JPS638097A - Emergency navigation method for ship with double reversing propeller - Google Patents

Abstract

PURPOSE:To enable emergency navigation by itself by adjusting the propeller pitch of one of the front and rear propellers and rotating said propellers in the same direction when a double reversing propeller device is abnormal. CONSTITUTION:When seizing, etc. occurs on the inner shaft bearing 14 of a double reversing propeller device making relative rotation unable between an inner shaft 5 and an outer shaft 6, an engine 7 is stopped and an output shaft 7a is separated from an intermediate inner shaft 11 at an inner shaft connecting part 16. And, a torque transmitting member 17 is installed on the intermediate inner shaft 11 at an inner and outer shafts connecting part 15, to connect the intermediate inner shaft 11 which is connected to the inner shaft 5 to a split hollow shaft 10 which is connected to the outer shaft 6. Then, by driving a propeller pitch adjusting mechanism P, the pitch angle of a rear propeller 2 is aligned to the pitch angle of a front propeller 1 and, in this condition, both propellers 1, 2 are rotated in the same direction by means of the main engine 7, to generate a forward propulsion. Thereby, an emergency navigation can be carried out by itself, improving reliability.

Description

Detailed Description of the Invention [Industrial Application Field] The present invention provides an emergency system for a ship equipped with a contra-rotating propeller device, when an abnormality occurs in the contra-rotating propeller device due to seizure of an inner sleeve bearing, etc. Concerning methods for conducting navigation.

[Conventional technology]

In general, there is a counter-rotating propeller device as shown in Fig. m5.6 as a contra-rotating propeller device used in a ship with a contra-rotating propeller device. The rear propeller 2 is attached, and at its front end, a diesel engine as an ennon fits through the intermediate inner sleeve 11! It is directly connected to the output shaft 7a of No. 17.

Further, an outer shaft 6 is disposed coaxially with the inner sleeve 5 on the outer periphery of the inner sleeve 5, and the front propeller 1 is attached to the rear end of the outer shaft 6 via the front propeller boss 3. A reversing device 9 is connected to its front end via a hollow shaft 10 split into two.

The reversing device 9 is connected to the output shaft 7a of the diesel main engine 7 via an elastic joint 8.
The reciprocating torque inputted from the elastic joint 8 through the elastic joint 8 is converted into rotation in the direction opposite to the rotation direction of the output shaft 7a while maintaining approximately the same rotation speed, and the hollow shaft 10. Outer pongee 6. The signal is transmitted to the front propeller boss 3 and the front propeller 1.

The outer shaft 6 is supported by an outer sleeve bearing 13 provided on the hull side, while the inner shaft 5 is supported by an inner sleeve bearing 141 interposed between the inner shaft 5 and the outer shaft 6. Supported.

In the figure, reference numeral 7b indicates seven torque branches, 12 indicates a thrust bearing for the inner sleeve, and 12' indicates a thrust bearing for the outer shaft.

By the way, in a ship equipped with a contra-rotating propeller device configured as described above, normal navigation is performed as follows.

That is, the rear propeller 2 has an intermediate inner shaft 11. Rotational torque from the output shaft 7a of the diesel main engine 7 is transmitted via the inner shaft 5 and the rear propeller boss 4, and the rotary torque is driven in the same direction as the output shaft 7a. On the other hand, the front propeller 1 has an elastic joint 87, a reversing device 9°, and a hollow shaft 10. The rotary torque branched from the output shaft 7a is transmitted through the outer pongee 6 and the front propeller boss 3, and the rear propeller 2 is rotationally driven in the opposite direction.

At this time, although there are many adjustments in the number of blades per rotation, torque distribution, etc. of both propellers 1 and 2, the front propeller 1 and the rear propeller 2 are driven to rotate in opposite directions at almost the same number of rotations. It is considered optimal that both engines be designed to generate approximately the same thrust. This means that the rotational energy in the wake of the front propeller 1 is most efficiently 11 when the front propeller 1 is driven to rotate at almost the same number of rotations in opposite directions.
This is because the propellant is recovered by the propeller 2 and the propulsion efficiency is improved.

The thrust obtained by the front propeller 1 and the rear propeller 2 is transmitted to the hull through the outer shaft thrust bearing 12' and the inner sleeve thrust bearing 12 via the outer shaft 6 or the inner sleeve 5, respectively. The overall thrust of the forward thrust propels the hull and allows the ship to sail normally.

