KR20130102167A

KR20130102167A - Stern tube of vessel propel shaft bearing

Info

Publication number: KR20130102167A
Application number: KR1020120023165A
Authority: KR
Inventors: 신상훈
Original assignee: 현대중공업 주식회사
Priority date: 2012-03-07
Filing date: 2012-03-07
Publication date: 2013-09-17

Abstract

PURPOSE: A stern tube of a propeller shaft bearing in a vessel is provided to prevent friction between a propeller shaft and the stern tube caused when a ship is operated by forming a compensation space on the inner surface of a bearing. CONSTITUTION: A stern tube (110) of a propeller shaft bearing in a vessel surrounds a propeller shaft (10) of a ship and comprises grooves (120). The grooves are formed on the inner surfaces of the ends of the stern tube toward the end of the propeller shaft in which a propeller is installed.

Description

Stern Tube of Vessel Propulsion Shaft Bearing

The present invention relates to a stern tube of a bearing surrounding the propulsion shaft of the ship, in particular configured to prevent the heat generation of the bearing occurs during the operation of the ship.

Among the bearings supporting the propulsion shaft of the ship, the bearing fitted to the stern tube is a bush type bearing. When constructing the bearing as described above, the shaft system alignment is performed so that the contact pressure with the propulsion shaft is generated evenly over the bearing longitudinal direction in consideration of propeller weight, seawater buoyancy, thrust moment, etc. acting on the propulsion shaft. However, as the size of the ship increases, the ductility of the ship increases, the size of the propulsion shaft increases, and the weight of the propeller also increases, indicating a propulsion shaft elastic curve, which not only increases the reaction force of various bearings supporting the shaft system but also the reaction force distribution profile. There was also a problem of local concentration.

As described above, the propulsion shaft of the stern portion is elastically deformed downward by the propeller weight, the seawater buoyancy, the thrust moment, etc., and there is a problem that friction occurs while the stern tube surrounding the propulsion shaft and the propulsion shaft elastically deformed downward are in contact with each other.

In addition, when the ship turns to the left and right side, the friction is generated by the left and right sides of the inner circumferential surface of the stern tube in contact with the propulsion shaft by the drag force acting on the ship.

Korean Laid-Open Patent Publication No. 2003-0085818 (Published Date; 2003.11.07)

The present invention has been invented to solve the problems of the prior art as described above, a stern tube configured to compensate for the elastic deformation of the propulsion shaft to prevent friction due to the elastic deformation of the propulsion shaft according to the specifications and operation of the ship The purpose is to provide.

The present invention for achieving the above object is a stern tube of the bearing surrounding the propulsion shaft of the ship, characterized in that the groove is formed on the inner peripheral surface of the end end of the stern tube toward the end of the propulsion shaft on which the propeller is mounted.

In addition, according to a preferred embodiment of the present invention, the groove is formed in the lower portion of the inner peripheral surface of the end of the stern tube.

In addition, according to a preferred embodiment of the present invention, the grooves are formed on both sides of the inner peripheral surface of the end of the stern tube, respectively.

In addition, according to a preferred embodiment of the present invention, the groove is formed by extending both sides and the bottom of the inner peripheral surface of the end of the stern tube.

As described above, the stern tube of the ship propulsion shaft bearing according to the present invention considers in advance the elastic deformation of the propulsion shaft due to the specifications of the ship, that is, the propeller weight, seawater buoyancy, thrust moment, etc. By forming a compensation space on the inner circumferential surface of the stern tube of the bearing, it is possible to prevent friction between the propulsion shaft and the stern tube generated during the specification and operation of the vessel.

1 is a conceptual diagram showing a cross section of the stern tube surrounding the propulsion shaft,
2 is a front sectional view of the stern tube according to the present invention;
3 is a plan sectional view of the stern tube shown in FIG.
4 is a side view seen from the stern of the stern tube shown in FIG.
Figure 5 is a side view showing the elastic deformation of the propulsion shaft located in the stern tube shown in FIG.

Hereinafter, with reference to the accompanying drawings a preferred embodiment of the stern tube according to the present invention will be described in detail.

