JP2017187006A - Engine device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce the number of components in an engine device including an oil cooler and an oil filter.SOLUTION: An engine 1 includes: an oil cooler 13 in which a lubrication oil conducts heat exchange with a coolant; and an oil filter 14 which purifies the lubrication oil. The engine 1 is provided with a bracket member 631 which supports the oil cooler 13 and the oil filter 14 and is attached to a cylinder block 6. A coolant outlet 647, a coolant return port 648, a lubrication oil outlet 649, and a lubrication oil return port 650 are provided at an attachment part 318 of the bracket member 631 of the cylinder block 6. The coolant and the lubrication oil flow to the oil cooler 13 and the lubrication oil flows to the oil filter 14 through the bracket member 631.SELECTED DRAWING: Figure 26

Description

  The present invention relates to an engine device.

  In an engine, a configuration including an oil cooler that exchanges heat between lubricating oil and cooling water and an oil filter that filters and purifies the lubricating oil is well known (see, for example, Patent Document 1). Since the lubricating oil path and cooling water path to the oil cooler are provided separately, the engine disclosed in Patent Document 1 is provided with cooling water piping such as pipes and hoses for circulating the cooling water through the oil cooler. ing. Moreover, in patent document 1, the lubricating oil piping member which distribute | circulates lubricating oil between an oil cooler and an oil filter is provided.

JP 2005-273484 A

  For example, when the oil cooler capacity is changed, parts such as piping and brackets corresponding to the oil cooler capacity are required. Therefore, it is necessary to prepare a corresponding pipe for each oil cooler capacity, and there is a problem that the number of parts increases. Moreover, in the structure currently disclosed by patent document 1, the lubricating oil piping member which connects an oil cooler and an oil filter is required, and there existed a problem that a number of parts increased.

  The present invention has been made in view of the above problems, and an object of the present invention is to reduce the number of parts in an engine device including an oil cooler and an oil filter.

  An engine apparatus according to the present invention is an engine apparatus including an oil cooler that exchanges heat between lubricating oil and cooling water, and an oil filter that purifies the lubricating oil, and supports the oil cooler and the oil filter. A bracket member attached to the cylinder block, and a cooling water outlet, a cooling water return port, a lubricating oil outlet, and a lubricating oil return port are provided in the bracket member mounting portion of the cylinder block, and the oil is passed through the bracket member. Cooling water and lubricating oil are circulated through the cooler and lubricating oil is circulated through the oil filter.

  In the engine device according to the present invention, for example, the bracket member includes a cooling water inflow hole connected to the cooling water outlet and a cooling water outflow hole connected to the cooling water return port. The path cross-sectional area may be smaller than the flow path cross-sectional area of the cooling water inflow hole.

  In the engine device of the present invention, for example, the bracket member includes an oil cooler mounting portion that mounts the oil cooler on a surface parallel to a joint surface with the mounting portion, and is erected on the oil cooler mounting portion. An oil filter mounting portion for mounting the oil filter on the side opposite to the oil cooler may be provided on the distal end side of the connecting portion.

  An engine device according to the present invention includes a bracket member that supports an oil cooler and an oil filter and is attached to a cylinder block. A cooling water outlet, a cooling water return port, a lubricating oil outlet, and a lubricating oil are attached to a mounting portion of the bracket member of the cylinder block. Since a return port is provided and cooling water and lubricating oil are circulated to the oil cooler through the bracket member and lubricating oil is circulated to the oil filter, a cooling water pipe connected to the oil cooler and oil It is not necessary to provide a lubricating oil piping member for connecting the cooler and the oil filter, and the number of parts can be reduced. Further, since the oil cooler and the oil filter are supported by the same and single bracket member, the arrangement of the oil cooler and the oil filter can be made compact and the mounting structure can be simplified.

  In the engine device of the present invention, the bracket member includes a cooling water inflow hole connected to the cooling water outlet and a cooling water outflow hole connected to the cooling water return port. If it is made smaller than the flow path cross-sectional area of the inflow hole, the cooling water outflow hole from the cooling water outlet provided in the mounting portion of the cylinder block through the cooling water inflow hole and the cooling water passage in the oil cooler. The water pressure in the cooling water path can be increased, preventing the cooling water from flowing from the cooling water inflow hole to the cooling water return port more than necessary and the water pressure in the cooling water passage inside the cylinder block from being lowered. As a result, a decrease in cooling efficiency of the engine device can be prevented.

  Further, in the engine device according to the present invention, the bracket member includes an oil cooler mounting portion for mounting the oil cooler on a surface parallel to a joint surface with the mounting portion, and a distal end side of the connecting portion standing on the oil cooler mounting portion. If the oil filter is provided with an oil filter mounting part on the opposite side of the oil cooler, the oil filter can be projected substantially parallel to the side of the cylinder block, and the oil cooler and oil filter can be made compact. The engine device can be made compact by reducing the protruding distance of the oil filter with respect to the side of the cylinder block.

It is a front view of an engine. It is a rear view of an engine. It is a left view of an engine. It is a right view of an engine. It is a top view of an engine. It is a bottom view of an engine. It is the perspective view which looked at the engine from diagonally forward. It is the perspective view which looked at the engine from diagonally backward. It is a top view which shows a cylinder block and a flywheel housing. It is a left view which shows a cylinder block and a flywheel housing. It is a right view which shows a cylinder block and a flywheel housing. It is a front view which shows a gear train. It is sectional drawing in the AA position of FIG. It is sectional drawing in the BB position of FIG. It is a perspective view which shows the inside of a flywheel housing. It is a perspective view which shows the attachment position of a fuel supply pump. It is fuel system explanatory drawing of an engine. It is a right view which shows a harness. It is a front view which shows a common rail periphery. It is a right view which shows a common rail periphery. It is a top view which shows a common rail periphery. It is a perspective view which shows a fuel injection pipe. It is a bottom view which shows the connector of a common rail by notching a part of oil pan and cylinder block. It is a top view which shows an oil cooler bracket. It is a perspective view which shows an oil cooler bracket. It is a disassembled perspective view which shows the attachment structure of an oil cooler bracket and an oil cooler. It is a right view which shows an oil cooler bracket mounting seat. It is a right view which shows the attachment state of an oil cooler bracket. It is a rear view which shows a cylinder block in a partial cross section. It is a partial cross section rear view which expands and shows the oil cooler bracket mounting seat periphery.