[Problem that the invention seeks to solve]

By the way, in a ship equipped with a counter-rotating propeller device as described above, the part that is technically most difficult to put into practical use is the inner sleeve bearing 14 for supporting the inner shaft 5 within the outer shaft 6.
It is. This inner shaft bearing 14 is a floating bush type,
Various types are possible, such as a hydrostatic bearing type and a rolling sludge bearing type, but each type has an inner shaft with sufficient load capacity between the inner shaft 5 and the outer shaft 6, which rotate at a constant speed. Bearing 14 is extremely difficult to construct and is likely to seize.

If the inner shaft bearing 14 of the counter-rotating propeller device were to seize during normal navigation of such a ship with a counter-rotating propeller, it would seriously affect the ship's shaft system drive and prevent the ship from sailing. There are some things that are impossible.

Particularly for ships such as merchant ships, which can earn profits by conducting planned operations, berthing due to such unnavigable conditions results in serious losses.

Therefore, in the event that the inner shaft bearing 14 seizes, the rotational torque transmitted to the inner shaft 5 and the intermediate inner shaft 11 is cut off, and then the inner shaft 5 and the outer shaft 6 are secured together. The outer shaft 6 and the shaft 5 are driven to rotate in the same direction, and the inner shaft bearing 14
It is also conceivable to prevent the spread of damage caused by seizure.

However, in a ship equipped with a counter-rotating marine propeller device as described above, the front propeller 1 and the rear propeller 2, which rotate in opposite directions at approximately the same rotation speed, are configured so that the thrust generated is approximately equal. Even if the inner shaft 5 and the outer shaft 6 are tied together and the front propeller 1 and the rear propeller 2 are driven to rotate in the same direction, their thrust forces will cancel each other out, and as a result, the ship will not be able to navigate. It becomes impossible.

In view of these circumstances, the present invention has been developed to prevent the spread of damage caused by the failure when a failure such as seizure occurs in the inner shaft bearing, and to reliably generate forward thrust, thereby making it possible to use a self-blade blade. The purpose of the present invention is to provide an emergency navigation method for a ship equipped with a counter-rotating propeller device, which enables emergency navigation.

[Means for solving problems]

Therefore, in the emergency navigation method for a ship equipped with a counter-rotating propeller device of the present invention, in a ship equipped with a counter-rotating propeller V device, when an abnormality occurs in the counter-rotating propeller device, the front propeller in the counter-rotating propeller device After adjusting the propeller pitch of one of the rear propellers and the rear propeller, each propeller is rotated in the same direction, and the hull is propelled by the combined thrust of both propellers.

[For production]

In the above-described emergency navigation method for a ship equipped with a counter-rotating propeller device of the present invention, in the event of an abnormality such as a failure such as seizure occurring in the inner sleeve bearing of the counter-rotating propeller device, the front propeller and rear propeller of the counter-rotating propeller device After the propeller pitch is adjusted for one of the propellers, each of the propellers is driven to rotate in the same direction.

The hull is then propelled by the combined thrust of the forward thrust generated by both propellers.

〔Example〕

Hereinafter, embodiments of the present invention will be explained with reference to the drawings.
1 to 3 show an emergency navigation method for a ship equipped with a counter-rotating propeller device as a first embodiment of the present invention, and FIG. 1 shows a counter-rotating propeller device used in the first embodiment of the present invention. Figure 2 is a side view of the Matata-style propeller pitch showing the propeller pitch of 3!1. FIG. 4 is a schematic diagram showing a propeller pitch adjustment 8% groove of a counter-rotating propeller device used in an emergency navigation method for a ship with a counter-rotating propeller device as a second embodiment of the present invention. FIG.

As shown in Figures tJS1 to 3, the contra-rotating propeller device used in the first embodiment of the present invention is configured almost the same as the conventional one, and the propeller pitch of each propeller blade of the rear propeller 2 is adjusted. In order to do this, a propeller pitch adjustment W1 structure P is provided. In addition, the inner shaft 5 and the intermediate inner sleeve 11
and the output shaft 7a of the diesel main PIi connection 7, and the inner shaft 5 and the intermediate inner shaft 11, the outer shaft 6, and the split hollow shaft 10 are separated and connected. A flexible inner and outer shaft connecting portion 15 is provided.

