US2138574A

US2138574A - Reverse and variable pitch propeller

Info

Publication number: US2138574A
Application number: US104169A
Authority: US
Inventors: James A Gallagher
Original assignee: Individual
Current assignee: Individual
Priority date: 1936-10-06
Filing date: 1936-10-06
Publication date: 1938-11-29
Anticipated expiration: 1955-11-29

Description

Nov. 29, 1938. J.1A.7GA| LAGHE2 REVERSE AND VARIABLE-PITCH PROPELLER Filed oct. 6, 1936 ATTORNEY.

Patented Nov. 29, 1938 UNITED STATES PATENT OFFICE 9 Claims.

This invention relates to boat propellers, and has particular reference to propellers which shall not require the usual clutchand transmission systems for reversing the boat or for controlling means associated therewith for causing a posi-- l tive and reliable movement in unison of all propeller blades according tov a simplified arrangement, so that the operator can quickly change, at

will, to any selected'pitch or degree for forward, neutral or reverse position of the propeller blades.

Another object ofthe invention' is the pro- ,vision of a boat propeller device of vthe nature set forthfwhich affords dependability, free action of the control, compactness and lightness in weight, freedom from slippage, inexpensiveness in manufacture and installation, and which is actually adapted to afford added power to the infinite variation that is obtainable in setting. Other advantages of the invention result from the fact that Vthe propeller always runs in the same direction, even when the direction of the boat is reversed, so that wear on the stuffing boxes is eliminated; the speed of the boat can be controlled independently of the speed of the motor; the actuator means for setting the propeller blades require no lubrication; since the device permits direct power transmission fromthe motor to the propeller, frictional losses are avoided; and at the same time, the operator can manually set the propeller Whether the same is idle or in use, and without affecting any other parts, the actuator means tending to automatically lock or otherwise retain the propeller blades in any position of their infinite variety of adjustment. Other objects and advantages of the invention will become apparent as the specification proceeds.

With the aforesaid objects in view, the invenfil tion consists in the novelcombinations and ar' rangements of parts lhereinafter described in their preferred embodiments, pointed out in the subjoined claims, and illustrated inl the annexed drawing, wherein like parts are designated vby the same reference characters throughout the sev eral views.

(Cl. P10-163) In the drawing:

Figure 1 is a diagrammatic sectional view in elevation showing a device embodying the invention. v

'Fig 2 is an enlarged fragmentary sectional 5 view of the device looking along the drive shaft away from the motor.

Fig. 3 is a fragmentary sectional view looking at the opposite side of the device to show details of the propeller blade gear setting casing. 10

Fig. 4 is a longitudinal sectional view taken on the line 4--4 of Fig. 2. l I

Fig. 5 is a transverse sectional view taken on the line 5-5 of Fig.r4. v

Fig. 6 is a transverse sectional view taken on l5 the line 6-6 of Fig. 2.

Fig. 7 is a transverse sectional view taken on the line '1 -'I of Fig. 4. y j n Fig. 8 is an enlarged vertical sectional view of the means for the water tight sealing of the 20 propeller shift lever.

The advantages of the invention as here outlined are best realized when all of its features and instrumentalities are .combined in one and the same structure, but, useful devices may be 25 produced embodying less than the whole.

It will be obvious to those skilled in the art to which the invention appertains, that the same may be incorporated in several different constructions. The accompanying drawing, there- 30 fore, is submitted merely as showing the'preferred exemplification of the invention.

Referring in detail to the drawing, Ill denotes a device ,embodying the invention. The same mayV include a boat II Aof any suitable con- 35 struction or design. The boat may comprise any desired means including av motor (notlshown) for causing rotation of a drive shaft I2 that may be journaled in a bracket I3 alxed to the boat. Mounted on the shaft I2 in suitable relation to 40 said bracket is a device I4 embodying the invention and which'may comprise a propeller having any desired number of radial propeller blades I5. The means I4 may include actuator means I6 for setting the'rpropeller blades at a desired 45 angle, as hereinafter setforth in detail. Adapted to suitably operate the actuator means I6 is a. shift lever Il which extends vupward into the boat Il through an opening I8 in the bottom thereof. To seal-the opening I8 so as to pre- 50 vent water from flowing into the boat whileypermitting the requisite freedom of movement of the shift lever, I mayprovide a bell I9 or conoidal member. The lower edge thereof may be sealingly engaged with the boat at 25. The upper 55 portion of the member I9 is undercut at 2I`to seat a packing 22, which is adapted to compactly surround a ball 23 xed on the lever. A packing nut 24 may enclose the packing 22 and may threadedly engage the member I9. If desired, the ball 23:-may have a 'pin or trunnions 25 arranged along a diameter for projecting through the packing 22 and into suitable openings into the adjoining part of the member I9 to determine the pivotal axis of the lever I1.

