JP2018144730A - Engine support structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a structure in a simple composition for suppressing vibration when reaction force stops working when an engine is stopped in an engine supporting structure for supporting the engine for a vessel.SOLUTION: An engine supporting structure 100 includes: an anti-vibration device 20; a first contact unit 31; and a first stopper 41. The anti-vibration device 20 supports an engine for propulsion 4 disposed in a vessel in an anti-vibration manner. The first contact unit 31 integrally inclines with the engine for propulsion 4 as well as moving below in the vertical direction when the engine for propulsion 4 is inclined in a direction opposite to the direction in which the engine for propulsion inclines by reaction during operation. A first stopper surface 41a is formed on the first stopper 41 and the inclination of the engine for propulsion 4 is restricted by the contact of the first contact unit 31 and the first stopper surface 41a. The first stopper surface 41a is the same height as the first contact unit 31 when the engine for propulsion 4 is not operating or in a lower position than the first contact unit 31 when the engine for propulsion 4 is not operating.SELECTED DRAWING: Figure 2

Description

  The present invention mainly relates to an engine support structure for supporting a marine engine.

  During operation, the engine receives a force due to a reaction force (reaction torque). Therefore, when the engine is supported by vibration isolation, the engine may tilt during operation. Thereafter, the engine stops, and the reaction force does not work, so the engine tilt returns. At this time, the engine may vibrate so as to incline alternately in one direction and the other direction with the crankshaft direction as the rotation axis.

  Patent Document 1 discloses a configuration including a damper, an electromagnetic valve, and a fluid tank in order to prevent the engine from vibrating due to a change in reaction force. The solenoid valve is provided in a pipe connecting the damper and the fluid tank. Since the fluid moves between the damper and the fluid tank by opening and closing the solenoid valve, the characteristics of the damper can be adjusted.

No. 6-25392

  However, the configuration of Patent Document 1 requires a plurality of devices in order to reduce vibrations based on changes in the reaction force of the engine. Furthermore, in the configuration of Patent Document 1, since it is necessary to provide a control device that controls a device such as a solenoid valve, the configuration becomes complicated. Accordingly, the cost may increase and the installation space for the engine may increase.

  The present invention has been made in view of the above circumstances, and its main object is to simplify vibration when the engine stops and the reaction force stops working in an engine support structure that supports a marine engine. It is in providing the structure suppressed by a structure.

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, an engine support structure having the following configuration is provided. That is, the engine support structure includes a vibration isolator, a first contact portion, and a first stopper. The vibration isolator supports the engine disposed on the ship in a vibration-proof manner. The first contact portion tilts integrally with the engine and moves downward in the vertical direction when the engine tilts in a direction opposite to a direction tilted by a reaction force during operation. The first stopper has a first stopper surface, and restricts the tilt of the engine when the first contact portion and the first stopper surface come into contact with each other. The first stopper surface of the first stopper is the same height as the first contact portion when the engine is not operating or lower than the first contact portion when the engine is not operating. Placed in position.

  The engine supported by anti-vibration is tilted by the reaction force during operation and returns to its original position when stopped. At this time, vibration (inclined alternately in one direction and the other direction with the crankshaft direction as the rotation axis) Hereinafter, a tilt vibration when the engine is stopped) occurs. In this regard, by providing the first stopper as described above, it is possible to quickly stop the tilt vibration when the engine is stopped with a simple configuration. In addition, by setting the first stopper surface to the above height, the first stopper does not get in the way even after the engine is stopped.

  The engine support structure preferably has the following configuration. That is, the engine support structure includes a second contact portion and a second stopper. The second contact portion is inclined integrally with the engine, and is disposed on the opposite side of the first contact portion with the crankshaft of the engine interposed therebetween. The second stopper has a second stopper surface, and the second contact portion and the second stopper surface come into contact with each other to contact the second contact portion and regulate the inclination of the engine. The second stopper surface of the second stopper is the same height as the second contact portion when the engine is not operating or higher than the second contact portion when the engine is not operating. Placed in position.

  Thereby, since the inclination of the engine can be regulated by the two stoppers, the inclination vibration when the engine is stopped can be stopped in a shorter period of time.

  The engine support structure preferably has the following configuration. That is, the engine support structure is formed with a third stopper surface, and restricts the tilt of the engine by the contact of the first contact portion and the third stopper surface, and above the first stopper. A third stopper is provided. The third stopper surface of the third stopper is disposed at a position higher than the first contact portion when the engine is operating.

