JPH02212293A - Double inverted propeller device - Google Patents

Abstract

PURPOSE:To provide possibility of extra-slow operation by forming a power distributing mechanism from two sun gears and a planet gear interposed between them, thereby distributing the drive force from a main machine to be invertedly transmitted to two propellers, and equipping a carrier supporting the planet gear with a braking means. CONSTITUTION:A double inversion shaft 13 is furnished to drive two propellers 11, 12, which are fitted with oppositely pitched vanes, in the opposite directions to each other coaxially, and a power distributing mechanism 23 is furnished to distribute the drive force from the main machine 21 through this double inversion shaft 13 to be transmitted invertedly. This power distributing mechanism 23 consists of a 2S-C type (stellite) planetary gearing mechanism including a sun gear 24 formed from an outer gear in the center, another sun gear 25 formed from an inner gear at the periphery, and a planet gear 27 interposed between these sun gears 24, 25 and mounted on a carrier 26. A braking means 28 of disc brake structure is furnished to make it practicable to restrain rotation of the carrier 26.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to the improvement of a counter-rotating propeller device for a ship, and it is possible to move the vibration torque peak of the shaft system so as to enable operation in a low speed rotation range. This made it possible.

[Prior Art] Counter-rotating propeller devices have been developed to improve the propulsion efficiency of ships. For example, as shown in FIG. attaching a propeller 5.6 to each end of the configured contra-rotating shaft 4;
The power from the main l17 is transmitted to the counter-rotating shaft 4 via the reversing gear device 8, and the two propellers 5.6 are driven to rotate in opposite directions at approximately equal rotational speeds to obtain thrust. .

In such a counter-rotating propeller device, the power transmission system including the main engine 7 such as a diesel engine and two propellers 5.6 constitutes a vibration system, and an explosion of the diesel engine or the like generates vibrations, which disrupts the power transmission. At the natural frequency of the system, it enters a resonance state and a vibration peak occurs.

Therefore, when a low-speed diesel engine is used as the main engine 7, the vibration torque A will have a high peak B within the engine's normal operating speed range, as shown in Figure 6. Even if peaks B of torque A exist, they do not pose an equivalent problem if their magnitude is smaller than the so-called average drive torque C transmitted to drive the two propellers 5.6.

However, in a power transmission system including a counter-rotating propeller device, the driving force from the main engine 7 is reduced to approximately 1 by the reversing gear device 8.
/2 to drive each propeller 5.6, the average drive torque C is also distributed to each shaft 2 of counter-rotating shaft 4.
, 3, the vibration torque A becomes approximately 1/2 the magnitude, while the vibration torque A remains at 10 in the gear train part of the reversing gear device 8.
Since the value is 0%, the vibration torque A is the average driving torque C.
It exceeds.

If the vibration torque A exceeds the average drive torque C in this way, the power transmission system including the propeller 5.6 and the main engine 7 will vibrate, resulting in decreased durability and reliability. At the same time, chattering occurs, which is a phenomenon in which teeth are struck in the gear train of the reversing gear device 8, which may even result in damage to the teeth.

Therefore, in the range of the rotational speed of the main engine 7 where the vibration torque A exceeds the average drive torque C, a so-called continuous use prohibition range of the engine rotational speed is set, in which continuous use is prohibited.

However, if the engine rotation speed is set within the so-called continuous use prohibition range, the main engine 7 will normally not be able to operate in the low rotation range, and the minimum ship speed will increase, causing the ship to go dead slow when entering or exiting port. This creates an inconvenience when maneuvering the ship, such as being unable to move.

As a countermeasure for this, an elastic joint is interposed in the input section of the reversing gear device 8 to lower the natural frequency, and as shown in FIG. It has been proposed to change the mass of the drive system by providing a clutch 9 between the two and intermittent transmission of driving force to one shaft (for example, the outer shaft 3) of the counter-rotating shaft 4 (see Japanese Patent Laid-Open No. 63-93698). has been done.

[Problems to be Solved by the Invention] However, in the case where the natural frequency is reduced by interposing an elastic joint, the natural frequency of the vibration system is not reduced so much that it still remains within the normal rotational speed range. vibration torque A
There is a problem that a peak B exists.

In addition, when transmitting large horsepower and high torque using elastic joints, the external shape of the elastic joints becomes huge, making it difficult to manufacture and install.
0PS, 150rl) The problem is that the application of a contra-rotating propeller device to a tenon ship is at its limit, and it cannot be applied to a ship equipped with a large horsepower main engine.

On the other hand, even when a clutch 9 is provided to change the mass of the drive system by intermittent transmission of driving force to one shaft of the counter-rotating shaft 4, the durability of the clutch 9 is I have a sexual problem.

In addition, when constructing a counter-rotating propeller device using a wet multi-disc clutch, which is generally known as a clutch for transmitting large horsepower and high torque, wear particles from the clutch discs enter the gear train and bearings. , there is also the problem of shortening their lifespan.

This invention was made in view of the problems of the prior art, and provides a contra-rotating propeller device that can be driven with high horsepower and high torque, and can also be operated at the slow speeds necessary for ship maneuvering. This is what I am trying to do.

[Means for Solving the Problems] In order to solve the problems of the above-mentioned prior art, the counter-rotating propeller device of the present invention transmits the driving force of the main engine via a power distribution mechanism and connects the two propellers in the front and rear coaxially. In the contra-rotating propeller device, the power distribution mechanism is constituted by a planetary gear mechanism including two sun gears and a planetary gear supported by a rotatable carrier, and the carrier of the planetary gear mechanism is The present invention is characterized by the provision of a braking means capable of restraining the rotation and transmitting the driving force in reverse, and allowing the carrier to freely rotate to reduce the mass of the vibration system.

[Function] According to this counter-rotating propeller device, the power distribution mechanism for reversing drive is composed of a planetary gear mechanism, one of the two front and rear propellers is directly connected to the main engine, and the other is connected to two sun gears. A carrier supporting a planetary gear disposed between two sun gears can be rotated, and the rotation of this carrier can be restrained by a braking means to restrain the carrier. This allows the carrier to be driven in reverse and functions as a counter-rotating propeller, while at the same time allowing the carrier to be in an idling state and being independently driven by only one propeller, reducing the mass of the power transmission system.
The resonance point is lowered to enable navigation in the low rotation range.

Therefore, by fixing and releasing the carrier using the braking means, the operation of the counter-rotating propeller can be controlled, and power transmission of large horsepower and high torque can be easily performed.

[Example] Hereinafter, an example of the present invention will be described in detail based on the drawings.

1 to 3 show an embodiment of the counter-rotating propeller device of the present invention, in which FIG. 1 is a longitudinal sectional view with the braking means omitted, FIG. 2 is a plan view of the braking means, and FIG. 3 is a plan view of the braking means. is ■ in Figure 1
−■ It is a view from the arrow.

This counter-rotating propeller device 10 includes two propellers 11 and 12 each having blades with opposite pitches,
These propellers 11, 12 are arranged one behind the other on the same axis, and drive each other in opposite directions at substantially the same rotation speed to generate thrust.

A counter-rotating shaft 13 is used to drive these two propellers 11 and 12 in opposite directions on the same axis, and the stern propeller 11 is connected to the inner shaft 14 in the center and is arranged on the outer periphery of the inner shaft 14. A bow propeller 12 is connected to a cylindrical outer shaft 15 .

This counter-rotating shaft 13 is rotatable by supporting the outer periphery of the outer shaft 15 by a stern tube bearing 17 attached to the hull 16. The bearing 18 allows the inner shaft 14 and the outer shaft 15 to rotate in opposite directions.

Further, a thrust pad 20 is installed inside the boss of the bow propeller 12 so as to sandwich a thrust collar 19 provided on the inner shaft 14 from the front and back.
The thrust of the stern propeller 11 is transmitted to the inner shaft 14 via the thrust collar 19, and the thrust of the stern propeller 11 is also directly transmitted to the inner shaft, which is collectively supported by a thrust bearing built into the main engine 21. ing.

Furthermore, a sealing device 22 is provided in the partition wall portion of the hull 16 through which the counter-rotating shaft 13 passes, making it liquid-tight.

A power distribution mechanism 23 is provided between the counter-rotating shaft 13 and the main engine 21 in order to distribute and reversely transmit the driving force from the main 1121 via the counter-rotating shaft 13 .

This power distribution mechanism 23 is composed of a planetary gear mechanism, and includes a sun gear 24 composed of an external gear at the center, a sun gear 25 composed of an internal gear at the outer periphery, and these two sun gears 24. .25 and a planetary gear 27 attached to a carrier 26, it is a 2S-C type (star type) planetary gear mechanism.

The carrier 26 to which the planetary gear 27 is attached is
The two sun gears 24.
A braking means 28 is provided to restrain the rotation of the carrier 26 in order to transmit power between the carriers 25 and 25, and the carrier 26 is also used as a brake disc 29 of a disc brake.

Mounts 3 are placed on both sides of the hull 16 in the width direction so as to sandwich the outer peripheral portion of the brake disc 29 from both sides of the hull 16 in the longitudinal direction.
Two 0s are erected, and a disc pad 31 is attached to the inside of the U-shaped tip of the pedestal 30, so that a disc brake can be operated by a hydraulic mechanism (not shown) or the like.

Although not shown, this braking means 28 is provided with a controller, which engages the disc brake in response to a signal from a detector that detects the rotational speed of the main engine 21 and functions as a counter-rotating propeller. This allows the disc brake to be released and the propeller to be driven independently.

In the power distribution mechanism 23 configured with such a planetary gear vaf#, an intermediate shaft 33 directly connected to the main engine 21 such as a low-speed diesel engine and supported by an intermediate bearing 32 is connected to the sun gear 24 at the center, It is also connected to the inner shaft 14 of the counter-rotating shaft 13, and the stern propeller 11 is directly connected to the main engine 21.

Further, a sun gear 25 on the outer periphery made up of an internal gear is connected to the outer shaft 15 of the counter-rotating shaft 13, and when the rotation of the carrier 26 is restrained by the braking means 28, the rotation of the carrier 26 is connected to the bow propeller 12. The driving force of the main engine 21 is distributed from the middle of the inner shaft 14 through the sun gear 24, planetary gear 27, sun gear 25, and outer shaft 15, and is transmitted with the direction of rotation reversed. .

Next, the counter-rotating propeller device 10 configured as described above will be described.
The operation will be explained.

<1) Normal navigation (counter-rotating drive with braking).

When normal navigation is performed by driving the front and rear propellers 11, 12 in reverse directions, the disc brake of the braking means 28 is engaged, and the carrier 26 of the power distributor 11923 is locked.

Then, the driving force from the main engine 21 is sent to the power distribution mechanism 23 via the intermediate shaft 33, and is transmitted from the sun gear 24 in the center to the inner shaft 14, directly driving the stern propeller 11, and The reversed driving force is transmitted to the outer shaft 15 by the sun gear 24, the planetary gear 27, and the sun gear 25 on the outer periphery, and the bow propeller 12 is driven.

Therefore, by making such a counter-rotating propeller device 10 function as an original counter-rotating propeller, it is possible to eliminate the problem shown in the upper part of FIG. As shown in ``Relationship between Torsional Vibration Axial Stress and Engine Speed'', in the range where the rotation speed of subject 21 is higher than the rotation speed N, which is higher than the engine continuous use prohibition range, adverse effects such as gear chattering as already explained occur. Propulsion efficiency can be improved and economical navigation can be achieved without having to

On the other hand, in such a counter-rotating drive state, if you try to lower the rotational speed of the main engine 21 for low-speed navigation when entering and exiting the port, a peak will occur in the vibration torque at a certain low engine rotational speed, and the vibration torque as described above will occur. Negative effects such as gear chatter may occur.

When the engine speed is low with such counter-rotating drive,
As shown in the upper part of Fig. 4, near the engine speed N1 that generates the peak E of vibration torque, the stress IP approaches the allowable stress G, and a chattering occurrence region T2 occurs over a wide range, and the peak E The engine speed N that generates
A considerable rotation speed range including 1 must be set as a range in which continuous use is prohibited.

Therefore, the braking means 28 is released in the following manner, and low-speed navigation is performed when entering and leaving the port (2) Low-speed navigation (single drive by releasing the brake).

The disc brake of the braking means 28 is released to allow the carrier 26 of the power distribution mechanism 23 to rotate freely.

Then, the planetary gear 27 supported by the carrier 26 revolves while rotating between the two sun gears 24 and 25, and the driving force is not transmitted from the main gear 1! The connected bow propeller 12 is idly rotated as the ship navigates.

The driving force from the main engine 21 is transmitted via the intermediate shaft 33 to the inner shaft 14 directly connected to the sun gear 24 at the center of the power distribution mechanism 23, and is transmitted only to the stern propeller 11 to drive it.

Therefore, the mass of the power transmission system is reduced by the amount after the power distribution mechanism 23, and as a result, the natural frequency becomes higher, and as shown in the lower part of Fig. The peak L of the vibration torque can be moved to the high rotation speed N2 side, as shown in "Relationship between Axial Stress and Engine Speed".

The range where continuous use is prohibited when navigating with only this stern propeller 11 is also moved to the high rotation side, and the new continuous use prohibited range M can be set to the high rotation side, and the main engine 21 in the low rotation speed range. The ship can now be operated at very low speed (dead speed) without problems such as vibration or gear chatter.
It can be moved with Slow).

Propulsion using only the stern propeller 11 will reduce the ship's speed for the same engine speed compared to when navigating with a contra-rotating propeller, but if such low-speed navigation is required, This is a special case, such as when the ship is sailing or in a narrow waterway, so it is preferable that the ship's speed be lower, so that it does not cause the same problem.

As described above, by changing the mass by disengaging and disengaging the braking means 28 so that the resonance frequency of the power transmission system does not match the excitation frequency from the main engine 21, it is possible to maneuver the ship without M in the continuous use prohibited range. It becomes possible to do this.

Therefore, in medium and high speed ranges where the engine speed is above a preset N, the controller is controlled to engage the braking means 28 based on the detection signal from the detector, and when the engine speed is below N, the brake means 28 is engaged. In the region, the counter-rotating propeller device 10 can be automatically switched by controlling the controller to release the braking means 28 based on the detection signal from the detector.

Furthermore, according to this counter-rotating propeller device 10, even in the event of emergency navigation in the event of damage to the drive mechanism of the bow side propeller 12 or the propeller itself, navigation can be easily continued by simply releasing the braking means 28. Can be done.

Furthermore, since this counter-rotating propeller device 10 uses a braking means to secure the carrier,
Unlike elastic joints, clutches, etc., it is possible to transmit large horsepower and high torque, and the counter-rotating propeller can be applied to large ships equipped with large horsepower main engines.

In addition, in the above embodiment, the inner shaft of the counter-rotating shaft is directly connected,
Although the outer shaft is rotated by a planetary gear mechanism, the rotation may be performed in the opposite manner.Also, although a disc brake was used as an example of the braking means, a drum brake may be used instead.

[Effects of the Invention] As described above in detail along with one embodiment, according to the counter-rotating propeller device of the present invention, the power distribution mechanism for reversing drive is composed of a planetary gear mechanism, and the two sun gears The carrier that supports the planetary gears placed between them is made rotatable, and the rotation of this carrier can be restrained by a braking means, so by restraining the carrier, it performs reversal drive and functions as a counter-rotating propeller. On the other hand, the carrier can be reversed and driven independently by only one propeller, which reduces the mass of the power transmission system at low rotations, lowers the resonance point, and allows navigation in the low rotation range.

Further, by fixing and releasing the carrier using the braking means, the operation of the counter-rotating propeller can be controlled, and power transmission of large horsepower and high torque can be easily performed.

[Brief explanation of the drawing]

1 to 3 show an embodiment of the counter-rotating propeller device of the present invention, in which FIG. 1 is a longitudinal sectional view with the braking means omitted, FIG. 2 is a plan view of the braking means, and FIG. 3 is a plan view of the braking means. is a view taken in the direction of arrow T1 in Fig. 1, Fig. 4 is an explanatory diagram showing the relationship between the torsional vibration shaft stress generated in the inner sleeve of the counter-rotating shaft and the crankshaft of the main engine, and the engine speed, Figs. FIG. 6 is a longitudinal sectional view of a conventional device and an explanatory diagram of the relationship between vibration torque and engine speed. 10: Counter-rotating propeller device, 11: Stern side propeller,
12: Bow side propeller, 13: Counter-rotating shaft, 14: Inner shaft, 15: Outer shaft, 16: Hull, 17: Stern tube bearing, 18:
Bearing, 19 varnish rust collar 20 varnish rust pad, 2
1: Main engine, 22: Seal device, 23: Power distribution mechanism, 2
4: Sun gear (external gear), 25: Sun gear (internal gear),
26: carrier, 27: planetary gear, 28: braking means, 2
9 Brake disk, 30: Frame, 31: Disc pad, 32: Intermediate bearing, 33: Intermediate shaft. Figure 4 - Shoulder round 1f → Leap Figure 5 Figure 6

Claims (1)

[Claims] In a contra-rotating propeller device that transmits the driving force of the main engine via a power distribution mechanism and drives two front and rear propellers coaxially in reverse rotation with respect to each other, the power distribution mechanism is supported by two sun gears and a rotatable carrier. The system is composed of a planetary gear mechanism with a planetary gear, and is provided with a braking means that can restrict rotation to the carrier of the planetary gear mechanism and reversely transmit the driving force, and also allow the carrier to freely rotate to reduce the mass of the vibration system. A counter-rotating propeller device characterized by: