KR940009265B1 - Controllable flxed propeller - Google Patents

Abstract

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Description

Adjustable propeller

1 is a longitudinal sectional view of the first embodiment of the present invention.

2 is a front view of the wing rest adjustment plate according to the present invention, the lower view is a cross-sectional view thereof.

3 is a longitudinal sectional view of a second embodiment of the present invention.

4 is a front view of each of the permanent magnet group and the electromagnet apparatus of the present invention.

* Explanation of symbols for main parts of the drawings

1 propeller shaft 2 propeller cylinder

4: wing rest adjustment plate 5: center ring

6: side support plate 7: guide yoke

8: fixed (yoke) and adjusting yoke 9: sliding piece

10: inclined groove 11: screw lubrication (cylindrical), fixed and adjusting shaft

12: worm gear 13: one stroke connection device

14: Worm 15: Traction device (extrusion device)

16: permanent magnet (group) 17: cover

18: tail of ship 19: case

20: electromagnet device 21: coil core

22: coil winding 23: coil cover

The present invention relates to a regulating propeller (CFP: variable regulating propeller) having a propeller barrel of one or several parts, wherein the propeller barrel is fixed to the propeller shaft by a cylindrical or conical cylinder and a shaft of rotation. The propeller blades are installed in the cylinder to rotate within the limited range for the main operation of the ship.The adjustment propeller is a propeller blade bearing device inside the propeller cylinder, an adjusting device for precise adjustment around the propeller cylinder, a braking system, It is equipped with a propeller blade fixing device and a ship's control or delivery of control energy.

Unlike control propellers (CPP: variable pitch propellers) with blade rotation angles for sufficient forward and backward navigation ranges, this invention provides speed changes, draft changes, equilibrium changes, or special tide conditions, wave conditions, and navigation. Conditions also include various operating conditions, such as sailing in rivers and ice, conditions that depend on marine conditions, conditions for adapting to the hull effects that change with the renewal and aging of the ship, and wing pitch and vane speed for the efficient operation of machinery operations. In order to meet the conditions for the economic application of the ship, and to fulfill the main task of ship advancement, forward wing adjustment and post adjustment were made possible.

Propeller lubrication has also been used in known solutions for control propellers (CPP) and control propellers (CFP) with sufficient forward and reverse navigation ranges.

Such propeller barrels adopt a circular shape inside the hollow for the wing flange and screwed wing support disc, with the result that a rotatable bearing device forms a circular ring that forms between the wing foot and the support disc. Is set.

Wing discs usually have a long, grooved, hollow space inside them, in which the fixed and adjustable forces are transmitted to the adjusting yoke in the rotatable sliding piece and the space above the shaft. This proper lubrication and long adjustment groove and adjustment yoke arrangement with vane bearings for sufficient front and rear adjustment ranges allows the use of a propeller boom with a hollow body and power transmission to the lubrication, rotating shaft coupling and adjustment yoke. In order to control the coupling through the connecting flange to the additional assembly portion directly within the operating range of the propeller blade shaft.

To assemble a circular wing bearing disc at its outer edge in a hollow lubrication, a correspondingly large front lubrication space is required to jointly determine the propeller diameter. Also, according to the conventionally proposed East German patent (DD-WP243 479: DD-WP248 334: DD-WP248 335), which is a concentric or cylindrical compression coupling of the circumferential rotation axis, the wing region portions within the range of such coupling, such wing rest An additional space was needed for the disc, which would have a correspondingly larger barrel diameter and a correspondingly larger barrel body.

