JP5646101B2 - Ship propulsion system - Google Patents

Description

  The present invention relates to a ship propulsion system. The marine vessel propulsion system includes a propeller configuration having at least one adjustable propeller blade connected to a hub that houses a hydraulic cylinder configuration. The hydraulic cylinder arrangement comprises a first pressure chamber and a second pressure chamber that are connected to an adjustment device for at least one adjustable propeller blade and separated by a piston that operates it. The propeller configuration further includes a propeller shaft disposed between the hub and the torque transmission unit. The propeller shaft is a valve configuration that is supplied with fluid from the hydraulic power unit, and flows through the first duct to the first pressure chamber and from the second pressure chamber to the second duct. Or a valve arrangement having multiple valve fluid channels connected to multiple check valves to control the reverse fluid flow.

  Ship propulsion systems of the type described above are well known for adjusting the propeller blades of a variable pitch propeller. It is known to arrange an oiling arrangement comprising a fixed oiling ring and a valve box on the input shaft side of the gearbox. In the gearbox, an external hydraulic power unit supplies servo oil to two hydraulic inlet ports connected to a fixed oil ring. A fixed oil ring surrounds the valve box. In order to maintain the hydraulic pressure in the two servo oil chambers in the propeller hub and lock the piston when a change in pitch is not required, a large number of check valves are usually attached to the valve box. The piston is connected to and operates an adjustment device for the propeller blades. This type of refueling arrangement is disclosed in Korean patent application 20120003058. A drawback with such ship propulsion systems is that the check valve (which usually requires inspection and maintenance) is difficult to access because it is located in a valve box surrounded by a fixed refueling ring and housing. That is. This means that check valve maintenance and maintenance requires further dismantling, which is time consuming and therefore expensive. A further disadvantage associated with this refueling arrangement is that the rotational movement between the fixed refueling ring and the rotary valve box induces some leakage between these elements. Moreover, it is disadvantageous that the refueling arrangement is arranged between the gearbox and the engine. This is because the space in the area is very narrow and therefore difficult to access for inspection and maintenance.

  The object of the present invention is to provide a ship propulsion system in which the above-mentioned drawbacks are eliminated or significantly reduced.

  This is achieved by a ship propulsion system of the kind mentioned in the introduction. The system comprises at least one check valve whose valve configuration is disposed within the valve housing. The check valve is attached to the outer surface of the propeller shaft and rotates together with the propeller shaft.

  As a result, the valve housing is disposed on the outer surface of the propeller shaft that is open to the environment in the engine compartment, so that the check valve can be easily accessed. It is not necessary to cover the oil ring for the cover, ie the valve housing, and therefore inspection and maintenance can be carried out quickly without much dismantling, resulting in less downtime and lower costs Is done. Moreover, since there is no relative rotational motion, no such leakage will occur in the configuration.

  Fluid is preferably provided from the hydraulic power unit to the valve arrangement through a number of central fluid channels located within the propeller shaft. This provides a very compact configuration.

  Furthermore, the check valve is preferably arranged in at least two separate valve housings distributed around the propeller shaft. In this way, the required amount of fluid can be directed through several check valves, which can reduce the size of the individual check valves and yet be a single This means that even if a check valve malfunctions, other check valves can provide enough fluid to the pressure chambers in the hydraulic cylinder configuration to move the piston that adjusts the propeller blades. .

  In principle, the valve housing can be fixed to the propeller shaft by any suitable means, such as welding, adhesive or any type of mechanical locking arrangement. However, it is preferred that the at least one valve housing is fixed to the propeller shaft by means of removable fastening means, for example a screw connection. By using a screw connection to attach a valve housing in which one or more check valves are located, the valve housing can be easily removed when necessary, for example, for maintenance.

  In one embodiment, at least one valve housing is configured as a sleeve or ring that surrounds the propeller shaft. Such a sleeve or ring may be shrink fitted to the propeller shaft. In this way, one or more valve housings may be integrated into a single sleeve. The sleeve may be divided into two halves or a larger number for easy assembly around the propeller shaft.

  In other embodiments, the valve arrangement comprises an outer tube that surrounds at least a portion of the inner tube device configured to move axially. The outer tube includes a first tube portion, an intermediate solid portion, and a second tube portion. The inner tube device is configured to direct fluid through a number of check valves to or from the hydraulic cylinder configuration, and the first tube portion and the second tube portion. Each includes a radial fluid channel connected between the first intermediate fluid chamber and the second intermediate fluid chamber, respectively, between a portion of the outer tube and a portion of the inner tube device, the intermediate fluid chamber comprising: , Spaced apart from each other and connected to a number of check valves via valve fluid channels. In this way, the fluid from the hydraulic power unit can be supplied via a number of central fluid channels located inside the propeller shaft, so that the valve arrangement can be very compact. The first and second intermediate fluid chambers can each comprise a first recess and a second recess, the first recess and the second recess can be provided inside the outer tube, or , Around a portion of the inner tube device.

  Sealing means configured to allow axial movement between the inner tube device and the outer tube is preferably provided at each end of each intermediate fluid chamber. This effectively seals the intermediate fluid chambers from each other even when the inner tube device moves axially relative to the outer tube. Also, the sealing means is preferably suitable for rotational movement between the outer tube and the inner tube device.

  Furthermore, it is preferred that the inner tube device is connected to the piston at the first end and to means for pointing the position of the piston at the second end. Thereby, the axial movement of the piston in a hydraulic cylinder configuration will cause the inner tube device to move the same distance as the piston is moved, and when coupled to a means for pointing the position of the piston In addition, the position of the propeller blade can be read. The means for indicating the histone position may in principle be constituted by any means as long as the position of the piston can be read. However, this means preferably comprises a ring surrounding the propeller shaft, which is connected to the inner tube device via a rod passing through a longitudinal hole in the propeller shaft. This ring interacts with feedback means for on-line control or adjustment of the position of the propeller blades.

  In order to ensure that the intermediate fluid chambers are located in the outer tube at the top dead center and bottom dead center of the piston, the axial extension of each intermediate fluid chamber is preferably the length of the stroke of the piston. Should be at least equal to

  The fluid can in principle be any kind of fluid as long as it is suitable for the hydraulic operation of the components in the ship propulsion system. However, the fluid is preferably oil.

  The engine that powers the marine vessel propulsion system may be a two-stroke internal combustion engine, such as a large low-speed turbocharged crosshead engine or a four-stroke internal combustion engine. The engine may be directly connected to the propeller shaft, or may be connected to the propeller shaft via a gear. The torque transmission unit described in the introduction is preferably a gear or the engine itself when the propeller is directly connected to the engine.

  In the following detailed portion of the description, the invention will be described in more detail with reference to the illustrated exemplary embodiments.

1 illustrates a ship propulsion system according to an exemplary embodiment of the present invention. 1 shows a cross-sectional view of a ship propulsion system according to an exemplary embodiment of the invention.

  FIG. 1 shows a marine vessel propulsion system 1 for adjusting the propeller blades 3 of a variable pitch propeller 2. A main engine (not shown), preferably an internal combustion engine, is connected to a gear 4 connected to a propeller shaft 5. The adjustable propeller blade 3 is connected to a hub 6 that houses a hydraulic cylinder arrangement. The hydraulic cylinder arrangement comprises a first pressure chamber 7 and a second pressure chamber 8 separated by a piston 9 connected to and operating an adjustment device for the adjustable propeller blade 3. The propeller shaft 5 includes a valve structure 10 that is located between the hub 6 and the gear 4 and is supplied with fluid from the hydraulic power unit 11 via the propeller shaft 5. The valve housing 12 reaches the first pressure chamber 7 through the first duct 13 disposed in the center of the inside of the propeller shaft 5, and the fluid flows from the second pressure chamber 8 through the second duct 14. 2, and the second duct 14 includes a surrounding space between the first duct 13 and the hollow portion of the propeller shaft 5. Or vice versa, it is attached by a screw connection (not shown) around the propeller shaft 5. Thus, the valve housing 12 and the check valves 15 and 16 rotate together with the propeller shaft 5.

