JPH04100796A - Contra rotating propeller shafting system for ship - Google Patents
Contra rotating propeller shafting system for shipInfo
- Publication number
- JPH04100796A JPH04100796A JP21845390A JP21845390A JPH04100796A JP H04100796 A JPH04100796 A JP H04100796A JP 21845390 A JP21845390 A JP 21845390A JP 21845390 A JP21845390 A JP 21845390A JP H04100796 A JPH04100796 A JP H04100796A
- Authority
- JP
- Japan
- Prior art keywords
- shaft
- inner shaft
- propeller
- clutch
- outer shaft
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 230000000694 effects Effects 0.000 description 4
- 238000010276 construction Methods 0.000 description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 2
- 239000003795 chemical substances by application Substances 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
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Abstract
Description
【発明の詳細な説明】 〔産業上の利用分野〕 本発明は船舶の二重反転プロペラ−軸系装置に関する。[Detailed description of the invention] [Industrial application field] The present invention relates to a counter-rotating propeller shaft system for ships.
船舶の二重反転プロペラ−軸系装置としては、従来、１
台の主機から同軸的内軸、外軸にそれぞれ回転力を供給
する主Ｉ！！】軸直結駆動式のものが知られている。Conventionally, the counter-rotating propeller-shaft system device for ships is 1.
The main I that supplies rotational force from the main engine of the stand to the coaxial inner and outer shafts respectively! ! ]A shaft-directly coupled drive type is known.
しかしながら、このような装置では、下記のような欠点
がある。However, such a device has the following drawbacks.
（１） 後進推力を得るためには、主機を一旦停止し
たのち、それを逆回転する必要があるので、時間及び手
間を要し、従って機敏な操船には不向きである。(1) In order to obtain astern thrust, it is necessary to stop the main engine and then rotate it in the opposite direction, which requires time and effort, and is therefore unsuitable for agile ship maneuvering.
（２） 左右方向への推力は発生できないので、自刃
離接岸を４・要とする比較的大型の船舶ではスターンス
ラスタ−を要し、従って建造費が嵩む。(2) Since thrust in the left and right directions cannot be generated, relatively large ships that require self-destruction and berthing require a stern thruster, which increases construction costs.
本発明は、このような事情に鑑みて提案されたもので、
主機を一旦停止しなくても後進推力が得られるとともに
、プロペラ−で左右方向への推力も得られ、従って操船
性及び経済性に優れた船舶の二重反転プロペラ−軸系装
置を捉供することを目的とする。The present invention was proposed in view of these circumstances, and
To provide a contra-rotating propeller-shaft system device for a ship which can obtain reverse thrust without temporarily stopping the main engine and can also obtain thrust in the left and right directions with a propeller, and is therefore excellent in maneuverability and economical efficiency. With the goal.
そのために、本発明は左右舷主機にそれぞれ直結された
左舷軸、右舷軸にそれぞれ内軸用クラッチ、外軸用クラ
ッチを介してそれぞれ同軸的に装着された内軸用駆動ギ
ア、外軸用駆動ギアと、上記内軸用駆動ギアに前端が内
軸用従動ギアを介して接続された内軸の後端に嵌着され
た後部プロペラ−と、上記外軸用駆動ギアに前端が外軸
用従動ギアを介して接続された外軸の後端に嵌着された
前部プロペラ−とを具えたことを特徴とする。To this end, the present invention provides an inner shaft drive gear and an outer shaft drive gear that are coaxially attached to the port and starboard shafts, which are directly connected to the port and starboard main engines, respectively, via an inner shaft clutch and an outer shaft clutch, respectively. a rear propeller fitted to the rear end of the inner shaft, the front end of which is connected to the drive gear for the inner shaft via the driven gear for the inner shaft, and the front end of the propeller for the outer shaft to be connected to the drive gear for the outer shaft. It is characterized by comprising a front propeller fitted to the rear end of an outer shaft connected via a driven gear.
