KR20160043582A - Apparatus of counter rotating - Google Patents

Apparatus of counter rotating Download PDF

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Publication number
KR20160043582A
KR20160043582A KR1020140137582A KR20140137582A KR20160043582A KR 20160043582 A KR20160043582 A KR 20160043582A KR 1020140137582 A KR1020140137582 A KR 1020140137582A KR 20140137582 A KR20140137582 A KR 20140137582A KR 20160043582 A KR20160043582 A KR 20160043582A
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KR
South Korea
Prior art keywords
shaft
gear
outer shaft
propeller
power source
Prior art date
Application number
KR1020140137582A
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Korean (ko)
Inventor
박문우
Original Assignee
현대중공업 주식회사
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Priority to KR1020140137582A priority Critical patent/KR20160043582A/en
Publication of KR20160043582A publication Critical patent/KR20160043582A/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H23/00—Transmitting power from propulsion power plant to propulsive elements
    • B63H23/02—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing
    • B63H23/08—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing with provision for reversing drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/08—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller
    • B63H5/10—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller of coaxial type, e.g. of counter-rotative type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/08—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller
    • B63H5/10—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller of coaxial type, e.g. of counter-rotative type
    • B63H2005/106—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller of coaxial type, e.g. of counter-rotative type with drive shafts of second or further propellers co-axially passing through hub of first propeller, e.g. counter-rotating tandem propellers with co-axial drive shafts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H23/00—Transmitting power from propulsion power plant to propulsive elements
    • B63H23/32—Other parts
    • B63H23/321—Bearings or seals specially adapted for propeller shafts
    • B63H2023/325—Thrust bearings, i.e. axial bearings for propeller shafts

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Retarders (AREA)

Abstract

A reverse gear device according to an embodiment of the present invention includes an outer shaft which is rotated by a power source and is provided with a front propeller and in which a hollow is formed and an inner shaft which is provided with a rear propeller and a hollow portion is formed between the outer shaft, A reversing gear device for reversely rotating said outer shaft and said inner shaft of a propulsion device, comprising: a connecting shaft including a first flange having a front end connected to a drive shaft and a rear end connected to said inner shaft; A sun gear whose front end is coupled to the first flange by a coupling; A pinion gear meshing with the sun gear; A ring gear engaged with the pinion gear and engaged with the outer shaft and the flange; And a carrier connected to the power source and having the pinion gear installed therein.
The reversing gear device according to the present invention is characterized in that the reversing gear device is provided with a connecting shaft so that the driving shaft and the inner shaft are connected to each other through flanges and the inner and outer shafts are reversely rotated by the sun gear, As shown in FIG.

Description

[0001] APPARATUS OF COUNTER ROTATING [0002]

The present invention relates to a reverse gear device.

The propeller is a device for propelling the ship by changing the power of the propulsion engine transmitted through the shaft system to thrust. Ship propellers include screw propellers, jet propellers, paddle cars, and void schneider propellers. Among them, helical propellers are the most popular because they have a relatively high propulsion efficiency, relatively simple structure, and relatively low production costs.

Spiral propellers can be classified by performance, with a fixed pitch propeller (FPP) fixed to a hub connected to a rotating shaft of the propeller wing, and a propeller wing can be moved in a hub connected to the rotary shaft, A controllable pitch propeller (CPP), a contra-rotating propeller that converts the rotational force exiting from the rear propeller to a propeller that rotates in the opposite direction to the rear propeller, propeller (CRP).

In general, a propulsion device for a ship using a double reversing propeller includes an inner shaft connected to a main engine in a hull, a front propeller coupled to a rear end of the inner shaft, a hollow outer shaft provided to rotate on the outer surface of the inner shaft, And a rear propeller coupled to the end portion. At this time, a contra-rotating gear box can be used as a means for rotating the rear propeller in the direction opposite to the rotation direction of the front propeller.

Such a double-inverted propeller is excellent in straightness of the route, low vibration, low noise, and high efficiency because propeller thrust is increased, because the torque unbalance induced by the propeller is reduced and the heeling torque is reduced. In addition, the dual inversion propeller can reduce the EEDI (Energy Efficiency Design Index), which can easily meet the EEDI requirements of the International Maritime Organization (IMO). The following description will be made with reference to the drawings.

