JPS6033710B2 - Moment correction device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention includes a power transmission intermediate part for transmitting engine output to a propeller shaft, and a rotary shaft which is attached to the stern and is rotatable around the power transmission intermediate part in response to movement of a steering device. a propeller housing having a movable housing and a non-rotatable housing, in which the power transmission intermediate shaft is supported; and the propeller housing is attached rearward from the stern;
The present invention also relates to a moment correction device used in a ship's propulsion device, which has a pressing device that can trim a propeller housing in a vertical plane.

This type of propeller housing has a power transmission intermediate track that extends downwardly when it is in the operating position.

The housing has a portion that is rotatable about the axis and a portion that is not rotatable with respect to the drive shaft. A pressure device forming part of the tipping and trimming device is installed between the stern and the propeller housing. This format,
For example, in a propeller housing of the type described in Swedish Patent No. 220881 (UK Patent No. 1161105), moments are created which tend to bend the rotating part and thus the propeller shaft. There are two fundamental reasons why this moment occurs. One is the moment generated by the driving force transmitted from the intermediate shaft to the propeller shaft via the gear.

The other moment is that when the ship moves forward, an upward water flow is created from the stern of the water flow pushed aside by the ship's hull to the rear water surface, and the propeller rotates within this upward water flow, giving forward thrust to the ship. arise. This water flow makes a significant angle to the propeller axis in a vertical plane passing through the propeller axis. Both of these moments must be compensated for by applying a counterforce to the helm (steering gear), which leads to great fatigue for the helmsman operating the steering gear. Swedish Patent No. 21
No. 1970 (GB 1044931) describes a device for compensating the initially mentioned moments.

In this device, the intersection of the propeller shaft and the intermediate shaft lies essentially in the same plane as the pitch circle of the crown gear, which is mounted on the propeller shaft and forms part of the gearing. Swedish Patent No. 199969 (U.S. Patent No. 31713)
No. 82) describes a device for correcting both of the aforementioned moments.

In this device, a "horizontal cam plate mounted horizontally on the propeller housing, mounted on the stern equipment" cooperates with a vertical support shoulder such that the contact point between the cam plate and the support shoulder is on one side of the propeller shaft. As mentioned earlier, the first mentioned device does not compensate for both moments.

Therefore, this device cannot eliminate all drawbacks. Although the device described later corrects both moments, it can only be used in small power units of that type.
Also, the latter device makes it difficult to trim the ship.
The device according to the invention corrects both moments without having the disadvantages mentioned above.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a device for correcting undesirable torques on the rotating parts of the propeller housing when installed in a propeller unit of the type described above, without limiting the dimensions of the propeller unit.

Another object of the invention is to provide a device which makes the aforementioned corrections and also allows hydraulic tilting and trimming of the propeller unit.

Yet another object of the invention is to provide a device that allows the magnitude of the corrected steering moment to be easily adjusted.

These objectives are solved by the moment correction device according to the invention.

In this case, the configuration is such that a single pressing device can perform trimming and trimming of the propeller unit, as well as correction of the moment of the rotating housing generated by the propeller pressure.

In other words, by arranging the intermediate part in the non-rotating housing so that it can move in the longitudinal direction of the ship, the attitude of the intermediate member relative to the cam provided in the rotating housing can always be maintained properly. , while ensuring a constant interaction between the cam and the intermediate member, by pivoting one end of the pressing device to the intermediate member, even if the movement stroke of the pressing device becomes long, the pressure means remains constant. Since the applied bending moment can be reduced, it is also possible to tilt the propeller unit. Furthermore, by providing an adjustment device that adjusts the mounting angle of the cam with respect to the spread housing, the contact point between the intermediate member and the cam can be adjusted to the longitudinal centerline of the ship in accordance with the output of the drive device used on the ship. By displacing the drive device acting on the rotary housing to a position moved laterally from It is possible to adjust the operating force of the device as desired.In this way, the device according to the present invention can satisfy the three technical requirements required for outboard motors with a single pressure device, namely, tilting of the propeller unit and This device has the advantage of not only being able to perform trim adjustment and moment correction, but also moment correction corresponding to the output of the drive device.An embodiment of the device of the present invention will be described in more detail below.

However, this example is just an example and is not intended to limit the scope of the invention. In this embodiment, the drive device also comprises a device for compensating the moments mentioned above, namely according to Swedish Patent No. 21197 (UK Patent No. 1044931). Other moments can also occur in the drive shaft with the device of the said patent. The invention is intended to compensate for this further moment as well as the moment caused by the propeller. Figures la and lb illustrate a propeller unit, generally indicated by the reference numeral 1, which has a propeller housing 3 suspended from the stern transom 2 of the ship, the housing 3 having horizontal support. It is arranged for tilting movement about an axis 4.

The ship's engine (not shown) is directly connected to a rotating shaft 5 which cooperates with a large gear 7 forming part of a gearing 6 . Elements forming part of the gear will be described later with reference to FIG. The power of the engine is transmitted from the shaft 5 via the gear system 6 to a large gear 8, which is fixed on a downwardly extending intermediate power transmission shaft 9. Engine power is transmitted from this intermediate shaft 9 via a gear system 10 to a propeller shaft 11 and a propeller (not shown) attached to this propeller shaft. The propeller housing 3 has a lower part (rotating housing) 12 that can rotate about the intermediate shaft 9 and an upper part (non-rotating housing) 13 that cannot rotate around this shaft.

The stern of the ship 2 and pu. A hydraulic tilting and trimming device 14 is installed between the blade and the blade housing. As shown, the tilting and trimming device may have the form of a hydraulic piston and silling unit. This device 14 includes a pushing device for pushing the propeller housing, which in the example is a piston rod 15 . Conversely, the hydraulic cylinder 21 may also be used as a pushing device, in which case the piston rod 15 is supported at the stern. The end 16 of the piston rod 15 facing the propeller housing 3 carries a piston-like body 17 as an intermediate member, which is confined in a bearing 18 arranged in the non-rotating housing 13 of the propeller housing. It is arranged so that it moves in the direction of the sea bream line.

The piston-like body 17 presses against a cam 19 arranged in the pivot housing 12 of the propeller housing. At the end 16 , the piston 15 is pivotally connected to the piston-like body 17 by a pivot connection 22 . The bearing 18 has the form of a cylinder and is arranged in the non-rotating housing 13 of the propeller housing. A roller 23 is rotatably supported around a pin 24 arranged on the part of the piston-like body 17 facing the intermediate shaft 9. The piston-like body 17 engages indirectly with the cam 19 via this roller.

The cam 19 is fastened to a cam sleeve 25, which encircles a guide sleeve 26, which serves as a guide for the rotary housing 12 of the propeller housing.

The sleeves 25, 26 are interconnected by a spline, which includes a land 27 extending in the ratchet direction and a correspondingly engaging groove 28 in the usual manner. The guide sleeve 26 is pu. It is rotatably mounted on bearings 29 and 30 within the non-rotating housing 13 of the bellows housing. This guide sleeve cannot normally be rotated relative to the pivot housing 12 by locking with a special screw device. This arrangement
This will be described below with reference to the figures. The ship's steering device 31 is
Cam sleeve 2 via guide shaft 32 and gearing 33
It is connected with 5.

FIG. 2 is a sectional view taken along the row 0 line in FIG. 1.

This figure shows the pivot housing 12 of the propeller housing and the guide sleeve 26 pivoted in its center. Two fixing screws 34 screwed into screw holes 37 installed in the pivot housing 12 have extensions 35 . These extensions 35 project into recesses 36 arranged on either side of the axis of the guide sleeve 26 . Hollow 3
6 rotates the guide sleeve 26 relative to the rotating housing 12 with respect to the illustrated position when one screw 34 is unscrewed and the other screw 34 is screwed in by the unscrewing amount of the one screw 34. be able to. screw 34
is protected by a plug 39 inserted into a cavity 38 in the extension of the screw hole 37. The plug 39 is used to unscrew one screw 34 and screw in the other screw.
Remove it and use a general-purpose screwdriver. With such an adjustment device, the mounting angle position of the cam 20 with respect to the rotation housing 12 can be adjusted. Figure 3 shows the first
It is a sectional view taken along line mm in the figure, and shows a cross section passing through the upper portions of the support shaft 4, the rotation shaft 5, and the intermediate shaft 9. The illustrated structure for attaching the propeller unit and gear device 6 is as follows:
Since it is well known, no further explanation is necessary here. 4a and 4b are cross-sectional views taken along line W-N in FIG. 1, showing a cam sleeve 25 having a cam 19 and a roller 23 connected to the piston rod 15 so as to engage with each other. It shows.

In Figure 4a, the line of symmetry 40 of the cam is the longitudinal line CL of the ship.
, while in Figure 4b the cam is aligned with the ship's longitudinal line CL'
It is shown rotated through an angle V with respect to this point. FIG. 4a shows the roller 23 engaged with the support surface 20 of the cam 19, the midpoint of which is the line segment
It is above 0. In FIG. 4b, the support surface 20 has been displaced and is on one side of the line A, . . . to the contact point B.

