US2532235A - Cycloidal propeller control mechanism - Google Patents
Cycloidal propeller control mechanism Download PDFInfo
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- US2532235A US2532235A US754822A US75482247A US2532235A US 2532235 A US2532235 A US 2532235A US 754822 A US754822 A US 754822A US 75482247 A US75482247 A US 75482247A US 2532235 A US2532235 A US 2532235A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H1/00—Propulsive elements directly acting on water
- B63H1/02—Propulsive elements directly acting on water of rotary type
- B63H1/04—Propulsive elements directly acting on water of rotary type with rotation axis substantially at right angles to propulsive direction
- B63H1/06—Propulsive elements directly acting on water of rotary type with rotation axis substantially at right angles to propulsive direction with adjustable vanes or blades
- B63H1/08—Propulsive elements directly acting on water of rotary type with rotation axis substantially at right angles to propulsive direction with adjustable vanes or blades with cyclic adjustment
- B63H1/10—Propulsive elements directly acting on water of rotary type with rotation axis substantially at right angles to propulsive direction with adjustable vanes or blades with cyclic adjustment of Voith Schneider type, i.e. with blades extending axially from a disc-shaped rotary body
Description
Nov. 28, 1950 K. F. J. KIRSTEN CYCLOIDAL PROPELLER CONTROL MECHANISM Filed June 15,
5 Sheets-Sheet l Zhwentdr KURT FTJ. KIRSTEN Nov. 28, 1950 K. F. J. KIRSTEN 2, 3 ,235
CYCLOIDAL PROPELLER CONTROL MECHANISM Nov. 28, 1950 K; F. J. KIRSTEN 2,532,235
CYCLOIDAL PROPELLER CONTROL MECHANISM Filed June 16, 1947 5 Sheets-Sheet 3 a' v a Kur er F? J. KIRSTEN J n M O3 H Cltkornegs 2, a mm m u m K K. F. .J. KIRSTEN V CYCLOIDAL PROPELLER CONTROL MECHANISM M v k g N Nov. 28, 1950 Flled June 15 1947 K. F. J. KIRSTEN- CYCLOIDAL PROPELLER CONTROL MECHANISM Nov. 28, 1950 Filed Juna'le, 1947 '5 Sheets-Sheet 5 3twent0r STE N KURT Fa. K/R
attorneys l atentecl Nov. 2 8 1950 CYCLGIDAL PROPELLER CONTROL MECHANISM Kurt F. J. Kirsten, Seattle, Wash. Application June 16, 1947, Serial No. 754,822
10 Claims. 1
The propeller described herein is designed primarily for marine use, and may be considered in the nature of an improvement upon the propeller shown and described in my Patent No. 1,740,820, issued December 24, 1929.
The present propeller is generally similar to that shown in my aforesaid patent in that both include a rotor, the outer surface of which lies generally in continuation of the hull contour of a ship. This rotor carries a plurality of blades spaced symmetrically about its periphery and projecting outward from the rotor in generally parallel relationship, preferably diverging outwardly somewhat. The drive mechanism for the propeller not only revolves the rotor, but also turns each blade about its own axis relative to the rotor in a controlled manner, so that at any given point in the blade orbit successive blades will assume the same angular relationship to the rotor. To simplify the following discussion I shall designate propellers of this general type as cycloidal propellers, whether intended for marine use or for other purposes.
In my present propeller the blades do not turn through a complete revolution relative to the rotor, but merely oscillate about their individual axes on the blade orbit circle as the rotor revolves, to swing their leading edges alternately outward and inward relative to the respective tangents to such circle through the several blade axes. Preferably the blades are arranged so that all lines perpendicular to the chords of the respective propeller blades intersect substantially at a common point, designated the blade per pendiculars intersection. When this intersection coincides with the rotative axis of the rotor, all the blades being disposed tangentially of the blade orbit circle, the propeller will develop no thrust.
If the angular relationship between the blades and the rotor is now changed so that the blade perpendiculars intersection is located eccentrically of the rotors rotative axis, but within the blade orbit circle, the propeller will develop thrust in a direction perpendicular both to the rotative axis of the rotor and to the line joining the rotor axis and the blade perpendiculars intersection, such line being designated the propellers axis of symmetry, the direction of such thrust depending upon the sense in which the rotor revolves. In order to change the direction of the thrust, control mechanism for turning the blades about their individual axes simultaneously, to -shift the blade perpendiculars intersection circumferentially about the rotors axis, is provided.
The pitch of the propeller is determined by the distance between the rotor axis and the blade perpendiculars intersection. When these coincide the pitch is zero, and when the blade perpendiculars intersection lies on the'blade orbit circle the propeller pitch ratio, namely the ratio of the propeller pitch to the diameter of its blade orbit circle, is 11'. Control mechanism for changing the propeller pitchmust be capable of turning the blades to shift the blade perpendicular-s intersection toward the rotors axis for decreasing the pitch, and away from such axis for increasing the pitch.
The mechanism of my prior Patent No. l,7iO,820 included control mechanism which could be operated to change the angular relationship between the rotor and all the individual blades simultaneously, to direct the thrust force produced by the blades in any direction perpendicular to the rotors axis of rotation without altering the direction of rotor rotation. No expedient for varying the propeller pitch was disclosed, however, the pitch ratio being established at the value of 1r. It is an object of my present invention to provide control mechanism for changing the angular relationship between the rotor and all the individual blades simultaneously, not only to change the direction of the thrust force, but also to change the pitch of the propeller.
