US20030161730A1 - Method and apparatus for adapting a propeller and shaft system - Google Patents

Method and apparatus for adapting a propeller and shaft system Download PDF

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Publication number
US20030161730A1
US20030161730A1 US10/248,891 US24889103A US2003161730A1 US 20030161730 A1 US20030161730 A1 US 20030161730A1 US 24889103 A US24889103 A US 24889103A US 2003161730 A1 US2003161730 A1 US 2003161730A1
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US
United States
Prior art keywords
propeller
spline
arrangement
longitudinal axis
recited
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.)
Abandoned
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US10/248,891
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English (en)
Inventor
Anders Rydberg
Stefan Nilsson
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.)
Volvo Penta AB
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Volvo Penta AB
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Publication date
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First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=20287094&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=US20030161730(A1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Volvo Penta AB filed Critical Volvo Penta AB
Assigned to AB VOLVO PENTA reassignment AB VOLVO PENTA ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: NILSSON, STEFAN, RYDBERG, ANDERS
Publication of US20030161730A1 publication Critical patent/US20030161730A1/en
Abandoned legal-status Critical Current

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Classifications

    • 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
    • B63H23/34—Propeller shafts; Paddle-wheel shafts; Attachment of propellers on shafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D1/00—Couplings for rigidly connecting two coaxial shafts or other movable machine elements
    • F16D1/10—Quick-acting couplings in which the parts are connected by simply bringing them together axially
    • F16D2001/103—Quick-acting couplings in which the parts are connected by simply bringing them together axially the torque is transmitted via splined connections

