JPS6225999Y2 - - Google Patents
Info
- Publication number
- JPS6225999Y2 JPS6225999Y2 JP6302982U JP6302982U JPS6225999Y2 JP S6225999 Y2 JPS6225999 Y2 JP S6225999Y2 JP 6302982 U JP6302982 U JP 6302982U JP 6302982 U JP6302982 U JP 6302982U JP S6225999 Y2 JPS6225999 Y2 JP S6225999Y2
- Authority
- JP
- Japan
- Prior art keywords
- chain
- tunnel
- propulsion shaft
- drive
- propulsion
- 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.)
- Expired
Links
- 239000003921 oil Substances 0.000 description 11
- 239000010687 lubricating oil Substances 0.000 description 7
- 238000004519 manufacturing process Methods 0.000 description 5
- 230000007246 mechanism Effects 0.000 description 5
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 4
- 230000005540 biological transmission Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 239000012530 fluid Substances 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
- 238000007789 sealing Methods 0.000 description 1
Landscapes
- Earth Drilling (AREA)
- Transmission Devices (AREA)
Description
【考案の詳細な説明】 本案は舶用サイドスラスタに関する。[Detailed explanation of the idea] This proposal relates to marine side thrusters.
水線下、船体を貫通して設けたトンネル内にス
クリユープロペラ式推進器を配装してなる従来の
舶用サイドスラスタでは、推進器を装着した推進
軸と、これと直交的にトンネル外部に延びる入力
軸とを傘歯車機構を介して結合し、入力軸の回転
を推進器に伝達する構成のものが多い。 Conventional marine side thrusters have a screw-propeller propeller installed in a tunnel that penetrates the ship's hull below the waterline. Many have a configuration in which the extending input shaft is coupled via a bevel gear mechanism, and the rotation of the input shaft is transmitted to the propulsion device.
この場合、比較的高速回転が望まれる原動機か
らの回転は比較的低速回転が望まれる推進器に対
し、傘歯車機構部で減速して伝達するようにして
回転数の調和を計つているところから、トンネル
内における傘歯車の大きさで推進軸を支持し、か
つ傘歯車機構を水密的に包含するケースの大きさ
が決定されるものであり、これが大きくなつてト
ンネル内の流路断面積を狭め能率低下の原因にな
つている。 In this case, the rotation from the prime mover, which is desired to rotate at a relatively high speed, is transmitted to the propulsion unit, which is desired to rotate at a relatively low speed, at a speed reduced by the bevel gear mechanism, thereby harmonizing the rotation speed. The size of the case that supports the propulsion shaft and watertightly encloses the bevel gear mechanism is determined by the size of the bevel gear in the tunnel, and as this becomes larger, the cross-sectional area of the flow path in the tunnel increases. Narrowing is the cause of reduced efficiency.
また傘歯車機構は構造上製作が困難であるため
高価であるとともに、振動騒音の発生も大きい難
点がある。 Furthermore, bevel gear mechanisms are difficult to manufacture due to their structure and are therefore expensive, and also have the drawback of generating large amounts of vibration and noise.
そこで近時、船体側の駆動軸とトンネル内の推
進軸とをチエーンおよびチエーンホイールを用い
て動力伝達を行う構成のサイドスラスタが提案さ
れているが、チエーンおよびチエーンホイールを
用いて動力伝達を行う場合、トンネルの流路断面
積を狭めないためには極力ピツチの小さいチエー
ンを使用し、しかもトンネル長手方向にチエーン
幅をもたせて所要強度が得られるように設計する
のが有利とされる。 Therefore, recently, a side thruster has been proposed that uses a chain and a chain wheel to transmit power between the drive shaft on the hull side and the propulsion shaft in the tunnel. In this case, it is considered advantageous to use chains with as small a pitch as possible in order to avoid narrowing the cross-sectional area of the flow path of the tunnel, and to design the tunnel so that it has a width in the longitudinal direction to obtain the required strength.
しかし、チエーンの幅は製作上から制限を受け
るもので、所要動力を伝達するためにはチエーン
の連数すなわち並列使用数を増加することが必要
になつてくる。 However, the width of the chain is limited by manufacturing considerations, and in order to transmit the required power, it becomes necessary to increase the number of chains, that is, the number of chains used in parallel.
ところが、チエーン連を並列使用する場合は各
チエーンの微小な製作誤差および経時的伸長度に
差があり、各チエーン間の負荷分担にアンバラン
スが生じ、これがため期待される動力伝達ができ
ない問題がある。 However, when chains are used in parallel, there are small manufacturing errors and differences in the degree of elongation over time for each chain, which causes an imbalance in the load distribution between the chains, resulting in the problem that the expected power transmission cannot be achieved.
