JPH01269697A - Marine propeller drive - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a marine propeller drive device for a small boat, and more specifically to a marine propeller drive device having an articulated propeller shaft incorporating a constant speed joint. Regarding.

BACKGROUND OF THE INVENTION Over the years, three types of systems have been preferred for marine propeller drives. They ζ, ("overboard",
Also known as "outboard" and "inboard" propeller drives. Each of these devices has different operating characteristics and characteristics, and the selection of which device for a particular application is determined by those characteristics and characteristics.

The outboard propeller drive system has an internal engine and propeller drive mounted at the stern, with special mounting structures built into the transom. This device has the advantage that maintenance and inspection are easy because the engine can be easily removed from the ship. A further important advantage is that the entire unit can be rotated when making turns.

According to this, since the propeller thrust shaft is rotated in the turning direction, the steerability at low speeds is greatly improved, and the ship can be maneuvered relatively easily when going backwards using a single propeller. However, outboard propeller drive systems have the drawback of being mechanically complex and expensive. Additionally, a significant portion of the structure is under water, creating viscous drag and
That's why it's inefficient. Furthermore, since the point at which the propeller drive unit contacts the hull is at a high position above the transom above the hull, the thrust from the propeller drive unit is not aligned with the hull. Finally, such outboard propeller drives tend to add significant weight aft of the transom, making it difficult to provide adequate hull float at low to moderate operating speeds. There are many cases.

In an inboard/outboard propeller drive system, the engine itself is housed in the ship, but the propeller drive mechanism is housed in an outboard drive unit behind the transom.

Generally, an outboard drive unit is fixed to and articulates with respect to the transom and functions very similar to the propeller drive of an outboard propeller drive. Inboard and outboard propeller drives have the advantage that commercially available engines can be modified and used, thus significantly reducing costs. Furthermore, since the outboard drive unit rotates during a direction change, the propeller thrust shaft also rotates in the same manner as in the case of an outboard propeller drive, and therefore the maneuverability at low speeds and in reverse is very high.

There are many examples of inboard and outboard propeller drives. U.S. Patent No. 1,136,287 (North)
Examples of inboard/outboard motors are described, as well as general examples of complex mechanical coupling structures that are often associated with inboard/outboard propeller drives. In the above US patent, the outboard drive unit is mounted on a tiltable intermediate member, which is mounted on the transom. (Funeral connection via universal joint)
Tilting and steering movements of the drive unit can be performed. In addition to the above, many other inboard and outboard propeller drive systems have been developed.
For example, US Pat. No. 13 (38516)
ald et al.) describes a method using a constant speed joint,
U.S. Pat. No. 1,368,517 (MacDonald et al.) describes the use of a cardan universal joint,
U.S. Pat. No. 1,382,838 (Bergstedt) describes the use of an inclined drive shaft and bevel gear, and U.S. Pat. No. 1,826,219 (No. 5s1tar)
A device using a drive transmission unit that can perform joint motion without using a universal joint is described. US Patent No. 1
No. 487,804 (Kiekhaef'er) is of interest in this respect, showing a modified inboard/outboard propeller drive incorporating an air flow section in the propeller to reduce viscous drag forces. Although inboard-outboard motors include many of the advantages of outboard motors, they essentially include all of their disadvantages, such as those listed above.

In an inboard propeller drive, the entire engine and transmission are housed inside the ship. In the most common construction, the propeller shaft projects from the hull forward of the transom and slopes downward to a point near the transom. In such devices, the propeller shaft is not articulated and the propeller is held in a fixed position relative to the hull. The fixed position of the propeller makes maneuvering the vessel very difficult, if not impossible, at low speeds and when moving astern. To solve this problem, as is well known, two propeller shafts are provided spaced apart.

By operating both propeller shafts at different angular velocities,
Generates a torque couple sufficient for maneuvering the ship. A second propeller shaft helps with maneuverability at low speeds and when going astern, but it is expensive and generally does not provide the same maneuverability as inboard and outboard propeller drives. Inboard propeller drives have the advantage that common engines and transmissions can be modified for marine use, thus reducing the cost of these components.Additionally, the torque generated by the propeller Since the axes are generally in the same direction and aligned with the hull, this greatly aids the performance characteristics of the vessel.

One aspect of the present invention relates to an inboard propeller drive system that incorporates a propeller shaft that extends outboard through the transom. This particular embodiment provides an inboard propeller drive for a water-effect propeller.

Surface-effect propellers are used on high-performance ships and are most efficient when the propeller is partially above the water. Therefore, in such a water surface effect propeller drive, the propeller shaft is located on the transom near the waterline. An example of a water surface effect propeller drive is US Pat. No. 1,933,116 (Adams et al.). The marine propeller drive described in this patent includes an articulable propeller shaft incorporating a double cardan universal joint, a propeller cover, and a thrust bearing for the propeller shaft. The propeller can perform vertical and horizontal movements. The thrust of the propeller is transmitted to the transom at the attachment location of the thrust bearing. A second example of a water-effect propeller drive is U.S. Pat.
There is No. 565132 (Connor). This patent describes an articulable propeller shaft incorporating a double Cardan universal joint, a gimbal ring attachment for the propeller shaft, and a vertically stacked gearbox. The gearbox requires an extension structure behind the transom. Propeller thrust is transmitted to the transom at the location where the gearbox is attached to the transom. Since the marine propeller drive devices disclosed in both of the above US patents have a complicated structure, it is necessary to dispose them rearwardly from the propeller transom. Furthermore, since the marine propeller drive system of the C patent (4 structural parts and the drive structure part need to be attached to the transom), a general inboard type marine propeller drive system in which the shaft is attached under the hull is required. In addition, the marine propeller drive devices of both of the above patents utilize a double cardan universal joint, and such a joint is incorrectly referred to as "
Although sometimes referred to as "constant velocity universal joints," such joints are not actually constant velocity universal joints because shaft vibrations are present due to speed fluctuations in the joints. F & later, the marine propeller drives of both of the above patents had the undesirable feature of substantially transmitting propeller thrust to the transom;
It is not possible to obtain the best performance and maneuverability as when the propeller shafts are aligned on the same straight line to transmit propeller thrust to the ship.

Therefore, in this technical field, there is an inboard propeller drive system that can provide maneuverability similar to outboard and outboard propeller drive systems, and that has a simple external Mm like a general inboard propeller drive system. , there is a need to provide a structure that transmits propeller thrust toward the hull. Furthermore, with conventional technology, it is difficult to obtain the above-mentioned ship maneuverability,
There is a need to use true constant speed universal joints, such as the Rzeppa type, to transmit propeller thrust toward the hull.

[Structure of the present invention] The present invention is a marine propeller drive system that incorporates a true constant speed universal joint to cause the propeller shaft to perform a WJ motion,
Although the constant speed universal joint transmits torque to the propeller, the negative propeller thrust is prevented from being transmitted through the joint. Furthermore, the present invention is configured such that the direction of the propeller thrust is set on the same straight line as the propeller axis, and the propeller thrust is transmitted to the ship through the hull.

The inner propeller shaft has one end connected to the engine transmission at a position inside the hull. The other end of the inner propeller shaft is connected to the inner race of the constant velocity universal joint. The outer propeller shaft has one end connected to the outer race of the constant speed universal joint and the other end connected to the propeller.

The thrust generated by the rotation of the propeller is transmitted to the thrust bearing by the outer propeller shaft. The thrust bearing transmits propeller thrust to the outer thrust housing. The housing generally surrounds the outer race of the constant velocity universal joint in a non-contact manner. From there the propeller thrust is transferred to the inner thrust housing.

The inner thrust housing has an annular portion within which the propeller shaft is located.

The steering operation is performed by rotating a steering shaft that has a connection with the outer thrust housing. When the outer thrust housing is rotated, the thrust bearing similarly rotates the outer propeller shaft.

That is, in the structure of the present invention, by incorporating the true constant speed universal joint, joint movement of the propeller shaft is performed, and furthermore, the propeller thrust bypasses the constant speed universal joint and is moved in the same straight line as the inner propeller shaft. transmitted in the axial direction. These structural features allow propeller thrust to be transmitted directly to the ship's hull and not to the transom. Furthermore, the present invention can be mounted through the transom or to the hull, as is done with conventional inboard propeller drives.

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a marine propeller thrust device having an articulated propeller shaft incorporating a true constant speed universal joint.

Further, the present invention provides a marine propeller drive device having an articulated propeller shaft incorporating a true constant speed universal joint, wherein the true constant speed universal joint is provided with a structure for a thrust housing, thereby bypassing the joint. Another object of the present invention is to provide a structure in which the thrust is transmitted coaxially with the inner portion of the propeller shaft.

A further object of the present invention is to provide a marine propeller drive device that allows articulation of a propeller shaft and transmits propeller thrust to the hull.

A further object of the present invention is to provide a propeller drive device for ships having an articulated propeller shaft, which is compact and simple.
An object of the present invention is to provide a propeller drive device for a ship that generates no vibration and can be attached to either the transom or the hull.

The above and other objects, effects, features, and advantages of the present invention will be apparent from the following description.

DESCRIPTION OF THE PREFERRED EMBODIMENTS In the drawings, a marine propeller drive device 10 according to the present invention, shown in FIG. 1, is mounted through a transom 12 of a boat 14. The marine propeller drive 10 has an articulated propeller shaft that includes a fixed inner propeller shaft 16, a constant speed universal joint 18, and a pivotable outer propeller shaft 20. There is. Thrust from the propeller 22 is transmitted to the outer thrust housing 24 and from there through the inner thrust housing 26 and finally to the ship's hull 2.
8.

Next, the structure of the marine propeller drive device will be explained with reference to FIGS. 1 to 5. One end of the inner propeller shaft 16 is connected to a typical marine power plant. The system includes an engine and transmission (not shown) located within the vessel 14. As is clear from FIG. 2, the other end of the inner propeller shaft is connected to the inner race member 30 of the constant velocity universal joint 18.

Although constant velocity universal joint 18 is not required,
No. 65285 and No. 2046584 (both Alf
Preferably, the format is as described in RED Rzeppa. This type of universal joint requires that, within a given range of relative angular positions, the rotational speed of the shaft connected to the inner race member and the shaft connected to the outer race member is relative to that of the inner and outer race members. It has the great advantage of being constant regardless of angular position. In FIG. 2, constant velocity universal joint 18 transmits torque through a plurality of spherical ball members 32 (only one shown in FIG. 2). These spherical ball members rotate in mutually opposed sets of axial grooves 34,36. Grooves 34,36 are formed in the partially spherical surface 38 of the inner race member 30 and the partially spherical surface 40 of the outer race member 42, respectively. Ball guiding means in the form of a cage 44 are arranged to hold and guide the spherical ball members in the same plane of rotational motion. In the rotational motion plane, the center of the spherical ball member subtends the articulation angle between the spherical surfaces of the inner and outer race members, so that constant speed rotational motion occurs in the absence of vibration. Said ball cage is normally composed of outer and inner part-spherical surfaces 46, 48, which surfaces are guided on said part-spherical surfaces of the outer and inner race members, respectively; , a radial gap is formed between them to ensure the presence of a sufficient amount of lubricant.

Inner propeller shaft 16 is coupled to inner race member 30 by interaction of linear splines 50, 52 on inner propeller shaft 16 and inner race member 30. The outer propeller shaft 20 is integrally connected to the outer race member 42. The propeller 22 is removably attached to the end 61 of the outer propeller shaft in a conventional manner.

More specifically, in a typical propeller, a spline is provided in the axial direction on the inner circumference of a mounting hole for mounting on the propeller shaft. Outer table 1rij 5 of outer propeller shaft 20
B is provided with a spline 54, and a bolt 58
(FIGS. 1 and 5) are adapted to be threaded into axial blind holes 60 in the end 61 of the outer propeller shaft, whereby the propeller is removably attached to the outer propeller shaft 20. There is.

