WO2016103404A1

WO2016103404A1 - V-type engine

Info

Publication number: WO2016103404A1
Application number: PCT/JP2014/084344
Authority: WO
Inventors: 武広西殿; 淳次高井; 敏郎横山
Original assignee: 三菱自動車工業株式会社; 三菱自動車エンジニアリング株式会社
Priority date: 2014-12-25
Filing date: 2014-12-25
Publication date: 2016-06-30
Also published as: JPWO2016103404A1; JP6296373B2

Abstract

　This V-type engine, in which the axis of cylinders formed in each of a pair of banks comprising a first bank and a second bank are offset from the axial center of a crankshaft in the same direction as the direction of rotation of the crankshaft, is provided with: a port injection device provided to each cylinder, and configured so as to inject fuel into an intake port that opens between the pair of banks; and a cylinder injection device provided to each cylinder and between the pair of banks, and configured so as to directly inject fuel into a combustion chamber.

Description

V type engine

This disclosure relates to a V-type engine.

Patent Document 1 discloses a V-type engine in which the axis of a cylinder formed in each of a pair of banks including a first bank and a second bank is offset in the same direction as the rotation direction of the crankshaft with respect to the crankshaft. It is disclosed. More specifically, in a normal engine without offset, the cylinder axis of each of the V-shaped deck cylinder portions forming a pair of banks is located at a position passing through the axis center of the crankshaft. On the other hand, in the V-type engine having the above-described offset, the length (deck height) from the center of the crankshaft to the deck surface (upper deck surface) of the cylinder block (deck cylinder portion) is maintained. By translating the axis of each deck cylinder in the same direction as the direction of rotation of the crankshaft with respect to the center of the crankshaft, each deck cylinder can remain in the same direction (with the bank angle maintained) Shifted in the same direction (offset). In Patent Document 1, in order to increase the durability reliability against roll vibration during engine operation, in order to reduce the distance from the center of roll vibration, the intake system is located near the overhead of the bank shifted to the lower side by this offset. It is also disclosed to dispose electronic precision functional parts to be assembled in the box.

On the other hand, Patent Document 2 discloses a configuration of an injector provided in a V-type engine. In Patent Document 2, an injector (in-cylinder injector) that injects fuel directly into a combustion chamber and an injector (intake pipe injector) that injects fuel into an intake passage are provided for each cylinder. Specifically, in Patent Document 2, both the in-cylinder injector and the intake pipe injector are disposed in the bank. Further, the intake ports of both banks are opened in the bank, and the intake manifold extends from the surge tank provided in the upper part of one bank (left bank) to the intake port. The in-cylinder injector is installed in the V bank and inside the intake manifold, while the intake pipe injection injector is installed in the V bank and outside (outer peripheral side) of the intake manifold. .

JP 2005-54655 A International Publication 2006/302628 (Patent No. 4495211)

As described above, Patent Document 1 aims to improve durability reliability against roll vibration of precision functional parts mounted on an offset V-type engine. There is no description. Further, Patent Document 2 discloses a V-type engine in which two types of injectors, an in-cylinder injector and an intake pipe injector, are arranged. However, the V-type engine disclosed in Patent Document 2 has the above offset. Is not provided.

In view of the above-described circumstances, at least one embodiment of the present invention is configured such that the axis of the cylinder formed in each of the pair of banks including the first bank and the second bank is the rotation direction of the crankshaft with respect to the crankshaft. An object of the present invention is to provide a V-type engine that is offset in the same direction and includes two types of fuel injection devices between the offset banks.

(1) In a V-type engine according to at least one embodiment of the present invention, the rotation direction of the crankshaft is set with respect to the axis of the cylinder formed in each of the pair of banks including the first bank and the second bank. Between the pair of banks and a port injection device configured to inject fuel into an intake port provided for each cylinder and opening between the pair of banks. And an in-cylinder injection device provided for each cylinder and configured to inject fuel directly into the combustion chamber.

According to the configuration of (1) above, in the V-type engine, the heights of the first bank and the second bank differ depending on the offset, and the port injection device and the in-cylinder injection device are the same as those of the V-type engine. It is connected to an intake port that opens between a pair of banks. That is, the port injection devices and the in-cylinder injection devices of the first bank and the second bank are provided in a bank space such as a space between a pair of banks (inside the bank) or an upper space in the bank (between the banks). However, there is no mutual interference such as colliding with each other in the vertical direction due to the height difference between the pair of banks caused by the offset. For this reason, the port injection device and the in-cylinder injection device can be arranged in the bank space. Further, by arranging the port injection device and the in-cylinder injection device in the bank space, the first bank and the second bank serve as protective walls on both sides, and the protective wall protects the port injection device and the in-cylinder injection device. be able to. Further, since the port injection device and the in-cylinder injection device can be the same for both the first bank and the second bank, it is necessary to design and manufacture for each of the first bank and the second bank. In addition, the cost can be reduced.

(2) In some embodiments, in the configuration of (1), the first side intake port that is the intake port of the first bank and the second side intake port that is the intake port of the second bank. Each of the first side intake ports connected to each of the first side intake ports and extending upwardly along the first bank between the pair of banks, and the second side intake passage portion. A plurality of branch passages connected to each of the ports and extending upwardly along the second bank between the pair of banks, and the port injection device includes It is provided between the first side manifold passage portion and the second side manifold passage portion.
According to the configuration of (2) above, the port injection device includes a manifold section (a first manifold section that is the manifold section of the first bank and a second manifold section that is the manifold section of the second bank). ). As a result, in addition to the first bank and the second bank, the manifold passage portion serves as a protective wall, so that the protection of the port injection device and the in-cylinder injection device can be enhanced.

(3) In some embodiments, in the configuration of (2), the first-side manifold passage portion includes a coupling wall that couples the branch passages adjacent to each other in the first-side manifold passage portion. The second side manifold passage portion has a coupling wall that couples the branch passages adjacent to each other in the second side manifold passage portion.
According to the configuration of (3) above, the adjacent passages belonging to the first-side manifold passage portion are connected to the adjacent passages belonging to the second-side manifold passage portion, so that there is no gap between the branch passages. There is no gap or the gap is small. For this reason, the function as a protective wall of a manifold passage part is strengthened, and protection of a port injection device and an in-cylinder injection device can be strengthened.