本案は上記問題点に解決を与えるためになされ
たもので、推進軸に固着する２個のチエーンホイ
ールに掛け渡したチエーンに対し、従来のチエー
ン連とは異なり、それぞれのチエーンに独立の駆
動源からの動力を同時的に伝達するようにし、サ
イドスラスタのチエーンによる動力伝達を能率よ
く円滑に行うようにしたものである。 This proposal was made to solve the above problem. Unlike conventional chain chains, each chain has an independent drive source, unlike conventional chain chains, which span two chain wheels fixed to the propulsion shaft. The power from the side thrusters is transmitted simultaneously, and the power transmission by the chain of the side thrusters is carried out efficiently and smoothly.
以下、本案の実施例を図面について説明する。 Hereinafter, embodiments of the present invention will be described with reference to the drawings.
１は船体、２は船体に貫通して設けたスラスタ
トンネル、３は船体に固着した取付部材、４はこ
の取付部材３よりトンネル内に延設した支腕、５
はこの支腕４の下端に連設したケース、６はケー
ス内に水平に軸受７を介し回転自在に設けた推進
軸、８はケース外に延びる推進軸端に装着した推
進器でスクリユープロペラ形式のものである。９
は推進軸６に一体的に固着した２個のチエーンホ
イール、１０は取付部材３に軸受１１を介して回
転自在に設けられ、推進軸６に平行させ、通常同
一軸心に配設した２個の駆動軸、１２は両駆動軸
１０それぞれに前記推進軸８のチエーンホイール
９に対応して固着したチエーンピニオン、１３は
チエーンホイール９およびチエーンピニオン１２
間にそれぞれ掛け渡したチエーン、１４は前記駆
動軸１０それぞれに連結の原動機を構成する同一
設計の油圧モータで、互いに独立的に作動する。
１５は前記支腕４内を通るチエーン通路で、これ
は可及的狭隘に形成する。１６は支腕４にトンネ
ル長手方向に貫通した通水路である。 1 is the hull, 2 is a thruster tunnel provided through the hull, 3 is a mounting member fixed to the hull, 4 is a support arm extending from the mounting member 3 into the tunnel, 5
is a case connected to the lower end of this support arm 4; 6 is a propulsion shaft rotatably provided horizontally within the case via a bearing 7; 8 is a propeller attached to the end of the propulsion shaft extending outside the case, and is a screw propeller. It is of the form. 9
10 is two chain wheels that are integrally fixed to the propulsion shaft 6, and 10 is rotatably provided on the mounting member 3 via a bearing 11, parallel to the propulsion shaft 6, and usually arranged on the same axis. 12 is a chain pinion fixed to each of the drive shafts 10 corresponding to the chain wheel 9 of the propulsion shaft 8; 13 is a chain wheel 9 and a chain pinion 12;
Chains 14 extending between the drive shafts 10 are hydraulic motors of the same design that constitute prime movers connected to each of the drive shafts 10, and operate independently of each other.
Reference numeral 15 denotes a chain passage passing through the support arm 4, which is formed to be as narrow as possible. Reference numeral 16 denotes a water passage that penetrates the support arm 4 in the longitudinal direction of the tunnel.
第３図は前記油圧モータ１４を駆動する流体回
路図である。 FIG. 3 is a fluid circuit diagram for driving the hydraulic motor 14.
同図において、１７は可変吐出量型油圧ポンプ
で、主機関１８にクラツチ１９を介して係合され
駆動される。２０は吐出回路、２１はこの吐出回
路２０に接続した方向切換弁、２２はこの切換弁
２１の２次側回路２３に接続したダブルチエツク
弁、２４はこのダブルチエツク弁２２に接続した
流量制御弁、２５は流量制御弁２４の管路２６を
介して接続した油圧モータ、２７はこの油圧モー
タ２５に連結の潤滑油ポンプで、管路２８を介し
て前記サイドラスタのケース５と動力油タンク２
９とを結び、動力油タンク２９からの潤滑油がケ
ース５内推進軸６の軸封装置（図示せず）その他
へ供給されて後、ケース５に戻つたのを動力油タ
ンク２９に還元する。 In the figure, reference numeral 17 denotes a variable displacement hydraulic pump, which is engaged with the main engine 18 via a clutch 19 and driven. 20 is a discharge circuit, 21 is a directional switching valve connected to this discharge circuit 20, 22 is a double check valve connected to the secondary circuit 23 of this switching valve 21, and 24 is a flow control valve connected to this double check valve 22. , 25 is a hydraulic motor connected to the flow rate control valve 24 via a pipe 26, 27 is a lubricating oil pump connected to the hydraulic motor 25, and is connected to the case 5 of the side raster and the power oil tank 2 via a pipe 28.
After the lubricating oil from the power oil tank 29 is supplied to the shaft sealing device (not shown) of the propulsion shaft 6 in the case 5 and other parts, the lubricating oil is returned to the case 5 and returned to the power oil tank 29.
前記油圧モータ１４としては一定吐出量型のも
のが採用され、方向切換弁２１の２次側回路２３
でダブルチエツク弁２２に並列し、かつ両油圧モ
ータ１４には同一油圧が供給されるように接続さ
れる。 The hydraulic motor 14 is of a constant discharge type, and the secondary circuit 23 of the directional control valve 21
The two hydraulic motors 14 are connected in parallel to the double check valve 22, and both hydraulic motors 14 are supplied with the same hydraulic pressure.
上記構成において、次に作用を説明する。 In the above configuration, the operation will be explained next.
クラツチ１９を入れると主機関１８の回転で油
圧ポンプ１７が回転を開始する。そこで当該油圧
ポンプ１７の吐出油量を序々に増加しながら、方
向切換弁２１を中立位置からサイドスラスタの希
望運転方向に合わせて左右いずれかの運転位置に
操作すると、この切換弁２１の２次側回路２３に
圧油が流れ始める。ダブルチエツク弁２２はこの
圧油を検知して流量制御弁２４に流し、当該制御
弁２４の設定値に達するまでは油圧ポンプ１７か
らの圧油は流量制御弁２４を経て油圧モータ２５
に送られて潤滑油ポンプ２７を駆動し、潤滑油系
統が作動を開始する。 When the clutch 19 is engaged, the hydraulic pump 17 starts rotating due to the rotation of the main engine 18. Therefore, when the direction switching valve 21 is operated from the neutral position to either the left or right operating position according to the desired operating direction of the side thruster while gradually increasing the amount of oil discharged from the hydraulic pump 17, the secondary Pressure oil begins to flow into the side circuit 23. The double check valve 22 detects this pressure oil and flows it to the flow control valve 24, and until the set value of the control valve 24 is reached, the pressure oil from the hydraulic pump 17 passes through the flow control valve 24 and flows to the hydraulic motor 25.
The lubricating oil pump 27 is sent to drive the lubricating oil system, and the lubricating oil system starts operating.
そして油圧ポンプ１７の吐出油量が流量制御弁
２４の設定値を上回るようになつてくると、２つ
の油圧モータ１４に圧油が流れて回転を開始す
る。この回転は油圧モータ１４それぞれの駆動軸
１０、チエーンピニオン１２、チエーン１３、そ
してチエーンホイール９を介して推進軸６に伝達
されて推進器８が回転し推力を発生する。 When the amount of oil discharged from the hydraulic pump 17 exceeds the set value of the flow rate control valve 24, pressure oil flows into the two hydraulic motors 14 and they start rotating. This rotation is transmitted to the propulsion shaft 6 via the drive shaft 10 of the hydraulic motor 14, the chain pinion 12, the chain 13, and the chain wheel 9, causing the propulsion device 8 to rotate and generate thrust.
ここでの２つの油圧モータ１４に流れる圧油の
供給は方向切換弁２１の２次側回路２３で共通化
されていて同一のトルクを発生する。 Here, the supply of pressure oil flowing to the two hydraulic motors 14 is shared by the secondary side circuit 23 of the directional control valve 21, and the same torque is generated.
従つて、２つの油圧モータ１４それぞれに連結
された２つのチエーン１３相互間に在存する僅か
な製作誤差等によつて生ずる伝達動力のアンバラ
ンスは自動的に補償されるものである。 Therefore, any imbalance in the transmitted power caused by slight manufacturing errors between the two chains 13 connected to the two hydraulic motors 14 is automatically compensated for.
本案は以上説明したように、チエーンを介して
船体側駆動源を動力を船体を貫通して設けたスラ
スタトンネル内の推進器に伝達する構成の舶用サ
イドスラスタにおいて、同一トルクを発生する２
つの駆動源を装備し、この２つの駆動源それぞれ
と推進軸とをチエーンで連結して推進軸に動力を
伝達するようにしたから、従来の傘歯車機構を以
て動力を伝達する構成のサイドスラスタのよう
に、トンネル内におけるケースの大きさが、傘歯
車の寸法上から制限を受けるようなことがなくな
くケースを可及的小さくでき、構造上からも簡単
となる。 As explained above, this proposal is based on a marine side thruster configured to transmit power from a hull-side drive source via a chain to a propulsion device in a thruster tunnel provided through the hull, which generates the same torque.
The two drive sources and the propulsion shaft are connected in a chain to transmit power to the propulsion shaft. Thus, the size of the case inside the tunnel is not limited by the dimensions of the bevel gear, and the case can be made as small as possible, and the structure is simple.
