EP0132220B1 - Dispositif d'hélice maritime contre-rotative - Google Patents

Dispositif d'hélice maritime contre-rotative Download PDF

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Publication number
EP0132220B1
EP0132220B1 EP84730077A EP84730077A EP0132220B1 EP 0132220 B1 EP0132220 B1 EP 0132220B1 EP 84730077 A EP84730077 A EP 84730077A EP 84730077 A EP84730077 A EP 84730077A EP 0132220 B1 EP0132220 B1 EP 0132220B1
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EP
European Patent Office
Prior art keywords
gear
shaft
coupled
inner shaft
propeller
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP84730077A
Other languages
German (de)
English (en)
Other versions
EP0132220A1 (fr
Inventor
Hiroshi Nagasaki Shipyard & Engine Works Nohara
Sadao Nagasaki Technical Institute Asanabe
Susumu Nagasaki Technical Institute Tanigucih
Kunio Nagasaki Technical Institute Saki
Susumu Nagasaki Technical Institute Matsumoto
Shozo Nagasaki Technical Institute Morohoshi
Kazuyuki Nagasaki Technical Institute Tsuchihashi
Shigehiro Nagasaki Shipyard & Engine Works Takada
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
OFFERTA DI LICENZA AL PUBBLICO
Original Assignee
Mitsubishi Heavy Industries Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP1983110128U external-priority patent/JPS6018095U/ja
Priority claimed from JP18957283A external-priority patent/JPS6080997A/ja
Application filed by Mitsubishi Heavy Industries Ltd filed Critical Mitsubishi Heavy Industries Ltd
Publication of EP0132220A1 publication Critical patent/EP0132220A1/fr
Application granted granted Critical
Publication of EP0132220B1 publication Critical patent/EP0132220B1/fr
Expired legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H23/00—Transmitting power from propulsion power plant to propulsive elements
    • B63H23/32—Other parts
    • B63H23/321—Bearings or seals specially adapted for propeller shafts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/08—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller
    • B63H5/10—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller of coaxial type, e.g. of counter-rotative type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H23/00—Transmitting power from propulsion power plant to propulsive elements
    • B63H23/32—Other parts
    • B63H23/321—Bearings or seals specially adapted for propeller shafts
    • B63H2023/323—Bearings for coaxial propeller shafts, e.g. for driving propellers of the counter-rotative type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • the present invention relates to a marine contra-rotating propeller apparatus.
  • the CH-B-185,336 discloses a contra-rotating propeller apparatus for an aircraft but usable for propelling a ship, too.
  • the inner shaft is directly coupled to the engine on one end and to the stern-side propeller on the other end.
  • the outer shaft is jointed to the bow-side propeller and said outer shaft is driven via a transmission gear mechanism.
  • the first gear of said mechanism being fixed to the inner shaft while the last gear is jointed to the outer shaft.
  • No elastic coupling is provided however, while it is conventional in marine propulsion thus to prevent the transmission of vibration between the propeller and the engine, so that the problem is posed as to how to incorporate such a coupling.
  • a conventional marine contra-rotating propeller apparatus which is now described, by way of a detailed example, with reference to Fig. 1 said marine contra-rotating propellers are composed of the combination of a stern-side propeller 1 and a bow-side propeller 2.
  • the torque delivered by a main diesel engine 7 is transmitted to a planetary gear mechanism 5 through an elastic coupling 6 which eliminates any variation component or vibration component of the torque.
  • the torque transmitted to the planetary gear mechanism 5 rotates an inner shaft 4 through a spur gear meshing with a planet gear and the revolution of the planet gear is taken out from an outer shaft 3 so that the outer shaft 3 is rotated in the opposite direction to that of the inner shaft 4 and a substantially equal torque is transmitted to both the shafts 3 and 4.
  • the propellers 1 and 2 are rotated in the opposite directions to each other at the substantially same revolution speed depending on the design of a shape of the propellers.
  • the contra-rotating propellers are designed to be rotated in the opposite directions to each other with the torque and the revolution speed being substantially equal and with the high efficiency of propulsion.
  • the thrust developed by the stern-side propeller 1 and the bow-side propeller 2 is transmitted through the inner shaft 4 and the outer shaft 3 to a ship body by means of a thrust bearing 8.