  DESCRIPTION OF EMBODIMENTS Embodiments embodying the present invention will be described below with reference to the drawings. First, the overall structure of an engine (engine device) 1 composed of a diesel engine will be described with reference to FIGS. In the following description, both side portions parallel to the crankshaft 5 (side portions on both sides of the crankshaft 5) are referred to as left and right, the flywheel housing 7 installation side is referred to as the front side, and the cooling fan 9 installation side is referred to as the rear side. For convenience, these are used as the reference for the positional relationship between the four sides and the top and bottom of the engine 1.

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

  The front and rear front ends of the crankshaft 5 are projected from both 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 the crankshaft 5 (in the embodiment, the front side of the cylinder block 6). A flywheel 8 is disposed in the flywheel housing 7. The flywheel 8 is pivotally supported on the front end side of the crankshaft 5 and is configured to rotate integrally with the crankshaft 5. A working machine (for example, a hydraulic excavator or a forklift) is configured to take out the power of the engine 1 via a flywheel 8 to an operating part. A cooling fan 9 is provided on the other side of the engine 1 that intersects with the crankshaft 5 (in the embodiment, the rear side of the cylinder block 6). A rotational force is transmitted from the rear end side of the crankshaft 5 to the cooling fan 9 via the V belt 10.

  An oil pan 11 is disposed on the lower surface of the cylinder block 6. Lubricating oil is stored in the oil pan 11. Lubricating oil in the oil pan 11 is sucked by an oil pump 12 (see FIG. 11) that is connected to the flywheel housing 7 of the cylinder block 6 and is disposed on the right side surface of the cylinder block 6. 6 is supplied to each lubricating part of the engine 1 through an oil cooler 13 and an oil filter 14 arranged on the right side surface of the engine 1. The lubricating oil supplied to each lubricating part is then returned to the oil pan 11. The oil pump 12 is configured to be driven by rotation of the crankshaft 5.

  A fuel supply pump 15 for supplying fuel is attached to a 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 the head cover 18, injectors 17 (see FIG. 17) for four cylinders each having an electromagnetic opening / closing control type fuel injection valve are provided.

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

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

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

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

  A cooling water inlet pipe 22 disposed below the exhaust manifold 4 and communicating with the cooling water outlet of the radiator is fixed on the left side surface of the cylinder block 6 at the same height as the cooling water pump 21. On the other hand, a cooling water outlet pipe 23 communicating with the cooling water inlet of the radiator is fixed to the rear portion of the cylinder head 2. The cylinder head 2 has a cooling water drainage portion 35 protruding from the rear of the intake manifold 3, and a cooling water outlet pipe 23 is installed on the upper surface of the cooling water drainage portion 35.

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

  The EGR device 24 mixes the recirculated exhaust gas of the engine 1 (EGR gas from the exhaust manifold 4) and fresh air (external air from the air cleaner) and supplies the intake manifold 3 with a collector 25 as a relay line. An intake throttle member 26 that causes the collector 25 to communicate with the air cleaner, a recirculation exhaust gas pipe 28 that is a part of a recirculation pipe connected to the exhaust manifold 4 via the EGR cooler 27, and a recirculation exhaust gas pipe 28 with a collector 25, and an EGR valve member 29 that communicates with 25.

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

  The EGR cooler 27 is fixed to the front side surface of the cylinder head 2, and cooling water and EGR gas flowing through the cylinder head 2 flow into and out of the EGR cooler 27, and the EGR gas is cooled in the EGR cooler 27. EGR cooler connection pedestals 33 and 34 for connecting the EGR cooler 27 are projected on the front side surface of the cylinder head 2 at the left and right positions, and the EGR cooler 27 is connected to the connection pedestals 33 and 34. That is, the EGR cooler 27 is disposed at a position above the flywheel housing 7 and at a front position of the cylinder head 2 so that a rear end surface of the EGR cooler 27 and a front side surface of the cylinder head 2 are separated from each other.

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

  An exhaust gas inlet 57 of the high-pressure turbine 53 is connected to the exhaust manifold 4, and 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. An exhaust gas intake side end of an exhaust gas discharge pipe (not shown) is connected to the gas outlet 61. On the other hand, a fresh air supply side (new 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 supply pipe 62 to supply fresh air of the low pressure compressor 56. A fresh air intake port 66 of the high pressure compressor 54 is connected to a mouth (fresh air outlet) 64 via a low pressure fresh air passage tube 65, and a high pressure fresh air passage tube (not shown) is connected to a fresh air supply port 67 of the high pressure compressor 54. The fresh air intake side of the intercooler (not shown) is connected via

  The high pressure supercharger 51 is connected to the exhaust gas outlet 58 of the exhaust manifold 4 and fixed to the left side of the exhaust manifold 4, while the low pressure supercharger 52 connects the high pressure exhaust gas pipe 59 and the low pressure fresh air passage pipe 65. And is connected to the high-pressure supercharger 51 and fixed above the exhaust manifold 4. That is, the high-pressure supercharger 51 and the exhaust manifold 4 having a small diameter are juxtaposed on the left and right below the low-pressure supercharger 52 having a large diameter, so that the two-stage supercharger 30 is located on the left side surface of the exhaust manifold 4. And disposed so as to surround the upper surface. That is, the exhaust manifold 4 and the two-stage supercharger 30 are compactly fixed to the left side surface of the cylinder head 2 so as to be arranged in a rectangular shape when viewed from the back (front view).