  Thereby, the excessive inclination of the engine in operation can be prevented with a simple configuration. In addition, since the first stopper and the third stopper are in contact with the same first contact portion, the configuration can be further simplified.

1 is a schematic side view of a ship provided with an engine support structure according to each embodiment. The schematic diagram which shows the structure of the engine support structure of 1st Embodiment. The schematic diagram which shows the structure of the engine support structure of 2nd Embodiment. The schematic diagram which shows the structure of the engine support structure of 3rd Embodiment.

  Next, embodiments of the present invention will be described with reference to the drawings. First, with reference to FIG. 1, the ship 1 provided with the engine support structure 100 of each embodiment will be described. FIG. 1 is a schematic side view of the ship 1. In the following description, terms describing the positional relationship, size, shape, etc. are not limited to a configuration in which the meaning of the term is completely established, but also a configuration in which the meaning of the term is substantially established. Shall point to.

  As shown in FIG. 1, an engine room 3 is provided in the hull 2 of the ship 1. In the engine room 3, a propulsion engine 4, a power generation engine 8, and a power generation device 9 are arranged.

  The propulsion engine 4 is a diesel engine that generates a driving force for moving the ship 1. The propulsion engine 4 is supported on the hull 2 by the engine support structure 100. Details of the engine support structure 100 will be described later.

  The driving force generated by the propulsion engine 4 is transmitted to a reduction gear (not shown) and decelerated to a predetermined rotational speed. A propulsion device 6 is connected to the reduction gear. The propulsion device 6 is a screw or the like that generates a propulsive force for moving the ship 1.

  The power generation engine 8 is a diesel engine that generates a driving force for generating power on the ship. The power generation device 9 generates power using the driving force generated by the power generation engine 8. Only one power generation engine 8 may be mounted on the ship 1 or a plurality of power generation engines 8 may be mounted. When a plurality of power generation engines 8 are mounted, some of the power generation engines 8 may be stopped depending on necessary power or the like.

  In the present embodiment, the engine support structure 100 is used to support the propulsion engine 4, but a similar support structure may be used to support the power generation engine 8. Further, at least one of the propulsion engine 4 and the power generation engine 8 may be an engine having a configuration different from that of the diesel engine (for example, a gasoline engine).

  Next, the engine support structure 100 of 1st Embodiment is demonstrated with reference to FIG. FIG. 2 is a schematic diagram showing the configuration of the engine support structure 100 of the first embodiment.

  First, it will be described that the propulsion engine 4 vibrates based on a change in reaction force. While the propulsion engine 4 is in operation, the propulsion engine 4 receives a reaction force (reaction torque) from the crankshaft 4a.

  Since the propulsion engine 4 is supported in an anti-vibration manner, the propulsion engine 4 is tilted by this reaction force (inclined in the direction opposite to the rotation direction of the crankshaft 4a with the crankshaft 4a as a rotation axis). In the propulsion engine 4 and a general engine, the rotation direction of the crankshaft 4a is fixed, and therefore the direction in which the propulsion engine 4 is tilted is always the same (the tilt direction during operation in FIG. 2). The degree of inclination (inclination angle) varies depending on the output of the propulsion engine 4 and the vibration of the ship 1.

  After that, when the propulsion engine 4 stops, the reaction force does not work, so the propulsion engine 4 tends to return to the original position (original posture, horizontal position) with the inclination angle approaching zero. However, since there is momentum before returning to the original position, it passes through the original position and further tilts in the direction opposite to the inclining direction during operation. Thereafter, the propulsion engine 4 is tilted again in the movable tilt direction by the restoring force of the vibration isolator 20. By repeating this operation, the propulsion engine 4 vibrates. Hereinafter, this vibration is referred to as “inclination vibration when the engine is stopped”. Occurrence of tilt vibration when the engine is stopped may place a burden on components (for example, an exhaust flexible pipe) attached to the propulsion engine 4. The engine support structure 100 of the present embodiment has a configuration for stopping tilt vibration when the engine is stopped with a simple configuration in a short time. Details will be described below.

  As shown in FIG. 2, the propulsion engine 4 is supported by the hull 2 via the engine support structure 100. The engine support structure 100 includes a vibration isolation device 20, an engine support plate 30, and a first stopper 41.