(4) In some embodiments, in the configurations of the above (2) to (3), a first low pressure connected to each of the port injectors of the first bank and supplying low pressure fuel to the port injectors A fuel supply pipe, a second low pressure fuel supply pipe connected to each of the port injection devices of the second bank, and supplying low pressure fuel to the port injection device, and each of the in-cylinder injection devices of the first bank Connected to each of a first high-pressure fuel supply chamber that supplies high-pressure fuel to the in-cylinder injection device and the in-cylinder injection device of the second bank, and supplies high-pressure fuel to the in-cylinder injection device. A second high-pressure fuel supply chamber, and the first low-pressure fuel supply pipe, the second low-pressure fuel supply pipe, the first high-pressure fuel supply chamber, and the second high-pressure fuel supply chamber include the pair of banks, The first side Surrounded with 岐通 path portion by said second side manifold passage portion.
According to the configuration of (4) above, the low-pressure fuel supply pipe and the high-pressure fuel supply chamber for supplying fuel to each of the first bank and the second bank include the pair of banks, the first side manifold passage portion, and the second bank. It is provided inside the space surrounded by the side manifold passage. Thus, the fuel supply device (low-pressure fuel supply pipe and high-pressure fuel supply chamber) can be protected by the protective walls formed by the first bank, the second bank, and the manifold passage.

(5) In some embodiments, in the configurations of (1) and (2), the port injection device is provided above the in-cylinder injection device, and the port injection device of the first bank The port injection devices of the second bank are arranged shifted in the front-rear direction, and the in-cylinder injection device of the first bank and the in-cylinder injection device of the second bank are arranged shifted in the front-rear direction. Is done.
According to the configuration of (5) above, the port injection device and the in-cylinder injection device are spatially separated from each other in the vertical direction, and the port injection devices in the first bank and the second bank and the in-cylinder injection devices are also in a space. Therefore, the first bank and the second bank are alternately arranged by being shifted in the front-rear direction. For this reason, even when the sandwiching angle (bank angle) between the pair of banks is narrow, the port injection device and the in-cylinder injection device can be arranged in the bank space.

(6) In some embodiments, in the configurations of (1) to (5) above, the sandwich angle between the first bank and the second bank is 60 degrees or less.
According to the configuration of (6) above, even when the angle between the pair of banks is narrow, the fuel injection device (port injection device and in-cylinder injection device) and the fuel supply device are utilized by utilizing the height difference between the pair of banks. The (low-pressure fuel supply pipe and high-pressure fuel supply chamber) can be arranged in the bank space, and these can also be protected.

(7) In some embodiments, in the above configurations (1) to (6), a supercharger is further provided above the pair of banks.
According to the configuration of the above (7), the supercharger is provided above the pair of banks, so that the supercharger serves as a protective wall, and the fuel injection device (port injection device and The upper part of the in-cylinder injection device) and the fuel supply device (low pressure fuel supply pipe and high pressure fuel supply chamber) can be protected. Moreover, the periphery of the fuel injection device and the fuel supply device is surrounded by this configuration, and the protection function is enhanced.

According to at least one embodiment of the present invention, a V-type engine is provided that includes two types of fuel injectors between offset banks.

It is a front view of a V type engine concerning one embodiment of the present invention. It is a top view of the V-type engine of FIG. FIG. 2 is a partial cross-sectional view above the cylinder head portion of the V-type engine in FIG. 1. It is a side view of the part above the cylinder head part of the V-type engine in FIG. It is a perspective view of a port injection device and a cylinder injection device concerning one embodiment of the present invention. FIG. 6 is a side view of the port injection device and the in-cylinder injection device of FIG. 5.

Hereinafter, some embodiments of the present invention will be described with reference to the accompanying drawings. However, the dimensions, materials, shapes, relative arrangements, etc. of the components described in the embodiments or shown in the drawings are not intended to limit the scope of the present invention, but are merely illustrative examples. Absent.
For example, expressions expressing relative or absolute arrangements such as “in a certain direction”, “along a certain direction”, “parallel”, “orthogonal”, “center”, “concentric” or “coaxial” are strictly In addition to such an arrangement, it is also possible to represent a state of relative displacement with an angle or a distance such that tolerance or the same function can be obtained.
For example, an expression indicating that things such as “identical”, “equal”, and “homogeneous” are in an equal state not only represents an exactly equal state, but also has a tolerance or a difference that can provide the same function. It also represents the existing state.
For example, expressions representing shapes such as quadrangular shapes and cylindrical shapes represent not only geometrically strict shapes such as quadrangular shapes and cylindrical shapes, but also irregularities and chamfers as long as the same effects can be obtained. A shape including a part or the like is also expressed.
On the other hand, the expressions “comprising”, “comprising”, “comprising”, “including”, or “having” one constituent element are not exclusive expressions for excluding the existence of the other constituent elements.

FIG. 1 is a front view of a V-type engine 1 according to an embodiment of the present invention. FIG. 2 is a plan view of the V-type engine 1 of FIG. 3 is a partial cross-sectional view above the cylinder head portion 3 of the V-type engine in FIG. 4 is a side view of a portion above the cylinder head portion 3 of the V-type engine 1 in FIG.
As shown in FIG. 1, the V-type engine 1 (hereinafter, engine 1) includes a port injection device 4 and an in-cylinder injection device 5.

In the illustration of FIG. 1, the engine 1 is a 6-cylinder V-type engine, and has a first bank 12a (right bank in FIG. 1) and a second bank 12b each having three cylinders 23 (cylinders) arranged in series. (The left bank in FIG. 1) is arranged in a V shape (V shape), and both banks (12a, 12b) share one crankshaft 15. Further, as will be described later, the engine 1 uses the axis 23 (cylinder axis L) of the cylinder 23 formed in each of the pair of banks 12 including the first bank 12a and the second bank 12b as the axis center O ( This is a V-type engine that is offset in the same direction as the direction of rotation of the crankshaft 15 (the direction of the arrow E) with respect to the crankshaft).

Further, as shown in the plan view of FIG. 2, the engine 1 has a first bank 12 a relatively positioned in the front direction in the front-rear direction of the engine body 11 (hereinafter referred to as “front-rear direction”). 12b is located relatively rearward. In the V-type engine 1, since one crankshaft 15 is shared by the two banks 12, the first bank 12a and the first bank 12a are connected so that the connecting rod 25 is connected without interfering in the front-rear direction. This is because the second bank 12b is shifted in the front-rear direction. For this reason, the first bank 12a and the second bank 12b are displaced relative to each other in the front-rear direction by a width W. The engine body 11 of the engine 1 includes a V-shaped cylinder block portion 2 and a cylinder head portion 3.

The cylinder block part 2 has a V-shaped deck cylinder part 21 and a crankcase part 22 common to both banks (12a, 12b) provided at the lower part of the deck cylinder part 21. In addition, an upper deck surface 26, which is a surface on which the cylinder head portion is mounted, is provided on both V-shaped heads of the deck cylinder portion 21. A cylinder 23 is provided. Further, the crankshaft 15 is rotatably supported by the crankcase portion 22 described above. A piston 24 slidably accommodated in each cylinder 23 is connected to the crankshaft 15 via a connecting rod 25. As a result, heat energy generated by combustion in the combustion chamber 31 of each cylinder is converted into kinetic energy that causes the piston 24 to reciprocate and the crankshaft 15 to rotate. In the illustration of FIG. 1, the crankshaft 15 rotates in the direction indicated by the arrow E that is clockwise about the axis center O of the crankshaft 15. Further, the cylinder block portion 2 may include an oil pan 28 that is mounted so as to cover the lower opening of the crankcase portion 22.

On the other hand, a plurality of depressions (for example, a hemispherical shape) positioned so as to correspond to each of the plurality of cylinders 23 are provided in the cylinder head portion 3. When the cylinder head portion 3 is mounted on the upper deck surface 26 of the deck cylinder portion 21, the plurality of cylinders 23 inside the deck cylinder portion 21 and the above plurality of depressions coincide with each other, so that each cylinder 23 burns. A chamber 31 is formed. Further, by mounting the cylinder head portion 3 on the deck cylinder portion 21, a pair of banks 12 of the first bank 12a and the second bank 12b is formed. At the same time, a space (inside the bank 13) surrounded by the first bank 12 a and the second bank 12 b as walls on both sides in the left-right direction of the engine body 11 (hereinafter “left-right direction”) is the first bank 12 a and the second bank 12 b. It is formed between two banks 12b. The cylinder head unit 3 may include a rocker cover 37 that is mounted so as to close the head opening of each cylinder head unit 3 of each bank 12.

Further, each cylinder head 3 is provided with two intake valves and exhaust valves (not shown), an intake port 32 opened in the bank 13 and an exhaust port 35 for each cylinder 23. That is, the combustion chamber 31 of each cylinder 23 and the outside of the cylinder head portion 3 are communicated with each other by an intake port 32 (32a, 32b) that is a passage for leading intake air to the combustion chamber 31, and this communication state is established by an intake valve. Configured to be controlled. On the other hand, an exhaust port 35, which is a passage for guiding combustion gas (exhaust gas) from the combustion chamber 31 to the outside, also communicates with each combustion chamber 31 and the outside of each bank 12, and this communication state is controlled by an exhaust valve. Configured to be. The exhaust port 35 may communicate with the outside and each combustion chamber 31 by extending outside the bank 13 such as the side opposite to the bank 13 where the intake port 32 is provided. Further, the intake port 32 and the exhaust port 35 are branched into two inside and connected to the combustion chamber 31, and one intake valve and one exhaust valve are provided for each branch.

In FIG. 1, the sandwich angle (bank angle) formed by the two banks 12 of the first bank 12a and the second bank 12b is about 60 degrees, and the space formed in the bank 13 has a bank angle of 90 ° C. Narrow compared to things. However, the bank angle is not limited to 60 degrees and may be an arbitrary angle such as 90 degrees. As will be described later, the supercharger 7 may be provided between the banks, which are spaces extending above (upper) the inside 13 of the bank. Further, the number of cylinders of the engine 1 is not limited to six, and may be a multi-cylinder engine having a plurality of cylinders. The number of intake valves and exhaust valves for each cylinder 23 is also arbitrary, and may be one or plural, and the number of branches inside the intake port 32 and the exhaust port 35 may also be the same. It depends on the number of valves.

As illustrated in FIG. 1, the intake port 32 includes a plurality of intake ports 32 (three first-side intake ports 32a) in the first bank 12a (three in FIG. 1). Is open. Similarly, the second bank 12b is also provided with a plurality of intake ports 32 (second intake ports 32b) (three in FIG. 1), each opening in the bank 13. The direction of the opening of the intake port 32 (32a, 32b) may be directed upward in the vertical direction (hereinafter, the vertical direction) of the engine body 11, as shown in FIG. The intake port 32 is configured such that a manifold passage portion 62 (intake manifold) constituting a part of the intake passage for supplying air to the combustion chamber 31 is connected (connected) toward the combustion chamber 31. Intake air (intake air) flowing through the intake passage is supplied to the intake port 32 from the manifold passage portion 62 located on the upstream side.

As described above, the opening 33 of the intake port 32 is configured so that the manifold passage portion 62 can be connected, and the distal end portion 41 of the port injection device 4 described later can also be connected. For example, the opening 33 of the intake port 32 is based on a shape that matches the shape of the internal passage of the manifold passage portion 62, and a part of this base shape so that the distal end portion 41 of the port injection device 4 can be inserted (connected). May be formed to widen (see FIG. 3).

In the engine 1 having such a configuration, as described above, the axis (cylinder axis L) of the cylinder 23 formed in each of the pair of banks 12 including the first bank 12a and the second bank 12b has a crank axis ( The crankshaft 15 is offset in the same direction as the rotation direction of the crankshaft 15 (the direction of the arrow E) with respect to the shaft center O). That is, in the normal engine in which each bank 12 is not offset, the plurality of cylinder axis lines L1 in each deck cylinder portion 21 are at positions passing through the axial center O of the crankshaft 15. On the other hand, in the above-described offset engine 1, each deck cylinder is maintained while maintaining the length (deck height H) from the axial center O of the crankshaft 15 to the upper deck surface 26 of the cylinder block 2. The plurality of cylinder axes L of the portion 21 are translated (offset) by an offset amount δ in the same direction as the rotation direction E of the crankshaft 15 with respect to the axis O of the crankshaft 15. In FIG. 1, the plurality of cylinder axes L and the plurality of cylinder axes L <b> 1 are shown to overlap the one on the foremost side.

