WO1997043173A1 - Appareil propulseur naval - Google Patents

Appareil propulseur naval Download PDF

Info

Publication number
WO1997043173A1
WO1997043173A1 PCT/SE1997/000163 SE9700163W WO9743173A1 WO 1997043173 A1 WO1997043173 A1 WO 1997043173A1 SE 9700163 W SE9700163 W SE 9700163W WO 9743173 A1 WO9743173 A1 WO 9743173A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
propellers
drive
propeller
arrangement according
Prior art date
Application number
PCT/SE1997/000163
Other languages
English (en)
Inventor
Lennart Brandt
Original Assignee
Lennart Brandt
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Lennart Brandt filed Critical Lennart Brandt
Priority to JP09540778A priority Critical patent/JP2000510072A/ja
Priority to DE69705043T priority patent/DE69705043D1/de
Priority to CA002255125A priority patent/CA2255125A1/fr
Priority to AU16812/97A priority patent/AU728814B2/en
Priority to EP97902810A priority patent/EP0898548B1/fr
Publication of WO1997043173A1 publication Critical patent/WO1997043173A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H23/00—Transmitting power from propulsion power plant to propulsive elements
    • B63H23/02—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H20/00—Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
    • B63H20/08—Means enabling movement of the position of the propulsion element, e.g. for trim, tilt or steering; Control of trim or tilt
    • B63H20/10—Means enabling trim or tilt, or lifting of the propulsion element when an obstruction is hit; Control of trim or tilt
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H20/00—Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
    • B63H20/14—Transmission between propulsion power unit and propulsion element
    • B63H20/20—Transmission between propulsion power unit and propulsion element with provision for reverse drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H20/00—Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
    • B63H20/14—Transmission between propulsion power unit and propulsion element
    • B63H20/22—Transmission between propulsion power unit and propulsion element allowing movement of the propulsion element about at least a horizontal axis without disconnection of the drive, e.g. using universal joints
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H20/00—Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
    • B63H20/28—Arrangements, apparatus and methods for handling cooling-water in outboard drives, e.g. cooling-water intakes
    • B63H20/285—Cooling-water intakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H23/00—Transmitting power from propulsion power plant to propulsive elements
    • B63H23/30—Transmitting power from propulsion power plant to propulsive elements characterised by use of clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/08—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller
    • B63H5/10—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller of coaxial type, e.g. of counter-rotative type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/08—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller
    • B63H5/10—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller of coaxial type, e.g. of counter-rotative type
    • B63H2005/106—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller of coaxial type, e.g. of counter-rotative type with drive shafts of second or further propellers co-axially passing through hub of first propeller, e.g. counter-rotating tandem propellers with co-axial drive shafts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H20/00—Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
    • B63H2020/005—Arrangements of two or more propellers, or the like on single outboard propulsion units
    • B63H2020/006—Arrangements of two or more propellers, or the like on single outboard propulsion units of coaxial type, e.g. of counter-rotative type

