Engine equipment

Abstract

To improve handleability of a harness connector.SOLUTION: An engine 1 (an engine device) includes a harness assembly 703 (a wire harness). A harness connector 701 (a connector) is connected to the harness assembly 703. The harness connector 701 is located adjacent to an oil cooler 13.SELECTED DRAWING: Figure 32

Description

[Technical field]

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

[0002] In recent years, engine drive control has rapidly become electronic, and many electronic devices are now installed in the engine (see, for example, Patent Document 1). Accordingly, many wire harnesses (electric wires) are attached to the engine. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2013-76367 A Summary of the Invention [Problem to be solved by the invention]

[0004] Conventionally, various efforts have been made to make wire harnesses easier to handle, such as bundling multiple wire harnesses into a harness assembly or providing a relay connector in the middle of the wire harness, but further improvements in the ease of handling of wire harnesses are desired.

[0005] In view of the above problems, the present invention has an object to improve the handleability of a harness connector that is electrically connected to a wire harness. [Means for solving the problem]

[0006] The engine apparatus of the present invention is an engine apparatus equipped with an electronic device and a wire harness electrically connected to the electronic device, the wire harness being electrically connected to a harness connector, and the harness connector being attached to one side of a cylinder block via a connector bracket.

[0007] The engine device of the present invention may be configured, for example, so that an intake manifold is attached to one side of a cylinder head, and the harness connector is disposed below the intake manifold.

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

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

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

[0011] [Figure 1] FIG. [Diagram 2] FIG. [Diagram 3] FIG. [Figure 4] FIG. [Diagram 5] FIG. [Figure 6] FIG. [Figure 7] FIG. 2 is a perspective view of the engine as seen obliquely from the front. [Figure 8] FIG. 2 is a perspective view of the engine as seen obliquely from the rear. [Figure 9] FIG. 2 is a plan view showing the cylinder block and the flywheel housing. [Figure 10] FIG. 2 is a left side view showing the cylinder block and the flywheel housing. [Figure 11]FIG. 4 is a right side view showing the cylinder block and the flywheel housing. [Figure 12] FIG. [Figure 13] 10 is a cross-sectional view taken along the line AA in FIG. 9. [Figure 14] FIG. 10 is a cross-sectional view taken along the line BB in FIG. [Figure 15] FIG. 4 is a perspective view showing the inside of the flywheel housing. [Figure 16] FIG. 4 is a perspective view showing the mounting position of a fuel supply pump. [Figure 17] FIG. 2 is an explanatory diagram of a fuel system of the engine. [Figure 18] FIG. [Figure 19] FIG. [Figure 20] FIG. [Figure 21] FIG. [Figure 22] FIG. [Figure 23] FIG. 4 is a bottom view showing the common rail connector with the oil pan and cylinder block partially cut away. [Figure 24] FIG. 2 is a plan view showing the oil cooler bracket. [Diagram 25] FIG. 2 is a perspective view showing an oil cooler bracket. [Figure 26] FIG. 4 is an exploded perspective view showing the mounting structure of the oil cooler bracket and the oil cooler. [Figure 27] FIG. 4 is a right side view showing the oil cooler bracket mounting seat. [Figure 28] FIG. 4 is a right side view showing the attached state of the oil cooler bracket. [Figure 29] FIG. 2 is a rear view showing the cylinder block in partial cross section. [Diagram 30] 4 is an enlarged partial cross-sectional rear view showing the periphery of an oil cooler bracket mounting seat. FIG. [Diagram 31]FIG. 2 is a plan view showing the wire harness and the harness bracket. [Diagram 32] FIG. 4 is a right side view showing the wire harness and the harness bracket. [Diagram 33] FIG. 2 is a perspective view showing a wire harness and a harness bracket. [Diagram 34] 2 is an enlarged perspective view showing the harness connector and its periphery; FIG. [Diagram 35] FIG. 2 is an enlarged perspective view of a wire harness and a harness bracket. [Diagram 36] FIG. 2 is an enlarged perspective view of a wire harness and a harness bracket. [Figure 37] 4 is an enlarged right side view showing the harness connector and its periphery. FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. First, the overall structure of an engine (engine device) 1 consisting of a diesel engine will be described with reference to Figs. 1 to 8. In the following description, both sides parallel to the crankshaft 5 (both sides sandwiching the crankshaft 5) will be referred to as the left and right, the side where the flywheel housing 7 is installed will be referred to as the front side, and the side where the cooling fan 9 is installed will be referred to as the rear side, and for convenience, these will be used as the basis for the positional relationship of the four sides and the top and bottom of the engine 1.

[0013] As shown in Figures 1 to 8, an intake manifold 3 is disposed on one side parallel to a crankshaft 5 of an engine 1, and an exhaust manifold 4 is disposed on the other side. In this embodiment, the intake manifold 3 is molded integrally with the cylinder head 2 on the right side thereof, and the exhaust manifold 4 is disposed on the left side thereof. The cylinder head 2 is mounted on a cylinder block 6 that incorporates the crankshaft 5 and pistons (not shown). The cylinder block 6 supports the crankshaft 5 so that it can rotate freely.

[0014] The front and rear ends of the crankshaft 5 protrude from both the front and rear side surfaces of the cylinder block 6. A flywheel housing 7 is fixed to one side of the engine 1 that intersects with the crankshaft 5 (the front side surface of the cylinder block 6 in this embodiment). A flywheel 8 is disposed within the flywheel housing 7. The flywheel 8 is journaled on the front end side of the crankshaft 5 and is configured to rotate integrally with the crankshaft 5. The engine 1 is configured to extract power from the flywheel 8 to a working section of a work machine (e.g., a hydraulic excavator, a forklift, etc.). A cooling fan 9 is provided on the other side of the engine 1 that intersects with the crankshaft 5 (the rear side surface of the cylinder block 6 in this embodiment). The cooling fan 9 is configured to transmit rotational force from the rear end side of the crankshaft 5 to the cooling fan 9 via a V-belt 10.

