WO2013184033A2

WO2013184033A2 - Screw propeller with safety coupling

Info

Publication number: WO2013184033A2
Application number: PCT/RU2013/000452
Authority: WO
Inventors: Эдуард Аркадьевич ГЕРАЩЕНКО
Original assignee: ГЕРАЩЕНКО, Григорий Аркадьевич
Priority date: 2012-06-05
Filing date: 2013-06-03
Publication date: 2013-12-12
Also published as: RU2012123151A; RU2644200C2; WO2013184033A3

Abstract

The screw propeller with a safety coupling (classes B63H 1/14, B63H 23/34) is intended for use in ship screw propellers and outboard boat motors for decreasing the risk of damage to the blades of the screw propeller in the event of a collision with an obstacle, the screw propeller spinning on a propeller shaft in the event that the torque transferred to the screw propeller exceeds a certain amount. The technical result of the invention is the design of a screw propeller with a safety coupling, using a safety pin/key. Such a design is characterized by the simplicity with which the pin/key is replaced and the screw propeller is installed on the propeller shaft, wherein such a design of a screw propeller with a safety coupling can also be used for installation onto a propeller shaft with longitudinal splines. The technical result is achieved in that the screw propeller with a safety coupling, which comprises the hub/body of the screw propeller, is provided with a driving half-coupling which is mounted on the propeller shaft and which engages therewith in order to receive torque, and a driven half-coupling is connected to the hub/body of the screw propeller and is capable of transferring torque to the screw propeller, wherein the driving half-coupling and the driven half-coupling are positioned with the ends thereof facing each other, a mutual opening in the half-couplings for a pin/key passes through the end surfaces of the half-couplings, the axis of the opening is arranged approximately parallel to the axis of the screw propeller, and the pin/key is positioned simultaneously in the driven and driving half-couplings in order to transfer torque between the half-couplings.

Description

Propeller with safety clutch

DESCRIPTION OF THE INVENTION

A propeller with a safety clutch (class VbZN 1/14, VbZN 23/34) is intended for use in outboard motors and (or) propellers of ships to reduce the risk of damage to the propeller blades when they hit an obstacle - the propeller rotates on the propeller shaft when exceeding a certain amount of torque transmitted to the propeller.

State of the art

An analogue and a prototype of the invention is a propeller mounted on a propeller shaft through a safety pin, which is used, for example, on Russian outboard motors Vortex, Neptune, Veterok and other motors (book - Boat Motors Veterok. Device, operation and repair: Handbook Author: Fishbein EI Publisher: Sudostroenie, year: 1989). The screw fastening by means of a dowel pin comprises a propeller hub housing with a hole, a propeller shaft. In the propeller shaft and the hub housing of the propeller there is a compatible hole across the axis of the shaft, a safety pin (with the possibility of cutting when exceeding the load) is inserted into this hole to transmit torque between the propeller shaft and the propeller.

The disadvantage of the prototype is the relative inconvenience of installing-removing the propeller on the propeller shaft, when it is necessary to precisely align the holes for the pin key on the propeller shaft and on the housing-hub of the screw. Often, when a dowel pin is cut, the cut dowel pin and propeller are jammed on the propeller shaft due to the burr on the dowel pin, and then considerable force is required to remove the screw from the propeller shaft. Also, such a design, using a dowel pin and a transverse hole in the propeller housing and propeller shaft, is difficult to use for modern outboard motors, which usually use a propeller shaft with longitudinal splines for fastening the propeller. The technical result of the invention is the design of the propeller with a safety clutch using a safety pin key. This design makes it easy to replace the dowel pin and install the propeller on the propeller shaft. The design also contains a torque damper and can be used when installing the propeller on the propeller shaft with longitudinal splines.

Brief Description of the Drawings

Figure 1 shows a design diagram of a propeller with a safety clutch, this design shows one of the embodiments of the invention that are described in the independent and dependent claims.

A propeller with a safety clutch, contains a hub-hub of the propeller 1. The leading coupling half 2 is mounted on the propeller shaft 3, engages with it through longitudinal splines to absorb torque from the propeller shaft and transmits torque to the driven coupling half 4. The driving coupling 2 contains a torque damper 5.

The leading and driven half couplings 2, 4 face each other with their ends. The joint hole in the coupling halves for the pin key b passes through the end surfaces of the coupling halves, and the axis of the hole is parallel to the axis of the propeller (axis deviation from parallelism of up to 15-20 degrees is permissible). The pin-key b is located in the hole simultaneously in two half-couplings and provides torque transmission between the leading 2 and the driven 4 half-couplings.

