CA3203914A1 - Marine propeller - Google Patents
Marine propellerInfo
- Publication number
- CA3203914A1 CA3203914A1 CA3203914A CA3203914A CA3203914A1 CA 3203914 A1 CA3203914 A1 CA 3203914A1 CA 3203914 A CA3203914 A CA 3203914A CA 3203914 A CA3203914 A CA 3203914A CA 3203914 A1 CA3203914 A1 CA 3203914A1
- Authority
- CA
- Canada
- Prior art keywords
- propeller
- marine
- ship
- blades
- propulsion system
- 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.)
- Pending
Links
- 238000010276 construction Methods 0.000 description 5
- 238000004519 manufacturing process Methods 0.000 description 4
- 238000005266 casting Methods 0.000 description 3
- 239000000463 material Substances 0.000 description 3
- 229910000906 Bronze Inorganic materials 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 239000010974 bronze Substances 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- KUNSUQLRTQLHQQ-UHFFFAOYSA-N copper tin Chemical compound [Cu].[Sn] KUNSUQLRTQLHQQ-UHFFFAOYSA-N 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 239000007769 metal material Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
- 229910001220 stainless steel Inorganic materials 0.000 description 1
- 239000010935 stainless steel Substances 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Classifications
-
- 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
- B63H1/20—Hubs; Blade connections
-
- 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
- B63H1/04—Propulsive elements directly acting on water of rotary type with rotation axis substantially at right angles to propulsive direction
- B63H1/06—Propulsive elements directly acting on water of rotary type with rotation axis substantially at right angles to propulsive direction with adjustable vanes or blades
-
- 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
- B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
Landscapes
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Structures Of Non-Positive Displacement Pumps (AREA)
Abstract
Marine propeller (10) for a propulsion system of a ship (20), which propeller com- prises a plurality of detachable blades (2), and which propeller is configured to be fixed to a propeller shaft (4) of a propulsion system of a ship, wherein the detachable blades (2) forming the propeller (10) are configured to be fixed to the end surface of the propeller shaft (4) or of a flange (5) formed at the end of the propeller shaft. The invention also relates to a marine propulsion system and to a ship (20) utilizing this kind of a marine propeller (10).
Description
MARINE PROPELLER
The present invention relates to a marine propeller used in the propulsion system of a ship. More precisely the invention relates to the structure of this kind propeller and to a marine propulsion system utilizing this kind of a propeller.
The propulsion systems of ships typically in general level comprise one or more engines or motors providing rotational movement and torque, one or more propeller shafts for transferring the rotational movement and torque from the one or more engines to one or more marine propellers, and marine propellers for transferring the rotational movement and torque to thrust for the ship.
The marine propellers used in ships comprise typically a propeller hub to which the blades of the propeller are fixed, and via which propeller hub the propeller is fixed to the propeller shaft.
The marine propellers can be manufactured as a single piece, i.e. by casting, wherein the hub and blades of the propeller form a solid propeller. This kind of pro-pellers are also called monobloc propellers. Alternatively, the marine propellers can be manufactured in pieces, typically the hub and the individual blades as separate pieces, wherein the blades are fixed to the hub typically with bolts and studs to form an assembled propeller.
Monobloc propellers are generally used, but the larger ship propellers cannot be cast in a single casting due to the size of the propeller in relation to the size of the available casting equipment, which generally leads to the use of assembled propel-ler. Further advantage of the assembled propellers is that individual blades can be changed without removing and changing of the whole propeller when the blades get damaged, which makes them preferable for example for ice-going vessels. This makes the repairing process of the propeller easier and can often be carried out without drydocking the ship.
The power of engines used in propulsion systems of ships have been continuously increasing, which have caused the strength requirements of the marine propellers to increase correspondingly. This has caused the weight of marine propellers to increase. The increased weight of propellers causes increased structural demands and restrictions for the rest of the propulsion system, such as for the diameter of the propeller shaft and for the placement of bearings. Further, the increase of material used in the manufacturing of the propellers also increases the manufacturing,
The present invention relates to a marine propeller used in the propulsion system of a ship. More precisely the invention relates to the structure of this kind propeller and to a marine propulsion system utilizing this kind of a propeller.
