WO2022264285A1 - Système d'étanchéité de tube d'étambot, navire marin et unité de récupération de drain - Google Patents

Système d'étanchéité de tube d'étambot, navire marin et unité de récupération de drain Download PDF

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Publication number
WO2022264285A1
WO2022264285A1 PCT/JP2021/022739 JP2021022739W WO2022264285A1 WO 2022264285 A1 WO2022264285 A1 WO 2022264285A1 JP 2021022739 W JP2021022739 W JP 2021022739W WO 2022264285 A1 WO2022264285 A1 WO 2022264285A1
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WO
WIPO (PCT)
Prior art keywords
seal ring
air
stern tube
housing
seal
Prior art date
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PCT/JP2021/022739
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English (en)
Japanese (ja)
Inventor
瞬 種口
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バルチラジャパン株式会社
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Publication date
Application filed by バルチラジャパン株式会社 filed Critical バルチラジャパン株式会社
Priority to JP2021540168A priority Critical patent/JPWO2022264285A1/ja
Priority to PCT/JP2021/022739 priority patent/WO2022264285A1/fr
Publication of WO2022264285A1 publication Critical patent/WO2022264285A1/fr

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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
    • B63H23/36—Shaft tubes

Definitions

  • the present disclosure relates to stern tube seal systems, vessels and drain recovery units.
  • the stern tube sealing device mounted on the ship is installed around the propeller shaft and prevents water from entering the ship by supplying air around the propeller shaft.
  • a stern tube sealing system with a stern tube sealing device comprises an air control unit for supplying air to the stern tube sealing device.
  • the stern tube seal system also includes a drain recovery unit that recovers air, seawater, and oil (eg, US Pat.
  • Conventional stern tube seal systems flow part of the air supplied to the stern tube seal system to the onboard drain recovery unit. Conventional stern tube sealing systems then collect leaked seawater or oil by flowing air to a drain collection unit.
  • the flow rate of air (drain air) flowing to the drain recovery unit is small.
  • the pressure of the air (drain air) flowing into the drain recovery unit is controlled by the seawater pressure, so it cannot be set freely and the pressure is not so high.
  • the drain recovery unit has a limit to the height at which it can be installed. Furthermore, since the air flowing through the drain pipe contains salt, salt crystals are likely to form. Salt crystals easily form in the drain pipe, making drain recovery difficult. Furthermore, in the case of ships with long drain pipes, it is difficult to collect the drain.
  • An object of the present disclosure is to provide a stern tube seal system, a vessel, and a drain recovery unit that have enhanced recovery capabilities for drain that has entered from the stern side.
  • the present disclosure is a stern tube seal system provided on a propeller shaft of a marine propeller, comprising: a housing provided around the propeller shaft; an air control unit for supplying air to a first space surrounded by a seal ring, a second seal ring, a third seal ring, the first seal ring, the second seal ring, the propeller shaft and the housing; an oil pump unit that supplies lubricating oil to a second space surrounded by two seal rings, the third seal ring, the propeller shaft and the housing; a discharge tank to which a pipe communicating with the first space is connected;
  • a stern tube sealing system comprising a drain recovery unit comprising a pressure reducing section for reducing the pressure inside a discharge tank below atmospheric pressure.
  • a stern tube seal system a vessel, and a drain recovery unit that have enhanced recovery capabilities for drain that has entered from the stern side.
  • FIG. 1 is a diagram showing an example of the system configuration of a ship according to this embodiment.
  • FIG. 2 is a diagram showing an example of a stern tube sealing device for a ship according to this embodiment.
  • FIG. 3 is a diagram showing an example of a seal ring of the stern tube seal system according to this embodiment.
  • FIG. 4 is a diagram showing an example of a drain recovery unit of the stern tube seal system according to this embodiment.
  • FIG. 5 is a diagram showing a modification of the drain recovery unit of the stern tube seal system according to this embodiment.
  • FIG. 6 is a diagram showing a modification of the system configuration of the ship according to this embodiment.
  • FIG. 1 is a diagram showing an example of the system configuration of a ship 1 according to this embodiment.
  • flow paths such as the air supply path 121 are schematically illustrated with thick lines.
