Multi-cylinder engine side structure

Abstract

To provide a side part structure of a multi-cylinder engine capable of suppressing collision to a fuel pump and the like by an auxiliary machine even upon vehicle front collision, and suppressing breakage of the fuel pump and the like.SOLUTION: On a left side surface of a vertical multi-cylinder engine, an intake manifold 11 is attached. In a surge tank 110 of the intake manifold 11, a center portion 110a in a fore-and-aft direction bulges downward. On the left side of the multi-cylinder engine, a B-ISG 13 and a high-pressure fuel pump 20 are arranged. The B-ISG 13 is disposed under a front portion 110b of the surge tank 110. The high-pressure fuel pump 20 is disposed under a rear portion 110c of the surge tank 110. In a front view of the B-ISG 13 and the surge tank 110, the B-ISG 13 is arranged so as to at least partially overlap with the center portion 110a of the surge tank 110.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a side structure of a multi-cylinder engine, and more particularly to a side structure of a multi-cylinder engine that is mounted in an engine room in a longitudinal position. [Background technology]

[0002] In the engine room of a vehicle, in addition to a multi-cylinder engine, an intake manifold attached to the intake side of the multi-cylinder engine, and various accessories such as a fuel pump and an alternator are arranged around the multi-cylinder engine. For example, in an engine room where a multi-cylinder engine is mounted longitudinally with the cylinders aligned along the fore-and-aft direction of the vehicle, the fuel pump, alternator, etc. may be arranged on the side of the multi-cylinder engine where the intake manifold is attached.

[0003] In a vehicle, safety must be ensured by preventing damage to the fuel pump and the fuel passages surrounding the fuel pump in the event of a frontal collision.

[0004] Patent Document 1 discloses a structure in which fuel system components such as fuel injection valves and fuel supply pipes are arranged near a flange portion, which is the joint portion between each independent intake pipe in an intake manifold and a multi-cylinder engine, and in which the rigidity of the portion from the flange to where the fuel system components are arranged is made higher than other portions of the independent intake pipe by forming ribs, etc. Patent Document 1 discloses that by increasing the rigidity of the above-mentioned portion of the independent intake pipe of the intake manifold, in the event of a frontal collision, the portion of the intake manifold to which the fuel system components are attached remains on the multi-cylinder engine side, and the other portions of the intake manifold are separated from the multi-cylinder engine or deformed, thereby suppressing movement of the fuel system components and thereby suppressing malfunctions in the fuel system components. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Laid-Open No. 2012-102679 Summary of the Invention [Problem to be solved by the invention]

[0006] In some vehicles, a layout is adopted in which an intake manifold is attached to one side of a longitudinally mounted multi-cylinder engine in an engine compartment, and a fuel pump, fuel lines, etc. are arranged behind the intake manifold. In a vehicle with such a layout, in the event of a frontal collision, it is possible that a fixed portion of an accessory arranged in front of the intake manifold may break and move to the rear of the engine compartment. If the accessory moves to the rear of the engine compartment during a frontal collision, it is possible that the accessory may collide with the fuel pump, etc.

[0007] However, conventional technologies, including the technology disclosed in Patent Document 1, do not provide sufficient measures to prevent damage to fuel pumps and other accessories that move to the rear of the engine compartment during a frontal collision.

[0008] The present invention has been made to solve the above-mentioned problems, and aims to provide a side structure for a multi-cylinder engine that can prevent accessories from colliding with a fuel pump, etc., even in the event of a frontal collision of the vehicle, and can prevent damage to the fuel pump, etc. [Means for solving the problem]

[0009] A side structure of a multi-cylinder engine according to one aspect of the present invention is a side structure of a multi-cylinder engine mounted in an engine compartment of a vehicle in a longitudinal position with the cylinder array direction along the fore-and-aft direction of the vehicle, and includes an intake manifold attached to one side of the multi-cylinder engine, which is one of the left and right sides of the vehicle, and having a surge tank, a fuel pump disposed on said one side of the multi-cylinder engine below the surge tank, and an accessory disposed on said one side of the multi-cylinder engine forward of the fuel pump below the surge tank, wherein the surge tank has a bulge portion that bulges downward in a central portion in the fore-and-aft direction, and the fuel pump and the accessory are arranged with the bulge portion of the surge tank between them, and when the accessory and the surge tank are viewed from the front of the vehicle, the accessory is arranged so that at least a portion of the accessory overlaps with the bulge portion.

