JP2017198124A - Engine device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To compactly lay out a supercharger and related components thereof.SOLUTION: An exhaust side inlet 61a of a supercharger 60 is connected to an exhaust manifold 7 provided on a right-and-left one side surface of an engine 1. The supercharger 60 is disposed above the exhaust manifold 7. An oiling pipe 64 oiling a lubricant to the supercharger 60 is arranged while detouring a fore-and-aft one side surface of the engine 1 from right-and-left the other side surface to the right-and-left one side surface of the engine 1, and is arranged toward an upper side of the exhaust manifold 7 while detouring an outer periphery of the exhaust manifold 7 from a fore-and-aft one side of the exhaust manifold 7 on the right-and-left one side surface of the engine 1.SELECTED DRAWING: Figure 21

Description

  The present invention relates to an engine device provided with a supercharger.

  2. Description of the Related Art Conventionally, for the purpose of improving engine output and improving fuel efficiency, a supercharger that compresses fresh air with exhaust energy is mounted on an engine device in order to increase the air density in an engine cylinder (see Patent Document 1). . In a diesel engine, a large amount of high-density air is supplied into the cylinder to burn a large amount of fuel, which not only increases engine output and engine torque, but also promotes mixing of fuel and air. Mixing combustion can be suppressed and NOx (nitrogen oxide) emissions can be reduced.

Japanese Patent No. 5556648

  By the way, the mounting space of the engine varies depending on the work vehicle (construction machine, agricultural machine, etc.) to be mounted, but in recent years, the mounting space is often limited (narrow) due to requests for weight reduction and compactness. . For this reason, it is necessary to lay out the engine components compactly. In particular, when a supercharger is mounted on an engine with a small displacement, since the ratio of the supercharger on the engine surface increases, the supercharger and its related parts must be laid out in a compact layout.

  This invention makes it a technical subject to provide the engine apparatus which examined and improved the above present condition.

  The engine device according to the present invention is an engine device in which an exhaust side inlet of a supercharger is connected to an exhaust manifold provided on one side of the left and right sides of the engine, and the supercharger is disposed above the exhaust manifold. An oil supply pipe for injecting lubricating oil to the supercharger is piped around the engine from the left and right other side surfaces to the left and right side surfaces so as to bypass the front and rear side surfaces of the engine. A side surface of the exhaust manifold is bypassed from one side of the front and rear sides of the exhaust manifold so as to bypass the outer periphery of the exhaust manifold and be piped upward from the exhaust manifold.

  In the engine device according to the present invention, for example, the exhaust manifold has a forked bottom surface facing the exhaust-side outlet, and a return pipe for extracting lubricating oil from the supercharger is provided at the bottom surface of the exhaust manifold. The pipe may be piped downward along the bifurcated portion.

  Furthermore, for example, the end of the return pipe opposite to the supercharger may be connected to a cylinder block via an elastic piping member having elasticity.

  Further, in the engine device according to the present invention, for example, the exhaust manifold is installed on the side surface of the cylinder head, and the intake manifold is installed on the upper surface of the cylinder head, and the intake side outlet of the supercharger is connected to the cylinder head side. And may be communicated with an intake inlet provided on the upper surface of the intake manifold via an intake relay pipe.

  Further, for example, the intake manifold is configured integrally with a head cover that covers the valve arm chamber on the upper surface of the cylinder head, and a blow-by gas reducing device that returns blow-by gas to the intake system is disposed above the valve arm chamber in the head cover. The blow-by gas reduction device may be provided so as to be disposed between the supercharger and the intake manifold.

  Furthermore, for example, an intake pipe having an L-shaped bent shape is connected to an intake side inlet of the supercharger and connected to a blow-by gas outlet provided on one of the left and right sides of the blow-by gas reduction device Is connected to the midway part of the intake pipe, the downstream part of the intake pipe is piped in the front-rear direction, and the upstream part of the intake pipe is piped in the left-right direction and extends to the left and right other side surfaces. The gas pipes piped in the front-rear direction are inclined upward from the blow-by gas outlet toward the connection part with the intake pipe and intersect with the lower side of the intake relay pipe It may be.

  In the engine device of the present invention, an oil supply pipe for lubricating the supercharger disposed above the exhaust manifold is routed from the left and right other sides of the engine to the left and right sides, bypassing the front and rear sides of the engine. In addition, on the left and right sides of the engine, the exhaust manifold is bypassed from the front and back sides of the exhaust manifold and is routed upward from the exhaust manifold. The oil pipe can be arranged compactly along the engine side. Furthermore, since the lubrication pipe is routed around the outer periphery of the exhaust manifold, the lubrication pipe does not become an obstacle when the exhaust manifold is installed even when the lubrication pipe is attached to the engine. Efficiency is improved.

  In the engine device of the present invention, if the return pipe for extracting the lubricating oil from the supercharger is piped downward along the bifurcated portion on the bottom surface of the exhaust manifold, the return pipe is connected to the left and right sides of the engine. Close to the pipe can be compact.

  Furthermore, if the end portion of the return pipe opposite to the supercharger is connected to the cylinder block via an elastic piping member having elasticity, the supercharger, the exhaust manifold, and the return pipe are in a mechanical state. When attaching to the engine, the end of the return pipe on the elastic piping member side is first attached to the left and right sides of the engine so that the return pipe can be used as one of the supports during assembly, and the elastic pipe member By deforming, it is possible to prevent irreversible plastic deformation of the return pipe. As a result, it is easy for an operator to assemble an assembly part in which the supercharger, the exhaust manifold, and the return pipe are assembled by one person, and the assembly part of the exhaust system is assembled in advance according to the production schedule. As a result, it is possible to centralize the assembly work and smooth the line work.

  In the engine device of the present invention, the intake manifold is installed on the upper surface of the cylinder head, and the intake side outlet of the supercharger extends obliquely upward toward the upper side of the cylinder head and is provided on the upper surface of the intake manifold. If the intake manifold is connected to the intake manifold via an intake relay pipe, the intake manifold is compared with the configuration example in which the intake manifold is disposed on the side surface of the cylinder head and the configuration example in which the intake manifold is disposed on the side surface of the intake manifold. Intake resistance can be reduced by shortening the length of the relay pipe. Thereby, combustion air can be introduced into the engine without impairing the supercharging pressure obtained by the supercharger. Furthermore, since the intake side outlet of the turbocharger and the intake inlet of the intake manifold are both opened upward (diagonally upward), the layout of the intake relay pipe is easy and the installation work of the intake relay pipe is simple. Improves.

