JP6303072B1 - Stern pipe oil circulation system and ship - Google Patents

Abstract

The stern tube oil circulation system includes a first oil chamber including at least one of an oil chamber in a stern tube covering a propeller shaft and an oil chamber in a sealing device provided adjacent to the stern tube to a tank. And a pressure regulating valve device for regulating the hydraulic pressure in the first oil chamber. Preferably, the pressure adjusting valve device adjusts the hydraulic pressure to a pressure corresponding to a second set pressure higher than the first set pressure, and a first valve that adjusts the hydraulic pressure to a pressure corresponding to the first set pressure. And a second valve.

Description

  The present disclosure relates to an oil circulation system for a stern tube and a ship.

  2. Description of the Related Art Conventionally, a technique for adjusting the hydraulic pressure in a stern tube bearing chamber (oil chamber) using a gravity type head tank is known (see, for example, Patent Document 1 and Patent Document 2).

JP 7-242197 A Japanese Patent Laid-Open No. 7-242198

  However, the prior art as described above has room for improvement in that it is necessary to secure an installation space for the gravity type head tank. When the desired hydraulic pressure to be realized in the stern tube bearing chamber is determined, the height of the gravity type head tank is determined according to the desired hydraulic pressure, but this height should be realized under the constraints of the installation space. May be difficult.

  Therefore, an object of the present disclosure is to eliminate the need for a gravity-type head tank in the stern pipe oil circulation system.

According to one aspect of the present disclosure, from a first oil chamber that is at least one of an oil chamber in a stern tube that covers a propeller shaft and an oil chamber in a seal device that is provided adjacent to the stern tube. provided in the first oil passage to the tank, seen including a pressure regulating valve device for adjusting said first oil chamber of the hydraulic,
The pressure regulating valve device includes a first valve that adjusts the hydraulic pressure to a pressure corresponding to a first set pressure, and a second valve that adjusts the hydraulic pressure to a pressure corresponding to a second set pressure that is higher than the first set pressure. A stern tube oil circulation system is provided that includes a valve .

  According to the present disclosure, a gravity type head tank can be eliminated in the stern tube oil circulation system.

It is a figure which illustrates schematic structure of a stern tube structure. It is a figure which illustrates schematic structure of a stern tube sealing apparatus. It is a figure which illustrates the composition of the 1st seal ring. It is a figure which shows an example of the desired pressure balance of each chamber. It is a figure which illustrates schematic structure of the oil circulation system for stern tubes. It is a figure which shows a comparative example. It is a figure which shows the alternative example of a pressure regulating valve apparatus. It is a figure which shows the alternative example of a pressure regulating valve apparatus. It is a figure which shows the alternative example of a pressure regulating valve apparatus. It is a figure which shows the alternative example of a pressure regulating valve apparatus. It is a figure which shows the alternative example of a pressure regulating valve apparatus. It is a figure which shows the alternative example of a pressure regulating valve apparatus. It is a figure which shows an example of the desired pressure balance of each chamber in a 1st modification. It is a figure which shows an example of the desired pressure balance of each chamber in a 2nd modification. It is explanatory drawing of the oil circulation system for stern tubes by Example 2. FIG. It is a figure which shows an example of the desired pressure balance of each chamber by Example 2. FIG. It is a figure which shows an example of the desired pressure balance of each chamber by a 3rd modification. It is explanatory drawing of the oil circulation system for stern tubes by Example 3. FIG.

  Hereinafter, embodiments will be described in detail with reference to the accompanying drawings.

[Example 1]
First, prior to the description of the stern tube oil circulation system, a stern tube structure to which the stern tube oil circulation system according to the first embodiment is applied will be described.

  FIG. 1 is a diagram illustrating a schematic configuration of a stern tube structure 100 to which the stern tube oil circulation system is applied. In FIG. 1, the flow paths such as the air supply path 121 are schematically illustrated by thick lines.

  The stern tube structure 100 is provided around the propeller shaft 2 of the ship 1. As shown in FIG. 1, the stern tube structure 100 includes a stern tube 10 and a stern tube sealing device 101. In the following description, the propeller 3 side along the axial direction of the propeller shaft 2 is referred to as the stern side, and the side opposite to the propeller 3 is referred to as the bow side. The axial direction refers to the axial direction of the propeller 3, the radial direction refers to the radial direction of the propeller 3, and the circumferential direction refers to the circumferential direction of the propeller 3.

  The stern tube 10 is a tubular member provided around the propeller shaft 2 and covers the propeller shaft 2 from the outside in the radial direction. The stern tube 10 forms a stern tube bearing chamber 12 (an example of a first oil chamber) on the outer periphery of the propeller shaft 2. For example, as shown in FIG. 1, the stern tube 10 forms a ring-shaped stern tube bearing chamber 12 extending in the circumferential direction on the outer side in the radial direction of the propeller shaft 2. Lubricating oil is supplied into the stern tube bearing chamber 12 by a stern tube oil circulation system 70 described later. A bearing 11 that rotatably supports the propeller shaft 2 is provided in the stern tube bearing chamber 12. The bearing 11 is press-fitted into the stern tube 10.

  The stern tube sealing device 101 is provided adjacent to the stern tube 10 in the axial direction. The stern tube sealing device 101 has a stern side sealing device 101a and a bow side sealing device 101b, and the lubricating oil supplied to the stern tube bearing chamber 12 leaks from the stern tube 10 covering the propeller shaft 2 to the outside or the inside of the ship. To prevent it.

  The stern side sealing device 101a includes a housing 102, a first seal ring 105a, a second seal ring 105b, and a third seal ring 105c, and is connected to the stern tube 10 from outside the ship.

  The housing 102 is composed of a plurality of cylindrical members connected by bolts or the like, and the propeller shaft 2 is inserted therethrough. The housing 102 holds a first seal ring 105a, a second seal ring 105b, and a third seal ring 105c, and is connected to the stern side of the stern tube 10 by a bolt 104 from the outside of the ship.

  The first seal ring 105 a, the second seal ring 105 b, and the third seal ring 105 c are annular members made of an elastic material, and their inner peripheral surfaces are in sliding contact with the outer peripheral surface of the liner 4. The liner 4 is a cylindrical member made of a metal material, is fitted around the propeller shaft 2, is fixed to the propeller 3 by a bolt 5, and rotates together with the propeller shaft 2.

  The bow side sealing device 101b includes a housing 112, a fourth seal ring 105d, and a fifth seal ring 105e.

  The housing 112 is composed of a plurality of cylindrical members connected by bolts or the like, and the propeller shaft 2 is inserted therethrough. The housing 112 holds the fourth seal ring 105d and the fifth seal ring 105e, and is connected to the bow side of the stern tube 10 by a bolt 114.

  The fourth seal ring 105 d and the fifth seal ring 105 e are annular members formed of an elastic material, and the inner peripheral surfaces thereof are in sliding contact with the outer peripheral surface of the liner 6. The liner 6 is a cylindrical member formed of a metal material, and is fitted and fixed to the propeller shaft 2 to rotate together with the propeller shaft 2.

  An air supply unit 120 is connected to the stern tube structure 100.

  The air supply unit 120 includes an air conditioning unit 110 and an air supply path 121, and supplies air to the stern side sealing device 101 a of the stern tube sealing device 101. Specifically, the air supply unit 120 supplies air whose air pressure is adjusted to seawater pressure or more at a constant flow rate between the first seal ring 105a and the second seal ring 105b of the stern side sealing device 101a.

