JPS60121191A - Double contrarotating propeller device for ship - Google Patents
Double contrarotating propeller device for shipInfo
- Publication number
- JPS60121191A JPS60121191A JP21511584A JP21511584A JPS60121191A JP S60121191 A JPS60121191 A JP S60121191A JP 21511584 A JP21511584 A JP 21511584A JP 21511584 A JP21511584 A JP 21511584A JP S60121191 A JPS60121191 A JP S60121191A
- Authority
- JP
- Japan
- Prior art keywords
- propeller
- shaft
- main engine
- output
- bevel gear
- 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
Landscapes
- Retarders (AREA)
Abstract
Description
【発明の詳細な説明】
（韮業上の利用分野）
本発明は、船尾側プロにうと同プロペラに対し逆方向か
つ同回転速度で回転される船灯側プロペラとを具えだ船
舶用二車反転プロＲう装置に関するものである。DETAILED DESCRIPTION OF THE INVENTION (Field of use in the marine industry) The present invention provides a two-wheeled marine vehicle equipped with a stern-side propeller and a light-side propeller that rotates in the opposite direction and at the same rotational speed with respect to the stern-side propeller. This invention relates to a reversing device.
（従来の技術）
前記船舶用二重反転プロペラ装置の従来例を第４図によ
って説明する。二重反転プロペラは、船尾側プロにう（
１）と船灯側プロペラ（２）との組合せによって構成さ
れ、ディーゼル主機関（７）の発生トルクを弾性継手（
６）によって変動分つまり振動分を平滑にしたのち遊星
歯車機構（５）に伝える。そして、遊星歯車機構（５）
の遊星歯車に噛合した内歯歯車を介して内軸（４）を駆
動し、遊星歯車自身の公転は外軸（３）を駆動してその
結果内軸（４）と外軸（３）は逆方向に回転される。(Prior Art) A conventional example of the counter-rotating propeller device for ships will be explained with reference to FIG. The counter-rotating propeller is located on the stern propeller (
1) and the ship light side propeller (2), the generated torque of the diesel main engine (7) is transferred to the elastic joint (
6), the fluctuation component, that is, the vibration component, is smoothed and then transmitted to the planetary gear mechanism (5). And the planetary gear mechanism (5)
The inner shaft (4) is driven through the internal gear meshed with the planetary gear, and the revolution of the planetary gear itself drives the outer shaft (3), so that the inner shaft (4) and the outer shaft (3) rotated in the opposite direction.
また、前記船尾側プロ投う（１）と船灯側プロペラ（２
）のスラスト推力は、内軸（４）と外軸（３）を介して
スラスト軸受（８）により船体に伝達される構造になっ
ている。In addition, the stern side propeller (1) and the light side propeller (2)
The thrust force of ) is transmitted to the hull by a thrust bearing (8) via an inner shaft (4) and an outer shaft (3).
（従来技術の問題点）
しかし、従来の前記船舶用二重反転プロペラ装置におい
ては次のような欠点がある。(Problems with the Prior Art) However, the conventional counter-rotating propeller device for ships has the following drawbacks.
１）ディーゼル主機（力の回転数が約３分の１以下に減
速されてプロペラに伝達されるために、燃料消費率の良
い低速ディーゼル機関を採用するとプロペラ回転数が下
シすぎて推進効率が低下する。1) Diesel main engine (The rotational speed of the power is reduced to about one-third or less before it is transmitted to the propeller, so if a low-speed diesel engine with good fuel consumption is used, the propeller rotational speed will be too low and propulsion efficiency will decrease. descend.
また、遊星歯車機構（５）の入力１１１１１と出力側（
外軸と内軸）との減速比と、外軸（３）と内軸（４）と
のトルク比は互に関係するため、トルク比を最適にする
ためにテイーゼル主機関の出力軸に減速または増速機を
別途装備して、遊星歯車機構の入力側の回転を調節しな
ければならないことがある。In addition, the input 11111 and output side (
Since the reduction ratio between the outer shaft and the inner shaft (outer shaft and inner shaft) and the torque ratio between the outer shaft (3) and the inner shaft (4) are related to each other, in order to optimize the torque ratio, the output shaft of the tasel main engine is Alternatively, it may be necessary to separately equip a speed increaser to adjust the rotation on the input side of the planetary gear mechanism.