Definitions

  • the present invention relates to a propeller shaft adapted to be connected to the output shaft of a drive motor, the propeller shaft having a portion provided with splines in order to permit a rotationally fixed connection to corresponding splines inside the hub of a propeller.
  • the invention also relates to a propeller including a hub with propeller blades secured to the hub, which hub is provided with an axial through-opening in which splines are arranged in order to permit a rotationally fixed connection between the propeller and a propeller shaft with corresponding splines.
  • the invention additionally relates to a propeller system including at least one propeller connected in a rotationally fixed manner to a propeller shaft, the propeller shaft having a portion provided with splines which cooperate with corresponding splines inside the hub of the propeller in order to obtain the rotationally fixed connection.
  • the invention relates to an adapter that enables a propeller system as described hereinabove regarding a propeller connected in a rotationally fixed manner to a propeller shaft by way of cooperating splines.
  • Propellers of the abovementioned type are driven by a drive motor.
  • the torque delivered by the drive motor is transmitted to the propeller via a drive shaft leading from the motor, a transmission mechanism and a propeller shaft. Since the propeller is designed with a through-opening in the hub of the propeller, with splines arranged in the through-opening, and the propeller shaft is designed with corresponding splines, a rotationally fixed connection is obtained, the two are joined together, so that the torque delivered by the drive motor is transmitted to the propeller.
  • the propeller of a boat When the propeller of a boat is caused to rotate with the aid of the drive motor, the propeller generates a compressive force which drives the boat forward or backward depending on the direction of rotation of the propeller.
  • the compressive force gives rise to a reaction force which is transmitted to the propeller shaft via the propeller hub.
  • the propeller shaft is therefore provided with a flange against which the hub bears in order to take up the compressive force when the propeller drives the boat forward, and an end nut against which the hub bears in order to take up the compressive force when the propeller drives the boat backward.
  • a problem with the abovementioned type of spline connection between the propeller hub and the propeller shaft is, however, that only the torque delivered by drive motor can be transmitted via the spline connection. Consequently, the resulting compressive force is transmitted completely via the flange or end nut, which means that these have to be given a relatively robust and therefore bulky construction, particularly in the case of high-power motors.
  • Another problem is that the propeller hub has to be made particularly robust, and therefore bulky, at those parts which are intended to bear against the flange or end nut.
  • twin-screw arrangements that is to say two propellers rotating counter to one another on the same longitudinal geometric axis, where one propeller is connected to a propeller shaft extending through a bore in the second propeller's propeller shaft, and where a large number of components therefore have to be accommodated within a very limited space.
  • the invention thus relates to a propeller shaft adapted to be connected to the output shaft of a drive motor, the propeller shaft having a portion provided with splines in order to permit a rotationally fixed connection with corresponding splines inside the hub of a propeller.
  • the splines on the propeller shaft are in this case helical, with a predetermined oblique angle, and the axial compressive forces which are generated by the propeller are at least partially taken up by the splines.
  • the axial limit stops namely the flange and the end nut, can have a simpler design.
  • a further objective of the present invention is to adapt the oblique angle so that the resultant between the tangential force component of the torque delivered by the drive motor and the propelling compressive force is taken up in a direction substantially at right angles to the splines. This means that the dimensions of the axial limit stops, namely the flange and the end nut, can be made smaller and that the propeller shaft can have the optimum strength.
  • It is a further object of the present invention to make available a propeller comprising a hub with propeller blades secured to the hub, which hub is provided with an axial through-opening in which splines are arranged in order to permit a rotationally fixed connection between the propeller and a propeller shaft with corresponding splines.
  • the rotationally fixed connection is arranged to at least partially take up the compressive force which is transmitted to the propeller shaft, via the propeller hub, of the propeller.
  • the invention also relates to a propeller comprising a hub with propeller blades secured to the hub, which hub is provided with an axial through-opening in which splines are arranged in order to permit a rotationally fixed connection between the propeller and a propeller shaft with corresponding splines.
  • the splines in the hub are in this case helical with a predetermined oblique angle, and the axial compressive forces which are generated by the propeller are at least partially taken up by the splines.
  • the oblique angle is adapted such that the resultant between the tangential force component of the torque delivered by the drive motor and the propelling axial compressive force is taken up in a direction substantially at right angles to the splines. This means that the size of the support surfaces on the hub of the propeller can be reduced and that the hub can have the optimum strength.
  • It is a further object of the present invention to make available a propeller system comprising at least one propeller connected in a rotationally fixed manner to a propeller shaft, the propeller shaft having a portion provided with splines which cooperate with corresponding splines inside the hub of the propeller in order to obtain the rotationally fixed connection.
  • the rotationally fixed connection is arranged to at least partially take up the compressive force which is transmitted to the propeller shaft, via the propeller hub, of the propeller.
  • the splines on at least the propeller shaft are arranged at an oblique angle with respect to a longitudinal axis of the propeller shaft, and in a preferred embodiment are helically arranged.
  • the invention relates to a propulsion system
  • a propulsion system comprising a propeller connected in a rotationally fixed manner to a propeller shaft, the propeller shaft having a portion provided with obliquely oriented splines which cooperate with corresponding splines inside the hub of the propeller, or a suitably arranged adapter, in order to obtain the rotationally fixed connection.
  • the splines on at least the propeller shaft are of helical configuration.
  • a first propeller is connected in a rotationally fixed manner to an outer propeller shaft.
  • a second propeller is connected in a rotationally fixed manner to an inner propeller shaft extending through the outer propeller shaft.
  • the propeller shafts are drivably connected to a drive motor. This creates the conditions for a higher degree of overall efficiency of the propeller system.
  • the propeller(s) and shaft(s) are arranged behind the driving lower unit in a “pushing” configuration. In an alternative embodiment, the propeller(s) and shaft(s) are arranged ahead of the driving lower unit in a “pulling” configuration.
  • FIG. 1 is a diagrammatic representation, partly in cross section, of a drive unit according to the present invention attached to the stern of a boat, and with the propeller's arranged in and “pushing” configuration;
  • FIG. 2 is a diagrammatic side view, partly in cross section and partly in cutaway, of a pair of propeller shafts arranged for counter rotation, each with splines that are helical, with a predetermined oblique angle;
  • FIG. 3 is a diagrammatic side view, partly in cross section and partly in cutaway, of a pair of propellers arranged for counter rotation, each having splines in the through-opening of the respective hub, which splines are helical, with a predetermined oblique angle;
  • FIG. 4 is a diagrammatic side view, partly in cross section and partly in cutaway, of a pair of propellers arranged for counter rotation, together with respective adapters associated with each of the propellers for affecting the association of the propellers with propeller shafts adapted as depicted in FIG. 2; and
  • FIG. 5 is a diagrammatic representation, partly in cross section, of a drive unit according to the present invention attached to the stern of a boat with the propeller's arranged in and “pulling” configuration.