  The air conditioning unit 110 includes a regulator, a flow controller, a plurality of valves, and the like. The air conditioning unit 110 decompresses the air supplied from a compressor (not shown) with a regulator, and supplies the air from the flow controller to the stern side sealing device 101a through the air supply path 121.

  The flow controller supplies air to the stern side sealing device 101a at a set flow rate, and supplies it to the air supply path 121 in accordance with fluctuations in seawater pressure that presses the first seal ring 105a of the stern side sealing device 101a. Adjust the air pressure to be higher than seawater pressure.

  The air supply path 121 is formed so as to pass through the stern tube 10 and the housing 102 of the stern side sealing device 101a from the inside of the ship, and supplies air from the air conditioning unit 110 to the stern side sealing device 101a. The air supply path 121 is formed to communicate between the first seal ring 105a and the second seal ring 105b of the stern side sealing device 101a.

  The air supplied from the flow controller of the air conditioning unit 110 is guided to the stern side sealing device 101a through the air supply path 121. The air guided to the inside of the stern side sealing device 101a is discharged to the outside (in the sea) of the stern side sealing device 101a from between the first seal ring 105a and the liner 4 against seawater pressure.

  A discharge unit 150 is connected to the stern tube structure 100.

  The discharge unit 150 includes a discharge unit 151 and a discharge path 152, and seawater and lubricating oil that have entered the stern side sealing device 101a are discharged from the stern side sealing device 101a. The discharge path 152 is formed so as to communicate between the first seal ring 105a and the second seal ring 105b of the stern side sealing device 101a, and the seawater that has entered between the first seal ring 105a and the second seal ring 105b. And lubricating oil is discharged. Further, the discharge path 152 is provided with a valve V7 for opening and closing the path.

  Seawater and lubricating oil discharged to the discharge path 152 are guided to the discharge unit 151. The discharge unit 151 includes a discharge tank and collects seawater and lubricating oil discharged to the discharge path 152 in the discharge tank.

  Next, the configuration of the stern tube sealing device 101 will be described. FIG. 2 is a cross-sectional view illustrating a schematic configuration of the stern tube sealing device 101.

  As shown in FIG. 2, the stern side sealing device 101 a includes a housing 102, a first seal ring 105 a, a second seal ring 105 b, a third seal ring 105 c, and a fishing net prevention ring 106.

  The housing 102 includes, in order from the stern side, a first divided housing 102a, a second divided housing 102b, a third divided housing 102c, a fourth divided housing 102d, and a fifth divided housing 102e. In the housing 102, an air hole 102b1, an air supply path 121, a housing oil path 132b, and a discharge path 152 are formed.

  Each of the divided housings 102a to 102e is a cylindrical member, and is fixed to the stern tube 10 in a state of being fitted to each other and stacked. Each of the divided housings 102a to 102e forms an annular groove between the adjacent divided housings, and holds the seal rings 105a to 105c and the fishing net prevention ring 106.

  The housing 102 holds the fishing net prevention ring 106 between the first divided housing 102a and the second divided housing 102b, and holds the first seal ring 105a between the second divided housing 102b and the third divided housing 102c. . The housing 102 holds the second seal ring 105b between the third divided housing 102c and the fourth divided housing 102d, and the third seal ring 105c between the fourth divided housing 102d and the fifth divided housing 102e. Hold.

  The seal rings 105 a to 105 c are annular members formed of an elastic material such as rubber, and are held by the housing 102 so as to be in sliding contact with the outer peripheral surface of the liner 4. The seal rings 105 a to 105 c are annular members formed of an elastic material such as rubber, and are held by the housing 102 so as to be in sliding contact with the outer peripheral surface of the liner 4. Examples of the elastic material used for the seal ring 105 include fluorine rubber and nitrile rubber which are excellent in water resistance and oil resistance.

  FIG. 3 is a diagram illustrating the configuration of the first seal ring 105a. As shown in FIG. 3, the first seal ring 105a has a key portion 105a1, a heel portion 105a2, an arm portion 105a3, and a lip portion 105a4.

  The key portion 105a1 is formed at the outer peripheral side end portion of the first seal ring 105a and is fitted into an annular groove formed by the groove 102b2 of the adjacent second divided housing 102b and the groove 102c1 of the third divided housing 102c. Retained.

  The heel portion 105a2 is formed so as to extend from the key portion 105a1 toward the liner 4. The arm portion 105a3 is formed to extend from the end of the heel portion 105a2 to the stern side. The third divided housing 102c is formed with a backup ring 102c2 that supports the heel portion 105a2 and the arm portion 105a3 of the first seal ring 105a.

  The lip portion 105 a 4 is formed at the inner peripheral side end portion of the arm portion 105 a 3 and is in sliding contact with the outer peripheral surface of the liner 4. The lip portion 105a4 has a spring groove 105a5 on the surface opposite to the liner 4, and is pressed toward the liner 4 so as to be tightened by an annular spring 111 fitted in the spring groove 105a5. When the lip part 105 a 4 is pressed by the spring 111, the sliding contact part 105 a 6 is elastically deformed and comes into sliding contact with the outer peripheral surface of the liner 4.

  As described above, in the first seal ring 105a, the key portion 105a1 is held between the second divided housing 102b and the third divided housing 102c, and the sliding contact portion 105a6 of the lip portion 105a4 slides on the outer peripheral surface of the liner 4. Touch.

  The second seal ring 105 b and the third seal ring 105 c have the same shape as the first seal ring 105 a, and are provided so as to be held by the housing 102 and in sliding contact with the outer peripheral surface of the liner 4. However, the second seal ring 105b and the third seal ring 105c are different in direction from the first seal ring 105a. Specifically, each of the second seal ring 105 b and the third seal ring 105 c has an arm portion extending from the heel portion toward the bow side and a lip portion on the bow side of the key portion held by the housing 102. It is provided in sliding contact with the liner 4.

  An air chamber 107 is formed between the first seal ring 105a and the second seal ring 105b. Air in which the air pressure is adjusted to be equal to or higher than the seawater pressure on the stern side of the first seal ring 105 a is supplied to the air chamber 107 through the air supply path 121 from the flow controller of the air conditioning unit 110 at a constant flow rate.

  By supplying air whose air pressure is equal to or higher than seawater pressure to the air chamber 107, inflow of seawater into the air chamber 107 from between the lip portion of the first seal ring 105a and the liner 4 is prevented. Seawater or lubricating oil that has entered the air chamber 107 is discharged from the discharge path 152 and collected by the discharge unit 151.

  A stern side lubricating oil chamber 108a is formed between the second seal ring 105b and the third seal ring 105c. Lubricating oil is supplied to the stern side lubricating oil chamber 108a through a housing oil passage 132b by a stern pipe oil circulation system 70 described later.

  In the stern side lubricating oil chamber 108a, the supplied lubricating oil is sealed by the second seal ring 105b, so that the hydraulic pressure becomes equal to or higher than the lubricating oil pressure of the stern tube bearing chamber 12 (see FIG. 4 described later). . For this reason, the lubricating oil supplied to the stern side lubricating oil chamber 108a flows out from between the third seal ring 105c and the liner 4 to the stern tube 10 side.

  The bow side sealing device 101b includes a housing 112, a fourth seal ring 105d, and a fifth seal ring 105e.

  The housing 112 includes a first divided housing 112a, a second divided housing 112b, and a third divided housing 112c in order from the stern side. Housing oil passages 137 a and 137 b are formed in the housing 112.

