JP3536009B2 - Shaft sealing device for marine propulsion shaft - Google Patents
Shaft sealing device for marine propulsion shaftInfo
- Publication number
- JP3536009B2 JP3536009B2 JP2000158898A JP2000158898A JP3536009B2 JP 3536009 B2 JP3536009 B2 JP 3536009B2 JP 2000158898 A JP2000158898 A JP 2000158898A JP 2000158898 A JP2000158898 A JP 2000158898A JP 3536009 B2 JP3536009 B2 JP 3536009B2
- Authority
- JP
- Japan
- Prior art keywords
- tank
- oil
- annular chamber
- pressure
- sealing device
- 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 - Fee Related
Links
- 238000007789 sealing Methods 0.000 title claims description 17
- 239000003921 oil Substances 0.000 claims description 63
- 239000010687 lubricating oil Substances 0.000 claims description 43
- 239000013535 sea water Substances 0.000 claims description 31
- 230000005484 gravity Effects 0.000 claims description 27
- 238000001514 detection method Methods 0.000 claims description 17
- 230000008859 change Effects 0.000 claims description 7
- 238000005461 lubrication Methods 0.000 claims 1
- 238000010586 diagram Methods 0.000 description 4
- 239000012530 fluid Substances 0.000 description 3
- 239000002828 fuel tank Substances 0.000 description 3
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 3
- 230000003213 activating effect Effects 0.000 description 2
- 230000007423 decrease Effects 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 208000003028 Stuttering Diseases 0.000 description 1
- 230000004913 activation Effects 0.000 description 1
- 238000007664 blowing Methods 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 239000013505 freshwater Substances 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 230000001050 lubricating effect Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 230000004043 responsiveness Effects 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
Landscapes
- Sealing With Elastic Sealing Lips (AREA)
- Sealing Of Bearings (AREA)
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、船舶用推進軸の軸
封装置に関するものである。なお、本明細書中において
「海水」には淡水も含めるものとする。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shaft sealing device for a ship propulsion shaft. In addition, in this specification, "seawater" shall also include fresh water.
【０００２】[0002]
【従来の技術】船舶には、推進軸（スクリューを支持す
る軸）まわりを伝って潤滑油が船外へ漏洩したり反対に
海水が船内へ浸水したりするのを防止するために、この
推進軸を船外へ突出させる部分に設けられた船尾管の船
外外端部に、軸封装置を採用してある。この種、軸封装
置は船外寄りに一次環状室を、船尾管寄りに二次環状室
をそれぞれ形成するように推進軸又はこの軸に被せたラ
イナーに摺接するシールリングを軸方向に並設して備
え、前記一次環状室には海水圧検知用の圧縮空気を供給
する給気装置を接続し、船体側に備えている給油タンク
内の潤滑油を前記二次環状室に循環する給油装置を備
え、前記給気装置の圧縮空気圧を前記給油タンクの潤滑
油に作用することで前記二次環状室の油圧が海水圧に追
従するように構成されている（特許第２６３６１４８
号、同第２７７８８９９号、特開平１１−３０４００５
号公報等参照）。2. Description of the Related Art In a ship, propulsion is carried out in order to prevent the lubricating oil from leaking out of the ship along the axis of the propulsion shaft (the shaft supporting the screw) and conversely seawater from entering the ship. A shaft sealing device is adopted at the outboard end of the stern tube, which is provided at the portion where the shaft projects outside the ship. In this type of shaft seal device, a seal ring that slidably contacts a propulsion shaft or a liner covering this shaft is arranged in parallel in the axial direction so as to form a primary annular chamber near the outboard and a secondary annular chamber near the stern tube. An oil supply device for connecting compressed air for detecting seawater pressure to the primary annular chamber and circulating lubricating oil in an oil tank provided on the hull side to the secondary annular chamber. And the compressed air pressure of the air supply device acts on the lubricating oil of the oil supply tank so that the hydraulic pressure of the secondary annular chamber follows the seawater pressure (Japanese Patent No. 2636148).
No. 2,778,899, JP-A-11-304005.
No.
【０００３】通常の船尾管内に封入される潤滑油の量は
１，０００リットル以下である。このため、海水圧検知
に使われた圧縮空気を船尾管に接続することにより、海
水圧の変化に応じて、船尾管内潤滑油の圧力も変化させ
ることができる。ところが、船舶が大型化し、船尾管内
の潤滑油量が１，０００リットルを超えると、船尾管内
の油量が多すぎて、圧縮空気を接続しても海水圧の変化
に対する応答性が悪くなる。実公平５−３５２４９号公
報では、一次環状室の内圧を海水圧よりも高くして、一
次環状室から船外側へ向けて空気を吹き出させるように
し、もって、シーリングのリップ部に作用する摺動負荷
を低減させることが提案されている。The amount of lubricating oil enclosed in a normal stern tube is 1,000 liters or less. Therefore, by connecting the compressed air used for seawater pressure detection to the stern tube, the pressure of the lubricating oil in the stern tube can be changed according to the change in seawater pressure. However, when the size of the ship becomes large and the amount of lubricating oil in the stern tube exceeds 1,000 liters, the amount of oil in the stern tube is too large, and the responsiveness to changes in seawater pressure deteriorates even if compressed air is connected. In Japanese Utility Model Publication No. 5-35249, the inner pressure of the primary annular chamber is made higher than the seawater pressure so that air is blown out from the primary annular chamber toward the outside of the ship, and thus sliding acting on the lip portion of the sealing is performed. It has been proposed to reduce the load.
【０００４】この公報に開示の技術を図４において模式
的に示している。図４において、推進軸１００上に第１
〜第４のシールリング１０１〜１０４を軸方向に並設し
て備え、第１・２シールリング１０１，１０に相互間で
一次環状室１０５を形成し、第３・４リング１０３，１
０４相互間で二次環状室１０６を形成し、一次環状室１
０５には海水圧検知用の圧縮空気を給気装置１０７が接
続され、一方、二次環状室１０８には給油タンク１０８
の潤滑油をポンプ１０９を介して循環させる給油装置１
１０が備えられ、圧縮空気圧を内圧感知管１１１で給油
タンク１０８に作用するようにされ、この技術は船尾管
内の潤滑油量が１，０００リットルを越す大形船に対し
ては効果的と思われる。The technique disclosed in this publication is schematically shown in FIG. In FIG. 4, the first on the propulsion shaft 100
To fourth seal rings 101 to 104 are arranged in parallel in the axial direction to form a primary annular chamber 105 between the first and second seal rings 101 and 10, and to form the third and fourth rings 103 and 1.