（作用〕
左右舷主機にそれぞれ直結された左舷軸、右舷軸にそれ
ぞれ装備された内軸用クラッチ及び外軸用クラフチと、
上記各内軸用クラッチに内軸用駆動ギア及び内軸用従動
ギアを介して接続された内軸の後端に嵌着された後部プ
ロペラ〜と、上記各外輪用クラフチに外輪用馴初ギア及
び外軸用従動ギアを介して接続された外軸の後端に嵌着
された前部プロペラ−とを具えているので、左右舷主機
をそれぞれ正転させたままで、各クラッチを使用して前
後進の切替えが可能となる。(Function) An inner shaft clutch and an outer shaft clutch are installed on the port and starboard shafts, which are directly connected to the port and starboard main engines, respectively,
A rear propeller fitted to the rear end of the inner shaft is connected to each of the inner shaft clutches through an inner shaft drive gear and an inner shaft driven gear, and an outer wheel fitting gear is connected to each of the outer wheel clutches. and a front propeller fitted to the rear end of the outer shaft connected via a driven gear for the outer shaft, so each clutch can be used to keep the port and starboard main engines in normal rotation. It is possible to switch between forward and backward movement.
また、前後方向の推力を生ずることなく左右方向の推力
を発生可能となる。Further, it is possible to generate thrust in the left and right direction without generating thrust in the front and rear directions.
更に、後部プロペラ−と前部プロペラ−とが正転の直進
時は左右方向の推力が発生しなくなる。Furthermore, when the rear propeller and the front propeller rotate forward in a straight line, no thrust in the left-right direction is generated.
本発明を図面について説明すると、まず、第１図プロペ
ラ−圧力面正面図（以下正面図という）及び軸系平面口
（以下平面ｌという）は第１実施例を示し、１．２はそ
れぞれ互いに同一方向（時計方向）に回転する中速ディ
ーゼル機関を使用した左舷主Ｉ！３．右舷主機４にそれ
ぞれ直結された左舷軸、右舷軸、５．６は互いに同軸的
に配置され、それぞれ前端に内軸用従動ギア７、外軸用
従動ギア８が、後端に反時計方向回転が正転の後部プロ
ペラ−９、時計方向回転が正転の前部プロペラ−１０が
嵌着された内軸、外れである。To explain the present invention with reference to the drawings, first, Fig. 1 propeller-pressure surface front view (hereinafter referred to as front view) and shaft system plane opening (hereinafter referred to as plane l) show the first embodiment; Port main I using a medium speed diesel engine rotating in the same direction (clockwise)! 3. The port shaft, starboard shaft, and 5.6, which are each directly connected to the starboard main engine 4, are arranged coaxially with each other, and each has an inner shaft driven gear 7 and an outer shaft driven gear 8 at the front end, and counterclockwise rotation at the rear end. The inner shaft to which the rear propeller 9, which rotates in the normal direction, and the front propeller 10, which rotates clockwise, are fitted, have come off.
１１．１２は左舷軸１に装着され、それぞれ内軸用クラ
ッチ１３．外軸用クラッチ１４、内軸用中間ギア１５．
外軸用中間ギア１６を介して内軸用従動ギア７、外軸用
従動ギア８−・動力を伝達することができる内軸用駆動
ギア、外輪用駆動ギア、１７．１８は右舷軸２に装着さ
れ、それぞれ内軸用クラッチ１９．外軸用クラッチ２０
を介して内軸用従動ギア７、外軸用従動ギア８へ動力を
伝達することができる内軸用駆動ギア、外軸用駆動ギア
である。11 and 12 are attached to the port shaft 1, and the inner shaft clutches 13. and 12 are respectively attached to the port shaft 1. Clutch 14 for the outer shaft, intermediate gear 15 for the inner shaft.
Through the intermediate gear 16 for the outer shaft, the driven gear 7 for the inner shaft, the driven gear 8 for the outer shaft, and the drive gear for the inner shaft and the drive gear for the outer wheel, 17 and 18, which can transmit power, are connected to the starboard shaft 2. installed, and each inner shaft clutch 19. Outer shaft clutch 20
These are an inner shaft drive gear and an outer shaft drive gear that can transmit power to the inner shaft driven gear 7 and the outer shaft driven gear 8 via the inner shaft driven gear 7 and the outer shaft driven gear 8.
