Engine device

Abstract

To provide a useful engine device.SOLUTION: An engine 1 (engine device) includes a main harness assembly 703 (wire harness). A harness connector 701 (connector) is connected to the main harness assembly 703. The harness connector 701 is fixed to a cylinder block 6 (engine body) through a connector bracket 702. The main harness assembly 703 is fixed above the connector bracket 702.SELECTED DRAWING: Figure 32

Description

Technical Field

[0001] The present invention relates to an engine device.

Background Art

[0002] In recent years, the drive control of engines has rapidly become electronic, and a large number of electronic devices have been mounted on engines (see, for example, Patent Document 1). Along with this, a large number of wire harnesses (electric wires) are assembled to the engine.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Conventionally, various devices have been made to facilitate the handling of wire harnesses, such as bundling a plurality of wire harnesses as a harness assembly or providing a relay connector in the middle of the wire harness. However, further improvement in the handling property of the wire harness is desired.

[0005] In view of the above problems, the present invention aims to improve the handling property of a harness connector electrically connected to a wire harness.

Means for Solving the Problems

[0006] An engine device according to the present invention is an engine device including an electronic device and a wire harness electrically connected thereto, wherein the wire harness is electrically connected to a harness connector, and the harness connector is attached to one side portion of a cylinder block via a connector bracket.

[0007] In the engine device of the present invention, for example, an intake manifold may be attached to one side of the cylinder head, and the harness connector may be arranged below the intake manifold.

[0008] Furthermore, for example, the wire harness electrically connected to the harness connector may be a harness assembly, and the harness assembly may be branched into a plurality of wire harnesses on the one side of the cylinder block.

[0009] Also, for example, a common rail may be arranged on the one side of the cylinder block, and the plurality of wire harnesses may be connected to at least the common rail.

Advantages of the Invention

[0010] According to the above configuration, the handleability of the harness connector can be improved.

Brief Description of the Drawings

[0011]

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Embodiments for Carrying Out the Invention

[0012] Hereinafter, embodiments embodying the present invention will be described with reference to the drawings. First, with reference to FIGS. 1 to 8, the overall structure of an engine (engine device) 1 composed of a diesel engine will be described. In the following description, both side portions parallel to the crankshaft 5 (side portions on both sides sandwiching the crankshaft 5) are referred to as left and right, the side where the flywheel housing 7 is installed is referred to as the front side, and the side where the cooling fan 9 is installed is referred to as the rear side. For convenience, these are used as the reference for the positional relationship of the four directions and up and down in the engine 1.

[0013] As shown in FIGS. 1 to 8, an intake manifold 3 is arranged on one side portion parallel to the crankshaft 5 in the engine 1, and an exhaust manifold 4 is arranged on the other side portion. In the embodiment, the intake manifold 3 is integrally formed with the cylinder head 2 on the right side surface of the cylinder head 2, and the exhaust manifold 4 is installed on the left side surface of the cylinder head 2. The cylinder head 2 is mounted on a cylinder block 6 in which the crankshaft 5 and a piston (not shown) are incorporated. The cylinder block 6 rotatably supports the crankshaft 5.

[0014] The front and rear end portions of the crankshaft 5 protrude from the front and rear sides of the cylinder block 6. A flywheel housing 7 is fixedly provided on one side portion (the front side surface side of the cylinder block 6 in the embodiment) that intersects the crankshaft 5 in the engine 1. A flywheel 8 is disposed in the flywheel housing 7. The flywheel 8 is pivotally supported on the front end side of the crankshaft 5 and is configured to rotate integrally with the crankshaft 5. The power of the engine 1 is configured to be taken out to the operating portion of a working machine (such as a hydraulic excavator or a forklift) via the flywheel 8. A cooling fan 9 is provided on the other side portion (the rear side surface side of the cylinder block 6 in the embodiment) that intersects the crankshaft 5 in the engine 1. The rotational force is configured to be transmitted from the rear end side of the crankshaft 5 to the cooling fan 9 via a V-belt 10.

[0015] An oil pan 11 is disposed on the lower surface of the cylinder block 6. Lubricating oil is stored in the oil pan 11. The lubricating oil in the oil pan 11 is sucked by an oil pump 12 (see FIG. 11) disposed on the right side surface side of the cylinder block 6, which is a connecting portion between the cylinder block 6 and the flywheel housing 7, and is supplied to each lubricating portion of the engine 1 via an oil cooler 13 and an oil filter 14 disposed on the right side surface of the cylinder block 6. The lubricating oil supplied to each lubricating portion is then returned to the oil pan 11. The oil pump 12 is configured to be driven by the rotation of the crankshaft 5.

[0016] A fuel supply pump 15 for supplying fuel is attached to the connecting portion between the cylinder block 6 and the flywheel housing 7, and the fuel supply pump 15 is disposed below the EGR device 24. A common rail 16 is fixed to the side surface of the cylinder block 6 below the intake manifold 3 of the cylinder head 2 and is disposed above the fuel supply pump 15. Each injector 17 (see FIG. 17) for four cylinders having an electromagnetic on-off control type fuel injection valve is provided on the upper surface portion of the cylinder head 2 covered by the head cover 18.

[0017] Each injector 17 is connected to a fuel tank 118 (see FIG. 17) mounted on the work vehicle via a fuel supply pump 15 and a cylindrical common rail 16. Fuel in the fuel tank is pumped from the fuel supply pump 15 to the common rail 16, and high-pressure fuel is stored in the common rail 16. By controlling the opening and closing of the fuel injection valves 119 (see FIG. 17) of each injector 17 respectively, the high-pressure fuel in the common rail 16 is injected from each injector 17 into each cylinder of the engine 1.

[0018] A blow-by gas reduction device 19 for taking in blow-by gas that has leaked from the combustion chamber of the engine 1 to the upper surface side of the cylinder head 2 is provided on the upper surface of a head cover 18 that covers an intake valve and an exhaust valve (not shown) provided on the upper surface portion of the cylinder head 2. The blow-by gas outlet of the blow-by gas reduction device 19 communicates with the intake portion of the two-stage supercharger 30 via a reduction hose 68. The blow-by gas from which the lubricating oil component has been removed in the blow-by gas reduction device 19 is reduced to the intake manifold 3 via the two-stage supercharger 30.

[0019] A starter 20 for starting the engine is attached to the flywheel housing 7, and the starter 20 is disposed below the exhaust manifold 4. The starter 20 is attached to the flywheel housing 7 at a position below the connecting portion between the cylinder block 6 and the flywheel housing 7.

[0020] A cooling water pump 21 for cooling water circulation is disposed below the cooling fan 9 at a position on the left side of the rear surface of the cylinder block 6. With the rotation of the crankshaft 5, the cooling water pump 21 is driven together with the cooling fan 9 via a V-belt 10 for driving the cooling fan. Cooling water in a radiator (not shown) mounted on the work vehicle is supplied to the cooling water pump 21 by driving the cooling water pump 21. Then, cooling water is supplied to the cylinder head 2 and the cylinder block 6 to cool the engine 1.

[0021] A cooling water inlet pipe 22, which is arranged below the exhaust manifold 4 and communicated with the cooling water outlet of the radiator, is fixedly installed on the left side surface of the cylinder block 6 at the same height position as the cooling water pump 21. On the other hand, a cooling water outlet pipe 23, which is communicated with the cooling water inlet of the radiator, is fixedly installed at the rear part of the cylinder head 2. The cylinder head 2 has a cooling water drainage part 35 protruding rearward of the intake manifold 3, and the cooling water outlet pipe 23 is installed on the upper surface of the cooling water drainage part 35.

[0022] The inlet side of the intake manifold 3 is connected to an air cleaner (not shown) via a collector 25 of an EGR device 24 (exhaust gas recirculation device) described later. The fresh air (external air) sucked into the air cleaner is dust-removed and purified by the air cleaner, then sent to the intake manifold 3 via the collector 25, and supplied to each cylinder of the engine 1. In the embodiment, the collector 25 of the EGR device 24 is integrally formed with the cylinder head 2 and connected to the right side of the intake manifold 3 that constitutes the right side surface of the cylinder head 2. That is, the outlet opening of the collector 25 of the EGR device 24 is connected to the inlet opening of the intake manifold 3 provided on the right side surface of the cylinder head 2. In this embodiment, as will be described later, the collector 25 of the EGR device 24 is connected to the air cleaner via an intercooler (not shown) and a two-stage supercharger 30.

[0023] The EGR device 24 includes a collector 25 as a relay pipeline for mixing the recirculated exhaust gas (EGR gas from the exhaust manifold 4) and the fresh air (external air) of the engine 1 and supplying the mixture to the intake manifold 3, an intake throttle member 26 for communicating the collector 25 with the air cleaner, a recirculated exhaust gas pipe 28 which is a part of the reflux pipeline connecting the exhaust manifold 4 via the EGR cooler 27, and an EGR valve member 29 for communicating the collector 25 with the recirculated exhaust gas pipe 28.

[0024] The EGR device 24 is disposed on the right side of the intake manifold 3 in the cylinder head 2. That is, the EGR device 24 is fixed to the right side surface of the cylinder head 2 and communicates with the intake manifold 3 in the cylinder head 2. For the EGR device 24, the collector 25 is connected to the intake manifold 3 on the right side surface of the cylinder head 2, and the EGR gas inlet of the recirculation exhaust gas pipe 28 is connected and fixed to the front portion of the intake manifold 3 on the right side surface of the cylinder head 2. Further, an EGR valve member 29 and an intake throttle member 26 are connected to the front and rear of the collector 25 respectively, and the EGR gas outlet of the recirculation exhaust gas pipe 28 is connected to the rear end of the EGR valve member 29.