1 is a view conceptually showing a conventional marine propulsion device.

1, a conventional marine propulsion device 10 includes an outer shaft 11, an inner shaft 12, a power source 13, and a reverse gear device 14, and the marine propulsion device 10 And a rudder (not shown) is provided at the rear of the ship propulsion unit 10 to adjust the moving direction of the ship.

The conventional marine propulsion device 10 is provided with a reverse gear device 14 (not shown) on the outer shaft 11 such that the outer shaft 11 provided with the front propeller 8 and the inner shaft 12 provided with the rear propeller 9 are opposite to each other, An elastic coupling 15 is provided at a position where the inner shaft 12 and the outer shaft 11 are separated from each other and the outer shaft 11 is connected.

In addition, due to the characteristics of the ship, which is a large structure, the propulsion device for marine vessel 10 must generate propulsive force corresponding to the size and speed of the ship, so that the inner shaft 12 and the outer shaft 11 are each made of a length that is difficult to be integrally formed. At this time, the connecting structure of the inner shaft 12 provided in the outer shaft 11 is difficult to assemble because the portion surrounded by the outer shaft 11 is interfered by the outer shaft 11 and the connecting portion of the inner shaft 12 is connected to the flange (Not shown), there is a disadvantage in that the diameter of the outer shaft 11 must be increased in order to avoid interference between the flange and the outer shaft 11. Therefore, a plurality of inner shafts (not shown) separated by a sleeve coupling 12 are connected.

The propulsion device 10 for a ship has a complicated structure in various points such as a bearing structure, a lubricating structure, a sealing structure, and the like when compared with a uniaxial propeller, Investment costs are increasing, maintenance is not easy, and so on.

In recent years, research and development have been carried out to solve the above-mentioned problems and to enable the application of the double inverted propeller to the ship through the improvement of the mechanical reliability, the minimization of the production maintenance cost and the improvement of the operating economical efficiency.

Such conventional techniques are disclosed in Korean Patent Publication No. 10-1313587 (Feb.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a reversing gear device which is integrally provided with a power source and can achieve a compact structure.

A reverse gear device according to an embodiment of the present invention includes an outer shaft which is rotated by a power source and is provided with a front propeller and in which a hollow is formed and an inner shaft which is provided with a rear propeller and a hollow portion is formed between the outer shaft, A reversing gear device for reversely rotating said outer shaft and said inner shaft of a propulsion device, comprising: a connecting shaft including a first flange having a front end connected to a drive shaft and a rear end connected to said inner shaft; A sun gear whose front end is coupled to the first flange by a coupling; A pinion gear meshing with the sun gear; A ring gear engaged with the pinion gear and engaged with the outer shaft and the flange; And a carrier connected to the power source and having the pinion gear installed therein.

Specifically, the carrier extends rearward from the power source to be connected to the power source, and is bent at a right angle so that the pinion gear is installed.

Specifically, the carrier is characterized in that the vertical cut surface is of an 'a' shape.

Specifically, the sun gear is supported by the carrier with a support bearing.

Specifically, the ring gear is characterized in that its rear end is flanged to the outer shaft.

The reversing gear device according to the present invention is characterized in that the reversing gear device is provided with a connecting shaft so that the driving shaft and the inner shaft are connected to each other through flanges and the inner and outer shafts are reversely rotated by the sun gear, As shown in FIG.

1 is a view conceptually showing a conventional marine propulsion device.
2 is a view illustrating a reverse gear device according to an embodiment of the present invention.
3 is a view illustrating a propulsion apparatus for a ship in which a reverse gear device is installed according to an embodiment of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS The objects, particular advantages and novel features of the present invention will become more apparent from the following detailed description taken in conjunction with the accompanying drawings, in which: FIG. It should be noted that, in the present specification, the reference numerals are added to the constituent elements of the drawings, and the same constituent elements have the same numerical numbers as much as possible even if they are displayed on different drawings. In the following description, well-known functions or constructions are not described in detail since they would obscure the invention in unnecessary detail.

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

2 is a view illustrating a reverse gear device according to an embodiment of the present invention.

2, the reverse gear device 100 according to an embodiment of the present invention includes a coupling shaft 110, a sun gear 120, a pinion gear 130 and a ring gear 140, a carrier 150, And is provided in a propulsion unit 200 for a ship to be described later so that the direction of rotation is changed so that the front propeller 210 and the rear propeller 220 are rotated in different directions.

Hereinafter, the power source 260 (see FIG. 3) side is referred to as a front side and the rear propeller 220 (see FIG. 3) side is defined as a rear side in contrast to a bow and aft end of a ship.

Concretely, the connection shaft 110 is connected to a drive shaft 261 to be described later and rotates in conjunction with the drive shaft 261. To this end, a first flange 111 may be provided at the front end of the connection shaft 110 and may be joined to the drive shaft 261 with a flange. A second flange 112 is provided at the rear end of the connection shaft 110 to join the inner shaft 250 and the flange.

The front end of the connecting shaft 110 is connected to the driving shaft 261 and the rear end of the connecting shaft 110 is connected to the front end of the connecting shaft 110. [ The connection shaft 110 is connected to the inner shaft 250 so that the driving shaft 261 and the inner shaft 250 are connected to each other and the rotational force transmitted from the driving shaft 261 is transmitted through the connecting shaft 110 to the inner shaft 250 And the inner shaft 250 is rotated.

The connecting shaft 110, the driving shaft 261 and the inner shaft 250 may have the same diameter and the first flange 111 and the second flange 112, which are joined to each other, .

The sun gear 120 transmits the rotational force to the ring gear 140 through the pinion gear 130 and rotates in conjunction with the connecting shaft 110 connected to the driving shaft 261 rotated by a power source 260, The sun gear 120 is provided on the outer circumferential surface of the connecting shaft 110 so that the front end of the sun gear 120 is connected to the first flange 111 and the coupling 112.

The sun gear 120 meshes with the pinion gear 130 and gears (not shown) are provided on the sun gear 120, the pinion gear 130, and the ring gear 140, respectively. Here, the sun gear 120 is provided on the outer side of the connecting shaft 110 on the same axis line, and the gear teeth provided on the outer circumferential surface form a differential gear (not shown).

Here, the sun gear 120 can be fixed to the carrier 150, which will be described later, with the support bearing 151. [

The pinion gear 130 rotates in engagement with the sun gear 120 and the pinion gear 130 can be rotated while being fixed at a fixed position by the carrier 150. [ The pinion gear 130 engages with the sun gear 120 and the sun gear 120 rotates in the forward direction and pushes the outer side of the pinion gear 130 so that the pinion gear 130 can rotate in the direction opposite to the sun gear 120 .

When the diameter of the pinion gear 130 and the sun gear 120 are different from each other, the power of the power source 260 may be decelerated or accelerated in the process of being transmitted from the sun gear 120 to the pinion gear 130. However, the gear ratio of the pinion gear 130 and the sun gear 120 is not particularly limited in the present embodiment, and the gear ratio can be determined differently according to the required RPM of the front propeller 210 and the rear propeller 220.

The ring gear 140 meshes with the pinion gear 130 and is flanged to the outer shaft 240. The ring gear 140 is a gear provided on the inner circumferential surface and has an internal gear (not shown). When the pinion gear 130 rotates in engagement with the pinion gear 130, the ring gear 140 rotates in the same direction as the pinion gear 130 .

When the power is transmitted to the ring gear 140 via the sun gear 120 along the ring gear 140, power can be transmitted to the ring gear 140 through the pinion gear 130 engaged with the sun gear 120, This allows the front propeller 210 to rotate.

At this time, the rotation direction of the sun gear 120 and the ring gear 140 may be reversed. Accordingly, the front propeller 210 and the rear propeller 220 rotate in opposite directions to convert the rotational force into the propulsive force, thereby obtaining sufficient thrust.

In addition, a bearing 141 may be provided on the outer side of the ring gear 140 for smooth rotation of the ring gear 140.

