CN111824379A

CN111824379A - Marine propeller

Info

Publication number: CN111824379A
Application number: CN201910358336.8A
Authority: CN
Inventors: 林允进
Original assignee: Solas Science & Engineering Co ltd
Current assignee: Solas Science & Engineering Co ltd
Priority date: 2019-04-18
Filing date: 2019-04-30
Publication date: 2020-10-27
Also published as: TW202039311A; JP2020175877A; CA3042665A1; MX2019006213A; US20200331574A1; EP3725667A1; TWI700215B; AU2019203143B1; AU2020201971A1

Abstract

The invention relates to a marine propeller which comprises a gear box, an impeller, a flow guide ring and a rectifying nozzle. The gear box is provided with a box body and a transmission shaft which is partially penetrated through the box body, the impeller is provided with an axle and a plurality of blades, the axle is provided with an outer axle shell in a hollow circular tube shape and an inner axle shell in a hollow circular tube shape, the inner axle shell and the outer axle shell are connected together by a plurality of rib parts, the inner axle shell is connected with the transmission shaft of the gear box, the blades are integrally formed on the peripheral surface of the outer axle shell, the guide ring is arranged in the box body of the gear box and covers the impeller, and the rectifying nozzle is connected with the rear end of the guide ring and used for providing a rectifying effect. Therefore, the ship propeller maximizes the effective water inlet diameter to achieve the purpose of improving the propelling efficiency.

Description

Marine propeller

Technical Field

The invention relates to a marine propeller, in particular to a propeller capable of improving the propelling efficiency.

Background

A typical propeller for a ship structurally includes an outer shaft housing, an inner shaft housing, and a plurality of blades, wherein the inner shaft housing is disposed in the outer shaft housing and connected to an inner circumferential surface of the outer shaft housing by a plurality of ribs, and the blades are integrally connected to an outer circumferential surface of the outer shaft housing. When the propeller is driven by the engine to run at a high speed, each blade pushes water flow backwards, and reaction force generated when the water flow is pushed backwards is used as propulsion power of the ship body.

In order to further increase the propulsion power, the conventional method is to design the sectional area of the outer shaft casing to be gradually reduced from front to back, so that the water flow passing through the outer shaft casing can be accelerated, and the reaction force on the ship body is increased. However, in practical applications, the outer shaft housing is in a tapered shape, and the space around the propeller is easily affected by the ship-type design or other factors, so that the relevant dimensional parameters (such as the inclination angle or the pitch) of the blades are limited, which makes it difficult for the blades to effectively compress the water flow, and further results in low propulsion efficiency.

Disclosure of Invention

The invention mainly aims to provide a marine propeller which can improve the propelling efficiency.

In order to achieve the above-mentioned objective, the propeller of the present invention comprises a gear box, an impeller, a flow guiding ring and a flow straightening nozzle. The gear box is provided with a box body and a transmission shaft, the transmission shaft can be rotatably arranged in the box body in a penetrating way, the front end of the transmission shaft is positioned in the box body, and the rear end of the transmission shaft extends out of the box body; the impeller is provided with an axle, the axle is provided with an outer axle shell in a hollow round tube shape and an inner axle shell in a hollow round tube shape, the inner axle shell is arranged in the outer axle shell and is connected with the outer axle shell by a plurality of rib parts and is connected with a transmission shaft of the gear box in a coaxial way, so that the impeller is driven by the transmission shaft of the gear box to rotate, in addition, the impeller is also provided with a plurality of blades, and the blades are arranged on the outer peripheral surface of the outer axle shell in an integrated forming way; the guide ring is assembled on the box body of the gear box and covers the impeller to the cover, so that the impeller sucks water flow into the guide ring when rotating; the rectifying nozzle is connected to the rear end of the guide ring and used for providing a rectifying effect for water flow sucked into the guide ring.

It can be seen from the above that the propeller of the present invention maximizes the effective water intake diameter to improve the propulsion efficiency, and in addition, under the protection of the deflector ring, the impeller is less harmful to the fish, swimmers or divers near the bottom of the ship, and thus can be applied even when the draft of the boat is shallow, and can still generate propulsion power even if the impeller is not completely submerged.

Preferably, the rectifying nozzle has a ring portion, a hollow shaft portion and a plurality of rectifying portions, the ring portion is connected to the rear end of the flow guide ring, the hollow shaft portion is disposed in the ring portion and coaxially connected to an outer shaft casing of the wheel shaft of the impeller, and the rectifying portions are connected between the ring portion and the hollow shaft portion and are annularly arranged at equal intervals relative to the hollow shaft portion. Therefore, the rectifying nozzle forms a plurality of linear jet states for the water flow driven by the impeller by utilizing the rectifying parts, so as to be beneficial to the propulsion of ships and boats.

Preferably, the casing of the gear box has a tapered shaft portion, and the tapered shaft portion and the wheel shaft of the impeller do not contact with each other to form an exhaust passage. Therefore, when the boat is retreating, the exhaust gas generated by the engine can be discharged from the exhaust passage so as not to interfere with the water flow to generate turbulent flow.

Preferably, the inner shaft housing of the impeller is indirectly connected to the transmission shaft of the gear box through a shaft sleeve, and the shaft sleeve is provided with a shock absorption layer and a metal layer wrapping the shock absorption layer. Therefore, when the impeller collides with foreign matters in the running process, the shock absorption effect is provided by the shock absorption layer, so that the metal layer is prevented from being brittle and cracked, and the transmission shaft is protected from being damaged.

The detailed construction, features, assembly or use of the marine propulsor provided by the present invention will be described in the detailed description of the embodiments which follow. However, it should be understood by those skilled in the art that the detailed description and specific examples, while indicating the specific embodiment of the invention, are intended for purposes of illustration only and are not intended to limit the scope of the invention.

Drawings

Fig. 1 is a perspective view of a marine propeller of the present invention.

Fig. 2 is an exploded perspective view of the marine propeller of the present invention.

Figure 3 is an end view of the impeller provided by the marine propeller of the present invention.

Fig. 4 is a side view of the marine propulsor of the present invention.

Fig. 5 is a rear view of the marine propeller of the present invention.

Fig. 6 is a partial cross-sectional view of a marine propulsor of the present invention.

[ notation ] to show

10 marine propeller 20 gear box

21 case 22 taper shaft part

23 upper wing plate 24 lower wing plate

25 joint part 26 vortex-proof baffle

27 drive shaft 28 tooth part

30 impeller 31 axle

32 outer shaft shell 33 inner shaft shell

34 stop flange 35 engagement flange

36 positioning recess 37 rib

38 vane 40 sleeve

41 shock absorbing layer 42 positioning convex part

43 metal layer 44 gullet

45 exhaust passage 46 gasket

Flow guiding ring for 47 screw cap 50

51 upper support 52 lower support

53-56 fixed element 60 rectifying nozzle

61 ring part 62 hollow shaft part

63 rectifying part 64 fixing element

65 connecting groove

Detailed Description

Applicants first describe herein, throughout this specification, including the examples and claims that follow, directional terminology, such that the directions of the terms in the drawings are referred to. Next, in the embodiments and the drawings to be described below, the same element numbers denote the same or similar elements or structural features thereof.

Referring to fig. 1 and 2, the marine propeller 10 of the present invention includes a gear box 20, an impeller 30, a baffle ring 50, and a rectifying nozzle 60.

The gear case 20 has a case body 21, the case body 21 having a tapered shaft portion 22, an upper wing plate 23, a lower wing plate 24, a joint portion 25, and a vortex breaker 26, wherein: the cross-sectional area of the tapered shaft portion 22 gradually increases from front to back, the upper wing plate 23 and the lower wing plate 24 are integrally connected to both top and bottom sides of the tapered shaft portion 22, the joint portion 25 is integrally connected to the top end of the upper wing plate 23, and is mainly used for assembly with an engine case (this is prior art, not shown), and the vortex breaker 26 is integrally connected between the upper wing plate 23 and the joint portion 25. In addition, the gear box 20 further has a reduction gear set (not shown in the drawings) installed in the box 21 for connecting with a driving shaft of an engine (not shown in the drawings), and a transmission shaft 27, the front end of which is inserted into the tapered shaft 22 of the box 21 and connected with the reduction gear set, and the rear end of the transmission shaft 27 extends out of the box 21 and has a tooth portion 28. Therefore, the power generated by the engine is transmitted to the reduction gear set through the drive shaft, and is then transmitted to the transmission shaft 27 after being reduced by the reduction gear set, so that the transmission shaft 27 is rotated.

The impeller 30 has a hub 31 and four blades 38, and as shown in fig. 3, the hub 31 has an outer casing 32 having a hollow circular tube shape and an inner casing 33 having a hollow circular tube shape, the inner casing 33 is coaxially provided in the outer casing 32 and is connected to the outer casing 32 by four ribs 37, and the blades 38 are integrally connected to the outer peripheral surface of the outer casing 32. In addition, an engaging flange 34 (shown in fig. 6) integrally extends rearward from a rear end surface of the outer shaft housing 32, and the inner peripheral surface of the inner shaft housing 33 has a stop flange 35 and four positioning recesses 36 (shown in fig. 3 and 6) located forward of the stop flange 35.

As shown in fig. 2 and 6, the impeller 30 is indirectly connected to the transmission shaft 27 of the gear housing 20 by a shaft sleeve 40, the shaft sleeve 40 has a shock absorbing layer 41 and a metal layer 43 covering the shock absorbing layer 41, the shock absorbing layer 41 has a plurality of positioning protrusions 42 on the outer circumferential surface thereof, and the metal layer 43 has a plurality of tooth grooves 44 on the inner circumferential surface thereof. When assembling with the transmission shaft 27, the shaft sleeve 40 is inserted into the inner shaft housing 33 and abuts against the stop flange 35 of the inner shaft housing 33 at the rear end thereof, on one hand, the shaft sleeve 40 is engaged with the four positioning recesses 36 of the inner shaft housing 33 in a one-to-one manner by using the four positioning protrusions 42 of the shock absorbing layer 41, on the other hand, the shaft sleeve 40 is engaged with the teeth 28 of the transmission shaft 27 by using the tooth grooves 44 of the metal layer 43, then, the front end and the rear end of the wheel shaft 31 are respectively provided with a washer 46 for the transmission shaft 27 to penetrate, and finally, a nut 47 is used for locking, thus completing the assembly of the impeller 30 and the transmission shaft 27. Therefore, the driving shaft 27 of the gear box 20 can transmit the power of the engine to the impeller 30 through the shaft sleeve 40, so as to drive the impeller 30 to operate, and if the impeller 30 collides with a foreign object during operation, the shock absorption layer 41 provides a shock absorption effect to prevent the metal layer 43 from brittle fracture, and simultaneously protect the driving shaft 27 from being damaged. In addition, after the assembly of the impeller 30 and the transmission shaft 27 is completed, the hub 31 and the tapered shaft portion 22 of the housing 21 are not in contact with each other, and an exhaust passage 45 (shown in fig. 6) for exhausting exhaust gas is formed.

The top edge of the outer circumferential surface of the baffle ring 50 is locked with two opposing upper brackets 51 by fixing members 53 such as screws, each upper bracket 51 having the vortex breaker 26 fitted and fixed by fixing members 54 such as screws, the bottom edge of the outer circumferential surface of the baffle ring 50 is locked with a lower bracket 52 by fixing members 55 such as screws, the lower bracket 52 having the lower wing plate 24 fitted and fixed by fixing members 56 such as screws, so that the baffle ring 50 covers the entire impeller 30 after the assembly is completed.

As shown in fig. 2 and 5, the flow straightening nozzle 60 includes one ring portion 61, one hollow shaft portion 62, and eight flow straightening portions 63. The ring portion 61 is locked at the rear end of the baffle ring 50 by a fixing element 64 such as a screw, the cross-sectional area of the ring portion 61 is gradually reduced from front to back, the hollow shaft portion 62 is disposed in the ring portion 61, the front end of the hollow shaft portion 62 has an engaging groove 65, the engaging groove 65 of the hollow shaft portion 62 is coaxially sleeved with the engaging flange 34 (shown in fig. 6) of the hub 31 of the impeller 30, and the rectifying portions 63 are integrally connected between the ring portion 61 and the hollow shaft portion 62 and are annularly arranged at equal intervals relative to the hollow shaft portion 62. Therefore, after the water flow is sucked into the guide ring 50 by the impeller 30, the water flow is guided into eight straight water flows by the eight rectifying portions 63 of the rectifying nozzle 60, and then is ejected backwards by the rectifying nozzle 60 to be used as the propulsion power of the boat.

As can be seen from the above, the marine propeller 10 of the present invention has the following advantages compared to the prior art:

1) the guide ring 50 is assembled to the casing 21 of the gearbox 20 by using the upper and

lower brackets

51, 52, and the hub 31 of the impeller 30 is designed to be non-tapered, so that the diameter of the blade 38 is increased to increase the amount of water that can be compressed, and the effective water inlet diameter is maximized to improve the propulsion efficiency.

2) Under the protection of the deflector ring 50, the impeller 30 is less likely to injure fish, swimmers or divers near the bottom of the ship, and thus is also suitable for use when the boat has a shallow draft, so that propulsion power can be generated even if the impeller 30 is not completely submerged. In addition, the deflector ring 50 is made of high-strength aluminum alloy, so that the impact resistance can be improved, and the service life can be prolonged.

3) When the boat is moving backwards, exhaust gas from the engine can be discharged from the exhaust passage 45 to avoid turbulence caused by interference with the water flow.

4) The rectifying nozzle 60 guides the water flow driven by the impeller 30 into a linear jet state by the eight rectifying portions 63, so that a vortex is not easily generated behind the impeller 30, thereby improving the propulsion efficiency.

5) The transmission shaft 27 of the gear housing 20 is coaxially disposed with the wheel shaft 31 of the impeller 30, so that the horsepower of the engine can be effectively exerted, and the arrangement of the sleeve 40 provides a buffering effect when being impacted by an external force.

Claims

1. A marine propulsor comprising:

the gearbox is provided with a box body and a transmission shaft, the transmission shaft is rotatably arranged in the box body, the front end of the transmission shaft penetrates through the box body, and the rear end of the transmission shaft extends out of the box body;

an impeller having an axle and a plurality of blades, the axle having an outer shaft housing in the shape of a hollow circular tube, an inner shaft housing in the shape of a hollow circular tube and a plurality of ribs, the inner shaft housing being disposed in the outer shaft housing and coaxially connected to a transmission shaft of the gear box, the ribs being connected between the outer shaft housing and the inner shaft housing, the blades being integrally connected to an outer circumferential surface of the outer shaft housing of the axle;

the guide ring is arranged in the box body of the gear box and covers the impeller; and

and the rectifying nozzle is connected with the rear end of the guide ring.

2. The marine propeller as set forth in claim 1, wherein the fairing nozzle has a ring portion connected to the rear end of the deflector ring, a hollow shaft portion disposed in the ring portion and coaxially coupled to an outer casing of the wheel shaft of the impeller, and a plurality of fairing portions connected between the ring portion and the hollow shaft portion and annularly arranged at equal intervals with respect to the hollow shaft portion.

3. The marine propeller of claim 2, wherein a cross-sectional area of the ring portion of the fairing nozzle is tapered away from the deflector ring.

4. A marine propeller as claimed in any one of claims 1 to 3, wherein the housing of the gearbox has a tapered shaft portion which forms an exhaust passage with the hub of the impeller.

5. The marine propeller as set forth in claim 4, wherein the box body of the gear box further has an upper wing plate, a lower wing plate, and a vortex breaker plate, the upper wing plate and the lower wing plate being integrally connected to both top and bottom sides of the tapered shaft portion, the vortex breaker plate being integrally connected to the upper wing plate and located above the deflector ring; the top edge of the outer circumferential surface of the guide ring is connected with the vortex-proof baffle plate by two opposite upper supports, and the bottom edge of the outer circumferential surface of the guide ring is connected with the lower wing plate by a lower support.

6. The marine propeller as claimed in claim 5, wherein the case of the gear case further has a coupling portion integrally coupled to a top end of the upper wing plate and located above the vortex breaker.

7. Marine propulsor according to claim 1, wherein the inner shaft casing of the impeller is indirectly connected to the drive shaft of the gearbox by means of a sleeve.

8. The marine propulsor of claim 7 wherein the inner shaft housing has a positioning recess in an inner circumferential surface thereof, and the sleeve has a positioning protrusion in an outer circumferential surface thereof, the positioning protrusion of the sleeve being engaged with the positioning recess of the inner shaft housing.

9. The marine propeller of claim 8, wherein the sleeve has a shock absorbing layer and a metal layer covering the shock absorbing layer, the shock absorbing layer having the positioning protrusion on an outer circumferential surface thereof, the metal layer being connected to the shaft.