EP2874871B1 - Device for mounting a marine engine on an engine pedestal - Google Patents

Device for mounting a marine engine on an engine pedestal Download PDF

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Publication number
EP2874871B1
EP2874871B1 EP13717460.3A EP13717460A EP2874871B1 EP 2874871 B1 EP2874871 B1 EP 2874871B1 EP 13717460 A EP13717460 A EP 13717460A EP 2874871 B1 EP2874871 B1 EP 2874871B1
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EP
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Prior art keywords
engine
cantilever
ship
cantilevers
clamped
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EP13717460.3A
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German (de)
French (fr)
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EP2874871A1 (en
Inventor
Stefan Barthold
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MAN Energy Solutions SE
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MAN Diesel and Turbo SE
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/30—Mounting of propulsion plant or unit, e.g. for anti-vibration purposes

Definitions

  • the invention relates to a device for supporting a marine engine on a motor foundation of a ship according to the preamble of claim 1.
  • Marine engines such as marine diesel engines are supported on a motor foundation of the ship by means of appropriate devices.
  • appropriate devices for supporting a marine engine on a motor foundation of a ship on a stop device and a catching device.
  • These facilities are for storage, but the storage itself is done on the special known storage elements.
  • the stop device is also referred to as a stopper and serves to limit a relative movement between the engine foundation and the ship engine, in particular at normal loads due to sea conditions.
  • the catching device which is also referred to as a fishing hook, serves to fix the marine engine on the engine foundation especially at high loads due to distress. Thus, especially with strong rolling motions or high heeling angles as well as extreme shock loads, a release of the marine engine from the engine foundation must be safely avoided.
  • the stopper and the catcher are designed as separate assemblies.
  • stopper small games are sought and a hard rubber coating of the stopper is preferred in order to limit the relative movement between the ship's engine and the machine foundation as much as possible.
  • shock load cases you need large games to accommodate the shock energy on the deformation of the special storage elements, and / or a soft rubber coating the stoppers so that they can help build moderate forces to absorb the time at which Spielauerwindung still existing shock energy and dismantle.
  • a device for supporting a marine engine on a motor foundation in which a stop device and a catching device are already provided jointly by a stop-catch unit.
  • the present invention seeks to provide a novel device for supporting a marine engine on a motor foundation of a ship.
  • a device for supporting a marine engine on a motor foundation of a ship according to claim 1.
  • the stopper and the catcher are provided in common by a stop-and-catch unit.
  • the stop-catch unit also allows, if appropriate, an overshoot of the hammering movements that are effective for seaward movements without excessive forces being built up.
  • the function of a so-called stopper and a so-called fishing hook, which are made available in separate devices from known devices, are accordingly realized according to the invention of a common stop-catch unit.
  • the stop-catch unit has at least one subunit on the port side as well as on the starboard side of the marine engine of a cantilever arm acting in the vertical force direction and a cantilever arm acting in the horizontal force direction, wherein the cantilever arms each independently of one another are immovable at a clamped end and are fixed non-rotatably on a housing of the respective subunit.
  • the cantilevers on the opposite end of the clamped end of the ship engine facing, at sea conditions elastically deformable attacks, wherein the cantilevers are plastically deformable in shock and distress situations. Due to the plastic deformation of the cantilevers is avoided that in shock load cases build up so high forces that either the housing of the stop-catch unit itself or its screw are destroyed with the foundation or motor-side structural parts and dissolves as a result of the ship's engine from the engine foundation. At extremely high loads, the ship's engine can thus be held securely on the engine foundation.
  • the cantilevers are supported on a side facing away from the marine engine by supporting elements, wherein the support elements increasingly stiffen the respective cantilever with plastic deformation of the respective cantilever with increasing plastic deformation.
  • a progressive force-displacement characteristic is specified with respect to the deformation of the cantilevers.
  • the present invention relates to a device for supporting a marine engine on a motor foundation of a ship.
  • a device for supporting a marine engine on a motor foundation of a ship.
  • Such a device has a stop device for limiting a relative movement between the engine foundation and the ship engine, in particular under load due to sea state, as well as via a catching device for fixing the ship engine 7 on the engine foundation at high loads, in particular by maritime deluge.
  • the stopper and the catcher are provided in common by a stop-and-catch unit.
  • Fig. 1 to 4 each schematically show a stop-catch unit 1 of a device according to the invention for supporting a ship engine 7 on a motor foundation, the stop-catch unit 1 subunits 1a, 1b, namely at least one subunit 1a on the port side and at least one subunit 1 b on the starboard side of the marine engine 7.
  • the port side subunit 1a is for supporting the marine engine 7 on the port side engine foundation 8a, and the starboard side subunit 1b for supporting the marine engine 7 on the starboard engine foundation 8b of the ship.
  • Fig. 5 shows a perspective view of a subunit 1 a and 1 b without marine engine. 7
  • Each of the subunits 1a and 1b of the common stop-and-catch unit 1 has a plurality of cantilevers each, namely via a cantilever 2a or 2b which is effective in the vertical force direction and a cantilever 3a or 3b which acts in the horizontal force direction.
  • the cantilever arms 2a, 3a and 2b, 3b of the respective subunit 1a or 1b are fixed with a clamped end 11 on a housing 10b and 10b of the respective subunit 1a or 1b, namely in each case independently of one another, immovable and non-rotatable ,
  • the independently and as well as immovably and non-rotatably on the respective housing 10a and 10b of the respective subunit 1 a and 1 b of the stop-catch unit 1 fixed cantilevers 2a, 3a and 2b, 3b have at the respective clamped end 11 opposite free end 12 the ship engine 7 facing, elastically deformable stops 4, which in particular at sea, Thus, at normal operating load, provide a stopper function and so limit the relative movement between the marine engine 7 and the engine foundation 8a, 8b at sea.
  • These elastically deformable stops 4 are preferably designed as rubber stoppers or rubber stops.
  • the cantilevers 2a, 3a and 2b, 3b of the respective subunit 1a and 1b of the stop-catch unit 1 plastically deformable, the cantilevers 2a , 3a and 2b, 3b are supported on a side facing away from the marine engine 7 by corresponding support elements 5a, 6a and 5b, 6b.
  • each cantilever arm 2 a, 2 b active in the vertical direction of force is supported by a support element 6 a, 6 b by a support element 5 a, 5 b and each cantilever arm 3 a, 3 b acting in the horizontal force direction, namely on the side facing away from the ship engine 7.
  • the support elements 5a, 5b are designed as supporting cantilevers and the support elements 6a, 6b as supporting ribs.
  • the support elements 5a, 5b, 6a, 6b each extend approximately parallel to the respective cantilever 2a, 2b, 3a, 3b, namely with a variable distance between the respective support element 5a, 5b, 6a, 6b and the respective cantilever 2a, 2b, 3a , 3b, namely seen in the longitudinal direction of the respective cantilever 2a, 2b, 3a, 3b, ie in the extension direction between the clamped end 11 of the respective cantilever 2a, 2b, 3a, 3b on the respective housing 10a, 10b and the clamped end 11 opposite, the elastically deformable stop 4 bearing free end 12 of the respective cantilever 2a, 2b, 3a, 3b.
  • the respective support structure 5a, 5b, 6a, 6b extends tangentially to the respective cantilever 2a, 2b, 3a, 3b, with increasing distance from the clamped end 11 of the distance d increases continuously or monotonically and progressively between the respective cantilever 2a, 2b, 3a, 3b and the respective support element 5a, 5b, 6a, 6b, namely to the maximum distance at the free end 12 of the respective cantilever 2a, 2b, 3a, 3b , wherein this maximum distance is between 4% and 20% of the length I of the respective cantilever 2a, 2b, 3a, 3b.
  • the support structure 5a, 5b, 6a, 6b can begin at the clamped end of the respective cantilever 2a, 2b, 3a, 3b instead of tangentially also at a small angle to the cantilever.
  • This angle can be between 0 ° and 4 ° (old degree) - the large value applies to the large distance value d (20%) at the free end.
  • the cantilevers 2 a, 2 b, 3 a, 3 b are subjected to plastic deformation at high loads as a consequence of simultaneously occurring swellings and shocks, as well as in the event of distress.
  • the rubber stops 4 are subject to stress due to swell of an elastic deformation.
  • the cantilevers 2 a, 2 b, 3 a, 3 b which may be plastically deformed as a result of distress, can be exchanged separately. As a result, after a plastic deformation of a cantilever, the same can be renewed inexpensively and simply.
  • Fig. 1 to 4 show Fig. 1 to 4 the stop-catch unit 1 together with the marine engine 7 and the engine foundation 8a, 8b in different load cases, wherein Fig. 1 a situation in normal sea state shows.
  • the motor 7 applies to some of the rubber stops 4, namely in Fig. 1 in the area of the cantilevers 3a and 2b.
  • the cantilevers deform only slightly in the elastic region.
  • the cantilever arms 2a, 3a, 2b, 3b of the subunits 1a, 1b deform in such a way that even at maximum sea state, the cantilevers do not deform plastically, but they are subject only to an elastic deformation.
  • Fig. 2 shows a situation in which acts on the marine engine 7 a load of sea state and in addition by vertical shock.
  • the marine engine 7 first springs in and then rises out of its shock bearings 9a, 9b via a path of comparable size, which in Fig. 1 to 4 in the region of the subunits 1 a, 1 b of the stop-catch unit 1 are positioned.
  • Fig. 1 to 4 in the region of the subunits 1 a, 1 b of the stop-catch unit 1 are positioned.
  • the plastically deformed Support cantilevers 2a, 2b and 3b on the respective support structures 5a, 5b and 6b.
  • Fig. 3 shows a situation in which a load in the case of distress roles by 90 °, ie at a heel angle of 90 °, is present.
  • the cantilevers 3a and 2b plasticized maximum and are fully on the entire extent of the respective support structures 6a and 5b.
  • the marine engine 7 is fixed and held with sufficient safety in the device according to the invention.
  • Fig. 4 shows a situation in which the load is due to the distress Eskimorolle, in which so the entire arrangement is rotated by 180 ° compared to smooth sea.
  • the cantilever arms 2a, 2b which are effective in the vertical direction of force are deformed to the maximum and are fully supported on the respective support structure 5a or 5b over their entire length.
  • the marine engine 7 is fixed and held with sufficient safety in the device according to the invention.
  • the cantilever arms 3a and 3b acting in the horizontal direction of force are in Fig. 4 not charged.
  • the cantilevers 2a, 2b, 3a, 3b are designed such that they are deformed only elastically under load as a result of swell and are not subject to plastic deformation.
  • the corresponding design of the cantilever arms 2a, 2b, 3a, 3b, in particular a dimensioning of the width B (see Fig. 7 ) of the cantilevers between the clamped end 11 and the free end 12 thereof requires the exact knowledge of the flow limit of the semifinished product used. It is therefore necessary to produce a tensile test of the semifinished product used and from this by tensile test the force-elongation behavior take.
  • the measure of the width B is then adapted to the expected load of the corresponding cantilever and adapted to the semi-finished product used.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Vibration Prevention Devices (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Vibration Dampers (AREA)