  Furthermore, if the intake manifold is configured integrally with the head cover and the blow-by gas reduction device is provided above the valve arm chamber of the head cover and is disposed between the supercharger and the intake manifold, the valve The arm chamber and the intake manifold can be integrated into the head cover for a compact layout, and the turbocharger and the blow-by gas reduction device at the top of the valve arm chamber can be placed close together for a compact layout. Furthermore, by providing the blow-by gas reduction device in the upper part of the valve arm chamber, it is possible to suppress the volume of the valve arm chamber from being reduced due to the arrangement of the blow-by gas reduction device. As a result, a sufficient valve arm chamber volume can be secured against an increase in blow-by gas associated with the supercharger without significantly increasing the volume of the valve arm chamber, and hence the outer dimensions of the head cover.

  Further, the gas pipeline connected to the blow-by gas outlet on the side surface of the blow-by gas reduction device is inclined in the front-rear direction while inclining upward toward the connection portion with the intake pipe extending to the left and right other side surfaces of the engine In addition, the lubricating oil and unburned fuel adhering to the inner wall of the gas pipe can be prevented from flowing into the intake pipe. It is possible to reduce contamination by lubricating oil or the like into combustion air (fresh air) supplied to the engine, or contamination due to lubricating oil or the like in the intake system passage. Furthermore, since the upstream side portion of the intake pipe is extended to the left and right other side surfaces of the engine, the gas pipe connected to the intake pipe can be arranged linearly in a plan view from the blow-by gas outlet, The layout of the gas pipeline is easy and the piping length can be shortened. By shortening the length of the gas pipeline, it is possible to avoid a closed state of the gas pipeline due to freezing or bending of the gas pipeline. Further, since the gas pipe is disposed immediately above the head cover, it is possible to avoid a closed state due to freezing of the gas pipe or the like due to heat dissipation of the engine. Further, by piping the gas pipe crossing the lower side of the intake relay pipe, the intake relay pipe is separated from the head cover and the temperature rise of the combustion air due to the heat radiation of the engine is suppressed, and The intake relay pipe and the gas pipe can be arranged using the space effectively. Moreover, the said gas pipeline can be arrange | positioned linearly and the piping length of a blow-by gas return pipe | tube can be shortened.

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 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 valve arm chamber integrated intake manifold with a partial cross section. It is a left sectional view of a valve arm chamber integrated intake manifold. It is a back sectional view of a valve arm chamber integrated intake manifold. It is a perspective view which shows a valve arm chamber integrated intake manifold in section. It is a perspective view which shows the valve arm chamber and blow-by gas reduction apparatus of a valve arm chamber integrated intake manifold in a cross section. It is the perspective view which looked at the valve arm chamber integrated intake manifold from the bottom side. It is a perspective view which shows a blowby gas reducing apparatus in a cross section. It is a top view which shows the structure of an intake pipe periphery. It is a front view which shows the structure of an intake pipe periphery. It is a perspective view which shows the structure of an intake pipe periphery. It is a perspective view which shows a valve arm chamber integrated intake manifold, an intake pipe, and a blow-by gas return pipe. It is a perspective view which shows an intake pipe and a blow-by gas return pipe in a cross section. It is a left view which shows an exhaust system component. It is a perspective view which shows an exhaust system component. It is a disassembled perspective view which shows the attachment structure of an exhaust system component. It is a rear view which shows a cylinder block in a partial cross section with an exhaust system component.

  DESCRIPTION OF EMBODIMENTS Embodiments embodying the present invention will be described below with reference to the drawings. First, the schematic structure of the engine (engine device) 1 will be described with reference to FIGS. In the following description, both sides along the output shaft 3 (both sides along the output shaft 3) are left and right, the cooling fan 9 arrangement side is the front side (one side side), the flywheel 11 arrangement side is the rear side, The exhaust manifold 7 arrangement side is referred to as the left side (one side side), and the fuel injection pump device 14 arrangement side is referred to as the right side (the other side part side). The standard.

  As shown in FIGS. 1 to 7, for example, an engine 1 as a prime mover mounted on a work machine such as a construction engineering machine or an agricultural machine has a cylinder block including an output shaft 3 (crankshaft) and a piston (not shown). 4 is provided. A cylinder head 5 is mounted on the cylinder block 4. An exhaust manifold 7 is disposed on the left side surface of the cylinder head 5. A valve arm chamber integrated intake manifold 8 (head cover) is disposed on the upper surface of the cylinder head 5. The valve arm chamber integrated intake manifold 8 includes an intake manifold portion 6 extending in the front-rear direction at the left side portion, and a valve arm chamber portion 90 extending in the front-rear direction at the right side portion. That is, above the cylinder head 5, the intake manifold section 6 is disposed on the left side with respect to the output shaft 3 of the engine 1, and the valve chamber 90 is disposed on the right side (near the exhaust manifold 7). The valve arm chamber 90 covers an intake valve and an exhaust valve (not shown) provided on the upper surface of the cylinder head 5.

  A cooling fan 9 is provided on one side of the engine 1 that intersects the output shaft 3, specifically on the front side of the cylinder block 4. A mounting plate 10 is provided on the rear surface side of the cylinder block 4. The flywheel 11 is arranged so as to overlap the mounting plate 10. A flywheel 11 is pivotally supported on the output shaft 3. The power of the engine 1 is taken out via the output shaft 3 to the working part of the work machine. An oil pan 12 is disposed below the cylinder block 4. Lubricating oil in the oil pan 12 is supplied to each lubricating portion of the engine 1 through an oil filter 13 disposed on the right side surface of the cylinder block 4. The oil pan 12 is connected to the cylinder block 4 via a spacer 71. The spacer 71 extends from the rear end of the cylinder block 4 to below the gear case 54. The gear case 54 connected to the front surface of the cylinder block 4 is also connected to the spacer 71.

  An injector (fuel injection valve) 15 is provided on the right side of the upper surface of the cylinder head 5. In the example of this embodiment, injectors 15 for three cylinders are provided. Hereinafter, in the present embodiment, a description will be given by taking the three-cylinder engine 1 as an example, but the number of cylinders in the engine device of the present invention is not limited to three. A fuel tank (not shown) mounted on the work machine is connected to each injector 15 via a fuel injection pump device 14 and a fuel filter 17. The base end portion of the front hanging fitting 55 is bolted to the left side portion of the front surface of the cylinder head 5. The front hanging metal fitting 55 also serves as a support member for the alternator 23 described later.