A further disadvantage of the bearing mechanism of the propeller wing with the wing support disc and the long groove in the range of motion of the wing shaft is the control lever limited to the inner space of the lubrication tube as long as its length, which adjusts the wing to torsion. Because of their small length, they require a great amount of holding and adjusting force, and this may have conveyed the configuration of the lubrication and wing bearings and the adjusting propeller, which were proved to be effected by the adjusting propeller for sufficient forward and reverse navigation range. The solution for the adjustment propeller with wing bearings with a reduced diameter and at the same time a significant enlargement of the lever stalks due to the holding and adjusting forces is not known, but the simplification of the machine for reducing the holding and adjusting power of the then-adjusted wing pitch is then unknown. The target technology is known. For example, according to the East German Patent DD-WP200 730, a longitudinally displaced moving yoke between the wing discs has been developed, in which one or several long longitudinal grooves are made in the lower corner within the magnetic braking range. At this time, the braking force or the adjustment force for the displacement of the adjustment yoke is transmitted through the connecting rod embedded in the hollow propulsion shaft.

In addition, according to DD-WP225 400, the adjustment of the wing of the adjustment propeller through the expansion body fixed in the lubrication cylinder is known, and the expansion body is made to act in the longitudinal direction on the adjustment yoke formed by the adjustment lubrication cylinder, It is to act upon relaxation.

In another study, however, it was found that such a solution would not reach a firm fixation and sufficient precision adjustment of the propeller blades.

In addition, a presentation is known that seeks to find exceptional other possibilities for transmitting control or regulating energy of a ship to a rotating propeller shaft or a rotating propeller barrel, from a conventional supply of regulating energy by a regulating propeller through a hollow propeller shaft. By this suggestion, a mechanical or electric steering signal is transmitted to a non-rotating or rotating propeller, at which time the regulating energy is taken out of the energy storage in the barrel or from the rotating energy through gravity electrons or other equipment. However, there has been no success in gaining sufficient certainty about the controls and the transmission.

In addition, these systems had to provide additional action elements for the control of the wing pitches (as described later), but no practical solution was known.

According to DD-SP80 634, a facility has been proposed for the energy transfer between the ship and the barrel by the regulating propeller. The DD-SP80 634 consists of an electromagnet with constant current stimulation and a ferromagnetic magnet fixedly distributed on the cylinder or with a swing current. A disk or box rotating part is provided.

This system creates a relative rotational motion between the propeller barrel and the regulating device, which is used to adjust the propeller blades.

The drawback with these systems is that additional means must be provided to control the wing pitch. The system is also unsuitable for making relatively small adjustments because of the slippage of the powertrain for adjustment.

An object of the present invention is to devise the following adjustment propeller.

The first is to reduce the propeller cylinder's weight and diameter by reducing the loss of propulsion as much as possible compared to the fixed propeller cylinder, and the second to improve the precision of propeller blade adjustment at all times when the propeller cylinder is adjusted. To adapt. Third, the reliability of the control and transmission parts is enhanced so that the control energy and control energy transmitted from the ship to the barrel are not at risk level even for years of operation.

By solving these problems, the propeller engine can be operated in the optimal state and at the same time as the propeller engine can be operated in the optimal state by blocking the economical operation method with minimum power consumption and the use of auxiliary energy such as a rotating shaft generator. Propulsion engines can be installed to ensure harmonization.

Thus, an increase in propulsion can also be achieved in order to realize an increase in operating speed, for example, the ship's towing speed.

The structural features of the present invention are as follows. In other words, by installing a new propeller blade with a propeller blade in the propeller barrel, the outer diameter of the barrel is made smaller than the adjustment propeller, and is similar to the diameter of the fixed propeller. In addition, the propeller blades can be precisely adjusted by having a fixing and adjusting mechanism that can be controlled and fixed very accurately. According to this mechanism, all the fixing means and the fixing force of the propeller blades are made without supplying energy from the outside during the operation, and the pitch angle needs only a little energy and no energy supply from the outside. Changes require only a little energy and allow for proper adjustments that can always be controlled. In addition, the problem to be solved by the present invention is as follows. In other words, there is no slip loss of the propulsion mechanism to control the blades in the lubrication speed, and without the mechanism for the pitch angle control of the propeller blades, the steering and adjustment energy is not used in the ship without anchoring the port by electromagnet or permanent magnet method. It is to be delivered in a rhythm. The problem is solved by the present invention as follows. That is, it is combined with one or more wing plates attached to the wing plate with propeller wing adjustment and fixed lever that rotates only in propeller barrel.

