engine

Abstract

To improve operability of a switch, and to suppress deterioration of the switch, in an engine having the switch for stopping the engine.SOLUTION: An exemplary engine includes an engine stop switch 28 for stopping the engine, and a cooling component 29 constituting a holding portion or a passage of cooling liquid. The engine stop switch 28 is disposed on the cooling component 29 or a peripheral component of the cooling component 29.SELECTED DRAWING: Figure 6

Description

[Technical field]

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

[0002] 2. Description of the Related Art Conventionally, it is known to provide an engine with an emergency stop switch for immediately stopping the engine in the event of an emergency (see, for example, Patent Document 1).

[0003] In the marine engine disclosed in Patent Document 1, a space penetrating in the vertical direction is formed in a top cover provided on the upper surface of the engine, and an engine side operation unit including an emergency stop switch is disposed in the space. The upper end of the engine side operation unit is disposed at a position lower than the upper surface of the top cover. This allows easy access to the emergency stop switch from above the engine, and prevents the emergency stop switch from being accidentally stepped on during engine maintenance, etc. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2016-186243 A Summary of the Invention [Problem to be solved by the invention]

[0005] Incidentally, the location of the emergency stop switch is important. For example, if the emergency stop switch is located in a space formed in the top cover, the operability may not be good. Also, if the emergency stop switch is located in a place that is prone to high temperatures, there is a concern that the emergency stop switch may deteriorate.

[0006] SUMMARY OF THE PRESENT EMBODIMENT An object of the present invention is to improve an engine having an engine stop switch. [Means for solving the problem]

[0007] An exemplary engine of the present invention includes an engine stop switch for stopping the engine, and a cooling component that forms a portion or passage for retaining a coolant, and the engine stop switch is disposed on the cooling component or on a peripheral component of the cooling component. Effect of the Invention

[0008] SUMMARY OF THE DISCLOSURE In accordance with an exemplary embodiment of the present invention, an engine may be retrofitted with a switch for shutting off the engine. [Brief description of the drawings]

[0009] [Figure 1] FIG. 1 is a schematic perspective view showing the configuration of an engine. [Diagram 2] FIG. 2 is a schematic perspective view showing a portion of the engine that is composed of a cylinder block, a head block, and a head cover. [Diagram 3] Schematic cross-sectional view of a cylinder block portion of an engine. [Figure 4] Schematic top view showing the engine configuration [Diagram 5] Schematic front view showing the engine configuration [Figure 6] FIG. 2 is a schematic perspective view showing an enlarged view of a portion where an engine stop switch of an engine is disposed; DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] Hereinafter, an exemplary embodiment of the present invention will be described in detail with reference to the drawings. In the drawings, an XYZ coordinate system is appropriately shown as a three-dimensional orthogonal coordinate system. In the following description, the X direction is the front-rear direction, the Y direction is the left-right direction, and the Z direction is the up-down direction. The +X side is the front side, and the -X side is the rear side. The +Y side is the right side, and the -Y side is the left side. The +Z side is the upper side, and the -Z side is the lower side. In detail, the direction in which the center line C of the crankshaft (output shaft) shown in FIG. 1 extends is the front-rear direction, and the side where the flywheel 2 is arranged with respect to the cylinder block 1 is the rear side. In addition, the up-down direction is defined as the side where the oil pan 3 is arranged with respect to the cylinder block 1 is the lower side. The direction perpendicular to the front-rear direction and the up-down direction is defined as the left-right direction, and the side that is the right side when viewed from the rear toward the front is the right side, and the side that is the left side is the left side. Note that these directions are names used simply for explanation, and are not intended to limit the actual positional relationship and direction.

[0011] <1. Engine Overview> Fig. 1 is a schematic perspective view showing a configuration of an engine 100 according to an embodiment of the present invention. The engine 100 is suitable as a marine engine for use in ships, for example. However, the engine 100 is not limited to being a marine engine and may be applied to other applications. The engine 100 is a diesel engine.

[0012] As shown in Fig. 1, engine 100 includes a cylinder block 1, a head block 4, and a head cover 5. Fig. 2 is a schematic perspective view showing a portion of engine 100 that includes cylinder block 1, head block 4, and head cover 5. Fig. 3 is a schematic cross-sectional view of the cylinder block 1 portion of engine 100.

