JPH0454345A - Vibration-proof device for marine engine - Google Patents

Abstract

PURPOSE:To maintain a marine engine in a state of equilibrium at all times by mounting a pair of inner and outer side engine dampers, having a installation portion formed in a spherical bearing manner at its top and bottom ends, in a inclining state in a freely turnable manner, and by arranging the dampers in a trapezoidal ring shape. CONSTITUTION:A marine engine 2 is mounted in a hull 1 using an engine damp er 4 equipped with both a spring and a damper. Four places on the engine 2 have a bracket 3 fixed horizontally and the engine damper 4 is arranged with a mounting portion 43, which is formed in a spherical bearing manner at its top and bottom. In the approximate diagonal position of the bracket 3, an inner side engine damper 42 on the inner side of the marine engine 2 is arranged in parallel with each other, and an outer side engine damper 41 in provided on the outer side This pair of inner and outer side engines 41, 42 are mounted in a freely turnable manner at a fixed angle inclination theta>theta1. These engine dampers 41, 42 are formed in a more base expanded trapezoidal ring shape when viewed longitudinally than when observed laterally.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention provides a protection for a marine engine that mounts the marine engine on the hull using an engine damper and can regulate vertical, horizontal, and longitudinal movement of the marine engine. This relates to a shaking device.

[Conventional technology]

As shown in FIGS. 26 to 29, a conventional vibration isolating device for a marine engine of this type has an engine damper C as a component that includes a spring a and an oil damper b, and this engine damper C is attached to a marine engine. d and mounted on the hull e. Further, the mounting portion f of the engine damper C1 is formed with a spherical bearing as shown in FIG. 28 so that no bending force is applied to the engine damper C1 itself.

[Problem to be solved by the invention]

However, in the above-mentioned conventional technology, since the mounting part is in the shape of a quadrilateral link with a rotatable spherical bearing, when a shock is applied to the marine engine, even a slight There is a problem that if the balance is lost, the mounting part will rotate and the marine engine will fall over.

Therefore, the present invention was devised in view of the above-mentioned problems of the conventional technology, and an object of the present invention is to provide a vibration isolating device for a marine engine that has a mount that prevents the marine engine from falling over.

[Means to solve the problem]

In order to achieve the above object, in the vibration isolator for a marine engine according to the present invention, the vibration isolator for a marine engine mounts the marine engine on the hull using an engine damper that includes a spring and a damper. When a marine engine is attached to a ship body using an engine damper having a mounting portion formed on a spherical bearing, brackets are fixed to the four corners of the marine engine, and the brackets are positioned at diagonal positions parallel to each other. A pair of inner and outer engine dampers are tilted and rotatably mounted, and the engine dampers are arranged in a substantially trapezoidal link shape when viewed from either the front or rear or the left or right direction.

In addition, an inner engine damper is attached to the four corners of the marine engine at one diagonal position on the inside of the marine engine, and the engine damper is installed at the same mounting angle in the longitudinal direction, and on the other diagonal position on the outside of the marine engine. The outer engine damper is attached so as to be inclined at the same angle as the inner engine damper, so that the engine damper is arranged in a substantially isosceles triangular link shape when viewed from either the front or rear or the left or right direction.

[For production]

First, the operation of the first invention will be explained with reference to FIGS. 4 to 8.

Note that the arrow indicates the direction of the excitation force.

Figures 4 and 5 are diagrams explaining the state when a force is applied upward and the state when a force is applied from below.Since the mounting part of the engine damper is a spherical bearing, the engine The damper expands and contracts in response to the excitation force, and since the marine engine is a rope body, the mounting portion is always on the same plane, so the marine engine is regulated by moving vertically in parallel.

Figure 6 is an explanatory diagram of the state when force is applied from the left and right.When force is applied from the left and right, each engine damper tries to reach its maximum extension and compression state, but the engine damper mounting section is always Since they are on the same plane, one of the engine dampers is in the most extended or most compressed state, and the rocking of the marine engine is regulated in an equilibrium state as a whole.

Figure 7 is an explanatory diagram of the state when force is applied from the front and rear directions.
FIG. 8 is an explanatory diagram of the state when a torque reaction force T is applied, and the rocking is regulated similarly to the state when a force is applied from the left and right directions.

The engine damper that supports the marine engine from below exerts a predetermined spring effect when expanding and contracting, and also causes the damper to generate a predetermined damping force.

