JP6688753B2 - Engine support structure - Google Patents

Description

  The present invention mainly relates to an engine support structure that supports an engine for a ship.

  The engine receives a force due to a reaction force (reaction torque) during operation. Therefore, when the engine is vibration-isolated, the engine may tilt during operation. After that, when the engine stops, the reaction force does not work, and the inclination of the engine returns to the original. At this time, the engine may oscillate so as to alternately tilt in one direction and the other direction with the crankshaft direction as the rotation axis.

  Patent Document 1 discloses a configuration including a damper, a solenoid 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. By opening and closing the solenoid valve, the fluid moves between the damper and the fluid tank, so that the characteristics of the damper can be adjusted.

Japanese Utility Model Publication No. 6-25392

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

  The present invention has been made in view of the above circumstances, and a main object of the present invention is to provide an engine support structure for supporting an engine for a ship, in which vibration when the engine is stopped and a reaction force stops working can be simplified. It is to provide a configuration that suppresses the configuration.

Means and effects for solving the problems

  The problem to be solved by the present invention is as described above. Next, the means for solving the problem and the effect thereof will be described.

According to the first aspect of the present invention, there is provided an engine support structure having the following configuration. That is, this engine support structure includes a vibration isolator, a first contact portion, a first stopper, a second contact portion, and a second stopper . The anti-vibration device anti-vibrates and supports an engine arranged in a ship. 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 the direction in which the engine tilts due to a reaction force during operation. A first stopper surface is formed on the first stopper, and the inclination of the engine is regulated by contact between the first contact portion and the first stopper surface. The second contact portion tilts integrally with the engine and is arranged on the opposite side of the first contact portion with the crankshaft of the engine interposed therebetween. A second stopper surface is formed on the second stopper, and when the second contact portion and the second stopper surface contact each other, the second stopper portion comes into contact with the second contact portion to regulate the inclination of the engine. The first stopper is the only stopper that restricts the movement of the portion that tilts integrally with the engine and that moves upward in the vertical direction due to the reaction force during operation of the engine. The second stopper is the only stopper that tilts integrally with the engine and restricts the movement of the portion that moves downward in the vertical direction due to the reaction force during operation of the engine. The first stopper surface of the first stopper has the same height as the first contact portion when the engine is not operating, or is lower than the first contact portion when the engine is not operating. It is located in a position. The second stopper surface of the second stopper has the same height as the second contact portion when the engine is not operating, or is higher than the second contact portion when the engine is not operating. It is located in a position.

The engine supported by vibration proof is tilted by the reaction force during operation and returns to its original position when stopped. Hereinafter, tilt vibration when the engine is stopped) occurs. In this respect, by providing the first stopper as described above, the tilt vibration when the engine is stopped can be stopped early with a simple configuration. Further, by setting the first stopper surface to the above height, the first stopper does not interfere even after the engine is stopped. Further, 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.

According to a second aspect of the present invention, there is provided an engine support structure having the following configuration. That is, the engine support structure comprises a vibration damping device, a first contact portion, a first stopper, and a second contact portion, and a second stopper, and the third stopper, the. The anti-vibration device anti-vibrates and supports an engine arranged in a ship. 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 the direction in which the engine tilts due to a reaction force during operation. A first stopper surface is formed on the first stopper, and the inclination of the engine is regulated by contact between the first contact portion and the first stopper surface. The second contact portion tilts integrally with the engine and is arranged on the opposite side of the first contact portion with the crankshaft of the engine interposed therebetween. A second stopper surface is formed on the second stopper, and when the second contact portion and the second stopper surface contact each other, the second stopper portion comes into contact with the second contact portion to regulate the inclination of the engine. A third stopper surface is formed on the third stopper , and the third contact surface and the third stopper surface contact each other to restrict the inclination of the engine and to be disposed above the first stopper. ing. The first stopper and the third stopper are the only stoppers that tilt together with the engine and that regulate the movement of the portion that moves upward in the vertical direction by the reaction force during operation of the engine. The second stopper is the only stopper that tilts integrally with the engine and restricts the movement of the portion that moves downward in the vertical direction due to the reaction force during operation of the engine. The first stopper surface of the first stopper has the same height as the first contact portion when the engine is not operating, or is lower than the first contact portion when the engine is not operating. It is located in a position. The second stopper surface of the second stopper has the same height as the second contact portion when the engine is not operating, or is higher than the second contact portion when the engine is not operating. It is located in a position. The third stopper surface of the third stopper is arranged at a position higher than the first contact portion when the engine is operating.

