JPH06336195A - Variable-diameter propeller for ship - Google Patents

Abstract

PURPOSE:To change or adjust the revolving speed-diameter characteristic of a propeller by merely replacing at least part of the bobs provided on propeller blades with those having different weight in the variable-diameter propeller increasing the propeller diameter in response to the increased centrifugal force of the propeller blades. CONSTITUTION:A rear bob 45r acting as a streamlined rear half section is removably connected to a front bob 45f acting as a streamlined front half section provided at the rear edge section in the rotating direction of each propeller blade 31 via the screwing or pressing-in between a fitting hole 50 and a connecting shaft section 51.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a propeller shaft which is supported by a main body of a propulsion machine and projects rearwardly of the propeller boss. The propeller boss is connected to the propeller boss. The present invention relates to a variable diameter propeller for a ship, in which blades are pivotally supported so as to be capable of opening and closing so as to expand the propeller diameter in accordance with an increase in centrifugal force received by them.

[0002]

2. Description of the Related Art Such a variable diameter propeller is disclosed in, for example, U.S. Pat. No. 3,565,544.
Already known.

[0003]

Conventionally, when changing or adjusting the rotational speed-diameter characteristic of a variable diameter type propeller, the propeller blade itself is exchanged with one having a different weight, or the propeller blade of the propeller blade is changed. The return spring is replaced with one with a different set load. However, such replacement work is extremely troublesome.

The present invention has been made in view of such circumstances, and a variable-diameter propeller in which the rotation speed-diameter characteristic of the propeller can be easily changed or adjusted by replacing the weight attached to the propeller blade. The purpose is to provide.

[0005]

In order to achieve the above object, the present invention provides a streamlined weight on the trailing edge of the propeller blade in the rotational direction, and at least a part of the weight is removable. It is characterized in that it is configured in.

In addition to the first feature of the present invention, the present invention is combined with a front weight which is integrally formed with the trailing edge of a propeller blade, and a mounting hole which is open at the rear end surface of this front weight. It is characterized in that the weight is composed of a rear weight having a connecting shaft portion.

Further, according to the present invention, in addition to the first feature, a slot along the axis of the weight is formed in the front half of the weight, and the trailing edge of the propeller blade is inserted into the slot to provide the weight. The third feature is that the weight is fixed to the propeller blade.

[0008]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. First, in FIG. 1, a propulsion unit main body 1 mounted on a transom of a ship is connected with a vertically arranged drive shaft 2 driven by an engine (not shown) and a forward and reverse gear mechanism 3 connected to the drive shaft 2. And a horizontally arranged propeller shaft 4 is supported, and a variable-diameter propeller 5 is mounted on a portion of the propeller shaft 4 projecting rearward from the propulsion unit main body 1.

The forward / reverse gear mechanism 3 is of a well-known bevel gear type, and is capable of driving the propeller shaft 4 from the drive shaft 2 in the forward direction by moving the switching operating rod 6 parallel to the drive shaft 2 up and down. The vehicle is switched to the reverse mode that can be driven in the direction.

In FIG. 2, a bearing holder 1 for holding a pair of front and rear bearings 8 and 9 for supporting the propeller shaft 4 is provided in a mounting hole 7 opened on the rear surface of the propulsion unit main body 1.
0 is fitted and a ring nut 11 for pressing it from the rear is screwed. The bearing holder 10 includes a large-diameter cylindrical portion 10a that holds the front ball bearing 8 and a small-diameter cylindrical portion 10b that holds the rear needle bearing 9, and both the cylindrical portions 10a and 10b have a tapered cylindrical portion 10c therebetween. Are connected together. Further, the small-diameter cylindrical portion 10b is integrally formed with a flange 10d which projects from the outer peripheral surface and is pressed by the ring nut 11.
A plurality of exhaust outlets 13 communicating with the exhaust port of the engine via the hollow portion 1a of the propulsion unit main body 1 are provided in d.

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

In FIG. 2, a thrust plate 14 is fitted to the propeller shaft 4 adjacent to the rear end of the bearing holder 10 via a spline 15. The thrust plate 14 contacts the tapered surface 4a of the propeller shaft 4 and is prevented from moving forward. Further, a hollow extension shaft 16 having a front end abutting on the thrust plate 14 and a rear end extending rearward from the propeller shaft 4 is detachably fitted to the propeller shaft 4 via a spline 17. The rear end face of the extension shaft 16 is pressed by a hexagonal head portion 18a of a long shaft nut 18 screwed to the outer periphery of the rear end of the propeller shaft 4. In this case, extension shaft 1
In order to check whether or not the long shaft nut 18 is securely fastened to the 6, the depth gauge is inserted from the rear of the long shaft nut 18 into the hollow portion 18b of the long shaft nut 18, and the propeller shaft 4 is inserted.
It is effective to measure the depth to the rear end face. After the check, the rear open end of the hollow portion 18b of the long shaft nut 18 is closed with a rubber plug 52.

A propeller boss 19 is fitted on the outer peripheral surface of the extension shaft 16 so as to be relatively rotatable over substantially the entire length thereof. Figure 3
As also shown in FIG. 3, an annular recess 20 is formed on the inner peripheral surface of the rear half of the propeller boss 19.
The torque limiting device 49 is configured by press-fitting the cylindrical damper rubber 21 baked on the outer peripheral surface of the extension shaft 16 facing the above into the recess 20. Thus, the damper rubber 21 is connected to the propeller boss 19 with a constant frictional force, and slips between the damper rubber 21 and the propeller boss 19 when receiving a rotational torque of a predetermined value or more.

In order to prevent the damper rubber 21 from coming off, a press ring 22 is fitted to the rear end of the extension shaft 16 so as to intervene between the rear end of the damper rubber 21 and the hexagonal head portion 18a of the long shaft nut 18. At the same time, the split pin 2 is inserted into a series of pin holes 23 formed in the holding ring 22, the extension shaft 16 and the long shaft nut 18.
4 is attached. Thus, the split pin 24 serves as a detent for the long shaft nut 18 with respect to the propeller shaft 4.

As shown in FIG. 2 and FIG. 4, the propeller boss 19 has three parts arranged alternately in the circumferential direction in the front half thereof.
Individual recesses 25 and lands 26, a pair of bearing holes 27 and 28 opening on both front and rear walls of each recess 25, and propeller boss 19 passing through each land 26 in the axial direction 3
A book exhaust path 29 and a cylindrical recess 30 that opens in the front surface of the propeller boss 19 and accommodates the thrust plate 14 are provided, and the exhaust path 29 and the front bearing hole 27 open into the cylindrical recess 30. A boss 31a of the propeller blade 31 is arranged in each recess 25, and both ends of the blade shaft 32, which is spline-fitted to the boss 31a, are rotatably supported in the bearing holes 27, 28.

As shown in FIGS. 2 and 5, all blade shafts 32 are connected to each other by a synchronizing device 33 so that they can rotate synchronously. This synchronizing device 33 is further extended from the bottom surface of the cylindrical recessed portion 30 in the triangular recessed portion 34 which exposes a part of the outer peripheral surface of each blade shaft 32.
And a synchronizing pin 36 which is rotatably supported by a triangular plate 35 and a synchronizing pin 36 which is fitted and supported in a lateral hole 37 which is exposed in the triangular recess 34 and which opens in the outer peripheral surface of each blade shaft 32. A connection groove 38 is formed on each top of the triangular synchronization plate 35, and a cylindrical enlarged portion 36a is formed on one end of the synchronization pin 36 protruding from the lateral hole 37. The enlarged portion 36a corresponds to the connection. The groove 38 is engaged. Thus, all the blade shafts 32 can rotate synchronously by restricting their rotation angles via their own synchronization pins 36 and the common synchronization plate 35 at the time of each rotation.

As shown in FIG. 6, a cover 39 is fixed to the bottom surface of the cylindrical recess 30 with bolts 40 to prevent the blade shaft 32 and the synchronizing plate 35 from coming off. This cover 3
The notch 9 is provided with three notches 41 so as not to close the three exhaust passages 29.

As shown in FIG. 4, each propeller blade 3
1 rotates with the blade shaft 32 between the closed position A which minimizes the propeller diameter D and the open position B which maximizes it. The propeller boss 19 of the propeller boss 19 controls the closed position A. A first stopper surface 42 that abuts the outer peripheral surface is formed at the rear end portion of each propeller blade 31 in the rotational direction,
In addition, a second stopper surface 43 that abuts one side surface of the recess 25 to regulate the opening position B is formed on the blade boss 31a.

Further, each propeller blade 31 is spring-biased toward its closed position A, and a torsion coil type return spring 44 (FIG. 2) for this purpose is provided with a blade boss 31a.
Be attached to.

Further, each propeller blade 31 is provided with a streamlined weight 45 at its trailing edge in the rotational direction. The weight 45 is divided into a front weight 45f that forms the first half of the streamline and a rear weight 45r that forms the second half of the streamline, and the attachment hole 50 and the connecting shaft portion 51 are formed on these divided surfaces. Formed respectively. The front weight 45f is formed integrally with the rear edge of the propeller blade 31, and the rear weight 45r is detachably coupled to the front weight 45f by screwing or press fitting the connecting shaft portion 51 into the mounting hole 50. To be done.

Next, the operation of this embodiment will be described.

When the propeller shaft 4 is driven from the drive shaft 2 through the forward / reverse gear mechanism 3, the driving torque is transmitted to the propeller boss 19 through the spline 17, the extension shaft 16 and the damper rubber 21 in order. The propeller blades 31 rotate together with the propeller boss 19 to generate thrust.

In the low speed rotation range of the propeller boss 19, the propeller blades 31 are held in the closed position A by the elastic force of the return springs 44, and the propeller diameter D is minimized. Is relatively small and trolling can be performed easily.

After that, when the rotation speed of the propeller boss 19 rises above a certain value, each propeller blade 31
Opens up to the point where the centrifugal force acting on itself and the weight 45 balances the elastic force of the return spring 44. When it enters a predetermined high speed rotation range, the maximum open position B is reached and the propeller diameter D is maximized, so that a large thrust is generated to enable high speed cruising.

During this time, since the blade shafts 32 of all the propeller blades 31 rotate in synchronization with each other via the synchronizing device 33 as described above, the centrifugal force acting on each propeller blade 31, the elastic force of the return spring 44, etc. It is possible to always stabilize the performance of the propeller 5 by eliminating the variation of the opening angle due to the difference, the resistance of water, and other external factors.

When changing or adjusting the rotational speed-diameter characteristic of the propeller 5, in each propeller blade 31, the rear weight 45r is removed from the front weight 45f, and another rear weight having a different weight is used. By connecting the weight 45r to the front weight 45f, the weight of the propeller blade 31 is adjusted. By doing so, the magnitude of the centrifugal force received by the propeller blade 31 at a predetermined rotation speed of the propeller 5 changes, Therefore, the change characteristic of the propeller diameter D changes.

Moreover, the front weight 45f is attached to the rear weight 45r.
Since the weight 45 formed by connecting the two has a streamline shape, it hardly increases the resistance of water when the propeller 5 rotates.

When a small obstacle such as a floating object hits the propeller blade 31 during navigation, the damper rubber 21 is twisted and deformed, and the impact force applied to the propeller blade 31 can be alleviated. When a large obstacle such as a rock hits the propeller blade 31, slippage occurs between the fitting surfaces of the damper rubber 21 and the propeller boss 19, and the propeller shaft 4 idles with respect to the propeller boss 19. It is possible to cut off the overload on the blade 31 and the power transmission system.

Exhaust gas from the engine (not shown) is discharged into the hollow portion 1a of the propulsion unit main body 1. The exhaust gas passes through the exhaust outlet 13 of the bearing holder 10 to the cylindrical recess 30 of the propeller boss 19, and from there. 3 exhaust channels 29
It is diverted to and released into the water. Therefore, it is possible to equalize the distribution of the exhaust gas to the three exhaust passages 29 even during the rotation of the propeller boss 19 and during the closing. Moreover, each exhaust passage 2
9 is formed so as to pass between the three blade shafts 32 parallel to the axis of the propeller boss 19, so that the propeller boss 19 is not disturbed by the blade shaft 32.
It is possible to secure a necessary and sufficient cross-sectional area without increasing the diameter of the exhaust gas and to contribute to the reduction of the exhaust resistance in combination with the even distribution of the exhaust gas. On the other hand, the blade shaft 32 is connected to the exhaust passage 2
The pair of front and rear bearing holes 27, 28 without being hindered by 9
Both ends can be supported by, and the propeller blade 31 can be firmly supported.

Further, the damper rubber 21 of the torque limiting device 49
Is interposed between the extension shaft 16 and the propeller boss 19 at the rear of the recess 25 that accommodates the blade boss 31a, so that it is possible to employ a large-capacity damper rubber 21 without being disturbed by the blade boss 31a. Become. Moreover, the inner peripheral surface of the damper rubber 21 is baked on the extension shaft 16, and the outer peripheral surface of the damper rubber 21 comes into pressure contact with the inner peripheral surface of the annular recess 20 in the inner periphery of the latter half of the propeller boss 19.
It is possible to set the sliding surface of the damper rubber 21 to a maximum diameter without being disturbed, and thus it is possible to easily obtain the torque limiting device 49 having a large torque capacity.

When a normal type propeller having a fixed blade is required, the extension shaft 16 is removed and the boss of the normal type propeller is directly spline-fitted to the propeller shaft 4.
A nut is screwed on the rear end of the propeller shaft 4 so that the boss is pressed against the thrust plate 14.

7 and 8 show a modified example of the mounting structure of the weight 45 to the propeller blade 31. That is, the streamlined weight 45 is formed separately from the propeller blade 31, and has a slot 46 in the front half thereof, and this is inserted into the rear edge portion of the propeller blade 31, so that the propeller blade 31 The screw 48 is screwed onto the weight 45 so as to pass through the through hole 47, and is fixed to the propeller blade 31. A wing-shaped additional weight 45a extending along the trailing edge of the propeller blade 31 may be integrally connected to the weight 45 as shown by a chain line.

In this modification, therefore, the screw 48 is used.
It is possible to replace the entire weight 45 with one having a different weight by attaching and detaching, and to attach the weight 45 to a propeller blade that does not consider attachment of the weight and adjust its weight. it can.

In the above embodiment, various design changes can be made without departing from the gist of the present invention. For example, the shock absorber composed of the damper rubber 21 and the extension shaft 16 may be eliminated, and the propeller boss 19 may be directly splined to the propeller shaft 4.

[0035]

As described above, according to the first feature of the present invention, a streamlined weight is attached to the trailing edge of the propeller blade in the rotational direction, and at least a part of this weight is removable. Since it is configured, it is possible to change or adjust the rotation speed-diameter characteristic of the propeller only by replacing at least a part of the weight, and since the weight has a streamlined shape, the rotation resistance of the propeller due to water is increased. There is almost nothing.

According to the second aspect of the present invention, the front weight which is integrally formed with the trailing edge of the propeller blade and the coupling which is connected to the mounting hole opened at the rear end surface of the front weight. Since the weight is composed of the rear weight having the shaft, it is possible to change or adjust the rotation speed-diameter characteristics of the propeller only by replacing the rear weight, and without using a fixing member such as a screw. The weight can be coupled to the front weight.

Further, according to the third feature of the present invention, a slit is formed in the front half of the weight along the axis of the weight, and the trailing edge of the propeller blade is inserted into the slit to form the weight. Since it is fixed to the propeller blade, it is possible to change or adjust the rotation speed-diameter characteristics of the propeller by changing the entire weight, and also to attach the weight to the propeller blade that does not consider attachment of the weight. It can be installed and its weight adjusted.

[Brief description of drawings]

FIG. 1 is a partial vertical cross-sectional side view of a main portion of a ship propulsion device equipped with a variable diameter propeller of the present invention.

FIG. 2 is an enlarged vertical cross-sectional view of the propeller portion of FIG.

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

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

5 is a sectional view taken along line 5-5 of FIG.

6 is a sectional view taken along line 6-6 of FIG.

FIG. 7 is a front view showing a modified example of the attachment structure of the weight of the propeller blade.

8 is a sectional view taken along line 8-8 of FIG.

[Explanation of symbols]

 A Closed position B Opened position D Propeller diameter 1 Propeller body 4 Propeller shaft 5 Propeller 31 Propeller blade 32 Blade shaft 45 Weight 45f Front weight 45r Rear weight 46 Slot 48 Screw 50 Mounting hole 51 Connecting shaft

[Procedure amendment]

[Submission date] June 7, 1993

[Procedure Amendment 1]

[Document name to be corrected] Drawing

[Name of item to be corrected] Figure 6

[Correction method] Change

[Correction content]

[Figure 6]

Claims (3)

[Claims] 1. A propeller boss (19) is fitted and connected to a propeller shaft (4) which is supported by a propulsion unit main body (1) and projects rearward thereof. The propeller boss (19) is radially connected to the propeller boss (19). A plurality of propeller blades (31) to be arranged are arranged so that the propeller diameter (D) is increased in accordance with an increase in centrifugal force which they receive
In a variable-diameter propeller for a ship, which is openably and closably supported so as to expand, a streamlined weight (45) is attached to the trailing edge of the propeller blade (31) in the rotational direction, and the weight (45) is attached. At least a part of which is configured to be removable,
Variable diameter propeller for ships. 2. The front weight (45f) integrally formed on a rear edge portion of the propeller blade (31) according to claim 1, and the front weight (45f) is opened at a rear end surface of the front weight (45f). The connecting shaft portion (5) coupled to the mounting hole (50)
A variable diameter propeller for a ship, comprising a weight (45) composed of a rear weight (45r) having 1). 3. The weight according to claim 1, wherein a slot (46) is formed in the front half of the weight (45) along the axis thereof, and the slot (46) is provided with a propeller blade (31). A variable diameter propeller for a ship, characterized in that a trailing edge portion is inserted and a weight (45) is fixed to a propeller blade (31).