JPH047040Y2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a counter-rotating propeller device used as a propulsion device for ships.

[Prior Art] Figures 6 to 13 show a conventional propeller device at the stern of a ship. Figure 8 is a side view showing the stern section of the Clearwater with a propeller and no shoe piece, Figure 8 is a side view showing the stern section with a contra-rotating propeller and a shoe piece, and Figure 9 is a side view showing the stern section with a counter-rotating propeller and a shoe piece. Figure 10 is a side view showing the stern section of a normal stern equipped with one propeller and a show piece, and a side view showing the stern section with a reaction fin attached to the stern frame in front of the propeller. Figure 12 is a vertical cross-sectional view of the stern area of a ship equipped with counter-rotating propellers.
1 is a cross-sectional view taken in the direction of the − arrow, and FIG. 13 is a sectional view of the
It is a sectional view taken along the - arrow in the figure.

In addition, in Figs. 6 to 13, code 1 is the main hull;
2 is the rudder, 3 is the rudder horn, 4 is the shew piece,
5 is a propeller, 5a is a front propeller, 5b is a rear propeller, 6 is a shaft, 6a is an outer shaft, 6b is an inner shaft, 7
is the base line, 8 is the waterline, 9 is the rear perpendicular line, 10 is the propeller axis line, 11, 11a, 11b are the propeller position lines, 12a, 12b are the stern frame, 13 is the stern frame position line, 14 is the stern botting, 15a, 15b , 15c, 15d, 15e are reaction fins, 16 is an engine, 17a,
17b is an engine support stand, 18 and 19 are gears, 2
0 is the shaft, 21, 22, 23 are the gears, H, H' are the height of the propeller axis 10 from the base line 7, a is the front clearance of the propeller or rear propeller, a' is the front clearance of the front propeller, b is the propeller or the rear clearance of the rear propeller, c is the propeller upper clearance, L _pp is the length between perpendiculars of the ship,
L ₁ is the water line length from the rear perpendicular to the rear end, L ₂ is the distance from the rear perpendicular 9 to the stern frame position line 13, L ₃ is the distance from the rear perpendicular 9 to the propeller position line 11 or 11b, Δl is the propeller position line 1
The distance between 1a and 11b, L ₀ is the effective hull length with displacement (L _pp −L ₂ ), ΔL, ΔL′,
ΔL″ is the increase in the perpendicular length L _pp to the stern of a ship equipped with one propeller (assuming L ₀ is the same)
It shows.

Below, we will explain the stern shape of a ship equipped with a conventional propeller device.A normal stern ship equipped with one propeller 5 and a shew piece 4 as shown in Fig. 6 has the most basic stern shape. The area of the rudder 2 is determined by the turning performance and directional stability performance required by the ship, while the distribution of the area of the rudder before and after the rudder axis (the rear perpendicular line 9 coincides with the axis of the rudder 2) It is determined from the standpoint of minimizing the axial moment.

Further, the propeller position line 11 is determined from the viewpoint of reducing the propeller excitation force by the front and rear clearances a and b of the propeller 5, and from the viewpoint of reducing the construction cost of the ship. Furthermore, the propeller upper clearance c is also determined from the viewpoint of reducing the excitation force and from the viewpoint of the fairing of the hull shape.

As shown in FIG. 7, a clear water stern ship equipped with one propeller 5 is distinctive in that the show piece 4 below the propeller 5 is missing compared to the normal stern ship shown in FIG. ,
This makes it possible to lower the propeller axis 10 below, and its height H' from the base line 7 is normally smaller than the height H at the stern.

For this reason, in a clear water stern vessel, the propeller can be submerged to a greater depth than in a normal stern vessel, which has the effect of allowing the use of a propeller with a large diameter. It is also effective in improving propulsion performance and reducing vibrational force.

However, since there is no shoe piece 4, the rudder 2 must be supported only by the upper rudder horn 3, which inevitably increases the size of the rudder horn 3 and requires a required clearance a, If b is secured, the rear perpendicular 9, which also serves as the axis of the rudder 2, will move back by ΔL compared to the normal stern case.

As shown in FIG. 8, counter-rotating propellers 5a,
5b and a stern with a shew piece 4, the propeller 5 is
Since the rotational energy of the wake of a and 5b is recovered,
Propeller efficiency can be improved.

Normally, it is said that it is most preferable in terms of efficiency for the front propeller 5a and the rear propeller 5b to each share 1/2 of the required horsepower of the ship, so the propeller rotation speed is determined by the front propeller 5a and the rear propeller 5b.
are the same, and their rotation directions are chosen to be opposite to each other.

