Engine

Abstract

To suppress enlargement of an engine.SOLUTION: An engine 100 includes 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. In an upper side (+Z side) of the engine 100, at least a part of the cooling unit 2 is arranged on one (+X) side in an output shaft direction relative to the supercharger 1.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to an engine. [Background technology]

[0002] Conventionally, engines in which an intercooler is supported via a bracket have been known. For example, in an internal combustion engine for an automobile disclosed in Patent Document 1, the intercooler is located at a position higher than a head cover fixed to the top surface of the cylinder head, and is connected to one end of the cylinder head via a front bracket.

[0003] Incidentally, in marine engines and large engines for land-based power generation, the turbocharger is sometimes disposed on top of the engine body. For example, in the diesel engine of Patent Document 2, an intercooler is attached to the upper rear end of the cylinder block. A turbocharger is attached above the intercooler. The intercooler and the turbocharger protrude from the top of the cylinder block. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Publication No. 2020-105972 [Patent Document 2] Patent No. 6937900 Summary of the Invention [Problem to be solved by the invention]

[0005] However, engine installation space is often limited. In particular, for engines installed on ships and the like, the overall height is significantly restricted and needs to be reduced. In other words, it is desirable to reduce the size of the engine. In this regard, in Patent Document 1, the intercooler is fixed at a position higher than the head cover. In Patent Document 2, a supercharger is further attached above the intercooler attached to the upper rear side of the cylinder block. Therefore, in Patent Documents 1 and 2, the overall height tends to be high and the engine size tends to be large.

[0006] In view of the above circumstances, an object of the present invention is to prevent the engine from becoming larger. [Means for solving the problem]

[0007] In order to achieve the above object, an engine according to one aspect of the present invention includes a supercharger and a cooling unit. The supercharger compresses and compresses intake air. The cooling unit cools the intake air of the supercharger. At least a portion of the cooling unit is disposed above the engine and on one side of the supercharger in the output shaft direction.

[0008] Further features and advantages of the present invention will become more apparent from the following embodiments. [Effects of the Invention]

[0009] According to the present invention, it is possible to suppress an increase in the size of the engine. [Brief explanation of the drawings]

[0010] [Figure 1] FIG. 1 is a left side view showing an example of the configuration of an engine according to an embodiment; [Figure 2] Top view showing an example of engine configuration [Figure 3] Front view showing an example of engine configuration [Figure 4] Rear view showing an example of engine configuration [Figure 5] Left side view showing another example of the engine configuration [Figure 6]Top view showing another example of the engine configuration [Figure 7] Rear view showing other engine configuration examples [Figure 8] Schematic diagram showing an example of a vehicle equipped with an engine [Figure 9] Cross-sectional view showing an example of the configuration of a support part [Figure 10] FIG. 10 is a perspective view showing a configuration example of a support portion; [Figure 11] Cross-sectional view showing an example of a cooling liquid pipe installation structure [Figure 12] Schematic diagram showing an example of the coolant tank configuration DETAILED DESCRIPTION OF THE INVENTION

[0011] Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, an XYZ coordinate system is shown as a three-dimensional Cartesian coordinate system where appropriate. In the following description, the X direction is the front-to-back direction, the Y direction is the left-to-right direction, and the Z direction is the up-down direction. The +X side is the front side, and the -X side is the back side. The +Y side is the left side, and the -Y side is the right side. The +Z side is the top side, and the -Z side is the bottom side.

[0012] Specifically, the direction in which the center line J1 of the crankshaft 101 (output shaft) shown in FIG. 1 etc. extends is defined as the front-rear direction. The side on which the cylinder block 201 is disposed relative to the flywheel 401 housed in the flywheel housing 400 is defined as the front side (i.e., the +X side). The front-rear direction may also be referred to as the "engine output shaft direction." In this specification, the front side is an example of "one side in the engine output shaft direction" in the present invention, and the rear side (i.e., the -X side) is an example of "the other side in the engine output shaft direction" in the present invention.

[0013] Furthermore, the side of the cylinder block 201 where the oil pan 300 is disposed is defined as the lower side (that is, the -Z side), and the up-down direction perpendicular to the front-rear direction is defined.

[0014] In addition, the direction perpendicular to the front-to-back and up-to-down directions is defined as the left-to-right direction, and the side that is left when viewed from the front to the back is defined as the left side (i.e., the +Y side), and the side that is right is defined as the right side (i.e., the -Y side).

[0015] It should be noted that these directions are names used merely for the purpose of explanation and are not intended to limit the actual positional relationship and direction.

[0016] <1. Engine 100> First, an overview of the engine 100 will be described with reference to FIGS. 1 to 8. FIG. 1 is a left side view showing an example configuration of the engine 100 according to the embodiment. FIG. 2 is a top view showing the example configuration of the engine 100. FIG. 3 is a front view showing the example configuration of the engine 100. FIG. 4 is a rear view showing the example configuration of the engine 100. FIG. 5 is a left side view showing another example configuration of the engine 100. FIG. 2 is a top view showing another example configuration of the engine 100. FIG. 6 is a front view showing another example configuration of the engine 100. FIG. 7 is a rear view showing another example configuration of the engine 100. FIG. 8 is a schematic diagram showing an example of a vehicle 800 equipped with the engine 100. Note that FIG. 5 corresponds to the portion surrounded by dashed line V in FIG. 1. FIG. 6 corresponds to the portion surrounded by dashed line IV in FIG. 2.

[0017] In this embodiment, the engine 100 is a diesel engine for propulsion mounted on a vehicle 800 such as a watercraft, such as a ship. However, the present invention is not limited to this example, and the engine 100 may be mounted on, for example, a power generation device or a vehicle other than a ship (for example, a land or air vehicle 800).

[0018] <1-1. Engine 100 combustion engine> Engine 100 includes an engine body 200 and an oil pan 300. Oil pan 300 is disposed below cylinder block 201 and stores lubricating oil. The lubricating oil stored in oil pan 300 is supplied to each part of engine 100 that requires lubrication.

[0019] The engine body 200 includes a cylinder block 201 , a head block 202 , and a head cover 203 .

[0020] A plurality of pistons (not shown) and a crankshaft 101 are arranged inside the cylinder block 201. The crankshaft 101 is the engine output shaft (sometimes called the output shaft) of the engine 100 and extends in the front-to-rear direction. The crankshaft 101 is connected to each piston and converts the reciprocating motion of the pistons into rotational motion. A flywheel 401 (see FIG. 1) housed in a flywheel housing 400 is attached to the rear end of the crankshaft 101. The flywheel 401 rotates integrally with the crankshaft 101 and is used to extract power from the engine 100.

[0021] The cylinder block 201 has a plurality of cylinders 204 arranged in the front-rear direction on each of the left and right sides. Each of the plurality of pistons is disposed in each cylinder 204. In the following, a row of cylinders 204 arranged in the front-rear direction (the direction of the engine output shaft) will be referred to as a cylinder row 205. Each cylinder row 205 is disposed outboard of the crankshaft 101 of the engine 100 in the left-right direction.