That is, also in the counter-rotating propeller device used in the first embodiment of the present invention, the rear propeller 2 is attached to the rear end of the inner shaft 5 via the rear propeller boss 4, and the front end of the inner shaft 5 is attached to the rear propeller 2 via the rear propeller boss 4. It is directly connected to the output shaft 7a of the diesel main engine 7 as an ennon via the sleeve 11. Further, an outer shaft 6 is disposed coaxially with the inner sleeve 5 on the outer periphery of the inner shaft 5, and a front propeller 1 is attached to the rear end of the outer shaft 6, and two propellers are attached to the front end of the outer shaft 6. The inverter y and the inverter 9 are connected via a split hollow shaft 10 . This reversing device 9 is connected to the output shaft 7a of the diesel main engine 7 via an elastic joint 8.
The rotational torque input from the output shaft 7a through the elastic joint 8 is transferred to the output shaft 7a at approximately the same rotation speed.
The rotation direction of the hollow shaft 10 is converted into a rotation direction opposite to that of the hollow shaft 10. The transmission is transmitted to the forward propeller 1 at a 6° angle from the forward propeller boss 3.

The outer shaft 6 is supported by an outer shaft bearing 13 provided on the hull side, while the inner shaft 5 is supported by an inner sleeve bearing 14 interposed between the inner shaft 5 and the outer shaft 6. has been done.

On the other hand, between the output shaft 7a and the intermediate inner shaft 11 at a position behind the torque branch point 7b from the diesel main engine 7 to the inner shaft 5 and the outer shaft 6 and in front of the inner sleeve bearing 14, , a spacer 16a is interposed, and the inner shaft 5. Nakanai Tsumugi 1
1 from the diesel main engine 7
is configured.

Furthermore, a spacer 15a is interposed between the reversing device 9 and the hollow shaft 10 split in two between the inner shaft connecting portion 16 and the inner sleeve bearing 14 during normal navigation, while the inner sleeve bearing 1
Inner shaft 5. during emergency navigation in case of seizure etc. The inner and outer shaft connecting portions 15 are interposed with a torque transmitting member 17 that can connect the intermediate inner pongee 11 to the hollow shaft 10 split in two at 6 degrees.

Furthermore, the rear propeller boss 4 has a mechanism P for adjusting the propeller pitch driven by a hydraulic pressure supply mechanism (not shown).
The propeller blades of the rear propeller 2 can be adjusted to the desired pitch angle and fixed. 6 In the figure, numeral 12 is the thrust bearing for the inner sleeve, and 12゛ is the thrust bearing for the outer shaft. It shows.

Since the counter-rotating propeller device used in the ttS1 embodiment of the present invention is configured as described above, when a ship equipped with the above-mentioned counter-rotating propeller device is sailing normally, the inner sleeve connection is made as shown in FIG. At the section 16, the output shaft 7a and the intermediate inner shaft 11 are connected via the spacer 16m, and at the inner/outer shaft connecting section 15, the reversing device rIL9 and the hollow shaft 10 split in two are connected via the spacer 15a. Ru.

Next, the rear propeller 2 is moved to the intermediate inner shaft 11 with each propeller blade having a pitch angle as shown by the solid line in FIG. 1, as in the conventional case. Diesel main 8 via Utsumugi 5 and rear propeller boss 4! The rotational torque from the output shaft 7a of the valve 7 is transmitted, and the rotational torque is driven in the same direction as the output shaft 7a.

On the other hand, the front propeller 1 is connected to an elastic joint 8. Reversing device 9.2
The rotary torque branched from the output shaft 7a is transmitted through the split hollow shaft 10, the outer shaft 6, and the front propeller boss 3, and the propeller is rotated in the opposite direction at approximately the same rotation speed as the rear propeller 2.

The combined thrust of the forward thrust generated by the front propeller 1 and the rear propeller 2 propels the ship, and the ship with the counter-rotating propeller can sail normally.

By the way, in the event that seizure occurs in the inner sleeve bearing 14 during normal navigation as described above, the inner shaft 5 and outer l1h
6 and 6 in opposite directions to each other becomes difficult.

In such a situation, the emergency navigation method for a ship equipped with a counter-rotating propeller device according to the first embodiment of the present invention is carried out as follows.

First, after stopping the diesel main engine 7, as shown in FIG.
It is separated from the middle inner pongee 11.

In addition, after removing the spacer 15a at the inner and outer shaft connecting portions 15, one end of the torque transmitting member 17 is connected to the intermediate inner sleeve 1.
1 and the other end is interposed between the hollow shaft 10 and the reversing device 9. Nakanai Tsumugi 1
1, the outer shaft 6, and the hollow shaft 10 split in two are connected.