[0013] As shown in Figures 2 and 3, a crankshaft 6 and a piston 7 extending in the front-rear direction are disposed inside the cylinder block 1. The inside of the cylinder block 1 is connected to the inside of an oil pan 3 disposed below and storing lubricating oil. A flywheel 2 (see Figure 1) is attached to the rear end of the crankshaft 6. The flywheel 2 rotates integrally with the crankshaft 6 and is used to extract power from the engine 100. More specifically, the piston 7 is disposed in a cylinder 11 formed in the cylinder block 1. The piston 7 is connected to the crankshaft 6 via a connecting rod 71.

[0014] In detail, the cylinder block 1 has a right cylinder 11R arranged on the right side and a left cylinder 11L arranged on the left side. The right cylinder 11R is cylindrical inclined to the right side with respect to the vertical direction and extends in an oblique direction when viewed from the rear. The left cylinder 11L is cylindrical inclined to the left side with respect to the vertical direction and extends in an oblique direction when viewed from the rear. The right cylinder 11R and the left cylinder 11L are arranged in a V-shape. The pair of right cylinder 11R and left cylinder 11L arranged in a V-shape are arranged with the cylinder axes slightly shifted in the front-rear direction. In this embodiment, the left cylinder 11L is arranged slightly forward of the right cylinder 11R.

[0015] The cylinder block 1 has a right cylinder row 111R in which a plurality of right cylinders 11R are arranged in the front-rear direction, and a left cylinder row 111L in which a plurality of left cylinders 11L are arranged in the front-rear direction. That is, the engine 100 has a first cylinder row 111R and a second cylinder row 111L. The right cylinder row 111R and the left cylinder row 111L form a V-shaped bank. In this embodiment, the number of right cylinders 11R constituting the right cylinder row 111R and the number of left cylinders 11L constituting the left cylinder row 111L are both six, for example. That is, the engine 100 of this embodiment is a V-type 12-cylinder engine.

[0016] In each of the right cylinder row 111R and the left cylinder row 111L, a head block 4 is disposed overlapping each cylinder 11. The head block 4 is fastened to the cylinder block 1 using a screw. In detail, the head block 4 includes a right head block 4R overlapping the right cylinder 11R and a left head block 4L overlapping the left cylinder 11L. The right head blocks 4R are overlapped one by one on each of the right cylinders 11R, so that there are as many right cylinders 11R as there are right cylinders 11R. The left head blocks 4L are overlapped one by one on each of the left cylinders 11L, so that there are as many left cylinders 11L as there are left cylinders 11L. In this embodiment, the number of right head blocks 4R and left head blocks 4L is six.

[0017] Each head block 4 has an intake port 41 for supplying gas to a combustion chamber formed by the cylinder 11, piston 7, and head block 4, and an exhaust port (not shown) for exhausting gas from the combustion chamber. The exhaust port is provided on the surface opposite to the surface on which the intake port 41 is provided. In detail, the right head block 4R has an intake port 41 on its left side surface and an exhaust port on its right side surface. The left head block 4L has an intake port 41 on its right side surface and an exhaust port on its left side surface.

[0018] A head cover 5 is placed on top of each head block 4. The head cover 5 is fastened to the head block 4 with screws. Each head cover 5 covers an intake valve and an exhaust valve (not shown) arranged on the head block 4. An injector 8 is attached to each head cover 5. One end of the injector 8, which is provided with an injection port for injecting fuel, faces the combustion chamber. The other end of the injector 8 protrudes from the head cover 5 towards the outside.

[0019] In detail, the head cover 5 includes a right head cover 5R that is placed on the right head block 4R and a left head cover 5L that is placed on the left head block 4L. The right head covers 5R are placed on each right head block 4R, so there are the same number of right head covers 5R as the number of right head blocks 4R. The left head covers 5L are placed on each left head block 4L, so there are the same number of left head blocks 4L. In this embodiment, the number of right head covers 5R and left head covers 5L is six. The number of right injectors 8R arranged on the right head cover 5R and the number of left injectors 8L arranged on the left head cover 5L are also six.