Description

Die Erfindung betrifft eine Vorrichtung zur Lagerung eines Schiffsmotors auf einem Motorfundament eines Schiffs nach dem Oberbegriff des Anspruchs 1.The invention relates to a device for supporting a marine engine on a motor foundation of a ship according to the preamble of claim 1.

Schiffsmotoren wie Schiffsdieselbrennkraftmaschinen sind auf einem Motorfundament des Schiffs mithilfe von entsprechenden Vorrichtungen gelagert. So verfügen aus der Praxis bekannte Vorrichtungen zur Lagerung eines Schiffsmotors auf einem Motorfundament eines Schiffs über eine Stoppeinrichtung sowie eine Fangeinrichtung. Diese Einrichtungen gehören zur Lagerung, die Lagerung selbst erfolgt jedoch über die speziellen bekannten Lagerungselemente.Marine engines such as marine diesel engines are supported on a motor foundation of the ship by means of appropriate devices. Thus, known from practice devices for supporting a marine engine on a motor foundation of a ship on a stop device and a catching device. These facilities are for storage, but the storage itself is done on the special known storage elements.

Die Stoppeinrichtung wird auch als Stopper bezeichnet und dient der Begrenzung einer Relativbewegung zwischen dem Motorfundament und dem Schiffsmotor insbesondere bei Normalbelastungen durch Seegang. Durch die Begrenzung der Relativbewegung zwischen dem Motorfundament und dem Schiffsmotor wird insbesondere die konstruktive Ausführung von Medienanschlüssen zum Schiffsmotor, wie zum Beispiel der Anschluss von Kraftstoffleitungen und Abgasleitungen, konstruktiv beherrschbar gemacht. Die Fangeinrichtung, die auch als Fanghaken bezeichnet wird, dient der Fixierung des Schiffsmotors auf dem Motorfundament insbesondere bei hohen Belastungen durch Seenotfälle. So muss insbesondere bei starken Rollbewegungen bzw. hohen Krängungswinkeln sowie bei extremen Schockbelastungen ein Lösen des Schiffsmotors vom Motorfundament sicher vermieden werden. Bei aus der Praxis bekannten Vorrichtungen zur Lagerung eines Schiffsmotors auf einem Motorfundament eines Schiffs sind die Stoppeinrichtung und die Fangeinrichtung als separate Baugruppen ausgeführt.The stop device is also referred to as a stopper and serves to limit a relative movement between the engine foundation and the ship engine, in particular at normal loads due to sea conditions. By limiting the relative movement between the engine foundation and the ship's engine, in particular the structural design of media connections to the marine engine, such as the connection of fuel lines and exhaust pipes, made constructive manageable. The catching device, which is also referred to as a fishing hook, serves to fix the marine engine on the engine foundation especially at high loads due to distress. Thus, especially with strong rolling motions or high heeling angles as well as extreme shock loads, a release of the marine engine from the engine foundation must be safely avoided. In known from practice devices for supporting a marine engine on a motor foundation of a ship, the stopper and the catcher are designed as separate assemblies.