Due to this offset, the first bank 12a on the front side in the rotational direction E becomes higher than the position of the normal engine, and the second bank 12b on the rear side in the rotational direction E becomes lower, so that both banks 12 become There is a height difference in the vertical direction. For this reason, there is a difference in the vertical position of each intake port 32 of the first bank 12a and the second bank 12b. In the illustration of FIG. 1, the first intake port 32a having the height H1 is different. The difference in height between the position of the opening 33 and the position of the opening 33 of the second intake port 32b having the height H2 is H1-H2 (H1> H2). In the embodiment of FIG. 1, the offset amount δ is the same in the first bank 12a and the second bank 12b, but in some other embodiments, the offset amount δ is different in the first bank 12a and the second bank 12b. Alternatively, the offset amount δ may be used.

Further, a port injection device 4 and an in-cylinder injection device 5 described below are provided between the banks 13 of the pair of banks 12 having the height difference due to the offset. The port injection device 4 is located above the in-cylinder injection device 5 between the bank 13 and the bank. Moreover, the high pressure and the low pressure used in the description of the following two types of fuel injection devices (4, 5) mean relative pressures when both are compared. For example, a high-pressure fuel means a higher pressure than a low-pressure fuel, and conversely, a low-pressure fuel means a lower pressure than a high-pressure fuel.

As shown in FIG. 1, the port injection device 4 is provided for each cylinder 23 between a pair of banks 12 (12a, 12b) and opens between the pair of banks 12 (12a, 12b). 32 (32a, 32b) is configured to inject fuel. More specifically, in the port injection device 4, the front end portion 41 extends inside the intake port 32, so that the fuel injection port 43 for injecting fuel is located inside the intake port 32. Is configured to inject fuel into the intake port 32. For example, FIG. 3 illustrates a cross section on the first bank 12a side, but the front end portion 41 of the port injection device 4 is inserted into the opening 33 of the intake port 32 that opens upward, so that the port The fuel injection port 43 of the injection device 4 may be located inside the intake port 32.

In addition, a low pressure fuel supply pipe 44 is connected to the port injector 4, and fuel (low pressure fuel) is supplied in a low pressure state from a fuel tank (not shown) via the low pressure fuel supply pipe 44 and the fuel pipe 46. The That is, the fuel supplied through the fuel pipe 46 is once supplied to the low-pressure fuel supply pipe 44 for each bank 12, and the port injection devices 4 (in the example of FIG. 3 for every 12). In addition, as shown in FIG. 3, the fixing member 45 may be used to fix to the manifold passage portion 62.

On the other hand, as shown in FIG. 1, the in-cylinder injection device 5 is also provided for each cylinder 23 between the pair of banks 12 (12 a, 12 b), and is configured to inject fuel directly into the combustion chamber 31. . More specifically, as illustrated in FIG. 3, the cylinder head portion 3 is configured such that the in-cylinder injection device 5 can be inserted from the side surface forming the inside of the bank 13, and the in-cylinder injection to be inserted The fuel injection port 53 of the device 5 is configured to face the combustion chamber 31. And the front-end | tip part 51 of the in-cylinder injection device 5 inserted in the cylinder head part 3 extends toward the combustion chamber 31, and the fuel injection port 53 in the forefront of the front-end | tip part 51 opens with respect to the combustion chamber 31. It is configured to As shown in FIG. 3, the in-cylinder injection device 5 (tip portion 51) may be installed inside the cylinder head portion 3 along the intake port 32.

The in-cylinder injector 5 is connected to a high-pressure fuel supply chamber 54 (accumulation chamber), and a high-pressure fuel is supplied from a fuel tank (not shown) via the high-pressure fuel supply chamber 54 and a supply pump (not shown). (High pressure fuel) is supplied. For example, the fuel in the fuel tank is supplied to the high-pressure fuel supply chamber 54 by a supply pump (not shown), and the fuel is supplied from the supply pump to the high-pressure fuel supply chamber 54 at a predetermined pressure according to the rotational speed of the engine 1. Also good. In the high pressure fuel supply chamber 54, the fuel may be adjusted to a predetermined fuel pressure, and the high pressure fuel controlled to the predetermined fuel pressure may be supplied from the high pressure fuel supply chamber 54 to the in-cylinder injection device 5.

As shown in FIGS. 1 and 3, the port injection devices 4 in the two banks 12 and the in-cylinder injection devices 5 in the two banks 12 are generated by the offset described above. The vertical position differs depending on the height difference of the two banks 12. That is, the port injection device 4 provided in the first bank 12a is located above the port injection device 4 provided in the second bank 12b in the vertical direction. On the other hand, the in-cylinder injection device 5 provided in the first bank 12a is located above the in-cylinder injection device 5 provided in the second bank 12b in the vertical direction.

More specifically, the position of the intake port 32, the position of the port injection device 4 and the low-pressure fuel supply pipe 44, the position of the in-cylinder injection device 5 and the high-pressure fuel supply chamber 54 in the cylinder head portion 3 are as follows. The same applies to the bank 12a and the second bank 12b. However, the vertical positions of these banks 12 differ according to the height difference between the banks 12. 1 to 3, since the first bank 12a is located above the second bank 12b, the first side intake port 32a, the port injection device 4, the low pressure fuel supply pipe of the first bank 12a. 44 is located above the second side intake port 32b, the port injection device 4 and the low pressure fuel supply pipe 44 of the second bank 12b. Similarly, the in-cylinder injection device 5 and the high-pressure fuel supply chamber 54 of the first bank 12a are positioned above the in-cylinder injection device 5 and the high-pressure fuel supply chamber 54 of the second bank 12b, respectively. In this way, by utilizing the difference in height between the pair of banks 12 due to the offset, even if the inside of the bank 13 is narrow, the fuel injection of both the port injection device 4 and the in-cylinder injection device 5 of both banks 12 is performed. The apparatus can be installed in a bank space such as a space between a pair of banks 12 (inside the bank 13) or a space above the inside of the bank 13 (between banks).