And on the inside of the propeller barrel and outside of the propeller wing support of the propeller barrel, behind or in front of it, in particular the rear or rear barrel lid and the front barrel projection on the opposite side of the rotating part, against the projection of the barrel and barrel. Install the adjusting yoke that the rotating shaft rotates. This adjustment yoke is engaged with the shaft that enters the inclined groove by the lever of the wing rest adjustment plate. In addition, for example, worms with fastening and adjusting cylinders mounted on barrels or barrel projections by screwing, or fixed and adjusting cylinders with centering adjustment yokes, and excellent deceleration functions mounted on barrel projections or barrel lids. An automatic stop shifting mechanism, such as shifting, is attached to the adjustment yoke. The shifting mechanism is also connected to a navigation control device made of electromagnets or permanent magnets parallel to the propeller axis of rotation. The navigation controls are combined to work well with electromagnets or permanent magnet actuators attached to the ship's body, even when they are not anchored in the port.

The use of this energy transfer system has the advantage that the size of the steering speed is proportional to the rotational angle of the propeller blades, so that the control and monitoring of the propeller blades can be efficiently controlled. In particular, the wing rest adjustment plate in the prop part of the propeller barrel is not a circular contour. For example, the sides that are flattened on the sides of the main spindle and the supporting plate are in the main load of the propeller blades for forward and backward navigation, and the horizontal axis is short enough to reach the diameter of the wing foot of the propeller barrel. In addition, the adjustment of the wing rest plate and the direction of the fixing lever should be the same as that of the main spindle. At the end of the adjusting and fixing lever, a groove for inserting a shaft, a shaft, and a sliding piece is provided, and the length of the lever sack is no less than twice the width of the wing support plate and is larger than the diameter of the wing leg. This allows the adjustment angle range to rotate from about 4 ° to 8 °.

In the case of the operation of the barrel by press bearing, the propeller barrel can be operated in only one part, or it can consist of an inner passage and an outer barrel. In this case, the wing rest adjustment plate is supported by the inner side of the inner cylinder on one side and the outer cylinder on the other side, and the vane type prop of the propeller wing is operated by a wing foot flange or a central ring. The wing restraint can also be operated in multiple parts, even moving the pinwheel rest. The propeller wing with the wing rest adjustment plate is centered by the center plate, and the radial force of the propeller wing is directly or between the wing rest adjustment plate and the center ring or the propeller wing and wing rest adjustment plate by screwing and through screw. The advantage is that they are bonded to the propeller barrel through the disc.

Centrifugal force, vane rotation, holding force and adjustment force are transmitted to the barrel by the wing restraint plate.

In the operation of the press bearing rotator and rotary shaft coupling, the propeller blade face is in the lubricator and rotary shaft coupling and the propeller blades are vertical. For example, it may be inclined toward the barrel laterally to a degree that corresponds to the angle of the conical barrel, the axis of rotation of the cone. In the wing rest adjustment plate which is parallel to the axis, the adjustment axis is operated in a cylindrical shape and in the inclined state is operated as a spherical axis. If the wing restoring plate has an adjusting groove instead of the adjusting shaft, the adjusting plate is operated with an angle of 15 ° to 25 ° to the axis of rotation to reduce the holding force and adjusting force.

In contrast to the control propeller by a generally used disc support device, the diameter of the circular support disc and the recesses for fixing the radial blades determine the inner diameter and the assembly hole of the hollow propeller cylinder and the outer diameter of the cylinder. The small wing rest adjustment plate can make the diameter of the barrel smaller and make the fixed lever and the adjustment lever larger within the angle limited adjustment range. Depending on the respective operation of the lubrication cylinder, the rotation shaft coupling, and the operation of the barrel by the outer passage inner cylinder or one side or several sides of the wing restraint plate, the radial feet of the propeller blades are the By a central ring or a central disc.