Definitions

  • the invention relates to a marine propulsion system comprising contra-rotating propellers driven by a planetary gear system in the propeller hub, wherein the drive shaft to the hub operates at high revolutions, geared up 1.5 to 3 times the engine speed.
  • the gearing up takes place after the engine via a unit comprising a reverse gear and step up gear.
  • the preferred embodiment comprises a steerable outboard propeller leg with the drive train arranged such that when the boat is moored the propeller leg can be rotated clear of the water.
  • the propeller is of course a very important element and the most efficient of the known systems is the contra rotating propeller which can achieve an efficiency of somewhat over 80%.
  • Propulsion systems with contra-rotating propellers are known from for example SE 433 599 and SE 451 572,
  • a further factor of importance for the total efficiency is the dimensions of the propeller. Many manufacturers have one or maximum two propeller series and it is questionable whether the propellers which are available for a certain engine are as efficient as they could be due to the fact that the rotational speed and the propeller's dimensions are not well matched.
  • the submerged body (rudder, propeller shaft, outboard housing) consume in an optimal performance system 10 to 15% of the propeller's thrust.
  • a slender submerged housing small frontal area, well shaped, can reduce this loss to 6 to 8% of the thrust.
  • Outboard drives are often equipped with cooling water intakes to take in water to the cooling system of the engine.
  • An unsuitably shaped inlet can unfortunately imply extra flow losses due in part to turbulence which is created, as well as indirectly due to the fact that cavitation bubbles and turbulence can reduce the propeller efficiency and increase the resistance of the submerged housing.
  • the size of the engine is of course of decisive importance for the energy consumption of the boat.
  • An efficient propulsion system often results in a drastic decrease of the necessary power demands since there is a close rela ⁇ tionship between the power of the engine, total displace ⁇ ment and thus also the boat resistance.
  • a gear wheel pair i.e. the forward gear wheel 60 (connected to the rear propeller 62) and the rearward gear wheel 61 connected to the front propeller 63.
  • the efficiency is relatively high, particularly at higher speeds, 35 to 40 knots.
  • FIG. 26 Another known embodiment is an epicyclic planetary gear system according to Fig. 26 in which an inboard engine 64 drives a contra rotating propeller 71 and 72 via an inboard planetary gear system.
  • the engine 63 drives the shaft 65 to the sun gear 66 which drives the planet gears 67 which are supported by the planet carrier 68 which drives the rear propeller 72.
  • the crown gear 69 which is driven by the planet gears 67, drives the front propeller 71.
  • the sun gear 1 of the planet gear is driven via a shaft 10 which has been geared up to 1.5 to 3 times higher rotational speed than that of the engine.
  • the planet gears 2 are not restrained in a stationary housing but instead migrate around the periphery of the sun gear 1 and, via the planet carrier 3, drive the rear propeller 4.
  • a further solution with planet gears in the hub is US 4,604,032.
  • This invention describes a system with 3 or more rotors.
  • DynaProp is based on a different principle. It employs two propellers.
  • the rear propeller has the same or possibly somewhat greater diameter than the front propeller and can thus make use of the contraction of the flow downstream of the first propeller, see Fig. 16, where the front propeller 6 and the inner portion of the rear propeller 7 lie within the same flow 7 and are thus both true contra rotating propellers.
  • the outer tip of the rear propeller 4 lies however in its own flow 8 which results in a blade tip which works as a single propeller. This additional small propeller provides necessary torque balance.
  • a further problem which the invention deals with is the method for reversing. Established practise is that the propeller system is driven via a transmission which can provide forward and reverse rotation which is achieved by means of a reverse gear in the system.
  • a further known problem with reversing is that the boat travels far too quickly when the engine is idling.
  • a pleasure boat can have an idling speed of about 5 knots and a large ship up to 10 to 12 knots.
  • trolling which implies that, at low speeds, clutch is made to slip.
  • This system provides a gentle and quick switching from forward to reverse, as well as the possibility to finely adjust the manoeuvring forces all the way down until the speed of the boat is zero.
  • the manoeuvring ability can be increased to provide full control of the manoeuvring of the vessel
  • a stationary vessel can be made to rotate about its own axis.
  • adjustable propellers provide the possibility to vary the engine rotational speed (and thereby the engine power) if for example the resistance of the boat has increased due to weather and wind.
  • the object of the invention is thus to provide a simple and cheap system for adjustable propeller blades in a contra- rotating propeller system.
  • Such systems are known for vessels (DDR 523 815) and for air-craft (US 5,152,668, GB 2 231 623, GB 2 180 892 and GB 173 863A) .
  • the intention of the invention is to provide an efficient propulsion system which avoids the disadvantages which have been mentioned above.
  • a propulsive transmission system which consists of: a hub with contra rotating propellers the propellers connected to a planetary gear system in the hub the planetary gear system driven by a horizontal or slightly angled shaft to the sun gear the sun gear operating at a rotational speed consider ⁇ ably higher than that of the engine by gearing up the speed of the engine by 1.5 to 3 times in a step up gear parallel gear wheels can be arranged (with clutches) in parallel with the step up gear to temporarily create another gearing (“gear box”) the hub can be mounted in a steerable outboard housing which may also be provided with trimming means for an inboard motor having a steerable housing, the power is transmitted via a cardan joint to thereby permit trimming and steering
  • a particularly interesting embodiment is a cylindrical planetary gear system having large reduction (5 to 7 from sun gear to propeller) which permits a high rotational speed for the drive line (6,000 to 8,000 rpm for engines 150 to 450 hp).
  • the low drive line torque allows for small dimensions and thus a slender submerged housing with low resistance despite the fact that the propellers operate at an ideally low speed (and efficiency).
  • Fig. 1 shows how the drive system in a form a inboard/outboard (I/O) drive is mounted to the transom of a boat
  • Fig. 2 shows a raised I/O drive
  • Fig. 3 shows an embodiment for inboard engines with a planetary gear system in a hub
  • Fig. 4 shows an I/O propeller system with a planetary gear system in the submerged housing
  • Fig. 5 shows a step-up gear for an engine with built-in gear box and forward/reverse unit
  • Fig. 6 shows flow past a propeller
  • Fig. 7 shows how the flow changes velocity when passing through the propeller
  • Fig. 8 shows the lift force and resistance for a lightly loaded propeller
  • Fig. 9 shows how the blade friction affects the effi- ciency
  • Fig. 10 shows a wing profile of a non-cavitating propeller
  • Fig. 11 shows the wing profile for a partially cavitating propeller
  • Fig. 12 shows the blade friction for both a non-cavitating and a semi-cavitating propeller
  • Fig. 13 shows how the blade speed (0.7R) affects the fric ⁇ tion efficiency for a typical I/O propeller
  • Fig. 14 shows the relationship between lift coefficient and drag coefficient (angle of attack or camber is varied) for a wing profile
  • Fig. 15 shows how the propeller is connected to the plan ⁇ etary gear system
  • Fig. 16 shows the flow past contra rotating propellers and how the stream from the front propeller contracts and how the outer peripheral flow passes the blade tip of the rear propeller
  • Fig. 17 shows a yoke-supported drive of a standard type
  • Fig. 18 shows the principle construction for a complete system designed according to the invention
  • Fig. 19 shows a rotatable submerged housing formed in accordance with the invention
  • Fig. 20 shows how the velocity field behind the submerged housing creates a transverse force on the front propeller
  • Fig. 21 shows force pulses acting on the side of the front propeller
  • Fig. 22 shows those forces and torques which balance the submerged housing
  • Fig. 23 shows how an outboard drive is acted upon by flow during manoeuvring and those forces which thus act on the housing and propeller
  • Fig. 24 shows how the lateral centre for the submerged housing can be approximately calculated
  • Fig. 25 shows a conventional outboard drive with contra rotating propellers
  • Fig. 26 shows a known system for vessels with contra rotating propellers
  • Fig. 27 is a view of an outboard drive with an adjustable propeller and a planetary gear system according to the invention
  • Fig. 28 shows the planetary gear system with hub brake incorporated in the drive
  • Fig. 29 shows a rear propeller adjustable via a hydraulic piston and a front non-adjustable propeller
  • Fig. 30 shows the supply of hydraulic fluid via the drive shaft to the rear propeller and a measuring arrangement for the position of the adjustable blade
  • Fig. 31 shows a principal embodiment for an inboard drive
  • Fig. 32 shows the linear relationship between the rotational speed for the two propellers
  • the losses for a propeller can be divided into a number of groups:
  • drag D reduces the thrust (the component in the direction of the velocity of the boat Va) of the propeller and increases the torque which is required to rotate the propeller (the component in the direction of the rotational velocity U) , see Fig. 8.
  • the friction has a more damaging effect when the propeller has small blade angles (beta in Fig. 8), in other words for a low pitch. How large this effect is is shown in Fig. 9 in the form of friction efficiency which shows how great a proportion of the supplied engine power is con- verted into thrust and displacement energy in the propeller stream.
  • Fig. 12 shows the calculated relative drag (drag/lift) as a function of the blade velocity (for an I/O drive with typical propeller diameter about 0.4 to 0.5 meters and made of light metal).
  • the majority of I/O propellers have a typical blade velocity (at 0.7R) of about 65 to 75 knots. It is apparent that it would be interesting to construct the propeller for blade velocities down to 55 to 60 knots. This is indicated by the friction efficiency in Fig. 13. A reduction of the blade velocity from 70 knots to 60 knots would provide 8% more thrust.
  • a revolution reduction means is provided in the wheel hub and the remaining drive line components (from the engine to the wheel) are permitted to operate at high revolutions to thereby reduce weight and production costs.
  • the proposed cylindri ⁇ cal planetary gear system according to Fig. 4 can provide very large gearing variations, up to 10.
  • the power is supplied to the sun gear 1 (rotated by the input torque +Qun) which drives the planet gears 2 journalled to the planet gear carrier 3 which is connected to the rear propeller 4.
  • the rear propeller is braked by the water with a torque -Q 2 .
  • the propellers 1 and 2 do not necessarily have to have exactly the same rotational speed. It can be advantageous to construct them for both different speeds and different power. Nevertheless, the planetary gear system always seeks equilibrium, i.e. the propellers automatically adapt their rotational speed to achieve torque equilibrium.
  • a contra-rotating propeller has high efficiency i.a. because the flow which leaves the rear propeller does not rotate (because the rotation flow received from the first propeller is counter-acted by the rear propeller rotating in the opposite direction). Can this now be achieved if the two propellers operate with different power?
  • the front propeller could receive for example 1/3 of the power, have "thick" blades with rounded nose and thus be less sensitive to the angled velocity field which propellers are subjected to with inclined propeller shafts. Said power transfer from the front propeller to the rear propeller provides lower levels of vibration and thus reduced transmitted noise in the boat.
  • the front propeller provides the rear propeller with an even velocity flow and the rear propeller can also operate more favourably.
  • a characteristic of the planetary gear system is that it provides different torque to the rear and front propeller, for example in the relation 5:7 for a rotation reduction of 6 times.
  • this results in a certain worsening of the efficiency since, with differing torques for the two propellers, a certain rotation in the flow behind the propeller remains.
  • This is now addressed according to the preferred embodiment of the invention by not making the rear propeller smaller than the front propeller as is usually done, but instead perhaps even making it somewhat bigger. The principle is explained in Fig. 16.
  • the front propeller 6 accelerates the flow which is contracted to a central propeller stream 7 which leaves the front propeller 6.
  • the rear propeller 4 now operates with the central stream 7 as well as the outer ring-shaped flow 8 which passes the blade tips of the rear propeller 4. Analysis now shows that in this manner the rear propeller can be allowed to operate at 5 to 10% higher power without worsening the total efficiency (which with unchanged total power with this mode of operation implies an improvement of the total efficiency by 1 to 2 percent).
  • the proposal implies that the entire central portion of the rear propeller works contra-rotatingly and that its blade tips in addition work as a single propeller.
  • the housing according to Fig. 18 is provided with a precisely manufactured nose cone 55 having such shape that the outer flow only creates a weak overpressure at the ring-shaped cooling water intake in order to balance the suction effect of the cooling water pump.
  • plant growth can be prevented on the underwater components (45, 4, 6) by swinging the propeller leg (45, 46, 44) clear of the water according to Fig. 2.
  • the blade angle for the one propeller is reduced and the pitch angle is reduced (from normally 20° to 35°) it rotates more freely and its rotational speed has a tendency to increase in an attempt to maintain torque balance in the planetary gear system.
  • the rotational speed for the second propeller starts to fall because, in relation to the other propeller, it is heavily loaded (its blade angle has not changed) and because it is connected to the other propeller via the planetary gear system.
  • the connection provides a linear relationship between the propeller rotational speeds (see Fig. 32) and an increase in rotational speed for one propeller always results in a rotational speed reduction for the other propeller according to the following.
  • the torque absorption for the two propellers can be regulated by adjusting one propeller.
  • the rotational speed for the rear propeller will thus be able to oscillate in the interval 0% to 40% of the rotational speed of the sun gear and, for the front propeller, between 0% and 29%.
  • the system can be adapted to different loading (weather and wind as well as the load on board increases the drag of the vessel) .
  • the system also operates for reversing. Assume that the boat engine is a diesel (the accelerator application provides a constant engine speed) . We adjust the blade angle for one propeller so that it approaches zero. Both propellers will thus run more freely (until they almost no longer absorb any torque), the rotational speed for the propeller with fixed blades becomes lower and lower. Once this condition is reached, a hub brake (the multiple plate clutch according to Fig. 28) locks the propeller (with fixed blades) to the gear housing.
  • the hub brake can be a hydraulic multiple plate clutch, a disc brake or a common drum brake. In order to take effect, it is not necessary that the system totally locks the front propeller; instead it can be allowed to slip somewhat provided it provides a braking torque.
  • a mechanically simple solution has the hydraulic piston mounted in the rear propeller according to Fig. 27.
  • Fig. 4 (A and B) shows the embodiment for an I/O drive.
  • the inclined "vertical" drive shaft 9 drives the horizontal propeller shaft which mechanically can be a direct extension of the sun gear 1.
  • the planet gears 2 drive an inwardly cylindrical gear in the crown gear 5.
  • the drive train is mounted in the submerged housing 13.
  • the sun gear spindle 10 is journalled in the forward portion of the housing in bearing 18 and indirectly by the planet gear carrier, bearing 22.
  • the sun gear spindle does not accommodate any thrust from the propeller.
  • the thrust from the planet gear carrier 3 is taken up via the body in bearing 19 whilst the thrust on the crown gear is transmitted to the body via bearing 23.
  • Fig. 3 shows the invention applied to an inboard drive.
  • the propeller thrust is transmitted directly to the inner propeller shaft 15 via the attachment 16 to the external propeller shaft 14.
  • the entire thrust is transmitted to bearing 17 which acts on the attachment at 16.
  • the system is preloaded via bearings 17 and 19.
  • the thrust on the front propeller (crown gear 5) passes via bearing 18.
  • the step-up gear which is necessary for the system is shown in Fig. 5.
  • the shown embodiment also comprises a two-speed gearbox (which however can be omitted).
  • the engine drives the input shaft 25 which, via the clutch 26, unites the shaft 25 to the drive gear 27 which transmits the power to the upper shaft 28 which carries gear pinion 29.
  • the clutch 26 When it is desired to change gear, the clutch 26 is released, whereby shaft 25 begins to speed up until the freewheel 30 connects lower gear pinion 31 to the input shaft so that the power can instead be transmitted to upper gear pinion 32 which is also connected to upper shaft 28.
  • the power to the outboard drive is transmitted to the drive flange 33.
  • the shaft in the vicinity of the drive flange 33 is connected with clutch 34.
  • clutch 34 is released, clutch 35 is engaged, whereby the conical gear 36 drives the opposing conical gear 37 (providing reversed rotational direction) via the two conical planet gears 38.
  • the embodiment with I/O drive can either be executed in conventional manner with a support yoke according to Fig. 17 in which the drive train 39 is of the high speed type and there being a cylindrical planetary gear system in the hub 40.
  • the cylinder gear arrangement 27 to 29 adapts the rotational speed of the engine to the optimal propeller rotational speed.
  • the drive line for the same propel- ler(series) for an engine of 250 hp will operate at rotational speed:
  • the embodiment with the gearbox also makes use of this, so that in principle the same gear pairs 27-29 are used for the gearbox 31-32 (see Fig. 5).
  • a smallest difference of 1.1 (1 stage), maximum 1.3 (3 stages) and most typically 1.21 (2 stages) is used. This implies that we can now adapt the system for the majority of engines on the market.
  • An alternative to a reverse gear is adjustable blades for the propeller.
  • the load on the propeller can be adapted so that the engine operates at a suitable rotational speed. This is achieved according to the invention by preferably turning the rear propeller blades as shown in Figs. 27 to 31.
  • Fig. 27 is a general view.
  • the front propeller 6 which has fixed blades is driven by the crown gear 5.
  • the rear propeller 4 which has adjustable blades is driven by the planet gear carrier 3.
  • a hydraulic piston 74 is located in the hydraulic cylinder 80 and, via the connecter rod 75 acts on a crank pin 77 on the base plate 84 of the blade. Displacement of the piston thereby results in an angular change of the propeller blade.
  • Fig. 29 which shows the rear oil chamber 78 and the front oil chamber 79 to which oil is supplied (or removed) via the oil conduit 81 and the concentric passage 85 which is formed between the oil conduit and the central channels in the connecting rod 75 and the planet gear carrier spindle 3 (as well as the sun gear spindle 15 in Fig. 27).
  • oil is supplied (removed) according to Fig. 30 via oil hoses 82 and 83 attached to respective oil nipples 86 and 87 affixed in the outer oil sleeve 88.
  • the oil passes through the oil sleeve 88 and into (out of) respective conduits, the outer conduit 89 connected to the concentric "outer" passage 85 and the inner conduit 90 which communi ⁇ cates with the oil conduit 81.
  • the angle of the blade is read by determin ⁇ ing the axial position of the hydraulic piston. Since the oil conduit 81 is located within the hydraulic cylinder 74 (see Fig. 29), the oil conduit 81 will also be axially displaced together with the piston and the position can be measured using a sensor mounted directly in the hub according to Fig. 30. It is also feasible to employ a mechanical link system to transmit the displacement to a sensor located for example in the upper housing of the drive (to thereby facilitate replacement). In the present proposal according to Fig.
  • the oil conduit 81 co- rotating with the propeller is connected via bearing 92 to a coarsely threaded screw tap 96, which when subjected to the axial displacement, rotates a journalled 94 disc 93 provided with a number of metal screws 97.
  • a pulse is generated which is transmitted via a cable 98. The number of pulses counted in a micro-control system deter ⁇ mines the actual position.
  • the ability to reverse is there ⁇ fore obtained by locking the front propeller 6 when it is rotating sufficiently slowly to the gear housing 13 via a hydraulicly operated multiple plate clutch 99 which has alternate plates connected to the hub (the crown gear spindle 5) and remaining plates connected to an outer sleeve 100 affixed to the gear housing 13.
  • the described system with rotatable blade can also be mounted to a displacement boat with straight shaft accord ⁇ ing to Fig. 31 in which the engine 103 via a clutch 104 drives a shaft which increases the engine rotational speed and transmits this to the sun gear spindle 15 which, via the planetary gear system, drives the two propellers 4 and 6.
  • the preferred embodiment of the outboard drive propeller leg has a Z-shaped drive line which is shown in Fig. 18.
  • the cardan joint 40 is driven by the drive flange 33 from the reversing gear and drives via shafts via two conical inclined gears, upper 42 and lower 11, the sun gear spindle 10.
  • This inclined arrangement implies that the swinging centre (at the joint 40) is located at such a distance from the transom that the drive (without contacting the transom) can be swung clear of the water by angling the special cardan joint 120°. Swinging the drive clear of the water effectively prevents plant growth and thereby a corresponding performance loss.
  • the preferred embodiment according to the above comprises a rotatable submerged housing which, with the present propeller system, must be designed in a particular manner to be able to be steered with high steering torque.
  • the submerged body 45 which is rotatable for steering is, according to Fig. 19, journalled at an angle in the upper housing 44 via the attachment cone 46.
  • the input shaft 9 (torque Q) has its rotational speed reduced by U times via the conical lower gear 11, the horizontal output shaft 10 of which drives the propellers via the sun gear 1.
  • the propellers are braked by the water with the torque U*Q (neglecting the small losses in the gears).
  • the flow force 53 on the blade increases during a very short period when the wake passes.
  • the larger blade force 54 during the passage results in both a force pulse 52 forwardly (in the direc- tion of the pressure force) as well as a transversely directed force pulse 51 which also affects the steering torque.
  • the transverse force thus consists of a number of short force pulses which arise each time a propeller blade passes through the wake behind the submerged housing, see Fig. 21.
  • the velocity just behind a submerged housing is 10 to 20% less than the surroundings (the velocity of the boat) and gives an average transverse force 51 of a few % of the thrust of the propeller. Only the front propeller is affected by the velocity field; the rear propeller is subjected to an equalized velocity field from the front propeller.
  • the force ⁇ F has a direction (+) according to the above for a right-hand rotating propeller (which applies for the proposed embodiment) and opposite direction (-) for a left- hand rotating propeller (can be applicable for other embodiments) .
  • well-known propeller equations can be used:
  • the torque Q s about the steering axis is (+right, -left):
  • the lever distance H p for the propellers is to their centre (approximately the centre of gravity for their lateral surface) whilst the lever distance for the submerged housing is taken to be the lateral centre of the housing which is approximately determined by the centre of gravity 57 for "half" the housing 56, see Fig. 24.
  • H h /H p is of the order 0.1 to 0.3 with the lower value for balance at high speeds (35-45 knots) and the higher value for balance at low speeds (20 to 25 knots).
  • the pressure centre H notebook for the housing should thus lie forward of the steering axis at the distance 10 to 20% of the lever distance H p from the steer ⁇ ing axis to the propeller.
  • the distance H p is approximately the diameter of the propeller.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Retarders (AREA)

Abstract

La présente invention concerne un système de transmission d'appareil propulseur constitué de deux hélices contrarotatives montées sur une roue planétaire à l'intérieur du moyeu. Cette roue planétaire reçoit sa force motrice d'un arbre horizontal ou légèrement incliné entraînant la roue solaire. Celle-ci tourne à une vitesse considérablement plus élevée que celle du moteur, un engrenage multiplicateur élevant la vitesse entre 1,5 fois et 3 fois. En plus de l'engrenage multiplicateur, des pignons parallèles peuvent être pourvus d'embrayages afin de créer temporairement un autre rapport de boîte ('boîte de vitesses'). Le moyeu peut être monté dans un carénage hors-bord orientable pouvant également être équipé d'un système de réglage d'assiette. Dans le cas d'un moteur embarqué à carter orientable, la transmission de la force motrice se fait via un joint à cardan de façon à permettre de corriger l'assiette et de gouverner.
PCT/SE1997/000163 1996-05-12 1997-02-03 Appareil propulseur naval WO1997043173A1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
JP09540778A JP2000510072A (ja) 1996-05-12 1997-02-03 海洋推進システム
DE69705043T DE69705043D1 (de) 1996-05-12 1997-02-03 Vortriebssystem für wasserfahrzeuge
CA002255125A CA2255125A1 (fr) 1996-05-12 1997-02-03 Appareil propulseur naval
AU16812/97A AU728814B2 (en) 1996-05-12 1997-02-03 Marine propulsion system
EP97902810A EP0898548B1 (fr) 1996-05-12 1997-02-03 Appareil propulseur naval

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE9601793-4 1996-05-12
SE9601793A SE9601793D0 (sv) 1996-05-12 1996-05-12 Motroterande propellrar med navreduktion för båtar

Publications (1)

Publication Number Publication Date
WO1997043173A1 true WO1997043173A1 (fr) 1997-11-20

Family

ID=20402528

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/SE1997/000163 WO1997043173A1 (fr) 1996-05-12 1997-02-03 Appareil propulseur naval

Country Status (7)

Country Link
EP (1) EP0898548B1 (fr)
JP (1) JP2000510072A (fr)
AU (1) AU728814B2 (fr)
CA (1) CA2255125A1 (fr)
DE (1) DE69705043D1 (fr)
SE (1) SE9601793D0 (fr)
WO (1) WO1997043173A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1972545A1 (fr) * 2007-03-23 2008-09-24 Schottel GmbH Entraînement à propulsion
WO2017212274A1 (fr) * 2016-06-08 2017-12-14 Duodrive Limited Système de propulsion marine
WO2018106288A1 (fr) 2016-12-07 2018-06-14 Stolper Peter R Boîte de vitesses montée avec entretoise pour hélices contrarotatives
US11161604B1 (en) * 2015-12-18 2021-11-02 Amazon Technologies, Inc. Anti-sound production using adjustable propeller blades

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100913043B1 (ko) * 2007-08-10 2009-08-20 장기문 선미추진장치
WO2013165225A1 (fr) * 2012-05-04 2013-11-07 삼성중공업 주식회사 Appareil de propulsion pour navire

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4604032A (en) * 1983-06-22 1986-08-05 Ab Volvo Penta Rotor device
US4963108A (en) * 1988-11-30 1990-10-16 Mitsubishi Jukogyo Kabushiki Kaisha Marine contra-rotating propeller drive system