At this time, the flow accelerated by the front propeller 5a flows into the rear propeller 5b, so the diameter D _A of the rear propeller 5b is made smaller than the diameter D F of the front propeller 5a, and the diameter D A of the rear propeller 5b is made smaller than the diameter D _F of the front propeller 5a. The pitch P _A is larger than the pitch P _F of the front propeller 5a. That is, D _A /D _F <1...(1), P _A /P _F <1...(2).

On the other hand, if we take the necessary clearances a' and b at the front and rear of the front and rear propellers 5a and 5b, respectively, and further add the distance Δl between the front and rear propeller position lines 11a and 11b, one The distance L 2 from the aft perpendicular 9 to the stern frame position line ₁₃ will be greater than in the case of a normal stern ship with a propeller and a shew piece,
As a result, the rear perpendicular 9 will move back by ΔL'.

As shown in FIG. 9, counter-rotating propellers 5a,
In a clear water stern vessel equipped with a propeller 5b, by adopting counter-rotating propellers 5a and 5b, as in the case of the above-mentioned vessel shown in Fig. 8,
Compared to the case of a clear water stern vessel equipped with one propeller as shown in FIG. 7, the propeller efficiency can be improved, but the distance L ₂ from the rear axis 13 to the stern frame position line 13 increases. Therefore, in the end, the rear perpendicular line 9 is
The ship will be set back by ΔL'' from the rear perpendicular 9 at the stern with one propeller and one piece shown in FIG. 6 (ΔL''>ΔL').

As shown in FIG. 10, in the stern of an ordinary ship equipped with one propeller 5 and a shewpiece 4, stern frames 12a and 1 are located in front of the propeller 5.
Reaction fins 15a, 15b, 15 on 2b
When fins 15c, 15d, 15e... are installed, the stern shape is the same as shown in Fig. 6, but these reaction fins 15a, . By forming a rotating wake in the same direction and canceling each other with the rotating flow generated by the propeller 5, rotational energy is recovered and propulsion efficiency is improved.

However, it is difficult to completely recover the rotational energy in the wake of the propeller 5 with this system.
Usually about 1/2 of that amount is recovered. Further, since the reaction fins 15a, . . . themselves act as propulsion resistance, it is necessary to design a shape with as little resistance as possible.

By the way, as shown in FIGS. 11 to 13, an engine 16 is disposed in the engine room for driving the counter-rotating propellers 5a and 5b, and a gear is mounted on an inner shaft 6b connecting the engine 16 and the rear propeller 5b. 18 is fixed to the gear 1 which meshes with this gear 18.
9. The gear 23 fixed to the outer shaft 6a connected to the front propeller 5a is driven through the gear 21 connected to the gear 19 and the shaft 20 and the gear 22 meshing with the gear 21, and the inner shaft 6b and outer shaft 6
The direction of rotation is opposite to that of a. In addition, gear 21
and 23 are formed to have the same diameter, so that the inner shaft 6b and the outer shaft 6a have the same rotation speed.

[Problems to be solved by the invention] Conventional counter-rotating propeller 5 shown in Figures 8 and 9
As mentioned above, in a and 5b, the propeller efficiency is improved compared to when one propeller is used or when a reaction fin is installed, but the rear perpendicular line 9 is only ΔL′ and (ΔL″−ΔL), respectively. In other words, the length L _pp between perpendiculars increases by ΔL′ or (ΔL″−ΔL). This increase in the length between perpendicular lines L _pp directly increases the water line length (L _pp +
L ₁ ), which leads to an increase in the longitudinal bending moment of the ship in waves, making it necessary to reinforce the longitudinal strength of the ship's hull against this bending moment, resulting in an increase in the ship's weight and construction cost. There is a point.

Further, such an increase in the weight of the ship reduces the effect of increasing propeller efficiency by employing the counter-rotating propellers 5a and 5b.

The present invention aims to solve these problems by sufficiently canceling out the backward rotational flow of the front propeller and the rearward rotational flow of the rear propeller, so that the propeller functions as a counter-rotating propeller with high propeller efficiency. By making the rotation speed of the front propeller lower than the rotation speed of _the rear propeller while maintaining _sufficient An object of the present invention is to provide a counter-rotating propeller device that minimizes the increase in +L ₁ ), thereby avoiding an increase in ship weight or construction cost.