The desirability of changing both propeller pitch and thrust direction has been recognized heretofore. Ehrhart Patent No. 1,870,674, issued August 9, 1932, for example, shows mechanism for such dual adjustment. The difficulty with Ehrharts blade control mechanism, however, is that while two control devices were employed, they were arranged perpendicular to each other so that one control device was capable of acting only along fore and aft chords of the blade orbit circle, and the other control device only along chords athwartships of such circle. Movement of either control actuator would consequently alter both the propeller pitch and the thrust direction in most instances. To change only the propeller pitch or only the thrust direction it was usually necessary to operate both control devices, and their coordination to alter one factor without changing the other presented a difficult problem.
More specifically, therefore, it is an object of my invention to provide mechanism for controlling the angular relationship between a cycloidal propeller rotor and all the blades simultaneously to shift the blade perpendiculars intersection radially of the blade circle by actuation of one control device, for changing the propeller pitch, and alternatively, by actuation of the other control device to effect shiftingof the blade perpendiculars intersection circumferentially of the rotor without altering the eccentricity of such intersection from the rotor axis, thus to alter only the thrust direction. Both operations may, of course, be eifected simultaneously, if desired, by coordinated actuation of the two control devices. Such mechanism may be designated polar blade control mechanism. An attempt to provide such polar blade control mechanism had been proposed previously in Schneider Patent No. 1,681,500, issued August 21, 1928, but the mechanism disclosed therein would not operate satisfactorily to accomplish this purpose.
By the mechanism of my present invention I am able to adjust the angularity of the propeller blades, for changing either the propeller pitch or the thrust direction separately, from a station remote from the propeller installation, selectively and with great accuracy by any increment, whether minute or of substantial degree. Moreover my polar blade control mechanism is automatically self-locking and irreversible, so that while either the thrust direction or the pitch of the propeller, or both, may be altered by a simple manipulation of the operator, no stress to which the propeller, or a propeller blade, may be subjected, nor the drive movement of the propeller, can alter the adjustment of either control.
As previously stated, the cycloidal propeller disclosed in my Patent No. 1,740,820 was of the constant pitch type, as more fully disclosed in my Patent No. 1,432,700, issued October 17, 1922, the pitch ratio of such propeller being 1r. While for greatest efiiciency the pitch ratio of a cycloidal propeller should be if, a propeller having a variable pitch ratio is advantageous. Because of the continuous satellite unidirectional blade rotation in a propeller having 11' pitch ratio, each blade edge assumes alternately leading and trailing positions during successive revolutions of the propeller, whereas if the pitch ratio is less than 11', the same edge of each blade is always the leading edge, the blades merely oscillating about their respective axes during each revolution. Consequently the blade of a low pitch propeller, such as herein disclosed, may be made of hydrofoil or airfoil contour, whereas in a cycloidal propeller having 71- pitch ratio it is necessary that the opposite edges of the blades be of similar shape. Because of the choice of blade profile possible in my present propeller, its efiiciency at its highest pitch may approach that of a propeller in which the blades have 11' ratio, while in addition the advantages of pitch adjustment over a wide range are secured.
The following description of the mechanism which I prefer for achieving the objects mentioned will indicate other advantages inherent in various features of my propeller.
Figure l is a top plan view of a portion of my propeller with parts broken away to reveal control mechanism. Figure 2 is a transverse section through the propeller along line 22 of Figure 1. Figure 3 is a horizontal sectional view through part of the propeller taken on line 3-3 of Figure 2, parts being broken away. Figure 4 is a horizontal sectional view through the central portion of the propeller taken substantially on line i-d of Figure 2 and having parts broken away.
Figure 5 is a top perspective view of one slide assembly forming part of the blade control mechanism, and Figure 6 is a top perspective view of part of a difierent slide assembly.
Figure 7 is a bottom perspective view of a portion of the polar blade control mechanism, parts being in exploded relationship.
Figure 8 is a vertical sectional view taken sub- 4 stantially on line 8-8 of Figure 3, showing a propeller blade mounting.
Figures 9, 10, 11, and 12 are diagrammatic illustrations of the propeller representing various adjusted positions of the thrust direction and pitch control devices.
While my propeller may be used on other types of apparatus, such as for the impeller of a pump, and while the principles on which it operates may be applied to aeronautical propellers, I have shown in the drawings and shall describe the preferred form of my propeller for marine propulsion. The technique disclosed in my Patent No. 1,740,820, mentioned previously, may be followed in installing my present propeller in a vessel. Thus the rotor assembly may be mounted in a circular aperture in the hull I of a boat.
A mounting ring l0 encircling the propeller aperture is embedded in the hull to receive the propeller supporting base it which may be sccured to such ring by bolts E2. The base preferably is a casting having a cylindrical wall l3 projecting upwardly from it, spaced inwardly from the periphery of the base and serving as a housing for the rotor drive mechanism. This wall is braced by gusset ribs [6 extending radially outward from the wall of the propeller at circumferentially spaced locations. Within the wall a collar 15 extending axially of the base I! defines a central opening to receive the rotor shaft 2. This collar is braced by circumferentially spaced gusset ribs 86 extending radially outward from it. A circular cover plate [1. bolted about its periphery to the upper edge of easing wall it, has an additional housing I8 projecting upwardly from its central portion, containing my polar blade control mechanism, incorporating thrust direction and pitch control devices.
The hollow rotor shaft 2, extending downward through collar l5 of the base, is suspended by thrust bearing 20 secured within a central aperture of cover plate IT. The lower end of the inner bearing race abuts a shoulder 2| on the propeller shaft, against which it is pressed by a securing ring 22 encircling the shaft above it. Side loads on the propeller, produced by reaction to its thrust, are transmitted to base H through a lower radial bearing 23 encircling the lower end of collar l5 projecting downward below the central portion of the base. The upper plate 24 of the rotor, which is stiffened by radial ribs 25 spaced circumferentially about the plate, is apertured centrally to fit the outer race of bearing 23. The lower end of the hollow rotor shaft 2 is flanged outward beneath the inner periphery of plate 24, and the shaft fiange and such plate are bolted together by bolts 2. The outer periphery of plate 24 is apertured at spaced intervals to receive the mounts for the individual propeller blades, which blade mounts are describe more particularly in my companion application Serial No. 59,534, filed November 28, 1948, entitled Replaceable Propeller Blade Structure. A cap 26 is bolted over each of these apertures.
