Dual contra-rotating propeller device for a ship and ship equipped with it

Abstract

A twin counter-rotating propeller device (100) for a ship has an outer shaft (12), an inner shaft (14), and a driving device (30). The outer shaft has a front propeller (1) attached to a rear end portion thereof and is rotatably supported by a stern tube bearing (16). The inner shaft has a rear propeller (2) attached to a rear end portion thereof and is rotatably supported by twin counter-rotating bearings (5, 7). A stern-side stern tube sealing portion (40) is provided on a sea side of the stern tube bearing (16) to seal between them. A stern-side twin counter-rotating sealing portion (50) is provided on a sea side of the stern-side twin counter-rotating bearing (7) to seal between them. A sealing drainage recovery device (60) supplies sealing air (A) to the stern-side stern tube sealing portion or the stern-side twin counter-rotating sealing portion and recovers drainage (D1, D2) together with the sealing air. A rotational position sensor (70) that detects a rotational position of the outer shaft or the inner shaft and a rotational control device (80) that stops the driving device based on a detection signal of the rotational position sensor are also provided.

Description

Technical Field

[0001] This invention relates to a double-reverse propeller device for ships with a shaft seal and a ship equipped with it. Background Technology

[0002] A marine double-reverse propeller assembly is a propeller assembly in which the front propeller and the rear propeller are arranged coaxially and rotate in opposite directions. In this marine double-reverse propeller assembly, a stern pipe seal and a stern double-reverse seal are provided at the position in contact with seawater.

[0003] The stern-side stern tube seal is located between the outer shaft and the stern, sealing them together. The stern-side double reverse seal is located between the inner shaft and the outer shaft, sealing them together.

[0004] To prevent seawater from mixing into the lubricating oil of the stern pipe seal and the double reverse seal on the stern side, and to prevent the lubricating oil from leaking into the seawater, a dry-seal type shaft seal device using compressed air (sealing air) (hereinafter referred to as "air seal device") has been proposed (for example, Patent Document 1).

[0005] Existing technical documents

[0006] Patent documents

[0007] Patent Document 1: Japanese Patent No. 6532927 Summary of the Invention

[0008] The problem that the invention aims to solve

[0009] The air sealing device has: an upstream path for supplying sealing air to the seawater-side seal and the lubricating oil-side seal at the location in contact with seawater (stern-side stern pipe seal and stern-side double reverse seal); and a downstream path for discharging sealing air and drain from the location in contact with seawater into the ship.

[0010] The upstream and downstream paths are referred to as the "sealed drainage and recovery paths".

[0011] The sealed drain recovery path has its sealing air supply port positioned at a higher position and its discharge port positioned at a lower position, so that the drain fluid flows smoothly along with the sealing air.

[0012] That is, the outlet of the sealed drain recovery circuit is positioned lower than the lower end of the sealing ring. Therefore, although the flow of sealing air is weaker, the drained liquid can still flow down to the drain recovery unit.

[0013] Therefore, in the case of conventional shafts such as fixed pitch propellers (FPP) and variable pitch propellers (CPP), since the sealing housing is installed at the stern (fixed part), the position will not change regardless of whether the shaft rotates or stops, and a sealed drainage recovery path can be formed without problems.

[0014] On the other hand, in the case of a double reverse propeller device (CRP), since part of the sealed drain recovery path rotates with the inner or outer shaft, most of the path is located at a position higher than the drain outlet for almost all of one rotation.

[0015] In this case, since the top and bottom positions are aligned once during operation (during shaft rotation), and centrifugal force is also applied, the drain can flow to the drain recovery unit for recovery without any problems.

[0016] However, when the ship is stopped, most of the sealed drainage recovery path is located higher than the discharge outlet and does not exert centrifugal force, so the drainage will not be discharged under its own weight, and the drainage remains in the original state within the sealed drainage recovery path.

[0017] As a result, the sealing deteriorates over time, and leakage increases during abnormal situations. In addition, especially in the case of ships that are moored for a long period of time, leakage overflows into the sealing chamber during mooring, increasing the risk of leakage into the seawater.

[0018] Furthermore, the double-reverse propeller assembly includes a double-reverse gear mechanism that causes the inner and outer shafts to rotate in opposite directions. In the case of this double-reverse gear mechanism, such as a planetary gear type, the inner and outer shafts are linked, and their rotational speeds are different.

[0019] Therefore, the rotational position of the inner and outer shafts is aligned at a ratio of several hundred revolutions per cycle, requiring long periods of rotation for maintenance (e.g., as a condition for wear gauge measurements during periodic bearing observation, when both shafts are aligned at the top).