  • the elastic coupling 6 smooths the variation component of the torque and serves to protect the gears of the planetary gear mechanism 5 for reversing the revolution direction.
  • both the propellers 1 and 2 of the contra-rotating propeller apparatus are rotated in the opposite directions to each other at the same revolution speed using the planetary gear mechanism 5, the number of revolutions of the main diesel engine is reduced (the reduction ratio is 3 or more) to be transmitted to the propellers. Accordingly, if a low-speed diesel engine having an output shaft rotated at a low revolution speed (for example, 70 revolutions/minute) is used, the revolution of the propellers is reduced below a desired optimum revolution speed and the efficiency of propulsion is deteriorated.
  • a middle- speed diesel engine having an output shaft rotated at a relatively high revolution speed for example, 450 revolutions/minute
  • it can not obtain the advantages of the low-speed diesel engine such as good fuel consumption rate, easiness in maintenance and usability of bad quality fuel although the revolution of the propellers can be set near a desired maximum revolution speed and the improved efficiency of propulsion can be expected.
  • the main diesel engine is provided at its output shaft with a separate speed reduction or increase device to adjust the revolution of the planetary gear mechanism at its input side so that the torque ratio is optimized. (Since the main diesel engine possesses a rated output power and revolution speed, a continuous revolution speed can not be selected).
  • a main engine in a large ship mainly uses a low-speed diesel engine due to the above advantages. Since the low-speed engine is directly coupled to the propeller through a shaft generally, the main engine contains a thrust bearing therein in a standard configuration. If the planet gear is disposed between the main diesel engine and the propeller, the thrust bearing is required to be provided between the propeller and the planet gear. Consequently, the thrust bearing in the main engine merely serves to stop the movement of a crank shaft of the main diesel engine and the capacity thereof is too large. (In Fig. 1, the thrust bearing 8 receives the thrust of the propellers 1 and 2 while the thrust bearing (not shown) in the main engine does not receive the thrust of the propellers).
  • Figs. 2 to 4 illustrate a propeller driving system of a ship equipped with a conventional contra-rotating propeller apparatus using by way of example a parallel shaft gear system.
  • numeral 01 denotes a stern-side propeller, 02 a bow-side propeller, 03 an inner shaft for driving the stern-side propeller, 04 an outer shaft for driving the bow-side propeller, 05 a parallel shaft gear device for driving the bow-side propeller, 06 a parallel shaft gear device for driving the stern-side propeller, and 07 a main engine.
  • One or more main engines 07 are used to transmit the torque to the inner shaft 03 and the outer shaft 04 to rotate them in the opposite directions through the parallel shaft gear device.
  • an idle gear 5a produces the inverse revolution.
  • the revolution direction of each main engine 07 which transmits the torque to the inner shaft 03 and the outer shaft 04 is changed to rotate the inner shaft 03 and the outer shaft 04 in the opposite directions.
  • the above conventional driving system possesses the following drawbacks. Since . the main engine 07 is not in alignment with the inner shaft 03 and the outer shaft 04, a wide space is required forthe arrangement of the main engine 07 and the driving devices 03, 04, 05 and 06. If a plurality of main engines 07 are used, a cost thereof is high, and a merit of the contra-rotating propeller apparatus which itends to reduce a running cost due to the improved propulsion performance can not be effected.
  • the invention concerns a marine contra-rotating propeller apparatus for propelling a ship, comprising an inner shaft 4,104,204 having one end which is directly coupled to an output shaft 9 of a main diesel engine 7 and the other end to which a stern-side propeller 1,101,201 is mounted, and an outer shaft 3,103,203 having one end which is coupled to said inner shaft 4,104, 204 through a reversing transmission mechanism 20, 110, 205 resp. 206 and the other end to which a bow-side propeller 2 is mounted, an elastic coupling 6, 106, 207 being provided between said inner shaft 4 resp. 9, 104, 204 and said reversing transmission mechanism 20, 110 while no flexible coupling is provided between said stern-side propeller 1, 101, 201 said inner shaft 4, 104, 204 and said diesel engine 7, 107.
