JP2013148046A - Ship engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a ship engine having a small size in a parallel arrangement direction and having good maintenance workability, while preventing a decrease in layout degree of freedom.SOLUTION: A ship engine is provided with: a first supercharger 22; a first intercooler 23; a second supercharger 24; and a second intercooler 26. The first supercharger 22 is disposed at one end of the ship engine in a crank shaft direction. The first intercooler 23 and the second supercharger 24 are disposed at an end of the ship engine in the apparatus width direction. Furthermore, the first intercooler 23 and the second supercharger 24 are disposed side by side in the crank shaft direction. The second intercooler 26 is disposed at the other end of the ship engine in the crank shaft direction, i.e., the side opposite the first supercharger 22.

Description

  The present invention relates to a marine engine including two superchargers and two intercoolers.

  2. Description of the Related Art Conventionally, a configuration (two-stage supercharging system) including two superchargers is known for engines such as cars and ships. In the two-stage supercharging system, air is compressed and sent to the cylinder side by rotating the turbine of the first supercharger using the exhaust gas discharged from the cylinder. The second supercharger further compresses the air compressed by the first supercharger and then sends the air to the cylinder. Thereby, since the flow volume of the air supplied to a cylinder can be increased, the output of an engine can be improved.

  Since the air compressed by the supercharger becomes high temperature, the density decreases (mass flow rate decreases). Therefore, an intercooler for cooling high-temperature air is disposed at the subsequent stage of the supercharger. In Patent Documents 1 to 3, two intercoolers are arranged in the rear stage of the first supercharger and the rear stage of the second supercharger (a configuration in which two intercoolers are arranged in total). A stage supercharging system is disclosed. Patent Documents 1 to 3 disclose engines for construction machines such as power shovels, automobile engines, aircraft engines, and the like as objects to which the two-stage turbocharging system is applied.

  As another configuration of the two-stage supercharging system, there is known a configuration in which two superchargers and one intercooler are provided, and air that has passed through the two superchargers is cooled by one intercooler. It has been. This type of two-stage turbocharging system is employed in an engine (marine engine) mounted on a ship.

JP 2011-99332 A JP 2011-163001 A Japanese Patent No. 3953636

  However, in this two-stage supercharging system, since the gas compressed by the two superchargers is cooled by one intercooler, an intercooler with high cooling performance (that is, a large size) is required. For this reason, when this two-stage supercharging system is adopted, the position of another device must be determined in consideration of the size of the intercooler, so that the degree of freedom of device layout is reduced.

  In addition to the above, in the marine engine, it is necessary to determine the layout in consideration of the following points. That is, since a plurality of marine engines may be juxtaposed on the marine vessel, the marine engine preferably has a layout that reduces the size in the juxtaposed direction. Moreover, a marine engine may be arrange | positioned at the lower part of a ship body, and an operator may get on the upper surface of a marine engine and may perform a maintenance. Therefore, in the marine engine, a layout that allows easy maintenance from the top surface is preferable.

  As described above, in the marine engine, it is necessary to determine the arrangement of the intercooler in consideration of the above points. In an engine such as a construction machine or an automobile, it is common that the supercharger and the intercooler are arranged not in the vicinity of the cylinder block but in a slightly separated position. For this reason, the placement of the intercooler was rarely a problem.

  SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and its main purpose is a marine vessel having a small size in the side-by-side direction and good maintenance workability while preventing a reduction in the degree of freedom of layout. To provide an engine.

Means and effects for solving the problems

  The problems to be solved by the present invention are as described above. Next, means for solving the problems and the effects thereof will be described.

  According to an aspect of the present invention, a marine engine having the following configuration is provided. That is, this marine engine includes a first supercharger, a first intercooler, a second supercharger, and a second intercooler. The first supercharger supplies air using exhaust gas. In the first intercooler, the gas that has passed through the first supercharger flows and cools the gas that has become high temperature by the first supercharger. In the second supercharger, the gas that has passed through the first intercooler flows in and supplies air using exhaust gas. The gas that has passed through the second supercharger flows into the second intercooler, and cools the gas that has become high temperature by the second supercharger. In this marine engine, the first supercharger is disposed at one end portion in the crankshaft direction, and the second intercooler is disposed at the other end portion in the crankshaft direction. The first intercooler and the second supercharger are arranged side by side in the crankshaft direction so that the first intercooler is positioned on the first supercharger side.