In the wing rest adjustment plate according to the present invention, the form of the transmission surface is as follows. In the case of forward and reverse navigation, the width of the plate on the face of the force is made to be maximized. The force beneath the wing rest is transferred directly to the inner plane of the barrel.

The condition of the axis of the hole into which the propeller blades engage, the diameter of the blades, and the length of the surface of the inner plate of the propeller barrel coincide with each other to adequately handle the excessive loads that normally appear in reverse. One or more wing rest adjustment plate forms a unit with fixed lever, fixed shaft and fixed groove.

The length of the lever is not limited by the state of the fixed lever in front of or behind the wing leg, as opposed to the radius of the wing leg of the propeller barrel with the support disc, but rather its length (e.g. twice the length). Longer.

By mounting the wing plate adjusting plate by the adjusting lever, the adjusting shaft or the adjusting groove in the barrel, the diameter of the adjusting shaft can be much larger and the width of the adjusting groove can be much larger.

This reduces excessive operation and friction.

The rotatable sliding piece which slides into the inclined groove in accordance with the movement of the axis of the adjusting yoke is on or in the inclined groove of the wing support adjusting plate. By adjusting the size of the sliding plate and the height and width of the movable piece to the width and contour of the control lever, the control shaft moves freely in any working state and is constrained in the last state. Direct transmission of the rotational force to the adjustment yoke supported by the propeller barrel, barrel extension, or the lid of the barrel towards the long lever and pivoting part of the wing rest adjustment plate and inclined at an acute angle of about 15 ° -25 ° in the longitudinal axis direction. The reduction of the two-stage force for the fixation and adjustment of the blades by the sliding grooves can be achieved with a force of 1/6 compared to the control propellers with wing plates.

Another method of reducing the adjustment force is made possible according to the invention by means of a rotatable stationary cylinder and an adjustment cylinder or a stationary shaft and an adjustment shaft mounted on the adjustment yoke and the rotating shaft, the barrel, the projection of the barrel or the lid of the barrel.

The fourth reduction step is made possible by the installation and coupling of the fixed cylinder and the adjusting cylinder or the worm mechanism with the fixed shaft and the adjusting shaft.

For pre- or post-adjustment of wing angle, adjustment preselection and inclination angle check device consisting of worm gears, worms and single-stroke couplings, or rotating gears with cog wheels or long slotted grooves. It is controlled by and is rotated by the traction or the reciprocation of the extrusion device by the structurally determined angle toward the rotation device.

In the worm-rotating device, since the tow bar and the towing device are attached to the one-stroke connecting device, the direction of rotation is reversed, so that the inclination angle is increased or decreased as the tow bar is operated. In the case of devices with inclined gears or with adjustable gears with inclined grooves, the inclination of each traction device is reversed and by doing so, the adjusting screw shaft is rotated to the left or to the right by a fixed angle in construction.

The adjusting tow and the extruder extend from the speed of the propeller barrel to the front of the barrel and reach the flap of the propeller shaft towards the hull and the stern or the base of the shaft in the case of a flanged shaft and shaft rotation. The two traction devices are retained or restored by resilience even at rest by engaging permanent magnets in opposite directions just behind the barrel or rotating flange.

Water and oil-filled covers made of non-magnetic composite are bonded between the lubrication shaft and the rotating shaft flange to ensure that the movement of the permanent magnets and towing shafts is safe during operation. Further, according to the present invention, an electromagnet device of one part or multiple parts which does not rotate is attached to the stern cover and the rotating shaft base of the hull. The electromagnet is fitted with the spacing of the permanent magnet cover instead of the rear end of the bottom and stern pipes, depending on the condition of the propeller and the shaft of the rear axle flange. In the electromagnet system, no current flows during operation. Residual magnetism is only slightly left by suitable materials or extreme changes. To prevent corrosion, the coil can be painted with resin and the side facing the propeller of the device can be sealed with a non-magnetic compound.

The supply of electrical energy takes place inside the ship by means of preselection and identification. This preselection and confirmation device allows the direction of change for the pitch angle to be increased or reduced and the determination of the control accuracy in each direction is determined and confirmed, and the wing pitch angle can be adjusted at standstill and at all rotational speeds. . In this case, the permanent magnet group belonging to the current direction is identified by forming a magnetic field in the current direction in the coil, and the other permanent magnet group is subjected to resistance or returns to its original state.

The operation of permanent magnets and electromagnets can be adapted to the size and control of the propeller and the strength of the supplied voltage and current.

By selecting the power transmission and permanent magnet to be stationary, the traction system can be operated with smaller starting power and higher final power, or the extruder with greater starting power and reduced It is possible to operate with the final power.

For permanent magnets to be installed on opposing surfaces of the hull, two or more pairs of permanent magnets must be attached to the propeller axis to displace. A pair of permanent magnets consists of two permanent magnets with their entire surface peeled off. In the stationary state, two magnets come out of their working area. For the propeller blades to be adjusted, one of these magnets approaches the radio current plane, or circumferential direction, in each direction of adjustment.

When the barrel rotates, as in the case of the electromagnet, the magnetic force is transmitted to the permanent magnet in the barrel, so that adjustment is performed. The change of the adjustment direction is made by changing the magnet arrangement on the hull surface. In the state where the propeller is stationary, adjustment can be made by displacement of the shaft over several times of the magnets on the ship's surface.

Principle of action and member of regulating propeller is as follows. In other words, as the ship reaches a fixed forward navigation state and the speed, propulsion force, rotational force, and rotational speed of the ship are recorded, the large and small wing pitch angles at a small stage of ± 0.05 to 0.1 are large. It is possible to make adjustments without making any changes while in operation, so that even small changes in pitch angle make it possible to immediately see the change in propulsion under constant or semi-continuous machine control and to easily find the optimum direction. do. The adjusted pitch angle will be fixed securely while sailing, thus eliminating the need for additional adjustments. When navigating at an angle, the propeller does not supply fixed energy to the propeller, and no friction occurs due to mechanical contact on any of the moving parts in the adjustment direction. The structure thus remains low in wear so that it is not difficult to attach new equipment during the life of the ship.

For new adjustments to increase or decrease the pitch angle, separate circuits and converters for changing the current direction are then used. By connecting one of the two circuits and a separate circuit along the current direction, the same adjustment of the wing pitch angle is reduced and increased, for example, by 0.05 ° -0.1 °. After that, the newly adjusted pitch angle is fixed. The adjustment process of the aberration can be automatically and continuously set by the preselection facility, so that the adjustment step is increased corresponding to the preselection facility. The steering status is automatically recorded so that each wing condition is identified and thus certain adjustments may be repeated.

The configuration of the adjustment propeller is determined by the special support of the limited rotational wing plate, which is larger than the diameter of the fixed propeller, but smaller than that of the control propeller. Propeller blades, unlike control propellers, are arranged in the joints of the lubrication and rotation shafts, and the long adjustment lever reduces the fixing and adjusting force of the blades. The horizontal force corresponding to the axis of the wing restraint plate is transmitted directly to the barrel and barrel projection or barrel cover through the adjustment yoke with inclined grooves. The remaining fixing and adjusting force of the shaft is reduced by about 1/3 by the inclined groove inclined by about 15 ° -25 °, and compared with the control propeller, the remaining fixing and adjusting force by the longer lever and the inclined groove are about 1/6. Is reduced.

The invention is explained in more detail by the working example of the following arrangement.

Figure 1 is a longitudinal sectional view of the propeller shaft as part of a propeller rotating shaft, tilted wing restraint plate, fixed and adjusting mechanism, combined permanent electromagnetism adjusting device and cone press combination of 400 million adjusting propellers.

2 is a cross sectional view of a propeller lubrication tube as part of a propeller propeller and a flank wing support plate with fixed yoke and adjustable yoke.