[0022] The engine 100 of this embodiment is a V12 engine and has a pair of left and right cylinder banks 205 (i.e., two rows). Each cylinder bank 205 is made up of a plurality of (six) cylinders 204 aligned in the front-to-rear direction. However, this example does not exclude configurations in which the engine 100 is not a V12 engine. For example, the number of cylinder banks 205 of the engine 100 may be a positive integer other than two. Furthermore, the number of cylinders 204 in each cylinder bank 205 may be a positive integer other than six.

[0023] The head blocks 202 are arranged above each cylinder 204, stacked one on top of the other. That is, the engine body 200 has six head blocks 202 lined up in the front-to-rear direction on each of the left and right sides. Each head block 202, together with the cylinder 204 and piston, forms a combustion chamber. The head block 202 has an intake port (not shown) for supplying gas to the combustion chamber, and an exhaust port (not shown) for exhausting gas from the combustion chamber.

[0024] A head cover 203 is disposed above each head block 202. That is, the engine body 200 has six head covers 203 lined up in the front-to-rear direction on each of the left and right sides. Each head cover 203 covers an intake valve and an exhaust valve (not shown) disposed in the head block 202. An injector (not shown) is attached to each head cover 203. One end (lower end) of the injector, where an injection port for injecting fuel is provided, faces the combustion chamber. Each injector injects fuel supplied from a fuel pump (not shown), which discharges fuel at high pressure, into the combustion chamber at appropriate timing. The piston reciprocates due to the force generated by the combustion of the fuel injected into the combustion chamber.

[0025] The cylinder bank 205, head block 202, and head cover 203 arranged on the left side of the engine 100 constitute a left bank LB. The cylinder bank 205, head block 202, and head cover 203 arranged on the right side of the engine 100 constitute a right bank RB. In other words, the engine 100 is a V-type engine with a left bank LB and a right bank RB arranged side by side in the left-right direction.

[0026] <1-2. Engine 100 intake and exhaust system> Next, the engine 100 includes an intake manifold 500, an exhaust manifold 600, a supercharger 1, an intercooler 2, an intake pipe 21, and an air supply pipe 22.

[0027] <1-2-1. Air Intake Manifold 500> The intake manifold 500 is an intake passage extending in the front-rear direction and distributes intake air, which is air or a mixture supplied from the turbocharger 1, to each cylinder 204 (combustion chamber). Specifically, one intake manifold 500 is disposed on the left side surface and one on the right side surface of the engine body 200, corresponding to each of the cylinder banks 205 disposed on the left and right sides. These intake manifolds 500 all extend in the front-rear direction. Note that, hereinafter, the intake manifold 500 disposed on the left side of the engine 100 corresponding to the left cylinder bank 205L may be referred to as the left intake manifold 500L. The intake manifold 500 disposed on the right side of the engine 100 corresponding to the right cylinder bank 205R may be referred to as the right intake manifold 500R. In the engine 100, the left intake manifold 500L and the right intake manifold 500R are disposed on the left-right outer sides of a V-bank formed by the left bank LB and the right bank RB.

[0028] <1-2-2. Exhaust manifold 600> The exhaust manifold 600 is an exhaust passage that extends in the front-rear direction and collects exhaust gas from each of the cylinders 204 (combustion chambers). Two exhaust manifolds 600 are arranged side by side in the left-right direction between the left bank LB and the right bank RB (in other words, inside the V-bank formed by the left bank LB and the right bank RB). Specifically, the left exhaust manifold 600 is arranged corresponding to the left cylinder bank 205L. The right exhaust manifold 600 is arranged corresponding to the right cylinder bank 205R. Note that, hereinafter, the exhaust manifold 600 arranged on the left side of the V-bank corresponding to the left cylinder bank 205L may be referred to as the left exhaust manifold 600L. The exhaust manifold 600 arranged on the right side of the V-bank corresponding to the right cylinder bank 205R may be referred to as the right exhaust manifold 600R.

[0029] <1-2-3. Turbocharger 1> The supercharger 1 is disposed on the upper front side of the engine 100. The supercharger 1 compresses and pressurizes intake air (for example, air or an air-fuel mixture) supplied from outside the engine 100, and supplies the compressed air to an intake manifold 500 via an intercooler 2. The supercharger 1 is also a turbocharger that uses exhaust gas supplied from an exhaust manifold 600 as its driving source.

[0030] The turbocharger 1 has a compressor 11, a turbine unit 12, an exhaust pipe 13, and a bearing unit 14. The bearing unit 14 of the turbocharger 1 is supported by a second support member 32 (described later) that is provided on a flywheel housing 400 (described later) (see FIGS. 9 and 10 (described later)). The engine 100 also has a filter unit 15 attached to the intake side of the turbocharger 1. The filter unit 15 purifies intake air from the outside and sends it to the compressor 11. The exhaust pipe 13, the turbine unit 12, the bearing unit 14, the compressor 11, and the filter unit 15 are connected in series in this order from the front to the rear.

[0031] The compressor 11 is an air supply unit that compresses and pressurizes intake air that has passed through the filter unit 15 and sends it to the intercooler 2 through the intake pipe 21. In this embodiment, the compressor 11 is a scroll compressor. The compressor 11 (the central portion thereof as viewed from the up-down direction) is disposed outwardly of the center line J1 of the crankshaft 101 in the left-right direction.

[0032] Preferably, the compressor 11 and the turbine section 12 are arranged side by side in the same direction as the center line J1 of the crankshaft 101 (i.e., the direction of the engine output shaft). In the engine 100 in which the cylinder bank 205 is arranged outward in the left-right direction from the crankshaft 101 as in this embodiment, left-right vibration of the engine 100 caused by the rotation of the crankshaft 101 is likely to act on the supercharger 1. Therefore, for example, if the compressor 11 and the turbine section 12 are arranged side by side in the left-right direction and the bearing section 14 therebetween is supported by the second support member 32, the supercharger 1 will vibrate like a balance-bearing balance. On the other hand, in this embodiment, the turbine section 12 and the compressor 11 are arranged side by side in the same direction as the center line J1 of the crankshaft 101, and therefore vibration caused by the rotation of the crankshaft 101 is less likely to act on the supercharger 1. Therefore, the engine 100 can suppress vibration of the supercharger 1, and can suppress, for example, an increase in the vibration amplitude of the supercharger 1. However, this example does not exclude a configuration in which the compressor 11 does not send the intake air of the supercharger 1 inward in the left-right direction.

[0033] The turbine section 12 is connected to an exhaust port of the exhaust manifold 600, and the exhaust gas from the engine 100 passes through it. In other words, the turbine section 12 converts the (kinetic) energy of the exhaust gas from the engine 100 into rotational energy (torque). The exhaust gas is discharged from a combustion chamber formed by the cylinder 204 and the like, and flows into the turbine section 12 via the exhaust manifold 600. The exhaust gas after energy conversion is discharged to the outside via the exhaust pipe 13.

[0034] The bearing section 14 is disposed between the compressor 11 and the turbine section 12, and transmits the rotational energy from the turbine section 12 to the compressor 11. The compressor 11 uses the rotational energy to compress the intake air.