  A fuel injection pump device 14 for supplying fuel into the combustion chamber in the cylinder block 4 is attached to the right side surface of the cylinder block 4 above the oil filter 13 (below the intake manifold section 6). The fuel injection pump device 14 controls the operation of the governor, an injection pump main body 32 that supplies fuel to each injector 15 via a fuel injection pipe 36, a governor housing case 33 that houses a governor that adjusts the fuel injection amount. An actuator unit 34 and a fuel feed pump 35 for feeding fuel are provided. The governor housing case 33 is detachably bolted to the rear surface of the injection pump body 32. The actuator portion 34 is detachably bolted to the rear surface of the governor housing case 33. The fuel feed pump 35 is detachably bolted to the right side surface of the injection pump body 32.

  In the fuel injection pump device 33, the front surface of the injection pump body 32 is detachably bolted to the rear surface of the gear case 54, and the rear surface of the governor housing case 33 is disposed on the right side surface of the cylinder head 5 via the L-shaped pump device bracket 41. A bolt is detachably fastened to the rear portion and attached to the engine 1. Note that a gear train (not shown) including a crank gear, a cam gear, a pump gear, an idle gear, and the like is accommodated in the gear case 54 attached to the lower portion of the front surface of the cylinder block 4.

By driving the fuel feed pump 35, fuel in a fuel tank (not shown) is sent from the fuel feed pump 35 to the injection pump main body 32 through the fuel feed pipe 37, the fuel filter 17, and the fuel relay pipe 38. Then, fuel is supplied from the injection pump main body 32 to each injector 15 via the fuel injection pipe 36. A fuel return pipe 39 is connected between the injection pump body 32 and the fuel filter 17. A fuel return pipe 40 for returning the surplus fuel of the injector 15 is joined to the fuel return pipe 39 at a position in the vicinity of the injection pump main body 32. Excess fuel of the engine 1 is returned to the fuel tank (not shown) via the fuel return pipes 39 and 40, the fuel return pipe joint 57 provided on the upper part of the fuel filter 17, and the like. A base end portion of the rear hanging metal fitting 56 is bolted to the right side portion of the rear surface of the cylinder head 5. The fuel filter 17 on the upper right side surface of the rear suspension metal fitting 56 is detachably bolted.

  An engine starter 18 is provided on the mounting plate 10. The pinion gear of the engine starter 18 is engaged with the ring gear of the flywheel 11. When the engine 1 is started, the output shaft 3 starts to rotate (so-called cranking is executed) by rotating the ring gear of the flywheel 11 with the rotational force of the engine starter 18.

  A cooling water pump 21 is arranged coaxially with the fan shaft of the cooling fan 9 on the front side of the cylinder head 5 (on the cooling fan 9 side). On the left side of the engine 1, specifically, on the left side of the cooling water pump 21, an alternator 23 is provided as a generator that generates power using the power of the engine 1. As the output shaft 3 rotates, the cooling water pump 21 and the alternator 23 are driven together with the cooling fan 9 via the cooling fan driving V-belt 22. The cooling water in the radiator 19 mounted on the work machine side is supplied into the cylinder block 4 and the cylinder head 5 by driving the cooling water pump 21 to cool the engine 1. A part of the cooling water from the cooling water pump 21 flows into the oil cooler 83 arranged at the base of the oil filter 13 through the passage in the cylinder block 4 and the cooling water relay pipes 81 and 82.

  As shown in FIGS. 3 and 4, two engine mount attachment portions 24 are provided on the front and rear sides of the lower portions of the left and right side surfaces of the cylinder block 4, respectively. For example, an engine mount (not shown) having anti-vibration rubber can be bolted to each engine mount mounting portion 24. In the embodiment, the cylinder block 4 is sandwiched between a pair of left and right engine support chassis 25 in the work machine, and the engine mount mounting portion 24 is bolted to each engine support chassis 25 via an engine mount (not shown). Both engine support chassis 25 of the machine support the engine 1.

  A pair of left and right engine support chassis 25 is provided with a radiator 19 having a fan shroud 20 attached to the back side so as to be positioned on the front side of the engine 1. The fan shroud 20 surrounds the outside (outer peripheral side) of the cooling fan 9 and allows the radiator 19 and the cooling fan 9 to communicate with each other. Due to the rotation of the cooling fan 9, the cooling air blows against the radiator 19 and then flows from the radiator 19 to the engine 1 via the fan shroud 20.

  An air cleaner (not shown) is connected to the inlet portion of the intake manifold section 6 through an intake relay pipe 66, a compressor case 62 of the turbocharger 60, intake pipes 91 and 92, and the like. The fresh air (external air) sucked into the air cleaner is dust-removed and purified by the air cleaner, and then is connected to the intake manifold section 6 via the intake pipes 91 and 92, the compressor case 62 (details will be described later), and the intake relay pipe 66. Is supplied to each cylinder of the engine 1.

In the configuration described above, fresh air is supplied from the air cleaner to the intake pipes 91 and 92, while the first intake pipe is connected from the blowby gas outlet 67 provided in the valve arm chamber integrated intake manifold 8 through the blowby gas return pipe 68. Blow-by gas is joined to 91. As described above, the valve arm chamber integrated intake manifold 8 includes the intake manifold portion 6 formed on the left side of the valve arm chamber integrated intake manifold 8 and the valve arm formed on the right side of the valve arm chamber integrated intake manifold 8. The chamber part 90 is integrally molded. Further, a blow-by gas reducing device 69 that separates the lubricating oil from the blow-by gas is projected from the upper surface of the valve arm chamber 90. The blow-by gas provided in the blow-by gas reduction device 69 is returned to the first intake pipe 91 and sent again to the combustion chamber, so that the blow-by gas including the exhaust gas and the unburned mixture is not released to the atmosphere.

  A turbocharger 60 is disposed on the left side of the cylinder head 5 and above the exhaust manifold 7. The turbocharger 60 includes a turbine case 61 with a built-in turbine wheel, a compressor case 62 with a built-in blower wheel, and a center housing 63 that is a connecting portion between the turbine case 61 and the compressor case 62. A lubricating oil feed pipe 64 (lubricating pipe) that branches from a lubricating oil feed passage 79 (see FIG. 23) inside the cylinder block 4 and lubricates the rotating parts in the center housing 63 is connected to the upper portion of the center housing 63. Has been. A lower part of the center housing 63 is connected to a lubricating oil return pipe 65 that returns the lubricating oil injected into the center housing 63 to a lubricating oil return passage (not shown) inside the cylinder block 4.

  An exhaust side inlet 61 a of the turbine case 61 is connected to an exhaust gas outlet of the exhaust manifold 7. That is, the exhaust gas discharged from each cylinder of the engine 1 to the exhaust manifold 7 is discharged to the outside via the turbocharger 60. For example, a silencer or a tail pipe is connected to the exhaust side outlet 61b of the turbine case 61 via an exhaust pipe, and the exhaust gas is externally transmitted from the exhaust side outlet 61b of the turbocharger 60 via the silencer or the tail pipe. Discharge.

