Engine

Abstract

The present invention suppresses an increase in size of an engine. An engine (100) is provided with a supercharger (1) and a cooling unit (2). The supercharger (1) pressurizes and compresses intake air. The cooling unit (2) cools the intake air of the supercharger (1). At least a part of the cooling unit (2) is disposed on the upper side (+ Z side) of the engine (100) on the one (+ X) side of the supercharger (1) in the output shaft direction.

Description

TECHNICAL FIELD

[0001] The present application relates to an engine. BACKGROUND

[0002] In the past, an engine in which an intercooler is supported via a bracket is known. For example, in the internal combustion engine (engine) for an automobile of Patent Literature 1, an intercooler is positioned at a higher position than a cylinder head cover fixed to an upper surface of a cylinder head, and is connected to one end portion of the cylinder head via a front bracket.

[0003] However, in a marine engine, a large engine for land power generation, a supercharger is sometimes arranged at an upper portion of an engine main body. For example, in the diesel engine of Patent Literature 2, an intercooler is installed on the upper side of the rear end of a cylinder block. A supercharger is installed on the upper side of the intercooler. The intercooler and the supercharger protrude above the top of the cylinder block.

[0004] Patent Literature 1: Japanese Patent Application Publication No. 2020-105972

[0005] Patent Literature 2: Japanese Patent No. 6937900

[0006] However, the installation space of an engine is easily restricted. In particular, an engine mounted on a ship or the like is greatly restricted in overall height, and requires suppression of the overall height. That is, suppression of the large size of the engine is desired. In view of this, in Patent Literature 1, an intercooler is fixed to a position higher than a cylinder head cover. In addition, in Patent Literature 2, a supercharger is further installed on the upper side of an intercooler installed on the upper side of the rear of a cylinder block. Therefore, in Patent Literature 1 and Patent Literature 2, the overall height is easily increased, and the engine is easily increased in size. SUMMARY

[0007] The present application is made in view of the above-described circumstances, and aims to suppress the large size of an engine.

[0008] To achieve the above-described object, an engine according to one aspect of the present application includes a supercharger and a cooling portion. The supercharger pressurizes and compresses intake air. The cooling portion cools the intake air of the supercharger. At least a portion of the cooling portion is arranged on the output shaft side of the supercharger on the upper side of the engine.

[0009] Further features, advantages, and characteristics of the present application are further clarified by the embodiments described below.

[0010] According to the present application, it is possible to suppress the large size of an engine. BRIEF DESCRIPTION OF DRAWINGS

[0011] Figure 1 is a left view showing a configuration example of an engine according to an embodiment.

[0012] Figure 2 is a plan view showing a configuration example of the engine.

[0013] Figure 3 is a front view showing a configuration example of the engine.

[0014] Figure 4 is a rear view showing a configuration example of the engine.

[0015] Figure 5 is a left view showing another configuration example of the engine.

[0016] Figure 6 is a plan view showing another configuration example of the engine.

[0017] Figure 7 is a rear view showing another configuration example of the engine.

[0018] Figure 8 is a schematic view showing one example of a vehicle equipped with the engine.

[0019] Figure 9 is a sectional view showing a configuration example of a support portion.

[0020] Figure 10 is a perspective view showing a configuration example of the support portion.

[0021] Figure 11 is a sectional view showing a mounting configuration example of a coolant pipe.

[0022] Figure 12 is a schematic view showing a configuration example of a coolant tank.

[0023] Explanation of Reference Signs

[0024] 100...engine; 101...crankshaft; 200...engine main body; 201...cylinder block; 202...cylinder head; 203...cylinder head cover; 204...cylinder; 205...cylinder bank; 300...oil pan; 400...flywheel case; 401...flywheel; 500...intake manifold; 500L...left intake manifold; 500R...right intake manifold; 600...exhaust manifold; 600L...left exhaust manifold; 600R...right exhaust manifold; 700...cover member; 800...vehicle; 1...supercharger; 1L...left supercharger; 1R...right supercharger; 11...compressor (air feeding portion); 111...rotor; 112...vane; 12...turbine portion; 121...turbine; 13...exhaust pipe; 14...bearing portion; 141...shaft; 15...filter portion; 2...intercooler (cooling portion); 21...intake pipe; 22...air feeding pipe; 23...liquid supply pipe; 24...liquid feeding pipe; 3...support portion; 31...first support member; 32...second support member; 5...coolant tank (storage portion); 510-519...outer wall; 521-527...inner wall; 531-537...opening; 54...liquid discharge pipe; 55...retaining portion; 551...first retaining portion; 552...second retaining portion; 553...third retaining portion; 6...heat exchanger; 60...electrical component portion; 61, 62...flow path; 63...port; 64...cover portion; 65...sealing member; 71...first switching portion; 710...housing; 711...first temperature sensor; 712, 713...opening; 714...first temperature regulating valve; 715...piping; 72...second switching portion; 720...housing; 721...second temperature sensor; 722...opening; 723...second temperature regulating valve; 724...piping; 80...flow path; 81, 82...coolant pipe; 83...flow path; 91...first coolant pump; 911...liquid inlet pipe; 912...liquid feeding pipe; 92...second coolant pump; 921...liquid inlet pipe; 922...liquid feeding pipe; 93...water pump; 931...water taking pipe; 932...water supply pipe; F, Fa, Fa1-Fa5, Fb, Fb1-Fb5...coolant; M...water; J1, J2...center line; S1, S2, S3...space; LB...left cylinder bank; RB...right cylinder bank. DETAILED DESCRIPTION

[0025] Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the drawings, the XYZ coordinate system is appropriately shown as a three-dimensional orthogonal coordinate system. In the following description, the X direction is referred to as the front-back direction, the Y direction as the left-right direction, and the Z direction as the up-down direction. Furthermore, the +X side is referred to as the front side, and the -X side as the rear side. The +Y side is referred to as the left side, and the -Y side as the right side. The +Z side is referred to as the top side, and the -Z side as the bottom side.

[0026] In detail, will Figure 1 The direction extending from the centerline J1 of the crankshaft 101 (output shaft) shown is defined as the front-rear direction. Relative to the flywheel 401 housed in the flywheel housing 400, the side where the cylinder block 201 is disposed is designated as the front side (i.e., the +X side). Furthermore, the front-rear direction is sometimes referred to as the "mechanism output shaft direction." Additionally, in this specification, the front side is an example of one aspect of the "mechanism output shaft direction" of the present invention, and the rear side (i.e., the -X side) is an example of the other aspect of the "mechanism output shaft direction" of the present invention.

[0027] In addition, relative to the cylinder block 201, the side where the oil pan 300 is located is designated as the lower side (i.e., the -Z side) to define the vertical direction orthogonal to the front-rear direction.

[0028] In addition, the direction orthogonal to the front-back direction and the up-down direction is defined as the left-right direction. The side that becomes left when viewed from the front to the back is called the left side (i.e., the +Y side), and the side that becomes right is called the right side (i.e., the -Y side).

[0029] Furthermore, the directions mentioned above are merely illustrative names and are not intended to limit actual positional relationships or directions.

[0030] <1. Engine 100>

[0031] First, refer to Figures 1 to 8 An overview of engine 100 will be provided. Figure 1 This is a left view showing a structural example of the engine 100 according to the embodiment. Figure 2 This is a top view showing a structural example of engine 100. Figure 3 This is a front view showing a structural example of engine 100. Figure 4 This is a rear view showing a structural example of engine 100. Figure 5 This is a left view showing another structural example of engine 100. Figure 2 This is a top view showing another structural example of the engine 100. Figure 6 This is a front view showing another structural example of engine 100. Figure 7 This is a rear view showing another structural example of the engine 100. Figure 8This is a schematic diagram illustrating an example of a vehicle 800 equipped with an engine 100. Furthermore, Figure 5 and Figure 1 The part enclosed by the dashed line V corresponds to this. Figure 6 and Figure 2 The part enclosed by the dashed line IV corresponds to this.