The driven coupling half 4 is connected to the hub housing of the propeller 1 by means of bolts 7 (as an option) and transmits rotation to the propeller.

At the ends of the coupling halves 2 and 4, which are facing each other, there are end splines and / or cams 8. When transmitting torque between the coupling halves by means of a dowel pin 6, the tops of the end splines and / or cams 8 of the coupling halves are opposite each other and cannot transmit torque. After cutting the safety pin key 6, the driving coupling half 2 can rotate relative to the driven coupling half 4 and can move along the propeller shaft (due to engagement with the propeller shaft 3 by longitudinal splines) for the end splines and (or) cams 8 to engage and transmit torque.

The lock nut 9 is located at the end of the propeller shaft 3, it holds and (or) fixes the propeller on the propeller shaft.

The compression spring 10 is located between the lock nut 9 and the longitudinal coupling half movable in the longitudinal direction. When cutting the dowel pin, the spring 10 acts on the coupling half 2 and brings the coupling halves 2, 4 closer together to engage the end splines and / or cams 8.

The additional nut 11 is located together with the lock nut 9 at the end of the propeller shaft 3 and screwed onto the lock nut 9. During rotation, the additional nut 11 can move along the axis of the propeller shaft and bring the leading and driven half couplings 2, 4 closer to engage the mechanical splines 8 and for torque transmission between coupling halves. Disclosure of invention

The claimed technical result is achieved due to the fact that the propeller with a safety clutch contains a hub housing of the propeller 1. The difference is that there is a drive coupling 2, which is worn on the propeller shaft 3, engages and receives torque from the propeller shaft . The driven coupling half 4, which is connected to the housing-hub of the propeller 1 and is configured to transmit torque to the propeller. The leading and driven half couplings 2, 4 face each other with their ends. The joint hole in the coupling halves for the pin key 6 passes through the end surfaces of the coupling halves, and the axis of the hole is parallel to the axis of the propeller (axis deviation from parallelism of up to 15-20 degrees is permissible). The dowel pin b is located in the joint hole in the two coupling halves and provides torque transmission between the drive 2 and the driven 4 coupling halves.

The connection of the driven coupling half 4 and the hub housing of the propeller 1 is made detachable, for example, by means of bolts 7. This allows replacing only one hub housing of the propeller in case of damage to the blades and (or) the need to use the propeller (and the hub housing) with other characteristics. Additionally, to reduce the load on the pin key 6 and the transmission part at the moment the stroke is turned on and the screw begins to rotate, the driven 2 and / or the leading 4 of the coupling half contains a torque damper 5.

To improve ease of use and replacement of the dowel pin b, you can reuse the part from the cut dowel pin to transmit torque between the coupling halves. For this purpose, there is a special design of the joint hole in the coupling halves for the pin key 6 and (or) an additional joint hole of reduced length in the coupling halves is made (the hole is made similarly and similarly to the main hole for the pin key).

To increase the operational safety of the propeller and the safety clutch in case of insufficient time to replace the cut-off dowel pin, there is a mechanism (design) for engaging the leading and driven half-couplings 2, 4 and transmitting torque between them in the case of cutting and (or) the absence of the dowel-pin 6. This allows you to maintain the performance and rotation of the propeller when cutting the dowel pin b and (or) the impossibility of replacing it.

One of the options for this design - there are end slots and / or cams 8 at the ends of the coupling halves. When transmitting torque between the coupling halves 2, 4 by means of a dowel pin b, the peaks and protrusions of the end splines and / or cams 8 of the coupling halves are located opposite each other and cannot transmit torque. After cutting the safety pin-key b, the driving coupling half 2, due to engagement with the propeller shaft 3 by means of longitudinal splines, can be moved along the axis of the propeller with simultaneous rotation relative to the driven coupling half 4 for the end splines and (or) cams 8 to mesh and transmit the torque moment.

For example, you can use the lock nut 9 at the end of the propeller shaft to hold and fix the propeller on the propeller shaft, when tightening the lock nut 9, the coupling halves move towards each other.

Additionally, a compression spring 10 may be used between the lock nut

8 and longitudinally movable leading 2 and / or driven 4 coupling halves. The spring 10 acts on the coupling half and, when cutting the dowel pin b, pulls the coupling halves 2, 4 closer together to engage the end splines and / or cams 8 and transmit torque between the coupling halves. If the end slots are made, for example, triangular or trapezoidal with inclined side faces, then the safety clutch can operate in automatic mode. If a certain torque is exceeded, the resulting repulsive force will arise on the end splines, which will exceed the spring force, the half couplings will diverge from each other in the longitudinal, axial direction and disengage their end splines, this will allow the couplings to rotate relative to each other.

