JPH0620196U - Variable pitch propeller coupling structure - Google Patents

Abstract

(57) [Summary] [Purpose] The friction coupling between the propeller shaft and the coupling is shortened by locking the inflection force that changes the blade angle. A propeller shaft 5 connected to a drive shaft 4 via a coupling 13, a rod rod 12 for reciprocating in the propeller shaft 5 to change a blade angle, and a rod rod 12
In a coupling portion structure of a variable pitch propeller in which a servo cylinder 10 for reciprocating a gear is provided in a ship, a taper sleeve 14 is provided on the propeller shaft 5, and a coupling 13 is formed on the propeller shaft 5 via the taper sleeve 14.
And a nut member 17 that restrains the propeller shaft 5 in the axial direction is provided between the coupling 13 and the propeller shaft 5, and is locked in the axial direction.

Description

[Detailed description of the device]

[0001]

[Industrial applications]

 The present invention relates to a structure of a propeller shaft coupling portion of a variable pitch propeller, and more particularly to a coupling portion structure in which a propeller shaft is restrained by a detachable coupling in a small variable pitch propeller. .

[0002]

[Prior art]

 As shown in the cross-sectional view of FIG. 7, the structure of a variable pitch propeller that has been conventionally used is a propeller shaft 53 that rotatably drives a propeller boss 51 and a propeller blade 52, and a hydraulic cylinder 57 provided in the propeller boss 51. And a piston 54 of the hydraulic cylinder 57, a control shaft 55 connected to the piston 54 to reciprocate in the propeller shaft 53, and provided in the control shaft 55 to supply control oil into the hydraulic cylinder 57. 2 of the control oil passages 56 (hereinafter, referred to as Conventional Example 1).

In the case of this configuration, when the piston 54 is moved by supplying the control oil to either of the oil chambers 57a and 57b in the hydraulic cylinder 57 through the passage 56, the piston 54 is engaged with the recess 54a. The piece member 52a of the base portion of the propeller blades 52 that is combined is rotated like a so-called crank mechanism to change the blade angle. In this case, since control oil is supplied from the control shaft 55 in the ship into the hydraulic cylinder 57 in the propeller boss 51 outside the ship, parts related to the sealing mechanism and the control passage 56 are required, so that the structure is complicated. In addition, many parts are required, and it can be applied to large variable pitch propellers, but it was difficult to apply to small variable pitch propellers.

Therefore, in order to apply the present invention to a small-sized variable pitch propeller, a servo cylinder is provided inside the ship, and the variable pitch propeller in which the propeller shaft 5 and the drive shaft 4 are connected by a detachable coupling 13 is attached. Is proposed.

As shown in the overall sectional view of FIG. 5, the entire structure of this variable pitch propeller is provided with an intermediate shaft 3, a drive shaft 4, and a propeller shaft 5 for transmitting power from the main engine 1 inside the ship. A propeller-related component such as a propeller boss 6, a cross head 7, and a propeller blade 8 fixed to a flange 5a at the rear end of the propeller shaft 5 is provided on the outside of the ship. A transition rod 12 is provided for changing the blade angle by reciprocating. Further, a sealing device 9 is provided between the rear portion of the propeller shaft 5 and the hull H, and the sealing device 9 to the main engine 1 are mounted in the engine room length KL.

The coupling portion of the variable pitch propeller having such a structure will be described with reference to the enlarged sectional views of the coupling portion shown in FIGS. 5 and 6. At the end of the propeller shaft 5 on the bow side, a taper sleeve 14 having an outer surface formed in a taper shape is provided, and the inner surface on the stern side is formed into a taper via the taper sleeve 14. 13 is pushed in and fixed. The coupling 13 is formed so as to extend toward the bow side from a taper portion joined to the taper sleeve 14, and a flange portion 13b is formed at the bow side end portion. The flange portion 13b and the drive shaft 4 are connected by a bolt 19. A stern side end of the taper sleeve 14 is provided with a press-fitting piston 15 for axially pressing the coupling 13, and a feedback ring 16 is provided near the flange 13b. (Hereinafter referred to as Conventional Example 2).