That is, it is laterally offset from the longitudinal centerline of the ship. As can be seen from Figures 4a and 4b, the cam is configured such that as the angle V increases, the roller 23 moves away from the center o of the cam sleeve 25. The operation of the device according to the invention is as follows.

In normal steering operations, the steering device 31 is worked to either side and the guide shaft 32 is rotated to a corresponding extent. This rotation is transmitted via the gearing 33 to the cam sleeve 25, which transmits the rotary movement via the spline connections 27, 28 to the guide sleeve 26 and to the pivot housing 12 of the propeller unit. Both the propeller shaft 11 and the heel piece 41 are therefore subjected to a corresponding degree of rotation. When the cam sleeve 25 is in the position shown in FIG. 4a, the propeller pressure creates a moment that is transmitted to the steering device 31, and the person handling this steering device 31 has a constant reaction force to this moment. must be given to keep the ship on its intended course.

However, as mentioned above, the cam sleeve 25 can be adjusted by rotating about its center o. This adjustment is made as follows. As mentioned above, the fixing screw 34 shown in FIG. 2 is capable of rotating the guide sleeve 26 relative to the rotating housing 12 of the propeller housing.

When the guide sleeve is rotated, the rotational movement is transmitted to the cam sleeve 25 via the spline connections 27, 28, with the cam 19 also being rotated at the same time. For simplicity, it is assumed that the cam sleeve 25 is in the position shown in FIG. 4b. The propeller pressure will therefore act at point B, the contact point of the bearing surface located on the stern side of the intermediate member, and the force will act constant on the taiga parallel to the longitudinal line of the ship. . Therefore, a moment arm corresponding to the perpendicular distance from point B to line segment A,,0 is generated, so P. A moment is created that resists the lug pressure. By making appropriate adjustments to the cam sleeve 25,
The magnitude of this moment can be made equal to the torque produced by the propeller pressure, and since these two moments are opposed to each other, there is no work to oppose the force acting on the steering gear. Despite the fact that the aforementioned adjustment device is combined with the boat taming and trimming device 14, the tilting and trimming of the unit can be carried out independently of the setting on the cam sleeve 25.

Although the invention has been described in terms of preferred embodiments,
It should be understood that changes may be made in the number and design of components without departing from the inventive concept.

[Brief explanation of the drawing]

FIG. 1 is a longitudinal sectional view of the upper part of a propeller unit incorporating the device according to the invention; FIG. lb is a view similar to FIG. 1 showing the lower part of the propeller unit; FIG. Figure 3 is a cross-sectional view taken along the Roro line in Figure lb, Figure 3 is a cross-sectional view taken along the Machi line in Figure La, Figures 4a and 4b are
FIG. 2 is a cross-sectional view taken along line W-N in FIG. 1... Propeller unit, 2... Stern equipment, 3... Propeller housing, 9... Intermediate shaft, 12... Rotating housing, 13... Non-rotating housing, 17... Intermediate member, 15...
Pressing device, 19... Force arm, 23... Roller, 2
5... Force sleeve, 26... Guide sleeve, 35... Fixing screw, 36... Recess. FIG. lo FIG. lb FIG. 2 FIG. 3 FIG.mu. FIG-mu b

Claims (1)

[Claims] 1. A power transmission intermediate shaft that transmits engine output to the propeller shaft, a rotating housing that is attached to the stern and is rotatable around the power transmission intermediate shaft in response to the movement of the steering device, and a non-rotating housing that does not rotate. a propeller housing having a propeller housing in which the power transmission intermediate shaft is supported;
In a moment correction device used in a ship propulsion device having a pushing device that tilts the propeller housing rearward from the stern and can trim the propeller housing in a vertical plane, (A) at the stern end of the pushing device; one end is pivotally connected, the pivot housing is disposed within the rotating housing so as to be movable in the longitudinal direction of the ship in response to the movement of at least the pushing device, and the pivoting device is disposed between the pushing device and the rotating housing. (B) an intermediate member that rotates together with the rotating housing around the power transmission intermediate shaft in response to the movement of the steering device, and cooperates with the pressing device and the intermediate member to rotate the ship; (C) a cam receiving propeller force while contacting the intermediate member at a contact point of a bearing surface located on the stern side of the intermediate member laterally offset from the longitudinal centerline of the intermediate member; an adjustment device that adjusts the mounting angle of the cam with respect to the housing so that the contact point with the intermediate member that is deviated laterally from the center line in the longitudinal direction of the ship approaches or moves away from the center line; and applying a compensating torque to the rotary housing via the cam to cancel out undesired torque acting on the rotary housing when the ship is running, and changing the position of the contact point by the adjusting device. A moment correction device characterized by adjusting the magnitude of compensation torque.