The carrier 150 is fixed to the power source 260, and a pinion gear 130 may be installed. The pinion gear 130 is fixed to the carrier 150 by a bearing (not shown). Accordingly, even if the pinion gear 130 transmits power to the sun gear 120, it can rotate at a fixed position.

Particularly, the carrier 150 of this embodiment extends rearward from the power source 260 to be connected to the power source 260, and can be bent at a right angle so that the pinion gear 130 is installed. For example, the carrier 150 may have a vertical cut surface in an 'a' shape. As described above, the carrier 150 is fixed to the outer surface of the power source 260, so that the power source 260 and the reverse gear device 100 can be integrally provided.

The pinion gear 130 and the ring gear 140, the carrier 150, the pinion gear 130, the ring gear 140, the ring gear 150, and the ring gear 150. In this embodiment, the coupling shaft 110 is provided so that the driving shaft 261 and the inner shaft 250 are coupled by flanges, The inner shaft 250 and the outer shaft 240 are rotated in the reverse direction and the inverting gear unit 100 is integrated with the power source 260. [

Hereinafter, a propulsion device for a marine vessel equipped with a reverse gear device 100 of this embodiment will be described with reference to the drawings.

3 is a view illustrating a propulsion apparatus for a ship in which a reverse gear device is installed according to an embodiment of the present invention.

3, the propulsion device 200 for a marine vessel equipped with the reverse gear device 100 according to an embodiment of the present invention includes a front propeller 210, a rear propeller 220, an outer shaft 240, (250), a power source (260), and the like.

The front propeller 210 and the rear propeller 220 are two counter-rotating propellers arranged in order in the direction of travel of a hull (not shown) in the same rotational axis. The propellers 210 and the rear propellers 220 have the same diameter, The diameter of the propeller 210 is larger than the diameter of the rear propeller 220 and the front end of the front propeller 210 is bent rearward so that the end portion of the front propeller 210 surrounds the rear propeller 220 It is possible to optimize the blade shape of the propeller to improve the efficiency. Alternatively, the diameter of the rear propeller 220 may be greater than the diameter of the front propeller 210 to fully utilize the turning cone generated by the front propeller 210.

The front propeller 210 may be formed of a fixed pitch propeller (FPP) fixed to a hub 230 connected to the outer shaft 240 and the rear propeller 220 may be formed of a propeller, And a controllable pitch propeller (CPP) that can be connected to the pitcher 250 to adjust the angle of the pitch (the inclination of the propeller blade).

Each of the front propeller 210 and the rear propeller 220 is connected to the outer shaft 240 and the inner shaft 250 and rotates in opposite directions to generate a waste of fuel due to the rotational force generated at the rear of the front propeller 210 The rear propeller 220 rotating in the direction opposite to the front propeller 210 recovers the rotational force flowing out from the front propeller 210 to change the propelling force (linear force).

The outer shaft 240 is provided with a front propeller 210 and rotated in a forward direction by a power source 260. The outer shaft 240 is hollow so that the outer shaft 240 and the inner shaft 250 are provided with the same rotation axis and an inner shaft 250 is provided inside the outer shaft 240. A front propeller 210 Are connected by a hub 230. [ A seal 231 is provided between the hub 230 and the inner shaft 250 so that the hub 230 prevents the inflow of seawater.

A rear propeller 220 is provided at the rear of the inner shaft 250 and is rotated in a reverse direction to be opposite to the outer shaft 240 by the reverse gear device 100 described above. The inner shaft 250 is provided in the hollow of the outer shaft 240 and has the same rotation axis as the outer shaft 240 and is accommodated in the outer shaft 240. The inner shaft 250 is supported by the thrust transmitting outer shaft bearing 270 and the thrust transmitting inner shaft bearing 280 And is connected to the driving shaft 261 of the power source 260 and receives power from the power source 260 and is rotated.

In addition, a lubricating oil passage is formed between the inner shaft 250 and the outer shaft 240, so that the inner shaft 250 and the outer shaft 240 can be separated by the lubricating oil to smoothly rotate the lubricating oil, Both ends of the inner shaft 250 can be formed into a sealing structure.