The peripheral wall 21 of the rotor is of an axial extent such that the marginal portion 28 of the rotor bottom will be disposed flush with the portion of hull l immediately surrounding the aperture in which the propeller is installed. Preferably the rotors peripheral wall and the marginal portion of the rotor bottom are formed integrally as a single casting. The central portion 29 of the rotor bottom is removable, however, to afford access to the mechanism housed within the rotor. The rotor bottom plate 29 may be secured to the outer ring 28 of the rotor bottom by cap screws 29 accessible through apertures in the upper rotor plate 24 closed by removable plugs 29".
The rotor drive mechanism operable to rotate shaft 2 consists of a shaft 3 extending radially of the propeller and journaled in suitable bearings 3B and 3| supported on the base radially outward from wall l3. The end of this shaft projecting inside such wall carries a drive pinion 32 meshing with a ring gear 33 keyed to rotor shaft 2 between its supporting bearing 2|] and the upper end of base collar I5. The drive pinion and ring gear are beveled suitably in accordance with their respective radii. Rotation of drive shaft 3 therefore revolves the rotor to move the individual blades 4 orbitally.
Each propeller blade 4 has a shank 40, which may be merely a bolt, extending axially through a hollow mounting spindle 4|. This spindle projects completely through the rotor from top to bottom, being received in holes in the upper plate 24, previously mentioned, and in smaller holes in the marginal ring 28 of the rotor bottom aligned with the holes in plate 24. Since it is not desirable to admit water to, the interior of the rotor,
although each mounting spindle 4| rotates with its blades 4 relative to the rotor, a suitable upper seal 42 and lower seal 43 are provided between the spindle and rotor. Despite the fact that the peripheral wall 2'! of the rotor is spaced slightly from the sides of the propeller-receiving hole in the bottom I of the boat, so that, when the propeller is not rotating, water may flow upward over the top of the rotor into the space between its top plate 24 and the stationary base ll of the propeller, and even though spindle 4| projects clear through cap 26, such packing prevents water from flowing into the interior of the rotor either from the top or from the bottom.
A collar 44 is keyed to each mounting spindle 4| and serves as the drive element for turning the blade 4 carried by such spindle about its own axis. This collar is spaced from the cap 26 of its spindle by a radial ball bearing 45 received within the upper end of the collar and encircling the central flange of the cap. The lower portion of the spindle receives a similar radial ball bearing 46 encircling the flange of the spindlereceiving aperture in the rotor bottom. Bearings 45 and 46 abut oppositely facing shoulders in the collar so that they resist both axial and tilting movement of blades 4.
In such a marine propeller it is desirable to vary the pitch from zero to a pitch ratio value approaching 11', depending upon the speed at which the boat is traveling. The faster the boat travels the higher should be the propeller pitch for a given rotor 'speed. As previously mentioned, the blades of a variable pitch cycloidal propeller, during their orbital travel, do not rotate unidirectionally about their own axes, but oscillate through a fraction of a revolution. The maximum practical pitch ratio value of such an oscillating blade, true cycloidal propeller, if excessive turning acceleration of each blade about its own axis is to be avoided, is approximately .81r, in which case the maximum departure of each blade from a position tangential to the blade orbit circle in each direction does not exceed about 50 degrees.
In my cycloidal propeller the pitch and the direction of thrust are controlled by altering the then more abruptly backward to tangential position, and during the half of its revolution through the rearward semicircle the leading edge of the blade will first swing abruptly inward from its tangential position and then more gradually outward to tangential position again at the completion of the revolution. Throughout such rotation the blades of a true cycloidal. propeller turn about their own axes so that the blade perpendiculars of all the blades at all times will pass through a single intersection point 0. This type of operation is illustrated by the diagram of Figure 10, the direction in which the vessel travels being indicated by the course arrow C and the direction of propeller rotation by the arrow R.
The farther the blade perpendiculars intersection is displaced from the rotor axis at the center of the blade orbit circle the greater will be the propeller pitch. Figure 11 shows such intersection at its position of maximum practical eccentricity, at 0.8 of the radius of the blade orbit circle from the rotor axis, corresponding to 0.811- pitch ratio of the propeller. The location of the blade perpendiculars intersection .angularly about the rotors axis will determine the direction in which the propeller thrust acts, the line of thrust always being perpendicular to the propellers axis of symmetry passing through the blade perpendiculars intersection and the rotor axis, Figures 10 and 11 effecting directly forward movement of the vessel in the direction of the course arrow C. In Figure 12 the axis of symmetry of the propeller is shown displaced in a clockwise direction through 30 degrees, the pitch adjustment being the same as that of Figure 10. The resultant thrust, correspondingly swung clockwise through 30 degrees from alignment with the center line of the vessel, will cause the vessel to turn to port as indicated by the course arrow 0.