１１）近年、大型船における主機は、燃料消費率の利点
から低速ディーゼル機関が主流になってお９、該低速デ
ィーゼル機関は、）Ｉ′Ｉｌ常ゾロペン軸に直結し°て
使用されるため主機関内にスラスト軸受を内蔵するのが
標準になっている。11) In recent years, low-speed diesel engines have become mainstream as main engines for large ships due to their advantage in fuel consumption9. It has become standard to have a thrust bearing built into the engine.
ところが、遊星歯車をディーゼル主機関とプロペラの間
に配置すると、プロペラと遊星歯車との間に別途スラス
ト軸受を装備することが必要となり、結局、主機関内蔵
のスラスト軸受は、テイーゼル主機関のクランク軸移動
を止める役割だけにとどまり不経済なものとなる。However, if the planetary gear is placed between the diesel main engine and the propeller, it becomes necessary to install a separate thrust bearing between the propeller and the planetary gear, and in the end, the thrust bearing built into the main engine is connected to the crank of the tasel main engine. Its role is only to stop the movement of the shaft, which is uneconomical.
（発明の目的、問題点の解決手段）
本発明は、前記実情に鑑みて＠明された船舶用二重反転
プロペラ装置に係り、一端ｔディーゼル主機関の出力軸
に直結状Ｖこ連結し、他端に船尾側プロにうを装着した
内袖と、一端を反転伝導機構と弾性継手を介して前記デ
ィーゼル主機関の出力軸側に連結し、他端に船首側プロ
ペラを装着した外軸とを具えたもので１．船尾側プロペ
ラが主機に直結状に連結されｔいるから、船首側プロＲ
う駆動系に設けられる弾性継手および反転伝導機構は主
機関出力の約半分の容景のものでよく全体をコ／パクト
に構成できる。(Objective of the Invention, Means for Solving Problems) The present invention relates to a counter-rotating propeller device for ships, which has been disclosed in view of the above-mentioned circumstances, in which one end is directly connected to the output shaft of a diesel main engine, An inner sleeve has a stern propeller attached to the other end, an outer shaft has one end connected to the output shaft of the diesel main engine via a reversing transmission mechanism and an elastic joint, and a bow propeller attached to the other end. 1. Since the stern propeller is directly connected to the main engine, the bow propeller
The elastic joints and reversing transmission mechanism provided in the drive system can be constructed in a compact manner, with the capacity being approximately half of the output of the main engine.
また、前記装置において、外軸の推力を内軸に伝える推
力軸受を具えたことにより、プロペラ推力を全てディー
ゼル主機関に内蔵のスラスト軸受で支持させることがで
きるから、ディーゼル主機関に標準装備のスラスト軸受
の有効活用が計れる。In addition, the above device is equipped with a thrust bearing that transmits the thrust of the outer shaft to the inner shaft, so that all of the propeller thrust can be supported by the thrust bearing built into the diesel main engine. Thrust bearings can be used effectively.
さらに、前ｄ己装置における反転伝導機構を、前記弾性
継手の出力側に連結された入力傘歯車、同人力傘歯車に
噛合された反転用傘歯車、同反転用傘歯車に噛合きれた
出力傘歯車、同人力傘歯車と前記外軸を軸方向に相対変
位可能な状態で結合された嵌合い歯車によ）構成したこ
とによシ、船舶の前後進切換時等にスジスト軸受のクリ
アランス内で外軸が軸方向に変位しても前記傘歯車の噛
合いに悪影響ケ与えることを防止できる。Further, the reversing transmission mechanism in the front self-device is connected to an input bevel gear connected to the output side of the elastic joint, a reversing bevel gear meshed with the human-powered bevel gear, and an output bevel gear fully meshed with the reversing bevel gear. Due to the structure of the gear, a bevel gear and a mating gear in which the outer shaft is coupled in a manner that allows relative displacement in the axial direction, it is possible to avoid movement within the clearance of the straight bearing when switching forward or backward movement of the ship, etc. Even if the outer shaft is displaced in the axial direction, it is possible to prevent the meshing of the bevel gear from being adversely affected.
このようなことから、本発明によれは、船首側と船尾側
プロペラの回転を完全に迎向き、等速、等トルクにでき
、しかも燃料消費率の良い低速ディーゼル主機関を採用
できる利点があり、前記のような従来の問題点を解消し
たものである。For this reason, the present invention has the advantage that the rotation of the bow and stern propellers can be made completely in the opposite direction, at a constant speed, and at a constant torque, and that a low-speed diesel main engine with good fuel consumption can be used. , which solves the conventional problems as described above.