  Thereby, the freedom degree of the layout of a marine engine can be improved compared with the structure provided with one intercooler. In addition, since the first supercharger and the second intercooler are disposed at one end and the other end of the marine engine in the crankshaft direction, the size in the direction perpendicular to the crankshaft direction (device width direction) is reduced. Can be suppressed. Therefore, for example, when a plurality of engines are arranged side by side in the apparatus width direction, the space of the ship can be used effectively. Further, this configuration can easily access the supercharger and the like as compared with the configuration in which the supercharger and the like are arranged in the height direction of the engine. Accordingly, maintenance workability can be improved.

  The marine engine preferably has the following configuration. That is, this marine engine includes a flat plate-like cover that covers the valve cover. Further, when viewed in the thickness direction of the plate cover, the first supercharger, the first intercooler, the second supercharger, and the second intercooler are arranged in four directions of the plate cover. Only three of them are placed.

  Thereby, the worker can get on the plate-like cover (top cover) and maintain the supercharger and the like. Therefore, workability can be improved and damage to the piping can be prevented. Further, since the superchargers and the like are arranged only in three of the four sides of the plate-like cover, the operator can maintain a plurality of superchargers and the like without changing his / her own direction. Therefore, workability can be improved also from this viewpoint.

  The marine engine preferably has the following configuration. That is, at least a part of the upper surface (of the marine engine) and the surface of the plate cover coincide with each other. Further, when the height that bisects the center of the top surface and the bottom surface that is the opposite surface is a reference height, the first supercharger, the first intercooler, the second supercharger, And all the said 2nd intercooler is arrange | positioned above the said reference height.

  Thereby, since a supercharger etc. are arrange | positioned in the upper part (near plate-shaped cover) of a marine engine, workability | operativity can be made still more favorable.

  The marine engine preferably has the following configuration. That is, this marine engine includes an air supply manifold into which the gas that has passed through the second intercooler flows. In this marine engine, a gas path from the first supercharger to the first intercooler is shorter than a gas path from the first intercooler to the second supercharger, and the second A gas path from the supercharger to the second intercooler is shorter than a gas path from the second intercooler to the air supply manifold.

  Thereby, the path | route through which the gas heated high by the supercharger can be made comparatively short. Therefore, since the part which needs to be covered with a heat insulating material etc. among the whole air supply pipe | tube can be shortened, cost can be reduced.

1 is a perspective view of a marine engine according to an embodiment of the present invention. The perspective view which looked at the marine engine from the other direction. The top view of a marine engine. The front view of a marine engine. The perspective view which shows the positional relationship of the apparatus of an air supply system.

  Next, embodiments of the present invention will be described with reference to the drawings. 1 and 2 are perspective views of the marine engine 1. FIG. FIG. 3 is a plan view of the marine engine 1. FIG. 4 is a front view of the marine engine 1. FIG. 5 is a perspective view showing a positional relationship of devices constituting the two-stage supercharging system. In the following description, as shown in FIG. 1, the vertical direction of the marine engine 1 is referred to as the height direction, and the longitudinal direction of the crankshaft 61 (see FIG. 3) of the marine engine 1 is referred to as the crankshaft direction. A direction perpendicular to both the height direction and the crankshaft direction is referred to as a device width direction. Further, the upper side in FIG. 1 (the side on which a later-described top cover 10 is disposed) in the height direction is defined as the upper side.

  The marine engine 1 of this embodiment is an inboard type diesel engine mounted on a vessel such as a pleasure boat. Further, the marine engine 1 employs a two-stage supercharging system.

  The marine engine 1 includes a top cover (plate cover) 10 as shown in FIGS. The top cover 10 is configured in a flat plate shape, and is arranged so that the thickness direction coincides with the height direction. A valve cover, a cylinder block, and the like are disposed below the top cover 10.

  As shown in FIG. 1 and the like, the two-stage supercharging system of the marine engine 1 includes a first supercharger 22, a first intercooler 23, a second supercharger 24, a second intercooler 26, and the like. It is comprised by the supply pipes 21a-21d which connect.

  The first supercharger 22 includes a turbine and a compressor inside the housing. The turbine is configured to rotate using exhaust gas. The compressor is connected to the same shaft as the turbine and rotates as the turbine rotates. The 1st supercharger 22 can compress air and can supply air compulsorily, when a compressor rotates. With this configuration, the flow rate of the air supplied to the cylinder using the exhaust gas can be increased, so that the output of the marine engine 1 can be increased. In addition, since air is rapidly compressed by inhaling by the 1st supercharger 22, the said air becomes high temperature. This high-temperature air is sent to the first intercooler 23 through the air supply pipe 21a.

  A plurality of cooling pipes through which seawater flows are arranged inside the housing of the first intercooler 23. The air sent from the first supercharger 22 is configured to flow around the cooling pipe. With this configuration, the first intercooler 23 can cool the air sent from the first supercharger 22 by heat exchange with seawater. The air cooled by the first intercooler 23 is sent to the second supercharger 24 through the air supply pipe 21b.

  The 2nd supercharger 24 is the structure equivalent to the 1st supercharger 22, and can compress the air sent out from the 1st intercooler 23 using exhaust gas. This compressed air becomes high temperature as described above. And this high temperature air is sent to the 2nd intercooler 26 via the air supply pipe | tube 21c.

  The expansion tank 25 is a tank that temporarily stores fresh water for expansion when the fresh water for cooling expands.

  The 2nd intercooler 26 is the structure equivalent to the 1st intercooler 23, and cools the air sent out from the 2nd supercharger 24 by heat exchange with seawater. The air cooled by the second intercooler 26 is sent to the air supply manifold 28 via the air supply pipe 21d. Note that an air supply throttle 27 for adjusting the flow rate and ratio of the air supplied to the cylinder and the exhaust gas is arranged in the air supply pipe 21d.

  A common rail, a fuel injection device, a cylinder, and the like are disposed on the cylinder head inside the top cover 10. The marine engine 1 can generate power by moving the piston up and down by injecting fuel after further compressing the supplied compressed air in the cylinder. The power generated here is transmitted to the propulsion device or the like via the crankshaft 61 shown in FIG.

  In the present embodiment, the flywheel housing 62 (FIG. 4) is disposed at the end of the crankshaft 61 on the first supercharger 22 side. A clutch (not shown) is connected to the flywheel in the flywheel housing 62. Thereby, the output of the marine engine 1 can be transmitted to the propulsion device or the like, or shut off.

  All or part of the exhaust gas exhausted from the cylinder is sent to the first supercharger 22 and the second supercharger 24 via an exhaust manifold and an exhaust pipe. This exhaust gas is used to rotate the turbine as described above.

  In addition to the above, the exhaust gas is sent to the EGR pipe 31 shown in FIG. 2 through the exhaust pipe and the like. The EGR pipe 31 is connected to the air supply pipe 21d. With this configuration, by supplying a part of the exhaust gas to the cylinder again, it is possible to reduce nitrogen oxides in the exhaust gas and improve fuel efficiency.

  Further, an EGR cooler 32 and an EGR sensor 33 are disposed in the vicinity of the EGR pipe 31. The EGR cooler 32 cools the air sent to the air supply side via the EGR pipe 31 by heat exchange with fresh water or the like. The EGR sensor 33 measures how much exhaust gas has been sent to the supply side via the EGR pipe 31.

  In the present embodiment, the EGR pipe 31, the EGR cooler 32, and the EGR sensor 33 are below the air supply pipe 21d and on the opposite side to the first intercooler 23, the second supercharger 24, and the like in the apparatus width direction. Arranged at the end. Further, the EGR pipe 31 and the like are disposed outside the air supply manifold 28.

  The marine engine 1 includes an oil pan 41 on the surface (bottom surface) opposite to the top cover 10 in the height direction. The oil pan 41 is a member for accumulating engine oil supplied into the engine (cylinder, crankshaft 61, etc.). The engine oil stored in the oil pan 41 is sent into the engine by an oil pump.

  The engine oil delivered by the oil pump passes through the oil filter 42 shown in FIG. Thereby, metal powder, dust, etc. contained in engine oil can be removed. Engine oil is used not only for lubrication and airtightness maintenance in the engine, but also for cooling the engine interior. Therefore, the marine engine 1 includes an unillustrated oil cooler for cooling engine oil in order to effectively cool the inside of the engine. The oil cooler can cool the engine oil by exchanging heat with seawater or fresh water.