[0020] On the right side of the cylinder block 1, the right cylinder 11R, the right head block 4R, and the right head cover 5R that constitute the right bank RB extend obliquely upward to the right. On the left side of the cylinder block 1, the left cylinder 11L, the left head block 4L, and the left head cover 5L that constitute the left bank LB extend obliquely upward to the left. In a plan view from the front-rear direction, the right bank RB and the left bank LB are V-shaped, and the engine 100 has a V-bank. An intra-bank area 200 is formed between the right bank RB and the left bank LB in the left-right direction.

[0021] Returning to FIG. 1, the engine 100 includes a top cover 9 and a side cover 10. The top cover 9 prevents water from splashing on the controller 26 (see FIG. 4, etc., described later) and other components disposed inside the engine 100 due to, for example, condensation. The side cover 10 prevents fuel from scattering due to, for example, cracks in components such as the head block 4. Although FIG. 1 only shows the side cover 10 disposed on the right side, a similar side cover 10 is also disposed on the left side. That is, the engine 100 includes a pair of left and right side covers 10.

[0022] Fig. 4 is a schematic top view showing the configuration of an engine 100 according to an embodiment of the present invention. The top cover 9 and the pair of side covers 10 are omitted in Fig. 4. As shown in Figs. 1 and 4, the engine 100 includes an intake manifold 21 and an exhaust manifold 22.

[0023] The intake manifold 21 distributes intake air, which is air or a mixture drawn in from the outside, to each cylinder 11. The intake manifold 21 is disposed on the upper part of the engine 100 and extends in the front-rear direction. In detail, the intake manifold 21 includes a right intake manifold 21R for the right cylinder 11R and a left intake manifold 21L for the left cylinder 11L.

[0024] The right intake manifold 21R is disposed above the intake ports 41 (see FIG. 2) of the multiple right head blocks 4R aligned in the front-rear direction. The interior of the right intake manifold 21R is connected to each of the right cylinders 11R via each of the intake ports 41. The left intake manifold 21L is disposed above the intake ports 41 of the multiple left head blocks 4L aligned in the front-rear direction. The interior of the left intake manifold 21L is connected to each of the left cylinders 11L via each of the intake ports 41.

[0025] In more detail, an intake valve (not shown) is interposed between each intake port 41 and each cylinder 11, and when the intake valve is opened, the inside of the intake manifold 21 and the cylinder 11 communicate with each other.

[0026] The exhaust manifold 22 collects exhaust from each cylinder 11. The exhaust manifold 22 is disposed on a side portion of the engine 100 and extends in the front-rear direction. In detail, the exhaust manifold 22 includes a right exhaust manifold 22R for the right cylinder 11R and a left exhaust manifold 22L for the left cylinder 11L.

[0027] The right exhaust manifold 22R is disposed on the right side of multiple right head blocks 4R (see FIG. 2) arranged in the front-rear direction. The interior of the right exhaust manifold 22R and each right cylinder 11R are connected via exhaust ports (not shown) provided on the right side of the right head block 4R. The left exhaust manifold 22L is disposed on the left side of multiple left head blocks 4L (see FIG. 2) arranged in the front-rear direction. The interior of the left exhaust manifold 22L and each left cylinder 11L are connected via exhaust ports (not shown) provided on the left side of the left head block 4L.

[0028] In more detail, an exhaust valve (not shown) is provided between each exhaust port and each cylinder 11, and when the exhaust valve is opened, the inside of the exhaust manifold 22 and the cylinder 11 communicate with each other.

[0029] The exhaust gas collected in the right exhaust manifold 22R is exhausted to the outside via a right supercharger 23R and a right exhaust outlet pipe 24R arranged at the right rear of the engine 100. The exhaust gas collected in the left exhaust manifold 22L is exhausted to the outside via a left supercharger 23L and a left exhaust outlet pipe 24L arranged at the left rear of the engine 100.

[0030] The right turbocharger 23R and the left turbocharger 23L each have a compressor section 231 and a turbine section 232. The compressor section 231 pressurizes and compresses intake air such as air supplied from outside the engine 100. The pressurized and compressed intake air is supplied to the intake manifold 21 via the intercooler 25. The turbine section 232 is rotated by exhaust gas supplied from the exhaust manifold 22. The rotational power of the turbine section 232 is transmitted to the compressor section 231. That is, the right turbocharger 23R and the left turbocharger 23L of this embodiment are so-called turbochargers that use an exhaust gas turbine as a drive source.