According to the above configuration, in the V-type engine 1, the heights of the first bank 12a and the second bank 12b differ depending on the offset, and the port injection device 4 and the in-cylinder injection device 5 It is connected to an intake port 32 that opens between a pair of banks 12 of the engine 1. That is, the port injection devices 4 and the in-cylinder injection devices 5 of the first bank 12a and the second bank 12b are located between the pair of banks 12 (inside the bank 13), the space above the inside of the bank 13 (between the banks), and the like. However, there is no mutual interference such as collision between the pair of banks 12 caused by the above-described offset due to the height difference of the pair of banks 12. For this reason, the port injection device 4 and the in-cylinder injection device 5 can be arranged in the bank space. Further, by arranging the port injection device 4 and the in-cylinder injection device 5 in the bank space, the first bank 12a and the second bank 12b serve as protective walls on both sides, and the protective wall allows the port injection device 4 and the in-cylinder to be in-cylinder. The injection device 5 can be protected. Further, since the port injection device 4 and the in-cylinder injection device 5 can be the same for both the first bank 12a and the second bank 12b, for each of the first bank 12a and the second bank 12b. There is no need to design and manufacture, and costs can be reduced.

In some other embodiments, as shown in FIG. 1, the engine 1 includes a manifold section 62 connected to the intake port 32. That is, the engine 1 includes a first side intake port 32a that is an intake port 32 of the first bank 12a, a second side intake port 32b that is an intake port 32 of the second bank 12b, and a first side intake port 32a. A first side multi-passage portion 62a comprising a plurality of branch passages 63 extending upwardly along the first bank 12a between a pair of banks 12 comprising the first bank 12a and the second bank 12b, A second side multi-path composed of a plurality of branch passages 63 connected to each of the side intake ports 32b and extending upward along the second bank 12b between the pair of banks 12 including the first bank 12a and the second bank 12b. And the port injection device 4 is provided between the first-side manifold passage portion 62a and the second-side manifold passage portion 62b.

In the illustration of FIG. 1, the first-side manifold passage portion 62a (three branch passages 63) is a side surface of the first bank 12a that forms the inside 13 of the bank from the opening 33 of the first-side intake port 32a of the first bank 12a. (In accordance with the outer shape of the first bank 12a), and extends upward in the bank 13 without contacting the first bank 12a. Similarly, the second-side manifold passage portion 62b (three branch passages 63) extends from the opening 33 of the second-side intake port 32b of the second bank 12b along the side surface of the second bank 12b that forms the inside 13 of the bank. The second bank 12b extends upward in the bank 13 without contacting the second bank 12b.

More specifically, as shown in the side view of FIG. 4, the first side multi-passage portion 62 a includes a front branch passage 63 f located on the front side (front side) of the engine 1 and a rear side (rear side) of the engine 1. A rear branch passage 63r located on the side) and a central branch passage 63c located between the front branch passage 63f and the rear branch passage 63r. The branch passages 63 (63f, 63c, 63r) of the first-side manifold passage portion 62a are respectively connected to the three first-side intake ports 32a of the first bank 12a while forming independent intake passages therein. It is connected. On the other hand, the second side multi-passage portion 62b is similarly omitted, but has a front branch passage 63f, a central branch passage 63c, and a rear branch passage 63r, and each branch passage of the second side multi-passage portion 62b. 63 (63f, 63c, 63r) are respectively connected to the three second side intake ports 32b of the second bank 12b while forming independent intake passages therein.

The first side manifold passage portion 62a and the second side manifold passage portion 62b each extend along the side surface of each bank 12, thereby opening the intake port 32 as illustrated in FIG. It is also possible to extend upward while opening each other from 33 to the outside of the engine body 11. In other words, it extends upward along each bank 12 more than the distance between the intake port 32a to which the first side manifold portion 62a is connected and the intake port 32b to which the second side manifold portion 62b is connected. The distance between the first-side manifold passage portion 62a and the second-side manifold passage portion 62b at any given location is longer or equal. In this way, one end (downstream end) of each branch passage 63 of the first side manifold section 62a and the second side manifold section 62b is connected to each intake port 32, and the other end (upstream end) is connected to the other. By being connected to the intake passage 8, the manifold passage portion 62 forms a part of the intake passage for guiding air (fresh air) from the outside of the engine 1 to the internal combustion chambers 31.

In such an engine having the first side manifold passage portion 62a and the second side manifold passage portion 62b having a width in the front-rear direction, as shown in FIGS. 1 to 3, the port injector 4 includes the first side manifold passage portion 62a. It is located between the passage part 62a and the second-side manifold passage part 62b. In other words, the first manifold passage 62a is adjacent to the right side of the port injection device 4 in the first bank 12a, and the second bank 12b is in the left direction of the port injection device 4 in the first bank 12a. The second manifold section 62b is located across the port injection device 4. The second side manifold passage 62b is adjacent to the left of the port injection device 4 in the second bank 12b, and the port injection device 4 in the first bank 12a is sandwiched in the right direction of the second bank 12b. The first manifold section 62a is located. Thus, the 1st side manifold passage part 62a and the 2nd side manifold path part 62b are located in the left-right direction of the port injection apparatus 4. FIG. On the other hand, the first bank 12a and the second bank 12b are positioned in the left-right direction of the in-cylinder injection device 5.

According to said structure, the port injection apparatus 4 is provided inside the manifold passage part 62 (1st manifold part 62a and 2nd manifold part 62b). Thereby, in addition to the 1st bank 12a and the 2nd bank 12b, since the manifold passage part 62 plays the role of a protective wall, protection of the port injection device 4 and the in-cylinder injection device 5 can be strengthened.

Further, in some other embodiments, the engine 1 includes a supercharger 7 provided above a pair of banks 12. For this reason, in some embodiments, the other intake passage 8 connected to the upstream side of the first side manifold portion 62a and the second side manifold portion 62b has a main inlet as illustrated in FIGS. The supercharger 7 may be disposed above the pair of banks 12 by connecting the supercharger 7 to the main passage portion 6.

