JP3252043B2 - Variable propeller for ships - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a propeller boss which is fitted to a propeller shaft which is supported by a propulsion unit main body and protrudes backward, and which is 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 via a plurality of blade shafts arranged in parallel so as to change the propeller diameter.

[0002]

2. Description of the Related Art A variable propeller for a ship in which the diameter or pitch angle of a propeller can be changed is already known as disclosed in, for example, JP-A-2-144287.

[0003]

The conventional variable propeller, whether of the variable diameter or variable pitch type, has an actuator for mechanically controlling all the propeller blades, and has a complicated structure. It was difficult to provide cheaply.

The present invention has been made in view of the above circumstances, and has a simple and inexpensive structure that can automatically rotate all propeller blades to adjust the propeller diameter without using a special actuator. It is an object of the present invention to provide a variable propeller.

[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. In order to increase the propeller diameter in accordance with the increase in centrifugal force acting on the blade, the propeller blades are rotated together with the blade shafts, and all the blade shafts are connected to one end of each blade shaft. The first feature is that the gears are synchronized with each other via a synchronizing device including a common synchronizing ring supported by the propeller boss so as to be rotatable about the axis of the propeller boss.

Further, in addition to the above-mentioned features, the present invention has a second feature that a torque limiting device that causes a slip when receiving a rotation torque of a predetermined value or more is interposed between the propeller shaft and the propeller boss.

[0007]

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

First, the first embodiment of the present invention shown in FIGS.
An example will be described. 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 drive gear 2 in front of the drive shaft 2 and a reverse gear mechanism 3. A propeller shaft 4 connected horizontally 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 front and rear gear mechanism 3 is of a well-known bevel gear type, and can move the propeller shaft 4 in the forward direction from the drive shaft 2 by moving the switching operation rod 6 parallel to the drive shaft 2 in the forward and reverse directions. The driving mode is switched to a reverse mode that can be driven in the direction.

In FIG. 1 and FIG. 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 has 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 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 body 17 is received by the flange 14a. .

In FIG. 2 and FIG. 3, the boss body 17 has three recesses 26 which are open at the outer peripheral surface and whose bottoms are 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 recess 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 and 29 with synthetic resin bushes. 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 in the rear opening of the rear bearing hole 29. The flange 33a is pressed from the rear to hold 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 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 FIGS. 2, 4, 5 and 7, the synchronizer 41 comprises a crank 42 integrally connected to 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 U-shaped engagement grooves 45 opened on the inner peripheral surface, and the crank pin 42b is slidably fitted therein. The external shape of the synchronous ring 43 is substantially triangular so as not to cover the three exhaust paths 30 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 housed. 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.

Next, the operation of this embodiment will be described.
Propeller shaft 4 from drive shaft 2 via front and reverse gear mechanisms 3
Is driven, 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 to the propeller blade 32, so that the propeller blades 32 rotate together with the propeller boss 12 and thrust. Occurs.

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 rotational speed of the propeller boss 12 increases beyond a certain value, all the propeller blades 32 balance the centrifugal force acting on them with the water drag and the repulsive force of the return spring 49. Open up to the point. 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, so that the difference in centrifugal force acting on each propeller blade 32, the drag of water, and the variation of the opening angle due to other external factors are eliminated, and the propeller 5 is always driven. Performance can be stabilized.

When a small obstacle such as a floating object hits a certain propeller blade 32 during navigation, an 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 main body 1. The exhaust gas flows from the exhaust outlet 13 of the bearing holder 10 to 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 passage 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 accommodates 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.

FIG. 8 shows a second embodiment of the present invention.
Instead of the thrust washer 22 of the previous embodiment, a flange 23a is formed on a nut 23 for fixing the sleeve 18 and the extension collar 21 to the propeller shaft 4, and the boss body 17 is formed.
The flange 23a receives the rear thrust acting on the flange 23a. Since other configurations are substantially the same as those of the previous embodiment, the same reference numerals in the drawing denote parts corresponding to those of the previous embodiment.

FIGS. 9 and 10 show a third embodiment of the present invention. In order to eliminate the extension collar 21 in the previous embodiment, the rear end of the sleeve 18 is brought into contact with the front surface of the thrust washer 22. It has been extended. Boss body 1
7 is positioned at the rear end of the diffuser tube 39.
Are mounted on the thrust washer 22 through the mounting plate 46 of the first embodiment. Further, the arc-shaped relief 44 for receiving the crank pin 42b of the synchronizing device 41 is formed so as to reach the inner peripheral side of the positioning boss 17a, so that the synchronizing device 41 can be made more compact. The other configuration is the same as that of the first embodiment. Therefore, in the figure, portions corresponding to those of the first embodiment are denoted by the same reference numerals.

FIGS. 11 to 13 show a fourth embodiment of the present invention. The propeller boss 12 is integrally provided with a diffuser tube 39, and a guide tube protruding rearward from a circular synchronous ring 43 is provided on an inner peripheral surface of a synthetic resin bush 52 fitted on an inner peripheral surface of the diffuser tube 39. The bush 52 and the rear end of the guide tube 53 are pressed via a washer 55 by a circlip 54 locked on the inner peripheral surface of the diffuser tube 39. A coil portion 49a of a return spring 49 is provided along the inner peripheral surface of the guide cylinder 53, and locking claws 49b, 49b at both ends thereof are provided.
The locking hole 5 of the synchronization ring 43 and the diffuser tube 39
6, 57 respectively.

At the front of the propeller boss 12, a positioning boss 12a rotatably supported by the thrust ring 14 is formed. On the other hand, a flange 58 that receives the rear thrust of the propeller boss 12 is formed on the extension collar 21 supported by the thrust washer 22. Further, the extension collar 21 has a long shaft nut 23 screwed to the propeller shaft 4.
Is extended, and the split pin 24 is inserted into the extension cylinder 59 and the long nut 23.

The land 27 is attached to the circular synchronous ring 43.
An exhaust hole 60 that matches the exhaust path 30 is formed.

The other structure is substantially the same as that of the first embodiment. In the figure, the same reference numerals are given to the portions corresponding to the first embodiment.

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 blades 32 used may be two or four.

[0044]

As described above, according to the first feature 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. The propeller blades rotate together with the blade shafts to increase the propeller diameter according to the increase in working centrifugal force, and all blade shafts are connected to the crank connected to one end of each blade shaft and the crankpin of each crank. Since they were engaged with each other via a synchronizing device consisting of a common synchronizing ring supported by the propeller boss so as to be able to engage and rotate around the axis of the propeller boss, the centrifugal force acting on each propeller blade was reduced. Utilization allows automatic control of the propeller diameter without the need for special actuators. The rotation angle of the blades, regardless of the respective individual difference, it is possible to uniformly control. Therefore, a variable propeller with a simple structure and stable performance can be provided at low cost.

According to the second feature of the present invention, since a torque limiting device that causes slippage when receiving a rotation torque of a predetermined value or more is interposed between the propeller shaft and the propeller boss,
When an obstacle collides with one propeller blade, the impact force of the obstacle is distributed to all other propeller blades via the synchronizer and is absorbed by the operation of the torque limiting device. As a result, each part of the propeller and the power transmission system can be effectively protected from the impact force.

[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 shows a second embodiment of the present invention and is a longitudinal sectional view of a main part of a propeller.

FIG. 9 shows a third embodiment of the present invention and is a longitudinal sectional view of a propeller unit.

FIG. 10 is an exploded perspective view of a main part of the propeller of FIG. 9;

FIG. 11 shows a fourth embodiment of the present invention, and is a longitudinal sectional view of a propeller unit.

FIG. 12 is a sectional view taken along line 12-12 of FIG. 11;

FIG. 13 is a plan view of the synchronization ring shown in FIG. 11;

[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: Synchronizer 42: Crank 42a: Crank arm 42b: Crank pin 43: Synchronous ring D: Propeller diameter

Continuation of the front page (56) References JP-A-6-127472 (JP, A) JP-A-2-120200 (JP, A) JP-A-2-144287 (JP, A) (58) Fields investigated (Int) .Cl. ⁷ , DB name) B63H 1/20 B63H 23/34 B63H 3/00

Claims (2)

(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) are surrounded by a plurality of blade shafts (33) arranged parallel to 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 (32) are connected to the blade shaft (33) so as to increase the propeller diameter (D) in accordance with an increase in centrifugal force acting on the propeller blades (32). ), And all blade shafts (33) are engaged with cranks (42) connected to one end of each blade shaft (33) and crank pins (42b) of each crank (42). A synchronizing device (41) comprising a common synchronizing ring (43) supported on the propeller boss (12) so as to be rotatable about the axis of the propeller boss (12).
A variable propeller for a ship, characterized in that the propellers are synchronized with each other via a. 2. The torque limiting device according to claim 1, further comprising a torque limiting device that generates a slip when a rotational torque greater than a predetermined value is applied between the propeller shaft and the propeller boss. A variable propeller for ships, characterized by the following.