JPS6060095A - Method of minimizing resistance of propeller of inboard engine under sail of yacht - Google Patents

Abstract

PURPOSE:To minimize the unnecessary resistance of water against the propeller of an inboard engine and attain smooth either forward or reverse run under sail of yacht by providing a passive metal fitting so as to generate two-staged outputs and transmitting them to the propeller. CONSTITUTION:When a propeller shaft 1 is activated in the direction X, a counterclockwise-driving actuator 6 pushes a passive metal fitting 5 to give a blade 3 an angular motion at the first step. In the second step, the passive metal fitting 5 comes against a stopper 8 having an angle of elevation so that the angle is changed to a normal angle of elevation with respect to the blade 3. A propeller is then turned to drive a yacht forward. On the other hand, when the propeller shaft 1 is activated in the direction Y, a reversing actuator 7 presses the passive metal fitting 5 in the first step. The fitting 5 collides against the stopper 8 having the set angle of elevation so as to set the angle of the blade to a specified value. In the second step, the propeller shaft 1 drives the propeller reversely to drive the yacht in the reverse direction. Regardless of the forward and reverse drive of the yacht, it can be steered at will.

Description

[Detailed Description of the Invention] This invention minimizes unnecessary water resistance on the inboard propeller while sailing, and also controls the rotational speed of the propulsion shaft not only when sailing forward but also when reversing. This relates to a method for maintaining smooth sailing in both forward and backward motion by keeping the angle of attack at the specified level regardless of the grade. Conventionally, many large and medium-sized yachts have inboard engines; In this case, the propeller of the inboard engine as it is will create unnecessary resistance to sailing, so in this case, it is generally considered that the blades can be folded to reduce the resistance. The rotation of the propulsion shaft is generally connected directly to the propeller, and when the blades are folded into nine folds to restore them to the specified angle of attack, the centrifugal force generated by the rotation of the propulsion shaft is used to open the blades. 0 In this conventional method, when the propulsion shaft is rotated in the forward direction, the water pressure acts in the direction of opening the 81 grade on the rear surface of the blade, so this is convenient and does not cause any trouble in ship maneuvering. However, when the propulsion shaft is rotated in the backward direction, the blades begin to open due to centrifugal force, and at the same time, water pressure acts on the front of the grade and works in the direction of folding the blade, which is very inconvenient. If the rotation of the propulsion shaft is further increased, the pressure on the front surface of the blades and the force for folding the blades further increase, which has the drawback that the operator cannot maneuver the vessel smoothly backwards. In particular, when sailing backward, there are many cases where the ship is in a narrow space in a harbor or close to a yacht on a pond, so it is a serious problem that the ship cannot maneuver as desired.

The present invention compensates for the above-mentioned drawbacks and allows the boat to be maneuvered exactly as desired by adjusting the rotation of the inboard engine not only when moving forward but also when moving backward. This provides a method that can keep water resistance to a minimum.

To explain this with the help of diagrams, Figure 1 is a vertical sectional view of the propeller section of one embodiment of the present invention.In order to explain the blades, which generally have two or more blades, only one (1) is shown on the propulsion shaft. is driven by the inboard motor, usually via a clutch. (2) is a propeller hub that has the shape shown in the figure and holds the blade (3). The propulsion shaft (1) and propeller hub (2) are generally firmly fixed, and the propeller hub rotates simultaneously with the rotation of the propulsion shaft. However, the present invention is characterized in that the propulsion shaft (1) is removably fitted into the propeller hub (2). Furthermore, the root tree of grade (3) forms a rolling shaft (4) with the same month as shown in the figure, and the rolling shaft #II passes through the propeller hub (2) and its tip has the same month as shown in the figure. to form passive hardware (5). In addition, the propulsion shaft (1) has a forward rotation actuator (6) and a reverse rotation actuator (6) with the same interest.
7) is installed protrudingly as shown in the figure. Both actuators are installed so as to press against both sides of the passive metal fitting (5) with a certain distance between them. Further, a projection of the same member that projects inward from the propeller hub as shown in the figure forms an angle of attack setting stopper (8).

The embodiments of this invention shown in FIGS. 1 and 2 have the above structure. To explain the operating situation, when the propulsion shaft (1) is started forward, that is, in the direction of the arrow (3), the forward rotation actuator (6) presses the passive metal fitting (5), and the generated moment of the propulsion shaft output causes the forward rotation actuator (6) to first move forward. As a first step, an angular motion is given to the blade (3). During this time, no power is transmitted to the propeller hub (2). However, in the next step, the passive hardware (5) hits the angle-of-attack setting nut par (8), and only when the angle of attack reaches the normal grade angle is the entire output being consumed by the rotation of the propeller, and normal forward running is possible. be. On the other hand, the propulsion shaft (1
) starts in reverse, that is, in the direction of arrow (1), the reversing actuator (7) first presses the passive metal fitting (5) as the 18th floor, hits the angle of attack setting stopper (8) as in the case of forward movement, and sets the grade. Then, in the second step, the propulsion shaft (1) drives the propeller in the opposite direction and the yacht moves backward.

Since the rotational speed of the 1 o'clock propulsion shaft is directly related to the retreat of the yacht, the boat operator can easily maneuver the boat, which is a feature of the present invention. Furthermore, as shown in FIG. 1, the center point (0) of the grade surface area is designed to be located behind the center line of the rolling shaft (4) by 2). In other words, ((a) is an appropriate amount of deviation. Therefore, when the inboard engine is stopped and the clutch is shifted to VJd sailing, the hydraulic force automatically moves the blades so that they are parallel to the water flow. The angle of attack is zero, water resistance is minimal, and smooth sailing is possible.