Figure 3 consists of several parts of the wing propeller plate parallel to the axis of propeller rotation, fixed mechanism and adjustment mechanism, adjustment propeller with inner and outer cylinders of 400 million adjustment propellers combined with a permanent electromagnet combined with a predetermined permanent electromagnet. Longitudinal section view of propeller barrel.

4 is a front view of the permanent magnet group and the electromagnet apparatus.

According to FIG. 1, in the one-piece propeller barrel 2 which is pressed against the propeller rotating shaft 1, the wing support adjusting plate 4 is connected to the hole in the front of the rear cylinder, and inclined toward the axis of the propeller rotating shaft 1 And radially fixed by the central ring (5).

The inclined groove of the wing rest adjustment plate 4 is supported by the fixed shaft and the sliding piece 9 by the fixed shaft and the fixed yoke 8, which are supported by the propeller cylinder 2, which is a part of the guide yoke 7, 10) Engage in the stomach. The fixed yoke and the adjusting yoke 8 are coupled to the rotatable screw spindle or screw barrel 11 by means of a screw and are then maintained in the adjusted state at that time, The state is designated by rotation. In addition, the worm gear 12 is fixed to the screw mandrel or screw barrel 11 is coupled to the worm 14 propelled by the one-stroke connecting device (13). Towing lever 15 is attached to the lever of the single-stroke connecting device 13 disposed on both sides of the worm 14, which is attached to the front of the front barrel through a hole in the one-piece propeller barrel 2; The part is brought into contact with the permanent magnet group 16 installed therein so that the shaft can be adjusted inside the cover 17.

In the rear portion 18 of the ship, a case 19 specially fixed in two parts is employed to employ the electromagnet device 20. The longitudinal cross-sectional view of FIG. 1 shows the coil cover 23 of the electromagnet device 20, which is fixedly wound around the coil core 21, the coil winding 22, and a special case 19 in a semi-circular shape.

The upper view of FIG. 2 shows the propeller barrel (2) as part of the adjusting propeller and the oblique groove (10), the center ring (5), the side support plate (6), the fixed yoke and the adjusting yoke coming in from the bottom of the barrel. The side with (8) shows the side view of the flat wing support plate (4). The lower figure shows a cross-sectional view of the propeller axis of rotation (1), one-piece propeller barrel (2), wing rest adjustment plate (4), center ring (5) and side support plate (6).

Figure 3 shows a series of four hundred million adjustment propellers by inner conical outer cylinders by conical press coupling to the wing rest adjustment plates 4 with fixed shafts and sliding pieces 9, the shafts of which are parallel to the propeller rotary shafts 1. The longitudinal cross-sectional view of the propeller cylinder 3 which consists of parts, and the longitudinal cross-sectional view of the fixed yoke and the adjusting yoke 8 with the inclined groove 10 are shown. The fixed yoke and the adjusting yoke (8) are supported by the outer cylinder of the rotating part and are maintained in the state of being adjusted with the screw and the screw lube or the screw lube (11) or the worm gear (12), the one-stroke coupling device (13), the worm 14, the traction apparatus 15, the permanent magnet group 16, and the electromagnet apparatus 20 reach the state prescribed | regulated.

The left side of FIG. 4 shows the front side of the propeller boom facing the ship in two parts with a traction device 15 of two permanent magnet groups 16 of opposite polarity mounted to move the shaft in the boom. ) Is also shown. The figure on the left shows a two-piece electromagnet device 20 mounted on the vessel tail 18 with a coil core 21 and a coil winding 22.

