KR20160046034A - Propulsion apparatus for ship - Google Patents

Propulsion apparatus for ship Download PDF

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Publication number
KR20160046034A
KR20160046034A KR1020140141013A KR20140141013A KR20160046034A KR 20160046034 A KR20160046034 A KR 20160046034A KR 1020140141013 A KR1020140141013 A KR 1020140141013A KR 20140141013 A KR20140141013 A KR 20140141013A KR 20160046034 A KR20160046034 A KR 20160046034A
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KR
South Korea
Prior art keywords
bearing
outer shaft
thrust
shaft bearing
inner shaft
Prior art date
Application number
KR1020140141013A
Other languages
Korean (ko)
Inventor
박문우
Original Assignee
현대중공업 주식회사
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Filing date
Publication date
Application filed by 현대중공업 주식회사 filed Critical 현대중공업 주식회사
Priority to KR1020140141013A priority Critical patent/KR20160046034A/en
Publication of KR20160046034A publication Critical patent/KR20160046034A/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
    • B63H23/32—Other parts
    • B63H23/321—Bearings or seals specially adapted for propeller shafts
    • 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
    • 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

Abstract

A propulsion device for a ship according to an embodiment of the present invention includes a thrust transmitting outer shaft bearing provided on an inner circumferential surface of an outer shaft and tapered; And a thrust transmitting inner shaft bearing tapered corresponding to the thrust transmitting outer shaft bearing and provided on the inner shaft on the same axis as the thrust transmitting outer shaft bearing, wherein each of the thrust transmitting outer shaft bearing and the thrust transmitting inner shaft bearing is adjacent .
The propulsion device for a ship according to the present invention is a bearing structure provided in front of a hub of a front propeller between an outer shaft and an inner shaft. The tapering station includes a thrust transmitting outer shaft bearing and a thrust transmitting inner shaft bearing. The thrust can be improved by transmitting the reaction force to the power source side.

Description

[0001] Propulsion apparatus for ship [0002]

The present invention relates to a marine propulsion 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.

It is an object of the present invention to provide a propulsion device for a ship capable of improving a propulsion force of a ship by improving a bearing structure.

A propulsion device for a ship according to an embodiment of the present invention includes a thrust transmitting outer shaft bearing provided on an inner circumferential surface of an outer shaft and tapered; And a thrust transmitting inner shaft bearing tapered corresponding to the thrust transmitting outer shaft bearing and provided on the inner shaft on the same axis as the thrust transmitting outer shaft bearing, wherein each of the thrust transmitting outer shaft bearing and the thrust transmitting inner shaft bearing is adjacent .

Specifically, the thrust transmission outer shaft bearing and the thrust transmission inner shaft bearing are each formed in a pair, and the pair of thrust transmission outer shaft bearings and the thrust transmission inner shaft bearing are tapered in opposite directions.

Specifically, the thrust transmitting outer shaft bearing includes: a first outer shaft bearing provided on the outer shaft; And a second outer shaft bearing provided on the outer shaft to the rear of the first outer shaft bearing, wherein the thrust transmitting inner shaft bearing comprises: a first inner bearing provided on the inner shaft; And a second inner bearing provided on the inner shaft at a rear portion of the first inner bearing, wherein the first outer bearing is reduced in cross sectional area as it goes forward, the second outer bearing is increased in cross section as it goes forward, The first inner bearing is increased in cross sectional area toward the front side, and the second inner bearing is reduced in cross sectional area toward the front side.

Specifically, the present invention is characterized by further comprising an auxiliary bearing provided between the inner shaft and the outer shaft, the auxiliary bearing being provided behind the reverse gear device.

Specifically, the reversing gear device includes an LO tank through which the lubricating oil flows, and the lubricating oil of the LO tank circulates between the inner shaft and the outer shaft of the reversing gear device.

Specifically, the thrust transmitting inner shaft bearing and the thrust transmitting outer shaft bearing have the same length.

Specifically, each of the front bearing and the rear bearing is formed in a ring shape.

The propulsion device for a ship according to the present invention is a bearing structure provided in front of a hub of a front propeller between an outer shaft and an inner shaft. The tapering station includes a thrust transmitting outer shaft bearing and a thrust transmitting inner shaft bearing, The thrust can be improved by transmitting the reaction force to the power source side.

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

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.

FIG. 2 is a view showing a propulsion device for a ship according to an embodiment of the present invention, and FIG. 3 is a view illustrating a state in which a propulsion device for a ship according to an embodiment of the present invention is separated.

2 and 3, a propulsion apparatus 100 for a marine vessel according to an embodiment of the present invention includes a front propeller 110, a rear propeller 120, an outer shaft 140, an inner shaft 150, 160, thrust transmission outer shaft bearing 170, thrust transmission inner shaft bearing 180, and reverse gear device 190.

Hereinafter, the power source 160 side is referred to as a forward side and the rear side of a rear propeller 120 is defined as a rear side, in contrast to a bow and stern of a ship.

The front propeller 110 and the rear propeller 120 are two counter rotating propellers arranged in order in the direction of travel of a hull (not shown) in the same rotational axis, and have diameters equal to each other or any one of diameters, The diameter of the propeller 110 is larger than the diameter of the rear propeller 120 and the front end of the front propeller 110 is bent rearward so that the end portion of the front propeller 110 surrounds the rear propeller 120 It is possible to optimize the blade shape of the propeller to improve the efficiency. Alternatively, the diameter of the rear propeller 120 may be greater than the diameter of the front propeller 110 to fully utilize the turning cone generated by the front propeller 110.

The front propeller 110 may be composed of a fixed pitch propeller FPP fixed to a hub 130 connected to the outer shaft 140 and the rear propeller 120 may be formed of a propeller, And a controllable pitch propeller (CPP), which is connected to the pitcher 150 to adjust the angle of the pitch (inclination of the propeller blade).

The front propeller 110 and the rear propeller 120 are connected to the outer shaft 140 and the inner shaft 150 and are rotated in opposite directions to each other and the fuel is wasted due to the rotational force generated at the wake of the front propeller 110 The rear propeller 120 that rotates in the opposite direction to the front propeller 110 recovers the rotational force exiting from the front propeller 110 to change the propelling force (linear force).

The outer shaft 140 is provided with a front propeller 110 and is rotated in a forward direction by a power source 160. The outer shaft 140 is hollow so that the outer shaft 140 and the inner shaft 150 have the same rotation axis and an inner shaft 150 is provided inside the outer shaft 140. A front propeller 110 Are connected by a hub 130. A seal 131 is provided between the inner shaft 130 and the hub 130 so that the hub 130 prevents the inflow of seawater.

A rear propeller 120 is provided at the rear of the inner shaft 150 and is rotated in a reverse direction to be opposite to the outer shaft 140 by a reverse gear device 190 to be described later. The inner shaft 150 is provided in the hollow of the outer shaft 140 and has the same rotation axis as that of the outer shaft 140 and is accommodated in the outer shaft 140. The inner shaft 150 is supported by the thrust transmitting outer shaft bearing 170 and the thrust transmitting inner shaft bearing 180 And is connected to the drive shaft 161 of the power source 160 and receives power from the power source 160 to rotate.

A lubricating oil passage O is formed between the inner and outer shafts 150 and 140 so that the inner and outer shafts 150 and 140 are separated by the lubricating oil so that the respective rotations can be smoothly performed, Both ends of the inner shaft 150 may have a sealing structure to prevent the inflow of seawater.

Here, the lubricating oil may be supplied from the outside of the outer shaft 140 or from the LO tank 194 included in the reverse gear device 190. The LO tank 194 can form the appearance of the reversing gear device 190 and the ring gear 192 inside the reversing gear device 190, the gears of the pinion gear 193, The lubricating oil circulates between the inner shaft 150 and the outer shaft 140 and flows into the LO tank 194 so that the thrust transmitting outer shaft bearing 170 and the thrust transmitting inner shaft bearing 180, Can be easily performed.

The power source 160 is a main internal combustion engine for driving the outer shaft 140 and the inner shaft 150 and may be a reciprocating engine or an engine for driving various equipments It may be a turbine. The drive shaft 161 of the power source 160 may be connected to the inner shaft 150 by a connection flange 162. For example, when the power source 160 is an engine, the drive shaft 161 may be connected to a piston (not shown) inside the engine and rotated when the piston reciprocates. Here, a generally used reverse gear device 190 is provided behind the power source 160 so that the outer shaft 140 and the inner shaft 150 are rotated in the reverse direction.

The inner shaft 150 and the outer shaft 140 are rotatably supported by the thrust transmission inner shaft bearing 180 and the thrust transmission outer shaft bearing 170 and can be reversely rotated by the reverse gear apparatus 190 The thrust transmitting inner shaft bearing 180 and the thrust transmitting outer shaft bearing 170 are provided adjacent to each other in front of the hub 130. [

Here, the thrust transmission inner shaft bearing 180 constitutes a ring-shaped inner ring, and the thrust transmission outer shaft bearing 170 constitutes an outer ring having a ring shape and is provided between the inner shaft 150 and the outer shaft 140, The bearing 180 and the thrust transfer outer shaft bearing 170 have the same length and can be provided on the same axis line.

The thrust transmission inner shaft bearing 180 and the thrust transmission outer shaft bearing 170 support the outer shaft 140 and the inner shaft while transmitting the reaction force of the rear propeller 120 and the front propeller 110 to improve the propulsion force of the ship .

Specifically, the thrust transmission outer shaft bearing 170 is provided on the inner peripheral surface of the outer shaft 140 and is tapered. The thrust transmission outer shaft bearings 170 may include a first outer shaft bearing 171 and a second outer shaft bearing 172 which are paired and adjacent to each other in the front-rear direction on the outer shaft 140, have. Here, the first outer shaft bearing 171 and the second outer shaft bearing 172 are tapered in opposite directions to each other so that the reaction force can be transmitted or transmitted to the thrust transmitting inner shaft bearing 180.

For example, the first outer shaft bearing 171 may be provided on the outer shaft 140 and provided in front of the pair of thrust transmission outer shaft bearings 170, and the first outer shaft bearing 171 may have a cross- Can be reduced. The second outer shaft bearing 172 is provided at the rear of the first outer shaft bearing 171 at the outer shaft 140 and the second outer shaft bearing 172 can have a larger cross sectional area toward the front.

The thrust transmitting inner shaft bearing 180 is tapered correspondingly to the thrust transmitting outer shaft bearing 170 so as to be able to transmit or receive a reaction force when abutting against the thrust transmitting outer shaft bearing 170, And are provided in pairs on the inner shaft 150 to be installed.

For example, the thrust transmitting end bearing 180 may comprise a first internal bearing 181 and a second internal bearing 182 in pairs. The first inner bearing 181 may be provided on the inner shaft 150 and in front of the pair of thrust transmitting inner bearings 180 and the first inner bearing 181 may have a larger cross sectional area . The second inner bearing 182 may be provided on the inner shaft 150 at the rear of the first inner bearing 181 and the second inner bearing 182 may be reduced in the forward direction.

The present embodiment is configured to transmit the reaction force against the thrust generated from the rear of the front propeller 110 or the rear propeller 120 to the power source 160 side in order to improve the propulsive force of the ship, A first outer shaft bearing 171 that advances along an outer shaft 140 pushed forward by the reaction force of the front propeller 110 is provided on the inner side of the first inner shaft bearing 171, The bearing 181 is pushed. At this time, the inner shaft 150 connected to the first inner bearing 181 is pushed forward, and the power source 160 is pushed by the drive shaft 161 connected to the inner shaft 150, The hull to which the hull 160 is fixed is advanced along the power source 160 which is pushed forward.

The second inner shaft bearing 182 and the second inner shaft bearing 182 are connected to each other so that the reaction force against the thrust generated from the rear of the front propeller 110 or the rear propeller 120 can be transmitted to the power source 160, A second inner shaft bearing 182 which advances along an inner shaft 150 pushed forward by the reaction force of the rear propeller 120 is provided on the outer side of the second outer shaft bearing 182 172). At this time, the outer shaft 140 connected to the second outer shaft bearing 172 is pushed forward, and the reaction force of the rear propeller 120 by the carrier 191 of the reverse gear device 190 connected to the outer shaft 140 Is transmitted to the drive shaft 161 and the thrust bearing 160A of the power source 160 so that the hull is pushed forward to generate propulsive force. Here, the carrier 191 is a structure for supporting the pinion gear 193 engaged with the ring gear 192.

In the present embodiment, the cross-sectional area decreases as the first outer shaft bearing 171 moves forward, and as the cross-sectional area increases as the second outer shaft bearing 172 moves forward, the outer shaft 140, The thrust transmitting inner shaft bearing 180 can be inserted and fitted on both sides of the outer shaft 140 in the inner shaft 150 and the thrust transmitting inner shaft bearing 180 which are assembled in a hollow manner.

The thrust transmitting inner shaft bearing 180 and the thrust transmitting outer shaft bearing 170 are provided adjacent to each other in front of the hub 130 so that the outer shaft 140 and the inner shaft 150 Must be rotatably supported.

To this end, the auxiliary bearing 190A is provided between the inner shaft 150 and the outer shaft 140, at the rear of the reversing gear apparatus 190. [ The auxiliary bearing 190A may be made of a common cylindrical roller bearing.

Reference numeral 160B, which is not illustrated, is a flywheel, and reference numeral 163 denotes a coupling, which is a general configuration, and a detailed description thereof will be omitted.

As described above, according to the present embodiment, since the thrust transmitting outer shaft bearing 170 and the thrust transmitting inner shaft bearing 180 are tapered between the outer shaft 140 and the inner shaft 150, The thrust can be improved by transmitting the reaction force to the side of the first shaft 160.

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.

10, 100: Ship propulsion device 8, 110: Front propeller
9, 120: rear propeller 11, 140: outer shaft
12, 150: inner shaft 13, 160: power source
14: Reverse gear device 15: Elastic coupling
130: hub 131: seal
160: power source 161: drive shaft
162: connection flange 163: coupling
170: thrust transmission outer shaft bearing 171: first outer shaft bearing
172: second outer shaft bearing 180: thrust transmitting inner shaft bearing
181: first inner shaft bearing 182: second inner shaft bearing
190: reverse gear device 190A: auxiliary bearing
191: carrier 192: ring gear
193: Pinion gear 194: LO tank

Claims (7)

A thrust transmission outer shaft bearing provided on the inner peripheral surface of the outer shaft and tapered; And
And a thrust transmitting inner shaft bearing tapered corresponding to the thrust transmitting outer shaft bearing and provided on an inner shaft on the same axis as the thrust transmitting outer shaft bearing,
Wherein the thrust transmission outer shaft bearing and the thrust transmission inner shaft bearing are provided adjacent to the front of the hub, respectively. The method according to claim 1,
Wherein each of the thrust transferring outer shaft bearing and the thrust transferring inner shaft bearing is formed in a pair, wherein each of the pair of thrust transferring outer shaft bearings and the thrust transferring inner shaft bearing are tapered in opposite directions. The method according to claim 1,
The thrust transmission outer shaft bearing comprises:
A first outer shaft bearing provided on the outer shaft; And
And a second outer shaft bearing provided on the outer shaft to the rear of the first outer shaft bearing,
The thrust transmitting internal shaft bearing comprises:
A first inner bearing provided on the inner shaft; And
And a second internal bearing provided at the rear of the first internal bearing in the internal shaft,
Wherein the first outer axial bearing is reduced in cross sectional area as it goes forward and the cross sectional area of the second outer axial bearing increases as it goes forward, the sectional area of the first inner axial bearing increases as it goes forward, Is reduced. The method according to claim 1,
Further comprising an auxiliary bearing provided between the inner shaft and the outer shaft, the auxiliary bearing being disposed behind the inverting gear unit. 5. The method of claim 4,
The reversing gear device includes an LO tank through which lubricating oil flows,
And the lubricating oil of the LO tank circulates between the inner shaft and the outer shaft of the reversing gear device. The method according to claim 1,
Wherein the thrust transmitting inner shaft bearing and the thrust transmitting outer shaft bearing have the same length. 2. The apparatus of claim 1, wherein each of the front bearing and the rear bearing includes:
And a ring-shaped propelling device.
KR1020140141013A 2014-10-17 2014-10-17 Propulsion apparatus for ship KR20160046034A (en)

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Application Number Priority Date Filing Date Title
KR1020140141013A KR20160046034A (en) 2014-10-17 2014-10-17 Propulsion apparatus for ship

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KR1020140141013A KR20160046034A (en) 2014-10-17 2014-10-17 Propulsion apparatus for ship

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR102228801B1 (en) * 2019-11-01 2021-03-17 한국철도기술연구원 Subsonic Hypertube Vehicle Including Contra-rotating Compressor

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR102228801B1 (en) * 2019-11-01 2021-03-17 한국철도기술연구원 Subsonic Hypertube Vehicle Including Contra-rotating Compressor

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