JPS6134958Y2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a counter-rotating propeller. Figure 1 shows a ship equipped with a conventional counter-rotating propeller. In the figure, 1 is the hull, 2 is the front propeller, 3 is the rear propeller, 4 is the outer propeller drive shaft, 5 is the (inner) propeller drive shaft, 6a and 6b are small bevel gears, and 7 and 8 are large bevel gears. , 9 indicates the main engine, and 10 indicates the rudder.

The torque of the main engine 9 is transmitted to large gears 7 and 8 via gears 6a and 6b. are transmitted in opposite directions. The torque transmitted to the gear 7 is transmitted to the front propeller 2 via the propeller drive shaft 4 on the outer periphery.
is rotated counterclockwise when viewed from the stern. On the other hand, the torque transmitted to the gear 8 is transmitted to the rear propeller 3 via the (inner) propeller drive shaft 5, causing the rear propeller 3 to rotate clockwise when viewed from the stern. Therefore, the front propeller 2 and the rear propeller 3 rotate in opposite directions at the same rotation speed. As a result, forward propeller 2
The rotational energy generated as the propeller rotates is absorbed by the rear propeller 3, and the rotational energy does not flow out into the wake. Therefore, the propeller efficiency is high, and for the same main engine 9, the ship speed is higher than a ship equipped with a single propeller, and the main engine output for the same ship speed is smaller.

However, since the outer propeller drive shaft 4 is hollow and the (inner) propeller drive shaft 5 is passed through it, the structure becomes very complicated.
It costs a lot of money to produce. Furthermore, it is difficult to lubricate the outer propeller drive shaft 4 and the (inner) propeller drive shaft 5, and furthermore, the friction between them causes a large loss. Therefore, even if the propeller efficiency is higher than in the case of a single propeller, the overall propulsion efficiency including losses due to the shaft system will not necessarily be higher.

The present invention was developed in view of the above circumstances, and it is an object of the present invention to provide a counter-rotating propeller designed to simplify the structure of the shaft system by eliminating the double shaft of the propeller, and to reduce friction loss due to the shaft system. With the goal.

Therefore, the contra-rotating propeller of the present invention includes a first propeller fixed to the drive shaft of the first propeller, and a second propeller rotating in the opposite direction to the first propeller in front of the first propeller. In the contra-rotating propeller, a second propeller drive shaft is disposed in parallel between the second propeller and the main engine in close proximity to the drive shaft of the first propeller, and A first torque transmission device that transmits the torque of the drive shaft of the second propeller to the drive shaft of the second propeller, and a second torque transmission device that transmits the torque of the drive shaft of the second propeller to the second propeller. It is characterized by the fact that it is equipped on the outside.

An embodiment of the present invention will be described below with reference to the drawings. FIG. 2 is a longitudinal cross-sectional view showing the stern portion of the ship, and FIG. 3 is a view taken along the - arrow in FIG. 2. Components in the figure that are equivalent to those in FIG. 1 are given the same reference numerals. 1 is the hull, 2 is a second propeller rotatably mounted on the propeller drive shaft 15 (hereinafter referred to as the front propeller), and 3 is a first propeller fixedly attached to the tip of the propeller drive shaft 5 (hereinafter referred to as the rear propeller). ), 5
is the propeller drive shaft, 9 is the main engine installed inside the ship,
10 is a rudder, 11 is a main gear fixed to the main engine 9 side of the propeller drive shaft 5, 12 is an intermediate gear that meshes with the main gear 11, and 13a and 13b are propeller drive shafts between the front propeller 2 and the main engine 9. The driven gear 13a meshes with the intermediate gear 12, and the driven gear 13b is connected to the front propeller 2. It meshes with the drive gear 14. 1
6 is a main gear 11, an intermediate gear 12, and a subordinate gear 13
The first torque transmission device 17 is made up of a driven gear 13b and the front propeller drive gear 14.

With the above configuration, the rear propeller 3 is driven by the main engine 9 via the propeller drive shaft 5. On the other hand, the front propeller 2 is driven by the torque of the main engine 9 being transmitted to the second torque transmitting device 17 via the first torque transmitting device 16 and the propeller drive shaft 15.

In this way, the rear propeller 3 is connected to the propeller drive shaft 5.
Since the front propeller 2 is driven by a separate propeller drive shaft 15, the propeller drive shaft does not become a double shaft, and the structure of the shaft system is simplified. This facilitates manufacturing and shaft lubrication. Furthermore, loss due to the shaft system is also reduced.

The present invention is not limited to the above-mentioned embodiment, and the design can be modified as appropriate, for example, by not providing a separate front propeller driving gear 14 and using the boss portion of the front propeller 2 as a gear.

As described above, the counter-rotating propeller of the present invention has the advantage that the structure of the shaft system is simple, so it can be manufactured easily and friction loss due to the shaft system is reduced.

[Brief explanation of drawings]

Figure 1 is a longitudinal sectional view showing the stern of a conventional ship;
FIG. 2 is a longitudinal sectional view showing the stern of a ship as an embodiment of the present invention, and FIG. 3 is a view taken along the - arrow in FIG. 1... Hull, 2... Front propeller (second propeller), 3... Rear propeller (first propeller),
5... Propeller drive shaft, 9... Main engine, 10...
Rudder, 11...Main gear, 12...Intermediate gear, 13
a, 13b... Follower gear, 14... Front propeller drive gear, 15... Propeller drive shaft, 16... First torque transmission device, 17... Second torque transmission device.

Claims (1)

[Scope of utility model claims] A dual-drive propeller comprising a first propeller fixed to a drive shaft of the first propeller and a second propeller rotating in a direction opposite to the first propeller in front of the first propeller. A second propeller drive shaft is disposed in parallel with the first propeller drive shaft between the second propeller and the main engine, and the torque of the first propeller drive shaft is transferred to the second propeller drive shaft. A first torque transmission device for transmitting the torque of the drive shaft of the propeller to the drive shaft of the propeller is provided inside the boat, and a second torque transmission device for transmitting the torque of the drive shaft of the second propeller to the second propeller is provided outside the boat. Contra-rotating propeller.