KR101324968B1 - Propulsion apparatus for ship and ship having the same - Google Patents

Abstract

Marine propulsion device is disclosed. The propulsion device for ship according to the present embodiment is a drive shaft having a hollow portion therein, a plurality of fluid supply passages formed in the drive shaft to be connected to the sealing device to supply the fluid delivered through the hollow portion to the sealing device, and is inserted into the hollow portion A first flow path forming member which forms a first flow path between the outer surface and the inner surface of the hollow part, and is inserted into the first flow path forming member to form a second flow path between the outer surface and the first flow path forming member; A first flow path forming member having a third flow path and a first flow path supported by one end of the first flow path and the second flow path forming member to define first through third flow paths and communicate with the second flow paths and the third flow paths, respectively; A flow passage connecting member having two connection passages, wherein the plurality of fluid supply passages comprise a first fluid supply passage in communication with the third passage, a second fluid supply passage in communication with the second passage, and a second fluid passage in communication with the third passage. Includes three fluid supply flow paths.

Description

PROPULATION APPARATUS FOR SHIP AND SHIP HAVING THE SAME [0002]

The present invention relates to a propulsion device for a ship in which two propellers rotate in opposite directions and generate propulsion force, and a ship equipped with the propulsion device.

The propulsion unit on the ship is a device that generates propulsion force for the operation. The most common one is the use of a single spiral propeller. However, the propulsion system equipped with one propeller has a large energy loss because the rotational energy of the water stream can not be utilized as a propulsion force.

There is a counter rotating propeller (CRP) that can recover lost rotational energy by propulsion. In the double reversing propulsion system, two propellers installed on the same axis rotate propelling each other to generate propulsive force. The rotational energy of the fluid passing through the forward propeller can be recovered by propulsion by rotating the propeller in the reverse direction. Therefore, it is possible to exert a high propulsion performance in comparison with a propulsion device equipped with one propeller.

The double reversing propulsion device includes an inner shaft connected to the engine inside the hull, a rear propeller coupled to the inner shaft rear end, a hollow outer shaft provided to rotate on the outer surface of the inner shaft, and a front propeller coupled to the outer shaft rear end. And a reverse rotation device provided inside the hull to transmit the rotation of the inner shaft to the outer shaft for transmission. As the reverse rotation device, a conventional planetary gear device is used.

However, since the double reversing propulsion device has a hollow outer shaft extending from the reverse rotation device to the rear of the hull, it is very difficult to align the inner shaft and the outer shaft when installing the ship on the ship. In addition, since the external axis is long, the area to be lubricated increases in order to reduce the friction between the internal axis and the external axis. In addition, since the inner shaft and the outer shaft rotate in opposite directions, the shearing of the lubricating film formed between the inner shaft and the outer shaft is generated, so that it is difficult to realize effective lubrication.

The present embodiment intends to provide a propulsion device for a ship capable of implementing mutual inversion of two propellers without an outer shaft and a ship equipped with the propulsion device.

Further, the present embodiment is intended to provide a propulsion device for ships and a ship equipped with the propulsion device, which can simplify the structure for supplying lubricating oil of a sealing device.

According to an aspect of the present invention, there is provided a propulsion device for a ship, including a drive shaft having a hollow portion formed therein, and a plurality of fluid supply passages formed on the drive shaft to supply a fluid transferred through the hollow portion to a sealing apparatus, and connected to the sealing apparatus; A first flow path forming member inserted into the hollow part to form a first flow path between the outer surface and the inner surface of the hollow part, and a space inserted between the outer surface and the first flow path forming member inserted into the first flow path forming member; A second flow path forming member having a second flow path therein and having a third flow path therein, and supported by one ends of the first and second flow path forming members to partition the first to third flow paths; And a flow passage connecting member having first and second connection passages communicating with the third passage, respectively, wherein the plurality of fluid supply passages include a first fluid supply passage communicating with the third passage; Communication It may include a second fluid supply flow path and a third fluid supply flow path in communication with the third flow path.

In addition, the flow path connecting member may include a stepped hollow part therein, and the hollow part may include a large diameter part on which one end of the first flow path forming member is supported and a small diameter part on which one end of the second flow path forming member is supported. have.

In addition, first and second flange portions extending radially outwardly and respectively supported in two different portions of the flow path connecting member may be provided near one ends of the first and second flow path forming members.

The apparatus may further include a first sealing member for sealing a gap between the first channel and the second channel, and a second sealing member for sealing a gap between the second channel and the third channel.

In addition, the fluid supplied to the first to third passages are characterized in that they have different pressures.

In addition, the first and second flow path forming members may extend in the axial direction of the drive shaft and be provided in the form of hollow tubes having different diameters.

In addition, the drive shaft further comprises a front propeller and a rear propeller provided to rotate in different directions, the sealing device may be provided to seal between the front and rear propellers.

The apparatus may further include a rear propeller fixed to the drive shaft, a front propeller provided to be rotatable relative to the drive shaft in front of the rear propeller, and a reverse rotation apparatus directly connected to the front propeller so as to invert and transmit rotation of the drive shaft. The sealing device is connected to the first to third fluid supply passages and seals between the front and rear propellers.

In addition, the inversion rotating device is a drive bevel gear fixed to the drive shaft, a driven bevel gear fixed to the front propeller hub, and one or more inverted bevel gears to reverse the rotation of the drive bevel gear to transfer the driven bevel gear. It may include.

In addition, the sealing device is provided with a lining surrounding the outer periphery of the drive shaft and a plurality of packings in contact with the outer surface of the lining, wherein the first fluid supply passage is formed between the plurality of packings through the lining A lubricating oil chamber connected to another pressure chamber formed between the plurality of packings through the lining, and the third fluid supply passage is a space between the lining and the drive shaft. It may be connected to one of the plurality of packing through.