[0020] This invention was made to solve the aforementioned problems. Specifically, the object of this invention is to provide a dual counter-rotating propeller device for ships, equipped with an air-sealing mechanism and capable of stopping the seal drain recovery path at an optimal position, and a ship equipped with it.

[0021] Methods used to solve problems

[0022] According to the present invention, a dual reversible propeller device for a ship is provided, comprising: a hollow outer shaft with a front propeller mounted at its rear end, the outer shaft being rotatably supported by a stern tube bearing about its axis; an inner shaft with a rear propeller mounted at its rear end, the inner shaft being rotatably supported by a stern-side dual reversible bearing about its axis; a stern-side stern tube seal disposed on the sea side of the aforementioned stern tube bearing, sealing between them; a stern-side dual reversible seal disposed on the sea side of the aforementioned stern-side dual reversible bearing, sealing between them; a seal drain recovery device that supplies sealing air to the aforementioned stern-side stern tube seal or the aforementioned stern-side dual reversible seal, and recovers the drained liquid together with the sealing air; and a rotational position sensor that detects the rotational position of the aforementioned outer shaft or the aforementioned inner shaft.

[0023] Invention Effects

[0024] According to the structure of the present invention described above, since it includes a stern-side stern pipe sealing part, a stern-side double reverse sealing part, and a sealing liquid recovery device that supplies sealing air to one or both of them and discharges the liquid along with the sealing air, it is possible to construct a dry-seal type shaft seal device (air seal device) from these components.

[0025] Furthermore, since it is equipped with a rotational position sensor that detects the rotational position of the outer or inner shaft, it can stop the outer and inner shafts based on their detection signals, thus stopping the sealing drainage recovery path at the optimal position. Attached Figure Description

[0026] Figure 1 This is a diagram of the first embodiment of the double reverse propeller device for ships of the present invention.

[0027] Figure 2 yes Figure 1 A magnified view of a portion of the image.

[0028] Figure 3A This refers to the situation where the air drain outlet is located near the lower end. Figure 2 A-A sectional view.

[0029] Figure 3B This refers to the situation where the air drain outlet is located near the top. Figure 2 A-A sectional view.

[0030] Figure 4 This is a diagram of the second embodiment of the double-reverse propeller device for ships of the present invention.

[0031] Figure 5 yes Figure 4 A magnified view of a portion of the image.

[0032] Figure 6A This refers to the situation where the air drain outlet is located at the lower end. Figure 5 B-B sectional view.

[0033] Figure 6B This refers to the situation where the air drain outlet is located at the top. Figure 5 B-B sectional view. Detailed Implementation

[0034] Hereinafter, embodiments of the present invention will be described based on the accompanying drawings. Furthermore, common parts in the various figures will be given the same reference numerals, and repeated descriptions will be omitted.

[0035] The ship according to the invention is equipped with a ship dual counter-rotating propeller device 100 according to the invention.

[0036] (First Embodiment)

[0037] Figure 1 This is a diagram of the first embodiment of the shipborne double reverse propeller device 100 of the present invention.

[0038] In this diagram, 1 is the front propeller, 2 is the rear propeller, 3 is the stern, 4 is the drive shaft, 5 is the double reverse bearing on the bow side, 6 is the thrust bearing, 7 is the double reverse bearing on the stern side, 8 is the outer shaft distribution device, and 10 is the propeller cap.

[0039] The outer shaft distribution device 8 lubricates the bow-side double reversible bearing 5, the thrust bearing 6, the stern-side double reversible seal 50 (described later), the stern-side stern tube seal 40 (described later), and the stern tube bearing 16 via the path indicated by the dashed line in the figure.

[0040] exist Figure 1 The ship's double reverse propeller device 100 includes an outer shaft 12, an inner shaft 14, a double reverse gear device 20, and a drive device 30.

[0041] The outer shaft 12 is hollow and is an outer propeller shaft with the front propeller 1 mounted at the rear end. It is rotatable about the shaft center Z-Z and supported by the stern tube bearing 16.

[0042] The inner shaft 14 is an inner propeller shaft with the rear propeller 2 mounted at the rear end, which is rotatable about the shaft center Z-Z and supported by double reversible bearings 5 ​​and 7.

[0043] The double reversible gear device 20 is a gear mechanism that makes the outer shaft 12 and the inner shaft 14 rotate synchronously in opposite directions.

[0044] The double reversible gear device 20 is either a planetary gear device or a parallel gear device. The parallel gear device can be either a device with 1 input shaft and 2 output shafts (1 input - 2 outputs) or a device with 2 input shafts and 2 output shafts (2 inputs - 2 outputs).

[0045] The drive unit 30 is a drive source that drives the double reversing gear device 20. The drive unit 30 is an internal combustion engine or an electric motor that drives the input shaft of the double reversing gear device 20 to rotate. Furthermore, the drive unit 30 is preferably a rotating device (not shown) that drives the input shaft of the double reversing gear device 20 to rotate together with the internal combustion engine.

[0046] exist Figure 1 In the middle, the marine double reverse propeller device 100 also has a stern pipe sealing part 40 on the stern side, a double reverse sealing part 50 on the stern side, and a sealing drainage recovery device 60.

[0047] The stern-side stern tube sealing part 40 is located on the sea side of the stern tube bearing 16, sealing the space between them.

[0048] The stern-side double reversible seal 50 is provided on the sea side of the stern-side double reversible bearing 7 to seal between them.

[0049] The sealing drainage recovery device 60 supplies sealing air A to the stern pipe sealing part 40 or the double reverse sealing part 50 on the stern side, and recovers the drainage D1 and D2 together with the sealing air A.

[0050] Figure 2 yes Figure 1 A magnified view of a portion of the image.

[0051] In this figure, the components that are connected to and rotate integrally with the outer shaft 12 are given diagonal lines.

[0052] The stern tube seal 40 on the stern side prevents seawater from entering the stern tube bearing 16.

[0053] The stern-side stern tube seal 40 has a front sealing housing 42a, a front sealing bushing 42b, and a plurality of front sealing components 42c. The front sealing components 42c are preferably lip seals.

[0054] The front sealing housing 42a is a stationary component fixed to the stern 3 and has a circular opening centered on the axis Z-Z.

[0055] In this example, the front sealing bushing 42b is fixed to the rear end of the outer shaft 12 or the hub of the front propeller 1, located inside the front sealing housing 42a, and rotates integrally with the outer shaft 12.

[0056] Multiple (four in this example) front sealing components 42c are positioned axially spaced between the front sealing housing 42a and the front sealing bushing 42b, sealing between them to form three or more (three in this example) front annular chambers 43 that are axially divided.

[0057] In this example, the three annular chambers 43 will be referred to as the first annular chamber 43a, the second annular chamber 43b, and the third annular chamber 43c, starting from the side in contact with seawater (left side in the figure).

[0058] exist Figure 1 In the middle, the sealed drainage and recovery device 60 has an upstream path 60A and a downstream path 60B. The upstream path 60A and the downstream path 60B are represented by solid lines.

[0059] The upstream path 60A supplies sealing air A to the seawater side seal and the lubricating oil side seal of the stern pipe seal 40 or the stern double reverse seal 50.

[0060] exist Figure 2 In the middle, the upstream path 60A has a front air flow path 61 that introduces sealing air A into the front first chamber 43a. The front air flow path 61 is provided through the stern tube bearing 16 and the front sealing housing 42a.

[0061] Furthermore, in this figure, lubricating oil is introduced from the outer shaft distribution device 8 into the front second chamber 43b via the path indicated by the dashed line described above.

[0062] exist Figure 1 In the middle, downstream path 60B, the drained liquids D1 and D2, together with the sealing air A, are recovered into the ship from the lower end of the stern pipe seal 40 or the double reverse seal 50 on the stern side.

[0063] exist Figure 2 In the middle, the downstream path 60B has a first discharge flow path 65 that recovers the front discharge D1 generated in the front first chamber 43a into the ship.

[0064] With the above structure, sealing air A can be supplied to the front first chamber 43a, and the front drain liquid D1 can be recovered separately from the lower end of the front first chamber 43a.

[0065] The front drain D1 is a mixture of seawater and lubricating oil that has entered the front first chamber 43a.

[0066] The pressure of the sealing air A in the front first chamber 43a is adjusted to be higher than the pressure of seawater at a depth equivalent to that of water. Therefore, even if there is a leak at the front sealing component 42c that is in contact with seawater, the sealing air A flows towards the seawater side, preventing seawater from flowing into the pressurized air side.

[0067] Furthermore, the pressure of the lubricating oil supplied to the front second chamber 43b is adjusted to be higher than the pressure of the sealing air A in the front first chamber 43a. Therefore, even if there is a leak at the front sealing member 42c that is in contact with the lubricating oil, the lubricating oil flows to the air side, preventing the sealing air A from flowing into the lubricating oil.

[0068] Therefore, with the above structure, seawater can be prevented from mixing into the lubricating oil and the lubricating oil can be prevented from flowing out into the seawater in the stern pipe sealing part 40 on the stern side.

[0069] Furthermore, if the front sealing component 42c, which is in contact with seawater, is damaged, the pressure of the sealing air A decreases, and seawater flows into the front first chamber 43a, increasing the amount of seawater contained in the front drain D1.

[0070] Similarly, if the front sealing component 42c, which is in contact with the lubricating oil, is damaged, the lubricating oil will flow into the air side, and the amount of lubricating oil contained in the front drain D1 will increase.

[0071] Therefore, by means of the above structure, based on the amount and ratio of seawater and lubricating oil contained in the front drain D1, it is possible to determine which front sealing component 42c constituting the front first chamber 43a is damaged.

[0072] exist Figure 2 In the middle, the stern-side double reverse seal 50 has a rear sealing housing 54a, a rear sealing liner 54b, and multiple rear sealing components 54c.

[0073] The rear sealing housing 54a is fixed to the front propeller 1 and has a circular opening centered on the shaft Z-Z, rotating integrally with the outer shaft 12.

[0074] The rear sealing bushing 54b is fixed to the rear end of the inner shaft 14 or the hub of the rear propeller 2, located inside the rear sealing housing 54a, and rotates integrally with the inner shaft 14.

[0075] Multiple (three in this example) rear sealing components 54c are positioned axially spaced between the rear sealing housing 54a and the rear sealing bushing 54b, sealing between them to form two or more (two in this example) rear annular chambers 55 that are axially divided.

[0076] Hereinafter, the two rear annular chambers 55, starting from the side in contact with seawater (left side in the figure), will be referred to as rear chamber 1 55a and rear chamber 2 55b.

[0077] The aforementioned upstream path 60A also includes a rear airflow path 62 that introduces sealing air A from the front first chamber 43a to the rear first chamber 55a. The rear airflow path 62... Figure 2 It is installed through the front sealing bushing 42b, the front propeller 1 and the rear sealing housing 54a.

[0078] Furthermore, in this figure, lubricating oil is introduced from the outer shaft distribution device 8 into the rear second chamber 55b via the path indicated by the dashed line described above.

[0079] exist Figure 2 In the middle, the downstream path 60B has a second discharge flow path 66 that recovers the rear discharge D2 of the front third chamber 43c into the ship.

[0080] The rear drainage fluid D2 is a mixture of seawater and lubricating oil that has entered the rear first chamber 55a.

[0081] The front third chamber 43c is separated from the front first chamber 43a by two front sealing components 42c.

[0082] The downstream path 60B also has a third discharge path 67 that discharges the rear discharge D2 generated in the rear first chamber 55a to the front third chamber 43c. The third discharge path 67 passes through the hub of the front propeller 1 from the lower end of the rear first chamber 55a and communicates with the front third chamber 43c.

[0083] With the above structure, it is possible to... Figure 2 As shown in the attached figures, in the order of reference numerals a-b, sealing air A is supplied from the front first chamber 43a to the rear first chamber 55a. Furthermore, in the order of reference numerals b-c, the rear discharge fluid D2 can be separated from the front discharge fluid D1 via the front third chamber 43c and recovered into the ship.

[0084] Hereinafter, a will be referred to as the air inlet and c as the air-liquid outlet.

[0085] exist Figure 2 In this configuration, the air inlet a and the air drain outlet c are axially separated within the front sealing bushing 42b and can be separated from each other by the front sealing member 42c. Furthermore, the air inlet a and the air drain outlet c are preferably positioned Z-Z symmetrically with respect to the axis.

[0086] exist Figure 2 In this configuration, a single, continuous flow path (pipeline) is formed from the air inlet a to the rear first chamber 55a (reference numeral b), and a single, continuous flow path (pipeline) is also formed from the lower end of the rear first chamber 55a (reference numeral b) to the air outlet c. Therefore, the sealing air A flows from inside the ship in the sequence a-b-c and returns to the ship.

[0087] The pressure of the sealing air A in the rear first chamber 55a is adjusted to be higher than the pressure of seawater at a depth equivalent to that of water. Therefore, even if there is a leak at the rear sealing component 54c that is in contact with seawater, the sealing air A flows towards the seawater side, preventing seawater from flowing into the pressurized air side.

[0088] Furthermore, the pressure of the lubricating oil supplied to the rear second chamber 55b is adjusted to be higher than the pressure of the sealing air A in the rear first chamber 55a. Therefore, even if there is a leak at the rear sealing member 54c that is in contact with the lubricating oil, the lubricating oil flows towards the air side, preventing the sealing air A from flowing into the lubricating oil.

[0089] Therefore, by means of the above structure, it is possible to prevent seawater from mixing into the lubricating oil in the double reverse seal 54 on the stern side and to prevent the lubricating oil from flowing out into the seawater.

[0090] Furthermore, if the rear sealing component 54c that comes into contact with seawater is damaged, the pressure of the sealing air A will decrease, and seawater will flow into the rear first chamber 55a, resulting in an increase in the amount of seawater contained in the rear drain D2.

[0091] Similarly, if the rear sealing component 54c, which comes into contact with the lubricating oil, is damaged, the lubricating oil will flow into the air side, and the rear drain D2 will contain more lubricating oil.

[0092] Therefore, by means of the above structure, it is possible to determine which rear sealing component 54c constituting the rear first chamber 55a is damaged based on the amount and ratio of seawater and lubricating oil contained in the rear drainage D2.

[0093] exist Figure 1 In the middle, the marine dual reverse propeller device 100 also has a rotation position sensor 70 and a rotation control device 80.

[0094] The rotary position sensor 70 detects the rotational position of the outer shaft 12. The rotary position sensor 70 has, for example, a mark 72 provided on the outer surface of a component connected to and integrally rotating with the outer shaft 12, and a non-contact sensor 74 for detecting it.

[0095] Mark 72 may be a raised or recessed portion, for example. Furthermore, the non-contact sensor 74 may be a photoelectric sensor, magnetic sensor, laser sensor, or similar device that detects mark 72 non-contactly.

[0096] In this example, the rotary position sensor 70 is preferably configured to, in Figure 2 The detection is performed when the air drain outlet c of the front sealing bushing 42b is located at the lower end in the vertical direction. Furthermore, in this case, the circumferential position of the mark 72 is preferably the same as the circumferential position of the air drain outlet c, but other positions are also possible.

[0097] The rotation control device 80 stops the drive device 30 based on the detection signal from the rotation position sensor 70.

[0098] When the drive unit 30 is equipped with an internal combustion engine and a rotating device, it is preferable to set the internal combustion engine to no load and let the rotating device rotate the outer shaft 12, and stop the rotating device according to the detection signal of the rotation position sensor 70.

[0099] Furthermore, if the drive unit 30 is an electric motor, the electric motor can be stopped directly.

[0100] Furthermore, if the drive unit 30 only has an internal combustion engine, the clutch located in the internal combustion engine can also be disengaged.

[0101] Figure 3A This refers to the situation where the air drain outlet c is located near the lower end. Figure 2 A-A sectional view, Figure 3B This refers to the situation where the air drain outlet c is located near the upper end. Figure 2 A-A sectional view.

[0102] exist Figure 3A In this configuration, the front sealing housing 42a and its inner front first chamber 43a are stationary, while the outer shaft 12 and inner shaft 14 rotate in opposite directions. Furthermore, the front sealing bushing 42b rotates together with the outer shaft 12.

[0103] Sealing air A enters the front first chamber 43a from the top of the front sealing housing 42a and is supplied to the rear first chamber 55a through the rear air flow path 62 via a single air inlet a provided in the front sealing bushing 42b.

[0104] Furthermore, the sealing air A and the rear drain D2 of the rear first chamber 55a pass through the third drain flow path 67 and enter the front third chamber 43c from the single air drain outlet c provided in the front sealing bushing 42b (see reference). Figure 2 The liquid is collected from its bottom (lower end) through the second flow path 66 and returned to the ship.

[0105] Therefore, when the ship is moored... Figure 3A In this state, since the air inlet a is near the upper end and the air drain outlet c is near the lower end, the rear drain D2 between the air inlet a and the air drain outlet c can flow in the order a-b-c by means of its own weight and the flow of the sealing air A.

[0106] However, when the ship is moored Figure 3BIn this state, since the air inlet a is near the lower end and the air drain outlet c is near the upper end, the rear drain D2 between the air inlet a and the air drain outlet c does not flow in the order of a-b-c, but is stagnant or flows backward.

[0107] According to the first embodiment described above, the drive device 30 can be stopped by means of the rotation control device 80 based on the detection signal of the rotation position sensor 70, so that the air discharge outlet c stops at or near the bottom when the ship is stopped.

[0108] Therefore, by positioning the air drain outlet c at or near the bottom when the ship is stopped, the rear drain D2 can flow and be recovered in the order of a-b-c by means of its own weight and the flow of the sealed air A.

[0109] In addition, in this example, since the front sealing housing 42a is fixed to the stern 3, the first discharge flow path 65 recovers the front discharge D1 from the lower end of the front first chamber 43a, so the front discharge D1 can always be recovered by its own weight.

[0110] (Second Implementation)

[0111] Figure 4 This is a second embodiment of the dual counter-rotating propeller device 100 for ships of the present invention. Figure 5 yes Figure 4 A partially enlarged image. Figure 4 In the middle, the component that is connected to and rotates integrally with the outer shaft 12 is given a slant line.

[0112] The differences from the first embodiment will be explained below.

[0113] exist Figure 4 In the middle, the inner shaft 14 is directly connected to the drive shaft 4 of the drive device 30 and rotates at the same speed.