This makes it possible to prevent excessive leaning of the engine during operation with a simple configuration. Further, since the first stopper and the third stopper are in contact with the same first contact portion, the structure can be further simplified. Further, since the inclination of the engine can be regulated by the two stoppers of the first stopper and the second stopper, the inclination vibration when the engine is stopped can be stopped in a shorter period of time.

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

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

  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 an engine support structure 100. The details of the engine support structure 100 will be described later.

  The driving force generated by the propulsion engine 4 is transmitted to a speed reducer (not shown) and decelerated to a predetermined rotation speed. The propulsion device 6 is connected to the speed reducer. 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 onboard the ship. The power generation device 9 generates electric 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 the required electric power or the like.

  Although the engine support structure 100 is used to support the propulsion engine 4 in the present embodiment, 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 (for example, a gasoline engine) having a configuration different from that of the diesel engine.

  Next, the engine support structure 100 of the first embodiment will be described with reference to FIG. FIG. 2 is a schematic diagram showing the configuration of the engine support structure 100 of the first embodiment.

  First, the vibration of the propulsion engine 4 based on the change in the reaction force will be described. During operation of the propulsion engine 4, a reaction force (counter torque) is received from the crankshaft 4a, so that the propulsion engine 4 receives a force on the side opposite to the rotation direction of the crankshaft 4a.

  Since the propulsion engine 4 is vibration-isolated and supported, this reaction force causes the propulsion engine 4 to incline (inclination in a 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, since the rotation direction of the crankshaft 4a is fixed, the direction in which the propulsion engine 4 tilts when operating is always the same (inclination direction during operation in FIG. 2). The degree of inclination (inclination angle) changes according to the output of the propulsion engine 4 and the vibration of the ship 1.

  After that, when the propulsion engine 4 is stopped, the reaction force does not work, and therefore the propulsion engine 4 tilts in the direction of approaching the inclination angle to 0 and tries to return to the original position (original posture, horizontal position). 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 tilt direction during operation. After that, the propulsion engine 4 tilts again in the movable tilt direction due to the restoring force of the vibration isolator 20. By repeating this operation, the propulsion engine 4 vibrates. Hereinafter, this vibration is referred to as “tilt vibration when the engine is stopped”. Occurrence of tilt vibration when the engine is stopped may impose a burden on a component (for example, a flexible pipe for exhaust) attached to the propulsion engine 4. The engine support structure 100 of the present embodiment has a structure for stopping the tilt vibration when the engine is stopped in a short time with a simple structure. The details will be described below.

  As shown in FIG. 2, the propulsion engine 4 is supported by the hull 2 via an 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 is configured to include a coil spring made of metal and a mounting portion for mounting the coil spring to the propulsion engine 4 and the hull 2. It should be noted that a structure using vibration-proof rubber instead of the coil spring may be used. However, since the metal coil spring has a small internal damping of vibration, the tilt vibration when the engine is stopped is more likely to occur as compared with a vibration proof rubber or the like. Therefore, the use of the coil spring can effectively utilize the effect of the present invention of suppressing the tilt vibration when the engine is stopped.

  The engine support plate 30 is a metal plate member arranged 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 fixture or the like not shown. Therefore, when tilt vibration occurs when the engine is stopped, the engine support plate 30 vibrates integrally with the propulsion engine 4.

  In addition, 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 abuts on the first stopper 41 in order to stop the tilt vibration when the engine is stopped. Although the surface of the engine support plate 30 may be used as it is as the first contact portion 31, the surface of the engine support plate 30 is reduced in order to reduce noise, impact, bounce, and the like when it hits the first stopper 41. Alternatively, an elastic body such as rubber may be attached to the above. The first guide hole 31a is a hole for guiding the first stopper 41 (details will be described below).

  The first stopper 41 is supported by the hull 2 similarly to the vibration isolator 20. The first stopper 41 has 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 (referred to after the tilt vibration is stopped when the engine is stopped, the same applies hereinafter) (more specifically, the first contact surface 41a). It is arranged at 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 (the surface perpendicular to the vertical direction) of the hull 2, so that the “same height” means the same vertical height (hereinafter referred to as “the same height”). The same applies to "height" described in (). When the engine support structure 100 is arranged on the inclined surface instead of the horizontal surface of the hull 2, the position in the 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 at a predetermined inclination angle or more by hitting the first stopper surface 41a and the first contact portion 31. In the present embodiment, tilting of the propulsion engine 4 from the position where the tilt angle is 0 to the side opposite to the operating tilt direction is restricted.