Next, hydraulic pressure supply 8 (not shown)! The propeller pitch adjustment mechanism P is driven by the mechanism P so that each propeller blade of the rear propeller 2 has a pitch angle shown by the broken line in FIG. 1: f
4 Adjust and secure. When the diesel main engine 7 is started again in this state and the output shaft 7a is rotated, the rotational torque of the second output shaft 7a is not transmitted to the intermediate inner shaft 11, but is transmitted to the reversing device 9 via the elastic joint 8. The rotating direction is reversed in the reversing device 9 at approximately the same rotation speed as the output shaft 7a. The rotational torque reversely converted in this way is not only transmitted to the front propeller 1 via the hollow hollow shaft 10 and the outer ring 6, but also transmitted to the torque transmission member 17.
．． It is transmitted to the rear propeller 2 via the intermediate inner shaft 11 and the inner shaft 5.

Therefore, the inner sleeve 5 and the outer shaft 6, that is, the rear propeller 2 and the front propeller 1, are both directed in the same direction (output shaft 7
A rotating type that rotates in the opposite direction to the direction of rotation of a)!
I! You will be subjected to LJ.

At this time, the front propeller 1 generates a forward thrust that is almost the same as that during normal navigation. Also, the rear propeller 2 is rotated in the opposite direction to that during normal navigation, but as mentioned above, each notch in the rear propeller 2 is adjusted so that it has a pitch angle as shown by the broken line in Figure 1. Therefore, forward thrust is generated in this rear propeller 2 as well.

In this way, the total thrust of the forward thrust generated in each of the front propeller 1 and the rear propeller 2 is transmitted to the hull from the outer shaft thrust bearing 12° and the inner shaft thrust bearing 12, and this total thrust causes double This is an emergency navigation of a ship equipped with a reversing propeller system.

In addition, the output and rotational speed of the diesel main engine 7 in the above-mentioned emergency navigation method are set appropriately so as not to place a burden on the elastic joint 8° reversing device 91, outer shaft thrust guide holder 12', etc. in terms of strength or performance. is set to

As described above, according to the emergency navigation method for a ship equipped with a counter-rotating propeller device as the first embodiment of the present invention, seizure etc. occur in the inner shaft bearing 14 of the counter-rotating propeller device, and the inner shaft 5 and outer shaft Even if it becomes impossible to drive the shafts 6 and 6 to rotate in opposite directions, it is still possible to rotate the inner shaft 5 and the outer shaft 6 in the same direction by fixing them together via the torque transmission member 17. This allows for strong forward thrust and makes emergency navigation possible. This not only prevents the expansion of damage caused by seizure of the inner sleeve ring holder 14, but also allows the ship to continue its planned operation even in such emergencies, thereby preventing serious losses due to suspension of navigation. This greatly improves the reliability of ships equipped with counter-rotating propellers.

Note that a propeller pinch adjustment mechanism as described above may be built into the front propeller 3 so that each propeller blade of the front propeller 1 can be adjusted to have a desired pitch angle.

Next, an emergency navigation method for a ship equipped with a counter-rotating propeller device will be described as a second embodiment of the present invention.

The counter-rotating propeller device used in the emergency navigation method for a ship equipped with a counter-rotating propeller IfH according to the second embodiment of the present invention is also constructed almost similarly to the counter-rotating propeller device used in the #S1 embodiment. In the contra-rotating propeller v device used in the second embodiment, the propeller pinch adjustment mechanism P' is constructed as shown in FIG.

In other words, propeller vi/chi gav! ip' is a plurality of propeller mounting bolt holes 4a as shown in the figure, and each propeller S of the rear propeller 2 as a bolt-up propeller;
It consists of This propeller mounting bolt hole 4a is located on the outer peripheral surface of the rear propeller boss 4.
A bolt hole (not shown) is provided at the base end of each propeller blade of the rear propeller 2 through the bolt hole 4a. There is a bolt that fits into the hole.

Then, a required number of bolt holes 4a are arbitrarily selected from the plurality of bolt holes 4a, and bolts at the base end of each propeller blade of the rear propeller 2 are screwed into the holes through these bolt holes 4a. By tightening the bolts, each propeller blade of the rear propeller 2 is fixed to the rear propeller boss 4 with a desired angle.

Since the counter-rotating propeller device used in the second embodiment of the present invention is constructed as described above, each propeller blade of the rear propeller 2 has a pinch angle as shown by the solid line in FIG. After being bolted and secured, normal navigation of the vessel with the counter-rotating propeller device is carried out in the same manner as the normal navigation with the counter-rotating propeller device used in the first embodiment.

Further, when the inner shaft 5 and the outer shaft 6 become difficult to rotate in opposite directions due to seizure of the inner sleeve bearing (not shown) during normal navigation of the ship, the second embodiment of the present invention may be used. In this example, the emergency navigation of the ship is carried out in substantially the same manner as in the first embodiment.