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

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

  On the left side surface 301 and the right side surface 302, two mount mounting seats 317 for mounting an engine mount for connecting the engine 1 and the vehicle body are projected in two portions in the front-rear direction and closer to the oil pan rail portion. The left fourth reinforcing rib 309 is connected to two mount mounting seats 317 protruding from the left side surface 301. The right second reinforcing rib 311 is connected to two mount mounting 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 secured 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. Has been. The oil pan 11 is bolted to the lower surface of the crankcase cover member 326.

  The housing bracket portions 304 and 305 and the reinforcing ribs 306 to 311 formed integrally 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. Vibration noise can be reduced. Furthermore, since the housing bracket portions 304 and 305 and the reinforcing ribs 306 to 311 increase the surface area of the cylinder block 6, the cooling efficiency of the cylinder block 6, and hence the cooling efficiency of the engine 1 can be increased.

  In addition, a cooling water pump mounting portion 319 to which the cooling water pump 21 (see FIG. 2 and the like) is attached and a cooling water inlet pipe 22 (see FIG. 3 and the like) are attached to a portion of the left side surface 301 of the cylinder block 6 near the rear side surface 312. An inlet pipe mounting seat 320 to which is attached is projected. The coolant pump mounting portion 319 and the inlet pipe mounting seat 320 are integrally formed with the cylinder block 6. Further, the portion on the rear side 312 side of the inlet pipe mounting seat 320 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 projected in a direction away from the crankshaft 5, and the rigidity, strength, and cooling efficiency of the cylinder block 6 can be improved.

  A camshaft case portion 314 (see FIG. 13) that accommodates the 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 the front side surface 303 of the cylinder block 6, and the cam gear 332 is interlocked with the crank gear 331. Further, by rotating the cam shaft 313 and driving a valve mechanism (not shown) associated with the cam shaft 313, an intake valve and an exhaust valve (not shown) of the engine 1 are configured to open and close. . The engine 1 of this embodiment has a valve operating system of a so-called overhead valve.

  The camshaft case portion 314 is disposed at a position near the left side surface 301 in the cylinder portion of the cylinder block 6. The cam shaft 313 and the cam shaft case portion 314 are disposed along the direction of the crankshaft center 300. Further, the substantially triangular portion and the linear portions 307a and 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 formed on the cam shaft case portion 314 in a side view. It is arranged close to the arrangement position, and more specifically, is arranged at a position overlapping the arrangement position of the camshaft case portion 314.

  In this embodiment, since the rigidity around the camshaft case portion 314 is improved by the left second reinforcing rib 307 and the left third reinforcing rib 308, distortion of the camshaft case portion 314 can be prevented. As a result, fluctuations in rotational resistance and rotational friction of the camshaft 313 due to distortion of the camshaft case portion 314 can be prevented, and the intake and exhaust valves (not shown) are appropriately opened and closed by appropriately rotating the camshaft 313. Can operate.

  Also, some of the lubricating oil passages formed in the cylinder block 6, in this case, the lubricating oil suction passage 315 and the lubricating oil supply passage 316 are located at positions near the right side surface 302 in the skirt portion of the cylinder block 6. Has been placed. The lubricating oil supply passage 316 is disposed at a position near the cylinder portion in the skirt portion of the cylinder block 6. The lubricating oil suction passage 315 is disposed at a position closer to the oil pan rail portion than the lubricating oil supply passage 316.

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

  On the right side surface 302 of the cylinder block 6, the right first reinforcing rib 310 is disposed close to the position where the lubricating oil supply passage 316 is disposed in a side view, and more specifically, in the side view, the right side first reinforcing rib 310. It is placed overlapping the placement position. The right second reinforcing rib 311 is disposed close to the position where the lubricating oil suction passage 315 is disposed in a side view. The reinforcing ribs 310 and 311 and the passages 315 and 316 are respectively extended along the direction of the crankshaft 300.

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

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

  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 is a fuel supply as a rotating shaft extending in parallel with the rotating shaft center of the crankshaft 5. A pump shaft 333 is provided. The front end side of the fuel supply pump shaft 333 is disposed so as to protrude from the front side surface 305 a of the right housing bracket part 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 part 305 of the cylinder block 6 has a fuel supply pump mounting seat 323 for arranging the fuel supply pump 15 at a position above the right first reinforcing rib 310. The fuel supply pump mounting seat 323 is formed with a fuel supply pump shaft insertion hole 324 having a size capable of passing through the fuel supply pump gear 334.

  As shown in FIGS. 11 and 12, the oil pump 12 disposed on the front side surface 305 a of the right housing bracket portion 305 below the fuel supply pump gear 334 has a rotating shaft extending in parallel with the rotating shaft center of the crankshaft 5. An oil pump shaft 335 is provided. An oil pump gear 336 is fixed to the front end portion of the oil pump shaft 335.

  An idle shaft 337 extending in parallel with the rotational axis of the crankshaft 5 is disposed 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. Is provided. The idle shaft 337 is fixed to the front side surface 303 of the cylinder block 6. An idle gear 338 is rotatably supported on the idle shaft 337.

  The idle gear 338 meshes with four of 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 to the cam gear 332, the fuel supply pump gear 334, and the oil pump gear 336 via the idle gear 338. For this reason, the cam shaft 313, the fuel supply pump shaft 333, and the oil pump shaft 335 rotate in conjunction with the crankshaft 5. In the embodiment, each gear 331 is configured so that the camshaft 313 rotates once for two rotations of the crankshaft 5 and the fuel supply pump shaft 333 and the oil pump shaft 335 rotate once for one rotation of the crankshaft 5. , 332, 334, 336, 338 is set.

