Bearing temperature monitoring device

Abstract

The present application provides a bearing temperature monitoring device capable of monitoring bearing temperature as a monitoring object through a simple structure. In a bearing temperature monitoring device for monitoring the temperature of a bearing portion that rotatably supports a crank pin shaft of a crank that rotates around the axis of a crankshaft of an internal combustion engine, there are provided: an oil receiving portion having an inlet portion that opens upward, the oil receiving portion being provided to an inner wall surface of the internal combustion engine and receiving lubricating oil that scatters from the bearing portion that performs an orbiting motion around the axis of the crankshaft along with rotation of the crank via the inlet portion; and a temperature measuring portion that measures the temperature of the lubricating oil received by the oil receiving portion.

Description

Technical Field

[0001] This invention relates to a bearing temperature monitoring device for an internal combustion engine. Background Technology

[0002] Previously, in internal combustion engines such as marine diesel engines mounted on ships, monitoring the temperature of the crankpin bearing section was used as a means to detect abnormalities in the crankpin bearing section at an early stage. The crankpin bearing section is a bearing section that supports the crankpin shaft of the crankshaft so that it can rotate freely. The crankshaft converts the reciprocating motion of the piston in the cylinder into the rotational motion of the crankshaft.

[0003] Normally, lubricating oil is supplied between the sliding surface (inner circumferential surface) of the crankpin bearing and the crankpin. This lubricating oil film ensures smooth sliding between the crankpin bearing and the crankpin. However, due to the intrusion of foreign matter between the sliding surface of the crankpin bearing and the crankpin, and fatigue failure of the crankpin bearing, there is a concern that scratches, cracks, and other damage may occur on the sliding surface of the crankpin bearing. In such cases, the formation of the lubricating oil film is hindered, resulting in an excessive rise in the temperature of the crankpin bearing (hereinafter referred to as bearing temperature) because the sliding surface of the crankpin bearing comes into metal-to-metal contact with the journal of the crankpin.

[0004] If the bearing temperature is monitored and an excessive rise in bearing temperature is detected at an early stage, abnormalities in the crankpin bearing can be identified early. Based on this, for example, reducing the load on the internal combustion engine (engine load) can suppress the progression of damage to the crankpin bearing, or maintenance such as stopping the internal combustion engine to inspect or replace the crankpin bearing can be performed, thereby preventing serious damage to the internal combustion engine, such as combustion damage to the sliding surface or journal of the crankpin bearing.

[0005] As a conventional temperature measurement technique for monitoring such bearing temperatures, for example, a technique has been proposed that involves installing a temperature sensor in the crankpin bearing section and detecting the rise in bearing temperature using this temperature sensor (see Patent Document 1). In particular, in the conventional technique described in Patent Document 1, the temperature sensor is made of a shape memory alloy that changes shape with temperature rise, and the operation of the temperature sensor when the bearing temperature rises excessively is detected in a non-contact manner using a proximity switch such as a magnetic sensor.

[0006] Existing technical documents

[0007] Patent documents

[0008] Patent Document 1: Japanese Utility Model Publication No. 59-121520

[0009] The technical problem that the invention aims to solve

[0010] However, in the aforementioned prior art, since the crank pin bearing portion with the temperature sensor installed revolves around the crankshaft axis along with the crank pin during the crankshaft's rotation, there is a concern that the temperature sensor may detach from the revolving crank pin bearing portion due to centrifugal force, etc. As a result, there are cases where the bearing temperature cannot be measured.

[0011] Furthermore, since the aforementioned temperature sensor revolves together with the crank pin bearing, it is difficult to fix the proximity switch, which detects the rise in bearing temperature non-contactly based on the temperature sensor, in an accessible position without contacting the temperature sensor. That is, during the revolution of the crank pin bearing, there is a concern that the temperature sensor and the proximity switch may come into contact with each other and break, making it impossible to measure the bearing temperature. Alternatively, if the distance between the temperature sensor and the proximity switch is increased to avoid such contact, there is a concern that the movement of the temperature sensor may not be detected by the proximity switch, making it difficult to reliably detect the rise in bearing temperature. Summary of the Invention

[0012] The present invention was made in view of the above circumstances, and its object is to provide a bearing temperature monitoring device that can monitor the temperature of the bearing being monitored through a simple structure.

[0013] Technical means for solving technical problems

[0014] To solve the aforementioned technical problems and achieve the objective, the bearing temperature monitoring device of the present invention is used to monitor the temperature of a bearing portion that supports the crank pin of a crank that rotates around the axis of an internal combustion engine, allowing it to rotate freely. The bearing temperature monitoring device comprises: an oil receiving portion having an upwardly opening inlet, the oil receiving portion being disposed on the inner wall surface of the internal combustion engine, and receiving lubricating oil that splashes from the bearing portion as it revolves around the axis of the crankshaft, accompanying the rotation of the crank; and a temperature measuring portion that measures the temperature of the lubricating oil received by the oil receiving portion.

[0015] Furthermore, the bearing temperature monitoring device according to the present invention includes, in the above-described invention, a blocking part disposed above the oil receiving part, which blocks the lubricating oil flowing down along the inner wall surface of the internal combustion engine.

[0016] Furthermore, in the bearing temperature monitoring device of the present invention, in the above-mentioned invention, the oil receiving part is provided in multiple positions along the inner wall surface of the internal combustion engine.

[0017] Furthermore, in the bearing temperature monitoring device of the present invention, the inlet portion of the oil receiving portion is configured such that its width in the axial direction of the crankshaft is narrower than that of the bearing portion, and one or more are provided corresponding to at least one of the two ends of the bearing portion in the axial direction of the crankshaft.

[0018] Furthermore, in the bearing temperature monitoring device of the present invention, the inlet width of the oil receiving part is greater than or equal to the width of the bearing part in the axial direction of the crankshaft, and less than the width of the crosshead pin bearing part of the crosshead that is connected to the bearing part of the internal combustion engine.

[0019] Furthermore, in the bearing temperature monitoring device of the present invention, the oil receiving part is disposed in the region between the uppermost position of the bearing part when the piston is at top dead center and the lowermost position of the bearing part when the piston is at bottom dead center, and the piston corresponds to the crank pin of the internal combustion engine.

[0020] Furthermore, the bearing temperature monitoring device according to the present invention, in the above-described invention, includes: a control unit that determines whether the temperature of the bearing part is abnormal based on the temperature of the lubricating oil measured by the temperature measuring unit; and an output unit that outputs the determination result of the temperature of the bearing part by the control unit.

[0021] The effects of the invention

[0022] The bearing temperature monitoring device according to the present invention achieves the effect of monitoring the temperature of the bearing being monitored through a simple structure. Attached Figure Description

[0023] Figure 1 This is a schematic diagram illustrating a structural example of an internal combustion engine to which the bearing temperature monitoring device according to Embodiment 1 of the present invention is applied.

[0024] Figure 2 This is a schematic diagram illustrating a structural example of the bearing temperature monitoring device according to Embodiment 1 of the present invention.

[0025] Figure 3 yes Figure 2 The diagram shows a cross-sectional view of the bearing temperature monitoring device along line AA.

[0026] Figure 4 This is a schematic diagram showing an example of the configuration of the oil receiving section in the height direction according to Embodiment 1 of the present invention.

[0027] Figure 5 This is a schematic diagram illustrating a structural example of the bearing temperature monitoring device according to Embodiment 2 of the present invention.

[0028] Figure 6 This is a schematic diagram illustrating the width of the blocking portion of the bearing temperature monitoring device in Embodiment 2 of the present invention.

[0029] Figure 7 This is a schematic diagram illustrating an example of the state in which the blocking part blocks the oil in an embodiment of the present invention.

[0030] Figure 8 This is a schematic diagram illustrating a structural example of the bearing temperature monitoring device according to Embodiment 3 of the present invention.

[0031] Figure 9 This is a schematic diagram illustrating the width of the multi-segment oil receiving portion in Embodiment 3 of the present invention.

[0032] Figure 10 This is a schematic diagram illustrating a structural example of the bearing temperature monitoring device according to Embodiment 4 of the present invention.

[0033] Figure 11 yes Figure 10 The diagram shows a cross-sectional view of the bearing temperature monitoring device along the BB line.

[0034] Figure 12 This is a schematic diagram illustrating a structural example of the bearing temperature monitoring device according to Embodiment 5 of the present invention.