[0035] For example, the compressor 11 has a rotor 111 and a plurality of blade-like vanes 112. The plurality of vanes 112 are arranged on a radially outer surface of the rotor 111 with respect to a center line J2, and are arranged in a circumferential direction around the center line J2. The turbine unit 12 has a turbine 121. The bearing unit 14 has a shaft 141 extending along the center line J2 and a bearing (not shown) that rotatably holds the shaft 141. The shaft 141 is a rotating shaft that extends along the center line J2. The bearing rotatably holds the shaft 141. The turbine 121 is connected to the front end of the shaft 141. The rotor 111 is connected to the rear end of the shaft 141. The center line J2 passes through the rotation center of the turbine 121 of the turbine unit 12, the rotation center of the shaft 141 of the bearing unit 14, and the rotation center of the rotor 111 of the compressor 11. The turbine 121, the shaft 141, and the rotor 111 are all rotatable about a center line J2.

[0036] The turbine 121 of the turbine unit 12 rotates in response to the flow of exhaust gas from the engine 100 flowing in from 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 unit 14. As a result, the vanes 112 of the rotor 111 rotate in the circumferential direction about the center line J2, and compress the intake air that flows into the compressor 11 from the filter unit 15. The compressed and compressed intake air is sent to the intake manifold 500.

[0037] At least a part of the turbocharger 1 may be covered with a cover member 700 (see FIG. 8). That is, the engine 100 may further include the cover member 700. The cover member 700 covers, for example, 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 a configuration in which the engine 100 does not include the cover member 700.

[0038] In this embodiment, the turbocharger 1 has a left turbocharger 1L and a right turbocharger 1R. The configuration of the left turbocharger 1L is the same as the configuration of the right turbocharger 1R except that it is symmetrical. The left turbocharger 1L is disposed at the upper left side of the engine body 200 at the rear of the engine 100. The left turbocharger 1L supplies air and the like (i.e., air intake) to the left intake manifold 500L via the intercooler 2, and exhausts exhaust gas flowing in from the left exhaust manifold 600L to the outside. The right turbocharger 1R is disposed at the upper right side of the engine body 200 at the rear of the engine 100. The right turbocharger 1R supplies air and the like (i.e., air intake) to the right intake manifold 500R via the intercooler 2, and exhausts exhaust gas flowing in from the right exhaust manifold 600R to the outside.

[0039] <1-2-4. Intercooler 2> The intercooler 2 is a cooling unit that cools the intake air of the turbocharger 1. The intercooler 2 is connected to the compressor 11 of the turbocharger 1 via an intake pipe 21, and is also connected to an intake manifold 500 via an air supply pipe 22. As will be described later, the intercooler 2 receives a supply of coolant F from a first coolant pump 91 for low-temperature water via a liquid supply pipe 23, and cools the pressurized and compressed intake air. In this embodiment, the coolant F is fresh water. However, the coolant F may be a liquid other than fresh water, such as antifreeze. The antifreeze is, for example, a liquid obtained by mixing pure water and ethylene glycol in a predetermined ratio.

[0040] The temperature of the intake air supplied from the turbocharger 1 is increased by the heat of compression generated by the pressurized compression in the turbocharger 1. The intercooler 2 cools the pressurized and compressed intake air by exchanging heat between the cooling water and the pressurized and compressed intake air. That is, by providing the intercooler 2, the temperature of the intake air supplied to the intake manifold 500 can be adjusted to a desired temperature.

[0041] Preferably, at least a portion of the intercooler 2 is disposed forward of the turbocharger 1 above the engine 100. More preferably, the entire intercooler 2 is disposed forward of the turbocharger 1 above the engine 100. The "forward" side refers to one side in the engine output shaft direction parallel to the crankshaft of the engine 100. This allows the intercooler 2 to be spaced away from the turbocharger 1 without separating them in the longitudinal direction (engine output shaft direction). As a result, the engine 100 does not require one of the intercooler 2 and the turbocharger 1 to be disposed higher than the other. Therefore, the engine 100 can be prevented from increasing in size (particularly, an increase in its vertical width). The above-mentioned effect is particularly effective when the engine 100 is installed on, for example, a ship. For example, with the engine 100, reducing the vertical width takes priority over the width in the engine output shaft direction (front-rear direction). Therefore, the engine 100 can be compactly disposed on a ship or the like. However, this example does not exclude a configuration in which the entire intercooler 2 is not disposed in front of the supercharger 1 above the engine 100.

[0042] Furthermore, by separating the supercharger 1 from the intercooler 2, the engine 100 can suppress or prevent a decrease in the cooling performance of the intercooler 2 caused by heat radiation from the supercharger 1.

[0043] Preferably, above the engine 100, at least a portion of the turbocharger 1 that is outward in the left-right direction from (the center line J2 of) the shaft 141 of the bearing portion 14 is disposed outward in the left-right direction from the intercooler 2. More preferably, the entire turbocharger 1 is disposed outward in the left-right direction from the intercooler 2. As described above, the left-right direction is a direction perpendicular to both the front-rear direction (the engine output shaft direction) and the up-down direction.

[0044] In this way, the supercharger 1 can be disposed lower in the engine 100 (compared to a configuration in which, for example, at least the outer portion of the supercharger 1 in the left-right direction is not disposed further outward in the left-right direction than the intercooler 2). Therefore, the engine 100 can suppress an increase in its own width in the up-down direction, and suppress an increase in its size (particularly in the up-down direction). However, this example does not exclude a configuration in which the entire supercharger 1 in the left-right direction above the engine 100 is not disposed further outward in the left-right direction than the intercooler 2.

[0045] <1-2-5. Support part 3> Preferably, engine 100 further includes a support section 3. Fig. 9 is a cross-sectional view showing an example of the configuration of support section 3. Fig. 10 is a perspective view showing an example of the configuration of support section 3. Fig. 9 shows a cross section of engine 100 taken along the two-dot chain line IX-IX in Fig. 1 as seen from the rear side.

[0046] The support portion 3 supports the turbocharger 1 and the intercooler 2 at an upper front portion 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 attached to an upper portion 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.

[0047] The first support member 31 supports the intercooler 2. For example, the front portion of the first support member 31 is attached to the rear end surface of the intercooler 2, and the lower portion of the first support member 31 is attached to the flywheel housing 400. Supported by the first support member 31, the intercooler 2 is positioned at a distance in at least one direction, forward or upward, from the flywheel housing 400. This arrangement makes it possible to suppress the transfer of heat and vibration from the engine body 200 (particularly the combustion chamber formed by the cylinder 204, etc.) to the intercooler 2.

[0048] The second support member 32 is disposed independently of the first support member 31 and supports the turbocharger 1. For example, an upper portion of the second support member 32 is attached to the bearing portion 14 of the turbocharger 1, and a lower portion of the second support member 32 is attached to the flywheel housing 400. Supported by the second support member 32, the turbocharger 1 is disposed above and spaced apart from the flywheel housing 400. This makes it possible to suppress the transmission of heat and vibration from the engine body 200 (particularly the combustion chamber constituted by the cylinder 204 etc.) to the turbocharger 1.

[0049] Furthermore, in this embodiment, the second support member 32 is disposed independently of the first support member 31. For example, the second support members 32 are disposed independently of the first support member 31 on both sides of the first support member 31 in the left-right direction at the top of the flywheel housing 400. In this way, by disposing the two independently, it is possible to suppress the transmission of vibration between the turbocharger 1 and the intercooler 2. Therefore, the engine 100 can suppress the influence of the vibration of the turbocharger 1 on the intercooler 2. However, this example does not exclude a configuration in which at least one second support member 32 is disposed integrally with the first support member 31.