  • FIG. 1 is a diagrammatic representation, partly in cross section, of a drive unit 1 for boats with an inboard motor 2 and with a boat propeller unit 4 attached to the stern 3 of the boat.
  • the boat propeller unit 4 includes a shield 5 which is screwed to the stern 3 , and in which a propeller rig 6 is articulated in order to permit pivoting of the rig 6 on the one hand about a vertical shaft for steering the boat, and on the other hand about a horizontal shaft for trimming and opening the propeller rig 6 .
  • the torque delivered by the drive motor 2 is transmitted to a first propeller 7 and to a second propeller 8 via a horizontal drive shaft 11 which is mounted in the shield 5 and which is connected in a rotationally fixed manner to the flywheel 9 of the motor and to the drive joints 10 of the propeller rig 6 .
  • FIG. 1 also shows how the abovementioned drive joints 10 are connected in a rotationally fixed manner to an upper angle switch 12 .
  • the upper angle switch 12 is arranged in the propeller rig 6 and is connected in a rotationally fixed manner, by way of a vertical drive shaft 13 , to a lower angle switch 14 for driving two substantially horizontal propeller shafts, namely an outer one 15 and an inner one 16 , with which the first propeller 7 and the second propeller 8 are connected in a rotationally fixed manner.
  • FIG. 2 shows, partially in cutaway and partially in cross section, an outer propeller shaft 15 , and an inner propeller shaft 16 extending through the latter.
  • the outer propeller shaft 15 is provided with a flange 17 against which a propeller hub positioned on the shaft 15 is intended to bear in order to take up some of the compressive force F R which arises when the propeller is driving a boat forward.
  • the compressive force F R is partially taken up instead by an end nut 18 arranged at the end portion of the propeller shaft 15 .
  • the propeller shaft 15 By providing the propeller shaft 15 with splines 19 which are formed at the propeller shaft 15 with a predetermined oblique angle (alpha), defined as the angle between the splines 19 and the longitudinal direction or axis of the propeller shaft 15 , it is possible to transmit the tangential force component F T of the torque delivered by the drive motor 2 and also the reaction force generated by the compressive force F R of the propeller.
  • the oblique angle (alpha) is determined after calculating the expected tangential force component F T and compressive force F R so that the force S acting on the splines 19 is taken up substantially at right angles to these. In the example shown in FIG.
  • the splines 19 are shown for a propeller 7 rotating counterclockwise, as viewed from the rear in the direction of travel. This means that the flange 17 and the end nut 18 can have a simpler design and that the propeller shaft 15 can be made smaller while retaining its strength.
  • the inner propeller shaft 16 is also provided with splines 20 which are formed in the propeller shaft 16 with a predetermined oblique angle (beta), defined as the angle between the splines 20 and the longitudinal direction or axis of the propeller shaft 16 .
  • a predetermined oblique angle (beta)
  • the splines 20 are turned (as threads on a bolt or screw) in the opposite direction in relation to the above-described splines 19 because, in the example represented in FIG. 2, they are shown for a propeller 8 rotating clockwise, viewed from the rear in the direction of travel.
  • the oblique angle (beta) is chosen in the same way as described above so that the force acting on the splines 20 is taken up substantially at right angles to the splines 20 .
  • the oblique angles (alpha) and (beta) are determined taking into consideration the torque delivered by the drive motor 2 , preferably at a motor speed corresponding to an expected cruising speed, and transmitted to each of the propellers 7 , 8 .
  • the configuration of the propellers 7 , 8 for example their blade areas, blade pitch and direction of rotation, would be taken into consideration in the determination.
  • the propellers 7 , 8 are assumed to give approximately 5500 N in axial compressive force F R at the cruising speed.
  • FIG. 3 shows the propellers 7 , 8 , partly in cutaway and partly in cross section.
  • the propeller 7 is described in detail, because the design of the propeller 8 is principally the same.
  • the oblique angle (alpha) is defined here as the angle between the splines 25 and the axis of symmetry of the opening 24 .
  • the propeller 8 is also designed with a hub 26 , through which there extends a through-opening 27 .
  • Splines 28 with the oblique angle (beta) are formed in the through-opening 27 .
  • FIG. 4 shows propellers 40 , 41 , partly in cutaway and partly in cross section, together with propeller adapters 30 , 31 .
  • the propellers 40 , 41 are of traditional design wherein splines (or spline-receiving grooves, as the case may be) are oriented substantially parallel to a longitudinal axis of the propellers 40 , 41 .
  • propellers 40 , 41 which are of conventional design, are made compatible to specially configured propeller shafts 15 , 16 as described hereinabove.
  • Extending through a hub 33 of the propeller adapter 30 is a through-opening 34 in which splines 35 (or spline receivers 35 , as the case may be) are formed with the same oblique angle (alpha) as the spline configuration on the propeller shaft 15 .
  • This corresponding configuration between the two spline arrangements permits coupling of the adapter 30 to the propeller shaft, with a rotationally fixed connection being obtained for transmitting the torque delivered by the drive motor.
  • the oblique angle (alpha) is defined here as the angle between the splines 35 and the axis of symmetry of the opening 34 .
  • the exterior of the adapter 30 is provided with splines conventionally arranged for mating engagement with receiving grooves in a traditionally configured propeller.
  • this spline arrangement between the adapter 30 and the associated propeller shaft is oriented substantially parallel to a longitudinal axis of the propeller 40 and shaft.
  • the propeller adapter 31 is also designed with a hub 36 , through which extends a through-opening 37 .
  • Splines 38 with the oblique angle (beta) are formed in the through-opening 37 .
  • splines of conventional configuration are provided on an exterior surface of the adapter 31 for mating engagement with a similarly configured propeller hub.
  • the boat propeller unit can be equipped with a single propeller shaft, as well as a single associated propeller and adapter in corresponding configurations.
  • a single propeller shaft and/or a single adapter having obliquely oriented splines in association therewith is considered to constitute a protectable aspect of the present invention.
  • splined connections have been described and claimed with respect to the presently disclosed invention(s). As will be appreciated by those persons skilled in the art, such splined connections are configured to prevent relative rotation between the so-connected components, and may take the form, among others, of abutting raised ridges, tabs, flanges and the like. Such splined connections may also assume a tongue-in-groove type configuration wherein one member of the connection comprises a projection and the corresponding member comprises a receiver for that projection. In this case, either the tongue or the groove may constitute the spline.
  • these “splined” connective members are at least partially obliquely oriented with respect to a long axis of the propeller and shaft configuration with which they are, or will be related. It is because of this oblique orientation that forces are able to be taken up therein, thereby at least partially relieving the force or stress that would have been traditionally experienced a conventionally configured receiving shoulder or end-nut from the propulsive force generated by a rotating propeller.
  • the propellers 7 , 8 are in a trailing position to the power unit thereby forming a propulsion system oriented in a “pushing” configuration.
  • the propellers may be arranged in a leading position with respect to the power unit, thereby forming a pulling configuration as shown in FIG. 5.
  • the drive unit 1 a of an inboard motor 2 a is shown mounted in the stern 3 a of a boat and connected to a boat propeller unit 4 a.
  • the two counter-rotating propellers 7 a, 8 a are shown in a leading or “pulling” configuration generally pointing in the direction of travel of the carrying boat.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • Motor Power Transmission Devices (AREA)
US10/248,891 2002-02-27 2003-02-27 Method and apparatus for adapting a propeller and shaft system Abandoned US20030161730A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE0200581-7 2002-02-27
SE0200581A SE521180C2 (sv) 2002-02-27 2002-02-27 Propellersystem, propelleraxel och propeller avsedd att monteras på nämnda propelleraxel