このような装置において、まず前進推力発生時は、第２
図平面図及び正面図に示すように、外軸用クラッチ１４
．内軸用クラッチ１９をオン、内軸用クラッチ１３．外
軸用クラッチ２０をオフとすると、後部プロペラ−９，
前部プロペラ−１０はそれぞれ正転して前進推力２１゜
２２を発生する。その際後部プロペラ−９，前部プロペ
ラ−１０がそれぞれ発生する左方向推力２３．右方向推
力２４は互いに反対方向なので、相殺できる。In such a device, when forward thrust is generated, the second
As shown in the plan view and front view, the outer shaft clutch 14
．． Turn on the inner shaft clutch 19, turn on the inner shaft clutch 13. When the outer shaft clutch 20 is turned off, the rear propeller 9,
The front propellers 10 each rotate normally and generate forward thrusts of 21° and 22°. At this time, the rear propeller 9 and the front propeller 10 each generate a leftward thrust 23. Since the rightward thrusts 24 are in opposite directions, they can cancel each other out.
次に、後進推力発生時は、慕３図千面因＆び正面１巳こ
示すように、内軸用フランチ１３．外軸用クラッチ２０
をオン、外軸用クラフチ１４内軸用クラ、チ１９をオフ
とすると、後部プロペラ−９，前部プロペラ−１０はそ
れぞれ逆転して後進推力２５．２６を発生する。その際
後部プロペラ−９，前部プロペラ−１０がそれぞれ発生
する右方向推力２７．左方向推力２８は互いに反対方向
なので、相殺できる。Next, when backward thrust is generated, the inner shaft flange 13. Outer shaft clutch 20
When the clutch 14 for the outer shaft and the clutch 19 for the inner shaft are turned on, the rear propeller 9 and the front propeller 10 each rotate in reverse to generate a backward thrust of 25.26. At this time, the rear propeller 9 and the front propeller 10 each generate a rightward thrust 27. Since the leftward thrusts 28 are in opposite directions, they can cancel each other out.
更に、右方向推力発生時は、＄４ｆ！ｌｉＦ面配蚤び正
面図に示すように、内軸用クラッチ１３外軸用クラ７チ
１４をオン、内軸用クラッチ１９、外軸用クラフチ２０
をオフとすると、後部プロペラ−９，８部プロペラ−１
０はそれぞれ逆転１正転して後進推力２５．前進推力２
２を発生する。その際後進推力２５．前進推力２２は互
いに反対方向なので相殺できるとともに、後部プロペラ
−９，前部プロペラ−１０はそれぞれ右方向推力２７．
２４を発生する。Furthermore, when rightward thrust is generated, $4f! As shown in the front view of the liF plane, the clutch 13 for the inner shaft, the clutch 7 for the outer shaft 14 are turned on, the clutch 19 for the inner shaft, and the clutch 20 for the outer shaft.
When off, rear propeller 9, 8 parts propeller 1
0 is reverse thrust, 1 is forward rotation, and reverse thrust is 25. Forward thrust 2
Generates 2. At that time, the backward thrust is 25. Since the forward thrusts 22 are in opposite directions, they can cancel each other out, and the rear propeller 9 and the front propeller 10 each generate a rightward thrust 27.
24.
また、左方向推力発生時には、茎テ図平面面ｌび正面図
に示すように、内軸用クラッチ１９外軸用クラツチ２０
をオン、内軸用クラフチ１３、外軸用クラッチ１４をオ
フとすると、後部プロペラ−９，前部プロペラ−１０は
それぞれ正転１逆転して前進推力２１．後進推力２６を
発生する。その際前進推力２１．後進推力２６は互いに
反対方向なので相殺できるとともに、後部プロペラ−９
，前部プロペラ−１０はそれぞれ左方向推力２３．２８
を発生する。In addition, when leftward thrust is generated, as shown in the plan view and front view of the stem, the clutch 19 for the inner shaft and the clutch 20 for the outer shaft
is turned on, and the clutch 13 for the inner shaft and the clutch 14 for the outer shaft are turned off, the rear propeller 9 and the front propeller 10 each rotate one forward and one reverse, producing a forward thrust of 21. Generates reverse thrust 26. At that time, forward thrust 21. Since the backward thrusts 26 are in opposite directions, they can cancel each other out, and the rear propeller 9
, the front propeller 10 each has a leftward thrust of 23.28
occurs.
ちなみに、左右方向推力発生の機構は、船が停止してい
る状魁では、プロペラ−前方の船体形状に基因する伴流
影響はないので、プロペラが箪独で回転している場合と
同一になる。すなわち、例えば、第６図工面図において
、プロペラ−が時計方向に回転すると、浅い水深の水圧
ｐ１の所を通過する翼は左方向反力ｆ１を得るとともに
、深い水深の水圧１）２の所を通過する翼は右方向反力
ｆ２を得、そのＥｐｚ 〉ｐな゛ので、ｆ！ ＞ｆ、
となり、従って左右方向推力はＦ＝ｆ２−ｆ、＞Ｑ
となり、右方向推力Ｆを発生する。By the way, when the ship is stationary, the mechanism for generating left and right thrust is the same as when the propeller is rotating independently, since there is no wake effect due to the shape of the ship in front of the propeller. . That is, for example, in Drawing 6, when the propeller rotates clockwise, the blade passing through a shallow water pressure point p1 receives a leftward reaction force f1, and at a deep water pressure point 1)2. The wing passing through receives a rightward reaction force f2, and since Epz 〉p゛, f! >f,
Therefore, the horizontal thrust is F=f2-f,>Q
Therefore, a rightward thrust F is generated.
次に、第７同平面図及び正面図は第２実施例を示し、２
９は左舷主機３の代わりに反時計方向回転の左舷主［３
０に直結された左舷軸で、このような装置においても、
第１実施例と同一の作用効果が得られるほか、内軸用中
間ギア１５、外軸用中間ギア１６が省略できる特長があ
る。Next, the seventh plan view and front view show the second embodiment, and the second
9 is a counterclockwise rotating port main engine [3] instead of the port main engine 3.
With the port shaft directly connected to 0, even in such a device,
In addition to obtaining the same effects as in the first embodiment, this embodiment has the advantage that the intermediate gear 15 for the inner shaft and the intermediate gear 16 for the outer shaft can be omitted.
これ等、実施例の装置によれば、左右舷主機にそれぞれ
直結された左舷軸、右舷軸にそれぞれ装備された内軸用
クラッチ及び外輪用クラッチと、上記各内軸用クラッチ
に内軸用駆動ギア及び内軸用従動ギアを介して接続され
た内軸の後端に嵌着された後部プロペラ−と、上記各外
軸用クラッチに外輪用駆動ギア及び外軸用従動ギアを介
して接続された外軸の後端に嵌着された前部プロペラ−
とを具えているので、下記効果が奏せられる。According to the device of the embodiment, an inner shaft clutch and an outer wheel clutch are installed on the port and starboard shafts, which are directly connected to the port and starboard main engines, respectively, and the inner shaft drive is provided on each of the above-mentioned inner shaft clutches. A rear propeller fitted to the rear end of the inner shaft connected via a gear and an inner shaft driven gear, and a rear propeller fitted to the rear end of the inner shaft connected to each of the above clutches for the outer shaft via an outer wheel drive gear and an outer shaft driven gear. The front propeller is fitted to the rear end of the outer shaft.
Since it is equipped with the following, the following effects can be achieved.
（１） 左右舷主機をそれぞれ正転させたままで、各
クラッチを使用して前後進の切替えができ、従って機敏
な操船が可能となる。(1) While the port and starboard main engines are kept rotating forward, each clutch can be used to switch between forward and forward travel, allowing for agile ship maneuvering.
（２） 前後方向の推力を生ずることなく左右方向の
推力を発生でき、従ってスターンスラスタ−が不要で建
造費の節約が可能となる。(2) Thrust in the lateral direction can be generated without generating thrust in the longitudinal direction, and therefore a stern thruster is not required, making it possible to save on construction costs.
（３） 後部プロペラ−と前部プロペラ−とが正転の
直進時は左右方向の推力が発生せず、従って直進性が向
上する。(3) When the rear propeller and the front propeller rotate in the normal direction and the vehicle is traveling straight, no thrust is generated in the left-right direction, and therefore the straightness is improved.
要するに本発明によれば、左右舷玉機にそれぞれ直結さ
れた左舷軸１右舷軸にそれぞれ内軸用クラッチ、外軸用
クラッチを介してそれぞれ同軸的に装着された内軸用駆
動ギア、外軸用駆動ギアと、上記内軸用駆動ギアに前端
が内軸用従動ギアを介して接続された内軸の後端に嵌着
された後部プロペラ−と、上記外軸用駆動ギアに前端が
外輪用従動ギアを介して接続された外軸の後端に嵌着さ
れた前部プロペラ−とを具えたことにより、主機を一旦
停止しなくても後進推力が得られるとともに、プロペラ
−で左右方向への推力も得られ、従って操船性及び経済
性に優れた船舶の二重反転プロペラ−軸系Ｗ Ｉを得る
から、本発明は産業上極めて有益なものである。In short, according to the present invention, the inner shaft drive gear and the outer shaft are coaxially attached to the port shaft 1 and the starboard shaft, respectively, via the inner shaft clutch and the outer shaft clutch, respectively, which are directly connected to the port and starboard machines. a rear propeller fitted to the rear end of the inner shaft whose front end is connected to the drive gear for the inner shaft via the driven gear for the inner shaft; and a rear propeller whose front end is connected to the drive gear for the outer shaft via the driven gear for the inner shaft By having a front propeller fitted to the rear end of the outer shaft connected via a driven gear, it is possible to obtain reverse thrust without having to temporarily stop the main engine, and the propeller can also be used to move from side to side. The present invention is industrially extremely useful because it provides a contra-rotating propeller-shaft system W I for a ship that is excellent in maneuverability and economical efficiency.
第１図は本発明の第１実施例を示す平面図及び正面図、
第２図、第３図、第４図、第５図はそれぞれ第１図装置
の前進推力、後進推力右方向推力、左方向推力の発生要
領を示す同しく平面図 及び正面図、第６閲は第１回装
置での左右方向推力発生機構を示すプロペラ−の圧力面
正面図、第７図は本発明の第２実施例を示す平面図 及
び正面図である。
１・・・左舷軸、２・・・右舷軸、３・・・左舷主機、
４・・・右舷主機、５・・・内軸、６・・・外軸、７・
・・内軸用従動ギア、８・・・外軸用従動ギア、９・・
・後部プロペラ−ｌＯ・・・前部プロペラ−１１・・・
内軸用駆動ギア、１２・・・外軸用駆動ギア、１３・・
・内軸用クラッチ、１４・・・外軸用クラッチ、１５・
・・内軸用中間ギア、１６・・・外軸用中間ギア、１７
・・・内軸用駆動ギア、１８・・・外軸用駆動ギア、１
９・・・内軸用クラッチ、２０・・・外軸用クラッチ、
２１・・・前進推力、２２・・・両道推力、２３・・・
左方向推力、２４・・・右方向推力、２５．２６・・・
後進推力、２７・・・右方向推力、２８・・・左方向推
力、２９・・・左舷軸、３０・・・左舷主機、Ｆ・・・
左右方向推力、ｆｌ ｆｚ・・・反力、ｐ＋ ｐｚ・
・・水圧、
代理人 弁理士 塚 本 正 文
第
５図
第
図
・クラ／゛大／FIG. 1 is a plan view and a front view showing a first embodiment of the present invention,
Figures 2, 3, 4, and 5 are a plan view, a front view, and a 6th view respectively showing how the forward thrust, backward thrust, rightward thrust, and leftward thrust of the device in Figure 1 are generated. 7 is a front view of the pressure surface of the propeller showing the lateral thrust generating mechanism in the first device, and FIG. 7 is a plan view and a front view showing the second embodiment of the present invention. 1... Port shaft, 2... Starboard shaft, 3... Port main engine,
4...Starboard main engine, 5...Inner shaft, 6...Outer shaft, 7.
