EP4023545B1 - Hélice à pales rabattables - Google Patents

Hélice à pales rabattables Download PDF

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Publication number
EP4023545B1
EP4023545B1 EP21207957.8A EP21207957A EP4023545B1 EP 4023545 B1 EP4023545 B1 EP 4023545B1 EP 21207957 A EP21207957 A EP 21207957A EP 4023545 B1 EP4023545 B1 EP 4023545B1
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EP
European Patent Office
Prior art keywords
propeller
locking device
hub
folding
blade locking
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.)
Active
Application number
EP21207957.8A
Other languages
German (de)
English (en)
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EP4023545A1 (fr
Inventor
Frank Despineux
Janus Milojevic
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.)
Torqeedo GmbH
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Torqeedo GmbH
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Publication of EP4023545A1 publication Critical patent/EP4023545A1/fr
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Publication of EP4023545B1 publication Critical patent/EP4023545B1/fr
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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
    • B63H1/22—Hubs; Blade connections the blades being foldable
    • 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
    • B63H1/22—Hubs; Blade connections the blades being foldable
    • B63H1/24—Hubs; Blade connections the blades being foldable automatically foldable or unfoldable

Definitions

  • the present invention relates to a folding propeller which comprises a hub which can be driven in rotation about an axis of rotation via a drive shaft and has at least two propeller blades which are arranged on the hub such that they can be pivoted between a folded position and an unfolded position.
  • folding propellers are used in a motor drive for sailing boats.
  • the propeller blades fold apart due to centrifugal force both when driving forwards and when reversing.
  • the propeller blades are coupled to one another at their base end in order to ensure synchronous opening of the propeller blades. This avoids strong imbalances occurring on the drive shaft when the propeller blades are opened. If the folding propeller is turned in a direction that corresponds to forward travel, the thrust generated by the propeller blades pushes the propeller blades into a fully open position from a certain opening angle of the propeller blades. Consequently, both centrifugal force and thrust generate an opening moment on the propeller blades.
  • a folding propeller comprising a hub which can be driven about an axis of rotation via a drive shaft, at least two propeller blades which are arranged on the hub such that they can be pivoted between a folded position and an unfolded position, and a propeller blade locking device which is set up to to lock the propeller blades in the deployed position.
  • the propeller blade locking device is movable relative to the hub in the direction of rotation between a home position and a locking position.
  • the arrangement of the propeller blades on the hub which can be pivoted between a folded-in position and a folded-out position, enables two operating states.
  • the folding propeller When the propeller blades are in the folded-in position, the folding propeller is in a first operating state, in which the alignment of the propeller blades is oriented axially to the rear. This condition essentially only occurs when the drive shaft is at a standstill.
  • the folding propeller is in a second operating state, which occurs when the drive shaft rotates. In this second operating state, the alignment of the propeller blades is oriented radially outwards.
  • the folded position and/or the unfolded one Position can be predetermined end positions between which the propeller blades can be pivoted.
  • the pivotability of an individual propeller blade can be decoupled from the pivotability of other propeller blades, or the propeller blades can be coupled to one another in terms of pivotability.
  • the folding propeller can have two or three propeller blades, the pivotability of which is decoupled from the pivotability of the other propeller blades or is coupled to this.
  • a locking position is understood to mean a position of the propeller blade locking device relative to a propeller blade or to a plurality of propeller blades, in which the pivoting ability of the propeller blade or the propeller blades is restricted compared to the pivoting ability of the propeller blade or the propeller blades in the starting position.
  • the locking position can be a position in which the propeller blades are fully or partially folded out and are secured against folding in by the propeller blade locking device.
  • the locking position can be a position in which the propeller blades are fully deployed and are locked in this position by the propeller blade locking device such that no pivoting of the propeller blades can occur as long as the propeller blade locking device is in the locking position relative to the hub.
  • the propeller blade locking device is connected to the drive shaft in a torsion-resistant manner, the hub being decoupled from the propeller blade locking device in the direction of rotation, the propeller blade locking device preferably having a sleeve.
  • the folding propeller thus has two components that can be moved relative to one another in the direction of rotation, the first component comprising the drive shaft and propeller blade locking device and the second component comprising the hub and the propeller blades.
  • the drive shaft and the propeller blade locking device can be designed as one component, which can be designed in one piece or can consist of several parts.
  • the hub which is decoupled from the propeller blade locking device in the direction of rotation, can be arranged inside the sleeve, for example.
  • simple positioning and assembly of the hub, including the propeller blades pivotably arranged on the hub, can be guaranteed.
  • the hub is designed to be movable in such a way that when a torque is applied, the hub is forced to move from the starting position into the locking position.
  • forcing can mean that a stop is set between two parts that can be moved relative to one another.
  • torque is to be understood as meaning a torque on the drive shaft from which a corresponding movement of the hub relative to the propeller blade locking device takes place.
  • the hub is designed together with the propeller blades arranged on it in such a way that when a torque is applied to the drive shaft and thus also to the propeller blade locking device connected to it in a torsionally rigid manner, the hub moves from the starting position to the locking position in which the propeller blades are locked , is enforced.
  • the hub can be designed to be movable such that a movement of the hub from a starting position into a locking position in which the propeller blades are locked is forced by utilizing a torque exerted on the hub by the propeller blade locking device.
  • the torque of the drive shaft and the propeller blade locking device acts against the inhibition which is built up by the - at least partially - unfolded propeller blades, so that the propeller blade locking device is forced against the hub by the application of the torque in such a way that the aforementioned movement is achieved.
  • the hub can be designed to be movable in such a way that, by utilizing the mass inertia of the hub, the hub is forced to move from the starting position into the locking position in which the propeller blades are locked.
  • the mass inertia of the hub and the propeller blades arranged thereon can be used to support the movement of the propeller blade locking device into the locking position when a relative acceleration is applied between the components which are decoupled from one another.
  • Mass inertia is generally understood to be a moment of inertia, also called mass moment of inertia or inertial moment, which indicates the inertia of a relevant body in relation to a change in its angular velocity during rotation around the axis of rotation (torque divided by angular acceleration).
  • inertia is responsible for the movement of the propeller blade locking device from its starting position to its locking position, relative to the hub. This can be done, for example, in that an inert body, whose mass inertia is used to force the hub into the locking position when the rotation of the hub is accelerated, has a sufficient mass and a suitable bearing. How this is to be carried out in detail also depends on the angular velocity and the dimensions, which can be determined using simple tests. It is crucial that for a specific application from a desired angular acceleration of the drive shaft and the propeller blade locking device, the hub is placed in the locking position due to its mass moments of inertia relative to the propeller blade locking device.
  • the hub is connected to the drive shaft in a torsionally rigid manner, with the propeller blade locking device being decoupled from the hub in the direction of rotation, with the propeller blade locking device preferably having a sleeve.
  • the sleeve can preferably be arranged on the outside of the hub. This allows the propeller blade locking device to be easily integrated into a hub without having to make substantial modifications to the hub. Furthermore, the propeller blade locking device can be integrated into the hub without the flow in the Proximity of the folding propeller is significantly influenced by the propeller blade locking device. Finally, a sleeve is a cost-effective component that is easy to produce and that can easily be replaced or retrofitted if necessary.
  • the propeller blade locking device is designed to be movable in such a way that a movement of the propeller blade locking device from an initial position into a locking position in which the propeller blades are locked is forced by utilizing a mass inertia that occurs when the hub rotates.
  • a mass inertia is essentially responsible for the movement of the propeller blade locking device from its starting position into its locking position, relative to the hub.
  • a sufficient acceleration or a sufficient angular acceleration must be present, which leads to the relative movement being carried out.
  • the propeller blade locking device is designed to be movable in such a way that its mass inertia is specifically used to force the movement of the propeller blade locking device from the starting position into the locking position.
  • the locking function can be guaranteed solely by the propeller blade locking device.
  • the propeller blade locking device can thus be designed as a retrofit component with which conventional folding propellers can be equipped.
  • the other components of the folding propeller do not have to be modified, or only slightly so, in order to ensure the locking function of the propeller blades.
  • the effect of the mass inertia of the propeller blade locking device can optionally be supported or replaced by flow bodies that generate flow forces.
  • flow bodies can be wings, ribs, lamellae or other devices on the propeller blade locking device.
  • These airfoils are preferably configured to counteract a change in rotational speed (particularly in the reverse direction) similar to the inertia of the propeller blade lock to keep the propeller blade lock stationary while the propeller spins backwards.
  • such flow bodies in particular wings
  • the direction of rotation corresponds to reverse rotation of the propeller blades.
  • the propeller blades can be opened both when driving forwards and when driving backwards, ie in both directions of rotation.
  • propeller blades If the propeller blades are driven via the drive shaft and set in rotation, they induce impulse forces on the adjacent fluid according to their blade geometry. When driving forwards, the opposing forces acting on the propeller blades increase the opening of the propeller blades. When reversing, on the other hand, it can happen that the counteracting forces that occur in the process cause an advancing moment on the propeller blades, which ultimately leads to the propeller blades folding into the folded position. This disadvantageous effect can be prevented by the propeller blade locking device.