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

[0016] A fuel supply pump 15 for supplying fuel is attached to the connecting portion of the cylinder block 6 with the flywheel housing 7, and the fuel supply pump 15 is disposed below the EGR device 24. A common rail 16 is fixed to the side of the cylinder block 6 below the intake manifold 3 of the cylinder head 2, and is disposed above the fuel supply pump 15. On the upper surface of the cylinder head 2 covered with a head cover 18, injectors 17 (see FIG. 17) for each of the four cylinders, each having an electromagnetic open / close control type fuel injection valve, are provided.

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

[0018] A blow-by gas reduction device 19 that takes in blow-by gas leaking from the combustion chamber of the engine 1 to the upper side of the cylinder head 2 is provided on the upper surface of a head cover 18 that covers the intake valve and exhaust valve (not shown) provided on the upper surface of the cylinder head 2. A blow-by gas outlet of the blow-by gas reduction device 19 is connected to the intake part of the two-stage turbocharger 30 via a return hose 68. The blow-by gas from which the lubricating oil components have been removed in the blow-by gas reduction device 19 is returned to the intake manifold 3 via the two-stage turbocharger 30.

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

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

[0021] A cooling water inlet pipe 22, which is disposed below the exhaust manifold 4 and communicates with the cooling water outlet of the radiator, is fixed to the left side surface of the cylinder block 6 at the same height as the cooling water pump 21. Meanwhile, a cooling water outlet pipe 23, which communicates with the cooling water inlet of the radiator, is fixed to the rear part of the cylinder head 2. The cylinder head 2 has a cooling water drainage section 35 that protrudes rearward from the intake manifold 3, and the cooling water outlet pipe 23 is installed on the upper surface of the cooling water drainage section 35.

[0022] The inlet side of the intake manifold 3 is connected to an air cleaner (not shown) via a collector 25 of an EGR device 24 (exhaust gas recirculation device) described later. Fresh air (outside air) sucked into the air cleaner is cleaned and purified by the air cleaner, then sent to the intake manifold 3 via the collector 25 and supplied to each cylinder of the engine 1. In this embodiment, the collector 25 of the EGR device 24 is connected to the right side of the intake manifold 3 which is integrally molded with the cylinder head 2 and forms the right side of the cylinder head 2. That is, the outlet opening of the collector 25 of the EGR device 24 is connected to the inlet opening of the intake manifold 3 provided on the right side of the cylinder head 2. In this embodiment, the collector 25 of the EGR device 24 is connected to the air cleaner via an intercooler (not shown) and a two-stage turbocharger 30, as described later.

[0023] The EGR device 24 has a collector 25 as a relay pipeline that mixes the recirculated exhaust gas of the engine 1 (EGR gas from the exhaust manifold 4) with fresh air (external air from the air cleaner) and supplies the mixed air to the intake manifold 3, an intake throttle member 26 that connects the collector 25 to the air cleaner, a recirculated exhaust gas pipe 28 that is part of the return pipeline that connects to the exhaust manifold 4 via an EGR cooler 27, and an EGR valve member 29 that connects the collector 25 to the recirculated exhaust gas pipe 28.

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

[0025] The EGR cooler 27 is fixed to the front side of the cylinder head 2, and the cooling water and EGR gas flowing inside the cylinder head 2 flow in and out of the EGR cooler 27, where the EGR gas is cooled. EGR cooler connection seats 33, 34 for connecting the EGR cooler 27 are protrudingly provided at left and right positions on the front side of the cylinder head 2, and the EGR cooler 27 is connected to the connection seats 33, 34. In other words, the EGR cooler 27 is disposed above the flywheel housing 7 and in front of the cylinder head 2, with the rear end face of the EGR cooler 27 and the front side of the cylinder head 2 spaced apart.

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

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

[0028] The high-pressure turbocharger 51 is connected to an exhaust gas outlet 58 of the exhaust manifold 4 and fixed to the left side of the exhaust manifold 4, while the low-pressure turbocharger 52 is connected to the high-pressure turbocharger 51 via a high-pressure exhaust gas pipe 59 and a low-pressure fresh air passage pipe 65 and fixed above the exhaust manifold 4. That is, the small-diameter high-pressure turbocharger 51 and the exhaust manifold 4 are arranged side by side on the left and right below the large-diameter low-pressure turbocharger 52, so that the two-stage turbocharger 30 is arranged to surround the left side and top of the exhaust manifold 4. That is, the exhaust manifold 4 and the two-stage turbocharger 30 are arranged in a rectangular shape when viewed from behind (when viewed from the front), and are compactly fixed to the left side of the cylinder head 2.

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

[0030] The reinforcing ribs 306-311 each extend along the crank shaft center 300 and have a generally triangular shape with the housing bracket portions 304, 305 being wider in plan view. The left reinforcing ribs 307, 308, 309 and the right second reinforcing rib 311 each have linear portions 307a, 308a, 309a, 311a extending from the generally triangular portion toward the rear side surface 312 of the cylinder block 6 (see also Figures 7 and 8). The reinforcing ribs 306, 307, 308 are disposed in the cylinder portion of the cylinder block 6. The reinforcing ribs 309, 310, 311 are disposed in the skirt portion of the cylinder block 6.

[0031] On the left side surface 301 and the right side surface 302, two mount attachment seats 317 for attaching an engine mount that connects the engine 1 to the vehicle body are each provided in a protruding manner in the front-to-rear direction, near the oil pan rail. The left fourth reinforcing rib 309 is connected to the two mount attachment seats 317 protruding from the left side surface 301. The right second reinforcing rib 311 is connected to the two mount attachment seats 317 protruding from the right side surface 302. As shown in FIG. 2, a crankcase cover member 326 that covers the periphery of the crankshaft 5 is fixed to the rear side surface 312 of the cylinder block 6 with bolts so that the inside of the crankcase is not exposed to the outside of the engine 1. The oil pan 11 is attached to the underside of the crankcase cover member 326 with bolts. The contract will be concluded.

[0032] The housing bracket portions 304, 305 and the reinforcing ribs 306-311 integrally molded with the cylinder block 6 improve the rigidity of the cylinder block 6, particularly the rigidity and strength in the vicinity of the front side surface 303 of the cylinder block 6, thereby reducing vibration and noise of the engine 1. Furthermore, the housing bracket portions 304, 305 and the reinforcing ribs 306-311 increase the surface area of ​​the cylinder block 6, thereby improving the cooling efficiency of the cylinder block 6 and, ultimately, the cooling efficiency of the engine 1.

[0033] Furthermore, a cooling water pump mounting portion 319 to which the cooling water pump 21 (see FIG. 2, etc.) is attached, and an inlet pipe mounting seat 320 to which the cooling water inlet pipe 22 (see FIG. 3, etc.) is attached, are protrudingly provided on a portion of the left side surface 301 of the cylinder block 6 near the rear side surface 312. The cooling water pump mounting portion 319 and the inlet pipe mounting seat 320 are integrally molded with the cylinder block 6. Furthermore, a portion of the inlet pipe mounting seat 320 on the rear side surface 312 side is connected to the cooling water pump mounting portion 319. The cooling water pump mounting portion 319 and the inlet pipe mounting seat 320 are protrudingly provided in a direction away from the crankshaft 5, thereby improving the rigidity, strength, and cooling efficiency of the cylinder block 6.

[0034] A camshaft case 314 (see FIG. 13) that houses a camshaft 313 is formed inside the cylinder block 6. Although details are omitted, a crank gear 331 fixed to the crankshaft 5 and a cam gear 332 fixed to the camshaft 313 are arranged on a front side surface 303 of the cylinder block 6, and the cam gear 332 and the camshaft 313 are rotated in conjunction with the crank gear 331 to drive a valve mechanism (not shown) associated with the camshaft 313, thereby opening and closing intake valves and exhaust valves (not shown) of the engine 1. The engine 1 of this embodiment has a so-called overhead valve system.

[0035] The camshaft case portion 314 is disposed at a position close to the left side surface 301 in the cylinder portion of the cylinder block 6. The camshaft 313 and the camshaft case portion 314 are disposed along the crank shaft center 300. Furthermore, the approximately triangular portion and the linear portion 307a, 308a of the left second reinforcing rib 307 and the left third reinforcing rib 308 formed on the left side surface 301 of the cylinder block 6 are disposed close to the position of the camshaft case portion 314 in a side view, more specifically, disposed at a position overlapping the position of the camshaft case portion 314.

[0036] In this embodiment, the rigidity around the camshaft case portion 314 is improved by the left second reinforcing rib 307 and the left third reinforcing rib 308, so that it is possible to prevent distortion of the camshaft case portion 314. This makes it possible to prevent fluctuations in the rotational resistance and rotational friction of the camshaft 313 caused by distortion of the camshaft case portion 314, and allows the camshaft 313 to rotate appropriately to perform appropriate opening and closing operations of the intake valves and exhaust valves (not shown).

[0037] Further, some of the lubricant oil passages formed in cylinder block 6, here lubricant oil suction passage 315 and lubricant oil supply passage 316, are disposed near right side surface 302 in the skirt portion of cylinder block 6. Lubricant oil supply passage 316 is disposed near the cylinder portion in the skirt portion of cylinder block 6. Lubricant oil suction passage 315 is disposed near the oil pan rail portion with respect to lubricant oil supply passage 316.

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

[0039] On the right side surface 302 of the cylinder block 6, the right first reinforcing rib 310 is disposed adjacent to the position of the lubricating oil supply passage 316 in a side view, more specifically, disposed so as to overlap the position of the lubricating oil supply passage 316 in a side view. Moreover, the right second reinforcing rib 311 is disposed adjacent to the position of the lubricating oil suction passage 315 in a side view. The reinforcing ribs 310, 311 and the passages 315, 316 each extend along the crank shaft center 300.

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

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

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

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

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

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

[0046] In this case, the cam gear 332 and the camshaft 313 are rotated in conjunction with the crank gear 331 that rotates together with the crankshaft 5, and a valve mechanism (not shown) provided in association with the camshaft 313 is driven, thereby opening and closing intake valves and exhaust valves (not shown) provided in the cylinder head 2. Also, the fuel supply pump gear 334 and the fuel supply pump shaft 333 are rotated in conjunction with the crank gear 331, and the fuel supply pump 15 is driven, thereby pumping fuel from the fuel tank 118 to the common rail 16, and storing the high-pressure fuel in the common rail 16. Also, the oil pump gear 336 and the oil pump shaft 335 are rotated in conjunction with the crank gear 331, and the oil pump 12 is driven, thereby supplying lubricating oil in the oil pan 11 to each sliding part, etc., via a lubricating oil suction passage 315, a lubricating oil supply passage 316, an oil cooler 13, an oil filter 14, etc. (details are omitted).

[0047] 16, the fuel supply pump 15, which serves as an accessory that operates in conjunction with the rotation of the crankshaft 5, is fixed by bolts to a fuel supply pump mounting seat 323 of the right housing bracket portion 305. A first right reinforcing rib 310 is disposed adjacent to the fuel supply pump mounting seat 323. In addition, the first right reinforcing rib 310 is disposed directly below the fuel supply pump 15, and a second right reinforcing rib 311 is disposed directly below the first right reinforcing rib 310. The reinforcing ribs 310, 311 improve the rigidity of the fuel supply pump mounting seat 323 and can protect the fuel supply pump 15 by preventing foreign objects such as muddy water and flying stones from coming into contact with the fuel supply pump 15 from below.

[0048] Next, a gear case 330 that houses a gear train will be described with reference to Figures 10 to 12, 14, and 15. A block-side protruding portion 321 that is joined to the flywheel housing 7 is erected along the periphery of an area including the front sides 303, 304a, and 305a of the cylinder block 6 and the left and right housing bracket portions 304 and 305. The block-side protruding portion 321 has a notch 321a formed in a portion between the left and right oil pan rail portions of the cylinder block 6. The space between the end face of the block-side protruding portion 321 and the front sides 303, 304a, and 305a in a side view forms a block-side gear case portion 322.

[0049] As shown in Figures 14 and 15, the flywheel housing 7, made of cast iron, for example, has a flywheel accommodating section 401 that accommodates the flywheel 8. The flywheel accommodating section 401 has a cylindrical shape with a bottom, which is formed by connecting a substantially cylindrical peripheral wall surface section 402 that covers the outer periphery of the flywheel 8 and a rear wall surface section 403 that covers the rear side surface (the surface on the cylinder block 6 side), and accommodates the flywheel 8 in a space surrounded by the peripheral wall surface section 402 and the rear wall surface section 403. The peripheral wall surface section 402 is formed in a substantially truncated cone shape with a radius that decreases toward the rear wall surface section 403 side. A crankshaft insertion hole 404 into which the crankshaft 5 is inserted is formed in the center of the rear wall surface section 403.