  • the ship 1 includes a stern tube seal system 200.
  • the stern tube sealing system 200 comprises a stern tube structure 100 , an air control unit 30 , an oil tank unit 60 , an oil pump unit 70 and a drain recovery unit 80 .
  • the stern tube structure 100 is provided around the propeller shaft 2 of the ship 1. As shown in FIG. 1 , the stern tube structure 100 includes a stern tube 10 and a stern tube sealing device 101 .
  • the ship propeller 3 side is called the stern side
  • the side opposite to the ship propeller 3 is called the bow side.
  • the axial direction refers to the axial direction of the propeller shaft 2 of the ship propeller 3
  • the radial direction refers to the radial direction of the propeller shaft 2 of the ship propeller 3
  • the circumferential direction refers to the direction of the ship propeller 3. It indicates the circumferential direction of the propeller shaft 2 .
  • the stern tube 10 is a tubular member provided around the propeller shaft 2 .
  • the stern tube 10 covers the propeller shaft 2 from the radially outer side.
  • the stern tube 10 forms a stern tube bearing chamber 12 around the propeller shaft 2 .
  • the stern tube 10 forms a ring-shaped stern tube bearing chamber 12 extending radially outward of the propeller shaft 2 in the circumferential direction.
  • Lubricating oil is supplied into the stern tube bearing chamber 12 by an oil pump unit 70, which will be described later.
  • a bearing 11 a and a bearing 11 b that rotatably support the propeller shaft 2 are provided in the stern tube bearing chamber 12 .
  • Each of the bearings 11 a and 11 b is press-fitted into the stern tube 10 .
  • the bearing 11 a is provided on the stern side of the stern tube bearing chamber 12 .
  • the bearing 11 b is provided on the bow side of the stern tube bearing chamber 12 .
  • the stern tube sealing device 101 is provided adjacent to the stern tube 10 in the axial direction.
  • the stern tube sealing device 101 has a stern side sealing device 101a and a bow side sealing device 101b.
  • the stern tube seal device 101 prevents lubricating oil supplied to the stern tube bearing chamber 12 from leaking outboard or inboard from the stern tube 10 covering the propeller shaft 2 .
  • the stern side seal device 101a includes a housing 102, a first seal ring 105a, a second seal ring 105b and a third seal ring 105c.
  • the stern-side seal device 101a is connected to the stern tube 10 from outside the ship.
  • the housing 102 is composed of a plurality of tubular members connected by bolts or the like.
  • the propeller shaft 2 is inserted through the housing 102 . That is, the housing 102 is provided around the propeller shaft 2 .
  • the housing 102 also holds a first seal ring 105a, a second seal ring 105b and a third seal ring 105c. That is, each of the first seal ring 105 a , the second seal ring 105 b and the third seal ring 105 c is attached to the housing 102 .
  • the housing 102 is connected to the stern side of the stern tube 10 by bolts 104 from outside the boat.
  • Each of the first seal ring 105a, the second seal ring 105b and the third seal ring 105c is an annular member made of an elastic material.
  • the inner peripheral surfaces of the first seal ring 105 a , the second seal ring 105 b and the third seal ring 105 c are in sliding contact with the outer peripheral surface of the liner 4 .
  • the liner 4 is a cylindrical member made of a metal material. The liner 4 is fitted onto the propeller shaft 2 and fixed to the marine propeller 3 with bolts 5 to rotate together with the propeller shaft 2 .
  • the bow-side seal device 101b includes a housing 112, a fourth seal ring 105d and a fifth seal ring 105e.
  • the housing 112 is composed of a plurality of cylindrical members connected by bolts or the like.
  • the propeller shaft 2 is inserted through the housing 112 .
  • the housing 112 also holds a fourth seal ring 105d and a fifth seal ring 105e.
  • the housing 112 is connected to the bow side of the stern tube 10 with bolts 114 .
  • Each of the fourth seal ring 105d and the fifth seal ring 105e is an annular member made of an elastic material.
  • the inner peripheral surfaces of the fourth seal ring 105 d and the fifth seal ring 105 e are in sliding contact with the outer peripheral surface of the liner 6 .
  • the liner 6 is a cylindrical member made of a metal material. The liner 6 is fitted around the propeller shaft 2 and fixed to rotate together with the propeller shaft 2 .
  • An air supply section 120 is connected to the stern tube structure 100 .
  • the air supply section 120 includes the air control unit 30 and the air supply path 121 .
  • the air supply unit 120 supplies air to the stern-side sealing device 101a of the stern tube sealing device 101 . Specifically, the air supply unit 120 supplies air at a constant flow rate between the first seal ring 105a and the second seal ring 105b of the stern seal device 101a, the air pressure being adjusted to be equal to or higher than the seawater pressure.
  • the air control unit 30 includes a filter 31, a regulator 32, a flow meter 33, a flow controller 34, a check valve 35, a valve 36 and a pressure gauge 40 in order from the air source 38 toward the stern seal device 101a.
  • the valve 36 is normally open.
  • the air control unit 30 reduces the pressure of air supplied from an air source 38, such as a compressor, with the regulator 32, and supplies the air from the flow controller 34 through the air supply path 121 to the stern seal device 101a.
  • the flow controller 34 supplies air to the stern seal device 101a at a set flow rate in response to fluctuations in the seawater pressure that presses the first seal ring 105a of the stern seal device 101a. Adjust the supplied air pressure to be equal to or higher than the seawater pressure.
  • the air supply path 121 is formed from inside the ship through the stern tube 10 and the housing 102 of the stern side seal device 101a.
  • the air supply path 121 supplies air from the air control unit 30 to the stern seal device 101a.
  • the air supply path 121 is formed to communicate between the first seal ring 105a and the second seal ring 105b of the stern side seal device 101a.
  • the air supplied from the flow controller 34 of the air control unit 30 passes through the air supply path 121 and is guided to the stern side seal device 101a.
  • the air introduced into the stern seal device 101a is discharged to the outside (under the sea) of the stern seal device 101a from between the first seal ring 105a and the liner 4 against the seawater pressure.
  • An oil tank unit 60 and an oil pump unit 70 are connected to the stern tube structure 100 .
  • Lubricating oil supplied from the oil tank unit 60 is supplied from the oil pump unit 70 to the first oil chamber 108 a , the second oil chamber 108 b and the stern tube bearing chamber 12 . Also, the lubricating oil is recovered from the second oil chamber 108 b and the stern tube bearing chamber 12 to the oil tank unit 60 through the oil return passage 54 .
  • the oil tank unit 60 includes an oil tank 61 and a valve 62.
  • the valve 62 is interposed in the middle of the oil return passage 54 .
  • Valve 62 is normally open.
  • Air is supplied from the air control unit 30 to the oil tank 61 through the pressurization path 52 .
  • the air control unit 30 supplies air from the secondary side of the regulator 32 to the oil tank 61 through the pressure passage 52 .
  • the air control unit 30 has an air relay 37 as a pressure regulating valve in the middle of the pressurization path 52 .
  • the air relay 37 is connected to a pressure input signal path 53 drawn from the secondary side of the flow controller 34 .
  • the air relay 37 controls the chamber pressure of the oil tank 61 to be higher than that of the air supply passage 121 .
  • the oil pressure of the lubricating oil in the first oil chamber 108a is always higher than the seawater pressure and the air chamber pressure of the air chamber 107 by a constant pressure. controlled to be
  • the oil chamber pressure of the first oil chamber 108a is controlled to always be higher than the air chamber pressure of the air chamber 107 by a constant pressure. Also, the lip portion of the second seal ring 105b faces the bow side. Therefore, the lubricating oil in the first oil chamber 108 a can always press the lip portion of the second seal ring 105 b against the liner 4 . The lubricating oil in the first oil chamber 108a always presses the lip portion of the second seal ring 105b against the liner 4, so that the lip portion of the second seal ring 105b is always in sliding contact with the liner 4, and the air flows from the first oil chamber 108a. Leakage of lubricant into chamber 107 is prevented.
  • the oil pump unit 70 includes, in order from the oil tank 61 side, a filter 71, a circulation pump 72, a cooler 73, and a valve 74 at a position where the oil supply path 56 extending from the cooler 73 branches. Valve 74 is normally open.
  • the oil pump unit 70 supplies lubricating oil supplied from the oil tank unit 60 to the first oil chamber 108a, the stern tube bearing chamber 12 and the second oil chamber 108b. Lubricating oil is supplied to the stern tube bearing chamber 12 through the sliding surfaces between the liner 4 and the second seal ring 105b and the third seal ring 105c.
  • the lubricating oil is constantly circulated.
  • a discharge section 150 is connected to the stern tube structure 100 .
  • the discharge section 150 has a drain recovery unit 80 and a discharge path 152 .
  • Seawater and lubricating oil (drain) that have entered the stern seal device 101a are discharged from the stern seal device 101a to the discharge portion 150 .
  • the discharge passage 152 is formed to communicate between the first seal ring 105a and the second seal ring 105b of the stern side seal device 101a. Seawater and lubricating oil entering between the first seal ring 105a and the second seal ring 105b are discharged to the discharge path 152 .
  • the discharge path 152 is provided with a valve 153 for opening and closing the path.
  • the seawater and lubricating oil discharged to the discharge passage 152 are guided to the drain recovery unit 80 .
  • the drain recovery unit 80 includes a discharge tank 81 (see FIG. 4). The drain recovery unit 80 recovers seawater and lubricating oil discharged to the discharge path 152 to the discharge tank 81 .
  • FIG. 2 is a cross-sectional view illustrating a schematic configuration of the stern tube sealing device 101. As shown in FIG.
  • the stern side seal device 101a includes a housing 102, a first seal ring 105a, a second seal ring 105b, a third seal ring 105c and a packing ring .
  • the housing 102 includes, in order from the stern side, a first split housing 102a, a second split housing 102b, a third split housing 102c, a fourth split housing 102d and a fifth split housing 102e.
  • the housing 102 is formed with an air hole 102b1, an air supply passage 121, a housing oil passage 132b, and a discharge passage 152. As shown in FIG.
  • the first split housing 102a, the second split housing 102b, the third split housing 102c, the fourth split housing 102d, and the fifth split housing 102e are cylindrical members.
  • the first split housing 102a, the second split housing 102b, the third split housing 102c, the fourth split housing 102d, and the fifth split housing 102e are fixed to the stern tube 10 in a stacked state in which they are fitted together.
  • first split housing 102a, the second split housing 102b, the third split housing 102c, the fourth split housing 102d, and the fifth split housing 102e form annular grooves between adjacent split housings.
  • the housing 102 holds the first seal ring 105a, the second seal ring 105b, the third seal ring 105c, and the packing ring 106. As shown in FIG.
  • the housing 102 holds a packing ring 106 between the first split housing 102a and the second split housing 102b. Further, the housing 102 holds the first seal ring 105a between the second split housing 102b and the third split housing 102c. Further, the housing 102 holds a second seal ring 105b between the third split housing 102c and the fourth split housing 102d. Furthermore, the housing 102 holds a third seal ring 105c between the fourth split housing 102d and the fifth split housing 102e.
  • Each of the first seal ring 105a, the second seal ring 105b and the third seal ring 105c is an annular member made of an elastic material such as rubber.
  • Each of the first seal ring 105a, the second seal ring 105b, and the third seal ring 105c is held by the housing 102 so as to be in sliding contact with the outer peripheral surface of the liner 4. As shown in FIG.
  • Examples of elastic materials used for the first seal ring 105a, the second seal ring 105b, and the third seal ring 105c include rubber materials and resin materials other than rubber.
  • Examples of rubber materials include nitrile rubber (NBR), fluororubber (FR), natural rubber (NR), isobrene rubber (IR), butadiene rubber (BR), and styrene-butadiene rubber (SBR).
  • resin materials other than rubber include polytetrafluoroethylene (PTFE), polyetheretherketone (PEEK), fluororesins, and polyamide (PA).
  • FIG. 3 is a diagram illustrating the configuration of the first seal ring 105a. As shown in FIG. 3, the first seal ring 105a has a key portion 105a1, a heel portion 105a2, an arm portion 105a3 and a lip portion 105a4.
  • the key portion 105a1 is formed at the outer peripheral side end portion of the first seal ring 105a.
  • the key portion 105a1 is fitted and held in an annular groove formed by the adjacent groove 102b2 of the second split housing 102b and the groove 102c1 of the third split housing 102c.
  • the heel portion 105a2 is formed to extend from the key portion 105a1 toward the liner 4.
  • Arm portion 105a3 is formed to extend from the end of heel portion 105a2 to the stern side.
  • a backup ring 102c2 that supports the heel portion 105a2 and the arm portion 105a3 of the first seal ring 105a is formed in the third split housing 102c.
  • the lip portion 105a4 is formed at the inner peripheral side end portion of the arm portion 105a3.
  • the lip portion 105 a 4 is in sliding contact with the outer peripheral surface of the liner 4 .
  • the lip portion 105 a 4 has a spring groove 105 a 5 on the surface opposite to the liner 4 .
  • the lip portion 105a4 is pressed toward the liner 4 so as to be clamped by an annular spring 111 fitted in the spring groove 105a5.
  • the lip portion 105 a 4 is pressed by the spring 111 , so that the sliding contact portion 105 a 6 is elastically deformed and comes into sliding contact with the outer peripheral surface of the liner 4 .
  • the key portion 105a1 of the first seal ring 105a is held between the second split housing 102b and the third split housing 102c, and the sliding contact portion 105a6 of the lip portion 105a4 slides on the outer peripheral surface of the liner 4, as described above. touch.
  • the second seal ring 105b and the third seal ring 105c have the same shape as the first seal ring 105a. Further, the second seal ring 105b and the third seal ring 105c are held by the housing 102 and provided so as to be in sliding contact with the outer peripheral surface of the liner 4. As shown in FIG. However, the orientation of the second seal ring 105b and the third seal ring 105c is different from that of the first seal ring 105a. Specifically, the second seal ring 105b and the third seal ring 105c each have an arm portion extending from the heel portion toward the bow side, and a lip portion extending toward the bow side from the key portion held by the housing 102. It is provided so as to be in sliding contact with the liner 4 .
  • An air chamber 107 is formed between the first seal ring 105a and the second seal ring 105b. From the flow controller 34 of the air control unit 30, the air chamber 107 is supplied with a constant flow rate of air through the air supply path 121, the air pressure of which is adjusted to be equal to or higher than the seawater pressure on the stern side of the first seal ring 105a.
  • seawater By supplying air whose air pressure is equal to or higher than the seawater pressure to the air chamber 107, seawater is prevented from flowing into the air chamber 107 from between the lip portion of the first seal ring 105a and the liner 4. Seawater and lubricating oil that have entered the air chamber 107 are discharged from the discharge passage 152 and collected by the drain collection unit 80 .
  • a first oil chamber 108a is formed between the second seal ring 105b and the third seal ring 105c. Lubricating oil is supplied to the first oil chamber 108a through a housing oil passage 132b by an oil pump unit 70, which will be described later.
  • the supplied lubricating oil is sealed by the second seal ring 105b, so that the oil pressure becomes equal to or higher than the oil pressure of the lubricating oil in the stern tube bearing chamber 12. Therefore, the lubricating oil supplied to the first oil chamber 108a flows out from between the third seal ring 105c and the liner 4 to the stern tube 10 side.
  • the bow-side seal device 101b includes a housing 112, a fourth seal ring 105d and a fifth seal ring 105e.
  • the housing 112 has, in order from the stern side, a first split housing 112a, a second split housing 112b, and a third split housing 112c.
  • a housing oil passage 137 a and a housing oil passage 137 b are formed in the housing 112 .
  • the fourth seal ring 105d and the fifth seal ring 105e have the same shape as the first seal ring 105a, are held by the housing 112, and are provided so as to be in sliding contact with the outer peripheral surface of the liner 6.
  • the second oil chamber 108b is axially formed between the fourth seal ring 105d and the fifth seal ring 105e.
  • Lubricating oil is supplied to the second oil chamber 108b from a housing oil passage 137a by an oil pump unit 70, which will be described later. Also, the lubricating oil supplied to the second oil chamber 108b is returned to the oil tank unit 60 via the housing oil passage 137b.
  • the stern tube sealing device 101 prevents the lubricant from leaking out of the ship from the stern tube 10 by the stern side sealing device 101a due to the above configuration.
  • the bow side sealing device 101b prevents the lubricating oil from leaking into the ship.
  • the seawater and the lubricating oil are separated by the air chamber, and the possibility of the lubricating oil leaking out of the ship is reduced.
  • the third seal ring 105c can function as a spare seal ring on the lubricating oil side to prevent the lubricating oil from leaking overboard. With such a configuration, leakage of lubricating oil from the stern tube 10 to the outside of the ship is further reduced.
  • FIG. 4 is a diagram showing a schematic configuration of the drain recovery unit 80 according to this embodiment. Drain recovery unit 80 is used in stern tube seal system 200 .
  • the drain recovery unit 80 includes a discharge tank 81, an ejector 82, an orifice 84, and a level alarm 85.
  • the discharge tank 81 includes a valve 80v2, a valve 80v3, a valve 80v4 and a valve 80v5.
  • the valves 80v2 and 80v3 are normally closed.
  • the valves 80v4 and 80v5 are normally open.
  • a pressure gauge (not shown) is connected to the valve 80v4. The pressure gauge measures the pressure inside the discharge tank 81 .
  • Air, seawater, and lubricating oil from the air chamber 107 are collected from the discharge path 152 in the discharge tank 81 . During normal times, only air is recovered from the exhaust passage 152 . Collected air is discharged through orifice 84 . Also, when seawater or lubricating oil enters the air chamber 107 , the seawater and the lubricating oil are collected in the discharge tank 81 .
  • the level alarm 85 issues an alarm.
  • the user opens the valve 80v2 to discharge the seawater and lubricating oil accumulated in the discharge tank 81 .
  • the ejector 82 discharges air from within the discharge tank 81 .
  • the ejector 82 makes the pressure in the discharge tank 81 negative with respect to the atmospheric pressure. That is, the ejector 82 lowers the pressure of the discharge tank 81 below the atmospheric pressure.
  • the valve 84v3 is opened and the valves 80v4 and 80v5 are closed.
  • Air source 83 supplies pressurized air to ejector 82 via valve 80v1.
  • the ejector 82 to which the pressurized air is supplied forcibly exhausts the air from the discharge tank 81 to the outside through the valve 80v3.
  • the ejector 82 has a silencer 82a downstream.
  • the discharge tank 81 forcibly discharges air, seawater, and lubricating oil from the air chamber 107 by having a negative pressure by the ejector 82 .
  • the pressure in the discharge tank 81 can be set to a negative pressure to enhance the ability to recover the drain that has entered from the stern side.
  • the stern tube seal system recovers seawater and lubricating oil flowing through the discharge passage 152 by applying negative pressure to the discharge tank 81 and sucking it. Therefore, the flow rate of air (drain air) flowing through the discharge passage 152 can be increased. Also, the air (drain air) flowing through the discharge passage 152 can be sucked with a higher pressure difference.
  • the drain can be recovered even if, for example, salt crystals are formed in the discharge path 152. Also, even if the discharge path 152 is long, the drain air can be recovered strongly. Furthermore, even if the discharge passage 152 is tilted upward, for example, the drain air can be collected strongly.
  • the air chamber 107 is an example of a first space
  • the first oil chamber 108a is an example of a second space
  • the discharge passage 152 is an example of a pipe communicating with the first space
  • the ejector 82 is an example of a decompression unit.
  • FIG. 5 is a diagram showing a schematic configuration of the drain recovery unit 180 according to this embodiment.
  • the drain recovery unit 180 includes a ship bottom portion 180A and an operation portion 180B.
  • the ship bottom portion 180A is a portion of the drain recovery unit 180 that is provided under the scaffolding FL, that is, at the ship bottom.
  • the ship bottom 180A is provided in a place where people do not normally enter.
  • the operation unit 180B is provided on the scaffold FL.
  • the operation unit 180B is, for example, an operation panel. The user operates the drain collection unit 180 by operating the operation section 180B.
  • a bottom portion 180A of the drain recovery unit 180 includes a discharge tank 181 and a level alarm 185. Also, the discharge tank 181 of the ship bottom 180A is provided with a valve 180v2. The valve 180v2 is normally closed. In addition, the discharge tank 181 may be provided with a safety valve. Also, an air driven valve 180v6 is provided between the discharge path 152 and the discharge tank 181 . The air driven valve 180v6 is normally open.
  • the operating portion 180B of the drain recovery unit 180 includes an ejector 182 and an orifice 184.
  • the operation unit 180B also includes a valve 180v1, an air-driven valve 180v3, an air-driven valve 180v4, an air-driven valve 180v5, and a switching valve 180v7.
  • the valve 180v1 is normally closed.
  • the operation section 180B includes a filter 186, a regulator 187, a pressure gauge 188a, a pressure gauge 188b, a speed controller 189a and a speed controller 189b.
  • the air driven valve 180v3 is normally closed.
  • the air driven valve 180v4 and the air driven valve 180v5 are normally open.
  • the switching valve 180v7 switches the air that has passed through the regulator 187 to either path P1 or path P2.
  • the drain recovery unit 180 operates in three operating modes: normal operating mode, ejector operating mode, and drain discharge mode.
  • the discharge tank 181 collects air, seawater, and lubricating oil from the air chamber 107 through the discharge passage 152 .
  • the valves 180v1 and 180v2 are closed. Also, the speed controller 189a and the speed controller 189b are closed. Therefore, the air collected from the discharge passage 152 flows from the discharge tank 181 through the communication passage 180p1, the air driven valves 180v4 and 180v5 in order, and is discharged from the orifice 184. Seawater and lubricating oil collected from the discharge passage 152 are collected in the discharge tank 181 .
  • valve 180v7 In the ejector operation mode, the switching valve 180v7 is switched to path P1.
  • valve 180v1 In ejector operation mode, valve 180v1 is first opened from the state of normal operation mode. Air is supplied from the air source 183 to the regulator 187 when the valve 180v1 is opened. The regulator 187 adjusts the air pressure on the outlet side (the pressure of the pressure gauge 188a) to 0.4 megapascals, for example.
  • the air driven valve 180v3 When air is supplied from the air source 183 to the path P1, the air driven valve 180v3 is switched from closed to open. Further, when air is supplied from the air source 183 to the path P1, the air driven valve 180v5 is switched from open to closed.
  • the ejector 182 ejects air from inside the ejection tank 181 .
  • the ejector 182 makes the pressure in the discharge tank 181 negative with respect to the atmospheric pressure.
  • the discharge tank 81 forcibly discharges air, seawater and lubricating oil from the air chamber 107 by applying a negative pressure by the ejector 82 .
  • valve 180v1 and the speed controller 189a are closed.
  • seawater and lubricating oil collected in the discharge tank 181 are discharged from the discharge tank 181 to the external discharge groove DR.
  • the switching valve 180v7 is switched to path P2.
  • the valves 180v1 and 180v2 are opened from the state of the normal operation mode. Air is supplied from the air source 183 to the regulator 187 when the valve 180v1 is opened.
  • the regulator 187 adjusts the air pressure on the outlet side (the pressure of the pressure gauge 188a) to 0.4 megapascals, for example.
  • the air driven valve 180v4 is switched from open to closed. Further, when air is supplied from the air source 183 to the path P2, the air is supplied to the communication path 180p2, and the air driven valve 180v6 is switched from open to closed.
  • valves 180v1, 181v2 and the speed controller 189b are closed.
  • seawater and lubricating oil collected in the discharge tank 181 can be discharged to the outside. can.
  • the discharge tank 181 can be remotely controlled by the control panel.
  • operation unit 180B is an example of a decompression unit and a pressurization unit.
  • the stern seal device 101a includes a total of three seal rings, namely the first seal ring 105a, the second seal ring 105b and the third seal ring 105c. is not limited to three.
  • FIG. 6 is a diagram showing a modification of the system configuration of the ship according to this embodiment.
  • the marine vessel 1A includes a stern tube seal system 200A.
  • the stern tube seal system 200A includes a stern tube structure 100A instead of the stern tube structure 100 of the stern tube seal system 200.
  • the stern tube structure 100A includes a stern tube sealing device 101A in place of the stern tube sealing device 101 of the stern tube structure 100.
  • the stern tube sealing device 101A is provided adjacent to the stern tube 10 in the axial direction.
  • the stern tube sealing device 101A has a stern side sealing device 101Aa and a bow side sealing device 101b.
  • the stern tube seal device 101 prevents lubricating oil supplied to the stern tube bearing chamber 12 from leaking outboard or inboard from the stern tube 10 covering the propeller shaft 2 .
  • the stern-side seal device 101Aa includes a housing 102A, a 1a seal ring 105aa, a 1b seal ring 105ab, a second seal ring 105b and a third seal ring 105c. That is, the stern side seal device 101Aa includes four seal rings.
  • the decompression unit is not limited to the ejector, and for example, an exhaust pump or the like may be used.

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

Abstract

La présente invention concerne un système d'étanchéité de tube d'étambot, disposé sur un arbre d'hélice d'une hélice marine, le système comprenant : un boîtier disposé autour de l'arbre d'hélice ; une première bague d'étanchéité, une deuxième bague d'étanchéité et une troisième bague d'étanchéité qui sont fixées au boîtier et sont disposées dans cet ordre à partir du côté d'hélice marine ; une unité de commande d'air qui fournit de l'air à un premier espace délimité par la première bague d'étanchéité, la deuxième bague d'étanchéité, l'arbre d'hélice et le boîtier ; une unité de pompe à huile qui fournit de l'huile de lubrification à un second espace délimité par la deuxième bague d'étanchéité, la troisième bague d'étanchéité, l'arbre d'hélice et le boîtier ; et une unité de récupération de drain qui comprend un réservoir de décharge, auquel est raccordée une tuyauterie qui est en communication avec le premier espace et une section de décompression qui abaisse la pression à l'intérieur du réservoir de décharge à une pression inférieure à la pression atmosphérique.
PCT/JP2021/022739 2021-06-15 2021-06-15 Système d'étanchéité de tube d'étambot, navire marin et unité de récupération de drain WO2022264285A1 (fr)

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH07251795A (ja) * 1994-03-15 1995-10-03 Mitsubishi Heavy Ind Ltd 二重反転プロペラ船用船尾管シール装置のドレン排水方法およびドレン排水管構造
JPH11304005A (ja) * 1998-04-22 1999-11-05 Cobelco Marine Engineering:Kk 船舶用推進軸の軸封装置
JP2001263874A (ja) * 2000-03-16 2001-09-26 Hitachi Ltd 軸封用油回収装置
JP2004308867A (ja) * 2003-04-10 2004-11-04 Saginomiya Seisakusho Inc ドレン油回収装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH07251795A (ja) * 1994-03-15 1995-10-03 Mitsubishi Heavy Ind Ltd 二重反転プロペラ船用船尾管シール装置のドレン排水方法およびドレン排水管構造
JPH11304005A (ja) * 1998-04-22 1999-11-05 Cobelco Marine Engineering:Kk 船舶用推進軸の軸封装置
JP2001263874A (ja) * 2000-03-16 2001-09-26 Hitachi Ltd 軸封用油回収装置
JP2004308867A (ja) * 2003-04-10 2004-11-04 Saginomiya Seisakusho Inc ドレン油回収装置

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
EAGLE INDUSTRY: "KEMEL Type KEMEL AIR SEAL AX", INSTRUCTION MANUAL, 2017, pages 2 - 14 *
TAMURA KIYOSHI, TAMURA KIYOSHI: "Environment Preservation and Energy Savings in Bearings and Seals Used for Propulsion System", MARIN-ENJINIARINGU : NIHON-MARIN-ENJINIARINGU-GAKKAI-SHI = MARINE ENGINEERING : JOURNAL OF THE JAPAN INSTITUTION OF MARINE ENGINEERING, JAPAN INSTITUTION OF MARINE ENGINEERING, JAPAN, vol. 46, no. 1, 1 January 2011 (2011-01-01), JAPAN , pages 44 - 47, XP093017575, ISSN: 1346-1427, DOI: 10.5988/jime.46.44 *

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