  FIG. 2 shows a cross-sectional view of the marine propulsion system and it can be seen that the valve arrangement 10 comprises a number of valve fluid channels. The valve fluid channel includes a first valve fluid channel 17, a second valve fluid channel 18, a third valve fluid channel 19, and a fourth valve fluid channel 20. These are located inside the propeller shaft and move the piston 9 by controlling the flow of fluid through the first duct 13 and the second duct 14, thereby moving the propeller blade 3 (see FIG. 1). Connected to check valves 15 and 16 for movement.

  The valve arrangement 10 includes an outer tube 21. The outer tube 21 is disposed inside the propeller shaft 5 and surrounds a portion of the inner tube device. The inner tube device is configured to perform axial and rotational movement with respect to the outer tube 21 and includes a first tube portion 22, an intermediate solid portion 23, and a second tube portion 24. Yes. The inner tube device is configured to direct fluid through the check valve 16 to the first pressure chamber 7 (see FIG. 1) or from the first pressure chamber 7. The first tube portion 22 includes a first radial fluid channel 26 and the second tube portion 24 includes a second radial fluid channel 25. The first radial fluid channel 26 and the second radial fluid channel 25 are connected to a first recess 27 and a second recess 28 provided in the outer tube 21, respectively. The recesses 27 and 28 are provided inside the outer tube 21, are spaced apart from each other, and are connected to the check valve 15 via the valve fluid channels 17 and 18. At each end of each recess 27, 28 is provided a sealing and steering means 29 configured to allow axial movement between the inner tube device and the outer tube 21.

  When a predetermined adjustment of the propeller blade 3 is required, the one-way valve of the hydraulic power unit 11 (see FIG. 1) directs the fluid to the first central fluid channel comprising the first tube portion 22 and consequently , First radial fluid channel 26, first recess 27, first valve fluid channel 17, check valve 16, second valve fluid channel 18, second recess 28, second radial fluid channel 25, fluid flows through the second tube portion 24 and the first duct 13 into the first pressure chamber 7 (see FIG. 1), so that the piston 9 is directed towards the gear 4 and thus It is moved in the axial direction via an adjusting device for adjusting the pitch of the propeller blades 3. The movement of the piston 9 from the second pressure chamber 8 through the second duct 14, the third valve fluid channel 19, the check valve 15, the fourth valve fluid channel 20 and the second center. A fluid amount corresponding to the moving amount of the piston is circulated through the fluid channel 30 until returning to the tank of the hydraulic power unit 11. The second central fluid channel 30 includes a space between the outer periphery of the outer tube 21 and the hollow portion of the propeller shaft 5. If it is necessary to adjust the propeller blades 3 in the opposite direction, the fluid flow is reversed according to the procedure described above. The check valves 15 and 16 are preferably pilot controlled check valves. In this case, the check valve for controlling the flow back to the pilot is opened by the pressure increase on the engine side of the pilot control check valve. The pilot fluid channel is not shown.

  The term “comprising” as used in the claims does not exclude other elements or steps. The terms “a” or “an” as used in the claims do not exclude a plurality.

  Any reference signs used in the claims should not be construed as limiting the scope.

  Although the present invention has been described in detail for purposes of illustration, such details are merely for purposes of illustration and those skilled in the art can make modifications without departing from the scope of the invention.

DESCRIPTION OF SYMBOLS 1 ... Ship propulsion system 3 ... Propeller blade 4 ... Gear 5 ... Propeller shaft 6 ... Hub 7 ... 1st pressure chamber 8 ... 2nd pressure chamber 9 ... Piston 10 ... Valve structure 11 ... Hydraulic power unit 12 ... Valve housing DESCRIPTION OF SYMBOLS 13 ... 1st duct 14 ... 2nd duct 15 ... Check valve 16 ... Check valve 17 ... 1st valve fluid channel 18 ... 2nd valve fluid channel 19 ... 3rd valve fluid channel 20 ... 4th Valve fluid channel 21 ... outer tube 22 ... first tube portion 23 ... intermediate solid portion 24 ... second tube portion 25 ... second radial fluid channel 26 ... first radial fluid channel 27 ... first 28 ... second recess 29 ... seal and steering means 30 ... second central fluid channel

Claims (9)

A ship propulsion system (1),
A propeller configuration (2) having at least one adjustable propeller blade (3) coupled to a hub (6) containing a hydraulic cylinder configuration;
The hydraulic cylinder arrangement is connected to an adjustment device for the at least one adjustable propeller blade (3) and is separated by a piston (9) operating the adjustment device (7) ) And a second pressure chamber (8),
The ship propulsion system (1) further includes a propeller shaft (5) disposed between the hub (6) and the torque transmission unit (4),
The propeller shaft (5) is a valve configuration (10) to which a fluid from a hydraulic power unit (11) is supplied, and passes through a first duct (13) and the first pressure chamber (7). A number of check valves (15, 16) for controlling the flow of fluid flowing from the second pressure chamber (8) through the second duct (14) or vice versa. A valve arrangement (10) having a number of valve fluid channels (17, 18, 19, 20) connected to
The valve arrangement (10) is at least one check valve (15, 16) disposed in a valve housing (12), which is attached to the outer surface of the propeller shaft (5), and the propeller shaft (5 ) Ship propulsion system (1) provided with one check valve (15, 16) that rotates together. The ship propulsion system according to claim 1,
The valve configuration (10) is supplied with fluid from the hydraulic power unit (11) via a number of central fluid channels (22, 30) located inside the propeller shaft (5). . The marine vessel propulsion system according to claim 1 or claim 2,
A marine vessel propulsion system in which at least two check valves (15, 16) are arranged in at least two isolation valve housings (12) distributed around the propeller shaft (5). A ship propulsion system according to any one of claims 1 to 3,
A marine propulsion system in which at least one valve housing (12) is attached to the propeller shaft (5) by removable fastening means. The marine vessel propulsion system according to claim 1 or claim 2,
The said valve housing (12) is a ship propulsion system comprised as a sleeve surrounding the said propeller shaft (5). A ship propulsion system according to any one of claims 1 to 5,
The valve arrangement (10) is configured to move in an axial direction, and includes a first tube portion (22), an intermediate solid portion (23), and a second tube portion (24). An outer tube (21) surrounding at least a portion of the inner tube device comprising:
The inner tube device passes fluid through the multiple check valves (16) to the hydraulic cylinder configuration (7, 8, 9) or from the hydraulic cylinder configuration (7, 8, 9). Configured to guide and
Each of the first tube portion (22) and the second tube portion (24) is connected to a first intermediate fluid chamber (27) and a second intermediate fluid chamber (28), respectively. A channel (25, 26) comprising a radial fluid channel (25, 26) provided between a portion of the outer tube (21) and a portion of the inner tube device;
The marine vessel propulsion system, wherein the intermediate fluid chambers (27, 28) are spaced apart from each other and connected to the multiple check valves (16) via the valve fluid channels (17, 18). The ship propulsion system according to claim 6,
Sealing means (29) configured to allow axial movement between the inner tube device (22, 23, 24) and the outer tube (21) is provided for each intermediate fluid chamber (27). , 28) Ship propulsion systems provided at both ends. The marine vessel propulsion system according to claim 6 or claim 7,
The inner tube device (22, 23, 24) is connected to the piston (9) at a first end and to means for pointing the position of the piston (9) at a second end. Ship propulsion system. A ship propulsion system according to any one of claims 6 to 8,
The marine vessel propulsion system, wherein an axial total length of the first intermediate fluid chamber (27) and the second intermediate fluid chamber (28) is at least equal to an overall stroke length of the piston (9).