[0050] An annular housing side protruding streak 405, which corresponds to the shape of the block side protruding streak 321 of the cylinder block 6, is connected to the rear side wall surface 403 so as to surround the position where the crankshaft insertion hole 404 is disposed. The central portion of the housing side protruding streak 405 is disposed at a position shifted upward relative to the crankshaft insertion hole 404. The lower portion of the housing side protruding streak 405 extends in the left-right direction and is disposed near the crankshaft insertion hole 404 and connected to the rear side wall surface 403.

[0051] Additionally, the upper portion and the left and right portions of the housing side protruding portion 405 are disposed outside the rear wall surface portion 403. The front portion of the housing side protruding portion 405 located outside the rear wall surface portion 403 and the front portion of the surrounding wall surface portion 402 are connected by an outer wall portion 406. The outer wall portion 406 has a curved, inclined shape that is convex in a direction away from the crankshaft 5. In the flywheel housing 7, the lower portion of the flywheel accommodating portion 401 is disposed to protrude in a direction away from the crankshaft 5 relative to the housing side protruding portion 405.

[0052] In a side view, the space between the rear wall portion 403 and the end face of the housing side protruding portion 405 forms a housing side gear case portion 407. The housing side gear case portion 407 and the block side gear case portion 322 described above form a gear case 330.

[0053] A hollow space 408 is formed inside the flywheel housing 7 between the outer wall of the surrounding wall portion 402 and the inner wall of the outer wall portion 406 of the flywheel accommodating portion 401. A plurality of ribs 409 connecting the surrounding wall portion 402 and the outer wall portion 406 are arranged inside the hollow space 408. The flywheel housing 7 is also formed with a starter mounting portion 411 which is connected to the surrounding wall portion 402 and the housing side protruding strip portion 405 on the outer side of the housing side protruding strip portion 405 and has a starter mounting seat 410 which is flush with the housing side protruding strip portion 405. A through hole 412 is formed in the starter mounting portion 411, penetrating between the inner wall of the surrounding wall portion 402 and the starter mounting seat 410. The flywheel housing 7 is bolted to the front side 303 of the cylinder block 6 via thirteen bolt holes 351 in the block side protrusion 321 of the cylinder block 6 and via bolt holes 353 in two housing bolt bosses 352 on the front side 303.

[0054] As shown in Figures 10, 12 and 13, the left housing bracket part 304 of the cylinder block 6 has a bracket recessed part 325 whose periphery is recessed relative to the periphery of the flywheel housing 7. When the flywheel housing 7 is fixed to the cylinder block 6, the starter 20 is disposed in a starter mounting seat 410 of the flywheel housing 7 exposed below the bracket recessed part 325. As shown in Figure 14, an annular ring gear 501 for the starter 20 and a crankshaft pulsar 502 are fitted and fixed to the outer periphery of the flywheel 8 from opposite sides along the thickness direction of the flywheel 8. The starter 20 has a pinion gear 503 (see Figure 12) that is disposed in the through hole 412 and releasably meshes with the ring gear 501.

[0055] Around the starter mounting seat 410, the cast iron flywheel housing 7 is bolted to a block side protruding portion 321 (see Figs. 12 and 14) erected on the peripheral portion of the front side surface 304a of the left housing bracket portion 304. Furthermore, in the cylinder block 6, a left fourth reinforcing rib 309 connecting the left housing bracket portion 304 and the left side surface 301 is disposed near the bracket recessed portion 325 of the left housing bracket portion 304 adjacent to the starter mounting seat 410. This improves the rigidity around the starter mounting seat 410. In addition, the bracket recessed portion 325 of the left housing bracket portion 304 and the block side protruding portion 321 (see Fig. 12) provided in the vicinity of the starter mounting seat 410 on the front side surface 303 and continuing to the bracket recessed portion 325 also improve the rigidity around the starter mounting seat 410.

[0056] In this embodiment, the starter 20 can be attached to a location with high rigidity provided by the left side fourth reinforcing rib 309, etc., thereby preventing misalignment or deformation of the starter 20 due to distortion of the starter mounting seat 410 or the left side housing bracket portion 304, and preventing malfunction of the starter 20 and poor meshing between the pinion gear 503 of the starter 20 and the ring gear 501 of the flywheel 8.

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

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

[0059] In addition, the injectors 17 for each of the four cylinders are connected to the common rail 16 via four fuel injection pipes 126. Fuel injection pipe connectors 127 for each of the four cylinders are provided in the longitudinal direction of the cylindrical common rail 16, and ends of the fuel injection pipes 126 are connected to the fuel injection pipe connectors 127 by screwing fuel injection pipe connector nuts 128.

[0060] A return pipe connector 129 (pipe joint member) for returning surplus fuel, which limits the pressure of fuel in the common rail 16, is connected to an end of the common rail 16 in the longitudinal direction. The return pipe connector 129 is connected to the fuel tank 118 via a fuel return pipe 130. Surplus fuel from the fuel supply pump 15 is sent to the return pipe connector 130 via a pump surplus fuel return pipe 131. Surplus fuel from each injector 17 is sent to the return pipe connector 130 via an injector surplus fuel return pipe 132. That is, the surplus fuel from the fuel supply pump 15, the surplus fuel from the common rail 16, and the surplus fuel from each injector 17 are joined at the return pipe connector 129 and collected in the fuel tank 118 via the fuel return pipe 130. The return pipe connector 129 may also be connected to the fuel tank 118 via a filter surplus fuel return pipe joint member (not shown) provided on the fuel filter 121.

[0061] A fuel pressure sensor 601 for detecting the fuel pressure in the common rail 16 is provided at the end of the common rail 16 opposite to the return pipe connector 129. Under the control of the engine controller 600, the fuel pressure in the common rail 16 is monitored from the output of the fuel pressure sensor 601, and the opening degree of the intake metering valve 602 of the fuel supply pump 15 is adjusted to adjust the fuel intake amount of the fuel supply pump 15 and, in turn, the fuel discharge amount, while the fuel in the fuel tank 118 is pumped by the fuel supply pump 15 to the common rail 16, and the high-pressure fuel is stored in the common rail 16. The opening and closing of each fuel injection valve 119 is controlled by the engine controller 600, so that the high-pressure fuel in the common rail 16 is injected from each injector 17 to each cylinder of the engine 1. That is, by electronically controlling each fuel injection valve 119, the injection pressure, injection timing, and injection period (injection amount) of the fuel supplied from each injector 17 can be controlled with high precision. This can reduce nitrogen oxides (NOx) emitted from the engine 1. It can also reduce noise and vibration of the engine 1. The engine controller 600 is also electrically connected to an electromagnetically driven pressure reducing valve 603 that adjusts the pressure in the common rail 16, and a fuel temperature sensor 604 that detects the fuel temperature in the fuel supply pump 15. Although not shown, the engine controller 600 is also electrically connected to other devices, such as various sensors provided in the engine 1.

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

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

[0064] The main harness assembly 703 branches into an intake and exhaust system harness assembly 704 and a fuel system harness assembly 705 near the joint surface between the cylinder head 2 and the cylinder block 6. The intake and exhaust system harness assembly 704 is led along the right side surface of the cylinder head 2 toward the upper side of the engine 1, and branches into an intake system harness assembly 706 and an exhaust system harness assembly 707 near the upper rear portion of the right side surface of the head cover 18. The intake system harness assembly 706 is led along the right side surface of the head cover 18 toward the front side of the engine 1. The exhaust system harness assembly 707 is led from the right side surface of the head cover 18 along the rear surface to the left side of the engine 1.

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

[0066] The layout of the common rail 16 and its surroundings will be described with reference to Figures 19 to 23. The generally cylindrical common rail 16 is attached to an upper front portion of a right side surface 302 of the cylinder block 6, with its longitudinal direction aligned with a crank shaft center 300 (see Figure 11). The common rail 16 is disposed below an intake manifold 3 that is integrally formed with the cylinder head 2 on the right side surface of the cylinder head 2. The front end portion (one end portion) of the common rail 16 is disposed on a gear case 330 and on the flywheel housing 7. The common rail 16 includes a return pipe joint 129 (pipe joint member) at its front end for returning surplus fuel that limits the pressure of fuel in the common rail 16, and the return pipe joint 129 is disposed on the flywheel housing 7, for example.

[0067] A bracket portion recess 620 provided in the right housing bracket portion 305 of the cylinder block 6 and a housing recess 621 provided in the flywheel housing 7 are disposed near the upper front corner of the right side surface 302 of the cylinder block 6. As shown in Fig. 19, the recesses 621, 622 are formed so that the joint between the flywheel housing 7 and the right housing bracket portion 305 near the upper front corner of the right side surface 302 is lower than the upper surface of the cylinder block 6. This allows the front end of the common rail 16 attached to the right side surface 302 of the cylinder block 6 to pass over the recesses 621, 622 and extend above the flywheel housing 7.

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

[0069] A connector 601a of a fuel pressure sensor 601 of the common rail 16 and a connector 603a of a pressure reducing valve 603, which are electrically connected to an engine controller 600 (see FIG. 17), are disposed below the intake manifold 3 of the cylinder head 2. As shown in FIGS. 13 and 23, an uneven surface portion 611 corresponding to the shape of a water rail 610 (cooling water passage) inside the cylinder block 6 is formed on the right side surface 302 of the cylinder block 6. The connector 601a of the fuel pressure sensor 601 is disposed above a concave portion 612 of the uneven surface portion 611, and a connection portion of the connector 601a is disposed facing the concave portion 612 in a side view. A connection portion of the connector 603a of the pressure reducing valve 603 is disposed facing, for example, to the right side of the engine 1.

[0070] Four fuel injection pipes 126 extending from the common rail 16 to the cylinder head 2 are connected to each injector 17 (see FIG. 17) through between the cylinder head 2 and the EGR device 24 (exhaust gas recirculation device). As shown in FIG. 22, the middle parts of the four fuel injection pipes 126 are attached to the cylinder head 2 by a fuel injection pipe fixture 614 attached directly to the cylinder head 2 or via a spacer member 613. By fixing the middle parts of the fuel injection pipes 126 to the cylinder head 2, vibration of the fuel injection pipes 126 is reduced and damage to the fuel injection pipes 126 caused by vibration is prevented. In this embodiment, each middle part of the two fuel injection pipes 126 on the front side of the engine 1 out of the four fuel injection pipes 126 is fixed to the cylinder head 2 via a substantially cylindrical spacer member 613. By adjusting the spacer member 613 to the desired length, the middle portion of the fuel injection pipe 126 can be fixed at a position any distance away from the side of the cylinder head 2, and the fuel injection pipe 126 can be routed in any shape without having to change the design of the surface shape of the cylinder head 2.

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

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

[0073] In the engine 1 of this embodiment, the connector 601a of the fuel pressure sensor 601 of the common rail 16 and the connector 603a of the pressure reducing valve 603, which are electrically connected to the engine controller 600, are disposed below the intake manifold 3 integrally molded with the cylinder head 2, so that the intake manifold 3 can protect the connectors 601a, 603a from contact with foreign objects. The EGR device 24 attached to the intake manifold 3 also protects the connectors 601a, 603a in the same manner.

[0074] In addition, since the connection port of connector 601a is disposed facing concave portion 612 of uneven surface portion 611 that corresponds to the shape of water rail 610 in a side view, the harness side connector can be attached to connector 601a along concave portion 612, improving the workability of attaching the harness. Furthermore, compared to a configuration in which the connection port of connector 601a is disposed facing the outside of engine 1, connector 601a can be disposed closer to cylinder block 6, thereby reducing the overall width of engine 1.

[0075] In the engine 1 of this embodiment, the common rail 16 is provided with a return pipe connector 129 for returning surplus fuel at its front end, and in the cylinder head 2, surplus fuel outlets 132b from each injector 17 are provided near the intersection of the right side surface 302 and the front side surface 303 of the cylinder block 6 in a plan view. Since the return pipe connector 129 is disposed above the flywheel housing 7, the injector surplus fuel return pipe 132c (surplus fuel return path) connecting the connection portion 132a of the return pipe connector 129 and the surplus fuel outlet 132b can be made short and simple. This can eliminate the problem of the conventional technology in which the surplus fuel return path from the injector 17 was long and complicated. Furthermore, for example, when a fuel filter 121 (see FIG. 17) is mounted on a work machine or vehicle on which the engine 1 is mounted, the piping path between the connection portion 130a of the return pipe connector 129 and the fuel filter 121 can be made short and simple by utilizing the empty space above the flywheel housing 7, and the freedom in designing the piping path is improved.

[0076] In addition, in the engine 1 of this embodiment, an EGR device 24 that mixes part of the exhaust gas discharged from the exhaust manifold 4 into fresh air is connected to the intake manifold 3, and four fuel injection pipes 126 extending from the common rail 16 toward the cylinder head 2 pass between the cylinder head 2 and the EGR device 24. This makes it possible for each fuel injection pipe 126 to be protected by the EGR device 24, and eliminates problems that occurred in the conventional technology in which the fuel injection pipes are attached to the outer periphery of the engine device, such as deformation of the fuel injection pipes or fuel leakage due to contact with other members or falling of foreign objects during transportation of the engine device.

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

[0078] Furthermore, the fuel supply pump 15 is attached to right side housing bracket portion 305 that protrudes from right side surface 302 of cylinder block 6, and reinforcing ribs 310, 311 that connect right side surface 302 and right housing bracket portion 305 are arranged below the fuel supply pump 15. This makes it possible to protect the fuel supply pump 15 from contact with foreign objects from below, such as flying stones, and further prevents damage to the fuel supply pump 15.

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

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

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

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

[0083] Connecting portion 634 is erected on the peripheral edge of oil cooler mounting portion 633, and protrudes toward the opposite side from joint surface 636 in a direction approximately perpendicular to oil cooler mounting surface 637. Connecting portion 634 is disposed in a portion of oil cooler mounting portion 633 that is located on the lower side when oil cooler bracket 631 is attached to oil cooler bracket mounting seat 318.

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

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

[0086] The oil cooler bracket 631 is provided with a lubricant introduction passage 645 and a lubricant discharge passage 646 which are connected from the joint surface 636 of the oil cooler mounting portion 633 through the inside of the connecting portion 634 to the oil filter mounting surface 640 side of the oil filter mounting portion 635. The lubricant introduction passage 645 and the lubricant discharge passage 646 are each extended from the joint surface 636 to the oil filter mounting portion 635 in a direction perpendicular to the joint surface 636. The lubricant introduction passage 645 is bent in a direction perpendicular to the oil filter mounting surface 640 inside the oil filter mounting portion 635 and opens at the center position of the oil filter mounting surface 640. The lubricant discharge passage 646 is connected to a substantially cylindrical passage formed around the lubricant introduction passage 645 inside the oil filter mounting portion 635 and opens in a circular shape around the lubricant introduction passage 645 inside the circular oil filter mounting surface 640.

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

[0088] These passages 651, 652, 653, 654, and 655 are formed as concave grooves formed on the surface of the oil cooler bracket mounting seat 318, and are covered with the joint surface 636 of the oil cooler bracket 631 to form passages through which a fluid can flow. The bypass passage 655 is a passage for bypassing the lubricant from the lubricant outlet 649 from the lubricant inflow passage 652 to the lubricant relay passage 653 in order to prevent an excessive increase in hydraulic pressure inside the oil cooler 13. The groove width and groove depth of the bypass passage 655, i.e., the flow path cross-sectional area, are formed smaller than those of the lubricant inflow passage 652 and the lubricant relay passage 653. The oil cooler bracket mounting seat 318 is also formed with a bracket bolt hole 656 into which the bracket bolt 632 is inserted at a position corresponding to the bolt insertion hole 638 of the oil cooler bracket 631.

[0089] 25, in a state where the oil cooler bracket 631 is attached to the oil cooler bracket mounting seat 318, a seal member accommodating groove 657 surrounding the outer periphery of the cooling water inlet passage 651, a seal member accommodating groove 658 surrounding the outer periphery of the cooling water return port 648, a seal member accommodating groove 659 surrounding the outer periphery of the lubricant inlet passage 652, the lubricant relay passage 653 and the bypass passage 655, and a seal member accommodating groove 660 surrounding the outer periphery of the lubricant outlet passage 654 are formed on a joint surface 636 of the oil cooler bracket 631. By attaching the oil cooler bracket 631 to the oil cooler bracket mounting seat 318 with, for example, seal members (not shown) made of an elastic member accommodated in these seal member accommodating grooves 657, 658, 659, 660, the oil cooler bracket 631 is attached to the oil cooler bracket mounting seat 318, thereby ensuring sealing between the oil cooler bracket 631 and the oil cooler bracket mounting seat 318.

[0090] As shown in Figures 24 and 25, a plurality of cooler bolt holes 661 are formed in the periphery of an oil cooler mounting surface 637 of an oil cooler bracket 631. Cooler bolts 662 are inserted into bolt insertion holes formed in the periphery of the oil cooler 13 and fastened to the cooler bolt holes 661, thereby fixing the oil cooler 13 to the oil cooler bracket 631. Four circular seal member accommodating grooves 663 are formed in the oil cooler mounting surface 637, surrounding the outer periphery of each of the cooling water inlet hole 641, the cooling water outlet hole 642, the lubricating oil inlet hole 643, and the lubricating oil outlet hole 644. The oil cooler 13 is attached to the oil cooler bracket 631 with a seal member (not shown) made of an elastic member such as an O-ring accommodated in each seal member accommodating groove 663, thereby ensuring sealing between the oil cooler 13 and the oil cooler bracket 631. The oil filter 14 is attached to the oil filter mounting surface 640 by fastening a female thread provided on the peripheral edge of the oil filter 14 casing to a male thread provided on the peripheral edge of the oil filter mounting surface 640 of the oil cooler bracket 631 .

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

[0092] The oil cooler bracket 631 also includes a cooling water inlet 641 connected to a cooling water outlet 647 and a cooling water outlet 642 connected to a cooling water return port 648, and the flow path cross-sectional area of ​​the cooling water outlet 642 is smaller than the flow path cross-sectional area of ​​the cooling water inlet 641. This makes it possible to increase the water pressure in the cooling water path from the cooling water outlet 647 provided in the oil cooler bracket mounting seat 318 through the cooling water inlet 641 and the cooling water passage in the oil cooler 13 to the cooling water outlet 642. This makes it possible to prevent the water pressure in the cooling water passage inside the cylinder block 6 from decreasing due to the cooling water flowing out from the cooling water inlet 642 to the cooling water return port 648 more than necessary, and thus makes it possible to prevent a decrease in the cooling efficiency of the engine 1.

[0093] Furthermore, the oil cooler bracket 631 includes an oil cooler mounting portion 633 for mounting the oil cooler 13 on an oil cooler mounting surface 637 that is parallel to a joint surface 636 with the oil cooler bracket mounting seat 318, and also includes an oil filter mounting portion 635 for mounting the oil filter 14 on the side opposite the oil cooler 13, at the tip side of a connecting portion 634 erected on the oil cooler mounting portion 635. This allows the oil filter 14 to protrude approximately parallel to the right side surface 302 (side portion) of the cylinder block 6, allowing the oil cooler 13 and the oil filter 14 to be arranged compactly, and the protruding distance of the oil filter 14 from the right side surface 302 of the cylinder block 6 to be reduced, thereby making the engine 1 more compact.

[0094] 29 and 30, by supporting the oil filter 14 on the oil cooler bracket 631, a space can be formed between the right side surface 302 of the cylinder block 6 and the oil filter 14, which cannot be realized in a configuration example in which the oil filter 14 is directly attached to the cylinder block 6. For example, the straight portion 311a of the right second reinforcing rib 311 can be arranged in the space between the right side surface 302 and the oil filter 14 to improve the strength and heat dissipation performance of the cylinder block 6, or the wiring distance of the main harness assembly 703 can be shortened by passing the main harness assembly 703 through the straight portion 311a. The space between the right side surface 302 and the oil filter 14 can be used for other purposes as well. In this way, the oil filter 14 is arranged away from the cylinder block 6 by the oil cooler bracket 631, which improves the freedom of design of the engine 1.

[0095] Furthermore, by positioning the main harness assembly 703 along the straight portion 311a of the right-side second reinforcing rib 311, the main harness assembly 703 can be arranged without installing a bracket, reducing the number of parts, and the main harness assembly 703 can be protected from dust and other particles from below while preventing interference from foreign objects such as other parts.

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

[0097] Connector bracket 702 is made of, for example, sheet metal, and has a generally L-shape when viewed from the right side of engine 1, with its upper end bent at a right angle toward cylinder block 6 and then bent further at a right angle toward the upper side of engine 1 at two points which are bolted to cylinder block 6, and its lower right end bent at a right angle toward cylinder block 6 and then bent further at a right angle toward the front side of engine 1 at one point which is bolted to cylinder block 6. Connector bracket 702 is separated from cylinder block 6 except for the bolted portions, and harness connector 701 attached to connector bracket 702 is separated from cylinder block 6 by the space between cylinder block 6 and connector bracket 702.

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

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

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

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

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

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

[0104] A blow-by gas pressure sensor harness 716 is branched off from the middle of the intake system harness assembly 706 . The blow-by gas pressure sensor harness 716 is electrically connected to a blow-by gas pressure sensor 753 that detects the blow-by gas pressure inside the head cover 18 .

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

[0106] The rotation angle sensor harness assembly 720 curves diagonally downward and to the left of the engine 1 from the tip of the intake system harness assembly 706, passes through the front of the front side of the head cover 18, is led to the center of the upper end of the front side of the cylinder head 2, is led approximately horizontally to the left side of the engine 1, curves downward near the upper left front corner of the cylinder head 2, passes to the left of the EGR cooler 27, and is led to the upper surface of the flywheel housing 7. A midway portion of the rotation angle sensor harness assembly 720 is fixed to a harness fixing surface 736 of a front harness bracket 735 arranged on the front side of the head cover 18 by locking members 806 at two locations on the left and right of the harness fixing surface 736. The tip of the rotation angle sensor harness assembly 720 is fixed to the upper surface of the flywheel housing 7 by a locking member 807. The rotation angle sensor harness assembly 720 is branched above the flywheel housing 7 into a crankshaft rotation angle sensor harness 724 which is arranged at the upper left front portion of the flywheel housing 7 and is electrically connected to the crankshaft rotation angle sensor 413 which detects the rotation angle of the crankshaft 5 (see FIG. 12), and a camshaft rotation angle sensor harness 725 which is arranged at the upper left rear portion of the flywheel housing 7 and is electrically connected to the camshaft rotation angle sensor 416 which detects the rotation angle of the cam gear 332 (see FIG. 12).

[0107] The front harness bracket 735 is made of, for example, sheet metal, and includes a harness fixing surface 736 disposed opposite the front side surface of the head cover 18, and a bolt fastening portion 737 protruding from the upper end of the harness fixing surface 736 toward the upper surface of the head cover 18. The bolt fastening portion 737 is divided into left and right portions by cutting out a part in the center. The left and right rear ends of the bolt fastening portion 737 are each bolted to a portion near the front of the upper surface of the head cover 18 by harness bracket fixing bolts 750.

[0108] Furthermore, first exhaust gas temperature sensor harness 721 is curved from the tip of intake system harness assembly 706 towards the left side of engine 1, led to the front side surface of head cover 18, and electrically connected to exhaust gas temperature sensor 756 via relay connector 722 and second exhaust gas temperature sensor harness 723. Relay connector 722 is fixed to a right-hand side portion of the center of harness fixing surface 736 of front harness bracket 735 by a locking member (not shown). A midpoint of second exhaust gas temperature sensor harness 723 is fixed to the left peripheral portion of harness fixing surface 736 by a locking member 808.

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

[0110] Further, an exhaust system harness assembly 707 branching off from intake / exhaust system harness assembly 704 is led from a rear portion of the right side surface of head cover 18 along the side of head cover 18 to the rear side surface of head cover 18 and connected to relay connector 726. The base end side of exhaust system harness assembly 707 is fixed to the rear end portion of harness fixing surface 732 of right harness bracket 731 by a locking member 809. An injector harness assembly 728 branching off from a midway portion of exhaust system harness assembly 707 is electrically connected to an injector connector 727. Injector connector 727 is inserted into the rear side surface of cylinder head 2 and electrically connected to each injector 17 (see FIG. 17).

