JPS60121191A - Double contrarotating propeller device for ship - Google Patents

Abstract

PURPOSE:To make rotation in each propeller at both stem and stern sides reverse to perfection, by connecting a stern side propeller of a contrarotating propeller direct to a main engine, while coupling an outer propeller to an output shaft of the main engine via a flexible coupling and a contrarotating mechanism. CONSTITUTION:A stern side propeller 1 is directly connected to a main engine by an output shaft 9 and an inner shaft 4 of the main engine. On the other hand, a stem side propeller 2 is tightly attached to an outer shaft 3 which is coupled with the output shaft 9 on a diesel main engine 7 via a contrarotating transmission mechanism 20 and a flexible coupling 6. A half of the output of the Diesel main engine 7 is directly transmitted to the inner shaft 4 via the output shaft 9, making the stern side propeller 1 rotate in the same direction as the output shaft 9. And, the rest half of the output is transmitted to the outer shaft 3 via the output shaft 9, the flexible coupling 6 and the contrarotating transmission mechanism 20, making the stem side propeller 2 rotate in the reverse direction against the stern side propeller 1 at the same speed and the same torque.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of use in the marine industry) The present invention provides a two-wheeled marine vehicle equipped with a stern-side propeller and a light-side propeller that rotates in the opposite direction and at the same rotational speed with respect to the stern-side propeller. This invention relates to a reversing device.

(Prior Art) A conventional example of the counter-rotating propeller device for ships will be explained with reference to FIG. The counter-rotating propeller is located on the stern propeller (
1) and the ship light side propeller (2), the generated torque of the diesel main engine (7) is transferred to the elastic joint (
6), the fluctuation component, that is, the vibration component, is smoothed and then transmitted to the planetary gear mechanism (5). And the planetary gear mechanism (5)
The inner shaft (4) is driven through the internal gear meshed with the planetary gear, and the revolution of the planetary gear itself drives the outer shaft (3), so that the inner shaft (4) and the outer shaft (3) rotated in the opposite direction.

In addition, the stern side propeller (1) and the light side propeller (2)
The thrust force of ) is transmitted to the hull by a thrust bearing (8) via an inner shaft (4) and an outer shaft (3).

(Problems with the Prior Art) However, the conventional counter-rotating propeller device for ships has the following drawbacks.

1) Diesel main engine (The rotational speed of the power is reduced to about one-third or less before it is transmitted to the propeller, so if a low-speed diesel engine with good fuel consumption is used, the propeller rotational speed will be too low and propulsion efficiency will decrease. descend.

In addition, the input 11111 and output side (
Since the reduction ratio between the outer shaft and the inner shaft (outer shaft and inner shaft) and the torque ratio between the outer shaft (3) and the inner shaft (4) are related to each other, in order to optimize the torque ratio, the output shaft of the tasel main engine is Alternatively, it may be necessary to separately equip a speed increaser to adjust the rotation on the input side of the planetary gear mechanism.

11) In recent years, low-speed diesel engines have become mainstream as main engines for large ships due to their advantage in fuel consumption9. It has become standard to have a thrust bearing built into the engine.

However, if the planetary gear is placed between the diesel main engine and the propeller, it becomes necessary to install a separate thrust bearing between the propeller and the planetary gear, and in the end, the thrust bearing built into the main engine is connected to the crank of the tasel main engine. Its role is only to stop the movement of the shaft, which is uneconomical.

(Objective of the Invention, Means for Solving Problems) The present invention relates to a counter-rotating propeller device for ships, which has been disclosed in view of the above-mentioned circumstances, in which one end is directly connected to the output shaft of a diesel main engine, An inner sleeve has a stern propeller attached to the other end, an outer shaft has one end connected to the output shaft of the diesel main engine via a reversing transmission mechanism and an elastic joint, and a bow propeller attached to the other end. 1. Since the stern propeller is directly connected to the main engine, the bow propeller
The elastic joints and reversing transmission mechanism provided in the drive system can be constructed in a compact manner, with the capacity being approximately half of the output of the main engine.

In addition, the above device is equipped with a thrust bearing that transmits the thrust of the outer shaft to the inner shaft, so that all of the propeller thrust can be supported by the thrust bearing built into the diesel main engine. Thrust bearings can be used effectively.