  An intake inlet 62a (intake side inlet of the turbocharger) side of the compressor case 62 is connected to a fresh air outflow side of an air cleaner (not shown) via a second intake pipe 92, a first intake pipe 91, and the like. An intake outlet 62b (an intake side outlet of the turbocharger) side of the compressor case 62 is connected to the intake manifold portion 6 of the valve arm chamber integrated intake manifold 8 via an intake relay pipe 66. That is, fresh air removed by the air cleaner is sent from the compressor case 62 to the intake manifold section 6 via the intake relay pipe 66 and then supplied to each cylinder of the engine 1.

  Next, the configuration of the valve arm chamber integrated intake manifold 8 will be described with reference to FIGS. As described above, the valve arm chamber integrated intake manifold 8 includes the intake manifold portion 6 (intake manifold) extending in the front-rear direction at the left side portion and the valve arm chamber portion 90 extending in the front-rear direction at the right side portion. (Valve arm chamber). The valve arm chamber integrated intake manifold 8 divides the intake manifold portion 6 and the valve arm chamber portion 90 by a partition wall 101, so that the intake manifold portion 6 and the valve arm chamber portion 90 are closed.

  The upper surface of the intake manifold portion 6 is covered with an intake lid portion 102. The intake lid portion 102 is screwed to the upper surface of the side wall of the intake manifold portion 6 at two locations, and is bolted to the cylinder head 5 via the intake manifold portion 6 at six locations. In addition, the valve arm chamber integrated intake manifold 8 is bolted to the cylinder head 5 at three positions on the peripheral portion on the valve arm chamber 90 side.

An intake inlet 103 protrudes upward from the upper surface of the intake lid 102. In addition, three intake outlets 104 connected to intake ports for three cylinders provided on the upper surface of the cylinder head 5 are formed on the bottom surface of the intake manifold portion 6 side by side in the front-rear direction of the engine 1. Two injector installation recesses 125 are provided on the right side surface of the intake manifold section 6. The injector installation recess 125 is disposed at a position between the adjacent intake outlets 104 and 104. That is, in the example of the present embodiment, in the intake manifold portion 6 of the intake manifold 8, the two injector installation recesses 125 and 3 are arranged in the direction along the output shaft 3 of the engine 1.
Two intake outlets 104 are alternately arranged.

  The injector installation recess 125 is formed by cutting out the bottom side portion of the intake manifold portion 6 from the right side surface to the partition wall 101. The cylinder head 5 and the injector installation recess 125 form a space for installation of the injector 15 opened on the right side. The injector 15 is inserted into the cylinder head 5 below the injector installation recess 125. Since the right side of the injector installation recess 125 is open, the fuel injection pipe 36 and the fuel return pipes 39 and 40, which connect the fuel injection pump device 14 and the injector 15 installed on the right side of the cylinder head 5, respectively, have a short path. Can be plumbed and the piping work can be simplified.

  A blow-by gas reducing device 69 for reducing the blow-by gas to the intake system is projected from the upper part of the valve arm chamber 90. The blow-by gas reduction device 69 includes a gas outlet portion 111 in which a part of the upper surface of the valve arm chamber integrated intake manifold 8 is expanded upward. A gas pressure regulating valve 112 is disposed on the upper surface of the gas outlet 111. A blow-by gas outlet 67 is provided on the left side of the gas outlet 111.

  Inside the gas lead-out part 111, a gas lead-out path 111a, a part of which also serves as a pressure control chamber, and a gas lead-out path 111b connected to the blow-by gas lead-out port 67 are formed. The gas outlet passage 111 a extends from the lower part of the gas outlet part 111 to the upper part inside the gas outlet part 111. Further, a part of the gas outlet passage 111a is formed in an annular shape so as to surround the periphery of the opening of the gas outlet passage 111b at the upper surface portion of the gas outlet portion 111, and also serves as a pressure control chamber. The gas outlet passage 111 b is guided downward from the upper surface portion of the gas outlet portion 111, then bent to the left side surface of the gas outlet portion 111 and connected to the blow-by gas outlet port 67.

  The gas pressure regulating valve 112 includes a valve case 122 and a pressure control diaphragm 123. The valve case 122 is disposed on the upper surface of the gas outlet 111. The valve body 124 of the diaphragm 123 is disposed between a gas outlet passage 111 a also serving as a pressure control chamber and a gas outlet passage 111 b connected to the blow-by gas outlet 67. The flow between the gas outlet passage 111a and the gas outlet passage 111b is normally blocked by the valve body 124. When the pressure in the outlet passage 111a exceeds a certain level, the diaphragm 123 is pressed upward, and the valve body 124 is The valve is moved upward to open, and the outlet passages 111a and 111b are connected.

  In the valve arm chamber 90, a gas introduction chamber 113 and an internal passage 114 are formed at the bottom of the gas outlet portion 111. Blow-by gas leaked from the combustion chamber of the engine 1 or the like to the upper surface side of the cylinder head 5 is taken into the gas introduction chamber 113. The internal passage 114 connects between the gas outlet passage 111a and the gas introduction chamber 113. A shielding plate 115 is fixed to the bottom of the gas outlet 111 by screws 117. The bottom surface side of the gas introduction chamber 113 and the internal passage 114 is closed by the shielding plate 115 with respect to the upper surface side of the valve arm chamber portion 90.

  A cylindrical gas introduction portion 116 is fixed to the bottom side opening of the gas introduction chamber 113 provided in the shielding plate 115. The gas introduction part 116 is close to the left side inner wall in the valve arm chamber part 90. A gas outlet of the gas introduction unit 116 is disposed in the gas introduction chamber 113. Further, the gas inlet of the gas introduction part 116 is disposed in the valve arm chamber 90 at a position near the cylinder head 5. The gas introduction part 116 is provided with a lid member at the upper end, and the blow-by gas in the valve arm chamber part 90 is supplied to the valve arm chamber while preventing liquid lubricant from directly entering the gas introduction chamber 113 from the cylinder head 5 side. The gas is introduced into the gas introduction chamber 113 of the blow-by gas reduction device 69 located above the cylinder head 5 in the portion 90.

A partition wall 118 that partitions the gas introduction chamber 113 and the internal passage 114 is provided at the bottom of the gas outlet 111. The partition wall 118 is provided apart from the peripheral wall 119 of the blow-by gas reduction device 69, and a gas introduction chamber 113 and a plurality of internal passages 114 are formed between the partition wall 118 and the peripheral wall 119. The plurality of internal passages 114 are arranged in a labyrinth to form a labyrinth structure.