The secondary annular chamber 106 is formed between 04 and the primary annular chamber 1
05 is connected to a compressed air supply device 107 for detecting seawater pressure, while the secondary annular chamber 108 is provided with an oil supply tank 108.
Device 1 for circulating the lubricating oil of the pump 1 through the pump 109
10, the compressed air pressure is applied to the refueling tank 108 by the internal pressure sensing pipe 111, and this technique seems to be effective for a large ship with a lubricating oil amount in the stern pipe exceeding 1,000 liters. Be done.
【０００５】[0005]
【発明が解決しようとする課題】図４に示した従来技術
は、海水圧検知に使用されている圧縮空気の圧力が二次
環状室に接続されているので、このシステムが所期通り
に機能すれば技術上の問題は起こらない。しかしなが
ら、現実には推進軸１００の振動、悪天候による船体の
揺れ等が起こり、一次環状室１０５の空気圧と二次環状
室１０６の潤滑油圧との間の圧力バランスが崩れ、一次
環状室１０５の空気が二次環状室１０６に侵入すること
がある。In the prior art shown in FIG. 4, since the pressure of the compressed air used for seawater pressure detection is connected to the secondary annular chamber, this system functions as intended. If so, no technical problems will occur. However, in reality, vibration of the propulsion shaft 100, shaking of the hull due to bad weather, and the like occur, and the pressure balance between the air pressure in the primary annular chamber 105 and the lubricating oil pressure in the secondary annular chamber 106 is disrupted, and the air in the primary annular chamber 105 is disrupted. May enter the secondary annular chamber 106.
【０００６】この場合、次の問題点が生じる。二次環状
室１０６の容量が約１リットルと小さいため、ここに空
気が侵入すると該環状室１０６はすぐに空気で満たされ
る。当該環状室１０６への給油管は細くて長いため、エ
アーロックを起こし、該室１０６の空気は一度入るとな
かなかぬけなくなる。この時、第２シールリング１０２
の正面側および背面側とも空気で覆われることになるた
め、第２シールリング１０２が損傷しやすいという課題
がある。In this case, the following problems occur. Since the volume of the secondary annular chamber 106 is as small as about 1 liter, when the air enters the secondary annular chamber 106, the annular chamber 106 is immediately filled with air. Since the oil supply pipe to the annular chamber 106 is thin and long, an air lock occurs, and it is difficult for the air in the chamber 106 to escape once it enters. At this time, the second seal ring 102
Since the front side and the back side of the above are covered with air, there is a problem that the second seal ring 102 is easily damaged.
【０００７】また、二次環状室１０６に侵入した空気を
取り除くには、この室１０６に循環している油の流量を
増やせば良い。しかし流量を増やすと、当該室１０６か
ら流出する給油管が細くて長いため配管抵抗が大きくな
り、結果として二次環状室１０６の油圧が高くなる。こ
のため、第２シールリング１０２および第３シールリン
グ１０３が損傷しやすくなるという課題がある。この結
果、図４に模式的に示した従来例にあっては、船尾管内
の潤滑油量が１００リットルを越す船に対しては実用的
ではないと言える。In order to remove the air that has entered the secondary annular chamber 106, the flow rate of oil circulating in this chamber 106 may be increased. However, when the flow rate is increased, the oil supply pipe flowing out of the chamber 106 is thin and long, so that the pipe resistance increases, and as a result, the hydraulic pressure in the secondary annular chamber 106 increases. Therefore, there is a problem that the second seal ring 102 and the third seal ring 103 are easily damaged. As a result, it can be said that the conventional example schematically shown in FIG. 4 is not practical for a ship in which the amount of lubricating oil in the stern tube exceeds 100 liters.
【０００８】本発明では、このような課題を解決し、例
えば、船尾管内の潤滑油量が１，０００リットルを越す
大型船であっても各シールリングにかかる差圧を常時小
さく保って該シールリングの損傷が少ない軸封装置（勿
論、小型船でも適用可能である）を提供することが目的
である。According to the present invention, such a problem is solved, and for example, even in a large ship in which the amount of lubricating oil in the stern tube exceeds 1,000 liters, the differential pressure applied to each seal ring is always kept small and the seal is maintained. It is an object of the present invention to provide a shaft sealing device (which can be applied to a small ship, of course) with less damage to the ring.
【０００９】[0009]
【課題を解決するための手段】本発明は、船外寄りに一
次環状室を、船尾管寄りに二次環状室をそれぞれ形成す
るように推進軸又はこの軸に被せたライナーに摺接する
シールリングを軸方向に並設して備え、前記一次環状室
には海水圧検知用の圧縮空気を供給する給気装置を接続
し、船体側に備えている給油タンク内の潤滑油を前記二
次環状室に循環する給油装置を備え、前記給気装置の圧
縮空気圧を前記給油タンクの潤滑油に作用することで前
記二次環状室の油圧が海水圧に追従するように構成され
ている軸封装置において、前述の目的を達成するため
に、次の技術的手段を講じている。SUMMARY OF THE INVENTION The present invention is directed to a seal ring which is slidably in contact with a propulsion shaft or a liner covering this shaft so as to form a primary annular chamber near the outboard and a secondary annular chamber near the stern tube. Are arranged side by side in the axial direction, a supply device for supplying compressed air for seawater pressure detection is connected to the primary annular chamber, and lubricating oil in an oil supply tank provided on the hull side is connected to the secondary annular chamber. A shaft seal device including a refueling device that circulates in the chamber, and configured so that the hydraulic pressure of the secondary annular chamber follows the seawater pressure by acting the compressed air pressure of the air refueling device on the lubricating oil of the refueling tank. In order to achieve the above-mentioned object, the following technical measures are taken.
【００１０】すなわち、請求項１に係る本発明は、船尾
管軸受に海水圧の変化に関与しない一定圧力の潤滑油を
供給する重力タンクを船体側に備え、この重力タンクと
前記給油タンクとを接続する配管装置を備え、この配管
装置に、給油タンクの潤滑油量を一定に保持するための
油補給装置が備えられていることを特徴とするものであ
る。このような構成を採用したことにより給油タンクの
油量が減少したときには、重力タンクの潤滑油を油補給
装置により給送し、一方、給油タンクの油量が増加した
ときには、油補給装置により重力タンクに給送し、ここ
に給油タンクの潤滑油量を一定に保持するのである。That is, the present invention according to claim 1 is provided with a gravity tank for supplying a stern tube bearing with a lubricating oil having a constant pressure that does not contribute to a change in seawater pressure on the hull side, and the gravity tank and the oil supply tank are provided. It is characterized in that a piping device for connection is provided, and that this piping device is provided with an oil replenishing device for keeping the amount of lubricating oil in the oil supply tank constant. By adopting such a configuration, when the amount of oil in the refueling tank decreases, the lubricating oil of the gravity tank is fed by the oil replenishing device, while when the amount of oil in the refueling tank increases, the gravity of the refueling device is reduced by the oil replenishing device. The oil is fed to the tank and the amount of lubricating oil in the oil tank is kept constant.
【００１１】また、本発明では、前記配管装置は第１配
管と第２配管とを備えてなり、前記油補給装置は前記第
１・２配管のそれぞれに備えられている三方切替弁とこ
の三方切替弁間に介装されているポンプとを備えて構成
されていることが推奨される（請求項２）。更に、本発
明では、前記給油タンクおよび重力タンクの一方若しく
は双方に潤滑油量を検知する検知手段を備え、前記三方
切替弁は該検知手段の検出信号で切替動作する電磁弁で
構成されているとともに、前記ポンプを起動することが
推奨される（請求項３）。Further, in the present invention, the piping device is provided with a first pipe and a second pipe, and the oil supply device is a three-way switching valve provided in each of the first and second pipes and the three-way switching valve. It is recommended to be configured with a pump interposed between the switching valves (Claim 2). Further, in the present invention, one or both of the oil supply tank and the gravity tank is provided with a detection means for detecting the amount of lubricating oil, and the three-way switching valve is composed of an electromagnetic valve which is switched by a detection signal of the detection means. At the same time, it is recommended to start the pump (Claim 3).
【００１２】すなわち、請求項２においては、三方切替
弁の切替動作およびポンプの起動は、船体内においてオ
ペレータ等による人為操作によって行うことができるこ
とを意味し、一方、請求項３においては三方切替弁およ
びポンプの起動は検出手段の検出信号に基いて自動処理
することで人件費の節減および処理の迅速化と確実化を
図り得るのである。また、本発明においては、前述した
請求項１〜３のいずれかにおいて、前記給油タンクは、
二次環状室へ供給する潤滑油の圧力が、一次環状室の空
気圧よりも所定だけ高いヘッド圧を付加できる高さに設
置されていることが推奨される（請求項４）。That is, in claim 2, it means that the switching operation of the three-way switching valve and the activation of the pump can be performed manually by an operator or the like in the hull, while in the third aspect, the three-way switching valve is operated. Also, by starting the pump automatically based on the detection signal of the detection means, it is possible to reduce labor costs and speed up and ensure the processing. Further, in the present invention, in any one of the above-described claims 1 to 3, the refueling tank is
It is recommended that the pressure of the lubricating oil supplied to the secondary annular chamber is set to a height at which a head pressure that is higher than the air pressure of the primary annular chamber by a predetermined amount can be applied (claim 4).
【００１３】すなわち、このように給油タンクを高位設
置とすることで、一次環状室から空気を船外側へ吹き出
させるのに必要な圧を、二次環状室の内圧に持たせるも
のである。しかも、このヘッド圧は、内圧検知管を通じ
て給気管内、即ち、一次環状室の内圧の変化と同調する
ものであり、この一次環状室の内圧は、給気装置におけ
る流通空気圧力の上限以内で、海水圧の変動に追従する
ものであるから、結果として、二次環状室の内圧は、常
に海水圧よりも高くなる。更に、本発明においては、前
述した請求項１〜４のいずれかにおいて、前記重力タン
クは、船尾管軸受に供給する潤滑油の圧力が満載吃水時
における前記二次環状室の圧力よりも所定だけ高いヘッ
ド圧を付加できる高さに設置されていることが推奨され
る（請求項５）。That is, by arranging the refueling tank at a high position in this way, the internal pressure of the secondary annular chamber has a pressure necessary to blow air from the primary annular chamber to the outside of the ship. Moreover, this head pressure is synchronized with the change in the internal pressure of the primary annular chamber through the internal pressure detection pipe, that is, the internal pressure of the primary annular chamber is within the upper limit of the circulating air pressure in the air supply device. As it follows the fluctuation of seawater pressure, as a result, the internal pressure of the secondary annular chamber is always higher than the seawater pressure. Further, in the present invention according to any one of claims 1 to 4 described above, in the gravity tank, the pressure of the lubricating oil supplied to the stern tube bearing is set to be a predetermined amount less than the pressure of the secondary annular chamber at the time of full load water drainage. It is recommended that the head is installed at a height where a high head pressure can be applied (Claim 5).
【００１４】また、本発明においては、前述した請求項
１〜５のいずれかにおいて、二次環状室を形成するシー
ルリングのうち船尾管軸受寄りに配されるシールリング
は、該二次環状室内へ背面を向けて設けられていること
が推奨される（請求項６）。このように、二次環状室を
形成するシールリングのうち、船尾管寄りに配されるシ
ールリングにおいて、その背面（流体圧を受けたときに
リップ部を益々、被シール面へ押し付けるようになる側
が正面であり、その反対面を「シールリングの背面」と
言う）を二次環状室内へ向けるように設けておくと、万
が一、二次環状室に必要十分量を超えた潤滑油等（一次
環状室からの空気や海水を含む）が供給されるような場
合に、この潤滑油等を船尾管側へ逃がすことができるよ
うになる。Further, in the present invention, in any one of the above-mentioned claims 1 to 5, among the seal rings forming the secondary annular chamber, the seal ring arranged near the stern tube bearing is the secondary annular chamber. It is recommended that it is provided with the back side facing (claim 6). As described above, among the seal rings forming the secondary annular chamber, the seal ring arranged nearer to the stern tube has its back surface (when receiving fluid pressure, the lip portion is more and more pressed against the surface to be sealed). If the side is the front side and the opposite side is called the "rear side of the seal ring" toward the secondary annular chamber, it is unlikely that lubricating oil, etc. When air (including air or seawater from the annular chamber) is supplied, this lubricating oil or the like can be released to the stern tube side.