  The fourth seal ring 105d and the fifth seal ring 105e have the same shape as the first seal ring 105a, and are provided so as to be held by the housing 112 and slidably contact the outer peripheral surface of the liner 6, respectively. The bow side lubricating oil chamber 108b (an example of the second oil chamber) is formed between the fourth seal ring 105d and the fifth seal ring 105e in the axial direction.

  Lubricating oil is supplied from the housing oil passage 137a to the bow-side lubricating oil chamber 108b by a stern tube oil circulation system 70 described later. The lubricating oil supplied to the bow side lubricating oil chamber 108b is returned to the lubricating oil tank 131 (described later) through the housing oil passage 137b.

  In the stern tube sealing device 101, the stern side sealing device 101a prevents leakage of the lubricating oil from the stern tube 10 to the outside of the ship, and the bow side sealing device 101b prevents the leakage of the lubricating oil into the boat by the above-described configuration. . Further, in the stern side sealing device 101a of the stern tube sealing device 101, seawater and lubricating oil are separated by the air chamber, and the possibility of the lubricating oil leaking out of the ship is reduced. Further, even when the second seal ring 105b fails, the third seal ring 105c can function as a spare seal ring on the lubricating oil side to prevent the lubricating oil from leaking out of the ship. With such a configuration, leakage of the lubricating oil from the stern tube 10 to the outside of the ship is further reduced.

  FIG. 4 is a diagram illustrating an example of a desired pressure balance in each chamber including the stern tube bearing chamber 12 of the stern tube 10 and the air chamber 107. FIG. 4 schematically shows each of the seal rings 105a to 105e, and the direction is schematically represented by the shape of the lip portion.

In FIG. 4, the vertical axis represents pressure, the horizontal axis represents axial position, and the pressure balance is indicated by pressure values L1 to L5. _LN is a line schematically representing the outer surfaces of the liners 4 and 6, # 1 represents the sliding contact position of the first seal ring 105a, and # 2 represents the sliding contact position of the second seal ring 105b. # 3 represents the sliding contact position of the third seal ring 105c, # 4 represents the sliding contact position of the fourth seal ring 105d, and # 5 represents the sliding contact position of the fifth seal ring 105e.

  The pressure value L1 represents the seawater pressure, the pressure value L2 represents the pressure in the air chamber 107, the pressure value L3 represents the pressure (hydraulic pressure) in the stern side lubricating oil chamber 108a, and the pressure value L4 represents the stern. The pressure (hydraulic pressure) in the pipe bearing chamber 12 is represented, and the pressure value L5 represents the pressure (hydraulic pressure) in the bow side lubricating oil chamber 108b. In the example shown in FIG. 4, the relationship between the pressure values L1 to L5 is L5 <L1 <L2 <L4 <L3 as schematically shown in FIG. The relationship of L1 <L2 is realized by the air supply unit 120 as described above. By realizing such a desired pressure balance (L5 <L1 <L2 <L4 <L3), as described above, the stern side sealing device 101a prevents leakage of the lubricating oil from the stern tube 10 to the outside of the ship, and the bow The side sealing device 101b can prevent leakage of lubricating oil into the ship.

  For example, since the hydraulic pressure in the stern side lubricating oil chamber 108a or the hydraulic pressure in the stern tube bearing chamber 12 is higher than the pressure in the air chamber 107, the second seal ring 105b has the stern side lubricating oil chamber 108a to the air chamber 107. The pressure is applied in the direction toward the head, and the arm portion and the lip portion extending toward the bow side are pressed toward the liner 4. When the second seal ring 105b is pressed by the differential pressure, the lip portion comes into pressure contact with the liner 4 and seals between the stern side lubricating oil chamber 108a and the air chamber 107. Sealing between the stern side lubricating oil chamber 108a and the air chamber 107 by the second seal ring 105b prevents the lubricating oil from leaking out of the ship.

  Similarly, since the hydraulic pressure of the lubricating oil is higher in the stern tube bearing chamber 12 than in the bow side lubricant chamber 108b, the fourth seal ring 105d has a direction from the stern tube bearing chamber 12 toward the bow side lubricant chamber 108b. The arm portion and the lip portion extending toward the stern side are pressed toward the liner 6. When the fourth seal ring 105d is pressed by the differential pressure, the lip portion presses against the liner 6 and seals between the stern tube bearing chamber 12 and the bow side lubricating oil chamber 108b. Sealing between the stern tube bearing chamber 12 and the bow side lubricating oil chamber 108b by the fourth seal ring 105d prevents the lubricating oil from leaking into the ship.

  The desired pressure balance as shown in FIG. 4 can be realized by the air supply unit 120 and the stern tube oil circulation system 70 as described below.

  Next, a stern tube oil circulation system 70 applicable to the stern tube structure 100 will be described with reference to FIG.

  FIG. 5 is a diagram illustrating a schematic configuration of the stern tube oil circulation system 70. In FIG. 5, various pipes (flow paths) are represented by lines, and “//” is given to the air flow paths for distinction. In FIG. 5, an air supply unit 120 is shown in addition to the stern tube oil circulation system 70. FIG. 5 schematically shows the stern tube bearing chamber 12, the stern side lubricating oil chamber 108a, and the bow side lubricating oil chamber 108b. In FIG. 5, the connection points P1 to P5 shown in FIG. 1 are schematically shown.

  The stern tube oil circulation system 70 includes a pressure regulating valve device drive channel 122, a stern side circulation unit 130, and a bow side circulation unit 140.

  The pressure regulating valve device driving flow path 122 is a flow path communicating with the air chamber 107. In the example shown in FIG. 5, the pressure regulating valve device driving flow path 122 is a flow path formed by branching from the air supply path 121. The pressure regulating valve device driving flow path 122 is connected to the switch SW1 of the pressure regulating valve device 80. As will be described later, the pressure regulating valve device driving flow path 122 switches the state of the pressure regulating valve device 80 by turning on / off the switch SW1 using the pressure of the internal air.

  The stern side circulation unit 130 includes a pressure regulating valve device 80, a lubricating oil tank 131, a stern side circulation path 132, and a pump 134. The stern side circulation unit 130 circulates the lubricating oil so that it is supplied from the lubricating oil tank 131 to the stern tube bearing chamber 12 of the stern tube 10 and the stern side sealing device 101a and returns to the lubricating oil tank 131 again.

  The pressure regulating valve device 80 is provided in an oil passage 1321 (an example of a first oil passage) from the stern tube bearing chamber 12 to the lubricating oil tank 131 and adjusts the hydraulic pressure in the stern tube bearing chamber 12. The pressure regulating valve device 80 has a function of adjusting the hydraulic pressure in the stern tube bearing chamber 12 so that the above-described desired pressure balance (L5 <L1 <L2 <L4 <L3) is realized.

  In the example shown in FIG. 5, the pressure regulating valve device 80 includes a first relief valve R1 (an example of the first valve) set to the first set pressure Pv1 and a second set pressure Pv2 (> first set pressure Pv1). A second relief valve R2 (an example of a second valve), an electromagnetic valve R3 (an example of a third valve), and a switch SW1. The oil passage 1321 from the stern tube bearing chamber 12 branches into two oil passages 1321-1 and 1321-2 at a branch point P70, and then is integrated into the oil passage 1321-6 before reaching the lubricating oil tank 131. . The first relief valve R1 and the electromagnetic valve R3 are provided in the oil passage 1321-1, and the second relief valve R2 is provided in the oil passage 1321-2.