In the case of this structure, the cross head 7 also reciprocates by reciprocating the inflection rod 12, and the piece member 7a protruding from the cross head 7 moves to engage the piece member 7a. The base of the propeller blade 8 that is rotating rotates like a so-called crank mechanism to change the blade angle.

[0008]

[Problems to be solved by the device]

 By the way, in general, the propeller shaft of a propulsion machine is constantly subjected to a rotational force (hereinafter referred to as torque) for rotationally driving the propeller blades and a propulsive force (hereinafter referred to as thrust) for propelling the ship. There is. However, in the case of a variable pitch propeller propulsion device, in addition to the torque and thrust described above, a force for changing the blade angle of the propeller blades 8 (hereinafter referred to as variable force) acts.

This metamorphic force is caused by centrifugal force and centrifugal force acting on the rotating propeller blade by reciprocating the metamorphic rod from the state where the propeller blade rotates at a certain blade angle. This is the force that changes the blade angle against the force, and is the maximum when the blade angle is changed to the forward thrust side. Normally, about 3 to 4 times the thrust that propels the hull is required. This force is very small when changing the blade angle to the reverse thrust side.

In the case of the configuration of the conventional example 1 described above, this inflection force is generated by supplying the control oil from the control oil supply section in the ship to either of the oil chambers 57a and 57b, thereby providing the hydraulic pressure provided in the propeller boss 51 Since the piston 54 of the cylinder 57 is driven to change the blade angle, it acts only inside the propeller boss 51. That is, the inflectional force that changes the blade angle is not transmitted from the propeller boss 51 to the propeller shaft 53. Therefore, in the case of the conventional example 1, it suffices if the coupling 58 connecting the propeller shafts has sufficient frictional force to transmit torque and thrust.

However, in the variable pitch propeller of the above-mentioned conventional example 2, since the servo cylinder for changing the blade angle is changed from inside the propeller boss to inside the hull, the following problems occur.

That is, in the variable pitch propeller as shown in FIG. 5, the thrust TH when the ship propels is transmitted to the propeller shaft 5, the coupling 13, the drive shaft 4 and the intermediate shaft 3, and finally Is supported by the thrust bearing 2, it is the same as in the prior art example 1 described above, in which sufficient frictional force for transmitting torque and thrust is secured to the connecting surface between the propeller shaft 5 and the taper sleeve 14. When the blade angle is changed by the reciprocating movement of the metamorphic rod 12, the metamorphic force S of the propeller blade acts on the coupling portion connecting the propeller shaft 5 and the drive shaft 4 in addition to the thrust TH.

As described above, this inflection force S is very large and needs to be three to four times as large as the thrust force. Therefore, in addition to the thrust TH, a friction force required to transmit the inflection force S is required. In order to secure this frictional force, it is necessary to lengthen the connecting length between the propeller shaft 5 and the taper sleeve 14, that is, the taper sleeve 14.

This increase in the length of the taper sleeve 14 is accompanied by an increase in the length of the taper portion of the coupling 13, and it is difficult to perform taper processing that maintains dimensional accuracy so as to match the taper surface of the taper sleeve 14. Therefore, the time and cost required for processing will increase significantly. In addition, the increase in the length of the coupling 13 results in an increase in the engine room length KL for installing the above-described main engine 1 to the propeller shaft 5 and the sealing mechanism 9 at the rear of the propeller shaft 5. As a result, in the cargo space, the cargo space is reduced. The (cargo / hold space) will decrease, and the cargo space will decrease as the cargo space decreases.

In view of the above problems, the present invention provides a small-sized variable pitch propeller in which the frictional coupling portion between the propeller shaft and the coupling is shortened by receiving the changing force for changing the blade angle by the locking means. The purpose is to provide a coupling part structure for a propeller.

[0016]

[Means for Solving the Problems]

 To achieve the above object, the coupling structure of a variable pitch propeller according to the present invention has a propeller shaft connected to a drive shaft via a coupling and a blade angle by reciprocating in the propeller shaft. In a coupling part structure of a variable pitch propeller having a variable rod to be changed and a servo cylinder for reciprocating the variable rod in a ship, a propeller shaft is provided with a taper sleeve, and a propeller is inserted through the taper sleeve. The coupling is connected to the shaft, and a locking means for axially restraining the propeller shaft is provided between the coupling and the propeller shaft.

