JPH09324650A - Water vehicle with crankcase supercharged v-engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make a water vehicle that carries a crankcase supercharged V- engine well-balanced in weight in the direction of roll so as to reduce a list of its hull by placing the engine in such a way that it is located above the central axis of the hull on plan view and that its center of gravity is located above the vertical plane of an output shaft. SOLUTION: A crankcase supercharged V-engine 1 mounted in a water vehicle 150 comprises one crankcase 3 and two each of cylinder bodies 5, cylinder heads 7, and head covers 9 stacked and fastened together, and has two banks 2A, 2B that open to the right and left in the form of V by an angle of not more than 180 degrees. The engine 1 is secured via a vibration proofing mount 6 to an engine bead 155 at the bottom plate 153 of a hull 152 in such a way that crankshafts 29A, 29B become roughly parallel to the axis of the drive shaft 166 of the water vehicle, and that its center G of gravity is located on the central plane Sc of the hull 152. An intake system means 79 and an exhaust system means 89 for each cylinder are placed outside the banks.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a water vehicle equipped with a crank chamber supercharged V-type engine which is supercharged by utilizing a change in volume of a crank chamber.

[0002]

2. Description of the Related Art As a crankcase supercharged engine, the present applicant divides a connecting rod storage chamber surrounded by a crankcase, a crank web and a piston into a suction chamber and a compression chamber by connecting rods. A configuration has been proposed in which the air sucked into the connecting rod storage chamber is compressed by the swing of the cylinder to supercharge the combustion chamber (see JP-A-6-93869). According to the crank chamber supercharged engine configured as described above, air can be pumped to the combustion chamber by an amount swept by the connecting rod every time the crankshaft rotates once, and the engine output can be improved. Become like

[0003]

The crank chamber supercharged engine having the above-mentioned structure requires not only the intake system means and the exhaust system means but also the pressurized intake system means for guiding the compressed air to the combustion chamber. Therefore, compared to a normal non-crank chamber supercharged engine, the number of constituent members is smaller. Therefore, when the crank chamber supercharged engine is composed of a V type engine, the intake system is expanded for each cylinder expanded to the V type. Since the means, the exhaust system means, and the pressurized intake system means are required, the number of constituent members increases, and as a result, achieving a good weight balance when the engine is mounted is an important subject for the engine. Especially for water vehicles, the weight balance of the hull greatly affects the steerability of the hull, and if the weight balance of the engine when mounted is bad, the hull tilts and the left and right turning performance is adversely affected. Weight balance when the engine is installed is an important issue. The present invention is a crankcase supercharged V equipped with a crankcase supercharged V-type engine that has more components than a normal engine without affecting the weight balance of the hull.
The purpose is to provide a water vehicle equipped with a type engine.

[0004]

In order to achieve the above-mentioned object, a crankcase supercharged V-type engine-equipped water vehicle according to the present invention has a plurality of cylinders, and those cylinders are within 180 °. It is expanded into a V shape at an angle, pressurizes fresh air in the crank chamber of the cylinder, and pressurizes the fresh air,
Each cylinder is configured to be guided to the combustion chamber of each cylinder through a pressurized intake system means including a pressurized intake passage and an intake valve, and exhaust gas is exhausted from the combustion chamber by exhaust system means including an exhaust valve. In a water vehicle equipped with a crank chamber supercharged V-type engine, the output of the crank chamber supercharged V-type engine is located on the center axis in plan view of the hull, and the center of gravity of the crank chamber is a vertical plane of the output shaft. It is characterized in that it is arranged with its angle adjusted so as to be located above.

[0005]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of a crank chamber supercharged multi-cylinder engine according to the present invention will be described below with reference to an embodiment shown in the accompanying drawings. First, Figs. 1 to 6
First Embodiment A water vehicle equipped with a crank chamber supercharged V-type engine (hereinafter, simply referred to as an engine) will be described with reference to FIG. In the figure, arrow F indicates the forward direction of the water vehicle. Further, in the following description, the front-rear, left-right direction is based on the front-rear, left-right direction of the hull of the water vehicle with respect to the forward direction F, and the up-down direction is also based on the up-down direction of the hull of the water vehicle. FIG. 1 is a schematic cross-sectional side view of a part of a water vehicle equipped with an engine,
2 is a partial cross-sectional schematic top view of the water vehicle in FIG. 1, and FIG. 3 is a diagram showing the positional relationship between the hull and the engine as viewed from the rear of the water vehicle.

(Description of Water Vehicle) Reference numeral 1 in the drawing
Reference numeral 50 denotes a water vehicle, and reference numeral 152 denotes a hull of the water vehicle 150. The water vehicle 150 is configured such that an occupant sits astride a seat 154 provided on the hull 152 and grabs a traveling handle 156 provided in front of the seat 154 to travel. The engine 1 is mounted in a substantially central portion inside the hull 152, and a jet pump type propulsion device 158 is provided behind the hull 152. The jet pump type propulsion device 158 includes a flow path forming pipe 160, a deflector nozzle 162, and an impeller 1.
The flow path forming pipe 160 has one end opening to the bottom surface of the hull 152 and extends from there to the rear part of the hull 152 while curving toward the rear of the hull 152. A deflector nozzle 162, which rotates left and right according to an operation of the handle 156 and vertically rotates by a lever (not shown), is connected to a rear end portion of the flow path forming pipe 160. An impeller 164 is arranged inside the tube 160. The impeller 164 is fixed to a drive shaft 166 connected to the crankshaft 29 of the engine 1 by gears 32 and 170. With the above-described configuration, when the engine 1 is driven, the drive shaft 166 rotates the impeller 164, and outside water is sucked into the flow path forming pipe 160 from the opening on the ship bottom side and creates a jet water flow injected from the rear opening. . The jet water flow is jetted in an appropriate direction by the deflector nozzle 162 according to the operation of the handle 156.