  Oil trap members 120 such as steel wool, for example, for capturing mist-like lubricating oil in blow-by gas are disposed at two locations between the partition wall 118 and the peripheral wall 119, respectively. In this embodiment, oil trap members 120 are arranged in the longitudinal direction of the engine 1 with the partition wall 118 interposed therebetween. The oil trap member 120 is disposed between the gas introduction chamber 113 and the internal passage 114.

  As shown in FIG. 9, two beam-like partition walls 121 projecting downward and projecting downward are provided at two positions on the inner upper surface of the gas introduction chamber 113 with the gas introduction portion 116 interposed therebetween. The beam-like partition wall 121 is installed above the oil trap material 120 between the oil trap material 120 and the gas introduction chamber 113. A space surrounded by the peripheral wall 119, the upper surface of the oil trap member 120, and the beam-like partition wall 121 constitutes a part of the internal passage 114 through which blow-by gas flows.

  The blow-by gas in the valve arm chamber 90 is introduced into the blow-by gas reduction device 69 from the gas outlet 111, and the gas inlet chamber 113, the labyrinth internal passage 114, the gas outlet passage 111a, the valve body 124 of the diaphragm 123, and the like. The lubricating oil component and the like are removed by each passage and the oil trap member 120 through the gas outlet passage 111b, and then sent to the blow-by gas outlet 67. The blow-by gas from which the lubricating oil component and the like are removed is reduced to the intake system from the blow-by gas outlet 67 through the blow-by gas return pipe 68 (see FIG. 6).

  In the engine 1 of this embodiment, the valve arm chamber integrated intake manifold 8 integrally formed of the intake manifold portion 6 and the valve arm chamber portion 90 is disposed on the upper surface of the cylinder head 5. The valve arm chamber 90 can be laid out compactly. Further, a blow-by gas reducing device 69 is provided on the upper part of the valve arm chamber 90 and is connected to a blow-by gas outlet 67 provided on the side surface of the blow-by gas reducing device 69 (gas pipe line). Thus, the blow-by gas is led out to the intake side inlet 62a of the turbocharger 60, so that the turbo-supercharger 60 and the blow-by gas reduction device 69 can be arranged close to each other to be compactly laid out.

  Furthermore, by providing the blow-by gas outlet 67 on the side surface of the blow-by gas reducing device 69, it is possible to give a degree of freedom to the arrangement of the blow-by gas return pipe 68 connected to the blow-by gas outlet 67. Further, since the blow-by gas reducing device 69 projects from the upper portion of the valve arm chamber 90, it is possible to suppress the volume inside the valve arm chamber 90 from being reduced due to the arrangement of the blow-by gas reducing device 69. As a result, the valve arm chamber 90 and the valve arm chamber integrated intake manifold 8 do not significantly increase the external dimensions of the valve arm chamber integrated intake manifold 8, and a sufficient valve against the increase in blow-by gas accompanying the installation of the turbocharger 60 is achieved. Arm chamber volume can be secured.

  Further, since the blow-by gas outlet 67 provided on the side surface of the blow-by gas reduction device 69 and the turbocharger 60 can be disposed close to each other, the blow-by gas return pipe 68 can be easily laid out and the pipe length can be shortened. By shortening the length of the blow-by gas return pipe 68, it is possible to avoid a closed state of the blow-by gas return pipe 68 due to freezing or bending of the blow-by gas return pipe 68.

Further, in the engine 1 of this embodiment, since the plurality of internal passages 114 in the blow-by gas reduction device 69 constitute a labyrinth-like labyrinth structure, the labyrinth structure is formed in the blow-by gas reduction device 69, The labyrinth structure can be made compact without significantly increasing the volume of the valve arm chamber 90 and thus the external dimensions of the valve arm chamber integrated intake manifold 8, and the lubricating oil, unburned fuel, etc. contained in the blow-by gas Can be removed by the labyrinth structure.

  Further, in the engine 1 of this embodiment, since the oil trap material 120 is disposed between the partition wall 118 that partitions the gas introduction chamber 113 and the internal passage 114 and the peripheral wall 119 of the blow-by gas reduction device 69, the partition wall The blow-by gas that bypasses 118 and flows from the gas outlet of the gas introduction part 116 to the internal passage 114 can pass through the oil trap material 120, and the lubricant oil contained in the blow-by gas is removed by the oil trap material 120. it can.

  Moreover, in the engine 1 of this embodiment, the beam-shaped partition wall 121 installed in the upper position rather than the oil trap material 120 between the oil trap material 120 and the gas introduction chamber 113, the oil trap material 120 upper surface, and a surrounding wall Since the space surrounded by 119 is a part of the internal passage 114, the blow-by gas passes from the gas outlet of the gas introduction part 116 through the gas introduction chamber 113 and the oil trap material 120 to the upper surface side of the oil trap material 120. The lubricating oil contained in the blow-by gas can be removed by the oil trap material 120.

  Next, the configuration of the intake pipe and its surroundings will be described with reference to FIGS. In the engine 1 of this embodiment, the first intake pipe 91 whose one end (upstream side) is connected to an air cleaner (not shown) is disposed at a position between the cooling fan 9 and the blow-by gas outlet 67. Specifically, the first intake pipe 91 is disposed at a position above the cooling water pump 21 on the front side (front and rear side surfaces) of the engine 1. One end of the first intake pipe 91 constitutes a new air flow inlet 91a.

  The first intake pipe 91 is made of metal, for example, and has an outer appearance that is substantially T-shaped. A new air flow inlet 91a of the first intake pipe 91 is opened toward the right side (left and right other side surfaces) of the engine 1. A new air flow outlet 91b provided at the other end (downstream side) of the first intake pipe 91 facing the new air flow inlet 91a is opened toward the left side of the engine 1 (one side on the left and right sides). The external appearance of the first intake pipe 91 between the new air flow inlet 91a and the new air flow outlet 92b has a substantially straight cylindrical shape.

  On the outer peripheral surface of the first intake pipe 91, a substantially cylindrical connecting portion 91c protrudes outward and is integrally formed. The connecting portion 91c is provided at a site near the new air flow outlet 91b in the center of the first intake pipe 91. The blow-by gas inlet 91d on the distal end side of the connecting portion 91c is opened toward the blow-by gas outlet 67 side (the engine 1 rear side). The other end of the blowby gas return pipe 68 having one end connected to the blowby gas outlet 67 is connected to the blowby gas inlet 91d.

