SU41369A1 - Paddle wheel for ships - Google Patents

Description

The paddle wheel is the main type of movement for riverboats. Despite the considerable success of the propellers. the latter, in the conditions of operation of a river vessel, are still less profitable than paddle wheels.

In the proposed paddle wheel for ships with optically relative to its axle plates. the latter are hollow and consisting of two parts, connected by a hinge and receiving different angles of rotation from a special mechanism, to provide entry into and out of the water of the plates at the most advantageous angle.

In FIG. 1 shows the cross section of the propeller wheel for ships perpendicular to its axis; FIG. 2 - longitudinal section of the xyde; FIG. 3 6– paddle wheel plates; FIG. 7 shows a section along the line AB in FIG. 6; FIG. 8 is a longitudinal section of the propeller wheel along the shaft; FIG. 9 is the same cross section; FIG. 10 — Detail: FIG. 11-14 F-wheel and wheel spins; FIG. 15 is a cross-section of the coupling for coupling the wheel shaft to the host machine or gearbox; FIG. 16 is the same longitudinal section,

In the proposed paddle wheel for ships, in order to ensure maximum efficiency of the wheel by maximizing the section of the jet being thrown, the length and width 11LNC is significantly increased in relation to the diameter of the wheel.

The slabs (Fig. 1) are made divided into two parts 2 and 4. Part 2 is turned into relatively dry structures of the wheel near the center 5. Parts 4 of the plate are connected to parts 2 pivotally and in the process of operation the paddle wheel is rotated relative to part 2. Part 2 has a knee 5 - 6 fixed to it. This knee is connected by means of a leash 6-7-8 to an eccentric 8. The latter is obstructed

(387)

near the center 9, which is located below the center of the shaft 10, or at the same level with it. The eccentric 8 is supplied with two knees 1, which are fixedly fixed and displaced near the center 9, approximately 90 °. Each of the latter is provided with a hinge at point 12 and, if there are rods 3 having a length equal to the eccentricity 10-9, is given by means of rods in rotation from the main non-creeping paddle wheel design. Drivers 6-7-8 have hinges at points 7, to which are attached the hinges 7, with the other end of the hinge connected to the parts of 4 plates closest to the center of the shaft 10.

Hi FIG. 1, arrow 15 indicates the forward direction of the vessel, and arrow 16 indicates the direction of rotation of the wheels; with the arrangement of the hinges shown in this drawing, the plate acquires, as it were, a property of flexibility and, at the entrance, faces the bulge forward, and at the exit, bulges backward.

With such an arrangement of wheels, choosing for a given towing speed and wheel rotation an appropriate aspect ratio of the tilting mechanism, it is possible to achieve the following positions.

At the beginning of the entry of the plate into the water, the inlet is made without impact, so that the direction of the velocity of entry with respect to water coincides with the bisector of the tangents to the profile of the plate in its top. During the greater part of the second half of the cycle, corresponding to the exit of the plate from the years, the thrust of the indicated bisector is given so that during this part of the cycle the plate moves in the water in the direction of the indicated bisector. The wire is the same bisector tangled to the top 4 of the profile of part 4 of the plate, it is possible to achieve with the specified device, so that the blade of the strips 4 during most of the output, especially during its

The last part was the backward so that the analogue coincidence with the relative velocities relative to the water of the top 4 profiles. During the entrance, part 4 of the plate is positioned so that in the initial part of its entry into the water the indicated bisector to the possibility is located in the direction of the rate of entry into the water of the center of gravity of the submerged part of the profile.