(Description of Engine) The structure of the crank chamber supercharged V-type engine 1 mounted on the water vehicle 150 will be described in detail below. FIG. 4 is a schematic exploded cross-sectional view of the engine 1 cut along the left and right cylinder surfaces in a direction orthogonal to the axial direction of the crankshaft thereof, as seen from the rear of the hull, and FIG. -A sectional drawing is each shown. As shown in the drawings, the crank chamber supercharged engine 1 is configured by laminating and fastening one crankcase 3, four cylinder bodies 5, hereinafter two cylinder heads 7 and a head cover 9, respectively. , Cylinder head 7, and head cover 9
Then, two banks 2A and 2B that open in a V shape at an angle of 180 degrees to the left and right (hereinafter, 2A is a left bank, 2B is a right bank, and a space formed between these left bank 2A and right bank 2B). Is described as a bank space S.) is a water-cooled 4-cycle 4-cylinder V-type engine. In this engine 1, its crankshaft 29 is substantially parallel to the axis of the drive shaft 166 of the water vehicle, and its center of gravity G
Is fixed to the engine head 155 of the bottom plate 153 of the hull 152 by the four engine fixing brackets 1a and the vibration-proof mount 6 provided on the bottom of the crankcase 3 so that is located on the center plane Sc of the hull 152. (See Figure 3). In the present embodiment, the left and right banks are expanded at an angle of 72 ° so that the width of the engine in the left and right direction is reduced. Left and right banks 2A and 2B are hull 1
The cylinders 52 are arranged symmetrically with respect to the center plane Sc of the reference numeral 52 (see FIG. 3), and two cylinders are formed in each of the banks 2A and 2B in parallel in the front-rear direction (see FIG. 5). . Further, the crankcase 3 is provided with two crankshafts 29 corresponding to the cylinders of the banks 2A and 2B in parallel to the left and right so as to be bilaterally symmetrical with respect to the center plane Sc or the vicinity thereof ( (See FIGS. 3 and 4). The left and right banks 2A and 2B have almost the same internal structure except that they are symmetrical, and the banks 2A and 2B have the same internal structure.
Since the structure of the cylinder in (1) is almost the same, in the following description, the redundant description will be omitted and the same members will be denoted by the same reference symbols unless otherwise necessary.

(About the structure around the combustion chamber) Each bank 2A
Cylinder bores 11 are formed in each of the front and rear cylinder bodies 5 of 2 and 2B (see FIG. 5), and in the cylinder head 7, combustion recesses (no reference numeral) that form a combustion chamber 13 corresponding to each cylinder bore 11 are formed. Two are formed on each side. An intake port 15 and an exhaust port 17 are opened in the combustion recess of the cylinder head 7, respectively. The exhaust port 17 is led out to the port side of the cylinder head 7 in the left bank 2A and to the starboard side of the cylinder head 7 in the right bank 2B, and the intake port 15 is provided to both the banks 2A and 2B. Head 7
Is derived to the bank space S side. An intake valve 19 is disposed at an opening of the intake port 15 on the combustion chamber 13 side, and an exhaust valve 21 is disposed at an opening of the exhaust port 17 on the combustion chamber 13 side so as to open and close each opening (see FIG. 4). .

(Intake / Exhaust Valve Actuating Mechanism) The intake valve 19 and the exhaust valve 21 are biased in the closing direction by a valve spring 23. Above the valves 19 and 21, the valves 19 and 21 are provided. A valve mechanism for opening the valve 21 against the force of the valve spring 23 is provided. The valve operating mechanism includes valves 19 and 2 respectively.
1 has a cam nose 25 having a cam nose corresponding to the sprocket 27 and the chain 2.
8 to a crankshaft 29 (see FIG. 5). Further, rocker shafts 31 are disposed on the left and right sides of the cam shaft 25 in parallel with the cam shaft 25, and a rocker arm 33 is swingably mounted on each rocker shaft 31. One end of each rocker arm 33 is in contact with the cam nose of the cam shaft 25, and the other end is in contact with the upper ends of the corresponding valves 19 and 21. Therefore, the crankshaft 29
When the camshaft 25 rotates according to the rotation of the camshaft, each cam nose presses the corresponding rocker arm 33 at a predetermined timing, and the rocker arm 33 presses the corresponding valve 19 or 21 against the force of the valve spring 23 to respond. The intake port 15 or the exhaust port 17 is opened.

(Regarding Piston and Connecting Rod) Each cylinder bore 11 of the cylinder body 5 has a piston 3
5 are slidably inserted and arranged. A small end portion of a connecting rod 37 is connected to the piston 35 via a piston pin and a bearing (both not shown), and a large end portion of the connecting rod 37 is received by a crank pin 39 of a crankshaft 29 (not shown). )) (See FIGS. 4 and 5).