（発明の実施例） 以下、゛本発明の実施例を図面に基づいて説す」する。(Example of the invention) Embodiments of the present invention will be described below based on the drawings.
第１図ないし第３図において、（１）は船％ １１１１
プロペラ、（２）は船首側プロペラ、（４）は内袖であ
って、一端に前記船尾側プロにう（１）が固ンｉされ、
他端はディーゼル主機関（力の出力軸（９）に直結状に
連結されている。（３）は外軸であって一端に前記船首
側プロペラ（２）が固着され他端は反転伝導機構翰およ
び弾性継手（６）を介して０１１記内軸（４）側あるい
はディーゼル主機関（力の出力軸（９）側に連結されて
いる。前記ディーゼル主機関（力および反転伝導機構（
２ｉ）ｌは船体機関室の二恵底タンクトップ（Ａｌ上に
設置され、内軸（４）および外軸（３）は機関室後壁（
Ｃ）を貝通して船外に延びている。（８α）は内軸（４
）と外軸（３）との間に設けられたスラスト軸受であっ
て、船首側プロペラ（２）の推力全外軸（３）を介して
、内軸（４）に伝達する。（８ｂ）はディーゼル主機関
（力に内蔵のスラスト軸受でおって、船首側および船尾
細雨プロにう（２） 、 （１）の推力を内軸（４）お
よび出力軸（９）を介して受止める。In Figures 1 to 3, (1) is the ship% 1111
A propeller, (2) is a bow propeller, (4) is an inner sleeve, and (1) is fixed to one end of the stern propeller,
The other end is directly connected to the diesel main engine (power output shaft (9)). (3) is the outer shaft, one end of which is fixed to the bow propeller (2), and the other end is a reversing transmission mechanism. It is connected to the 011 inner shaft (4) side or the diesel main engine (power output shaft (9) side) through the rod and elastic joint (6).The diesel main engine (power and reverse transmission mechanism (
2i) l is installed on the Nikezo tank top (Al) in the hull engine room, and the inner shaft (4) and outer shaft (3) are installed on the rear wall of the engine room (
C) extends outboard through the shell. (8α) is the inner axis (4
) and the outer shaft (3), and transmits the entire thrust of the bow propeller (2) to the inner shaft (4) via the outer shaft (3). (8b) uses a built-in thrust bearing in the diesel main engine (power) to transfer the thrust of the bow side and stern light rain engine (2), (1) through the inner shaft (4) and output shaft (9). I accept it.
次に、前記反転伝導機構ｔ、！０）は、第２図および第
３図に示すようにケーシング（２０−１）、合板（２０
−２）、入力傘歯車（２０−３）、出力傘歯車（２０−
４）、反転用傘歯車（２０＝５）、嵌合い歯車（２０−
６）、リング（２０−７）、内軸々受（２０−８）、傘
・歯車軸受（２０−９）、傘歯車（嵌合い歯車付き）軸
受（２０−１０）、油シールリング（２０−ｉｔ）、油
止めカバー（２０−１２）、反転用傘歯車軸受（２０−
１３）等により構成されている。Next, the inversion conduction mechanism t,! 0) includes a casing (20-1) and plywood (20-1) as shown in Figures 2 and 3.
-2), input bevel gear (20-3), output bevel gear (20-
4), reversing bevel gear (20=5), mating gear (20-
6), Ring (20-7), Inner shaft bearing (20-8), Bevel/gear bearing (20-9), Bevel gear (with mating gear) bearing (20-10), Oil seal ring (20 -it), oil stopper cover (20-12), reversing bevel gear bearing (20-
13) etc.
出力傘歯車（２０−４）は嵌合い歯（２０−６）を内歯
として備えておシ、前記嵌合い歯車（２０−６）の外歯
と軸方向にスライド自在に嵌合わされている。The output bevel gear (20-4) has fitting teeth (20-6) as internal teeth, and is fitted to the external teeth of the fitting gear (20-6) so as to be slidable in the axial direction.