  • the stern-side propeller is directly coupled through the intermediate inner shaft to the main diesel engine to be driven by means of the engine of which the output and the outer shaft is inversely rotated through the elastic coupling and the reversing transmission mechanism to rotate the bow-side propeller, the reverse revolution, the revolution speed and the torque distribution between the inner shaftforthe stern-side propeller and the outer shaft for the bow-side propeller can be freely obtained and the revolution performance for driving the contra-rotating propellers is remarkably improved over the marine apparatus described above.
  • a low-speed main diesel engine may be adopted so that it can be effectively utilized and the characteristics thereof can be exhibited.
  • the thrust acting on the outer shaft from the bow-side propeller is preferably transmitted to a thrust bearing on the intermediate inner shaft and transmitted to a thrust bearing contained in the main diesel engine together with the thrust acting on the inner shaft from the stern-side propeller, the revolution performance for driving the contra-rotating propellers can be remarkably improved.
  • the reversing transmission mechanism and the gears may be protected by the output transmission performance exhibited by means of a flanged friction coupling and the elastic coupling so that the revolution performance for driving the contra-rotating propellers is further improved and reliability of the apparatus is extremely improved.
  • the stern-side propeller is directly connected to the inner shaft coupled to the main diesel engine and the bow-side propeller is connected to the outer shaft coupled to the intermediate portion of the inner shaft through the elastic coupling, the input outer shaft and the reversing transmission mechanism which is formed of a planetary gear mechanism including the sun gear interposed between the input outer shaft and the outer shaft, the small planet gear meshed with the sun gear, a large planet gear coupled to the small planet gear, and the inner gear on the side of the outer shaft meshed with the large planet gear, the torque of which variation is smoothed through the elastic coupling connected to the intermediate portion of the inner shaft is transmitted to the input outer shaft and the construction of the large planet gear coupled to the small planet gear in the planetary gear mechanism allows each gear to be formed of a spur gear and forms the reversing function.
  • the revolution speed and the torque distribution for the input outer shaft and the outer shaft can be remarkably freely set up and the special planetary gear mechanism sufficiently absorbs the movement in the thrust direction of the outer shaft to protect the gears.
  • the inverse revolution, the revolution speed and the torque distribution of the bow-side propeller for the stern-side propeller are extremely enhanced, and the revolution performance and the reliability of the contra-rotating propellers are remarkably improved.
  • the planetary gear mechanism can be formed to relatively simple and small structure and be provided to be inexpensive since the large planet gear is merely provided.
  • the excellent propeller revolution performance as described above allows the low-speed main diesel engine possessing various characteristics to be adopted and be effectively utilized, and further the characteristics of a conventional bevel gear group is exhibited.
  • Figs. 5 to 7 show a first embodiment of the present invention.
  • numeral 1 denotes a stern-side propeller, 2 a bow-side propeller, 3 an outer shaft to which the bow-side . propeller 2 is coupled, and 4 an inner shaft to which the stern-side propeller 2 is coupled.
  • An output shaft 9 of a low-speed main diesel engine 7 is directly coupled to the stern-side propeller 1 through a flanged friction sleeve coupling 14, an intermediate inner shaft 4a, a friction sleeve coupling 11 and the inner shaft 4. Further, the output shaft 9 is coupled to the bow-side propeller 2 through an elastic coupling 6, a reversing transmission mechanism 20, an intermediate outer shaft 3a and the outer shaft 3.
  • the low-speed main diesel engine 7 and the reversing transmission mechanism 20 are installed on a tank top b forming a double bottom which is part of a ship body a.
  • the output shaft 9 of the main'diesel engine 7 is coupled through the friction sleeve coupling 14 to the intermediate inner shaft 4a which is coupled through the friction sleeve coupling 11 to the inner shaft 4, so that the torque and the thrust are transmitted through friction.
  • the torque is transmitted to the bow-side propeller 2 through the friction sleeve coupling 14, the elastic coupling 6, the reversing transmission mechanism 20, the intermediate outer shaft 3a, a sleeve 10 and the outer shaft 3.
  • Flanged friction couplings 15 and 16 are interposed between the intermediate outer shaft 3a and the sleeve 10 and the sleeve 10 and the outer shaft 3, respectively, so that the torque and the thrust are transmitted through friction.
  • the friction couplings 11, 14, 15 and 16 are of a known oil injection type to which oil pressure is loaded and which can be fitted up and opened.
  • the thrust developed by the bow-side propeller 2 is transmitted to the intermediate inner shaft 4a through the outer shaft 3, the sleeve 10, the intermediate outer shaft 3a, and a thrust bearing 8a of the intermediate inner shaft 4a.
  • the thrust developed by the stern-side propeller 1 is transmitted to the inner shaft 4 and the intermediate inner shaft 4a and is applied to the thrust bearing 8b contained in the main diesel engine 7 together with the thrust of the bow-side propeller 2, whereby both the thrusts are transmitted to the ship body.
  • the reversing transmission mechanism 20 includes a casing 20-1, a substrate 20-2, an input bevel gear 20-3, an output level gear 20-4, a reversing bevel gear 20-5, a fit gear 20-6, a ring 20-7, an intermediate inner shaft bearing 20-8, a bevel gear bearing 20-9, a bevel gear (with fit teeth) bearing 20-10, an oil seal ring 20-11, an oil stop cover 20-12 and a reversing bevel gear bearing 20-13.
  • the reversing bevel gears 20-5 are mounted to be capable of rotating on inner surface of the casing 20-1 and the number of the gears 20-5 are sufficient to cause the torque of the main diesel engine 7 to be transmitted to the bow-side propeller 2.
  • the torque transmitted to the flanged friction sleeve coupling 14 from the output shaft 9 of the main engine is transmitted to the intermediate inner shaft 4a and also is transmitted to the elastic coupling 6 to be transmitted to the input bevel gear 20-3 so that the variation component or the vibration component thereof is smoothed.
  • the output bevel gear 20-4 is provided with fit teeth 21-4 as its inner teeth and the inner teeth are meshed with outer teeth of the fit gear 20-6 slidably in the axial direction thereof (refer to the sectional view shown in Fig. 7). With the arrangement, even if the fit gear 20-6 moves within clearance of the thrust bearing 8a at the side of the intermediate inner shaft upon forward and backward movement of the ship, it is designed so that the fit operation between the bevel gear group 20-3, 20-4 and 20-5 does not fail.
  • the bevel gear group 20-3, 20-4 and 20-5 and the fit gear 20-6 are properly supported by the bearings 20-9, 20-10 and 20-13.
  • the intermediate inner shaft 4a is supported by the bearing 20-8 which has not relative speed except the vibration component when the shaft is rotated at a constant speed.
  • the inside of the reversing transmission mechanism 20 is sealed by the oil seal ring 20-11 and the oil stop cover 20-12, and the gear and the bearing are properly lubricated with oil.
  • the oil falls into a sump 30 without leakage to outside and is recirculated by a pump.
  • the inner and outer shafts 4 and 3 are supported by bearings which are properly lubricated with oil or seawater.
  • the friction coupling 15 can be opened so that the sleeve 10 can be slidably moved to the bow side in the axial direction and the inner friction sleeve coupling 11 can be opened.
  • the friction coupling 16 can be opened so that the inner and outer shaft 4 and 3 can be extracted from the outside of the ship a. Further, if the flanged friction sleeve coupling 14 is opened to be moved toward the bow-side in a slide manner and the casing 20-1 divided into two upper and lower portions in the axial direction and the bearings 20-9 and 20-10 are opened, the intermediate inner and outer shafts 4a and 3a can be inspected for maintenance.
  • the output shaft 9 and the intermediate inner shaft 4a can be coupled by another friction sleeve coupling instead of the coupling 14.
  • the coupling 14 may be used as a friction coupling for the intermediate outer shaft 3.
  • the reversing bevel gear 20-5 mounted on the inner surface of the casing 20-1 is coupled at its end to the ring 20-7 for reinforcement.
  • the ring 20-7 may be coupled to the casing 20-1 to further reinforce the support of the bevel gear.
  • the embodiment of the present invention comprises the reversing transmission mechanism 20 i.e. the bevel gear mechanism as shown in Figs. 6 and 7, the revolution transmission performance such as the inverse revolution, the revolution speed and the torque distribution is improved, the fuel consumption ratio is good and the maintenance control is easy.
  • the low-speed diesel engine which can use a bad quality fuel oil can be effectively utilized and its merit is sufficiently obtained.
  • the stern-side propeller 1 is directly coupled to the output shaft 9 of the low-speed main diesel engine 7 through the intermediate inner shaft 4a and the inner shaft 4.
  • the torque or the output is derived from the intermediate inner shaft having less twisted vibration and the output shaft 9 of the main engine through the flanged friction sleeve coupling 14 to the bow-side propeller 2 which is coupled through the elastic coupling 6 and the bevel gear group of the reversing transmission mechanism 20 to the main engine 7, the respective contra-rotating propellers are rotated in the opposite directions to each other at the same revolution speed with the same torque distribution independently of the load of the propeller, so that the optimum design of the contra-rotating propellers can be made freely.
  • the capacity of the elastic coupling 6 and the reversing transmission mechanism 20 may be about half of the capacity of driving the bow-side propeller or the output of the main diesel engine. Since the stern-side propeller is directly coupled through the inner shaft and the intermediate inner shaft to the main diesel engine, the elastic coupling and the bevel gear are not required in these shafts and hence its structure can be simple.
  • the intermediate inner shaft 4a is directly coupled to the main diesel engine 7 and the thrusts of the inner and outer shaft are received by the thrust bearing 8b contained in the low-speed main diesel engine through slide bearing 8a to be received by the ship body, the support performance of the thrust can be remarkably improved and the bevel gear group of the reversing transmission mechanism 20 can be protected together with the elastic coupling 6.
  • each contra-rotating propeller is always rotated_ in the opposite direction at the same revolution speed and the transient characteristic upon the increase and reduction of the speed and the backward movement is extremely improved.
  • the driving mechanism is relatively inexpensive as a whole and the revolution driving performance and the reliability of the contra-rotating propellers are remarkably improved.
  • Figs. 8 to 10 show the second embodiment of the present invention.
  • reference letter a denotes a ship body
  • reference numeral 101 denotes a stern-side propeller
  • 102 a bow-side propeller
  • 103a an input outer shaft supplied with the torque derived through an elastic coupling 106 disposed on the intermediate portion of an inner shaft 104
  • 103b an outer shaft coupled through a reversing transmission mechanism 110 to the input outer shaft 103a and to which the bow-side propeller 102 is coupled
  • 104 an inner shaft coupled directly to the output shaft of a low-speed main diesel engine 107 and to which the stern-side propeller 101 is directly coupled
  • 108a a thrust bearing of the output shaft coupled to one end of the inner shaft 104 contained in the engine 107
  • 108b a thrust bearing of the inner shaft 104, the thrust bearing 108b having a function of transmitting the.-thrust of the outer shaft 103b to the inner shaft 104.
  • the reversing transmission mechanism 110 comprises a planetary gear mechanism composed of a sun gear 110a which is fixedly mounted on an end of the input outer shaft 103a, a small planet gear 110b meshed with the sun gear 110a, a large planet gear 110c mounted on the same shaft as that of the small planet gear 110b, and a spur gear 110d fixedly mounted on the basal portion of the outer shaft 103b and meshed with the large planet gear 110c as shown in Fig. 9.
  • a planetary shaft 115 common to the small planet gear 110b and the large planet gear 110c is supported on a fixed stand 111 and a disc 112 as shown in the drawing. The necessary number of pairs of the large and small planet gears are provided to transmit the torque to the - bow-side propeller 102.
  • the torque transmitted to the input outer shaft 103a through the elastic coupling 106 from the intermediate portion of the inner shaft 104 is smoothed in its variation component by the action of the elastic coupling 106 and is transmitted to the sun gear 110a through the input outer shaft 103a.
  • the sun gear 110a rotates the large planet gear 110c as well as the small planet gear 110b, and the large planet gear 110c rotates the spur gear 110d and the outer shaft 103b, so that the outer shaft 103b is rotated in the opposite direction to that of the input outer shaft 103a.
  • Each of the above gears is formed of a spur gear, and the sun gear 110a and the inner gear 110d are rotated in the opposite directions to each other at the same revolution speed by varying the magnitude or the gear ratio of the large planet gear 110c and the small planetary gear 110b.
  • the sun gear 110a and the inner gear 110d are r, R, a and b, respectively, the sun gear 110a and the inner gear 110d i.e.
  • the input outer shaft 103a and the outer shaft 103b are rotated in the opposite directions to each other at the same revolution direction if the radii of the respective gears are made to satisfy the following equation (1
  • the revolution speeds of the input shaft and the output shaft can not be equal to each other.