(Description of crankshaft) Left and right crankshafts 2
Reference numeral 9 denotes a plurality of disk-shaped members (two in each cylinder,
In this embodiment, four crankshaft pieces 29a, 29b, 2 having a total of eight crank webs 41 because they have four cylinders.
9c and 29d, the crank pin 3 of the crankshaft piece 29b
9 into the crankshaft piece 29b.
The journal portion 45 of the crankshaft piece 29c is press-fitted into the crankshaft piece 29c, and the journal pin 45 of the crankshaft piece 29a, 29c, 29d is journalled into the crankcase 3. It is supported via a bearing (unsigned). Each journal bearing is a bearing with a seal, which makes a crank compartment 50 for each cylinder described later airtight, and prevents invasion of moisture and the like from the outside into each crank compartment 50. Further, the left and right crank shafts 29 are airtightly separated from each other by a partition wall 3a provided along the center plane Sc between the left and right crank shafts 29 of the crankcase 3. The cylinders of the left and right banks 2A and 2B in the preceding example and the cylinders in the latter example are arranged on the same vertical plane. As a result, the length of the engine 1 in the front-rear direction can be reduced. In addition, the positions of the crank webs of the left and right crankshafts 29 are set to the crankshaft 29
Shift in the direction of the axis, and therefore the left and right hangs 2A, 2B
The cylinders in FIG. 2 are displaced in the axial direction of the crankshaft 29.
The front cylinder, the left bank 2A rear cylinder, and the right bank 2B rear cylinder may be alternately arranged in this order. As a result, the length of the engine 1 increases in the front-rear direction.
The distance between A and 29B can be shortened, and the engine 1
The horizontal size of can be reduced. Also, left bank 2
The crankshaft 29A of A extends from the crankcase 3 and extends forward, and a generator 47 also serving as a flywheel is attached to the protruding portion (see FIGS. 1 and 2). Also, the left and right banks 2A and 2B of the crankshaft 2
9A and 29B respectively project rearward from the crankcase 3 and extend into the gear box 4 formed in the rear portion of the crankcase 3, and these projecting portions are provided with gears 30A and 30B meshing with each other. (See FIG. 2). Further, the crankshaft 29A of the left bank 2A extends further rearward than the crankshaft 29B of the right bank 2B, and an output transmission gear 32 is provided at the end thereof (see FIG. 2). The output transmission gear 32 meshes with a transmission gear 170 provided at the front end of the drive shaft 166 of the water vehicle 150. The gears 30A,
30B, 32, 170 are all housed in the gear box 4, and the insertion portion of the drive shaft 166 in the gear box 4 is sealed by an appropriate seal member to prevent water from entering the gear box 4. . By the transmission mechanism described above, the outputs of the two crankshafts 29A and 29B rotating in opposite directions are transmitted to the drive shaft 166. The drive shaft 166 is substantially centered between the two crankshafts 29A and 29B, that is, the center plane S.
It is arranged so as to be located on c.

(Description of Cylinder Body and Crank Case) As can be seen by referring to FIGS. 4 and 5, the cylinder body 5 for each cylinder projects further downward from the lower end thereof to define the lower portion of the cylinder bore 11. The fitting portion 51 is formed integrally with the cylinder bore, and the upper portion of the crankcase 3 corresponding to the banks 2A and 2B is formed when the cylinder body 5 and the crankcase 3 of each cylinder are joined. Fitting holes 52 into which the fitting portions 51 are pushed are formed in parallel in the front and rear of each bank. Further, a partition wall 49 orthogonal to the crankshaft 29 is formed inside the crankcase 3 for each of the banks 2A and 2B. The partition wall 49 and the above-described partition wall 3a form the inside of the cylinder bore 11. It is divided into four corresponding crank compartments 50. The crankcase 3 has two crankshafts 29 as shown in FIG.
It is composed of two parts with a plane passing through both centers of A and 29B as a boundary, and the two parts are detachable from each other. As a result, both crankshafts 29A, 2 incorporating the journal bearing
After storing 0B in the middle of the two parts respectively,
By connecting the two parts to each other, both crankshafts 29A and 29B can be incorporated in the crankcase 3.