[0114] The double reversible gear device 20 uses a gear mechanism (not shown) to make the outer shaft 12 and the components connected thereto rotate synchronously in the opposite direction to the rotation direction relative to the inner shaft 14.

[0115] In this example, in addition to the outer shaft distribution device 8, there is also an inner shaft distribution device 9, which is fixed to the bow side of the double reversing gear device 20.

[0116] Lubricating oil is introduced from the bow side of the stern 3 into the stern pipe seal 40 on the stern side via a path indicated by the dotted line.

[0117] In addition, lubricating oil is introduced from the outer shaft distribution device 8 into the thrust bearing 6 and the stern-side double reverse bearing 7 via a path indicated by the dashed line.

[0118] Then, lubricating oil is introduced from the inner shaft distribution device 9 into the double reverse seal 50 on the stern side through a path indicated by the dashed line.

[0119] exist Figure 5 In the middle, the upstream path 60A has a front air flow path 61 and a rear air flow path 63, and the downstream path 60B has a first drain flow path 65 and a fourth drain flow path 68.

[0120] Sealing air A is introduced from the bow side of the stern 3 into the first chamber 43a of the stern pipe seal 40 on the stern side via the forward air flow path 61 (indicated by solid line). Sealing air A and forward drain D1 are then returned to the bow side of the stern 3 from the lower end of the first chamber 43a via the first drain flow path 65.

[0121] Furthermore, sealing air A is introduced from the inner shaft distribution device 9 into the rear first chamber 55a of the stern-side double reverse seal 50 via the rear air flow path 63 indicated by solid lines, and sealing air A and rear drain fluid D2 are recovered from the lower end of the rear first chamber 55a to the inner shaft distribution device 9 via the fourth drain flow path 68.

[0122] With the above structure, the stern pipe sealing part 40 on the stern side and the double reverse sealing part 50 on the stern side can prevent seawater from mixing into the lubricating oil and prevent the lubricating oil from flowing out into the seawater, and can separately recover the front drain D1 and the rear drain D2.

[0123] In this example, since the front sealing housing 42a is fixed to the stern 3 (stationary part), the first discharge flow path 65 recovers the front discharge D1 from the lower end of the front first chamber 43a, so the front discharge D1 can always be recovered by its own weight.

[0124] exist Figure 4 In the middle, the rotational position sensor 70 detects the rotational position of the inner shaft 14.

[0125] In this example, the mark 72 is provided on the outer surface of a component that is connected to and rotates integrally with the inner shaft 14.

[0126] Figure 6A This refers to the case where the air drain outlet c is located at the lower end. Figure 5 B-B sectional view, Figure 6B This refers to the case where the air drain outlet c is at the upper end. Figure 5 B-B sectional view.

[0127] exist Figure 5 , Figure 6A , Figure 6BIn this configuration, the air inlet a and the air outlet c are axially separated within the inner shaft 14 and the inner shaft distribution sealing bushing 9b, and can be separated from each other by a sealing component. Furthermore, the air inlet a and the air outlet c are preferably positioned Z-Z symmetrically with respect to the shaft center.

[0128] exist Figure 6A In this configuration, the inner shaft distribution device 9 and its inner shaft distribution chamber 9a are fixed, and the inner shaft 14 rotates within it. Furthermore, the inner shaft distribution sealing bushing 9b rotates together with the inner shaft 14.

[0129] Sealing air A enters the inner shaft distribution chamber 9a from the top of the inner shaft distribution device 9, and enters the rear air flow path 63 from the single air flow inlet a provided in the inner shaft distribution sealing bushing 9b and the inner shaft 14, and is supplied to the rear first chamber 55a after passing through the rear air flow path 63.

[0130] In addition, the sealing air A and the rear drain D2 of the rear first chamber 55a enter the inner shaft distribution chamber 9a through the fourth drain flow path 68 from the single air drain outlet c provided in the inner shaft distribution sealing bushing 9b and the inner shaft 14, and are recovered into the ship from the bottom (lower end) of the inner shaft distribution device 9.

[0131] Therefore, when the ship is moored... Figure 6A In this state, since the air inlet a is at the top and the air outlet c is at the bottom, the rear drain D2 can flow in the order a-b-c by means of its own weight and the flow of the sealing air A.

[0132] Conversely, when the ship is moored Figure 6B In this state, since the air inlet a is at the lower end and the air drain outlet c is at the upper end, the rear drain D2 between the air inlet a and the air drain outlet c does not flow in the order of a-b-c, but is stagnant or flows backward.

[0133] According to the second embodiment described above, the drive device 30 can be stopped by means of the rotation control device 80 based on the detection signal of the rotation position sensor 70, so that the air discharge outlet c stops at the lowest point when the ship is stopped.