The blade perpendiculars intersection O of a true cycloidal propeller is related to the location of the pin 5, which constitutes the axle for a plurality of bearings 58, one corresponding to each blade. In the installation illustrated six blades are provided, so that there must be six bearings 50, and six interconnecting drives, one connecting each bearing to its respective blade. As part of its interconnecting drive, each bearing carries a block 59 freely rotatable about pin 5 but displaced bodily by the pin as it is shifted to change the location of the blade perpendiculars intersection. The edges of each block 5!! are double beveled, or otherwise shaped complementally to the members of a bifurcated slide 5|, having one end supported by such block and its other end secured rigidly to a gear sector frame 52. Such a slide assembly is shown in Figure 5, and a different form of slide is illustrated in Figure 6, the stacked relationship of the several slide assemblies being shown in Figures 2, 3 and 4. Each gear sector frame is journaled in bearings 53, the top bearings being received in holes in the flanged lower end of drive shaft 2, and the lower bearings being carried by the bottom rotor plate 29. A hand hole 2%3 in the center of plate 29 affords access to the interior of the rotor for installing these bearings when securing such plate in place on the rotor. A direct ratio exists between the displacement of pin 5 from the center of the orbit circle and the displacement of the blade perpendiculars intersection from such center, being the ratio between the radius of the circle on which bearings 53 are located and the radius of the blade orbit circle.
Each gear sector frame 52 carries a gear sector 54 which is swung in its bearings 53 by the alignment of its slide 5! with pin 5. Each oscillatory frame gear sector 5 3 meshes with an idler gear 55 which in turn is in mesh with a second gear sector 58 carried by the mounting collar 54 of the corresponding propeller blade. sectors ti l and 55 are equal. Each idler gear is supported from the upper rotor plate 24 by a suitable bearing. When a slide Ei is swung clockwise to maintain its alignment with pin 5, its gear sectors 5% and 5t, and consequently the respective blade -l, are also swung clockwise through an equal angle, and vice versa. The interposition of such gearing enables the propeller blade circle diameter to be as great as may be desired, by utilizing a train of gears for each blade if preferred, while the slide mechanism remains compact so that the stresses on it are low and it can be supported easily, and the adjustability of pin 5 is slight.
Assuming now that pin 5 remains stationary, and is disposed coaxially of propeller drive shaft 2, as in Figure 9, the propeller is in zero pitch condition, and all the slides 5! will extend in directions truly radially of the propeller blades orbit circle in all rotation positions of the rotor. No relative reciprocation between pin 5 and slides 5! will therefore occur, nor will gear segments 54 and 56 and intermediate gears 55 rotate relative to each other.
When pin 5 is displaced from a position concentric with shaft 2 toward the circle of gear sector frame bearings 53, however, as indicated in Figures 10, 11 and 12, the distance between such pin and the axis of a selected pair of bearings 53 will vary as the rotor revolves. Consequently the slide 5! corresponding to such selected pair of bearings will reciprocate relative to its block fill pivoted on its bearing 50 as the rotor revolves, while always remaining aligned with pin 5. As a result the slide will shift angularly and this action will result in the selected gear sector 5 being swung about its bearings 53 to oscillate its gear 55 and the blade gear sector 56 meshing with it. The corresponding propeller blade 5 will thus be turned about its own axis as it moves orbitally, reflecting the swinging of slide 5! so that its perpendicular will always pass through a single point O for each adjusted position of pin 5. Each blade is controlled similarly, so that all the blade perpendiculars intersect at such point I have provided improved mechanism for shifting the location of the pin radially to vary the propeller pitch corresponding to different s eeds of the vessel, or circumferentially to alter the direction of propeller thrust for steering purposes. Two separate controls can be operated independently, one to change only the direction of thrust and the other only to vary the propeller pitch to any extent desired. Operation of either control cannot disturb the setting of the other, or both may be moved simultaneously to change The radii of gear 8 the pitch and the thrust direction of the propeller conjointly. Mechanism incorporating control devices capable of such independent operation I designate as the polar type of blade control mechanism.
The innermost shaft 63 carries a pinion 64 at its lower end which is received in a groove in slide 8 and meshes with a rack 65 on one side of such groove. Rotation of this shaft to rotate such pinion will reciprocate the slide lengthwise, which is radially of the rotor, to move pin 5 toward or away from concentricity with main drive shaft 2. Such radial displacement of the pin alters the pitch of the propeller, as explained previously.
Rotor shaft 2 will be rotated continuously to drive the propeller, but it will be evident that tube t2 must not be allowed to rotate: with shaft 2 if the thrust direction is to remain constant, for such rotation would shift pin '5, controlling the location of the blade perpendiculars intersection, circumferentially around the rotor axis. Consequently the upper end of the thrust direction control tube 62, integral with plate 6|, carries a gear 635 fixed to it which meshes with a. worm El normally constituting a lock for this shaft so that it will not be rotated by friction between it and the main propeller shaft 2. By this expedient plate fit is held positivel in a desired rotative position, but it may be turned at will to alter such position by rotation of worm 57 to turn gear 6% through an angle corresponding to: the desired alteration in angle of the thrust direction.
Similarly shaft 63 has a gear 58 keyed to it which, if held stationary in any rctative position of plate 6i, would prevent alteration in the degree of eccentricity of pin 5, consequently maintaining the propeller pitch unchanged. A pitch adjusting worm 69 also is provided, operable to rotate gear 8 for shifting slide 6 lengthwise, ra-
r dially of the propeller, by rotating gear 84, meshing with rack 65, shown best in Figure 4. It will be noted, however, that worm. as does not mesh directly with gear 68, for such direct engagement would not afford the desired control. If such worm and gear did engage directly, gear 64 would be held stationary when shaft 62 is rotated to shift pin 5 circumferentially for changing the propeller thrust direction, and consequently relative movement would occur between such static-nary gear 6 and the angularly shifting rack which would effect a radial displacement of pin 5, altering the pitch of the propeller as well as the thrust direction.