[0035] Symbol Explanation

[0036] 1 base

[0037] 2 crankshafts

[0038] 2a axis

[0039] 3 cranks

[0040] 4 crank pins

[0041] 4a axis

[0042] 5 framework

[0043] 6-link

[0044] 7 Crankpin Bearing Section

[0045] 7a First end

[0046] 7b Second end

[0047] 8 sliding plates

[0048] 9 crossheads

[0049] 9a crosshead pin

[0050] 9b crosshead pin bearing section

[0051] 9c sliding metal

[0052] 10 Marine diesel engines

[0053] 11 cylinder liner

[0054] 12 cylinders

[0055] 13 cylinder bushing

[0056] 14 Cylinder Head

[0057] 15-piston

[0058] 16-piston rod

[0059] 17 Combustion Chamber

[0060] 18 exhaust valves

[0061] 19 Upper valve assembly

[0062] 20 exhaust manifold

[0063] 21 Exhaust pipe

[0064] 22 Tightening Bolts

[0065] 25 frame walls

[0066] 26 base walls

[0067] 27 inner wall

[0068] 30, 30A, 30B, 30C, 30D bearing temperature monitoring devices

[0069] Oil receiving sections 31, 41, and 51

[0070] Entrance sections 31a, 42a, and 43a

[0071] 32, 35 discharge pipes

[0072] 33 Temperature Measurement Department

[0073] 33a measuring terminal

[0074] 34 Blocking Section

[0075] 36 connecting tubes

[0076] 38 Output Section

[0077] 39 Control Department

[0078] 42 First Oil Receiving Unit

[0079] 43 Second Oil Receiving Section

[0080] 52 First Entrance Section

[0081] 53 Second Entrance

[0082] 54 and 55 connecting holes

[0083] 100, 100a, 100b, 101, 102 lubricating oils

[0084] D1 Height Direction

[0085] D2 Width Direction

[0086] D3 Axial Direction

[0087] F1 Centrifugal force

[0088] F2 Tangential force

[0089] F3 Gravity

[0090] K orbital track

[0091] P1 top position

[0092] P2 lowest position

[0093] P3 axis position

[0094] S1, S2 gap

[0095] Arrows Y1 and Y2 Detailed Implementation

[0096] Hereinafter, a preferred embodiment of the bearing temperature monitoring device according to the present invention will be described in detail with reference to the accompanying drawings. However, the present invention is not limited to this embodiment. It should also be noted that the drawings are schematic, and the dimensional relationships and ratios of the elements may differ from reality. Sometimes, the drawings also include parts with different dimensional relationships or ratios. Furthermore, in all the drawings, the same symbols are used to label the same components.

[0097] (Implementation Method 1)

[0098] First, the structure of the internal combustion engine using the bearing temperature monitoring device according to Embodiment 1 of the present invention will be described. Figure 1 This is a structural example of an internal combustion engine that utilizes the bearing temperature monitoring device described in Embodiment 1 of the present invention. Figure 1 The illustration schematically depicts a marine diesel engine 10 mounted on a ship as an example of such an internal combustion engine. For example, the marine diesel engine 10 is a two-stroke diesel engine such as a single-flow scavenging crosshead diesel engine, and is a structure that drives the ship's propulsion propeller (not shown) to rotate.

[0099] In detail, such as Figure 1As shown, the marine diesel engine 10 includes: a base 1 located on the lower side in the height direction D1, a frame 5 mounted on the base 1, and a cylinder liner 11 mounted on the frame 5. The base 1, frame 5, and cylinder liner 11 are fastened together by connecting components such as multiple fastening bolts 22 extending in the height direction D1 (i.e., the vertical direction) of the marine diesel engine 10. Furthermore, the marine diesel engine 10 includes: a cylinder 12 mounted on the cylinder liner 11, a piston 15 disposed inside the cylinder 12, and a crankshaft 2 that rotates in conjunction with the reciprocating motion of the piston 15.

[0100] The base 1 constitutes the crankcase housing the crankshaft 2, etc., of the marine diesel engine 10. For example... Figure 1 As shown, a crankshaft 2 with a crank 3 and a crank pin 4, and a bearing portion (not shown) of the crankshaft 2 are disposed inside the base 1. The crankshaft 2 is an example of an output shaft that outputs the propulsion power of a ship, and is supported by the aforementioned bearing portion for free rotation. The lower end of the connecting rod 6 is connected to the crankshaft 2 via the crank pin 4 of the crank 3. Figure 1 As shown, the lower end of the connecting rod 6 is a crank pin bearing portion 7 that supports the crank pin 4 shaft for free rotation. Additionally, as... Figure 1 As shown, a bearing temperature monitoring device 30 is provided in the marine diesel engine 10 for monitoring the temperature of the crankpin bearing section 7 (bearing temperature). The structure of the bearing temperature monitoring device 30 will be described in detail below.

[0101] like Figure 1 As shown, the frame 5 houses a connecting rod 6 with the aforementioned crank pin bearing portion 7, a sliding plate 8, and a crosshead 9. The frame 5 is mounted on the base 1 with a pair of sliding plates 8 spaced apart along the width direction D2 of the marine diesel engine 10, arranged along the piston axis. The connecting rod 6 is positioned between the pair of sliding plates 8, with its lower end (crank pin bearing portion 7) connected to the crank pin 4. The crosshead pin 9a, connected to the lower end of the piston rod 16, and the crosshead pin bearing portion (not shown), connected to the upper end of the connecting rod 6, are rotatably connected to the crosshead 9 in the lower half of the crosshead pin 9a. Figure 1 As shown, the crosshead 9 is positioned between a pair of sliding plates 8 and is supported to reciprocate freely along the pair of sliding plates 8.

[0102] like Figure 1 As shown, the cylinder liner 11 is located on the upper part of the frame 5, supporting the cylinder 12. Figure 1As shown, cylinder 12 is a cylindrical structure (cylinder) composed of cylinder bushing 13 and cylinder head 14, and cylinder 12 has a combustion chamber 17 for burning fuel. Cylinder bushing 13 is, for example, a cylindrical structure supported inside cylinder liner 11. Cylinder head 14 is fixed to the upper part of cylinder bushing 13, thereby dividing the internal space of cylinder bushing 13 (combustion chamber 17, etc.). Piston 15 is positioned along the piston axial direction (…). Figure 1 The cylinder bushing 13 is positioned within its internal space, allowing for free reciprocating motion along its height direction (D1). For example... Figure 1 As shown, the lower end of the piston 15 is connected to the upper end of the piston rod 16.

[0103] In addition, such as Figure 1 As shown, an exhaust valve 18 and an upper valve assembly 19 are provided on the cylinder head 14. The exhaust valve 18 is a valve that can be opened and closed to close the exhaust port (exhaust port) of the exhaust pipe 21, which communicates with the combustion chamber 17 in the cylinder 12. The upper valve assembly 19 is a device that drives the opening and closing of the exhaust valve 18. The combustion chamber 17 is a space enclosed by the exhaust valve 18, the cylinder liner 13, the cylinder head 14, and the piston 15. In addition, the marine diesel engine 10 has an exhaust manifold 20 near the cylinder 12. The exhaust manifold 20 receives exhaust gas from the combustion chamber 17 in the cylinder 12 through the exhaust pipe 21, temporarily stores the received exhaust gas, and converts the dynamic pressure of the exhaust gas into static pressure.

[0104] In the marine diesel engine 10 with the structure described above, combustion gases are supplied to the combustion chamber 17 within the cylinder 12 from the scavenging manifold through scavenging ports and the like (not shown). Within the combustion chamber 17, the combustion gases are compressed by the piston 15, and fuel supplied from the fuel injection valve (not shown) is ignited and burned by the combustion gases. Furthermore, the piston 15 reciprocates along the piston axis within the cylinder liner 13 using the energy generated by the combustion of fuel in the combustion chamber 17. At this time, when the exhaust valve 18 is activated via the upper valve assembly 19, opening the exhaust port of the cylinder 12, residual gases remaining in the cylinder liner 13 after fuel combustion are discharged as exhaust gases to the exhaust pipe 21. Simultaneously, combustion gases are reintroduced into the internal space of the cylinder liner 13 from the scavenging manifold through the scavenging ports and the like.

[0105] Furthermore, when the piston 15 reciprocates in the piston axial direction as described above, the piston rod 16 reciprocates in the piston axial direction together with the piston 15. Simultaneously, the crosshead 9 reciprocates along the sliding plate 8 in the piston axial direction. Thus, the reciprocating motion of the piston is transmitted to the connecting rod 6 via the crosshead 9 and converted into the rotational motion of the crank 3, which is supported by the crank pin 4 at the lower end (crank pin bearing portion 7) of the connecting rod 6. The crankshaft 2 rotates along with the rotational motion of the crank 3, thereby causing the ship's propulsion propeller to rotate together with the propeller shaft.

[0106] Furthermore, for ease of explanation, as follows: Figure 1 As shown, the marine diesel engine 10 has a height direction D1, a width direction D2, and an axial direction D3, but these directions do not limit the invention. The height direction D1 of the marine diesel engine 10 is the vertical direction, for example, parallel to the direction of the reciprocating motion of the piston 15. The width direction D2 of the marine diesel engine 10 is perpendicular to the height direction D1 and the axial direction D3. The axial direction D3 of the marine diesel engine 10 is the length direction (i.e., the axial direction) of the crankshaft 2. These height directions D1, width directions D2, and axial direction D3 are perpendicular to each other. Furthermore, it is self-evident that the height direction D1, width direction D2, and axial direction D3 apply not only to the marine diesel engine 10 but also to the various structural parts constituting the marine diesel engine 10.

[0107] (Structure of the bearing temperature monitoring device)

[0108] Next, the structure of the bearing temperature monitoring device 30 according to Embodiment 1 of the present invention will be described. Figure 2 This is a schematic diagram illustrating a structural example of the bearing temperature monitoring device 30 according to Embodiment 1 of the present invention. Figure 2 This shows the view from the axial direction D3. Figure 1 A schematic diagram of the main part of the marine diesel engine 10, including the bearing temperature monitoring device 30. Figure 3 yes Figure 2 The diagram shows a cross-sectional view of the bearing temperature monitoring device along line AA. The bearing temperature monitoring device 30 is used to monitor the temperature (bearing temperature) of the crankpin bearing portion 7, which supports the crankpin 4 of the crank 3 that rotates around the axis of the crankshaft 2 of the marine diesel engine 10. The bearing temperature monitoring device 30 is provided in each crankpin bearing portion 7 of the marine diesel engine 10 that is the object of monitoring. For example, the number of bearing temperature monitoring devices 30 is the same as the number of crankpin bearing portions 7 (i.e., the number of cylinders) in the marine diesel engine 10. In this embodiment 1, as... Figure 2 , 3As shown, the bearing temperature monitoring device 30 includes an oil receiving unit 31 and a temperature measuring unit 33.

[0109] The oil receiving section 31 is a structure that receives lubricating oil that spills from the crank pin bearing section 7, which is under monitoring. (Details to follow...) Figure 2 , 3 As shown, the oil receiving section 31 is configured as a container with an inlet section 31a opening upwards (upper side in the height direction D1), and is provided on the inner wall surface 27 such that it extends from the inner wall surface 27 of the marine diesel engine 10 toward the crankshaft 2. Examples of the inner wall surface 27 on which the oil receiving section is provided include, for example, the inner wall surface of the frame 5 (inner wall surface of the frame wall 25) that houses the crosshead 9 and connecting rod 6, and the inner wall surface of the base 1 (inner wall surface of the base wall 26) that houses the crankshaft 2. Furthermore, in Figure 2 The example shown is an oil receiving part 31 provided on the inner wall surface 27 of the frame wall 25.

[0110] Here, the crank pin bearing 7, as described above, is a bearing that supports the crank pin 4 of the crank 3 as a freely rotatable bearing, and is located at the lower end of the connecting rod 6 connected to the crosshead 9. Although not specifically illustrated, lubricating oil is sequentially supplied between the sliding door of the crank pin bearing 7 and the outer peripheral surface of the crank pin 4. The lubrication of these crank pin bearings 7 and the crank pin 4 is ensured by the oil film of this lubricating oil. In addition, the crank 3 rotates about the axis 2a of the crankshaft 2 along with the reciprocating motion of the crosshead 9 (i.e., the reciprocating motion of the piston 15), and the crosshead 9 is connected to the piston 15 (see reference 16) via the piston rod 16. Figure 1 (Connection). The crank pin bearing 7, along with the crank pin 4, revolves around the axis 2a of the crankshaft 2 as the crank 3 rotates. The orbital path K of the crank pin bearing 7 is, for example, as shown... Figure 2 As shown, the orbit is a circular track centered on the axis 2a of crankshaft 2, with the radius being the distance between the axis 2a of crankshaft 2 and the axis 4a of crankpin 4. The crankpin bearing 7, in conjunction with the reciprocating motion of the piston 15, performs repeated descending and ascending movements along the orbital track K. The descending movement is from the uppermost position P1 side towards the lowermost position P2 side (see reference). Figure 2 (Arrow Y1 in the image) This upward motion is from the lowest position P2 side towards the highest position P1 side (see reference). Figure 2 (arrow Y2 in the image).

[0111] Furthermore, the uppermost position P1 is the uppermost position in the revolution track K of the crankpin bearing section 7, and is the position of the crankpin bearing section 7 when the piston 15 is at top dead center. The lowermost position P2 is the lowermost position in the revolution track K of the crankpin bearing section 7, and is the position of the crankpin bearing section 7 when the piston 15 is at bottom dead center.

[0112] For example, Figure 2 As indicated by the dotted arrow, lubricating oil 100 is dispersed from the crank pin bearing section 7, which undergoes the aforementioned revolution. Specifically, as... Figure 2 As shown, lubricating oil 100 is released from the rotating crankpin bearing 7 by the resultant force of centrifugal force F1 from the centrifugal motion of the crankpin bearing 7, tangential force F2 which is a force in the tangential direction of the orbit K, and gravity F3. Subsequently, the lubricating oil 100 is parabolically dispersed by the continuous gravity F3 and air resistance. The oil receiving section 31 receives the lubricating oil 100 dispersed from the rotating crankpin bearing 7 via the inlet section 31a. The configuration and size of such an oil receiving section 31 are set, for example, based on experimental or simulation results, so as to be able to directly and efficiently receive the lubricating oil 100 dispersed from the crankpin bearing 7 without passing through the inner wall surface 27 of the marine diesel engine 10.

[0113] In detail, the oil receiving part 31 is disposed in the area where the lubricating oil 100 in the inner wall surface of the marine diesel engine 10 can be dispersed from the crankpin bearing portion 7 during its revolution. For example, in this embodiment 1, the oil receiving part 31 is disposed in the inner wall surface of the frame 5 in the base 1 and the frame 5, which surround the revolution track K of the crankpin bearing portion 7 in a direction intersecting the axis 2a of the crankshaft 2. In particular, from the viewpoint of easily receiving the lubricating oil 100 from the crankpin bearing portion 7, it is preferable that the oil receiving part 31 is disposed on the inner wall surface of both sides of the frame 5 in the width direction D2, where more lubricating oil 100 is easily dispersed from the crankpin bearing portion 7, for example, as shown in the example. Figure 2 As shown, the side of the crank pin bearing 7 that descends during revolution ( Figure 2 The inner wall 27 of the frame wall 25 (right side of the orbital track K in the middle).

[0114] Furthermore, the lubricating oil 100 of the crank pin bearing 7 flows from the first end 7a and the second end 7b of the crank pin bearing 7 in the axial direction (the length direction of the shaft 4a) of the crank pin 4, through the gaps S2, S2 (refer to) between the crank 3 and the crank 3. Figure 3 It is released and dispersed. Therefore, it is preferable that, as Figure 3 As shown, the oil receiving section 31 is arranged inside the inlet section 31a of the oil receiving section 31 in an imaginary straight line (not shown) extending from the first end 7a and the second end 7b of the crank pin bearing section 7 in a direction orthogonal to the axis 4a of the crank pin 4.

[0115] Figure 4 This is a schematic diagram showing an example of the vertical configuration of the oil receiving section in Embodiment 1 of the present invention. For example... Figure 4 As shown, the oil receiving part 31 is disposed on the inner wall surface 27 of the frame wall 25 or the base wall 26. Figure 4 The inner wall surface 27 of the frame wall 25 (in the middle). From the viewpoint that the oil receiving part 31 can receive more of the lubricating oil 100 that has splashed out from the crank pin bearing part 7, it is preferable that, Figure 4 As shown, the oil receiving section 31 is provided on the piston 15 (see reference) in the vertical direction D1 of the marine diesel engine 10, corresponding to the crank pin 4. Figure 1 The region between the uppermost position P1 of the crankpin bearing section 7 when the piston 15 is at top dead center and the lowermost position P2 of the crankpin bearing section 7 when the piston 15 is at bottom dead center. More preferably, as... Figure 4 As shown, the oil receiving part 31 is disposed in the area between the uppermost position P1 and the lowermost position P2, and is disposed above the position of the axis 2a of the crankshaft 2 in the height direction D1 (axis position P3).

[0116] For example, Figure 3 As shown, the inlet width W1 of the oil receiving section 31 is the opening size (opening width) of the inlet section 31a in the axial direction (length direction of the shaft center 2a) of the crankshaft 2. From the viewpoint of reducing the amount of lubricating oil 100 spilling from the crank pin bearing section 7, the inlet width W1 of the oil receiving section 31 is preferably wider; from the viewpoint of difficulty in receiving excess oil other than the lubricating oil 100, the inlet width W1 of the oil receiving section 31 is preferably narrower. That is, considering both viewpoints, the inlet width W1 of the oil receiving section 31 is set in a way that the oil receiving section 31 can efficiently receive the lubricating oil 100 from the crank pin bearing section 7. For example, as... Figure 3 As shown, the inlet width W1 of the oil receiving section 31 is preferably greater than or equal to the width W2 of the crank pin bearing section 7. Furthermore, the inlet width W1 of the oil receiving section 31 is preferably less than the width W3 of the crosshead 9.

[0117] Furthermore, the width W2 of the crankpin bearing portion 7 is the dimension of the crankpin bearing portion 7 in the axial direction of the crankshaft 2. Additionally, for example... Figure 3 As shown, the crosshead 9 consists of a crosshead pin 9a, a crosshead pin bearing portion 9b that axially supports the crosshead pin 9a for free rotation, and a sliding plate 8 (see reference). Figure 1 The sliding contact is formed by sliding metal 9c. The piston rod 16 is connected to the upper end of the crosshead pin 9a. The connecting rod 6 is connected to the lower end of the crosshead pin bearing portion 9b. The width W3 of such a crosshead 9 is the dimension in the axial direction (length direction) of the crosshead pin 9a of the crosshead 9 that is connected to the crank pin bearing portion 7 in the marine diesel engine 10, for example, as shown in the figure. Figure 3 As shown, this corresponds to the distance between the inner end faces of a pair of sliding metals 9c disposed on both sides of the axial direction. Furthermore, the axial direction of the crankshaft 2 is the same as the axial direction of the marine diesel engine 10 (D3) and the crank pin 4.

[0118] In addition, the aforementioned excess oil refers to oil other than the lubricating oil 100 that splatters from the crankpin bearing section 7. Examples of such excess oil include, for instance, the lubricating oil 101 in the crosshead bearing section 9b (see reference). Figure 3 , 4 ), crosshead 9 and sliding plate 8 (refer to) Figure 1 Lubricating oil 102 (refer to) Figure 3 , 4 These lubricants, such as 101 and 102, are examples of... Figure 3 , 4 As shown, the crosshead 9, through its reciprocating motion and oscillation, which are converted into the rotational motion of the crank 3, scatters from the gap between the crosshead pin bearing portion 9b and the sliding metal 9c or the gap between the sliding metal 9c and the sliding plate 8.

[0119] For example, Figure 4 As shown, the length L1 of the oil receiving section 31 is the extension dimension of the oil receiving section 31 extending from the inner wall surface 27 of the marine diesel engine 10 in a direction intersecting with the axis 2a of the crankshaft 2. That is, the length of the inlet portion 31a of the oil receiving section 31 is the length L1 of the oil receiving section 31 minus the wall thickness of the oil receiving section 31. From the viewpoint of easily receiving the lubricating oil 100 scattered from the crank pin bearing portion 7, the length L1 of such an oil receiving section 31 is preferably a relatively long dimension, as long as the crank pin bearing portion 7 and the oil receiving section 31 do not come into contact during the revolution.

[0120] On the other hand, such as Figure 2 , 3 As shown, the oil receiving section 31 includes a discharge pipe 32. The discharge pipe 32 is a conduit for discharging the lubricating oil 100 stored inside the oil receiving section 31, for example... Figure 2 As shown, it is located at the bottom of the oil receiving section 31. The discharge pipe 32 communicates with the interior of the oil receiving section 31, and gradually discharges the lubricating oil 100 stored inside the oil receiving section 31 in a manner that sequentially replaces the old lubricating oil with new lubricating oil. Figure 3 As shown, the internal dimensions, such as the inner diameter of the discharge pipe 32, are set with consideration for the balance between the amount of lubricating oil received and discharged. This is to ensure that the lubricating oil 100 is stored inside the oil receiving section 31 to the extent that the measuring terminal 33a of the temperature measuring section 33 (described later) is immersed in the lubricating oil 100 being measured. Although not specifically illustrated, the discharge pipe 32 communicates with an oil recovery section such as an oil pan, and the lubricating oil 100 discharged from the oil receiving section 31 is injected into this oil recovery section.

[0121] The temperature measuring unit 33 is a device used to measure the bearing temperature of the object being monitored. More specifically, as... Figure 2As shown, the temperature measuring unit 33 has a measuring terminal 33a and is configured to measure the temperature of the lubricating oil 100 in the oil receiving unit 31 through the measuring terminal 33a. More specifically, the measuring terminal 33a is disposed inside the oil receiving unit 31 through a through hole formed in the frame wall of the marine diesel engine 10. Figure 2 (Frame wall 25 in the middle). The main body of the temperature measuring unit 33 is mounted on the outer wall of the marine diesel engine 10 in a state of connection with the measuring terminal 33a. The temperature measuring unit 33 is as follows: Figure 3 As shown, the temperature of the lubricating oil 100a that splashes from the crankpin bearing 7, i.e., the temperature of the lubricating oil 100 received by the oil receiving unit 31, is measured by the measuring terminal 33a in contact with the lubricating oil 100, as the bearing temperature to be monitored. In addition, the temperature measuring unit 33 has a display function to display the measured temperature of the lubricating oil 100, for example, by displaying the temperature (measured value) of the lubricating oil 100 in the oil receiving unit 31 visually and confirmably through a scale or numerical display.

[0122] Operators can easily monitor the current bearing temperature of the crankpin bearing 7 by visually confirming the temperature of the lubricating oil 100 measured by the temperature measuring unit 33. For example, if the absolute value of the temperature of the lubricating oil 100 measured by the temperature measuring unit 33 exceeds a predetermined reference temperature, operators can detect an excessive rise in the bearing temperature of the crankpin bearing 7 from which the lubricating oil 100 has been released, and can identify and detect any abnormalities in the crankpin bearing 7 at an early stage. Furthermore, in the case where the marine diesel engine 10 has multiple crankpin bearings 7 (i.e., multiple cylinders), if the difference (relative value) between the temperature of the lubricating oil 100 measured by the temperature measuring unit 33 and the temperature of the lubricating oil that has splashed from other crankpin bearings 7 exceeds a predetermined reference value, operators can detect an excessive rise in bearing temperature at an early stage, just as with the absolute value case, and can detect any abnormalities in the crankpin bearing 7 at an early stage. Alternatively, if the difference between the temperature of the lubricating oil 100 measured by the temperature measuring unit 33 and the temperature of the lubricating oil 100 before it is supplied to the crankpin bearing 7 exceeds a predetermined reference value, the operator can detect the excessive rise in bearing temperature earlier, just as with the absolute value case mentioned above, and thus detect the abnormality of the crankpin bearing 7 earlier.

[0123] As explained above, in the bearing temperature monitoring device 30 according to Embodiment 1 of the present invention, an oil receiving section 31 having an upwardly opening inlet 31a is provided on the inner wall surface 27 of the marine diesel engine 10. The oil receiving section 31 receives lubricating oil 100 that is scattered from the crank pin bearing section 7 which revolves around the axis of the crankshaft 2 via the inlet 31a, and the temperature of the lubricating oil 100 received by the oil receiving section 31 is measured by the temperature measuring section 33.

[0124] With the above structure, even without directly measuring the bearing temperature of the crankpin bearing section 7, the bearing temperature can be indirectly measured based on the temperature of the lubricating oil 100 that scatters from the crankpin bearing section 7, and the temperature rise of the lubricating oil 100 accompanying the temperature rise of the crankpin bearing section 7 can be detected. Therefore, it is not necessary to install a temperature measuring unit such as a temperature sensor on the crankpin bearing section 7 that is in revolution, so the possibility of the temperature measuring unit falling off the crankpin bearing section 7 will not occur. There is also no need for a cumbersome structure for installing the temperature measuring unit in the slots, holes, etc., of the crankpin bearing section 7, nor is there a need for strict position adjustment of the non-contact sensor that detects the temperature measurement result non-contactly through the temperature measuring unit. Furthermore, based on the detected temperature rise of the lubricating oil 100, excessive temperature rise of the crankpin bearing section 7 can be indirectly detected. Therefore, the bearing temperature can be monitored with a simple structure, and abnormalities in the crankpin bearing section 7 can be detected early through periodic or continuous monitoring of the bearing temperature.

[0125] Furthermore, in the bearing temperature monitoring device 30 according to Embodiment 1 of the present invention, the inlet width W1 of the oil receiving section 31 is set to be greater than or equal to the width W2 of the crankpin bearing section 7 in the axial direction of the crankshaft 2 and less than the width W3 of the crosshead pin bearing section of the crosshead 9 connected to the crankpin bearing section 7. Therefore, the oil receiving section 31 can reduce the amount of lubricating oil 100 spilling from the crankpin bearing section 7 and is less likely to receive excess oil other than the lubricating oil 100. Thus, the oil receiving section 31 can suppress the mixing of excess oil and efficiently receive lubricating oil 100 from the desired crankpin bearing section 7. As a result, the accuracy of measuring the temperature of the lubricating oil 100 itself from the crankpin bearing section 7 can be improved, and the indirect measurement of the bearing temperature as monitored can be performed with high precision through the measurement of the lubricating oil 100 temperature.

[0126] Furthermore, in the bearing temperature monitoring device 30 according to Embodiment 1 of the present invention, the oil receiving section 31 is provided in the region between the uppermost position P1 of the crankpin bearing section 7 when the piston 15 is at top dead center and the lowermost position P2 of the crankpin bearing section 7 when the piston 15 is at bottom dead center. Therefore, the oil receiving section 31 can receive more lubricating oil 100 that has splashed from the crankpin bearing section 7. As a result, the amount of lubricating oil 100 required for the indirect measurement of the bearing temperature being monitored can be efficiently measured.

[0127] (Implementation Method 2)

[0128] Next, the bearing temperature monitoring device according to Embodiment 2 of the present invention will be described. Figure 5 This is a schematic diagram illustrating a structural example of the bearing temperature monitoring device according to Embodiment 2 of the present invention. Figure 5 As shown, the bearing temperature monitoring device 30A according to Embodiment 2, in addition to the structure of the bearing temperature monitoring device 30 according to Embodiment 1, also includes a blocking part 34 and a discharge pipe 35. The other structures are the same as those in Embodiment 1, and the same structural parts are marked with the same symbols.

[0129] The blocking part 34 is a structure that blocks the lubricating oil flowing down the inner wall of the marine diesel engine 10 to prevent it from flowing into the oil receiving part 31. More specifically, as... Figure 5 As shown, the blocking portion 34 is configured, for example, in the shape of an eave, and is provided above the oil receiving portion 31 such that it extends from the inner wall surface 27 of the marine diesel engine 10 toward the crankshaft 2. The inner wall surface 27 on which the blocking portion 34 is provided can be, similar to the oil receiving portion 31, the inner wall surface of the frame wall 25 or the base wall 26. Furthermore, in Figure 5 The example shown is a blocking portion 34 disposed on the inner wall surface 27 of the frame wall 25.

[0130] The configuration and dimensions of the blocking part 34 are based, for example, on experimental or simulation results, taking into account the direct reception of lubricating oil 100 scattered from the crankpin bearing portion 7 by the oil receiving portion 31 and the blocking of oil flowing down the inner wall surface 27 of the marine diesel engine 10. Specifically, the blocking part 34 is provided on the inner wall surface 27 of the marine diesel engine 10 such that it extends upward from the oil receiving portion 31 and covers the inlet portion 31a of the oil receiving portion 31. At this time, the blocking part 34 does not block the path of the lubricating oil 100 scattered from the crankpin bearing portion 7 and directly received in the oil receiving portion 31 (see reference). Figure 5 The dotted arrows are arranged above the oil receiving section 31 at sufficient intervals.

[0131] In addition, such as Figure 5As shown, the length L2 of the blocking portion 34 is the extension dimension of the blocking portion 34 extending from the inner wall surface 27 of the marine diesel engine 10 in a direction intersecting the axis 2a of the crankshaft 2. The length L2 of the blocking portion 34 can be greater than the length L1 of the oil receiving portion 31 (see reference 2010) as long as it is the required dimension to block the oil flowing towards the oil receiving portion 31 and down the inner wall surface 27 of the marine diesel engine 10. Figure 4 On the other hand, from the viewpoint of preventing oil from dripping from the blocking part 34 into the interior of the oil receiving part 31, as long as the crank pin bearing part 7 and the blocking part 34 do not come into contact during the revolution, the length L2 of the blocking part 34 is preferably longer than the length L1 of the oil receiving part 31.

[0132] Figure 6 This is a schematic diagram illustrating the width of the blocking portion of the bearing temperature monitoring device in Embodiment 2 of the present invention. Figure 6 A schematic illustration of the view from the two sides of the crankshaft. Figure 5 The structure of the oil receiving part 31 and the blocking part 34 is shown. Figure 6 As shown, the width W4 of the blocking part 34 is in the same direction as the inlet width W1 of the oil receiving part 31. Figure 5 The dimension of the crankshaft 2 (in the axial direction shown). The width W4 of the blocking part 34 is set to be wider than the inlet width W1 of the oil receiving part 31 to prevent oil flowing down the inner wall surface 27 of the marine diesel engine 10 from entering the oil receiving part 31 from the inlet part 31a.

[0133] Furthermore, examples of oil flowing down the inner wall surface 27 include lubricating oil that scatters from the crank pin bearing portion 7 and adheres to the inner wall surface 27, and oil that scatters from components other than the crank pin bearing portion 7 and adheres to the inner wall surface 27 (i.e., excess oil similar to that in Embodiment 1).

[0134] On the other hand, such as Figure 5 , 6 As shown, a discharge pipe 35 is provided in the blocking part 34. The discharge pipe 35 is a pipe used to discharge lubricating oil and other oils blocked by the blocking part 34. For example, Figure 5 , 6 As shown, the discharge pipe 35 is provided at the edge of the blocking section 34 via a drainage ditch or the like, and is arranged along the inner wall surface 27 of the marine diesel engine 10 in a manner that extends through a region separate from the oil receiving section 31. The discharge pipe 35 allows the oil received by the blocking section 34 to be discharged sequentially from the blocking section 34 without entering the oil receiving section 31. Although not specifically illustrated, the discharge pipe 35 communicates with an oil recovery section such as an oil pan, and injects the oil discharged from the blocking section 34 into the oil recovery section.

[0135] (The function of the blocking part)

[0136] Next, the function of the blocking part 34 according to Embodiment 2 of the present invention will be explained. Figure 7 This is a schematic diagram illustrating an example of the state in which the blocking part blocks the oil in Embodiment 2 of the present invention. The aforementioned blocking part 34 blocks the lubricating oil flowing down the inner wall surface of the marine diesel engine 10.

[0137] In detail, such as Figure 7 As shown, the lubricating oil discharged from the crankpin bearing section 7 during revolution includes lubricating oil 100 that splashes directly from the crankpin bearing section 7 to the inlet 31a of the oil receiving section 31, and also includes lubricating oil 100 that flows from the crankpin bearing section 7 to the inner wall of the marine diesel engine 10. Figure 7 Lubricating oil 100a is scattered on the inner wall surface 27 of the frame wall 25. The blocking part 34 receives the lubricating oil 100a that has adhered to the inner wall surface 27 and flowed down the inner wall surface 27 toward the oil receiving part 31, thereby blocking the flow of the lubricating oil 100a.

[0138] Here, because the interior of the operating marine diesel engine 10 is at a high temperature, the lubricating oil between the crankpin 4 and the crankpin bearing 7 is difficult to cool down even after it splatters from the crankpin bearing 7, maintaining a temperature approximately the same as before it splatters from the crankpin bearing 7. On the other hand, the frame wall 25 and the base wall 26 are in contact with the outside air (the air outside the marine diesel engine 10) on their outer wall surfaces. Therefore, the lubricating oil 100a splattering from the crankpin bearing 7 to the inner wall surface 27 of the frame wall 25, etc., is cooled by the frame wall of the marine diesel engine 10, such as the frame wall 25, even if it is inside the marine diesel engine 10, for example. As a result, the temperature of the lubricating oil 100a on the inner wall surface 27 is significantly lower than before it splatters from the crankpin bearing 7.

[0139] Blocking part 34 Figure 7 As shown, the flow of lubricating oil 100a in a state of temperature drop is blocked, thereby preventing the lubricating oil 100a from entering the interior of the oil receiving section 31 from the inlet 31a. As a result, the blocking section 34 can prevent lubricating oil 100a, which is significantly cooler than the lubricating oil 100 in the oil receiving section 31, from mixing into the oil receiving section 31 into the oil receiving section 31 where it would normally pass through the temperature measuring section 33 (see reference 33). Figure 5 The temperature of the lubricating oil 100 was measured.

[0140] In addition, such as Figure 7As shown, the blocking section 34 receives lubricating oil 100b that has deviated from the inlet 31a of the oil receiving section 31 towards the inner wall surface 27 from the lubricating oil that has splashed from the crank pin bearing section 7 during revolution. Without the blocking section 34 on the inner wall surface 27, this lubricating oil 100b would be lubricating oil that could potentially splash from the crank pin bearing section 7 towards the inner wall surface 27 (hereinafter referred to as deviated lubricating oil). The blocking section 34 blocks the splashing of such deviated lubricating oil 100b in the same way as it blocks the lubricating oil 100a flowing down the inner wall surface 27. Thus, the blocking section 34 can prevent the intrusion of lubricating oil 100b, which could potentially adhere to the inner wall surface and decrease in temperature, into the oil receiving section 31.

[0141] like Figure 7 As shown, this blocking part 34 blocks the lubricating oil 100a on the inner wall surface 27 and the lubricating oil 100b in a deviated state, while not obstructing the dispersion of lubricating oil 100 directly from the crank pin bearing part 7 toward the inlet 31a of the oil receiving part 31, that is, it does not obstruct the dispersion of lubricating oil 100 that is the object of temperature measurement. Thus, the blocking part 34 can selectively disperse the lubricating oil 100 of the object of temperature measurement in the lubricating oil that is dispersed from the crank pin bearing part 7 toward the inlet 31a of the oil receiving part 31.

[0142] Although not specifically illustrated, the blocking part 34 also blocks excess oil escaping from the structure other than the crank pin bearing part 7 in the same way as it blocks the lubricating oil 100a on the inner wall surface 27 and the lubricating oil 100b in the detached state. Furthermore, the oil blocked by the blocking part 34 does not intrude into the oil receiving part 31, but rather... Figure 5 The discharge pipe 35 shown discharges sequentially from the blocking part 34.

[0143] As explained above, in the bearing temperature monitoring device 30A according to Embodiment 2 of the present invention, a blocking part 34 is provided above the oil receiving part 31 to block the lubricating oil flowing down along the inner wall surface 27 of the marine diesel engine 10. The other structures are the same as in Embodiment 1. Therefore, it enjoys the same effects as Embodiment 1 described above, and it can prevent lubricating oil that has come into contact with the inner wall surface 27 and whose temperature has dropped significantly from mixing with the lubricating oil in the oil receiving part 31, which is the object of temperature measurement. Thus, since it is possible to avoid a significant drop in the temperature of the lubricating oil being measured compared to the temperature that should be measured, it is possible to detect abnormal temperature rises in the lubricating oil that accompany an excessive rise in the temperature of the bearing being monitored in a timely manner.

[0144] (Implementation Method 3)

[0145] Next, the bearing temperature monitoring device according to Embodiment 3 of the present invention will be described. Figure 8This is a schematic diagram illustrating a structural example of the bearing temperature monitoring device according to Embodiment 3 of the present invention. Figure 8 As shown, the bearing temperature monitoring device 30B according to this embodiment 3 replaces the oil receiving section 31 of the bearing temperature monitoring device 30A according to embodiment 2 above, and has a multi-section oil receiving section 41. The other structures are the same as those in embodiment 2, and the same structural parts are labeled with the same symbols.

[0146] The multi-section oil receiving section 41 consists of multiple oil receiving sections arranged vertically. Each of these multiple oil receiving sections receives lubricating oil that has splashed out from the crank pin bearing section 7, which is under monitoring. More specifically, as... Figure 8 As shown, the multi-section oil receiving section 41 includes a first oil receiving section 42 and a second oil receiving section 43, which are examples of multiple oil receiving sections. The first oil receiving section 42 and the second oil receiving section 43 are configured as containers with upward-opening inlets 42a and 43a, respectively, and multiple sections are provided vertically along the inner wall 27 of the marine diesel engine 10. Figure 8 (There are 2 in the middle).

[0147] like Figure 8 As shown, the first oil receiving section 42 is the lowest section of the multi-segment oil receiving section 41, and is provided on the inner wall surface 27 of the marine diesel engine 10 such that it extends from the inner wall surface 27 toward the crankshaft 2. The first oil receiving section 42 directly receives the lubricating oil 100 that splashes from the crankpin bearing section 7 via the inlet section 42a. The configuration and dimensions of the first oil receiving section 42 are set, for example, based on the results of experiments or simulations, to be suitable for receiving the lubricating oil 100 from the crankpin bearing section 7. Specifically, from the viewpoint of being able to receive the lubricating oil 100 directly and efficiently, the configuration and dimensions of the first oil receiving section 42 are preferably set to be the same as those of the individual oil receiving section 31 in the embodiments 1 and 2 described above. In addition, the first oil receiving section 42 is provided with a discharge pipe 32 in the same manner as in the embodiments 1 and 2 described above.

[0148] like Figure 8As shown, the second oil receiving section 43 is the uppermost oil receiving section in the multi-segment oil receiving section 41. The second oil receiving section 43 is located above the first oil receiving section 42 in the height direction D1, and like the first oil receiving section 42, it is provided on the inner wall surface 27 such that it extends from the inner wall surface 27 toward the crankshaft 2. The second oil receiving section 43 directly receives the lubricating oil 100 that has splashed from the crankpin bearing section 7 above the first oil receiving section 42 via the inlet section 43a. At this time, the second oil receiving section 43 does not obstruct the reception of the lubricating oil 100 by the first oil receiving section 42, and simultaneously receives the lubricating oil 100 from the crankpin bearing section 7. In particular, the lubricating oil 100 received by the second oil receiving section 43 includes lubricating oil that splashes from the crankpin bearing section 7 without the second oil receiving section 43, which would cause concerns about it adhering to the upper inner wall surface 27 as much as the first oil receiving section 42 would. That is, the second oil receiving part 43 also functions as a blocking part, which blocks the lubricating oil flowing down the inner wall surface 27 between the first oil receiving part 42 and the second oil receiving part 43 without invading the first oil receiving part 42.

[0149] In addition, such as Figure 8 As shown, the second oil receiving unit 43 includes a connecting pipe 36 that connects the first oil receiving unit 42 and the second oil receiving unit 43 arranged vertically. The connecting pipe 36 is provided at a predetermined location, such as the bottom of the second oil receiving unit 43, such that it communicates with the inlet 42a of the first oil receiving unit 42. The connecting pipe 36 sequentially delivers lubricating oil 100 received inside the upper second oil receiving unit 43 to the lower first oil receiving unit 42. This adds lubricating oil 100 from the second oil receiving unit 43 to the lubricating oil 100 in the first oil receiving unit 42, resulting in an increase in the amount of lubricating oil 100 in the first oil receiving unit 42.

[0150] Furthermore, in this embodiment 3, such as Figure 8 As shown, the measuring terminal 33a of the temperature measuring unit 33 is disposed inside the lowermost first oil receiving section 42. This measuring terminal 33a is immersed in a mixture of lubricating oil 100 that directly sprays from the crank pin bearing section 7 into the first oil receiving section 42 and lubricating oil 100 added from the second oil receiving section 43 to the first oil receiving section 42 (i.e., the increased lubricating oil 100). The temperature measuring unit 33 measures the temperature of the increased lubricating oil 100 within the first oil receiving section 42.

[0151] The configuration and dimensions of the second oil receiving section 43 are, for example, based on experimental or simulation results, taking into account the direct reception of lubricating oil 100 scattered from the crankpin bearing section 7 by the first oil receiving section 42 and the second oil receiving section 43 respectively. Specifically, the second oil receiving section 43 is designed not to obstruct the path of the lubricating oil 100 scattered from the crankpin bearing section 7 and directly received by the first oil receiving section 42 (see reference). Figure 8 The second oil receiving section 43 is positioned above the first oil receiving section 42 at a sufficient distance from it (as indicated by the dashed arrow). Furthermore, from the viewpoint of being able to directly and efficiently receive the lubricating oil 100 from the crankpin bearing section 7, the arrangement and size of the second oil receiving section 43, assuming it is positioned above the first oil receiving section 42, are preferably set to be the same as the individual oil receiving section 31 in embodiments 1 and 2 described above. In particular, the length of the second oil receiving section 43 and the vertical distance between the first oil receiving section 42 and the second oil receiving section 43 are preferably set such that, in the absence of the second oil receiving section 43, lubricating oil that has scattered from the crankpin bearing section 7 and has the potential to adhere to the inner wall surface 27 above it, is received by the second oil receiving section 43 without adhering to the inner wall surface 27. Furthermore, although not specifically illustrated, the length of the second oil receiving section 43 is the extension dimension of the second oil receiving section 43 extending from the inner wall surface 27 of the marine diesel engine 10 in a direction intersecting with the axis 2a of the crankshaft 2.

[0152] Figure 9 This is a schematic diagram illustrating the width of the multi-segment oil receiving portion in Embodiment 3 of the present invention. Figure 9 A schematic illustration of the view from the two sides of the crankshaft. Figure 8 The structure of the multi-segment oil receiving part 41 and the blocking part 34 is shown.

[0153] For example, Figure 9 As shown, the inlet width W5 of the first oil receiving section 42 is equal to that of the crankshaft 2 (refer to...). Figure 8 The opening size of the inlet portion 42a in the axial direction of the crankpin bearing portion 7. From the viewpoint of being able to efficiently receive lubricating oil 100 from the crankpin bearing portion 7, the inlet width W5 of the first oil receiving portion 42 is preferably the same as the inlet width W1 of the oil receiving portion 31 in the embodiments 1 and 2 described above (refer to...). Figure 3 )same.

[0154] The inlet width W6 of the second oil receiving section 43 is the same as that of the first oil receiving section 42, which is the opening size of the inlet section 43a in the axial direction of the crankshaft 2. From the viewpoint of being able to efficiently receive the lubricating oil 100 from the crankpin bearing section 7, the inlet width W6 of the second oil receiving section 43 is preferably the same as the inlet width W1 of the oil receiving section 31 in the embodiments 1 and 2 described above. In particular, in order to prevent the lubricating oil splashed from the crankpin bearing section 7 from adhering to the inner wall surface 27 between the first oil receiving section 42 and the second oil receiving section 43 and flowing down toward the inlet section 42a of the first oil receiving section 42, the inlet width W6 of the second oil receiving section 43 is preferably greater than or equal to the inlet width W5 of the first oil receiving section 42.

[0155] Furthermore, in this embodiment 3, the width W4 of the blocking portion 34 is a dimension in the same direction as the inlet widths W5 and W6 of the multi-segment oil receiving portion 41. To prevent oil flowing down the inner wall surface 27 of the marine diesel engine 10 from entering each oil receiving portion of the multi-segment oil receiving portion 41 (the first oil receiving portion 42 and the second oil receiving portion 43 in this embodiment 3), the width W4 of the blocking portion 34 is set to be wider than each oil receiving portion. For example, as... Figure 9 As shown, the width W4 of the blocking part 34 is larger than the inlet widths W5 and W6 of the first oil receiving part 42 and the second oil receiving part 43.

[0156] In addition, such as Figure 8 , 9 As shown, the blocking part 34 is provided on the inner wall surface 27 of the marine diesel engine 10 such that it extends upward from the uppermost second oil receiving part 43 and covers the inlets of each of the multi-segment oil receiving parts 41. At this time, the blocking part 34 does not obstruct the path of the lubricating oil 100 that splashes from the crankpin bearing part 7 and is directly received into the uppermost second oil receiving part 43 (see reference). Figure 8 The oil receiving section 41 is positioned above the multi-segment oil receiving section 41 at sufficient intervals from the second oil receiving section 43 (as indicated by the dashed arrow).

[0157] Furthermore, in this embodiment 3, for example, Figure 8 , 9 As shown, the discharge pipe 35 of the blocking section 34 is arranged along the inner wall surface 27 of the marine diesel engine 10 in such a way that it extends through a region separate from the multi-section oil receiving section 41.

[0158] As explained above, in the bearing temperature monitoring device 30B according to Embodiment 3 of the present invention, multiple oil receiving sections are provided vertically along the inner wall surface 27 of the marine diesel engine 10, forming a multi-segment oil receiving section 41, with other structures being the same as in Embodiment 2. Therefore, it enjoys the same effects as Embodiment 2 described above, and can efficiently receive the lubricating oil of the temperature measurement target inside the oil receiving section (e.g., the lowest first oil receiving section 42) in the multi-segment oil receiving section 41, where the measuring terminal 33a of the temperature measuring section 33 is arranged. Thus, the lubricating oil of the temperature measurement target can be collected at a temperature further close to the bearing temperature of the monitoring target, and by measuring the temperature of such lubricating oil, the bearing temperature can be monitored with higher precision.

[0159] (Implementation Method 4)

[0160] Next, the bearing temperature monitoring device according to Embodiment 4 of the present invention will be described. Figure 10 This is a schematic diagram illustrating a structural example of the bearing temperature monitoring device according to Embodiment 4 of the present invention. Figure 11 yes Figure 10 The diagram shows a cross-sectional view of the bearing temperature monitoring device along the BB line. Figure 10 , 11 As shown, the bearing temperature monitoring device 30C according to this embodiment 4 replaces the oil receiving section 31 of the bearing temperature monitoring device 30A according to embodiment 2 above, and has an oil receiving section 51 with a narrow inlet structure. Other structures are the same as in embodiment 2, and the same structural parts are labeled with the same symbols.

[0161] The oil receiving section 51 is configured as a container with an inlet structure narrower than that in embodiments 1 to 3 described above, and receives lubricating oil that spills from the crankpin bearing section 7, which is under monitoring. In this oil receiving section 51, the narrow inlet structure is provided at least once at one of the two ends of the crankpin bearing section 7 in the axial direction of the crankshaft 2. For example, Figure 10 , 11 As shown, as the aforementioned narrower inlet structure, the oil receiving section 51 has a first inlet 52 corresponding to the first end 7a of the crank pin bearing section 7 and a second inlet 53 corresponding to the second end 7b of the crank pin bearing section 7. The upper part of the oil receiving section 51 is configured as a cap-like structure that opens to the first inlet 52 and the second inlet 53 and is closed in the area except for these inlets. Figure 10 As shown, the oil receiving part 51 is provided on the inner wall surface 27 of the marine diesel engine 10 such that it extends from the inner wall surface 27 toward the crankshaft 2.

[0162] For example, Figure 11As shown, the first inlet portion 52 and the second inlet portion 53 of the oil receiving section 51 are both box-shaped structures that open upwards, and are configured to be narrower than the crank pin bearing portion 7 in the axial direction of the crankshaft 2. Figure 10 , 11 As shown, these first inlet portions 52 and second inlet portions 53 are arranged on the upper part of the oil receiving portion 51 such that they extend from the inner wall surface 27 of the marine diesel engine 10 toward the crankshaft 2 and are separated from each other at a predetermined interval in the axial direction of the crankshaft 2. Furthermore, as... Figure 11 As shown, the main bodies of the first inlet 52 and the oil receiving part 51 are connected to each other via the connecting hole 54. Similarly, the main body of the second inlet 53 and the oil receiving part 51 are connected to each other via the connecting hole 55. The first inlet 52 receives lubricating oil 100 that splashes from the first end 7a of the crank pin bearing part 7 and allows the lubricating oil 100 to flow into the main body of the oil receiving part 51 via the connecting hole 54. The second inlet 53 receives lubricating oil 100 that splashes from the second end 7b of the crank pin bearing part 7 and allows the lubricating oil 100 to flow into the main body of the oil receiving part 51 via the connecting hole 55.

[0163] The configuration and dimensions of these first inlet sections 52 and second inlet sections 53 are set, for example, based on experimental or simulation results, to suit the receiving of lubricating oil 100 from the crank pin bearing section 7.

[0164] In detail, such as Figure 11 As shown, the first inlet portion 52 is disposed at the first end 7a side of the crank pin bearing portion 7 at both ends of the oil receiving portion 51 in the axial direction of the crankshaft 2. That is, an imaginary straight line extending from the first end 7a of the crank pin bearing portion 7 in a direction orthogonal to the axis 4a of the crank pin 4 (see reference). Figure 11 The single-dot dashed line in the diagram is located inside the first inlet 52. From the viewpoint that the first inlet 52 can easily receive lubricating oil 100 from the first end 7a of the crank pin bearing 7, it is preferable that the center position of the first inlet 52 in the axial direction (axial direction D3) of the crank pin 4 coincides with the position of the first end 7a of the crank pin bearing 7.

[0165] In addition, such as Figure 11 As shown, the width W7 of the first inlet portion 52 is an example of the narrow inlet width of the oil receiving portion 51 in this embodiment 3, and is the opening size of the first inlet portion 52 in the axial direction of the crankshaft 2. From the viewpoint of easily receiving lubricating oil 100 from the first end 7a of the crank pin bearing portion 7, the width W7 of the first inlet portion 52 is preferably larger than the gap S1 between the first end 7a and the crank 3.

[0166] like Figure 11As shown, the second inlet 53 is disposed at the second end 7b side of the crankpin bearing portion 7 at both ends of the oil receiving portion 51 in the axial direction of the crankshaft 2. That is, an imaginary straight line extending from the second end 7b of the crankpin bearing portion 7 in a direction orthogonal to the axis 4a of the crankpin 4 (see reference). Figure 11 The single-dot dashed line in the diagram is located inside the second inlet 53. From the viewpoint that the second inlet 53 can easily receive lubricating oil 100 from the second end 7b of the crank pin bearing 7, it is preferable that the center position of the second inlet 53 in the axial direction of the crank pin 4 coincides with the position of the second end 7b of the crank pin bearing 7.

[0167] In addition, such as Figure 11 As shown, the width W8 of the second inlet portion 53 is an example of the narrow inlet width of the oil receiving portion 51 in this embodiment 3, and is the opening size of the second inlet portion 53 in the axial direction of the crankshaft 2. From the viewpoint of easily receiving lubricating oil 100 from the second end portion 7b of the crank pin bearing portion 7, the width W8 of the second inlet portion 53 is preferably larger than the gap S2 between the second end portion 7b and the crank 3.

[0168] Furthermore, from the viewpoint that the first inlet portion 52 and the second inlet portion 53 are unlikely to receive excess oil other than the lubricating oil 100 of the crank pin bearing portion 7, the widths W7 and W8 of the first inlet portion 52 and the second inlet portion 53 are preferably smaller than the width W2 of the crank pin bearing portion 7, and more preferably smaller than half of the width W2 of the crank pin bearing portion 7. Additionally, as... Figure 11 As shown, the width W9 between one end of the first inlet portion 52 and the other end of the second inlet portion 53 in the axial direction of the crankshaft 2 is preferably larger than the width W2 of the crank pin bearing portion 7 and smaller than the width W3 of the crosshead pin bearing portion of the crosshead 9 (see reference). Figure 3 On the other hand, the width W4 of the aforementioned blocking portion 34 (refer to...) Figure 6 It is larger than the widths W7 and W8 of the first inlet 52 and the second inlet 53, and larger than the width W9 of the oil receiving part 51.

[0169] Although not specifically illustrated, the lengths of the first inlet 52 and the second inlet 53 may be greater than or less than the length of the main body of the oil receiving section 51. From the viewpoint of easily receiving the lubricating oil 100 that has splashed out from the crank pin bearing section 7, the lengths of the first inlet 52 and the second inlet 53 are preferably greater.

[0170] Furthermore, in this embodiment 4, such as Figure 10 , 11As shown, the measuring terminal 33a of the temperature measuring unit 33 is disposed inside the main body of the oil receiving unit 51. This measuring terminal 33a is immersed in the lubricating oil 100 received from the crank pin bearing 7 via the first inlet 52 or the second inlet 53 into the main body of the oil receiving unit 51. The temperature measuring unit 33 thus measures the temperature of the lubricating oil 100 within the oil receiving unit 51. Furthermore, a discharge pipe 32 is provided in the main body of the oil receiving unit 51, similar to that in embodiments 1 to 3 described above.

[0171] As explained above, in the bearing temperature monitoring device 30C according to Embodiment 4 of the present invention, the inlet of the oil receiving section 51 is configured to be narrower than the crank pin bearing section 7 in the axial direction of the crankshaft 2, and one or more inlets of the oil receiving section 51 are provided corresponding to at least one of the two ends of the crank pin bearing section 7 in the axial direction. The other structures are the same as in Embodiment 2. Therefore, the same effects as in Embodiment 2 are achieved, and the inlet of the oil receiving section 51 for receiving the lubricating oil of the temperature measuring object can be restricted to at least one of the two ends of the crank pin bearing section 7 in the axial direction from which the lubricating oil is discharged. As a result, the lubricating oil of the temperature measuring object can be received efficiently while minimizing the intrusion of excess oil from sources other than the crank pin bearing section 7 into the oil receiving section 51. Consequently, since the temperature of the lubricating oil of the temperature measuring object is closer to the bearing temperature of the monitored object, the bearing temperature can be monitored with higher accuracy by measuring the temperature of such lubricating oil.

[0172] (Implementation Method 5)

[0173] Next, the bearing temperature monitoring device according to Embodiment 5 of the present invention will be described. Figure 12 This is a schematic diagram illustrating a structural example of the bearing temperature monitoring device according to Embodiment 5 of the present invention. Figure 12 As shown, the bearing temperature monitoring device 30D according to Embodiment 5, in addition to the structure of the bearing temperature monitoring device 30 according to Embodiment 1, also includes an output unit 38 and a control unit 39. The other structures are the same as those in Embodiment 1, and the same structural parts are marked with the same symbols.

[0174] The output unit 38 outputs the determination result of the bearing temperature being monitored. Specifically, the output unit 38 is configured with a display device or a sound output device, and is connected to the control unit 39 in a manner capable of signal transmission and reception. The output unit 38 outputs the determination result of the control unit 39 regarding the temperature of the crankpin bearing 7, that is, it outputs the determination result of whether the temperature of the monitored bearing is abnormal. For example, the output unit 38 can also output the determination result of whether the bearing temperature is abnormal by displaying visually verifiable information such as light or text, or by displaying audibly verifiable information such as sound. Furthermore, examples of bearing temperature determination results output by the output unit 38 include, for example, a determination result indicating whether the temperature of the monitored bearing has risen excessively, or a determination result indicating whether an abnormality has occurred in the crankpin bearing 7. By outputting the bearing temperature determination result as described above, the output unit 38 can notify external parties (such as operators) of an excessive temperature rise or abnormality in the crankpin bearing 7.

[0175] The control unit 39 combines the control function of controlling the operation of the output unit 38 with the processing function of a determination unit for determining whether the temperature of the bearing being monitored is abnormal. Specifically, the control unit 39 consists of a CPU that executes the processing program and a memory, etc. Figure 12 As shown, the control unit 39 is connected to the temperature measuring unit 33 and the output unit 38 in a manner capable of transmitting and receiving signals. The control unit 39 acquires electrical signals representing the temperature of the lubricating oil measured by the temperature measuring unit 33, either continuously or intermittently, according to a time sequence. Based on the temperature information represented by the acquired electrical signals, i.e., the measured temperature of the lubricating oil, the control unit 39 determines whether the temperature of the crankpin bearing 7, which is the object of monitoring, is abnormal.

[0176] Specifically, the control unit 39 has a preset reference value for the temperature of the lubricating oil in the crankpin bearing section 7. The control unit 39 compares the temperature measurement value of the lubricating oil obtained from the temperature measuring unit 33 with the aforementioned reference value. If the temperature measurement value of the lubricating oil exceeds the aforementioned reference value, it determines that there is an abnormal state in which the temperature of the lubricating oil from the crankpin bearing section 7 is excessively rising. Based on this, the control unit 39 determines that the abnormal rise in the temperature of the bearing being monitored has occurred, that is, it determines that an abnormality has occurred in the crankpin bearing section 7. Subsequently, the control unit 39 controls the output unit 38 to output information indicating the occurrence of an abnormality in the crankpin bearing section 7 as the determination result of the bearing temperature. At this time, the control unit 39 may also cause the output unit 38 to output information indicating an abnormal rise in the bearing temperature based on the aforementioned information indicating the occurrence of an abnormality in the crankpin bearing section 7.

[0177] Furthermore, when the marine diesel engine 10 has multiple crankpin bearing sections 7 (i.e., multiple cylinders), the control unit 39 can also compare the temperature measurement value of the lubricating oil obtained from the temperature measuring unit 33 with the temperature measurement value of the lubricating oil escaping from other crankpin bearing sections within the marine diesel engine 10, thereby determining the bearing temperature as the object of monitoring. For example, the control unit 39 calculates the temperature difference between the temperature measurement value of the lubricating oil measured by the temperature measuring unit 33 and the temperature measurement value of the lubricating oil escaping from other crankpin bearing sections. If the calculated temperature difference exceeds the aforementioned reference value, it determines that there is an abnormal state where the temperature of the lubricating oil from the crankpin bearing section 7 has risen excessively. When the control unit 39 performs the determination process based on this temperature difference, it also determines the occurrence of an abnormality in the crankpin bearing section 7 in the same way as the determination process performed by comparing the temperature measurement value with the reference value, and controls the output unit 38 to output the determination result of the occurrence of an abnormality in the crankpin bearing section 7.

[0178] Alternatively, the control unit 39 may determine the bearing temperature to be monitored based on the temperature difference between the lubricating oil temperature measured by the temperature measuring unit 33 and the lubricating oil temperature measured before being supplied to the crankpin bearing 7. For example, the control unit 39 calculates the temperature difference between the lubricating oil temperature measured by the temperature measuring unit 33 and the lubricating oil temperature measured before being supplied to the crankpin bearing 7. If the calculated temperature difference exceeds the aforementioned reference value, it determines that the temperature of the lubricating oil from the crankpin bearing 7 is in an abnormal state of excessive rise. When the control unit 39 performs the determination process based on this temperature difference, it also determines that an abnormality has occurred in the crankpin bearing 7 in the same way as the determination process performed by comparing the temperature measured value with the reference value, and controls the output unit 38 to output the determination result of the abnormality of the crankpin bearing 7.

[0179] Furthermore, if the control unit 39 compares the temperature measurement value of the lubricating oil obtained from the temperature measurement unit 33 with the aforementioned reference value, and the result is that the temperature measurement value of the lubricating oil is below the aforementioned reference value, then the control unit 39 determines that the temperature of the lubricating oil from the crankpin bearing section 7 is within the allowable range (normal state). Based on this, the control unit 39 determines that the temperature of the bearing being monitored is normal, that is, it determines that the crankpin bearing section 7 is in a normal state. Moreover, when the control unit 39 performs the determination based on the aforementioned temperature difference, it determines that the crankpin bearing section 7 is in a normal state as long as the temperature difference of the lubricating oil is below the reference value.

[0180] In any of the aforementioned determination processes, if the crank pin bearing 7 is determined to be in a normal state, the control unit 39 controls the output unit 38 to output information indicating the normal state of the crank pin bearing 7 as a determination result of the bearing temperature. At this time, the control unit 39 may also cause the output unit 38 to output information indicating the normal state of the bearing temperature based on the aforementioned information about the normal state of the crank pin bearing 7. Alternatively, the control unit 39 may stop the output unit 38 when the bearing temperature is in a normal state, and only activate the output unit 38 when the bearing temperature is in an abnormal state.

[0181] As explained above, in the bearing temperature monitoring device 30D according to Embodiment 5 of the present invention, the control unit 39 determines whether the temperature of the crankpin bearing 7 is abnormal based on the temperature of the lubricating oil measured by the temperature measuring unit 33, and the output unit 38 outputs the determination result of the bearing temperature by the control unit 39. Other structures are the same as in Embodiment 1. Therefore, it enjoys the same effects as in Embodiment 1, and can automatically determine whether the temperature of the monitored bearing has risen excessively, i.e., whether an abnormality has occurred in the crankpin bearing 7, according to a time sequence. Thus, the bearing temperature can be automatically monitored effortlessly, thereby enabling simple and early detection of abnormalities in the crankpin bearing 7.

[0182] Furthermore, although in embodiments 1 to 5 described above, the oil receiving part is disposed on the inner wall surface 27 of the frame wall 25 on the side where the crank pin bearing 7 descends during its revolution, the present invention is not limited to this. For example, the oil receiving part of the bearing temperature monitoring device according to the present invention may also be disposed on the inner wall surface of the frame wall on the side where the crank pin bearing 7 ascends during its revolution. In addition, the inner wall surface on which the oil receiving part is disposed is not limited to the inner wall surface of the frame wall, but may also be the inner wall surface of the base wall.

[0183] Furthermore, although the oil receiving section in embodiments 1 to 5 described above is shown as being inclined relative to the width direction D2 of the marine diesel engine 10, the present invention is not limited thereto. For example, the oil receiving section of the bearing temperature monitoring device according to the present invention may also be structured in a direction parallel to the width direction D2 of the marine diesel engine 10, extending from the inner wall surface. Similarly, the blocking section may also be structured in a direction parallel to the width direction D2, extending from the inner wall surface.

[0184] Furthermore, while marine diesel engines were exemplified as an example of internal combustion engines using the bearing temperature monitoring device of the present invention in embodiments 1 to 5 described above, the present invention is not limited thereto. For example, the bearing temperature monitoring device of the present invention can also be applied to internal combustion engines other than marine diesel engines, such as vehicle engines.

[0185] Furthermore, although Embodiment 3 described above shows an example of a multi-segment oil receiving section consisting of two oil receiving sections (first oil receiving section 42 and second oil receiving section 43) arranged vertically along the inner wall surface, the present invention is not limited to this. For example, the multi-segment oil receiving section may also consist of three or more oil receiving sections arranged vertically along the inner wall surface.

[0186] Furthermore, in Embodiment 3 described above, although a measuring terminal of a temperature measuring unit is disposed inside the lowest segment of the multi-segment oil receiving section to measure the temperature of the lubricating oil collected in that lowest segment, the present invention is not limited thereto. For example, the measuring terminal of the temperature measuring unit may be disposed in any one of the multi-segment oil receiving sections, or it may be disposed in all the oil receiving sections of the multi-segment oil receiving section.

[0187] Furthermore, although the oil receiving portion described in Embodiment 4 above is illustrated with two narrow inlet portions corresponding to the two ends of the crank pin bearing portion in the axial direction, the present invention is not limited to this. For example, one such narrow inlet portion may be provided in the oil receiving portion, and this inlet portion may correspond to one of the two ends of the crank pin bearing portion in the axial direction.

[0188] Furthermore, the present invention is not limited to the embodiments 1 to 5 described above. Structures formed by appropriately combining the above-described structural elements are also included in the present invention. For example, the bearing temperature monitoring device according to the present invention may also be a structure composed of at least two of the embodiments 1 to 5 described above. In addition, all other embodiments, examples, and applications based on the above embodiments 1 to 5 made by those skilled in the art are included within the scope of the present invention.

Claims

1. A bearing temperature monitoring device for monitoring the temperature of a bearing portion that supports a crankpin of a crank that rotates about the axis of a crankshaft of an internal combustion engine, the bearing temperature monitoring device being characterized by comprising: An oil receiving section having an upwardly opening inlet is provided on the inner wall of the internal combustion engine and receives, via the inlet, lubricating oil that is scattered from the bearing section as it revolves around the axis of the crankshaft, accompanying the rotation of the crank. A temperature measuring unit measures the temperature of the lubricating oil received by the oil receiving unit; and A blocking part is provided above the oil receiving part and blocks the lubricating oil flowing down the inner wall surface of the internal combustion engine toward the oil receiving part.

2. The bearing temperature monitoring device according to claim 1, characterized in that, The oil receiving section has multiple sections arranged vertically along the inner wall of the internal combustion engine.

3. The bearing temperature monitoring device according to claim 1, characterized in that, The inlet portion of the oil receiving portion is configured such that its width in the axial direction of the crankshaft is narrower than that of the bearing portion, and one or more are provided corresponding to at least one of the two ends of the bearing portion in the axial direction of the crankshaft.

4. The bearing temperature monitoring device according to claim 2, characterized in that, The inlet portion of the oil receiving portion is configured such that its width in the axial direction of the crankshaft is narrower than that of the bearing portion, and one or more are provided corresponding to at least one of the two ends of the bearing portion in the axial direction of the crankshaft.

5. The bearing temperature monitoring device according to claim 1, characterized in that, The inlet width of the oil receiving section is greater than the width of the bearing section in the axial direction of the crankshaft, and less than the width of the crosshead pin bearing section of the crosshead that is linked to the bearing section of the internal combustion engine.

6. The bearing temperature monitoring device according to claim 2, characterized in that, The inlet width of the oil receiving section is greater than the width of the bearing section in the axial direction of the crankshaft, and less than the width of the crosshead pin bearing section of the crosshead that is linked to the bearing section of the internal combustion engine.

7. The bearing temperature monitoring device according to any one of claims 1 to 6, characterized in that, The oil receiving part is disposed in the region between the uppermost position of the bearing part when the piston is at top dead center and the lowermost position of the bearing part when the piston is at bottom dead center, and the piston corresponds to the crank pin of the internal combustion engine.

8. The bearing temperature monitoring device according to any one of claims 1 to 6, characterized in that, have: A control unit determines whether the temperature of the bearing section is abnormal based on the temperature of the lubricating oil measured by the temperature measuring unit; and The output unit outputs the temperature determination result of the bearing unit by the control unit.

9. The bearing temperature monitoring device according to claim 7, characterized in that, have: A control unit determines whether the temperature of the bearing section is abnormal based on the temperature of the lubricating oil measured by the temperature measuring unit; and The output unit outputs the temperature determination result of the bearing unit by the control unit.

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