[0031] The intercooler 25 connected to the intake manifold 21 is supplied with cooling water by a cooling water pump (not shown) and cools the intake air. The intake air supplied from the compressor unit 231 is pressurized and compressed, generating compression heat and increasing the temperature. The intercooler 25 cools the intake air by exchanging heat between the cooling water supplied from the cooling water pump and the pressurized and compressed intake air. In other words, by providing the intercooler 25, the temperature of the intake air supplied to the intake manifold 21 can be adjusted to a desired temperature.

[0032] As shown in Fig. 4, the right intake manifold 21R and the left intake manifold 21L are arranged at a distance from each other in the left-right direction on the upper part of the engine 100. As shown in Fig. 4, when the top cover 9 is removed, the in-bank area 200 is exposed to the outside through the space between the right intake manifold 21R and the left intake manifold 21L. In the in-bank area 200, for example, a controller 26 that controls the entire engine 100, a fuel pump 27 that supplies fuel to the injector 8, etc. are arranged.

[0033] That is, the engine 100 includes a controller 26 arranged in an intra-bank area 200 located between the first cylinder row 111R and the second cylinder row 111L. The engine 100 also includes a fuel pump 27 arranged in the intra-bank area 200. In the strict sense, the intra-bank area 200 may be the spatial area between the first cylinder row 111R and the second cylinder row 111L. However, in this embodiment, the intra-bank area 200 broadly includes the spatial area in the left-right direction between the right bank RB including the first cylinder row 111R and the left bank LB including the second cylinder row 111L.

[0034] By arranging the controller 26 and the fuel pump 27 in the in-bank area 200, the in-bank area 200 can be efficiently used for arranging parts, thereby making it possible to reduce the size of the engine 100. However, the controller 26 and the fuel pump 27 may be arranged outside the in-bank area 200.

[0035] In addition, the controller 26 specifically includes a first controller 261 and a second controller 262. However, the number of controllers 26 may be changed as appropriate, and for example, the controller 26 may be configured with only one controller. In this embodiment, the first controller 261 and the second controller 262 are arranged in the front-rear direction (crankshaft direction). In detail, the first controller 261 is located forward of the second controller 262. One of the first controller 261 and the second controller 262 is a main controller, and the other is a sub-controller. In this embodiment, the first controller 261 is a main controller, and the second controller 262 is a sub-controller.

[0036] The first controller 261 configured as a main controller executes calculations necessary for controlling the engine 100. The calculations necessary for controlling the engine 100 include, for example, calculations related to control of fuel injection and calculations related to stopping the engine 100. The second controller 262 configured as a sub-controller is connected to the first controller 261 by a communication line (not shown) and is provided so as to be able to communicate with the first controller 261. The second controller 262 performs control operations according to instructions from the first controller 261.

[0037] The first controller 261 controls the right injector 8R arranged in the right bank RB. That is, the first controller 261 and each right injector 8R are electrically connected. The second controller 262 controls the left injector 8L arranged in the left bank LB. That is, the second controller 262 and each left injector 8L are electrically connected.

[0038] In addition, the fuel pump 27 pressurizes the fuel and discharges it toward a high-pressure fuel pipe (not shown) for the right bank RB and a high-pressure fuel pipe (not shown) for the left bank LB. The fuel passing through the high-pressure fuel pipe for the right bank RB is distributed to each right injector 8R arranged in the right bank RB. The fuel passing through the high-pressure fuel pipe for the left bank LB is distributed to each left injector 8L arranged in the left bank LB. Each injector 8 injects fuel into the combustion chamber under the control of the controller 26.

[0039] <2. Engine stop switch> FIG. 5 is a schematic front view showing the configuration of the engine 100 according to the embodiment of the present invention. FIG. 5 is a view of the engine 100 as viewed from the front to the rear. As shown in FIG. 5, the engine 100 includes an engine stop switch 28 for stopping the engine 100. In detail, the engine stop switch 28 is a switch for emergency stopping the engine 100. The engine stop switch 28 is electrically connected to the controller 26. When the engine stop switch 28 is operated, a signal indicating that the operation has been performed is sent to the controller 26. The controller 26, having received the signal, performs a process for stopping the engine 100. As a result, the engine 100 is stopped.

[0040] For example, when the engine 100 is configured as a marine engine, an emergency stop switch for emergency stopping the engine 100 is disposed, for example, on the bridge or a control panel in the engine room. That is, the engine 100 is usually stopped by remote control. However, there may be cases where remote control is impossible or where a crew member or other person is near the engine 100 and is far away from the emergency stop switch for remote control. As in this embodiment, the engine 100 itself is provided with an engine stop switch 28 for enabling emergency stopping. Therefore, even when remote control is impossible or a crew member or other person is near the engine 100 and needs to immediately stop the engine 100, the crew member or other person can press the engine stop switch 28 to emergency stop the engine 100.

[0041] Specifically, as shown in Figures 4 and 5, the engine stop switch 28 is disposed at the front end of the engine 100. Also, as shown in Figures 1 and 4, the right exhaust outlet pipe 24R and the left exhaust outlet pipe 24L described above are disposed at the rear end of the engine 100. That is, the engine 100 is provided with an exhaust outlet pipe 24 that is disposed at one end in the crankshaft direction and discharges exhaust gas. The engine 100 is provided with an engine stop switch 28 that is disposed at the other end in the crankshaft direction. The engine stop switch 28 is disposed at the other end in the crankshaft direction.

[0042] In this configuration, the engine stop switch 28 can be disposed on the side opposite to the side where the high-temperature exhaust gas of the engine 100 is discharged. This makes it possible to prevent the engine stop switch 28 from being damaged by heat. Also, it is possible to more reliably prevent a person from accidentally touching a high-temperature part when operating the engine stop switch 28.

[0043] 1 and 4, the above-mentioned right supercharger 23R and left supercharger 23L are disposed at the rear end of the engine 100. That is, the supercharger 23 connected to the exhaust outlet pipe 24 is disposed at one end side in the crankshaft direction. The engine stop switch 28 is disposed at a position away from the supercharger 23 which is likely to become hot.

[0044] 1, the above-mentioned flywheel 2 is disposed at the rear end of the engine 100. That is, the engine 100 includes the flywheel 2 disposed at one end in the crankshaft direction. The engine stop switch 28 is disposed on the opposite side to the flywheel 2.

[0045] For example, a ship may be equipped with multiple propulsion units. In such a case, multiple engines are arranged in the left-right direction. Since the space in the engine room is limited, the distance between adjacent engines is likely to be narrow. If the engine stop switch is provided on the side of the engine, there is a concern that the adjacent engine will get in the way and make it difficult for crew members and other personnel to approach the engine stop switch. In this regard, in this embodiment, the engine stop switch 28 is provided on the front side of the engine 100, not on the side. This allows crew members and other personnel to easily approach the engine stop switch 28 provided on the engine 100.

[0046] In FIG. 4, the dashed line DL indicates the center of the engine 100 in the front-rear direction (crankshaft direction). As shown in FIG. 4, the controller 26 is disposed on the front end side of the center of the engine 100 in the front-rear direction. That is, the engine 100 includes the controller 26 disposed on the other end side of the crankshaft direction from the center in the crankshaft direction. As described above, the engine stop switch 28 is disposed on the other end side of the crankshaft direction. For this reason, the controller 26 electrically connected to the engine stop switch 28 can be disposed near the engine stop switch 28, which makes it easier to wire the electric wires. In addition, the controller 26 can be disposed away from the supercharger 23 and the exhaust outlet pipe 24 disposed on one end side in the crankshaft direction, which makes it possible to suppress damage to the controller 26 due to heat.

[0047] In this embodiment, the controller 26 is disposed in the in-bank area 200, but the controller 26 may be located in another position. The controller 26 may be disposed, for example, on the top surface or the left or right side surface of the engine 100.

[0048] The engine 100 includes a cooling component that constitutes a holding portion or passage for a coolant. The engine stop switch 28 is disposed in the cooling component or a peripheral component of the cooling component. If the engine stop switch 28 is disposed in the cooling component or a peripheral component thereof, the engine stop switch 28 can be disposed in a position that is less susceptible to the effects of heat. The peripheral component may include a component that is fixed to the cooling component.

[0049] The cooling liquid may be, for example, water, a liquid in which an additive is added to water, a glycol-based liquid such as ethylene glycol, a liquid in which an additive is added to a glycol-based solvent, etc. The cooling component may be, for example, a tank that stores the cooling liquid, a cooling pipe through which the cooling liquid flows, or a cooler such as the above-mentioned intercooler 25. The peripheral component is, for example, a component that is attached to the cooling component, a component that contacts the cooling component, or a component that is disposed near the cooling component.

[0050] In this embodiment, as shown in Fig. 5 etc., engine 100 includes a cooling water tank 29 that stores cooling water. Cooling water tank 29 is disposed at an upper portion of the front end of engine 100. A water injection section 291 for injecting water into the tank is provided on the upper surface of cooling water tank 29. Water injection section 291 includes a water inlet. Cooling water tank 29 is disposed at an end portion of engine 100 opposite to the side where flywheel 2 is provided. This allows an operator to easily perform water injection work without being hindered by objects such as a clutch or a propulsion unit.

[0051] In this embodiment, a fresh water cooler 30 is disposed below the cooling water tank 29. The fresh water cooler 30 is used in combination with a thermostat (not shown) to keep the temperature of fresh water (cooling water) constant. In the fresh water cooler 30, heat is exchanged between the fresh water and seawater, and the fresh water is cooled. The thermostat switches the water passage and controls the flow rate according to the temperature of the fresh water, thereby keeping the temperature of the fresh water constant. The thermostat is housed in a thermostat case 31 shown in FIG. 5. The fresh water cooler 30 may be included in the cooling components described above.

[0052] In this embodiment, the cooling component on which the engine stop switch 28 is disposed or around which the engine stop switch 28 is disposed is a cooling water tank 29 that stores cooling water.

[0053] The engine stop switch 28 is preferably provided on or near the upper surface of the cooling water tank 29. In this embodiment, the cooling water tank 29 is provided on the upper part of the front surface of the engine 100. By providing the engine stop switch 28 on or near the upper surface of the cooling water tank 29, the engine stop switch 28 can be located at a position close to the eye level of crew members, etc. In other words, the engine stop switch 28 can be located at a position that is easy for crew members, etc. to operate.

[0054] Specifically, the cooling water tank 29 has a first upper surface 29a and a second upper surface 29b that is lower than the first upper surface 29a. The engine stop switch 28 is disposed on the second upper surface 29b or on a peripheral component disposed on the second upper surface 29b. In this embodiment, the first upper surface 29a and the second upper surface 29b are aligned in the left-right direction. Specifically, the second upper surface 29b is located on the left side of the first upper surface 29a.

[0055] In this embodiment, a water injection section 291 for injecting cooling water is provided on the first upper surface 29a. The engine stop switch 28 provided on the second upper surface 29b is disposed away from the water injection section 291.

[0056] In this embodiment, the second upper surface 29b has a smaller area than the first upper surface 29a. That is, the engine stop switch 28 is provided on the second upper surface 29b, which is lower in height and has a smaller area than the first upper surface 29a.

[0057] Fig. 6 is a schematic perspective view showing an enlarged view of the periphery of a portion of the engine 100 where the engine stop switch 28 is disposed. As shown in Fig. 6, a thermostat case 31 that houses a thermostat (not shown) is disposed on the second upper surface 29b of the cooling water tank 29. The engine stop switch 28 is disposed in the thermostat case 31.

[0058] That is, the engine stop switch 28 is disposed in a peripheral component of the cooling component provided on the second upper surface 29b. The peripheral component is a thermostat case 31 that houses a thermostat.

[0059] Specifically, the thermostat case 31 is made up of a part of the cooling water tank 29 and a thermostat cover 311 fixed to that part using screws 32. For this reason, specifically, the engine stop switch 28 is disposed on the thermostat cover 311. For this reason, the thermostat cover 311 may be considered as a peripheral component of the cooling component. The engine stop switch 28 is disposed on an upper front end of the thermostat cover 311. The engine stop switch 28 is fixed to the cooling water tank 29 together with the thermostat cover 311 by the screws 32.

[0060] Since the engine stop switch 28 is disposed on the upper surface of the thermostat cover 311, it is as if a groove is disposed between the upper surface on which the engine stop switch 28 is disposed and the first upper surface 29a on which the water pouring portion 291 is provided in the left-right direction. This reduces the possibility that water spilled during the water pouring operation or the like will adhere to the engine stop switch 28.