  In the present embodiment, the oil filter 42 is disposed near the end in the crankshaft direction of the marine engine 1 and below the second intercooler 26. The oil filter 42 is disposed at least on the inner side (side closer to the crankshaft 61) than the air supply pipe 21d in a plan view. Thereby, the oil filter 42 can be protected from the outside. Further, an oil cooler (not shown) is disposed on the inner side (side closer to the crankshaft 61) than the EGR cooler 32.

  Next, the arrangement of devices constituting the two-stage supercharging system of the present embodiment will be described from various viewpoints. In the following description, the devices constituting the two-stage supercharging system (the first supercharger 22, the first intercooler 23, the second supercharger 24, and the second intercooler 26) are collectively referred to as “supercharging. It may be referred to as “machine etc.”.

  First, with reference to a plan view (FIG. 3), the arrangement of the supercharger and the like in the plan view will be described. Since the thickness direction and the height direction of the top cover 10 coincide with each other as described above, the plan view in the present embodiment can also be referred to as “a view seen in the thickness direction of the top cover 10”.

  The first supercharger 22 is disposed at one end of the marine engine 1 in the crankshaft direction. The first intercooler 23 and the second supercharger 24 are both disposed at one end of the marine engine 1 in the device width direction. The first intercooler 23 and the second supercharger 24 are arranged side by side in the crankshaft direction so that the first intercooler 23 is close to the first supercharger 22. The second intercooler 26 is disposed at the other end of the marine engine 1 in the crankshaft direction.

  Therefore, in this embodiment, a supercharger etc. will be arrange | positioned so that the side surface of the marine engine 1 may be comprised. In other words, the supercharger and the like are arranged so as to surround the top cover 10 in the plan view (specifically, so as to surround three of the four sides). Thereby, the size of the marine engine 1 in the apparatus width direction can be suppressed.

  The air supply throttle 27 and the air supply manifold 28 are disposed at the other end of the marine engine 1 in the apparatus width direction (the end opposite to the first intercooler 23 or the like). The expansion tank 25 is arranged side by side with the first intercooler 23 in the crankshaft direction, and is arranged so as to overlap the second supercharger 24 in plan view.

  Next, with reference to a side view (FIG. 4), the position in the height direction of the supercharger or the like will be described. In the present embodiment, the upper surface of the top cover 10 constitutes a part of the upper surface of the marine engine 1. Further, the lower surface of the oil pan 41 constitutes a part of the lower surface of the marine engine 1. Therefore, the length from the lower surface of the oil pan 41 to the upper surface of the top cover 10 can be said to be the height of the marine engine 1. Hereinafter, as shown in FIG. 4, half of the height of the marine engine 1 is referred to as “reference height”.

  At this time, the supercharger and the like are arranged above the reference height (on the top cover 10 side). More specifically, not only the upper end of the supercharger or the like, but also the center and lower end thereof are arranged above the reference height. Further, the upper ends of the first supercharger 22, the first intercooler 23, and the second supercharger 24 are arranged so as to substantially coincide with the upper end of the marine engine 1.

  With this configuration, since the supercharger and the like are located on the upper part of the marine engine 1, it is easy for an operator who performs maintenance on the top cover 10 to access the supercharger or the like (good workability). Layout is realized.

  Note that the expansion tank 25, the air supply throttle 27, and the air supply manifold 28 are also arranged above the reference height. In particular, the expansion tank 25 is arranged so that the upper surface thereof substantially coincides with the upper surface of the marine engine 1.

  Next, the lengths of the air supply pipes 21a to 21d are compared with reference to a perspective view (FIG. 5) showing the positional relationship of the air supply system devices.

  Here, the length of the air supply pipe 21a is the length of the air path from the first supercharger 22 to the first intercooler 23, and the same applies to the other air supply pipes. Therefore, in this embodiment, the length of the path | route of the air supplied to a cylinder can be compared by comparing the length of an air supply pipe | tube.

  In this embodiment, “the length of the air supply pipe 21a <the length of the air supply pipe 21b” is established, and “the length of the air supply pipe 21c <the length of the air supply pipe 21d” is established. In the present embodiment, the air supply pipe 21d is provided from the second intercooler 26 to the air supply manifold 28. However, even if the air supply pipe 21d is provided from the second intercooler 26 to the air supply throttle 27. The above inequality holds.

  With this configuration, the air supply pipe 21a and the air supply pipe 21c through which high-temperature air passes can be made relatively short. Therefore, since the part which needs to be covered with a heat insulating material etc. among the whole air supply pipe | tube can be shortened, cost can be reduced.

  As described above, the marine engine 1 of the present embodiment includes the first supercharger 22, the first intercooler 23, the second supercharger 24, and the second intercooler 26. The first supercharger 22 supplies air using exhaust gas. In the first intercooler 23, the gas (air) that has passed through the first supercharger 22 flows in, and cools the gas that has become high temperature by the first supercharger 22. The gas that has passed through the first intercooler 23 flows into the second supercharger 24 and supplies air using the exhaust gas. The gas that has passed through the second supercharger 24 flows into the second intercooler 26, and cools the gas that has become high temperature by the second supercharger 24. In this marine engine 1, the first supercharger 22 is disposed at one end portion in the crankshaft direction, and the second intercooler 26 is disposed at the other end portion in the crankshaft direction. The first intercooler 23 and the second supercharger 24 are arranged side by side in the crankshaft direction so that the first intercooler 23 is positioned on the first supercharger 22 side.

  Thereby, since the 1st supercharger 22 and the 2nd intercooler 26 are arrange | positioned at the edge part of the crankshaft direction of the marine engine 1, the size of an apparatus width direction can be suppressed. Therefore, for example, when a plurality of marine engines 1 are arranged side by side in the apparatus width direction, the space of the marine vessel can be effectively utilized. Moreover, this embodiment can access a supercharger etc. easily compared with the structure which superimposes a supercharger etc. in the height direction. Accordingly, maintenance workability can be improved.

  The preferred embodiment of the present invention has been described above, but the above configuration can be modified as follows, for example.

  The layout shown above is an example and can be changed as appropriate. For example, the positions of the expansion tank 25, the air supply throttle 27, the EGR pipe 31, the oil filter 42, and the like can be changed according to the required size and specifications.

  The supply pipes 21a to 21d that connect the superchargers and the like are not limited to the shapes shown above, and can be appropriately changed according to the position of other devices.

  The object to which the present invention is applied may be a main engine or an auxiliary machine as long as it is a marine engine.

1 Marine Engine 10 Top Cover (Plate Cover)
21a to 21d Air supply pipe 22 First supercharger 23 First intercooler 24 Second supercharger 25 Expansion tank 26 Second intercooler 27 Air supply throttle 28 Air supply manifold 61 Crankshaft

Claims (4)

A first supercharger that uses exhaust gas to supply air;
A first intercooler that cools the gas that has flowed through the first supercharger and has become hot due to the first supercharger;
A second supercharger in which gas that has passed through the first intercooler flows in and supplies air using exhaust gas;
A gas that has passed through the second supercharger flows in, and a second intercooler that cools the gas heated to a high temperature by the second supercharger;
With
The first supercharger is disposed at one end of the crankshaft direction, and the second intercooler is disposed at the other end of the crankshaft direction,
The marine engine, wherein the first intercooler and the second supercharger are arranged side by side in a crankshaft direction so that the first intercooler is positioned on the first supercharger side. The marine engine according to claim 1,
It has a flat plate cover that covers the valve cover,
When viewed in the thickness direction of the plate cover, the first supercharger, the first intercooler, the second supercharger, and the second intercooler are three-way out of the four sides of the plate cover. A marine engine characterized by being arranged only in the ship. The marine engine according to claim 2,
The upper surface and the surface of the plate-like cover coincide at least partly,
The first supercharger, the first intercooler, the second supercharger, and the reference height is a height that bisects the center of the top surface and the bottom surface that is the opposite surface. All the said 2nd intercooler is arrange | positioned above the said reference height, The marine engine characterized by the above-mentioned. The marine engine according to any one of claims 1 to 3,
An air supply manifold into which the gas that has passed through the second intercooler flows;
The gas path from the first supercharger to the first intercooler is shorter than the gas path from the first intercooler to the second supercharger, and from the second supercharger to the A marine engine characterized in that a gas path to the second intercooler is shorter than a gas path from the second intercooler to the air supply manifold.

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