Furthermore, FIG. 3 shows another practical example of the present invention, and is a sectional view along fjc of the propeller section when the inboard motor is moving forward. FIG. 4 is a longitudinal cross-sectional view of the embodiment of FIG. 3, showing the state of the propeller when the inboard motor is stopped and sailing. Both drawings ((at(
1) is the propulsion shaft and (2) is the propeller hub, but both are not fixed as in the past, but are designed so that they can roll freely.
This is one of the features of the present invention, which has 65 people. On the surface of the member of the propulsion shaft (1), a groove of a certain depth is cut with a gentle lead angle as shown in the figure.
9) is the 1) II advancing groove, and ■) is the backward advancing groove y, and both grooves meet at their apex α1). In other words, these grooves are carved on the axis with the apex Ql) serving as a watershed and dividing into left and right sides. In addition, a sleeve (12) that can freely slide back and forth is filled with liquid in the propulsion shaft 9, and furthermore, this sleeve has an operating small protrusion (13) made of the same member facing inward as shown in the figure. The actuating small projection (13) is formed in a protruding manner.
9) or (II), and the output of the propulsion shaft is transmitted to the sleeve (12) by this small protrusion.

The surface of the sleeve α2) (C is the rack (14) as shown)
When there are two blades (3), there are two places corresponding to the surface of the sleeve' (12), and when there are three blades, there are three places corresponding to the surface of the sleeve' (12). Will be deleted. The inner tip of the plate (page 3) is made of the same material as shown in the diagram, and is a spur gear α5).
, and is engaged with the rack α4) of the sleeve. α6) is the blade support shaft and propeller hub (2)
The propeller hub (2) is suspended from the propeller hub (2) so that it can roll around the blade.
An eye position storage notch α7) is formed to store the eye position when -1- is in the eye position state. This example has a 1.1.7 building like this.

To explain the operating conditions of the embodiment shown in Figs. 3 and 4, when the boat is stopped, the clutch is turned off, and the boat is sailing, pressure is applied to the blades by the hydraulic force, and the state shown in Fig. 4 occurs, and the water resistance is reduced. At this time, the sleeve α2) is pushed to the rightmost end as shown in the figure, and the operating small protrusion α3) is located at the watershed (n) at the apex of the groove. Next, the inboard motor moves forward in the forward direction, i.e. arrow (3)
When the propulsion shaft is started in the direction, the operating small protrusion Q3) of the sleeve (■) is guided by the forward movement II (9) and moves to the left in the figure, and the rotational moment of the propulsion shaft is transferred to the blade (3) in the first stage. The blade is raised up until it hits the stopper (8) formed in the notch of the hub. In other words, the part (8) becomes the angle of attack setting stop, and at this time the blade is raised to the specified angle of attack. It becomes a cornered state. After that, it will be propelled as the second stage] The output of 1llllI is the rotation of the propeller! All power is consumed in driving.

Next, move backward from the sail jt state in Figure 4, that is, the propulsion shaft (1)
When activated in the direction of arrow (1), the small operating protrusion α on the sleeve
3) is guided to the retreat groove (10), so the moment generated by the propulsion shaft output causes the blade to rise in the first step, and then in the second step, the entire propulsion shaft output rotates the propeller in the opposite direction. It is consumed for driving, and operates in exactly the same way as the forward motion when reversing, allowing smooth reverse maneuvering.

As described in detail above, the present invention first provides the following steps during the process from when the water resistance of the propeller is at its minimum during sailing to when the blade reaches a specified angle of attack and is fully driven by the propulsion shaft. In the first stage, the moment of generation of the propulsion shaft output acts only when the blade is brought to the specified angle of attack, and only when the angle of elevation is reached is the second stage, in which the entire propulsion shaft output is used to drive the rotation of the flaper. As mentioned above, this is exactly the same whether the vessel is moving forward or backward, and the advantage of the present invention is that the operator can always operate the vessel according to his/her wishes regardless of whether the vessel is moving forward or backward. be.

[Brief explanation of drawings]

FIG. 1 is a vertical view of a propeller section according to an embodiment of the present invention, and only one of the blades, which generally have two or more blades, is shown for explanation. FIG. 2 shows the main parts of FIG. 1 in a perspective view to make it easier to read. FIG. 3 is a longitudinal cross-sectional view of the propeller section of another embodiment of the present invention, which is in a state where the inboard engine is moving forward. FIG. 4 is a longitudinal sectional view showing the state of the propeller of the embodiment shown in FIG. 3 when the inboard engine is stopped and the propeller is sailing. 1 Propulsion shaft 2, propeller hub 3 Blade 48 Plate rolling shaft 5, passive hardware 6 Forward rotation actuator 7 Reverse actuator 8 Angle of attack setting stopper 9, 1) ii Propulsion groove 0 Reverse groove 11 Groove apex 12 Sleeve 13, Small operating projection 14 Rank 158 Spur gear 16 Blade support shaft 17, Eye position storage notch Incident display 1982! Samurai Application No. 170367 2 Name of the invention Method for minimizing the resistance of the inboard propeller during sailing 3. Relationship with the amended case Patent applicant (2) Page 9, lines 14 and 15 If you create a separate line in between, add the following. ``It goes without saying that the present invention is applicable not only to so-called yachts, but also to medium-sized and large-sized sailboats that have both sails and an inboard boat.''

Claims (1)

[Claims] For inboard propellers, which are designed to minimize water resistance by changing the angle of attack of the propeller while the yacht is sailing, the initial stage of the propulsion shaft start is also In the first stage, the grade angle of attack is first corrected and maintained as specified by the rotational moment of the output, and then in the second stage, the output is output in two stages so that the propulsion shaft output can be transmitted to all coupler propellers. A method for minimizing the resistance of an inboard propeller during sailing on a yacht, which is characterized by making transmission possible.