[0061] More specifically, the engine stop switch 28 has a switch case portion 281 in which a circuit board (not shown) is housed, and a button portion 282 supported by the switch case portion 281 so as to be movable in the front-rear direction. The circuit board housed in the switch case portion 281 is connected to the controller 26 by an electric wire 33. The switch case portion 281 is fixed to a thermostat cover 311. When the button portion 282 is pressed rearward by a crew member or other person, a signal indicating that the engine stop switch 28 has been operated is sent to the controller 26.

[0062] 6, the cooling water tank 29 has a boundary portion located between the first upper surface 29a and the second upper surface 29b. The electric wire 33 connected to the engine stop switch is disposed at the boundary portion .

[0063] In detail, the boundary portion 34 includes a connection surface 341 that connects the first upper surface 29a and the second upper surface 29b. The connection surface 341 includes a surface parallel to the vertical direction. The electric wire 33 is arranged in the boundary portion 34 while being supported by an electric wire support 35 fixed to the connection surface 341. In a preferred embodiment, the electric wire support 35 is fixed to a surface parallel to the vertical direction of the connection surface 341. The electric wire 33 is arranged along the connection surface 341 and is arranged at a position lower than the first upper surface 29a. With this configuration, it is possible to reduce the possibility that a worker performing maintenance on the engine 100 will step on or get caught on the electric wire 33.

[0064] <3. Things to keep in mind> 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 embodiment should be considered to be illustrative in all respects and not restrictive. In addition, multiple embodiments and modifications shown in this specification may be combined to the extent possible.

[0065] In the embodiment described above, the engine 100 is a V-type engine, but this is merely an example. The present invention can also be applied to, for example, an in-line engine in which the piston reciprocates vertically, or a horizontally opposed engine in which the piston reciprocates horizontally. Furthermore, the engine stop switch has been described as an emergency stop switch that stops the engine in an emergency, but the present invention can also be applied to a normal engine stop switch that stops the engine normally. [Explanation of symbols]

[0066] 2. Flywheel 6. Crankshaft 23. Turbocharger 24...Exhaust outlet pipe 26...Controller 28. Engine stop switch 29 Cooling water tank (cooling parts) 29a...1st top surface 29b...2nd top surface 31 Thermostat case (peripheral parts) 33...Electric wire 34...Border 100···Engine 291... Water injection section 311···Thermostat cover (peripheral parts)

Claims

1. An engine stop switch for stopping the engine; a cooling component that defines a holding portion or passage for a cooling liquid; Equipped with The engine stop switch is disposed on an upper surface of the cooling component or on a peripheral component of the cooling component provided on the upper surface of the cooling component, and is operated by being pressed in the crankshaft direction.

2. An engine stop switch for stopping the engine; a cooling component that defines a holding portion or passage for a cooling liquid; Equipped with the engine stop switch is disposed on the cooling component or on a peripheral component of the cooling component, The cooling component is a cooling water tank that stores cooling water.

3. The cooling water tank includes: A first top surface; A second upper surface that is lower than the first upper surface; having The engine according to claim 2 , wherein the engine stop switch is disposed on the second upper surface or on the peripheral component provided on the second upper surface.

4. The engine according to claim 3 , wherein the second upper surface has an area smaller than that of the first upper surface.

5. the cooling water tank has a boundary portion located at a boundary between the first upper surface and the second upper surface, The engine according to claim 3 or 4, wherein an electric wire connected to the engine stop switch is disposed at the boundary portion.

6. The engine according to claim 3 , wherein the first upper surface is provided with an inlet for injecting cooling water.

7. The engine according to claim 1 , wherein the peripheral component is a component fixed to the cooling component or a thermostat case that houses a thermostat.

8. an exhaust outlet pipe disposed at one end in a crankshaft direction and discharging exhaust gas; The engine according to claim 1 , wherein the engine stop switch is disposed on the other end side in the crankshaft direction.

9. The engine according to claim 8 , wherein a supercharger connected to the exhaust outlet pipe is disposed on the one end side.

10. A flywheel is provided at one end in a crankshaft direction, The engine according to claim 1 , wherein the engine stop switch is disposed on the other end side in the crankshaft direction.

11. A flywheel disposed at one end in a crankshaft direction; a controller that is disposed on the other end side in the crankshaft direction relative to a central portion in the crankshaft direction; Equipped with The engine according to claim 1 , wherein the engine stop switch is disposed on the other end side.

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