Publications (1)

Publication Number Publication Date
US20030161730A1 true US20030161730A1 (en) 2003-08-28

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ID=20287094

Family Applications (2)

Application Number Title Priority Date Filing Date
US10/248,891 Abandoned US20030161730A1 (en) 2002-02-27 2003-02-27 Method and apparatus for adapting a propeller and shaft system
US10/711,146 Expired - Lifetime US7223074B2 (en) 2002-02-27 2004-08-27 Propeller shaft arrangement, propeller arrangement, adaptive arrangement and propulsion arrangement

Family Applications After (1)

Application Number Title Priority Date Filing Date
US10/711,146 Expired - Lifetime US7223074B2 (en) 2002-02-27 2004-08-27 Propeller shaft arrangement, propeller arrangement, adaptive arrangement and propulsion arrangement

Country Status (7)

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US (2) US20030161730A1 (de)
EP (1) EP1480872B1 (de)
AT (1) ATE395252T1 (de)
AU (1) AU2003210087A1 (de)
DE (1) DE60320954D1 (de)
SE (1) SE521180C2 (de)
WO (1) WO2003072431A1 (de)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7188581B1 (en) 2005-10-21 2007-03-13 Brunswick Corporation Marine drive with integrated trim tab
US20070093150A1 (en) * 2005-10-21 2007-04-26 Davis Richard A Protective marine vessel and drive
US7294031B1 (en) 2005-10-21 2007-11-13 Brunswick Corporation Marine drive grommet seal
US7867046B1 (en) 2008-01-07 2011-01-11 Brunswick Corporation Torsion-bearing break-away mount for a marine drive
US8011983B1 (en) 2008-01-07 2011-09-06 Brunswick Corporation Marine drive with break-away mount
CN111677773A (zh) * 2020-06-19 2020-09-18 得利升(青岛)智能制造有限公司 一种螺旋桨内部传动结构

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010039136A1 (en) * 2008-10-02 2010-04-08 Harley Howard D Articulating surface drive
US8545125B2 (en) * 2009-06-01 2013-10-01 Baker Hughes Incorporated Non-parallel splined hub and shaft connection
US11959520B2 (en) * 2022-02-24 2024-04-16 Schaeffler Technologies AG & Co. KG Grooved resolver rotor to pump hub connection and method
EP4458659B1 (de) * 2023-05-05 2026-03-11 Volvo Penta Corporation Winkelpositionierte marine propellerkombination und verfahren zum betrieb einer marinen propellerkombination

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US3222772A (en) * 1962-10-15 1965-12-14 Gen Motors Corp Method of mounting a first member nonrotatably and rigidly on a second member
US3742656A (en) * 1967-12-18 1973-07-03 R Amos Coupling devices
US4292001A (en) * 1978-09-19 1981-09-29 Rolls-Royce Limited Shaft coupling
US4395247A (en) * 1979-08-31 1983-07-26 Rolls-Royce Limited Shaft coupling

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US1381805A (en) * 1919-12-09 1921-06-14 Courtaulds Ltd Spinning-box mounting
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US2297390A (en) * 1939-01-18 1942-09-29 Burger Peter Splined connection
US3132731A (en) * 1961-10-26 1964-05-12 Gen Electric Pivotally disengageable coupling with indexing means
DE2601133A1 (de) 1976-01-14 1977-07-21 Motoren Turbinen Union Anlage zur versorgung einer brennkraftmaschine mit schmieroel
SE8103203L (sv) * 1981-05-21 1982-11-22 Volvo Penta Ab Anordning for lasning av en rotationsdel
JPS63297720A (ja) 1987-05-29 1988-12-05 Fuji Heavy Ind Ltd エンジンの潤滑油自動給排装置
US6604885B1 (en) * 1997-10-30 2003-08-12 Bayerische Motoren Werke Aktiengesellschaft Torque transmitter connection assembly
WO2001021994A2 (en) 1999-09-22 2001-03-29 Hackett William Franklin Jr Angled end coupler
SE518844C2 (sv) 2000-02-02 2002-11-26 Volvo Penta Ab Drivaggregat i en båt
DE20012872U1 (de) * 2000-07-25 2001-01-04 Turning Point Propellers, Inc., Schaumburg, Ill. Propelleranordnung für ein Wasserfahrzeug

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3222772A (en) * 1962-10-15 1965-12-14 Gen Motors Corp Method of mounting a first member nonrotatably and rigidly on a second member
US3742656A (en) * 1967-12-18 1973-07-03 R Amos Coupling devices
US4292001A (en) * 1978-09-19 1981-09-29 Rolls-Royce Limited Shaft coupling
US4395247A (en) * 1979-08-31 1983-07-26 Rolls-Royce Limited Shaft coupling

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7188581B1 (en) 2005-10-21 2007-03-13 Brunswick Corporation Marine drive with integrated trim tab
US20070093150A1 (en) * 2005-10-21 2007-04-26 Davis Richard A Protective marine vessel and drive
US20070137550A1 (en) * 2005-10-21 2007-06-21 Brunswick Corporation, A Delaware Corporation Marine Drive with Integrated Trim Tab
US7234983B2 (en) 2005-10-21 2007-06-26 Brunswick Corporation Protective marine vessel and drive
US20070224892A1 (en) * 2005-10-21 2007-09-27 Brunswick Corporation, A Delaware Corporation Protective Marine Vessel and Drive
US7294031B1 (en) 2005-10-21 2007-11-13 Brunswick Corporation Marine drive grommet seal
US7371140B2 (en) 2005-10-21 2008-05-13 Brunswick Corporation Protective marine vessel and drive
US7867046B1 (en) 2008-01-07 2011-01-11 Brunswick Corporation Torsion-bearing break-away mount for a marine drive
US8011983B1 (en) 2008-01-07 2011-09-06 Brunswick Corporation Marine drive with break-away mount
CN111677773A (zh) * 2020-06-19 2020-09-18 得利升(青岛)智能制造有限公司 一种螺旋桨内部传动结构

Also Published As

Publication number Publication date
SE521180C2 (sv) 2003-10-07
SE0200581D0 (sv) 2002-02-27
US20050002788A1 (en) 2005-01-06
AU2003210087A1 (en) 2003-09-09
WO2003072431A1 (en) 2003-09-04
SE0200581L (sv) 2003-08-28
EP1480872B1 (de) 2008-05-14
US7223074B2 (en) 2007-05-29
EP1480872A1 (de) 2004-12-01
DE60320954D1 (de) 2008-06-26
ATE395252T1 (de) 2008-05-15

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AS Assignment

Owner name: AB VOLVO PENTA, SWEDEN

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:RYDBERG, ANDERS;NILSSON, STEFAN;REEL/FRAME:013446/0922

Effective date: 20030224

STCB Information on status: application discontinuation

Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION