EP0321501A1 - Helice de propulsion de bateaux. - Google Patents

Helice de propulsion de bateaux.

Info

Publication number
EP0321501A1
EP0321501A1 EP87906552A EP87906552A EP0321501A1 EP 0321501 A1 EP0321501 A1 EP 0321501A1 EP 87906552 A EP87906552 A EP 87906552A EP 87906552 A EP87906552 A EP 87906552A EP 0321501 A1 EP0321501 A1 EP 0321501A1
Authority
EP
European Patent Office
Prior art keywords
propeller
drive shaft
star
bolt
drive
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.)
Granted
Application number
EP87906552A
Other languages
German (de)
English (en)
Other versions
EP0321501B1 (fr
Inventor
Kurt Waldhauser
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP0321501A1 publication Critical patent/EP0321501A1/fr
Application granted granted Critical
Publication of EP0321501B1 publication Critical patent/EP0321501B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H3/00—Propeller-blade pitch changing
    • B63H3/02—Propeller-blade pitch changing actuated by control element coaxial with propeller shaft, e.g. the control element being rotary
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H23/00—Transmitting power from propulsion power plant to propulsive elements
    • B63H23/32—Other parts
    • B63H23/36—Shaft tubes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/06—Steering by rudders
    • B63H25/38—Rudders
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H1/00—Propulsive elements directly acting on water
    • B63H1/02—Propulsive elements directly acting on water of rotary type
    • B63H1/12—Propulsive elements directly acting on water of rotary type with rotation axis substantially in propulsive direction
    • B63H1/14—Propellers
    • B63H1/18—Propellers with means for diminishing cavitation, e.g. supercavitation
    • B63H2001/185—Surfacing propellers, i.e. propellers specially adapted for operation at the water surface, with blades incompletely submerged, or piercing the water surface from above in the course of each revolution