(Construction of the connecting rod accommodating chamber) A connecting rod 37 between the upper portion of the crankcase 3 corresponding to each bank 2A, 2B and the left and right inner walls orthogonal to the crankshaft 29 in each crank compartment 50 of the crankcase 3. A notch 53 having a width in the front-rear direction slightly larger than the thickness of the connecting rod 37 in the front-rear direction is formed in a portion corresponding to the moving range of the connecting rod 37, and the connecting rod 37 can pass while dividing the notch 53 into the left and right. There is. Further, a notch 55 having a width in the front-rear direction slightly larger than the thickness of the connecting rod 37 in the front-rear direction is formed in a portion of each fitting portion 51 of the cylinder body 5 corresponding to the moving range of the connecting rod 37. Passable. These notches 53 and 55 are formed such that their surfaces are flush with each other, and the notch 5 corresponding to the movement of the connecting rod 37 is formed.
The surfaces of 3 and 55 and the front and rear side surfaces of the connecting rod 37 are dimensioned so as to be hermetically sealed, that is, so that the passage leakage of the pressurized intake air is zero or, if any, is small.
Further, the inner peripheral wall 57 of each crank compartment 50 of the crankcase 3 is formed in an arc shape so as to surround the crankshaft 29 (see FIG. 4), and this inner peripheral wall 57 is formed when the connecting rod 37 moves. The surface and the outer peripheral surface of the large end portion of the connecting rod 37 are hermetically sealed, that is, the leakage of pressurized intake air is zero.
Alternatively, they are dimensioned to face each other, if at all. Further, a circular accommodating recess 5 in which a crank web 41 is accommodated and arranged on a wall surface of each crank compartment 50 of the crankcase 3 orthogonal to the crankshaft 29.
9 is formed. Each of the crank webs 41 is housed in the housing recess 59 of the crankcase 3 with a sealing ring 61 formed of a material harder than at least the crankcase 3 attached to the periphery thereof. In addition, a wear-resistant ring-shaped member (not shown) is cast in a portion of the circular accommodation recess 59 where the outer surface of the sealing ring 61 abuts, and the sealing ring 61 is rotated during crankshaft rotation.
The outer surface of the ring is in sliding contact with the wear-resistant ring-shaped member so that a sealing action can be obtained. Further, the dimension between the two crank webs 41 in each cylinder is such that the surface on the connecting rod side and the front and rear side surfaces of the connecting rod 37 are hermetically closed during movement of the connecting rod, that is, even if there is zero or no passing leakage of the pressurized intake air. It is dimensioned to be slightly opposed. Further, as can be seen from FIG. 4, a substantially triangular recess 35 is provided inside the piston 35.
a is formed, and a notch 35b through which the connecting rod 37 can pass is formed in a portion of the skirt portion of the piston 35 corresponding to the recess 35a. The small end of the connecting rod 37 is inserted and arranged in the concave portion 35a of the piston 35. The radius of the semi-cylindrical inner peripheral portion of the concave portion 35a from the center of the piston pin is equal to the outer circumference of the small end portion of the connecting rod 37. The inner width of the concave portion 35a and the notch 35b in the front-rear direction is slightly larger than the thickness of the connecting rod 37 in the front-rear direction. As a result, when the connecting rod is moved, the connecting rod 3 is also moved in the piston 35.
The spaces on the left and right of 7 are divided by the connecting rod 37 so as to be hermetically closed, that is, the passage leakage of the pressurized intake air is zero or small if any.

(Operation of Connecting Rod Storage Chamber) With the above configuration, each crank compartment 50, each crank web 41,
And a connecting rod storage chamber 60 surrounded by each piston 35
Is formed for each cylinder bore 11. As a result, while the connecting rod 37 is moving, that is, while the engine is being driven, the surfaces of the connecting rod 37 include the inner surfaces of the recess 35a in the piston in the front-rear direction and the inner surface of the radial direction, the inner surface of the notch 35b of the piston skirt, the cylinder body Both inner surfaces of the notch 55 in the fitting portion 51 in the vertical direction, both inner surfaces of the notch 53 in the crankcase 3 in the vertical direction, and the crank web 41.
The surface of the crankcase 3 on the connecting rod side or the inner peripheral surface 57 of each crank compartment 50 of the crankcase 3 formed in an arc shape is hermetically opposed to each other. In, the connecting rod storage chamber 60 is divided into two chambers (suction chamber A and compression chamber B) by the connecting rod. With the configuration described above, from the state where the piston 35 is located at the top dead center, as shown in FIG. 4, the crankshaft 29B rotates in the clockwise direction and the crankshaft 29A rotates in the counterclockwise direction. The outer periphery of the large end is the inner peripheral wall 57 of the crankcase 3.
At this time, the connecting rod storage chamber 60 is
And a compression chamber B, and air is sucked into one chamber A as the crankshaft 29 rotates, and the air sucked in the other chamber B in the preceding stroke is compressed. A feeding mechanism is configured. The configuration of the positive displacement supercharging mechanism is described in detail in the above-mentioned Japanese Patent Application Laid-Open No. 6-93869. In addition, in the present embodiment, an independent positive displacement type supercharging mechanism is configured for each cylinder, but each bank 2A, 2
In B, the crank angle is 3 at the ignition timing, for example.
When there are a plurality of cylinders having a large phase difference of 60 °, the compression chambers B of the cylinders are connected to each other to form a positive displacement supercharging mechanism integrated with the plurality of cylinders. You may.

(Description of Intake System Means) On the suction chamber A side of the crankcase 3, that is, on the opposite side of the bank space S in the crankcase 3, an intake system means is provided for each bank 2A, 2B. Each intake system means includes each intake chamber housing 75, carburetor 79, intake pipe 77, and air cleaner 8.
Consists of one. The intake chamber housing 75 is provided in each bank 2A,
Each 2B is fixed to the intake chamber A side of the crankcase 3, and an intake chamber D common to the front and rear cylinders is formed inside. Also,
The air cleaner 81 corresponds to the corresponding intake chamber housing 75.
Is located on the outer side (that is, the port side and the starboard side) of
Each intake chamber housing 75 and the corresponding air cleaner 81 are connected by an intake pipe 77 via a carburetor 79 (see FIG. 3). On the wall surface of the crankcase 3 corresponding to the intake chamber D, an opening that connects the intake chamber A and the intake chamber D is formed for each cylinder, and the pressure of the intake chamber A is equal to that of the intake chamber D at each opening. Reed valve means 87 is provided which opens when the pressure becomes lower than the pressure. Therefore, in the above-mentioned intake system means, fresh air is taken in from the air cleaner 81, fuel is atomized and mixed in the carburetor 79, and the air-fuel mixture is taken into the intake chamber D via the intake pipe 77 for each bank 2A, 2B. In the intake chamber A, the air-fuel mixture is sucked into the intake chamber D of each cylinder via the reed valve means 87 corresponding to each cylinder.