When performing these provisions, it is assumed that the losses to the minimum due to health and the rise of water behind the wheel and the highest value of the coefficient of efficiency creep. In addition, with this device, the magnitudes of the forces acting on the hinges receive the lowest value and, accordingly, the cost of repairing the mechanism for rotating the blades is reduced. With a large eccentric diameter along the centers of the hinges and with a large knee length of 5-6, these disadvantages are especially aggravated. In the proposed device, they are avoided, since when the actuator is driven by the connecting rods, its rotation is quite even. In order to satisfy the above mentioned conditions of the motion of the blades in the water, as well as to obtain small forces in the hinges, it is necessary to increase the length of the knees 5 to 8, to make a large eccentricity ratio (distance from point 10 to 9) to the length of the knee (distance from point 5 to 6). This is associated with an increase in the diameter of the cam; In order to minimize the loss of friction of the eccentric, the latter can be mounted on three runners 17, whose circumference is shown in FIG. 1 dotted line. On the inner side, the eccentric is supplied with a bandage, which is a ring rail that runs along the runners (one of these sliders 17 is shown at the left eccentric in FIG. 2). The above-mentioned device can be made both in wheels having one row of plates along the length of a co-track, and in wheels having two rows of them (Fig. 2).

To simplify the drawing, the lead 8-6, the knee 1 of the eccentric and the connecting rod 3 are shown on only one eccentric. The other eccentric, with two rows of wheels along the length of the wheel, gets completely identical to the above described and operates independently of the first drive of the eccentric and the rotation of the blades.

The main feature of the construction of the plates, in addition to dividing them in width into two parts, is their arrangement in the form of hollow profiles made by welding. With this profile, there is a large moment of resistance to both bending and torsion with a relatively low material consumption. Ordinary grooved plates made of sheet metal do not work well for torsion; therefore, so-called rollers are usually used, which not only loosen the construction, but also improve the hydromechanical qualities of the propeller, since when the plates are lowered into the water and when they exit the water, considerable power is expended on the resistance of the rollers. In addition, the floor profile of the plate can be given the most advantageous from the hydromechanical requirements section of the profile, acute at the bottom and constantly expanding upwards.

The design of such a panel is presented in detail in FIG. 3-5 Since a particularly high strength is required from the outer edge of the 18 blades, the latter is welded to the weld iron. To reinforce the fingers 19 (fig. 6) of the hinge 5, the strips 20 are replaced by the blades, replacing the usual headstocks, with the back side of part 2 of the blade. These strips, at the landing point of the fingers 19, are reinforced by the welding of the linings 21. The lower part of the 2 blades, which directly perceives all blows, is made particularly strong. The upper part 4 can be very light, since it is significantly less subjected to shocks and, during normal operation, is loaded with water pressure to a much lesser extent than part 2. In the case where the connection of parts 2 and 4 of the pond is made easy to assemble during autumn. the tug is in operation. I, before leaving for the autumn flight, the upper parts 4 can be removed. At this m, the efficiency coefficient decreases as much, but due to the larger ratio of the knee length 5-6 to the width of the remaining narrow part 2 of the blade, the probability of damage compared with the conventional design is significantly reduced. The upper part 4 of the plate is also made by welding a hollow profile. This part, depending on the conditions of the tugboat, may be of two options: this part of the mud is made of the same length as part 2; with an atom in the rim-spoke system, the distance from the vertices of the polygon centers of the rim bands 22-22 to the hinges 5 should be increased against the one shown in FIG. 1, to allow parts 4 to rotate. Alternatively, part 4 of the plates is performed with subdivision into parts (Fig. 6). In the latter case, the system of rim-spokes can be greatly facilitated. Since, at the same time, direct rotation with the help of tg 7 gets only one of the parts of this divided blade, the brackets 23, which are at the same time hinges, by means of which the blade 2 is mutually fixed, serve to transmit the torsional moment. Segments 24 are welded to part 2 of the blade (Fig. 5), the final conch treatment is done already after welding. These segments are covered by a corresponding shape with staples 23. The end brackets 25 with parts of 4 plates are tightly connected. The remaining brackets 23 with parts of 4 plates are connected movably due to the fact that the brackets 23 have channel profiles (Fig. 7), in the gap between the shelves of which parts of the 4 plates can freely move, moving progressively in the direction of the length of the blade.