【００１５】そのため、二次環状室の圧力は所定値以上
に高くならないように設定できるし、潤滑油が船外側へ
漏洩するのを防止できるだけでなく、シールリングに対
す過負荷を防止できるとともに、このシーリングの潤滑
性を保持できるためにその損傷を防止できる。Therefore, the pressure in the secondary annular chamber can be set so as not to become higher than a predetermined value, and not only the lubricating oil can be prevented from leaking to the outside of the ship, but also the overload on the seal ring can be prevented, and Since the lubricity of this sealing can be maintained, its damage can be prevented.
【００１６】[0016]
【発明の実施の形態】以下、図を参照して本発明の実施
の形態について説明する。第１実施形態を示した図１に
おいて、推進軸１に摺接するリップ型の第１〜４のシー
ルリング２，３，４，５が軸方向に並設して備えられ、
図では第２シールリング３と第３シールリング４とによ
って例えば容量１リットルの一次環状室６が形成され、
第３シールリング４と第４シールリング５とによって例
えば容量１リットルの二次環状室７が形成されている。BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. In FIG. 1 showing the first embodiment, lip type first to fourth seal rings 2, 3, 4, and 5 which are in sliding contact with the propulsion shaft 1 are provided in parallel in the axial direction,
In the figure, for example, a primary annular chamber 6 having a capacity of 1 liter is formed by the second seal ring 3 and the third seal ring 4,
The third seal ring 4 and the fourth seal ring 5 form a secondary annular chamber 7 having a capacity of 1 liter, for example.
【００１７】第１〜４のシールリングはそれぞれ船尾管
軸受８（図２参照）に対して船外後方（図１，２左方）
へ向けて複数のガイドリング９が取付けられており、こ
れらガイドリング９の各隣接間に１個の割合で第１〜４
のシールリング２〜５のそれぞれが挟持されて前述のよ
うに一次環状室６と二次環状室７が形成されている。一
次環状室６には給気装置１０が接続されており、該給気
装置１０はポンプ等の圧力源１１と給気管１２とを備
え、一次環状室６に圧縮空気を送気しており、この圧縮
空気は海水圧検知用であって第１・２シールリング２，
３のリップ部を押し上げて当該空気を海水側に吹出し可
能であるとともにドレンタンク（図２の符号１３参照）
に回収可能である。The first to fourth seal rings are respectively outboard rearward (left and right in FIGS. 1 and 2) with respect to the stern tube bearing 8 (see FIG. 2).
A plurality of guide rings 9 are attached to each of the guide rings 9, and one guide ring 9 is provided between each adjacent one of the guide rings 9.
Each of the seal rings 2 to 5 is sandwiched to form the primary annular chamber 6 and the secondary annular chamber 7 as described above. An air supply device 10 is connected to the primary annular chamber 6, the air supply device 10 includes a pressure source 11 such as a pump and an air supply pipe 12, and supplies compressed air to the primary annular chamber 6. This compressed air is used for seawater pressure detection, and the first and second seal rings 2,
It is possible to push up the lip part of 3 to blow out the air to the seawater side, and also the drain tank (see reference numeral 13 in FIG. 2).
Can be collected.
【００１８】このため第１・２シールリング２，３は、
いずれもシール正面（流体圧を受けたときリップ部を被
シール面である推進軸１の外面に押し付けるようになる
側）を海水側（船外後方）に向くように並設され、ここ
に、一次環状室６に給送された圧縮空気を海水側に吹き
出させて海水圧を検知可能である。二次環状室７には潤
滑油を循環するための給油装置１４が接続されており、
この給油装置１４は潤滑油を収容している密閉型の給油
タンク１５とこのタンク１５内の潤滑油をポンプ１６に
よって給送する第１配管１７と給油タンク１５に戻す第
２配管１８を備えて構成されており、給気装置１０にお
ける給気管１２と給油タンク１５のヘッド側とを内気感
知管１９を介して連通させることによって、前記給気装
置１０の圧縮空気圧を給油タンク１５の潤滑油に作用す
ることで二次環状室７の油圧を海水圧に追従するように
構成されている。Therefore, the first and second seal rings 2 and 3 are
Both are arranged side by side so that the front surface of the seal (the side that presses the lip portion against the outer surface of the propulsion shaft 1 that is the surface to be sealed when a fluid pressure is applied) faces the seawater side (rearward of the outboard). It is possible to detect the seawater pressure by blowing out the compressed air sent to the primary annular chamber 6 to the seawater side. An oil supply device 14 for circulating lubricating oil is connected to the secondary annular chamber 7,
This refueling device 14 is provided with a sealed refueling tank 15 containing a lubricating oil, a first pipe 17 for feeding the lubricating oil in the tank 15 by a pump 16 and a second pipe 18 for returning it to the refueling tank 15. By connecting the air supply pipe 12 of the air supply device 10 and the head side of the oil supply tank 15 via the inside air sensing pipe 19, the compressed air pressure of the air supply device 10 is used as the lubricating oil of the oil supply tank 15. By acting, the hydraulic pressure of the secondary annular chamber 7 is configured to follow the seawater pressure.
【００１９】二次環状室７を形成する第３・４のシール
リング４，５はいずれもシール正面側を船尾管軸受８
（図２参照）に向けて並設することで、該室７の潤滑油
が一次環状室６に漏出することを防止する一方、船尾管
軸受８に向っては流出可能とされている。船尾管軸受８
に海水圧の変化に関与しない一定圧力の潤滑油を供給す
る重力タンク２０が船体側に備えられており、給油管２
１が軸受８の油溜り部８Ａに接続され、一方、戻り管２
１Ａが重力タンク２０のヘッド側に接続されている（図
２参照）。The third and fourth seal rings 4 and 5 forming the secondary annular chamber 7 are both stern tube bearings 8 on the front side of the seals.
(See FIG. 2), the lubricating oil in the chamber 7 is prevented from leaking to the primary annular chamber 6 and is allowed to flow toward the stern tube bearing 8. Stern tube bearing 8
A gravity tank 20 for supplying a constant pressure of lubricating oil that does not contribute to changes in seawater pressure is provided on the hull side, and the oil supply pipe 2
1 is connected to the oil sump 8A of the bearing 8 while the return pipe 2
1A is connected to the head side of the gravity tank 20 (see FIG. 2).