The propulsion systems of ships typically in general level comprise one or more engines or motors providing rotational movement and torque, one or more propeller shafts for transferring the rotational movement and torque from the one or more engines to one or more marine propellers, and marine propellers for transferring the rotational movement and torque to thrust for the ship.
The marine propellers used in ships comprise typically a propeller hub to which the blades of the propeller are fixed, and via which propeller hub the propeller is fixed to the propeller shaft.
The marine propellers can be manufactured as a single piece, i.e. by casting, wherein the hub and blades of the propeller form a solid propeller. This kind of pro-pellers are also called monobloc propellers. Alternatively, the marine propellers can be manufactured in pieces, typically the hub and the individual blades as separate pieces, wherein the blades are fixed to the hub typically with bolts and studs to form an assembled propeller.
Monobloc propellers are generally used, but the larger ship propellers cannot be cast in a single casting due to the size of the propeller in relation to the size of the available casting equipment, which generally leads to the use of assembled propel-ler. Further advantage of the assembled propellers is that individual blades can be changed without removing and changing of the whole propeller when the blades get damaged, which makes them preferable for example for ice-going vessels. This makes the repairing process of the propeller easier and can often be carried out without drydocking the ship.
The power of engines used in propulsion systems of ships have been continuously increasing, which have caused the strength requirements of the marine propellers to increase correspondingly. This has caused the weight of marine propellers to increase. The increased weight of propellers causes increased structural demands and restrictions for the rest of the propulsion system, such as for the diameter of the propeller shaft and for the placement of bearings. Further, the increase of material used in the manufacturing of the propellers also increases the manufacturing,
2 installation, and transportation requirements of the propellers, as well as increases the cost of the propellers.
In order to overcome the above problems with the prior art assembled propellers, the present invention provides a novel ship propeller, which propeller does not com-prise a hub. This allows significant weight savings for the propeller of the invention in comparison to the prior art propellers, thus deceasing the related structural re-quirements of the propulsion system of the ship and cost of the propeller itself. Fur-ther, the propeller of the invention typically comprises less parts than the prior art assembled propellers, which makes it easier to manufacture.
The marine propeller of the invention for a propulsion system of a ship comprises a plurality of detachable blades, and is configured to be fixed to a propeller shaft of a propulsion system of a ship, wherein the detachable blades forming the propeller are configured to be fixed to the end surface of the propeller shaft or of a flange formed at the end of the propeller shaft.
This allows the hub part of the propeller to be removed from the construction of the propeller of the invention, which provides significant weight, and related cost, sav-ings.
In the present invention the blades of the propeller are connected to the propeller shaft preferably directly, which means that the fixing means, such as bolts and pref-.. erably also studs for example, extend to the material of the propeller shaft.
In the context of the present invention a ship preferably means a marine vessel of a suitable size to properly allow the utilization of the advantages obtained with the present invention. In practice this means that the ship typically has a length of 24 m or more.
The propeller of the invention is preferably a large marine propeller in order to properly allow the utilization of the advantages obtained with the present invention.
In practice this means that the diameter of the propeller is 2 m or more, preferably
In order to overcome the above problems with the prior art assembled propellers, the present invention provides a novel ship propeller, which propeller does not com-prise a hub. This allows significant weight savings for the propeller of the invention in comparison to the prior art propellers, thus deceasing the related structural re-quirements of the propulsion system of the ship and cost of the propeller itself. Fur-ther, the propeller of the invention typically comprises less parts than the prior art assembled propellers, which makes it easier to manufacture.
The marine propeller of the invention for a propulsion system of a ship comprises a plurality of detachable blades, and is configured to be fixed to a propeller shaft of a propulsion system of a ship, wherein the detachable blades forming the propeller are configured to be fixed to the end surface of the propeller shaft or of a flange formed at the end of the propeller shaft.