The configuration of the main passage portion 6 will be described. The main passage portion 6 connects the first side manifold passage portion 62a and the second side manifold passage portion 62b and is provided above the two banks 12. 7 to be connected. More specifically, the main passage portion 6 is shaped so as to surround the upper portion of the space between the banks 12 and both the left and right sides of the engine body 11 in the left-right direction. The space surrounded by the main passage portion 6 The supercharger 7 is installed. Further, the discharge port 74 of the supercharger 7 is connected to the central portion of the main passage portion 6 extending in the left-right direction so as to cover the upper portion of the supercharger 7, and below this central portion is in the bank. 13 is located. Thus, the intake outlet 74 of the turbocharger 7 faces upward, and the intake air discharged upward is distributed and introduced into the first side manifold section 62a and the second side manifold section 62b. It is configured as follows.

That is, the main passage portion 6 draws the intake air discharged upward from the discharge port 74 of the supercharger 7 in both directions facing the outside of the engine body 11 (in FIG. 1, left and right in the left-right direction and right-hand direction). An outward portion 61 configured to distribute in both directions), and an upper and lower portion 66 configured to guide the intake air distributed in the left and right directions by the outward portion 61 from the upper side to the lower side (2 on both the left and right sides). And a collecting portion 64 (two on the left and right sides) configured to return the intake air flowing out from the upper and lower portions 66 in the direction toward the inside of the engine body 11. That is, in the main passage portion 6, the intake air is distributed in both the left and right directions from the discharge port 74 of the supercharger 7 by the outward portion 61, and then passes through the upper and lower portions 66 and the collecting portion 64, respectively. 62 (62a, 62b). As shown in FIG. 1, a space (air layer) is formed between the upper and lower portions 66 and the supercharger 7 by the outward portion 61 and the collecting portion 64 extending outward from the upper surface of the supercharger 7. May be formed.

A rib portion 67 extending in the front-rear direction so as to face the discharge direction of the intake air from the discharge port 74 of the supercharger 7 is connected to the portion of the outward portion 61 where the discharge port 74 of the supercharger 7 is connected. It may be provided. The rib portion 67 plays a role of reinforcing the outward portion 61 and a guide for distributing the intake air in the left-right direction. That is, the rib portion 67 is located at a location where the high-pressure intake air from the supercharger 7 collides, thereby increasing the strength of the main passage portion 6 and the intake air along the smooth protruding shape of the rib portion 67. It is configured to flow in both the left and right directions. As for the materials, all of them may be manufactured (formed) with the same material, such as a metal material such as aluminum or a resin material, the outward portion 61 and the gathering portion 64 are manufactured with a metal material, and the upper and lower portions 66 are made of resin. It may be manufactured by changing the material for each part such as manufacturing.

In addition, an intercooler 68 may be provided inside the intake passage formed by the upper and lower portions 66, and by cooling the temperature of the intake air that rises due to supercharging by the supercharger 7, the air density due to the temperature rise Can prevent the decrease. 1 to 4, the intercooler 68 is water-cooled, and the intercooler 68 is connected to a cooling passage for circulating a cooling medium such as cooling water in the intercooler 68. Two cooling passage connection ports 68w are provided. For example, the cooling medium may be introduced from the lower cooling passage connection port 68w and discharged from the upper cooling passage connection port 68w. Further, the upper and lower parts 66 may be provided with a plurality of column parts 69 for reinforcing the upper and lower parts 66. In particular, when the supercharger 7 is suspended in the outward part 61, the outward part is provided. Since the upper and lower portions 66 support the entire weight of 61 and the supercharger 7, the strength of the upper and lower portions 42 is increased by the column portions 69. In the example of FIGS. 1 to 5, six column portions 69 are used in conformity with the upper and lower portions 66 having a shape like a square column, and four columns located at each corner of the upper and lower portions 66 and One may be provided between the front and rear directions.

On the other hand, the supercharger 7 is a supercharger (mechanical supercharger) in the embodiment shown in FIGS. As shown in FIG. 2, the turbocharger main body 71 and the drive shaft 72 are included. The supercharger main body 71 is surrounded by the main passage portion 6, while the drive shaft 72 is The turbocharger main body 71 is attached to the supercharger main body 71 so as to protrude forward from the front surface of the turbocharger main body 71. The supercharger will be described. The two rotors housed inside the supercharger main body 71 are rotationally driven by the engine power to supercharge intake air. More specifically, the rotor is bound to one of the drive shafts 72 in the axial direction, and a pulley 73 is bound to the other end of the drive shaft 72. The pulley 73 is connected to the output shaft of the engine 1 by a belt or the like, and the pulley 73 connected by the belt or the like is driven to rotate by the rotation of the output shaft of the engine 1. The rotor is driven to rotate. Then, the intake air is supercharged by rotating so that the two rotors engage with each other inside the supercharger main body 71, and high-pressure intake air is discharged from the discharge port 74. In some other embodiments, the supercharger 7 may be a turbocharger (exhaust turbine supercharger).

Further, in the embodiment shown in FIGS. 1 to 3, the supercharger 7 is suspended (suspended in the air) in the main passage portion 6 covering the upper portion thereof. That is, the engine 1 has a structure for supporting the supercharger 7 such as supporting the lower part of the supercharger 7 from below, in addition to the connecting portion between the main passage 6 and the discharge port 74 of the supercharger 7. Not done. In some other embodiments, the engine 1 includes another structure that supports the supercharger 7, and the supercharger 7 may not be suspended.

Further, another intake passage 8 is connected to the intake port 75 of the supercharger 7. As illustrated in FIG. 1, a throttle device 83 may be connected to the other intake passage 8, and further to the upstream side thereof, an air cleaner that cleans air or an intake duct (air intake) ( (Not shown) may be provided. Further, as illustrated in FIG. 4, the supercharging pressure of the supercharger 7 that connects the other intake passage 8 connected to the intake port 75 of the supercharger 7 and the outward portion 61 is released. The bypass passage 81 may be provided on the back surface of the supercharger 7, and a bypass valve 82 for controlling the communication state of the bypass passage 81 may be provided in the flow path of the bypass passage 81. Further, the other intake passage 8 may be provided with a throttle device 83 for controlling the intake air amount upstream of the supercharger 7 and an EGR valve used for the EGR device.