In addition, a support ring is provided on the drive shaft inside the lubricating oil chamber to communicate the thrust of the front and rear propellers and a communication hole communicating with the third fluid supply passage, and the rear propeller hub coupled with the lining And a reinforcing member interposed between the support rings, wherein the first fluid supply passage is connected to the first connection passage provided in the lining through the rear propeller hub and the reinforcing member, and the second fluid supply passage It may be connected to the second connection flow path provided in the lining through the rear propeller hub and the reinforcing member.

In the propulsion device of this embodiment, since the inversion rotating device is constituted by a plurality of bevel gears and the volume thereof can be reduced, it is possible to install the inversion rotating device in the rear of the hull.

In addition, since the propeller of the present embodiment can directly connect the bevel gear and the front propeller of the reverse rotation device, it is possible to transmit the power to the forward propeller without using the outer shaft unlike the prior art, .

In addition, since the propulsion device of the present embodiment does not use the outer shaft, it is possible to easily perform the operation of installing the drive shaft and the operation of aligning the center of the shaft after installation.

In addition, the propulsion device of the present embodiment can easily install the propulsion device because the propulsion device can be installed from behind the hull to the installation space provided at the rear of the hull.

In addition, since the propulsion device of the present embodiment does not use the outer shaft, it is possible to reduce the area required for lubrication compared to the prior art, and the lubrication supply line is simplified, thereby minimizing the problems of the lubrication.

1 is a sectional view showing a state in which a propulsion device according to an embodiment of the present invention is applied to a ship.
2 is a cross-sectional view of a propulsion device according to an embodiment of the present invention.
3 is an exploded perspective view of a propulsion device according to an embodiment of the present invention.
4 is a cross-sectional view showing the structure of a support ring of the propulsion device according to the embodiment of the present invention.
5 is a sectional view showing an example of mounting a propeller of a propulsion device according to an embodiment of the present invention.
FIG. 6 illustrates a method of installing the inverted bevel gear and the casing assembly of the propulsion device in the hull rear space according to the embodiment of the present invention.
7 is a side view of the inverting bevel gear and casing assembly of the propulsion device according to an embodiment of the present invention.
8 is a sectional view of the first sealing device of the propulsion device according to the embodiment of the present invention.
9 is an exploded perspective view of the first sealing device of the propulsion device according to the embodiment of the present invention.
10 is a cross-sectional view illustrating a flow path structure in which fluid is supplied to a second sealing device of a propulsion device according to an exemplary embodiment of the present invention.
11 is an enlarged view of a second sealing device portion of an embodiment of the present invention.
12 is an exploded perspective view showing one end portion of a member inserted into a drive shaft of the embodiment of the present invention to form a flow path.
13 is an exploded perspective view showing the other end portion of a member inserted into a drive shaft of the embodiment of the present invention to form a flow path.
14 is a cross-sectional view showing the coupled portion of Fig.
15 is a modification of the inversion rotating device of the propulsion device according to the present embodiment.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 to 3, the propulsion device for a ship according to the present embodiment is installed in the rear end 3 of the hull 1, and the two inverting propellers 20, Propulsion system.

The rear end 3 of the hull 1 means a streamlined stern boss protruding rearward from the stern portion of the hull 1 so as to support the drive shaft 10 provided with the two propellers 20 and 30 do.

The propulsion device includes a drive shaft 10 extending outboard from the ship through a rear end 3 of the hull 1 and a rear propeller 20 fixed to an end portion of the drive shaft 10 and rotated integrally with the drive shaft 10, A front propeller 30 installed to be rotatable relative to the drive shaft 10 in front of the rear propeller 20 and a forward propeller 30 receiving the rotational force of the drive shaft 10 to rotate the rear propeller 20 And a reverse rotation device 70 directly connected to the front propeller 30 so as to rotate in a direction opposite to the direction of the rotation.

The drive shaft 10 is connected to a drive source 2 (a diesel engine, a gasoline engine, a motor, a turbine or the like) installed in the ship and is extended outboard from the rear end 3 of the hull 1, .

The stepped portions 12 and 13 for installing the reverse rotation device 70 and the forward propeller 30 and the tapered portion 14 for installing the rear propeller 20 are sequentially As shown in FIG.

A flange portion 11 extending outward in the radial direction of the drive shaft 10 may be provided on the stepped portion 12 where the reverse rotation device 70 is installed.

The flange portion 11 may be integrally formed with the drive shaft 10 or may be separately manufactured and then press-fitted into the outer surface of the drive shaft 10.

The rear propeller 20 includes a hub 21 fixed to the rear portion of the drive shaft 10 and a plurality of blades 22 provided on the outer surface of the hub 21, 23 are pressed into the tapered portion 14 of the drive shaft 10 and then supported by the fixing nut 24 so that the rear propeller 20 can be fixed to the drive shaft 10. [

Reference numeral 25 denotes a propeller cap which is mounted so as to cover the rear end of the drive shaft 10.

The front propeller (30) is installed relative to the drive shaft (10) so as to be rotatable relative to the rear propeller (20) at a predetermined distance away from the rear propeller (20).

The front propeller 30 includes a hub 31 supported by the radial bearing 51 and the front and rear thrust bearings 52 and 53 to be rotatable relative to the drive shaft 10, And a plurality of vanes 32 provided on the outer surface.