To prevent pin 5 llllS being shifted radially tochange the propeller pitch when thrust direction control tube 62' alone is rotated to move such circumferentially, differential gearing is interposed between the pitch control worm 5E? and gear secured to the pitch control shaft. Such differential gearing includes a gear I meshing with worm 69 and secured to gear 10. Interposed between and meshing with both gears 68 and ll] are pinions ll carried by a ring 12 which has an, external gear 13 encircling its periphery. This external ring gear meshes with a spur gear 14 integral with a second spur gear 75 which meshes with a gear it integral with the thrust direction gear 66. The sizes of gears 13 and 14 are selected with respect to the sizes of gears 15 and 16, so that for each complete rotation of gear 16 in one direction, gear 13 will be rotated one-half a revolution in the same direction. In the arrangement illustrated gears 15 and 16 are of the same diameter, whereas gear Ti is only one-half the diameter of gear 13.
When pin is in a desired location the thrust direction control tube 62 will be held stationary despite rotation of propeller shaft 2 because of the direct engagement with worm El of gear 66, keyed to such shaft. Shaft 63 also will be held stationary because gear will hold gears '14 and 15 stationary, preventing circumferential shifting of gear 73 and pinions H. As long as worm 69 holds gear 1 stationary, therefore, gear 68 also can not rotate to vary the radial location of pin 5 for changing the propeller pitch. The control mechanism for pin 5 is thus all held fixed despite rotation of rotor shaft 2.
If it is desired to change the thrust direction, as for steering, while maintaining the pitch constant, worm E1 is rotated the desired amount to revolve correspondingly shaft 62. Gear 16 is, of course, rotated through an equal angle, and ring 12, by the action of gears 73, i4 and 15, is rotated in the same direction but through an angle one-half as great. Assuming that worm 69 is not moved, gear 1 remains stationary to hold gear ii]. AS ring 72 is rotated through a given angle, pinions ii, meshing with stationary gear 70, are both rotated and shifted bodily circumferentially to turn gear 68, as well as shaft 63 and gear 64, through an angle twice as great as that through which ring 12 moves, and in the same direction. Since ring 12 is turned only half as far as gear it, because of the drive reduction through gears M and 15, the resultant movement of gear 68, twice that'of the ring 12, corresponds in direction and is equal in degree to the movement of gear 66, which movement of both gears 68 and 66 is effected entirely by rotation of worm 61. Plate 6|, carried by tube 62, and gear 64, carried by shaft 63 to which gear 68 is keyed, are therefore rotated conjointly through equal angles as worm 61 is moved to shift pin 5 circumferentially, so that no relative movement between gear 64 and rack 65 occurs, avoiding alteration in the eccentricity of pin 5.
If, on the other hand, thrust direction control worm 61 remains stationary and pitch control worm 69 is rotated, gears 66, 16, l5, l4 and 13 can not rotate, and ring '12, carrying pinions 'M will be held stationary. As gear 1 is rotated by worm 69, therefore, gear 68 will be rotated equally, but in the opposite direction, to rotation of gear 1. Such movement of gear 68 will turn shaft 63 and gear 84 to reciprocate slide 6 radially inward or outward without changing the circumferential position of pin 5. The propeller pitch change effected by this operation, illustrated by Figures 9, 10, and 11, varies the speed of the vessel without altering its course. It is evident, of course, that worms El and 69 may be moved simultaneously, if desired, to change both the thrust direction and the propeller pitch conjointly, but in every instance the movement of worm 61 will effect the entire change in thrust direction, while rotation of worm 69 will vary only the propeller pitch. Any friction between propeller shaft 2 and tube 62' produced by rotation of such shaft, and any friction between tube 632 and shaft 63, is powerless to alter the r'otative positions of such tube or shaft because of the positive control and locking mechanism described above which is connected to them.
When the rotor is not rotating water may flow over the top of it as mentioned previously. To prevent water flowing into the rotor or above base I I through the center of the propeller, packing 8 may be provided between collar I5 of the base and an annular flange projecting upwardly from the center of the rotor. This packing may be tightened by screwing downward bolts 8! threaded through webs [6 of the base 1! which press against a packing retainer ring 82. Rotation of the rotor, however, will free the space between base H and the rotor of water by centrifugal pumping action.
I claim as my invention:
1. A cycloidal propeller or the like, comprising a rotor, a plurality of blades carried by said rotor, and polar control mechanism for said blades including a rotative thrust direction control element, a rotative pitch control element disposed concentrically with said thrust direction control element, and blade turning control mechanism operatively interconnecting said thrust direction control element, said pitch control element, and said blades, and operable to effect a changed thrust direction turning of said blades by con-,
joint rotation of said thrust direction controlelement and said pitch control element through equal angles and to effect varied pitch turning of said blades by relative rotation of said thrust direction control element and said ,pitch control element, and differential gearing means opera tively interconnecting said thrust direction control element and said pitch control element and operable to effect conjoint rotation thereof by rotation of said thrust direction control element for changing the thrust direction while the propeller pitch remains unchanged, and further operable, while holding said thrust direction control element against rotation, to eifect rotation of said pitch control element relative to said thrust direction control element by rotation of said pitch control element for altering the propeller pitch while the thrust direction remains unchanged. i
2. A cycloidal propeller or the like comprising a rotor, a plurality of blades carried by said rotor, and polar contol mechanism for said blades including a rotative thrust direction control shaft,
a rotative pitch central shaft disposed concentricallywithin-said thrust direction control shaft, and blade turning control mechanism operatively interconnecting said thrust direction control shaft, said pitch control shaft, and said blades, and operable to eiiect a changed thrust direction turning of said blades by conjoint rotation of said thrust direction control shaft and said pitch con trol shaft in the same direction and through equal angles, and to effect varied pitch turning of said blades by relative rotation of said pitch control shaft and said thrust direction control shaft, a thrust direction control worm gear secured to said thrust direction control shaft, a
thrust direction control worm meshing with said thrust direction control worm gear, normally locking the same against rotation but rotatable to turn it, a pitch control worm gear, a pitch,
control worm meshing with said pitch control worm gear, normally locking the same against rotation but rotatable to turn it, differential gearing operatively connecting said pitch control worm gear and said pitch control shaft, and reduction spur gearing interconnecting the intermediate gears of said differential gearing and said thrust direction control shaft, said differential gearing and said reduction spur gearing cooperating, When said pitch control worm gear is locked by said pitch control worm, to effect conjoint rotation of said pitch control shaft and said thrust direction control shaft in the same direction and at the same speed when said thrust direction control shaft is turned by rotation of said thrust direction control worm driving said thrust direction control worm gear, for changing the thrust direction while the propeller pitch remains unchanged, and said differential gearing being further operable to rotate said pitch control shaft relative to said thrust direction control shaft when said pitch control worm is rotated to drive said pitch control worm gear, while said thrust direction control worm gear and said reduction spur gearing are locked by said thrust direction control worm, for altering the propeller pitch while the thrust direction remains unchanged.
3. A cycloidal propeller or the like comprising a rotor, a plurality of blades carried by said rotor, a blade turning control element, means supporting said blade turning control element for shifting independently circumferentially of said rotor to change the thrust direction, and radially of said rotor to alter the propeller pitch, a rotatable blade mounting for each propeller blade, a gearing quadrant carried by said blade mounting, means including a swingable element for each blade controlled by said blade turning control element, a gear quadrant carried by each swingable element and gearing interconnecting said. gear quadrant carried by each swingable element and said gear quadrant carried by the rotatable mounting of its corresponding blade, operable, as said rotor revolves, to effect controlled turning of said blades in response to swinging of said swingable elements as governed by the radial and circumferential location of said blade turning control element, and thrust direction and propeller pitch control means operable to shift said blade turning control element circumferentially and radially as desired to change the thrust direction and the propeller pitch.
4. A cycloidal propeller or the like, comprising a rotor, a plurality of blades carried by said rotor, and polar control mechanism for said blades including a thrust direction control tube, a pitch control shaft extending through said thrust direction control tube, a control pin, blade-turning mechanism operatively interconnecting said control pin and said blades, and operable, as said rotor revolves, to effect controlled turning of said blades as governed by the location of said control pin, a slide carrying said control pin, a guide member carried by said thrust direction control tube, having guideways engaging said slide and guiding it for movement radially of said rotor, and rotatable by rotation of said thrust direction control tube to shift said control pin circumferentially of the rotors axis, for changing the thrust direction, means operable by rotation of said pitch control shaft to move said slide in its guideways to shift said control pin radially of the rotors axis, for altering the propeller pitch, a thrust direction control actuator operable to rotate said thrust direction control tube, a pitch control actuator operable to rotate said pitch control shaft, and means interconnecting said thrust direction control actuator, said pitch control actuator, said thrust direction control tube and said pitch control shaft, and operable by movement of said thrust direction control actuator to rotate said thrust direction control tube, to effect rotation of said. pitch control shaft conjointly therewith in the same direction and to an equal degree,to maintain said slide stationary on said guide member as said guide member is rotated by said thrust direction control tube, to change the thrust direction while maintaining constant the propeller pitch, and including lost motion means interen gaged between said thrust direction control tube said pitch control actuator and said pitch control shaft and operable to rotate said pitch control shaft by movement of said pitch control actuator while said thrust direction control tube remains stationary, for shifting said slide along said guide member radially of the rotor to alter the ropeller pitch while the thrust direction remains unchanged.
5. A cycloidal propellor or the like, comprising a tubular drive shaft, a rotor revolved by said drive shaft, a plurality of blades carried by said rotor, and polar control mechanism for said blades including a thrust direction control tube extending through said tubular drive shaft and rotatable relative thereto, a pitch control shaft extending through said thrust direction control tube, a control pin, blade-turning mechanism operatively interconnecting said control pin and said blades, and operable, as said rotor revolves, to efiect con trolled turning of said blades as governed by the location of said control pin, a slide carrying said control pin, a guide member carried by said thrust direction control tube, having guideways engaging said slide and guiding it for movement radially of said rotor, and rotatable by rotation of said thrust direction control tube to shift said control pin circumferentially of the rotors axis, for changing the thrust direction, a rack carried by said slide, a spur gear meshing with said rack and carried by said pitch control shaft, rotatable to move said slide in its guideways to shift said control pin radially of the rotors axis, for altering the propeller pitch, a thrust direction control actuator operable to rotate said thrust direction control tube, a pitch control actuator operable to rotate said pitch control shaft, and means interconnecting said thrust direction control actuator, said pitch control actuator, said thrust direction control tube and said pitch control shaft, and operable by movement of said thrust direction control actuator to rotate said thrust direction control tube, to effect rotation of said pitch control shaft conjointly therewith in the same direction and to an equal degree, to maintain said slide stationary on said guide member as said guide member is rotated by said thrust direction control tube, to change the thrust direction while maintaining constant the propeller pitch, and including lost motion means interengaged between said thrust direction control tube said pitch control actuator and said pitch control shaft and operable to rotate said pitch control shaft by movement of said pitch control actuator while said thrust direction control tube remains stationary, for shifting said slide along said guide member radially of the rotor to alter the propeller pitch while the thrust direction remains unchanged.