According to the above configuration, the supercharger 7 serves as a protective wall by providing the supercharger 7 between the pair of banks 12, and the fuel injection device (port injection device) is provided by this protective wall. 4 and the in-cylinder injection device 5) and the fuel supply device (low pressure fuel supply pipe 44 and high pressure fuel supply chamber 54) can be protected. Moreover, the periphery of the fuel injection device and the fuel supply device is surrounded by this configuration, and the protection function is enhanced.

In some other embodiments, the first-side manifold passage portion 62a includes a coupling wall 65 that couples between the adjacent branch passages 63 in the first-side manifold passage portion 62a, and the second-side manifold passage 62 The portion 62b has a coupling wall 65 that couples between the adjacent branch passages 63 in the second-side manifold passage portion 62b. That is, as illustrated in FIG. 4, the first-side manifold passage portion 62a has three branch passages, a front branch passage 63f, a central branch passage 63c, and a rear branch passage 63r. The passage 63c and the rear branch passage 63r and the central branch passage 63c are connected by a connecting wall 65, respectively. Similarly, although not shown, also in the second side multi-passage portion 62b, between the front branch passage 63f and the central branch passage 63c and between the rear branch passage 63r and the central branch passage 63c, Each of them is coupled by a coupling wall 65.

According to the above configuration, the adjacent passages 63 belonging to the first-side manifold passage portion 62a and the adjacent passages 63 belonging to the second-side manifold passage portion 62b are connected to each other. There is no gap between them, or the gap is made small. For this reason, the function as a protective wall of the manifold passage part 62 is strengthened, and the protection of the port injection device 4 and the in-cylinder injection device 5 can be strengthened.

In some other embodiments, as shown in FIGS. 1 to 3, a low-pressure fuel supply pipe 44 and a high-pressure fuel supply chamber 54 are provided between the bank 13 and the bank. That is, the engine 1 is connected to each of the port injectors 4 of the first bank 12a, the first low-pressure fuel supply pipe 44a that supplies low-pressure fuel to the port injector 4, and the port injector 4 of the second bank 12b. Are connected to each of the second low-pressure fuel supply pipe 44b for supplying low-pressure fuel to the port injection device 4 and the in-cylinder injection device 5 of the first bank 12a. A first high-pressure fuel supply chamber 54a for supplying fuel, and a second high-pressure fuel supply chamber 54b connected to each of the in-cylinder injection devices 5 of the second bank 12b for supplying high-pressure fuel to the in-cylinder injection devices 5, Is further provided. The first low-pressure fuel supply pipe 44a, the second low-pressure fuel supply pipe 44b, the first high-pressure fuel supply chamber 54a, and the second high-pressure fuel supply chamber 54b are composed of the pair of banks 12 and the first side manifold passage portion 62a. And the second side manifold passage portion 62b.

FIG. 5 is a perspective view of the port injection device 4 and the in-cylinder injection device 5 in some embodiments. Such a port injection device 4 and the in-cylinder injection device 5 may be provided between the first-side manifold passage portion 62a and the second-side manifold passage portion 62b in the bank space.
5 will be described in detail. Each of the first low pressure fuel supply pipes 44a for the first bank 12a and the second low pressure fuel supply pipes 44b for the second bank 12b includes a plurality of port injectors 4 respectively. They are connected (three in each of FIGS. 1 to 5). That is, the first low-pressure fuel supply pipe 44 a and the second low-pressure fuel supply pipe 44 b have shapes that are long in the front-rear direction in accordance with the shape of the bank 12. In order to supply fuel to the combustion chamber 31 of each cylinder 23 of each bank 12, a plurality of port injectors 4 are connected to the first low-pressure fuel supply pipe 44a and the second low-pressure fuel supply pipe 44b, respectively. ing. Further, a fuel pipe 46 may be connected to one end of each low-pressure fuel supply pipe 44 (44a, 44b) in the longitudinal direction (front direction in the front-rear direction in the example of FIG. 5). The two fuel pipes 46 connected to 44 may be joined together upstream and then connected to a fuel pump (not shown).

Similarly, the in-cylinder injection device 5 includes a first high-pressure fuel supply chamber 54a for the first bank 12a and a second high-pressure fuel supply chamber 54b for the second bank 12b. A plurality of them are connected (three in each of FIGS. 1 to 5). That is, the first high-pressure fuel supply chamber 54 a and the second high-pressure fuel supply chamber 54 b are also long in the front-rear direction according to the shape of the bank 12. A plurality of in-cylinder injectors 5 are connected to the first high pressure fuel supply chamber 54a and the second high pressure fuel supply chamber 54b in order to supply fuel to the combustion chamber 31 of each cylinder 23 of each bank 12. Has been. Also, one end in the longitudinal direction of each high-pressure fuel supply chamber 54 and the end opposite to the end to which the fuel pipe 46 of the low-pressure fuel supply pipe 44 is connected (rearward direction in the front-rear direction in the example of FIG. 5). ) May be connected to the fuel pipe 56, respectively. The two fuel pipes 56 connected to each high-pressure fuel supply chamber 54 may be joined together upstream and then connected to a supply pump (not shown). In the illustrations of FIGS. 1 to 4, since the cylinder injector 5 is supplied with fuel at a higher pressure than the port injector 4, the cylinder injector 5, the high-pressure fuel supply chamber 54, and the fuel pipe 56 are at this high pressure. It is configured to withstand.

According to the above configuration, the low-pressure fuel supply pipe 44 and the high-pressure fuel supply chamber 54 for supplying fuel to each of the first bank 12a and the second bank 12b include the pair of banks 12 and the first-side manifold passage portion 62a. And the second side manifold section 62b are provided inside the bank space. As a result, the fuel supply device (the low pressure fuel supply pipe 44 and the high pressure fuel supply chamber 54) can be protected by the protective walls formed by the first bank 12a, the second bank 12b, and the manifold passage portion 62.

Further, in some embodiments, as shown in FIG. 6, the port injection device 4 is provided above the in-cylinder injection device 5, and the port injection device 4 of the first bank 12a and the second bank 12b The port injection devices 4 are arranged to be shifted in the front-rear direction, and the in-cylinder injection device 5 in the first bank 12a and the in-cylinder injection device 5 in the second bank 12b are arranged to be shifted in the front-rear direction.

That is, FIG. 6 is a view showing a side view of the port injection device 4 and the in-cylinder injection device 5 of FIG. And as FIG. 6 shows, the position of the port injection apparatus 4 of the 1st bank 12a and the port injection apparatus 4 of the 2nd bank 12b does not correspond. That is, in the front-rear direction, the port injection device 4 of the first bank 12a is positioned relatively forward, and the port injection device 4 of the second bank 12b is positioned relatively rearward. It is shifted in the direction.

Also, as shown in FIG. 6, the front-rear direction positions of the in-cylinder injection device 5 of the first bank 12a and the in-cylinder injection device 5 of the second bank 12b do not match. That is, in the front-rear direction, the in-cylinder injection device 5 of the first bank 12a is positioned relatively forward, and the in-cylinder injection device 5 of the second bank 12b is positioned relatively rearward. Are shifted forward and backward. In order to shift in the front-rear direction in this way, a shift width W in the front-rear direction of the engine 1 may be used (see FIG. 2).

According to the above configuration, the port injection device 4 and the in-cylinder injection device 5 are spatially separated from each other vertically, and the port injection devices 4 in the first bank 12a and the second bank 12b and the in-cylinder injection device 5 are provided. By mutually shifting them in the front-rear direction, they are alternately arranged in each of the first bank 12a and the second bank 12b. Therefore, even when the sandwiching angle (bank angle) between the pair of banks 12 is narrow, the port injection device 4 and the in-cylinder injection device 5 can be arranged in the bank space.

In the embodiment shown in FIG. 1, the sandwiching angle (bank angle) between the first bank 12a and the second bank 12b of the engine 1 is 60 degrees. In some other embodiments, the bank angle may be 60 degrees or less.
According to the above configuration, even when the bank angle is narrow, the fuel injection device (the port injection device 4 and the in-cylinder injection device 5) and the fuel supply device (the low-pressure fuel supply pipe) are utilized by utilizing the height difference between the pair of banks 12. 44 and the high-pressure fuel supply chamber 54) can be arranged in the bank space and can also be protected. In some other embodiments, the bank angle may be greater than 60 degrees.

The present invention is not limited to the above-described embodiments, and includes forms obtained by modifying the above-described embodiments and forms obtained by appropriately combining these forms.

1 V-type engine 11 Engine body 12 Bank

12a First bank

12b Second bank 13 Within the bank (between the first bank and the second bank)
15 Crankshaft 2 Cylinder block portion 21 Deck cylinder portion 22 Crankcase portion 23 Cylinder 24 Piston 25 Connecting rod 26 Upper deck surface 28 Oil pan 3 Cylinder head portion 31 Combustion chamber 32 Intake port 32a First side intake port 32b Second side intake port 33 Inlet port opening 35 Exhaust port 37 Rocker cover
4 port injection device 41 tip portion 43 fuel injection port 44 low pressure fuel supply pipe 45 fixing member 46 fuel pipe 5 in-cylinder injection device 51 tip portion 53 fuel injection port 54 high pressure fuel supply chamber 56 fuel pipe
6 Main passage part 61 Outward part 62 Various passage parts (intake manifold)
62a First-side manifold passage portion 62b Second-side manifold passage portion 63 Branch passage 64 Assembly portion 65 Connecting wall 66 Upper / lower portion 67 Rib portion 68 Intercooler 68w Cooling passage connection port 69 Column portion
7 Supercharger 71 Supercharger Main Body 72 Drive Shaft 73 Pulley 74 Discharge Port 75 Air Intake Port
8 Other intake passage 81 Bypass passage 82 Bypass valve 83 Throttle device
W Distance O Crankshaft axis center O (Crankshaft center)
E Rotation direction of crankshaft D Offset direction of bank δ Offset amount H Deck height H1 Height of opening of first side intake port H2 Height of opening of second side intake port H3 First bank and first collecting portion Distance F Intake flow direction

Claims

In the V-type engine in which the axis of the cylinder formed in each of the pair of banks including the first bank and the second bank is offset in the same direction as the rotation direction of the crankshaft with respect to the crankshaft center,
A port injection device provided for each cylinder and configured to inject fuel into an intake port opened between the pair of banks;
An in-cylinder injection device provided for each cylinder between the pair of banks and configured to inject fuel directly into a combustion chamber.
A first side intake port that is the intake port of the first bank;
A second side intake port which is the intake port of the second bank;
A first side manifold portion connected to each of the first side intake ports and comprising a plurality of branch passages extending upwardly along the first bank between the pair of banks;
A second side manifold portion connected to each of the second side intake ports and comprising a plurality of branch passages extending upwardly along the second bank between the pair of banks;
The V-type engine according to claim 1, wherein the port injection device is provided between the first-side manifold passage portion and the second-side manifold passage portion.
The first side manifold passage portion has a coupling wall that couples between the branch passages adjacent to each other in the first side manifold passage portion,
3. The V-type engine according to claim 2, wherein the second side manifold portion includes a coupling wall that couples the branch passages adjacent to each other in the second side manifold portion.
A first low-pressure fuel supply pipe connected to each of the port injectors of the first bank and supplying low-pressure fuel to the port injector;
A second low pressure fuel supply pipe connected to each of the port injectors of the second bank and supplying low pressure fuel to the port injector;
A first high-pressure fuel supply chamber connected to each of the in-cylinder injection devices of the first bank and supplying high-pressure fuel to the in-cylinder injection device;
A second high-pressure fuel supply chamber connected to each of the in-cylinder injection devices of the second bank and supplying high-pressure fuel to the in-cylinder injection device;
The first low-pressure fuel supply pipe, the second low-pressure fuel supply pipe, the first high-pressure fuel supply chamber, and the second high-pressure fuel supply chamber include the pair of banks, the first side manifold passage portion, and the second side. The V-type engine according to claim 2, wherein the V-type engine is surrounded by a manifold passage portion.
The port injection device is provided above the in-cylinder injection device,
The port injection device of the first bank and the port injection device of the second bank are arranged shifted in the front-rear direction,
3. The V-type engine according to claim 1, wherein the in-cylinder injection device of the first bank and the in-cylinder injection device of the second bank are arranged to be shifted in the front-rear direction.
The V-type engine according to any one of claims 1 to 5, wherein a sandwich angle between the first bank and the second bank is 60 degrees or less.
The V-type engine according to any one of claims 1 to 6, further comprising a supercharger provided above the pair of banks.