Further, the reversing transmission mechanism in the front self-device is connected to an input bevel gear connected to the output side of the elastic joint, a reversing bevel gear meshed with the human-powered bevel gear, and an output bevel gear fully meshed with the reversing bevel gear. Due to the structure of the gear, a bevel gear and a mating gear in which the outer shaft is coupled in a manner that allows relative displacement in the axial direction, it is possible to avoid movement within the clearance of the straight bearing when switching forward or backward movement of the ship, etc. Even if the outer shaft is displaced in the axial direction, it is possible to prevent the meshing of the bevel gear from being adversely affected.

For this reason, the present invention has the advantage that the rotation of the bow and stern propellers can be made completely in the opposite direction, at a constant speed, and at a constant torque, and that a low-speed diesel main engine with good fuel consumption can be used. , which solves the conventional problems as described above.

(Example of the invention) Embodiments of the present invention will be described below based on the drawings.

In Figures 1 to 3, (1) is the ship% 1111
A propeller, (2) is a bow propeller, (4) is an inner sleeve, and (1) is fixed to one end of the stern propeller,
The other end is directly connected to the diesel main engine (power output shaft (9)). (3) is the outer shaft, one end of which is fixed to the bow propeller (2), and the other end is a reversing transmission mechanism. It is connected to the 011 inner shaft (4) side or the diesel main engine (power output shaft (9) side) through the rod and elastic joint (6).The diesel main engine (power and reverse transmission mechanism (
2i) l is installed on the Nikezo tank top (Al) in the hull engine room, and the inner shaft (4) and outer shaft (3) are installed on the rear wall of the engine room (
C) extends outboard through the shell. (8α) is the inner axis (4
) and the outer shaft (3), and transmits the entire thrust of the bow propeller (2) to the inner shaft (4) via the outer shaft (3). (8b) uses a built-in thrust bearing in the diesel main engine (power) to transfer the thrust of the bow side and stern light rain engine (2), (1) through the inner shaft (4) and output shaft (9). I accept it.

Next, the inversion conduction mechanism t,! 0) includes a casing (20-1) and plywood (20-1) as shown in Figures 2 and 3.
-2), input bevel gear (20-3), output bevel gear (20-
4), reversing bevel gear (20=5), mating gear (20-
6), Ring (20-7), Inner shaft bearing (20-8), Bevel/gear bearing (20-9), Bevel gear (with mating gear) bearing (20-10), Oil seal ring (20 -it), oil stopper cover (20-12), reversing bevel gear bearing (20-
13) etc.

The output bevel gear (20-4) has fitting teeth (20-6) as internal teeth, and is fitted to the external teeth of the fitting gear (20-6) so as to be slidable in the axial direction.

In other words, when switching from All to Astern on the ship, the outer shaft (3)
The direction of the thrust applied to the mating gear (20-
6) moves in the axial direction within the clear 2 degrees of the thrust bearing (8α), the bevel gear groups (20-3), (20-4),
(20-9), (20-10), and (20-13) are the bevel gears (20-3), (20-4), and (20-5)
A supporting bearing (20-8) is a bearing for supporting the inner shaft (4).

(Function) In a device with the above configuration, the diesel main engine (
Half of the output of 7) is sent to the inner sleeve (4) via the output shaft (9).
and rotates the stern propeller (1) in the same direction as the diesel output shaft (9). On the other hand, the remaining half of the output is transmitted to the outer shaft (3) via the output shaft (9), elastic joint (6), and reversing transmission mechanism t2α, and the bow propeller (2) is transferred to the miJ ship's stern propeller. ) in the opposite direction, with the same speed and torque.

In addition, the thrust obtained by the rotation of the light side propeller (2) is transmitted to the circular shaft (4) via the outer shaft (3) and the thrust bearing (8α), causing the rotation of the stern side propeller 2 (1). Along with the thrust obtained by

In addition, if the direction of thrust changes, such as when switching forward movement of a ship, the outer shaft (3) and the mating gear (20
-6) will be displaced within the clearance range of the thrust bearing (8α), but as stated in s8iJ, the fitting gear (20-6) will be displaced in the axial direction relative to the output bevel gear (20-4). Since the slide 9 is configured to freely move, this displacement is not transmitted to the bevel gear group.

Furthermore, to explain the inner shaft (4) in detail, as shown in Fig. 1, the V-shaped friction sleeve coupling (11)
Connect the intermediate inner shaft (4α) through the diesel main engine (
7) is configured to be directly connected to the output l111 (9), and to describe the outer shaft (3) in detail, as shown in FIG. 1, the flange type friction coupling ue1 sleeve 0e
and flange type friction coupling 05) are connected to the intermediate outer shaft (3α) through a ligature, and are connected to the reversing transmission mechanism (20) to transmit torque and thrust force by friction.

(a), the inner shaft (4) is directly connected to the tasel main (full power output shaft (9)), half of the torque is directly transmitted to the stern propeller, and the remaining torque is Since the information is transmitted to the bow propeller via the elastic joint and the reversing transmission mechanism, the capacity of the elastic joint and reversing transmission mechanism can be reduced to about half of the conventional capacity, resulting in an overall compact and inexpensive device.

(b) By making the number of teeth of the input and output bevel gears of the reversing transmission mechanism equal, it is possible to always maintain the same propeller rotation speed and torque on the bow side and the stern side.

(c) Since the reduction ratios on the input and output sides of both the inner and outer shafts are l, a low-speed diesel engine with good fuel consumption can be used as the main engine.

), the thrust of the outer shaft is merged with the inner shaft, and the entire thrust of the bow and stern shafts is received by the thrust bearings built into the diesel engine, so the thrust bearings outside the engine can be simplified.

(E) A fitting gear is provided between the output bevel gear and the outer shaft to prevent the axial displacement of the outer shaft from being transmitted to the bevel gear, so when the ship is switching forward or astern, the bevel gear group No problems occur in the meshing of the parts.

(Effect of the Invention) To summarize, the present invention provides a ship propelled by a counter-rotating propeller, in which one end is directly connected to the output shaft of a diesel main engine and the other end is attached to a stern propeller. axis and
A counter-rotating propeller for ships, comprising an outer shaft having one end connected to the inner shaft or the output shaft of the diesel main engine via a reversing transmission mechanism and an elastic joint, and a bow side propeller attached to the other end; and the counter-rotating propeller device further comprising a thrust bearing that transmits the thrust of the outer shaft to the inner shaft; A gear, a reversing bevel gear that meshes with the output bevel gear, an output bevel gear that meshes with the reversing bevel gear, and a fitting gear that connects the output bevel gear and the outer shaft in a manner that allows relative displacement in the axial direction. We proposed a multi-component n+J contra-rotating propeller device.1 This is a small, inexpensive propeller device that can rotate the bow and stern propellers in completely opposite directions, with constant speed, and with constant torque. This invention is extremely useful industrially because it is possible to realize a counter-rotating rotor-boosting device, and to use a low-speed diesel engine with good fuel consumption as its driving source.

[Brief explanation of drawings]

1 to 3 show an embodiment of a contra-rotating propeller device according to the present invention, and FIG. 1 is a longitudinal cross-sectional view of the whole;
Fig. 2 is an enlarged detailed longitudinal cross-sectional view of the reversal transmission mechanism, Fig. 3 is a cross-sectional view taken along the line ■-■ in Fig. 2, and Fig. 4 is a longitudinal cross-section showing an example of a conventional counter-rotating professional device. It is a mechanism diagram. ■... Stern side propeller 2... Bow 11 propeller 3
...Outer shaft 4...Inner shaft 6...Elastic joint 7...Puisel main engine 8CL,
8b... Thrust bearing 9... Output shaft 20... Reversing transmission mechanism 20-3... Input bevel gear 20-4... Output bevel gear 20-5... Reversing bevel gear 20-6 ...Matching gear rear agent Patent attorney Shige Okamoto 3 other people

Claims (3)

[Claims] (1) In a ship propelled by a counter-rotating propeller,
An inner shaft having one end directly connected to the output shaft of the diesel main engine and a stern propeller attached to the other end; A counter-rotating propeller device for a ship, characterized by an outer shaft having a bow propeller attached to the end thereof, and a shaft having a shaft. (2) In a ship propelled by a counter-rotating propeller,
One end is directly connected to the output shaft of the diesel main engine, and the other end is connected to the inner shaft with the stern side prong attached, and one end is connected to the output shaft of the 4tJ diesel main engine via a reversing transmission mechanism and an elastic joint. A counter-rotating boat propeller device for ships, characterized in that it is equipped with an outer shaft connected to one side and having a bow 11411 propeller attached to the other end, and a thrust bearing for transmitting the thrust of the outer shaft (11) to the inner shaft (1jIl). (3) an input bevel gear to which the reversing transmission mechanism is connected to the output side of the elastic joint; a reversing bevel gear meshed with the reversing bevel gear; an output bevel gear meshing with the reversing bevel gear; The marine vessel according to claims (1) and (2), characterized in that the output bevel gear and the outer shaft are connected to each other so as to be relatively displaceable in the axial direction. Two-wheel reversing propeller device.