  A new air flow outlet 91 b of the first intake pipe 91 is connected to a new air flow inlet 92 a provided at one end of the second intake pipe 92. The second intake pipe 92 is made of, for example, resin and has a substantially L shape. A new air flow outlet 92 b provided at the other end of the second intake pipe 92 is connected to an intake inlet 62 a of the compressor case 62 of the turbocharger 60. An intake inlet 62a of the compressor case 62 is opened toward the cooling fan 9 side. The second intake pipe 92 is formed such that the one end 92a side is long and the other end 92b side is short with respect to the curved portion.

  Thus, in the engine 1 of this embodiment, the upstream side portion of the second intake pipe 92 connected to the intake inlet 62a of the turbocharger 60 and the first intake pipe 91 are piped in the left-right direction so that the engine 1 Since it extends to the right side, the intake pipes 91 and 92 connected to the turbocharger 60 can be laid out compactly without protruding from the front side of the engine 1.

  By the way, conventionally, when a supercharger is mounted on an engine having a small displacement of 3 cylinders or less, for example, if a straight intake pipe is attached to the intake side inlet of the supercharger, the engine is arranged on one side of the front and rear sides of the engine. In some cases, the space between the engine components such as cooling fans, fan shrouds, and radiators and the intake side inlet of the turbocharger becomes narrow, making it difficult to install the intake pipe. The engine 1 according to this embodiment includes engine components such as a cooling fan 9, a fan shroud 20, and a radiator 19 (see FIGS. 3 and 4) disposed on the front side of the engine 1, and an intake inlet 62 a of the turbocharger 60. Even when the space between the first intake pipe 91 and the first intake pipe 91 is secured, a space for connecting the fresh air pipe 99 (see FIG. 17) connected to the air cleaner (not shown) to the first intake pipe 91 can be secured. The ease of attaching and removing the new air pipe 99 is improved.

  As shown in FIGS. 15 to 18, the blow-by gas return pipe 68 extends from the blow-by gas outlet 67 toward the front side of the engine 1 and is connected to the connection portion 91 c of the first intake pipe 91. The first intake pipe 91 is inclined upward toward the connecting portion 91c. As a result, lubricating oil and unburned fuel adhering to the inner wall of the blow-by gas return pipe 68 can be prevented from flowing into the first intake pipe 91, and lubrication to the combustion air (fresh air) supplied to the engine 1 is achieved. It is possible to reduce contamination by oil and the like, and contamination due to lubricating oil or the like in the intake system path including the compressor case 62 of the turbocharger 60 and the like. Further, the upstream portion of the series of intake pipes 91 and 92 extends in the left-right direction toward the right side surface of the engine 1, so that the blow-by gas return pipe 68 connected to the connection portion 91 c of the first intake pipe 91 is provided. Can be arranged linearly in a plan view from the blow-by gas outlet 67, and the layout of the blow-by gas return pipe 68 is easy and the pipe length can be shortened. By shortening the length of the blow-by gas return pipe 68, it is possible to avoid a closed state of the blow-by gas return pipe 68 due to freezing or bending of the blow-by gas return pipe 68. Further, since the blow-by gas return pipe 68 is disposed immediately above the valve arm chamber integrated intake manifold 8, a closed state due to freezing of the blow-by gas return pipe 68 due to heat radiation of the engine 1 can be avoided. Further, most of the blow-by gas return pipe 68 is disposed so as to overlap the first intake pipe 91 in a front view, and the blow-by gas return pipe 68 exposed to the cooling fan 9 has a small area, so that the blow-by caused by the cooling air is blown. This contributes to prevention of freezing of the gas return pipe 68.

  As shown in FIGS. 15 to 17, the intake manifold portion 6 having the intake inlet 103 on the upper surface is disposed on the upper surface of the cylinder head 5, and the intake outlet 62 b of the turbocharger 60 is obliquely upward toward the right side surface of the engine 1. It is open toward. The intake inlet 103 and the intake outlet 62 b are connected by an intake relay pipe 66. The intake relay pipe 66 is extended obliquely upward from the intake outlet 62 b toward the right side surface of the engine 1, guided to the upper side of the blow-by gas return pipe 68, and curved in the horizontal direction above the blow-by gas return pipe 68. . Further, the intake relay pipe 66 is guided to the upper side of the intake manifold section 6 and is bent to the rear side of the engine 1, and further guided to the upper side of the intake inlet 103 and bent to the intake inlet 103. It is connected. This reduces the intake resistance by reducing the length of the intake relay pipe 66 compared to the configuration example in which the intake manifold is disposed on the side surface of the cylinder head and the configuration example in which the intake inlet is disposed on the side surface of the intake manifold. The combustion air can be introduced into the engine 1 without impairing the supercharging pressure obtained by the turbocharger 60. Further, since both the intake outlet 62b of the turbocharger 60 and the intake inlet 103 of the intake manifold section 6 are opened upward (diagonally upward), the layout of the intake relay pipe 66 is easy and the intake relay is performed. The ease of attaching the pipe 66 is improved.

As shown in FIGS. 5, 6, and 15 to 17, the intake relay pipe 66 passes above the valve arm chamber integrated intake manifold 8 and above the blow-by gas return pipe 68. Thus, the intake relay pipe 66 is effectively utilized in the space above the valve arm chamber integrated intake manifold 8 while the intake relay pipe 66 is separated from the head cover and the temperature rise of the combustion air due to the heat radiation of the engine 1 is suppressed. And a blow-by gas return pipe 68 can be arranged. Further, the blow-by gas return pipe 68 can be arranged in a straight line to shorten the piping length of the blow-by gas return pipe 68.

  As shown in FIG.16 and FIG.17, the cooling water pump 21 is provided with the thermostat case 85 which accommodates a thermostat. A thermostat cover 86 having a cooling water outlet 21 b connected to a cooling water pipe connected to the radiator 19 is provided on the top of the thermostat case 85. The thermostat cover 86 is disposed below the first intake pipe 91. The thermostat case 85 and the thermostat cover 86 constitute a part of the cooling water pump 21.

  The cooling water pump 21 includes a cooling water inlet 21a and a cooling water outlet 21b to which a cooling water feed pipe 87 and a cooling water return pipe 88 connected to the radiator 19 (see FIGS. 3 and 4) are connected. The cooling water inlet 21 a is provided in the main body of the cooling water pump 21. The cooling water outlet 21 b is provided in the thermostat cover 86. Both the cooling water inlet 21 a and the cooling water outlet 21 b are opened toward the right side surface of the engine 1.