It will be noted that the propeller I is located in any position and at any angle in accordance with approved boat design. In suitable relation y to the propeller, I may provide a rudder (not shown). The lever I1 extends upward into the boat for easy accessibility to the operator. By positioning the member I9 within the boat, ample space is afforded for the propeller and rudder,

and without obstruction thereof, and the sealing joint being readily accessible for inspection and repair.

Due to the conoidal angle of the member I9, the lever I1 may be shifted about its pivot 25 in the longitudinal direction of the boat. The packing and ball joint of course co-operate to afford a water tight seal.

The functioning of the actuator means I6 may y be described, in general, as permitting the setting of the propeller blades without interfering with the rotation of the propeller by the drive shaft I2. "I'he Setting comprises the simultaneous changing of the working angle of the propeller blades so as to adjust the effective pitch thereof to a'y desired angle for propelling the boat forward at any desired speed, or for driving the boat rearward, or for setting the propeller blades in neutral, without in any way affecting the speed or direction of the motor or of the drive shaft I2. The latter may therefore rotate always in one direction. 'Ihe speed or power output of the motor may, of course, be changed in the well known manner. The setting of the propeller as defined maybe effected whether the motor is running or idle. These different objects are readily accomplished with vthe aid of the shift lever I1, the

arrangement having the added advantage that the manipulation may be along the drive shaft I2 or an extension thereof, to afford a steady and rigid control without requiring the use of addi-P tional brackets or parts.

The actuator means I6 will now be described in detail.' The same may comprise a split casing including

casing sections

26, 21 sleeved upon the,v

drive shaft I2. The casing sections may be suitably united along a plane 28 which is at right angles to the drive shaft, and'may be rigidly secured together as by screw elements 29. To supplement the latter, the casing section 21 may have an axial extension 30 snugly fitted into the casing section 26, a locknut 3| being threaded on said extension. The Ysaid extension may be cylindrical or the portion within the section 26 may be square to prevent relative angular movement between the sections. Thus the section 21 and its extension 30 are sleeved upon the drive shaft so as to mutually reenforce each other. The section 26 is thus mounted upon its companion section 21 so as to be maintained in rigid aline- -ment with each other. Thesection 21 may have an axial elongated hub portion 32 sleeved upon the drive shaft I2 and keyed thereto at 33 in a suitable manner sothat the casing' is non rotatably slidably mounted-upon the drive shaft.

Within the

casing sections

26, 21 are angularly spaced chambers for receiving the gears 34, one

of which is provided for each propeller blade I5. Each chamber consists of a pair of mating recesses 35 in the

sections

26, 21. Communicating axially with each gear chamber is a passage for the shaft 36 of each gear. Said passage may consist of mating recesses 31 which provide bearing for veach shaft 36 at opposite sides of the gear 35. Coaxially arranged with each passage are the projecting hollow stub shafts 38. In general, the arrangement is such that the gear chambers, passages for the shaftsY 36, and the stub shafts 38 are each diametrically split along the common plane 28.

Each propeller blade may have its inner end 39 in the shape of a hub which is sleeved upon a stub shaft 38, and said hub being suitably affixed to a shaft 36. For instance, the hub 39 may be threadedly connected at 40 to the stub shaft 38 to aid in retaining the propeller blade and to afford a smooth bearing for the rotation of the propeller blade about its axis. VOf course, the hubs 39 help to secure together the companion sections of a stub shaft 38, and collectively serve to prevent angular movement between the

casing sections

26, 21. Likewise the hub 39 of a propeller blade may be secured to the shaft 36 by a tight thread as shown at 4I and in any other feasible manner so as to prevent relative rotation between a shaft 36 and its propeller blade. The thread at 4I serves to additionally anchor the propeller blade in position. Enough axial play can be provided to permit operation of the parts, and in fact, such clearance need be only slight since the total range of angular movement of each propeller blade about its axis need not exc'eed fourteen degrees, or any other usual desired degree of pitch.