Für den Stopper werden kleine Spiele angestrebt und eine harte Gummibeschichtung des Stoppers wird bevorzugt, um die Relativbewegung zwischen dem Schiffsmotor und dem Maschinenfundament soweit wie möglich zu begrenzen.For the stopper small games are sought and a hard rubber coating of the stopper is preferred in order to limit the relative movement between the ship's engine and the machine foundation as much as possible.

Für sogenannte Schocklastfälle braucht man jedoch große Spiele, um die Schockenergie über die Verformung der speziellen Lagerungselemente aufnehmen zu können, und/oder eine weiche Gummibeschichtung der Stopper, damit diese bei Aufbau mäßiger Kräfte dazu beitragen können, die zum Zeitpunkt der Spielüberwindung noch vorhandene Schockenergie aufzunehmen und abzubauen.For so-called shock load cases, however, you need large games to accommodate the shock energy on the deformation of the special storage elements, and / or a soft rubber coating the stoppers so that they can help build moderate forces to absorb the time at which Spielüberwindung still existing shock energy and dismantle.

Durch diese konträren Anforderungen an die Stoppeinrichtung und die Fangeinrichtung einer Vorrichtung zur Lagerung eines Schiffsmotors auf einem Motorfundament eines Schiffs besteht bei aus der Praxis bekannten Vorrichtungen die Gefahr, dass sich bei außergewöhnlich hohen Belastungen, wie zum Beispiel eine kombinierte Belastung aus Seegang und Schock, der Motor vom Motorfundament löst. Dies stellt eine Sicherheitsgefährdung dar.Due to these contradictory requirements for the stop device and the catching device of a device for supporting a ship engine on a motor foundation of a ship, in devices known from practice there is a risk that at exceptionally high loads, such as a combined load of sea state and shock, the Motor releases from engine foundation. This represents a security hazard.

Es besteht daher Bedarf an einer Vorrichtung zur Lagerung eines Schiffsmotors auf einem Motorfundament, mit welcher sowohl der Anforderung an kleinere Relativbewegungen zwischen dem Motorfundament und dem Schiffsmotor bei insbesondere Seegang und andererseits der Anforderung nach so viel freiem Bewegungsspielraum wie möglich hinsichtlich der Schocklastfälle, so dass Schockenergie aufgenommen werden kann, ohne dass zu große Kräfte aufgebaut werden.There is therefore a need for a device for supporting a marine engine on a motor foundation, with which both the requirement for smaller relative movements between the engine foundation and the marine engine in particular sea state and on the other hand, the requirement for as much freedom of movement as possible in terms of shock load cases, so that shock energy can be absorbed without too large forces are built.

Aus der FR 2 287 626 A1 ist weiterhin eine Vorrichtung zur Lagerung eines Schiffsmotors auf einem Motorfundament bekannt, bei der bereits eine Stoppeinrichtung und eine Fangeinrichtung gemeinsam von einer Stopp-Fang-Einheit bereit gestellt sind.From the FR 2 287 626 A1 Furthermore, a device for supporting a marine engine on a motor foundation is known, in which a stop device and a catching device are already provided jointly by a stop-catch unit.

Hiervon ausgehend liegt der vorliegenden Erfindung die Aufgabe zugrunde, eine neuartige Vorrichtung zur Lagerung eines Schiffsmotors auf einem Motorfundament eines Schiffs zu schaffen.On this basis, the present invention seeks to provide a novel device for supporting a marine engine on a motor foundation of a ship.

Diese Aufgabe wird durch eine Vorrichtung zur Lagerung eines Schiffsmotors auf einem Motorfundament eines Schiffs nach Anspruch 1 gelöst. Die Stoppeinrichtung und die Fangeinrichtung sind gemeinsam von einer Stopp-Fang-Einheit bereitgestellt.This object is achieved by a device for supporting a marine engine on a motor foundation of a ship according to claim 1. The stopper and the catcher are provided in common by a stop-and-catch unit.

Hierdurch kann sowohl der Anforderung nach einer geringen Relativbewegung zwischen dem Schiffsmotor und dem Motorfundament bei Seegang und andererseits der Anforderung nach einer ausreichenden Bewegungsfreiheit des Motors im Schockfall Rechnung getragen werden. Im Schockfall erlaubt die Stopp-Fang-Einheit gegebenenfalls auch eine Überschreitung der für Seegangsbewegungen wirksamen Stopperspiele, ohne dass unzulässig hohe Kräfte aufgebaut werden. Die Funktion eines sogenannten Stoppers sowie eines sogenannten Fanghakens, die bei aus der Praxis bekannten Vorrichtungen durch separate Baugruppen bereigestellt werden, sind demnach erfindungsgemäß von einer gemeinsamen Stopp-Fang-Einheit realisiert.In this way, both the requirement for a slight relative movement between the marine engine and the engine foundation at sea and on the other hand, the requirement for sufficient freedom of movement of the engine in case of shock can be taken into account. In the case of shock, the stop-catch unit also allows, if appropriate, an overshoot of the hammering movements that are effective for seaward movements without excessive forces being built up. The function of a so-called stopper and a so-called fishing hook, which are made available in separate devices from known devices, are accordingly realized according to the invention of a common stop-catch unit.

Erfindungsgemäß weist die Stopp-Fang-Einheit sowohl an der Backbordseite als auch an der Steuerbordseite des Schiffsmotors jeweils mindestens eine Teileinheit aus einem in vertikaler Kraftrichtung wirksamen Kragarm und einem in horizontaler Kraftrichtung wirksamen Kragarm auf, wobei die Kragarme an einem eingespannten Ende jeweils unabhängig voneinander unverschieblich und unverdrehbar an einem Gehäuse der jeweiligen Teileinheit fixiert sind. Die Entkopplung der vertikalen Kraftrichtung und der horizontalen Kraftrichtung über separate Kragarme sowohl zur Backbordseite als auch zur Steuerbordseite des Schiffsmotors erlaubt eine besonders sichere Funktion der Stopp-Fang-Einheit, insbesondere bei zusammengesetzten Anforderungen und bei zeitlicher Abfolge verschiedener Anforderungen (zum Beispiel erst Schock dann Seenot). Damit kann sowohl bei geringen Belastungen in Folge eines Seegangs als auch bei hohen Belastungen in Folge von Schock- und Seenotfällen eine sichere Fixierung des Schiffsmotors auf dem Motorfundament gewährleistet werden.According to the invention, the stop-catch unit has at least one subunit on the port side as well as on the starboard side of the marine engine of a cantilever arm acting in the vertical force direction and a cantilever arm acting in the horizontal force direction, wherein the cantilever arms each independently of one another are immovable at a clamped end and are fixed non-rotatably on a housing of the respective subunit. The decoupling of the vertical direction of force and the horizontal direction of force via separate cantilevers both to port side and to starboard side of the marine engine allows a particularly secure operation of the stop-catch unit, especially in composite requirements and in time sequence various requirements (for example, first shock then distress). Thus, a secure fixation of the marine engine on the engine foundation can be ensured both at low loads as a result of a sea state as well as high loads due to shock and distress situations.

Vorzugsweise weisen die Kragarme am ihrem eingespannten Ende gegenüberliegenden Ende dem Schiffsmotor zugewandte, bei Seegang elastisch verformbare Anschläge auf, wobei die Kragarme bei Schock- und Seenotfällen plastisch verformbar sind. Durch die plastische Verformung der Kragarme wird vermieden, dass sich bei Schocklastfällen so hohe Kräfte aufbauen, dass entweder das Gehäuse der Stopp-Fang-Einheit selbst oder ihre Verschraubung mit dem Fundament oder motorseitige Strukturteile zerstört werden und sich als Folge der Schiffsmotor vom Motorfundament löst. Bei extrem hohen Belastungen kann so der Schiffsmotor sicher auf dem Motorfundament festgehalten werden.Preferably, the cantilevers on the opposite end of the clamped end of the ship engine facing, at sea conditions elastically deformable attacks, wherein the cantilevers are plastically deformable in shock and distress situations. Due to the plastic deformation of the cantilevers is avoided that in shock load cases build up so high forces that either the housing of the stop-catch unit itself or its screw are destroyed with the foundation or motor-side structural parts and dissolves as a result of the ship's engine from the engine foundation. At extremely high loads, the ship's engine can thus be held securely on the engine foundation.

Nach einer vorteilhaften Weiterbildung sind die Kragarme an einer dem Schiffsmotor abgewandten Seite durch Stützelemente gestützt, wobei die Stützelemente bei plastischer Verformung des jeweiligen Kragarms den jeweiligen Kragarm bei zunehmender plastischer Verformung zunehmend versteifen. Hierdurch wird eine progressive Kraft-Weg-Charakteristik bezüglich der Verformung der Kragarme vorgegeben. Mit steigender Belastung und demnach steigenden Kräften reduziert sich der Hebelarm der Kragarme. Insbesondere beim Zusammentreffen von Seegangbelastungen und Schocklastfällen kann so ein Versagen der Lagerung sicher und zuverlässig vermieden werden. Es ist stets eine sichere Fixierung des Schiffsmotors auf dem Motorfundament gewährleistet.According to an advantageous development, the cantilevers are supported on a side facing away from the marine engine by supporting elements, wherein the support elements increasingly stiffen the respective cantilever with plastic deformation of the respective cantilever with increasing plastic deformation. As a result, a progressive force-displacement characteristic is specified with respect to the deformation of the cantilevers. With increasing load and thus increasing forces reduces the lever arm of the cantilevers. In particular, at the meeting of swell and shock load cases so a failure of storage can be safely and reliably avoided. It is always guaranteed a secure fixation of the marine engine on the engine foundation.

Bevorzugte Weiterbildungen der Erfindung ergeben sich aus den Unteransprüchen und der nachfolgenden Beschreibung. Ausführungsbeispiele der Erfindung werden, ohne hierauf beschränkt zu sein, an Hand der Zeichnung näher erläutert. Dabei zeigt:

Fig. 1:
eine stark schematisierte Darstellung einer erfindungsgemäßen Vorrichtung zur Lagerung eines Schiffsmotors auf einem Motorfundament eines Schiffs in einem ersten Belastungsfall derselben zusammen mit dem Schiffsmotor und dem Motorfundament;
Fig. 2:
eine stark schematisierte Darstellung einer erfindungsgemäßen Vorrichtung zur Lagerung eines Schiffsmotors auf einem Motorfundament eines Schiffs in einem zweiten Belastungsfall derselben zusammen mit dem Schiffsmotor und dem Motorfundament;
Fig. 3:
eine stark schematisierte Darstellung einer erfindungsgemäßen Vorrichtung zur Lagerung eines Schiffsmotors auf einem Motorfundament eines Schiffs in einem dritten Belastungsfall derselben zusammen mit dem Schiffsmotor und dem Motorfundament;
Fig. 4:
eine stark schematisierte Darstellung einer erfindungsgemäßen Vorrichtung zur Lagerung eines Schiffsmotors auf einem Motorfundament eines Schiffs in einem vierten Belastungsfall derselben zusammen mit dem Schiffsmotor und dem Motorfundament;
Fig. 5:
eine perspektivische Ansicht einer Teileinheit der erfindungsgemäßen Vorrichtung zur Lagerung eines Schiffsmotors auf einem Motorfundament eines Schiffs;
Fig. 6:
ein Detail der erfindungsgemäßen Vorrichtung zur Lagerung eines Schiffsmotors auf einem Motorfundament eines Schiffs; und
Fig. 7
ein weiteres Detail der erfindungsgemäßen Vorrichtung zur Lagerung eines Schiffsmotors auf einem Motorfundament eines Schiffs.
Preferred embodiments of the invention will become apparent from the dependent claims and the description below. Embodiments of the invention will be described, without being limited thereto, with reference to the drawings. Showing:
Fig. 1:
a highly schematic representation of a device according to the invention for supporting a marine engine on a motor foundation of a ship in a first load case thereof together with the marine engine and the engine foundation;
Fig. 2:
a highly schematic representation of a device according to the invention for supporting a marine engine on a motor foundation of a ship in a second load case thereof together with the marine engine and the engine foundation;
3:
a highly schematic representation of an inventive device for supporting a marine engine on a motor foundation of a ship in a third load case thereof together with the marine engine and the engine foundation;
4:
a highly schematic representation of an inventive device for supporting a marine engine on a motor foundation of a ship in a fourth load case of the same together with the marine engine and the engine foundation;
Fig. 5:
a perspective view of a subunit of the device according to the invention for supporting a marine engine on a motor foundation of a ship;
Fig. 6:
a detail of the device according to the invention for supporting a marine engine on a motor foundation of a ship; and
Fig. 7
a further detail of the inventive device for supporting a marine engine on a motor foundation of a ship.

Die hier vorliegende Erfindung betrifft eine Vorrichtung zur Lagerung eines Schiffsmotors auf einem Motorfundament eines Schiffs. Eine solche Vorrichtung verfügt über eine Stoppeinrichtung zur Begrenzung einer Relativbewegung zwischen dem Motorfundament und dem Schiffsmotors insbesondere bei Belastungen durch Seegang sowie über eine Fangeinrichtung zur Fixierung des Schiffsmotors 7 auf dem Motorfundament bei hohen Belastungen insbesondere durch Seenotfälie. Erfindungsgemäß werden die Stoppeinrichtung und die Fangeinrichtung gemeinsam von einer Stopp-Fang-Einheit bereitgestellt.The present invention relates to a device for supporting a marine engine on a motor foundation of a ship. Such a device has a stop device for limiting a relative movement between the engine foundation and the ship engine, in particular under load due to sea state, as well as via a catching device for fixing the ship engine 7 on the engine foundation at high loads, in particular by maritime deluge. According to the invention, the stopper and the catcher are provided in common by a stop-and-catch unit.

Fig. 1 bis 4 zeigen jeweils schematisiert eine Stopp-Fang-Einheit 1 einer erfindungsgemäßen Vorrichtung zur Lagerung eines Schiffsmotors 7 auf einem Motorfundament, wobei die Stopp-Fang-Einheit 1 Teileinheiten 1a, 1b umfasst, nämlich mindestens eine Teileinheit 1a auf der Backbordseite und mindestens eine Teileinheit 1 b auf der Steuerbordseite des Schiffsmotors 7. Fig. 1 to 4 each schematically show a stop-catch unit 1 of a device according to the invention for supporting a ship engine 7 on a motor foundation, the stop-catch unit 1 subunits 1a, 1b, namely at least one subunit 1a on the port side and at least one subunit 1 b on the starboard side of the marine engine 7.

Die Teileinheit 1a der Backbordseite dient der Lagerung des Schiffsmotors 7 auf dem backbordseitigen Motorfundament 8a und die Teileinheit 1 b der Steuerbordseite dient der Lagerung des Schiffsmotors 7 auf dem steuerbordseitigen Maschinenfundament 8b des Schiffs. Fig. 5 zeigt eine perspektivische Ansicht einer Teileinheit 1 a bzw. 1 b ohne Schiffsmotor 7.The port side subunit 1a is for supporting the marine engine 7 on the port side engine foundation 8a, and the starboard side subunit 1b for supporting the marine engine 7 on the starboard engine foundation 8b of the ship. Fig. 5 shows a perspective view of a subunit 1 a and 1 b without marine engine. 7

Jede der Teileinheiten 1a und 1b der gemeinsamen Stopp-Fang-Einheit 1 verfügt über jeweils mehrere Kragarme, nämlich über einen in vertikaler Kraftrichtung wirksamen Kragarm 2a bzw. 2b sowie einen in horizontaler Kraftrichtung wirksamen Kragarm 3a bzw. 3b.Each of the subunits 1a and 1b of the common stop-and-catch unit 1 has a plurality of cantilevers each, namely via a cantilever 2a or 2b which is effective in the vertical force direction and a cantilever 3a or 3b which acts in the horizontal force direction.

Die Kragarme 2a, 3a bzw. 2b, 3b der jeweiligen Teileinheit 1a bzw. 1 b sind mit einem eingespannten Ende 11 an einem Gehäuse 10b bzw. 10b der jeweiligen Teileinheit 1 a bzw. 1 b fixiert, nämlich jeweils unabhängig voneinander, unverschiebbar und unverdrehbar.The cantilever arms 2a, 3a and 2b, 3b of the respective subunit 1a or 1b are fixed with a clamped end 11 on a housing 10b and 10b of the respective subunit 1a or 1b, namely in each case independently of one another, immovable and non-rotatable ,

Die unabhängig voneinander sowie unverschiebbar und unverdrehbar am jeweiligen Gehäuse 10a bzw. 10b der jeweiligen Teileinheit 1 a bzw. 1 b der Stopp-Fang-Einheit 1 fixierten Kragarme 2a, 3a bzw. 2b, 3b weisen am dem jeweiligen eingespannten Ende 11 gegenüberliegenden freien Ende 12 dem Schiffsmotor 7 zugewandte, elastisch verformbare Anschläge 4 auf, die insbesondere bei Seegang, also bei normaler Betriebsbelastung, eine Stopperfunktion bereitstellen und so die Relativbewegung zwischen dem Schiffsmotor 7 und dem Motorfundament 8a, 8b bei Seegang begrenzen. Diese elastisch verformbaren Anschläge 4 sind vorzugsweise als Gummistopper bzw. Gummianschläge ausgeführt.The independently and as well as immovably and non-rotatably on the respective housing 10a and 10b of the respective subunit 1 a and 1 b of the stop-catch unit 1 fixed cantilevers 2a, 3a and 2b, 3b have at the respective clamped end 11 opposite free end 12 the ship engine 7 facing, elastically deformable stops 4, which in particular at sea, Thus, at normal operating load, provide a stopper function and so limit the relative movement between the marine engine 7 and the engine foundation 8a, 8b at sea. These elastically deformable stops 4 are preferably designed as rubber stoppers or rubber stops.

Bei hohen Belastungen vor allem durch das Zusammenwirken von Seegang und Schock aber auch in Folge von Seenotfällen sind die Kragarme 2a, 3a bzw. 2b, 3b der jeweiligen Teileinheit 1a bzw. 1b der Stopp-Fang-Einheit 1 plastisch verformbar, wobei die Kragarme 2a, 3a bzw. 2b, 3b an einer dem Schiffsmotor 7 abgewandten Seite durch entsprechende Stützelemente 5a, 6a bzw. 5b, 6b abgestützt sind. Fig. 1 bis 5 kann entnommen werden, dass jeder in vertikaler Kraftrichtung wirksame Kragarm 2a, 2b durch ein Stützelement 5a, 5b und jeder in horizontaler Kraftrichtung wirksame Kragarm 3a, 3b durch ein Stützelement 6a, 6b abgestützt ist, nämlich an der vom Schiffsmotor 7 abgewandten Seite. Die Stützelemente 5a, 5b sind dabei als stützende Kragarme und die Stützelemente 6a, 6b als stützende Rippen ausgeführt.At high loads, especially by the interaction of swell and shock but also as a result of distress, the cantilevers 2a, 3a and 2b, 3b of the respective subunit 1a and 1b of the stop-catch unit 1 plastically deformable, the cantilevers 2a , 3a and 2b, 3b are supported on a side facing away from the marine engine 7 by corresponding support elements 5a, 6a and 5b, 6b. Fig. 1 to 5 It can be seen that each cantilever arm 2 a, 2 b active in the vertical direction of force is supported by a support element 6 a, 6 b by a support element 5 a, 5 b and each cantilever arm 3 a, 3 b acting in the horizontal force direction, namely on the side facing away from the ship engine 7. The support elements 5a, 5b are designed as supporting cantilevers and the support elements 6a, 6b as supporting ribs.

Die Stützelemente 5a, 5b, 6a, 6b erstrecken sich jeweils in etwa parallel zum jeweiligen Kragarm 2a, 2b, 3a, 3b, nämlich mit veränderlichem Abstand zwischen dem jeweiligen Stützelement 5a, 5b, 6a, 6b und dem jeweiligen Kragarm 2a, 2b, 3a, 3b, nämlich in Längsrichtung des jeweiligen Kragarms 2a, 2b, 3a, 3b gesehen, also in Erstreckungsrichtung zwischen dem eingespannten Ende 11 des jeweiligen Kragarms 2a, 2b, 3a, 3b am jeweiligen Gehäuse 10a, 10b und dem dem eingespannten Ende 11 gegenüberliegenden, den elastisch verformbaren Anschlag 4 tragende freie Ende 12 des jeweiligen Kragarms 2a, 2b, 3a, 3b.The support elements 5a, 5b, 6a, 6b each extend approximately parallel to the respective cantilever 2a, 2b, 3a, 3b, namely with a variable distance between the respective support element 5a, 5b, 6a, 6b and the respective cantilever 2a, 2b, 3a , 3b, namely seen in the longitudinal direction of the respective cantilever 2a, 2b, 3a, 3b, ie in the extension direction between the clamped end 11 of the respective cantilever 2a, 2b, 3a, 3b on the respective housing 10a, 10b and the clamped end 11 opposite, the elastically deformable stop 4 bearing free end 12 of the respective cantilever 2a, 2b, 3a, 3b.

Der Abstand zwischen dem jeweiligen Stützelement 5a, 5b, 6a, 6b und dem jeweiligen Kragarm 2a, 2b, 3a, 3b ist dabei im Bereich des jeweiligen eingespannten Ende 11 minimal, wobei sich dieser Abstand ausgehend vom jeweiligen eingespannten Ende 11 in Richtung auf den dem eingespannten Ende 11 gegenüberliegenden freien Ende 12 vergrößert, Dies ist in Fig. 6 für ein Stützelement 5a, 5b und einen Kragarm 2a, 2b stark schematisiert gezeigt. So kann Fig. 6 entnommen werden, dass der Abstand d zwischen dem jeweiligen Stützelement 5a, 5b und dem jeweiligen Kragarm 2a, 2b im Bereich des jeweiligen eingespannten Endes 11 in etwa Null beträgt, und dass sich dieser Abstand d zwischen dem jeweiligen Stützelement 5a, 5b und dem jeweiligen Kragarm 2a, 2b in Richtung auf den dem eingespannten Ende 11 gegenüberliegenden freien Ende 12 sukzessive vergrößert, wobei dieser Abstand d im Bereich des dem eingespannten Ende 11 gegenüberliegenden freien Endes 12 des jeweiligen Kragarms 2a, 2b zwischen 4% und 20% der Länge I des jeweiligen Kragarms 2a, 2b beträgt.The distance between the respective support element 5a, 5b, 6a, 6b and the respective cantilever 2a, 2b, 3a, 3b is minimal in the region of the respective clamped end 11, wherein this distance, starting from the respective clamped end 11 in the direction of the clamped end 11 enlarged opposite free end 12, This is in Fig. 6 for a support element 5a, 5b and a cantilever 2a, 2b shown in a highly schematic. So can Fig. 6 be taken that the distance d between the respective support member 5a, 5b and the respective cantilever 2a, 2b in the region of the respective clamped end 11 is approximately zero, and that this distance d between the respective support member 5a, 5b and the respective cantilever 2a, 2b in the direction of the clamped end 11 opposite free end 12 successively increased, said distance d in the region of the clamped end 11 opposite free end 12 of the respective cantilever 2a, 2b between 4% and 20% of the length I of the respective Kragarms 2a, 2b is.

Die vorstehenden Ausführungen gelten sinngemäß genauso für die Kragarme 3a und 3b, sowie für die sie begleitenden Stützelemente 6a, 6b.The above statements apply mutatis mutandis to the cantilever arms 3a and 3b, and for the accompanying support elements 6a, 6b.

Mit zunehmender plastischer Verformung des jeweiligen Kragarms 2a, 2b, 3a, 3b bei hohen Belastungen insbesondere durch Schock- oder Seenotfälle wird hierdurch eine zunehmende Versteifung des jeweiligen Kragarms 2a, 2b, 3a, 3b durch das jeweilige Stützelement 5a, 5b, 6a, 6b gewährleistet, nämlich durch eine sukzessive Verkleinerung des wirksamen Hebelarms des jeweiligen Kragarms. Hierdurch wird eine progressive Kraft-Weg-Charakteristik der Kraftaufnahme im Bereich der Teileinheiten 1a, 1b bei plastischer Verformung der Kragarme 2a, 2b, 3a, 3b gewährleistet.With increasing plastic deformation of the respective cantilever 2a, 2b, 3a, 3b at high loads, in particular by shock or distress, an increasing stiffening of the respective cantilever 2a, 2b, 3a, 3b is ensured by the respective support member 5a, 5b, 6a, 6b , namely by a successive reduction of the effective lever arm of the respective cantilever. This ensures a progressive force-displacement characteristic of the force absorption in the region of the subunits 1a, 1b in the case of plastic deformation of the cantilever arms 2a, 2b, 3a, 3b.

Im Bereich des eingespannten Endes 11 des jeweiligen Kragarms 2a, 2b, 3a, 3b verläuft die jeweilige Stützstruktur 5a, 5b, 6a, 6b tangential zum jeweiligen Kragarm 2a, 2b, 3a, 3b, wobei mit zunehmenden Abstand von dem eingespannten Ende 11 der Abstand d zwischen dem jeweiligen Kragarm 2a, 2b, 3a, 3b und dem jeweiligen Stützelement 5a, 5b, 6a, 6b kontinuierlich bzw. monoton und progressiv zunimmt, nämlich bis zum maximalen Abstand am freien Ende 12 des jeweiligen Kragarms 2a, 2b, 3a, 3b, wobei dieser maximale Abstand zwischen 4% und 20% der Länge I des jeweiligen Kragarms 2a, 2b, 3a, 3b beträgt.In the region of the clamped end 11 of the respective cantilever 2a, 2b, 3a, 3b, the respective support structure 5a, 5b, 6a, 6b extends tangentially to the respective cantilever 2a, 2b, 3a, 3b, with increasing distance from the clamped end 11 of the distance d increases continuously or monotonically and progressively between the respective cantilever 2a, 2b, 3a, 3b and the respective support element 5a, 5b, 6a, 6b, namely to the maximum distance at the free end 12 of the respective cantilever 2a, 2b, 3a, 3b , wherein this maximum distance is between 4% and 20% of the length I of the respective cantilever 2a, 2b, 3a, 3b.

Die Stützstruktur 5a, 5b, 6a, 6b kann am eingespannten Ende des jeweiligen Kragarms 2a, 2b, 3a, 3b anstatt tangential auch unter einem kleinen Winkel zum Kragarm beginnen. Dieser Winkel kann zwischen 0° und 4° (Altgrad) betragen-der große Wert gilt für den großen Abstandswert d (20%) am freien Ende.The support structure 5a, 5b, 6a, 6b can begin at the clamped end of the respective cantilever 2a, 2b, 3a, 3b instead of tangentially also at a small angle to the cantilever. This angle can be between 0 ° and 4 ° (old degree) - the large value applies to the large distance value d (20%) at the free end.

Wie bereits ausgeführt, unterliegen die Kragarme 2a, 2b, 3a, 3b bei hohen Belastungen in Folge gleichzeitig auftretenden Seegangs und Schocks, sowie von Seenotfällen einer plastischen Verformung. Die Gummianschläge 4 unterliegen bei Belastung in Folge von Seegang einer elastischen Verformung. Die in Folge von Seenotfällen gegebenenfalls plastisch verformten Kragarme 2a, 2b, 3a, 3b können separat ausgetauscht werden. Hierdurch kann nach einer plastischen Verformung eines Kragarms derselbe preiswert und einfach erneuert werden.As already stated, the cantilevers 2 a, 2 b, 3 a, 3 b are subjected to plastic deformation at high loads as a consequence of simultaneously occurring swellings and shocks, as well as in the event of distress. The rubber stops 4 are subject to stress due to swell of an elastic deformation. The cantilevers 2 a, 2 b, 3 a, 3 b, which may be plastically deformed as a result of distress, can be exchanged separately. As a result, after a plastic deformation of a cantilever, the same can be renewed inexpensively and simply.

Wie bereits ausgeführt, zeigen Fig. 1 bis 4 die Stopp-Fang-Einheit 1 zusammen mit dem Schiffsmotor 7 und das Motorfundament 8a, 8b in unterschiedlichen Belastungsfällen, wobei Fig. 1 eine Situation bei normalem Seegang zeigt. In Fig. 1 legt sich der Motor 7 an einige der Gummianschläge 4 an, nämlich in Fig. 1 im Bereich der Kragarme 3a und 2b. Die Kragarme verformen sich hierbei lediglich geringfügig im elastischen Bereich. Die der Kragarme 2a, 3a, 2b, 3b der Teileinheiten 1a, 1b verformen sich in der Weise, dass auch bei maximalem Seegang die Kragarme sich nicht plastisch verformen, sondern dieselben lediglich einer elastischen Verformung unterliegen.As already stated, show Fig. 1 to 4 the stop-catch unit 1 together with the marine engine 7 and the engine foundation 8a, 8b in different load cases, wherein Fig. 1 a situation in normal sea state shows. In Fig. 1 The motor 7 applies to some of the rubber stops 4, namely in Fig. 1 in the area of the cantilevers 3a and 2b. The cantilevers deform only slightly in the elastic region. The cantilever arms 2a, 3a, 2b, 3b of the subunits 1a, 1b deform in such a way that even at maximum sea state, the cantilevers do not deform plastically, but they are subject only to an elastic deformation.

Fig. 2 zeigt eine Situation, in welcher auf den Schiffsmotor 7 eine Belastung durch Seegang und zusätzlich durch vertikalen Schock einwirkt. Bei Vertikalschock federt der Schiffsmotor 7 zunächst ein und erhebt sich anschließend über einen Weg in vergleichbarer Größe aus seinen Schocklagern 9a, 9b heraus, die in Fig. 1 bis 4 im Bereich der Teileinheiten 1 a, 1 b der Stopp-Fang-Einheit 1 positioniert sind. Hierbei entstehen an den jeweils belasteten Kragarmen, in Fig. 2 an den Kragarmen 2a, 2b und 3b, derart große Belastungen, dass die betroffenen Kragarme 2a, 2b und 3b plastifizieren, wobei sich die plastisch verformten Kragarme 2a, 2b und 3b an den jeweiligen Stützstrukturen 5a, 5b und 6b abstützen. Dabei ist sichergestellt, dass die auf das Gehäuse der Stopp-Fang-Einheit, auf ihre Verschraubung mit dem Fundament sowie auf die motorseitigen Strukturteile wirkenden Kräfte den Bereich maximal zulässiger Kräfte nicht überschreiten. Alle erwähnten Teile erleiden somit durch das Zusammenwirken von Seegang und Schock keinerlei Beschädigung. Fig. 2 shows a situation in which acts on the marine engine 7 a load of sea state and in addition by vertical shock. In the case of a vertical shock, the marine engine 7 first springs in and then rises out of its shock bearings 9a, 9b via a path of comparable size, which in Fig. 1 to 4 in the region of the subunits 1 a, 1 b of the stop-catch unit 1 are positioned. Here arise at the each loaded Kragarmen, in Fig. 2 on the cantilevers 2a, 2b and 3b, such large loads that plasticize the affected cantilever arms 2a, 2b and 3b, wherein the plastically deformed Support cantilevers 2a, 2b and 3b on the respective support structures 5a, 5b and 6b. It is ensured that the forces acting on the housing of the stop-catch unit, on its screw connection with the foundation and on the motor-side structural parts do not exceed the range of maximum permissible forces. All parts mentioned thus suffer no damage due to the interaction of swell and shock.

Fig. 3 zeigt eine Situation, in welcher eine Belastung bei dem Seenotfall Rollen um 90°, also bei einem Krängungswinkel von 90°, vorliegt. Hierbei sind dann gemäß Fig. 3 die Kragarme 3a und 2b maximal plastifiziert und liegen voll über deren gesamte Erstreckung an den jeweiligen Stützstrukturen 6a bzw. 5b an. Der Schiffsmotor 7 wird mit ausreichender Sicherheit in der erfindungsgemäßen Vorrichtung fixiert und gehalten. Fig. 3 shows a situation in which a load in the case of distress roles by 90 °, ie at a heel angle of 90 °, is present. Here are then according to Fig. 3 the cantilevers 3a and 2b plasticized maximum and are fully on the entire extent of the respective support structures 6a and 5b. The marine engine 7 is fixed and held with sufficient safety in the device according to the invention.

Fig. 4 zeigt eine Situation, in welcher die Belastung durch den Seenotfall Eskimorolle vorliegt, bei welcher also die gesamte Anordnung gegenüber glatter See um 180° gedreht ist. Hierbei sind dann gemäß Fig. 4 die in vertikaler Kraftrichtung wirksamen Kragarme 2a, 2b maximal verformt und stützen sich über deren gesamte Länge voll an der jeweiligen Stützstruktur 5a bzw. 5b ab. Der Schiffsmotor 7 wird mit ausreichender Sicherheit in der erfindungsgemäßen Vorrichtung fixiert und gehalten. Die in horizontaler Kraftrichtung wirksamen Kragarme 3a und 3b sind in Fig. 4 nicht belastet. Fig. 4 shows a situation in which the load is due to the distress Eskimorolle, in which so the entire arrangement is rotated by 180 ° compared to smooth sea. Here are then according to Fig. 4 the cantilever arms 2a, 2b which are effective in the vertical direction of force are deformed to the maximum and are fully supported on the respective support structure 5a or 5b over their entire length. The marine engine 7 is fixed and held with sufficient safety in the device according to the invention. The cantilever arms 3a and 3b acting in the horizontal direction of force are in Fig. 4 not charged.

Wie bereits ausgeführt, sind die Kragarme 2a, 2b, 3a, 3b derart ausgelegt, dass dieselben bei Belastungen in Folge von Seegang nur elastisch verformt werden und keiner plastischen Verformung unterliegen. Die entsprechende Auslegung der Kragarme 2a, 2b, 3a, 3b, insbesondere eine Dimensionierung der Breite B (siehe Fig. 7) der Kragarme zwischen dem eingespannten Ende 11 und dem freien Ende 12 derselben setzt die genaue Kenntnis der Fließgrenze des verwendeten Halbzeugs voraus. Es ist daher erforderlich, vom verwendeten Halbzeug eine Zugprobe herzustellen und von dieser per Zugversuch das Kraft-Längungsverhalten aufzunehmen. Nach Maßgabe der ermittelten Fließgrenze ist dann das Maß der Breite B angepasst an die zu erwartende Belastung des entsprechenden Kragarms und angepasst an das verwendete Halbzeug fest zu legen. As already stated, the cantilevers 2a, 2b, 3a, 3b are designed such that they are deformed only elastically under load as a result of swell and are not subject to plastic deformation. The corresponding design of the cantilever arms 2a, 2b, 3a, 3b, in particular a dimensioning of the width B (see Fig. 7 ) of the cantilevers between the clamped end 11 and the free end 12 thereof requires the exact knowledge of the flow limit of the semifinished product used. It is therefore necessary to produce a tensile test of the semifinished product used and from this by tensile test the force-elongation behavior take. In accordance with the yield strength determined, the measure of the width B is then adapted to the expected load of the corresponding cantilever and adapted to the semi-finished product used.

Claims (8)

  1. A device for mounting a ship's engine (7) on an engine foundation (8a, 8b) of a ship with a stopping device for limiting a relative movement between the engine foundation (8a, 8b) and the ship's engine (7), in particular in the case of heavy swell, and with a catching device for fixing the ship's engine (7) on the engine foundation (8a, 8b) in particular in sea emergencies, wherein the stopping device and the catching device are jointly provided by a stop-catch unit (1) characterized in that the stop-catch unit (1) on the port side and also on the starboard side of the ship or ship's engine (7) in each case comprises in each case at least one part unit (1a, 1b) of a cantilever (2a, 2b) that is effective in vertical force direction and a cantilever (3a, 3b) that is effective in horizontal force direction, wherein the cantilevers (2a, 2b, 3a, 3b) on a clamped-in end (11) in each case are fixed independently of one another non-displaceably and non-rotatably on a housing (10a, 10b) of the respective part unit (1a, 1b).
  2. The device according to Claim 1, characterized in that the cantilevers (2a, 2b, 3a, 3b) on a free end (12) located opposite the clamped-in end (11) comprise stops (4) facing the ship's engine (7) which are elastically deformable when loaded as a consequence of heavy swell.
  3. The device according to Claim 1 or 2, characterized in that the cantilevers (2a, 2b, 3a, 3b) simultaneous loading through heavy swell and shock but also as a consequence of sea emergencies are plastically deformable.
  4. The device according to any one of the Claims 1 to 3, characterized in that the cantilevers (2a, 2b, 3a, 3b) are supported on a side facing away from the ship's engine (7) by support elements (5a, 5b, 6a, 6b).
  5. The device according to Claim 4, characterized in that the support elements (5a, 5b, 6a, 6b) extend approximately parallel with a variable spacing from the respective cantilever (2a, 2b, 3a, 3b), wherein the spacing between the respective support element (5a, 5b, 6a, 6b) and the respective cantilever (2a, 2b, 3a, 3b) is minimal in the region of the respective clamped-in end (11), and wherein the spacing between the respective support element (5a, 5b, 6a, 6b) and the respective cantilever (2a, 2b, 3a, 3b) starting out from the respective clamped-in end (11) increases in the direction of the free end (12) located opposite the clamped-in end (11).
  6. The device according to Claim 5, characterized in that the spacing between the respective support element (5a, 5b, 6a, 6b) and the respective cantilever (2a, 2b, 3a, 3b) in the region of the respective clamped-in end (11) is approximately zero and in that the spacing between the respective support element (5a, 5b, 6a, 6b) and the respective cantilever (2a, 2b, 3a, 3b) in the region of the free end (12) located opposite the clamped-in end (11) corresponds to 4% to 20% of the length of the respective cantilever (2a, 2b, 3a, 3b).
  7. The device according to any one of the Claims 4 to 6, characterized in that the support elements (5a, 5b, 6a, 6b) upon plastic deformation of the respective cantilever (2a, 2b, 3a, 3b) increasingly stiffen the respective cantilever (2a, 2b, 3a, 3b) upon increasing plastic deformation.
  8. The device according to Claim 1, characterized in that the cantilevers (2a, 2b, 3a, 3b) are separately exchangeable.
EP13717460.3A 2012-05-08 2013-04-08 Device for mounting a marine engine on an engine pedestal Active EP2874871B1 (en)

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DE201210207646 DE102012207646A1 (en) 2012-05-08 2012-05-08 Device for mounting a marine engine on a motor foundation
PCT/EP2013/057267 WO2013167330A1 (en) 2012-05-08 2013-04-08 Device for mounting a marine engine on an engine pedestal

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RU2579256C1 (en) 2016-04-10
WO2013167330A1 (en) 2013-11-14
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DE102012207646A1 (en) 2013-11-14
KR20150004929A (en) 2015-01-13

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