A constructive solution is also possible - the presence of an additional nut 11 together with a lock nut 9 at the end of the propeller shaft 3. The additional nut 11 is screwed onto the lock nut 9 or the shank of the propeller shaft 3 between the lock nut 9 and the propeller coupling half, the additional nut 11 moves along axis of the propeller shaft. Such a solution, when the main nut 9 is fixed with a cotter pin on the propeller shaft from unscrewing and when the dowel pin 6 is cut off, it will be possible to tighten the leading and driven half couplings 2, 4 by twisting the additional nut 11 to engage the mechanical splines 8 and transmit torque between the half couplings.

The implementation of the invention

The female screw with a safety clutch comprises a hub housing 1 of the propeller leading to the coupling half 2, which is worn on the propeller shaft 3, engages by means of longitudinal splines and receives torque from it. In the general case, the method of engaging the driving coupling half 2 with the propeller shaft 3 for transmitting torque can be different - using a key and (or) a transverse pin and (or) in another way.

The driven coupling half 4 receives torque from the driving coupling half 2, the driving and driven coupling half face each other, the safety pin b for transmitting torque is located in the joint hole of the driven and driving coupling coupling, the axis of the hole is approximately parallel to the axis of the propeller shaft and the screw.

The driven coupling half 4 is connected to the hub housing 1 of the propeller via bolts 7 (as an option) for transmitting torque to the propeller. The detachable connection of the driven coupling half 4 and the hub housing of the propeller 1 allows you to replace only one hub housing of the propeller in the case of damage to the blades and (or) the need to use a propeller (and the hub housing) with other characteristics.

In the embodiment shown in the figure, the driving coupling half 2 is connected to the propeller shaft 3 by means of longitudinal splines for transmitting torque and can move along its longitudinal axis of the propeller shaft and the propeller. The driven coupling half 4 can also move along the longitudinal axis on the propeller shaft together with the driving coupling half 2 or separately. Thus, the leading 2 and (or) driven 4 coupling halves can move along the axis of the propeller shaft to approach each other with their end surfaces.

The arrangement of the drive and driven coupling halves axially on the propeller shaft may be different - for example, the drive coupling half 2 may be located behind the driven coupling half 4, closer to the end of the propeller shaft 2, or vice versa.

To assemble the propeller with a safety clutch, a pin key b is inserted into the leading coupling half 2, then the hub-hub of the propeller 1 together with the driven coupling half 4 are put on the driving coupling 2 so that the holes for the pin key in the coupling halves are opposite each other, the pin The key takes place in the joint hole at the same time in two coupling halves. Next, the propeller together with the safety clutch, as a whole, is put on the propeller shaft 3. In this state, the propeller is able to absorb torque from the propeller shaft and is in operable condition.

The leading coupling half 2 and (or) the driven one may include a damper 5 for smoothing the torque peaks at the moment the stroke is turned on and the propeller shaft starts to rotate.

As one of the options, the design of the damper 5 is made in the form of a sleeve of elastic material, which is located in the gap between two separate (leading and driven) cylindrical bushings of the drive coupling half 2, and the damper material is adhered to the surface of the bushings.

Another design option of the damper is that longitudinal ribs-protrusions are made on the surface of the cylindrical bushings 2 of the half-coupling, which are facing each other, an element of elastic, elastic material is located between the ribs-protrusions in the annular gap between the bushings.

The damper can be located as part of the leading and / or driven half coupling and have a different design.

To improve ease of use and replacement of the dowel pin b, you can reuse part of the cut dowel pin to transmit torque between the coupling halves. For this, there is a special design of the joint hole in the coupling halves for the pin key b and (or) an additional joint hole of reduced length in the coupling halves (approximately equal to the length of the cut pin-key) is made. The shortened joint hole is made similarly to the main hole for the dowel-pin or only one shortened hole is made in one coupling half.

Alternatively, the special design of the joint hole provides for a short hole in one coupling half and several times longer holes in the other coupling half. A protruding locking element of their elastic, resilient material (for example, a rubber ring in a groove inside the hole) may be located in the short hole of the coupling half, which holds the pin key inserted into the hole. Initially, a long dowel pin is used in accordance with the full length of the joint hole in the two coupling halves. After cutting the dowel pin b, part of the dowel pin is inserted into the short hole of the coupling half. Due to the presence of a locking element in the short hole of the coupling half, the shortened dowel pin is fixed in the hole and cannot fall into the long hole of the other coupling half, losing the ability to transmit torque between the coupling halves.