  The output side of the first relief valve R1 is connected to the lubricating oil tank 131. The input side of the first relief valve R1 is connected to the stern tube bearing chamber 12 via the electromagnetic valve R3. Therefore, the hydraulic pressure in the stern tube bearing chamber 12 is input to the first relief valve R1 via the portion from the stern tube bearing chamber 12 to the first relief valve R1 in the oil passage 1321. The first relief valve R1 is opened when the input hydraulic pressure is equal to or higher than the first set pressure Pv1, and is closed when the input hydraulic pressure is less than the first set pressure Pv1.

  The second relief valve R2 is connected to the lubricating oil tank 131 on the output side. The second relief valve R <b> 2 is connected to the stern tube bearing chamber 12 on the input side. Accordingly, the hydraulic pressure in the stern tube bearing chamber 12 is input to the second relief valve R2 via the portion of the oil passage 1321 from the stern tube bearing chamber 12 to the second relief valve R2. The second relief valve R2 is opened when the input hydraulic pressure is equal to or higher than the second set pressure Pv2, and is closed when the input hydraulic pressure is less than the second set pressure Pv2.

  The electromagnetic valve R3 is closed when the pressure of the air in the pressure regulating valve device driving flow path 122 becomes equal to or higher than a predetermined value Pa1. Specifically, when the pressure of the air in the pressure regulating valve device driving flow path 122 becomes equal to or higher than a predetermined value Pa1, the switch SW1 is turned on and the electromagnetic valve R3 is closed. As shown in FIG. 5, the electromagnetic valve R3 is provided closer to the stern tube bearing chamber 12 than the first relief valve R1.

  When the electromagnetic valve R3 is in the closed state, the first relief valve R1 does not function and the second relief valve R2 functions. For this reason, when the electromagnetic valve R3 is in the closed state, the hydraulic pressure in the stern tube bearing chamber 12 is adjusted to a pressure corresponding to the second set pressure Pv2. The pressure corresponding to the second set pressure Pv2 is substantially equal to the pressure obtained by adding the pressure due to the height difference between the stern tube 10 and the pressure regulating valve device 80 to the second set pressure Pv2.

  When the electromagnetic valve R3 is in the open state, the second relief valve R2 does not substantially function and the first relief valve R1 functions. For this reason, when the electromagnetic valve R3 is in the open state, the hydraulic pressure in the stern tube bearing chamber 12 is adjusted to a pressure corresponding to the first set pressure Pv1. The pressure corresponding to the first set pressure Pv1 is substantially equal to the pressure obtained by adding the pressure due to the difference in height between the stern tube 10 and the pressure regulating valve device 80 to the first set pressure Pv1.

  In this way, the pressure regulating valve device 80 can adjust the hydraulic pressure in the stern tube bearing chamber 12 in two stages according to the pressure of the air in the pressure regulating valve device drive flow path 122. Here, the pressure of the air in the pressure regulating valve device drive channel 122 is determined according to the seawater pressure as described above. Therefore, when the seawater pressure increases (the draft increases) and the pressure of the air in the pressure regulating valve device driving flow path 122 becomes equal to or higher than the predetermined value Pa1, the hydraulic pressure in the stern tube bearing chamber 12 is changed to the second set pressure Pv2. The pressure is adjusted according to the pressure. On the other hand, when the seawater pressure is reduced (the draft is reduced) and the pressure of the air in the pressure regulating valve device driving flow path 122 becomes less than the predetermined value Pa1, the hydraulic pressure in the stern tube bearing chamber 12 is changed to the first set pressure Pv1. The pressure is adjusted according to the pressure. Therefore, the desired pressure balance (L5 <L1 <L2 <L4 <L3) described above can be realized by using the pressure regulating valve device 80 even when the draft changes.

  By the way, regarding the relationship of L2 <L3, if the differential pressure ΔP exists significantly as shown in FIG. 4, the sealing function can be realized. However, if the differential pressure ΔP is larger than necessary, there is a disadvantage that the wear rate of the second seal ring 105b of the stern side sealing device 101a increases.

  In this respect, the pressure regulating valve device 80 can adjust the hydraulic pressure in the stern tube bearing chamber 12 in two stages according to the seawater pressure as described above, and accordingly, in the stern side lubricating oil chamber 108a according to the seawater pressure. The hydraulic pressure can be adjusted in two stages. That is, when the seawater pressure becomes relatively high, the oil pressure in the stern side lubricating oil chamber 108a can be increased to reduce the differential pressure ΔP, and when the seawater pressure becomes relatively low, the oil pressure in the stern side lubricating oil chamber 108a can be lowered to make a difference. The pressure ΔP can be reduced. As a result, the above-described desired pressure balance (L5 <L1 <L2 <L4 <L3) can be achieved without increasing the wear rate of the second seal ring 105b of the stern side sealing device 101a. The pressure regulating valve device 80 regulates the hydraulic pressure in the stern tube bearing chamber 12 in two stages, and other examples will be described later.

  The lubricating oil tank 131 is a tank released to atmospheric pressure. Therefore, the installation position of the lubricating oil tank 131 is not limited. This is in contrast to a gravity type head tank (see FIG. 6) where the installation position is limited.

  The stern side circulation path 132 includes an oil path 1321 extending from the stern tube bearing chamber 12 to the lubricating oil tank 131 and oil paths 1322 and 1323 branching on the discharge side of the pump 134. The oil passage 1321 is provided with the pressure regulating valve device 80 as described above.

  The pump 134 sucks and discharges the lubricating oil from the lubricating oil tank 131. The lubricating oil discharged by the pump 134 is supplied to the stern tube bearing chamber 12 through the oil passage 1322, and is supplied to the stern-side lubricating oil chamber 108a through the oil passage 1323. The oil passages 1322 and 1323 branch on the discharge side of the pump 134 and are connected to the stern tube bearing chamber 12 and the stern side lubricating oil chamber 108a, respectively.

  The bow side circulation unit 140 includes bow side oil passages 142 and 144.

  The bow side oil passage 142 (an example of the second oil passage) has one end connected to the connection portion P11 in the oil passage 1322, and the other end connected to the bow side lubricating oil chamber 108b (the connection portion of the other end is P3). reference). The lubricating oil discharged from the pump 134 is branched between the oil passages 1322 and 1323, and a part of the lubricating oil flowing through the oil passage 1322 is further supplied to the bow side oil passage 142. The bow side oil passage 142 is provided with an orifice 1421 for adjusting the flow rate. As a result, the lubricating oil can be stably supplied to the bow side lubricating oil chamber 108b at a constant flow rate. In the example shown in FIG. 5, the bow side oil passage 142 is connected to the stern side circulation passage 132 at the connection point P11 after branching to the oil passages 1322 and 1323 in the stern side circulation passage 132. The side circulation path 132 may be connected to the stern side circulation path 132 at connection points (not shown) before branching to the oil paths 1322 and 1323.

  One end of the bow side oil passage 144 (an example of the third oil passage) is connected to the bow side lubricating oil chamber 108b (refer to P4 for a connecting portion of the one end), and the other end is connected to the lubricating oil tank 131. Accordingly, the lubricating oil supplied to the bow side lubricating oil chamber 108b is returned to the lubricating oil tank 131 in the same manner as the lubricating oil supplied to the stern side lubricating oil chamber 108a and the stern tube bearing chamber 12.

  Next, the effect of the stern tube oil circulation system 70 including the pressure regulating valve device 80 will be described in comparison with the comparative example shown in FIG.

  FIG. 6 is an explanatory diagram of a comparative example shown as a control of FIG. In FIG. 6, only the main different parts with respect to FIG. In the comparative example, a gravity type head tank 40 is provided instead of the pressure regulating valve device 80, and the bow side circulation part 42 is provided independently of the stern side circulation part.

  In the comparative example, since the gravity-type head tank 40 is provided, it is necessary to install the gravity-type head tank 40 at a high place, and there is an inconvenience that the number of mounting steps is significantly increased. Further, once the gravity type head tank 40 is installed, the pressure cannot be adjusted, so that there is a disadvantage that it cannot be used for a ship having a large draft difference.

  In this regard, according to the stern tube oil circulation system 70, unlike the gravity type head tank 40, the pressure regulating valve device 80 has no restriction on the height of installation, and thus has a high degree of freedom in the mounting position. Therefore, even when the stern pipe oil circulation system 70 is attached to an existing ship by refurbishment or the like, the installation man-hours can be greatly reduced. Further, the pressure adjustment can be easily realized by adjusting the set pressure of the first relief valve R1 and the second relief valve R2, for example.

  In the comparative example, the bow-side circulation unit 42 is provided independently of the stern-side circulation unit, and therefore a dedicated gravity-type head tank 421 is required for the bow-side circulation unit 42.

  In this regard, according to the stern tube oil circulation system 70, as described above, the bow circulation unit 140 and the stern circulation unit 130 share the pump 134 and the lubricating oil tank 131. In this case, the dedicated gravity-type head tank 421 required in the comparative example is not necessary, and an efficient structure can be realized.

  Next, with reference to FIG. 7 thru | or FIG. 12, some other examples which may be used instead of the pressure regulating valve apparatus 80 are demonstrated about a pressure regulating valve apparatus.

  FIG. 7 is an explanatory diagram of a pressure regulating valve device 80A according to an example. In FIG. 7 (FIGS. 8 to 12 are also the same), “OIL IN” represents the lubricating oil input side, and “OIL OUT” represents the lubricating oil output side.

  The pressure regulating valve device 80A includes a single relief valve R4. Also in this case, the pressure of the lubricating oil in the stern tube bearing chamber 12 can be adjusted to a desired pressure by appropriately setting the set pressure of the relief valve R4. Note that the pressure regulating valve device 80A shown in FIG. 7 is suitable for a ship in which the draft does not change significantly. In the case of using the pressure regulating valve device 80A shown in FIG.

  FIG. 8 is an explanatory diagram of a pressure regulating valve device 80B according to another example.

  The pressure regulating valve device 80B is different from the pressure regulating valve device 80 in that the electromagnetic valve R3 is replaced with a manual valve V1. Thus, even when the electromagnetic valve R3 is replaced with the manual valve V1, the same effect can be obtained by manually moving the manual valve V1. In addition, when using the pressure regulation valve apparatus 80B shown in FIG. 8, the pressure regulation valve apparatus drive flow path 122 is unnecessary.

  FIG. 9 is an explanatory diagram of a pressure regulating valve device 80C according to another example.

  The pressure regulating valve device 80C is different from the pressure regulating valve device 80 in that the electromagnetic valve R3 is replaced with the manual valve V1, and the third relief valve R5 and the manual valve V2 are added. For this reason, the oil passage 1321 is branched into three oil passages 1321-1, 1321-2, and 1321-3, and the third relief valve R5 and the manual valve V2 are provided in the oil passage 1321-3. The third relief valve R5 is set to a third set pressure Pv3 that is different from the set pressure of the first relief valve R1 and the second relief valve R2. For example, second set pressure Pv2> third set pressure Pv3> first set pressure Pv1. Thereby, the hydraulic pressure in the stern tube bearing chamber 12 can be adjusted in three stages, and it can be dealt with finely by changes in seawater pressure accompanying changes in draft. Note that when the pressure regulating valve device 80C shown in FIG. 9 is used, the pressure regulating valve device driving flow path 122 is not necessary.

  FIG. 10 is an explanatory diagram of a pressure regulating valve device 80D according to another example. In FIG. 10 (the same applies to FIGS. 11 to 12), “AIR IN” represents the input of air from the pressure regulating valve device drive channel 122.

  The pressure regulating valve device 80D is different from the pressure regulating valve device 80 in that a third relief valve R5, a second electromagnetic valve R6, and a second switch SW2 are added. For this reason, the oil passage 1321 is branched into three oil passages 1321-1, 1321-2, and 1321-3, and the third relief valve R5 and the second electromagnetic valve R6 are provided in the oil passage 1321-3. The third relief valve R5 is set to a third set pressure Pv3 different from the set pressure of the first relief valve R1 and the second relief valve R2, and the second set pressure Pv2> the third set pressure Pv3> the first set pressure Pv1. It is. Further, the pressure regulating valve device drive channel 122 is branched into two first and second drive channels 122-1, 122-2, and a switch SW1 is provided in the first drive channel 122-1, and the second A second switch SW2 is provided in the drive channel 122-2. The second switch SW2 is closed when the pressure of the air in the pressure regulating valve device drive flow path 122 becomes equal to or higher than the second predetermined value Pa2. Specifically, when the pressure of the air in the pressure regulating valve device driving flow path 122 becomes equal to or higher than a predetermined value Pa2, the second switch SW2 is turned on and the second electromagnetic valve R6 is closed. As shown in FIG. 10, the second electromagnetic valve R6 is provided closer to the stern tube bearing chamber 12 than the third relief valve R5. The second predetermined value Pa2 is larger than the predetermined value Pa1, which is a threshold value at which the switch SW1 functions. Therefore, in the process in which the seawater pressure increases, the second switch SW2 is turned on later than the switch SW1. As described above, since the second set pressure Pv2> the third set pressure Pv3> the first set pressure Pv1, the oil pressure in the stern tube bearing chamber 12 can be adjusted in three stages, and the change in seawater pressure accompanying the change in draft It is possible to cope with finely and automatically.

  FIG. 11 is an explanatory diagram of a pressure regulating valve device 80E according to another example.

  The pressure regulating valve device 80E differs from the pressure regulating valve device 80D shown in FIG. 10 in that the second electromagnetic valve R6 is replaced with a manual valve V3. Accordingly, the pressure regulating valve device 80E is different from the pressure regulating valve device 80D shown in FIG. 10 in that the second switch SW2 is not provided. In this way, some solenoid valves may be replaced with manual valves.

  FIG. 12 is an explanatory diagram of a pressure regulating valve device 80F according to another example.

  The pressure regulating valve device 80F is different from the pressure regulating valve device 80D shown in FIG. 10 in that a fourth relief valve R7 and a manual valve V4 are added. For this reason, the oil passage 1321 is branched into four oil passages 1321-1, 1321-2, 1321-3, and 1321-4, and the fourth relief valve R7 and the manual valve V4 are provided in the oil passage 1321-4. The fourth relief valve R7 is set to a fourth set pressure Pv4 different from the set pressures of the first relief valve R1, the second relief valve R2, and the third relief valve R5, and the second set pressure Pv2> the fourth set pressure Pv4. > Third set pressure Pv3> first set pressure Pv1. As a result, the hydraulic pressure in the stern tube bearing chamber 12 can be adjusted in four stages, and can be dealt with finely by changes in seawater pressure accompanying changes in draft.

  Although other variations are omitted, the hydraulic pressure in the stern tube bearing chamber 12 may be adjustable in five or more stages, and the switching of the relief valve to function substantially is all automatic or only a part. Automatic or all may be realized manually.

  Next, with reference to FIGS. 13 to 14, a modified example of the first embodiment will be described.

  In the first embodiment described above, the stern side sealing device 101a has three seal rings, that is, the first seal ring 105a, the second seal ring 105b, and the third seal ring 105c. However, the number of seal rings is as follows. Not limited to this. For example, the stern side sealing device 101a may have four seal rings.

  FIG. 13 is a diagram illustrating an example of a desired pressure balance in a modified example having four seal rings (hereinafter referred to as “first modified example”).

In FIG. 13, the vertical axis represents pressure, the horizontal axis represents the axial position, and the pressure balance is indicated by pressure values L1 to L5. Similar to FIG. 4, L _N is a line schematically representing the outer surfaces of the liners 4 and 6, # 0 represents the sliding contact position of the new fourth seal ring added, and # 1 represents The sliding contact position of the first seal ring is represented, # 2 represents the sliding contact position of the second seal ring, and # 3 represents the sliding contact position of the third seal ring.

  In FIG. 13, SR0 to SR3 schematically represent the respective seal rings, and the directions are schematically represented by the shape of the lip portion. The new fourth seal ring SR0 forms a first air chamber 107a between the first seal ring SR1 and a second air chamber 107b between the first seal ring SR1 and the second seal ring SR2. It is formed. Air is supplied from the air supply unit 120 to the second air chamber 107b in the same manner as the air chamber 107 of the first embodiment described above. The air supplied to the second air chamber 107b flows from between the first seal ring SR1 and the liner 4 to the first air chamber 107a, and then from between the new fourth seal ring SR0 and the liner 4. It is discharged outside (underwater). In the example shown in FIG. 13, the relationship between the pressure values L1 to L5 is L5 <L1 <L2 ′ <L2 <L4 <L3, as schematically shown in FIG. Here, L2 ′ is the pressure (air) in the first air chamber 107a, L2 is the pressure (air) in the second air chamber 107b, and the others are as described with reference to FIG. It is. According to such a configuration, the leakage of the lubricating oil to the outside of the ship can be more effectively prevented by providing the four seal rings.

  Also in the first modification, the stern tube oil circulation system 70 can be established in the same manner as in the first embodiment.

  Moreover, in Example 1 mentioned above, the stern side sealing apparatus 101a is provided with the stern side lubricating oil chamber 108a, However, It is not restricted to this. That is, the stern side sealing device 101a may be configured not to include the stern side lubricating oil chamber 108a. In the case where the stern side lubricating oil chamber 108a is not provided, the oil passage 1323 and the housing oil passage 132b in the first embodiment are not necessary.

  FIG. 14 is a diagram illustrating an example of a desired pressure balance in a modified example (hereinafter, referred to as “second modified example”) that does not include the stern side lubricating oil chamber 108a.

In FIG. 14, the vertical axis represents pressure, the horizontal axis represents the axial position, and the pressure balance is indicated by pressure values L1 to L5. As in FIG. 4, _LN is a line schematically representing the outer surfaces of the liners 4 and 6, and the meanings of # 1 to # 5 are the same as in FIG.

  In FIG. 14, SR11 to SR13 schematically represent each seal ring, and the direction is schematically represented by the shape of the lip portion. Each of the seal rings SR12 and SR13 shown in FIG. 14 is reversed in front and back direction with the corresponding seal rings 105b and 105c shown in FIG. A first air chamber 107c is formed between the first seal ring SR11 and the second seal ring SR12, and a second air chamber 107d is formed between the second seal ring SR12 and the third seal ring SR13. Air is supplied from the air supply unit 120 to the first air chamber 107c and the second air chamber 107d in the same manner as the air chamber 107 of the first embodiment described above. For example, an air supply path formed by dividing the air supply path 121 into two is connected to the first air chamber 107c and the second air chamber 107d, respectively. The air supplied to the first air chamber 107c is discharged outside (in the sea). The air supplied to the second air chamber 107d flows from between the second seal ring SR12 and the liner 4 to the first air chamber 107c, and then from outside between the first seal ring SR11 and the liner 4 (underwater ).

  In the example shown in FIG. 14, the relationship between the pressure values L1 to L5 is L5 <L4 <L1 <L2 <L3 as schematically shown in FIG. According to such a configuration, since L4 <L3, the hydraulic pressure in the stern tube bearing chamber 12 is lower than the pressure in the second air chamber 107d, and thus the third seal ring SR13 is provided with the stern from the second air chamber 107d. Pressure is applied in the direction toward the tube bearing chamber 12, and the arm portion and the lip portion extending toward the stern side are pressed toward the liner 4. When the third seal ring SR13 is pressed by the differential pressure, the lip portion comes into pressure contact with the liner 4 and seals between the second air chamber 107d and the stern tube bearing chamber 12. By sealing the space between the second air chamber 107d and the stern tube bearing chamber 12 by the third seal ring SR13, leakage of the lubricating oil to the outside of the ship is prevented.

  Also in the second modification, the stern tube oil circulation system 70 can be established in the same manner as in the first embodiment. In the case of the second modified example, as described above, the stern side lubricating oil chamber 108a is not provided, and therefore the oil passage 1323 and the housing oil passage 132b in the stern tube oil circulation system 70 are unnecessary.

  As described above, the stern pipe oil circulation system 70 according to the first embodiment has various mechanisms for the stern side sealing device as long as the stern pipe oil circulation system 70 includes a mechanism for preventing leakage of lubricating oil to the outside of the ship by ejecting air into the sea. Applicable.

[Example 2]
The second embodiment is different from the first embodiment described above in that it does not include a mechanism for preventing leakage of lubricating oil to the outside of the ship by ejecting air into the sea.

  FIG. 15 is an explanatory diagram of a stern tube oil circulation system 70A according to the second embodiment. FIG. 15 also shows a schematic configuration of a stern tube structure 100A to which the stern tube oil circulation system 70A according to the second embodiment is applied. In the second embodiment, components that may be the same as those in the first embodiment described above are denoted by the same reference numerals in FIG.

  The stern tube structure 100A is different from the stern tube structure 100 described above in that the stern side sealing device 101a is replaced with a stern side sealing device 201a.

  The stern side sealing device 201a includes four seal rings SR21 to SR24. Stern side lubricating oil chambers 108a-1, 108a-2, 108a-3 are formed between the seal rings SR21, SR22, between the seal rings SR22, SR23, and between the seal rings SR23, SR24, respectively.

  The stern tube oil circulation system 70A is structurally different from the stern tube oil circulation system 70 according to the first embodiment described above in that it does not include the pressure regulating valve device drive channel 122, the stern side circulation unit 130, and the pressure adjustment. The difference is that the valve device 80 is replaced by the stern side circulation unit 130A and the pressure regulating valve device 800, and the point that the monitoring circulation unit 160 is added.

  The stern side circulation unit 130A is different from the stern side circulation unit 130 according to the first embodiment in that the stern side lubricant chamber 108a becomes the stern side lubricant chamber 108a-3, and the stern side lubricant chamber 108a-3. And the pressure regulating valve device 800 is different in that an oil passage 138 is provided. One end of the oil passage 138 is connected to the stern side lubricating oil chamber 108a-3, and the other end is connected to the pressure regulating valve device 800. At this time, the oil passage 138 joins the oil passage 1321 and then is connected to the pressure regulating valve device 800. In other words, the oil passage 138 has a relationship sharing the oil passage 1321 and the pressure regulating valve device 800. Therefore, in the second embodiment, the pressure regulating valve device 800 simultaneously adjusts not only the hydraulic pressure in the stern tube bearing chamber 12 but also the hydraulic pressure in the stern side lubricating oil chamber 108a-3.

  The monitoring circulation section 160 forms an oil passage that returns from the gravity type head tank 162 to the head tank 162 through the stern side lubricating oil chamber 108a-2. The lubricating oil supplied to the stern side lubricating oil chamber 108a-2 does not substantially flow out to the stern side lubricating oil chamber 108a-1 side due to the seal pressure between the seal ring SR22 and the liner 4. In the stern side lubricating oil chamber 108a-1, only the lubricating oil supplied in advance is sealed by the seal ring SR21, and the hydraulic pressure is kept at a pressure lower than the hydraulic pressure of the lubricating oil in the stern side lubricating oil chamber 108a-2. (See FIG. 16 below). The oil pressure in the stern side lubricating oil chamber 108 a-2 is determined according to the height of the gravity type head tank 162.

  The pressure regulating valve device 800 is different from the pressure regulating valve device 80 according to the first embodiment described above in that it does not operate in the pressure regulating valve device driving flow path 122. That is, the pressure regulating valve device 800 may be, for example, the pressure regulating valve device 80A shown in FIG. 7, the pressure regulating valve device 80B shown in FIG. 8, or the pressure regulating valve device 80C shown in FIG.

  FIG. 16 is a diagram illustrating an example of a desired pressure balance in each chamber including the stern tube bearing chamber 12 of the stern tube 10, the stern side lubricating oil chamber 108a-1, and the like. FIG. 16 schematically shows each of the seal rings SR21 to SR24 and 105d to 105e, and the direction is schematically represented by the shape of the lip portion.

In FIG. 16, the vertical axis represents pressure, the horizontal axis represents the position in the axial direction, and the pressure balance is indicated by pressure values L1 to L5. _LN is a line schematically representing the outer surfaces of the liners 4 and 6, # 11 represents the sliding contact position of the seal ring SR21, # 12 represents the sliding contact position of the seal ring SR22, and # 13 Represents the sliding contact position of the seal ring SR23, # 13s represents the sliding contact position of the seal ring SR24, # 4 represents the sliding contact position of the fourth seal ring 105d, and # 5 represents the fifth seal ring. This represents the sliding contact position of 105e.

  The pressure value L1 represents seawater pressure, the pressure value L12 represents the pressure in the stern side lubricating oil chamber 108a-1, and the pressure value L13 represents the pressure (hydraulic pressure) in the stern side lubricating oil chamber 108a-2. The pressure value L14 represents the pressure (hydraulic pressure) in the stern side lubricating oil chamber 108a-3. As in the first embodiment, the pressure value L4 represents the pressure (hydraulic pressure) in the stern tube bearing chamber 12, and the pressure value L5 represents the pressure (hydraulic pressure) in the bow side lubricating oil chamber 108b.

  In the example shown in FIG. 16, the relationship among the pressure values L1, L4 to L5, and L12 to L14 is L12 <L13 <L5 <L1 <L14 = L4 as schematically shown in FIG. The relationship of L14 = L4 is realized by the pressure regulating valve device 800 as described above. By realizing the desired pressure balance (L12 <L13 <L5 <L1 <L14 = L4), similarly, the stern side sealing device 101a prevents the leakage of the lubricating oil from the stern tube 10 to the outside of the ship, thereby preventing the bow. The side sealing device 101b can prevent leakage of lubricating oil into the ship.

  For example, since the seawater pressure becomes higher than the hydraulic pressure in the stern side lubricating oil chamber 108a-1, the seal ring SR21 is pressurized in the direction from the sea toward the stern side lubricating oil chamber 108a-1, and toward the stern side. The extending arm portion and lip portion are pressed toward the liner 4. When the seal ring SR21 is pressed by the differential pressure, the lip portion comes into pressure contact with the liner 4 and seals between the stern side lubricating oil chamber 108a-1 and the sea. Sealing between the stern side lubricating oil chamber 108a-1 and the sea is prevented by the seal ring SR21, thereby preventing leakage of the lubricating oil to the outside of the ship.

  Further, since the hydraulic pressure in the stern side lubricating oil chamber 108a-3 and the stern tube bearing chamber 12 is higher than the hydraulic pressure in the stern side lubricating oil chamber 108a-2, the stern side lubricating oil chamber 108a-3 is provided in the seal ring SR23. Pressure is applied in a direction from the stern side toward the stern side lubricating oil chamber 108 a-2, and the arm part and the lip part extending toward the bow side are pressed toward the liner 4. When the seal ring SR23 is pressed by the differential pressure, the lip portion comes into pressure contact with the liner 4 to seal between the stern side lubricating oil chamber 108a-2 and the stern side lubricating oil chamber 108a-3. Sealing between the stern side lubricating oil chamber 108a-2 and the stern side lubricating oil chamber 108a-3 by the seal ring SR23 prevents leakage of the lubricating oil to the outside of the ship.

  According to the stern tube oil circulation system 70A according to the second embodiment, the same effects as those of the stern tube oil circulation system 70 according to the first embodiment described above can be obtained. That is, by adjusting the hydraulic pressure in the stern tube bearing chamber 12 using the pressure regulating valve device 800, a gravity type head tank is not required and the degree of installation freedom can be increased. When the pressure regulating valve device 800 has a plurality of relief valves (for example, the pressure regulating valve device 80B shown in FIG. 8 or the pressure regulating valve device 80C shown in FIG. 9), the stern tube is changed according to the draft change. The hydraulic pressure in the bearing chamber 12 can be adjusted.

  Further, according to the stern pipe oil circulation system 70A according to the second embodiment, the stern side lubricating oil chamber 108a-3 is adjusted by adjusting the hydraulic pressure in the stern side lubricating oil chamber 108a-3 using the pressure regulating valve device 800. The same function as the stern tube bearing chamber 12 can be achieved. As a result, for example, even when the seal ring SR23 fails, the seal ring SR24 can still prevent the lubricant from leaking out of the ship.

  Next, with reference to FIG. 17, a modified example of the above-described second embodiment will be described.

  In Example 2 mentioned above, although the stern side sealing apparatus 201a is provided with four seal rings SR21-SR24, the number of seal rings is not restricted to this. For example, the stern side sealing device 201a may be configured to include three seal rings.

  FIG. 17 is a diagram illustrating an example of a desired pressure balance in a modified example (hereinafter, referred to as “third modified example”) having three seal rings.

  The third modification substantially corresponds to the configuration in which the seal ring SR23 is omitted in the above-described second embodiment. 17 differs from the desired pressure balance shown in FIG. 16 in that the pressure value L14 of the portion related to the seal ring SR23, that is, the stern side lubricating oil chamber 108a-3 does not exist.

  Also in the third modified example, the stern tube oil circulation system 70A can be established in the same manner as in the second embodiment.

  As described above, the stern tube oil circulation system 70A according to the second embodiment has various stern side seals as long as the stern tube oil circulation system 70A does not include a mechanism for preventing leakage of lubricating oil to the outside of the ship by ejecting air into the sea. Applicable to equipment.

[Example 3]
The third embodiment is different from the first embodiment described above in that the hydraulic pressure in the stern tube bearing chamber 12 is not controlled by a pressure regulating valve device such as the pressure regulating valve device 80.

  FIG. 18 is an explanatory diagram of a stern tube oil circulation system 70B according to the third embodiment. FIG. 18 also shows a schematic configuration of a stern tube structure 100B to which the stern tube oil circulation system 70B according to the third embodiment is applied. In the third embodiment, components that may be the same as those in the first embodiment described above are denoted by the same reference numerals in FIG. 18, the lubricating oil circulation system for the stern tube bearing chamber 12 is not shown, but a gravity type head tank may be used, for example (for the stern tube bearing chamber 12, FIG. The configuration of the comparative example shown in FIG.

