JP3247562B2 - Variable propeller for ships - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION The present invention relates to a propeller boss fitted and connected to a propeller shaft supported by a propulsion unit main body and protruding rearward, the propeller boss being surrounded by the propeller boss and being connected to the propeller boss. The present invention relates to a variable propeller for a ship, in which a plurality of propeller blades are rotatably mounted to change a propeller diameter by using a plurality of blade shafts arranged along the propeller blades.

[0002]

BACKGROUND OF THE INVENTION Such variable propellers are already known, for example, as disclosed in U.S. Pat. No. 3,565,544.

[0003]

In the variable propeller disclosed in the above-mentioned document, each propeller blade is independent.
It rotates so as to change the propeller diameter by the balance between the centrifugal force acting on it and the drag of water. In such a case, partial conditions change during cruising, such as during shallow cruising or sudden turning It is feared that the partial cavitation generated in the above-described method causes the opening angle of each flange blade to vary, or to fluctuate so as to repeat the increase and decrease of the opening angle, thereby impairing the rotational smoothness of the propeller.

[0004] The present invention has been made in view of such a point, and regardless of a partial change in conditions during traveling, all propeller blades are always controlled equally using centrifugal force. It is an object of the present invention to provide a variable propeller capable of precisely adjusting a propeller diameter.

[0005]

SUMMARY OF THE INVENTION In order to achieve the above object, the present invention relates to a propeller blade having a plurality of propeller blade bosses respectively connected to a plurality of blade shafts rotatably supported by a propeller boss. The propeller blades rotate with the blade shaft in the opening direction to increase the propeller diameter in accordance with the increase in centrifugal force acting on the blade shaft, and a plurality of blade shafts connected to one end of each blade shaft; A synchronous ring that is slidably engaged with the crank pin of the propeller boss so as to be rotatable about the axis of the propeller boss, and synchronized with each other via a synchronizing device including a synchronizing ring supported by the propeller boss. A return spring, which urges the propeller blade in the closing direction in which the propeller diameter decreases, is connected to the synchronization ring, and the engagement point of the synchronization ring and the crankpin is In accordance with an increase in the opening angle at a large area of the opening angle of the propeller blades even without, the first characterized in that the away from the straight line connecting the centers of the central and blade axis of the synchronizing ring.

Further, in the present invention, in addition to the first feature, a second feature is that the synchronous ring is provided with a set load adjusting means capable of adjusting the set load of the return spring.

According to the present invention, in addition to the second feature, the return spring is constituted by a torsion coil spring, the coil portion is arranged coaxially with the synchronization ring, and both ends thereof are associated with the propeller boss and the synchronization ring, respectively. Stopping is a third feature.

According to the present invention, in addition to the third feature, a plurality of locking portions for locking the return spring are provided on the synchronous ring at different circumferential positions of the ring. 4
The feature of.

[0009]

According to a first feature of the present invention, when the propeller rotates, each propeller blade opens to increase the propeller diameter as the centrifugal force acting on it increases. At this time, the opening angle of the plurality of propeller blades can be controlled uniformly at all times by a simple synchronizing device including the crank and the synchronizing ring. When the opening angle of the propeller blade increases, the tendency of the opening direction torque of the propeller blade to increase due to centrifugal force matches the tendency to increase the closing direction torque of the propeller blade due to the load of the return spring. The propeller diameter can be accurately increased according to the condition.

According to the second feature of the present invention, the opening start timing (propeller rotation speed) of the plurality of propeller blades can be arbitrarily set by adjusting the set load of the return spring.

Further, according to the third feature of the present invention, the spring constant can be arbitrarily set in a wide range by selecting the coil diameter, the number of turns of the coil, and the wire diameter of the return spring. As a result, a stable closing direction torque can be always applied to the propeller blade.

According to a fourth aspect of the present invention,
The set load of the return spring can be adjusted only by changing the locking position of the return spring to the synchronous ring.

[0013]

An embodiment of the present invention will be described below with reference to the drawings.