When the propeller rotates, thrust is generated and the outer propeller shaft 2
It is transmitted to 0. Constant velocity universal joint 18 does not experience a corresponding axial thrust through its internal components. That is, the present invention includes a structure that diverts propeller thrust to the constant speed universal joint, which only acts with the outer propeller shaft 20 to transmit rotational torque thereto. .

Figures 1, 1 and 4 show structures for diverting axial thrust. A thrust ring 62 is welded to the outer propeller shaft 20. The thrust ring has a shoulder 64 that engages a thrust bearing 66. The thrust bearing is preferably a general rSSJSS sub-type two-row solid, as shown in detail in FIG. r
The SSJSS sub-type double-row solid body uses a high-bulk TS type bearing 6.
8 is used, snap ring cup spacer 7
0 and the cylindrical ring cup spacer 72.

Snap ring cup spacer 70 has a snap ring 74 that tightly fits into a notch 76 in outer thrust housing 24 . Thus, axial thrust from the propeller 22 is transmitted along the outer propeller shaft 20 to the thrust ring 62, through the rssJ type double row bearing assembly, and finally to the outer thrust housing via the snap ring.

A steering shaft 78 is connected to a typical steering control section (not shown) in a typical manner. A typical steering control unit includes a hydraulic cylinder and a tie rod that interlocks with the steering shaft.When the ship's steering shaft is moved, the hydraulic cylinder is actuated, and the steering shaft itself is moved to the steering shaft. It is preferable to configure it so that it rotates in conjunction with the rotation of the shaft. The steering axle is pressed into a steering axle hub 80 of the inner thrust housing 26 and rotates on a sleeve 82 within the steering axle hub. steering shaft 7
8 passes through the inner thrust housing and projects into the steering shaft hole 84 of the outer thrust housing. A hole 86 is provided in the steering shaft 78, and a hole 88 is provided in the outer thrust housing 24, into which a bottle 90 is pushed. Bin 90 works in conjunction with holes 86 , 88 to rotate outer thrust housing 24 with steering shaft 78 .

A skeg plate hub 92 is provided at a portion of the inner thrust housing 26 opposite to the steering shaft hub 80. A skeg plate shaft 94 is rotatably attached to the skeg plate hub,
The skeg plate shaft is adapted to rotate on a sleeve 96 within the skeg plate hub.

The skeg plate shaft projects through the inner housing in a manner similar to that previously described for the steering shaft 78.

More specifically, a bottle 102 is inserted into a hole 98 in the skeg plate shaft 94 and a hole 100 in the outer thrust housing. Therefore, when the outer thrust housing rotates in response to rotation of the steering shaft, the skeg plate shaft also rotates. The skeg plate shaft 94 is provided with a mounting portion 104 for attaching a skeg plate 106 (FIG. 2). . The skeg plate serves to effect directional movement of the propeller in response to rotation of the steering shaft, in a manner well known in the art.

The inner thrust housing 26 is provided with an annular portion 108 within which the inner propeller shaft is located. The inner thrust housing enters the vessel at the transom and extends at its end to the coupling member 110.

The coupling member 110 is coupled in a known manner to a retaining structure 112 which is preferably anchored to the hull 28 of the ship. Therefore, when the propeller thrust is transmitted to the ship structure, the marine propeller drive device transmits the thrust to the hull only through the outer propeller shaft, and the constant speed universal joint and the inner propeller shaft are not exposed to the propeller thrust.

The interior of the inner and outer thrust housings is filled with lubricant to ensure sufficient and appropriate lubrication of the constant speed universal joint.
It is preferable to set it to 5. For this purpose, oil pump devices known in the art may be connected in a customary manner.

In order to ensure the hydraulic sealing of the marine propeller drive device IO according to the invention, a plurality of boots and seals are provided. The steering boot 114 is constructed of pleated resilient material and is secured to one end 118 of the outer thrust housing 24 by a first snap spring 116 and has a cutout for press-fitting the steering boot overhang 122. A notch 120 is provided at the end 118. The other end of the steering boot is secured in the manner described above to the boot ring 124, which is attached to the base of both the steering axle hub 80 and the skeg plate hub 92, and is more specifically For its installation, there is a snap ring tie
', a notch 120', and an overhang 122' are used. A transom boot 126 is optionally provided to seal the entrance location of the inner thrust housing 26 to the transom 12. A snap ring 128 is used to secure the transom boot to the inner thrust housing, and interengaging lobes and notches as previously described may also be used if desired. The transom boot is sealed to the transom using a compression engagement or clip ring 130 that is itself secured to the transom.

An outer housing lip seal 132 is located between outer thrust housing 24 and thrust ring 62. The steering axle seal 1 is attached to the end 138 of the steering axle hub 80.
34 is provided and similarly the end 1 of the skeg plate hub 92
40 is provided with a skeg plate shaft seal 138.

FIG. 5 shows a marine propeller drive device 10 according to the present invention as viewed from the rear of a boat 14. In this figure, the propeller is in a turning motion and is angularly offset with respect to the axis of the inner propeller shaft.

The operating structure 142 shown in FIGS. 1 and 5 is a water surface effect propeller type and inboard type marine propeller drive device.

As previously mentioned, the surface effect propeller 22 performs best when used with a portion of the propeller above the water. Therefore, the propeller cover 144 is provided to follow (or not follow) the change in direction of the outer propeller shaft.

The actuating structure 146 shown in FIG. 6 is an inboard type marine propeller drive in which a propeller is typically located. A typical propeller 22' is configured to operate in a state where the entire propeller is submerged in water. Of course, the structure of the standard propeller shaft mounting used in a general inboard type marine propeller drive device can be replaced with the steering shaft hub 80'. That is, in this operation vj building section 146, the marine propeller drive device according to the present invention is attached to the hull 28', and all parts and the like are not attached to the transom 12'. The components described above for motion structure 142 apply equally to motion structure 146 shown in FIG.

The axis of rotation 148 of the inner propeller shaft is preferably tilted slightly angularly with respect to the axis of rotation 150 of the outer propeller shaft, so that the constant velocity universal joint can be continuously moved, thereby The lubricant contained inside can be stirred.

In operation, torque is transferred from a typical marine power plant to the inner propeller shaft. The torque is then ultimately transmitted to the propeller via the constant speed universal joint and the outer propeller shaft. Thrust from the propeller is transmitted from the outer propeller shaft to the thrust ring, via the thrust bearing, outer thrust housing, and inner thrust housing, and finally to the ship's hull in a coaxial relationship with the inner propeller shaft.

The outer propeller shaft is connected to the outer race member 4 of the constant speed universal joint 18.
2, but the inner propeller shaft is splined 50.
．． Since it is slidable in the axial direction at 52, the propeller thrust applied to the outer propeller shaft is transferred to the inner race member 30.
And the propeller thrust is not transmitted to the inner propeller shaft 16, but is transmitted to the outer and inner thrust housings. The steering operation is performed by rotating the steering shaft through a general steering coupling mechanism connected to the steering shaft, and as is well known (when the steering shaft rotates, the outer thrust housing rotates). , the outer propeller shaft is similarly rotated.

Furthermore, the skeg plate shaft is similarly rotated. The skeg plate generates hydraulic resistance during the above-mentioned rotation of the steering shaft and facilitates the steering movement of the ship.

Therefore, the marine propeller drive unit according to the present invention has excellent maneuverability in low-speed forward and reverse motions, and only one propeller drive unit is required, and the propeller drive unit directly applies thrust to the hull of the ship. I can see that it is meant to be communicated.

As will be obvious to those skilled in the art to which the present invention pertains, modifications and variations to the embodiments described above are possible.

Such changes and modifications may be made without departing from the scope of the invention, which invention is limited by the scope of the following claims.

[Brief explanation of the drawing]

FIG. 1 is a partial cross-sectional view of the device of the invention installed through the transom of a ship in an operating state; FIG. 2 is a partially cut away side view of the constant velocity joint of the invention; FIG. 4 is a sectional view of a thrust bearing according to the invention, FIG. 5 is an end view of the device of the invention in the operating state of FIG. 1, and FIG. 6 is a device of the invention installed through the hull. FIG. 3 is a partially cutaway side view of the device in an operating state. 10...Propeller drive! ti11 device, 14... Ship, 16... White side propeller shaft, 18... Universal joint, 2
0...Outer propeller shaft, 22...Propeller, 24.
... Outer thrust housing, 26... Inner thrust housing, 30... Inner race member, 42... Outer race member, 61... End Patent applicant: GKN Automotive, Inc.

Claims (4)

[Claims] (1) A marine propeller drive device for a small boat having a marine power unit and a propeller for generating thrust: the first end and the second end.
an inner propeller shaft having an end, the first end of the inner propeller shaft being connectable to the marine power plant; a constant velocity universal joint having a first end and a second end; the first end is articulable with respect to the second end, and the second end of the inner propeller shaft is coupled to the first end of the constant velocity universal joint; an outer propeller shaft having an end and a second end;
The first end of the outer propeller shaft is coupled to the second end of the constant speed universal joint, and the second end of the outer propeller shaft is configured to removably attach the propeller. means for transmitting torque from the marine power unit to the propeller; and means for transmitting thrust from the propeller to the vessel, wherein the thrust is directed at least to the first end of the constant speed universal joint. and means for articulating the outer propeller shaft with respect to the inner propeller shaft. (2) A marine propeller drive device for a small boat having a marine power unit and a propeller for generating thrust: the first end and the second end.
an inner propeller shaft having an end, the first end of the inner propeller shaft being connectable to the marine power plant; a constant velocity universal joint having an inner race member and an outer race member; one of a race member and an outer race member is coupled to the second end of the inner propeller shaft; an outer propeller shaft having a first end and a second end;
the first end of the outer propeller shaft is coupled to the other of the inner and outer race members, and the second end of the outer propeller shaft is configured to removably attach the propeller; a thrust bearing coupled to the outer propeller shaft; an outer thrust housing coupled to the thrust bearing; an inner thrust housing coupled to the outer thrust housing; means for transmitting torque from the marine power plant to the propeller; and means for articulating the outer propeller shaft with respect to the inner propeller shaft. A marine propeller drive device characterized by: (3) providing a small boat having a hull and a transom; providing a marine power plant within the boat; providing an inner propeller shaft having a first end and a second end;
the first end of the inner propeller shaft is connectable to the marine power unit; a constant velocity universal joint having an inner race member and an outer race member; one of the inner race member and the outer race member is coupled to the marine power unit; an outer propeller shaft coupled to the second end of the inner propeller shaft; and having a first end and a second end;
the first end of the outer propeller shaft is coupled to the other of the inner and outer race members, and the second end of the outer propeller shaft is configured to removably attach the propeller; a propeller removably attached to the second end of the outer propeller shaft; a thrust bearing coupled to the outer propeller shaft; an outer thrust housing coupled to the thrust bearing; coupled to the outer thrust housing. an inner thrust housing for transmitting torque from the marine power plant to the propeller; A propeller drive device for a ship, characterized in that means are provided for articulating the outer propeller shaft with respect to the inner propeller shaft. (4) A marine propeller drive device for a small boat having a marine power unit and a propeller for generating thrust: the first end and the second end.
an inner propeller shaft having an end, the first end of the inner propeller shaft being connectable to the marine power plant; a universal joint having a first end and a second end; one end is articulable with respect to the second end, and the second end of the inner drive shaft is coupled to the first end of the universal joint; an outer propeller shaft having two ends; the first end of the outer propeller shaft;
an end connected to the second end of the constant speed universal joint, the second end of the outer propeller shaft being configured to removably attach the propeller; means for transmitting torque from the propeller to the ship; means for transmitting thrust from the propeller to the vessel, the thrust bypassing at least the first end of the universal joint and the inner propeller shaft; Make it clear,
the thrust is transmitted to the ship, and the thrust is further transmitted to the ship in a direction axially aligned with the inner propeller shaft;
A propeller drive device for a ship, characterized in that means are provided for articulating the outer propeller shaft with respect to the inner propeller shaft.