  The first stopper shaft 41b is arranged 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 does not interfere with the first stopper shaft 41b 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 inclines to the side opposite to the inclining direction during operation, the first contact portion 31 moves vertically downward and the first contact portion 31 moves. By contacting the first stopper surface 41a (specifically, the lower surface of the first contact portion 31), the inclination of the propulsion engine 4 to the opposite side can be restricted. As a result, the tilt vibration when the engine is stopped can be stopped with a simple configuration. Since the first stopper surface 41a is located at the same position as or below the first contact portion 31 when the propulsion engine 4 is not operating, the first stopper 41 is maintained even after the tilt vibration is stopped when the engine is stopped. Therefore, the propulsion engine 4 does not tilt.

  Further, in the present embodiment, 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, so the inclination angle of the propulsion engine 4 is substantially the same. At the zero position, the first contact portion 31 hits the first stopper surface 41a. At the position where the inclination angle of the propulsion engine 4 is substantially zero, the restoring force of the anti-vibration device 20 may be the smallest. By operating the first stopper 41 in the vicinity thereof, it is possible to more efficiently operate the engine when the engine is stopped. The 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 of the second and subsequent embodiments, members that are the same as or similar to those of the first embodiment are given the same reference numerals in the drawings, and description thereof may be omitted.

  The second embodiment differs from the first embodiment in that a second stopper 42 is provided in addition to the first stopper 41. The second stopper 42 is arranged on the opposite side of the first stopper 41 with the crankshaft 4a interposed therebetween. The second stopper 42 has a lower second stopper surface 42a and a second stopper shaft 42b.

  Further, in order to act the second stopper 42, the engine support plate 30 of the second embodiment is further formed with a second contact portion 32 and a second guide hole 32a. The second contact portion 32 is arranged 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 at 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 more than the second contact portion 32. It is located in a high position. With this configuration, when the propulsion engine 4 is stopped and the propulsion engine 4 inclines to the side opposite to the inclining direction during operation, the second contact portion 32 (specifically, the upper surface of the second contact portion 32) moves to the first position. By hitting the 2 stopper surface 42a, the inclination to the opposite side can be regulated. The second stopper 42 is arranged at a height higher than that of 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 41b and is arranged above the first stopper 41. A third stopper surface 43a is formed on the lower surface of the third stopper 43. The third stopper surface 43a hits the first contact portion 31 (specifically, the upper surface of the first contact portion 31) to regulate the inclination of the propulsion engine 4. In other words, the propulsion engine 4 can be tilted only within the range regulated by the first stopper 41 and the third stopper 43.

  The third stopper surface 43a is located at a position 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 normally operates. It is arranged at a position higher than the first contact portion 31 (specifically, the upper surface of the first contact portion 31) when operating under 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 inclining in the inclining direction during operation when the propulsion engine 4 is operating. Is the purpose. Therefore, by providing the third stopper 43, the propulsion engine 4 can be prevented from falling.

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

  As described above, the engine support structure 100 of the above-described embodiment includes the vibration damping device 20, the first contact portion 31, and the first stopper 41. The anti-vibration device 20 anti-vibrates and supports the propulsion engine 4 arranged in 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 is tilted in a direction opposite to the direction in which the propulsion engine 4 is tilted by a reaction force during operation. A first stopper surface 41a is formed on the first stopper 41, and the inclination of the propulsion engine 4 is regulated by the contact between the first contact portion 31 and the first stopper surface 41a. The first stopper surface 41a of the first stopper 41 has 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 vibration-proof supported propulsion engine 4 tilts due to 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 respect, by providing the first stopper 41a as described above, the tilt vibration when the engine is stopped can be stopped early with a simple configuration. Moreover, since the number of components is small, the number of mounting steps 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 become an obstacle even after the propulsion engine 4 is stopped.

  Further, the engine support structure 100 of the above-described 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 arranged on the opposite side of the first contact portion 31 with the crankshaft 4a of the propulsion engine 4 interposed therebetween. The second stopper 42 has a second stopper surface 42a formed therein, and when the second contact portion 32 and the second stopper surface 42a hit 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 has 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.