To increase the operational safety of the propeller and the safety clutch, there is a mechanism (design) for engaging the leading and driven half-couplings 2, 4 and transmitting torque between them in the case of cutting and (or) the absence of a dowel pin b. As an option of this design, there are end splines and / or cams 8 at the ends of the coupling halves.

When transmitting torque between the coupling halves 2, 4 by means of a dowel pin b, the tops and protrusions of the end splines and / or cams 8 of the coupling halves are located opposite each other and cannot transmit torque. After cutting the safety pin-key 6, the driving coupling half 2, due to engagement with the propeller shaft 3 by means of longitudinal splines, can be moved along the axis of the propeller with simultaneous rotation relative to driven half-coupling 4 for the entry of the end splines and (or) cams 8 into gearing and transmission of torque.

Alternatively, there is a lock nut 9, it is located on the end of the propeller shaft 3 for holding and fixing the propeller on the propeller shaft, when tightening the lock nut 9, the coupling halves can move towards each other. The presence of a lock nut 9 is not a prerequisite for ensuring the operability of the original design.

In addition, a compression spring 10 (the type of spring may be different) can be used between the lock nut 9 and the coupling half 2 movable in the longitudinal direction. The compression spring 10 is located between the lock nut 9 and the leading coupling half moving in the longitudinal direction. When cutting the dowel pin, the spring 10 acts on the coupling half 2 and brings the coupling halves 2, 4 closer together to engage the end splines and / or cams 8.

If the end slots are made, for example, triangular or trapezoidal with inclined side faces, then the safety clutch can operate in automatic mode. When a certain torque is exceeded, the repulsive force on the end splines will exceed the force of the spring 10, and the coupling halves will diverge from each other in the axial direction and disengage the end splines.

Another development option is the presence of an additional nut 11 together with a lock nut 9, an additional nut 11 is screwed onto the lock nut 9 and (or) on the shank of the propeller shaft 3 between the lock nut 9 and the propeller, while the additional nut moves along the axis of the propeller shaft during rotation. When the main nut 9 is secured by a cotter pin on the propeller shaft from unscrewing and when the dowel pin b is cut off, the rotation of the additional nut 9 makes it possible to bring the leading 2 and the driven 4 coupling halves together to engage the mechanical splines 8 and transmit torque between the coupling halves.

Claims

CLAIM

1. A rowing screw with a safety clutch, comprising a propeller hub hub, characterized in that there is a driving coupling half that is mounted on the propeller shaft, engages and senses the propeller shaft torque, there is a driven coupling half, the driven coupling half is connected to the hub housing propeller and transmits torque to the propeller, the driving and driven half-couplings face each other with their ends, the joint hole in the half-couplings for the pin key passes through the end surfaces of the half-couplings, the axis of the hole located parallel and (or) at an angle of 15-20 degrees to the axis of the propeller, the pin key is located in the hole at the same time in the driven and leading coupling halves for transmitting torque between the coupling halves.

2. A propeller with a safety clutch according to claim 1, characterized in that the driven and (or) driving coupling half contains a torque damper.

3. A rowing screw with a safety clutch according to claim 1, characterized in that there is a special design of the joint hole in the coupling halves and (or) an additional joint hole of reduced length in the coupling half, which allows the use of a shortened part of the dowel pin after cutting to transmit torque between the coupling halves .

4. A propeller with a safety clutch according to claim 1, characterized in that there is a mechanism (structure) for engaging the driving and driven half-couplings and transmitting torque between them in the case of cutting and (or) the absence of a dowel pin.

5. A propeller with a safety clutch according to claim 4, characterized in that the mechanism (design) of the gearing and torque transmission of the driving and driven coupling halves is made in the form of end splines and / or cams on the ends of the coupling halves.

6. A propeller with a safety clutch according to claim 5, characterized in that there is a lock nut at the end of the propeller shaft, a compression spring between the lock nut and the drive and / or driven coupling half-moving in the longitudinal direction.

7. A propeller with a safety clutch according to claim 5, characterized in that it contains an additional nut together with a lock nut at the end of the propeller shaft, an additional nut is screwed on the lock nut or on the shank of the propeller shaft between the lock nut and the propeller; during rotation, the additional nut moves along the axis of the propeller shaft and acts on the coupling half and (or) the propeller.