即ち、船のＡｌｌ、後進切換時等において、外軸（３）
にかかるスラストの方向が変化して嵌合い歯車（２０−
６）がスラスト軸受（８α）のクリア２ンス内で軸方向
に移動しても、傘歯車群（２０−３）、（２０−４）、
（２０−５）の噛み合いに不具合を生じないように工な
お、（２０−９）、（２０−１０）、（２０−１３）は
前記傘歯車（２０−３）、（２０−４）、（２０−５）
支持用の軸受、（２０−８）は内軸（４）支持用の軸受
である。In other words, when switching from All to Astern on the ship, the outer shaft (3)
The direction of the thrust applied to the mating gear (20-
6) moves in the axial direction within the clear 2 degrees of the thrust bearing (8α), the bevel gear groups (20-3), (20-4),
(20-9), (20-10), and (20-13) are the bevel gears (20-3), (20-4), and (20-5)
A supporting bearing (20-8) is a bearing for supporting the inner shaft (4).
（作 用）
以上の構成よシなる装置において、ディーゼル主機関（
７）の出力の半分は、出力軸（９）を介して内袖（４）
に直接的に伝達され、船尾側プロペラ（１）をディーゼ
ルの出力軸（９）と同一方向に回転させる。一方出力の
残シ半分は、出力軸（９）、弾性継手（６）および反転
伝導機構ｔ２αヶ介して外軸（３）へ伝達されて、船首
側プロペラ（２）をｍｉＪ記船用船尾側プロペラ）と逆
方向にかつ同一回転速度、同一トルクで回転させる。(Function) In a device with the above configuration, the diesel main engine (
Half of the output of 7) is sent to the inner sleeve (4) via the output shaft (9).
and rotates the stern propeller (1) in the same direction as the diesel output shaft (9). On the other hand, the remaining half of the output is transmitted to the outer shaft (3) via the output shaft (9), elastic joint (6), and reversing transmission mechanism t2α, and the bow propeller (2) is transferred to the miJ ship's stern propeller. ) in the opposite direction, with the same speed and torque.
また、船灯側プロペラ（２）の回転によって得られた推
力は、外軸（３）、スラスト軸受（８α）を介して円軸
（４）に伝えられ、船尾側プロペ２（１）の回転によっ
て得られた推力とともに、テイーゼル主機関内蔵のスラ
スト軸受（８りで受止められる。In addition, the thrust obtained by the rotation of the light side propeller (2) is transmitted to the circular shaft (4) via the outer shaft (3) and the thrust bearing (8α), causing the rotation of the stern side propeller 2 (1). Along with the thrust obtained by
なお、船舶の前埃進切換え時等において、スラストの方
向が変化した場合、外軸（３）ならびに嵌合歯車（２０
−６）が、スラスト軸受（８α）のクリアランスの範囲
内で変位することになるがｓ ８ｉＪ述のように嵌合歯
車（２０−６）は出力傘歯車（２０−４）に対して軸方
向にスライド９自在に構成されているから、この変位が
傘歯車群に伝えられることはない。In addition, if the direction of thrust changes, such as when switching forward movement of a ship, the outer shaft (3) and the mating gear (20
-6) will be displaced within the clearance range of the thrust bearing (8α), but as stated in s8iJ, the fitting gear (20-6) will be displaced in the axial direction relative to the output bevel gear (20-4). Since the slide 9 is configured to freely move, this displacement is not transmitted to the bevel gear group.
さらにまンｔ、前記内軸（４）について詳述すると、第
１図に示すようＶこ摩擦スリーブカップリング（１１）
を介し中間内軸（４α）を連結して、ディーゼル主機（
７）の出力ｌ１１１（９）に直結状とした構成にし、ま
た、前記外軸（３）について詳述すると、第１図に示す
ようにフランジ式摩擦カップリングｕｅ１スリーブ０ｅ
およびフランジ式摩擦カップリング０５）紮介し中間外
軸（３α）に連結して、反転伝導機構（２０に連結した
構成にし、トルクとスラスト推力を摩擦で伝達している
。Furthermore, to explain the inner shaft (4) in detail, as shown in Fig. 1, the V-shaped friction sleeve coupling (11)
Connect the intermediate inner shaft (4α) through the diesel main engine (
7) is configured to be directly connected to the output l111 (9), and to describe the outer shaft (3) in detail, as shown in FIG. 1, the flange type friction coupling ue1 sleeve 0e
and flange type friction coupling 05) are connected to the intermediate outer shaft (3α) through a ligature, and are connected to the reversing transmission mechanism (20) to transmit torque and thrust force by friction.
（イ）、内軸（４）がテイーゼル主（満開（力の出力軸
（９）と直結状に連結され、トルクの半分が直接的に船
尾側プロペラに伝達ちれるとともに、残シのトルクが弾
性継手および反転伝導機構を経由して船首側プロペラに
伝えられるため、弾性継手および反転伝導機構の容量を
従来の約半分に縮少でき、全体としてコンパクトで安価
な装置となる。(a), the inner shaft (4) is directly connected to the tasel main (full power output shaft (9)), half of the torque is directly transmitted to the stern propeller, and the remaining torque is Since the information is transmitted to the bow propeller via the elastic joint and the reversing transmission mechanism, the capacity of the elastic joint and reversing transmission mechanism can be reduced to about half of the conventional capacity, resulting in an overall compact and inexpensive device.
（ロ）、反転伝導機構の入出力傘歯車の歯数を等しくし
ておけば、船首側および船尾側のプロペラ回転数、およ
びトルクを常に等しく保持することができる。(b) By making the number of teeth of the input and output bevel gears of the reversing transmission mechanism equal, it is possible to always maintain the same propeller rotation speed and torque on the bow side and the stern side.
（ハ）、内、外軸とも、入力側と出力側の減速比はｌに
なるので燃料消費率の良い低速ディーゼル機関を主機関
として採用できる。(c) Since the reduction ratios on the input and output sides of both the inner and outer shafts are l, a low-speed diesel engine with good fuel consumption can be used as the main engine.
に）、外軸の推力を内軸に合流させ、船首側および船尾
側プロにうの全推力をディーゼル機関に内蔵のスラスト
軸受で受ける構造であるため、機関外のスラスト軸受を
簡素化できる。), the thrust of the outer shaft is merged with the inner shaft, and the entire thrust of the bow and stern shafts is received by the thrust bearings built into the diesel engine, so the thrust bearings outside the engine can be simplified.
（ホ）、出力傘歯車と外軸との間に嵌合い歯車を設けて
、外軸の軸方向変位が傘歯車に伝わらないようにしたか
ら、船の前、後進切換時等において傘歯車群の噛合いに
不具合ヶ生じない。(E) A fitting gear is provided between the output bevel gear and the outer shaft to prevent the axial displacement of the outer shaft from being transmitted to the bevel gear, so when the ship is switching forward or astern, the bevel gear group No problems occur in the meshing of the parts.
（発明の幼果）
以上秩するに、本発明は、二重反転プロペラで推進され
る船舶において、一端をディーゼル主機関の出力軸に直
結状に連結し他端に船尾側プロペラを装着した内軸と、
一端を反転伝導機構と弾性継手を介して前記内軸あるい
は前記ディーゼル主機関の出力軸に連結し他端に船首側
プロペラを装着した外軸とを具えた船舶用二重反転プロ
はう装置、および、前記装置においてさらに前記外軸の
推力を前記内軸に伝える推力軸受を具えた前記二重反転
プロペラ装置、さらに、前記装置において反転伝導機構
が前記弾性継手の出力側に連結された入力傘歯車、同出
力傘歯車に噛合した反転用傘歯車、同反転用傘歯車に噛
合した出力傘歯車、同出力傘歯車と前記外軸を軸方向に
相対変位可能な状態で連結した嵌合い歯車よ多構成され
ているｎ＋Ｊ記二重反転プロペラ装置を提案したもので
１、これによれは、船首側と船尾側プロはうの回転を完
全に逆向き、等速、等トルクにできる小型で安価な二重
反転プロぼう装置を実現できるとともに、その駆動源と
して燃料消費率の良い低速ディーゼル機関を採用できる
から産業上極めて有益である。(Effect of the Invention) To summarize, the present invention provides a ship propelled by a counter-rotating propeller, in which one end is directly connected to the output shaft of a diesel main engine and the other end is attached to a stern propeller. axis and
A counter-rotating propeller for ships, comprising an outer shaft having one end connected to the inner shaft or the output shaft of the diesel main engine via a reversing transmission mechanism and an elastic joint, and a bow side propeller attached to the other end; and the counter-rotating propeller device further comprising a thrust bearing that transmits the thrust of the outer shaft to the inner shaft; A gear, a reversing bevel gear that meshes with the output bevel gear, an output bevel gear that meshes with the reversing bevel gear, and a fitting gear that connects the output bevel gear and the outer shaft in a manner that allows relative displacement in the axial direction. We proposed a multi-component n+J contra-rotating propeller device.1 This is a small, inexpensive propeller device that can rotate the bow and stern propellers in completely opposite directions, with constant speed, and with constant torque. This invention is extremely useful industrially because it is possible to realize a counter-rotating rotor-boosting device, and to use a low-speed diesel engine with good fuel consumption as its driving source.
第１図ないし第３図は本発明に係る二重反転プロペラ装
置の一実施例ケ示すもので、第１図は全体の縦断面図、
第２図は反転伝導機構の拡大詳細縦断面図、第３図は第
２図の■−■組に沿う断面図、第４図は従来の二重反転
プロにう装置の一例を示す縦断面機構図である。
■・・・船尾側プロペラ ２・・・船首１１プロペラ３
・・・外軸 ４・・・内軸
６・・・弾性継手 ７・・・プイーゼル主機関８ＣＬ、
８ｂ・・・スラスト軸受 ９・・・出力軸２０・・・反
転伝導機構
２０−３・・・入力傘歯車 ２０−４・・・出力傘歯車
２０−５・・・反転用傘歯車 ２０−６・・・嵌合い歯
車後代理人 弁理士 岡 本 重 文
外３名1 to 3 show an embodiment of a contra-rotating propeller device according to the present invention, and FIG. 1 is a longitudinal cross-sectional view of the whole;
Fig. 2 is an enlarged detailed longitudinal cross-sectional view of the reversal transmission mechanism, Fig. 3 is a cross-sectional view taken along the line ■-■ in Fig. 2, and Fig. 4 is a longitudinal cross-section showing an example of a conventional counter-rotating professional device. It is a mechanism diagram. ■... Stern side propeller 2... Bow 11 propeller 3
...Outer shaft 4...Inner shaft 6...Elastic joint 7...Puisel main engine 8CL,
8b... Thrust bearing 9... Output shaft 20... Reversing transmission mechanism 20-3... Input bevel gear 20-4... Output bevel gear 20-5... Reversing bevel gear 20-6 ...Matching gear rear agent Patent attorney Shige Okamoto 3 other people
Claims (3)
一端をディーゼル主機関の出力軸に直結状に連結し他端
に船尾側プロペラを装着した内軸と、一端を反転伝導機
構と弾性継手を介して前記ディーゼル主機関の出力軸側
に連結し他端に船首側プロペラを装着した外軸とを具え
た仁とを特徴とする船舶用二重反転プロペラ装置。(1) In a ship propelled by a counter-rotating propeller,
An inner shaft having one end directly connected to the output shaft of the diesel main engine and a stern propeller attached to the other end; A counter-rotating propeller device for a ship, characterized by an outer shaft having a bow propeller attached to the end thereof, and a shaft having a shaft.
一端をディーゼル主機関の出力軸に直結状に連結し他端
に船尾側プロにうを装着した内軸と、一端を反転伝導機
構と弾性継手を介して４ｔＪ記デイ一ゼル主機関の出力
軸側に連結し他端に船首１１４１１プロペラを装着した
外軸と、１１■記外軸の推力を１ｊＩｌ記内軸に伝える
推力軸受とを具えたことを特徴とする船舶用二重反転ツ
ロベラ装置。(2) In a ship propelled by a counter-rotating propeller,
One end is directly connected to the output shaft of the diesel main engine, and the other end is connected to the inner shaft with the stern side prong attached, and one end is connected to the output shaft of the 4tJ diesel main engine via a reversing transmission mechanism and an elastic joint. A counter-rotating boat propeller device for ships, characterized in that it is equipped with an outer shaft connected to one side and having a bow 11411 propeller attached to the other end, and a thrust bearing for transmitting the thrust of the outer shaft (11) to the inner shaft (1jIl).