The front thrust bearing 52 is supported by the front bearing support 33 of the hub 31 and the outer ring can be supported by the inner ring on the jaws of the second step 13 of the drive shaft 10. [

The rear thrust bearing 53 is supported so that the inner ring is not pushed axially by the support ring 60 mounted on the outer surface of the drive shaft 10 and the outer ring is supported by the rear bearing support 34 of the hub 31 have.

 The radial bearing 51 is adapted to bear the radial load of the front propeller 30 acting in the radial direction of the drive shaft 10 and the front and rear thrust bearings 52 and 53 support the radial load of the front propeller 30, So as to be able to cope with the respective thrust loads acting thereon.

In particular, the front thrust bearing 52 suffers a thrust load acting on the bow from the forward propeller 30 when the ship is advanced, and the rear thrust bearing 53 suffers from the thrust force acting on the stern from the forward propeller 30, It carries the load.

The hub 31 of the front propeller 30 may be provided with reinforcing members 41 and 42 at the positions where the front and rear bearing supports 33 and 34 are provided.

The rigidity of the hub 31 is increased by providing the reinforcing members 41 and 42 at the portions where the front thrust bearing 52 and the rear thrust bearing 53 are installed.

The reinforcing members 41 and 42 may be made of a steel material having a higher rigidity than the hub 31. [ The reinforcing member 43 may be provided on the front surface of the hub 21 of the rear propeller 20 in a portion contacting the support ring 60 in the same manner.

The thrust generated in the front propeller 30 is transmitted to the drive shaft 10 through the rear thrust bearing 53, the support ring 60 and the reinforcing member 43. [

4, the support ring 60 includes a first support ring 61 and a second support ring 62 split on both sides to form a semicircle, and engagement bolts 63 for fastening them, Lt; / RTI >

As shown in FIG. 5, the front propeller 30 and the rear thrust bearing 53 are installed on the drive shaft 10, and then the drive shaft 10 is press-fitted to the hub 21 of the rear propeller 20. It is to be able to install the support ring 60 between the hub 21 and the rear thrust bearing 53 of the rear propeller 20 in a coupled state.

When the rear propeller 20 is installed on the drive shaft 10 in a press-fitting manner, there arises a coupling error of the rear propeller due to the environment, so that the support ring 60 is installed between the rear thrust bearing 53 and the rear propeller hub 21 It is difficult to keep the gap accurately.

Therefore, after the rear propeller 20 is assembled first, the distance between the rear thrust bearing 53 and the hub 21 of the rear propeller 20 is measured, and the support ring 60 is manufactured to match the distance, So that accurate coupling can be realized.

4, the divided first support ring 61 and the second support ring 62 may be fixed to the outer surface of the drive shaft 10 by fastening the engagement bolts 63 to both sides thereof .

2 and 3, the inversion device 70 may be installed between the hub 31 of the front propeller 30 and the rear end 3 of the hull 1.

To this end, the rear end 3 of the hull 1 is provided with an installation space 4 of a concave shape capable of accommodating the reversing device 70.

The installation space 4 may be provided in a cylindrical shape whose center coincides with the center of the drive shaft 10 and is open at a portion facing the hub 31 of the front propeller 30.

The reverse rotation device 70 includes a drive bevel gear 71 fixed to the flange portion 11 of the drive shaft 10 to rotate together with the drive shaft 10 and a drive bevel gear 71 fixed to the front bevel gear 71 A driven bevel gear 72 fixed to the front of the hub 31 of the drive bevel gear 71 and a plurality of inverted bevel gears 73 for transmitting the rotation of the driven bevel gear 71 to the driven bevel gear 72, have.

And a cylindrical casing 75 provided so as to surround the outside of the inverted bevel gear 73 so as to support the plurality of inverted bevel gear shafts 74.

 The driving bevel gear 71 can be fixed to the flange portion 11 by fastening a plurality of fixing bolts 71a while being supported by the first step portion 12 of the flange portion 11. [

The driven bevel gear 72 can also be fixed to the hub 31 by fastening a plurality of fixing bolts 72a in a state where the rear surface of the driven bevel gear 72 is in contact with the hub 31 of the front propeller 3.

Also, the driven bevel gear 72 may be spaced apart from the outer surface of the drive shaft 10 so that the inner diameter portion of the driven bevel gear 72 may not generate friction during rotation. 2 shows the manner in which the driven bevel gear 72 is engaged by the fastening bolts 72a, but the driven bevel gear 72 is welded to the hub 31 of the forward propeller 30 or the front propeller 30, The hub 31 may be integrally formed.

The plurality of inverted bevel gears 73 are interposed between the driving bevel gears 71 and the driven bevel gears 72 in a decoupled state, respectively.

A shaft 74 supporting each of the inverted bevel gears 73 is formed in a direction intersecting the drive shaft 10 and can be radially arranged around the drive shaft 10.

2 and 7, the outer end of the inverted bevel gear shaft 74 may be fixed to the inner surface of the casing 75 by bolting or welding.

A bearing 73a may be provided between each of the inverted bevel gears 73 and the shaft 74 for supporting the inverted bevel gears 73 for smooth rotation of the inverted bevel gears 73.

In this embodiment, a plurality of the inverted bevel gears 73 are exemplified. However, if the inverted bevel gears 73 are capable of reversing the rotation of the driven bevel gears 71 and transmitting them to the driven bevel gears 72 It does not necessarily have to be plural. In the case of a small ship with a small driving load, it is possible to implement the function even with only one inverted bevel gear.

6 and 7, the inverted bevel gears 73 are inserted into the installation space 4 together with the casing 75 while being mounted on the inner surface of the casing 75 by the shaft 74 As shown in FIG.