The brackets 23 can be mounted on a cylindrical pin formed by the segments 24, but at the same time they can freely move progressively, moving along the length of the specified pin. The latter provides a great convenience for disassembling the bracket 23, for which it must be preliminarily shifted by the width of the segment 24, after which it can be easily removed. The self-shear of the parts of the 4 lonasties along the shaft length during operation is provided by the extreme brackets 25 connected to the parts of 2 plates. In addition, using the stoppers 26 (Fig. 4), which can be made in the form of hairpins, ver. duhs in part 2 plitsy. Nut against self-unscrewing screw; prk screwdriver this nut gets the opportunity otsgma whole part 4 plitsy. The shaft of the paddle wheel, in view of its long length, is made in the form of a hollow welded (Fig. 8). In the planes of the middle rows of pipes, the I-section can be reinforced by welding inside the rings 27 (Fig. 2). The shaft studs are made of a more dense metal in the form of castings or by welding. At the same time, the side trunnion 28 was fastened with the steel tubular part of the shaft tightly. Caaafa 29, on the side of the trim, in FIG. Figure 2 shows a detachable connecting portion with a steel tubular shaft with studs screwed into a ring 30 connected to a steel tubular shaft portion tightly. This makes it possible to access the inside of the shaft when it is twisted. The use of a tubular shaft provides significant savings in metal la and weight of the wheels compared with the conventional device of the latter. In addition, the manufacture of such a shaft in the tubular part of it is quite accessible by little equipped workshops and eliminates the need to produce expensive heavy cartridges of conventional wheel design. At the same time, the greatest relief from the construction is obtained with the configuration of the rim slip system shown in FIG. 1. A feature of this device is the operation of the spokes only in compression when the vessel is moving forward and in tension - when moving backwards. Zgo is achieved, on the one hand, tangential to the circle 31-31 of the internal centers of the hinges of the spokes, and not radial, as usual, by the arrangement of the spokes, on the other hand, by the fact that the connection of the spokes 31-32 with the rim and shaft is carried out and hinges. Thanks to the latter, the spokes do not convey bending moments and can be made quite light. The greatest relief of the spokes can be obtained by making them out of pipes, as shown in more detail in FIG. 11 - 14. In this drawing, the joint design represents a spherical joint connecting the latter with the shaft in two variants: with a ball pin and with a fork. The attachments to the tubular part of the spoke are made by welding to the last sleeve 33, with which the parts are pre-screwed with the cut part of their tail. The adjustment of the length of the spokes can occur by pushing or pushing the sleeve 33 out of the pipe before welding. Depending on the installation and operating conditions, the stops 34, to which the hinges of the spokes are attached, may not be tightly connected to the shaft, but made movable, adjustable with wedges, as shown in FIG. 11 - 14. The rim (Fig. 1) can be made by welding the heads 35 to the polygon 22-22, welded from strip steel. The latter can be either Steel cast or welded. In the latter case, they are cut out by gas cutting from sheet iron, and the thickenings to the parts of the hinges 5 are made by welding up round segments. On the inner side, the hinge stops 32 of the spokes are welded to the polygon 22-22. Thus, the joints of the polygon of the rim are compensated, with one of the stoons, holozkaiah 36, and with each other - with stops of the balls of 32 spokes. Bending heads 3S, in conjunction with polygon 22-2, transfer the bending moment with very long joints, and it ensures sufficient reliability of that connection. For ease of installation and reconditioning, the rim is divided into at least two parts. the tykes are rolled up on the slats. The device of the rim and the spokes, the forces applied to one or another head, are transmitted once, directly, without any intermediate bolts, to the whole rim, and from the latter to the whole system of spokes. To ensure the resistance of the wheel to forces, randomly acting along the plates, one of the middle rims, in addition to the speed spacing of 31 -32, is connected to the shaft by a system of struts 38-39 (Fig. 2). These stops are located B parallel to the axis of the shaft of the planes through the spokes. The connection of the ends of these stops with the base and with the rim can be provided with hinges similar to that shown in FIG. 11 designs, hinges 31 spokes. When parts 2 are divided, the lengths into two parts of the aforesaid stops 38 - 39 are provided with the middle rim nearest to the board (Fig. 2); The position of the outer row of parts 2 of the plates is fixed by means of earrings 40. 41 connecting detachably corresponding half of the parts 2 Full bearing, to reduce friction and simplify exploitation, in this device is roller, in order to tilt the shaft and slightly axial movement of the bearing along the length his body. The inner ring of the bearing fits snugly on the Borg-side. The bearing is made detachable. FIG. A special bearing type is shown for these conditions, in addition to self-alignment, which allows for a harmlessly significant sweep of the shaft line, thanks to a special lubrication system and protection from water penetration into the bearing. For this purpose, the grooved linings 44 and 43 are attached to the shoulders 43 of the shaft fixing the wheel in the main direction. Combs 46 have the purpose of raising oil from the drain 47, where lubricant flows, using a connecting pipe not shown in the drawing, also from the bath 48, back to bearing lubrication. For this purpose, the comb is made of a large area, which is achieved by their large diameter and depth of the teeth of the comb. From this comb, the front-side lubricant is scraped off with a scraper 49, and from the latter, through a funnel-shaped drain, flows down into the channel 30, through which it flows into the canal .; front head When reversing, the scraper 49 retracts to the stopper 51 under the action of a spring arm 32, which presses the side of the comb of the slider 53 (Fig. 10). When reversing, a symmetrical device 54 begins to work. Located on the opposite side of the comb 46. This device replaces a special lubricating pump and can give a quantity of lubricant that ensures the non-contact of the papa metal and the bearing or at least minimal wear of the latter. In order to avoid leakage, the lubricant on the under-bearing journal of the cladding 44 and 45 is supplied with combs 55. From the latter, the oil is always scraped by scrapers 56 into the baths 47 and 48; Scrapers sit on fingers 57, and push the keys with counter-loads 58 (Fig. 9). In order to avoid deterioration of water lubrication, water is removed by a pin into the bearing and water is removed from the combs 59 and further, from the corresponding bath, flows out of the bearing by gravity.