[Means for Solving the Problems] Therefore, the counter-rotating propeller device of the present invention is a counter-rotating propeller device that has a front propeller and a rear propeller adjacent to each other on the same axis that rotate in opposite directions. , the diameter and pitch of the front propeller are respectively larger than the diameter and pitch of the rear propeller, and the direction of rotation is reversed from the inner shaft connecting the rear propeller and the main shaft of the engine to the outer shaft connected to the front propeller. and a bevel gear mechanism for transmitting part of the power, and the bevel gear mechanism includes a first bevel gear fixed to the inner shaft, a second bevel gear fixed to the outer shaft, and a second bevel gear fixed to the outer shaft. and a third gear that meshes with the first and second bevel gears, and a ring wheel is arranged concentrically with the rotational axis of the inner shaft, and the rotational shaft of the third bevel gear is mounted inside. The ring wheel is also characterized by the provision of a power transmission means capable of rotationally driving an auxiliary machine.

[Operation] According to the above-mentioned counter-rotating propeller device of the present invention, the diameter and pitch of the front propeller are set larger than the diameter and pitch of the rear propeller, so the bevel gear mechanism automatically propels the forward propeller. Since the rotational speed of the propeller is lower than the rotational speed of the rear propeller and cavitation is less likely to occur in the front propeller, the clearance between the propeller and the hull can be reduced. Furthermore, as the rotational speed of the front propeller decreases, a ring wheel attached to the bevel gear mechanism rotates, and its rotational force is used to drive the rotation of the auxiliary equipment.

[Example] Hereinafter, embodiments of the present invention will be explained with reference to the drawings. Figures 1 to 4 show a counter-rotating propeller device as a first embodiment of the present invention, and Figure 1 shows a diagram showing a contra-rotating propeller device as a first embodiment of the present invention. FIG. 2 is a longitudinal sectional view of the stern, FIG. 3 is a horizontal sectional view of the stern, FIG. 4 is a sectional view taken along the - arrow in FIG. The figure is a side view showing the stern of a ship equipped with a counter-rotating propeller device according to a second embodiment of the present invention.

In FIGS. 1 to 5, the same reference numerals as those described above indicate almost similar parts, and the reference numbers c and c' are respectively the upper clearances of the rear and front propellers, 24 is the first bevel gear, and 25a, 25b. is the third bevel gear, 26 is the second bevel gear, 27 is the ring wheel, 28 is the spur gear, 29 is the shaft, 30 is the generator as an auxiliary machine, 31 is the support stand, 32a, 32b
indicates the shaft, and G indicates the bevel gear mechanism.

In the first embodiment of the present invention, as shown in FIG. 1, a front propeller 5a and a rear propeller 5b, which rotate in opposite directions on the same axis 10, are provided adjacent to each other at the stern of the clear water. A counter-rotating propeller is configured, and the diameter D _F and pitch P _F of the front propeller 5a are the diameter D A and pitch _{P A} of the rear propeller 5b, respectively.
It is formed larger.

That is, D _A /D _F <1...(3), P _A /P _F <1...(4), and both the horsepower and rotational speed shared by the front propeller 5a are smaller than those of the rear propeller 5b. .

Note that equation (3) is the same as equation (1) in the case of a conventional counter-rotating propeller, and the rear propeller 5b is almost contained within the contracted flow of the front propeller 5a.
On the other hand, equation (4) is the opposite of the conventional equation (2), but propellers with a larger pitch tend to have stronger backward rotational flow, so the rotational speed and horsepower of the front propeller 5a are higher than those of the rear propeller 5b. The backward rotational flow of the front propeller 5a, which has a larger pitch than the rear propeller 5b, is smaller than that of the rear propeller 5b.
The backward rotational flow can be appropriately canceled out.

Furthermore, since the horsepower shared by the front propeller 5a is smaller than the horsepower shared by the rear propeller 5b, the blade deployment area A _F of the front propeller 5a can be made smaller than the blade deployment area A _A of the rear propeller 5b. That is, A _F /A _A > 1 ... (5) can be added to equations (3) and (4).

On the other hand, as shown in FIGS. 2 to 4, the rear propeller 5b and the engine support stands 17a, 17 in the main hull 1
an outer shaft 6 connected to the front propeller 5a from an inner shaft 6b connecting the main shaft of the engine 16 supported on
A bevel gear mechanism G is provided within the main hull 1 to transmit part of the power by reversing the rotational direction to the main hull 1.

This bevel gear mechanism G has a first bevel gear 24 fixed to the inner shaft 6b, a second bevel gear 26 fixed to the outer shaft 6a, and meshes with these bevel gears 24 and 26. two third bevel gears 25a,
25b, and the third bevel gear 25
a and 25b are rotating shafts 32a and 3, respectively.
2b.

Furthermore, a ring wheel 27 with these rotating shafts 32a and 32b mounted inside thereof is arranged so as to be rotatable concentrically with the rotational axis of the inner shaft 6b and integrally with the bevel gears 25a and 25b.

The ring wheel 27 is connected via a spur gear 28 and a shaft 29 to a generator 30 as an auxiliary machine installed on a support base 31, and drives the generator 30 to rotate. That is, as mentioned above,
Since the rotational speed of the front propeller 5a is smaller than the rotational speed of the rear propeller 5b, the ring wheel 27 in the bevel gear mechanism G starts to rotate, and the rotational force of the ring wheel 27 activates the auxiliary equipment such as the generator 30. Rotation drive is performed.

As a power transmission means capable of rotationally driving an auxiliary machine such as a generator, the ring wheel 27 is used as in this embodiment, and in addition to means for transmitting power by meshing thereof, a sprocket is used as the ring wheel and a chain is used. Various means can be considered, such as means for transmitting power, means for transmitting power by a belt using a belt pulley, etc.

In a second embodiment of the present invention, as shown in FIG. 5, the present device is applied to a ship equipped with a showpiece 4, and is constructed in the same manner as the first embodiment.

Since the contra-rotating propeller devices according to the first and second embodiments of the present invention are constructed as described above, the front and rear propellers 5 are used to obtain propulsive force.
When rotating the wheels a and 5b, the engine 1b is operated, and more than half of the power generated by the engine 1b is transmitted to the rear propeller 5b through the inner shaft 6b, and a portion of the remaining power is transmitted to the bevel gear mechanism. Rotation is transmitted to the front propeller 5a, which is connected to the outer shaft 6a via G, in the opposite direction to that of the rear propeller 5b.

On the other hand, the other part of the power is generated by the difference in rotation between the bevel gears 24 and 26.
5b and shafts 32a, 32b, the rotation of the ring wheel 27 including the shafts 32a and 32b is transmitted to the generator 30 as an auxiliary machine via the spur gear 28 and shaft 29, and is used as a power source to supply power to various devices and equipment on the ship. It will be done.

Incidentally, compared to the rotation speed of the rear propeller 5b, the rotation speed of the front propeller 5a is reduced by the rotation speed of the ring wheel 27, but as described above, the front propeller 5a has a larger pitch than the rear propeller 5b. Since the backward rotational flow can appropriately cancel the backward rotational flow of the rear propeller 5b, almost no rotational component remains in the propeller wake of the counter-rotating propeller as a whole, resulting in an efficient counter-rotating propeller. Its functions are maintained satisfactorily.

In addition, as the rotational speed of the front propeller 5a decreases, the proportion of thrust shared by the front propeller 5a becomes smaller than 1/2 of the total thrust, and conversely, the proportion of thrust shared by the rear propeller becomes larger than 1/2 of the total thrust. becomes.

In this way, the rotational speed of the front propeller 5a is lowered, and cavitation due to the rotation of the front propeller 5a is less likely to occur, so that the propeller fluctuation pressure caused by the front propeller 5a is significantly reduced.

As a result, the front and rear propeller clearance a,
b, c can now be calculated for the rear propeller 5b, and can be calculated using the ship's perpendicular length L _pp and waterline length (L _pp
+L ₁ ) compared to the conventional case shown in Figs. 8 and 9,
The length has been significantly shortened, making it almost equivalent to a ship equipped with one propeller (see Figures 6 and 7), which has the effect of suppressing increases in ship weight and construction costs. is obtained.

Also, the clearance for the front propeller 5a
a', c' are the clearances a, c of the rear propeller 5b
However, the excitation force by the front propeller 5a, which has a significantly smaller propeller fluctuation pressure, is equal to or less than the excitation force by the rear propeller 5b. No problems will occur.

[Effects of the invention] As detailed above, according to the contra-rotating propeller device of the present invention, the contra-rotating propeller device has a front propeller and a rear propeller adjacent to each other that rotate in opposite directions on the same axis. In a propeller device, the diameter and pitch of the front propeller are respectively larger than the diameter and pitch of the rear propeller, and the direction of rotation is reversed from the inner shaft connecting the rear propeller and the main shaft of the engine to the outer shaft connected to the front propeller. and a bevel gear mechanism for transmitting a part of the power, and the bevel gear mechanism is connected to a first shaft fixed to the inner shaft.
a bevel gear, a second bevel gear fixed to the outer shaft, and a third gear that meshes with the first and second bevel gears, and the rotating shaft of the third bevel gear is It has a simple configuration in which a ring wheel mounted on the inside is arranged concentrically with the rotational axis of the inner shaft, and a power transmission means that can rotate the auxiliary equipment by the ring wheel is provided as follows. effects or benefits can be obtained.

(1) Since the diameter and pitch of the front propeller 5a are set larger than the diameter and pitch of the rear propeller 5b, the rotation speed of the front propeller 5a is smaller than the rotation speed of the ring wheel 27 compared to the rotation speed of the rear propeller 5b. However, since the backward rotational flow of the front propeller 5a, which has a larger pitch than the rear propeller 5b, can appropriately cancel the backward rotational flow of the rear propeller 5b, the propeller as a whole of the contra-rotating propeller There is almost no rotational component left in the wake, and the function as an efficient counter-rotating propeller is sufficiently maintained.

(2) Since the rotation speed of the front propeller is lower than the rotation speed of the rear propeller, it is sufficient to set the clearances a and b for the front and rear propellers for the rear propeller 5b. Since _a counter-rotating propeller can be equipped with _propeller clearances a and _b that are almost the same as those of Therefore, an increase in the ship weight or construction cost due to an increase in L _pp or (L _pp +L ₁ ) does not occur, and the propulsion efficiency does not decrease due to an increase in the ship weight.

(3) The propeller overhang amount (L ₂ −L ₃ ) is smaller than in the case of a conventional counter-rotating propeller, making it easier to support the outer and inner shafts.

(4) Since the rotational speed of the front propeller is lower than the rotational speed of the rear propeller, the relative speed between the inner surface of the outer shaft and the outer surface of the inner shaft is lower than before, making the bearing structure of this part easier. , the risk of causing burn-in damage is reduced.

(5) Since the engine drives auxiliary equipment such as a generator, there is no need to run an engine dedicated to the auxiliary equipment while the ship is sailing, resulting in fuel savings.

[Brief explanation of the drawing]

Figures 1 to 4 show a counter-rotating propeller device as a first embodiment of the present invention, Figure 1 is a side view showing the stern of a ship equipped with this device, and Figure 2 is a side view of the stern of the ship equipped with this device. 3 is a horizontal sectional view of the stern, FIG. 4 is a sectional view taken along the - arrow in FIG. 2, and FIG. 5 shows a counter-rotating propeller device as a second embodiment of the present invention. FIG. 6 is a side view showing the stern of a ship equipped with a ship, and FIGS. 6 to 13 show a conventional propeller device. FIG.
Figure 7 is a side view showing the stern section of a clear water vessel with one propeller and no showpiece;
Figure 8 is a side view showing the stern section with a counter-rotating propeller and a shoe piece, Figure 9 is a side view showing the stern section of a clear water vessel with a counter-rotating propeller and no show piece, and Figure 10 is a side view showing the stern section with a counter-rotating propeller and a shoe piece.
FIG. 2 is a side view showing the stern section of an ordinary boat equipped with two propellers and a sew piece, in which a reaction fin is attached to a stern frame in front of the propeller. 1... Main hull, 2... Rudder, 3... Rudder horn, 4... Sew piece, 5a... Front propeller, 5b... Rear propeller, 6a... Outer shaft, 6b
... Inner shaft, 7 ... Base line, 8 ... Water line, 9 ... Rear perpendicular line, 10 ... Propeller axis line, 11a, 11b
...Propeller position line, 12a, 12b...Stern frame, 13...Stern frame position line,
14... Stern bossing, 16... Engine, 1
7a, 17b...engine support stand, 24...first
bevel gears, 25a, 25b... third bevel gears, 2
6...Second bevel gear, 27...Ring wheel,
28... Spur gear, 29... Shaft, 30... Generator as auxiliary machine, 31... Support stand, 32a, 32b...
...Shaft, G...Bevel gear mechanism.

Claims (1)

[Scope of utility model registration request] In a contra-rotating propeller device having a front propeller and a rear propeller adjacent to each other on the same axis that rotate in opposite directions, the diameter and pitch of the front propeller are larger than the diameter and pitch of the rear propeller, respectively. , a bevel gear mechanism that transmits part of the power by reversing the rotational direction from an inner shaft connecting the rear propeller and the main shaft of the engine to an outer shaft connected to the front propeller, the bevel gear mechanism A first bevel gear fixed to the inner shaft, a second bevel gear fixed to the outer shaft, and a third gear meshing with the first and second bevel gears, A ring wheel mounted on the inside of the rotation shaft of the third bevel gear is disposed concentrically with the rotation axis of the inner shaft, and power transmission means capable of rotationally driving an auxiliary machine by the ring wheel is provided. A contra-rotating propeller device characterized by: