US3043374A - Propeller and rotating propeller control mechanism for marine propulsion - Google Patents

Description

July 10, 1962 Filed Jan. 27, 1959 R. G. LE TOURNEAU PROPELLER AND ROTATING PROPELLER CONTROL MECHANISM FOR MARINE PROPULSION 2 Sheets$heet 1 July 10, 1962 R. G. LE TOURNEAU 3,043,374

PROPELLER AND ROTATING PROPELLER CONTROL MECHANISM FOR MARINE PROPULSION 2 Sheets-Sheet 2 Filed Jan. 27, 1959 MOTOR CONTROLLER i g/06 TO AC. SOURCE INVENTOR. firem ie7mrmaw eff/m ney United States My invention relates to propeller and propeller control mechanism for marine propulsion systems, and particularly to variable pitch type propellers and control mechanism for same.

For many types of marine vessels, a propulsion system incorporating one or more propellers of the full variable pitch type has a number of definite advantages. Among these are: the vessel drive can be quickly reversed without the requirement for either reversing the prime mover or providing expensive and cumbersome reverse gearing apparatus; the driving power can be smoothly and continuously varied over the full driving power range; the prime mover can be run at constant speed; the most effective combination of driving power, prime mover power, and vessel speed for various cruising or maneuvering conditions can be readily selected. In spite of these general advantages, the' specific structures and arrangements of variable pitch propeller systems and controls therefor in the prior art of which I am aware have not proven to be entirely satisfactory.

Accordingly, it is the general object of my invention to provide improved structure and arrangement for full variable pitch propeller systems and controls therefor,

. for use in marine propulsion systems.

Another object of my invention is to provide structure,

arrangement and control for full variable pitch propeller systems which shall have improved simplicity, reliability, and effectiveness.

These and other objects are effected by my invention as will be apparent from the following description taken in accordance with the accompanying drawings, forming a part of this application, in which:

FIG. 1 is a schematic side elevational view of a single full variable pitch propeller structure and arrangement, partly in section, illustrating the principles of my invention;

FIG. 2 is a schematic vertical longitudinal section view of a portion of the apparatus of FIG. 1;

FIG. 3 is a schematic transverse section view taken at lines 33 of FIG. 1;

FIG. 4 is a schematic vertical section view of the propeller drive gear box and associated parts;

FIG. 5 is a schematic side elevational view, partially in section, showing the propeller pitch control drive apparatus; and,

FIG. 6 is a schematic circuit diagram illustrating the electric control arrangement for the pitch control drive apparatus.

Referring now to the drawings it will be seen that the apparatus of my invention includes a propeller drive tube 11, a propeller support spider 13, propeller blades 15, a propeller support spider and drive tube housing 17, a propeller hub housing 19, a propeller drive tube housing support web 21. The apparatus also includes a propeller drive gear reduction 23 and a propeller pitch control gear reduction 25.

The propeller support spider and drive tube housing 17 is made up of a cylindrical portion 27 which merges at its rear end with an integral radially outwardly flared portion 29. The cylindrical portion 27 terminates at its forward end in an opening in the vessel hull 31 at the stern portion of the vessel and is fixed thereto by welding. The support web 21 is a metal plate structure shaped so that it fits the contour of the intersection of a vertical plane 3,043,374 Patented July 10, 1%2

The rear end 33 of the web is contoured so as to allow ample clearance for the propellers 15.

The propeller drive tube 11 extends from the propeller drive gear reduction 23 in the vessel interior, through and just beyond the rear end of the cylindrical portion 27 of the housing 17. The drive tube 11 is journalled adjacent its rear end of the housing cylindrical portion 27 by means of a suitable bearing 35. The spider 13 is in the shape of an open-topped dome 37 having a base portion 39 in the form of a heavy metal ring. The spider 13 is axially aligned with the drive tube 11, with the end of the drive tube fitting into the open top of the dome 37 and being welded thereto. The spider 13 is provided with a radial opening for each propeller blade 15. Each propeller blade has a stub shaft 41 Which is journalled in a respective spider opening by means of a suitable bear ing 43.

Extending through the interior of the drive tube 11 is a propeller pitch control shaft 45 which terminates at its outer end portion in a worm gear 47. The pitch control shaft 45 is journalled on the drive shaft 11 adjacent the rear end of same by means of a suitable bearing 49. The control shaft worm gear 47 is disposed opposite the propeller stub shafts 41. Each propeller stub shaft 41 carries a pinion 51 at its end portion, which respective pinion engages the Worm gear 47.

Fixed to the peripheral portion of the rear end of the spider is the propeller hub housing 19. The exterior surfaces of the hub housing 19, the spider base portion 39, and the outwardly flared portion 29 of the spider and drive tube housing 17 cooperate to form a smooth generally egg-shaped surface, the contour of which tends to minimize water turbulance and to aid in the attainment of smooth water flow over the parts. The propeller blades 15 have substantially flat operating surfaces with the exception of the conical bulges formed by the stub shaft roots. The propeller contour is generally that of a short ellipse with one quarter flattened. The stub shaft is located approximately on a line perpendicular to the ellipse long axis passing through the generatrix which is remote from the flattened quarter. The flattened quarter is always the outward and rearward portion of the blade.

The propeller drive gear reduction 23, as shown in simplified schematic form by FIG. 4 includes a gear box 53 mounted on a suitable base 55 within the stern section of the vessel hull 31. The propeller drive tube 11 extends through and beyond the gear box 53 for a purpose to be hereinafter explained, and is journalled on the gear box side Walls by means of suitable bearings 57. A bull gear 59 is mounted on the propeller drive tube 11 within the gear box 53 and is engaged by a pinion 61 which is in turn mounted on a power input shaft 63 which extends into the gear box 53 and is journalled on the side walls thereof by means of suitable bearings 65. The power input shaft 63 is driven from a prime mover (not shown).

The propeller drive tube 11 as above-mentioned extends forward through and beyond the drive gear reduction 25. The propeller pitch control gear reduction 25 includes a gear box 67 which is mounted on the end portion of the drive tube 11 for rotation therewith. The propeller pitch control shaft 45 is journalled Within the drive shaft 11 adjacent the forward end of same by means of a suitable bearing 71 and extends into the pitch control gear box 67. A bull gear 73 is mounted on the end of the pitch control shaft 45 and is engaged by a pinion 75 mounted on a countershaft 77 which is journalled within the gear box 67 by means of suitable bearings 79. The countershaft input gear 81 is engaged by 85 have been already herein described.

mitter 87 having a bevel gear 89 mounted on its rotor and engaging a bevel gear 91 mounted on a light shaft 93 which is journalled on the gear box by means of suitable bearings 95 and which also mounts a pinion 97 engaged by the pitch control shaft bull gear 73.

Electrical connections are made to the pitch control motor 85 and the selsyn transmitter 87 through a group of slip rings 99, 101 which are mounted on a shaft 103 which is fixed to the frame of the motor 85 and extends forwardly thereof coaxial with the propeller drive tube 11. The pitch control motor 85 is equipped with an electromagnetic friction brake 86 of a type which is released when the motor is energized and automatically set when the motor is de-energized.

The electric circuits for the system are illustrated in simplified schematic form by FIG. 6. Locations of the selsyn transmitter 87 and the pitch control drive motor In the vessel Wheel house (not shown) there is located a controller 105 for the said motor 85, and a selsyn receiver 107 motor. The rotor of the selsyn receiver motor is coupled to an indicator device 109. The controller 105 may be or" a conventional type and is connected in a conventional manner via suitable leads 110 and through the slip rings aforementioned 99, to the electric motor 85. The selsyn receiver 107 is connected via suitable leads 111 and through the slip rings 101 to the selsyn transmitter 87. The selsyn receiver 107 is also connected via leads 113 to a suitable power source. Power is supplied to the pitch control motor 85 via leads 106, from a suitable source. 2

In operation of the system, the propeller pitch control gear reduction 25 and the pitch control drive motor 85 rotate with the propeller drive tube 11. These components are of course dynamically balanced with the drive tube. The selsyn system is set up in installation so that when the propellers 15 are in the feathered position, the indicator 109 points to a neutral mark on its face. The indicator face may be calibrated in degree of pitch for forward vessel movement on one side of the neutral mark and degree of pitch for reverse vessel motion on the other side of the neutral mark. The motor controller 105 determines the direction of rotation of the pitch control motor 85. The gearing ratio between the pitch control gear. reduction input and output shafts is made sufliciently high to achieve a close degree of control over the propeller pitch. Also, the electromagnetic brake 86, acting through the gear reduction 25, holds the propeller blades in any selected pitch position. Thus in operation it is only necessary for the operator to position the motor controller 105 and at the same time observe the indicator 109. The propeller blades can be full feathered so as to exert no pushing force in either the forward or reverse direction, and they can also be turned 90 degrees from the full feathered position so that they will produce no drag and have no tendency to drive when the vessel moves through the water with no turning torque being applied to the propeller shaft.

The disclosure and showings made in the drawings herein are merely illustrative of the principles of my invention, and are not to be interpreted in a limiting sense. Although I have shown my invention in only one form it will be apparent to those skilled in the art that it is not so limited, but is susceptible of various changes and modifications without department from the spirit thereof.

1 claim:

1. A propeller control mechanism for marine propulsion systems comprising, a propeller having blades; a propeller drive gear reduction having an input shaft adapted for connection to a prime mover; a propeller drive tube having one end connected to drive said propeller and having the other end portion extending through said gear reduction; means within said gear reduction for driving said tube as an output shaft; a propeller pitch control gear reduction fixed to said other end of said drive tube so as to rotate with said tube, said pitch control gear reduction having an input and an output; a propeller pitch control shaft extending through Said drive tube and geared at one end to said propeller blades so as to vary their pitch when said shaft is rotated, said control shaft being connected at its other end to the output of said pitch control gear reduction; an electric motor having an output shaft and having an electromagnetic friction brake of a type which is automatically released when said motor is energized and set when said motor is de-energiz'ed, said electric motor being fixed to said pitch control gear re duction with its output shaft connected to said control gear reduction input; slip rings for conducting electric power to said motor, and means for controlling said motor.

2. A propeller control mechanism for marine propulsion systems comprising, a propeller having blades; a propeller drive tube connected to drive said propeller; a propeller pitch control gear reduction fixed to said drive tube so as to rotate with said tube, said pitch control gear reduction having an input and an output; a propeller pitch control shaft extending within said drive tube and linked at one end to said propeller blades so as to vary their pitch upon rotation of said sh-aft, said control shaft being connected at its other end to the output of said pitch control gear reduction; an electric motor having an electromagnetic friction brake of a type which is automatically released when said motor is energized and set when said motor is de-energized, said motor being mounted to rotate with said pitch control gear reduction and having an output shaft connected to said control gear reduction input; slip rings for conducting electric power to said motor, and means for controlling said motor.

References Cited in the file or this patent UNITED STATES PATENTS 2,446,658 Maynard Aug. 10, 1948 2,501,617 Roesch Mar. 21, 1950 2,520,204 Hancock Aug. 29, 1950 2,575,357 Nichols Nov. 20, 1951 2,629,451 Nichols Feb. 24, 1953

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