6. A cycloidal propeller or the like, comprising a tubular drive shaft, a rotor revolved by said drive shaft, a plurality of blade carried by said rotor, and polar control mechanism for said blades including a thrust direction control tube extending through said tubular drive shaft and rotatable relative thereto, a pitch control shaft extending through said thrust direction control tube, a control pin, blade-turning mechanism operatively interconnecting said control pin and said blades, and operable, as said rotor revolves, to effect controlled turning of said blades as governed by the location of said control pin, a slide carrying said control pin, a guide member carried by said thrust direction control tube, having guideways engaging said slide and guiding it for movement radially of said rotor, and rotatable by rotation of said thrust direction control tube to shift said control pin circumferentially of the rotors axis, for changing the thrust direction, a rack carried by said slide, a spur gear meshing with said rack and carried by said pitch control shaft, rotatable to move said slide in its guideways to shift said control pin radially of the rotors axis, for altering the propeller pitch, and means interconnecting said thrust direction control tube and said pitch control shaft, including a differential gear train and a spur gear train arranged in series and operable to eifect rotation of said pitch control shaft by rotation of said thrust direction control tube and conjointly therewith in the same direction and to an equal degree to maintain said slide stationary on said guide member as said guide member is rotated by said thrust direction control tube, to change the thrust direction without altering the propeller pitch, but inoperative to effect rotation of said thrust direction control tube by rotation of said pitch control shaft, for shifting said slide along said guide member radially of the rotor to alter the propeller pitch while the thrust direction remains unchanged.
7. A cycloidal propeller or the like, comprising a tubular drive shaft, a rotor revolved by said drive shaft, a plurality of blades carried by said rotor, and polar control mechanism for. said blades including a thrust direction control tube extending through said tubular drive shaft and rotatable relative thereto, a pitch control shaft extending concentrically through said thrust direction control tube, a control pin, a slide carrying said control pin, a guide member carried by said thrust direction control tube having guideways engaging said slide and guiding it for movement radially of said rotor, and rotatable by rotation of said thrust direction control tube to shift said control pin circumferentially of the rotors axis for changing the thrust direction, a rack carried by said slide, a spur gear meshing with said rack and carried by said pitch control shaft, rotatable to move said slide in its guideways to shift said control pin radially of the rotors axis for altering the propeller pitch, a rotatable mounting for each propeller blade, means including a swingable element controlled by said control pin, and gearing interconnecting each swingable element and the mounting of its corresponding blade, operable, as said rotor revolves, to effect controlled turning of said blades in response to swinging of said swingabie elements as governed by the radial and circumferential location of said control pin, a thrust direction control worm gear secured to said thrust direction control tube, a thrust direction control worm meshing with said thrust direction control worm gear, normally looking the same against rotation but rotatable to turn it, a pitch control worm gear, a pitch control worm meshing with said pitch control worm gear, normally locking the same against rotation but rotatable to turn it, differential gearing operatively connecting said pitch control worm gear and said. pitch control shaft, and reduction spur gearing interconnecting the intermediate gears of said diiferential gearing and said thrust direction control tube, the differential gearing and said reduction spur gearing cooperating, when said pitch control worm gear is locked by said pitch control Worm, to effect rotation of said pitch control shaft conjointly with said thrust direction control tube in the Same direction and at the same speed when said thrust direction control tube is turned by rotation of said thrust direction control worm driving said thrust direction control worm gear, to effect rotation of said guide member without movement of said slide relative thereto for changing the thrust direc-' tion while the propeller pitch remains unchanged, and said differential gearing being furtheroperable to rotate said pitch control shaft relative to said thrust direction control tube, when said pitch control worm is rotated to turn said pitch control worm gear, while said thrust direction control worm gear and said reduction spur gearing are locked by said thrust direction control worm, to effect radial movement of said slide relative to said guide member by rotation of said first spur gear relative to said rack. without rotation of said guide member, for altering the propeller pitch while the thrust direction remains unchanged.
8. A cycloidal propeller or the like comprising a rotor, a plurality of blades carried by said rotor, and polar control mechanism for said blades including a thrust direction control element, a pitch control element, blade turning control mechanism operatively interconnecting said thrust direction control element, said pitch control element, and said blades, and operable to effect a changed thrust direction turning of said blades by conjoint movement of said thrust direction control element and said pitch control element, and to effect varied pitch turning of said blades by relative movement of said thrust direction control element and said pitch control element, a thrust direction control worm gear secured to said thrust direction control element, a thrust direction control worm meshing with said thrust direction control worm gear, normally locking the same against rotation but rotatable to turn it, a pitch control worm gear, a pitch control worm meshing with said pitch control worm gear, normally locking the same against rotation but operable to turn it, differential gearing operatively connecting said pitch control worm gear and said pitch control element, gearing operatively connecting said differential gearing and said thrust direction control worm gear and operable, when said pitch control worm gear is locked by said pitch control worm, to effect movement of said differential gearing and in turn of said thrust direction control element by rotation of said thrust direction control worm to drive said thrust direction control Worm gear, for changing the thrust direction while the propeller pitch remains unchanged, said differential gearing being further operable to effect relative movement of said pitch control element and said thrust direction control element when said pitch control worm is rotated to drive said pitch control worm gear, while said thrust direction control worm gear is locked by said thrust direction control Worm, in turn locking said thrust direction control element, for altering the propeller pitch While the thrust direction remains unchanged.
9. A cycloidal propeller or the like comprising a rotary, a plurality of blades carried by said rotor, and polar control mechanism for said blades including a blade turning control element, means supporting said blade turning control element for shifting independently circumierentially of said rotor to change the thrust direction, and radially of said rotor to alter the propeller pitch, means operatively connecting said blade turning control element to said propeller blades in all positions of said blade turning control element, and operable, as said rotor revolves, to efiect controlled turning of said blades in accordance with the radial and circumferential location of said blade turning control element, a rotative thrust direction control element operatively connected to said blade turning control element, a pitch control element connected With and rotative about the same axis as said thrust direction control element and operatively connected to said blade turning control element, said blade turning control element being shiftable circumferentially of said rotor by conjoint rotation of said thrust direction control element and said pitch control element about their common axis, and shiftable radially of said rotor by rotation about such axis of said pitch control element relative to said thrust direction control element, means operatively connecting said thrust direction control element and said pitch control element, thrust direction altering means operatively connected to said connecting means and operable to move said connecting means for effecting rotation of said pitch control element in synchronism with rotation of said thrust direction control element about their common axis for shifting said blade turning control element circumferentially of said rotor While maintaining its same position radially thereof, to change the thrust direction while preserving constant the propeller pitch, and further operable to hold said thrust direction control element against rotation, and propeller pitch alterin means operatively connected to said connecting means and operable to move said connecting means for effecting rotation of said pitch control element and consequent shifting of said blade turning control element radially of the rotor without be ing shifted circumferentially thereof, to alter the propeller pitch while said thrust direction altering means holds said thrust direction control element against rotation, thus preserving the thrust direction unchanged.