[0050] However, the example of this embodiment does not exclude a configuration in which the engine 100 does not have at least one of the first support member 31 and the second support member 32. In other words, the support portion 3 or either the first support member 31 or the second support member 32 may be omitted.

[0051] <1-3. Cooling system of engine 100> Next, an example of a cooling system for the engine 100 will be described. The engine 100 further includes a coolant tank 5, a heat exchanger 6, an electrical component section 60, a first switching section 71, a second switching section 72, a first coolant pump 91, a second coolant pump 92, and a water pump 93. The coolant tank 5 is a storage section for the coolant F. The heat exchanger 6 is a cooling section that cools the coolant F. The coolant tank 5 and the heat exchanger 6 are arranged side by side in the vertical direction at the rear end of the engine 100. Note that the rear end is the other end in the direction of the engine output shaft that is parallel to the crankshaft 101 of the engine 100.

[0052] The coolant tank 5 is disposed above the heat exchanger 6, and preferably disposed at a distance from the heat exchanger 6 in the vertical direction (see FIGS. 4 and 7, etc.). In this way, thermal interference between the coolant tank 5 and the heat exchanger 6 other than that due to heat transfer by the coolant F can be suppressed or prevented.

[0053] 5 and 7, the coolant tank 5 is preferably held by holders 55. In this embodiment, each of the pair of (i.e., two) holders 55 is disposed outward in the left-right direction from the coolant pipes 81 and 82. In other words, the right holder 55 is disposed to the right (-Y side) of the right coolant pipe 81. The left holder 55 is disposed to the left (+Y side) of the left coolant pipe 82.

[0054] The shape of the pair of holding portions 55 is symmetrical when viewed from the rear side to the front side (see FIG. 7). Note that this example does not exclude a configuration in which the shape of the pair of holding portions 55 is not symmetrical. Furthermore, without being limited to the above example, there may be a single holding portion 55 or three or more holding portions 55. Furthermore, at least one holding portion 55 may be disposed between the coolant pipes 81 and 82 in the left-right direction.

[0055] The holder 55 includes a first holder 551, a second holder 552, and a third holder 553. The first holder 551 is fixed to the outer left-right end of the heat exchanger 6 and extends in the up-down direction. In this embodiment, the first holder 551 is plate-shaped and extends in the front-rear direction. The second holder 552 extends in the left-right direction from the upper end of the first holder 551. In this embodiment, the second holder 552 is plate-shaped and extends outward in the left-right direction and extends in the front-rear direction. The coolant tank 5 is placed on the upper surface of the second holder 552. The second holder 552 is connected to the coolant tank 5. The third holder 553 extends in the left-right direction from the front end of the first holder 551. In this embodiment, the third holder 553 is plate-shaped and extends outward in the left-right direction, extends in the up-down direction, and is fixed to a plate portion (reference numeral omitted) that extends outward in the left-right direction from the front end of the heat exchanger 6. The third holding portion 553 may be omitted.

[0056] In this embodiment, the fastening means of the first holding portion 551, the connecting means of the second holding portion 552, and the fastening means of the third holding portion 553 are bolt fastenings, but are not limited to this example. At least one of these may be, for example, welding, brazing using silver solder, or a mechanical connecting means such as a fitting structure.

[0057] 5 to 7, the engine 100 includes the holding portion 55. However, this example does not exclude a configuration in which the engine 100 does not include the holding portion 55. In other words, the holding portion 55 may be omitted.

[0058] 1 to 4, the rear end of the coolant tank 5 is positioned rearward of the rear end of the heat exchanger 6. In this way, the coolant tank 5 can ensure a desired capacity by increasing its width in the engine output shaft direction (front-rear direction). This makes it possible to suppress an increase in the vertical width of the coolant tank 5 compared to a configuration in which the vertical width of the coolant tank 5 is increased to ensure a desired capacity. Therefore, the engine 100 can ensure the capacity of the coolant tank 5 while suppressing an increase in its size (particularly its vertical width).

[0059] 1 to 4 do not exclude a configuration in which the rear end of the coolant tank 5 is not located rearward of the rear end of the heat exchanger 6. For example, as shown in FIGS. 5 to 7, the rear end of the coolant tank 5 may be located forward of the rear end of the heat exchanger 6. Alternatively, the position of the rear end of the coolant tank 5 in the front-to-rear direction may be the same as the position of the rear end of the heat exchanger 6 in the front-to-rear direction.

[0060] 1 to 4, the engine 100 further 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 arranged below the coolant tank 5 and behind the heat exchanger 6. In this manner, the engine 100 can effectively utilize the space available below the coolant tank 5 and behind the heat exchanger 6, and at least some of the coolant pipes 81, 82 can be arranged compactly. Therefore, compared to a configuration in which the above-mentioned coolant pipes 81, 82 are arranged on the outer surface side of the engine 100 (particularly on the outside in a direction perpendicular to the front-to-rear direction), the size of the engine 100 can be suppressed.

[0061] However, the above example does not exclude a configuration in which at least one of the multiple coolant pipes 81, 82 is not disposed in the above-mentioned space. For example, as shown in Figures 5 to 7, at least one of the coolant pipes 81, 82 may protrude rearward from the rear end of the coolant tank 5 and then extend downward to be connected to the heat exchanger 6. In this case, at least one of the coolant pipes 81, 82 may be connected to the rear end of the heat exchanger 6 as shown in Figures 5 to 7, or may be connected to the upper end or left or right end of the heat exchanger 6.

[0062] 5 to 7, the plurality of coolant pipes 81, 82 are connected to the rear end surface of the heat exchanger 6. In this case, the ends of the coolant pipes 81, 82 on the heat exchanger 6 side each protrude rearward from the rear end surface of the heat exchanger 6. Meanwhile, the electrical equipment section 60 is disposed in the space between the ends of the coolant pipes 81, 82 on the heat exchanger 6 side in the left-right direction. Therefore, the engine 100 can effectively utilize this space to compactly dispose the ends of the coolant pipes 81, 82 on the heat exchanger 6 side and the electrical equipment section 60.

[0063] One end of each of the coolant pipes 81 and 82 is connected to the coolant tank 5. The other end of each of the coolant pipes 81 and 82 is connected to the heat exchanger 6. Fig. 11 is a cross-sectional view showing an example of the mounting structure of the coolant pipe 82. Fig. 11 is a local cross-sectional view taken along the two-dot chain line XI-XI in Fig. 1. The mounting structure of the coolant pipe 81 to the heat exchanger 6 is the same as that of the coolant pipe 82, so a description thereof will be omitted.

[0064] In this embodiment, the heat exchanger 6 has ports for the coolant pipes 81 and 82. The port 63 (see FIG. 11) for the coolant pipe 82 is a mating portion that is mated with the end of the coolant pipe 82 on the heat exchanger 6 side. The port 63 is arranged in the rear end portion (for example, the lid portion 64) of the heat exchanger 6, has a cylindrical shape that extends from the rear end portion of the heat exchanger 6 in the engine output shaft direction (more specifically, rearward), and is connected to a flow path 621, which will be described later.