Next, the operation of the second invention will be explained with reference to Figs. 13 to 25. Fig. 13 is an explanatory diagram of the front state when receiving an excitation force due to a disturbance from below, and Fig. 14 is an illustration of the state from below. FIG. 2 is an explanatory diagram of the state of the right side when receiving an excitation force due to disturbance from
FIG. 15 is a diagram illustrating the state of the front side when receiving an excitation force due to a disturbance from above, and FIG. 16 is a diagram illustrating the state of the right side when receiving an excitation force due to a disturbance from above.

In response to an excitation force from below, the four engine dampers maintain the marine engine in a balanced state in the fully extended state, and in response to an excitation force from above, the four engine dampers maintain the marine engine in equilibrium. Both are in the most compressed state.

Fig. 17 is a plan view when an excitation force due to a disturbance is applied from the lateral direction, Fig. 18 is a front view when an excitation force due to a disturbance is applied from the lateral direction, and Fig. 19 is a plan view when an excitation force due to a disturbance is applied from the lateral direction. This is a right side view when subjected to vibration, and the engine damper (46.47 in the figure) is in the most compressed state, while the engine damper (44.45 in the figure) is in the most extended state, which indicates the movement of the marine engine. is regulated.

Fig. 20 is a plan view when torque reaction force T is applied, Fig. 21
The figure is a front view when receiving torque reaction force, Fig. 22 is a right side view when receiving torque reaction force, and Fig. 23 is a plan view when receiving excitation force due to disturbance from the front and rear directions. , second
FIG. 4 is a front view when an excitation force due to a disturbance is applied from the front and rear directions, and FIG. 25 is a right side view when an excitation force due to a disturbance is applied from the front and rear directions. In this case, the engine damper (
44.47) in the figure is in the most compressed state, and the engine damper (45.46 in the figure) is in the most expanded state, restricting movement of the marine engine.

〔Example〕

First, FIGS. 1 to 3 relate to the first embodiment.

The vibration isolator for a marine engine of the present invention has a configuration in which a marine engine 2 is mounted on a hull 1 by an engine damper 4 that includes a spring and a damper (both not shown).

Brackets 3 are fixed substantially horizontally to each of the four corners 5 of the marine engine 2.

Further, the engine damper 4 is provided with mounting portions 43 whose upper and lower ends in the axial direction are formed into spherical bearings.

At a substantially diagonal position of the bracket 3, an inner engine damper 42 is arranged inside the marine engines 2 arranged parallel to each other, and an outer engine damper 4 is arranged outside.
1 are arranged, and this pair of inner and outer engine dampers 41.
42 is rotatably mounted at a constant angle of inclination θ>θ1.

The engine dampers 41 and 42 are arranged in a substantially trapezoidal link shape when viewed from either the front or rear or left and right directions, and when viewed from the front, the bottom is wider than when viewed from the side. has been done.

9 to 12 relate to a second embodiment, in which the one-side mounting portions 43 of the engine damper 4 having the above structure are directly attached to the four corners 5 of the marine engine 2. FIG.

This engine damper 4 has a pair of inner engine dampers 43 and 46 attached to the inner side of the marine engine at one diagonal position, and is attached at the same angle θ1 with respect to the longitudinal direction as the engine damper.

In addition, each inner and outer engine damper 44.45.46.47
The installation angle with respect to the vertical direction of the hull 1 is θ, and θ1〉
It is assumed that θ.

In addition, a pair of outer engine dampers 45.47 are installed at the other diagonal position on the outer side of the marine engine 2 and are inclined at the same angle as the inner engine damper 43.45. are arranged in a substantially isosceles triangular link shape when viewed from either the front or rear or the left and right directions.

〔Effect of the invention〕

Since the present invention is configured as described above, it produces the effects described below.

In the invention according to claim 1, no bending moment is applied to the engine damper in response to an excitation force in the vertical direction, and the engine damper has good operability and also has good vibration isolation properties. It is.

In addition, when an excitation force and a torque reaction force are applied in the longitudinal and lateral directions, the engine moves by the stroke of the engine damper, but the engine is always on the same plane, and the vertical, horizontal, and longitudinal movements of the marine engine are controlled. It can be regulated.

