JP4755428B2 - Shaft seal device for marine propulsion shaft - Google Patents

Shaft seal device for marine propulsion shaft Download PDF

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JP4755428B2
JP4755428B2 JP2005051276A JP2005051276A JP4755428B2 JP 4755428 B2 JP4755428 B2 JP 4755428B2 JP 2005051276 A JP2005051276 A JP 2005051276A JP 2005051276 A JP2005051276 A JP 2005051276A JP 4755428 B2 JP4755428 B2 JP 4755428B2
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shaft
propeller
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JP2006234101A (en
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栄一 岩脇
知哉 高安
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Wartsila Japan Ltd
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Description

本発明は４つ以上のシールリングによって仕切られた環状室を備える船舶用推進軸の軸封装置に関する。   The present invention relates to a shaft seal device for a marine propulsion shaft provided with an annular chamber partitioned by four or more seal rings.

船舶用推進軸では、推進軸の外側を囲むシールリングを軸方向に沿って４つ設け、プロペラ側から１番目と２番目のシールリングのリップをプロペラ側に向け、３番目と４番目のシールリングのリップを反プロペラ側に向けたものが存在する（特許文献１）。そして、隣り合うシールリング間に形成される部屋を、プロペラ側から順番に昇圧緩和室（空気室）、空気室、潤滑油室とし、プロペラ側から２番目の空気室に送り込んだ空気を、１番目の空気室を経て船外に排出すると共に、２番目の空気室にドレン経路を設けることによって溜まった海水や油を回収していた。そして、二番目の空気室が空気室としての機能を確実に発揮できるようにするための予防的役割を、１番目の空気室はその内部の空気によって果たしていた。
特開２００４−１９０６９６号公報 In the marine propulsion shaft, four seal rings that surround the propulsion shaft are provided along the axial direction, and the lip of the first and second seal rings from the propeller side faces the propeller side, and the third and fourth seals There is one in which the lip of the ring faces the non-propeller side (Patent Document 1). Then, the chamber formed between the adjacent seal rings is a pressure increasing relaxation chamber (air chamber), an air chamber, and a lubricating oil chamber in order from the propeller side, and the air sent to the second air chamber from the propeller side is 1 While discharging through the second air chamber to the outside of the ship, seawater and oil accumulated by collecting a drain path in the second air chamber were recovered. And the 1st air chamber played the preventive role for ensuring that the 2nd air chamber can exhibit the function as an air chamber reliably.
JP 2004-190696 A

ところが、ドレン経路は２番目の空気室にしか設けていないので、１番目の空気室に海水等が溜まった場合は、その回収手段はなく、１番目の空気室が有する予防的役割は失われることになる。また、１番目のシールリングは推進軸との間で摩耗することなしに海水や埃等の浸入を防止する役割を果たすものであるが、海水が結晶化して当該シールリングに固着した場合は、推進軸との間で摩耗が生じ、耐久性に悪影響を与えるおそれがあり、埃等の侵入を防ぐ機能しか発揮できなくなる。その上、１番目の空気室に海水等が溜まっているときに何等かの原因によって２番目の空気室から１番目の空気室に油が溢れ出た場合には、船外に油が漏れ出るおそれもある。   However, since the drain path is provided only in the second air chamber, when seawater or the like accumulates in the first air chamber, there is no recovery means and the preventive role of the first air chamber is lost. It will be. In addition, the first seal ring plays a role of preventing intrusion of seawater, dust, etc. without being worn between the propulsion shafts, but when seawater crystallizes and adheres to the seal ring, Wear may occur between the propeller shaft and the durability may be adversely affected, and only the function of preventing entry of dust or the like can be exhibited. In addition, when seawater or the like is accumulated in the first air chamber, if oil overflows from the second air chamber to the first air chamber due to any cause, the oil leaks out of the ship. There is also a fear.

本発明は上記実情を考慮して創作されたもので、その目的とするところは、推進軸の回りに３つ以上の環状室を軸方向に設け、プロペラ側から１番目と２番目の環状室を空気室とするものにおいて、１番目の空気室に溜まる海水等を回収できるようにすることである。   The present invention was created in view of the above circumstances, and the object of the present invention is to provide three or more annular chambers around the propulsion shaft in the axial direction, and the first and second annular chambers from the propeller side. Is to enable recovery of seawater or the like accumulated in the first air chamber.

本発明は、プロペラ用の推進軸の外周をその軸方向に間隔をあけて配列した４つ以上のシールリングで取り囲むと共に、シールリングをその外側からハウジングによって取り囲んで保持し、隣り合うシールリングの間に環状室を形成し、プロペラ側から１番目と２番目の環状室を第１、第２空気室とし、３番目以降の環状室の中に潤滑油室を設け、各シールリングには内周側にリップを有し、推進軸の先端側であるプロペラ側から１番目と２番目のシールリングのリップをプロペラ側に向けてある船舶用推進軸の軸封装置を前提とする。   The present invention surrounds the outer periphery of a propeller propulsion shaft with four or more seal rings arranged at intervals in the axial direction, and surrounds and holds the seal ring from the outside by a housing. An annular chamber is formed between them, the first and second annular chambers from the propeller side are the first and second air chambers, and a lubricating oil chamber is provided in the third and subsequent annular chambers. A shaft sealing device for a marine propulsion shaft having a lip on the peripheral side and with the lip of the first and second seal rings from the propeller side, which is the tip side of the propulsion shaft, facing the propeller side is assumed.

潤滑油室を設ける場所は、環状室が３つの場合なら３番目の環状室であるが、環状室が４つ以上ある場合なら必ずしも３番目の環状室でなくとも良い。即ち、３番目の環状室を空気室とし、４番目の環状室を潤滑油室とするものでも良い。「３番目以降の環状室の中に潤滑油室を設ける」とは、正にこのことを意味する。   The location where the lubricating oil chamber is provided is the third annular chamber if there are three annular chambers, but may not necessarily be the third annular chamber if there are four or more annular chambers. That is, the third annular chamber may be an air chamber and the fourth annular chamber may be a lubricating oil chamber. “Providing a lubricating oil chamber in the third and subsequent annular chambers” means exactly this.

そして、本発明は第１空気室に通じるドレン経路と、第２空気室に通じるドレン経路をそれぞれ設け、各ドレン経路は独立した経路であると共に、その二次側には各経路専用のドレンタンクを接続してあることを特徴とする。また、各ドレン経路は、その二次側に向かって平時開状態のバルブ、ドレンタンク、平時閉状態のバルブを順次接続すると共に、ドレンタンクの上部には内部の加圧空気を排出するための流量調整手段を設けてあることを特徴とする。
In the present invention, a drain path leading to the first air chamber and a drain path leading to the second air chamber are provided , and each drain path is an independent path, and a drain tank dedicated to each path is provided on the secondary side. Are connected . In addition, each drain passage is connected to a valve in a normal state, a drain tank, and a valve in a normal state in order toward the secondary side, and the upper part of the drain tank is used to discharge internal pressurized air. A flow rate adjusting means is provided.

本発明は第１空気室と第２空気室にそれぞれドレン経路を設けてあるので、各空気室に入る海水や油等を回収でき、それによって第１空気室に海水等が溜まったり結晶化したりするのを防止でき、その結果、第２空気室に対する予防的役割を第１空気室が充分に果たすことができる。また、第１空気室に通じるドレン経路が主に水の排出を担い、第２空気室に通じるドレン経路が主に油の排出を担うことになるから、第２空気室よりも反プロペラ側の環状室への水の浸入を確実に防止できる。さらに、プロペラ側から特に１番目のシールリングの製品寿命が延びる。その上、３番目以降の環状室の中に設けた潤滑油室から、何等かの原因によって第２空気室を経て第１空気室に油が溢れ出た場合であっても、第１空気室に入った油を回収できるので、船外に油が漏れ出るおそれがなく、環境に好適である。   In the present invention, since the drain passages are provided in the first air chamber and the second air chamber, respectively, the seawater and oil entering each air chamber can be recovered, so that the seawater and the like are collected or crystallized in the first air chamber. As a result, the first air chamber can sufficiently play a preventive role for the second air chamber. In addition, the drain path leading to the first air chamber is mainly responsible for draining water, and the drain path leading to the second air chamber is primarily responsible for draining oil. Water can be reliably prevented from entering the annular chamber. In addition, the product life of the first seal ring in particular from the propeller side is extended. In addition, even if oil overflows from the lubricating oil chamber provided in the third and subsequent annular chambers through the second air chamber for some reason, the first air chamber Since the oil that has entered can be recovered, there is no risk of oil leaking out of the boat, which is suitable for the environment.

船体は図１に示すように、船尾管１の内側に軸受２を介して推進軸３の軸本体４を回転可能に支持し、軸受２よりも突出する推進軸３の軸本体４先端にプロペラ５を固定してある。   As shown in FIG. 1, the hull supports the shaft body 4 of the propulsion shaft 3 rotatably inside the stern tube 1 via a bearing 2, and propellers at the tip of the shaft body 4 of the propulsion shaft 3 projecting from the bearing 2. 5 is fixed.

そして、推進軸３の軸封装置は、軸本体４の先部にスリーブ６を嵌め込んで推進軸３を形成し、推進軸３の先部外側を同心円状に囲む筒状のハウジング７を、船尾管１にボルトで固定し、ハウジング７の内側にはシールリング８を軸方向に間隔をあけて４つ保持している。ハウジング７は、船尾管１からプロペラ側に向かって複数のガイドリング９を重ねて取り付けることによって筒状に形成してあり、隣接するガイドリング９，９間にシールリング８の外周部を収容して位置決めしてある。   The shaft seal device for the propulsion shaft 3 is formed with a sleeve 6 fitted into the front portion of the shaft body 4 to form the propulsion shaft 3, and a cylindrical housing 7 that concentrically surrounds the outer front portion of the propulsion shaft 3; The stern tube 1 is fixed with bolts, and four seal rings 8 are held inside the housing 7 at intervals in the axial direction. The housing 7 is formed in a cylindrical shape by attaching a plurality of guide rings 9 from the stern tube 1 toward the propeller side, and accommodates the outer peripheral portion of the seal ring 8 between the adjacent guide rings 9 and 9. Is positioned.

シールリング８は、その内周部にリップを有し、その弾性によってリップを推進軸３に押し付けている。１番目と２番目のシールリング８はリップをプロペラ側に向け、３番目と４番目のシールリング８はリップを反プロペラ側に向けている。そして、隣り合うシールリング８，８の間に環状室をそれぞれ形成し、これら環状室をプロペラ側から反プロペラ側に向かって順番に第１空気室１０、第２空気室１１、潤滑油室（第３潤滑油室）１２とする。   The seal ring 8 has a lip on its inner periphery, and presses the lip against the propulsion shaft 3 by its elasticity. The first and second seal rings 8 have the lips facing the propeller side, and the third and fourth seal rings 8 have the lips facing the propeller side. Annular chambers are respectively formed between the adjacent seal rings 8 and 8, and these annular chambers are sequentially arranged from the propeller side toward the non-propeller side in order of the first air chamber 10, the second air chamber 11, and the lubricating oil chamber ( (Third lubricating oil chamber) 12.

第２空気室１１にはエア供給経路１３が通じており、エア供給経路１３を利用して空気源１４から空気制御ユニット１５を介して空気が第２空気室１１に送られる。そして、この空気によって２番目と１番目のシールリング８のリップは順次押し上げられて、水中にエアを排出する。また、第３潤滑油室１２にはオイル供給経路１６が通じており、オイル供給経路１６を利用して油タンク１７からフィルター１８、循環ポンプ１９、クーラー２０を経て油が第３潤滑油室１２に供給される。オイル供給経路１６はクーラー２０よりも二次側で分岐しており、その分岐路２１によって４番目のシールリング８と軸受２の間の環状室（第４潤滑油室）２２にも油を供給し、その油によって軸受２の滑りを良くし、軸受２の反プロペラ側の環状室（第５潤滑油室）２３にまで油を供給する。第５潤滑油室２３にはオイル戻り経路２４が通じており、オイル戻り経路２４を利用して油タンク１７に油を回収する。オイル供給経路１６やオイル戻り経路２４の途中には平時開いているバルブ２５を有する。   An air supply path 13 communicates with the second air chamber 11, and air is sent from the air source 14 to the second air chamber 11 through the air control unit 15 using the air supply path 13. Then, the lips of the second and first seal rings 8 are sequentially pushed up by this air, and the air is discharged into the water. Further, an oil supply path 16 communicates with the third lubricating oil chamber 12, and the oil is supplied from the oil tank 17 through the filter 18, the circulation pump 19, and the cooler 20 using the oil supply path 16. To be supplied. The oil supply path 16 is branched on the secondary side of the cooler 20, and the branch path 21 supplies oil to the annular chamber (fourth lubricating oil chamber) 22 between the fourth seal ring 8 and the bearing 2. Then, the sliding of the bearing 2 is improved by the oil, and the oil is supplied to the annular chamber (fifth lubricating oil chamber) 23 on the side opposite to the propeller of the bearing 2. An oil return path 24 communicates with the fifth lubricating oil chamber 23, and oil is collected in the oil tank 17 using the oil return path 24. A valve 25 that is normally open is provided in the middle of the oil supply path 16 and the oil return path 24.

空気制御ユニット１５は、空気源１４から第２空気室１１に向かってフィルター２６、レギュレータ（減圧弁）２７、流量計２８、フローコントローラ（定流量制御弁）２９、逆止弁３０、平時開いているバルブ３１を順次接続したものである。そして、レギュレータ２７によって第２空気室１１に送る空気圧を高くなりすぎない程度に落とし、フローコントローラ２９によって、水圧変動に対して常に一定の差圧を保ちながら空気を一定量供給し、それによって水圧よりも第１空気室１０の空気圧を常に一定圧高くし、最終的にはエアをプロペラ側に吐出して水の浸入を防止してある。また、空気制御ユニット１５は、レギュレータ２７よりも二次側から油タンク１７に加圧経路３２を接続し、加圧経路３２中にエアリレー（圧力調整弁）３３を設け、エア供給経路１３の加圧経路接続箇所よりも二次側から圧入力信号経路３４を引き出して、エアリレー３３に接続してある。エアリレー３３によって、エア供給経路１３よりも油タンク１７の室圧を僅かに高く、即ち、第３潤滑油室１２の室圧を第２空気室１１よりも僅かに高くして、第３潤滑油室１２への異物の混入を防止してある。   The air control unit 15 is opened from the air source 14 toward the second air chamber 11 by a filter 26, a regulator (pressure reducing valve) 27, a flow meter 28, a flow controller (constant flow control valve) 29, a check valve 30, and a normal time opening. The valves 31 are sequentially connected. Then, the air pressure sent to the second air chamber 11 by the regulator 27 is reduced so as not to become too high, and the flow controller 29 supplies a constant amount of air while always maintaining a constant differential pressure with respect to fluctuations in the water pressure. In contrast, the air pressure in the first air chamber 10 is always increased by a constant pressure, and finally, air is discharged to the propeller side to prevent water from entering. Further, the air control unit 15 connects the pressurization path 32 to the oil tank 17 from the secondary side of the regulator 27, provides an air relay (pressure adjustment valve) 33 in the pressurization path 32, and adds the air supply path 13. The pressure input signal path 34 is pulled out from the secondary side of the pressure path connection location and connected to the air relay 33. By the air relay 33, the chamber pressure of the oil tank 17 is slightly higher than that of the air supply path 13, that is, the chamber pressure of the third lubricant chamber 12 is slightly higher than that of the second air chamber 11, and the third lubricant Foreign matter is prevented from entering the chamber 12.

そして、第１、第２空気室１０，１１に海水や油が浸入した場合に、これら流体を排出すべく、第１空気室１０に通じるドレン経路３５と、第２空気室１１に通じるドレン経路３６を設けてある。各ドレン経路３５，３６はその途中に平時開いているバルブ３７、ドレンタンク３８、平時閉じているバルブ３９を順次設け、ドレンタンク３８に水や油等を回収する。また、各ドレンタンク３８上部にはニードル弁（流量調整手段）４０を設けて、ドレンタンク３８の加圧空気を少し排出することにより、ドレンタンク３８に水等を滞り無く流入させ、所定量溜まったら各ドレンタンク３８の二次側のバルブ３９を開いて回収する。   Then, when seawater or oil enters the first and second air chambers 10 and 11, a drain path 35 leading to the first air chamber 10 and a drain path leading to the second air chamber 11 to discharge these fluids. 36 is provided. Each drain path 35, 36 is provided with a valve 37 that is normally open, a drain tank 38, and a valve 39 that is normally closed in the middle of the drain passages 35 and 36, and collects water, oil, and the like in the drain tank 38. In addition, a needle valve (flow rate adjusting means) 40 is provided at the top of each drain tank 38, and by slightly discharging the pressurized air from the drain tank 38, water or the like flows into the drain tank 38 without any stagnation and accumulates a predetermined amount. Then, the valve 39 on the secondary side of each drain tank 38 is opened and recovered.

なお、１番目のシールリング８よりもプロペラ側にＰリング（パッキン）４１を推進軸３の回りに止め、第１空気室１０への異物の浸入をさらに防止してある。Ｐリング４１のプロペラ側と反プロペラ側には、ハウジング７から第１、第２内周壁４２，４３を内向きに突出し、各内周壁４２，４３の内面と推進軸３の外面との間には隙間をあけ、Ｐリング４１の反プロペラ側を第２内周壁４３に密着させると共に、Ｐリング４１のプロペラ側と第１内周壁４２との間に隙間をあけ、第１空気室１０からの空気によってＰリング４１の反プロペラ側を押し上げ、水中に空気を放出する。   A P ring (packing) 41 is stopped around the propelling shaft 3 on the propeller side of the first seal ring 8 to further prevent foreign matter from entering the first air chamber 10. On the propeller side and the non-propeller side of the P ring 41, first and second inner peripheral walls 42, 43 protrude inward from the housing 7, and between the inner surface of each inner peripheral wall 42, 43 and the outer surface of the propulsion shaft 3. Opens a gap so that the non-propeller side of the P ring 41 is in close contact with the second inner peripheral wall 43, and a gap is formed between the propeller side of the P ring 41 and the first inner peripheral wall 42, The air pushes up the non-propeller side of the P-ring 41 to release air into the water.

図２は推進軸の軸封装置の別例を示すもので、第２空気室１１に通じるエア供給経路１３の途中（空気制御ユニット１５よりも二次側）に洗浄液（清水）又は油を供給する補助経路４６を分岐して設けたことを特徴とする。補助経路４６は一次側に補助タンク４７を接続し、その途中には油タンク１７に通じる連絡路４８を分岐し、連絡路４８の分岐箇所よりも二次側に平時閉じているバルブ４９を有する。なお、連絡路４８の途中にも平時閉じているバルブ５０を設けてある。連絡路４８と補助経路４６の双方のバルブ４９，５０は平時閉じているので、第２空気室１１には平時、空気が送られる。しかし、空気源１４からの空気の供給を停止し、空気制御ユニット１５内のバルブ３１を閉じ、補助経路４６のバルブ４９を開くことがある。第１空気室１０の海水による結晶化等を防ぐ場合や、空気制御ユニット１５が不調等の原因でエアを送れない場合である。結晶化防止の場合は、補助タンク４７に洗浄液を溜め、洗浄液を第１、第２空気室１０，１１に送ることによって、第１空気室１０及び１番目のシールリング８の寿命を一段と延ばすことができ、第１空気室１０の室圧を海水圧よりも高くしても、洗浄後の汚れた液が外部に漏れ出ることを第１空気室１０に通じるドレン経路３６によって防止できる。また、エアを送れない場合は、補助タンク４７に油を溜め、油を第１、第２空気室１０，１１に送ることによってシールを確保しながら、同様に油が外部に漏れ出ることを第１空気室１０に通じるドレン経路３６によって防ぐことができる。なお、補助タンク４７に溜めた油を油タンク１７に送る場合は、連絡路４８のバルブ５０を開くと共に、補助経路４６のバルブ４９を閉じる。  FIG. 2 shows another example of the shaft seal device for the propulsion shaft, and the cleaning liquid (fresh water) or oil is supplied to the middle of the air supply path 13 leading to the second air chamber 11 (secondary side from the air control unit 15). A feature is that the auxiliary path 46 is provided in a branched manner. The auxiliary path 46 has an auxiliary tank 47 connected to the primary side, a connecting path 48 leading to the oil tank 17 is branched in the middle, and a valve 49 is closed on the secondary side of the connecting path 48 on the secondary side. . A valve 50 that is normally closed is provided in the middle of the communication path 48. Since the valves 49 and 50 in both the communication path 48 and the auxiliary path 46 are closed during normal times, air is sent to the second air chamber 11 during normal times. However, the supply of air from the air source 14 may be stopped, the valve 31 in the air control unit 15 may be closed, and the valve 49 of the auxiliary path 46 may be opened. This is a case where crystallization due to seawater in the first air chamber 10 is prevented, or a case where the air control unit 15 cannot send air due to a malfunction or the like. In the case of preventing crystallization, the cleaning liquid is stored in the auxiliary tank 47, and the cleaning liquid is sent to the first and second air chambers 10 and 11, thereby further extending the life of the first air chamber 10 and the first seal ring 8. Even if the chamber pressure of the first air chamber 10 is higher than the seawater pressure, it is possible to prevent the dirty liquid after cleaning from leaking outside by the drain path 36 leading to the first air chamber 10. In addition, when air cannot be sent, oil is stored in the auxiliary tank 47 and the oil is sent to the first and second air chambers 10 and 11 to secure a seal, and the oil leaks to the outside in the same manner. This can be prevented by the drain path 36 leading to the one air chamber 10. When the oil stored in the auxiliary tank 47 is sent to the oil tank 17, the valve 50 of the communication path 48 is opened and the valve 49 of the auxiliary path 46 is closed.

本発明は上記実施形態に限定されない。例えば、上述した推進軸の軸封装置は船尾管１に付ける船舶に限らず、ポッド型推進装置に付ける船舶にも適用できる。   The present invention is not limited to the above embodiment. For example, the above-described shaft sealing device for the propulsion shaft is not limited to a vessel attached to the stern tube 1, but can also be applied to a vessel attached to a pod type propulsion device.

船舶用推進軸の軸封装置を示す説明図である。It is explanatory drawing which shows the shaft seal apparatus of the propulsion shaft for ships. 船舶用推進軸の軸封装置の別例を示す説明図である。It is explanatory drawing which shows another example of the shaft seal apparatus of the propulsion shaft for ships.

符号の説明Explanation of symbols

３ 推進軸
７ ハウジング
８ シールリング
１０ 第１空気室
１１ 第２空気室
１２ 潤滑油室（第３潤滑油室）
３５ ドレン経路
３６ ドレン経路
3 Propulsion shaft 7 Housing 8 Seal ring 10 First air chamber 11 Second air chamber 12 Lubricating oil chamber (third lubricating oil chamber)
35 Drain path 36 Drain path

Claims (2)

プロペラ用の推進軸（３）の外周をその軸方向に間隔をあけて配列した４つ以上のシールリング（８）で取り囲むと共に、シールリングをその外側からハウジング（７）によって取り囲んで保持し、隣り合うシールリング（８，８）の間に環状室を形成し、プロペラ側から１番目と２番目の環状室を第１、第２空気室（１０，１１）とし、３番目以降の環状室の中に潤滑油室（１２）を設け、各シールリングには内周側にリップを有し、推進軸（３）の先端側であるプロペラ側から１番目と２番目のシールリングのリップをプロペラ側に向けてある船舶用推進軸の軸封装置において、
第１空気室（１０）に通じるドレン経路（３５）と、第２空気室（１１）に通じるドレン経路（３６）をそれぞれ設け、
各ドレン経路（３５、３６）は独立した経路であると共に、その二次側には各経路専用のドレンタンク（３８）を接続してあることを特徴とする、船舶用推進軸の軸封装置。 The outer periphery of the propeller propeller shaft (3) is surrounded by four or more seal rings (8) arranged at intervals in the axial direction, and the seal ring is surrounded and held by the housing (7) from the outside, An annular chamber is formed between adjacent seal rings (8, 8), and the first and second annular chambers from the propeller side are first and second air chambers (10, 11), and the third and subsequent annular chambers. A lubricating oil chamber (12) is provided in each, and each seal ring has a lip on the inner peripheral side, and the lip of the first and second seal rings from the propeller side which is the tip side of the propeller shaft (3). In the shaft seal device of the marine propulsion shaft facing the propeller side,
A drain path (35) leading to the first air chamber (10) and a drain path (36) leading to the second air chamber (11) are provided ,
Each drain path (35, 36) is an independent path, and a drain tank (38) dedicated to each path is connected to the secondary side of the drain path (35, 36). . 各ドレン経路（３５，３６）は、その二次側に向かって平時開状態のバルブ（３７）、ドレンタンク（３８）、平時閉状態のバルブ（３９）を順次接続すると共に、ドレンタンク（３８）の上部には内部の加圧空気を排出するための流量調整手段（４０）を設けてあることを特徴とする、請求項１記載の船舶用推進軸の軸封装置。Each drain path (35, 36) is connected to a valve (37) in a normal state, a drain tank (38), and a valve (39) in a normal state closed in that order toward the secondary side, and a drain tank (38 2. A shaft seal device for a marine propulsion shaft according to claim 1, further comprising a flow rate adjusting means (40) for discharging the pressurized air inside.
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