[0065] The other end of the coolant pipe 82 (i.e., the end on the heat exchanger 6 side) extends in the front-rear direction, i.e., extends parallel to the port 63. The other end of the coolant pipe 82 and the (rear end of) the port 63 are fitted into each other. For example, in FIG. 11 , the (rear end of) the port 63 is inserted and fitted into the other end of the coolant pipe 82. However, this is not limiting, and the other end of the coolant pipe 82 may be inserted and fitted into the (rear end of) the port 63. This allows the coolant Fb3, which will be described later, to flow from the other end of the coolant pipe 82 to the flow path 621 via the port 63. Note that a seal member 65, such as an O-ring, is interposed between them to prevent leakage of the coolant F.

[0066] That is, the other end of the coolant pipe 82 is connected to the heat exchanger 6 by a mating structure between the other end of the coolant pipe 82 and the port 63 (rear end). In this way, even if the mating positions of the two are misaligned in the extension direction, the two can be easily connected to allow the flow of coolant F. Furthermore, because the two 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 the extension direction (e.g., the front-to-rear direction). For example, in the heat exchanger 6, when the lid 64 removed during internal maintenance or the like is reattached, the front-to-rear position of the lid 64 and the port 63 may be slightly misaligned from their positions before removal. Even in such a case, as long as the magnitude of the misalignment is such that the mating of the rear end of the port 63 with the other end of the coolant pipe 82 is not released, the two can be easily connected by the mating structure described above.

[0067] However, the above example does not exclude a configuration in which the relative position of the port 63 with respect to the other end of the coolant pipe 82 cannot be changed in the extension direction of the two. Furthermore, the means for connecting the coolant pipe 82 to the heat exchanger 6 (the flow path 621) is not limited to the above example. For example, the connection means may be bolting, welding, or the like. Furthermore, without being limited to the above example, the heat exchanger 6 may have, instead of the port 63, a hole into which the other end of the coolant pipe 82 is fitted so as to be movable in the front-rear direction. In other words, the hole may be a fitting portion that fits with the end of the coolant pipe 82 on the heat exchanger 6 side.

[0068] <1-3-1. Coolant Tank 5> 12 is a schematic diagram showing an example of the configuration of the coolant tank 5. The coolant tank 5 is capable of storing the coolant F for cooling each part of the engine 100, and also serves to absorb changes in the volume of the coolant F caused by, for example, an increase in the temperature of the coolant F. The coolant tank 5 is T-shaped when viewed from the top-bottom direction, and extends in the vertical direction.

[0069] In this embodiment, when viewed from the top-bottom direction, 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 (see FIG. 2). This allows the coolant tank 5 to ensure a desired capacity while restricting its front-to-back width. However, this example does not exclude a configuration where Wf≦Wr.

[0070] In addition, in this embodiment, the first distance 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 distance 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 a configuration where W1≦W2.

[0071] As shown in FIG. 12, the coolant tank 5 has outer walls 510-519 and inner walls 521-527.

[0072] The outer wall 510 is the top plate of the coolant tank 5. The outer wall 511 is the bottom plate of the coolant tank 5 and is located lower than the outer wall 510. The outer walls 510, 511 extend in a direction intersecting the up-down direction. The outer walls 512 to 519 are side plates of the coolant tank 5. The upper ends of the outer walls 512 to 519 are connected to the outer wall 510, and the lower ends of the outer walls 512 to 519 are connected to the outer wall 511.

[0073] The outer walls 512 to 515 are plate-shaped and extend in a direction intersecting the front-rear direction. The outer wall 512 is disposed rearward of the outer walls 513 to 515. The outer wall 513 is disposed forward of the outer walls 512 and 514 to 515. The outer walls 514 and 515 are disposed between the outer walls 512 and 513 in the front-rear direction. The outer wall 514 is disposed to the left of the outer wall 515.

[0074] The outer walls 516 to 519 are plate-shaped and extend in a direction intersecting the left-right direction. The outer wall 516 is disposed to the left of the outer walls 517 to 519. The outer wall 517 is disposed to the right of the outer walls 516 and 518 to 519. The outer walls 518 and 519 are disposed between the outer walls 516 and 517 in the left-right direction. The outer wall 518 is disposed to the left of the outer wall 519.

[0075] 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.

[0076] 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.

[0077] 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.

[0078] 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.

[0079] Next, the inner walls 521-527 are disposed between the outer walls 510 and 511 in the up-down direction and divide the internal space of the coolant tank 5. The inner wall 521 is plate-shaped and extends in a direction intersecting with the left-right direction. The inner wall 521 is disposed between the left outer walls 514, 516, and 518 and the right outer walls 515, 517, and 519 in the left-right direction. The inner wall 522 is plate-shaped and extends in a direction intersecting with the front-rear direction. The inner wall 522 is disposed between the front outer walls 512, 514, and 515 and the rear outer wall 513 in the front-rear direction. The inner wall 523 is plate-shaped and extends in a direction intersecting with the up-down direction. The inner wall 523 is disposed rearward of the front outer walls 512, 514, and 515. The inner wall 524 is plate-shaped and extends in a direction intersecting with the left-right direction. Inner wall 525 is plate-shaped and extends in a direction intersecting the up-down 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-rear direction. Inner walls 524 to 527 are disposed to the right of inner walls 521 and 522 in the left-right direction.

[0080] 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.

[0081] An upper end of the inner wall 522 is disposed below the outer wall 510. A lower end of the inner wall 522 is connected to (the inner surface of) the outer wall 511. A left end of the inner wall 522 is connected to (the inner surface of) the outer wall 516. A right end of the inner wall 522 is connected to the front end of the inner wall 526.

[0082] The front end of the left side of the inner wall 523 is connected to the upper end of the inner wall 522. The front end of the right side of the inner wall 523 is connected to the upper end of the inner wall 527. The rear end of the inner wall 523 is connected to (the inner surface of) the outer wall 513. The left end of the inner wall 523 is connected to (the inner surface of) the outer wall 516. The front right end of the inner wall 523 is connected to the upper end of the inner wall 526. The rear right end of the inner wall 523 is connected to the rear lower end of the inner wall 524.

[0083] The upper end of inner wall 524 is connected to the left end of inner wall 525. The lower front end 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 rear end of the upper side of inner wall 524 is connected to (the inner surface of) outer wall 513. The rear end of the lower side of inner wall 524 is connected to the right end of inner wall 527.

[0084] A front end of the inner wall 525 is connected to (the inner surface of) the outer wall 515. A rear end of the inner wall 525 is connected to (the inner surface of) the outer wall 513. A right end of the inner wall 525 is connected to (the inner surface of) the outer wall 517.

[0085] 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 outer wall 511 (its inner surface).

[0086] The coolant tank 5 further has spaces S1 to S3 in which the internal space of the coolant tank 5 is divided by inner walls 521 to 527.

[0087] The space S1 serves to store the coolant F (coolant Fa4 described later) and absorb any volume change of the coolant F (Fa4). The space S1 also functions as a passage for the coolant F (Fa4) to flow from an opening 531 to an opening 534 described later.

[0088] The space S2 serves to store the coolant F (coolant Fb2 described later) and absorb any volume change in the coolant F (Fb2). The space S2 also functions as a passage for the coolant F (Fb2) to flow from an opening 534 described later to an opening 533.