  • the propeller blades can be designed in such a way that they also generate optimal lift when reversing. This means that reverse travel can also be initiated effectively and reliably, even at low engine speeds. This eliminates the frequently used practice of particularly increasing the speed of the hub to initiate reverse travel in order to provide sufficient centrifugal forces. As a result, the folding propeller can be used in a more environmentally friendly, reliable and quiet manner.
  • the efficiency of hydro-generation (recuperation), e.g. when sailing, can be improved by using the proposed lockable folding propeller.
  • the hydro-generation operation can thus be carried out particularly efficiently.
  • the propeller blades are mounted on a bearing journal arranged transversely to the axis of rotation.
  • the propeller blades can be folded in parallel to the axis of rotation on the one hand and pivoted into a plane of rotation that is orthogonal to the axis of rotation on the other hand.
  • the propeller blades of this design can be easily replaced and attached to the hub using commercially available bolts and/or locks.
  • the propeller blade arresting device is designed such that it is in the starting position when the drive shaft is at a standstill, in which case the propeller blades can be freely pivoted between the folded position and the unfolded position. If there is no rotation of the drive shaft and no mass moment of inertia is thereby induced, the propeller blade locking device is in the starting position relative to the hub and the propeller blades of the folding propeller can pivot freely.
  • the propeller blade locking device does not appear as a locking component when the drive shaft is at a standstill, as a result of which the folding propeller behaves like a conventional folding propeller when the drive shaft is at a standstill. Consequently, established assembly, maintenance and cleaning work can be carried out in the same way.
  • the sleeve of the propeller blade locking device has a recess and a latch in the area of each propeller blade, with the latch preferably being formed on a downstream end of the sleeve.
  • an end of the sleeve is to be understood as meaning an end face of the sleeve in the axial direction.
  • the downstream end of the sleeve is that end which is oriented downstream when the folding propeller is in forward motion.
  • the recess is preferably a partial area cut out of the outer surface of the sleeve, in which a propeller blade or a propeller blade root of a propeller blade is accommodated in the unfolded position.
  • the latch is part of the sleeve.
  • the bolt is formed in that the recess on the lateral surface of the sleeve extends only partially up to the face of the downstream end of the sleeve.
  • the remaining gap between the end of the bar and the adjoining lateral surface of the sleeve is large enough that a propeller blade can be inserted and removed through this gap into the recess.
  • the opening of the propeller blades is effected or supported by the shape of the recess or the latch in such a way that the propeller blades are folded out by a form fit which is altered by the forces between the driven propeller blade locking device and the inertial hub.
  • the propeller blade locking device has an insertion bevel that is designed in such a way that in a state in which the propeller blade locking device is not yet fully in the locking position, folding in the propeller blades results in the propeller blade locking device being reset to its starting position. Conversely, the incline causes the propeller blades to be pushed open by the incline when driving backwards.
  • the insertion bevel can be designed on the bolt, in particular on one side of the bolt, which is at the same time an edge structure of the recess.
  • the bar can have a width that tapers towards its free-standing end, the width relating to a dimension that lies in the plane of the lateral surface. The reliability of the function of the propeller blade locking device is improved by the insertion bevels.
  • the propeller blade locking device is made from one part.
  • the sleeve and bolt can be milled from one part, but in principle any type of primary shaping, in particular casting, forging or the like, is also conceivable.
  • the sleeve and/or the bolt can also be connected with any type of joining.
  • the bolt can be adapted to the sleeve in the following shape or it can also be freely connected to it.
  • the propeller blade locking device and/or the propeller blades preferably have a metallic material.
  • using a metallic material has the advantage that the mass moment of inertia of the same is increased. As a result, the reliability and predictability of the propeller blade locking device and ultimately the folding propeller with such is improved.
  • the propeller blade locking device is designed to lock the propeller blades in an unfolded position during towing of the folding propeller, so that the propeller blades auto-rotate, the propeller blade locking device preferably being designed to allow the propeller blades to auto-rotate for energy recovery from a speed of about 5 knots .
  • the propeller blade locking device can have a recess and/or a latch for this purpose, which are designed in such a way that locking is also ensured when driving forward.
  • the propeller blades are designed in such a way that the initial opening of the propeller blades takes place using centrifugal force, preferably with the propeller blades having a metallic material, in particular a metal alloy.
  • the initial opening of the propeller blades can take place from the initial folded position using centrifugal forces.
  • a reliable and predictable function of the folding propeller can be achieved as a result.
  • further technical means for opening the propeller blades can be dispensed with by utilizing centrifugal forces for the initial opening of the propeller blades. Consequently, the propeller blades can be freely pivoted on the hub.
  • the use of a metallic material for the propeller blades has the advantage that the initial opening of the blades, which is based on centrifugal force, is simplified by the corresponding mass of the propeller blades. This improves the reliability and predictability of the propeller blade locking device and ultimately the folding propeller with one.
  • the object of the present invention is further achieved by means of a drive for a boat with a folding propeller as described herein. Furthermore, the object of the present invention is achieved by means of a boat with such a drive.
  • figure 1 1 is a schematic view of a folding propeller 10 according to a first embodiment in a folded position Z1.
  • the folding propeller 10 includes a hub 2 which is decoupled from the drive shaft 4 in the direction of rotation D. At the hub 2, two propeller blades 6a, 6b are pivotally mounted.
  • the hub 2 can be driven via the drive shaft 4 about a schematically illustrated axis of rotation A, namely via a propeller blade locking device 8 which is connected to the drive shaft 4 in a fixed and therefore torsionally rigid manner.
  • the hub 2 and the propeller blades 6a, 6b arranged on it form a first component which is mounted decoupled in the direction of rotation D in a further component consisting of the drive shaft 4 and the propeller blade locking device 8 .
  • the propeller blades 6a, 6b are between a folded position Z1 and an unfolded position Z2 (e.g. in figure 2 shown) pivotally mounted on the hub 2.
  • the propeller blade locking device 8 is set up to lock the propeller blades 6a, 6b in the unfolded position Z2, in order in this way to prevent (partial) folding in of the propeller blades 6a, 6b, for example when reversing, when stopping or during hydrogeneration.
  • the propeller blade locking device 8 is designed as a sleeve 14 .
  • the sleeve 14 has a recess 16 formed in its lateral surface and a latch 18 formed at the downstream end of the sleeve 14 .
  • the sleeve 14 The propeller blade arresting device 8 formed here is, together with the drive shaft 4 fastened to it, relative to the hub 2 in the direction of rotation D between an initial position Z10 and an arresting position Z20 (e.g. in figure 3 shown) movable.
  • a relative movement between the hub 2 and the sleeve 14 can be achieved by utilizing the torque exerted by the sleeve 14 on the hub 2, which occurs when the drive shaft 4 and thus the propeller blade locking device 8 in the form of the sleeve 14 rotates.
  • the hub 2, together with the propeller blades 6a, 6b arranged on it, is restrained by its movement through the water, so that it accordingly provides a counter-torque and, by the torque exerted on the propeller blade locking device 8 on the hub 2, a movement between the propeller blade locking device 8 and the hub 2 is caused.
  • This allows a movement of the sleeve 14 relative to the hub 2 from a starting position Z10, as shown in figure 1 , to a Z20 detent position, as shown in figure 3 , to be forced.
  • figure 2 1 is a schematic view of the folding propeller 10 according to the first embodiment in an unfolded position Z2, with the propeller blade locking device 8 still being in the initial position Z10 relative to the hub 2.
  • the representation shown corresponds approximately to the case that arises when the folding propeller 10 is in forward motion. Accordingly, the direction of rotation D is one that corresponds to forward travel.
  • the unfolding of the propeller blades 6a and 6b from the in figure 1 The folded-in position Z1 shown in the folded-out position Z2 is effected by rotating the drive shaft 4 together with the propeller blade locking device 8, which ultimately acts on the hub 2 via the propeller blades 6a, 6b.
  • a centrifugal force or centrifugal force acts on them, which promotes the opening of the propeller blades 6a, 6b and thereby generates an opening moment on the propeller blades 6a, 6b.
  • an opening moment acts on the propeller blades 6a, 6b when a rotation of the hub 2 is applied and the resulting simultaneous application of a forward thrust.
  • the propeller blade locking device 8 in the form of a sleeve 14 typically in its initial state Z10.
  • the propeller blade locking device 8 can also be designed in such a way that the folding propeller 10 is also locked in the direction of rotation D, which corresponds to forward travel, via the propeller blade locking device 8 .
  • the propeller blades 6a, 6b can be locked both by “sharp” turning backwards and by “sharp” turning forwards.
  • FIG 3 1 is a schematic view of the folding propeller 10 according to the first embodiment in an unfolded position Z2 and a propeller blade locking device 8 in a locking position Z20.
  • the illustration shown corresponds, for example, to the case that arises when the folding propeller 10 is driven in reverse. Accordingly, the direction of rotation D corresponds to that of reverse travel. Since in this direction of rotation D a feeding moment acts on the propeller blades 6a, 6b via the reverse thrust S R - for example due to the flow of the surrounding water and the exertion of the backward thrust S R directed in the closing direction of the propeller blades 6a, 6b - the feeding moment at competes Propeller blade with the centrifugal force acting on the propeller blade. Consequently, locking of the folding propeller 10 via the propeller blade locking device 8 is necessary or provided.
  • the proposed propeller blade locking device 8 in the form of a sleeve 14 and the hub 2 are designed in such a way that by utilizing the torque applied to the hub 2, which occurs when the drive shaft 4 rotates, a movement of the hub 2 relative to the sleeve 14 in the locking position Z20 is enforced. In this position, the propeller blades 6a, 6b are locked in the locking position Z20.
  • the difference between the starting position Z10 and the locking position Z 20 can be clearly seen from a comparison of Figures 2 and 3 derive From this it can be seen that the change in the direction of rotation D from the Forward travel in reverse travel means that the sleeve 14 in the latter case, cf.
  • FIG. 3 is rotated relative to the hub 2 in such a way that the sleeve 14 adjoins the propeller blade 6a with another flank, namely with the opposite flank of the recess 16 in which the relevant propeller blade 6b is located.
  • FIG 4 a schematic view of a folding propeller 10 according to a second embodiment is shown in a folded position Z1.
  • the folding propeller 10 comprises a hub 2 which can be driven about an axis of rotation A via a drive shaft 4 (shown schematically). Furthermore, the folding propeller 10 comprises at least two propeller blades 6a, 6b, which can be moved between a folded position Z1 as shown and an unfolded position Z2 (for example in figure 5 shown) are arranged pivotably on the hub 2. In addition, the folding propeller 10 comprises a propeller blade locking device 8 which is movably coupled to the hub 2 and which is set up to lock the propeller blades 6a, 6b in the unfolded position Z2 in order in this way to (partially) fold in the propeller blades 6a, 6b, for example when reversing, stopping or hydro-generation.
  • the propeller blade locking device 8 is designed as a sleeve 14 .
  • the sleeve 14 has a recess 16 formed in its lateral surface and a latch 18 formed at the downstream end of the sleeve 14 .
  • the locking bar 18 has an insertion bevel 20 .
  • the propeller blade locking device 8 embodied as a sleeve 14 is in this case relative to the hub 2 in the direction of rotation D between an initial position Z10 and a locking position Z20 (e.g. in figure 6 shown) freely movable.
  • a relative movement between the hub 2 and the sleeve 14 can be achieved by utilizing the mass inertia of the sleeve 14, which occurs when the hub 2 accelerates.
  • figure 5 1 is a schematic view of the folding propeller 10 according to the second embodiment in an unfolded position Z2, with the propeller blade locking device 8 still being in the starting position Z10.
  • the representation shown corresponds approximately to that Case that occurs when the folding propeller 10 is in forward motion. Accordingly, the direction of rotation D is one that corresponds to forward travel.
  • the unfolding of the propeller blades 6a and 6b from the in figure 4 The folded-in position Z1 shown, into the unfolded position Z2, is effected by a rotation of the hub 2 and the centrifugal force acting above it on the propeller blades 6a, 6b.
  • an opening moment acts on the propeller blades 6a, 6b when a rotation of the hub 2 is applied and the resulting simultaneous application of a forward thrust.
  • the propeller blades 6a, 6b are moved to the unfolded position Z2 by the centrifugal force and the applied forward thrust.
  • the propeller blade locking device 8 in the form of a sleeve 14 typically in its initial state Z10.
  • the propeller blade locking device 8 can also be designed in such a way that the folding propeller 10 is also locked in the direction of rotation D, which corresponds to forward travel, via the propeller blade locking device 8 .
  • the propeller blades 6a, 6b can be locked both by “sharp” turning backwards and by “sharp” turning forwards.
  • FIG 6 a schematic view of the folding propeller 10 according to the second embodiment is shown in an unfolded position Z2 and a propeller blade locking device 8 in a locking position Z20.
  • the illustration shown corresponds, for example, to the case that arises when the folding propeller 10 is driven in reverse. Accordingly, the direction of rotation D corresponds to reversing. Since in this direction of rotation D an advancing torque acts on the propeller blades 6a, 6b - for example due to the flow of the surrounding water and the exertion of the thrust directed in the closing direction of the propeller blades 6a, 6b - it is necessary or possible to lock the folding propeller 10 via the propeller blade locking device 8 . intended.
  • the proposed propeller blade locking device 8 is designed in the form of a sleeve 14 such that a movement of the sleeve 14 into the locking position Z20 is forced by utilizing the mass inertia of the sleeve 14 that occurs when the hub 2 is accelerated. In this position, the propeller blades 6a, 6b are locked in the locking position Z20.
  • the difference between the starting position Z10 and the locking position Z20 can be clearly seen from a comparison of the figures 5 and 6 derive It is evident from this that the change in the direction of rotation D from forward travel to reverse travel results in the sleeve 14 in the latter case, cf.
  • FIG. 6 is rotated relative to the hub 2 such that the sleeve 14 abuts the propeller blade 6a. This takes place in that the inertia of the sleeve 14, which occurs when the hub 2 accelerates, is used to force a relative movement of the sleeve 14 from an initial position Z10 into a locking position Z20.
  • figure 7 1 is a schematic view of the folding propeller 10 according to the second embodiment in a position that lies between the folded position Z1 and the unfolded position Z2.
  • figure 7 serves essentially to illustrate a transitional state of the unfolding process of the propeller blades 6a, 6b. From the representation of figure 7 it can be seen that, if the hub 2 is driven in reverse, the locking of the propeller blades 6a, 6b takes place via the bolt 18. The latter can take the propeller blades 6a, 6b with the help of the insertion bevels 20 before they are fully unfolded.
  • figure 8 shows a schematic view of the folding propeller 10 according to the second embodiment in an unfolded position Z2 and a propeller blade locking device 8 in an initial position Z10. From the figure in figure 8 It can be seen that the propeller blades 6a, 6b are each mounted via a bearing journal 12 which is arranged transversely to the axis of rotation A. In the figure 8 The representation shown corresponds to the case in which the folding propeller 10 is driven in the direction of rotation D, which corresponds to forward travel. Since in this direction of rotation D no advancing torque acts on the propeller blades 6a, 6b, locking the folding propeller 10 via the propeller blade locking device 8 is not absolutely necessary.
  • the propeller blade locking device 8 remain in the form of a sleeve 14 in an initial state Z10.
  • the propeller blade locking device 8 can also be designed in such a way that the folding propeller 10 is also locked in the direction of rotation D, which corresponds to forward travel, via the propeller blade locking device 8 .
  • FIG 9 a schematic side view of the folding propeller 10 according to the second embodiment is shown in an unfolded position Z2 and a propeller blade locking device 8 in a locking position Z20.
  • the folding propeller 10 is driven in the direction of rotation D, which corresponds to reverse travel. Since in this direction of rotation D an advancing torque acts on the propeller blades 6a, 6b, locking of the folding propeller 10 via the propeller blade locking device 8 is necessary or provided.
  • the propeller blade locking device 8 is designed in the form of a sleeve 14 such that a movement of the sleeve 14 into the locking position Z20 is forced by utilizing the mass inertia of the sleeve 14 that occurs when the hub 2 rotates. In this position, the propeller blades 6a, 6b are locked in the locking position Z20.
  • FIG 10 a schematic side view of a folding propeller 10 according to a third embodiment is shown in a first position Z110.
  • the folding propeller 10 according to the third embodiment also includes a hub 2 which can be driven about an axis of rotation A via a drive shaft 4 .
  • the third embodiment comprises two propeller blades 6a, 6b, which are arranged on the hub 2 so that they can pivot between a folded-in position Z1 (shown in phantom) and an unfolded position Z2.
  • the third embodiment includes a propeller blade locking device 8 coupled to the hub 2, which is set up to lock the propeller blades 6a, 6b in the second, unfolded position Z2.
  • the propeller blade locking device 8 includes a thread 22.
  • the propeller blade locking device 8 is designed to be movable relative to the hub 2 in the direction of rotation D in such a way that by utilizing a mass inertia that occurs when the hub 2 rotates, a movement of the propeller blade locking device 8 from an initial position Z10 into a locking position Z20 (not in figure 10 pictured) is enforced.
  • An attachment and a thread 22 are arranged on the drive shaft 4 .
  • the hub 2 can be screwed onto the thread 22 .
  • the special feature of the hub 2 is that due to the thread 22 the entire hub 2 can be screwed on and off the drive shaft 4 in the direction of the axis of rotation of the drive shaft 4 .
  • This screw mechanism is actuated due to the inertia of the hub 2 and the drive shaft 4 .
  • the propeller blades 6a, 6b are freely pivotable via bearing journals 12 transverse to the axis of rotation A.
  • the propeller blades 6a, 6b are pivoted in a synchronized manner along their propeller blade roots via a toothed rack 24.
  • the propeller blades 6a, 6b can also be controlled via the toothed rack 24.
  • the influencing of the propeller blades 6a, 6b is also initiated via a rod 26 which communicates with the rack 24.
  • This force which is only effective in one direction, makes it possible, for example, to fold in the propeller blades 6a, 6b while driving forward.
  • the hub 2, the propeller blades 6a, 6b and the toothed rack 24 can be made of any material and can in particular have plastic or metal alloys.
  • the thread 22 must be made of a metal alloy in order to withstand the torques and to ensure sliding on the threaded surface.
  • the thread 22 is preferably made of a material whose hardness differs from that of the hub 2 . This can prevent cold welding from occurring.
  • figure 11 shows a schematic side view of the folding propeller 10 according to the third embodiment of a second position Z220.
  • the propeller blades 6a, 6b are controlled via the rack 24 so that they are in the unfolded position Z2.
  • the folding propeller 10 is in a locked position, the second position Z220, which is achieved in that due to the mass inertia of the drive shaft 4 and the hub 2, the two components are screwed onto one another.
  • figure 12 12 is a schematic perspective view of a folding propeller 10 according to a fourth embodiment in an unfolded position.
  • the folding propeller 10 comprises a hub 2, which has a first hub element 2a and a second hub element 2b, the hub 2 being about an axis of rotation A is drivable.
  • the fourth embodiment further comprises two propeller blades 6a, 6b (6b not shown), which are arranged pivotably on the hub 2, and a propeller blade locking device coupled to the hub 2 in the form of a forced hub 28, which is set up to secure the propeller blades 6a, 6b, in to lock the unfolded position Z2.
  • the propeller blade locking device in the form of a forced hub 28 is designed to be movable relative to the hub 2, in particular the hub element 2b, in the direction of rotation D such that by utilizing a mass inertia that occurs when the hub 2 rotates, a movement of the propeller blade locking device in the form of a forced hub 28 is forced into a locking position Z20, in which the propeller blades 6a, 6b are locked.
  • the backward driving torque can be used for locking.
  • the two hub elements 2a and 2b can rotate freely within 90° to each other. This torsion is initiated and controlled by inertia.
  • the first hub element 2a there is a forced hub 28, which produces a stroke at the 90° rotation and thus drives a toothed rack 24 between the two propeller blades 6a, 6b and can thus control their end positions.
  • the fourth embodiment has an indentation 30 on the constraining hub 28, which is located at the trailing end of the 90° twist and thus acts as an additional resistance against folding.
  • the first hub element 2a, the constraining hub 28, the rack 24 and the propeller blades 6a, 6b have no material restrictions. These can include or consist of both plastic and metal alloys.
  • the only limitation of the hub element 2b is that it should be heavier than the hub element 2a in order to achieve optimal results.
  • the forced hub 28 and the rack 24 must be made of materials of different hardness to avoid cold welding.

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)
  • Pharmaceuticals Containing Other Organic And Inorganic Compounds (AREA)
  • Hydrogenated Pyridines (AREA)
  • Vibration Dampers (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)

Claims (15)

  1. Hélice à pales repliables (10), comprenant
    - un moyeu (2) qui peut être entraîné autour d'un axe de rotation (A) par l'intermédiaire d'un arbre de transmission (4),
    - au moins deux pales d'hélice (6a, 6b) montées pivotantes sur le moyeu (2) entre une position repliée (Z1) et une position déployée (Z2), et
    - un dispositif d'arrêt des pales d'hélice (8), qui est conçu pour bloquer les pales d'hélice (6a, 6b) dans la position déployée (Z2),
    caractérisé en ce que
    le dispositif d'arrêt des pales d'hélice (8) est mobile par rapport au moyeu (2) dans le sens de rotation (D) entre une position initiale (Z10) et une position d'arrêt (Z20).
  2. Hélice à pales repliables (10) selon la revendication 1, caractérisée en ce que le dispositif d'arrêt des pales d'hélice (8) est relié de manière rigide en rotation à l'arbre de transmission (4), le moyeu (2) étant détaché du dispositif d'arrêt des pales d'hélice (8) dans le sens de rotation (D), le dispositif d'arrêt des pales d'hélice (8) comprenant de préférence un manchon (14).
  3. Hélice à pales repliables (10) selon la revendication 2, caractérisée en ce que le moyeu (2) est conçu de manière mobile afin de pouvoir être déplacé de telle sorte que, lors de l'application d'un couple de rotation sur l'arbre de transmission (4), un mouvement du moyeu (2) de la position initiale (Z10) à la position d'arrêt (Z20) est forcé.
  4. Hélice à pales repliables (10) selon la revendication 1, caractérisée en ce que le moyeu (2) est relié à l'arbre de transmission (4) de manière rigide en torsion, le dispositif d'arrêt des pales d'hélice (8) est découplé du moyeu (2) dans le sens de rotation (D), le dispositif d'arrêt des pales d'hélice (8) comprenant de préférence un manchon (14).
  5. Hélice à pales repliables (10) selon la revendication 4, caractérisée en ce que le dispositif d'arrêt des pales d'hélice (8) est conçu de manière mobile de telle sorte qu'au moyen d'une utilisation d'une masse d'inertie qui apparaît lors de la rotation du moyeu (2), un mouvement du dispositif d'arrêt des pales d'hélice (8) est forcé d'une position initiale (Z10) à une position d'arrêt (Z20) dans laquelle les pales d'hélice (6a, 6b) sont bloquées.
  6. Hélice à pales repliables (10) selon la revendication 4 ou 5, caractérisée en ce que le dispositif d'arrêt des pales d'hélice (8) est conçu de manière mobile de telle sorte que son inertie de masse est utilisée de manière ciblée pour forcer le mouvement du dispositif d'arrêt des pales d'hélice (8) de la position initiale (Z10) à la position d'arrêt (Z20).
  7. Hélice à pales repliables selon l'une des revendications précédentes, caractérisée en ce que le sens de rotation (D) correspond à une marche arrière des pales d'hélice (6a, 6b).
  8. Hélice à pales repliables (10) selon l'une des revendications précédentes, caractérisée en ce que les pales d'hélice (6a, 6b) sont montées sur un tourillon de palier (12) disposé transversalement à l'axe de rotation (A).
  9. Hélice à pales repliables (10) selon l'une des revendications précédentes, caractérisée en ce que le dispositif d'arrêt des pales d'hélice (8) est conçu pour se trouver dans la position initiale (Z10) lorsque l'arbre de transmission (4) est à l'arrêt, auquel cas les pales d'hélice (6a, 6b) peuvent pivoter librement entre la position repliée (Z1) et la position déployée (Z2).
  10. Hélice à pales repliables (10) selon la revendication 2 ou la revendication 5, caractérisée en ce que le manchon (14) du dispositif d'arrêt des pales d'hélice (8) présente, dans la zone de chaque pale d'hélice (6a, 6b), une encoche (16) ainsi qu'un verrou (18), le verrou (18) étant de préférence formé à une extrémité en aval (20) du manchon (14).
  11. Hélice à pales repliables (10) selon l'une des revendications précédentes, caractérisée en ce que le dispositif d'arrêt des pales d'hélice (8) comprend une pente d'insertion (20) qui est configurée de telle sorte que, dans un état dans lequel le dispositif d'arrêt des pales d'hélice (8) n'est pas encore complètement dans la position d'arrêt (Z20), un repliement des pales d'hélice (6a, 6b) entraîne un retour du dispositif d'arrêt des pales d'hélice (8) dans sa position initiale (Z10).
  12. Hélice à pales repliables (10) selon l'une des revendications précédentes, caractérisée en ce que le dispositif d'arrêt des pales d'hélice (8) est fabriqué à partir d'une seule pièce, de préférence dans laquelle le dispositif d'arrêt des pales d'hélice (8) et/ou les pales d'hélice (6a, 6b) comprennent un matériau métallique.
  13. Hélice à pales repliables (10) selon l'une des revendications précédentes, caractérisée en ce que le dispositif d'arrêt des pales d'hélice (8) est conçu pour bloquer les pales d'hélice (6a, 6b) dans une position déployée (Z2) pendant un trajet de remorquage de l'hélice à pales repliables (10), de sorte qu'une autorotation des pales d'hélice (6a, 6b) a lieu, le dispositif d'arrêt des pales d'hélice (8) étant de préférence conçu pour permettre une autorotation des pales d'hélice (6a, 6b) pour la récupération d'énergie à partir d'environ 5 kn de trajet.
  14. Hélice à pales repliables (10) selon l'une des revendications précédentes, caractérisée en ce que les pales d'hélice (6a, 6b) sont conçues de telle sorte que l'ouverture initiale des pales d'hélice (6a, 6b) s'effectue en utilisant la force centrifuge, de préférence dans laquelle les pales d'hélice (6a, 6b) présentent un matériau métallique, en particulier un alliage de métaux.
  15. Propulsion pour un bateau avec une hélice à pales repliables (10) selon l'une des revendications 1 à 14.
EP21207957.8A 2020-11-12 2021-11-12 Hélice à pales rabattables Active EP4023545B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102020129938.9A DE102020129938A1 (de) 2020-11-12 2020-11-12 Faltpropeller

Publications (2)

Publication Number Publication Date
EP4023545A1 EP4023545A1 (fr) 2022-07-06
EP4023545B1 true EP4023545B1 (fr) 2023-06-28

Family

ID=78617285

Family Applications (1)

Application Number Title Priority Date Filing Date
EP21207957.8A Active EP4023545B1 (fr) 2020-11-12 2021-11-12 Hélice à pales rabattables

Country Status (7)

Country Link
US (1) US11667364B2 (fr)
EP (1) EP4023545B1 (fr)
CN (1) CN114475999A (fr)
DE (1) DE102020129938A1 (fr)
DK (1) DK4023545T3 (fr)
ES (1) ES2953148T3 (fr)
FI (1) FI4023545T3 (fr)

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US866369A (en) 1907-02-23 1907-09-17 Arthur W Learnard Propeller.
SE317601C (sv) * 1968-12-13 1973-04-26 C Goetmalm Automatiskt flöjlande propeller
SE381234B (sv) * 1972-10-05 1975-12-01 Alcometaller Ab Hopfellbar propeller
SE392855B (sv) * 1975-08-22 1977-04-25 S I Astrand Propeller med fellbara blad
SE7801345L (sv) 1978-02-06 1979-08-07 Hasselfors Stainless Anordning vid hopfellbara propellrar
AU4410679A (en) 1979-02-09 1980-08-14 Hasselfors Stainless A.B. Foldable propeller
SE8000362L (sv) * 1980-01-16 1981-07-17 Volvo Penta Ab Batpropeller med fellbara blad
IT1172650B (it) 1983-10-19 1987-06-18 Giovanni Fabio Elica a pale mobili angolarmente rispetto l'asse dell'ogiva mozzo per effetto dell'albero motore
JPS62192995U (fr) 1986-05-30 1987-12-08
DK145093D0 (da) * 1993-12-23 1993-12-23 Gori 1902 As Propel
DK178074B1 (en) * 2013-10-14 2015-05-04 Flexofold Aps Folding propeller
GB201415491D0 (en) * 2014-09-02 2014-10-15 Superprop Ltd Propeller

Also Published As

Publication number Publication date
CN114475999A (zh) 2022-05-13
DE102020129938A1 (de) 2022-05-12
EP4023545A1 (fr) 2022-07-06
ES2953148T3 (es) 2023-11-08
DK4023545T3 (da) 2023-08-21
US11667364B2 (en) 2023-06-06
US20220144398A1 (en) 2022-05-12
FI4023545T3 (fi) 2023-08-15

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