  In this case, the cam gear 332 and the cam shaft 313 are rotated in conjunction with the crank gear 331 that rotates together with the crankshaft 5, and a valve operating mechanism (not shown) provided in association with the camshaft 313 is driven. An intake valve and an exhaust valve (not shown) provided in the head 2 are configured to open and close. Further, 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, so that the fuel in the fuel tank 118 is pumped to the common rail 16 and high pressure fuel is supplied. The common rail 16 is configured to store. Further, the oil pump gear 336 and the oil pump shaft 335 are rotated in conjunction with the crank gear 331 to drive the oil pump 12, whereby the lubricating oil in the oil pan 11 is fed into the lubricating oil suction passage 315 and the lubricating oil supply passage 316. In addition, the sliding parts and the like are supplied via a lubrication system circuit (details omitted) including the oil cooler 13 and the oil filter 14.

  As shown in FIG. 16, the fuel supply pump 15 as an auxiliary machine that operates in conjunction with the rotation of the crankshaft 5 is fixed to the fuel supply pump mounting seat 323 of the right housing bracket portion 305 with bolts. The right first reinforcing rib 310 is disposed close to the fuel supply pump mounting seat 323. Further, the right first reinforcing rib 310 is disposed immediately below the fuel supply pump 15, and the right second reinforcing rib 311 is disposed immediately below the right first reinforcing rib 310. The reinforcing ribs 310 and 311 protect the fuel supply pump 15 by improving the rigidity of the fuel supply pump mounting seat 323 and preventing contact of foreign matter such as muddy water and rocks from the lower side to the fuel supply pump 15. can do.

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

  As shown in FIGS. 14 and 15, the flywheel housing 7 made of, for example, cast iron has a flywheel accommodating portion 401 that accommodates the flywheel 8. The flywheel accommodating portion 401 has a bottomed cylindrical shape formed by connecting a substantially cylindrical peripheral wall surface portion 402 covering the outer peripheral side of the flywheel 8 and a rear side wall surface portion 403 covering the rear side surface (surface on the cylinder block 6 side). The flywheel 8 is accommodated in a space surrounded by the peripheral wall surface portion 402 and the rear side wall surface portion 403. The peripheral wall surface portion 402 is formed in a substantially truncated cone shape having a smaller radius toward the rear wall surface portion 403 side. A crankshaft insertion hole 404 into which the crankshaft 5 is inserted is formed at the center of the rear side wall surface portion 403.

  An annular housing-side ridge 405 corresponding to the shape of the block-side ridge 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 convex strip 405 is disposed at a position shifted upward with respect to the crankshaft insertion hole 404. A lower portion of the housing-side protruding ridge portion 405 extends in the left-right direction and is connected to the rear side wall surface portion 403 in the vicinity of the crankshaft insertion hole 404.

  In addition, the upper portion and the left and right portions of the housing-side protruding strip portion 405 are disposed outside the rear side wall surface portion 403. The front side portion of the housing-side convex strip 405 and the front side portion of the peripheral wall surface portion 402 that are located outside the rear side wall surface portion 403 are connected by the 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 part of the flywheel housing 401 is disposed so as to protrude away from the crankshaft 5 with respect to the housing-side convex strip 405.

  A space between the rear side wall surface portion 403 and the end surface of the housing-side convex ridge portion 405 in a side view forms a housing-side gear case portion 407. A gear case 330 is formed by the housing side gear case portion 407 and the block side gear case portion 322 described above.

  In the flywheel housing 7, a lightening space 408 is formed between the outer wall of the peripheral wall surface portion 402 of the flywheel housing portion 401 and the inner wall of the outer wall portion 406. A plurality of ribs 409 that connect the peripheral wall surface portion 402 and the outer wall portion 406 are disposed in the lightening space 408. Further, the flywheel housing 7 is connected to the peripheral wall surface 402 and the housing-side ridges 405 outside the housing-side ridges 405, and has a starter mounting seat 410 that is flush with the housing-side ridges 405. A mounting portion 411 is formed. The starter mounting portion 411 is formed with a through hole 412 that penetrates between the inner wall of the peripheral wall surface portion 402 and the starter mounting seat 410. The flywheel housing 7 includes the 13 bolt holes 351 of the block-side protruding strip 321 of the cylinder block 6 and the bolt holes 353 of the housing bolt boss portions 352 of the front side 303 at the front side 303 side of the cylinder block 6. The bolt is fastened.

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

  Around the starter mounting seat 410, a flywheel housing 7 made of cast iron is bolted to a block-side protruding strip portion 321 (see FIGS. 12 and 14) erected on the peripheral edge portion of the front side surface 304a of the left housing bracket portion 304. Has been. Further, in the cylinder block 6, a left fourth reinforcing rib 309 that connects the left housing bracket portion 304 and the left side surface 301 is disposed in the vicinity of the bracket concave portion 325 of the left housing bracket portion 304 that is close to the starter mounting seat 410. ing. Thereby, the rigidity around the starter mounting seat 410 is improved. Further, a block-side convex strip 321 (see FIG. 12) provided in the vicinity of the bracket concave portion 325 of the left housing bracket portion 304 and the bracket concave portion 325 on the front side surface 303 is also provided on the starter mounting seat. The rigidity around 410 is improved.

  In this embodiment, since the starter 20 can be attached to a portion having high rigidity by the left fourth reinforcing rib 309 and the like, it is possible to prevent displacement and deformation of the starter 20 due to distortion of the starter mounting seat 410 and the left housing bracket portion 304. The failure of the starter 20 and the meshing failure between the pinion gear 503 of the starter 20 and the ring gear 501 of the flywheel 8 can be prevented.

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

   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. The fuel in the fuel tank 118 is sucked into the fuel supply pump 15 through the fuel filter 121 and the low pressure pipe 122. On the other hand, the 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 in the middle of the cylindrical common rail 16 in the longitudinal direction, 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.

   Further, the injectors 17 for four cylinders are connected to the common rail 16 through four fuel injection pipes 126, respectively. A fuel injection pipe connector 127 for four cylinders is provided in the longitudinal direction of the cylindrical common rail 16, and the end of the fuel injection pipe 126 is connected to the fuel injection pipe connector 127 by screwing a fuel injection pipe connector nut 128. .