[0089] The space S3 has a role of absorbing a change in the volume of the coolant F (coolant Fb4 described later), and also functions as a flow passage for the coolant F (Fb4) from an opening 536 to an opening 537 described later.

[0090] The coolant tank 5 further has openings 531 to 537. The opening 531 is disposed in the outer wall 514 and connects the space S1 to the interior of the first switching unit 71. The opening 532 is disposed in the outer wall 511 and connects the space S1 to an inlet of a flow path 611 of the first heat exchanger 61 via a flow path 80. The opening 533 is disposed in the outer wall 511 and connects the inlet of a flow path 621 of the second heat exchanger 62 to the space S2 via a coolant pipe 81 (described later). The opening 534 is disposed in the outer wall 519 and connects the space S2 to the interior of the second switching unit 72. The opening 535 is disposed in the outer wall 515 and connects the interior of the second switching unit 72 to the space S3. The opening 536 is disposed on the left side of the outer wall 511 and connects the space S3 to an outlet of the flow path 621 of the second heat exchanger 62 via a coolant pipe 82 (described later). The opening 537 is disposed on the right side of the outer wall 511, and connects the space S3 and the second coolant pump 92 via the flow path 83 and the liquid inlet pipe 921.

[0091] <1-3-2. Heat exchanger 6> The heat exchanger 6 exchanges heat between the coolant F flowing through the flow paths 611 and 621 and a refrigerant having a lower temperature than the coolant F, thereby cooling the coolant F. The heat exchanger 6 has a first heat exchanger 61 and a second heat exchanger 62. The coolant F flowing from the space S1 of the coolant tank 5 passes through the first heat exchanger 61 and is cooled. The coolant F flowing from the space S2 of the coolant tank 5 passes through the second heat exchanger 62 and is cooled. The refrigerant is, for example, water. In this embodiment, the refrigerant is seawater, which is taken from the surroundings of the vehicle 800, such as a ship, on which the engine 100 is mounted, and supplied to the heat exchangers 6 (for example, the first heat exchanger 61 and the second heat exchanger 62). Furthermore, without being limited to this example, the water used as the refrigerant may be fresh water or brackish water.

[0092] The heat exchanger 6 (first heat exchanger 61 and second heat exchanger 62) dissipates heat from the coolant F to water M supplied from a water pump 93, which will be described later. In this way, the engine 100 can cool the coolant F using water taken from outside the vehicle 800, without requiring a coolant for the heat exchanger 6, piping and a pump for circulating the coolant, and a radiator for cooling the coolant. The water after heat exchange is discharged to the outside (for example, into water). Note that the example of this embodiment does not exclude a configuration in which a coolant other than water pumped from water is used, nor does it exclude a configuration in which the engine 100 includes piping and a pump for circulating the coolant, a radiator for cooling the coolant, etc. In the latter case, the water pump 93 can be omitted.

[0093] <1-3-3. Electrical Equipment Section 60> Electrical equipment section 60 includes, for example, electronic components (not shown) such as an ECU (electronic control unit) of engine 100, and a housing (not shown) that houses the electronic components. The housing may also house members other than the electronic components described above, such as members that are susceptible to temperature increases or members that require frequent maintenance.

[0094] Preferably, the electrical equipment section 60 is disposed at the rear end of the heat exchanger 6. In this way, the engine 100 can effectively utilize the space below the coolant tank 5 and behind the heat exchanger 6. In other words, the electrical equipment section 60 can be disposed compactly in this space. Furthermore, by dissipating heat from the electrical equipment section 60 to the heat exchanger 6, the temperature rise of the electrical equipment section 60 can be effectively suppressed. In addition, since the electrical equipment section 60 can be easily exposed to the outside of the engine 100, the workability of maintenance of the electrical equipment section 60 can be improved. However, this example does not exclude a configuration in which the electrical equipment section 60 is not disposed at the rear end of the heat exchanger 6.

[0095] <1-3-4. First switching section 71> The first switching unit 71 is attached between the opening 531 of the coolant tank 5 and the liquid supply pipe 24, and sends the coolant Fa1 to either the first coolant pump 91 or the space S1 depending on the temperature of the coolant Fa1 flowing in from the liquid supply pipe 24.

[0096] For example, the first switching unit 71 has a housing 710, a first temperature sensor 711, openings 712 and 713, and a first temperature adjustment valve 714. The first temperature sensor 711 is disposed inside the housing 710 and detects the temperature of the coolant Fa1. The openings 712 and 713 are disposed in the housing 710. The opening 712 is an inlet for the coolant Fa1 and is connected to the rear end of the liquid supply pipe 24. The opening 713 is an outlet for the coolant Fa2 that flows toward the first coolant pump 91. The first temperature adjustment valve 714 covers the openings 531, 712, and 713 and switches between flow and blocking of the coolant Fa1 through the openings 531 and 713 under the control of an ECU or the like based on the detection result of the first temperature sensor 711.

[0097] For example, if the detection value of the first temperature sensor 711 (the temperature of the coolant Fa1) is equal to or greater than a first predetermined value, the first temperature adjustment valve 714 opens the opening 713 and closes the opening 531. This causes the coolant Fa1 to flow through the opening 713 and into the first coolant pump 91. Furthermore, if the detection value of the first temperature sensor 711 is less than the first predetermined value, the first temperature adjustment valve 714 closes the opening 713 and opens the opening 531, causing the coolant Fa1 to flow through the opening 531 and into the space S1.

[0098] 1 to 4, the first temperature adjustment valve 714 is disposed inside the housing 710 of the first switching unit 71. However, this example does not exclude a configuration in which the first temperature adjustment valve 714 is not disposed inside the housing 710. For example, the first temperature adjustment valve 714 may be disposed outside the housing 710. Furthermore, the first temperature sensor 711 is disposed inside the housing 710 of the first switching unit 71 in FIGS. 1 to 4, for example, inside the first temperature adjustment valve 714. However, without being limited to this example, the first temperature sensor 711 may be disposed outside the first temperature adjustment valve 714, for example, inside the pipe 715 connecting the first temperature adjustment valve 714 and the coolant tank 5 (see FIGS. 5 and 6).

[0099] <1-3-5.Second switching section 72> The second switching unit 72 is attached between the openings 534, 535 of the coolant tank 5 and the drain pipe 54, and sends the coolant Fb1 flowing in from the drain pipe 54 to either the space S2 or the space S3 depending on the temperature of the coolant Fb1.

[0100] For example, the second switching unit 72 has a housing 720, a second temperature sensor 721, an opening 722, and a second temperature adjustment 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 an inlet for the coolant Fb1, is disposed in the housing 720, and is connected to the drain pipe 54. The second temperature adjustment valve 723 covers the openings 534, 535, and 722, and switches between allowing and blocking the flow of the coolant Fb1 through the openings 534 and 535 under the control of an ECU or the like based on the detection result of the second temperature sensor 721.

[0101] For example, when the detected value of the second temperature sensor 721 (the temperature of the coolant Fb1) is equal to or higher than a second predetermined value, the second temperature control valve 723 opens the opening 534 and closes the opening 535. This causes the coolant Fb1 to flow through the opening 534 and into the space S2. The second predetermined value is not particularly limited, but is higher than the first predetermined value of the first temperature sensor 711.