[0010] In the side structure for a multi-cylinder engine according to the above aspect, the accessories disposed below the intake manifold and forward of the fuel pump are disposed so as to overlap the bulging portion of the surge tank in a front view. Therefore, if the accessories move toward the rear of the engine compartment during a frontal collision, they will collide with the bulging portion of the surge tank. Therefore, the force that would cause the accessories to move backward is absorbed by interference with the surge tank. Therefore, in the side structure for a multi-cylinder engine according to the above aspect, even if the accessories move toward the rear of the engine compartment during a frontal collision, the force that would cause the accessories to move backward is absorbed by collision with the bulging portion of the surge tank, thereby reducing collision with the fuel pump disposed rearward, the fuel pipe connected to it, and the like.

[0011] In the side structure of the multi-cylinder engine relating to the above aspect, the surge tank may have a recessed portion recessed upward in the area from the bulge portion to the front portion, which is the portion forward of the bulge portion, and which includes the portion where the accessories overlap when viewed from the front.

[0012] In the side structure for a multi-cylinder engine according to the above aspect, the recessed portion is provided in the region from the bulge portion to the forward portion of the surge tank, and in the region including the portion where the accessories overlap in a front view, so that the rear side wall of the recessed portion faces the rear of the accessories. Therefore, even if the accessories move toward the rear of the engine compartment in the event of a frontal collision of the vehicle, the force associated with the rearward movement of the accessories in the event of a frontal collision is absorbed by the rear side wall of the recessed portion of the surge tank, which is further advantageous in suppressing collision of the accessories with the fuel pump, etc.

[0013] In the side structure for a multi-cylinder engine according to the above aspect, the accessory may be disposed in proximity to the recessed portion of the surge tank.

[0014] In the side structure of the multi-cylinder engine relating to the above aspect, the accessories are positioned close to the recessed portion of the surge tank, so that the accessories can be positioned more compactly on the side portion of the multi-cylinder engine than when the accessories are positioned at a position far away from the recessed portion.

[0015] In the side structure for a multi-cylinder engine according to the above aspect, the front portion of the surge tank may be formed to have lower rigidity than a rear portion that is a portion rearward of the bulging portion.

[0016] In the side structure for a multi-cylinder engine according to the above aspect, the surge tank is formed so that its front portion has lower rigidity than its rear portion. Therefore, in the side structure for a multi-cylinder engine according to the above aspect, when the accessories are pushed back during a frontal collision of the vehicle, the front portion of the surge tank and / or the accessories are deformed, thereby effectively absorbing the force associated with the rearward movement of the accessories. Therefore, the side structure for a multi-cylinder engine according to the above aspect is even more advantageous in preventing the accessories from colliding with the fuel pump, etc., during a frontal collision of the vehicle.

[0017] In the side structure of the multi-cylinder engine according to the above aspect, the rear portion of the surge tank may have ribs to provide high rigidity, and the front portion of the surge tank may have ribs formed at a lower density than the rear portion, or may have no ribs to provide low rigidity.

[0018] In the side structure for a multi-cylinder engine according to the above aspect, the difference in rigidity between the front and rear sections of the surge tank is achieved by the presence or absence of ribs or the density of the ribs, which makes it possible to suppress increases in weight and manufacturing costs compared to cases where the difference in rigidity is achieved by changing the material of part of the surge tank configuration.

[0019] In the side structure of a multi-cylinder engine according to the above aspect, the recessed portion may not have ribs formed therein, and the portion of the front portion of the surge tank surrounding the recessed portion may have ribs formed at a lower density than the rear portion.

[0020] In the side structure of the multi-cylinder engine according to the above aspect, no ribs are provided in the recessed portion of the surge tank, so even if the accessory moves backward in the event of a frontal collision, the accessory will not get caught on the ribs, and the recessed portion of the surge tank and the surrounding area are advantageous in absorbing the force associated with the accessory moving backward.

[0021] In the side structure for a multi-cylinder engine according to the above aspect, the surge tank may be formed to have lower rigidity than the auxiliary machinery.

[0022] In the side structure of the multi-cylinder engine according to the above aspect, the surge tank is formed with lower rigidity than the accessories, so that in the event of a frontal collision of the vehicle, when the accessories move backward and collide with the surge tank, the surge tank deforms, thereby effectively absorbing the force associated with the accessories moving backward.

[0023] In the side structure of the multi-cylinder engine according to the above aspect, the accessory may have an outer case made of a metal material, and the surge tank may be made of a resin material, thereby making the surge tank less rigid than the accessory.

[0024] In the side structure for a multi-cylinder engine according to the above aspect, the surge tank is made of a resin material, which makes the surge tank less rigid than the accessories whose exterior cases are made of a metal material. Therefore, when the accessories move backward in a frontal collision and collide with the overlapping portion of the surge tank, the force of the accessories moving backward causes the surge tank to deform, absorbing the force of the accessories moving backward. [Effects of the Invention]

[0025] The side structure for a multi-cylinder engine according to each of the above aspects can prevent accessories from colliding with the fuel pump, etc., even in the event of a frontal collision of the vehicle, and can prevent damage to the fuel pump, etc. [Brief explanation of the drawings]

[0026] [Figure 1] FIG. 2 is a perspective view showing the structure of the left side portion of the multi-cylinder engine according to the embodiment. [Figure 2] FIG. 2 is a side view of the multi-cylinder engine as seen from the left side. [Figure 3] FIG. 2 is a side view of the intake manifold, the B-ISG, and the high-pressure fuel pump as viewed from the left side. [Figure 4] FIG. 2 is a perspective view of a surge tank in an intake manifold as viewed obliquely from below. [Figure 5] FIG. 2 is a side view (partial cross-sectional view) showing the surge tank and the B-ISG. [Figure 6] FIG. 10 is a side view showing interference with the surge tank when the B-ISG moves rearward during a vehicle frontal collision. DETAILED DESCRIPTION OF THE INVENTION

[0027] Hereinafter, embodiments of the present invention will be described with reference to the drawings. Note that the embodiments described below are merely illustrative of the present invention, and the present invention is not limited to the following embodiments except for the essential configuration.

[0028] 1. Overview of the side structure of the multi-cylinder engine 10 The side structure of a multi-cylinder engine 10 according to this embodiment will be outlined with reference to FIGS. 1 and 2. FIG.

[0029] As shown in Figures 1 and 2, a multi-cylinder engine 10 is mounted in the engine room of a vehicle 1. The multi-cylinder engine 10 is mounted in the engine room in a longitudinal position with its cylinder axis direction aligned with the front-to-rear direction of the vehicle 1. The multi-cylinder engine 10 has a mount bracket 19 at its bottom. The multi-cylinder engine 10 is mounted in the engine room by being fixed between the mount bracket 19 and the body of the vehicle 1 via an engine mount (arrow A).

[0030] Arranged to the left of the multi-cylinder engine 10 (one side in the left-right direction of the vehicle 1) are an intake manifold 11, an EGR cooler 12, a B-ISG (Belt-Driven Integrated Starter-Generator) 13, an A / C compressor 14, a starter motor 18, and a high-pressure fuel pump 20. The intake manifold 11 is attached to a cylinder head 10a of the multi-cylinder engine 10, and mixes fresh air taken in via an air cleaner with recirculated exhaust gas, and introduces the mixed air into the intake port.

[0031] The EGR cooler 12 is attached to the cylinder head 10a of the multi-cylinder engine 10, and is disposed in a portion of the vehicle 1 toward the front of the intake manifold 11. The EGR cooler 12 is provided in a passage (EGR passage) that recirculates a portion of the exhaust gas discharged from the multi-cylinder engine 10 back to the intake manifold 11, and cools the exhaust gas. An EGR pipe 16, which is part of the EGR passage, is connected to the EGR cooler 12. The EGR pipe 16 is connected to an EGR valve 15 attached to the intake manifold 11.

[0032] The EGR valve 15 is a valve that adjusts the flow rate of exhaust gas recirculated to the intake manifold 11. The exhaust gas is introduced from the EGR valve 15 into the intake manifold 11 through a passage formed in the intake manifold 11.

[0033] A throttle valve 17 is joined to the intake manifold 11, and fresh air taken in via the air cleaner is introduced through the throttle valve 17.

[0034] The B-ISG 13 is an accessory disposed to the left of the multi-cylinder engine 10 (on one side in the left-right direction of the vehicle 1) and in front of the high-pressure fuel pump 20. The front part of the B-ISG 13 is located below the EGR cooler 12. The B-ISG 13 is a belt-driven ISG and is an alternator (i.e., a power generating device) that also functions as a motor. At least the exterior case of the B-ISG 13 is made of a metal material.

[0035] The A / C compressor 14 is disposed below the B-ISG 13, extending rearward along the left side of the multi-cylinder engine 10. The A / C compressor 14 is disposed in the refrigerant circulation path of the air conditioner that cools the interior of the vehicle, and compresses and liquefies the refrigerant vaporized by the evaporator.

[0036] 2, the high-pressure fuel pump 20 is disposed below the intake manifold 11 and rearward of the B-ISG 13 in the longitudinal direction of the vehicle 1. The high-pressure fuel pump 20 pressurizes fuel supplied from a fuel tank and supplies the fuel to injectors attached to each cylinder of the multi-cylinder engine 10. A fuel pipe 22 leading to the fuel tank and the injectors is connected to the high-pressure fuel pump 20.

[0037] As shown enlarged in part B of Fig. 2, the high-pressure fuel pump 20 is covered by a cover 21 between it and the intake manifold 11 and on the front side in the longitudinal direction of the vehicle 1. The cover 21 is disposed above and in front of the high-pressure fuel pump 20 with a gap therebetween. By attaching the cover 21, the high-pressure fuel pump 20 is protected from direct interference with the intake manifold 11 and from objects moving from the front to the rear.

[0038] As shown in FIG. 2, the high-pressure fuel pump 20 is spaced apart from the B-ISG 13, which is an auxiliary machine, in the front-rear direction and is arranged at a position overlapping the B-ISG 13 in the vertical direction.

[0039] 2. Arrangement of the B-ISG 13 and the high-pressure fuel pump 20 relative to the surge tank 110 The schematic configuration of the surge tank 110 provided in the intake manifold 11 and the arrangement of the B-ISG 13 and the high-pressure fuel pump 20 relative to the surge tank 110 will be described with reference to FIG.

[0040] 3, the intake manifold 11 has a surge tank 110 at its bottom. The surge tank 110 is a container with a space inside, and distributes a mixture of fresh air and exhaust gas (EGR gas) to runners (independent intake passages) connected to the intake ports of the multi-cylinder engine 10.

[0041] In this embodiment, the surge tank 110 of the intake manifold 11 is made of a resin material, which makes the surge tank 110 less rigid than the B-ISG 13 disposed in the lower front portion.

[0042] The surge tank 110 is formed so that a front portion 110b, a central portion 110a, and a rear portion 110c are continuous with each other from the front side in the longitudinal direction of the vehicle 1. The central portion 110a has a shape that bulges downward more than the front portion 110b and the rear portion 110c. In the surge tank 110, the central portion 110a corresponds to the bulging portion. The front portion 110b and the rear portion 110c are formed so as to be positioned higher than the central portion 110a, and are continuous with the central portion 110a by smooth inclined surfaces.

[0043] The B-ISG 13 is disposed such that its upper rear end portion 13a is located below the front portion 110b of the surge tank 110. The high-pressure fuel pump 20 is disposed such that its entirety is located below the rear portion 110c of the surge tank 110. In other words, the B-ISG 13 and the high-pressure fuel pump 20 are disposed in a state where they are allocated to the front and rear of the surge tank 110, with the center portion 110a of the surge tank 110 between them.

[0044] 3. Configuration of surge tank 110 The configuration of the surge tank 110 will be described with reference to FIG.

[0045] 4, a recessed portion 110d recessed upward (arrow C) is formed in the region from the central portion 110a to the front portion 110b of the surge tank 110. A part of the rear portion of the B-ISG 13 is disposed below and adjacent to the recessed portion 110d of the surge tank 110 (see FIG. 3).

[0046] Furthermore, the outer wall surface of the surge tank 110, excluding the recessed portion 110d, is provided with multiple vertical ribs 110e, 110g and multiple horizontal ribs 110f, 110h. The outer wall surface of the recessed portion 110d has no ribs and is configured as a smoothly curved surface. Each of the multiple vertical ribs 110e, 110g is formed to extend along the fore-and-aft direction of the vehicle 1, and each of the multiple horizontal ribs 110f, 110h is formed to extend in a direction perpendicular to the vertical ribs 110e, 110g.

[0047] In the surge tank 110, the density of the vertical ribs 110g formed around the recessed portion 110d in the front portion 110b is set lower than the density of the vertical ribs 110e formed in the rear portion 110c. Also, the width of the horizontal ribs 110h formed around the recessed portion 110d in the front portion 110b is set narrower than the width of the horizontal ribs 110f formed in the rear portion 110c.

[0048] In the surge tank 110, the front portion 110b is formed to have lower rigidity than the rear portion 110c due to the difference in the formation density between the vertical ribs 110g of the front portion 110b and the vertical ribs 110e of the rear portion 110c as described above, and the difference in rib width between the horizontal ribs 110h of the front portion 110b and the horizontal ribs 110f of the rear portion 110c.

[0049] The multiple vertical ribs 110e of the rear portion 110c are formed to extend to the vicinity of the lower apex of the central portion 110a. The central portion 110a is also formed with horizontal ribs 110i that are wider than the horizontal ribs 110h of the front portion 110b and narrower than the horizontal ribs 110f of the rear portion 110c.

[0050] 4, in this embodiment, the intake manifold 11 has six independent intake passages 111-116 connected to a surge tank 110. The intake manifold 11 is attached to the cylinder head 10a of the multi-cylinder engine 10 at a portion where the openings of the independent intake passages 111-116 are provided.

[0051] 4. Relative position of surge tank 110 and B-ISG 13 in the vertical direction The relative positions of the surge tank 110 and the B-ISG 13 in the vertical direction will be described with reference to FIG.

[0052] 5, the B-ISG 13 is disposed so that a portion thereof is located below the front portion 110b of the surge tank 110. The surge tank 110 has a central portion 110a that is continuous to the rear of the front portion 110b and bulges downward.

[0053] Here, the range in the vertical direction between the rear upper end 13a and the rear lower end 13b of the B-ISG 13 is defined as D. An imaginary horizontal line L passing through the lower apex, which is the lowest end of the central portion 110a of the surge tank 110, is defined as LOW In this case, draw the imaginary horizontal line L LOW is located in range D. In other words, in this embodiment, when the B-ISG 13 and the surge tank 110 are viewed from the front of the vehicle 1, the B-ISG 13 is arranged so that a portion of the B-ISG 13, including the upper rear end 13a, overlaps with the central portion 110a of the surge tank 110.

[0054] 5. Collision between B-ISG13 and surge tank 110 during a vehicle frontal collision The rearward movement of the B-ISG 13 and the collision between the B-ISG 13 and the surge tank 110 during a vehicle frontal collision will be described with reference to FIG.

[0055] 6, in the event of a vehicle frontal collision, a rearward force as indicated by arrow F1 may act on the B-ISG 13 disposed in the left front portion of the multi-cylinder engine 10. When such a force acts, the portion of the B-ISG 13 that is fixed to the multi-cylinder engine 10 breaks, causing the B-ISG 13 to move rearward in the engine compartment as indicated by arrow F2.

[0056] The B-ISG13 is disposed so that its upper rear end 13a is close to a recessed portion 110d provided in the region from the center portion 110a to the front portion 110b of the surge tank 110, and so the B-ISG13 collides from its upper rear end 13a into the recessed portion 110d. Since the surge tank 110 is made of a resin material, the collision of the B-ISG13, whose exterior case is made of a metal material or the like, deforms the recessed portion 110d and its vicinity, and in some cases may even cause it to break (the portion indicated by arrow E).

[0057] If a portion of the surge tank 110 is deformed or broken, a portion of the B-ISG 13 will sink into the surge tank 110, thereby absorbing the force associated with the backward movement of the B-ISG 13. This prevents the B-ISG 13 from colliding with the high-pressure fuel pump 20 and fuel pipe 22, which are disposed rearward of the central portion 110a of the surge tank 110, and prevents damage to the high-pressure fuel pump 20, etc.

[0058] 6.Effects In the side structure for multi-cylinder engine 10 according to this embodiment, B-ISG (auxiliary equipment) 13, which is disposed below intake manifold 11 and forward of high-pressure fuel pump 20, is disposed so as to overlap with a portion (overlapping portion) of surge tank 110 extending from front portion 110b to a forward portion of central portion 110a in front view. Therefore, if B-ISG 13 moves toward the rear of the engine compartment during a vehicle frontal collision, it will collide with the overlapping portion of surge tank 110. Therefore, the force associated with the backward movement of B-ISG 13 is absorbed by interference with surge tank 110. Therefore, in the side structure for multi-cylinder engine 10 according to this embodiment, even if B-ISG 13 moves toward the rear of the engine compartment during a vehicle frontal collision, the force associated with the backward movement is absorbed by collision with surge tank 110, and collision with high-pressure fuel pump 20 disposed rearward, fuel pipe 22 connected thereto, and the like, is suppressed.

[0059] Furthermore, in the side structure of the multi-cylinder engine 10 according to this embodiment, the recessed portion 110d is provided in the region from the front portion 110b to the central portion 110a of the surge tank 110, and in the region including the portion overlapping with the B-ISG 13 when viewed from the front, so that the rear side wall portion of the recessed portion 110d faces the upper rear end 13a of the B-ISG 13. Therefore, even if the B-ISG 13 moves rearward in the event of a frontal collision of the vehicle, the force associated with the backward movement of the B-ISG 13 due to collision with the rear side wall portion of the surge tank 110 can be effectively absorbed, which is advantageous in suppressing collision of the B-ISG 13 with the high-pressure fuel pump 20 or the fuel pipe 22.

[0060] Furthermore, in the side structure of the multi-cylinder engine 10 according to this embodiment, the B-ISG13 is positioned close to the recessed portion 110d of the surge tank 110, so that the B-ISG13 can be positioned compactly to the left of the multi-cylinder engine 10 compared to when the B-ISG13 is positioned far away from the recessed portion 110d.

[0061] Furthermore, in the side structure for multi-cylinder engine 10 according to this embodiment, the front portion 110b of surge tank 110 is formed to have lower rigidity than the rear portion 110c, depending on the presence or absence and density of ribs 110e-110i. Therefore, in the side structure for multi-cylinder engine 10, when B-ISG 13 moves backward during a vehicle frontal collision, front portion 110b is more likely to deform, thereby effectively absorbing the force associated with the backward movement of B-ISG 13. Therefore, the side structure for multi-cylinder engine 10 according to this embodiment is even more advantageous in preventing B-ISG 13 from colliding with high-pressure fuel pump 20 or fuel pipe 22 during a vehicle frontal collision.

[0062] Furthermore, in the side structure of the multi-cylinder engine 10 according to this embodiment, as described above, the difference in rigidity between the front portion 110b and the rear portion 110c of the surge tank 110 is achieved by the presence or absence and density of the ribs 110e-110i. Therefore, compared to changing the material of part of the surge tank 110 to a metal material to provide a difference in rigidity, it is possible to suppress increases in weight and manufacturing costs.

[0063] Furthermore, in the side structure of the multi-cylinder engine 10 according to this embodiment, no ribs are provided in the recessed portion 110d of the surge tank 110, so that even if the B-ISG13 moves backward during a frontal collision of the vehicle, the B-ISG13 will not be caught by the ribs, and this is advantageous in that the force associated with the backward movement of the B-ISG13 can be absorbed by the recessed portion 110d of the surge tank 110 and the surrounding area.

[0064] Furthermore, in the side structure of the multi-cylinder engine 10 according to this embodiment, the exterior case of the B-ISG 13 is made of a metal material, whereas the surge tank 110 is made of a resin material, which makes the surge tank 110 less rigid than the B-ISG 13. Therefore, when the B-ISG 13 moves backward and collides with the surge tank 110 during a frontal vehicle collision, the overlapping portion of the surge tank 110 deforms (including breaks), thereby effectively absorbing the force associated with the backward movement of the B-ISG 13.

[0065] As described above, the side structure of the multi-cylinder engine 10 according to this embodiment can prevent the B-ISG (auxiliary equipment) 13 from colliding with the high-pressure fuel pump 20 or the fuel pipe 22 even in the event of a frontal vehicle collision, thereby preventing damage to the high-pressure fuel pump 20 or the fuel pipe 22.

[0066] [Variations] In the above embodiment, the intake manifold 11, the B-ISG 13, and the high-pressure fuel pump 20 are arranged on the left side of the multi-cylinder engine 10, but in the present invention, it is also possible to arrange the intake manifold, the B-ISG, and the high-pressure fuel pump on the right side of the multi-cylinder engine.

[0067] Although the number of cylinders in the multi-cylinder engine 10 has not been specifically mentioned above, the same effects as those described above can be obtained by adopting the same configuration as in the above embodiment for an engine with two or more cylinders.

[0068] In the above embodiment, a direct injection engine is assumed as the multi-cylinder engine 10, and a high-pressure fuel pump 20 is provided as a fuel pump. However, the present invention can also employ a multi-cylinder engine that is not a direct injection engine, and a fuel pump that is not a high-pressure fuel pump.

[0069] In the above embodiment, the B-ISG 13 is positioned so that, when viewed from the front of the vehicle 1, a portion of it overlaps the central portion 110a of the surge tank 110. However, in the present invention, the same effect as above can be obtained even if the entire B-ISG overlaps the surge tank when viewed from the front.

[0070] In the above embodiment, the B-ISG 13 is used as an example of an accessory disposed forward of the high-pressure fuel pump 20, but the present invention is not limited to this, and an A / C compressor, a starter, or the like may be disposed in place of the B-ISG 13 of the above embodiment. Even in this case, by making the positional relationship between the surge tank and the accessory the same as in the above embodiment, it is possible to obtain the same effect as described above.

[0071] In the above embodiment, the vehicle 1 is provided with a so-called mild hybrid system, but the present invention may be applied to a vehicle without a mild hybrid system, with a simple alternator replacing the B-ISG 13 of the above embodiment. In this case, the same effects as those described above can be obtained.

[0072] Furthermore, in the present invention, when a hybrid system is provided, it is also possible to adopt a configuration that does not include a power generation device such as an alternator or B-ISG. In this case, the same effects as those described above can be obtained even if an auxiliary device other than a power generation device is disposed in front of the fuel pump instead of the B-ISG 13 of the above embodiment.

[0073] In the above embodiment, the difference in rigidity between the front portion 110b and the rear portion 110c of the surge tank 110 is achieved by the presence or absence of ribs and the density of the ribs, but the present invention is not limited to this and may also be such that the thickness of the surge tank may be different between the front and rear portions, or a groove or the like may be provided in the front portion that can become the starting point for deformation or breakage in the event of a collision with an accessory.

[0074] Furthermore, in the above embodiment, the exterior case of the B-ISG 13 is formed of a metal material and the surge tank 110 is formed of a resin material, thereby making the surge tank 110 less rigid than the B-ISG 13. However, the present invention is not limited to this. For example, the exterior case of the B-ISG and other accessories may also be formed of a resin material, and the difference in rigidity may be achieved by using a different type or thickness of resin than the surge tank. Note that if the accessories are made less rigid than the surge tank, when the accessories and the surge tank collide during a frontal collision, the accessories with lower rigidity will be primarily deformed or damaged. Therefore, even in this case, the force associated with the rearward movement of the accessories can be absorbed by the collision with the surge tank.

[0075] In the above embodiment, no ribs are provided in the recessed portion 110d of the surge tank 110. However, in the present invention, ribs may also be provided in the recessed portion. In this case, it is possible to provide only vertical ribs to reduce the possibility of the accessories getting caught between the recessed portion and the accessories when they move backward in the event of a frontal collision.

[0076] In the above embodiment, a configuration in which the cover 21 is attached to cover the front and top of the high-pressure fuel pump 20 is used as an example, but in the present invention, a cover that covers the fuel pump is not an essential configuration. [Explanation of symbols]

[0077] 1 vehicle 10 Multi-cylinder engine 11 Intake manifold 13 B-ISG (auxiliary) 20 High-pressure fuel pump 22 Fuel pipe 110 Surge Tank 110a Central part (bulging part) 110d Recessed entrance 110e,110g vertical rib 110f, 110h, 110i horizontal rib

Claims

1. A side structure of a multi-cylinder engine mounted in an engine room of a vehicle in a longitudinal orientation with the cylinder rows aligned along the front-rear direction of the vehicle, an intake manifold attached to one side surface of the multi-cylinder engine that is one of the left and right sides of the vehicle, the intake manifold having a surge tank; a fuel pump disposed on the one side of the multi-cylinder engine and below the surge tank; an accessory disposed on the one side of the multi-cylinder engine and below the surge tank and forward of the fuel pump; Equipped with The surge tank has a bulging portion that bulges downward in a central portion in the front-rear direction, the fuel pump and the auxiliary equipment are arranged with the bulging portion of the surge tank therebetween, When the auxiliary equipment and the surge tank are viewed from the front of the vehicle, the auxiliary equipment is arranged so that at least a portion of the auxiliary equipment overlaps with the bulging portion. Side structure of a multi-cylinder engine.

2. 2. The side structure of a multi-cylinder engine according to claim 1, The surge tank has a recessed portion recessed upward in a region extending from the bulging portion to a front portion that is a portion forward of the bulging portion and including a portion where the auxiliary machinery overlaps in the front view. Side structure of a multi-cylinder engine.

3. 3. The side structure of a multi-cylinder engine according to claim 2, The auxiliary equipment is disposed adjacent to the recessed portion of the surge tank. Side structure of a multi-cylinder engine.

4. The side structure of a multi-cylinder engine according to claim 2 or 3, The front portion of the surge tank is formed to have lower rigidity than a rear portion which is a portion rearward of the bulging portion. Side structure of a multi-cylinder engine.

5. 5. The side structure of a multi-cylinder engine according to claim 4, The rear portion of the surge tank has a rib, which increases rigidity. The front portion of the surge tank has ribs formed at a lower density than the rear portion, or does not have ribs, thereby having low rigidity. Side structure of a multi-cylinder engine.

6. 6. The side structure of a multi-cylinder engine according to claim 5, No rib is formed in the recessed portion, a portion of the front portion of the surge tank surrounding the recessed portion has ribs formed at a lower density than a portion of the rear portion of the surge tank; Side structure of a multi-cylinder engine.

7. The side structure of a multi-cylinder engine according to any one of claims 1 to 6, The surge tank is formed to have lower rigidity than the auxiliary machinery. Side structure of a multi-cylinder engine.

8. 8. The side structure of a multi-cylinder engine according to claim 7, The auxiliary device has an outer case made of a metal material, The surge tank is made of a resin material, and has lower rigidity than the auxiliary machinery. Side structure of a multi-cylinder engine.

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