  • the stern-side propeller 101 is directly driven through the inner shaft 104 from the low-speed main diesel engine 107 and the output torque is derived to the input outer shaft 103a while smoothing the variation component through the elastic coupling 106 from the intermediate portion of the inner shaft 104.
  • the input outer shaft 103a and the outer shaft 103b are rotated in the opposite directions to each other, and the same revolution speed and the same torque distribution of the outer shaft 103b for the inner shaft 103a, that is, the bow-side propeller 102 for the stern-side propeller 101 can be freely established and hence the revolution propulsion performance and reliability of the contra-rotating propellers are improved remarkably.
  • the gears of the planetary gear mechanism 110 are protected and the function of the thrust bearings 108b and 108a which receive the thrust from the outer shaft 103b and the inner shaft 104 are sufficiently exhibited.
  • the function of the large planet gear is added to the function of the prior art planet gear which has been mainly used as a propulsion apparatus for a large ship and consequently the contra-rotating propeller apparatus which has the features in the prior art and completely eliminates the drawbacks in the prior art is attained with a extremely simple and small structure. Further, a low-speed main diesel engine which is superior in the fuel consumption and the maintenance control and can use a bad quality fuel oil can be used and effectively utilized.
  • the sun gear 110a is used at the input side and the inner gear 110d is used at the output side in the above embodiment, it is not limited to such an arrangement but the same effect can be obtained even if the arrangement is reversed.
  • the planetary shaft 115 for a plurality of the large planet gears 110c and the small planetary gears 110b is coupled at its end to the disc 112 for reinforcement, the disc 112 can be designed to be coupled to the fixed stand 111 in order to increase the reinforcement.
  • FIG. 11 A third embodiment of the present invention is now described with reference to Figs. 11 to 13.
  • numeral 201 denotes a stern-side propeller, 202 a bow-side propeller, 203 an inner shaft for driving the stern-side propeller, 204 an outer shaft for driving the bow-side propeller, 205 and output-side gear device for driving the bow-side propeller, 205a a small gear, 205b a large gear, 206 an input-side gear device for driving the bow-side propeller, 206a, a small gear, 206b an idle gear, 206c a large gear, 207 an elastic coupling, 209 a thrust bearing for the inner shaft, and 210 a main engine.
  • the inner shaft 203, the outer shaft 204 and the gears 205a, 205b, 206a, 206b and 206c are supported by bearings not shown.
  • the stern-side propeller 201 is directly coupled to the main engine 210 through the inner shaft 203 and the propeller 201 is driven by the engine.
  • the torque is transmitted to the bow-side propeller 202 from the main engine 210 as follows.
  • the torque from the engine which is smoothed in its variation by means of the elastic coupling 207 mounted on the intermediate portion of the inner shaft 203 directly coupled to the engine 210 is transmitted to .the large gear 206c of the input-side gear device 206, and the small gear 206a is rotated in the opposite direction to that of the large gear 206c through the idle gear 206b.
  • the revolution is transmit-ted to the output-side gear device 205 through a small gear 205a mounted on the same shaft as that of the small gear 206a of the input-side gear device 206, and the large gear 205b meshing with the small gear 205a is rotated in the opposite direction to that of the large gear 206c of the input-side gear device 206. Accordingly, the bow-side propeller 202 is rotated in the opposite direction to that of the stern-side propeller 201 which is directly coupled to the engine 210.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Retarders (AREA)
  • Gear Transmission (AREA)
  • Structure Of Transmissions (AREA)
  • General Details Of Gearings (AREA)

Claims (5)

1. Dispositif d'hélices maritimes contrarotatives pour propulser un navire, comprenant un arbre intérieur (4, 104, 204) ayant une extrémité qui est directement couplée à un arbre de sortie (9) d'un moteur diesel principal (7) et à l'autre extrémité duquel est montée une hélice arrière (1, 101, 201), et un arbre extérieur (3, 103, 203) ayant une extrémité qui est couplée audit arbre intérieur (4, 104, 204) par l'intermédiaire d'un mécanisme de transmission à inversion de marche (20, 110, 205, resp. 206) et à l'autre extrémité duquel est montée une hélice avant (2), un accouplement élastique (6, 106, 207) étant prévu entre ledit arbre intérieur (4, resp. 9, 104, 204) et ledit mécanisme de transmission à inversion de marche (20, 110), tandis qu'aucun accouplement flexible n'est prévu entre ladite hélice arrière (1, 101, 201), ledit arbre intérieur (4,104, 204), et ledit moteur diesel (7, 107).