(Description of Pressurized Intake System Means) Further, on the compression chamber B side of the crankcase 3, that is, on the bank space S side, a pressurized intake system means common to both banks 2A and 2B is provided. The pressurized intake system means includes a pressurized chamber housing 63 that forms a first pressurized intake chamber C1 and a second pressurized intake chamber C2 that are common to all the cylinders together with the crankcase 3, and a second pressurized intake chamber. 4 that connects C2 and the intake port 15 of each cylinder
It is composed of two pressurized intake pipes 65. An opening that connects the compression chamber B and the first pressurized intake chamber C1 is formed for each cylinder on the wall surface of the crankcase 3 that corresponds to the first pressurized intake chamber C1. Reed valve means 71 that opens when the pressure in the pressurized intake chamber C1 becomes lower than the pressure in the compression chamber B is attached. Therefore, the air-fuel mixture compressed by the connecting rod 37 in each compression chamber B is
It is discharged into the pressurized intake chamber C1, is discharged from there into one second pressurized intake chamber C2, and this second pressurized intake chamber C2 is further discharged.
Is discharged and sucked into each combustion chamber 13 from each pressurized intake pipe 65 and each intake port 15. Also, the crankcase 3
A water jacket 64 is formed so as to surround the first pressurized intake chamber C1 and the second pressurized intake chamber C2 in the portion forming the first pressurized intake chamber C1 and the pressurized chamber housing 63. As a result, the air-fuel mixture that is compressed by the connecting rod 37 and rises in temperature is cooled in the two pressurized intake chambers C1 and C2 to prevent the efficiency of filling the air-fuel mixture in the combustion chamber 13 from decreasing and to improve the engine performance. I am able to maintain. Although only the water jacket 64 around the second pressurized intake chamber C2 is shown in FIG. 4, the water jacket 64 communicating with the illustrated water jacket 64 around the first pressurized intake chamber C1 is also shown. There is a jacket, and this water jacket communicates with the water jacket of the cylinder body 5 through the connecting portion between the crankcase 3 and the cylinder body 5. Therefore, the cooling water for cooling the cylinder portion flows in the water jacket 64 in the pressurized intake system means, so that it is not necessary to separately provide a pump or the like, and the water jacket 64 is
Since it is communicated with the water jacket of the cylinder body 5 via the crankcase 3, it is not necessary to separately provide a connecting pipe or the like. Further, each pressurizing intake pipe 65 in the pressurizing intake system means is provided with a butterfly type throttle valve 67 that opens and closes in conjunction with the operation of an accelerator grip (not shown). The butterfly-type throttle valve 67 is configured to move in conjunction with a throttle valve (not shown) provided in the carburetor 79 that constitutes the intake system means, whereby the carburetor 79 is moved.
It prevents the delay of response due to being away from.

(Description of Bypass Passage for Connecting Pressurized Intake System and Intake System) The above-described second pressurized intake chamber C2 and intake chamber D
And a small-diameter bypass passage 88. A butterfly valve 88a is arranged at a position near the second pressurized intake chamber C2 on the way of the bypass passage 88. These butterfly valves 88a open and close in conjunction with accelerator operation, and open when the load is low (when the opening degree of the butterfly throttle valve 67 is small) and close when the load is medium or high. In addition, in addition, the operation may be performed from the closed state to the open state in advance of the rapid deceleration. When the opening of the butterfly type throttle valve 67 is small, the amount of new supercharged air may be small.
By opening a, the pressures of the pressurized intake chambers C1 and C2 are lowered, and the pump work of the connecting rod 37 is reduced, whereby the loss horsepower can be reduced. Further, at the time of sudden deceleration, the butterfly throttle valve 67 is suddenly closed on the outlet side of the second pressurized intake chamber C2, the pressure in the pressurized intake chambers C1, C2 is rapidly increased, the loss horsepower is rapidly increased, and the engine stall is caused. In such a case, the butterfly valve 88a at the time of rapid deceleration may be opened prior to the quick closing operation of the throttle valve 67. When the pressurized intake chambers C are provided independently for each cylinder, the number of bypass passage upstream pipes of the number of cylinders is led from the pressurized intake chambers C for each cylinder, and they are united on the way to form one bypass passage. A downstream pipe communicates with the intake chamber D. The butterfly valve 88a is disposed in each bypass passage upstream pipe or in the combined bypass downstream pipe. When the butterfly valve 88a is provided in the downstream pipe of the bypass passage, one valve may be used.
As a result, the pressurized intake chambers C are communicated with each other at least when the butterfly valve 88a is opened, and when there is a difference in the pressurization performance in each cylinder (when the sealing capacity of each part changes over time). Even if it occurs), the amount of fresh air charged into the combustion chamber 13 can be balanced, the output in each cylinder can be leveled, and vibration increase can be prevented. This feature can be similarly obtained even when the pressurization / intake chamber C is formed in common for each cylinder as in the present embodiment.

(Explanation of Exhaust System Means) An exhaust system means is provided on the opposite side of the cylinder head 7 from the bank space. The exhaust system means includes four exhaust pipes 89 connected to the exhaust port 17 of each cylinder, a silencer 90 provided for each of the banks 2A and 2B, and an exhaust tail connected to each silencer 90. And a tube 91. The front and rear exhaust pipes 89 of each of the banks 2A and 2B extend toward the rear of the hull, merge into one bank of each bank downstream, and then the corresponding silencer 9
Connected to 0. The exhaust tail pipe 91 of each bank connected to the silencer 90 extends toward the rear of the hull,
The downstream end thereof opens into the compartment 172 that houses the jet pump type propulsion device 158 (see FIG. 2). As a result, the exhaust gas from the engine passes through the exhaust means and is exhausted into the water from the compartment 172. In addition, in FIG. 2, each bank 2A, 2B has an independent exhaust system, but further merges downstream of each exhaust 89 of the left and right banks 2A, 2B.
Connected to one silencer located on either side of the ship,
The muffler may be exhausted into the compartment through a single exhaust pipe.

(Explanation of Oil) The crankshaft 29 and the piston 35 of the engine 1 configured as described above are supplied with oil in an oil tank (not shown) through a plurality of supply pipes 94 by an oil pump 92. Are supplied to the sliding portion between the piston 35 of each cylinder and the cylinder bore 11, the journal bearing portions of both crankshafts 29A and 29B, and the large end bearing portion of the connecting rod 37 of each cylinder (see FIG. 5). The oil pump 92 and the supply pipe 94 are omitted in FIG. Also,
The 4-valve oil stored in the oil reservoir (not shown) is circulated and supplied to the valve operating mechanism of the intake valve 19 and the exhaust valve 21 through the oil supply hole 95 provided in the head cover 9 by an oil pump (not shown). It

(Effects peculiar to the first embodiment) As described above, in the water vehicle according to the first embodiment, the left and right banks 2A and 2B have the hull 15 in the hull 152.
The engine is arranged so as to be substantially left-right symmetric with respect to the center plane Sc of 2 and the pressurized intake system means is centrally arranged in the bank space S between the left and right banks 2A and 2B to provide the pressurized intake which is a heavy load. Since the system means is located substantially on the center plane Sc of the hull 152, the weight balance of the hull 152 is extremely important. As a result, the hull is not tilted in the left-right direction, the difference in turning performance when the water vehicle 150 is turned is extremely small compared to a water vehicle equipped with another engine of the same weight, and steering operation is reduced. The effect is very easy. Further, in the engine of the first embodiment, since the pressurized intake system means is arranged in the bank space S formed between the two banks 2A and 2B,
Since the pressurized intake system means for all the cylinders can be easily made common, and as a result, the pressurized intake system means, which is a heavy object, can be downsized as a whole, the engine 1 itself can be downsized. Will be possible. Further, in the engine of the first embodiment, the exhaust system means of each bank 2A, 2B is arranged outside each bank 2A, 2B, so the heat of the exhaust system means may be trapped inside the hull 152. Absent. Further, the pressurized intake system means of both banks 2A and 2B are concentrated in the bank space S, and the exhaust system means of each bank 2A, 2B are arranged on the opposite side of the bank space S, so that the pressurized intake system The pressurized air-fuel mixture passing through the means is hardly affected by exhaust heat, particularly radiant heat, so that the filling efficiency is not deteriorated. In the crank chamber supercharged V-type engine in this embodiment, each bank 2
Since the pressurization and intake system means of all cylinders in A and 2B are arranged in the bank space S and the intake and exhaust system means are arranged on the opposite side of the bank space, in all cylinders, gas (fresh air and Exhaust) from the intake system means to the crank chamber 50
(Specifically, connecting rod accommodation chamber 60), crank compartment 5
Flow from 0 to the pressurized intake system means, from the pressurized intake system means to the intake port, from the intake port through the combustion chamber to the exhaust port, and from the exhaust port to the exhaust system means, and the flow of gas in each bank 2
When moving to the bank space S from the outside of A, 2B, a portion other than the crank compartment 50 and the combustion chamber, that is, the banks 2A, 2
It does not pass through the upper and lower parts of B. When the gas flow passes through the upper and lower portions of the banks 2A and 2B, that is, the pressurized intake system means and the intake and exhaust means are arranged from the bank space S side of each bank 2A, 2B to the opposite side. In this case, in addition to the cylinders, the pressurized intake system means and the intake / exhaust system means determine the length of the engine in the crankshaft direction. In particular, as in the engine of the first embodiment, each bank 2A , 2B in a multi-cylinder engine in which two cylinders are arranged above and below, the pressure intake system means and intake system means of some or all of the cylinders are extended from the bank space S side of each bank 2A, 2B to the opposite side. When arranged, the length of the engine 1 in the crank axis direction, that is, the length in the front-rear direction of the engine when mounted on a water vehicle as in this embodiment is increased. However, the engine 1 according to the first embodiment Then Since the pressurized intake system means and the intake / exhaust system means in the banks 2A and 2B are separately arranged on the bank space S and on the opposite side, various parts constituting the pressurized intake system means and the intake / exhaust system means are provided. The engine length (that is, the length of the engine in the crankshaft direction) is not increased.
Further, in this embodiment, since the air cleaner 81 is provided for each bank 2A, 2B, the air cleaner 81 corresponding to the intake chamber housing 75 in each bank 2A, 2B.
The position of can be close. As a result, the intake pipe 77
Can be formed in a short and linear manner, so that the intake resistance in the intake system means can be made very small. Further, in this embodiment, the air cleaner 81 for each bank is arranged laterally of the engine, that is, laterally of the hull, and the exhaust system means is arranged rearward of the engine. The heat of the means can be released rearward, and the fresh air sucked by the air cleaner 81 is not affected by the heat of the exhaust system means. Furthermore, in the present embodiment, the engine 1 is arranged so that the constituent members of the banks 2A and 2B are substantially symmetrical with respect to the center plane Sc, so that the temperature conditions in the banks 2A and 2B are substantially the same. Can be kept at