To this end, at least one coupling rail 76, which is elongated in the axial direction of the drive shaft 10 and protruded from the outer surface thereof, is installed on the outer surface of the casing 75 to guide the installation and limit the rotation of the casing 75 after installation do.

In addition, the inner surface of the installation space 4 is provided with a coupling groove 77 to which the coupling rail 76 can be correspondingly coupled.

This is because the inverted bevel gears 73, the shaft 74, and the casing 75 can be assembled together as one assembly to facilitate installation.

The reverse rotation device 70 reverses the rotation of the drive bevel gear 71 and transmits the rotation of the drive bevel gear 71 to the driven bevel gear 72 so that the driven bevel gear 72 and the driven bevel gear 71 rotate, It is possible to rotate in the opposite direction.

Therefore, the reciprocal rotation of the front propeller (30) directly connected to the driven bevel gear (72) and the rear propeller (20) directly connected to the drive shaft (10) can be realized.

Also, since the inversion device 70 of the present embodiment realizes the inversion through the plurality of bevel gears 71, 72, and 73, the volume thereof can be reduced as compared with the conventional planetary gear type inversion device.

Therefore, it is possible to mount the rear end of the hull 3 without increasing the volume of the rear end of the hull.

Further, since the inverting rotating device 70 can be mounted on the rear end 3 of the hull, the driven bevel gear 72 and the front propeller hub 31 can be directly connected.

Particularly, in the present embodiment, the rear surface of the driven bevel gear 72 and the front surface of the front propeller hub 31 can be opposed to each other when the inverting rotating device 70 is installed, and the rotation of the driven bevel gear 72 and the hub 31 It is possible to directly connect the driven bevel gear 72 and the front propeller hub 31 since the centers can be matched.

Therefore, it is possible to transmit the power to the front propeller 30 without using the outer shaft unlike the prior art. In addition, since there is no outer shaft, the friction factor of the drive shaft 10 can be reduced more than the conventional one, and the lubricating area can be reduced as compared with the conventional one. In addition, since there is no outer shaft, work for installing the drive shaft 10 and aligning the center of the shaft after installation can be easily performed.

Since the conventional planetary gear type inverting and rotating apparatus includes a sun gear installed on a drive shaft, a planetary gear provided outside the sun gear, and a cylindrical internal gear installed outside the planetary gear, the volume thereof is relatively large.

In the planetary gear type reverse rotation device, the internal gear disposed at the outermost periphery must be rotated. Therefore, considering the outer casing, the volume becomes very large.

Therefore, it is difficult to install it in the rear of the hull as in the case of the present embodiment. Even if it is installed at the back of the hull, there arises a problem of increasing the size of the rear of the hull. In order to transmit power from the cylindrical internal gear to the front propeller, a hollow shaft corresponding to the conventional outer shaft must be used.

As a result, it is difficult to simplify the configuration and reduce the volume as in the present embodiment.

2, the propulsion device of the present embodiment includes a radial bearing (not shown) provided between the drive shaft 10 and the hull 1 adjacent to the inversion rotating device 70 for supporting the drive shaft 10 55).

This radial bearing 55 contributes to realizing smooth operation of the inversion rotating device 70 by supporting the drive shaft 10 immediately before the inversion rotating device.

That is to say, the radial bearing 55 prevents the radial vibration or fluctuation of the drive shaft 10, thereby preventing the bite between the drive bevel gear 71 and the inverted bevel gear 73 and the bite between the inverted bevel gear 73 and the driven bevel gear 73, (72) can be accurately maintained.

2, the propulsion device of the present embodiment includes a first sealing device 90 (see FIG. 2) that seals between the rear hull 3 and the front propeller hub 31 to prevent intrusion of seawater And a second sealing device 110 for sealing between the front propeller hub 31 and the rear propeller hub 21 for the same purpose.

8, the first sealing device 90 includes a cylindrical first lining 91 provided on the front surface of the front propeller hub 31, a first lining 91 contacting the outer surface of the first lining 91, And a cylindrical first sealing member 92 whose one end is fixed to the rear hull 3.

The first sealing member 92 includes a plurality of packings 93a, 93b and 93c spaced apart from each other on the inner surface facing the first lining 91 and in contact with the outer surface of the first lining 91, , 93b, and 93c. The flow path 95 may be provided with a flow path for supplying fluid for sealing.

The oil passage 95 of the first sealing member 92 can communicate with a fluid supply passage 96 connected to an oil pressure unit (not shown) provided in the hull 1 so that lubricating oil having a predetermined pressure can be supplied .

The lubricating oil having different pressures is supplied to the grooves between the respective packings 93a, 93b and 93c so as to press the packings 93a, 93b and 93c toward the first lining 91 to thereby prevent intrusion of seawater or foreign matter To be able to do.

9, the first lining 91 includes a first member 91a divided into a semicircular shape on both sides so as to be mountable after the front propeller 30 is installed on the drive shaft 10, (91b).

The packing 91d can be interposed in the mutually divided portions 91c of the first and second members 91a and 91b so that sealing can be performed when they are mutually coupled.

A first binding portion 91e protruding from one side of the divided portion 91c of the first member 91a and a second binding portion 91b protruding from the other side of the divided portion 91c are provided, 2 fastening portions 91f are provided, and the fixing bolts 91g are fastened to the two fastening portions 91f so that the two sides can be firmly engaged with each other.

A plurality of fixing bolts 91i can be fastened to the flange 91h fixed to the front propeller hub 31 to be firmly fixed to the hub 31. [

The first sealing member 92 may also be a method of stacking and fixing a plurality of semicircular rings 92a, 92b and 92c in the longitudinal direction of the drive shaft 10 from the outside of the first lining 91. In this case, the plurality of rings 92a, 92b, 92c can be joined together by bolting or welding.