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

[0112] The rear harness bracket 738 is made of, for example, sheet metal, and includes a harness fixing surface 739 disposed opposite the rear side surface of the head cover 18, a bolt fastening portion 740 protruding from an upper end portion of the harness fixing surface 736 toward the upper surface of the head cover 18, and a harness fixing surface 741 protruding from a left end portion of the harness fixing surface 739 along the left side surface of the head cover 18 toward the front side of the engine 1. The bolt fastening portion 740 is divided into left and right portions by cutting out a part of the center. The left and right rear ends of the bolt fastening portion 740 are fastened to the rear portions of the upper surface of the head cover 18 by harness bracket fixing bolts 750, respectively.

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

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

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

[0116] In the engine 1 of this embodiment, a plurality of wire harnesses are gathered together as a main harness assembly 703 on the right side surface of the cylinder block 2 and electrically connected to one main harness connector 701, so that each electronic device mounted on the engine 1 can be easily electrically connected to the engine controller 600 by simply detachably connecting one connector member 743 (see FIG. 37) connected to the engine controller 600 (see FIG. 17) to the harness connector 701. Furthermore, the harness connector 701 and the main harness assembly 703 are disposed on the intake manifold 3 side and away from the exhaust manifold 4 side where the surrounding environment is harsh, such as being subject to high temperatures, so that deterioration of the harness connector 701 and the main harness assembly 703 due to heat can be reduced, and manufacturing costs can be reduced by using the harness connector 701 and the main harness assembly 703 made of a material with a relatively low heat resistance temperature.

[0117] Furthermore, the harness connector 701 is disposed below the intake manifold 3 and the collector 25 of the EGR device 24, and is disposed in a location surrounded by the fuel supply pump 15, the oil cooler 13, and the oil filter 14 mounted on the right side surface 302 of the cylinder block 6. Therefore, the intake manifold 3, the collector 25, the fuel supply pump 15, the oil cooler 13, and the oil filter 14 can prevent foreign objects from coming into contact with the harness connector 701 and the connector member 743, and can prevent damage to or poor contact between the harness connector 701 and the connector member 743.

[0118] Also, a relay connector 722 is provided in the middle of a series of first and second exhaust gas temperature sensor harnesses 721, 723 that extend from the right side surface of the cylinder head 2 along the side portion of the head cover 18 to the left side surface of the cylinder head 2. Also, a relay connector 726 is provided in the middle of a series of air system harness assembly 707 and second exhaust system harness assembly 729 that extend from the right side surface of the cylinder head 2 along the side portion of the head cover 18 to the left side surface of the cylinder head 2. As a result, when the configuration of the wire harness is changed due to a change in the components of the engine 1 on the exhaust manifold 4 side, it can be accommodated by simply changing the configuration of the second exhaust gas temperature sensor harness 723 and the second exhaust system harness assembly 729 that are detachably connected to the relay connectors 722, 726. For example, when only the configuration of the turbocharger-related parts on the exhaust manifold 2 side is different, the second exhaust system harness assembly 729 is prepared for each model, and the wire harnesses on the intake manifold 3 side, such as the main harness assembly 703, fuel system harness assembly 705, and intake system harness assembly 706, are standardized across multiple models, thereby reducing the amount of work required to manage and assemble the wire harnesses.

[0119] Also, the second exhaust gas temperature sensor harness 723 and the second exhaust system harness assembly 729 on the exhaust manifold 4 side can be separated from the wire harnesses on the intake manifold 3 side, such as the main harness assembly 703, and electric wires and the like of appropriate specifications can be selected for each. For example, if the second exhaust gas temperature sensor harness 723 and the second exhaust system harness assembly 729 are made of a material with a relatively high heat resistance temperature, damage caused by heat can be reduced. Also, for the wire harnesses on the intake manifold 3 side, such as the main harness assembly 703, a material with a relatively low heat resistance temperature can be used, thereby realizing reduction in manufacturing costs.

[0120] The configuration of each part in the present invention is not limited to the illustrated embodiment, and various modifications are possible without departing from the spirit of the present invention. [Explanation of symbols]

[0121] 1 Engine 2. Cylinder head 3. Intake manifold 4 Exhaust manifold 5 Crankshaft 6 Cylinder block 13 Oil cooler 14 Oil filter 15 Fuel supply pump 18 Head Cover 300 Crank shaft center 413 Crankshaft rotation angle sensor 416 Camshaft rotation angle sensor 701 Harness Connector 702 Connector bracket 703 Main harness assembly 706 Intake system harness assembly 707 Exhaust system harness assembly 716 Blow-by gas pressure sensor harness 718 EGR valve harness 719 EGR Gas Temperature Sensor Harness 720 Rotation angle sensor harness assembly 721 No. 1 exhaust gas temperature sensor harness 722 Relay connector 723 2nd exhaust gas temperature sensor harness 724 Crankshaft rotation angle sensor harness 725 Camshaft rotation angle sensor harness 726 Relay Connector 727 Injector Connector 728 Injector harness assembly 729 2nd exhaust system harness assembly 731,735,738 Harness bracket 751 Intake Air Temperature Sensor 752 Coolant Temperature Sensor 753 Blow-by gas pressure sensor 755 EGR Gas Temperature Sensor 756 Exhaust Gas Temperature Sensor

Claims

1. An engine device including a wire harness and a connector connected to the wire harness, The connector is adjacent to the oil cooler, The engine device is characterized in that the wire harness is connected to an injector and is provided on a side surface on the cooling fan side.

2. 2. The method according to claim 1, wherein the connector is disposed below the intake manifold. The engine apparatus described herein.

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

4. 3. The engine device according to claim 1, wherein the connector is disposed between the oil cooler and another engine component.

5. The connector is disposed between the intake manifold and other engine components in the vertical direction.

3. The engine arrangement of claim 2, wherein the engine arrangement is located at

6. An engine apparatus as described in any one of claims 1 to 5, wherein the wire harness is connected to the injector and branches off on the side facing the cooling fan.

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