   Further, a return pipe connector 129 (pipe joint member) for returning excess fuel that restricts 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 the fuel return pipe 130. The surplus fuel of the fuel supply pump 15 is sent to the return pipe connector 130 via the pump surplus fuel return pipe 131. The surplus fuel in each injector 17 is sent to the return pipe connector 130 via the injector surplus fuel return pipe 132. That is, the surplus fuel in the fuel supply pump 15, the surplus fuel in the common rail 16, and the surplus fuel in each injector 17 are merged by the return pipe connector 129 and collected in the fuel tank 118 via the fuel return pipe 130. The return pipe connector 129 may be connected to the fuel tank 118 through a filter excess fuel return pipe joint member (not shown) provided in the fuel filter 121.

  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 degree of opening of the intake metering valve 602 of the fuel supply pump 15 is adjusted so that the fuel intake of the fuel supply pump 15 is achieved. The fuel in the fuel tank 118 is pumped to the common rail 16 by the fuel supply pump 15 and the high-pressure fuel is stored in the common rail 16 while the amount and thus the fuel discharge amount is adjusted. Each fuel injection valve 119 is controlled to be opened and closed under the control of the engine controller 600, whereby high-pressure fuel in the common rail 16 is injected from each injector 17 into each cylinder of the engine 1. That is, by electronically controlling each fuel injection valve 119, the injection pressure, injection timing, and injection period (injection amount) of the fuel supplied from each injector 17 can be controlled with high accuracy. Therefore, nitrogen oxides (NOx) discharged from the engine 1 can be reduced. The noise vibration of the engine 1 can be reduced. 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, for example, various sensors provided in the engine 1.

   Next, a part of the harness structure attached to the engine 1 will be described with reference to FIG. A harness connector 701 that connects each component of the engine 1 to an engine controller 600 (see FIG. 17) and a 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 at a portion surrounded by the oil cooler 13, the oil filter 14, the fuel supply pump 15, and the common rail 16.

  The main harness assembly 703 extending from the harness connector 701 is guided to the lower side of the engine 1 through the space between the right side surface 302 of the cylinder block 6 and the connector bracket 702, and then to the linear portion 311 a of the right second reinforcing rib 311. Along the right side surface 302 and the oil filter 14 and guided to the rear side of the engine 1. Further, the main harness assembly 703 is curved toward the upper side of the engine 1 on the rear side of the engine 1 with respect to the oil filter 14, and is guided to the cylinder head 2 side through the rear side of the engine 1 of the oil cooler 13.

  The main harness assembly 703 is branched into an intake / exhaust system harness assembly 704 and a fuel system harness assembly 705 in the vicinity of the joint surface between the cylinder head 2 and the cylinder block 6. The intake / exhaust system harness assembly 704 is guided to the upper side of the engine 1 along the right side surface of the cylinder head 2, and near the upper rear portion of the right side surface of the head cover 18, the intake system harness assembly 706 and the exhaust system harness assembly. Branch to 707. The intake system harness assembly 706 is guided to the front side of the engine 1 along the right side surface of the head cover 18. The exhaust system harness assembly 707 is guided from the right side surface of the head cover 18 to the left side of the engine 1 along the rear surface.

  The fuel harness assembly 705 passes between the oil cooler 13 and the collector 25 of the EGR device 24 and is guided to the front side of the engine 1. The fuel pressure sensor 601 and the pressure reducing valve 603 of the common rail 16 and the fuel supply pump shown in FIG. Branches to harnesses connected to the 15 intake metering valves 602 and the fuel temperature sensor 604.

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

  In the vicinity of the upper front corner portion of the right side surface 302 of the cylinder block 6, a bracket portion concave portion 620 provided in the right housing bracket portion 305 of the cylinder block 6 and a housing concave portion 621 provided in the flywheel housing 7 are disposed. ing. As shown in FIG. 19, the recessed portions 621 and 622 are formed so that the joint between the flywheel housing 7 and the right housing bracket portion 305 is lower than the upper surface of the cylinder block 6 in the vicinity of the upper front corner portion of the right side surface 302. Has been. As a result, the front end portion of the common rail 16 attached to the right side surface 302 of the cylinder block 6 can extend over the concave portions 621 and 622 toward the flywheel housing 7.

  The return pipe joint 129 includes a connection part 130a to which one end of the fuel return pipe 130 (see FIG. 17) is connected, a connection part 131a to which one end of the pump surplus fuel return pipe 131 (see FIG. 17) is connected, and an injector surplus. A connecting portion 132a to which one end of the fuel return pipe 132 (see FIG. 17) is connected is provided. Inside the return pipe joint 129, an internal flow path (not shown) for connecting the connecting portions 130a, 131a, 132a, and a fuel pressure regulating valve (not shown) arranged between the internal flow path and the internal space of the common rail 16 are shown. ) Is provided. Further, in the cylinder head 2, in the vicinity of the intersection between the right side surface 302 and the front side surface 303 (see FIG. 12) of the cylinder block 6, in this embodiment, in the vicinity of the corner where the right side surface and the front side surface of the cylinder head 2 intersect, More specifically, an excess fuel outlet 132b from the injector 17 (see FIG. 17) is provided in a portion near the upper part of the front end portion of the right side surface of the cylinder head 2. An injector surplus fuel return pipe 132c is connected between the surplus fuel outlet 132b and the connecting portion 132a of the return pipe joint 129. The surplus fuel outlet 132b is disposed in the surplus fuel passage (not shown) formed in the side wall of the cylinder head 2, and the injector surplus fuel return pipe 132 (see FIG. 17). It is connected to the surplus fuel outlet of each injector 17 (see FIG. 17).