To alleviate the weight of the installation and to parpple the effect of the curvature of the shaft line, the connection of the wheel shaft to the main machine or gearbox is dried using tubular fishing gear 60 (Fig. 2) and flexible couplings (Fig. 15 and 16) specially developed for the proposed rowing device wheels The forward torque transmission is carried out with the help of three forward speed crackers 61. These crackers are welded to the ends with superhard alloy washers and machined in a sphere described from one center. One end of these crackers rests in washers 62, placed in sleeves 63, inserted into the sockets of the shaft pin 28. The other end of the crackers, 61, rests in the washers 64, which lie in the sleeve 65. abutting through the gasket 66 into the nut 67, screwed into the housing 68, rolled up with bolts with a flange welded to the intermediate tubular shaft 60. Under the action of torque, the position of the axis of the intermediate shaft 60 is fixed in a definite way, with the load on the crackers being distributed to the three crackers evenly. Adjusting the nuts 67 can

the axis of the shaft 60 to shift and accelerate in the center, the gasket 66 is designed to soften shocks and vibrations. When the oceii misalignment, the shafts 60 and 10 of the crumbs sway when the wheels rotate. With the back stroke, the crumbs 61 slacken, and the torque lug is transmitted by the other three similar rusks 70. Since the force is transmitted by the spherical surfaces of the superhard alloy and without slip, the wear in this clutch is minimized.

To absorb axial forces on the shaft 60 in tsatse 28, a thrust plate 72 (Fig. 16) is mounted with a ball joint, into which the corresponding plane of the body 68 is supported. With the main machine or with the gearbox, the intermediate shaft 60 is connected by the same clutch.

Through the use of self-aligning bearings and clutches, it is intended to paralyze the harmful effects of the curvature of the gross line, causing the shafts to break down, causing simple delays. This does not only reduce the cost of repair, but, in addition, it provides a great deal of ease and cheapening of the transverse attachment of the tug.

The subject matter of the invention.

A paddle wheel for ships with plysie pivotal with respect to their axes, characterized in that each plyzi is made of two hollow pivoting one relative to the other parts 2, 4 in order to ensure, by their relative rotation, the most suitable angle for entering the water and going out of the water of the padzel .

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