  As shown in FIG. 16, upstream portions of the series of intake pipes 91 and 92 are inclined upward from the left side surface of the engine 1 toward the right side surface of the engine 1. Thereby, the height position of the turbocharger 60 is suppressed without increasing the height position of the intake port 62a of the turbocharger 60, and hence the height position of the turbocharger 60 itself. However, it is possible to secure an arrangement space for the other components of the engine 1 below the upstream portions of the intake pipes 91 and 92, in this embodiment, the thermostat cover 86 having the cooling water outlet 21b. Further, the space between the new air flow inlet 91a provided in the upstream side portion of the intake pipes 91 and 92 and other components arranged below the new air inlet 91a, in this embodiment, the thermostat cover 86 can be increased, and an air cleaner ( It is possible to secure a space for the operator to put his / her hand in the operation of attaching / detaching the fresh air pipe 99 connected to the new air flow inlet 91a of the first intake pipe 91 to improve the convenience of the work.

  Further, in the engine 1 of this embodiment, the new air flow inlet 91a of the first intake pipe 91, the cooling water inlet 21a and the cooling water outlet 21b of the cooling water pump 21 are opened toward the right side of the engine 1. Thereby, the installation work and maintenance work of the fresh air pipe 99 connected to the new air flow inlet 91a, the cooling water feed pipe 87 connected to the cooling water inlet 21a, and the cooling water return pipe 88 connected to the cooling water outlet 21b are performed. It can be performed from the same side of the engine 1 (in this embodiment, the right side of the engine 1), and the efficiency of these operations is improved.

  As shown in FIGS. 15 and 19, a partition wall 91 e is formed inside the first intake pipe 91. The partition wall 91e is formed from the new air flow inlet 91a toward the new air flow outlet 91b, and the internal space of the first intake pipe 91 is connected to the new air circulation space 91f connected from the new air flow inlet 91a to the new air flow outlet 91b. The blow-by gas distribution space 91g connected to the new air flow outlet 91b from the gas inlet 91d is separated. Since the first intake pipe 91 has such a structure, it is also called a three-way valve. With such a structure of the first intake pipe 91, the backflow of the blowby gas introduced into the first intake pipe 91 from the blowby gas inlet 91d toward the new airflow inlet 91a is suppressed.

  As shown in FIGS. 15 to 17, in the example of this embodiment, a sensor mounting seat 94 for mounting a temperature sensor 93 is formed in the first intake pipe 91. The temperature sensor 93 is attached to the sensor mounting seat 94 and measures the temperature of the air flowing through the fresh air circulation space 91f with the sensor portion inserted into the first intake pipe 91. Since the sensor portion of the temperature sensor 93 is disposed in the fresh air circulation space 91f separated from the blow-by gas circulation space 91g, contamination of the sensor portion due to a lubricating oil component or the like contained in the blow-by gas is prevented.

Next, an exhaust system component and its peripheral configuration will be described with reference to FIGS. An exhaust inlet 61 a of the turbocharger 60 is connected to an exhaust gas outlet 130 (exhaust side outlet) provided on the upper surface of the exhaust manifold 7. The exhaust manifold 7 having exhaust gas inlets 131 for three cylinders is fixed to the left side surface of the cylinder head 5 by six mounting bolts 132. The exhaust manifold 7 includes two bolt insertion holes that sandwich the exhaust gas inlet 131 in the vertical direction for each peripheral portion of the exhaust gas inlet 131. The bottom surface side of the exhaust manifold 7 is formed in a bifurcated shape under the exhaust gas outlet 130, which is a front branch portion 133 and a rear branch portion 134. An exhaust gas inlet 131 for one cylinder is disposed at the front branch portion 133, and an exhaust gas inlet 131 for two cylinders is disposed at the rear branch portion 134.

  A lubricant feed pipe 64 and a lubricant return pipe 65 are connected to the center housing 63 of the turbocharger 60. One end of the lubricating oil feed pipe 64 is connected to a lubricating oil feed passage 79 (see FIG. 23) inside the cylinder block 4 by a lubricating oil introduction joint 135 at a position near the rear of the central portion of the right side surface of the cylinder block 4. The other end of the lubricating oil feed pipe 64 is connected to the upper portion of the center housing 63 by a lubricating oil lead-out joint 136.

  The lubricating oil feed pipe 64 is guided upward from the lubricating oil introduction joint 135, then bent rearward and obliquely upward, and guided to the vicinity of the rear side of the upper right portion of the right side surface of the cylinder block 4. Further, the lubricating oil feed pipe 64 is guided from the right side surface of the cylinder block 4 to the left side surface via the rear side surface along the upper end portion of the cylinder block 4. A midway portion of the lubricating oil feed pipe 64 is fixed at a position facing the upper end of the rear side surface of the cylinder block 4 by a pipe locking member 137 bolted to the cylinder head 5. The lubricating oil feed pipe 64 guided to the left side of the cylinder block 4 is bent upward on the rear side of the exhaust manifold 7 and then guided to a position higher than the upper surface of the cylinder head 5 and bent forward. Yes. Further, the lubricating oil feed pipe 64 passes through the upper part of the rear branch portion 134 of the exhaust manifold 7 and is led to a position between the exhaust gas outlet 130 and the left side surface of the valve arm chamber integrated intake manifold 8. After being guided obliquely upward, it is bent obliquely upward to the left and further bent substantially horizontally, and is connected to a lubricating oil lead-out joint 136 attached to the center housing 63 of the turbocharger 60.

  Thus, the lubricating oil feed pipe 64 bypasses the rear side surface of the engine 1 from the right side surface of the engine 1 toward the left side surface, and from the rear side of the exhaust manifold 7 on the left side surface of the engine 1. The exhaust manifold 7 is bypassed around the outer periphery of the exhaust manifold 7, and is piped upward from the exhaust manifold 7. Further, since the lubricant feed pipe 64 is piped around the outer periphery of the exhaust manifold 7, the lubricant feed pipe 64 is attached to the engine 1 by the lubricant introduction joint 135 and the pipe locking member 137. However, the lubricating oil feed pipe 64 does not become an obstacle when the exhaust manifold 7 is attached, and the efficiency of the assembly work of the engine 1 is improved.

  One end of the lubricating oil return pipe 65 is connected to a pipe flange member 138 that is bolted to the lower portion of the center housing 63, and the other end is connected to the lubricating oil return joint 140 via an elastic piping member 139 made of rubber resin, for example. It is connected to the. The lubricating oil return pipe 65 is guided downward from the pipe flange member 138, then bent rearward and obliquely downward, and guided to the left side of the exhaust manifold 7 and below the exhaust gas outlet 130. Further, the lubricating oil return pipe 65 is guided obliquely downward to the right along the left side surface of the exhaust manifold 7 toward the branch part of the front branch part 133 and the rear branch part 134, and obliquely right below the exhaust manifold 7. It is bent forward and obliquely downward to the right and guided to the vicinity of the left side surface of the cylinder block 4, and further bent downward and connected to one end of the elastic piping member 139. The elastic piping member 139 has a cylindrical shape and is piped in the vertical direction. The other end of the elastic piping member 139 is connected to a lubricating oil return joint 140 disposed at the front portion of the right side center portion of the cylinder block 4. The lubricating oil return joint 140 is disposed below the center housing 63 when viewed from the left side.

