WO2018163595A1

WO2018163595A1 - Engine support structure

Info

Publication number: WO2018163595A1
Application number: PCT/JP2018/000594
Authority: WO
Inventors: 展久冨田
Original assignee: ヤンマー株式会社
Priority date: 2017-03-08
Filing date: 2018-01-12
Publication date: 2018-09-13
Also published as: JP2018144730A; JP6688753B2

Abstract

This engine support structure (100) is provided with a vibration-proof device (20), a first contact part (31), and a first stopper (41). The vibration-proof device (20) supports, in a vibration-proof manner, a propulsion engine (4) disposed in a ship. The first contact part (31) is inclined integrally with the propulsion engine (4), and moves vertically downward when inclined in the reverse direction of the direction in which the propulsion engine (4) is inclined by a reaction force during operation. The first stopper (41) has a first stopper surface (41a), and the inclination of the propulsion engine (4) is restricted by means of contact between the first contact part (31) and the first stopper surface (41a). The first stopper surface (41a) is disposed at the same height as or lower than the height of the first contact part (31) when the propulsion engine (4) is not operating.

Description

Engine support structure

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

The engine receives a force from a reaction force (reaction torque) during operation. 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, 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. 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.

Japanese Utility Model Publication No. 6-25392

However, the configuration of Patent Document 1 requires a plurality of devices in order to reduce vibrations based on changes in engine reaction force. 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.

It is preferable that the engine support structure 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.

∙ As a result, the tilt of the engine can be regulated by the two stoppers, so that the tilt vibration when the engine is stopped can be stopped in a shorter period of time.

It is preferable that the engine support structure 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.

This makes it possible to prevent excessive tilting of the running engine 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, an embodiment 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, the hull 2 of the ship 1 is provided with an engine room 3. 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 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, 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 (with the crankshaft 4a as a rotation axis, the tilting direction is opposite to the rotation direction of the crankshaft 4a). 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 tries to return to the original position (original posture, horizontal position) by tilting the tilt angle toward 0. 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, due to the restoring force of the vibration isolator 20, the propulsion engine 4 again tilts in the tilt direction during operation. 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 on 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 two attachment portions for attaching the coil spring to the propulsion engine 4 and the hull 2, respectively. 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 (specifically, a mounting portion for mounting the propulsion engine 4) and the propulsion engine 4 by a fixture (not shown) or the like. 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 end 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 that “the same height” refers to 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 of the propulsion engine 4 is zero to the opposite side of the in-operation inclination direction.

The first stopper shaft 41b is disposed so as to pass through the first guide hole 31a. The opening diameter of the first guide hole 31a is larger than that of 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 end of the tilt vibration when the engine is stopped. This prevents the propulsion engine 4 from being inclined.

Further, 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. The tilt vibration can be terminated.

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 differs 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.

Further, in order to make the second stopper 42 act, 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 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 addition, in 3rd Embodiment, it is the structure which provides the 3rd stopper 43 above the 1st stopper 41 (opposite side of the 1st stopper 41 on both sides of the engine support plate 30). 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 supported by vibration isolation is tilted by a reaction force during operation and returns to the original position when stopped, but at this time, tilt vibration occurs when the engine is stopped. In this regard, by providing the first stopper 41 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.

Further, the engine support structure 100 of the 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.

This makes it possible to regulate the inclination of the propulsion engine 4 with 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 a third stopper surface 43a, and the inclination of the propulsion engine 4 is regulated by the contact between the first contact portion 31 and the third stopper surface 43a. The 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.

This can prevent an excessive inclination of the propulsion engine 4 in operation 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.

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

The number of the first stopper 41 to the third stopper 43 can be set arbitrarily, 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 that the first stopper 41 to the third stopper 43 are arranged close to the center of gravity of the propulsion engine 4. By disposing near 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

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,
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.
The engine support structure according to claim 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.