(Description of Second Embodiment) Next, a second embodiment of the water vehicle equipped with a crank chamber supercharged V-type engine according to the present invention will be described with reference to FIGS. 7 and 8.
The second embodiment has the same structure as the engine and the water vehicle of the first embodiment except the arrangement of the engine and the structure relating to the intake system means. The same reference numerals as those in the first embodiment are used and the duplicated description is omitted. FIG. 6 is a view showing the positional relationship between the hull and the engine as seen from the rear of the hull of the water vehicle,
FIG. 7 is a schematic view of the crankshaft 29 when the water vehicle of FIG. 6 is viewed from above. The intake chamber housing 75 in the intake system means of the engine 1 is provided in each of the banks 2A and 2B, and inside thereof, two intake chambers D corresponding to each cylinder are formed in the front and rear. An intake pipe 77 is connected to each intake chamber D, and these four intake pipes 77
Extend toward the starboard side of the engine 1 and are connected to the carburetor 79 after being gathered together in the downstream. Vaporizer 79
Is connected to an air cleaner (not shown), which takes in fresh air from this air cleaner, atomizes and mixes the fuel with one carburetor, and then, through an intake pipe 77 branched into four downstream, for each cylinder. It is sucked into the suction chamber A. In the engine 1 described above, as shown in FIG. 7, the crankshafts 29A and 29B of the left and right banks 2A and 2B respectively project rearward from the crankcase 3 and extend into the gearbox 4 provided at the rear of the crankcase 3. And these crankshafts 29
Gears 30A, 3 that engage with each other on the protruding portions of A, 29B
0B is provided for each. The crankshaft 29A of the left bank 2A projects from the gear box 4 and extends further rearward, and its rear end is directly connected to the drive shaft 166 of the water vehicle via a coupling (not shown). As a result, the output from the crankshaft 29 of each bank 2A, 2B is transmitted to the drive shaft 166 via the gears 30A, 30B and the coupling. Incidentally, the gear 3
0A and 30B are respectively housed in the gear box 4, and the penetrating portion of the crank shaft 29A in the gear box 4 is sealed with an appropriate seal member. The engine configured as described above, as shown in FIG.
The engine fixing bracket 1a provided at the bottom of the crankcase 3 so that its output shaft (that is, the crankshaft 29A and the center of gravity G) is located on the center plane Sc of the hull 152.
And the bottom plate 153 of the hull 152 via the antivibration mount 6.
Is fixed to the engine head 155 (see FIG. 3)

(Effects peculiar to the second embodiment) According to the intake system means of the water vehicle according to the second embodiment described above, the air-fuel mixture after the fuel is atomized and mixed by one vaporizer,
Since the intake pipe 77 is configured to suck each cylinder, there is no variation in the air-fuel ratio of each cylinder. Further, according to the intake system means according to the second embodiment, FIG.
As shown in FIG. 7, the exhaust system means and the pressurized intake system means, which are apt to reach a relatively high temperature, are arranged above the intake collecting pipe 78, so that the intake system means are affected by the thermal influence of the exhaust system means and the pressurized intake system means. Hard to receive. Furthermore, according to the intake system means of the second embodiment, the intake pipe 77 is once assembled downstream, and the carburetor and the air cleaner are provided upstream of the assembled portion. They can be made common to be one, and are compact and light in weight as compared with the intake system means in the first embodiment. Further, according to the configuration of the engine of the second embodiment, since the crankshaft 29A on the right bank 2A side is directly connected to the drive shaft 166 of the water vehicle, the output from the crankshaft 29 as in the first embodiment. Since a gear (127) for transmitting the power to the output shaft 126 is not required, the engine 1
Can be made compact.

(Others) In this embodiment, the pressurized intake chamber housing is formed so as to form all the common pressurized intake chambers C1 and C2 in the bank space S, but the structure of the pressurized intake system means Is not limited to this embodiment, and, for example, a completely independent pressurization / intake chamber may be formed for each cylinder, and a common pressurization for each bank or for an appropriate number of cylinders. An intake chamber may be formed. Further, the configurations of the intake system means and the exhaust system means are not limited to those of the present embodiment, and may be provided independently for each cylinder, or an appropriate number of them may be assembled. Furthermore, in this embodiment, a carburetor is provided in the intake system means, a throttle valve different from the carburetor is provided near the intake port of the pressurized intake pipe, and the engine for throttle operation is provided by this other throttle valve. Although the output response delay is prevented, the position where the carburetor is provided is not limited to this embodiment, and may be provided near the intake port of the pressurized intake pipe, for example. When the carburetor is provided near the intake port of the pressurized intake pipe as described above, it is not necessary to provide a throttle valve separately from the carburetor. It is necessary to sufficiently seal the portion of the intake pipe where the carburetor is provided. Further, when the vaporizer is provided in the pressurized intake pipe, the pressure in the vaporizer must be higher than the pressure downstream of the vaporizer in the pressurized intake pipe. High pressure is needed. Further, since the generator 47 also serving as a flying wheel, which is a heavy object, is arranged on the crankshaft 29A arranged on or near the center plane Sc of the hull 152, the engine 1
It is easy to dispose the center of gravity G1 on the center plane Sc of the hull 152 or in the vicinity thereof. Further, in the present embodiment, the crankcase supercharged multi-cylinder engine according to the present invention is described by taking an engine that produces a mixture using a carburetor as an example. Of course, without limitation, a fuel injection device may be used. The crankcase supercharged V-type engine in the above-described embodiment is a four-cycle engine that burns and explodes in each cylinder once every two rotations of the crankshaft, which is pressurized and supercharged by the movement of the connecting rod 37. The engine may be a two-cycle engine that guides the pressurized intake air to a scavenging port that opens in the cylinder side wall and burns and explodes once per crankshaft rotation. Further, if the crankcase supercharged V-type engine is a four-stroke engine, the intake air in the crankcase may be pressurized by moving the piston 35. further,
Needless to say, the arrangement of the two types of engines mentioned in the embodiments is merely an embodiment, and the arrangement of the engines can be freely changed within the scope described in the claims.