Here, the lubricating oil may be supplied from the outside of the outer shaft 240 or from the LO tank 160 included in the reverse gear device 100. The LO tank 160 can form the appearance of the reversing gear device 100 and the ring gear 140 inside the reverse gear device 100 and the gears of the pinion gear 130 can be rotated by the lubricating oil in the LO tank 160, And the lubricating oil circulates between the inner shaft 250 and the outer shaft 240 and flows into the LO tank 160 so that the thrust transmitting outer shaft bearing 270 and the thrust transmitting inner shaft bearing 280, Can be easily performed.

The power source 260 is a main internal combustion engine for driving the outer shaft 240 and the inner shaft 250 and may be a reciprocating engine or an engine for driving various equipment (not shown) used in the hull It may be a turbine.

For example, when the power source 260 is an engine, the drive shaft 261 may be connected to a piston (not shown) inside the engine and may be rotated when the piston reciprocates. Here, a generally used reverse gear device 100 is provided at the rear of the power source 260 so that the outer shaft 240 and the inner shaft 250 are rotated in reverse.

In this embodiment, the inner shaft 250 and the outer shaft 240 are rotatably supported by the thrust transmission inner shaft bearing 280 and the thrust transmission outer shaft bearing 270, but can be reversely rotated by the reverse gear apparatus 100 The thrust transmitting inner shaft bearing 280 and the thrust transmitting outer shaft bearing 270 may be provided adjacent to each other in front of the hub 230.

Here, the thrust transmitting inner shaft bearing 280 constitutes a ring-shaped inner ring, and the thrust transmitting outer shaft bearing 270 forms an annular outer ring and is provided between the inner shaft 250 and the outer shaft 240, The bearing 280 and the thrust transmission outer shaft bearing 270 have the same length and can be provided on the same axis line.

The thrust transmission inner shaft bearing 280 and the thrust transmission outer shaft bearing 270 support the outer shaft 240 and the inner shaft while transmitting the reaction force of the rear propeller 220 and the front propeller 210 to improve the propulsion force of the ship .

Specifically, the thrust transmission outer shaft bearing 270 is provided on the inner peripheral surface of the outer shaft 240 and is tapered. The thrust transmission outer shaft bearings 270 may include a first outer shaft bearing 271 and a second outer shaft bearing 272 which are paired adjacent to each other in the front-rear direction on the outer shaft 240 and whose tapering directions are opposite to each other have. Here, the first outer shaft bearing 271 and the second outer shaft bearing 272 are tapered in opposite directions to each other so that reaction force can be transmitted or transmitted to the thrust transmitting inner shaft bearing 280.

For example, the first outer shaft bearing 271 may be provided on the outer shaft 240 and may be provided in front of the pair of thrust transmission outer shaft bearings 270. The first outer shaft bearing 271 may have a cross- Can be reduced. The second outer shaft bearing 272 is provided at the rear side of the first outer shaft bearing 271 at the outer shaft 240 and the second outer shaft bearing 272 can have a larger cross sectional area toward the front side.

The thrust transmitting inner shaft bearing 280 is tapered corresponding to the thrust transmitting outer shaft bearing 270 so as to contact or transmit the reaction force to the thrust transmitting outer shaft bearing 270, The inner shaft 250 is provided in a pair.

For example, the thrust transmission inner shaft bearing 280 may comprise a first inner bearing bearing 281 and a second inner bearing bearing 282 in pairs. The first inner bearing 281 may be provided on the inner shaft 250 and in front of the pair of thrust transmitting inner shaft bearings 280 and the first inner bearing 281 may have a larger cross sectional area toward the front . The second inner bearing 282 may be provided at the rear of the first inner bearing 281 at the inner shaft 250 and the second inner bearing 282 may be reduced in cross sectional area toward the front.

In this embodiment, to transmit the reaction force against the thrust generated from the rear of the front propeller 210 or the rear propeller 220 to the power source 260 side in order to improve the propulsive force of the ship, A first outer shaft bearing 271 that advances along an outer shaft 240 pushed forward by the reaction force of the front propeller 210 is provided on the inner side of the first inner shaft bearing 271, The bearing 281 is pushed. At this time, the inner shaft 250 connected to the first inner bearing 281 is pushed forward, and the power source 260 is pushed by the drive shaft 261 connected to the inner shaft 250, The hull to which the hull 260 is fixed is advanced along the power source 260 which is pushed forward.

The second inner shaft bearing 282 is connected to the power source 260 to transmit the reaction force generated by the rear propeller 210 or the rear propeller 220 to the power source 260, A second inner shaft bearing 282 which advances along an inner shaft 250 pushed forward by the reaction force of the rear propeller 220 is provided on the outer side of the second outer shaft bearing 272). At this time, the outer shaft 240 connected to the second outer shaft bearing 272 is pushed forward, and the reaction force of the rear propeller 220 by the carrier 150 of the reverse gear device 100 connected to the outer shaft 240 Is transmitted to the drive shaft 261 and the thrust bearing 260A of the power source 260 so that the hull is pushed forward to generate a propulsive force.

In this embodiment, the cross-sectional area decreases as the first outer shaft bearing 271 moves forward, and as the cross-sectional area increases as the second outer shaft bearing 272 moves forward, the outer shaft 240 is rotated about the outer shaft 240, The thrust transmitting inner shaft bearing 280 can be inserted and fitted on both sides of the outer shaft 240 in the hollow shaft 250 and the thrust transferring inner shaft bearing 280 of the inner shaft 240 of the inner shaft 250,

The thrust transmitting inner shaft bearing 280 and the thrust transmitting outer shaft bearing 270 are provided adjacent to each other in front of the hub 230 so that the outer shaft 240 and the inner shaft 250 Must be rotatably supported.

To this end, the auxiliary bearing 270 is provided between the inner shaft 250 and the outer shaft 240, at the rear of the reversing gear apparatus 100. The auxiliary bearing 270 may be a general cylindrical roller bearing.

An unillustrated reference numeral 262 denotes a turning gear, and a detailed description thereof will be omitted in a general configuration.

As described above, in this embodiment, the front propeller 210 and the rear propeller 220 provided in the propulsion unit 200 for a ship are reversely rotated by the reverse gear device 100, and the reverse gear device 100 ) Can be structured so as to be integrally formed.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the same is by way of illustration and example only and is not to be construed as limiting the present invention. It is obvious that the modification and the modification are possible.

It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.

100: reverse gear device 110: connecting shaft
111: first flange 112: second flange
120: sun gear 130: pinion gear
140: ring gear 150: carrier
200: Ship propulsion device 210: Front propeller
220: rear propeller 230: hub
240: outer shaft 250: inner shaft
260: power source 270: thrust transmission outer shaft bearing
271: first outer shaft bearing 272: second outer shaft bearing
280: Thrust transmission inner shaft bearing 281: First inner shaft bearing
282: Second inner shaft bearing

Claims (5)

An outer shaft which is rotated by a power source and provided with a front propeller and in which a hollow is formed and an inner shaft which is provided with a rear propeller and a hollow portion is formed between the outer shaft and the outer shaft, In the gear device,
A connecting shaft including a first flange whose front end is connected to the drive shaft and a second flange whose rear end is connected to the inner shaft;
A sun gear whose front end is coupled to the first flange by a coupling;
A pinion gear meshing with the sun gear;
A ring gear engaged with the pinion gear and engaged with the outer shaft and the flange; And
And a carrier connected to the power source and having the pinion gear installed therein. 2. The method of claim 1,
And extends rearward from the power source to be connected to the power source, and is bent at a right angle so that the pinion gear is installed. 3. The apparatus of claim 2,
And the vertical cutting surface is an " a " -shaped shape. 2. The sun gear according to claim 1,
Is supported on the carrier by a support bearing. The method according to claim 1,
And the rear end of the ring gear is flanged to the outer shaft.
KR1020140137582A 2014-10-13 2014-10-13 Apparatus of counter rotating KR20160043582A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
KR1020140137582A KR20160043582A (en) 2014-10-13 2014-10-13 Apparatus of counter rotating

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
KR1020140137582A KR20160043582A (en) 2014-10-13 2014-10-13 Apparatus of counter rotating

Publications (1)

Publication Number Publication Date
KR20160043582A true KR20160043582A (en) 2016-04-22

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