  In the engine 1 of this embodiment, since the lubricating oil return pipe 65 for extracting the lubricating oil from the turbocharger 60 is piped downward along the bifurcated portion on the bottom surface of the exhaust manifold 7, the lubricating oil return pipe 65 can be connected to the left side of the engine 1 in a compact manner.

  By the way, in recent years, with the background of market demands such as low fuel consumption and cost reduction, the engine has been made more compact by adding a supercharger, and the production volume of engines with small displacement superchargers is expected to increase significantly. On the other hand, conventionally, small-displacement industrial diesel engines with a turbocharger specification and the number of production are few, and when a turbocharger is mounted on the engine, assembly of the peripheral parts of the turbocharger is an extension of a naturally aspirated engine As the exhaust manifold, supercharger, lube oil pipes were set to step on. Therefore, the assembly of the peripheral parts of the turbocharger is performed over a long time by putting it in a separate assembly cell for the turbocharger specification from the assembly line, and it takes time in the conventional assembly method, so the number of production required Cannot handle.

  In response to such a demand, the engine 1 of this embodiment has been improved so that the exhaust manifold 7, the turbocharger 60, and the lubricant return pipe 65 can be assembled into the engine 1 in a structured state. As shown in FIG. 20, the component layout of the exhaust manifold 7, the turbocharger 60, and the lubricant return pipe 65 is viewed from the left side of the engine 1 so as not to obstruct the mounting of the exhaust manifold 7 to the cylinder head 5. The mounting bolt 132 is exposed. Further, the lubricating oil return pipe 65 is an elastic piping member so that one worker can perform bolt tightening work of the exhaust manifold 7 with the exhaust manifold 7, the turbocharger 60 and the lubricating oil return pipe 65 being assembled. 139 to the lubricating oil return joint 140. The operator first connects the lubricating oil return joint 140 to the cylinder block 4, and the lubricating oil return pipe 65, the elastic piping member 139 and the lubricating oil return joint 140 can be used as one of the supports during assembly, and the elastic piping member 139. By deforming, the irreversible plastic deformation of the lubricating oil return pipe 65 can be prevented.

  As a result, it is easy for an operator to assemble the assembled parts including the exhaust manifold 7, the turbocharger 60, and the lubricating oil return pipe 65, and the assembly parts for the exhaust system are scheduled to be produced. By assembling in advance, the assembly work can be concentrated and the line work can be smoothed. Furthermore, the increase in assembly man-hours from the naturally aspirated specification of the turbocharged specification engine can be minimized on the line, and it can respond to the increase in production. Further, the assembly process performed in the assembly space dedicated to the turbocharger specification is performed on the exhaust system parts such as the assembled parts including the exhaust manifold 7, the turbocharger 60, and the lubricant return pipe 65, and the lubricant feed pipe 64. By limiting to the mounting process, it is possible to save space at the assembly site.

  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. The engine device of the present invention is mounted on a working machine such as a lawn mower, a construction engineering machine, an agricultural machine, and an engine generator.

1 Engine 4 Cylinder block 5 Cylinder head 6 Intake manifold section (intake manifold)
7 Exhaust manifold 8 Valve arm chamber integrated intake manifold (head cover)
19 Radiator 20 Fan shroud 21 Cooling water pump 21a Cooling water inlet 21b Cooling water outlet 60 Turbocharger 61a Exhaust inlet (exhaust side inlet)
61b Exhaust outlet 62a Intake inlet (intake side inlet)
62b Intake outlet (intake side outlet)
64 Lubricating oil feed pipe (lubricating pipe)
65 Lubricating oil return pipe (return pipe)
66 Inlet relay pipe 67 Blow-by gas outlet 68 Blow-by gas return pipe 69 Blow-by gas reduction device 90 Valve arm chamber (valve arm chamber)
91 First intake pipe 91a New airflow inlet 92 Second intake pipe 92b New airflow outlet 101 Bulkhead 130 Exhaust gas outlet (exhaust side outlet)
131 Exhaust gas inlet 139 Elastic piping member

Claims (6)

In the engine device in which the exhaust side inlet of the supercharger is connected to the exhaust manifold provided on the left and right sides of the engine,
The supercharger is disposed above the exhaust manifold,
An oil supply pipe for injecting lubricating oil to the supercharger is piped around the front and rear side surfaces of the engine from the left and right other side surfaces of the engine toward the left and right side surfaces, and the left and right side surfaces of the engine The engine device according to claim 1, wherein the engine device is piped from one side of the exhaust manifold to the upper side of the exhaust manifold, bypassing the outer periphery of the exhaust manifold.   The exhaust manifold has a bifurcated bottom surface facing the exhaust side outlet, and a return pipe for extracting lubricating oil from the supercharger faces downward along the bifurcated portion of the exhaust manifold bottom surface. The engine device according to claim 1, wherein the engine device is piped.   The engine device according to claim 2, wherein an end portion of the return pipe opposite to the supercharger is connected to a cylinder block via an elastic piping member having elasticity. The exhaust manifold is installed on the side of the cylinder head, and the intake manifold is installed on the upper surface of the cylinder head.
An intake side outlet of the supercharger extends obliquely upward toward the cylinder head side, and communicates with an intake inlet provided on an upper surface of the intake manifold via an intake relay pipe. The engine device according to any one of claims 1 to 3. The intake manifold is integrally formed with a head cover that covers the valve arm chamber on the upper surface of the cylinder head, and a blow-by gas reducing device that returns blow-by gas to the intake system protrudes above the valve arm chamber in the head cover. And
The engine device according to claim 4, wherein the blow-by gas reduction device is disposed between the supercharger and the intake manifold. An intake pipe having a shape bent in an L shape is connected to an intake side inlet of the supercharger, and a gas pipe connected to a blowby gas outlet provided on one of the left and right sides of the blowby gas reduction device is the intake pipe. Connected to the middle part of
The downstream portion of the intake pipe is piped in the front-rear direction, and the upstream portion of the intake pipe is piped in the left-right direction and extends to the left and right other side surfaces,
The gas pipe routed in the front-rear direction is inclined upward from the blow-by gas outlet to the connection with the intake pipe and is crossed at the lower side of the intake relay pipe. The engine device according to claim 5, wherein

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