【００２０】重力タンク２０と給油タンク１５とが第１
配管２２Ａと第２配管２２Ｂとを有する配管装置２２で
接続されており、この配管装置２２に、給油タンク１５
の潤滑油量を一定に保持するための油補給装置２３が備
えられている。第１配管２２Ａは重力タンク２０と給油
タンク１５の下部（底部）を互いに接続しており、第２
配管２２Ｂは重力タンク２０と給油タンク１５の上部
（頂部）を互いに接続しており、これら第１・２配管２
２Ａ，２２Ｂのそれぞれには三方切替弁２３Ａ，２３Ｂ
が備えられていてこの三方切替弁２３Ａ，２３Ｂ間にポ
ンプ２３Ｃが介装されることで油補給装置２３が構成さ
れている。The gravity tank 20 and the refueling tank 15 are the first
A piping device 22 having a piping 22A and a second piping 22B is connected to the piping device 22.
An oil replenishing device 23 is provided to keep the amount of lubricating oil constant. The first pipe 22A connects the lower parts (bottom parts) of the gravity tank 20 and the refueling tank 15 to each other.
The pipe 22B connects the gravity tank 20 and the upper part (top part) of the refueling tank 15 to each other.
Two-way switching valves 23A and 23B are provided in 2A and 22B, respectively.
Is provided and a pump 23C is interposed between the three-way switching valves 23A and 23B to configure the oil supply device 23.
【００２１】この補給装置２３は、給油タンク１５の油
量が所定値より多くなると、三方切替弁２３Ａ，２３Ｂ
のそれぞれを第１・２配管２２Ａ，２２Ｂを介して重力
タンク２０の上部に戻すように切替えてポンプ２３Ｃの
起動で図１の矢示Ａ１，Ａ２のように、すなわち、給油
タンク１５の底部から重力タンク２０の上部に第１・２
配管２２Ａ，２２Ｂを通じて重力タンク２０に戻し、一
方、給油タンク１５の油量が所定値より少なくなると、
三方切替弁２３Ａ，２３Ｂのそれぞれを第１・２配管２
２Ａ，２２Ｂを介して重力タンク２０の底部から給油タ
ンク１５の上部に図１の矢示Ｂ１，Ｂ２のようにポンプ
２３Ｃの起動で補給するのである。This replenishing device 23 has three-way switching valves 23A and 23B when the amount of oil in the refueling tank 15 exceeds a predetermined value.
Each is switched to return to the upper part of the gravity tank 20 through the first and second pipes 22A and 22B, and the pump 23C is started up as shown by arrows A1 and A2 in FIG. 1, that is, from the bottom of the refueling tank 15. First and second on the upper part of the gravity tank 20
Returning to the gravity tank 20 through the pipes 22A and 22B, while the amount of oil in the refueling tank 15 becomes less than a predetermined value,
Connect the three-way switching valves 23A and 23B to the first and second pipes 2 respectively.
The fuel is supplied from the bottom of the gravity tank 20 to the top of the fuel tank 15 via 2A and 22B by activating the pump 23C as indicated by arrows B1 and B2 in FIG.
【００２２】この油補給装置２３の起動・停止は該装置
２３が給油タンク１５および重力タンク２０とともに船
体内に備えられていることから、タンク１５，２０の油
面を例えば目視にて確認し、切替弁２２Ａ，２２Ｂの切
替およびポンプ２２Ｃの起動を人為操作（手動操作によ
る切替等）で行うこともできる。図示の実施の形態で
は、給油タンク１５および重力タンク２０のそれぞれに
フロートスイッチ等の液面計による検知手段１５Ａ，２
０Ａを備えるとともに、三方切替弁２３Ａ，２３Ｂのそ
れぞれを電磁弁で構成して、検知手段１５Ａ，２０Ａの
検出信号（図２の符号２４Ａ，２４Ｂ参照）によって前
述のように三方切替弁２３Ａ，２３Ｂを自動的に切替え
るとともにポンプ２３Ｃをタイマー等によって所定時間
起動しかつ停止するように構成されている。Starting and stopping of the oil replenishing device 23 is provided inside the hull together with the refueling tank 15 and the gravity tank 20, so that the oil levels of the tanks 15 and 20 can be visually confirmed, for example. The switching valves 22A and 22B can be switched and the pump 22C can be activated manually (switching by manual operation or the like). In the illustrated embodiment, the oil tank 15 and the gravity tank 20 are provided with detection means 15A, 2 by means of a liquid level gauge such as a float switch.
0A, each of the three-way switching valves 23A, 23B is formed of a solenoid valve, and the detection signals of the detection means 15A, 20A (see reference numerals 24A, 24B in FIG. 2) are used to control the three-way switching valves 23A, 23B as described above. Is automatically switched, and the pump 23C is configured to be started and stopped for a predetermined time by a timer or the like.
【００２３】図示の油補給装置２３を自動制御するのに
際して検知手段１５Ａ，２０Ａはそれぞれのタンク１
５，２０に備えることが望ましいが、いずれか一方のタ
ンク（好ましくはタンク１５側）に備えることもでき
る。更に、前記給油タンク１５は、二次環状室７へ供給
する潤滑油の圧力が、一次環状室６の空気圧よりも所定
だけ高いヘッド圧（例えば０．２〜０．３ｋｇ／ｃｍ2
程度）を付加できる高さｈ（図２参照）に設置されてい
る。このように油溜タンク（給油タンク）１５を高位設
置とすることで、一次環状室６から空気を船外側へ吹き
出させるのに必要な圧を、二次環状室７の内圧に持たせ
るのである。しかもこのヘッド圧は、内圧感知管１給を
通じて給気管１２内、即ち、一次環状室６の内圧は、給
気装置１０における流通空気圧力の上限以内で、海水圧
の変動に追従するものであるから、結果として、二次環
状室の内圧ｈは、常に海水圧よりも高くなるのである。When the illustrated oil supply device 23 is automatically controlled, the detecting means 15A and 20A are operated by the respective tanks 1
It is desirable to equip the tanks 5 and 20, but it is also possible to equip either tank (preferably on the tank 15 side). Further, in the oil supply tank 15, the pressure of the lubricating oil supplied to the secondary annular chamber 7 is higher than the air pressure in the primary annular chamber 6 by a predetermined amount (for example, 0.2 to 0.3 kg / cm 2).
It is installed at a height h (see FIG. 2) to which a degree) can be added. By thus setting the oil reservoir tank (fuel tank) 15 at a high position, the internal pressure of the secondary annular chamber 7 has a pressure necessary to blow air from the primary annular chamber 6 to the outside of the ship. . Moreover, the head pressure follows the fluctuation of seawater pressure within the air supply pipe 12 through the supply of the internal pressure sensing pipe 1, that is, the internal pressure of the primary annular chamber 6 is within the upper limit of the circulating air pressure in the air supply device 10. Therefore, as a result, the internal pressure h of the secondary annular chamber is always higher than the seawater pressure.
【００２４】また、前記重力タンク２０は、船尾管軸受
８に供給する潤滑油の圧力が満載吃水時における前記二
次環状室７の圧力よりも所定だけ高い（例えば０．２〜
０．３ｋｇ／ｃｍ2 程度）ヘッド圧を付加できる高さに
設置されている。更に、二次環状室７を形成するシール
リング２〜５のうち、船尾管寄りに配されるシールリン
グ（図１では第４シールリング５）において、その背面
（流体圧を受けたときにリップ部を益々、被シール面へ
押し付けるようになる側が正面であり、その反対面を
「シールリングの背面」と言う）を二次環状室７内へ向
けるように設けておくと、万が一、二次環状室７に必要
十分量を超えた潤滑油等（一次環状室６からの空気や海
水を含む）が供給されたような場合に、この潤滑油等を
船尾管側へ逃がすことができるようになる。Further, in the gravity tank 20, the pressure of the lubricating oil supplied to the stern tube bearing 8 is higher than the pressure in the secondary annular chamber 7 at the time of full load water draining by a predetermined amount (for example, 0.2 to
0.3 kg / cm 2 or so) is installed at a height that can be added to the head pressure. Further, among the seal rings 2 to 5 forming the secondary annular chamber 7, the seal ring (the fourth seal ring 5 in FIG. 1) arranged near the stern tube has its rear surface (lip seal when receiving fluid pressure). If the side where the portion is pressed against the surface to be sealed is the front side and the opposite surface is referred to as "the back side of the seal ring" is directed to the inside of the secondary annular chamber 7, the secondary side should be prepared. When lubricating oil or the like (including air and seawater from the primary annular chamber 6) is supplied to the annular chamber 7 in an amount exceeding the necessary and sufficient amount, this lubricating oil or the like can be released to the stern tube side. Become.
【００２５】これによって、潤滑油が船外側へ漏洩する
のを防止できるだけでなく、シールリングに対する過負
荷を防止できると共に、このシールリングの潤滑性を保
持できるために損傷を防止できることになる。図２は本
発明の第２実施形態を示しており、基本構成と作用は既
述の第１実施形態と共通するので共通部分は同じ符号を
付して援用し、以下、相違点につき説明する。この第２
実施形態においては、推進軸１上にライナー（スリーブ
ともいう）１Ａが被せられており、このライナー１Ａに
摺接する３個のシールリング２，３，４が軸方向に並設
されており、第１シールリング２と第２シールリング３
とで一次環状室６を形成し、第２シールリング３と第３
シールリング４とで二次環状室７を形成している。Thus, not only can the lubricating oil be prevented from leaking to the outside of the ship, but also the seal ring can be prevented from being overloaded and the lubricating property of the seal ring can be maintained so that damage can be prevented. FIG. 2 shows a second embodiment of the present invention, and since the basic configuration and operation are common to those of the above-described first embodiment, common parts are denoted by the same reference numerals, and the different points will be described below. . This second
In the embodiment, the propulsion shaft 1 is covered with a liner (also referred to as a sleeve) 1A, and three seal rings 2, 3, 4 slidably contacting the liner 1A are arranged in parallel in the axial direction. 1 seal ring 2 and second seal ring 3
Form a primary annular chamber 6 with the second seal ring 3 and the third
A secondary annular chamber 7 is formed with the seal ring 4.
【００２６】また、給気装置１０が無制限連動型とされ
ており、具体的には二次側圧の変動とは無関係に、流通
空気圧力の上限（最大吃水に伴う海水圧に相当）を制限
可能な減圧弁１０Ｂと、二次側圧の変動とは無関係に、
流通空気流量の上限（一次環状室で残圧を生じさせない
ための最大流量に相当）を制限可能な流量調整弁１０Ａ
とを有して構成した空気制御ユニット１０Ｃを給気管
（配管部材）１２に介装したものである。勿論、本発明
において給気装置１０は無制御連動型に限定されるもの
ではなく、ただ、一次環状室６へ空気の供給を行う給気
装置、海水圧の変動時に自然現象として各供給量が変化
することは拒まない（許容する）が、作動を伴った制御
は行わない構成（即ち、無制御連動型）のものとするこ
とにより、徹底した構造の簡潔化が図れ、したがって、
装備コストの低減を可能になるだけでなく、管路抵抗を
低減させることに繋がり、その結果、海水圧の変動に対
して応答性の速い対応がなされるものとなる。Further, the air supply device 10 is of an unlimited interlocking type, and specifically, the upper limit of the circulating air pressure (corresponding to the seawater pressure associated with the maximum stuttering water) can be limited regardless of the fluctuation of the secondary side pressure. Regardless of the pressure reducing valve 10B and the fluctuation of the secondary side pressure,
Flow rate adjusting valve 10A capable of limiting the upper limit of the circulating air flow rate (corresponding to the maximum flow rate for preventing residual pressure in the primary annular chamber)
The air control unit 10C having the above configuration is provided in the air supply pipe (pipe member) 12. Of course, in the present invention, the air supply device 10 is not limited to the uncontrolled interlocking type, but only the air supply device that supplies air to the primary annular chamber 6, and the supply amount as a natural phenomenon when seawater pressure changes. Although it does not refuse to change (allows) change, it is possible to achieve a thorough simplification of the structure by adopting a configuration that does not perform control accompanied by actuation (that is, non-control interlocking type).
Not only is it possible to reduce equipment costs, but it also leads to a reduction in pipeline resistance, and as a result, a quick response to changes in seawater pressure.
【００２７】図３は第１実施形態の他例を示し、推進軸
１上にはライナー１Ａが套嵌（被せられている）されて
いる点が相違するのみである。なお、図１・２において
重力タンク２０には、脱気（外気連通）管２０Ｂを付帯
させたものを示している。前述した各実施形態におい
て、推進軸１０の振動、船体の揺れ等によって一次環状
室６と二次環状室７との圧力バランスが崩れ、二次環状
室７に多量の空気が侵入した場合には、二次環状室７を
循環させる油ポンプ１６による油量を増やし、二次環状
室７に侵入した空気を取り除くことができる。FIG. 3 shows another example of the first embodiment, which is different only in that a liner 1A is fitted (covered) on the propulsion shaft 1. 1 and 2, the gravity tank 20 is shown with a deaeration (outside air communication) pipe 20B attached thereto. In each of the above-described embodiments, when the pressure balance between the primary annular chamber 6 and the secondary annular chamber 7 is disrupted due to the vibration of the propulsion shaft 10 or the shaking of the hull, and a large amount of air enters the secondary annular chamber 7, It is possible to increase the amount of oil by the oil pump 16 that circulates the secondary annular chamber 7 and remove the air that has entered the secondary annular chamber 7.
【００２８】この時、二次環状室７の油圧が高くなって
も、ある一定値以上の高さになると図１・３では第４シ
ールリング５（図２では第３シールリング４）を背面よ
り持ち上げ、油と空気を船尾管内に、逃がすことがで
き、これによって二次環状室７の圧力はある一定以上高
くならないように設定することができる。また、上記操
作によって、二次環状室７の油は船尾管に流れるため、
給油タンク１５の油量が減少する。また、シールリング
５等の損傷により、船尾管内の油が二次環状室７に流入
し、給油タンク１５の油量が増加することもある。At this time, even if the hydraulic pressure in the secondary annular chamber 7 becomes high, if the height becomes a certain value or higher, the fourth seal ring 5 (the third seal ring 4 in FIG. 2) is placed on the back side in FIGS. Further lifting, oil and air can be released into the stern tube, whereby the pressure in the secondary annular chamber 7 can be set so as not to rise above a certain level. Further, since the oil in the secondary annular chamber 7 flows to the stern tube by the above operation,
The amount of oil in refueling tank 15 decreases. In addition, the oil in the stern pipe may flow into the secondary annular chamber 7 due to damage to the seal ring 5 and the like, and the amount of oil in the fuel tank 15 may increase.
【００２９】このような油量の変化は、検出手段１５Ａ
等で検知し、この信号で油補給ユニット（装置）２３の
三方電磁弁２３Ａ，２３Ｂの切替ポンプ２３Ｃの起動に
よって給油タンク１５の油量を自動的に一定の値に保持
するのである。Such a change in the oil amount is detected by the detecting means 15A.
Etc., and the signal is used to automatically keep the oil amount in the oil supply tank 15 at a constant value by activating the switching pump 23C of the three-way solenoid valves 23A, 23B of the oil supply unit (device) 23.
【００３０】[0030]
【発明の効果】以上詳述したように本発明によれば、船
尾管内の潤滑油量が例えば１，０００リットルを越す船
であっても、各シールリングにかかる差圧を常時小さく
保つことのできる軸封装置を提供できる。このように、
各シールリングに対する過負荷状態の発生を防止できる
ため、シールリングの損傷防止も図れ、その長寿命化が
可能となる。As described in detail above, according to the present invention, even if the amount of lubricating oil in the stern tube exceeds 1,000 liters, the differential pressure applied to each seal ring can be kept small at all times. It is possible to provide a shaft seal device that can perform. in this way,
Since it is possible to prevent the occurrence of an overload condition on each seal ring, it is possible to prevent damage to the seal rings and prolong the service life thereof.
【図１】本発明の第１実施形態を示した回路構成図であ
る。FIG. 1 is a circuit configuration diagram showing a first embodiment of the present invention.
【図２】本発明の第２実施形態を示した回路構成図であ
る。FIG. 2 is a circuit configuration diagram showing a second embodiment of the present invention.
【図３】第１実施形態の変形例を示す部分構成図であ
る。FIG. 3 is a partial configuration diagram showing a modified example of the first embodiment.
【図４】従来例の回路構成図である。FIG. 4 is a circuit configuration diagram of a conventional example.
１ 推進軸 ２〜５ シールリング ６ 一次環状室 ７ 二次環状室 １０ 給気装置 １４ 給油装置 １５ 給油タンク ２０ 重量タンク ２２ 配管装置 ２３ 油補給装置 1 propulsion axis 2-5 Seal ring 6 Primary circular chamber 7 Secondary annular chamber 10 Air supply device 14 Refueling device 15 Refueling tank 20 weight tank 22 Piping equipment 23 Oil supply device
───────────────────────────────────────────────────── フロントページの続き (58)調査した分野(Int.Cl.7，ＤＢ名) B63H 23/36 F16J 15/32 311 ─────────────────────────────────────────────────── ─── Continuation of the front page (58) Fields surveyed (Int.Cl. 7 , DB name) B63H 23/36 F16J 15/32 311
Claims (7)
二次環状室をそれぞれ形成するように推進軸又はこの軸
に被せたライナーに摺接するシールリングを軸方向に並
設して備え、前記一次環状室には海水圧検知用の圧縮空
気を供給する給気装置を接続し、船体側に備えている給
油タンク内の潤滑油を前記二次環状室に循環する給油装
置を備え、前記給気装置の圧縮空気圧を前記給油タンク
の潤滑油に作用することで前記二次環状室の油圧が海水
圧に追従するように構成されている軸封装置において、 船尾管軸受に海水圧の変化に関与しない一定圧力の潤滑
油を供給する重力タンクを船体側に備えると共に、この
重力タンクと前記給油タンクとを接続する配管装置を備
え、この配管装置には、給油タンクの油量が減少した際
には重力タンクの潤滑油を給油タンクに給送し、給油タ
ンクの油量が増加した際には給油タンクの潤滑油を重力
タンクに給送することで、給油タンクの潤滑油量を一定
に保持する油補給装置が備えられていることを特徴とす
る船舶用推進軸の軸封装置。1. A seal ring, which is in sliding contact with a propulsion shaft or a liner covering this shaft, is arranged in parallel in the axial direction so as to form a primary annular chamber near the outboard and a secondary annular chamber near the stern tube. An air supply device for supplying compressed air for seawater pressure detection is connected to the primary annular chamber, and an oil supply device for circulating lubricating oil in an oil tank provided on the hull side to the secondary annular chamber is provided. A shaft sealing device configured such that the compressed air pressure of the air supply device acts on the lubricating oil of the refueling tank so that the hydraulic pressure of the secondary annular chamber follows the seawater pressure. Rutotomoni comprises a gravity tank for supplying lubricating oil of a constant pressure which is not involved in the change of the hull, comprising a pipe system which connects this gravity tank and the oil supply tank, this piping system, the oil amount of the oil supply tank Is reduced
Feed the lubrication oil from the gravity tank to the refueling tank.