As described above, according to the water vehicle equipped with the crank chamber supercharged V-type engine according to the present invention, a plurality of cylinders are provided, and these cylinders are V-shaped at an angle within 180 °.
Open to the mold and pressurize the fresh air in the crank chamber of the cylinder, and the pressurized fresh air is burned in each cylinder through a pressurized intake system means including a pressurized intake passage and an intake valve for each cylinder. A crank chamber supercharged V-type engine configured to discharge exhaust gas from a combustion chamber by an exhaust system including an exhaust valve to a water vehicle, with an output shaft of the engine on a central axis in a plan view of the hull. The weight balance in the roll direction of the water vehicle equipped with the engine is improved, and the inclination of the hull can be reduced, because the water vehicle equipped with the engine is located on the vertical plane of the output shaft. Produce an effect.

[Brief description of drawings]

FIG. 1 is a schematic side view of a partial cross section of a water vehicle equipped with an engine.

2 is a partial cross-sectional schematic top view of the water vehicle in FIG.

FIG. 3 is a diagram showing a positional relationship between a hull and an engine as seen from the rear of the hull of a water vehicle.

FIG. 4 is a schematic exploded cross-sectional view of the engine 1 cut along the left and right cylinder surfaces in a direction orthogonal to the axial direction of the crankshaft thereof and seen from the rear of the hull.

5 is a sectional view taken along line AA in FIG.

FIG. 6 is a diagram showing the positional relationship between the hull and the engine as seen from the rear of the hull of the water vehicle.

FIG. 7 is a schematic diagram of a crankshaft 29 when the water vehicle is viewed from above.

[Explanation of symbols]

 1 Engine 1a Engine fixing bracket 2A Left bank 2B Right bank 3 Crankcase 3a Bulkhead 4 Gearbox 5 Cylinder body 6 Anti-vibration mount 7 Cylinder head 9 Head cover 11 Cylinder bore 13 Combustion chamber 15 Intake port 17 Exhaust port 19 Intake valve 21 Exhaust valve 23 Valve Spring 25 Camshaft 27 Sprocket 28 Chain 29 Crankshaft 30A Gear 30B Gear 31 Rocker Shaft 32 Output Transmission Gear 33 Rocker Arm 35 Piston 35a Recess 35b Notch 37 Connecting Rod 39 Crankpin 41 Crankweb 45 Journal Part 47 Generator 49 Partition Wall 50 Crank compartment 51 Fitting portion 52 Fitting hole 53 Notch 55 Notch 57 Inner peripheral wall 59 Housing recess 60 Connecting rod housing 61 Sealing 63 Pressurized chamber housing 64 Water jacket 65 Pressurized intake pipe 67 Butterfly type throttle valve 71 Reed valve means 75 Intake chamber housing 77 Intake pipe 79 Vaporizer 81 Air cleaner 87 Reed valve means 88 Bypass passage 88a Rosefly valve 89 Exhaust pipe 90 Mute Unit 91 Exhaust tail pipe 92 Oil pump 94 Supply pipe 95 Oil supply hole 150 Water vehicle 152 Hull 153 Bottom plate 154 Seat 155 Engine head 156 Navigation handle 158 Jet pump type propulsion device 160 Flow path forming pipe 162 Deflector nozzle 164 Impeller 166 Drive shaft 170 gear 172 compartment A suction chamber B compression chamber C1 first pressurized suction chamber C2 second pressurized suction chamber D suction chamber S bank space G center of gravity Sc center plane

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Internal reference number FI technical display area F02B 75/18 B63H 21/26 M

Claims (1)

[Claims] 1. A plurality of cylinders, each of which has 18 cylinders.
Pressurized intake system means that is expanded into a V-shape at an angle of 0 ° or less, pressurizes fresh air in the crank chamber of the cylinder, and pressurizes the fresh air with a pressurized intake passage and an intake valve for each cylinder. In a water vehicle equipped with a crank chamber supercharged V-type engine, which is configured to be guided to a combustion chamber of each cylinder via an exhaust gas and exhausted from the combustion chamber by exhaust system means including an exhaust valve, A crank characterized in that a supercharged V-type engine is arranged with its output shaft located on the central axis of the hull in plan view and its angle of gravity is adjusted so that its center of gravity is located on the vertical plane of the output shaft. Room supercharged V-type water vehicle.