[0102] Furthermore, when the detected value of the second temperature sensor 721 is less than a second predetermined value, the second temperature control valve 723 closes the opening 534 and opens the opening 535. As a result, the coolant Fb1 flows through the opening 535, enters the space S3, and merges with the coolant Fb4 flowing within the space S3.

[0103] 1 to 4, second temperature adjustment valve 723 is disposed inside housing 720 of second switching unit 72. However, this example does not exclude a configuration in which second temperature adjustment valve 723 is not disposed inside housing 720. For example, second temperature adjustment valve 723 may be disposed outside housing 720. Furthermore, second temperature sensor 721 is disposed inside housing 720 of second switching unit 72 in FIGS. 1 to 4, for example, inside second temperature adjustment valve 723. However, without being limited to this example, second temperature sensor 721 may be disposed outside second temperature adjustment valve 723, for example, inside pipe 724 connecting second temperature adjustment valve 723 and coolant tank 5 (see FIG. 6).

[0104] <1-3-6. First Coolant Pump 91> The first coolant pump 91 supplies the coolant F to the intercooler 2. For example, the first coolant pump 91 sends the coolant F (for example, at least one of the coolants Fa2 and Fa5) flowing into the inlet pipe 911 as the coolant Fa3 from the liquid feed pipe 912 to the liquid supply pipe 23. The coolant Fa3 is supplied to the intercooler 2 through the liquid feed pipe 23, and flows into the first switching unit 71 through the liquid feed pipe 24 as the coolant Fa1.

[0105] The liquid supply pipe 23 and the liquid delivery pipe 24 are pipes for the coolant F, and are arranged on the left side of the engine body 200, extending in the front-to-rear direction. The rear end of the liquid supply pipe 23 is connected to the liquid inlet pipe 911 of the first coolant pump 91. The front ends of the liquid supply pipe 23 and the liquid delivery pipe 24 are connected to the intercooler 2. The rear end of the liquid delivery pipe 24 is connected to the opening 712 of the first switching unit 71.

[0106] <1-3-7. Second Coolant Pump 92> Second coolant pump 92 supplies coolant F to each part of engine 100 that requires cooling (except intercooler 2). For example, second coolant pump 92 sends coolant F that flows into inlet pipe 921 (e.g., coolant Fb1 that flows into space S3, coolant Fb4 flowing within space S3) from liquid supply pipe 922 to each of the above-mentioned parts of engine 100 (particularly the combustion chamber) as coolant Fb5. After cooling each of the above-mentioned parts, the coolant F is collected in drain pipe 54 and flows into second switching unit 72 through drain pipe 54 as coolant Fb1.

[0107] <1-3-8. Water Pump 93> The water pump 93 supplies water as a refrigerant for heat exchange to the heat exchangers 6 (e.g., the first heat exchanger 61 and the second heat exchanger 62). For example, the tip of a water intake pipe 931 of the water pump 93 is placed in water outside the vehicle 800 on which the engine 100 is mounted. A water supply pipe 932 of the water pump 93 is connected to the heat exchanger 6. The water pump 93 takes in water from underwater through the water intake pipe 931 and sends it to the heat exchanger 6 through the water supply pipe 932. The water supplied to the heat exchanger 6 cools the coolant F (Fa5, Fb3) in the flow paths 611 and 621 through heat exchange, and also cools the electrical component 60.

[0108] <1-3-9. Example of circulation of coolant F> Next, an example of the circulation of the coolant F will be described with reference to FIGS. 1 to 4 and 12. The cooling system of the engine 100 includes a first cooling system and a second cooling system. In the first cooling system, low-temperature coolant F circulates and is cooled in a first heat exchanger 61. In the second cooling system, coolant F that is higher in temperature than the coolant F in the first cooling system circulates and is cooled in a second heat exchanger 62. The circulation path of the first cooling system is independent from the circulation path of the second cooling system. In this specification, the coolant F circulating in the first cooling system may be referred to as "Fa" ("Fa1" to "Fa5"). Furthermore, the coolant F circulating in the second cooling system may be referred to as "Fb" ("Fb1" to "Fb5").

[0109] <1-3-9-1. Example of the first cooling system configuration> First, an example of the configuration of the first cooling system on the low-temperature side will be described. Coolant Fa is supplied to the intercooler 2 from a first coolant pump 91 via a liquid supply pipe 23. After cooling the intake air pressurized and compressed by the intercooler 2, the coolant Fa flows into the first switching unit 71 via the liquid feed pipe 24 and the opening 712 as coolant Fa1.

[0110] If the temperature of the coolant Fa1 detected by the first temperature sensor 711 is equal to or lower than the first predetermined value, it can be determined that the temperature of the coolant Fa1 is sufficiently low. Therefore, the first temperature control valve 714 of the first switching unit 71 blocks the flow of the coolant Fa1 through the opening 531 and allows the coolant Fa1 to flow into the opening 713. The coolant Fa2 that has passed through the opening 713 flows into the liquid inlet pipe 911 of the first coolant pump 91. Then, the first coolant pump 91 sends the coolant Fa3 from the liquid delivery pipe 912 to the liquid supply pipe 23 to supply it to the intercooler 2.

[0111] On the other hand, if the temperature of the coolant Fa1 detected by the first temperature sensor 711 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 control valve 714 of the first switching unit 71 blocks the flow of the coolant Fa1 through the opening 713 and allows the coolant Fa1 to flow into the space S1 through the opening 531. The coolant Fa4 in the space S1 flows out from the opening 532 to the flow path 80. The coolant Fa5 flowing through the flow path 80 flows into the flow path 611 of the first heat exchanger 61 and is cooled by heat exchange with the refrigerant. The coolant Fa5 then flows from the flow path 611 into the inlet pipe 911 of the first coolant pump 91, and is sent from the first coolant pump 91 as coolant Fa3 through the liquid feed pipe 912 to the liquid supply pipe 23 and supplied to the intercooler 2.

[0112] <1-3-9-2. Example of second cooling system configuration> Next, an example of the configuration of the second cooling system on the high-temperature side will be described. Coolant Fb is supplied to each part (particularly the combustion chamber) of the engine 100 from the second coolant pump 92 via the liquid supply pipe 23. After cooling each of the above-mentioned parts, the coolant Fb flows into the second switching unit 72 via the liquid drain pipe 54 and the opening 722 as coolant Fb1.

[0113] If the temperature of the coolant Fb1 detected by the second temperature sensor 721 is equal to or lower than the second predetermined value, it can be determined that the temperature of the coolant Fb1 is low. Therefore, the second temperature control valve 723 of the second switching unit 72 blocks the flow of the coolant Fb1 through the opening 534 and allows the coolant Fb1 to flow into the space S3 through the opening 535. As a result, the coolant Fb1 that has passed through the opening 535 merges with the flow of the coolant Fb4 (described later) within the space S3.