If the amount of oil in the tank increases,
A shaft sealing device for a propulsion shaft for a ship, comprising an oil replenishing device for keeping the amount of lubricating oil in the refueling tank constant by feeding the oil to the tank.
備えてなり、前記油補給装置は前記第１・２配管のそれ
ぞれに備えられている三方切替弁とこの三方切替弁間に
介装されているポンプとを備えて構成されていることを
特徴とする請求項１に記載の船舶用推進軸の軸封装置。2. The piping device comprises a first pipe and a second pipe, and the oil replenishing device has a three-way switching valve provided in each of the first and second pipes and between the three-way switching valve. The shaft sealing device for a marine vessel propulsion shaft according to claim 1, wherein the shaft sealing device is configured to include an interposed pump.
タンクの下部とを連結する第１配管と、重力タンクの上
部と給油タンクの上部とを連結する第２配管とを備えて
おり、 前記油補給装置は、前記第１配管と第２配管との間に設
けられたポンプと、給油タンクの油量が減少した際に重
力タンクの下部と給油タンクの上部とをポンプを介して
連通させると共に、給油タンクの油量が増加した際に給
油タンクの下部と重力タンクの上部とをポンプを介して
連通させる三方切替弁とを有し、この三方切替弁は第１
配管及び２配管にそれぞれ備えられている ことを特徴と
する請求項１又は２に記載の船舶用推進軸の軸封装置。3. The piping device includes a lower part of a gravity tank and oil supply.
Above the gravity tank with the first pipe connecting the bottom of the tank
Section and a second pipe connecting the upper part of the refueling tank
And the oil supply device is installed between the first pipe and the second pipe.
The pump and the refueling tank
The lower part of the force tank and the upper part of the refueling tank via the pump
In addition to communicating, supply oil when the amount of oil in the oil tank increases.
Pump the bottom of the oil tank and the top of the gravity tank
And a three-way switching valve that communicates with each other.
The shaft sealing device for a marine vessel propulsion shaft according to claim 1 or 2, wherein the pipe and the two pipes are respectively provided .
若しくは双方に潤滑油量を検知する検知手段を備え、前
記三方切替弁は該検知手段の検出信号で切替動作する電
磁弁で構成されているとともに、前記ポンプを起動する
ことを特徴とする請求項２又は３に記載の船舶用推進軸
の軸封装置。 4. One of the refueling tank and the gravity tank
Or both sides are equipped with detection means to detect the amount of lubricating oil,
The three-way switching valve is an electric switch that performs switching operation based on the detection signal of the detection means.
It consists of a magnetic valve and starts the pump.
The shaft sealing device for a marine vessel propulsion shaft according to claim 2 or 3 , characterized in that .
る潤滑油の圧力が、一次環状室の空気圧よりも所定だけ
高いヘッド圧を付加できる高さに設置されていることを
特徴とする請求項１〜４のいずれかに記載の船舶用推進
軸の軸封装置。 5. The refueling tank supplies the secondary annular chamber.
The lubricating oil pressure is lower than the air pressure in the primary annular chamber by a predetermined amount.
The shaft sealing device for a marine vessel propulsion shaft according to any one of claims 1 to 4, wherein the shaft sealing device is installed at a height capable of applying a high head pressure .
る潤滑油の圧力が満載吃水時における前記二次環状室の
圧力よりも所定だけ高いヘッド圧を付加できる高さに設
置されていることを特徴とする請求項１〜５のいずれか
に記載の船舶用推進軸の軸封装置。 6. The gravity tank supplies the stern tube bearing.
Full load of lubricating oil pressure
Set at a height where a head pressure higher than the predetermined pressure can be applied.
The shaft sealing device for a marine vessel propulsion shaft according to claim 1, wherein the shaft sealing device is arranged.
ち船尾管軸受寄りに配されるシールリングは、該二次環
状室内へ背面を向けて設けられていることを特徴とする
請求項１〜６のいずれかに記載の船舶用推進軸の軸封装
置。 7. Seal ring shroud forming a secondary annular chamber
The seal ring located near the stern tube bearing is the secondary ring.
It is characterized in that it is provided with the back side facing the room
Shaft sealing of the propulsion shaft for a ship according to any one of claims 1 to 6.
Place
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000158898A JP3536009B2 (en) | 2000-05-29 | 2000-05-29 | Shaft sealing device for marine propulsion shaft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000158898A JP3536009B2 (en) | 2000-05-29 | 2000-05-29 | Shaft sealing device for marine propulsion shaft |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2001334994A JP2001334994A (en) | 2001-12-04 |
| JP3536009B2 true JP3536009B2 (en) | 2004-06-07 |
Family
ID=18663299
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2000158898A Expired - Fee Related JP3536009B2 (en) | 2000-05-29 | 2000-05-29 | Shaft sealing device for marine propulsion shaft |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3536009B2 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102012016447B4 (en) * | 2012-08-18 | 2022-12-01 | Skf Marine Gmbh | Sealing for rotating shafts of ship propeller shafts |
| CN107091318A (en) * | 2017-05-05 | 2017-08-25 | 苏州苏净船用机械有限公司 | A kind of oil expansion tank component for being applicable different water depth |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2636148B2 (en) | 1993-10-19 | 1997-07-30 | 株式会社コベルコ・マリンエンジニアリング | Stern tube sealing device |
| JP2778899B2 (en) | 1993-05-18 | 1998-07-23 | 株式会社コベルコ・マリンエンジニアリング | Shaft sealing device |
-
2000
- 2000-05-29 JP JP2000158898A patent/JP3536009B2/en not_active Expired - Fee Related
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2778899B2 (en) | 1993-05-18 | 1998-07-23 | 株式会社コベルコ・マリンエンジニアリング | Shaft sealing device |
| JP2636148B2 (en) | 1993-10-19 | 1997-07-30 | 株式会社コベルコ・マリンエンジニアリング | Stern tube sealing device |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2001334994A (en) | 2001-12-04 |
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