This allows the hub part of the propeller to be removed from the construction of the propeller of the invention, which provides significant weight, and related cost, sav-ings.
In the present invention the blades of the propeller are connected to the propeller shaft preferably directly, which means that the fixing means, such as bolts and pref-.. erably also studs for example, extend to the material of the propeller shaft.
In the context of the present invention a ship preferably means a marine vessel of a suitable size to properly allow the utilization of the advantages obtained with the present invention. In practice this means that the ship typically has a length of 24 m or more.
The propeller of the invention is preferably a large marine propeller in order to properly allow the utilization of the advantages obtained with the present invention.
In practice this means that the diameter of the propeller is 2 m or more, preferably
3 m or more. The material of the propeller is preferably metal, such as bronze or stainless steel for example, but other metal materials may also be used.
.. In an embodiment of a marine propeller of the invention the propeller comprises a cap connected to the detachable blades of the propeller. This cap allows additional structural support for the blades and for the whole propeller at the side away from the propeller shaft.
In an embodiment of a marine propeller of the invention number of detachable blades is three or more. Preferably the number of detachable blades in a propeller is four, but the number of detachable blades may also be three, five or six.
In an embodiment of a marine propeller of the invention the detachable blades are fixed to the shaft with a fixing system comprising bolts and preferably also studs.
This allows the separate blades to be replaced and repaired easily when the need arises without drydocking the ship and without disassembling the whole propeller.
The present invention also provides a marine propulsion system for providing pro-pulsion for a ship, which propulsion system comprises at least one engine or motor, a propeller, and a propeller shaft for conveying the rotational power from the at least one engine to the propeller, wherein the propeller is a marine propeller of the inven-tion as defined above.
The engine or motor in the propulsion system of the present invention may be any suitable device, system and/or arrangement providing rotative motion and torque for the propeller via the propeller shaft. Examples of these include combustion engine, electrical engine, and turbine.
In addition to the traditional propulsion systems, wherein the propulsion system is located inside the hull of a ships, with the exception of the propeller and part of the propeller shaft, the propulsion system of the invention may also be implemented as a pod-type construction, wherein the propulsion system is located, completely or partially, in a separate pod that can be rotated in relation to the hull of the ship.
In an embodiment of a marine propulsion system of the invention the system may typically comprises a rope guard.
The present invention also provides a ship that comprises a marine propeller ac-cording to the invention and/or a marine propulsion system according to the inven-tion. The ship of the invention is preferably an ice class ship, i.e. ship designed to travel in at least some thickness of ice, such as an icebreaker, a Polar Class ship, or an Arctic Class ship for example, wherein the construction of the propeller allows easy repairing of damaged blades. Alternatively, the ship of the invention may be an open-water ship wherein the construction of the propeller of the invention allows manufacture of very large propellers.
More precisely the features defining a marine propeller in accordance with the pre-sent invention are presented in claim 1, the features defining a marine propulsion
.. In an embodiment of a marine propeller of the invention the propeller comprises a cap connected to the detachable blades of the propeller. This cap allows additional structural support for the blades and for the whole propeller at the side away from the propeller shaft.
In an embodiment of a marine propeller of the invention number of detachable blades is three or more. Preferably the number of detachable blades in a propeller is four, but the number of detachable blades may also be three, five or six.
In an embodiment of a marine propeller of the invention the detachable blades are fixed to the shaft with a fixing system comprising bolts and preferably also studs.
This allows the separate blades to be replaced and repaired easily when the need arises without drydocking the ship and without disassembling the whole propeller.
The present invention also provides a marine propulsion system for providing pro-pulsion for a ship, which propulsion system comprises at least one engine or motor, a propeller, and a propeller shaft for conveying the rotational power from the at least one engine to the propeller, wherein the propeller is a marine propeller of the inven-tion as defined above.
The engine or motor in the propulsion system of the present invention may be any suitable device, system and/or arrangement providing rotative motion and torque for the propeller via the propeller shaft. Examples of these include combustion engine, electrical engine, and turbine.