First, in FIG. 1, a propulsion unit 1 of an outboard motor attached to a transom of a ship includes a vertically arranged drive shaft 2 driven by an engine (not shown), and a front and a reverse gear of the drive shaft 2. A horizontally disposed propeller shaft 4 connected via a mechanism 3 is supported, and a variable-diameter type propeller 5 is mounted on a portion of the propeller shaft 4 protruding rearward from the propulsion unit main body 1.

The forward / reverse gear mechanism 3 is of a well-known bevel gear type, and is formed by raising and lowering a switching operation rod 6 parallel to the drive shaft 2.
The drive shaft 2 is switched between a forward mode in which the propeller shaft 4 can be driven in the forward direction and a reverse mode in which the propeller shaft 4 can be driven in the reverse direction.

In FIGS. 1 and 2, a bearing holder 10 for holding a pair of front and rear bearings 8 and 9 for supporting a propeller shaft 4 is fitted into a mounting hole 7 opened on the rear surface of the propulsion unit main body 1. At the same time, a ring nut 11 for pressing it from behind is screwed. Bearing holder 10
Is a large-diameter cylindrical portion 10a for holding the front ball bearing 8
And the small-diameter cylindrical portion 1 holding the rear needle bearing 9
0b, and the two cylindrical portions 10a, 10b are tapered cylindrical portions 1
0c are integrally connected to each other. In addition, small diameter cylinder 1
0b is integrally formed with a flange 10d protruding from its outer peripheral surface and pressed by a ring nut 11. The flange 10d communicates with the exhaust port of the engine via the hollow portion 1a of the propulsion unit body 1. Multiple exhaust outlets 1
3 are provided.

The structure of the variable diameter propeller 5 will be described with reference to FIGS.

In FIG. 2, a thrust ring 14 is fitted to the propeller shaft 4 via a spline 15 adjacent to the rear end of the bearing holder 10. The thrust ring 14 abuts on the tapered surface 4a of the propeller shaft 4 and is prevented from moving forward.

Behind the thrust ring 14,
The boss body 17 of the propeller boss 12 is connected to the propeller shaft 4 via a torque limiting device 16. The torque limiting device 16 and the boss main body 17 are arranged concentrically around the propeller shaft 4 so as to overlap.

The torque limiting device 16 is a sleeve 1 detachably fitted to the propeller shaft 4 via a spline 19.
8 and a damper rubber 20 baked on the outer peripheral surface of the sleeve 18 and pressed into the inner peripheral surface of the boss body 17. Thus, the damper rubber 20 is connected to the boss main body 17 with a predetermined frictional force, and when receiving a rotational torque equal to or more than a predetermined value, slips between the damper rubber 20 and the boss main body 17.

An extension collar 21 abutting on the rear end of the sleeve 18 is spline-fitted to the propeller shaft 4, and a nut 23 for pressing the rear end of the extension collar 21 through a thrust washer 22 having a larger diameter. Is screwed to the rear end of the propeller shaft 4. Then, a split pin 24 for preventing loosening is inserted into the nut 23 and the propeller shaft 4. still,
The extension collar 21 may be integrated with the sleeve 18.

The boss body 17 is provided with a positioning boss 17a projecting rearward from an end wall covering the rear end of the damper rubber 20 and rotatably fitted to the extension collar 21, whereby the boss body 17 with respect to the propeller shaft 4 is provided. The concentric position is maintained. The positioning boss 17a is formed in a cylindrical shape so as to surround the thrust washer 22, and
A shoulder 25 facing the front surface of the thrust washer 22 is provided on the inner peripheral surface of the thrust washer 22. The thrust washer 22 is received by the thrust washer 22 via the shoulder 25. . In this case, a flange may be formed on the outer periphery of the rear end of the extension collar 21, and this flange may be brought into contact with the shoulder 25.

The front end face of the boss main body 17 is opposed to a flange 14a formed on the outer periphery of the thrust ring 14, so that the front thrust applied to the boss main body 17 is received by the flange 14a. .

In FIGS. 2 and 3, the boss body 17 has three recesses 26 which are open at the outer peripheral surface and whose bottom surface is arranged at equal intervals in the circumferential direction with the bottom surface close to the outer peripheral surface of the damper rubber 20. A pair of bearing holes 28, 29 opened on both end walls in the front-rear direction of the vehicle 26 and three exhaust passages 30 axially penetrating a land 27 sandwiched between adjacent recesses 26.
And a cylindrical portion 31 for communicating between the exhaust passage 30 and the exhaust outlet 13. The cylindrical portion 31 is rotatably inserted into a rear opening of the mounting hole 7.

A boss 32a of a propeller blade 32 is accommodated in each concave portion 26 of the boss body 17, and both front and rear ends of a blade shaft 33 which is spline-fitted to the boss 32a are fitted in the bearing holes 28, 29 with bushes made of synthetic resin. It is rotatably supported via 34 and 35. Thus, the three blade shafts 33 are arranged parallel to and surrounding the propeller shaft 4.

Each blade shaft 33 is provided with a flange 33a rotatably housed in a circular concave portion 36 formed at the rear opening of the rear bearing hole 29. The flange 33a is pressed from the rear to press the blade shaft 33. Is fixed to the rear end face of the propeller boss 12 by bolts 38 described later. Presser plate 3
7 is provided with an exhaust hole 30 a that matches the exhaust path 30.

Thus, each propeller blade 32 is
As shown in the figure, the closed position A where the propeller diameter D is minimized.
And the opening position B that maximizes the blade axis 3
3, and the closed position A and the open position B are regulated by the propeller blade 32 abutting on the inner wall of the concave portion 26.

As shown in FIGS. 2, 6 and 7, the propeller boss 12 is constructed by fitting a thin diffuser tube 39 to the rear end of the boss main body 17 so that the outer peripheral surfaces of both tubes are continuous. Is done. A mounting plate 46 is welded to the inner peripheral wall of the diffuser tube 39, and is attached to the distance collar 4.
The boss body 17 is fixed to the rear end face of the boss body 17 with a bolt 48 so as to sandwich the boss 7 and the holding plate 37. An exhaust hole 30 b is formed in the mounting plate 46 at a position corresponding to the exhaust path 30. The mounting plate 46 is disposed so as to define a synchronization chamber 40 between the mounting plate 46 and the rear end face of the boss body 17.
At 0, a synchronizing device 41 for synchronizing all the propeller blades 32 with each other is configured.

That is, as shown in FIG. 2, FIG. 4, FIG. 5 and FIG. 7, the synchronizer 41 comprises a crank 42 integrally provided at the rear end of each blade shaft 33 and the positioning boss 17a.
And a single synchronous ring 43 rotatably supported on the outer periphery of the diffuser tube 39. The rear surface of the ring 43 is pressed by the mounting plate 46 of the diffuser tube 39, and the ring 43 is prevented from being detached from the positioning boss 17a.

The crank arm 42a of the crank 42 is bent from the blade shaft 33 toward the propeller shaft 4.
The crank pin 42b at the tip is connected to the positioning boss 1
It is swingably received in an arc-shaped relief 44 formed on the outer periphery of 7a. On the other hand, the synchronizing ring 43 is provided with three radially extending U-shaped engaging grooves 45 that are opened on the inner peripheral surface, and the crank pins 42b are slidably fitted therein. Further, the synchronous ring 43 has three exhaust passages 3.
The outer shape is substantially triangular so that 0 is not covered from behind. Thus, all the blade shafts 33 can rotate in synchronization by regulating the rotation angles of the blade shafts 33 via the respective cranks 42 and the common synchronization ring 43.

In the synchronizing chamber 40, a return spring 49 for urging all the propeller blades 32 toward the closed position A via a synchronizing device 41 is accommodated. The return spring 49 is constituted by a torsion coil spring. The coil portion 49a is disposed along the inner peripheral surface of the diffuser tube 39 so as to surround all the cranks 42, and is formed at both front and rear ends of the coil portion 49a. The locking claws 49b, 49c
The retaining plate 37 and the locking ring 50 are engaged with locking grooves 50 and 51 formed in the synchronization ring 43, respectively.

When the propeller shaft 4 is driven from the drive shaft 2 via the forward / reverse gear mechanism 3, the driving torque is transmitted to the propeller boss 12 via the sleeve 18 and the damper rubber 20 and further from the blade shaft 33. Propeller blade 32
The propeller blades 32 rotate together with the propeller boss 12 to generate thrust.

In the low-speed rotation range of the propeller boss 12, all the propeller blades 32 are held at the closed position A via the synchronizing device 41 by the force of the return spring 49 and the reaction of water, and the propeller diameter D Is minimized, the generated thrust is relatively small, and trolling can be easily performed.

Thereafter, when the rotation speed of the propeller boss 12 rises beyond a certain value, all the propeller blades 32 open the opening direction torque due to the centrifugal force and the closing direction due to the reaction force of the water and the load of the return spring 49. Open up to the point where the torque is balanced. Then, when entering a predetermined high-speed rotation region, the maximum opening position B is reached and the propeller diameter D is maximized, so that a large thrust is generated to enable high-speed cruising.

By the way, all the propeller blades 32
Are interlocked with each other by the synchronizing device 41 as described above. Therefore, regardless of changes in the external conditions for the propeller blades 32, the dispersion of their opening angles is eliminated, and the performance of the propeller 5 is always stabilized. Can be achieved.

When a small obstacle such as a floating object hits a certain propeller blade 32 during navigation, the impact force is applied to the synchronizer 4.
Distributed to all other propeller blades 32 via 1;
Then, torsional deformation occurs in the damper rubber 20, and the impact force applied to the propeller blade 32 can be reduced. When a large obstacle such as a rock hits the propeller blade 32, a slip occurs between the damper rubber 20 and the boss body 17 a, and the propeller shaft 4 idles with respect to the propeller boss 12. In addition, overload of the power transmission system can be cut off.

Exhaust gas from an engine (not shown) is discharged into the hollow portion 1a of the propulsion unit 1, and the exhaust gas passes through the exhaust outlet 13 of the bearing holder 10 and the boss main body 17.
Is discharged to the three exhaust passages 30, and sequentially passes through the exhaust holes 30a of the holding plate 37, the synchronization chamber 40, and the exhaust holes 30b of the mounting plate 46, that is, the inside of the diffuser pipe 39. And is discharged into the water. As described above,
The delivery of the exhaust gas from the propulsion device body 1 to the three exhaust paths 30 of the boss body 17 is performed in the cylindrical portion 31 at the front end of the boss body 17, so that the propeller boss 12 is rotating,
The exhaust gas can be evenly distributed to the three exhaust paths 30.

Further, each exhaust passage 30 is provided between the land 27 of the boss body 17, ie, the boss 3 of the propeller blade 32.
Since it is formed so as to pass between the three concave portions 26 accommodating the propeller boss 12a, the propeller boss 12a is not obstructed by the boss 32a and the blade shaft 33 supporting the boss 32a.
It is possible to secure a necessary and sufficient cross-sectional area without increasing the diameter of the exhaust gas, thereby contributing to reduction of exhaust resistance in combination with uniform distribution of exhaust gas.

On the other hand, the blade shaft 33 can be supported at both ends by a pair of front and rear bearing holes 28 and 29 without being obstructed by the exhaust path 30, and can firmly support the propeller blade 32.

The damper rubber 20 of the torque limiting device 16
Are arranged concentrically with the boss body 17, so that the boss body 17 can be formed to have an axial length substantially equal to that of a normal propeller having a fixed blade. Therefore,
Mounting on a relatively short propeller shaft on which a normal type propeller is mounted becomes possible. Moreover, the propeller blade 32
Is inserted into the concave portion 26 on the outer peripheral surface of the boss body 17.
And the blade shaft 3 parallel to the propeller shaft 4
3 and a variable diameter type, it is possible to minimize the increase in the diameter of the boss body 17 while ensuring a sufficient capacity of the torque limiting device 16.

In the synchronizing device 41, the crank arm 4
2a is bent from the rear end of the blade shaft 33 toward the propeller shaft 4, and the crank pin 42b is received in the relief recess 44 on the outer periphery of the positioning boss 17a of the propeller boss 12, and the common synchronous ring 43 is shared by the crank pin 42b. Since the engagement is performed, the diameter of the synchronization ring 43 can be reduced, and the overall size of the synchronization device 41 can be reduced. This can be easily accommodated in the narrow synchronization chamber 40 in the diffuser tube 39.

Further, the synchronous chamber 40 contains a common return spring 49 for urging the synchronous ring 43 in the closing direction of all the propeller blades 32 while surrounding the crank arm 42b. One return spring 49 is sufficient, and is protected from obstacles together with the synchronizer 41.

Next, the setting of the relative positions of the cranks 42 and the synchronization ring 43 of the synchronization device 41 will be described.

First, in FIG. 8, the return spring 49 is synchronized.
Ring 43 is centered on the ring O₁Rotate clockwise around
Energizing, the crank 42 is the opening angle of the propeller blade 32
The center O of the blade shaft 33 with increasing degree_TwoWatch around
In the same direction due to the load P of the return spring 49.
The engagement groove 51 of the initial ring 43 and the crank pin of the crank 42
The point of engagement with the pin 42b is indicated by Q. Thus, this engagement point Q
At the closed position A of the propeller blade 32 (see FIG. 3).
Is the center O of the synchronization ring 43 as shown in FIG. ₁And
Center O of the blade shaft 33_TwoNear the straight line R connecting between
Is slightly away from the straight line R in the direction of the load P of the return spring 49.
It is set at position a, and at its open position B (see FIG. 3).
Moves from the straight line R in the direction opposite to the above as shown in FIG.
It is set at a position b far away. Therefore, the propeller
Blade 32 rotates from closed position A to open position B
In between, the relative sliding of the crank pin 42b and the engagement groove 45
Accordingly, the engagement point Q shifts from the position a to the position b.

Here, the closing shaft torque of the blade shaft 33, that is, the propeller blade 32 due to the load of the return spring 49, is obtained, and how it changes as the engagement point Q moves from the position a to the position b. Think.

As shown in FIGS. 8 to 10, P: load applied to the synchronization ring 43 by the return spring 49 L ₁ : arm length from the center O ₁ of the synchronization ring 43 to the engagement point Q L ₂ : blade shaft 33 arm from the center O ₂ until the engagement point Q of length L _3: center arm length from O ₁ to the point of application of load P of the synchronizing ring 43 T: reaction force occurring perpendicularly to the arm of L ₁ in the engagement point Q P _1: the engagement point Q by the reaction force generated perpendicular to the arm of L ₂ theta: declination M _T both reaction force T, the line of action of P ₂ eggplant: torque M _O occurs synchronizer ring 43 by the load P: load P As a result, the following equation is established assuming the torque generated on the blade shaft 33 by

P ₁ = M _O / L ₂ ... (1) T = P ₁ / cos θ (2) = M _O / (L _{2 · cos θ) ............... (3} ) M T = M O · L 1 / (L 2 · cos θ) ...... (4) P = M O · L 1 / (L 2 · L 3 · cos θ) (5) Thus, as is apparent from the above equations (3) and (4), the closing direction torque M _O of the blade shaft 33 due to the load P of the return spring 49 is L ₁ / L ₂ and cos θ
As shown in FIG. 9, while the engagement point Q shifts from the position a to the position b, the change amount of L ₁ / L ₂ is small and the change amount of θ is large. In particular, θ greatly increases after the engagement point Q exceeds the straight line R. Accordingly, while the load P of the return spring 49 increases linearly during this time, the closing torque M _O of the blade shaft 33 increases slowly. Alternatively, the torque starts decreasing at a certain point (see FIG. 11).

By the way, when the opening angle of the propeller blade 32 increases with an increase in the centrifugal force, the increase in the opening direction torque exerted on the propeller blade 32 by the centrifugal force due to the movement of the center of gravity generally becomes slow. is there.

Therefore, if the closing direction torque of the propeller blade 32 due to the load of the return spring 49 increases linearly in proportion to the increase of the opening angle of the propeller blade 32, the propeller blade 32 becomes higher than the height of the propeller 5. It becomes difficult to open in the rotation range, and high thrust may not be exhibited as intended.

However, in the present invention, as described above, as the opening angle of the propeller blade 32 increases, the torque in the closing direction of the propeller blade 32 due to the return spring 49 increases slowly. The propeller blade 32 smoothly opens in accordance with the increase in the number of propeller rotations even in a high rotation range, reliably increasing the propeller diameter D, and exhibits a predetermined high thrust even in a high rotation range. be able to.

FIG. 12 shows a second embodiment of the present invention. A plurality of locking grooves 51 ₁ , 51 ₂ , and 51 ₃ are provided on the outer periphery of a synchronous ring 43 in a circumferential direction. The configuration is the same as that of the previous embodiment except that one of the locking claws 49c can be selectively locked therewith. deep.

According to this embodiment, a plurality of locking grooves 51 _{1 are provided.}
Simply by changing the locking position of the locking pawl 49c with respect to 51 _3, it is possible to adjust the set load, thus opening start time of the propeller blades 32 of the return spring 49 (propeller speed).

In each of the above embodiments, various design changes can be made without departing from the gist of the present invention. For example, the number of propeller run-outs 32 can be two or four. In addition to the variable propeller 32, a fixed propeller blade can also be provided along with the propeller boss 12.

[0054]

As described above, according to the first aspect of the present invention, the bosses of a plurality of propeller blades are respectively connected to a plurality of blade shafts rotatably supported by the propeller boss, and the propeller blades are connected to the propeller blades. In order to increase the propeller diameter in accordance with the increase in working centrifugal force, the propeller blade is rotated with the blade shaft in the opening direction to increase the propeller diameter, and a plurality of blade shafts are connected to one end of each blade shaft. A synchronizing device including a synchronizing ring supported on the propeller boss so as to be rotatable about the axis of the propeller boss by slidably engaging the crank pin in a radial direction and synchronizing with each other via a synchronizing device. A return spring, which urges the blade in the closing direction in which the diameter of the propeller decreases, is connected to the synchronization ring, and the engagement point between the synchronization ring and the crank pin is at least In the region where the opening angle of the propeller blade is large, the opening angle of all propeller blades is reduced by a simple synchronizing device that moves away from the straight line connecting the center of the synchronization ring and the center of the blade axis according to the increase in the opening angle. Irrespective of the partial condition change, the control is always performed uniformly, and the smooth rotation of the propeller can be ensured. In particular, when the opening angle of the propeller blade increases, the tendency of the opening direction torque of the propeller blade to increase due to centrifugal force matches the tendency of the closing direction torque of the propeller blade to increase due to the load of the return spring, and the rotation speed of the propeller increases. Accordingly, the diameter of the propeller can be accurately increased, and the output performance can be improved.

According to the second feature of the present invention, the synchronous ring is provided with a set load adjusting means capable of adjusting the set load of the return spring. Therefore, by adjusting the set load of the return spring, all the propellers can be adjusted. The opening start time of the blade can be arbitrarily set, and therefore, adjustment or change of the propeller characteristics can be easily performed without replacing the return spring.

Further, according to the third feature of the present invention, the return spring is constituted by a torsion coil spring, the coil portion is arranged coaxially with the synchronous ring, and both ends thereof are respectively engaged with the propeller boss and the synchronous ring. Therefore, the spring constant can be arbitrarily selected within a wide range by selecting the coil diameter, the number of coil turns, and the wire diameter of the return spring. Therefore, it is easy to manufacture various propellers having different characteristics, and furthermore, the synchronous ring , It is possible to always apply a stable closing direction torque to the propeller blade.

According to a fourth feature of the present invention,
A plurality of locking portions that can lock the return spring on the synchronization ring,
Since the ring is provided at a different circumferential position, a simple operation of changing the locking position of the return spring to the synchronous ring can be used to adjust the set load of the return spring and thus the opening start timing of the propeller blade. Can be.

[Brief description of the drawings]

FIG. 1 is a partial longitudinal side view of a main part of a marine propulsion device provided with a variable propeller according to a first embodiment of the present invention.

FIG. 2 is an enlarged longitudinal sectional view of a propeller unit in FIG.

FIG. 3 is a sectional view taken along line 3-3 of FIG. 2;

FIG. 4 is a sectional view taken along line 4-4 of FIG. 2;

FIG. 5 is a sectional view similar to FIG. 4 with some parts removed.

FIG. 6 is a view taken in the direction of arrow 6 in FIG. 2;

FIG. 7 is an exploded perspective view of a main part of the propeller.

FIG. 8 is an enlarged cross-sectional view corresponding to FIG. 4, showing the synchronization device with the propeller blade closed.

FIG. 9 is a similar cross-sectional view showing the synchronizer with the propeller blade open.

FIG. 10 is a schematic geometric view of the synchronization device.

FIG. 11 is a characteristic diagram of the synchronization device.

FIG. 12 is a cross-sectional view of a propeller unit corresponding to FIG. 8 and showing a second embodiment of the present invention.

[Explanation of symbols]

1 Propeller main body 4 Propeller shaft 5 Propeller 12 Propeller boss 16 Torque limiting device 32 Propeller blade 32a Boss 33: Blade shaft 41: Synchronizing device 42: Crank 42a: Crank arm 42b: Crank pin 43: Synchronous ring 45: Engagement groove 49: ··· Return spring 51 ··· Lock groove 51 _{1 to} 51 ₃ ··· Lock groove A ································ Open position of propeller blade ····· Propeller diameter O ₁ ····· Rotation center of synchronization ring 43 O ₂ ····· Rotation center of blade shaft 33 R ····· Straight line connecting centers O ₁ and O ₂ ..Engagement points

──────────────────────────────────────────────────続 き Continuation of the front page (72) Inventor Taro Fukuda 1-4-1 Chuo, Wako-shi, Saitama Pref. Honda Technical Research Institute Co., Ltd. (56) References JP-A-6-127472 (JP, A) Sho Akai 56-127195 (JP, U) Japanese Utility Model Showa 61-103292 (JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB name) B63H 1/12 B63H 3/00

Claims (4)

(57) [Claims] A propeller boss (12) is fitted and connected to a propeller shaft (4) supported by a propulsion unit body (1) and projecting backward. A plurality of propeller blades (3) via a plurality of blade axes (33) surrounding and disposed along the axis thereof.
In the variable propeller for a ship, which is rotatably mounted so as to change the propeller diameter (D) by these, a plurality of blade shafts (33) rotatably supported by a propeller boss (12). The bosses (32a) of the propeller blades (32) are connected to each other, and the propeller blades (3) are opened in the opening direction to increase the propeller diameter (D) in accordance with the increase in the centrifugal force acting on the propeller blades (32).
2) is rotated together with the blade shaft (33), and a plurality of blade shafts (33) are connected to one end of each blade shaft (33).
A synchronizing ring (43) supported on the propeller boss (12) so as to slidably engage with the crank pin (42b) in the radial direction and rotate about the axis of the propeller boss (12). A return spring (49) for synchronizing and interlocking with each other via (41) and urging the plurality of propeller blades (32) in the closing direction in which the propeller diameter (D) decreases is connected to the synchronization ring (43). And the engagement point (Q) between the synchronization ring (43) and the crankpin (42b).
But straight line at least propeller blades (32) opening in accordance with an increase in the opening angle at an angle of greater area of, connecting the center (O ₂₎ of the center of the synchronizing ring (43) (O ₁₎ and blade shaft (33) A variable propeller for ships, characterized in that it is kept away from (R). 2. A set load adjusting means (51 ₁ , 51 ₂ , 5) for adjusting the set load of a return spring (49) on a synchronous ring (43).
Characterized in that a 1 _3), marine variable propeller. 3. The method according to claim 2, wherein the return spring (49) comprises a torsion coil spring.
The coil part (49a) is arranged coaxially with the synchronization ring (43), and both ends (49 ₁ , 49 ₂ ) are locked to the propeller boss (12) and the synchronization ring (43), respectively. Variable propeller for ships. 4. The device according to claim 3, wherein a plurality of locking portions (51 ₁ , 51 ₂ , 51 ₃ ) capable of locking a return spring (49) are attached to the synchronization ring (43). 43) A variable propeller for a ship, wherein the variable propeller is provided at a different circumferential position.