[0134] Therefore, by positioning the air drain outlet c at the lowest point when the ship is stopped, the rear drain D2 can flow and be recovered in the order of a-b-c by means of its own weight and the flow of sealed air A.

[0135] In the first embodiment, the rotational position sensor 70 detects the rotational position of the outer shaft 12, and in the second embodiment, it detects the rotational position of the inner shaft 14. However, the present invention is not limited to these, and multiple rotational position sensors 70 may be used to detect the rotational positions of both the outer shaft 12 and the inner shaft 14 separately.

[0136] When detecting the rotational positions of both the outer shaft 12 and the inner shaft 14, even if the double reversing gear device 20 is, for example, a planetary gear type, and the inner shaft 14 and outer shaft 12 are linked but rotate at different speeds, the point at which the rotational positions of the inner shaft 14 and outer shaft 12 coincide can be detected and stopped. Therefore, during maintenance (e.g., as a condition for wear measurement as a periodic observation of bearings, where both shafts are aligned at the top), the rotation time can be significantly reduced.

[0137] As described above, according to the structure of the present invention, the device includes a stern-side stern pipe sealing portion 40, a stern-side double reverse sealing portion 50, and a sealing fluid recovery device 60 that supplies sealing air A to one or both of them and discharges the fluids D1 and D2 together with the sealing air A. Therefore, these components can be used to construct a dry-seal type shaft sealing device (air-sealing device).

[0138] Furthermore, since the rotary position sensor 70 is equipped with a detection sensor 70 for detecting the rotational position of the outer shaft 12 or the inner shaft 14, the outer shaft 12 and the inner shaft 14 can be stopped according to the detection signal, so that the sealing drainage recovery path stops at the optimal position.

[0139] Furthermore, the present invention is not limited to the embodiments described above, and various modifications can be made without departing from the spirit of the present invention.

[0140] Explanation of reference numerals in the attached figures

[0141] A. Pressurized air (sealed air); a. Air inlet; c. Air drain outlet;

[0142] D1 front drainage; D2 rear drainage; Z-Z axis;

[0143] 1. Front propeller; 2. Rear propeller; 3. Stern; 4. Drive shaft;

[0144] 5. Double reverse bearing on the bow side; 6. Thrust bearing; 7. Double reverse bearing on the stern side;

[0145] 8. Outer shaft distribution device; 9. Inner shaft distribution device; 9a. Inner shaft distribution chamber;

[0146] 9b Inner shaft distribution seal bushing; 10 Propeller cap;

[0147] 12 Outer shaft (outer propeller shaft); 14 Inner shaft (inner propeller shaft); 16 Stern tube bearing;

[0148] 20 Double reverse gear device; 30 Drive device; 40 Stern side stern tube seal;

[0149] 42a Front sealing housing; 42b Front sealing bushing;

[0150] 42c Front sealing component; 43 Front annular chamber; 43a Front first chamber;

[0151] 43b Anterior second chamber; 43c Anterior third chamber;

[0152] 50. Double reverse sealing section on the stern side; 54a. Rear sealing housing;

[0153] 54b Rear sealing bushing; 54c Rear sealing component; 55 Rear annular chamber;

[0154] 55a Rear chamber 1; 55b Rear chamber 2;

[0155] 60 Sealed drainage and recovery device; 60A Upstream path; 60B Downstream path;

[0156] 61 Front airflow path; 62 Rear airflow path; 63 Rear airflow path;

[0157] 65 1st drain flow path; 66 2nd drain flow path; 67 3rd drain flow path;

[0158] 68 Fourth drain flow path; 70 Rotary position sensor; 72 Marker;

[0159] 74 Non-contact sensors; 80 Rotation control devices; 100 Marine dual counter-rotating propeller devices

Claims

1. A dual counter-rotating propeller device for ships, characterized in that, have: The hollow outer shaft has a front propeller mounted at the rear end, and the outer shaft is rotatably supported by the stern tube bearing with the shaft center as the center. The inner shaft, with the rear propeller mounted at the rear end, is rotatably supported by a double counter-rotating bearing on the stern side about the aforementioned shaft center. The double reversible gear device causes the aforementioned outer shaft and the aforementioned inner shaft to rotate synchronously in opposite directions. The drive unit drives the aforementioned double reverse gear device; The stern tube sealing part is located on the sea side of the aforementioned stern tube bearing to seal between them; The stern-side double reversible seal is located on the sea side of the aforementioned stern-side double reversible bearing, sealing between them; The sealed drainage recovery device supplies sealing air to the aforementioned stern pipe sealing section on the stern side of the ship and recovers the drainage along with the sealing air. A rotary position sensor detects the rotational position of the aforementioned outer shaft; and The rotation control device stops the aforementioned drive device based on the detection signal from the aforementioned rotation position sensor. The aforementioned sealing liquid recovery device includes: an upstream path for supplying the aforementioned sealing air to the aforementioned stern-side sternpipe seal; and a downstream path for recovering the aforementioned liquid and the aforementioned sealing air together into the ship from the lower end of the aforementioned stern-side sternpipe seal. The aforementioned stern pipe sealing section on the stern side has an air-liquid discharge outlet that discharges the aforementioned liquid along with the aforementioned sealing air. Using the aforementioned rotation control device, the aforementioned drive device is stopped according to the detection signal of the aforementioned rotation position sensor, so that when the ship stops, the aforementioned air discharge outlet stops at or near the bottom.

2. A dual counter-rotating propeller device for ships, characterized in that, have: The hollow outer shaft has a front propeller mounted at the rear end, and the outer shaft is rotatably supported by the stern tube bearing with the shaft center as the center. The inner shaft, with the rear propeller mounted at the rear end, is rotatably supported by a double counter-rotating bearing on the stern side about the aforementioned shaft center. The double reversible gear device causes the aforementioned outer shaft and the aforementioned inner shaft to rotate synchronously in opposite directions. The drive unit drives the aforementioned double reverse gear device; The stern tube sealing part is located on the sea side of the aforementioned stern tube bearing to seal between them; The stern-side double reversible seal is located on the sea side of the aforementioned stern-side double reversible bearing, sealing between them; The sealed drainage recovery device supplies sealing air to the aforementioned double reverse seal on the stern side of the ship, and recovers the drainage along with the sealing air. A rotational position sensor detects the rotational position of the aforementioned inner shaft; as well as The rotation control device stops the aforementioned drive device based on the detection signal from the aforementioned rotation position sensor. The aforementioned sealing liquid recovery device includes: an upstream path for supplying the aforementioned sealing air to the aforementioned stern-side double reversible seal; and a downstream path for recovering the aforementioned liquid and the aforementioned sealing air together into the ship from the lower end of the aforementioned stern-side double reversible seal. The aforementioned inner shaft has an air-liquid discharge outlet for discharging the aforementioned drain fluid along with the aforementioned sealing air. Using the aforementioned rotation control device, the aforementioned drive device is stopped according to the detection signal of the aforementioned rotation position sensor, so that when the ship stops, the aforementioned air discharge outlet stops at or near the bottom.

3. A dual counter-rotating propeller device for ships, characterized in that, have: The hollow outer shaft has a front propeller mounted at the rear end, and the outer shaft is rotatably supported by the stern tube bearing with the shaft center as the center. The inner shaft, with the rear propeller mounted at the rear end, is rotatably supported by a double counter-rotating bearing on the stern side about the aforementioned shaft center. The double reversible gear device causes the aforementioned outer shaft and the aforementioned inner shaft to rotate synchronously in opposite directions. The drive unit drives the aforementioned double reverse gear device; The stern tube sealing part is located on the sea side of the aforementioned stern tube bearing to seal between them; The stern-side double reversible seal is located on the sea side of the aforementioned stern-side double reversible bearing, sealing between them; The sealed drainage recovery device supplies sealing air to the aforementioned stern pipe sealing section on the stern side of the ship and recovers the drainage along with the sealing air. A rotational position sensor detects the rotational positions of the aforementioned outer shaft and the aforementioned inner shaft; as well as The rotation control device stops the aforementioned drive device. The aforementioned rotation control device detects the point at which the rotational positions of the aforementioned inner shaft and the aforementioned outer shaft coincide based on the detection signal from the aforementioned rotational position sensor, and then stops the aforementioned drive device.

4. The marine double-reverse propeller device as described in any one of claims 1 to 3, characterized in that, The aforementioned rotary position sensor has: a mark disposed on the outer surface of a component that is connected to and integrally rotates with the aforementioned outer shaft or the aforementioned inner shaft; and a non-contact sensor that detects the mark non-contactly.

5. The marine double-reverse propeller device as described in any one of claims 1 to 3, characterized in that, The aforementioned drive device is an internal combustion engine or an electric motor that drives the input shaft of the aforementioned double reversing gear device to rotate.

6. The marine double-reverse propeller device as described in any one of claims 1 to 3, characterized in that, The aforementioned sealing and drainage recovery device will separately recover the front drainage generated at the aforementioned stern pipe seal on the stern side and the rear drainage generated at the aforementioned double reverse seal on the stern side.

7. A ship, characterized in that, The ship has a double counter-rotating propeller device as described in any one of claims 1 to 3.

Images