In the invention set forth in claim 2, the four engine dampers are in the fully extended state in response to the excitation force from below, and the four engine dampers are in the fully extended state in response to the excitation force from above. It becomes compressed and expanded.

In addition, in response to excitation force from the lateral direction, the front engine damper becomes the most compressed state, and the rear engine damper becomes the most extended state, and when a torque reaction force is received, the engine damper that receives this reaction force becomes the most compressed state, and at the same time, the engine damper in the opposite direction becomes the most expanded state.

Furthermore, in response to excitation forces from the front and back directions, the engine damper is in the most extended and most compressed states.

Therefore, in response to excitation force and torque reaction force from any direction, the movement of the marine engine is restricted by keeping the engine damper at its maximum extension and maximum compression, thereby restricting the vertical, horizontal, and longitudinal movement of the marine engine. This makes it possible to maintain a balanced state of the marine engine at all times.

[Brief explanation of drawings]

1 to 8 relate to a first embodiment of the present invention, in which FIG. 1 is a plan view with the engine damper installed, FIG. 2 is a front view,
Figure 3 is a right side view, Figure 4 is an explanatory diagram of the state when force is applied upward, Figure 5 is an explanatory diagram of the state when force is applied from below, and Figure 6 is an illustration of the state when force is applied from the left and right. Fig. 7 is an explanatory diagram of the state when force is applied from the front and rear directions, Fig. 8 is an explanatory diagram of the state when torque reaction force is applied, and Figs. 9 to 25 are Regarding the second embodiment, Fig. 9 is a plan view of the engine damper installed, Fig. 1θ is an explanatory diagram of the engine damper, Fig. 11 is a front view, Fig. 12 is a right side view, and Fig. 13 is the bottom Fig. 14 is an explanatory diagram of the state of the front view when receiving an excitation force due to a disturbance from below, Fig. 14 is an explanatory diagram of the state of the right side when receiving an excitation force due to a disturbance from below, and Fig. 15 is an illustration of the state from above. Fig. 16 is a state explanatory diagram of the front view when receiving an excitation force due to a disturbance; Fig. 16 is a state explanatory diagram of a right side view when receiving an excitation force due to a disturbance from above; Fig. 17
The figure is a plan view when an excitation force due to a disturbance is applied from the lateral direction, Fig. 18 is a front view when an excitation force due to a disturbance is applied from the lateral direction, and Fig. 19 is an excitation force due to a disturbance from the lateral direction. Right side view when receiving, No. 20 [! I is a plan view when receiving a torque reaction force, Fig. 21 is a front view when receiving a torque reaction force, Fig. 22 is a right side view when receiving a torque reaction force, and Fig. 23 is a front-rear view. Fig. 24 is a front view when receiving an excitation force due to a disturbance from the front and rear directions, and Fig. 25 is a front view when receiving an excitation force due to a disturbance from the front and rear directions. Right side view of the case, Figures 26 to 29
The figure relates to a conventional example, and FIG. 26 is a schematic illustration of a vibration isolator for a marine engine. : Spherical bearing, 44.
46: Inner engine damper (of the second embodiment), 45.
47: Outside engine damper (of the second embodiment), 5: Corner 4 Figure 6 Figure 9 Figure 11 Figure 7 Figure 10 Figure 15 Figure 7 and 2 Figure 14, 2 Hand

Claims (2)

[Claims] (1) In a ship engine vibration isolator that mounts a ship engine on the ship's hull using an engine damper that has both a spring and a damper, the engine damper that has mounting parts formed of spherical bearings is attached to the ship's upper and lower ends in the axial direction. When installing a marine engine, brackets are fixed to the four corners of the marine engine, and a pair of inner and outer engine dampers are tilted and rotatably attached to diagonal positions of the bracket, and are positioned parallel to each other. A vibration isolating device for a marine engine, characterized in that the engine damper is arranged in a substantially trapezoidal link shape when viewed from either the left or right direction. (2) Attach an inner engine damper to the four corners of the marine engine at one diagonal position on the inside of the marine engine, with the same mounting angle in the longitudinal direction of the engine damper, and on the other diagonal position from the marine engine. Claim 1 characterized in that the outer engine damper is attached to the outer side with the same angle of inclination as the inner engine damper, and the engine damper is arranged in a substantially isosceles triangular link shape when viewed from either the front or rear or the left or right direction. A vibration isolator for a marine engine as described in .