結された入力傘歯車、同人力傘歯車に噛合された反転用
傘歯車、同反転用傘歯車に噛合された出力傘歯車、同出
力傘歯車と前記外軸を軸方向に相対変位可能な状態で連
結された嵌合い歯車より構成されていることを特徴とす
る特許請求の昶囲（１）および（２）に記載の船舶用二
車反転プロペラ装置。(3) an input bevel gear to which the reversing transmission mechanism is connected to the output side of the elastic joint; a reversing bevel gear meshed with the reversing bevel gear; an output bevel gear meshing with the reversing bevel gear; The marine vessel according to claims (1) and (2), characterized in that the output bevel gear and the outer shaft are connected to each other so as to be relatively displaceable in the axial direction. Two-wheel reversing propeller device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP21511584A JPS60121191A (en) | 1984-10-16 | 1984-10-16 | Double contrarotating propeller device for ship |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP21511584A JPS60121191A (en) | 1984-10-16 | 1984-10-16 | Double contrarotating propeller device for ship |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS60121191A true JPS60121191A (en) | 1985-06-28 |
Family
ID=16666997
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP21511584A Pending JPS60121191A (en) | 1984-10-16 | 1984-10-16 | Double contrarotating propeller device for ship |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS60121191A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63154397U (en) * | 1987-03-31 | 1988-10-11 | ||
| JPH0535598U (en) * | 1991-10-18 | 1993-05-14 | 三菱重工業株式会社 | Shaft structure of marine counter-rotating propeller device |
| CN104271440A (en) * | 2012-05-04 | 2015-01-07 | 三星重工业有限公司 | Propulsion apparatus for ship |
| JP2015517428A (en) * | 2012-05-10 | 2015-06-22 | サムスン ヘビー インダストリーズ カンパニー リミテッド | Ship propulsion device and ship including the same |
-
1984
- 1984-10-16 JP JP21511584A patent/JPS60121191A/en active Pending
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63154397U (en) * | 1987-03-31 | 1988-10-11 | ||
| JPH067039Y2 (en) * | 1987-03-31 | 1994-02-23 | 三菱重工業株式会社 | Counter-rotating propeller device |
| JPH0535598U (en) * | 1991-10-18 | 1993-05-14 | 三菱重工業株式会社 | Shaft structure of marine counter-rotating propeller device |
| CN104271440A (en) * | 2012-05-04 | 2015-01-07 | 三星重工业有限公司 | Propulsion apparatus for ship |
| JP2015516921A (en) * | 2012-05-04 | 2015-06-18 | サムスン ヘビー インダストリーズ カンパニー リミテッド | Ship propulsion device |
| JP2016104623A (en) * | 2012-05-04 | 2016-06-09 | サムスン ヘビー インダストリーズ カンパニー リミテッド | Propulsion apparatus for ship |
| US10696366B2 (en) | 2012-05-04 | 2020-06-30 | Samsung Heavy Ind. Co., Ltd. | Propulsion apparatus for ship |
| JP2015517428A (en) * | 2012-05-10 | 2015-06-22 | サムスン ヘビー インダストリーズ カンパニー リミテッド | Ship propulsion device and ship including the same |
| US9751603B2 (en) | 2012-05-10 | 2017-09-05 | Samsung Heavy Ind. Co., Ltd. | Propulsion device for ship and ship comprising the same |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| EP0132220B1 (en) | Marine contra-rotating propeller apparatus | |
| JP5330382B2 (en) | Ship's rudder horn support type counter-rotating propulsion device | |
| US4887983A (en) | Chain drive marine propulsion system with dual counterrotating propellers | |
| US5494466A (en) | Transmission for dual propellers driven by an inboard marine engine | |
| US5724867A (en) | Airboat transmission | |
| TW201223826A (en) | Marine propulsion apparatus | |
| CA1065165A (en) | Marine gear drives | |
| JPH06278690A (en) | Ship propulsion device with counter-rotating screw | |
| JPS60121191A (en) | Double contrarotating propeller device for ship | |
| JPS5996092A (en) | Double reversal propeller apparatus | |
| JP2515864Y2 (en) | Boat pod-type counter-rotating propeller | |
| EP3551530B1 (en) | Strut mounted gear box for counter rotating propellers | |
| JPS6393698A (en) | Double reverse rotating propelling device | |
| US3750616A (en) | Power transmission system | |
| JPH0733084A (en) | Counter-rotating propeller type propulsion device for ship | |
| SE470285B (en) | Power units for ships | |
| JPS62279189A (en) | Power transmitting system for double contrarotating propeller device | |
| JPS6080997A (en) | Double-reverse propeller device for ship | |
| JP3351094B2 (en) | Ship propulsion system using contra-rotating propeller | |
| JPH0840369A (en) | Propeller for ship | |
| CN217477537U (en) | Horizontal outboard engine and transmission structure thereof | |
| RU2053163C1 (en) | Device for transmission of power from main engine to ship's propellers | |
| JPS6134958Y2 (en) | ||
| SU1751049A1 (en) | Engine-and-propeller complex | |
| JPH032475Y2 (en) |