[0032] In this embodiment, engine 100 is a diesel engine used for propulsion of a vessel or other watercraft 800. However, it is not limited to this example; engine 100 may also be mounted on a power generation device, a vehicle other than a vessel (e.g., a land or air vehicle 800), etc.

[0033] <1-1. Combustion Mechanism of Engine 100>

[0034] The engine 100 includes an engine body 200 and an oil pan 300. The oil pan 300 is located on the lower side of the cylinder block 201 and stores lubricating oil. The lubricating oil stored in the oil pan 300 supplies lubricating oil to various parts of the engine 100 that require lubrication.

[0035] The engine body 200 includes a cylinder block 201, a cylinder head body 202, and a cylinder head cover 203.

[0036] Inside the cylinder block 201 are arranged multiple pistons (not shown) and a crankshaft 101. The crankshaft 101 is the output shaft (sometimes called the output shaft) of the engine 100, extending in the longitudinal direction. The crankshaft 101 is connected to each piston, converting the reciprocating motion of the pistons into rotational motion. At the rear end of the crankshaft 101, a flywheel 401 housed in a flywheel housing 400 is mounted (see reference). Figure 1 The flywheel 401 rotates integrally with the crankshaft 101 to extract power from the engine 100.

[0037] The cylinder block 201 has multiple cylinders 204 arranged in the longitudinal direction on both the left and right sides. Multiple pistons are respectively disposed in each cylinder 204. Furthermore, the column of cylinders 204 arranged in the longitudinal direction (mechanism output shaft direction) will be referred to as cylinder bank 205 below. Each cylinder bank 205 is disposed on the outer side in the left-right direction of the crankshaft 101 of the engine 100.

[0038] The engine 100 in this embodiment is a V-type 12-cylinder engine, having a pair (i.e., two rows) of cylinder banks 205. Each cylinder bank 205 consists of a plurality (6) of cylinders 204 arranged in the front-rear direction. However, this example does not preclude the engine 100 from having a V-type 12-cylinder engine structure. For example, the number of cylinder banks 205 in the engine 100 may also be a positive integer other than 2. In addition, the number of cylinders 204 in each cylinder bank 205 may also be a positive integer other than 6.

[0039] Cylinder head bodies 202 are stacked on top of each cylinder 204. That is, the engine body 200 has six cylinder head bodies 202 arranged in the front-rear direction on both the left and right sides. Each cylinder head body 202, together with the cylinder 204 and the piston, constitutes a combustion chamber. The cylinder head body 202 has an intake port (not shown) for supplying gas to the combustion chamber and an exhaust port (not shown) for discharging gas from the combustion chamber.

[0040] Cylinder head covers 203 are disposed on the upper side of each cylinder head body 202. That is, the engine body 200 has six cylinder head covers 203 arranged in the front-rear direction on both the left and right sides. Each cylinder head cover 203 covers the intake valve and exhaust valve (not shown) disposed on the cylinder head body 202. Injectors (not shown) are installed on each cylinder head cover 203. The lower end of the injector, where the injection port for injecting fuel is located, faces the combustion chamber. Each injector injects fuel supplied from the fuel pump (not shown) into the combustion chamber at appropriate times, the fuel pump pressurizing the fuel and expelling it. The piston reciprocates due to the force generated by the combustion of the fuel injected into the combustion chamber.

[0041] The cylinder bank 205, cylinder head body 202, and cylinder head cover 203 located on the left side of the engine 100 constitute the left cylinder bank LB. The cylinder bank 205, cylinder head body 202, and cylinder head cover 203 located on the right side of the engine 100 constitute the right cylinder bank RB. That is, the engine 100 is a V-type engine with a left cylinder bank LB and a right cylinder bank RB arranged in the left-right direction.

[0042] <1-2. Engine 100's exhaust system>

[0043] Next, the engine 100 includes an air supply manifold 500, an exhaust manifold 600, a turbocharger 1, an intercooler 2, an air supply pipe 21, and an air delivery pipe 22.

[0044] <1-2-1. Gas supply manifold 500>

[0045] The air supply manifold 500 is an intake passage extending in the longitudinal direction, distributing the air or air-fuel mixture supplied from the turbocharger 1 to each cylinder 204 (combustion chamber). Specifically, one air supply manifold 500 is disposed on each of the left and right surfaces of the engine body 200, corresponding to the left and right cylinder banks 205 respectively. All of the aforementioned air supply manifolds 500 extend in the longitudinal direction. Furthermore, the air supply manifold 500 disposed on the left side of the engine 100 corresponding to the left cylinder bank 205L is sometimes referred to as the left air supply manifold 500L. The air supply manifold 500 disposed on the right side of the engine 100 corresponding to the right cylinder bank 205R is sometimes referred to as the right air supply manifold 500R. In the engine 100, the left air supply manifold 500L and the right air supply manifold 500R are disposed on the outer side in the left-right direction of the V-shaped cylinder bank formed by the left cylinder bank LB and the right cylinder bank RB.

[0046] <1-2-2. Exhaust Manifold 600>

[0047] The exhaust manifold 600 is an exhaust passage extending in the front-to-back direction, collecting exhaust gases from each cylinder 204 (combustion chamber). Between the left cylinder bank LB and the right cylinder bank RB (in other words, inside the V-group formed by the left cylinder bank LB and the right cylinder bank RB), two exhaust manifolds 600 arranged in the left-to-right direction are configured. Specifically, the left exhaust manifold 600 is configured corresponding to the left cylinder bank 205L. The right exhaust manifold 600 is configured corresponding to the right cylinder bank 205R. Furthermore, the left exhaust manifold 600 configured in the V-group corresponding to the left cylinder bank 205L is sometimes referred to as the left exhaust manifold 600L. The right exhaust manifold 600 configured in the V-group corresponding to the right cylinder bank 205R is sometimes referred to as the right exhaust manifold 600R.

[0048] <1-2-3. Supercharger 1>

[0049] The turbocharger 1 is located on the upper front side of the engine 100. The turbocharger 1 compresses the intake air (e.g., air, air-fuel mixture) supplied from outside the engine 100 and supplies it to the air supply manifold 500 via the intercooler 2. In addition, the turbocharger 1 is a turbocharger driven by exhaust gas supplied from the exhaust manifold 600.

[0050] The supercharger 1 includes a compressor 11, a turbine section 12, an exhaust pipe 13, and a bearing section 14. The bearing section 14 of the supercharger 1 is supported by a second support member 32 (described later) provided in the flywheel housing 400, which is also described later. Figure 9 and Figure 10 Additionally, the engine 100 also includes a filter 15 installed on the intake side of the turbocharger 1. The filter 15 purifies the intake air from the outside and delivers it to the compressor 11. The exhaust pipe 13, turbine 12, bearing 14, compressor 11, and filter 15 are connected in series from the front to the rear.

[0051] The compressor 11 is an air delivery unit that pressurizes and compresses the intake air that has passed through the filter section 15, and delivers it to the intercooler 2 via the air supply pipe 21. In this embodiment, the compressor 11 is a scroll compressor. The compressor 11 (the central part viewed from the vertical direction) is configured to be offset to the left and right from the centerline J1 of the crankshaft 101.

[0052] Preferably, the compressor 11 and turbine 12 are arranged in the same direction as the centerline J1 of the crankshaft 101 (i.e., the direction of the output shaft of the mechanism). In an engine 100 where the cylinder bank 205 is arranged laterally than the crankshaft 101, as in this embodiment, vibrations of the engine 100 in the left-right direction caused by the rotation of the crankshaft 101 easily act on the turbocharger 1. Therefore, for example, if the compressor 11 and turbine 12 are arranged in the left-right direction and the bearing portion 14 between them is supported by the second support member 32, the turbocharger 1 will vibrate like a Yajirobei toy. On the other hand, in this embodiment, the turbine 12 and compressor 11 are arranged in the same direction as the centerline J1 of the crankshaft 101, so vibrations caused by the rotation of the crankshaft 101 are less likely to act on the turbocharger 1. Therefore, for the engine 100, the vibration of the turbocharger 1 can be suppressed, for example, the increase in the vibration amplitude of the turbocharger 1 can be suppressed. However, this example does not exclude the possibility that the compressor 11 does not deliver the intake air of the booster 1 to the inside in the left-right direction.

[0053] The turbine section 12 is connected to the exhaust port of the exhaust manifold 600, allowing exhaust gas from the engine 100 to pass through. That is, the turbine section 12 converts the (kinematic) energy of the exhaust gas from the engine 100 into rotational energy (torque). This exhaust gas exits from the combustion chamber, which is composed of cylinders such as cylinder 204, and flows into the turbine section 12 via the exhaust manifold 600. Furthermore, the energy-converted exhaust gas is discharged to the outside via the exhaust pipe 13.

[0054] The bearing section 14 is disposed between the compressor 11 and the turbine section 12, and transfers the aforementioned rotational energy from the turbine section 12 to the compressor 11. The compressor 11 uses this rotational energy to pressurize and compress the intake air.

[0055] For example, compressor 11 has a rotor 111 and a plurality of fan-shaped blades 112. The plurality of blades 112 are arranged on the radially outer surface of rotor 111, with reference to centerline J2, and are arranged circumferentially around centerline J2. Turbine section 12 has a turbine 121. Bearing section 14 has a shaft 141 extending along centerline J2 and a bearing (not shown) that holds shaft 141 rotatable. Shaft 141 is a rotating shaft extending along centerline J2. The aforementioned bearing holds shaft 141 rotatable. Turbine 121 is connected to the front end of shaft 141. Rotor 111 is connected to the rear end of shaft 141. Centerline J2 passes through the rotation center of turbine 121 of turbine section 12, the rotation center of shaft 141 of bearing section 14, and the rotation center of rotor 111 of compressor 11. Turbine 121, shaft 141, and rotor 111 are all capable of rotating around centerline J2.

[0056] The turbine 121 of the turbine section 12 rotates according to the flow of exhaust gas from the engine 100 flowing into the exhaust manifold 600. The rotational energy (torque) of the turbine 121 is transmitted to the rotor 111 of the compressor 11 via the shaft 141 of the bearing section 14. As a result, the blades 112 of the rotor 111 rotate circumferentially about the centerline J2, pressurizing and compressing the intake air flowing into the compressor 11 from the filter section 15. The pressurized and compressed intake air is then delivered to the air supply manifold 500.

[0057] Furthermore, at least a portion of the turbocharger 1 can also be covered by the cover component 700 (see reference). Figure 8 That is, the engine 100 may also include a cover member 700. The cover member 700, for example, covers the turbine section 12. By covering the turbine section 12 with the cover member 700, noise and heat generated in the turbine section 12 are less likely to be transmitted to the outside of the cover member 700. Therefore, the transmission of noise and heat from the turbocharger 1 to the outside can be suppressed. However, this example does not exclude the possibility that the engine 100 may not have a structure with a cover member 700.

[0058] In this embodiment, the turbocharger 1 includes a left turbocharger 1L and a right turbocharger 1R. Furthermore, apart from being symmetrical, the structures of the left turbocharger 1L and the right turbocharger 1R are identical. The left turbocharger 1L is located at the rear of the engine 100, on the upper left side of the engine body 200. The left turbocharger 1L supplies air, etc., to the left air supply manifold 500L via the intercooler 2, and discharges exhaust gas flowing in from the left exhaust manifold 600L to the outside. The right turbocharger 1R is located at the rear of the engine 100, on the upper right side of the engine body 200. The right turbocharger 1R supplies air, etc., to the right air supply manifold 500R via the intercooler 2, and discharges exhaust gas flowing in from the right exhaust manifold 600R to the outside.

[0059] <1-2-4. Intercooler 2>

[0060] Intercooler 2 is a cooling section for the intake air of turbocharger 1. Intercooler 2 is connected to compressor 11 of turbocharger 1 via air supply pipe 21 and to air supply manifold 500 via air delivery pipe 22. As described later, intercooler 2 is supplied with coolant F from a first coolant pump 91 for low-temperature water via supply pipe 23 to cool the pressurized intake air. Furthermore, in this embodiment, coolant F is fresh water. However, coolant F may also be, for example, antifreeze or other liquids besides fresh water. Antifreeze is, for example, a liquid obtained by mixing pure water and ethylene glycol in a predetermined ratio.

[0061] The temperature of the intake air supplied from the turbocharger 1 rises due to the heat of compression generated during the pressurization and compression within the turbocharger 1. The intercooler 2 cools the pressurized intake air by exchanging heat between cooling water and the pressurized intake air. In other words, by providing the intercooler 2, the temperature of the air supplied to the air supply manifold 500 can be adjusted to the desired temperature.

[0062] Preferably, at least a portion of the intercooler 2 is positioned forward of the turbocharger 1 on the upper side of the engine 100. More preferably, the entire intercooler 2 is positioned forward of the turbocharger 1 on the upper side of the engine 100. Furthermore, the forward side is the side in the direction of the mechanism output shaft, which is parallel to the crankshaft of the engine 100. In this way, the intercooler 2 can be moved away from the turbocharger 1 even if the engine 100 does not separate the two in the longitudinal direction (mechanical output shaft direction). Thus, the engine 100 does not need to position either the intercooler 2 or the turbocharger 1 higher than the other. Therefore, the engine 100 can suppress its own enlargement (especially the increase in width in the vertical direction). Furthermore, the above-mentioned effect is particularly effective when the engine 100 is mounted in, for example, a ship. For example, in the engine 100, the width in the vertical direction is preferentially reduced compared to the width in the direction of the mechanism output shaft (longitudinal direction). Therefore, the engine 100 can be compactly arranged in the like in a ship. However, this example does not exclude the possibility that the entire intercooler 2 is not located on the upper side of the engine 100 in a structure that is positioned forward of the turbocharger 1.

[0063] In addition, by separating the turbocharger 1 from the intercooler 2, the engine 100 can suppress or prevent the decrease in the cooling performance of the intercooler 2 caused by the heat dissipation of the turbocharger 1.

[0064] Furthermore, preferably, on the upper side of the engine 100, the portion of the turbocharger 1 that is at least outside the shaft 141 (centerline J2) of the bearing portion 14 in the left-right direction is disposed on the outer side of the intercooler 2 in the left-right direction. More preferably, the entire turbocharger 1 is disposed on the outer side of the intercooler 2 in the left-right direction. In addition, as described above, the left-right direction is a direction perpendicular to both the front-back direction (mechanism output shaft direction) and the up-down direction.

[0065] In this way, the engine 100 (for example, compared to a structure where the portion not of the turbocharger 1 is positioned at least on the outer side in the left-right direction, but on the outer side of the intercooler 2) can have the turbocharger 1 positioned on the lower side. Therefore, the engine 100 can suppress the increase in its vertical width and thus suppress its own (particularly in the vertical direction) enlargement. However, this example does not preclude a structure where the entire upper part of the engine 100, in the left-right direction (excluding the turbocharger 1), is positioned on the outer side of the intercooler 2.

[0066] <1-2-5. Support Part 3>

[0067] In addition, preferably, the engine 100 also includes a support portion 3. Figure 9 This is a cross-sectional view showing a structural example of the support part 3. Figure 10 This is a perspective view showing a structural example of the support portion 3. Furthermore, Figure 9 Indicates the view along from the rear side Figure 1 The cross-section of the engine 100 of the double-dotted line IX-IX.

[0068] The support portion 3 supports the turbocharger 1 and the intercooler 2 on the upper front side of the engine 100. The support portion 3 of the engine 100 has a first support member 31 and a second support member 32. The first support member 31 and the second support member 32 are mounted on the upper part of the flywheel housing 400. In other words, the flywheel housing 400 supports the intercooler 2 via the first support member 31 and supports the turbocharger 1 via the second support member 32.

[0069] The first support member 31 supports the intercooler 2. For example, the front part of the first support member 31 is mounted on the rear end face of the intercooler 2, and the lower part of the first support member 31 is mounted on the flywheel housing 400. With the support of the first support member 31, the intercooler 2 is arranged at least in one direction, either forward or upward, from the flywheel housing 400, with a distance between it and the flywheel housing 400. In this way, the transmission of heat and vibration from the engine body 200 (especially the combustion chamber composed of cylinders 204, etc.) to the intercooler 2 can be suppressed.

[0070] The second support member 32 is independently configured relative to the first support member 31 and supports the turbocharger 1. For example, the upper part of the second support member 32 is mounted on the bearing portion 14 of the turbocharger 1, and the lower part of the second support member 32 is mounted on the flywheel housing 400. With the support of the second support member 32, the turbocharger 1 is positioned above the flywheel housing 400 at a distance from it. As a result, the transmission of heat and vibration from the engine body 200 (especially the combustion chamber composed of cylinders 204, etc.) to the turbocharger 1 can be suppressed.

[0071] Furthermore, in this embodiment, the second support member 32 is disposed independently of the first support member 31. For example, the second support member 32 is disposed independently on both sides of the first support member 31 in the left-right direction on the upper part of the flywheel housing 400. In this way, by distributing the two independently, the transmission of vibration between the turbocharger 1 and the intercooler 2 can be suppressed. Therefore, the engine 100 can suppress the effect of the turbocharger 1's vibration on the intercooler 2. However, this example does not exclude structures in which at least one second support member 32 is integrally disposed with the first support member 31.

[0072] However, this embodiment does not preclude the possibility that the engine 100 may not have at least one of the first support member 31 and the second support member 32. That is, the support portion 3 or any one of the first support member 31 and the second support member 32 may be omitted.

[0073] <1-3. Cooling System of Engine 100>

[0074] Next, an example of the cooling system of the engine 100 will be described. The engine 100 also includes a coolant tank 5, a heat exchanger 6, an electrical assembly 60, a first switching unit 71, a second switching unit 72, a first coolant pump 91, a second coolant pump 92, and a water pump 93. The coolant tank 5 is a storage unit for coolant F. The heat exchanger 6 is a cooling unit for cooling coolant F. The coolant tank 5 and the heat exchanger 6 are arranged vertically at the rear end of the engine 100. Furthermore, the aforementioned rear end is the other end in the direction of the mechanism output shaft, which is parallel to the crankshaft 101 of the engine 100.

[0075] The coolant tank 5 is positioned above the heat exchanger 6, and preferably is arranged at a distance from the heat exchanger 6 in the vertical direction (see reference). Figure 4 and Figure 7 (etc.). In this way, thermal interference between the coolant tank 5 and the heat exchanger 6, other than thermal movement caused by the coolant F, can be suppressed or prevented.

[0076] At this point, the preferred option is, such as Figure 5 and Figure 7 As shown, the coolant tank 5 is held by a retaining part 55. In this embodiment, each of the pair (i.e., two) retaining parts 55 is disposed to the left and right side of the coolant pipes 81 and 82. That is, the right retaining part 55 is disposed to the right (-Y side) of the right coolant pipe 81. The left retaining part 55 is disposed to the left (+Y side) of the left coolant pipe 82.

[0077] The shape of the pair of retaining parts 55 is symmetrical when viewed from the rear side to the front side (see reference). Figure 7 Furthermore, this example does not exclude the possibility that the shape of the pair of retaining parts 55 is not symmetrical. Additionally, it is not limited to the above example; the retaining parts 55 may be singular or multiple, including three or more. Furthermore, at least one retaining part 55 may be disposed between the coolant pipes 81 and 82 in the left-right direction.

[0078] The retaining portion 55 includes a first retaining portion 551, a second retaining portion 552, and a third retaining portion 553. The first retaining portion 551 is fixed to the outer end of the heat exchanger 6 in the left-right direction and extends in the vertical direction. In this embodiment, the first retaining portion 551 is plate-shaped and extends in the front-back direction. The second retaining portion 552 extends from the upper end of the first retaining portion 551 in the left-right direction. In this embodiment, the second retaining portion 552 is a plate-shaped portion extending outward in the left-right direction and extends in the front-back direction. A coolant tank 5 is mounted on the upper surface of the second retaining portion 552. The second retaining portion 552 is connected to the coolant tank 5. The third retaining portion 553 extends from the front end of the first retaining portion 551 in the left-right direction. In this embodiment, the third retaining portion 553 is a plate-shaped portion extending outward in the left-right direction and extends in the vertical direction, fixed to a plate portion (reference numerals omitted) extending outward in the left-right direction from the front end of the heat exchanger 6. Alternatively, the third retaining portion 553 may be omitted.

[0079] In this embodiment, the fixing means of the first retaining part 551, the connecting means of the second retaining part 552, and the fixing means of the third retaining part 553 are bolted, but this embodiment is not limited to this example. At least one of them may also be mechanical connection means such as welding, brazing using silver brazing filler metal, or fitting structure.

[0080] As mentioned above, in Figures 5 to 7 In this example, the engine 100 includes a retaining part 55. However, this example does not preclude the possibility that the engine 100 may not have a retaining part 55. That is, the retaining part 55 may also be omitted.

[0081] In addition, Figures 1 to 4 In this configuration, the rear end of the coolant tank 5 is positioned behind the rear end of the specific heat exchanger 6. This allows the coolant tank 5 to maintain its desired capacity by increasing its width in the direction of its output shaft (front-to-back direction). Therefore, compared to a structure that increases the vertical width of the coolant tank 5 to ensure the desired capacity, the coolant tank 5 can suppress the increase in its vertical width. Consequently, the engine 100 can avoid becoming too large (especially in terms of vertical width) and maintain the volume of the coolant tank 5.

[0082] but, Figures 1 to 4 The example does not exclude a structure where the rear end of the coolant tank 5 is not located behind the rear end of the specific heat exchanger 6. For example, as... Figures 5 to 7 As shown, the rear end of the coolant tank 5 can also be positioned forward of the rear end of the heat exchanger 6. Alternatively, the front-rear position of the rear end of the coolant tank 5 can be the same as the front-rear position of the rear end of the heat exchanger 6.

[0083] In addition, Figures 1 to 4In this configuration, the engine 100 also includes a plurality of coolant pipes 81, 82 connecting the coolant tank 5 and the heat exchanger 6. Preferably, the coolant pipes 81, 82 are positioned below the coolant tank 5 and behind the heat exchanger 6. In this way, the engine 100 can effectively utilize the empty space below the coolant tank 5 and behind the heat exchanger 6, and compactly arrange at least a portion of the coolant pipes 81, 82. Therefore, compared to the structure described above where the coolant pipes 81, 82 are positioned on the outer surface of the engine 100 (particularly on the outer side in the direction perpendicular to the longitudinal direction), the size of the engine 100 can be reduced.

[0084] However, the above examples do not preclude a structure in which at least one of the plurality of coolant pipes 81, 82 is not disposed in the aforementioned space. For example, as Figures 5 to 7 As shown, at least one of the coolant pipes 81 and 82 can also protrude rearward and downward from the rear end of the coolant tank 5 and connect to the heat exchanger 6. Furthermore, at this time, at least one of the coolant pipes 81 and 82 can also be arranged as follows: Figures 5 to 7 It can be connected to the rear end of the heat exchanger 6 as shown, or it can be connected to the upper end or the left and right ends of the heat exchanger 6.

[0085] In addition, Figures 5 to 7 In this configuration, multiple coolant pipes 81 and 82 are connected to the rear end face of the heat exchanger 6. At this time, the ends of the coolant pipes 81 and 82 on the heat exchanger 6 side protrude rearward from the rear end face of the heat exchanger 6. Furthermore, an electrical installation unit 60 is arranged in the space between the respective ends of the coolant pipes 81 and 82 on the heat exchanger 6 side in the left-right direction. Therefore, the engine 100 can effectively utilize this space to compactly arrange the respective ends of the coolant pipes 81 and 82 on the heat exchanger 6 side and the electrical installation unit 60.

[0086] One end of coolant pipes 81 and 82 is connected to coolant tank 5. The other end of coolant pipes 81 and 82 is connected to heat exchanger 6. Figure 11 This is a cross-sectional view showing an example of the installation structure of the coolant pipe 82. Furthermore, Figure 11 It is along Figure 1 A partial sectional view of the double-dotted line XI-XI. Furthermore, the mounting structure of coolant pipe 81 relative to heat exchanger 6 is the same as that of coolant pipe 82, so its description is omitted.

[0087] In this embodiment, the heat exchanger 6 has ports for coolant pipes 81 and 82. Port 63 for coolant pipe 82 (see reference) Figure 11The fitting part is the end of the heat exchanger 6 that fits into the coolant pipe 82. The port 63 is a cylindrical part disposed at the rear end of the heat exchanger 6 (e.g., cover 64) and extending from the rear end of the heat exchanger 6 in the direction of the mechanism output shaft (specifically the rear side), and is connected to the flow path 621 described later.

[0088] The other end of the coolant pipe 82 (i.e., the end on the heat exchanger 6 side) extends in the front-rear direction, that is, it extends parallel to the port 63. One of the other end of the coolant pipe 82 and the port 63 (the rear end) is embedded in the other. For example, in... Figure 11 In this embodiment, port 63 (the rear end) is inserted into and embedded inside the other end of coolant pipe 82. However, this is not a limitation; the other end of coolant pipe 82 may also be inserted into and embedded inside port 63 (the rear end). Thus, coolant Fb3, described later, can flow from the other end of coolant pipe 82 through port 63 into flow path 621. Furthermore, to prevent leakage of coolant F, a sealing component 65, such as an O-ring, is sandwiched between the two.

[0089] That is, the other end of the coolant pipe 82 is connected to the heat exchanger 6 by fitting one end of the coolant pipe 82 into the other end of the port 63 (rear end). This allows for easy connection of the two even if their fitting positions shift in their respective extension directions, enabling coolant F to flow. Furthermore, since both extend in the same direction, the relative position of the port 63 (rear end) relative to the other end of the coolant pipe 82 can be changed in their extension directions (e.g., the front-to-back direction). For example, in the heat exchanger 6, when the cover 64 is removed for maintenance such as reinstallation inside, the front-to-back position of the cover 64, along with the port 63, may slightly shift relative to its previous position. Even in this case, as long as the magnitude of the shift does not disrupt the fitting of the rear end of the port 63 relative to the other end of the coolant pipe 82, the two can be easily connected by the aforementioned fitting structure.

[0090] In the above-described example, the relative position of the discharge port 63 to the other end of the coolant pipe 82 cannot be changed in the extending direction of either. Furthermore, the connection method between the coolant pipe 82 and the heat exchanger 6 (flow path 621) is not limited to the example described above. For example, the connection method could also be bolt fastening, welding, etc. Moreover, not limited to the above example, the heat exchanger 6 could also have a hole for the other end of the coolant pipe 82 to be fitted in a manner that allows it to move in the front-rear direction, instead of the port 63. That is, this hole could also be a fitting portion that fits into the heat exchanger 6 side end of the coolant pipe 82.

[0091] <1-3-1. Coolant tank 5>

[0092] Figure 12 This is a schematic diagram showing a structural example of the coolant tank 5. The coolant tank 5 is capable of storing coolant F for cooling various parts of the engine 100, and has the function of absorbing volume changes of the coolant F caused by temperature rise, etc. The coolant tank 5 is T-shaped when viewed from above and extends in the vertical direction.

[0093] In this embodiment, when viewed from above, the left-right width Wf of the front portion (first portion) of the coolant tank 5 is wider than the left-right width Wr of the rear portion (second portion) of the coolant tank 5 (refer to...). Figure 2 Thus, the coolant tank 5 can suppress the width in the front-to-back direction and ensure the desired capacity. However, this example does not exclude structures where Wf ≤ Wr.

[0094] Furthermore, in this embodiment, the first interval W1 between the right end of the front portion (first portion) of the coolant tank 5 and the right end of the rear portion (second portion) of the coolant tank 5 is wider than the second interval W2 between the left end of the front portion (first portion) of the coolant tank 5 and the left end of the rear portion (second portion) of the coolant tank 5. However, this example does not exclude structures where W1 ≤ W2.

[0095] like Figure 12 As shown, the coolant tank 5 has an outer wall 510-519 and an inner wall 521-527.

[0096] Outer wall 510 is the top plate of coolant tank 5. Outer wall 511 is the bottom plate of coolant tank 5, located below outer wall 510. Outer walls 510 and 511 extend in a direction intersecting the vertical direction. Outer walls 512 to 519 are the side plates of coolant tank 5. The upper ends of outer walls 512 to 519 are connected to outer wall 510, and the lower ends of outer walls 512 to 519 are connected to outer wall 511.

[0097] Outer walls 512-515 are plate-shaped and extend in a direction intersecting the front-rear direction. Outer wall 512 is positioned rearward than outer walls 513-515. Outer wall 513 is positioned forward of outer walls 512 and 514-515. Outer walls 514 and 515 are positioned between outer walls 512 and 513 in the front-rear direction. Outer wall 514 is positioned to the left of outer wall 515.

[0098] Outer walls 516-519 are plate-shaped and extend in a direction intersecting the left-right direction. Outer wall 516 is positioned to the left of outer walls 517-519. Outer wall 517 is positioned to the right of outer walls 516 and 518-519. Outer walls 518 and 519 are positioned between outer walls 516 and 517 in the left-right direction. Outer wall 518 is positioned to the left of outer wall 519.

[0099] The left end of outer wall 512 is connected to the front end of outer wall 518. The right end of outer wall 512 is connected to the front end of outer wall 519.

[0100] The left end of outer wall 513 is connected to the rear end of outer wall 516. The right end of outer wall 513 is connected to the rear end of outer wall 517.

[0101] The left end of outer wall 514 is connected to the front end of outer wall 516. The right end of outer wall 514 is connected to the rear end of outer wall 518.

[0102] The left end of outer wall 515 is connected to the rear end of outer wall 519. The right end of outer wall 515 is connected to the front end of outer wall 517.

[0103] Next, inner walls 521-527 are disposed vertically between outer walls 510 and 511, separating the internal space of the coolant tank 5. Inner wall 521 is plate-shaped and extends in a direction intersecting the left and right directions. Inner wall 521 is disposed horizontally between the left outer walls 514, 516, 518 and the right outer walls 515, 517, 519. Inner wall 522 is plate-shaped and extends in a direction intersecting the front and rear directions. Inner wall 522 is disposed in the front outer walls 512, 514, 515 and the rear outer wall 513. Inner wall 523 is plate-shaped and extends in a direction intersecting the vertical direction. Inner wall 523 is disposed rearward than the front outer walls 512, 514, 515. Inner wall 524 is plate-shaped and extends in a direction intersecting the left and right directions. Inner wall 525 is plate-shaped and extends in a direction intersecting the vertical direction. Inner wall 526 is plate-shaped and extends in a direction intersecting the left-right direction. Inner wall 527 is plate-shaped and extends in a direction intersecting the front-back direction. Inner walls 524 to 527 are positioned to the right of inner walls 521 and 522 in the left-right direction.

[0104] The upper end of the inner wall 521 is connected to the inner surface of the outer wall 510. The lower end of the front side of the inner wall 521 is connected to the inner surface of the outer wall 511. The lower end of the rear side of the inner wall 521 is connected to the upper surface of the inner wall 523. The front end of the inner wall 521 is connected to the inner surface of the outer wall 512. The rear end of the upper side of the inner wall 521 is connected to the inner surface of the outer wall 513. The rear end of the lower side of the inner wall 521 is connected to the front surface of the inner wall 522.

[0105] The upper end of the inner wall 522 is positioned lower than the outer wall 510. The lower end of the inner wall 522 is connected to the inner surface of the outer wall 511. The left end of the inner wall 522 is connected to the inner surface of the outer wall 516. The right end of the inner wall 522 is connected to the front end of the inner wall 526.

[0106] The front left end of inner wall 523 is connected to the upper end of inner wall 522. The front right end of inner wall 523 is connected to the upper end of inner wall 527. The rear end of inner wall 523 is connected to the inner surface of outer wall 513. The left end of inner wall 523 is connected to the inner surface of outer wall 516. The right front end of inner wall 523 is connected to the upper end of inner wall 526. The right rear end of inner wall 523 is connected to the lower rear end of inner wall 524.

[0107] The upper end of inner wall 524 is connected to the left end of inner wall 525. The lower end of the front side of inner wall 524 is connected to the inner surface of outer wall 511. The front end of inner wall 523 is connected to the inner surface of outer wall 515. The upper rear end of inner wall 524 is connected to the inner surface of outer wall 513. The lower rear end of inner wall 524 is connected to the right end of inner wall 527.

[0108] The front end of the inner wall 525 is connected to the inner surface of the outer wall 515. The rear end of the inner wall 525 is connected to the inner surface of the outer wall 513. The right end of the inner wall 525 is connected to the inner surface of the outer wall 517.

[0109] The rear end of the inner wall 526 is connected to the left end of the inner wall 527. The lower ends of the inner walls 526 and 527 are connected to the inner surface of the outer wall 511.

[0110] In addition, the coolant tank 5 also has spaces S1 to S3 formed by the inner walls 521 to 527 dividing the internal space of the coolant tank 5.

[0111] Space S1 serves to store coolant F (coolant Fa4, described later) and absorb volume changes in coolant F (Fa4). In addition, space S1 also functions as a flow passage for coolant F (Fa4) from opening 531 to opening 534, described later.

[0112] Space S2 serves to store coolant F (coolant Fb2, described later) and absorb volume changes in coolant F (Fb2). In addition, space S2 also functions as a flow passage for coolant F (Fb2) from opening 534 to opening 533, described later.

[0113] Space S3 has the function of absorbing the volume change of coolant F (coolant Fb4 described later), and also functions as a flow passage for coolant F (Fb4) from opening 536 to opening 537 described later.

[0114] In addition, the coolant tank 5 also has openings 531 to 537. Opening 531 is disposed on the outer wall 514, connecting space S1 and the interior of the first switching section 71. Opening 532 is disposed on the outer wall 511, connecting space S1 and the inlet of flow path 611 of the first heat exchanger 61 via flow path 80. Opening 533 is disposed on the outer wall 511, connecting the inlet of flow path 621 of the second heat exchanger 62 and space S2 via coolant pipe 81 (described later). Opening 534 is disposed on the outer wall 519, connecting space S2 and the interior of the second switching section 72. Opening 535 is disposed on the outer wall 515, connecting the interior of the second switching section 72 and space S3. Opening 536 is disposed on the left side of the outer wall 511, connecting space S3 and the outlet of flow path 621 of the second heat exchanger 62 via coolant pipe 82 (described later). An opening 537 is located on the right side of the outer wall 511 and connects the space S3 and the second coolant pump 92 via a flow path 83 and an inlet pipe 921.

[0115] <1-3-2. Heat Exchanger 6>

[0116] The heat exchanger 6 cools the coolant F by exchanging heat between the coolant F flowing in the flow paths 611 and 621 and a refrigerant that is colder than the coolant F. The heat exchanger 6 has a first heat exchanger 61 and a second heat exchanger 62. The coolant F flowing in from the space S1 of the coolant tank 5 passes through the first heat exchanger 61 and is cooled. The coolant F flowing in from the space S2 of the coolant tank 5 passes through the second heat exchanger 62 and is cooled. Furthermore, the refrigerant is, for example, water. In this embodiment, the refrigerant is seawater, which is obtained from the surrounding area of ​​the vehicle 800, such as a ship carrying the engine 100, and supplied to the interior of the heat exchanger 6 (e.g., the first heat exchanger 61 and the second heat exchanger 62, respectively). In addition, it is not limited to this example; the water used as the refrigerant may also be fresh water or a mixture of seawater and fresh water.

[0117] The heat exchangers 6 (first heat exchanger 61 and second heat exchanger 62) dissipate the heat of the coolant F into the water M supplied from the water pump 93 (described later). In this way, the engine 100 can cool the coolant F by drawing water from outside the vehicle 800, eliminating the need for refrigerant for the heat exchangers 6, refrigerant circulation piping and pumps, and a radiator for refrigerant cooling. The water after heat exchange is discharged to the outside (e.g., into water). Furthermore, this embodiment does not exclude the use of a refrigerant other than water drawn from water, nor does it exclude the engine 100 from having refrigerant circulation piping and pumps, a radiator for refrigerant cooling, etc. In the latter case, the water pump 93 can be omitted.

[0118] <1-3-3. Electrical Assembly Department 60>

[0119] The electrical assembly 60 includes, for example, electronic components (not shown) such as the ECU (electronic control unit) of the engine 100, and a housing (not shown) that houses the electronic components. Additionally, the housing may also house components other than the aforementioned electronic components, such as components susceptible to temperature rise or components requiring frequent maintenance.

[0120] Preferably, the electrical assembly 60 is disposed at the rear end of the heat exchanger 6. This allows for efficient use of the space below the coolant tank 5 and behind the heat exchanger 6 for the engine 100. In other words, the electrical assembly 60 can be compactly disposed within this space. Furthermore, by dissipating heat from the electrical assembly 60 to the heat exchanger 6, the temperature rise of the electrical assembly 60 can be effectively suppressed. Additionally, the electrical assembly 60 is easily exposed to the outside of the engine 100, thus improving the operability for maintenance and other tasks related to the electrical assembly 60. However, this example does not preclude a structure where the electrical assembly 60 is not disposed at the rear end of the heat exchanger 6.

[0121] <1-3-4. First Switching Unit 71>

[0122] The first switching unit 71 is installed between the opening 531 of the coolant tank 5 and the liquid delivery pipe 24, and delivers the coolant Fa1 to either the first coolant pump 91 or the space S1 according to the temperature of the coolant Fa1 flowing in from the liquid delivery pipe 24.

[0123] For example, the first switching unit 71 includes a housing 710, a first temperature sensor 711, openings 712 and 713, and a first temperature regulating valve 714. The first temperature sensor 711 is disposed inside the housing 710 and detects the temperature of the coolant Fa1. Openings 712 and 713 are disposed in the housing 710. Opening 712 is the inlet for coolant Fa1 and is connected to the rear end of the delivery pipe 24. Opening 713 is the outlet for coolant Fa2 toward the first coolant pump 91. The first temperature regulating valve 714 covers openings 531, 712, and 713, and, through control by an ECU or the like based on the detection result of the first temperature sensor 711, switches the flow and cut-off of coolant Fa1 relative to openings 531 and 713 from one to the other.

[0124] For example, if the detected value (temperature of coolant Fa1) of the first temperature sensor 711 is above a first predetermined value, the first temperature regulating valve 714 opens opening 713 but closes opening 531. Thus, coolant Fa1 flows through opening 713 and into the first coolant pump 91. Conversely, if the detected value of the first temperature sensor 711 is below the first predetermined value, the first temperature regulating valve 714 closes opening 713 but opens opening 531, allowing coolant Fa1 to flow into opening 531 and into space S1.

[0125] In addition, Figures 1 to 4 In this example, the first temperature regulating valve 714 is disposed within the housing 710 of the first switching unit 71. However, this example does not exclude the possibility that the first temperature regulating valve 714 is not disposed within the housing 710. For example, the first temperature regulating valve 714 may also be disposed outside the housing 710. Furthermore, in Figures 1 to 4 In this embodiment, the first temperature sensor 711 is disposed within the housing 710 of the first switching unit 71, for example, within the first temperature regulating valve 714. However, it is not limited to this example; the first temperature sensor 711 may also be disposed outside the first temperature regulating valve 714, for example, within the piping 715 connecting the first temperature regulating valve 714 and the coolant tank 5 (see reference). Figure 5 and Figure 6 ).

[0126] <1-3-5. Second Switching Unit 72>

[0127] The second switching unit 72 is installed between the openings 534 and 535 of the coolant tank 5 and the drain pipe 54, and delivers the coolant Fb1 to either space S2 or space S3 according to the temperature of the coolant Fb1 flowing in from the drain pipe 54.

[0128] For example, the second switching unit 72 includes a housing 720, a second temperature sensor 721, an opening 722, and a second temperature regulating valve 723. The second temperature sensor 721 is disposed inside the housing 720 and detects the temperature of the coolant Fb1. The opening 722 is the inlet for the coolant Fb1, disposed in the housing 720, and connected to the drain pipe 54. The second temperature regulating valve 723 covers the openings 534, 535, and 722, and through control by the ECU or other components based on the detection result of the second temperature sensor 721, switches the flow and cut-off of coolant Fb1 relative to openings 534 and 535 from one to the other.

[0129] For example, if the detected value (temperature of coolant Fb1) of the second temperature sensor 721 is higher than a second predetermined value, the second temperature regulating valve 723 opens opening 534 but closes opening 535. Thus, coolant Fb1 flows through opening 534 and into space S2. Furthermore, the second predetermined value is not particularly limited, but it is higher than the first predetermined value used by the first temperature sensor 711.

[0130] Furthermore, if the detection value of the second temperature sensor 721 is less than the second predetermined value, the second temperature regulating valve 723 closes the opening 534 but opens the opening 535. As a result, the coolant Fb1 flows through the opening 535 into the space S3 and merges with the coolant Fb4 flowing in the space S3.

[0131] In addition, Figures 1 to 4In this example, the second temperature regulating valve 723 is disposed within the housing 720 of the second switching unit 72. However, this example does not preclude the possibility that the second temperature regulating valve 723 is not disposed within the housing 720. For example, the second temperature regulating valve 723 may also be disposed outside the housing 720. Furthermore, in Figures 1 to 4 In this embodiment, the second temperature sensor 721 is disposed within the housing 720 of the second switching unit 72, for example, within the second temperature regulating valve 723. However, it is not limited to this example; the second temperature sensor 721 may also be disposed outside the second temperature regulating valve 723, for example, within the piping 724 connecting the second temperature regulating valve 723 and the coolant tank 5 (see reference). Figure 6 ).

[0132] <1-3-6. First Coolant Pump 91>

[0133] The first coolant pump 91 supplies coolant F to the intercooler 2. For example, the first coolant pump 91 delivers coolant F (e.g., at least one of coolant Fa2 and Fa5) flowing into the inlet pipe 911 as coolant Fa3 from the delivery pipe 912 to the supply pipe 23. This coolant Fa3 is supplied to the intercooler 2 through the supply pipe 23 and flows into the first switching section 71 as coolant Fa1 through the delivery pipe 24.

[0134] Furthermore, the supply pipe 23 and delivery pipe 24 are pipes for coolant F, located on the left side of the engine body 200 and extending in the longitudinal direction. The rear end of the supply pipe 23 is connected to the inlet pipe 911 of the first coolant pump 91. The front ends of the supply pipe 23 and delivery pipe 24 are connected to the intercooler 2. The rear end of the delivery pipe 24 is connected to the opening 712 of the first switching section 71.

[0135] <1-3-7. Second Coolant Pump 92>

[0136] The second coolant pump 92 supplies coolant F to the various parts of the engine 100 that require cooling (except for the intercooler 2). For example, the second coolant pump 92 delivers the coolant F flowing into the inlet pipe 921 (e.g., coolant Fb1 flowing into space S3, coolant Fb4 flowing in space S3) as coolant Fb5 from the delivery pipe 922 to the aforementioned parts of the engine 100 (especially the combustion chamber). After cooling the aforementioned parts, the coolant F collects in the drain pipe 54 and flows into the second switching section 72 as coolant Fb1 through the drain pipe 54.

[0137] <1-3-8. Water Pump 93>

[0138] Water pump 93 supplies water, which is used as a refrigerant for heat exchange, to heat exchangers 6 (e.g., first heat exchanger 61, second heat exchanger 62). For example, the front end of the water intake pipe 931 of water pump 93 is disposed in the water outside the vehicle 800 carrying engine 100. Water supply pipe 932 of water pump 93 is connected to heat exchanger 6. Water pump 93 draws water from the water through water intake pipe 931 and delivers it to heat exchanger 6 through water supply pipe 932. The water supplied to heat exchanger 6 cools the coolant F (Fa5, Fb3) in flow paths 611, 621 through heat exchange, and also cools electrical assembly 60.

[0139] <1-3-9. Example of coolant F circulation>

[0140] Next, refer to Figures 1 to 4 as well as Figure 12 The circulation example of coolant F will be described below. The cooling system of engine 100 includes a first cooling system and a second cooling system. The low-temperature coolant F circulates in the first cooling system and is cooled in the first heat exchanger 61. The coolant F, which is hotter than the coolant F in the first cooling system, circulates in the second cooling system and is cooled in the second heat exchanger 62. The circulation path of the first cooling system is independent of the circulation path of the second cooling system. Furthermore, in this specification, the coolant F circulating in the first cooling system is sometimes referred to as "Fa" ("Fa1" to "Fa5"). Additionally, the coolant F circulating in the second cooling system is sometimes referred to as "Fb" ("Fb1" to "Fb5").

[0141] <1-3-9-1. Structural Example of the First Cooling System>

[0142] First, the structure of the first cooling system on the low-temperature side will be described. Coolant Fa is supplied from the first coolant pump 91 to the intercooler 2 via the supply pipe 23. After the pressurized intake air is cooled in the intercooler 2, the coolant Fa flows into the first switching section 71 as coolant Fa1 via the delivery pipe 24 and the opening 712.

[0143] If the temperature of the coolant Fa1 detected by the first temperature sensor 711 is below a first predetermined value, it can be determined that the temperature of the coolant Fa1 is sufficiently low. Therefore, the first temperature regulating valve 714 of the first switching unit 71 cuts off the flow of coolant Fa1 relative to the opening 531, allowing coolant Fa1 to flow into the opening 713. The coolant Fa2 that has passed through the opening 713 flows into the inlet pipe 911 of the first coolant pump 91. Then, the first coolant pump 91 sends coolant Fa3 from the delivery pipe 912 to the supply pipe 23 and supplies it to the intercooler 2.

[0144] On the other hand, if the temperature detected by the first temperature sensor 711 for the coolant Fa1 is higher than the first predetermined value, it can be determined that the temperature of the coolant Fa1 is not low. Therefore, the first temperature regulating valve 714 of the first switching unit 71 cuts off the flow of coolant Fa1 relative to the opening 713, allowing coolant Fa1 to flow into space S1 through opening 531. Coolant Fa4 in space S1 flows out from opening 532 into flow path 80. Coolant Fa5 flowing in flow path 80 flows into flow path 611 of the first heat exchanger 61 and is cooled by heat exchange with the refrigerant. Then, coolant Fa5 flows from flow path 611 into the inlet pipe 911 of the first coolant pump 91, and is delivered from the first coolant pump 91 as coolant Fa3 from delivery pipe 912 to supply pipe 23, and supplied to the intercooler 2.

[0145] <1-3-9-2. Structural Example of the Second Cooling System>

[0146] Next, the structure of the second cooling system on the high-temperature side will be described. Coolant Fb is supplied from the second coolant pump 92 to various parts of the engine 100 (especially the combustion chamber) via the supply pipe 23. After cooling the above-mentioned parts, the coolant Fb flows into the second switching section 72 as coolant Fb1 via the drain pipe 54 and the opening 722.

[0147] If the temperature detected by the second temperature sensor 721 for the coolant Fb1 is below the second predetermined value, it can be determined that the temperature of the coolant Fb1 is low. Therefore, the second temperature regulating valve 723 of the second switching unit 72 cuts off the flow of coolant Fb1 relative to the opening 534, allowing coolant Fb1 to flow into space S3 through opening 535. As a result, the coolant Fb1 that has passed through opening 535 merges with the flow of coolant Fb4 (described later) in space S3.

[0148] On the other hand, if the temperature detected by the second temperature sensor 721 for the coolant Fb1 is higher than the specified value, it can be determined that the temperature of the coolant Fb1 is not low. Therefore, the second temperature regulating valve 723 of the second switching unit 72 cuts off the flow of coolant Fb1 relative to the opening 535, allowing coolant Fb1 to flow into space S2 through opening 534. Coolant Fb2 in space S2 flows out as coolant Fb3 through opening 533 to coolant pipe 81. Coolant Fb3 flows from coolant pipe 81 into flow path 621 of the second heat exchanger 62, where it is cooled by heat exchange with the refrigerant. Then, coolant Fb3 flows from flow path 621 through coolant pipe 82 and opening 536 into space S3.

[0149] Next, the coolant Fb4 (and the coolant Fb1 flowing into space S3 via opening 535) in space S3 flows from opening 537 through flow path 83 into the inlet pipe 921 of the second coolant pump 92. The second coolant pump 92 delivers coolant Fb5 from delivery pipe 922 to all parts of the engine 100 except the intercooler 2 (particularly the combustion chamber including cylinder 204). In addition, the coolant F discharged from the above-mentioned parts collects in the drain pipe 54 and flows into the second switching section 72 as coolant Fb1.

[0150] <2. Precautions, etc.>

[0151] The various technical features disclosed in this specification can be modified in various ways without departing from the spirit of the technical inventive step. That is, the above embodiments should be considered illustrative rather than limiting in all respects. Furthermore, the various embodiments and variations shown in this specification can be combined and implemented to the extent possible.

[0152] In the embodiments described above, the present invention is applied to a V-type engine. However, this is merely an example. The present invention can be widely applied to engines with two cylinder banks, and for example, it can also be applied to horizontally opposed engines where the pistons reciprocate in the horizontal direction.

[0153] <3. Summary>

[0154] The following is a summary of the implementation methods described above.

[0155] For example, the engine 100 disclosed in this specification (first structure) is configured to include:

[0156] Supercharger 1 pressurizes and compresses the intake air; and

[0157] Cooling unit 2 cools the intake air of the turbocharger 1.

[0158] in,

[0159] On the upper side (+Z side) of the engine 100, at least a portion of the cooling section 2 is disposed on a (+X) side that is closer to the output shaft direction (mechanism output shaft direction) than the turbocharger 1.

[0160] (Second Structure) The engine 100 of the first structure described above can also be configured as follows:

[0161] On the upper side (+Z side) of the engine 100, in the left-right direction perpendicular to the output shaft direction (mechanism output shaft direction) and the up-down direction, the portion of the turbocharger 1 that is at least outside the center line J2 of the rotating shaft 141 of the bearing portion 14 is arranged on the left-right side of the cooling portion 2.

[0162] Furthermore, the engine 100 of the first or second structure described above (third structure) can also be configured as follows:

[0163] It also includes a pair of cylinder banks 205, which are composed of a plurality of cylinders 204 arranged in the output shaft direction (mechanism output shaft direction).

[0164] Each of the aforementioned cylinder banks 205 is positioned on the outer side of the output shaft 101 of the engine 100 in a left-right direction perpendicular to both the output shaft direction (mechanism output shaft direction) and the vertical direction.

[0165] The aforementioned booster 1 has an air delivery section 11, which delivers the intake air to the inside in the left-right direction.

[0166] Furthermore, (fourth structure) the engine 100 of any one of the first to third structures described above can also be configured as follows:

[0167] It also includes a support portion 3, which supports the turbocharger 1 and the cooling portion 2.

[0168] The aforementioned support portion 3 has:

[0169] The first support member 31 supports the aforementioned cooling section 2; and

[0170] The second support member 32 is configured independently of the first support member 31 and supports the booster 1.

[0171] Furthermore, the engine 100 of the fourth structure described above (fifth structure) can also be configured as follows:

[0172] It also includes a flywheel housing 400, which houses the flywheel 401 mounted on one (+X) side end of the output shaft 101 of the engine 100 in the output shaft direction (mechanism output shaft direction).

[0173] The aforementioned support portion 3 is mounted on the aforementioned flywheel housing 400.

[0174] The cooling section 2 is arranged at a distance from the flywheel housing 400 in at least one of the directions relative to the flywheel housing 400, namely, the direction relative to the output shaft (mechanism output shaft direction) (+X) and the direction relative to the vertical direction (+Z).

[0175] Furthermore, (sixth structure) the engine 100 of any one of the first to fifth structures described above can also be configured as follows:

[0176] It also includes a cover component 700, which covers at least a portion of the supercharger 1.

[0177] The supercharger 1 has a turbine section 12 through which the exhaust gas of the engine 100 passes, and the cover component 700 covers the turbine section 12.

Claims

1. An engine, comprising: The turbocharger pressurizes and compresses the intake air; and The cooling unit cools the intake air of the turbocharger. The engine is characterized in that... On the upper side of the engine, at least a portion of the cooling section is disposed on a side closer to the output shaft than the turbocharger.

2. The engine according to claim 1, characterized in that, On the upper side of the engine, in a left-right direction perpendicular to the output shaft direction and the vertical direction, the portion of the turbocharger that is at least outside the center line of the rotating shaft of the bearing portion is disposed on the outer side in the left-right direction, which is different from the cooling portion.

3. The engine according to claim 1 or 2, characterized in that, It also includes a pair of cylinder banks, which consist of a plurality of cylinders arranged in the direction of the output shaft. Each of the cylinder banks is positioned outside the engine's output shaft in a left-right direction that is perpendicular to both the output shaft direction and the vertical direction. The booster has an air delivery section that delivers the intake air inward in a left-right direction.

4. The engine according to claim 1 or 2, characterized in that, It also includes a support portion that supports the cooling portion. The support portion has: A first support component supports the cooling section; and The second support member is configured independently of the first support member and supports the turbocharger and the cooling unit.

5. The engine according to claim 4, characterized in that, It also includes a flywheel housing that houses a flywheel mounted on one end of the output shaft of the engine in the output shaft direction. The support portion is mounted on the flywheel housing. The cooling section is disposed at a distance from the flywheel housing in at least one of the directions relative to the output shaft and the vertical direction.

6. The engine according to claim 1 or 2, characterized in that, It also includes a cover component that covers at least a portion of the supercharger. The supercharger has a turbine section through which the exhaust gas from the engine passes. The cover component covers the turbine section.

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