10. The cycloidal propeller or the like defined in claim 9, in which the means operatively connecting the blade turning control element to the propeller blades includes a rotatable blade mounting for each propeller blade, a swingable element controlled by the blade turning control element, and gearing interconnecting each swingable element and the mounting of its corresponding blade, operable, as said rotor revolves, to effect controlled turning of such blade in response to swinging of its swingable element as governed by the radial and circumferential location of the blade turning control element.
KURT F. J. KIRSTEN.
REFERENCES CITED The following references are of record in the file of this patent:
UNITED STATES PATENTS Number Name Date Re.19,438 Platt Jan. 22, 1935 991,794 McLaughlin May 9, 1911 1,027,217 Schneider May 21, 1912 1,432,700 Kirsten Oct. 17, 1922 1,681,500 Schneider Aug. 21, 1928 1,740,820 Kirsten Dec. 24, 1929 1,870,674 Ehrhart Aug. 9, 1932 FOREIGN PATENTS Number Country Date 77,612 Sweden Dec. 7, 1925 490,938 Germany Feb. 4, 1930
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US754822A US2532235A (en) | 1947-06-16 | 1947-06-16 | Cycloidal propeller control mechanism |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US754822A US2532235A (en) | 1947-06-16 | 1947-06-16 | Cycloidal propeller control mechanism |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| US2532235A true US2532235A (en) | 1950-11-28 |
Family
ID=25036497
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| US754822A Expired - Lifetime US2532235A (en) | 1947-06-16 | 1947-06-16 | Cycloidal propeller control mechanism |
Country Status (1)
| Country | Link |
|---|---|
| US (1) | US2532235A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0054339A2 (en) * | 1980-12-17 | 1982-06-23 | B.V. Koninklijke Maatschappij "De Schelde" | Hydrodynamic machine for high flow capacity |
| EP0785129A1 (en) * | 1996-01-20 | 1997-07-23 | Voith Hydro GmbH | Cycloidal propeller, especially for ship propulsion |
| EP0829422A3 (en) * | 1996-09-17 | 1999-11-03 | Voith Hydro GmbH & Co. KG | Cycloidal propeller |
| CN108454827A (en) * | 2018-02-09 | 2018-08-28 | 西北工业大学 | A kind of compact cycloidal oar blade control mechanism |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US991794A (en) * | 1909-06-30 | 1911-05-09 | Daniel P Mclaughlin | Flying-machine or airship. |
| US1027217A (en) * | 1911-07-20 | 1912-05-21 | Frederick Jacob Schneider | Feathering paddle-wheel. |
| US1432700A (en) * | 1922-10-17 | Propeller | ||
| US1681500A (en) * | 1925-12-07 | 1928-08-21 | Schneider Ernst | Blade wheel |
| US1740820A (en) * | 1924-04-10 | 1929-12-24 | Kirsten Boeing Engineering Co | Engine-driven marine vessel |
| DE490938C (en) * | 1927-09-27 | 1930-02-04 | Maschf | Device for regulating paddle wheels |
| US1870674A (en) * | 1930-04-26 | 1932-08-09 | Voith Gmbh J M | Propelling and steering mechanism for ships |
| USRE19438E (en) * | 1935-01-22 | Aircraft |
-
1947
- 1947-06-16 US US754822A patent/US2532235A/en not_active Expired - Lifetime
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1432700A (en) * | 1922-10-17 | Propeller | ||
| USRE19438E (en) * | 1935-01-22 | Aircraft | ||
| US991794A (en) * | 1909-06-30 | 1911-05-09 | Daniel P Mclaughlin | Flying-machine or airship. |
| US1027217A (en) * | 1911-07-20 | 1912-05-21 | Frederick Jacob Schneider | Feathering paddle-wheel. |
| US1740820A (en) * | 1924-04-10 | 1929-12-24 | Kirsten Boeing Engineering Co | Engine-driven marine vessel |
| US1681500A (en) * | 1925-12-07 | 1928-08-21 | Schneider Ernst | Blade wheel |
| DE490938C (en) * | 1927-09-27 | 1930-02-04 | Maschf | Device for regulating paddle wheels |
| US1870674A (en) * | 1930-04-26 | 1932-08-09 | Voith Gmbh J M | Propelling and steering mechanism for ships |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0054339A2 (en) * | 1980-12-17 | 1982-06-23 | B.V. Koninklijke Maatschappij "De Schelde" | Hydrodynamic machine for high flow capacity |
| EP0054339A3 (en) * | 1980-12-17 | 1984-07-25 | B.V. Koninklijke Maatschappij "De Schelde" | Hydrodynamic machine for high flow capacity |
| EP0785129A1 (en) * | 1996-01-20 | 1997-07-23 | Voith Hydro GmbH | Cycloidal propeller, especially for ship propulsion |
| EP0829422A3 (en) * | 1996-09-17 | 1999-11-03 | Voith Hydro GmbH & Co. KG | Cycloidal propeller |
| CN108454827A (en) * | 2018-02-09 | 2018-08-28 | 西北工业大学 | A kind of compact cycloidal oar blade control mechanism |
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