[0025] The EGR cooler 27 is fixed to the front side surface of the cylinder head 2. The cooling water flowing in the cylinder head 2 and the EGR gas flow in and out of the EGR cooler 27, and the EGR gas is cooled in the EGR cooler 27. On the front side surface of the cylinder head 2, EGR cooler connection pedestals 33, 34 for connecting the EGR cooler 27 are protrudingly provided at the left and right positions thereof, and the EGR cooler 27 is connected to the connection pedestals 33, 34. That is, the EGR cooler 27 is disposed at a position above the flywheel housing 7 and in front of the cylinder head 2 such that the rear end surface of the EGR cooler 27 is spaced apart from the front side surface of the cylinder head 2.

[0026] A two-stage supercharger 30 is disposed on the side (left side in the embodiment) of the exhaust manifold 4. The two-stage supercharger 30 includes a high-pressure supercharger 51 and a low-pressure supercharger 52. The high-pressure supercharger 51 has a high-pressure turbine 53 incorporating a turbine wheel (not shown) and a high-pressure compressor 54 incorporating a blower wheel (not shown), and the low-pressure supercharger 52 has a low-pressure turbine 55 incorporating a turbine wheel (not shown) and a low-pressure compressor 56 incorporating a blower wheel (not shown).

[0027] The exhaust gas inlet 57 of the high-pressure turbine 53 is connected to the exhaust manifold 4, and the exhaust gas inlet 60 of the low-pressure turbine 55 is connected to the exhaust gas outlet 58 of the high-pressure turbine 53 via the high-pressure exhaust gas pipe 59. The exhaust gas intake side end of an exhaust gas discharge pipe (not shown) is connected to the exhaust gas outlet 61 of the low-pressure turbine 55. On the other hand, the fresh air supply side (fresh air outlet side) of an air cleaner (not shown) is connected to the fresh air intake port (fresh air inlet) 63 of the low-pressure compressor 56 via the air supply pipe 62. The fresh air intake port 66 of the high-pressure compressor 54 is connected to the fresh air supply port (fresh air outlet) 64 of the low-pressure compressor 56 via the low-pressure fresh air passage pipe 65. The fresh air intake side of an intercooler (not shown) is connected to the fresh air supply port 67 of the high-pressure compressor 54 via a high-pressure fresh air passage pipe (not shown).

[0028] The high-pressure supercharger 51 is connected to the exhaust gas outlet 58 of the exhaust manifold 4 and is fixed to the left side of the exhaust manifold 4. Meanwhile, the low-pressure supercharger 52 is connected to the high-pressure supercharger 51 via the high-pressure exhaust gas pipe 59 and the low-pressure fresh air passage pipe 65 and is fixed above the exhaust manifold 4. That is, the high-pressure supercharger 51 with a smaller diameter and the exhaust manifold 4 are arranged side by side horizontally below the low-pressure supercharger 52 with a larger diameter, so that the two-stage supercharger 30 is arranged to surround the left side surface and the upper surface of the exhaust manifold 4. That is, the exhaust manifold 4 and the two-stage supercharger 30 are arranged in a rectangular shape in a rear view (front view) and are compactly fixed to the left side surface of the cylinder head 2.

[0029] Next, the configuration of the cylinder block 6 will be described with reference to FIGS. 9 to 13. On the left side surface 301 and the right side surface 302 of the cylinder block 6 along the direction of the crankshaft axis 300 of the crankshaft 5, at the ends on the front side surface 303 side, a left housing bracket portion 304 and a right housing bracket portion 305 (protrusion) to which the flywheel housing 7 is fixed by a plurality of bolts are formed. Between the side wall of the left side surface 301 and the left housing bracket portion 304, in order from the upper side (top deck portion side) to the lower side (oil pan rail portion side), a left first reinforcing rib 306, a left second reinforcing rib 307, a left third reinforcing rib 308, and a left fourth reinforcing rib 309 are formed. Also, between the side wall of the right side surface 302 and the right housing bracket portion 305, a right first reinforcing rib 310 and a right second reinforcing rib 311 are formed in order from the upper side to the lower side. The housing bracket portions 304 and 305 and the reinforcing ribs 306 to 311 are integrally formed with the cylinder block 6.

[0030] The reinforcing ribs 306 to 311 each extend along the direction of the crankshaft axis 300 and have a substantially triangular shape with a wide housing bracket portion 304, 305 in plan view. Also, the left reinforcing ribs 307, 308, 309 and the right second reinforcing rib 311 have linear portions 307a, 308a, 309a, 311a extending from the substantially triangular portion to the rear side surface 312 side of the cylinder block 6 (see also FIGS. 7 and 8). The reinforcing ribs 306, 307, 308 are arranged in the cylinder portion of the cylinder block 6. The reinforcing ribs 309, 310, 311 are arranged in the skirt portion of the cylinder block 6.

[0031] On the left side surface 301 and the right side surface 302, two mounting seats 317 for attaching engine mounts that connect the engine 1 and the vehicle body are respectively projected in the front-rear direction at positions near the oil pan rail part. The left fourth reinforcing rib 309 is connected to the two mounting seats 317 projected on the left side surface 301. The right second reinforcing rib 311 is connected to the two mounting seats 317 projected on the right side surface 302. As shown in FIG. 2, a crankcase part cover member 326 that covers the periphery of the crankshaft 5 is fixed by bolts to the rear side surface 312 of the cylinder block 6 so that the inside of the crankcase part is not exposed to the outside of the engine 1. The oil pan 11 is bolted to the lower surface of the crankcase part cover member 326. fastened.

[0032] The housing bracket parts 304, 305 and the reinforcing ribs 306 - 311 integrally formed with the cylinder block 6 improve the rigidity of the cylinder block 6, particularly the rigidity and strength in the vicinity of the front side surface 303 of the cylinder block 6, and thus can reduce the vibration and noise of the engine 1. Further, since the housing bracket parts 304, 305 and the reinforcing ribs 306 - 311 increase the surface area of the cylinder block 6, the cooling efficiency of the cylinder block 6, and thus the cooling efficiency of the engine 1, can be enhanced.

[0033] Also, at a position on the left side surface 301 of the cylinder block 6 near the rear side surface 312, a coolant pump mounting part 319 to which a coolant pump 21 (see FIG. 2 etc.) is attached and an inlet pipe mounting seat 320 to which a coolant inlet pipe 22 (see FIG. 3 etc.) is attached are projected. The coolant pump mounting part 319 and the inlet pipe mounting seat 320 are integrally formed with the cylinder block 6. Also, the part of the inlet pipe mounting seat 320 on the rear side surface 312 side is connected to the coolant pump mounting part 319. The coolant pump mounting part 319 and the inlet pipe mounting seat 320 are projected in a direction away from the crankshaft 5, and can improve the rigidity, strength and cooling efficiency of the cylinder block 6.

[0034] Inside the cylinder block 6, a camshaft case portion 314 (see FIG. 13) for accommodating the camshaft 313 is formed. Although details are omitted, on the front side surface 303 of the cylinder block 6, a crank gear 331 fixed to the crankshaft 5 and a cam gear 332 fixed to the camshaft 313 are arranged. The cam gear 332 and the camshaft 313 are rotated in conjunction with the crank gear 331, and by driving a valve operating mechanism (not shown) associated with the camshaft 313, the intake valve and the exhaust valve (not shown) of the engine 1 are configured to open and close. The engine 1 of this embodiment has a so-called overhead valve valve operating system.

[0035] The camshaft case portion 314 is arranged at a position closer to the left side surface 301 in the cylinder portion of the cylinder block 6. The camshaft 313 and the camshaft case portion 314 are arranged along the direction of the crankshaft axis 300. Further, the substantially triangular portions and the linear portions 307a, 308a of the left second reinforcing rib 307 and the left third reinforcing rib 308 formed on the left side surface 301 of the cylinder block 6 are arranged in the vicinity of the arrangement position of the camshaft case portion 314 in a side view, and more specifically, are arranged at a position overlapping the arrangement position of the camshaft case portion 314.

[0036] In this embodiment, since the rigidity around the camshaft case portion 314 is improved by the left second reinforcing rib 307 and the left third reinforcing rib 308, distortion of the camshaft case portion 314 can be prevented. Thereby, fluctuations in the rotational resistance and rotational friction of the camshaft 313 due to the distortion of the camshaft case portion 314 can be prevented, and the camshaft 313 can be appropriately rotated to perform appropriate opening and closing operations of the intake valve and the exhaust valve (not shown).

[0037] Also, among the lubricating oil passages formed in the cylinder block 6, some lubricating oil passages, here the lubricating oil suction passage 315 and the lubricating oil supply passage 316, are arranged at a position closer to the right side surface 302 in the skirt portion of the cylinder block 6. The lubricating oil supply passage 316 is arranged at a position closer to the cylinder portion in the skirt portion of the cylinder block 6. The lubricating oil suction passage 315 is arranged at a position closer to the oil pan rail portion with respect to the lubricating oil supply passage 316.

[0038] One end of the lubricating oil suction passage 315 is opened to the lower surface of the oil pan rail portion of the cylinder block 6 (the surface facing the oil pan 11), and is connected to a lubricating oil suction pipe (not shown) disposed in the oil pan 11. The other end of the lubricating oil suction passage 315 is opened to the front side surface 303 of the cylinder block 6, and is connected to the suction port of an oil pump 12 (see FIG. 11) fixed to the front side surface 303. One end of the lubricating oil supply passage 316 is opened to the front side surface 303 of the cylinder block 6 at a position different from the opening of the lubricating oil suction passage 315, and is connected to the discharge port of the oil pump 12. The other end of the lubricating oil supply passage 316 is opened to an oil cooler bracket mounting seat 318 protruding from the right side surface 302 of the cylinder block 6, and is connected to the suction port of an oil cooler 13 (see FIG. 4 etc.) disposed on the oil cooler bracket mounting seat 318. In addition, lubricating oil passages are formed in the cylinder block 6 other than the lubricating oil suction passage 315 and the lubricating oil supply passage 316.