Claims (10)

One or more parts of the wing support plate, which is engaged with the lever toward the back or front of the “wing rest adjustment plate” (4), with the propeller blades built into the rotational shaft coupling area interlocked at the wing feet. (4) is combined with a fixed yoke and an adjusting yoke (8) mounted on the outside of the propeller wing support, and is capable of several steps of deceleration to fix and adjust the propeller blades in the propeller barrels (2) and (3). Magnets in or on propeller barrels provided with a fixed operating mechanism or dynamics, coupled to the structure of a rotating magnetic actuator (especially on the surface so that it does not have to be anchored at the port), in which the operating mechanisms and dynamics are fixed to the hull. Cylindrical or conical rotary shaft coupling, characterized in that connected to the control device that can be operated by Is fixed to the rotating shaft by the propeller blades are adjusted with the propeller yuntong a part or several parts of the apparatus yuntong to be rotatable to the main operation of the vessel within a limited adjustment range of the propeller (CFP: variable fixed propeller). 2. The wing support according to claim 1, wherein the wing rest adjustment plate 4 has a non-circular shape such as flattening the side surface within the prop plate circumference of the propeller barrels 2, 3, for example, so as to have its long main axis and The surface forming the bearing is placed in the main load area of the propeller blade as the forward and backward navigation, and the transverse axis is widened or reduced toward the diameter of the blade, and the adjusting lever and the fixed lever and the direction are coincident with the long axis or with respect to the main axis. Adjusting propeller, characterized in that to form about 20 ° to one side. 2. The lever according to claim 1, wherein the lever of the wing rest adjustment plate (4) is operatively engaged with the fixed yoke (8) at the front or back of the propeller wing rest, and the fixed yoke and the adjustment yoke are propeller barrels (2), (3). ), The yoke guide device (7) or the cylinder cover is configured to rotate the shaft, and is supported directly on the propeller barrel (2), (3), the propeller rotation shaft (1) or the cylinder cover during rotation prop. 4. The inclined groove (10) according to claim 1, 2 or 3, wherein the fixed yoke and the adjusting yoke (8) are combined with the lever of the wing rest adjustment plate (4) by a fixed shaft (9) guided into the inclined groove (10). The shaft of the) adjuster propeller, characterized in that to form an angle of less than 45 ° with the axis of the lever. The fixed cylinder and adjustment according to claim 1 or 3, wherein the fixed yoke and the adjusting yoke (8) are rotatable in the propeller barrel (2), (3), the tube cover or the rotating shaft (1) by screwing. In combination with a cylinder or centered with a fixed shaft and an adjusting shaft 11 installed in the fixed yoke and the adjusting yoke 8 or the fixed and adjusting shaft being a self-installed in the propeller barrel (2), (3) or the barrel cover. A regulating propeller, characterized in that it is coupled to a transmission mechanism such as a worm (12) or (14), which is excellent in a fixed speed reduction function. 4. The worm 14 according to claim 1 or 3, wherein the fixed and adjusting shaft 11 is coupled to the worm gear 12, and the worm 14 coupled by the worm gear 12 is in the propeller barrel 2,3. Adjusting propeller, characterized in that the movable traction and extrusion rod 15 can be rotated through the one-stroke connecting device 13 to operate in the opposite rotation direction, respectively. A propeller barrel (2), wherein the traction and extrusion rod (15) is coupled with a magnet device (16), which is arranged to move within the propeller barrel (2), (3). And the magnet device is characterized in that the propeller cylinders (2), (3) the propeller tunable, characterized in that the electromagnet system (20), which is fixed to the hull or stern portion outside the device is adjustable. 4. The movable magnet device 16 mounted to the propeller barrels 2, 3 is characterized in that it is formed of at least two permanent magnets 16 having opposite polarities. Adjustable propeller. 4. A permanent actuating device (16) according to claim 1 or 3, characterized in that the magnetic actuation function is fixedly and fixedly installed to the hull or stern, in particular as an electromagnet device (20) or in a permanent magnet device (16) in which the shaft is parallel and movable to the propeller rotating shaft (1). Adjusting propeller, characterized in that the operation. 2. A hydraulic cylinder actuated by a double acting dynamics cylinder acting on the fixed yoke and adjustment yoke (8) and operated in a closed loop, the hydraulic pump being moved magnetically through the traction and extrusion rods (15). Adjusting propeller, characterized in that connected to the control body.

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