[0017]

[Action]

 According to the above invention, the torque from the drive shaft is transmitted from the coupling to the propeller shaft via the taper sleeve, and the thrust from the propeller shaft is transmitted to the drive shaft via the taper sleeve and the coupling. The torque and thrust at this time are transmitted by the friction between the taper sleeve and the propeller shaft. On the other hand, the nodal force when changing the blade angle is received by the locking means that axially restrains the propeller shaft between the coupling and the propeller shaft. Therefore, the frictional force between the propeller shaft and the taper sleeve may be a force capable of transmitting the above torque and thrust.

[0018]

【Example】

 Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a sectional view of the entire variable pitch propeller showing the first embodiment, and the same components as those of the variable pitch propeller of FIG. 5 described above are designated by the same reference numerals.

As shown in the figure, the overall structure of the variable pitch propeller is the same as that of the variable pitch propeller shown in FIG. 5 described above. A shaft 4 and a propeller shaft 5 are provided, and propeller-related parts such as a propeller boss 6, a crosshead 7, and a propeller blade 8 fixed to a flange 5a at the rear end of the propeller shaft 5 are provided outside the vessel, Inside the propeller shaft 5, there is provided a transition rod 12 for changing the blade angle by reciprocating in the axial direction. Further, a sealing device 9 is provided between the rear portion of the propeller shaft 5 and the hull H, and the sealing device 9 to the main engine 1 are mounted within the engine room length KL. Reference numeral 2 is a thrust bearing that receives thrust.

Hereinafter, the first embodiment will be described in detail based on the enlarged cross-sectional views of the coupling portion shown in FIGS. 1 and 2. A threaded portion 5b is formed on the end of the propeller shaft 5 on the bow side, and a taper sleeve 14 having a tapered outer surface is provided on the outer circumference. A coupling 13 whose inner surface on the side is formed in a tapered shape is pushed and fixed to the end portion of the propeller shaft 5 on the bow side. The coupling 13 has a locked surface 13a formed on the end surface of the taper portion that joins with the taper sleeve 14, and is formed so as to extend from the taper portion to the bow side. The flange portion 13b is formed. Then, a nut member 17 that is screwed into the screw portion 5b is provided.

In this first embodiment, the nut member 17 is screwed into the threaded portion 5 b formed at the end of the propeller shaft 5, so that the outer peripheral portion of the nut member 17 is brought into contact with the locked surface 13 a of the coupling 13. It is locked and restrained in the axial direction, and the screw portion 5b and the nut member 17 constitute a locking means.

The significance of providing this locking means is as follows. The force acting on the coupling portion of the first embodiment is, for example, the movement of the piston 11 when the piston 11 is moved to the stern side by supplying the control oil to the oil chamber 10a of the servo cylinder 10. Along with this, the inflection rod 12 also moves. By the movement of the metamorphic rod 12, the crosshead 7 provided at the tip of the metamorphic rod 12 rotates the base of the propeller blade 8 to change the blade angle. At this time, the nodal force S is applied to the propeller blade 8 because the propeller blade 8 tends to change from a state in which the propeller blade 8 is rotating at a blade angle that generates a certain forward thrust to a blade angle that further increases the forward thrust. It is necessary to overcome the thrust TH and centrifugal force that are acting. This nodal force is also required when the blade angle is changed so that forward thrust is generated from the state where thrust is not generated or the state where reverse thrust is generated. That is, since this force acts on the propeller shaft 5 toward the stern side, it is received by the nut member 17, which is a locking means provided at the end of the propeller shaft 5 on the bow side.

By the way, since the thrust TH acting on the propeller shaft 5 is a reaction force of the propulsive force for propelling the hull, it is a force acting on the bow side of the propeller shaft 5 as shown by a solid arrow in FIG. . On the other hand, the nodal force S is a force that changes the blade angle against the fluid force (thrust) acting on the rotating propeller blade and the centrifugal force, and as shown by the dotted arrow in FIG. Alternatively, it is S2. Since these forces are transmitted to the propeller shaft 5 via the propeller pos 6, the joint surface between the coupling 13 and the taper sleeve 14 connecting the propeller shaft 5 and the drive shaft 4 resists these forces. It only needs friction. Here, when the direction of the nodal force that generates the thrust in the forward direction is S2, the resultant force of the thrust TH and the nodal force S acts on the propeller shaft. This necessitates an increase in the joining area, and is accompanied by an increase in the length of the taper portion of the taper sleeve 14. Moreover, it may not be practical depending on the magnitude of force.

Therefore, the relationship between the transition rod 12, the crosshead 7 and the propeller blade 8 may be set as shown in FIGS. 3 (a) and 3 (b). In other words, as shown in Fig. 3 (b) from the neutral state in which thrust is not generated as shown in Fig. 3 (a), the piece member 7a of the cross head 7 moves to the propeller wing 8 when the transition rod 12 is moved to the stern side. If the base portion is rotated in the direction in which the blade angle is changed to the forward thrust side, the nodal force S is also increased as the thrust TH is increased. As a result, the thrust TH acting in the opposite direction and the inflectional force S cancel each other out, and the axial acting force F acting on the coupling portion via the propeller shaft 5 becomes a force obtained by subtracting the thrust TH from the inflectional force S. can do. This acting force F will always act on the stern side because the inflection force S is 3 to 4 times the thrust TH, but the end of the propeller shaft 5 on the bow side is coupled by the nut member 17 to the coupling. Since it is locked to the locked surface 13a of the shaft 13, it does not act on the joint surface between the propeller shaft 5 and the taper sleeve 14. Therefore, the rubbing force between the propeller shaft 5 and the taper sleeve 14 may be a force sufficient to transmit only the thrust TH, and as a result, the length of the taper portion of the taper sleeve 14 is a short dimension capable of transmitting only the thrust TH. Good. Since this acting force F is a small force obtained by subtracting the thrust TH from the inflectional force S, the nut member 17 as the locking means does not need to suppress a large force. Therefore, since the locking means has a margin in strength, the reliability of the locking means is improved.

In the first embodiment, the piston rod 11a of the piston 11 projects from the servo cylinder 10 provided in the drive shaft 4 toward the stern side, and the piston rod 11a and the transition rod 12 are provided. Are fixedly connected by a nut portion 16a formed at the base of the feedback ring 16 for detecting the actual blade angle. Further, a plurality of pressure holes 13c penetrating the inner and outer surfaces of the tapered portion of the coupling 13 are provided in the axial direction, and a screw portion 14a is formed at the stern side end of the tapered sleeve 14. The coupling portion 13 and the taper sleeve 14 and the press-fitting piston 15 for crimping the taper sleeve 14 and the propeller shaft 5 are screwed into the screw portion 14a.

Next, the second embodiment will be described in detail with reference to the enlarged sectional view shown in FIG. In this second embodiment, the locking means is composed of a ring member 18 and a bolt 20, and a screw hole 5c into which the bolt 20 is screwed is provided on the end face of the propeller shaft 5, while the ring member 18 is provided. The through holes 18a are provided at the same pitch as the screw holes 5c, the ring member 18 is fixed to the screw holes 5c on the end surface of the propeller shaft 5 with bolts 20, and the outer peripheral portion of the ring member 18 is locked by the coupling 13. It is locked to the surface 13a and restrained in the axial direction.

In this embodiment as well, as in the first embodiment, the acting force F is received by the ring member 18, so the length of the taper portion of the taper sleeve 14 may be a dimension capable of transmitting only the thrust TH. In addition to these embodiments, the locking means may lock the propeller shaft 5 and the coupling 13 so as to lock the axially varying force acting on the propeller shaft 5. .

By the way, the calculation and analysis by the present inventor showed that the required dimensions of the coupling provided with the locking means for restraining the propeller shaft 5 and the coupling not provided were calculated to be about 30 if they were provided. % Reduction is possible.

When assembling / disassembling the coupling part structure of the first embodiment described above, it is performed as follows. First, when assembling, the press-fitting piston 15, the coupling 13, and the taper sleeve 14 are inserted from the bow side of the propeller shaft 5. Then, the nut member 17 is screwed into the threaded portion 5b formed at the end of the propeller shaft 5. After that, the taper portion of the coupling 13 and the taper portion of the taper sleeve 14 are brought into close contact with each other, and the screw portion 15a of the press-fitting piston 15 is screwed into the thread portion 14a of the taper sleeve 14 so that the coupling 13 is attached to the bow side. Move to. Then, by injecting oil into the oil chamber 15c from the oil injection hole 15b of the press-fitting piston 15 to pressurize it, the piston member 15d presses the coupling 13 toward the bow side, and the tapered portion of the tapered sleeve 14 and the coupling 13 are separated. The tapered portion is crimped and the tapered sleeve 14 is crimped to the propeller shaft 5 to integrate the entire coupling portion. Then, the drive shaft 4 and the flange portion 13b of the coupling 13 are fixed by the bolts 19 to complete the assembly of the coupling portion.

In the case of disassembling, after removing the bolt 19 and the press-fitting piston 15, pressure oil is injected from the pressure hole 13c of the coupling 13 to pressurize the tapered surface to apply hydraulic pressure to the coupling. 13 and the taper sleeve 14 are separated from each other, whereby the coupling portion can be disassembled. By moving the coupling 13 to the stern side, a space can be formed between the drive shaft 4 and the end of the propeller shaft 5, so that the feedback ring 16 can be removed or the nut can be removed in this space. Work such as removal of the member 17 can be easily performed.

Further, according to the present invention, unlike the invention described in Japanese Utility Model Publication No. 62-15120, the connecting portion between the drive shaft and the propeller shaft itself is not formed in a tapered shape, but the bow side of the propeller shaft 5 is provided. The propeller shaft 5 itself may be straight, since the taper sleeve 14 is crimped around this, and the propeller shaft 5 itself can be easily manufactured, and a spare propeller shaft 5 is always provided. It is economical from the standpoint of maintenance such as parts supply because it is compatible. Further, when the coupling 13 is disassembled, it can be easily disassembled by applying a hydraulic pressure from around the coupling 13, so that the disassembly workability is also good.

[0032]

EFFECTS OF THE INVENTION According to the present invention, the size and weight of the coupling portion can be reduced as compared with the structure having no locking means, so that the length of the coupling portion can be greatly reduced.

Further, this makes it possible to reduce the size and weight of the variable pitch propeller as a whole, so that the manufacturing cost of the variable pitch propeller itself can be reduced.

Further, along with the reduction in size and weight of the variable pitch propeller as a whole, the mounting space can be shortened, and the length of the engine room can be reduced, thereby increasing the cargo and hold space.

[Brief description of drawings]

FIG. 1 is a sectional view of an entire variable pitch propeller showing a first embodiment of the present invention.

FIG. 2 is an enlarged cross-sectional view showing a coupling section of FIG.

3 (a) and 3 (b) are cross-sectional views of a propeller boss showing a relationship between a variable rod and a propeller blade.

FIG. 4 is an enlarged sectional view of a coupling part showing a second embodiment of the present invention.

FIG. 5 is a sectional view of the entire variable pitch propeller proposed by the present applicant.

FIG. 6 is an enlarged cross-sectional view showing the coupling portion of FIG.

FIG. 7 is an overall cross-sectional view showing a conventional variable pitch propeller.

[Explanation of symbols]

 1 ... Main engine 2 ... Thrust bearing 3 ... Intermediate shaft 4 ... Drive shaft 5 ... Propeller shaft 6 ... Propeller boss 7 ... Crosshead 8 ... Propeller blade 9 ... Seal device 10 ... Servo cylinder 11 ... Piston 12 ... Extreme rod 13 ... Cup Ring 13a ... Locked surface (locking means) 14 ... Tapered sleeve 15 ... Press-fitting piston 16 ... Feedback ring 17 ... Nut member (locking means) 18 ... Ring member (locking means) KL ... Engine room length TH ... Thrust S ... inflectional force F ... acting force

Claims (1)

[Scope of utility model registration request] 1. A ship having a propeller shaft connected to a drive shaft via a coupling, a change rod for reciprocating in the propeller shaft to change a blade angle, and a servo cylinder for reciprocating the change rod. In the coupling part structure of the variable pitch propeller provided in, a propeller shaft is provided with a taper sleeve, the coupling is connected to the propeller shaft through the taper sleeve, and the propeller shaft is provided between the coupling and the propeller shaft. A coupling part structure for a variable pitch propeller, characterized in that a locking means for restraining the shaft in the axial direction is provided.