Definitions

  • the invention relates to a ship propeller, in particular for motor boats, with at least two propeller blades, each of which is held on a propeller star mounted on the drive shaft so as to be pivotable about an axis normal to the drive shaft axis, and for this pivoting an adjusting drive is provided along the drive shaft , wherein each propeller blade carries a bearing pan, which is rotatably mounted on the propeller star with a bolt normal to the axis of the drive shaft and the propeller blade is connected to a toothing which meshes with a toothing of the adjusting drive.
  • Ship propulsion systems are mostly designed as underwater propellers, with propeller systems being used for larger ships because of their efficiency and for reasons of economy, which are operated at sub-cavita- tive speed, ie at a speed which is reduced several times compared to the engine speed.
  • high-strength racing screws with a large pitch and small diameter are known for fast racing boats, which are often driven as surface propellers with the engine speed, ie run at super-cavitative speed.
  • the optimum mode of operation of such a surface propeller is achieved at about half the depth of immersion in the water surface. For various reasons it is often desirable to be able to adjust the propeller blades. This presents no difficulties for sub-cavitatively operated ship propellers.
  • an adjusting propeller hub which has a two-part housing enclosing the adjusting mechanism and which, due to the necessity to store the propeller blades and to accommodate the propeller adjusting pinions and the toothed racks meshing with them, must have a relatively large diameter.
  • each bolt takes on the role that was practiced in the known construction described above from the housing, so that this is omitted, whereby the outer surface of the bearing pan is essentially exposed.
  • This results in a compact design ie all the components required for adjusting the propeller blades are as close as possible to the axis of the drive shaft, which reduces the centrifugal forces compared to the known construction.
  • each bolt is a threaded bolt that is screwed into a nut thread of the propeller star.
  • each bearing socket has a conical surface on the inside with which it is supported on a conical surface of the propeller star. This not only results in an automatic centering of the bearing pan on the propeller star, but also the advantage that the peripheral parts of the bearing pan and the parts of the propeller star radially distant from the threaded bolt are moved closer to the drive shaft, which reduces the centrifugal forces.
  • each bolt has a collar at its outer end, which is arranged recessed in a recess in the outer surface of the bearing pan. This also results in a secure mounting of the bearing pan with a large bearing surface for the rotation of the bearing pan relative to the bolt when adjusting the propeller blade. With a suitable choice of bolt shape and material, the highest permissible Centrifugal forces are absorbed.
  • each bearing pan carries the toothing on its circumference, which meshes with the toothing of the adjusting drive.
  • the construction according to the invention enables the teeth of the adjusting drive meshing with the teeth of the bearing pans to be dimensioned to a maximum extent, since the bearing pans may not be less than a certain minimum thickness to accommodate the bolts or their collars.
  • the outer surfaces of the bearing pans are spherically shaped in the context of the invention, the collar of each pin preferably lying with this outer surface in this spherical surface.
  • Each bearing pan therefore forms a spherical cap with its outer surface, the diameter of which is as large as possible is limited by the fact that the spherical caps must not touch one another during the adjustment movement. In the sense of the invention, therefore, only as much movement play is left between the toothing of the spherical caps formed by the bearing pans of the propeller blades than is necessary for the adjustment movement mentioned, otherwise the space available is fully utilized for reasons of strength.
  • the threaded bolts In order to reliably absorb the centrifugal forces, the threaded bolts must not only be dimensioned strongly with regard to their diameter, but also have long threads. According to a preferred embodiment of the invention, the threaded bolts therefore extend to the drive shaft. To prevent unintentional loosening of the threaded bolts, they are secured with fixing screws in the propeller star.
  • Fig.l shows the surface adjustment propeller plant in side view, partly in section. 2 shows a vertical section " through the propeller hub on a larger scale.
  • the propeller system 1 is driven by a drive shaft 2 designed as a solid shaft, which is mounted in a stern tube 3.
  • a propeller hub 4 sits on the drive shaft 2 and carries the propeller blades 5, four in the present case.
  • the propeller hub 4 does not have an outer shell, which absorbs the centrifugal forces exerted by the propeller blades 5. Rather, all the drive components necessary for the adjustment of the propeller blades 5 are directly around the drive elements.
  • shaft 2 arranged around so that the hub 4 can be kept very small in diameter in order to reduce the centrifugal forces.
  • the propeller blade is fastened by high-strength threaded bolts 6 which pass through the bearing pans 7 which are integrally formed with the propeller blades 5 and are screwed with long threads into a propeller star 8 which is rotatably mounted on the drive shaft 2. These threads expediently extend as far as or close to shaft 2.
  • Each threaded bolt 6 has a collar 9 with an enlarged diameter on the outside, which sits flush in a recess 10 in the outer surface 11 of the bearing pan 7 and forms a spherical surface (spherical cap) with the latter.
  • Each threaded bolt is secured by a fixing screw 34 screwed into the propeller star 8 from behind.
  • the Lagerpfanne ⁇ 7 also form the adjustment pinion for the propeller blades 5 connected to them for the purpose of pivoting them around the axis of the bolts 6.
  • a toothing 12 is provided on the periphery of each bearing pan 7, which meshes with a toothing 13 of two bevel gears 14, 15.
  • the bevel gear 15 adjacent to the free end of the drive shaft 2 is non-rotatably connected to the drive shaft 2 by means of a wedge 16
  • the other bevel gear 14 is rotatably attached to a hollow shaft 17 surrounding the drive shaft 2 by means of a thread 36 and centered by means of a bushing 18 is. With relative rotation between drive shaft 2 and hollow shaft 17, this results in a synchronous rotation of all propeller blades 5.
  • the propeller star 8 carries for each propeller blade 5 an outwardly facing extension 19, which on its outer end face is turned to a conical surface 20, on which a uniformly shaped conical surface of the bearing socket 7 is mounted. This also results in a centering of the respective bearing socket 7 on the propeller star 8. This results in a centered, tilt-proof bearing for each propeller blade 5, which is able to absorb both the highest centrifugal forces in the longitudinal direction of the respective bolt 6 and the tilting moment, which is exerted by the propeller thrust.
  • the bearing pans 7 can be made as large as possible and the adjusting toothing is provided on the maximum possible outer diameter of the propeller hub 4 formed by the components 6, 7, 8, 14, 15 and can therefore be dimensioned robustly. Water flows around the adjustment toothing, but this is irrelevant given the small and rare adjustment movements.
  • a tear-off ring 21 which is held by a washer 22 and a screw 23. After loosening the screw 23, the components 21, 15 and 8 together with 5, 6, 7 can be pulled back from the shaft 2.
  • sealing elements preferably O-rings 24, so that escape of the gear oil serving to lubricate the entire propeller head, which is between the drive shaft 2 and is supplied along the hollow shaft 17 in a flowing manner.
  • sealing elements preferably O-rings 24, so that escape of the gear oil serving to lubricate the entire propeller head, which is between the drive shaft 2 and is supplied along the hollow shaft 17 in a flowing manner.
  • a rubber bearing 25 lubricated with water via a line 35 for absorbing the radial forces of the two shafts 2, 17.
  • the rubber bearing 25 is seated in a holding tube 26 which is held in the stern tube 3 by supporting ribs 27. There are spaces between the support ribs 27, which with the.
  • Ring space between the hollow shaft 17 and stern tube 3 are connected and through which engine exhaust gases, engine cooling water and optionally also compressed air, which are introduced into the stern tube 3 through a connecting piece 28 (FIG. 1), in the direction of the arrows 31 on the suction side of the Propeller blades 5 can be fed to the propeller system 1 for the purpose of improving the efficiency.
  • the stern tube 3 is held in the hull 29 by means of a stuffing box 30 adjustable in the axial direction and carries the adjusting drive 32 inside the boat for the relative rotation of the hollow shaft 17 and the drive shaft 2 for the purpose of adjusting the propeller blade.
  • the adjusting drive 32 is preferably designed mechanically and has an actuating handle 33.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Gear Transmission (AREA)
  • Actuator (AREA)
  • Transmission Devices (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Retarders (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • General Details Of Gearings (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)

Abstract

Un agencement d'hélice (1) de propulsion de bateaux, en particulier de bateaux à moteur, comprend une hélice entraînée à la vitesse de rotation du moteur et pourvue de pales (5) ayant des crapaudines (7) pouvant pivoter autour de boulons filetés (6) vissés dans la roue en étoile (8) de l'hélice montée sur l'arbre moteur (2). Un arbre creux (17) entourant l'arbre moteur (2), et des roues dentées coniques (14, 15) montées sur l'arbre creux et l'arbre moteur et dont les dents (12) s'engrènent avec les crapaudines (7), servent à faire tourner chaque pale (5) de l'hélice. Pour limiter les forces s'exerçant en sens radial, la surface extérieure de chaque crapaudine (7) est gardée libre. Les crapaudines (7) sont radialement retenues par un collet (9) du boulon fileté (6).
EP87906552A 1986-10-09 1987-10-09 Helice de propulsion de bateaux Expired - Lifetime EP0321501B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT2684/86 1986-10-09
AT268486 1986-10-09

Publications (2)

Publication Number Publication Date
EP0321501A1 true EP0321501A1 (fr) 1989-06-28
EP0321501B1 EP0321501B1 (fr) 1991-04-17

Family

ID=3538649

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87906552A Expired - Lifetime EP0321501B1 (fr) 1986-10-09 1987-10-09 Helice de propulsion de bateaux

Country Status (5)

Country Link
US (1) US5046973A (fr)
EP (1) EP0321501B1 (fr)
AT (1) ATE62637T1 (fr)
DE (1) DE3769477D1 (fr)
WO (1) WO1988002719A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AU2003903902A0 (en) * 2003-07-25 2003-08-07 Aimbridge Pty Ltd Marine propulsion system

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR347755A (fr) * 1904-11-09 1905-03-22 William Buck Hayden Hélice à pas variable
US1740077A (en) * 1926-05-15 1929-12-17 Allis Chalmers Mfg Co Rotor
US3092186A (en) * 1962-01-04 1963-06-04 James K Maclean Variable pitch propeller mechanism
GB2058231B (en) * 1979-09-07 1982-01-20 Woodcoxon Eng International Lt Variable pitch marine propellers

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO8802719A1 *

Also Published As

Publication number Publication date
EP0321501B1 (fr) 1991-04-17
US5046973A (en) 1991-09-10
DE3769477D1 (de) 1991-05-23
WO1988002719A1 (fr) 1988-04-21
ATE62637T1 (de) 1991-05-15

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