[0114] On the other hand, if the temperature of the coolant Fb1 detected by the second temperature sensor 721 is higher than the predetermined value, it can be determined that the temperature of the coolant Fb1 is not low. Therefore, the second temperature control valve 723 of the second switching unit 72 blocks the flow of the coolant Fb1 through the opening 535 and allows the coolant Fb1 to flow into the space S2 through the opening 534. The coolant Fb2 in the space S2 flows out through the opening 533 to the coolant pipe 81 as the coolant Fb3. The coolant Fb3 flows from the coolant pipe 81 into the flow path 621 of the second heat exchanger 62 and is cooled by heat exchange with the refrigerant. The coolant Fb3 then flows from the flow path 621 through the coolant pipe 82 and the opening 536 into the space S3.

[0115] Next, the coolant Fb4 in the space S3 (and the coolant Fb1 flowing into the space S3 via the opening 535) flows from the opening 537 through the flow path 83 into the inlet pipe 921 of the second coolant pump 92. The second coolant pump 92 sends out the coolant Fb5 from the supply pipe 922 and supplies it to each part of the engine 100 other than the intercooler 2 (particularly the combustion chamber including the cylinder 204). The coolant F discharged from each of the above-mentioned parts is collected in the drain pipe 54 and flows into the second switching unit 72 as the coolant Fb1.

[0116] <2. Important points to note> Various technical features disclosed in this specification can be modified in various ways without departing from the spirit of the technical creation. In other words, the above-described embodiments should be considered to be illustrative in all respects and not restrictive. Furthermore, multiple embodiments and modifications shown in this specification may be combined to the extent possible.

[0117] In the embodiment 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, such as horizontally opposed engines in which pistons reciprocate horizontally.

[0118] <3. Summary> The following will provide an overview of the embodiments described so far.

[0119] For example, the engine 100 disclosed herein may: a supercharger 1 that compresses intake air; a cooling unit 2 that cools the intake air of the turbocharger 1; An engine 100 comprising: On the upper side (+Z side) of the engine 100, at least a part of the cooling section 2 is configured (first configuration) to be arranged on one side (+X) of the output shaft direction (engine output shaft direction) relative to the supercharger 1.

[0120] The engine 100 of the first configuration is On the upper side (+Z side) of the engine 100, at least the portion of the turbocharger 1 that is outside the center line J2 of the rotating shaft 141 of the bearing section 14 in the left-right direction perpendicular to the output shaft direction (engine output shaft direction) and the up-down direction may be configured to be positioned outside the cooling section 2 in the left-right direction (second configuration).

[0121] Furthermore, the engine 100 having the first or second configuration described above has Further provided is a pair of cylinder rows 205 each consisting of a plurality of cylinders 204 arranged in the output shaft direction (engine output shaft direction), Each of the cylinder banks 205 is disposed outward of the output shaft 101 of the engine 100 in the output shaft direction (engine output shaft direction) and in the left-right direction perpendicular to the up-down direction, The supercharger 1 may have a configuration (third configuration) including an air delivery section 11 that delivers the intake air inward in the left-right direction.

[0122] Furthermore, the engine 100 having any one of the first to third configurations described above has the following features: Further provided is a support section 3 that supports the turbocharger 1 and the cooling section 2, The support portion 3 is a first support member 31 that supports the cooling unit 2; a second support member 32 that is disposed independently of the first support member 31 and supports the turbocharger 1; The fourth configuration may have the following structure.

[0123] Furthermore, the engine 100 of the fourth configuration has the following features: The engine further includes a flywheel housing 400 that accommodates a flywheel 401 attached to one (+X) end of the output shaft 101 of the engine 100 in the output shaft direction (engine output shaft direction), The support portion 3 is attached to the flywheel housing 400, The cooling section 2 may be configured (fifth configuration) to be spaced apart from the flywheel housing 400 in at least one of the directions (+X) of the output shaft (engine output shaft) and one of the vertical directions (+Z).

[0124] Furthermore, the engine 100 having any of the first to fifth configurations described above has the following features: Further provided is a cover member 700 that covers at least a part of the turbocharger 1, The turbocharger 1 has a turbine section 12 through which the engine 100 passes, The cover member 700 may be configured to cover the turbine section 12 (sixth configuration). [Explanation of symbols]

[0125] 100···Engine, 101···Crankshaft, 200···Engine body, 201···Cylinder block, 202···Head block, 203···Head cover, 204···Cylinder, 205···Cylinder row, 300···Oil pan, 400···Flywheel housing, 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... Turbocharger, 1L... Left turbocharger, 1R... Right turbocharger, 11... Compressor (air supply section), 111... Rotor, 112... Vane, 12... Turbine section, 121... Turbine, 13... Exhaust pipe, 14... Bearing section, 141... Shaft, 15... Filter section, 2... Intercooler (cooling section), 21... Air intake pipe, 22... Air supply pipe, 23... Liquid supply pipe, 24... Liquid supply pipe, 3... Support section, 31... First support member, 32... Second support member, 5... Coolant tank (storage 510-519... outer wall, 521-527... inner wall, 531-537... opening, 54... drain 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... lid portion, 65... sealing member, 71... first switching portion, 710... housing, 711... first temperature sensor, 712, 713... opening, 714... first temperature control valve, 715... piping, 72... second switching portion, 720... housing, 721... Second temperature sensor, 722....opening, 723...second temperature control valve, 724...piping, 80...flow path, 81, 82...coolant pipe, 83...flow path, 91...first coolant pump, 911...inlet pipe, 912...liquid delivery pipe, 92...second coolant pump, 921...inlet pipe, 922...liquid delivery pipe, 93...water intake pump, 931...water intake pipe, 932...water supply pipe, F, Fa, Fa1 to Fa5, Fb, Fb1 to Fb5...coolant, M...water, J1, J2...center line, S1, S2, S3...space, LB...left bank, RB...right bank

Claims

1. A supercharger that compresses the intake air; a cooling unit that cools the intake air of the turbocharger; An engine comprising: An engine, wherein at least a part of the cooling unit is disposed on one side of the turbocharger in an output shaft direction above the engine.

2. 2. The engine according to claim 1, wherein, on an upper side of the engine, at least a portion of the supercharger that is outward from a center line of a rotation shaft of a bearing unit in a left-right direction perpendicular to the output shaft direction and the up-down direction is disposed outward in the left-right direction from the cooling unit.

3. Further, a pair of cylinder rows each including a plurality of cylinders aligned in the output shaft direction is provided, each of the cylinder banks is disposed outward of an output shaft of the engine in a left-right direction perpendicular to the output shaft direction and the up-down direction; 3. The engine according to claim 1, wherein the supercharger has an air delivery section that delivers the intake air inward in the left-right direction.

4. Further provided is a support portion that supports the cooling portion, The support portion is a first support member that supports the cooling unit; a second support member that is arranged independently of the first support member and supports the supercharger and the cooling unit; 3. An engine according to claim 1 or claim 2, comprising:

5. a flywheel housing that accommodates a flywheel attached to one end of the output shaft of the engine in the output shaft direction, the support portion is attached to the flywheel housing, The engine according to claim 4 , wherein the cooling portion is disposed spaced apart from the flywheel housing in at least one of the directions of the output shaft and the up-down direction.

6. Further provided is a cover member that covers at least a portion of the supercharger, the turbocharger has a turbine section through which exhaust gas from the engine passes, The engine according to claim 1 or 2, wherein the cover member covers the turbine portion.

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