the left and right core parts 26 and 27 in sequence, the amount of intake air is smaller at the bottom of the intake inlet side tank 25 than at the top.
Accordingly, the width of the lower side of the intake tank 25 is narrower in the left-right direction, so that the engine room can be made more compact without taking up extra space, and the space in the engine room can be used effectively. Further, since the upper part of the intake inlet side tank 25 is wider in the left-right direction than the lower part, the passage diameter of the intake inlet part 22 connected thereto can be increased, and the above-mentioned Intercooler bypass valve 1
6 can be easily inserted.

(Effects of the Invention) As explained above, according to the intercooler mounting structure of the invention of claim (1), the intercooler overhangs the front side of the herring and is supported on the engine body side, and the support is maintained at a predetermined level. This is done through a mount rubber that has a spring constant of This makes it possible to function as a dynamic damper against engine vibrations, thereby reducing engine vibrations.

Further, in the invention of claim (2), the mount rubber is interposed so that the compression direction with a high spring constant is in the horizontal direction and the shear direction with a low spring constant is in the vertical and horizontal directions, so that engine vibration Of these, vertical vibrations with large excitation forces and horizontal vibrations due to engine rolling are received in the shearing direction where the spring constant of this mount rubber is low, reducing the excitation force of the vibrations and transmitting them to the intercooler. Therefore, reliability against vibration of the intercooler can be improved. In addition, since the intercooler's intake and exit ports open toward the engine side in the crankshaft direction, it is easier to connect the intake passage when assembling the intercooler from the front of the engine, which improves ease of assembly. Since the compression direction of the mount rubber, which has a high spring constant, is horizontal, displacement in the horizontal direction is reduced, and the accuracy of attachment between the engine body and the intercooler can be improved.

In addition, in the invention of claim (3), the intercooler has an intake inlet in the center and intake outlets on both left and right sides, and the tank on the intake inlet side of the intercooler has a width narrower in the left and right direction toward the bottom, so that it is exposed to the traveling wind. Since the surface is approximately fan-shaped, the flow of intake air from the above-mentioned intake inlet side tank in the intercooler to the cooling section, which is the left and right traveling wind contact surface, changes from the vertical direction to the horizontal direction. Less flow change is required than at right angles, reducing passage resistance. Furthermore, since the intake air flows downward from the top of the tank on the intake inlet side into the cooling section, which is the surface that hits the left and right travel winds, the amount of intake air is smaller at the bottom than at the top of the tank, and the lower side of the tank is accordingly lower in the left and right direction. The width is narrower,
It is compact without taking up any extra space, and the space in the engine room can be used effectively.

[Brief explanation of the drawing]

1 to 5 show an embodiment of the present invention, FIG. 1 is a plan view of the overall schematic configuration, FIG. 2 is a side view of the main part of the intake system passage, and FIG. 3 is a view of the intercooler. A front view, FIG. 4 is a plan view of the intercooler, and FIG. 5 is a side view of the intercooler. 1...Engine 21...Intercooler 22...Intake inlet section 23.24...Intake outlet section 25...Intake inlet side tank 26.27...Core part (surface that is exposed to wind when traveling) 28. 29
...Intercooler bracket mounting part 30.31...
・Intercooler bracket 32.33...Mount rubber

Claims (3)

[Claims] (1) An intercooler provided in the intake passage of the engine is arranged on the front side in the crankshaft direction of the engine, and this intercooler is supported on the engine body side via a mount rubber having a predetermined spring constant. Cooler mounting structure. (2) In the intercooler mounting structure according to claim (1), the intercooler has an air intake inlet/outlet opening toward the engine side in the crankshaft direction, and the mount rubber has a spring constant whose compression direction is horizontal. The intercooler mounting structure is interposed so that the shearing direction with a low constant is in the vertical, horizontal, and vertical directions. (3) In the intercooler mounting structure according to claim (2), an intake inlet is provided in the center of the intercooler, and intake outlets are provided in both left and right sides, and the tank on the intake inlet side of the intercooler has a width in the left and right direction toward the bottom. An intercooler mounting structure in which the intercooler's running wind contact surface is formed into a substantially fan shape.