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4604032A (en) * 1983-06-22 1986-08-05 Ab Volvo Penta Rotor device
US4963108A (en) * 1988-11-30 1990-10-16 Mitsubishi Jukogyo Kabushiki Kaisha Marine contra-rotating propeller drive system

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1972545A1 (fr) * 2007-03-23 2008-09-24 Schottel GmbH Entraînement à propulsion
US11161604B1 (en) * 2015-12-18 2021-11-02 Amazon Technologies, Inc. Anti-sound production using adjustable propeller blades
WO2017212274A1 (fr) * 2016-06-08 2017-12-14 Duodrive Limited Système de propulsion marine
US11052983B2 (en) 2016-06-08 2021-07-06 Duodrive Limited Marine propulsion system
WO2018106288A1 (fr) 2016-12-07 2018-06-14 Stolper Peter R Boîte de vitesses montée avec entretoise pour hélices contrarotatives
EP3551530B1 (fr) * 2016-12-07 2023-12-13 Peter R. Stolper Boîte de vitesses montée avec entretoise pour hélices contrarotatives

Also Published As

Publication number Publication date
JP2000510072A (ja) 2000-08-08
AU1681297A (en) 1997-12-05
DE69705043D1 (de) 2001-07-05
EP0898548B1 (fr) 2001-05-30
AU728814B2 (en) 2001-01-18
SE9601793D0 (sv) 1996-05-12
CA2255125A1 (fr) 1997-11-20
EP0898548A1 (fr) 1999-03-03

Similar Documents

Publication Publication Date Title
CA2320479C (fr) Systeme de propulsion
US4604032A (en) Rotor device
US7241193B2 (en) Variable marine jet propulsion
US4820209A (en) Torque converter marine transmission with variable power output
US20080089786A1 (en) Counter-Rotating Integrated Propeller Assembly
US7485018B2 (en) Marine drive system
CN102448812B (zh) 船舶动力分流变速箱
US5554003A (en) Controllable pitch propeller for propulsor and hydroturbine
JPH0255275B2 (fr)
AU2003297835B2 (en) Variable marine jet propulsion
EP0246609B1 (fr) Hélices contre-rotatives
EP0898548B1 (fr) Appareil propulseur naval
JP2515864Y2 (ja) 船舶用ポッド型二重反転プロペラ
US6814636B2 (en) Marine radial surface drive
US20050202734A1 (en) Marine counter-rotating shaft drive mechanism
JP2766707B2 (ja) 遊転プロペラ付き舶用プロペラ装置
EP0963315B1 (fr) Systeme differentiel a plusieurs helices
US5312277A (en) Method and apparatus for power transmission to a surface driving propeller mechanism and use of a turbine between the driving engine and propeller mechanism
CN1594031A (zh) 座舱机对转桨动力推进装置
EP1731418B1 (fr) Unité de propulsion pour bateau
EP0426604A1 (fr) Bateau à jet et système de propulsion avec roues à réaction hydrodynamique et/ou turbines axiales hydrodynamiques
SU1044553A1 (ru) Судова гребна передача
WO2005120944A1 (fr) Engrenages integres en tube d'etambot pour helices contrarotatives a pas variable
CN1049826A (zh) 双反全回转推进装置
JPH0328358B2 (fr)

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A1

Designated state(s): AU CA JP US

AL Designated countries for regional patents

Kind code of ref document: A1

Designated state(s): AT BE CH DE DK ES FI FR GB GR IE IT LU MC NL PT SE

DFPE Request for preliminary examination filed prior to expiration of 19th month from priority date (pct application filed before 20040101)
121 Ep: the epo has been informed by wipo that ep was designated in this application
ENP Entry into the national phase

Ref document number: 2255125

Country of ref document: CA

Ref country code: CA

Ref document number: 2255125

Kind code of ref document: A

Format of ref document f/p: F

WWE Wipo information: entry into national phase

Ref document number: 1997902810

Country of ref document: EP

WWP Wipo information: published in national office

Ref document number: 1997902810

Country of ref document: EP

WWG Wipo information: grant in national office

Ref document number: 1997902810

Country of ref document: EP