That is, as in the first embodiment, after stopping the diesel main iso-seki as an ennon (not shown), the inner shaft 5 and the intermediate inner sleeve are separated from the diesel main iso-seki, and the inner shaft 5. The intermediate inner shaft and the outer shaft 6, a hollow shaft split in two, are connected.

Next, in the propeller pinch adjustment mechanism P' configured as described above, bolts (not shown) are attached to each propeller blade so that each propeller blade of the rear propeller 2 has a pitch angle as shown by the broken line in FIG. It is screwed into a hole (not shown) through a required bolt hole 4a formed in the base portion and tightened. In this way, each propeller blade of the rear propeller 2 is moved to the rear propeller boss 4 with the desired pitch angle.
is fixed to.

In this state, the above diesel main +j! By operating the valve, the inner shaft 5 and the outer shaft 6, that is, the rear propeller 2 and the front propeller 1, are integrally rotated in the same direction as in the first embodiment.

Then, forward thrust is generated in both the rear propeller 2 and the front propeller 1, and the total thrust of these forward thrusts is transmitted to the ship's hull, and the emergency navigation of the ship with the counter-rotating propeller device is performed by this combined thrust. , the second aspect of the present invention
An emergency navigation method for a ship equipped with a counter-rotating propeller device as an embodiment; thus, the same effects as in the first embodiment can be obtained.

Note that a propeller pinch adjustment mechanism as described above may be provided on the front propeller boss 3 so that each propeller blade of the front propeller 1 can be adjusted to have a desired pitch angle.

〔Effect of the invention〕

As detailed above, according to the emergency navigation method for a ship equipped with a counter-rotating propeller device of the present invention, in a ship equipped with a counter-rotating propeller device, when an abnormality occurs in the counter-rotating propeller device, the counter-rotating By adjusting the propeller pitch of one of the front propeller and the rear propeller in the propeller device, each propeller is rotated in the same direction, and the hull is propelled by the combined thrust of both propellers. If a failure such as seizure occurs in a bearing, even if the inner sleeve and outer shaft are tied together and driven in the same direction, forward thrust will still be generated and the inner ring bearing will be damaged. This makes it possible to carry out emergency navigation using the propeller's own blade while preventing the spread of damage caused by collisions, greatly improving the reliability of ships equipped with counter-rotating propellers.

[Brief explanation of drawings]

1 to 3 show an emergency navigation method for a ship equipped with a counter-rotating propeller I as a first embodiment of the present invention, and FIG. 1 shows a contra-rotating propeller used in the first embodiment of the present invention. V
crl! Fig. 2 is a mata-style side view showing the propeller pitch adjustment mechanism of the aircraft, Figure 2 is a mata-style diagram showing the device in normal navigation, and Figure 3 is a wedge-shaped diagram showing the device in emergency navigation. 4 is a schematic side view showing a propeller pitch adjustment mechanism of a counter-rotating propeller device used in an emergency navigation method for a ship equipped with a counter-rotating propeller VC as a second embodiment of the present invention, Figures 5 and 6 show a counter-rotating propeller used in a general ship with a contra-rotating propeller VC, the tjSs diagram is a side view showing the front propeller and the rear propeller, and Figure 6 is a side view of the propeller in normal operation. It is a diagram of Umeji showing the state at the time. 1...Front propeller, 2...Rear propeller, 3...Front propeller boss, 4...Rear propeller boss, 4a...Propeller mounting bolt hole, 5...Inner shaft, 6...Outer shaft, 7...
Diesel main engine as engine, 7a...output shaft,
7b...Torque branch point, 8...Elastic joint, 9...Reversing device, 10...Half-split hollow ring, 11...Intermediate inner shaft, 12
... Thrust bearing for inner sleeve, 12゛... Thrust bearing for outer shaft, 13... Outer shaft bearing, 14... Inner ring bearing, 15... Inner/outer shaft connection part, 15a... Spacer, 16... Inner shaft connection. Part, 16a...Spacer, 17...Torque transmission member, p,
p'...Propeller and notch adjustment hoe mechanism. Sub-Agent Patent Attorney A Liao Iinuma Figure 1 Figure 3 Figure 4 Figure 5

Claims (1)

[Claims] In a ship equipped with a counter-rotating propeller device, in the event of an abnormality in the counter-rotating propeller device, the propeller pitch of one of the front propeller and the rear propeller of the counter-rotating propeller device is adjusted, and then each of the above propellers is replaced with the same propeller. A counter-rotating propeller device for marine vessels, which is characterized by rotating the propeller in the same direction and propelling the ship using the combined thrust of both propellers.