In addition to the traditional propulsion systems, wherein the propulsion system is located inside the hull of a ships, with the exception of the propeller and part of the propeller shaft, the propulsion system of the invention may also be implemented as a pod-type construction, wherein the propulsion system is located, completely or partially, in a separate pod that can be rotated in relation to the hull of the ship.
In an embodiment of a marine propulsion system of the invention the system may typically comprises a rope guard.
The present invention also provides a ship that comprises a marine propeller ac-cording to the invention and/or a marine propulsion system according to the inven-tion. The ship of the invention is preferably an ice class ship, i.e. ship designed to travel in at least some thickness of ice, such as an icebreaker, a Polar Class ship, or an Arctic Class ship for example, wherein the construction of the propeller allows easy repairing of damaged blades. Alternatively, the ship of the invention may be an open-water ship wherein the construction of the propeller of the invention allows manufacture of very large propellers.
More precisely the features defining a marine propeller in accordance with the pre-sent invention are presented in claim 1, the features defining a marine propulsion
4 system in accordance with the present invention are presented in claim 5, and the features defining a ship according to the present invention are presented in claim 7.
Dependent claims present advantageous features and embodiments of the inven-tion.
Exemplifying embodiments of the invention and their advantages are explained in greater detail below in the sense of example and with reference to accompanying drawings, where Figure 1 shows schematically a prior art marine propeller, Figures 2A and 2B show schematically an embodiment of a marine propeller of the invention, Figures 3A-3D show schematically alternative embodiments of the present in-vention, Figure 4 shows schematically an embodiment of the present invention as ex-ploded view, and Figure 5 shows schematically an embodiment of a ship utilizing the present invention.
The prior art marine propeller 1 shown in figure 1 as a cross-sectional view com-prises a plurality of separate blades 2 comprising a fixing portion 2a via which fixing portion the blades are fixed to a propeller hub 3 with bolts. The propeller 1 is fixed to a propeller shaft 4 in with bolts extending through a flange 5 formed at or attached to the end of the propeller shaft and to the hub 3.
In the embodiment of figure 1, the propeller 1 also comprises a propeller cap 6 fixed at the opposite end of the propeller in relation to the attachment to the propeller shaft 4, to cover the hollow portion of the propeller hub 3.
Figures 2A and 2B show an embodiment of the propeller 10 of the invention, which comprises a plurality, four in this embodiment as can be seen from figure 2B, of separate blades 2 comprising a fixing portion 2a.
In this embodiment the blades 2 forming the propeller 10 are connected directly to a flange 5 formed at the end of the propeller shaft 4 via their fixing portions 2a with bolts. At the opposite end of the propeller 10 in relation to the flanges of the propel-ler shaft 4, to the fixing portions 2a of the blades 2 are fixed a propeller cap 6. The propeller cap 6 in this embodiment provides further structural support for the blades 2 of the propeller 10.
Figure 2B illustrates the fixing of the fixing portions 2a of the blades 2 to the flange
Dependent claims present advantageous features and embodiments of the inven-tion.
Exemplifying embodiments of the invention and their advantages are explained in greater detail below in the sense of example and with reference to accompanying drawings, where Figure 1 shows schematically a prior art marine propeller, Figures 2A and 2B show schematically an embodiment of a marine propeller of the invention, Figures 3A-3D show schematically alternative embodiments of the present in-vention, Figure 4 shows schematically an embodiment of the present invention as ex-ploded view, and Figure 5 shows schematically an embodiment of a ship utilizing the present invention.
The prior art marine propeller 1 shown in figure 1 as a cross-sectional view com-prises a plurality of separate blades 2 comprising a fixing portion 2a via which fixing portion the blades are fixed to a propeller hub 3 with bolts. The propeller 1 is fixed to a propeller shaft 4 in with bolts extending through a flange 5 formed at or attached to the end of the propeller shaft and to the hub 3.
In the embodiment of figure 1, the propeller 1 also comprises a propeller cap 6 fixed at the opposite end of the propeller in relation to the attachment to the propeller shaft 4, to cover the hollow portion of the propeller hub 3.
Figures 2A and 2B show an embodiment of the propeller 10 of the invention, which comprises a plurality, four in this embodiment as can be seen from figure 2B, of separate blades 2 comprising a fixing portion 2a.
In this embodiment the blades 2 forming the propeller 10 are connected directly to a flange 5 formed at the end of the propeller shaft 4 via their fixing portions 2a with bolts. At the opposite end of the propeller 10 in relation to the flanges of the propel-ler shaft 4, to the fixing portions 2a of the blades 2 are fixed a propeller cap 6. The propeller cap 6 in this embodiment provides further structural support for the blades 2 of the propeller 10.
Figure 2B illustrates the fixing of the fixing portions 2a of the blades 2 to the flange
5 and/or to the propeller cap 6. In this embodiment four blades 2 are fixed via their 5 fixing portions 2a to the flange 5 and to the cap 6 with bolts and studs for forming the propeller 10.
Figures 3A-3D show alternative embodiments of the propeller 10 of the invention attached to the propeller shaft 4 as cross-sectional views.
In the embodiment of figure 3A the blades 2 of the propeller 10 are formed so that their fixing portions 2a comprise sections extending radially in relation to the center axis of the propeller shaft 4. These sections of the fixing portions 2a of the blades 2 area for the fixing bolts and holes via which the blades can be attached to the end surface of the flange 5 formed at the end of the propeller shaft 4. This formation of propeller 10 from the blades 2 in this embodiment also creates a hollow area 8 inside the propeller, which hollow area is closed with a cap part 6, which also provides structural strength for the propeller and its blades.
In the embodiment of figure 3B the blades 2 forming the propeller 10 are fixed via first end of their fixing portions 2a on the end surface of the flange 5 formed at the end of the propeller shaft 4. In the opposite end and at the end surfaces of the fixing portions 2a of the blades 2 in relation to the flange 5 is fixed a cap part 6 closing the hollow area 8 inside the propeller 10. In this embodiment the fixing portions 2a of the blades 2 extend at an angle in the longitudinal direction of the propeller shaft 4 so that the diameter formed by the fixing portions 2a is greater at the flange 5 than at the cap part 6.
The embodiment of figure 30 corresponds substantially to the embodiment of figure 3B, but in this embodiment the fixing portions 2a of the blades 2 extend at an angle in the longitudinal direction of the propeller shaft 4 so that the diameter formed by the fixing portions 2a is smaller at the flange 5 than at the cap part 6.
Figure 3D shows an embodiment, there the outer surface of the fixing portions 2a of the blades 2 forming the propeller 10 are formed curved.
Figure 4, schematically showing an embodiment of the present invention as an ex-ploded view, further illustrates the construction of the propeller 10 of the invention.
Figures 3A-3D show alternative embodiments of the propeller 10 of the invention attached to the propeller shaft 4 as cross-sectional views.
In the embodiment of figure 3A the blades 2 of the propeller 10 are formed so that their fixing portions 2a comprise sections extending radially in relation to the center axis of the propeller shaft 4. These sections of the fixing portions 2a of the blades 2 area for the fixing bolts and holes via which the blades can be attached to the end surface of the flange 5 formed at the end of the propeller shaft 4. This formation of propeller 10 from the blades 2 in this embodiment also creates a hollow area 8 inside the propeller, which hollow area is closed with a cap part 6, which also provides structural strength for the propeller and its blades.
In the embodiment of figure 3B the blades 2 forming the propeller 10 are fixed via first end of their fixing portions 2a on the end surface of the flange 5 formed at the end of the propeller shaft 4. In the opposite end and at the end surfaces of the fixing portions 2a of the blades 2 in relation to the flange 5 is fixed a cap part 6 closing the hollow area 8 inside the propeller 10. In this embodiment the fixing portions 2a of the blades 2 extend at an angle in the longitudinal direction of the propeller shaft 4 so that the diameter formed by the fixing portions 2a is greater at the flange 5 than at the cap part 6.