  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 (see FIG. 17), are disposed below the intake manifold 3 of the cylinder head 2. Further, as shown in FIGS. 13 and 23, an uneven surface portion 611 corresponding to the shape of the 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 the concave portion 612 of the concave and convex surface portion 611, and the connection portion of the connector 601a is disposed toward the concave portion 612 in a side view. The connecting portion of the connector 603a of the pressure reducing valve 603 is disposed, for example, toward the right side of the engine 1.

  Four fuel injection pipes 126 extending from the common rail 16 to the cylinder head 2 side pass between the cylinder head 2 and the EGR device 24 (exhaust gas recirculation device) and are connected to each injector 17 (see FIG. 17). Has been. As shown in FIG. 22, the middle part of the four fuel injection pipes 126 is attached to the cylinder head 2 by a fuel injection pipe fixture 614 attached to the cylinder head 2 directly or via a spacer member 613. By fixing the middle part of the fuel injection pipe 126 to the cylinder head 2, vibration of the fuel injection pipe 126 is reduced, and damage to the fuel injection pipe 126 due to vibration is prevented. In this embodiment, the middle portions of the two fuel injection pipes 126 on the front side of the engine 1 of the four fuel injection pipes 126 are fixed to the cylinder head 2 via a substantially cylindrical spacer member 613. Yes. By adjusting the spacer member 613 to a desired length, the middle portion of the fuel injection pipe 126 can be fixed at an arbitrary distance from the side surface of the cylinder head 2 without changing the design of the surface shape of the cylinder head 2. However, the fuel injection pipe 126 can be routed in an arbitrary shape.

  Further, as shown in FIG. 20, the fuel supply pump 15 attached to the right housing bracket portion 305 of the cylinder block 6 is disposed below the EGR device 24. As described above, the right first reinforcing rib 310 is disposed directly below the fuel supply pump 15, and the right second reinforcing rib 311 is disposed immediately below the right first reinforcing rib 310. The contact of foreign matter such as muddy water and rocks from the side is prevented (see FIG. 16).

  In the engine 1 of this embodiment, one end portion of the common rail 16 attached to the right side surface 302 (one side portion) of the cylinder block 6 is disposed above the flywheel housing 7. Compared to the configuration arranged on the right side surface 302, the area occupied by the arrangement region of the common rail 16 on the right side surface 302 of the cylinder block 6 can be reduced. Therefore, the degree of freedom of 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 common rail 16 at the rear side of the engine 1, and the oil cooler 13 is disposed close to the intake manifold 3 and the EGR device 24. A compact arrangement of components can be realized.

  Further, 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 located below the intake manifold 3 integrally formed with the cylinder head 2. Therefore, the intake manifold 3 can protect the connectors 601a and 603a from contact with foreign matter. Similarly, the EGR device 24 attached to the intake manifold 3 also protects the connectors 601a and 603a.

  Moreover, since the connection port of the connector 601a is arranged toward the concave portion 612 of the concave and convex surface portion 611 corresponding to the shape of the water rail 610 in the side view, the harness side connector is connected to the concave portion 612 in the connector 601a. It can be attached along the wiring, improving the workability of harness installation. Furthermore, the connector 601a can be disposed closer to the cylinder block 6 than the configuration in which the connection port of the connector 601a is disposed toward the outside of the engine 1, and as a result, the overall width of the engine 1 can be reduced.

  Further, in the engine 1 of this embodiment, the common rail 16 includes a return pipe connector 129 for returning the surplus fuel at the front end, and in the cylinder head 2, the intersection of the right side surface 302 and the front side surface 303 of the cylinder block 6 in plan view. Are provided with surplus fuel outlets 132b from the injectors 17. Since the return pipe connector 129 is disposed above the flywheel housing 7, the injector surplus fuel return pipe 132c (surplus fuel return path) that connects the connecting portion 132a of the return pipe connector 129 and the surplus fuel outlet 132b is shortened. And can be simplified. As a result, it is possible to solve the problems of the prior art in which the surplus fuel return path from the injector 17 has become long and complicated. For example, when the fuel filter 121 (see FIG. 17) is mounted on a work machine or a vehicle on which the engine 1 is mounted, the empty space on the flywheel housing 7 is used to connect the connecting portion 130a of the return pipe connector 129. The piping path between the fuel filters 121 can be shortened and simplified, and the degree of freedom in designing the piping path is improved.

  Further, in the engine 1 of this embodiment, an EGR device 24 that mixes a part of exhaust gas discharged from the exhaust manifold 4 into fresh air is connected to the intake manifold 3 and extends from the common rail 16 to the cylinder head 2 side. Four provided fuel injection pipes 126 pass between the cylinder head 2 and the EGR device 24. Thereby, each fuel injection pipe 126 can be protected by the EGR device 24, and contact with other members at the time of transporting the engine device, which has occurred in the prior art in which the fuel injection tube is assembled to the outer periphery of the engine device, It is possible to solve the problem that the fuel injection pipe is deformed or a fuel leak occurs due to a foreign matter falling or the like.

  Further, in the engine 1 of this embodiment, since the fuel supply pump 15 that is attached to the cylinder block 6 and supplies fuel to the common rail 16 is disposed below the EGR device 24, for example, an upper portion such as a tool drop during assembly. Therefore, the fuel supply pump 15 can be protected from contact with foreign matter from, and damage to the fuel supply pump 15 can be prevented.

  Further, the fuel supply pump 15 is attached to a right housing bracket portion 305 protruding from the right side surface 302 of the cylinder block 6 and connects the right side surface 302 and the right housing bracket portion 305 below the fuel supply pump 15. Since the reinforcing ribs 310 and 311 are disposed, for example, the fuel supply pump 15 can be protected from foreign matter contact from the lower part such as a stepping stone, and damage to the fuel supply pump 15 can be further prevented.

  Further, in this embodiment, as shown in FIG. 20, 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. In addition, a space is provided between the oil cooler 13 and the fuel supply pump 15. As shown in FIG. 18, by arranging the harness connector 701 and the connector bracket 702 between the oil cooler 13 and the fuel supply pump 15, the space between the oil cooler 13 and the fuel supply pump 15 is effectively used. However, the harness connector 701 can be disposed and protected at a position surrounded by the oil cooler 13, the oil filter 14, the fuel supply pump 15, and the EGR device 24.

  Next, the mounting structure of the oil cooler 13 and the oil filter 14 will be described with reference to FIGS. 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 type plate heat exchanger in which a plurality of plate members are stacked to alternately form oil flow paths and cooling water flow paths in the stacking direction. The oil cooler bracket 631 is fastened and fixed to the oil cooler bracket mounting seat 318 (mounting portion) protruding from the right side surface 302 by bracket bolts 632.

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

  The oil cooler mounting portion 633 has a substantially flat plate shape, and includes an oil cooler mounting surface 637 on the surface opposite to the joint surface 636 with the oil cooler bracket mounting seat 318. The peripheral portion of the oil cooler mounting portion 633 is provided with a plurality of flange portions projecting to the outer peripheral side along the joint surface 636, and bolt insertion holes through which bracket bolts 632 are inserted into the flange portions. 638 is formed. In addition, two bolt arrangement recesses 639 for accommodating the heads of the bracket bolts 632 are provided at the central portion of the oil cooler mounting surface 637. A bolt insertion hole 638 that penetrates the joint surface 636 is formed at the bottom of the bolt disposition recess 639.

  The connecting portion 634 is erected on the peripheral portion of the oil cooler mounting portion 633, and protrudes to the opposite side of the joint surface 636 in a direction substantially orthogonal to the oil cooler mounting surface 637. The connecting portion 634 is disposed at an oil cooler mounting portion 633 portion located on the lower side in a state where the oil cooler bracket 631 is mounted on the oil cooler bracket mounting seat 318.

  An oil filter mounting portion 635 is provided on the distal end side of the connecting portion 634. The oil filter mounting portion 635 has an annular oil filter mounting surface 640. The oil filter attachment surface 640 is provided in a portion of the oil filter attachment portion 635 opposite to the oil cooler 13 attached to the oil cooler attachment surface 637.

  The oil cooler mounting portion 633 includes a cooling water inflow hole 641 connected to the cooling water inlet 13a of the oil cooler 13, a cooling water outflow hole 642 connected to the cooling water outlet 13b of the oil cooler 13, and an oil cooler. A lubricating oil inflow hole 643 connected to the 13 lubricating oil inlet 13c and a lubricating oil outflow hole 644 connected to the lubricating oil outlet 13d of the oil cooler 13 are provided. The cooling water inflow hole 641, the cooling water outflow hole 642, the lubricating oil inflow hole 643, and the lubricating oil outflow hole 644 pass through between the joint surface 636 and the oil cooler mounting surface 637. The channel cross-sectional area (diameter) of the cooling water inflow hole 642 is made smaller than the channel cross-sectional area of the cooling water inflow hole 641.

  Also, the oil cooler bracket 631 includes a lubricating oil introduction passage 645 and a lubricating oil outlet passage that are connected from the joint surface 636 of the oil cooler mounting portion 633 to the oil filter mounting surface 640 side of the oil filter mounting portion 635 through the inside of the connecting portion 634. 646 is provided. The lubricating oil introduction passage 645 and the lubricating oil outlet passage 646 are respectively extended from the joint surface 636 to the oil filter mounting portion 635 in a direction orthogonal to the joint surface 636. The lubricating oil introduction passage 645 is bent in the direction orthogonal 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 lubricating oil outlet passage 646 is connected to a substantially cylindrical passage formed around the lubricating oil introduction passage 645 inside the oil filter attachment portion 635, and introduces the lubricating oil inside the annular oil filter attachment surface 640. It surrounds the passage 645 and opens in an annular shape.

As shown in FIG. 27, the oil cooler bracket mounting seat 318 has a cooling water outlet 647 connected to a water rail 610 (see FIGS. 13 and 23) inside the cylinder block 6 and a cooling water return passage (inside the cylinder block 6). A cooling water return port 648 connected to the lubricating oil supply passage 316 (see FIGS. 11 and 13) inside the cylinder block 6 and a lubricating oil feed passage inside the cylinder block 6 (not shown). ) Is provided.
In addition, the oil cooler bracket mounting seat 318 has a cooling water inflow passage 651 for guiding the cooling water from the cooling water outlet 647 to the cooling water inflow hole 641 of the oil cooler bracket 631 and the lubricating oil from the lubricating oil outlet 649 as lubricating oil. Lubricating oil inflow passage 652 leading to the inflow hole 643, lubricating oil relay passage 653 guiding the lubricating oil from the lubricating oil outflow hole 644 to the lubricating oil introduction passage 645, and lubricating oil from the lubricating oil outlet passage 646 as the lubricating oil return port A lubricating oil outflow passage 654 leading to 650 is formed. Further, a bypass passage 655 is formed between the lubricating oil inflow passage 652 and the lubricating oil relay passage 653.

  These passages 651, 652, 653, 654, 655 are made of 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 so that fluid can flow therethrough. Form. The bypass passage 655 is a passage for bypassing the lubricating oil from the lubricating oil outlet 649 from the lubricating oil inflow passage 652 to the lubricating oil relay passage 653 in order to prevent an excessive increase in hydraulic pressure inside the oil cooler 13. The groove width and depth of the bypass passage 655, that is, the flow passage cross-sectional area is formed smaller than that of the lubricating oil inflow passage 652 and the lubricating oil relay passage 653. In addition, a bracket bolt hole 656 into which the bracket bolt 632 is inserted is formed in the oil cooler bracket mounting seat 318 at a position corresponding to the bolt insertion hole 638 of the oil cooler bracket 631.

  As shown in FIG. 25, the seal member receiving groove 657 that surrounds the outer periphery of the cooling water inflow passage 651 is attached to the joint surface 636 of the oil cooler bracket 631 in a state where the oil cooler bracket 631 is attached to the oil cooler bracket mounting seat 318. And a seal member receiving groove 658 that surrounds the outer periphery of the cooling water return port 648, and an outer periphery of the seal member receiving groove 659 that surrounds the outer periphery of the lubricating oil inflow passage 652, the lubricating oil relay passage 653, and the bypass passage 655, and the lubricating oil outflow passage 654. A seal member receiving groove 660 is formed to surround the container. The oil cooler bracket 631 is attached to the oil cooler bracket mounting seat 318 in a state where a seal member (not shown) made of, for example, an elastic member is accommodated in the seal member accommodation grooves 657, 658, 659, 660. The sealing property between the bracket 631 and the oil cooler bracket mounting seat 318 is ensured.

  As shown in FIGS. 24 and 25, a plurality of cooler bolt holes 661 are formed in the peripheral portion of the oil cooler mounting surface 637 of the oil cooler bracket 631. The cooler bolt 662 is inserted into a bolt insertion hole formed at the peripheral edge of the oil cooler 13 and fastened to the cooler bolt hole 661, and the oil cooler 13 is fixed to the oil cooler bracket 631. The oil cooler mounting surface 637 is formed with four circular seal member accommodation grooves 663 surrounding the outer periphery of the cooling water inflow hole 641, the cooling water outflow hole 642, the lubricating oil inflow hole 643, and the lubricating oil outflow hole 644. . The oil cooler 13 and the oil cooler bracket 631 are attached to the oil cooler bracket 631 in a state where a seal member (not shown) made of an elastic member such as an O-ring is accommodated in each seal member accommodation groove 663. The sealing performance between the two is ensured. The oil filter 14 is attached to the oil filter attachment surface 640 by fastening and fixing a female screw provided at the peripheral edge of the casing and a male screw provided at the peripheral edge of the oil filter attachment surface 640 of the oil cooler bracket 631. .

  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. A cooling water outlet 647 and a cooling water are provided in the oil cooler bracket mounting seat 318 of the cylinder block 6. A return port 648, a lubricating oil outlet 649, and a lubricating oil return port 650 are provided, and cooling water and 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, in the engine 1 of this embodiment, it is not necessary to provide a cooling water pipe connected to the oil cooler 13, and 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 the single oil cooler bracket 631, the mounting structure of the oil cooler 13 and the oil filter 14 can be simplified.

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

  The oil cooler bracket 631 includes an oil cooler mounting portion 633 that attaches the oil cooler 13 to an oil cooler mounting surface 637 that is parallel to the joint surface 636 with the oil cooler bracket mounting seat 318, and stands upright on the oil cooler mounting portion 633. An oil filter attachment portion 635 for attaching the oil filter 14 to the side opposite to the oil cooler 13 is provided on the distal end side of the connected portion 634. As a result, the oil filter 14 can be projected substantially parallel to the right side surface 302 (side portion) of the cylinder block 6, the oil cooler 13 and the oil filter 14 can be arranged in a compact manner, and the oil filter for the right side surface 302 of the cylinder block 6 can be provided. The projecting distance of 14 can be reduced to make the engine 1 compact.

  Further, as shown in FIGS. 29 and 30, the oil filter 14 is directly supported by the cylinder block 6 between the right side surface 302 of the cylinder block 6 and the oil filter 14 by supporting the oil filter 14 to the oil cooler bracket 631. It is possible to form a space that cannot be realized by the configuration example attached. For example, the straight portion 311 a of the right second reinforcing rib 311 is disposed 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 through the main harness assembly 703. The routing distance of the harness assembly 703 can be shortened. The space between the right side surface 302 and the oil filter 14 can be used for other purposes. In this manner, the oil filter 14 is arranged away from the cylinder block 6 by the oil cooler bracket 631, so that the degree of freedom in designing the engine 1 is improved. Further, by arranging the main harness assembly 703 along the straight portion 311a of the right second reinforcing rib 311, the main harness assembly 703 can be routed without installing a bracket, and also from foreign matters such as other parts. The main harness assembly 703 can be protected from dust and the like from below while preventing interference.

  In addition, the structure of each part in this invention is not limited to embodiment of illustration, A various change is possible in the range which does not deviate from the meaning of this invention.

1 Engine 13 Oil cooler 14 Oil filter 6 Cylinder block 318 Oil cooler bracket mounting seat (mounting part)
631 Oil cooler bracket (bracket member)
633 Oil cooler mounting portion 634 Connecting portion 635 Oil filter mounting portion 636 Joint surface 637 Oil cooler mounting surface (parallel surface)
641 Cooling water inflow hole 642 Cooling water outflow hole 647 Cooling water outlet 648 Cooling water return port 649 Lubricating oil outlet 650 Lubricating oil return port

Claims (3)

In an engine device including an oil cooler that exchanges heat between lubricating oil and cooling water and an oil filter that purifies the lubricating oil,
A bracket member that supports the oil cooler and the oil filter and is attached to a cylinder block;
A cooling water outlet, a cooling water return port, a lubricating oil outlet, and a lubricating oil return port are provided in the mounting portion of the bracket member of the cylinder block.
An engine device in which cooling water and lubricating oil are circulated to the oil cooler through the bracket member and lubricating oil is circulated to the oil filter. The bracket member includes a cooling water inflow hole connected to the cooling water outlet and a cooling water outflow hole connected to the cooling water return port,
The engine device according to claim 1, wherein a flow path cross-sectional area of the cooling water outflow hole is smaller than a flow path cross-sectional area of the cooling water inflow hole. The bracket member includes an oil cooler mounting portion for mounting the oil cooler on a surface parallel to a joint surface with the mounting portion, and the oil filter is disposed on a distal end side of a connecting portion standing on the oil cooler mounting portion. The engine device according to claim 1, further comprising an oil filter mounting portion that is mounted on a side opposite to the oil cooler.

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