JPS63166696A - Marine engine device - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a marine engine system having a medium speed rotating diesel engine that drives a propeller shaft through a transmission device.

The easy-to-operate, slow-rotating two-cycle diesel engine is characterized by extremely low fuel consumption.
Therefore, it is considered a relatively convenient drive engine. However, mounting and fixing this large, heavy engine, as well as suppressing vibrations, poses various difficulties when building a ship. The rotational speed averages approximately 100 revolutions per minute, so that a direct connection with the shaft system is possible. The large, heavy, slow rotor presented various difficulties in installation, and as a result, a medium-speed, easy-to-operate, four-stroke diesel engine configured as a parallel or parallel engine was developed. The new engine rotates at an average speed of about 500 revolutions per minute and requires a transmission to reduce the speed to the propeller speed. The medium-speed rotating diesel engine eliminated the difficulties caused by the limited installation space, especially due to the sharpening of the stern. Starting from such a device, the basic task of the invention is to provide the engine with a compact construction so that it can be mounted in the stern of the ship. In particular, the object is to make it easier than before to shift the drive device in the direction of the propeller and attach it to the stern.

A feature of the present invention that solves this problem is that the propeller shaft extends below the engine, and the reduction gear device is disposed on the opposite side (front side) of the engine to the propeller. In this way, a particularly tight construction with still small dimensions is possible, so that the engine can be placed further into the stern than before. Advantageously, the propeller/intermediate shaft area can be used for engine placement. This is because the length of the engine approximately corresponds to the intermediate shaft length, and this intermediate shaft length is returned to the bottom of the engine. The weight of the wiring is small, and an adjustment box for reversible pitch propellers can be provided in front of the propeller intermediate shaft. The aforementioned advantages, which are further complemented by the ease of maintenance of medium-speed rotating intermediate engines compared to slow-rotating two-stroke engines, become even more important. With regard to the foundation platform assembly, this embodiment can be compared with the slow rotation two-stroke engine described above.

Further advantageous developments emerge from the exemplary embodiment section of the patent claims.

Further details will be given based on figures showing examples.

An engine 1 is connected to a propeller 2, a propeller shaft 3 and a propeller intermediate shaft 4 are connected via a reduction gear device 5, and the reduction gear device is located on the front side of the engine. 7 drive flange 7
connected to a.

The flange shaft 7 passes through a drive hollow shaft 8 with a drive pinion 9 . The flange shaft is supported within the hollow shaft 8 by a bearing 8a. The flange shaft 7 supports at its end a rotary elastic joint 10, which transmits rotational torque to the hollow shaft 8 via the flange plate 10a. The large gear 17 is supported by bearings 15, 16 on both sides.

A further support bearing 14 is provided for the intermediate shaft 4 in the drive unit on the propeller side.

The transmission case consists of a lower part 13 and a three-part upper part II, 12 in terms of assembly technology. A bearing case lower part 18 on the rear side of the engine is integrated into the lower part 13. Only the bearing case 19 is placed. Propeller thrust is transmitted to the thrust bearing 22 via the shaft compression ring 21. The lower part i3 of the transmission case constitutes one unit together with the engine underframe 30. From there the propeller thrust is introduced into the ship's foundation. The intermediate shaft 4 supports the flange 20 and the propeller shaft 3
It is screwed down by.

The same parts are given the same reference numerals throughout the description.

The difference from FIG. 3 is that an auxiliary liquid drive device 23 is provided for a ship's auxiliary engine (not shown).

The auxiliary drive gear 24 on the hollow shaft 8 of the main drive pinion transmits rotational torque to the auxiliary drive pinion of the auxiliary liquid drive shaft 26 . The auxiliary liquid drive shaft can be connected to a generator, for example.

In the case of the drive concept in Figure 1.3.6, the thrust bearing is arranged outside the actual reduction gearing, but exactly in line with this reduction gearing, in order to absorb the propeller thrust for forward and backward movement. It is set up.

This is because the thrust bearing case and the transmission case form a unit. Axial misalignments, curvatures, torsions of the foundation or the hull due to non-aligned bearings therefore have no adverse effects within the engine/transmission system.

In contrast to FIG. 1.3.6, the variant of FIG. 5 shows the arrangement of the thrust bearings 27.28 adjacent to the large gear wheels of the direct transmission. This aspect is advantageous when there is not enough space for arranging a thrust bearing on the propeller side and inspecting this thrust bearing.

In the embodiment shown in FIGS. 1 to 5, the engine base is fixedly connected to the combination of transmission and thrust bearing case. Incorporating the engine, transmission, clutch, and thrust bearing into the structural system by utilizing the dimensions of the propeller shaft and the length of the engine for support is not only extremely advantageous economically when wiring the engine. , is also an important technical advantage in the construction of the basis of the drive block.

For certain embodiments of the ship, it is necessary to resiliently fix the drive engine to the underframe 30 by means of the case base flange 29'. In order that a resilient basic construction is also possible in the case of the drive block described above, the engine is fitted with several resilient bearing members 3 on each side in the longitudinal direction, as shown in FIGS. 6-7.
1 on the underframe 30. The angle member 32 connected to the elastic thin film backing 33 prevents various foreign objects from entering the transmission/thrust bearing case and prevents lubricating oil from leaking. What is then necessary is for the connection between the engine and the drive pinion of the transmission to be different from the structure shown in FIGS. 1-5. For example, a Cardan joint 34 is installed between the engine driven flange and the driving flange 7a of the flange shaft.

This cardan joint has a flange shaft 7 and a rotary elastic clutch 1.
0 to drive the hollow shaft 8 of the drive pinion 9. In this case, the flange shaft 7 is supported in a cardan joint 34 and also via a spherical bearing 35, and the support plate 10b is supported up to the hollow drive shaft 8 via a deflection clutch 10.

[Brief explanation of the drawing]

Figure 1 shows an engine structure with a thrust bearing on the propeller side of the drive unit, Figure 2 shows a rear end view of the engine in Figure 1, and Figure 3 shows an engine structure with an additional driven device for a marine auxiliary engine. , Figure 4 is a view of the rear end of the engine in Figure 3, Figure 5 is a diagram showing the structure of Figure 1 with a thrust bearing installed on the front of the engine, and Figure 6 is a diagram showing the structure of Figure 1 with the engine mounted on a foundation. FIG. 7 is a view of the rear end of the engine of FIG. 6 with an enlarged cutout in the area of elastic engine fixation. FIG. 7 is an enlarged cross-sectional view of section X in FIG. 7a. In the figure, reference numerals 1... Engine, 2... Propeller, 4... Propeller shaft, 5... Reduction gear device, 6... Engine driven flange, 7... Flange shaft, 7a... Drive flange, 10... Deflection clutch, 13... Lower part of transmission case, I7... Large gear, 18... Lower part of thrust bearing, 21.22° 27.28... Thrust bearing, 30...・Underframe, 31... Elastic support member, 34...
- Cardan joint, 35... Spherical configuration bearing.

Claims (1)

[Scope of Claims] 1) In a marine engine device having a medium-speed rotating diesel engine that drives a propeller shaft by a transmission device, the propeller shaft (4) passes below the engine (1), and the reduction gear device ( 5) is arranged on the opposite side (front side) of the engine to the propeller (2). 2) The marine engine system according to claim 1, wherein the engine underframe (30) forms one unit together with the transmission case lower part (13) and the thrust bearing lower part (18). 3) The thrust bearings (21, 22) are arranged outside the reduction gearing (5), but exactly in line with the reduction gearing (5), for absorbing the propeller thrust.
) or the marine engine device described in 2). 4) The marine engine device according to any one of claims 1) to 3), wherein the thrust bearings (27, 28) are arranged adjacent to the large gear (17) of the direct transmission device. 5) The marine engine device according to any one of claims 1) to 4), wherein the engine (1) is elastically fixed on the underframe (30). 6) the engine is fixed longitudinally on each side on the underframe (30) by several elastic bearing members (31);
A marine engine device according to claim 5). 7) The marine engine device according to claim 5) or 6), wherein a cardan joint (34) is inserted between the engine driven flange (6) and the drive flange (7a) of the flange shaft (7). . 8) The flange shaft (7) is supported in the cardan joint (34) or in the flexible joint (10) up to the drive hollow shaft (8) via a spherical bearing (35), or The marine engine device described in 7).