  The vibration isolator 20 includes a metal coil spring and an attachment portion for attaching the coil spring to the propulsion engine 4 and the hull 2. In addition, it may replace with a coil spring and the structure which uses vibration-proof rubber may be sufficient. However, since the metal coil spring has a small internal damping of vibration, tilt vibration when the engine is stopped is more likely to occur compared to anti-vibration rubber or the like. Therefore, the use of the coil spring can effectively utilize the effect of the present invention that suppresses the tilt vibration when the engine is stopped.

  The engine support plate 30 is a metal plate disposed between the vibration isolator 20 and the propulsion engine 4. The engine support plate 30 is fixed to both the vibration isolator 20 and the propulsion engine 4 by a fixing tool (not shown). Accordingly, when tilt vibration occurs when the engine is stopped, the engine support plate 30 vibrates integrally with the propulsion engine 4.

  Further, the engine support plate 30 is formed with a first contact portion 31 and a first guide hole 31a. The first contact portion 31 is a portion that contacts the first stopper 41 in order to stop the tilt vibration when the engine is stopped. The first contact portion 31 may use the surface of the engine support plate 30 as it is, but the surface of the engine support plate 30 may be reduced in order to reduce noise, impact, rebound, etc. when it hits the first stopper 41. The structure which affixed elastic bodies, such as rubber | gum, may be sufficient. The first guide hole 31a is a hole for guiding the first stopper 41 (details are described below).

  The first stopper 41 is supported by the hull 2 like the vibration isolator 20. The first stopper 41 is formed with a first stopper surface 41a on the upper surface and a first stopper shaft 41b. The first stopper surface 41a has the same height as the first contact portion 31 when the propulsion engine 4 is not operating (refers to after the stop of the tilt vibration when the engine is stopped, the same applies hereinafter) (more specifically, the first stopper surface 41a (The same height as the lower surface of the contact portion 31). In the present embodiment, the engine support structure 100 is attached to the horizontal surface (surface perpendicular to the vertical direction) of the hull 2, so “the same height” is the case where the height in the vertical direction is the same (hereinafter referred to as “the same height”). The same applies to the “height” described in the previous section). When engine support structure 100 is arranged on an inclined surface instead of a horizontal surface of hull 2, a position in a direction perpendicular to the inclined surface is referred to as “height”. The first stopper surface 41a may be disposed at a position lower than the first contact portion 31. The first stopper 41 restricts the inclination of the propulsion engine 4 over a predetermined inclination angle when the first stopper surface 41 a and the first contact portion 31 come into contact with each other. In the present embodiment, the propulsion engine 4 is restricted from being inclined from the position where the inclination angle is 0 to the opposite side of the operating inclination direction.

  The first stopper shaft 41b is disposed so as to pass through the first guide hole 31a. The first guide hole 31a is larger than the first stopper shaft 41b so that the inner wall of the first guide hole 31a and the first stopper shaft 41b do not interfere even if the engine support plate 30 is inclined.

  With the above configuration, when the propulsion engine 4 is stopped and the propulsion engine 4 is inclined to the opposite side to the in-operation inclination direction, the first contact portion 31 moves downward in the vertical direction, and the first contact portion 31 is moved. (In detail, the lower surface of the first contact portion 31) hits the first stopper surface 41a, whereby the inclination of the propulsion engine 4 to the opposite side can be restricted. Thereby, the inclination vibration at the time of engine stop can be stopped with a simple configuration. Since the first stopper surface 41a is located at the same or lower side as the first contact portion 31 when the propulsion engine 4 is not operating, the first stopper 41 is provided even after the tilt vibration is stopped when the engine is stopped. This prevents the propulsion engine 4 from being inclined.

  In the present embodiment, since the height of the first contact portion 31 and the height of the first stopper surface 41a when the propulsion engine 4 is not operating are substantially the same, the inclination angle of the propulsion engine 4 is substantially equal. The first contact portion 31 hits the first stopper surface 41a at the zero position. In the position where the inclination angle of the propulsion engine 4 is substantially zero, the restoring force of the vibration isolator 20 may be the smallest, and by operating the first stopper 41 in the vicinity thereof, the engine can be more efficiently stopped. Tilt vibration can be stopped.

  Next, a second embodiment will be described with reference to FIG. FIG. 3 is a schematic diagram showing the configuration of the engine support structure 100 of the second embodiment. In the description after the second embodiment, the same or similar members as those in the first embodiment are denoted by the same reference numerals in the drawings, and the description may be omitted.

  The second embodiment is different from the first embodiment in that a second stopper 42 is provided in addition to the first stopper 41. The 2nd stopper 42 is arrange | positioned on the opposite side to the 1st stopper 41 on both sides of the crankshaft 4a. The second stopper 42 is formed with a second stopper surface 42a on the lower surface and a second stopper shaft 42b.

  Moreover, in order to make the 2nd stopper 42 act, the 2nd contact part 32 and the 2nd guide hole 32a are further formed in the engine support plate 30 of 2nd Embodiment. The second contact portion 32 is disposed on the opposite side of the first contact portion 31 with the crankshaft 4a interposed therebetween. The second guide hole 32a is formed in the vicinity of the second contact portion 32, and is a hole for inserting the second stopper shaft 42b.

  Here, the second stopper surface 42a is the same height as the second contact portion 32 (specifically, the upper surface of the second contact portion 32) when the propulsion engine 4 is not operating, or is higher than the second contact portion 32. It is placed at a high position. With this configuration, when the propulsion engine 4 is stopped and the propulsion engine 4 is inclined in the direction opposite to the in-operation inclination direction, the second contact portion 32 (specifically, the upper surface of the second contact portion 32) is 2 By hitting the stopper surface 42a, the inclination to the opposite side can be restricted. The second stopper 42 is disposed at a higher height than the second stopper 42.

  As described above, in the second embodiment, since the tilt vibration when the engine is stopped can be stopped by the two stoppers, the tilt vibration when the engine is stopped can be stopped in a shorter period of time.

  Next, a third embodiment will be described with reference to FIG. FIG. 4 is a schematic diagram showing the configuration of the engine support structure 100 of the third embodiment.

  In the third embodiment, in addition to the configuration of the second embodiment, a third stopper 43 is further arranged. The third stopper 43 is supported by the first stopper shaft 41 b and is disposed above the first stopper 41. A third stopper surface 43 a is formed on the lower surface of the third stopper 43. The third stopper surface 43a contacts the first contact portion 31 (specifically, the upper surface of the first contact portion 31), thereby restricting the inclination of the propulsion engine 4. In other words, the propulsion engine 4 can only be tilted within a range regulated by the first stopper 41 and the third stopper 43.

  The third stopper surface 43a is higher than the first contact portion 31 (specifically, the upper surface of the first contact portion 31) when the propulsion engine 4 is not in operation, and the propulsion engine 4 is normal. It arrange | positions in the position higher than the 1st contact part 31 (specifically the upper surface of the 1st contact part 31) when operating with load. That is, the third stopper 43 is not intended to reduce the tilt vibration when the engine is stopped, and can prevent the propulsion engine 4 from excessively tilting in the tilt direction during operation when the propulsion engine 4 is operating. Is the purpose. Therefore, the provision of the third stopper 43 can prevent the propulsion engine 4 from falling.

  In the third embodiment, the third stopper 43 is provided above the first stopper 41 (on the opposite side of the first stopper 41 with the engine support plate 30 in between). Instead of this, or in addition to this, the propulsion engine 4 can be prevented from falling by providing a stopper below the second stopper 42 (on the opposite side of the second stopper 42 with the engine support plate 30 in between).

  As described above, the engine support structure 100 of the above embodiment includes the vibration isolator 20, the first contact portion 31, and the first stopper 41. The vibration isolator 20 provides vibration isolation support for the propulsion engine 4 disposed on the ship 1. The first contact portion 31 tilts integrally with the propulsion engine 4 and moves downward in the vertical direction when the propulsion engine 4 tilts in a direction opposite to a direction tilted by a reaction force during operation. The first stopper 41 is formed with a first stopper surface 41a, and the inclination of the propulsion engine 4 is restricted by the first contact portion 31 and the first stopper surface 41a coming into contact with each other. The first stopper surface 41a of the first stopper 41 is the same height as the first contact portion 31 when the propulsion engine 4 is not operating, or the first contact portion when the propulsion engine 4 is not operating. It is arranged at a position lower than 31.

  The propulsion engine 4 that is supported by vibration isolation is tilted by a reaction force during operation and returns to its original position when stopped, but at this time, tilt vibration occurs when the engine is stopped. In this regard, by providing the first stopper 41a as described above, it is possible to quickly stop the tilt vibration when the engine is stopped with a simple configuration. Moreover, since there are few component parts, an installation man-hour can be reduced. Also, the installation space is reduced. Further, by setting the first stopper surface 41a to the above height, the first stopper 41 does not get in the way even after the propulsion engine 4 is stopped.

  The engine support structure 100 of the above embodiment includes the second contact portion 32 and the second stopper 42. The second contact portion 32 tilts integrally with the propulsion engine 4 and is disposed on the opposite side of the first contact portion 31 with the crankshaft 4 a of the propulsion engine 4 interposed therebetween. The second stopper 42 is formed with a second stopper surface 42a. When the second contact portion 32 and the second stopper surface 42a come into contact with each other, the second stopper 42 comes into contact with the second contact portion 32 to regulate the inclination of the propulsion engine 4. . The second stopper surface 42a of the second stopper 42 is the same height as the second contact portion 32 when the propulsion engine 4 is not operating, or the second contact portion when the propulsion engine 4 is not operating. It is arranged at a position higher than 32.

  Thereby, since the inclination of the propulsion engine 4 can be regulated by the two stoppers, the inclination vibration when the engine is stopped can be stopped in a shorter period of time.

  Further, the engine support structure 100 of the above-described embodiment has a third stopper surface 43a, and restricts the inclination of the propulsion engine 4 when the first contact portion 31 and the third stopper surface 43a come into contact with each other. A third stopper 43 is provided above the first stopper 41. The third stopper surface 43a of the third stopper 43 is disposed at a position higher than the first contact portion 31 when the propulsion engine 4 is operating.

  Thereby, the excessive inclination of the propulsion engine 4 in operation can be prevented with a simple configuration. In addition, since the first stopper 41 and the third stopper 43 are configured to contact the same first contact portion 31, the configuration can be further simplified.

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

  The number of the first stoppers 41 to the third stoppers 43 is arbitrary, and a plurality of the stoppers may be arranged side by side in the direction along the crankshaft 4a, for example. In order to efficiently install the first stopper 41 to the third stopper 43, it is preferable to arrange the first stopper 41 to the third stopper 43 near the center of gravity of the propulsion engine 4. By disposing near the position of the center of gravity, it is possible to prevent the propulsion engine 4 from starting to vibrate in different directions based on the forces received from the first stopper 41 to the third stopper 43. Therefore, for example, when the position of the center of gravity is in the vicinity of the center in the crankshaft direction, it is preferably arranged in the vicinity of the center.

  The engine support structure 100 of the third embodiment is configured to include all of the first stopper 41, the second stopper 42, and the third stopper 43. However, the second stopper 42 is omitted, and the first stopper 41 and the third stopper 43 are provided. It is good also as a structure provided with the stopper 43. FIG.

  The first stopper 41 and the second stopper 42 may be attached to another member other than the hull 2 as long as the first stopper surface 41a and the second stopper surface 42a are in the above positions. Moreover, the 3rd stopper 43 is not restricted to the structure attached to the 1st stopper axis | shaft 41b, You may attach to another member.

2 Hull 4 Propulsion engine (engine)
8 Power generation engine (engine)
20 vibration isolator 30 engine support plate 31 first contact portion 32 second contact portion 41 first stopper 42 second stopper 43 third stopper 100 engine support structure

Claims (3)

An anti-vibration device for supporting an anti-vibration engine disposed on the ship;
A first contact portion that tilts integrally with the engine and moves downward in the vertical direction when the engine is tilted in a direction opposite to a direction tilted by a reaction force during operation;
A first stopper surface is formed, and a first stopper that regulates an inclination of the engine by abutting the first contact portion and the first stopper surface;
With
The first stopper surface of the first stopper is the same height as the first contact portion when the engine is not operating or lower than the first contact portion when the engine is not operating. An engine support structure, wherein the engine support structure is disposed at a position. The engine support structure according to claim 1,
A second contact portion that is integrally tilted with the engine and is disposed on the opposite side of the first contact portion across the crankshaft of the engine;
A second stopper surface is formed, and the second contact portion and the second stopper surface are in contact with each other so that the second contact portion contacts the second contact portion and regulates the inclination of the engine;
With
The second stopper surface of the second stopper is the same height as the second contact portion when the engine is not operating or higher than the second contact portion when the engine is not operating. An engine support structure, wherein the engine support structure is disposed at a position. The engine support structure according to claim 1 or 2,
A third stopper surface is formed. The first stopper and the third stopper surface are in contact with each other to regulate the inclination of the engine, and a third stopper disposed above the first stopper. Prepared,
The engine support structure, wherein the third stopper surface of the third stopper is disposed at a position higher than the first contact portion when the engine is operating.

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