10 and 11, the second sealing device 110 includes a cylindrical second lining 111 provided on the front surface of the rear propeller hub 21 and a cylindrical second lining 111 provided on the front surface of the rear propeller hub 21 to contact the outer surface of the second lining 111 And a cylindrical second sealing member 112 which covers the outer surface of the second lining 111 and has one end fixed to the rear surface of the front propeller hub 31.

A plurality of packings 113a and 113b are fixed to the inside of the second sealing member 112 in a state where one end is fitted to the second sealing member 112 and the other end slidably contacts the outside surface of the second lining 111, 113b, and 113c.

The plurality of packings 113a, 113b, and 113c are each provided with elastic lip packing, and may surround the outer circumference of the second lining 111 and may be sequentially disposed along the axial direction.

In addition, the packing 113a on the left side of the plurality of packings 113a, 113b, 113c is installed in a direction restricting the movement of seawater toward the drive shaft 10 so as to block the inflow of seawater, and the packings 113b, 113c on the right side are The lubricant may be installed in a direction to regulate the outflow of seawater.

Each of the plurality of packings 113a, 113b and 113c is made of an elastic material such as rubber and has a fixing portion 114a fitted and fixed to the second sealing member 112, And a lip portion 114c provided at an end portion of the elastic portion 114b and having a free end contacting with the second lining 111. [

The elastic portion 114b has an approximately 'C' shape in which one direction is open to surround the lubricating oil or seawater flowing therein, and the lip portion 114c is provided with a ring spring 114d for generating a predetermined coupling force.

As a result, the lip portion of each packing 113a, 113b, and 113c is slidably in contact with the outer surface of the second lining 111 disposed on the outer circumference of the drive shaft 10 to seal the space therebetween.

A pressure chamber 116 is formed in the vicinity of the plurality of seals 113a, 113b and 113c to receive fluid (seawater, oil, lubricating oil and the like), and the pressure chamber 116 is sequentially disposed in the first pressure chamber 116a, the second pressure chamber 116b, and the third pressure chamber 116c are partitioned from each other.

An annular inner space formed between the second lining 111 and the support ring 60, that is, a lubricant chamber 122 may be provided on the right side of the packing 113c.

Fluids (air, oil, lubricating oil, etc.) for applying pressure to the packing 113a, 113b, and 113c may be supplied to the respective pressure chambers 116a, 116b, and 116c. For example, seawater flows into the first pressure chamber 116a to apply the same pressure as the pressure of the seawater (the water pressure), and the fluid (air) having a pressure lower than the water pressure is supplied to the second pressure chamber 116b (Lubricating oil) having a pressure greater than the pressure of the fluid supplied to the second pressure chamber 116b may be supplied to the third pressure chamber 116c.

On the other hand, the lubricating oil chamber 122 may be supplied with a fluid (lubricating oil) having a pressure higher than the pressure of the fluid supplied to the third pressure chamber 116c.

113b and 113c disposed in the pressure chambers 116a, 116b and 116c are subjected to different fluid pressures and lip portions of the packings 113a, 113b and 113c are applied to the second lining 111, A sealing effect is obtained by sealing the gap therebetween.

The supply of the fluid to the pressure chambers 116b and 116c and the lubricant chamber 122 may be performed through the fluid supply passages 131, 133, and 134 formed in the drive shaft 10 so as to be partitioned from each other.

The fluid supply passages 131,133 and 134 are sequentially spaced from each other along the axial direction of the drive shaft 10 and include a first fluid supply passage 131 communicating with the second pressure chamber 116b and a second fluid supply passage 131 communicating with the third pressure chamber 116c And a third fluid supply passage 134 communicating with the second fluid supply passage 133 and the lubricating oil chamber 122.

The first fluid supply passage 131 is connected to the first connection passage 135a provided in the second lining 111 passing through the rear propeller hub 21 and the reinforcing member 43 and coupled to the rear propeller hub 21, And the first connection passage 135a can communicate with the second pressure chamber 116b.

The second fluid supply passage 133 is connected to the second connection passage 135b provided in the second lining 111 passing through the rear propeller hub 21 and the reinforcing member 43 and coupled to the rear propeller hub 21, And the second connection passage 135b can communicate with the third pressure chamber 116c.

The rear propeller hub 21 and the reinforcing member 43 are provided with connecting pipes 132a and 132b connecting the first fluid supply channel 131 and the first connection channel 135a, and the second fluid supply channel 133 and the second fluid supply channel 133. Connection pipes 132c and 132d may be provided to connect the two connection flow paths 135b.

The connecting pipes 132a, 132b, 132c and 132d are provided on both the rear propeller hub 21 and the reinforcing member 43. However, the present invention is not limited to this, 135b and the first and second fluid supply passages 131, 133 formed in the drive shaft 10, respectively.

The third fluid supply passage 134 may communicate with the lubricant chamber 122 through the support ring 60. The lubricating oil chamber 122 is made of an annular space between the second lining 111 and the support ring 60 and supplies fluid (lubricating oil) having pressure to the front propeller hub 31 and the packing 113c adjacent thereto . Further, the lubricating oil supplied to the lubricating oil chamber 122 performs the lubrication and cooling action of the surrounding structure.

The support ring 60 is provided with a communication hole 137 formed to penetrate the support ring 60 in the radial direction and the communication hole 137 connects the third fluid supply passage 134 and the lubricant chamber 122 to each other .

On the other hand, air having a pressure lower than the inflation pressure is supplied to the first fluid supply passage 131, lubricating oil having a pressure higher than the air pressure is supplied to the second fluid supply passage 133, The second fluid supply passage 133 may be supplied with lubricating oil at a pressure higher than the pressure of the lubricating oil supplied to the second fluid supply passage 133. [

The fluid supply to the first to third fluid supply passages 131, 133 and 134 can be transmitted by the fluid supply sources 212, 214 and 216 (see FIG. 14) which are disposed in the ship and supply fluids having different pressures. The fluid supply sources 212, 214 and 216 include a first hydraulic pressure regulating unit 212 for supplying a lubricating oil having a first pressure, a second pressure regulating unit 214 for supplying lubricating oil having a second pressure, And an air conditioning unit 216 for supplying air.

The air to be delivered to the first fluid supply passage 131 is supplied through the air conditioning unit 216 disposed in the vessel and the lubricant supplied to the second fluid supply passage 133 and the third fluid supply passage 134 And is supplied through the first and second hydraulic control units 212 and 214 disposed in the ship.

In order to form such a flow path, in the hollow portion 10a of the drive shaft 10, a plurality of independent channels are formed by dividing the inside of the hollow portion 10a so that fluids having different pressures can be transferred without being mixed with each other Can be inserted and coupled.

10 and 12, the hollow portion 10a of the drive shaft 10 is inserted into the hollow portion 10a and a first flow path 200 is formed between the outer surface 150a and the inner surface of the hollow portion 10a A first flow path forming member 150 inserted in the first flow path forming member 150 and forming a second flow path 210 between the outer surface 160a and the inner surface of the first flow path forming member 150; The two flow path forming members 160 and the flow path connecting member 190 for supporting the end portions of the first and second flow path forming members 150 and 160 may be provided.

When the first and second flow path forming members 150 and 160 enter the hollow portion 10a of the drive shaft 10, the end portions of the first and second flow path forming members 150 and 160 are inserted into and supported by two different portions, And a stepped hollow portion formed by a neck portion 193 and a small diameter portion 194.

The large diameter portion 193 and the small diameter portion 194 are separated from each other by a stepped portion 192 formed therebetween and the small diameter portion 194 is provided with a first connection passage And a second connection passage 196 communicating with the second fluid supply passage 133 may be provided in the large diameter portion 193.

The first connection passage 195 and the second connection passage 196 are sealed to each other through a plurality of sealing members 197 coupled to the outer circumferential surface of the flow passage connecting member 190.

The first flow path forming member 150 is formed of a cylindrical hollow tube and is inserted into the hollow portion 10a of the drive shaft 10. The first passage forming member 150 has a length extending along the axial direction of the drive shaft 10 and has a first engaging portion 152 inserted into the large diameter portion 193 of the flow path connecting member 190 at one end, The first flange portion 153 extending radially outward in the vicinity of the first engaging portion 152 is provided.

The first coupling portion 152 is provided with a first sealing member 155 such as an O-ring to seal between the large-diameter portion 193 and the first coupling portion 152.

The first flange portion 153 is supported on one surface 191 of the flow path connecting member 190 when the first flow path forming member 150 is inserted into the hollow portion 10a of the drive shaft 10, The first flow path 200 is formed between the outer surface 150a of the flow path forming member 150 and the inner surface of the hollow portion 10a.

The first fluid passage 200 communicates with the third fluid supply passage 134 formed in the drive shaft 10 and the fluid (lubricating oil) supplied to the first fluid passage 200 flows through the third fluid supply passage 134, And is transferred to the chamber 122.

The second flow path forming member 160 is formed of a cylindrical hollow tube having a diameter smaller than the diameter of the hollow part 151 of the first flow path forming member 150. Inserted and coupled).

The second flow path forming member 160 has a length extending along the axial direction of the drive shaft 10 and has a second coupling portion 162 inserted into the small diameter portion 194 of the flow path connecting member 190 at one end, And a second flange portion 163 extending radially outward from the vicinity of the second engaging portion 162 is provided.

The second engaging portion 162 is provided with a second sealing member 165 such as an O-ring to seal between the inner surface of the small diameter portion 194 and the outer surface of the second engaging portion 162.

When the second flow path forming member 160 is inserted into the hollow portion 151 of the first flow path forming member 150, the second flange portion 163 is supported by the step portion 192, A separate second flow path 210 is formed between the inner surface of the hollow portion 151 of the member 150 and the outer surface of the second flow path forming member 160.

The second flow path 210 communicates with the second fluid supply path 133 formed in the drive shaft 10. The fluid supplied to the second flow path 210 is supplied through the second fluid supply path 133, Via the first and second connection passages 132c and 132d and the second connection passage 135b.

In addition, the hollow part 161 of the second flow path forming member 160 forms a third flow path 220 communicating with the inside of the small diameter part 194. The third passage 220 communicates with the first connection passage 195, and the fluid (air) supplied to the third passage 220 is the first connection passage 195, the first fluid supply passage 131, and the connection. It is transmitted to the second pressure chamber 116b via the pipes 132a and 132b and the first connection passage 135a.

Meanwhile, the supply of the fluid to the first to third flow paths 200, 210, and 220 may be transmitted through the fluid supply part 230 coupled to the drive shaft 10 located in the ship.

13 and 14, first to third inflow holes 241, 243 and 245 which are sequentially and spaced apart from each other along the axial direction are provided in a portion of the drive shaft 10 located inside the hull, and the inflow holes 241, 243, Is formed in the radial direction of the drive shaft (10) and communicates with the hollow portion (10a).

The first to third inflow holes 241, 243 and 245 may be connected to a first hydraulic control unit 212, a second hydraulic control unit 214 and an air conditioning unit 216 provided in the ship, respectively.

The fluid supply part 230 is fixed to the inside of the ship and has a housing 231 surrounding the periphery of the drive shaft 10. The housing 231 is provided with first to third inlet holes 241, 243, 245, Holes 232, 233, 234 may be provided.

The first connection hole 232 is connected to the hydraulic line 213 of the first hydraulic pressure regulating unit 212 and the second connection hole 233 is connected to the hydraulic line 215 of the second hydraulic pressure regulating unit 214 And the third connection hole 234 can be connected to the air line 211 of the air conditioning unit 216.

The first through third connection holes 232, 233, and 234 may be connected to the first through third inflow holes 241, 243, and 245, respectively. A plurality of packings 237 in the form of lip seals for partitioning the flow paths may be provided between the inner surface of the housing 231 and the outer surface of the drive shaft 10. [

Meanwhile, the first to third inflow holes 241, 243, and 245 formed in the drive shaft 10 communicate with the first to third flow paths 200, 210, and 220, respectively.

For this purpose, the other end of the first flow-path forming member 150 is provided with a protruded portion extending radially outward from the outer surface of the first flow-path forming member 150 so as to define a space between the first inflow hole 241 and the second inflow hole 243 A first partition 170 that is spaced apart from the first partition 170 and that extends radially outward from an outer surface of the first partition 170 to partition a space between the second inlet hole 243 and the third inlet hole 245; 2 partitioning section 171 as shown in Fig.

A sealing member 173 for sealing the gap between the first partition 170 and the inner surface of the hollow portion 10a of the drive shaft 10 is provided on the outer circumference of the first partition 170, A sealing member 174 for sealing a gap between the second partition 171 and the inner surface of the hollow portion 10a of the drive shaft 10 may be provided on the outer periphery of the first portion 171. [

The space between the first and second partitioning parts 170 and 171 sealed by the sealing members 173 and 174 is communicated with the second inflow hole 243 and the space between the first and second partitioning parts 170 and 171 A connection hole 176 for communicating the second flow path 210 and the second inflow hole 243 is provided.

A sealing member 175 for sealing the gap between the first flow path forming member 150 and the second flow path forming member 160 is provided on the inner circumference of the second dividing portion 171.

With this configuration, fluids having different pressures to be supplied to the second sealing device 110 can be transmitted through independent flow paths 200, 210 and 220 partitioned within the drive shaft 10.

That is, the high-pressure fluid supplied by the first hydraulic pressure regulating unit 212, that is, the lubricating oil, flows into the first flow path 200 through the first inlet hole 241 of the drive shaft 10 located in the ship, Pressure lubricating oil introduced into the lubricating oil chamber 122 through the third fluid supply passage 134 and the communication hole 137 of the drive shaft 10 located at the periphery of the drive shaft 10, And presses the resilient portion of the packing 113c to form a sealing pressure of the lip portion of the packing 113c.

The low pressure fluid supplied by the second hydraulic pressure control unit 214, that is, lubricating oil, is connected to the second inlet hole 243 and the first flow path forming member 150 of the drive shaft 10 positioned in the ship. After entering the second flow path 210 through the second fluid supply flow path 133, the connecting pipes (132c, 132d) and the second connection flow path (135b) of the drive shaft 10 which is located outboard the third It is supplied to the pressure chamber (116c) to form a sealing pressure of the packing.

The fluid supplied by the air conditioning unit 216, that is, the air having a pressure lower than that of the low-pressure lubricant, flows into the third flow path 220 through the third inflow hole 245 of the drive shaft 10, Is supplied to the second pressure chamber 116b via the first fluid supply passage 131, the connection pipes 132a and 132b and the first connection passage 135a of the drive shaft 10 located on the back side of the rear shaft, Form pressure.

Therefore, since the fluid having different pressures toward the second sealing device 110 is supplied to the outside from the ship through the independent flow paths 200, 210 and 220 in the drive shaft 10, the supply structure of the fluid for lubrication or sealing can be simplified .

The second lining 111 and the second sealing member 112 are each formed in a semicircular shape like the first lining 91 and the first sealing member 92 of the first sealing device 90 so that the rear propeller 20 And after the support ring 60 is installed.

15 is a modification of the inversion rotating device according to the present embodiment. 15, a gap adjusting member 72c is provided between the driven bevel gear 72 and the hub 31 of the front propeller 30. [ This is because the interval adjusting member 72c is capable of mediating the connection between the driven bevel gear 72 and the hub 31 of the front propeller 30 and the installation environment of the reverse rotation device 70 and the front propeller 30 The interval adjusting member 72c may be provided to adjust the distance between the hub 31 and the driven bevel gear 72. [

The following describes the operation of the propulsion device according to the present embodiment.

When the drive shaft 10 rotates due to the operation of the internal drive source 2 of the hull 1, the propulsion device is constructed so that the rear propeller 20 directly connected to the rear end of the drive shaft 10 moves together with the drive shaft 10 Rotate. At the same time, the drive bevel gear 71 of the reverse rotation device 70 also rotates together with the drive shaft 10 since it is fixed to the drive shaft 10. The rotation of the driven bevel gear 71 is reversed by the plurality of inverted bevel gears 73 to be transmitted to the driven bevel gear 72 so that the driven bevel gear 72 rotates in the direction opposite to the drive shaft 10. Therefore, the front propeller 30 directly connected to the driven bevel gear 72 rotates in the direction opposite to the rear propeller 20.

The forward propeller 30 and the rear propeller 20, which rotate in opposite directions, generate propelling water in the same direction because their blade angles are opposite to each other. In other words, when the ship moves forward, the propulsion water is generated backward, and when the ship is backward, the propulsion water is generated forward while rotating in the reverse direction. In addition, the propulsion performance of the propulsion water generated when advancing is improved because propulsion power of the fluid through the forward propeller 30 is recovered by the propulsion force of the propeller 20 while being reversed. The same goes for backward.

On the other hand, since the forward propeller 30 generates propelling water rearward when it is advanced, it receives a reaction force corresponding thereto. This force is transmitted to the drive shaft 10 through the front thrust bearing 52 and acts as propulsive force. The rear propeller 20 is also subjected to a reaction force because it generates propelling water rearward when it is advanced. This force is also transmitted to the direct drive shaft 10 and acts as propulsion force.

The propulsive force of the forward propeller 30 is transmitted to the drive shaft 10 through the rear thrust bearing 53 and the propulsive force of the rear propeller 20 is also transmitted to the drive shaft 10 directly connected to the ship. As a result, the propulsion system of the present embodiment transmits the driving force generated by the operation of the front propeller 30 and the rear propeller 20 to the hull 1 through the drive shaft 10 when the ship moves forward and backward.

1: hull, 2: driving source,
3: rear of hull, 4: installation space,
10: drive shaft, 20: rear propeller,
30: front propeller, 41, 42: reinforcing member,
51,55: Radial bearing, 52: Front thrust bearing,
53: rear thrust bearing, 60: support ring,
60a: support ring communication hole, 70: reverse rotation device,
71: driven bevel gear, 72: driven bevel gear,
73: inverted bevel gear, 75: casing,
90: first sealing device, 110: second sealing device.
131: first fluid supply passage, 133: second fluid supply passage,
134: third fluid supply passage, 150: first flow passage forming member,
160: second flow path forming member, 170: first compartment,
171: second compartment, 175: connection hole,
190: passage connecting member, 193: large-diameter part,
194: small diameter portion, 195: first connection passage,
196: second connection passage, 200: first flow path,
210: second flow path, 212: first hydraulic control unit,
214: second hydraulic pressure regulating unit, 216: air conditioning unit,
220: the third flow path, 241: the first inflow hole,
243: second inflow hole, 245: third inflow hole.

Claims (12)

A drive shaft having a hollow portion formed therein;
A plurality of fluid supply passages formed in the drive shaft to be connected to the sealing device to supply the fluid transferred through the hollow part to the sealing device;
A first flow path forming member inserted into the hollow part to form a first flow path between the outer surface and the inner surface of the hollow part;
A second channel forming member inserted into the first channel forming member to form a second channel on a space between the outer surface and the first channel forming member and having a third channel therein;
And a flow path connecting member having first and second connection paths which are supported at one end of the first and second flow path forming members to partition the first to third flow paths and communicate with the second and third flow paths, respectively. and,
The plurality of fluid supply passages include a first fluid supply passage communicating with the third passage, a second fluid supply passage communicating with the second passage, and a third fluid supply passage communicating with the third passage. Ship propulsion device characterized in that. The method of claim 1,
The flow path connecting member has a stepped hollow part therein, and the hollow part includes a large diameter part for supporting one end of the first flow path forming member and a small diameter part for supporting one end of the second flow path forming member. Marine propulsion unit. 3. The method of claim 2,
Ship propulsion apparatus, characterized in that the first and second flange portions which extend radially outward and are supported in two different portions of the flow path connecting member, respectively, near one ends of the first and second flow path forming members. The method of claim 1,
And a first sealing member for sealing a gap between the first channel and the second channel, and a second sealing member for sealing a gap between the second channel and the third channel. . The method of claim 1,
The propulsion device for a ship, characterized in that the fluid supplied to the first to third passages have different pressures. The method of claim 1,
The first and second flow path forming member is formed extending in the axial direction of the drive shaft and the propulsion device for a ship, characterized in that provided in the form of hollow tubes having different diameters. The method of claim 1,
And a front propeller and a rear propeller provided on the drive shaft to rotate in different directions, wherein the sealing device is provided to seal between the front and rear propellers. The method of claim 1,
A rear propeller fixed to the drive shaft, a front propeller provided to be rotatable relative to the drive shaft in front of the rear propeller, and a reverse rotation apparatus directly connected to the front propeller to invert and transmit rotation of the drive shaft;
The sealing device is connected to the first to third fluid supply passage and the ship propulsion device, characterized in that for sealing between the front and rear propeller. The method of claim 8,
The inversion rotating device includes a driving bevel gear fixed to the drive shaft, a driven bevel gear fixed to the front propeller hub, and one or more inverted bevel gears which inverts and transmits rotation of the driving bevel gear. Ship propulsion device characterized in that. The method of claim 8,
The sealing device has a lining surrounding the outer periphery of the drive shaft and a plurality of packings in contact with the outer surface of the lining, wherein the first fluid supply passage is any one pressure formed between the plurality of packings through the lining. The second fluid supply passage is connected to another pressure chamber formed between the plurality of packings through the lining, and the third fluid supply passage is connected to the chamber through a lubricating oil chamber which is a space between the lining and the drive shaft. Ship propulsion apparatus characterized in that connected to one of the plurality of packing. The method of claim 10,
A support ring installed in the drive shaft inside the lubricating oil chamber to communicate thrust of the front and rear propellers and having a communication hole communicating with the third fluid supply passage; and the rear propeller hub and the support ring to which the lining is coupled. Further comprising a reinforcing member interposed between,
The first fluid supply passage is connected to the first connection passage provided in the lining through the rear propeller hub and the reinforcing member,
And the second fluid supply passage is connected to a second connection passage provided in the lining through the rear propeller hub and the reinforcing member. A ship equipped with a propulsion device according to any one of claims 1 to 11.

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