2. Dispositif d'hélices maritimes contrarotatives selon la revendication 1, comprenant un palier à bride (8a) monté sur la périphérie externe dudit arbre intérieur (4) pour recevoir la poussée dudit arbre extérieur (3), de sorte que la poussée de l'hélice (2) délivrée audit arbre extérieur (3) est transmise audit arbre intérieur (4) et les poussées des hélices (1, 2) délivrées auxdits arbres intérieur (4) et extérieur (3) sont combinées pour être transmises à un palier (8b) monté sur le moteur diesel (7).
3. Dispositif d'hélices maritimes contrarotatives selon la revendication 1 ou 2, dans lequel le mécanisme de transmission à inversion de marche (20) comprend un roue dentée conique d'entrée (20-3) couplée audit arbre intérieur (4) par ledit accouplement élastique (6), un roue dentée conique d'inversion (20-5) s'engrenant avec ladite roue dentée conique d'entrée (20-3), et une roue dentée conique de sortie (20-4) s'engrenant avec ladite roue dentée conique d'inversion (20-5), et une roue (20-6) montée fixement sur ledit arbre extérieur (3) et ayant de dents extérieures s'engrenant avec les dents intérieures de ladite roue dentée conique de sortie (20-4) de façon coulissante en direction axiale.
4. Dispositif d'hélices maritimes contrarotatives selon la revendication 1 ou 2, dans lequel ledit mécanisme de transmission à inversion de marche (110) comprend une roue dentée centrale (110a) couplée audit arbre intérieur-(4) par ledit accouplement élastique (106), une petite roue dentée planétaire (110b) s'engrenant avec ladite roue dentée centrale (110a), une grande roue dentée planétaire (110c) couplée à ladite petite roue dentée planétaire (110b), et une roue dentée à taille droite (110d) couplée audit arbre extérieur (3) et ayant une denture interne s'engrenant avec ladite grande roue dentée planétaire (11 Oc).
5. Dispositif d'hélices maritimes contrarotatives selon la revendication 1, dans lequel ledit mécanisme de transmission à inversion de marche (205, 206), comprend une première grande roue dentée (206c) couplée audit arbre intérieur (203) par ledit accouplement élastique (207), une seconde grande roue dentée (205b), couplée audit arbre extérieur (204), une roue dentée folle (206b) s'engrenant avec l'une desdites première et seconde grandes roues dentées et des petites roues dentées (205a), (206a) couplées sur un même arbre, et dont l'une s'engrène avec ladite roue dentée folle (206b) tandis que l'autre d'engrène `avec l'autre desdites grandes roues dentées (205b) qui ne s'engrène pas avec ladite roue dentée folle (206b).
EP84730077A 1983-07-18 1984-07-10 Dispositif d'hélice maritime contre-rotative Expired EP0132220B1 (fr)

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JP1983110128U JPS6018095U (ja) 1983-07-18 1983-07-18 船舶用二重反転プロペラ装置
JP110128/83 1983-07-18
JP189572/83 1983-10-11
JP18957283A JPS6080997A (ja) 1983-10-11 1983-10-11 船舶用二重反転プロペラ装置

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EP0132220A1 EP0132220A1 (fr) 1985-01-23
EP0132220B1 true EP0132220B1 (fr) 1988-01-07

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CN109229274B (zh) * 2018-09-07 2019-08-13 广州中船文冲船坞有限公司 一种对转螺旋桨的检修拆卸方法
CN114147479A (zh) * 2021-12-02 2022-03-08 武汉理工大学 一种全回转推进器中间轴系对中工具、系统及方法

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Publication number Publication date
ES534393A0 (es) 1985-06-01
EP0132220A1 (fr) 1985-01-23
CA1231008A (fr) 1988-01-05
KR850001108A (ko) 1985-03-16
ES8505880A1 (es) 1985-06-01
DE3468389D1 (de) 1988-02-11
KR890001753B1 (ko) 1989-05-19

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