For operating all the gears 34 as a unit and in equal degrees so that all the propeller blades shall be exactly the Ysame in position, a suitable unitary means is employed. The latter preferably comprises a plurality ofelements such as racks 42 suitably angularly spaced for individually engaging the gears 34. rFor this purpose the

casing sections

26, 21 provide passages 43 therethrough parallel to the axis thereof and arranged to guide the racks for longitudinal movement in engagement with the gears. I'he section 26 may provide uniform and powerful engagement with the racks. The latter are so compactly disposed that each engages one gear, and'hasan adjoining smooth face presented to the other adjacent gear. For actuating the racks as a unit, va member or shiftV collar 44 may be slidable along the hub 32, with which member the racks may be suitably connected, pivotally or rigidly as may be preferred.

rIfhe member 44 may constitute a shift collar grooved at 48 to receive a yoke 49 which vconstitutes a part of the lower end of the Ashift lever I1.

It will now be clear that upon moving the lever I1 in one direction, the boat will travel forward, and upon movement thereof in the opposite direction, the boat will travel rearward. Intermediate movements will cause corresponding changes in the-propeller setting. It will be obvious that no lubrication will be required for this device, in which the casing is open to water.

The assembling of the device is accomplished in a simple obvious manner, with all parts doubly interconnected lfor strength. The threads 36 and 4I may have like pitchfor simultaneous engagement.

It will be observed that the gear and rack engagement affords a virtual interlock to keep the blades in set position. Any suitable additional lock may be provided for this purpose.

I claim:

1. A boat propeller having radial blades angularly settable about their individual axes, said axes lying in a plane, a rotatable casing split substantially along said plane into two separable parts, hollow trunnions formed on said casing and each being split along said'plane, the propeller blades having hubs snugly receiving said trunnions and being journaled thereon, and releasable means extending through the trunnions and being secured at one end to the propeller blades and interlocked at the other end with the casing within the latter to thus operatively secure the propeller blades to the casing.

2. A boat propeller having a rotatable easing, the latter having externally threaded hollow trunnions disposed along a plane at right angles to the axis of rotation of the casing, the casing being split along said plane into separable sections, propeller blades having internally threaded hubs for a running engagement' with the trunnion threads and the hubs serving tosecure together the casing sections, and means lockingly journaled with the casing within the same and extending along said plane through the trunnions and having threaded axial connection with the propeller bladesw to additionally secure the latter.

3. A boat propeller having a rotatable casing, the latter having externally threaded hollow trunnions disposed along a plane at right angles to the axis of rotation of the casing, the casing being split along said plane into separable sections, propeller blades having internally threaded hubs for a running engagement with the trunnion threads and the hubs serving to secure together the casing sections, rods in said plane extending through the trunnions and having tightly threaded axial connection at their outer ends with the adjacent ends of the propeller blades, pinions secured to the inner ends of said rods, the casing sections having complemental recesses in which the pinions are journaled to serve as thrust collars so that the rods serve to additionally secure the propeller blades, and

means for rotating the pinions to turn the rods to angularly set the propeller blades.

4. A boat propeller having a rotatable casing provided with hollow radial trunnons extending along a plane at right angles to the axis of rotation of the casing, the casing being split along said plane into separable sections, propeller blades having end hubs journaled on said trunnions and serving to secure together the casing sections, and means for angularly setting the Working faces of the propeller blades, including shafts lying along saidv plane and extending through said trunnions into securement to the adjacent ends of the propeller blades, pinions on said shafts, said means having thrust bearing engagement with the casing therewithin so that the shafts retain the propeller blades on the casing, and means for rotating the pinions.

5. A boat propeller according to claim 4 wherein the securement of said shafts to the propeller blades is in the nature of a tight threaded connection.

6. A boat propelleaccording to claim 4 wherein the said thrust engagement is effected directly between the outermost faces of the pinions and walls of the casing opposed thereto.

7. A boat propeller according to claimld wherein the said hubs and trunnions" have axial thread interengagement.

8. A boat propeller according to claim 4 wherein one casing section is formed with an opening about said axis of rotation, the other section having an integral tubular extension extending into said opening and serving to interconnect the casing sections, and a drive shaft extending through said casing sections and the tubular extension.

9. A boat propeller having a casing rotatable about an axis, said casing having radial hollow trunnions lying along a plane at right angles to said axis, said casing and trunnions being split into separable parts along said plane, propeller blades secured to said casing and having hubs receiving said trunnions and thus serving to hold together the parts of the casing, and means in the casing for adjusting the rworking angle of the propeller blades, said means having connection with the latterthrough the hollow trunnions.

JAMES A. GAILAGHER.