[0039] On the right side surface 302 of the cylinder block 6, the right first reinforcing rib 310 is disposed in the vicinity of the arrangement position of the lubricating oil supply passage 316 in a side view, and more specifically, is disposed overlapping the arrangement position of the lubricating oil supply passage 316 in a side view. Further, the right second reinforcing rib 311 is disposed in the vicinity of the arrangement position of the lubricating oil suction passage 315 in a side view. The reinforcing ribs 310, 311 and the passages 315, 316 each extend along the crankshaft axis 300 direction.

[0040] In this embodiment, the right housing bracket portion 305, the right first reinforcing rib 310 and the right second reinforcing rib 311 can enhance the cooling efficiency in the vicinity of the lubricating oil suction passage 315, the oil pump 12 and the lubricating oil supply passage 316. In particular, the right first reinforcing rib 310 disposed at a position overlapping the lubricating oil supply passage 316 in a side view efficiently dissipates the heat in the vicinity of the lubricating oil supply passage 316 to the outside. Thereby, the temperature of the lubricating oil flowing into the oil cooler 13 can be reduced, and the amount of heat exchange required by the oil cooler 13 can be reduced.

[0041] Next, with reference to FIGS. 10 to 16, the gear train structure of the engine 1 will be described. A gear case 330 is formed in a space surrounded by the front side surface 303 of the cylinder block 6, the housing bracket portions 304 and 305, and the flywheel housing 7. As shown in FIGS. 12 and 14, the front tip portions of the crankshaft 5 and the camshaft 313 are respectively disposed so as to protrude from the front side surface 303 of the cylinder block 6. A crank gear 331 is fixed to the front tip portion of the crankshaft 5. A cam gear 332 is fixed to the front tip portion of the camshaft 313. A donut disk-shaped camshaft pulsar 339 is bolted to the side surface of the cam gear 332 on the flywheel housing 7 side so as to rotate integrally with the cam gear 332.

[0042] As shown in FIGS. 12, 13, and 16, the fuel supply pump 15 provided in the right housing bracket portion 305 of the cylinder block 6 includes a fuel supply pump shaft 333 as a rotating shaft extending parallel to the rotation axis of the crankshaft 5. The front end side of the fuel supply pump shaft 333 is disposed so as to protrude from the front side surface 305a of the right housing bracket portion 305. A fuel supply pump gear 334 is fixed to the front tip portion of the fuel supply pump shaft 333. As shown in FIG. 13, the right housing bracket portion 305 of the cylinder block 6 has a fuel supply pump mounting seat 323 for disposing the fuel supply pump 15 at a position above the right first reinforcing rib 310. The fuel supply pump mounting seat 323 is formed with a fuel supply pump shaft insertion hole 324 having a size through which the fuel supply pump gear 334 can pass.

[0043] As shown in FIGS. 11 and 12, the oil pump 12 disposed on the front side surface 305a of the right housing bracket portion 305 below the fuel supply pump gear 334 includes an oil pump shaft 335 as a rotating shaft extending parallel to the rotation axis of the crankshaft 5. An oil pump gear 336 is fixed to the front tip portion of the oil pump shaft 335.

[0044] In a portion of the front side surface 303 of the cylinder block 6 surrounded by the crankshaft 5, the camshaft 313, the fuel supply pump shaft 333, and the oil pump shaft 335, an idle shaft 337 extending parallel to the rotation axis of the crankshaft 5 is provided. The idle shaft 337 is fixed to the front side surface 303 of the cylinder block 6. An idle gear 338 is rotatably supported on the idle shaft 337.

[0045] The idle gear 338 meshes with four gears: the crank gear 331, the cam gear 332, the fuel supply pump gear 334, and the oil pump gear 336. The rotational power of the crankshaft 5 is transmitted from the crank gear 331, via the idle gear 338, to three gears: the cam gear 332, the fuel supply pump gear 334, and the oil pump gear 336. Therefore, the camshaft 313, the fuel supply pump shaft 333, and the oil pump shaft 335 rotate in conjunction with the crankshaft 5. In the embodiment, the gear ratios between the respective gears 331, 332, 334, 336, 338 are set such that the camshaft 313 rotates once for every two rotations of the crankshaft 5, and the fuel supply pump shaft 333 and the oil pump shaft 335 rotate once for every one rotation of the crankshaft 5.

[0046] In this case, the cam gear 332 and the camshaft 313 are rotated in conjunction with the crank gear 331 that rotates with the crankshaft 5, and by driving a valve operating mechanism (not shown) provided in relation to the camshaft 313, the intake valve and the exhaust valve (not shown) provided in the cylinder head 2 are configured to open and close. Also, the fuel supply pump gear 334 and the fuel supply pump shaft 333 are rotated in conjunction with the crank gear 331, and by driving the fuel supply pump 15, the fuel in the fuel tank 118 is pumped to the common rail 16, and high-pressure fuel is stored in the common rail 16. Further, the oil pump gear 336 and the oil pump shaft 335 are rotated in conjunction with the crank gear 331, and by driving the oil pump 12, the lubricating oil in the oil pan 11 is supplied to each sliding part and the like via a lubrication system circuit (details are omitted) including a lubricating oil suction passage 315, a lubricating oil supply passage 316, an oil cooler 13, and an oil filter 14.

[0047] As shown in Fig. 16, the fuel supply pump 15, which is an auxiliary machine that operates in conjunction with the rotation of the crankshaft 5, is fixed to the fuel supply pump mounting seat 323 of the right housing bracket portion 305 by bolts. A right first reinforcing rib 310 is disposed adjacent to the fuel supply pump mounting seat 323. Also, a right first reinforcing rib 310 is disposed directly below the fuel supply pump 15, and a right second reinforcing rib 311 is disposed directly below the right first reinforcing rib 310. The reinforcing ribs 310 and 311 can improve the rigidity of the fuel supply pump mounting seat 323 and prevent foreign matters such as muddy water and flying stones from contacting the fuel supply pump 15 from the lower side, thereby protecting the fuel supply pump 15.

[0048] Next, with reference to Figs. 10 to 12, Fig. 14, and Fig. 15, the gear case 330 that houses the gear train will be described. Along the periphery of the region including the front surfaces 303, 304a, and 305a of the cylinder block 6 and the left and right housing bracket portions 304 and 305, a block-side convex strip portion 321 that is joined to the flywheel housing 7 is erected at the peripheral portions of the front surfaces 303, 304a, and 305a. A notch portion 321a is formed in the block-side convex strip portion 321 at a portion between the left and right oil pan rail portions of the cylinder block 6. The space between the end surface of the block-side convex strip portion 321 and the front surfaces 303, 304a, and 305a forms a block-side gear case portion 322 in a side view.

[0049] As shown in Figs. 14 and 15, for example, the flywheel housing 7 made of cast iron has a flywheel housing portion 401 that houses the flywheel 8. The flywheel housing portion 401 has a bottomed cylindrical shape formed by connecting a substantially cylindrical peripheral wall surface portion 402 that covers the outer peripheral side of the flywheel 8 and a rear wall surface portion 403 that covers the rear side surface (the surface on the cylinder block 6 side), and the flywheel 8 is housed in the space surrounded by the peripheral wall surface portion 402 and the rear wall surface portion 403. The peripheral wall surface portion 402 is formed in a substantially frustum-conical shape with a smaller radius toward the rear wall surface portion 403 side. A crankshaft insertion hole 404 into which the crankshaft 5 is inserted is formed at the central portion of the rear wall surface portion 403.

[0050] An annular housing-side convex rib portion 405 corresponding to the shape of the block-side convex rib portion 321 of the cylinder block 6 is connected to the rear wall surface portion 403 so as to surround the crankshaft insertion hole 404 arrangement position. The central portion of the housing-side convex rib portion 405 is arranged at a position shifted upward with respect to the crankshaft insertion hole 404. The lower portion of the housing-side convex rib portion 405 extends in the left-right direction and is disposed close to the crankshaft insertion hole 404 and connected to the rear wall surface portion 403.

[0051] Also, the upper portion and the left and right portions of the housing-side convex rib portion 405 are arranged outside the rear wall surface portion 403. The front side portion of the housing-side convex rib portion 405 located outside the rear wall surface portion 403 and the front side portion of the peripheral wall surface portion 402 are connected by an outer wall portion 406. The outer wall portion 406 has a convex curved inclined shape in a direction away from the crankshaft 5. In the flywheel housing 7, the lower portion of the flywheel accommodation portion 401 is projectingly arranged in a direction away from the crankshaft 5 with respect to the housing-side convex rib portion 405.

[0052] The space between the rear wall surface portion 403 and the end surface of the housing-side convex rib portion 405 forms a housing-side gear case portion 407 in a side view. The gear case 330 is formed by the housing-side gear case portion 407 and the aforementioned block-side gear case portion 322.

[0053] Inside the flywheel housing 7, a hollow space 408 is formed between the outer wall of the peripheral wall surface portion 402 of the flywheel accommodating portion 401 and the inner wall of the outer wall portion 406. A plurality of ribs 409 connecting the peripheral wall surface portion 402 and the outer wall portion 406 are arranged in the hollow space 408. Further, on the flywheel housing 7, a starter mounting portion 411 having a starter mounting seat 410 that is connected to the peripheral wall surface portion 402 and the housing-side rib portion 405 outside the housing-side rib portion 405 and is flush with the housing-side rib portion 405 is formed. A through hole 412 penetrating between the inner wall of the peripheral wall surface portion 402 and the starter mounting seat 410 is formed in the starter mounting portion 411. The flywheel housing 7 is bolted to the front side surface 303 side of the cylinder block 6 with bolts through 13 bolt holes 351 of the block-side rib portion 321 of the cylinder block 6 and bolt holes 353 of two housing bolt boss portions 352 on the front side surface 303.

[0054] As shown in FIGS. 10, 12, and 13, the left housing bracket portion 304 of the cylinder block 6 has a bracket concave portion 325 whose peripheral edge is formed in a concave shape with respect to the peripheral edge of the flywheel housing 7. The starter 20 is arranged on the starter mounting seat 410 of the flywheel housing 7 that is exposed below the bracket concave portion 325 in a state where the flywheel housing 7 is fixedly provided on the cylinder block 6. As shown in FIG. 14, on the outer peripheral side of the flywheel 8, an annular ring gear 501 for the starter 20 and a crankshaft pulsar 502 are fitted and fixed to each other from opposite sides along the thickness direction of the flywheel 8. The starter 20 has a pinion gear 503 (see FIG. 12) that is arranged in the through hole 412 and meshes with the ring gear 501 detachably.

[0055] In the vicinity of the starter mounting seat 410, a cast iron flywheel housing 7 is bolted to a block side rib 321 (see FIGS. 12 and 14) erected on the peripheral edge of the front side surface 304a of the left housing bracket portion 304. Further, in the cylinder block 6, a left fourth reinforcing rib 309 that connects the left housing bracket portion 304 and the left side surface 301 is disposed in the vicinity of the bracket concave portion 325 of the left housing bracket portion 304 close to the starter mounting seat 410. Thereby, the rigidity around the starter mounting seat 410 is improved. Also, the bracket concave portion 325 of the left housing bracket portion 304 and the block side rib 321 (see FIG. 12) provided in the vicinity of the starter mounting seat 410 continuously to the bracket concave portion 325 on the front side surface 303 also improve the rigidity around the starter mounting seat 410.

[0056] In this embodiment, since the starter 20 can be attached to a highly rigid portion such as the left fourth reinforcing rib 309, displacement and deformation of the starter 20 due to distortion of the starter mounting seat 410 and the left housing bracket portion 304 can be prevented, and failure of the starter 20 and poor meshing between the pinion gear 503 of the starter 20 and the ring gear 501 of the flywheel 8 can be prevented.

[0057] Next, with reference to FIG. 17, the fuel system structure of the common rail system 117 and the engine 1 will be described. As shown in FIG. 17, a fuel tank 118 is connected to each injector 17 for four cylinders provided in the engine 1 via a fuel supply pump 15 and a common rail system 117. Each injector 17 has an electromagnetic on-off control type fuel injection valve 119. The common rail system 117 has a cylindrical common rail 16. The common rail 16 is provided on the right side surface 302 of the cylinder block 6 and is disposed close to the intake manifold 3.

[0058] On the suction side of the fuel supply pump 15, a fuel tank 118 is connected via a fuel filter 121 and a low-pressure pipe 122. The fuel in the fuel tank 118 is sucked into the fuel supply pump 15 via the fuel filter 121 and the low-pressure pipe 122. On the other hand, on the discharge side of the fuel supply pump 15, a common rail 16 is connected via a high-pressure pipe 123. A high-pressure pipe connector 124 is provided at the longitudinal middle of the cylindrical common rail 16, and the end of the high-pressure pipe 123 is connected to the high-pressure pipe connector 124 by screwing a high-pressure pipe connector nut 125.

[0059] Also, each injector 17 for four cylinders is connected to the common rail 16 via four fuel injection pipes 126. A fuel injection pipe connector 127 for four cylinders is provided in the longitudinal direction of the cylindrical common rail 16, and the end of the fuel injection pipe 126 is connected to the fuel injection pipe connector 127 by screwing a fuel injection pipe connector nut 128.

[0060] Also, at the longitudinal end of the common rail 16, a return pipe connector 129 (pipe joint member) for returning excess fuel that limits the pressure of the fuel in the common rail 16 is connected. The return pipe connector 129 is connected to the fuel tank 118 via a fuel return pipe 130. The excess fuel of the fuel supply pump 15 is sent to the return pipe connector 130 via a pump excess fuel return pipe 131. The excess fuel of each injector 17 is sent to the return pipe connector 130 via an injector excess fuel return pipe 132. That is, the excess fuel of the fuel supply pump 15, the excess fuel of the common rail 16, and the excess fuel of each injector 17 merge at the return pipe connector 129 and are recovered to the fuel tank 118 via the fuel return pipe 130. Note that the return pipe connector 129 may be connected to the fuel tank 118 via a pipe joint member (not shown) for returning excess fuel of the filter provided in the fuel filter 121.

[0061] A fuel pressure sensor 601 for detecting the fuel pressure in the common rail 16 is provided at an end of the common rail 16 opposite to the return pipe connector 129. Under the control of the engine controller 600, while monitoring the fuel pressure in the common rail 16 from the output of the fuel pressure sensor 601, the opening degree of the suction metering valve 602 of the fuel supply pump 15 is adjusted, and the fuel suction amount of the fuel supply pump 15, and thus the fuel discharge amount, are adjusted. The fuel in the fuel tank 118 is pumped to the common rail 16 by the fuel supply pump 15, and high-pressure fuel is stored in the common rail 16. By controlling the opening and closing of each fuel injection valve 119 under the control of the engine controller 600, the high-pressure fuel in the common rail 16 is injected from each injector 17 into each cylinder of the engine 1. That is, by electronically controlling each fuel injection valve 119, the injection pressure, injection timing, and injection period (injection amount) of the fuel supplied from each injector 17 can be controlled with high precision. Therefore, nitrogen oxides (NOx) discharged from the engine 1 can be reduced. The noise and vibration of the engine 1 can be reduced. The engine controller 600 is also electrically connected to an electromagnetic drive type pressure reducing valve 603 for adjusting the pressure in the common rail 16 and a fuel temperature sensor 604 for detecting the fuel temperature in the fuel supply pump 15. Although not shown, the engine controller 600 is also electrically connected to other devices, such as various sensors provided in the engine 1.

[0062] Next, with reference to FIG. 18, a part of the harness structure attached to the engine 1 will be described. A harness connector 701 (main harness connector) for connecting each component of the engine 1 to the engine controller 600 (see FIG. 17) and a battery (not shown) is fixedly provided on the right side surface 302 of the cylinder block 6 via a connector bracket 702. The harness connector 701 and the connector bracket 702 are arranged in a region surrounded by the oil cooler 13, the oil filter 14, the fuel supply pump 15, and the common rail 16.

[0063] The main harness assembly 703 extending from the harness connector 701 is led downward of the engine 1 through between the right side surface 302 of the cylinder block 6 and the connector bracket 702, and then led rearward of the engine 1 through between the right side surface 302 and the oil filter 14 along the linear portion 311a of the right second reinforcing rib 311. Further, the main harness assembly 703 curves upward of the engine 1 rearward of the engine 1 than the oil filter 14, and is led to the cylinder head 2 side through the rear side of the engine 1 of the oil cooler 13.

[0064] The main harness assembly 703 is branched into an intake and exhaust system harness assembly 704 and a fuel system harness assembly 705 in the vicinity of the joint surface between the cylinder head 2 and the cylinder block 6. The intake and exhaust system harness assembly 704 is led upward of the engine 1 along the right side surface of the cylinder head 2, and is branched into an intake system harness assembly 706 and an exhaust system harness assembly 707 in the vicinity of the upper rearward portion of the right side surface of the head cover 18. The intake system harness assembly 706 is led forward of the engine 1 along the right side surface of the head cover 18. The exhaust system harness assembly 707 is led leftward of the engine 1 along the rear surface from the right side surface of the head cover 18.

[0065] The fuel system harness assembly 705 is led forward of the engine 1 through between the oil cooler 13 and the collector 25 of the EGR device 24, and is branched into the respective harnesses connected to the fuel pressure sensor 601 and the pressure reducing valve 603 of the common rail 16 shown in FIG. 17 and the intake metering valve 602 and the fuel temperature sensor 604 of the fuel supply pump 15.

[0066] With reference to FIGS. 19 to 23, the layout around the common rail 16 will be described. The substantially cylindrical common rail 16 is attached to an upper front portion of the right side surface 302 of the cylinder block 6 such that its longitudinal direction is along the crankshaft axis 300 (see FIG. 11). The common rail 16 is disposed below an intake manifold 3 integrally formed with the cylinder head 2 on the right side surface of the cylinder head 2. The front end portion (one end portion) of the common rail 16 is disposed on the gear case 330 and on the flywheel housing 7. The common rail 16 is provided at its front end portion with a return pipe joint 129 (pipe joint member) for returning surplus fuel that limits the pressure of the fuel in the common rail 16. For example, the return pipe joint 129 is disposed on the flywheel housing 7.

[0067] In the vicinity of the upper front corner portion of the right side surface 302 of the cylinder block 6, a bracket portion concave portion 620 provided in the right side housing bracket portion 305 of the cylinder block 6 and a housing concave portion 621 provided in the flywheel housing 7 are disposed. As shown in FIG. 19, the concave portions 621 and 622 are formed such that the joint portion of the flywheel housing 7 and the right side housing bracket portion 305 is lower than the upper surface of the cylinder block 6 in the vicinity of the upper front corner portion of the right side surface 302. Thereby, the front end portion of the common rail 16 attached to the right side surface 302 of the cylinder block 6 can extend upward over the flywheel housing 7 through the concave portions 621 and 622.

[0068] The return pipe joint 129 includes a connection part 130a to which one end of the fuel return pipe 130 (see FIG. 17) is connected, a connection part 131a to which one end of the pump surplus fuel return pipe 131 (see FIG. 17) is connected, and a connection part 132a to which one end of the injector surplus fuel return pipe 132 (see FIG. 17) is connected. Inside the return pipe joint 129, there are provided an internal flow path (not shown) connecting the connection parts 130a, 131a, and 132a, and a fuel pressure regulating valve (not shown) disposed between the internal flow path and the internal space of the common rail 16. Further, in the cylinder head 2, in the cylinder form, in the vicinity of the corner where the right side surface and the front side surface of the cylinder head 2 intersect, more specifically, at a position near the upper part of the front end of the right side surface of the cylinder head 2, in the vicinity of the intersection of the right side surface 302 and the front side surface 303 (see FIG. 12) of the block 6 from the injector 17 (see FIG. 17), this surplus fuel outlet 132b is provided. An injector surplus fuel return pipe 132c is connected between the surplus fuel outlet 132b and the connection part 132a of the return pipe joint 129. Further, the surplus fuel outlet 132b is connected to a surplus fuel passage (not shown) formed inside the side wall of the cylinder head 2, and is disposed inside the cylinder head 2 and connected to the surplus fuel outlets of the respective injectors 17 (see FIG. 17) via the injector surplus fuel return pipe 132 (see FIG. 17).

[0069] The connector 601a of the fuel pressure sensor 601 and the connector 603a of the pressure reducing valve 603, which are electrically connected to the engine controller 600 (see FIG. 17), are disposed below the intake manifold 3 of the cylinder head 2. Further, as shown in FIGS. 13 and 23, on the right side surface 302 of the cylinder block 6, an uneven surface part 611 corresponding to the shape of the water rail 610 (cooling water passage) inside the cylinder block 6 is formed. The connector 601a of the fuel pressure sensor 601 is disposed above the concave part 612 among the uneven surface parts 611, and the connection part of the connector 601a is disposed toward the concave part 612 in a side view. The connection part of the connector 603a of the pressure reducing valve 603 is disposed, for example, toward the right side of the engine 1.

[0070] The four fuel injection pipes 126 extending from the common rail 16 toward the cylinder head 2 side are connected to the respective injectors 17 (see FIG. 17) through between the cylinder head 2 and the EGR device 24 (exhaust gas recirculation device). As shown in FIG. 22, the middle portions of the four fuel injection pipes 126 are attached to the cylinder head 2 by a fuel injection pipe fixture 614 attached directly to the cylinder head 2 or via a spacer member 613. By fixing the middle portion of the fuel injection pipe 126 to the cylinder head 2, the vibration of the fuel injection pipe 126 is reduced, and breakage of the fuel injection pipe 126 due to vibration is prevented. Further, in this embodiment, the middle portions of the two fuel injection pipes 126 on the front side of the engine 1 among the four fuel injection pipes 126 are fixed to the cylinder head 2 via a substantially cylindrical spacer member 613. By adjusting the spacer member 613 to a desired length, the middle portion of the fuel injection pipe 126 can be fixed at a position arbitrarily distant from the side surface of the cylinder head 2, and the fuel injection pipe 126 can be routed in an arbitrary shape without changing the design of the surface shape of the cylinder head 2.

[0071] Also, as shown in FIG. 20, the fuel supply pump 15 attached to the right housing bracket portion 305 of the cylinder block 6 is disposed below the EGR device 24. As described above, the right first reinforcing rib 310 is disposed directly below the fuel supply pump 15, and the right second reinforcing rib 311 is disposed directly below the right first reinforcing rib 310, preventing contact of foreign matters such as muddy water and flying stones from the lower side to the fuel supply pump 15 (see FIG. 16).

[0072] In the engine 1 of this embodiment, since one end of the common rail 16 attached to the right side surface 302 (one side portion) of the cylinder block 6 is disposed above the flywheel housing 7, compared with the configuration in which the entire common rail 16 is disposed on the right side surface 302 of the cylinder block 6, the area occupied by the arrangement region of the common rail 16 on the right side surface 302 of the cylinder block 6 can be reduced. Therefore, the degree of freedom in the layout of other members on the right side surface 302 of the cylinder block 6 can be improved. For example, in the engine device 1 of this embodiment, an oil cooler 13 is disposed on the rear side of the rear end portion of the common rail 16 on the rear side of the engine 1, and the oil cooler 13 can be brought close to the intake manifold 3 and the EGR device 24 to realize a compact arrangement configuration of these components.

[0073] Further, in the engine 1 of this embodiment, since the connector 601a of the fuel pressure sensor 601 of the common rail 16 electrically connected to the engine controller 600 and the connector 603a of the pressure reducing valve 603 are disposed below the intake manifold 3 integrally formed with the cylinder head 2, the intake manifold 3 can protect the connectors 601a and 603a from contact with foreign matters. Also, the EGR device 24 attached to the intake manifold 3 similarly protects the connectors 601a and 603a.

[0074] Further, since the connection port of the connector 601a is disposed toward the concave portion 612 of the uneven surface portion 611 corresponding to the shape of the water rail 610 in a side view, a harness side connector can be attached to the connector 601a along the concave portion 612, improving the workability of harness attachment. Furthermore, compared with the configuration in which the connection port of the connector 601a is disposed toward the outside of the engine 1, the connector 601a can be disposed closer to the cylinder block 6, and thus the overall width of the engine 1 can be reduced.

[0075] In addition, in the engine 1 of this embodiment, the common rail 16 is provided with a return pipe connector 129 for surplus fuel at the front end. In the cylinder head 2, surplus fuel outlets 132b from the respective injectors 17 are provided in the vicinity of the intersection of the right side surface 302 and the front side surface 303 of the cylinder block 6 in plan view. Since the return pipe connector 129 is disposed above the flywheel housing 7, the injector surplus fuel return pipe 132c (surplus fuel return path) connecting between the connection portion 132a of the return pipe connector 129 and the surplus fuel outlet 132b can be shortened and simplified. Thereby, the problem of the prior art in which the surplus fuel return path from the injector 17 is long and complicated can be solved. Further, for example, when a fuel filter 121 (see FIG. 17) is mounted on a work machine or a vehicle on which the engine 1 is mounted, the piping path between the connection portion 130a of the return pipe connector 129 and the fuel filter 121 can be shortened and simplified by using the empty space on the flywheel housing 7, and the degree of freedom in designing the piping path is improved.

[0076] In addition, in the engine 1 of this embodiment, an EGR device 24 that mixes a part of the exhaust gas discharged from the exhaust manifold 4 into the fresh air is connected to the intake manifold 3, and four fuel injection pipes 126 extending from the common rail 16 toward the cylinder head 2 side pass between the cylinder head 2 and the EGR device 24. Thereby, the EGR device 24 can protect each fuel injection pipe 126, and the problems of deformation of the fuel injection pipe or fuel leakage caused by contact with other members or foreign object dropping during transportation of the engine device in the prior art where the fuel injection pipe is assembled to the outer peripheral portion of the engine device can be solved.

[0077] In addition, in the engine 1 of this embodiment, the fuel supply pump 15 that is attached to the cylinder block 6 and supplies fuel to the common rail 16 is disposed below the EGR device 24. Therefore, for example, the fuel supply pump 15 can be protected from foreign object contact from above such as tool dropping during assembly, and damage to the fuel supply pump 15 can be prevented.

[0078] Furthermore, the fuel supply pump 15 is attached to a right housing bracket portion 305 protruding from the right side surface 302 of the cylinder block 6, and reinforcing ribs 310 and 311 for connecting between the right side surface 302 and the right housing bracket portion 305 are arranged below the fuel supply pump 15. Therefore, the fuel supply pump 15 can be protected from foreign object contact from below, such as flying stones, and damage to the fuel supply pump 15 can be further prevented.

[0079] Also, in this embodiment, as shown in FIG. 20, a space is provided between the oil cooler 13 and the fuel supply pump 15 so that the fuel supply pump 15 with the fuel supply pump gear 334 (see FIG. 12) fixed can be removed from the right housing bracket portion 305 without removing the oil cooler 13. Then, as shown in FIG. 18, by arranging the harness connector 701 and the connector bracket 702 between the oil cooler 13 and the fuel supply pump 15, while effectively utilizing the space between the oil cooler 13 and the fuel supply pump 15, the harness connector 701 can be arranged and protected at a position surrounded by the oil cooler 13, the oil filter 14, the fuel supply pump 15, and the EGR device 24.

[0080] Next, the mounting structure of the oil cooler 13 and the oil filter 14 will be described with reference to FIGS. 24 to 28. The oil cooler 13 and the oil filter 14 are arranged on the right side surface 302 of the cylinder block 6 via an oil cooler bracket 631 (bracket member). In this embodiment, the oil cooler 13 is a multi-plate type plate stack heat exchanger in which an oil flow path and a cooling water flow path are alternately formed in the stacking direction by stacking a plurality of plate members. The oil cooler bracket 631 is fastened and fixed to an oil cooler bracket mounting seat 318 (mounting portion) protruding from the right side surface 302 by bracket bolts 632.

[0081] The oil cooler bracket 631 is roughly composed of an oil cooler mounting portion 633, a connecting portion 634, and an oil filter mounting portion 635. The oil cooler bracket 631 is a casting, and the oil cooler mounting portion 633, the connecting portion 634, and the oil filter mounting portion 635 are integrally formed.

[0082] The oil cooler mounting portion 633 is substantially flat, and has an oil cooler mounting surface 637 on the surface opposite to the joint surface 636 with the oil cooler bracket mounting seat 318. A plurality of flange portions protruding outward along the joint surface 636 are provided at the peripheral edge of the oil cooler mounting portion 633, and bolt insertion holes 638 through which the bracket bolts 632 are inserted are formed in the flange portions. In addition, two bolt placement recesses 639 for accommodating the heads of the bracket bolts 632 are provided at the center of the oil cooler mounting surface 637. Bolt insertion holes 638 penetrating the joint surface 636 are formed at the bottoms of the bolt placement recesses 639.

[0083] The connecting portion 634 is erected at the peripheral edge of the oil cooler mounting portion 633 and protrudes in a direction approximately orthogonal to the oil cooler mounting surface 637 on the side opposite to the joint surface 636. The connecting portion 634 is arranged at the oil cooler mounting portion 633 part located on the lower side in a state where the oil cooler bracket 631 is attached to the oil cooler bracket mounting seat 318.

[0084] An oil filter mounting portion 635 is provided at the tip side of the connecting portion 634. The oil filter mounting portion 635 has an annular oil filter mounting surface 640. The oil filter mounting surface 640 is provided at a portion of the oil filter mounting portion 635 opposite to the oil cooler 13 attached to the oil cooler mounting surface 637.

[0085] The oil cooler mounting portion 633 is provided with a cooling water inlet hole 641 connected to the cooling water inlet 13a of the oil cooler 13, a cooling water outlet hole 642 connected to the cooling water outlet 13b of the oil cooler 13, a lubricating oil inlet hole 643 connected to the lubricating oil inlet 13c of the oil cooler 13, and a lubricating oil outlet hole 644 connected to the lubricating oil outlet 13d of the oil cooler 13. The cooling water inlet hole 641, the cooling water outlet hole 642, the lubricating oil inlet hole 643, and the lubricating oil outlet hole 644 penetrate between the joint surface 636 and the oil cooler mounting surface 637. The flow path cross-sectional area (diameter) of the cooling water outlet hole 642 is made smaller than that of the cooling water inlet hole 641.

[0086] Also, the oil cooler bracket 631 is provided with a lubricating oil introduction passage 645 and a lubricating oil discharge passage 646 that connect from the joint surface 636 of the oil cooler mounting portion 633 through the inside of the connecting portion 634 to the oil filter mounting surface 640 side of the oil filter mounting portion 635. The lubricating oil introduction passage 645 and the lubricating oil discharge passage 646 extend from the joint surface 636 to the oil filter mounting portion 635 in a direction perpendicular to the joint surface 636. The lubricating oil introduction passage 645 is bent inside the oil filter mounting portion 635 in a direction perpendicular to the oil filter mounting surface 640 and opens at the central position of the oil filter mounting surface 640. Further, the lubricating oil discharge passage 646 is connected to a substantially cylindrical passage formed around the lubricating oil introduction passage 645 inside the oil filter mounting portion 635 and opens in an annular shape surrounding the lubricating oil introduction passage 645 inside the annular oil filter mounting surface 640.

[0087] As shown in FIG. 27, the oil cooler bracket mounting seat 318 is provided with a cooling water outlet 647 connected to the water rail 610 (see FIGS. 13 and 23) inside the cylinder block 6, a cooling water return port 648 connected to a cooling water return passage (not shown) inside the cylinder block 6, a lubricating oil outlet 649 connected to the lubricating oil supply passage 316 (see FIGS. 11 and 13) inside the cylinder block 6, and a lubricating oil return port 650 connected to a lubricating oil feed passage (not shown) inside the cylinder block 6. Also, in the oil cooler bracket mounting seat 318, there are formed a cooling water inflow passage 651 that guides the cooling water from the cooling water outlet 647 to the cooling water inflow hole 641 of the oil cooler bracket 631, a lubricating oil inflow passage 652 that guides the lubricating oil from the lubricating oil outlet 649 to the lubricating oil inflow hole 643, a lubricating oil relay passage 653 that guides the lubricating oil from the lubricating oil outflow hole 644 to the lubricating oil introduction passage 645, and a lubricating oil outflow passage 654 that guides the lubricating oil from the lubricating oil discharge passage 646 to the lubricating oil return port 650. Also, a bypass passage 655 is formed between the lubricating oil inflow passage 652 and the lubricating oil relay passage 653.

[0088] These passages 651, 652, 653, 654, 655 are formed by concave grooves on the surface of the oil cooler bracket mounting seat 318, and a fluid - flow - capable passage is formed by being covered with the joint surface 636 of the oil cooler bracket 631. The bypass passage 655 is a passage that bypasses the lubricating oil from the lubricating oil outlet 649 from the lubricating oil inflow passage 652 to the lubricating oil relay passage 653 in order to prevent excessive oil pressure rise inside the oil cooler 13. The groove width and groove depth of the bypass passage 655, that is, the flow - path cross - sectional area, are formed smaller than those of the lubricating oil inflow passage 652 and the lubricating oil relay passage 653. Also, in the oil cooler bracket mounting seat 318, at a position corresponding to the bolt insertion hole 638 of the oil cooler bracket 631, a bolt hole 656 for the bracket into which the bracket bolt 632 is inserted is formed.

[0089] As shown in FIG. 25, on the joint surface 636 of the oil cooler bracket 631, there are a seal member accommodation groove 657 surrounding the outer periphery of the cooling water inflow passage 651, a seal member accommodation groove 658 surrounding the outer periphery of the cooling water return port 648, a seal member accommodation groove 659 surrounding the outer peripheries of the lubricating oil inflow passage 652, the lubricating oil relay passage 653, and the bypass passage 655, and a seal member accommodation groove 660 surrounding the outer periphery of the lubricating oil outflow passage 654 in a state where the oil cooler bracket 631 is attached to the oil cooler bracket mounting seat 318. By attaching the oil cooler bracket 631 to the oil cooler bracket mounting seat 318 with a seal member (not shown) made of, for example, an elastic member accommodated in these seal member accommodation grooves 657, 658, 659, 660, the sealing performance between the oil cooler bracket 631 and the oil cooler bracket mounting seat 318 is ensured.

[0090] As shown in FIGS. 24 and 25, a plurality of cooler bolts holes 661 are formed at the peripheral edge of the oil cooler mounting surface 637 of the oil cooler bracket 631. A cooler bolt 662 is inserted through a bolt insertion hole formed at the peripheral edge of the oil cooler 13 and fastened to the cooler bolt hole 661, thereby fixing the oil cooler 13 to the oil cooler bracket 631. On the oil cooler mounting surface 637, four circular seal member accommodation grooves 663 surrounding the outer peripheries of the cooling water inflow hole 641, the cooling water outflow hole 642, the lubricating oil inflow hole 643, and the lubricating oil outflow hole 644 are formed. By attaching the oil cooler 13 to the oil cooler bracket 631 with a seal member (not shown) made of an elastic member such as an O-ring accommodated in each seal member accommodation groove 663, the sealing performance between the oil cooler 13 and the oil cooler bracket 631 is ensured. The oil filter 14 is attached to the oil filter mounting surface 640 by screwing and fixing a female screw provided at the peripheral edge of its casing and a male screw provided at the peripheral edge of the oil filter mounting surface 640 of the oil cooler bracket 631.

[0091] The engine 1 of this embodiment includes an oil cooler bracket 631 that supports an oil cooler 13 and an oil filter 14 and is attached to a cylinder block 6. A cooling water outlet 647, a cooling water return port 648, a lubricating oil outlet 649, and a lubricating oil return port 650 are provided at an oil cooler bracket mounting seat 318 of the cylinder block 6. Cooling water and lubricating oil flow through the oil cooler 13 via the oil cooler bracket 631, and lubricating oil flows through the oil filter 14. Therefore, the engine 1 of this embodiment does not need to be provided with a cooling water pipe connected to the oil cooler 13 or a lubricating oil pipe member connecting between the oil cooler 13 and the oil filter 14, and the number of parts can be reduced. Further, since the oil cooler 13 and the oil filter 14 are supported by the same oil cooler bracket 631, the arrangement of the oil cooler 13 and the oil filter 14 can be made more compact. Further, since the oil cooler 13 and the oil filter 14 are supported by a single oil cooler bracket 631, the mounting structure of the oil cooler 13 and the oil filter 14 can be simplified.

[0092] Further, the oil cooler bracket 631 includes a cooling water inflow hole 641 connected to the cooling water outlet 647 and a cooling water outflow hole 642 connected to the cooling water return port 648. The flow path cross-sectional area of the cooling water outflow hole 642 is made smaller than the flow path cross-sectional area of the cooling water inflow hole 641. Thereby, the water pressure in the cooling water path from the cooling water outlet 647 provided at the oil cooler bracket mounting seat 318 to the cooling water inflow hole 641 and through the cooling water passage in the oil cooler 13 to the cooling water outflow hole 642 can be increased. Therefore, it is possible to prevent the cooling water from flowing out more than necessary from the cooling water inflow hole 642 to the cooling water return port 648 and the water pressure in the cooling water passage inside the cylinder block 6 from decreasing, and thus prevent the cooling efficiency of the engine 1 from decreasing.

[0093] Further, the oil cooler bracket 631 includes an oil cooler mounting portion 633 for mounting the oil cooler 13 on an oil cooler mounting surface 637 parallel to the joint surface 636 with the oil cooler bracket mounting seat 318, and an oil filter mounting portion 635 for mounting the oil filter 14 on the tip side of the connecting portion 634 erected on the oil cooler mounting portion 635 on the side opposite to the oil cooler 13. Thereby, the oil filter 14 can be projected substantially parallel to the right side surface 302 (side portion) of the cylinder block 6, the oil cooler 13 and the oil filter 14 can be arranged compactly, and the projecting distance of the oil filter 14 with respect to the right side surface 302 of the cylinder block 6 can be reduced to make the engine 1 more compact.

[0094] Also, as shown in FIGS. 29 and 30, by supporting the oil filter 14 by the oil cooler bracket 631, a space that cannot be realized in a configuration example where the oil filter 14 is directly attached to the cylinder block 6 can be formed between the right side surface 302 of the cylinder block 6 and the oil filter 14. For example, the linear portion 311a of the right second reinforcing rib 311 can be arranged in the space between the right side surface 302 and the oil filter 14 to improve the strength and heat dissipation performance of the cylinder block 6, or the routing distance of the main harness assembly 703 can be shortened through the main harness assembly 703. Note that the space between the right side surface 302 and the oil filter 14 can also be utilized for other purposes. In this way, by arranging the oil filter 14 away from the cylinder block 6 by the oil cooler bracket 631, the degree of freedom in the design of the engine 1 is improved.

[0095] Also, by arranging the main harness assembly 703 along the linear portion 311a of the right second reinforcing rib 311, the main harness assembly 703 can be arranged without installing a bracket, reducing the number of parts, and protecting the main harness assembly 703 from dust and the like from below while preventing interference from foreign objects such as other parts.

[0096] Next, with reference to FIGS. 31 to 37, the harness structure attached to the engine 1 will be described. As described with reference to FIG. 18, the harness connector 701 is fixed to the right side surface 302 of the cylinder block 6 via the connector bracket 702, and the main harness assembly 703 extending from the harness connector 701 is guided to the cylinder head 2 side through between the right side surface 302 and the oil filter 14 along the linear portion 311a of the right second reinforcing rib 311.

[0097] The connector bracket 702 is made of, for example, sheet metal, has a substantially L-shaped form when viewed from the right side of the engine 1, and two portions of the part bent at a right angle to the cylinder block 6 side and then further bent at a right angle to the upper side of the engine 1 are bolted to the cylinder block 6, and one portion of the part bent at a right angle to the cylinder block 6 side and then further bent at a right angle to the front side of the engine 1 is bolted to the cylinder block 6 at the right lower end. The connector bracket 702 is separated from the cylinder block 6 except for the bolted portions, and the harness connector 701 attached to the connector bracket 702 is separated from the cylinder block 6 in the space between the cylinder block 6 and the connector bracket 702.

[0098] The main harness assembly 703 is fixed to the cylinder block 6 by locking members 801 made of, for example, harness clamps at a total of four locations, two locations between the oil cooler bracket 631 and the linear portion 311a, and two locations on the rear side of the engine 1 of the oil cooler bracket 631.

[0099] The main harness assembly 703 branches into an intake and exhaust system harness assembly 704, a fuel system harness assembly 705, and an intake air temperature sensor harness 708 in the vicinity of the joint surface between the cylinder head 2 and the cylinder block 6. The intake air temperature sensor harness 708 is electrically connected to an intake air temperature sensor 751 inserted into the intake manifold 3.

[0100] The fuel system harness assembly 705 is led to the front side of the engine 1 through between the oil cooler 13 and the collector 25 of the EGR device 24. The tip side of the fuel system harness assembly 705 is fixed to the lower end portion of the collector 25 by a locking member 802. The fuel system harness assembly 705 branches above the connector bracket 702 into a second fuel system harness assembly 709 and a pressure reducing valve harness 710 connected to the pressure reducing valve 603 (see FIG. 20) of the common rail 16. The tip side of the second fuel system harness assembly 709 is fixed to the upper surface of the connector bracket 702 by the locking member 803.

[0101] The second fuel system harness assembly 709 is connected to the fuel pressure sensor 601 (FIG. 2) of the common rail 16. 0) and a fuel pressure sensor harness 711 electrically connected to the suction of the fuel supply pump 15. The intake metering valve harness 712 is electrically connected to the metering valve 602 (see FIG. 16 ), and the fuel supply port A fuel temperature sensor harness electrically connected to the fuel temperature sensor 604 (see FIG. 16) of the pump 15. It branches to step 713.

[0102] A base end side of intake and exhaust system harness assembly 704 is fixed to the right side surface of cylinder head 2 by a locking member 804. Intake and exhaust system harness assembly 704 is led along the right side surface of cylinder head 2 toward the upper side of engine 1 and branches into an intake system harness assembly 706 and an exhaust system harness assembly 707. A coolant temperature sensor harness 714 electrically connected to a coolant temperature sensor 752 that detects the internal temperature of a coolant passage in cylinder head 2, and an intake throttle valve harness 715 electrically connected to intake throttle member 26 branch off from a midpoint of intake and exhaust system harness assembly 704.

[0103] The intake system harness assembly 706 is guided forward of the engine 1 along the right side surface (side portion) of the head cover 18 and fixed to the right harness bracket 731. The right harness bracket 731 is bolted at four locations on the upper surface of the head cover 18 near the right side by harness bracket fixing bolts 750. The right harness bracket 731 is made of, for example, sheet metal, and has a harness fixing surface 732 that is partially curved and extends along the right side surface of the head cover 18, connecting portions 733 that are erected vertically at two locations, namely, the front end portion and the rear end portion of the harness fixing surface 732, and three bolt fastening portions 734 that project from the front end portion of the front connecting portion 733 and the front and rear portions of the front end portion of the rear connecting portion 733 toward the upper surface of the head cover 18. The rear portion of the harness fixing surface 732 is partially cut out, and the tip of the intake and exhaust system harness assembly 704 is disposed in the cutout portion. The intake system harness assembly 706 is fixed to the upper surface of the harness fixing surface 732 by five locking members 805.

[0104] From the middle part of the intake system harness assembly 706, a blow-by gas pressure sensor harness 716 that is electrically connected to a blow-by gas pressure sensor 753 for detecting the blow-by gas pressure inside the head cover 18 is branched.

[0105] The intake system harness assembly 706 is branched into an EGR valve harness 718 that is electrically connected to the EGR valve member 29 near the corner where the front side surface and the right side surface of the head cover 18 intersect, an EGR gas temperature sensor harness 719 that is electrically connected to an EGR gas temperature sensor 755 for detecting the exhaust gas temperature in the recirculation exhaust gas pipe 28, a rotation angle sensor harness assembly 720, and a first exhaust gas temperature sensor harness 721 that is electrically connected to an exhaust gas temperature sensor 756 for detecting the exhaust gas temperature in the exhaust manifold 4.

[0106] The rotation angle sensor harness assembly 720 curves from the tip of the intake system harness assembly 706 diagonally downward to the left of the engine 1, passes through in front of the front side surface of the head cover 18, and is guided to the center of the upper end of the front side surface of the cylinder head 2. From there, it is guided horizontally to the left side of the engine 1, curves downward near the upper left front corner of the cylinder head 2, passes through the left side of the EGR cooler 27, and is guided to the upper surface of the flywheel housing 7. The middle part of the rotation angle sensor harness assembly 720 is fixed to the harness fixing surface 736 by locking members 806 at two positions, left and right, of the harness fixing surface 736 of the front harness bracket 735 arranged on the front side surface of the head cover 18. The tip of the rotation angle sensor harness assembly 720 is fixed to the upper surface of the flywheel housing 7 by a locking member 807. The rotation angle sensor harness assembly 720 branches into a crankshaft rotation angle sensor harness 724 that is electrically connected to a crankshaft rotation angle sensor 413 that is arranged above the flywheel housing 7 at a position slightly forward of the upper left side of the flywheel housing 7 and detects the rotation angle of the crankshaft 5 (see FIG. 12), and a camshaft rotation angle sensor harness 725 that is electrically connected to a camshaft rotation angle sensor 416 that is arranged at a position slightly rearward of the upper left side of the flywheel housing 7 and detects the rotation angle of the cam gear 332 (see FIG. 12).

[0107] The front harness bracket 735 is made of, for example, sheet metal, and includes a harness fixing surface 736 arranged to face the front side surface of the head cover 18, and a bolt fastening portion 737 that projects from the upper end portion of the harness fixing surface 736 toward the upper surface of the head cover 18. The central part of the bolt fastening portion 737 is partially cut out and divided into left and right parts. The left and right end portions on the rear side of the bolt fastening portion 737 are bolt-fastened to a position near the front of the upper surface of the head cover 18 by harness bracket fixing bolts 750, respectively.

[0108] Further, the first exhaust gas temperature sensor harness 721 is curved from the tip of the intake system harness assembly 706 toward the left side of the engine 1 and led to the front side surface of the head cover 18, and is electrically connected to the exhaust gas temperature sensor 756 via the relay connector 722 and the second exhaust gas temperature sensor harness 723. The relay connector 722 is fixed to a position near the center and to the right on the harness fixing surface 736 of the front harness bracket 735 by a locking member (not shown). The middle part of the second exhaust gas temperature sensor harness 723 is fixed to the left peripheral edge portion of the harness fixing surface 736 by a locking member 808.

[0109] The second exhaust gas temperature sensor harness 723 is led from the relay connector 722 along the front side surface of the head cover 18 toward the left side, curved obliquely rearward to the left near the left front corner of the head cover 18, and led to the left side surface of the head cover 18 and electrically connected to the exhaust gas temperature sensor 756. The second exhaust gas temperature sensor harness 723 is detachably and electrically connected to the first exhaust gas temperature sensor harness 721 by the relay connector 722.

[0110] Also, the exhaust system harness assembly 707 branched from the intake and exhaust system harness assembly 704 is led from a position near the rear of the right side surface of the head cover 18 along the side portion of the head cover 18 to the rear side surface of the head cover 18 and connected to the relay connector 726. The proximal end side of the exhaust system harness assembly 707 is fixed to the rear end portion of the harness fixing surface 732 of the right harness bracket 731 by a locking member 809. An injector harness assembly 728 electrically connected to the injector connector 727 branches from the middle part of the exhaust system harness assembly 707. The injector connector 727 is inserted into the rear side surface of the cylinder head 2 and electrically connected to each injector 17 (see FIG. 17).

[0111] A rear harness bracket 738 is arranged on the rear side surface of the head cover 18. The relay connector 726 is fixed to the harness fixing surface 739 of the rear harness bracket 738 by a locking member (not shown), while the proximal end side of the injector harness assembly 728 is fixed to the harness fixing surface 739 by a locking member 810.

[0112] The rear harness bracket 738 is made of, for example, sheet metal, and includes a harness fixing surface 739 disposed opposite to the rear side surface of the head cover 18, a bolt fastening portion 740 projecting from the upper end portion of the harness fixing surface 736 toward the upper surface of the head cover 18, and a harness fixing surface 741 projecting from the left end portion of the harness fixing surface 739 along the left side surface of the head cover 18 toward the front side of the engine 1. The central portion of the bolt fastening portion 740 is partially cut out and divided into left and right parts. The left and right end portions on the rear side of the bolt fastening portion 740 are bolt-fastened to a position near the rear of the upper surface of the head cover 18 by bolts 750 for fixing the harness bracket.

[0113] The second exhaust system harness assembly 729 extends along the side portion of the head cover 18 from the relay connector 726. The second exhaust system harness assembly 729 is guided from the relay connector 726 to the left side of the engine 1 along the harness fixing surfaces 736 and 739 of the rear harness bracket 738, and then guided to the front side of the engine 1. Although not shown, the second exhaust system harness assembly 729 is branched into wire harnesses that are electrically connected to various sensors provided in the two-stage supercharger 30. The second exhaust system harness assembly 729 is fixed to the harness fixing surface 739 by a locking member 811.

[0114] As shown in FIG. 37, a connector member 743 connected to the engine controller 600 (see FIG. 17) is connected to the harness connector 701. The end of the electric wire 744 on the connector member 743 side between the connector member 743 and the engine controller 600 is fixed to the connector bracket 702 by a locking member 746 attached to a fixing hole 745 provided in the connector bracket 702. Thus, the harness connector 701, the connector member 743, and the end of the electric wire 744 on the connector member 743 side are fixed to the connector bracket 702, so that the vibration systems of these members become the same, and poor connection between the harness connector 701 and the connector member 743 can be prevented. Further, since the harness connector 701 and the connector member 743 are arranged below the exhaust manifold 4 and the collector 25 of the EGR device 24, for example, even when the engine 1 is mounted on a work machine or the like, the harness connector 701 and the connector member 743 can be protected from water ingress such as rainwater.

[0115] In the engine 1 of this embodiment, a plurality of wire harnesses such as an intake system harness assembly 706, an exhaust system harness assembly 707, a rotation angle sensor harness assembly 720, first and second exhaust gas temperature sensor harnesses 721 and 723, and a second exhaust system harness assembly 729 are extended along the side portion of a head cover 18 mounted on the cylinder block 6 via the cylinder head 2 and fixed to harness brackets 731, 735, and 738 bolted to the upper surface of the head cover 18. Thereby, the attachment work and the removal work of the harness bracket fixing bolts 750 can be carried out from above the engine 1, the assembling workability and the removal workability of the harness brackets 731, 735, and 738 and the harness assemblies 706, 707, 720, and 729 and the wire harnesses 721 and 723 fixed thereto are improved, and thus the handleability of the wire harnesses is improved. For example, when opening the head cover 18 to perform maintenance on the engine 1, by removing the harness bracket fixing bolts 750, the wire harnesses around the head cover 18 can be easily removed from the head cover 18 together with the harness brackets 731, 735, and 738, so that the maintenance workability of the engine 1 is improved.

[0116] Also, in this engine 1 with implementation neglect, since a plurality of wire harnesses are bundled together as a main harness assembly 703 on the right side surface of the cylinder block 2 and electrically connected to one main harness connector 701, by simply detachably connecting one connector member 743 (see FIG. 37) connected to the engine controller 600 (see FIG. 17) to the harness connector 701, each electronic device mounted on the engine 1 and the engine controller 600 can be easily electrically connected. Further, since the harness connector 701 and the main harness assembly 703 are arranged on the intake manifold 3 side and are arranged at a position away from the exhaust manifold 4 side where the surrounding environment is severe such as becoming high temperature, deterioration of the harness connector 701 and the main harness assembly 703 due to heat can be reduced, and cost reduction in manufacturing can be achieved by using the harness connector 701 and the main harness assembly 703 made of a material with a relatively low heat-resistant temperature.

[0117] Also, the harness connector 701 is arranged below the intake manifold 3 and the collector 25 of the EGR device 24 and is arranged at a position surrounded by the fuel supply pump 15, the oil cooler 13, and the oil filter 14 installed on the right side surface 302 of the cylinder block 6. Therefore, the intake manifold 3, the collector 25, the fuel supply pump 15, the oil cooler 13, and the oil filter 14 can prevent foreign matter from coming into contact with the harness connector 701 and the connector member 743, and damage and poor contact of the harness connector 701 and the connector member 743 can be prevented.

[0118] Also, a relay connector 722 is provided in the middle of a series of first and second exhaust gas temperature sensor harnesses 721 and 723 that extend from the right side surface of the cylinder head 2 along the side portion of the head cover 18 to the left side surface of the cylinder head 2. Further, a relay connector 726 is provided in the middle of a series of air system harness assemblies 707 and a second exhaust system harness assembly 729 that extend from the right side surface of the cylinder head 2 along the side portion of the head cover 18 to the left side surface of the cylinder head 2. Thereby, when changing the configuration of the wire harness due to a change in the engine 1 components on the exhaust manifold 4 side, it is possible to cope by simply changing the configuration of the second exhaust gas temperature sensor harness 723 and the second exhaust system harness assembly 729 that are detachably connected to the relay connectors 722 and 726. For example, when only the configuration of the supercharger-related components on the exhaust manifold 2 side is different, the second exhaust system harness assembly 729 is prepared for each model, and the wire harnesses on the intake manifold 3 side such as the main harness assembly 703, the fuel system harness assembly 705, and the intake system harness assembly 706 are made common for multiple models, thereby reducing the man-hours for wire harness management and assembly.

[0119] Also, the second exhaust gas temperature sensor harness 723 and the second exhaust system harness assembly 729 on the exhaust manifold 4 side are separated from the wire harnesses on the intake manifold 3 side such as the main harness assembly 703, and appropriate specifications of electric wires and the like can be selected respectively. For example, if the second exhaust gas temperature sensor harness 723 and the second exhaust system harness assembly 729 are formed of materials with a relatively high heat-resistant temperature, heat damage can be reduced. Also, for the wire harnesses on the intake manifold 3 side such as the main harness assembly 703, a material with a relatively low heat-resistant temperature can be used to reduce the manufacturing cost.

[0120] Note that the configuration of each part in the present invention is not limited to the illustrated embodiment, and various changes can be made without departing from the spirit of the present invention.

Explanation of Reference Numerals

[0121] 1 Engine 2 Cylinder Head 3 Intake Manifold 4 Exhaust Manifold 5 Crankshaft 6 Cylinder Block 13 Oil Cooler 14 Oil Filter 15 Fuel Supply Pump 18 Head Cover 300 Crankshaft Axis 413 Crankshaft Rotation Angle Sensor 416 Camshaft Rotation Angle Sensor 701 Harness Connector 702 Connector Bracket 703 Main Harness Assembly 706 Intake System Harness Assembly 707 Exhaust System Harness Assembly 716 Blow-by Gas Pressure Sensor Harness 718 EGR Valve Harness 719 EGR Gas Temperature Sensor Harness 720 Rotation Angle Sensor Harness Assembly 721 First Exhaust Gas Temperature Sensor Harness 722 Relay Connector 723 Second Exhaust Gas Temperature Sensor Harness 724 Crankshaft Rotation Angle Sensor Harness 725 Camshaft Rotation Angle Sensor Harness 726 Relay Connector 727 Injector Connector 728 Injector Harness Assembly 729 Second Exhaust System Harness Assembly 731,735,738 Harness Brackets 751 Intake Air Temperature Sensor 752 Engine Coolant Temperature Sensor 753 Blow-by Gas Pressure Sensor 755 EGR Gas Temperature Sensor 756 Exhaust Gas Temperature Sensor

Claims

1. An engine device including a wire harness and a connector connected to the wire harness, The connector is fixed to the engine body via a connector bracket, The engine device, wherein the wire harness is fixed above the connector bracket.

2. The engine arrangement of claim 1 , wherein the connector is disposed below an intake manifold.

3. The engine apparatus according to claim 2 , wherein the connector is disposed below one end side of the intake manifold.

4. The engine arrangement of claim 1 , wherein the connector is adjacent to an oil cooler.

5. The engine apparatus according to claim 4 , wherein the connector is installed between the oil cooler and another engine component.

6. The engine apparatus according to claim 2 , wherein the connector is located between the intake manifold and another engine component in the vertical direction.

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