... Driven gear for inner shaft, 8... Driven gear for outer shaft, 9...
・Rear propeller-1O...Front propeller-11...
Drive gear for inner shaft, 12... Drive gear for outer shaft, 13...
・Clutch for inner shaft, 14... Clutch for outer shaft, 15.
... Intermediate gear for inner shaft, 16 ... Intermediate gear for outer shaft, 17
...Inner shaft drive gear, 18...Outer shaft drive gear, 1
9... Clutch for inner shaft, 20... Clutch for outer shaft,
21... Forward thrust, 22... Both way thrust, 23...
Leftward thrust, 24...Rightward thrust, 25.26...
Astern thrust, 27... Rightward thrust, 28... Leftward thrust, 29... Port shaft, 30... Port main engine, F...
Lateral thrust, fl fz...reaction force, p+ pz・
・・Hydraulic Pressure, Agent: Masashi Tsukamoto, Patent Attorney, Figure 5, Figure 5, Large/
Claims (1)
ぞれ内軸用クラッチ、外軸用クラッチを介してそれぞれ
同軸的に装着された内軸用駆動ギア、外軸用駆動ギアと
、上記内軸用駆動ギアに前端が内軸用従動ギアを介して
接続された内軸の後端に嵌着された後部プロペラーと、
上記外軸用駆動ギアに前端が外軸用従動ギアを介して接
続された外軸の後端に嵌着された前部プロペラーとを具
えたことを特徴とする船舶の二重反転プロペラー軸系装
置。The inner shaft drive gear and the outer shaft drive gear are coaxially attached to the port shaft and starboard shaft, respectively, which are directly connected to the port and starboard main engines via the inner shaft clutch and the outer shaft clutch, respectively, and the above-mentioned inner shaft. a rear propeller fitted to the rear end of the inner shaft, the front end of which is connected to the drive gear for the inner shaft via the driven gear for the inner shaft;
A counter-rotating propeller shaft system for a ship, characterized in that the front propeller is fitted to the rear end of the outer shaft, the front end of which is connected to the outer shaft drive gear via the outer shaft driven gear. Device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP21845390A JPH04100796A (en) | 1990-08-20 | 1990-08-20 | Contra rotating propeller shafting system for ship |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP21845390A JPH04100796A (en) | 1990-08-20 | 1990-08-20 | Contra rotating propeller shafting system for ship |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH04100796A true JPH04100796A (en) | 1992-04-02 |
Family
ID=16720147
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP21845390A Pending JPH04100796A (en) | 1990-08-20 | 1990-08-20 | Contra rotating propeller shafting system for ship |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH04100796A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102004053108B4 (en) * | 2004-10-28 | 2008-06-19 | Alexander Rubinraut | Arrangement for power transmission for a marine propulsion with counter-rotating screws |
| JP2012006462A (en) * | 2010-06-24 | 2012-01-12 | Diesel United:Kk | Counter-rotating propeller propulsion device |
| CN110614890A (en) * | 2019-09-11 | 2019-12-27 | 哈尔滨工程大学 | Wheel-jet integrated amphibious propeller |
-
1990
- 1990-08-20 JP JP21845390A patent/JPH04100796A/en active Pending
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102004053108B4 (en) * | 2004-10-28 | 2008-06-19 | Alexander Rubinraut | Arrangement for power transmission for a marine propulsion with counter-rotating screws |
| JP2012006462A (en) * | 2010-06-24 | 2012-01-12 | Diesel United:Kk | Counter-rotating propeller propulsion device |
| CN110614890A (en) * | 2019-09-11 | 2019-12-27 | 哈尔滨工程大学 | Wheel-jet integrated amphibious propeller |
| CN110614890B (en) * | 2019-09-11 | 2022-10-25 | 哈尔滨工程大学 | Wheel-spraying integrated amphibious propeller |
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