  The stern tube structure 100B is different from the stern tube structure 100 described above in that the stern side sealing device 101a is replaced with a stern side sealing device 301a.

  The stern side sealing device 301a is structurally different from the stern side sealing device 101a of the stern tube structure 100 described above in that an oil passage 1323A (an example of a first oil passage) is connected to the stern side lubricating oil chamber 108a. Different.

  The stern tube oil circulation system 70B according to the third embodiment includes a pressure regulating valve device 80G. The pressure regulating valve device 80G includes a relief valve R30 and a relief valve R32. The stern tube oil circulation system 70B includes a bow-side oil passage 144A from the bow-side sealing device 101b to the lubricating oil tank 131.

  The relief valve R30 is set to a predetermined fifth set pressure Pv5. The relief valve R30 is provided in the oil passage 1323A, and the output side is connected to the lubricating oil tank 131. The relief valve R30 is opened when the input hydraulic pressure is equal to or higher than the fifth set pressure Pv5, and is closed when the input hydraulic pressure is less than the fifth set pressure Pv5. In this way, the relief valve R30 can adjust the oil pressure in the oil passage 1323A and the oil pressure in the stern side lubricating oil chamber 108a (an example of the first oil chamber) accordingly to the oil pressure corresponding to the fifth set pressure Pv5. .

  The relief valve R32 is set to a predetermined sixth set pressure Pv6. The relief valve R32 is provided in the bow side oil passage 144A (an example of the first oil passage), and the output side is connected to the lubricating oil tank 131. The relief valve R32 is opened when the input hydraulic pressure is equal to or higher than the sixth set pressure Pv6, and is closed when the input hydraulic pressure is less than the sixth set pressure Pv6. In this way, the relief valve R32 changes the hydraulic pressure in the bow side oil passage 144A and the hydraulic pressure in the bow side lubricating oil chamber 108b (an example of the first oil chamber) to the hydraulic pressure corresponding to the sixth set pressure Pv6. Can be adjusted.

  According to the third embodiment, since the pressure regulating valve device 80G is provided, by properly setting the fifth set pressure Pv5 and the sixth set pressure Pv6, the stern side lubricant chamber 108a and the bow side lubricant chamber 108b The hydraulic pressure can be adjusted to a desired hydraulic pressure. Thereby, for example, the degree of freedom in arrangement can be increased as compared with the case where the oil pressure in the stern side lubricating oil chamber 108a and the bow side lubricating oil chamber 108b is adjusted using a gravity type head tank.

  In the third embodiment, the pressure regulating valve device 80G includes the single relief valves R30 and R32 for each of the stern side lubricating oil chamber 108a and the bow side lubricating oil chamber 108b, but is not limited thereto. For example, instead of the relief valve R30, the pressure regulating valve device 80G is, for example, the pressure regulating valve device 80B shown in FIG. 7, the pressure regulating valve device 80B shown in FIG. 8, or the pressure regulating valve device shown in FIG. An 80C structure may be provided. In this case, the hydraulic pressure in the stern side lubricating oil chamber 108a can be adjusted in multiple stages.

  Although each embodiment has been described in detail above, it is not limited to a specific embodiment, and various modifications and changes can be made within the scope described in the claims. It is also possible to combine all or a plurality of the components of the above-described embodiments.

  For example, in the above-described first embodiment (the same applies to other embodiments), as a preferred embodiment, the bow-side circulation unit 140 and the stern-side circulation unit 130 are provided in a mode in which the pump 134 and the lubricating oil tank 131 are shared. However, it is not limited to this. Similar to the comparative example shown in FIG. 6, the bow circulation unit 42 may be provided independently of the stern circulation unit 130.

2 Propeller shaft 3 Propeller 4 Liner 5 Bolt 6 Liner 10 Stern tube 11 Bearing 12 Stern tube bearing chamber 40 Head tank 42 Bow side circulation section 70, 70A, 70B Stern tube oil circulation system 80, 80A-80G, 800 Pressure regulating valve device 100, 100A, 100B Stern tube structure 101 Stern tube seal device 101a, 201a, 301a Stern side seal device 101b Bow side seal device 107 Air chamber 107a First air chamber 107b Second air chamber 107c First air chamber 107d Second air chamber 108a Stern side lubricant chamber 108a-1 Stern side lubricant chamber 108a-2 Stern side lubricant chamber 108a-3 Stern side lubricant chamber 108b Bow side lubricant chamber 110 Air conditioning unit 120 Air supply part 121 Air supply path 122 Pressure adjustment Valve device drive channel 122-1 First drive channel 122-2 First Drive flow path 130, 130A Stern side circulation section 131 Lubricating oil tank 132 Stern side circulation path 132b Housing oil path 134 Pump 137a Housing oil path 137b Housing oil path 138 Oil path 140 Bow side circulation section 142 Bow side oil path 144, 144A Bow Side oil passage 160 Monitoring circulation section 162 Head tank 1321 Oil passage 1321-1 Oil passage 1321-2 Oil passage 1321-3 Oil passage 1321-4 Oil passage 1321-6 Oil passage 1322 Oil passage 1323 Oil passage 1323A Oil passage 1421 Orifice

Claims (5)

Provided in the first oil passage from the first oil chamber to the tank which is at least one of the oil chamber in the stern tube covering the propeller shaft and the oil chamber in the sealing device provided adjacent to the stern tube. It is, seen including a pressure regulating valve device for adjusting said first oil chamber of the hydraulic,
The pressure regulating valve device includes a first valve that adjusts the hydraulic pressure to a pressure corresponding to a first set pressure, and a second valve that adjusts the hydraulic pressure to a pressure corresponding to a second set pressure higher than the first set pressure. A stern pipe oil circulation system including a valve . An air chamber adjacent to the stern tube on the stern side, further including an air tube communicating with an air chamber to which air having a pressure equal to or higher than seawater pressure is supplied,
The stern tube oil circulation system according to claim 1, wherein the pressure regulating valve device operates based on the air in the air tube. The pressure regulating valve device further includes a third valve that is closed when the pressure of the air becomes a predetermined value or more,
The first valve is a relief valve that functions when the third valve is in an open state, and the second valve is a relief valve that functions when the third valve is in a closed state. stern tube for oil circulation system according to 2. The sealing device is a stern side sealing device provided adjacent to the stern tube on the stern side,
A second oil passage for communicating a pump for discharging oil to the first oil chamber and a second oil chamber in a stern side sealing device provided adjacent to the stern tube on the bow side;
The stern tube oil circulation system according to any one of claims 1 to 3 , further comprising a third oil passage that allows the second oil chamber and the tank to communicate with each other. A stern tube covering the propeller shaft,
An oil chamber formed in the stern tube;
A sealing device provided adjacent to the stern tube;
An oil chamber formed in the sealing device;
A first oil passage from the first oil chamber to the tank that is at least one of the oil chamber in the stern tube and the oil chamber in the sealing device;
Provided in the first oil passage, seen including a pressure regulating valve device for adjusting said first oil chamber of the hydraulic,
The pressure regulating valve device includes a first valve that adjusts the hydraulic pressure to a pressure corresponding to a first set pressure, and a second valve that adjusts the hydraulic pressure to a pressure corresponding to a second set pressure that is higher than the first set pressure. A ship including a valve .

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