また従来のチエーン機構を以て動力を伝達する
サイドスラスタにおいて、所要動力を伝達するの
にチエーン連使用の構成のものに比べると、本案
に用いる２つのチエーンはチエーンの製作誤差お
よび経時的伸長差等も自動的に補償されて両チエ
ーン間の負荷分担にアンバランスを生せず、長期
間に亘り安定した機能を発揮するものである。 In addition, compared to conventional side thrusters that use a chain mechanism to transmit power, the two chains used in this project are more susceptible to manufacturing errors and differences in chain elongation over time, compared to those that use a series of chains to transmit the required power. It is automatically compensated to prevent imbalance in load sharing between both chains, and provides stable function over a long period of time.
更に本案では前記ケースの小形化に加え、これ
を船体側を連結する支腕にトンネルの方向に通水
路を貫通したから、この分トンネル内の流路断面
積を大きくして流水抵抗を軽減して能率も格段に
向上できたものである。 Furthermore, in this case, in addition to downsizing the case, the support arm that connects the hull side has a water passage passing through it in the direction of the tunnel, which increases the cross-sectional area of the flow passage in the tunnel and reduces water flow resistance. The efficiency was also greatly improved.
第１図は本案の縦断側面図、第２図は縦断正面
図、第３図は流体回路図である。
１……船体、２……スラスタトンネル、３……
取付部材、４……支腕、５……ケース、６……推
進軸、７……軸受、８……推進器、９……チエー
ンホイール、１０……駆動軸、１１……軸受、１
２……チエーンピニオン、１３……チエーン、１
４……油圧モータ、１５……チエーン通路、１６
……通水路、１７……油圧ポンプ、１８……主機
関、１９……クラツチ、２０……吐出回路、２１
……方向切換弁、２２……ダブルチエツク弁、２
３……２次側回路、２４……流量制御弁、２５…
…油圧モータ、２６……管路、２７……潤滑油ポ
ンプ、２８……管路、２９……動力油タンク。
FIG. 1 is a vertical side view of the present invention, FIG. 2 is a vertical front view, and FIG. 3 is a fluid circuit diagram. 1...hull, 2...thruster tunnel, 3...
Mounting member, 4... Support arm, 5... Case, 6... Propulsion shaft, 7... Bearing, 8... Propulsion device, 9... Chain wheel, 10... Drive shaft, 11... Bearing, 1
2...Chain pinion, 13...Chain, 1
4...Hydraulic motor, 15...Chain passage, 16
... Water passage, 17 ... Hydraulic pump, 18 ... Main engine, 19 ... Clutch, 20 ... Discharge circuit, 21
... Directional switching valve, 22 ... Double check valve, 2
3...Secondary side circuit, 24...Flow control valve, 25...
...Hydraulic motor, 26...Pipe line, 27...Lubricating oil pump, 28...Pipe line, 29...Power oil tank.
Claims (1)
クリユープロペラ式推進器を配装した舶用サイド
スラスタにおいて、前記推進器を装着した推進軸
に２個のチエーンホイールを固着し、トンルネル
外部にあつて互いに独立の駆動源に連結した２個
の駆動軸を前記推進軸に平行配設し、両駆動軸そ
れぞれにチエーンピニオンを固着して前記チエー
ンホイール間にチエーンを掛け渡し、前記推進軸
を回転支持し、かつチエーンホイールを包含する
ケースを、内部にチエーン通孔を有した支腕を以
てトンネル壁部に連結したことを特徴とする舶用
サイドスラスタ。 In a marine side thruster in which a screw-propeller type propulsion device is installed in a tunnel that penetrates the ship's hull below the waterline, two chain wheels are fixed to the propulsion shaft equipped with the propeller, and the two chain wheels are installed outside the tunnel. Two drive shafts connected to mutually independent drive sources are arranged parallel to the propulsion shaft, a chain pinion is fixed to each of both drive shafts, and a chain is stretched between the chain wheels to drive the propulsion shaft. A marine side thruster characterized in that a case rotatably supported and containing a chain wheel is connected to a tunnel wall by a support arm having a chain passage hole therein.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6302982U JPS58164900U (en) | 1982-04-28 | 1982-04-28 | Marine side thruster |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6302982U JPS58164900U (en) | 1982-04-28 | 1982-04-28 | Marine side thruster |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58164900U JPS58164900U (en) | 1983-11-02 |
| JPS6225999Y2 true JPS6225999Y2 (en) | 1987-07-02 |
Family
ID=30073150
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP6302982U Granted JPS58164900U (en) | 1982-04-28 | 1982-04-28 | Marine side thruster |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58164900U (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2016216008A (en) * | 2015-05-26 | 2016-12-22 | ヤンマー株式会社 | Marine gear device |
-
1982
- 1982-04-28 JP JP6302982U patent/JPS58164900U/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS58164900U (en) | 1983-11-02 |
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