The embodiment of figure 30 corresponds substantially to the embodiment of figure 3B, but in this embodiment the fixing portions 2a of the blades 2 extend at an angle in the longitudinal direction of the propeller shaft 4 so that the diameter formed by the fixing portions 2a is smaller at the flange 5 than at the cap part 6.
Figure 3D shows an embodiment, there the outer surface of the fixing portions 2a of the blades 2 forming the propeller 10 are formed curved.
Figure 4, schematically showing an embodiment of the present invention as an ex-ploded view, further illustrates the construction of the propeller 10 of the invention.
6 PCT/F12021/050798 In the embodiment of figure 4 four blades 2 via their fixing portions 2a are connected to the end surface of the flange 5 formed at the propeller shaft 4 with bolts 11 and studs 14. This embodiment also substantially corresponds to the embodiment shown in figure 2A.
At the opposite end of the fixing portions 2 in relation to the flange 5 is fixed a cap part 6 with bolts 12 and studs 13. The cap part 6 gives further support for the blades 2 of the propeller 10 and also encloses the open space 8 inside the propeller.
Figure 5 shows schematically a ship 20 into which the propeller 10 and propulsion system of the present invention can preferably be applied. The ship 20 is in this embodiment an icebreaker.
In relation of the propeller 10 of the invention it is to be noted that the propeller may be located at the stern of the ship 20, as shown in figure 5, or the propeller may be located at the bow of the ship, or in the steering propeller of the ship.
Further, the propeller 20 of the invention may be an open propeller, as shown in figure 5, or a .. ducted propeller.
The specific exemplifying embodiments of the invention shown in the figures and discussed above should not be construed as limiting. A person skilled in the art can amend and modify the embodiments described in many evident ways within the scope of the attached claims. Thus, the invention is not limited merely to the em-bodiments described.
At the opposite end of the fixing portions 2 in relation to the flange 5 is fixed a cap part 6 with bolts 12 and studs 13. The cap part 6 gives further support for the blades 2 of the propeller 10 and also encloses the open space 8 inside the propeller.
Figure 5 shows schematically a ship 20 into which the propeller 10 and propulsion system of the present invention can preferably be applied. The ship 20 is in this embodiment an icebreaker.
In relation of the propeller 10 of the invention it is to be noted that the propeller may be located at the stern of the ship 20, as shown in figure 5, or the propeller may be located at the bow of the ship, or in the steering propeller of the ship.
Further, the propeller 20 of the invention may be an open propeller, as shown in figure 5, or a .. ducted propeller.
The specific exemplifying embodiments of the invention shown in the figures and discussed above should not be construed as limiting. A person skilled in the art can amend and modify the embodiments described in many evident ways within the scope of the attached claims. Thus, the invention is not limited merely to the em-bodiments described.
Claims (7)
1. Marine propeller (10) for a propulsion system of a ship (20), which propeller comprises a plurality of detachable blades (2), and which propeller is configured to be fixed to a propeller shaft (4) of a propulsion system of a ship, characterized in that the detachable blades (2) forming the propeller (10) are configured to be fixed to the end surface of the propeller shaft (4) or of a flange (5) formed at the end of the propeller shaft.
2. Marine propeller (10) of claim 1, wherein the propeller (10) comprises a cap (6) connected to the detachable blades (2) of the propeller.
3. Marine propeller (10) of claim 1 or 2, wherein the number of detachable blades (2) is three or more.
4. Marine propeller (10) of any of claims 1-3, wherein the detachable blades (2) are fixed to the propeller shaft (4) with a fixing system comprising bolts (11) and preferably also studs (14).
5. Marine propulsion system for providing propulsion for a ship (20), which pro-pulsion system comprises at least one engine or motor, a propeller (10), and a pro-peller shaft (4) for conveying the rotational power from the at least one engine to the propeller, characterized in that the propeller is a marine propeller (10) according to any of the previous claims.
6. Marine propulsion system of claim 5, wherein the system comprises a rope guard.
7. Ship (20) comprising a marine ship propeller (10) according to any of claims 1-4 and/or a marine propulsion system according to claim 5 or 6.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FI20206333A FI130447B (en) | 2020-12-18 | 2020-12-18 | Marine propeller |
| FI20206333 | 2020-12-18 | ||
| PCT/FI2021/050798 WO2022129676A1 (en) | 2020-12-18 | 2021-11-22 | Marine propeller |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA3203914A1 true CA3203914A1 (en) | 2022-06-23 |
Family
ID=78821645
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA3203914A Pending CA3203914A1 (en) | 2020-12-18 | 2021-11-22 | Marine propeller |
Country Status (7)
| Country | Link |
|---|---|
| US (1) | US20240051647A1 (en) |
| EP (1) | EP4263343A1 (en) |
| KR (1) | KR20230118671A (en) |
| CN (1) | CN116615374A (en) |
| CA (1) | CA3203914A1 (en) |
| FI (1) | FI130447B (en) |
| WO (1) | WO2022129676A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB191001061A (en) * | 1910-01-15 | 1910-10-06 | William Henry Ireland | Improvements in and relating to Propellers. |
| GB1229194A (en) * | 1967-04-25 | 1971-04-21 | ||
| BE790095A (en) * | 1971-10-20 | 1973-04-13 | Mobil Oil Corp | PROPELLER SHAFT SEAL SUPPORT DEVICE FOR A VESSEL |
| US4150921A (en) * | 1977-07-28 | 1979-04-24 | Propulsion Systems, Inc. | Built-up marine propellers with adjustable pitch and axially removable blades |
| ES1071458Y (en) * | 2009-11-05 | 2010-05-27 | Abal Pablo Alfonso Gonzalez | BOAT PROPULSION DEVICE |
| SE534771C2 (en) * | 2010-03-17 | 2011-12-13 | Itt Mfg Enterprises Inc | Propeller assembly comprising a hub and at least two blades |
| US9308978B2 (en) * | 2012-09-14 | 2016-04-12 | Mehmet Nevres ULGEN | Marine propeller having demountable blades |
| US9550555B2 (en) * | 2013-11-15 | 2017-01-24 | Mehmet Nevres ULGEN | Propeller arrangement for marine vehicles |
| KR20150100016A (en) * | 2014-02-24 | 2015-09-02 | 대우조선해양 주식회사 | Hubless propeller |
| US9944372B1 (en) * | 2015-09-16 | 2018-04-17 | Bradford C. Stahl | Efficient reverse thrusting modular propeller |
| KR200484377Y1 (en) * | 2016-05-18 | 2017-08-30 | 주식회사 지노스 | Lightweight Composite Propellers for Outboard Motor |
| TR201714615A2 (en) * | 2017-09-29 | 2019-04-22 | Mehmet Nevres Uelgen | HIDDEN VERTICAL AXIS PROPELLER ASSEMBLY |
| KR20190072370A (en) * | 2017-12-15 | 2019-06-25 | 대우조선해양 주식회사 | Propeller for ship and making method thereof |
-
2020
- 2020-12-18 FI FI20206333A patent/FI130447B/en active
-
2021
- 2021-11-22 US US18/267,334 patent/US20240051647A1/en active Pending
- 2021-11-22 KR KR1020237024115A patent/KR20230118671A/en active Search and Examination
- 2021-11-22 CA CA3203914A patent/CA3203914A1/en active Pending
- 2021-11-22 WO PCT/FI2021/050798 patent/WO2022129676A1/en active Application Filing
- 2021-11-22 EP EP21819532.9A patent/EP4263343A1/en active Pending
- 2021-11-22 CN CN202180085455.6A patent/CN116615374A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| FI20206333A1 (en) | 2022-06-19 |
| KR20230118671A (en) | 2023-08-11 |
| CN116615374A (en) | 2023-08-18 |
| WO2022129676A1 (en) | 2022-06-23 |
| EP4263343A1 (en) | 2023-10-25 |
| US20240051647A1 (en) | 2024-02-15 |
| FI130447B (en) | 2023-09-05 |
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