1 is a conceptual view showing a cross-section of the stern tube surrounding the propulsion shaft, Figure 2 is a front sectional view of the stern tube according to the present invention, Figure 3 is a plan sectional view of the stern tube shown in FIG. 4 is a side view seen from the stern of the stern tube shown in Figure 2, Figure 5 is a side view showing the elastic deformation of the propulsion shaft located in the stern tube shown in FIG.

As shown in FIG. 1, the propulsion shaft 10 of the ship extends to the stern and a propeller 11 is mounted at the end of the propulsion shaft 10. The stern portion is equipped with a bearing 100 surrounding the propulsion shaft 10 and the stern tube 110 of the bearing 100 surrounds the propulsion shaft 10.

Meanwhile, as shown in FIGS. 2 to 4, grooves 120 (121, 122) are formed in the inner circumferential surface of the end where the propeller 11 is located among both ends of the stern tube 110. The groove 120 is to compensate for the elastic deformation of the propulsion shaft 10 at the time of turning and specifications of the propulsion shaft 10.

Specifically, as shown in Figure 2, the lower end of the inner circumferential surface of the stern tube 110 is formed with an inclined first groove 121 of a structure that gradually expands in cross section toward the end from the inside of the length of the stern tube 110 is formed; As shown in FIG. 3, the inclined second grooves 122 having a structure in which a cross section gradually expands from the inner side to the inner end of the stern tube 110 are formed on both sides of the inner circumferential surface of the stern tube 110.

Here, the first groove 121 is a configuration for compensating for the elastic deformation of the propulsion shaft 10 generated when the ship specifications and advances. When the ship's specifications and advancement, the end of the propulsion shaft is elastically deformed downward by propeller weight, seawater buoyancy, thrust moment, etc., but the first groove 121 is formed so that the propulsion shaft 10 and the stern tube 110 do not contact each other. Friction can be prevented.

In addition, the second groove 122 is a configuration for compensating the elastic deformation of the propulsion shaft 10 according to the drag generated when the ship is turning left and right. When the ship turns to the left side, the end of the propulsion shaft 10 is brought into contact with the left side of the inner circumferential surface of the stern tube 110 by the drag. As the second groove 122 is formed, the propulsion shaft 10 and the stern tube 110 are in contact with each other. You will not. Even when the ship turns to the right, friction can be prevented by the second grooves 122 formed on the right side of the inner circumferential surface of the stern tube 110.

Specifications such as the inclination angle and the length of the groove 120 can be modified according to the design of the vessel.

In addition, as illustrated in FIGS. 4 and 5, the first groove 121 and the second groove 122 may communicate with each other to form one groove 120. In this case, the inner circumferential surface left and right of the stern tube 110 is composed of one groove 120.

On the other hand, the size of the groove 120 of the stern tube 110 shown in Figures 2 to 5 is excessively shown to make it easy to understand the features of the present invention, substantially the inclination angle and length of the groove 120 is stun Compared to the tube 110, the size is fine. Therefore, the proportional relationship between the groove 120 and the stern tube 110 shown in the drawing is not proportional to the stern tube and the groove of the actual ship.

10: propulsion shaft
11: propeller
100: Bearing
110: Stern Tube
120: home
121: first groove
122: second groove

Claims

As a stun tube of a bearing surrounding the propulsion shaft of the ship,
The stern tube of the ship propulsion shaft bearing, characterized in that the groove is formed on the inner peripheral surface of the end of the stern tube toward the end of the propulsion shaft on which the propeller is mounted.

The method of claim 1,
Stern tube of the ship propulsion shaft bearing, characterized in that the groove is formed in the lower portion of the inner peripheral surface of the end of the stern tube.

The method of claim 1,
Stern tubes of the ship propulsion shaft bearing, characterized in that the grooves are formed on both sides of the inner peripheral surface of the end of the stern tube.

The method of claim 1,
The groove is a stern tube of the ship propulsion shaft bearing, characterized in that formed by extending both sides and the lower portion of the inner peripheral surface of the end of the stern tube.