  Accordingly, the inclination of the propulsion engine 4 can be regulated by the two stoppers, so that 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 is formed with the third stopper surface 43a, and the first contact portion 31 and the third stopper surface 43a contact each other to restrict the inclination of the propulsion engine 4, and A third stopper 43 is provided above the first stopper 41. The third stopper surface 43a of the third stopper 43 is arranged at a position higher than the first contact portion 31 when the propulsion engine 4 is operating.

  As a result, excessive tilting of the propulsion engine 4 in operation can be prevented with a simple configuration. Further, since the first stopper 41 and the third stopper 43 are in contact with the same first contact portion 31, the structure can be further simplified.

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

  The number of first stoppers 41 to third stoppers 43 installed is arbitrary, and a plurality of stoppers may be installed side by side in the direction along the crankshaft 4a, for example. In order to install the first stopper 41 to the third stopper 43 efficiently, 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 it near the center of gravity position, 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 center of gravity is near the center in the crankshaft direction, it is preferable to place the center of gravity near the center.

  The engine support structure 100 according to the third embodiment is configured to include all of the first stopper 41, the second stopper 42, and the third stopper 43, but the second stopper 42 is omitted and the first stopper 41 and the third stopper 43 are omitted. The stopper 43 may be provided.

  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. Further, the third stopper 43 is not limited to the structure attached to the first stopper shaft 41b, and may be attached to another member.

2 Hull 4 Propulsion engine (engine)
8 Power generation engine (engine)
20 Vibration Isolator 30 Engine Support Plate 31 First Contact Part 32 Second Contact Part 41 First Stopper 42 Second Stopper 43 Third Stopper 100 Engine Support Structure

Claims (2)

An anti-vibration device for anti-vibration support of the engine arranged on the ship,
A first contact portion that tilts integrally with the engine and that moves downward in the vertical direction when the engine tilts in a direction opposite to the tilting direction due to a reaction force during operation;
A first stopper surface is formed, and a first stopper that restricts the inclination of the engine by contact between the first contact portion and the first stopper surface;
A second contact portion that is inclined integrally with the engine and that is arranged on the opposite side of the first contact portion with the crankshaft of the engine interposed therebetween;
A second stopper surface is formed, and a second stopper that contacts the second contact portion by contacting the second contact portion and the second stopper surface to regulate the inclination of the engine,
Equipped with
The first stopper is the only stopper that tilts integrally with the engine and restricts movement of a portion that moves upward in the vertical direction by a reaction force during operation of the engine,
The second stopper is the only stopper that tilts integrally with the engine and restricts the movement of the portion that moves downward in the vertical direction by the reaction force during operation of the engine.
The first stopper surface of the first stopper has the same height as the first contact portion when the engine is not operating, or is lower than the first contact portion when the engine is not operating. Is located in the position ,
The second stopper surface of the second stopper has the same height as the second contact portion when the engine is not operating, or is higher than the second contact portion when the engine is not operating. An engine support structure characterized in that it is arranged in a position . An anti-vibration device for anti-vibration support of the engine arranged on the ship,
A first contact portion that tilts integrally with the engine and that moves downward in the vertical direction when the engine tilts in a direction opposite to the tilting direction due to a reaction force during operation;
A first stopper surface is formed, and a first stopper that restricts the inclination of the engine by contact between the first contact portion and the first stopper surface;
A second contact portion that is inclined integrally with the engine and that is arranged on the opposite side of the first contact portion with the crankshaft of the engine interposed therebetween;
A second stopper surface is formed, and a second stopper that contacts the second contact portion by contacting the second contact portion and the second stopper surface to regulate the inclination of the engine,
Third a stopper surface is formed, as well as regulating the inclination of the engine by the first contact portion and the third stopper face hits, and a third stopper which is disposed above the first stopper ,
Equipped with
The stoppers that tilt together with the engine and restrict the movement of the portion that moves upward in the vertical direction by the reaction force during operation of the engine are only the first stopper and the third stopper,
The second stopper is the only stopper that tilts integrally with the engine and restricts the movement of the portion that moves downward in the vertical direction by the reaction force during operation of the engine.
The first stopper surface of the first stopper has the same height as the first contact portion when the engine is not operating, or is lower than the first contact portion when the engine is not operating. Is located in the position,
The second stopper surface of the second stopper has the same height as the second contact portion when the engine is not operating, or is higher than the second contact portion when the engine is not operating. Is located in the position,
The engine support structure, wherein the third stopper surface of the third stopper is arranged at a position higher than the first contact portion when the engine is operating.

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