WO2018234328A1 - Actionneur rotatif, moyeu à pas variable, support d'hélice - Google Patents

Actionneur rotatif, moyeu à pas variable, support d'hélice Download PDF

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Publication number
WO2018234328A1
WO2018234328A1 PCT/EP2018/066300 EP2018066300W WO2018234328A1 WO 2018234328 A1 WO2018234328 A1 WO 2018234328A1 EP 2018066300 W EP2018066300 W EP 2018066300W WO 2018234328 A1 WO2018234328 A1 WO 2018234328A1
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WO
WIPO (PCT)
Prior art keywords
propeller
axle
channel
pitch
gear
Prior art date
Application number
PCT/EP2018/066300
Other languages
English (en)
Inventor
Arild DJUPVIK
Frode STEINNES
Kenneth ELTVIK
Kåre Olav AKSNES
Gunnar GRAN FET
Dag Brandal
Ole Ivar VEDELD
Original Assignee
Rolls-Royce Marine As
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
Priority claimed from SE1750784A external-priority patent/SE1750784A1/sv
Priority claimed from SE1750778A external-priority patent/SE1750778A1/sv
Priority claimed from SE1750782A external-priority patent/SE1750782A1/sv
Application filed by Rolls-Royce Marine As filed Critical Rolls-Royce Marine As
Publication of WO2018234328A1 publication Critical patent/WO2018234328A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H3/00—Propeller-blade pitch changing
    • B63H3/02—Propeller-blade pitch changing actuated by control element coaxial with propeller shaft, e.g. the control element being rotary
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H3/00—Propeller-blade pitch changing
    • B63H3/06—Propeller-blade pitch changing characterised by use of non-mechanical actuating means, e.g. electrical
    • B63H3/08—Propeller-blade pitch changing characterised by use of non-mechanical actuating means, e.g. electrical fluid

Definitions

  • the present invention relates generally to marine propellers, more particularly to a variable pitch propeller assembly comprising a rotary actuator to control propeller pitch.
  • a propulsion system is typically configured to generate thrust to propel a vessel (e.g., a ship, submarine, aircraft, and the like) forward, backward, or laterally.
  • the efficiency of propulsion e.g., the conversion of driveshaft power to forward thrust
  • a propeller has a desired pitch.
  • a propeller pitch optimized for one situation low speed, low rotation speed, low crosswind
  • may not be optimal for another situation high speed, high rotation speed, high crosswind).
  • a variable pitch propeller has a pitch that may be changed (e.g., according to vessel speed, propeller rotational speed, and the like).
  • a first pitch may be used in a first condition (e.g., a low propeller speed or low vessel speed) and a second pitch may be used in a second condition (e.g., a high propeller speed or high vessel speed).
  • Pitch may be changed to feather the propeller (e.g., fully feather the propeller such that, when the hub is not spinning, the propeller imparts the least drag to the vessel).
  • Prior variable pitch propellers are typically based on a linear actuator.
  • a piston located within the hub moves longitudinally with respect to the hub axis (in a direction aligned with the hub's spin axis around which the hub spins).
  • the piston engages pins in the base of the propeller to change pitch. As the pins move forward or backward, they rotate around an axis that changes the pitch of the propeller.
  • a propeller is typically mounted to a hub at a rake angle. Many propellers are mounted with zero rake angle (the propeller is orthogonal to the vector defining the hub's spin axis).
  • a desire to combine improved performance with reduced environmental impact and lower cost requires a range of technology improvements.
  • Technology directed toward improving efficiency, reducing emissions, and the like often adds to production costs and may reduce reliability.
  • Cost of implementation is often a barrier.
  • technology that provides a more cost-effective solution to a technical problem may enable the
  • a rotational actuator which may be implemented with a variable-pitch propeller apparatus, such as for marine propulsion.
  • a variable pitch apparatus configured to actuate control of a pitch of a propeller may comprise a hub and a hub mount configured to couple the hub to a driveshaft (e.g., to spin the hub about a spin axis to propel the ship).
  • Embodiments may be used for main propulsion, side propulsion, tunnel thrusters, bow thrusters, water jets, and the like.
  • Embodiments may be used with aeronautical applications, such as windmills, fans, and aircraft.
  • Various aspects provide for a propeller mount assembly consisting of a single bolt.
  • the single bolt (e.g., centrally located) connects the propeller to a hub via a single hole, particularly to a hub mount that rotates to provide for variable pitch control.
  • the single bolt and/or single hole may be centrally located.
  • a propeller assembly may comprise one, two or more propellers coupled to a hub via respective propeller mount assemblies.
  • a rotational actuator may comprise an axle having an axis of rotation, a gear connected to the axle, and a receiver having a tangential channel (or a channel having a tangential portion) that is oriented tangentially with respect to the axis of rotation.
  • the receiver may be coupled to the hub and the axle such that the axle rotates about the axis of rotation when disposed in the hub.
  • a piston disposed in the channel is configured to move within the tangential portion of the channel.
  • a lever or equivalent couples the piston to the axle, such that movement of the piston within the channel translates into rotation of the axle about the axis of rotation.
  • An actuator may have one, two, three, four, or more pistons (typically each in a corresponding channel).
  • a channel may include one or more pistons within the channel.
  • the lever may include a surface, particularly a cylindrical surface, that forms part of the channel.
  • a hub mount may include a surface, particularly a planar surface, that forms part of the channel.
  • One or more fluid inlet/outlets into/out of the channel may be used to actuate the piston (e.g., via hydraulic pressure from a hydraulic fluid supply).
  • a fluid supply is coupled to the fluid inlet/outlet(s) and configured to supply hydraulic fluid to the channel to move the piston.
  • Control of hydraulic fluid flow to the channel moves the piston within the channel to rotate the axle/gear/matching gear, resulting in rotation of the propeller mount.
  • the resulting rotation changes the pitch of the propeller with respect to the hub.
  • a first fluid inlet/outlet may deliver hydraulic fluid into the channel to move the piston to rotate the axle one way (e.g., clockwise), and a second fluid inlet/outlet may deliver hydraulic fluid into the channel to move the piston to rotate the axle the other way (e.g., counterclockwise).
  • the piston separates the channel into a first portion and a second portion fluidically separated from the first portion.
  • a first fluid inlet/outlet is configured to deliver fluid to the first portion
  • a second fluid inlet/outlet is configured to deliver fluid to the second portion.
  • An actuator may comprise two or more pistons coupled to the axle via the same lever, each disposed in a corresponding channel and actuated by corresponding fluid inlet/outlets. It may be advantageous to incorporate pairs of diametrically opposed pistons to provide for even torque on the axle.
  • An apparatus may include an actuator coupled to one or more propeller mounts disposed within a hubshell.
  • the propeller mounts are configured to receive propellers and couple their respective propellers to the hubshell, such that rotation of the propeller mount changes propeller pitch.
  • the propeller mount includes a matching gear configured to couple to (engage with) the gear of the actuator, such that rotation of the axle/gear rotates the matching gear/propeller mount, configured to receive a propeller and couple the propeller to the hub may include a matching gear that matches the gear of the actuator.
  • the gear of the actuator and the matching gear of the propeller mount may form a bevel gear.
  • the hubshell and propeller mount orient a pitch normal of the propeller to result in a desired rake angle.
  • the pitch normal of the propeller mount may be at 90 degrees to the axis of rotation of the axle (e.g., for a propeller having zero rake angle).
  • a pitch normal may be at least 40 degrees and not greater than 90 degrees, particularly at least 50 degrees and not greater than 88 degrees.
  • the hub spin axis may define a hub spin plane, which may be used to define a rake angle of a propeller mounted to the propeller mount.
  • a pitch normal of the propeller mount may be oriented orthogonally to the hub spin axis of the hub (zero rake angle).
  • a propeller may be mounted at a nonzero rake angle.
  • a pitch normal of a propeller mount may be oriented at a rake angle that is between 2 and 30 degrees, including between about 5 and 25 degrees, including between about 8 and 18 degrees.
  • the rotational actuator and gear/matching gear enables the combination of nonzero rake angle and variable pitch.
  • a propeller mount and/or matching gear may comprise a geared arc having a geared surface and a roughed arc not having a geared surface.
  • a geared arc may include the matching gear.
  • a geared arc may be between 180 and 10 degrees, including between 140 and 20 degrees, including between 100 and 30 degrees.
  • the roughed arc may be complementary to the geared arc (e.g., the geared arc subtracted from 360 degrees).
  • a gear and/or propeller mount may include a lubrication channel that provides fluidic communication between a geared face (e.g., of a matching gear) and an ungeared face.
  • a hub may provide for over 40 degrees (including over 90 degrees, such as at least 120 degrees) of angular pitch change for the propeller mount and corresponding propeller.
  • An angular span may be such that (with a propeller connected to the propeller mount) a pitch of the propeller may be varied from a first angle that corresponds to zero pitch to a second angle that corresponds to fully feathered.
  • a propeller mount may comprise a multi-bolt connection system (e.g., a six- bolt mount).
  • a propeller mount may comprise a single bolt connection system, which may be a center-bolt connection system.
  • a propeller mount may comprise one singlehole (e.g., located in a center of the propeller mount) that is configured to receive a single corresponding bolt of a propeller, such that the propeller is connected to the propeller mount via a single bolt.
  • a singlehole may have a diameter that is greater than 10%, above 20%, including greater than 50%, of the diameter of the propeller mount.
  • a propeller mount may include one, two, or more locks configured to prevent the propeller attached to the propeller mount from spinning in the singlehole.
  • a hub may comprise two, three, four, five, six, or even more propeller mounts, each configured to connect a corresponding propeller to the hub.
  • a single actuator may actuate all the propeller mounts to change pitch. Different actuators may actuate different propeller mounts.
  • An actuator may be implemented in applications other than propeller pitch control.
  • An actuator may comprise an axle having an axis of rotation and one or more channels disposed in a receiver. Each channel has at least a tangential portion and a piston disposed in the tangential portion of the channel and configured to move within the tangential portion.
  • a lever connects the piston to the axle such that movement of the piston translates into rotation of the axle about the axis of rotation.
  • a first inlet/outlet and a second inlet/outlet are coupled to the channel and cooperate to move the piston. The first inlet/outlet may deliver fluid into the channel while the second inlet/outlet removes fluid from the channel, and vice versa.
  • the piston may separate the channel into a first portion having the first inlet/outlet and a second portion having the second inlet/outlet.
  • FIG. 1A is a schematic illustration of a variable pitch hub assembly, per some embodiments.
  • FIG. IB is a schematic illustration of an exemplary propeller hub, per some embodiments.
  • FIGS. 2A and 2B are schematic illustrations of an exemplary propeller hub, per some embodiments.
  • FIGS. 3A and 3B are schematic illustrations of an exemplary actuator and hub mount, per some embodiments.
  • FIGS. 4A and 4B are schematic illustrations of a variable pitch hub assembly, per some embodiments.
  • FIGS. 5A, 5B, and 5C are schematic illustrations of propeller blades mounted to propeller mounts, per some embodiments.
  • FIG. 6A illustrates a propeller assembly, per some embodiments.
  • FIG. 6B illustrates a propeller assembly, per some embodiments.
  • FIGS. 7A-C illustrate the effect of changing piston position on blade pitch, according to some embodiments.
  • FIGS. 8A-C illustrate various optional aspects of a matching gear, according to some embodiments.
  • FIGS. 9A and B illustrate a hubshell and corresponding hub assembly having a nonzero rake angle, according to some embodiments.
  • FIG. 10 is a schematic illustration of an exemplary propeller mount assembly, per embodiments.
  • FIGS. 11 A, 11B, 11C schematically illustrate variable pitch at constant nonzero rake, per some embodiments.
  • FIGS. 12A-C illustrate schematic cross sections of a propeller assembly, showing different pitches, per some embodiments.
  • FIGS. 13A-C are schematic illustrations of an exemplary tunnel thruster, according to some embodiments.
  • FIGS. 14A, 14B are schematic illustrations of an optional center bearing, per some embodiments.
  • FIG. 15 illustrates an actuator, according to some embodiments.
  • FIG. 16 illustrates an inside-out coupling, per an embodiment.
  • a hub assembly configured to propel and/or navigate a vessel (e.g., a ship, a submarine, and the like) may couple one or more propellers to a driveshaft and provide for a controllable pitch of the propeller blades.
  • Pitch may be controlled during steaming (e.g., to vary pitch according to vessel speed).
  • Propeller pitch may be controlled via rotational actuation of a combination gear and corresponding matching gear (e.g., forming a bevel gear).
  • the gear/matching gear couple a propeller mount to an axle, such that rotation of the axle about its axis of rotation translates into a corresponding rotation of the propeller mount about its own axis of rotation (and by extension, pitch change of a propeller connected to the propeller mount) such that rotation of the axle by an actuator changes the pitch of the propeller.
  • Various aspects provide for an actuator, a hub, and/or a propeller mount, alone or in combination, typically configured for marine propulsion and/or navigation.
  • Apparatus described herein may be implemented with marine or aeronautical applications (e.g., on an airplane, windmill, air fan, and the like).
  • An exemplary propeller may have a diameter greater than 1 meter (e.g., at least two meters) and be fabricated from bronze, stainless steel, and the like.
  • An aspect includes a hub configured to couple to a plurality of propeller blades using propeller mounts that provide for variable blade pitch.
  • Propellers are coupled to the hub via propeller mounts located within a hubshell.
  • a propeller is connected to each propeller mount, and the propeller mount and hub shell locate the propeller at a rake angle with respect to the hub spin axis.
  • An actuator comprising a tangentially moving piston rotates an axle coupled to the propeller mounts via a gear. Tangential movement of the piston rotates the axle to rotate the propeller mounts, changing propeller pitch.
  • a gear and corresponding matching gear may be used to translate axial rotation of the axle (e.g., aligned with the hub spin axis) into axial pitch change about a pitch normal.
  • the pitch normal (about which the blade rotates to change pitch) may be at zero or nonzero rake angle with respect to the hub spin axis.
  • the rake angle may be determined by an angle between a pitch normal of the propeller and a hub spin plane defined by the hub spin axis.
  • the hub spin axis is parallel to (even coaxial with) the axis of rotation of the gear that couples to the matching gear of the propeller mount.
  • components are designed such that rotation of the propeller mount about the pitch normal (to change propeller pitch) does not result in a change in rake angle.
  • the angular width of the matching gear may be chosen according to a desired range of pitch variability.
  • the gear/matching gear pair may provide for a relatively large range of motion to change propeller pitch (e.g., >20, >40, >60, >90, or even >120 degrees of angular pitch change).
  • pitch may be reversed, enabling a reversed thrust direction for the same hub spin direction.
  • a propeller may be rotated through over 180 degrees of pitch change. In some embodiments, a propeller may be rotated through 360 degrees of pitch change.
  • a propeller may be arranged at over a range of pitches that goes from 10 degrees past the full feathering angle to over 30 degrees past the zero-pitch angle (e.g., over 130 degrees).
  • the gear/matching gear may be used to implement nonzero rake angles with a variable pitch propeller.
  • the apparatus does not require an orthogonal relationship between the hub spin axis and the rake normal of the propeller.
  • Rake angles above 5, above 10, above 15, or even above 20 degrees may be implemented by suitable choice of angle between the rotation axes of the gear/matching gear, and these rake angles may remain constant as pitch changes.
  • An actuator may include a hydraulically actuated piston disposed in a tangential channel and coupled to an axle via a lever. Tangential movement of the piston translates into rotation of the axle via the lever. Inlet/outlets for hydraulic fluid into the channel may be used to pressurize the channel with fluid, moving the piston (and thus rotating the axle) via hydraulic pressure.
  • the axle may be connected to a gear (e.g., a bevel gear, a pinion, a screw gear, and the like) such that rotation of the axle/gear actuates a matching gear coupled to the gear on the axle.
  • a gear e.g., a bevel gear, a pinion, a screw gear, and the like
  • An actuator may be used to adjust a variety of components.
  • a matching gear (having a gear face that matches the corresponding gear face on the axle of the actuator) may be coupled to and/or incorporated with a propeller mount configured to receive a propeller and couple the propeller to a hubshell of a ship, submarine, and the like. Tangential movement of the piston in the channel, and the resulting rotation of the axle/gear/matching gear, may be used to change propeller pitch as the axle rotates.
  • Marine propulsion apparatus may incorporate a variable pitch propeller having a rotational actuator.
  • Marine propellers are often solid (not hollow), have relatively high mass (compared to equivalent diameter aeronautical propellers) and are subject to liquid- loading (as opposed to air loading). Some marine propellers have a diameter greater than 2 meters, including above 4 meters. The high loads associated with marine propulsion system (and in some cases, the very large sizes of the propellers themselves) may benefit from the pitch-actuation apparatus described herein.
  • a corresponding number of propellers may be mounted to the hub.
  • all the propeller mounts are coupled to the same actuator axle (e.g., via a single pinion gear), such that a single actuator adjusts the pitches of all the propeller blades simultaneously.
  • different propeller mounts are coupled to different actuators.
  • An actuator may incorporate a bevel gear comprising the actuated gear (on the axle) and matching gear (on the propeller mount).
  • rake angle of the propeller may be chosen using an appropriate bevel gear angle (e.g., the angle between the rotational axes of the actuator axle and the propeller mount).
  • a rotational actuator By using a rotational actuator, a wide range of rake angles may be implemented (e.g., via appropriate bevel gear angles).
  • a rotational actuator may enable the combination of a wide range of pitch angles (e.g., at least 40 degrees span) in combination with a nonzero rake angle (e.g., 2-30 degrees).
  • FIG. 1A is a schematic illustration of a variable pitch hub assembly, per some embodiments.
  • a variable pitch hub assembly may comprise a variable pitch hub 100 having propeller mounts 170 configured to receive propeller blades (not shown).
  • the propeller mounts may be coupled to a rotational actuator 200 configured to rotate the propeller mounts.
  • FIG. 1A illustrates a rotational actuator comprising (in this case, two) tangentially moving pistons coupled to (in this case four) propeller mounts via a gear/matching gear.
  • Variable pitch propeller hub 100 may comprise a hubshell 180 having one or more propeller mounts 170 and configured to couple to a driveshaft and spin around a hub spin axis.
  • the propeller mount(s) are mounted in hubshell 180, such that connecting a propeller (not shown) to each respective propeller mount couples that propeller to hub 100.
  • the hub is designed to receive four propellers.
  • a hub may receive two, five, eight, and/or other numbers of propellers, typically from three to six.
  • Rotational actuator 200 rotates propeller mounts 170 via a gear 160 coupled to matching gears 260 integrated with propeller mounts 170, which are coupled to the hub 100.
  • a propeller (not shown) mounted to propeller mount 170 changes its pitch as axle
  • Actuator 200 is itself rotationally actuated by tangentially moving pistons to change blade pitch (e.g., during steaming, as the hub spins). At least a portion of tangential channel 120 is tangential with respect to the axis of rotation 112 of axle 110, and typically substantially all of channel 120 is tangential. Thus, tangential piston movement translates into rotation of axle 110/gearl60/matching gear 260, which translates into rotation of propeller mount 170 to change propeller pitch. Additional embodiments are disclosed in SE patent applications no. 1750778-1, 1750782-3, and 1750784-9, filed on June 19, 2017 the disclosures of which are incorporated by reference herein.
  • An actuator may comprise one or more (e.g., four) pistons 130 disposed in corresponding portions of tangential channels 120 and coupled to an axle 110 (having a rotation axis 112) via a lever 140.
  • Axle 110 is connected to and/or integrated with a gear 160 which correspondingly rotates with axle 110.
  • Gear 160 couples with corresponding matching gear 260.
  • Matching gear 260 is connected to/integrated with (or machined as part of) of propeller mount 170.
  • rotation of axle 110 about its axis 112 translates (via gear 160/matching gear 260) into rotation of propeller mount 170 around its own axis of rotation (e.g., pitch normal 174).
  • Propeller mount 170 may comprise a typical multi-bolt connection to connect a propeller (e.g., a six-bolt layout, with three bolts on either side of the propeller blade, or a 10- bolt layout, e.g., with five bolts on either side).
  • a propeller mount comprises a bolted connection that is mounted "inside-out” (e.g., bolted into closed-end threaded holes in the blade flange) such that the bolt holes do not extend to the outer surface of the flange.
  • a propeller mount 170 may comprise a singlehole 176 configured to receive a corresponding single-bolt propeller, in which a large, (typically centered) hole receives a corresponding bolt connected to the propeller.
  • Singlehole 176 may have a diameter that is greater than 10%, 20%, including greater than 50%, of an outer diameter of propeller mount 170.
  • Optional locks 175 e.g., matching pins/cavities may be used to prevent the propeller from spinning within the singlehole (so that pitch only changes when the propeller mount rotates the propeller).
  • a gear may comprise part of a bevel gear, a rack, a pinion, a planetary gear, a crownwheel, a worm gear, a screw gear, and the like.
  • axle 110 is connected to gear 160 configured as a bevel gear with four corresponding matching gears 260, each integrated with a respective propeller mount 170.
  • Each propeller mount 170 includes a matching gear 260 configured to match the gear 160 of actuator 200, such that rotation of axle 110 imparts a corresponding rotation of propeller mount 170.
  • Propeller mount 170 is designed to couple with a corresponding portion of the hubshell having a matching shape (e.g., a ring in groove). In FIG.
  • FIG. 9B illustrates an exemplary coupling.
  • a propeller is coupled to the hubshell with a desired pitch normal 174 that defines propeller rake with respect to the hub spin axis (which is typically, but need not, be parallel to, and even coaxial with, axis 112).
  • the propeller blade rotates about pitch normal 174 to change pitch.
  • Pitch normal 174 may define a physical plane or a virtual plane (e.g., orthogonal to the pitch normal, but not necessarily a physically planar surface).
  • pitch normal 174 is orthogonal to the outermost flat surface of propeller mount 170/annulus 183 of hubshell 180.
  • a propeller blade may have zero rake angle (pitch normal 174 is orthogonal to the hub spin axis).
  • a propeller blade may have a nonzero rake angle, such as a rake angle that is between about 2 and 30 degrees, including from 5 to 25 degrees, including from about 8 to 18 degrees.
  • Receiver 122 may include the one or more tangential channels 120 (e.g., two, three, four, six) configured to receive corresponding pistons 130 which move to rotate the actuator.
  • a receiver may be configured to couple to (e.g., be inserted into, locked to, bolted to, welded to) hubshell 180.
  • the receiver and hubshell may be integrated (e.g., fabricated from the same part). Channels are typically machined into the receiver (or have a machined surface) to provide for smooth piston movement and effective sealing.
  • receiver 122 includes two diametrically opposed tangential channels 120, with a piston in each of the two channels.
  • Piston 130 is shaped to move tangentially (typically not radially or longitudinally) within channel 120.
  • piston 130 may have a corresponding shape (e.g., an inner-radius surface that is concave and an outer-radius surface that is convex).
  • Surfaces orthogonal to axis 112 may be substantially flat.
  • a lever 140 connects piston 130 to axle 110, such that tangential movement of piston 130 translates into rotation of the axle about axis 112.
  • a lever may be bolted, welded, locked, or otherwise connected to the axle.
  • a lever may be coupled to the axle via a spline coupling 142.
  • a lever and axle may be fabricated from a single part. In this example, the pistons and lever are machined from a single block. Piston 130 may be fabricated separately and connected to lever 140.
  • at least a portion of lever 140 is disc-shaped. In FIG. 1A, lever 140 is substantially disc-shaped, and has a thickness that matches a corresponding longitudinal depth of channel 120.
  • a portion of an outer circumferential surface of lever 140 forms the inner-radius surface of channel 120, and that surface portion of the channel surface moves with the piston.
  • Piston 130 may extend radially (FIG. 1A) and/or longitudinally (FIG. 15) from lever 140 into channel 120. In actuator 200, piston 130 extends radially outward from lever 140.
  • Piston 130 is typically hydraulically actuated (by a hydraulic fluid supply, not shown) to move within channel 120.
  • Actuator 200 comprises at least one (and typically at least two) fluid inlet/outlets.
  • a fluid inlet/outlet may function as an inlet or an outlet, such that (higher pressure) inflow moves piston 130 in one direction (away from the inlet) and (lower pressure) outflow moves piston 130 in the other direction (toward the outlet).
  • a fluid inlet/outlet may be disposed in a piston (e.g., with a corresponding fluid line disposed in the lever).
  • a fluid inlet/outlet may be disposed in a wall of channel 120 (e.g., with a corresponding fluid line disposed in the receiver, the hub mount, and the like).
  • a piston may be actuated with a single inlet/outlet, increasing pressure to "push” the piston in away from the inlet/outlet and decreasing pressure to "pull” the piston toward the inlet/outlet.
  • the piston 130 separates its respective channel 120 into two separate portions, each portion with a corresponding fluid inlet/outlet.
  • a first inlet/outlet pressurizes the first portion to move piston 130 in one direction (e.g., clockwise), with fluid removed from the second portion as the volume of that portion decreases.
  • the second inlet/outlet pressurizes the second portion to move piston 130 in the other direction (e.g., counterclockwise) with fluid correspondingly removed from the first portion.
  • actuator 200 is relatively compact, which may enable the incorporation of a larger number of variable-pitch propellers than apparatus using prior devices. Compactness may be particularly appropriate for tunnel thrusters, bow thrusters, and the like. Compactness may facilitate nonzero rake angles.
  • the hubshell 180 is designed to receive four propeller blades. A hub may receive two, three, five, six, and/or other numbers of propellers.
  • the piston(s) may be fluidically sealed within their respective channels via one or more seals 124.
  • a first seal 124 is disposed between the disc-shaped lever 140 and facing surface of receiver 122
  • a second seal 124 is disposed between the matching faces of receiver 122 and hub mount 182 (FIG.
  • FIG. IB is a schematic illustration of an exemplary propeller hub, per some embodiments.
  • FIG. IB illustrates hub 100 in an "exploded" view, with the axle/propeller mount assembly shown outside hubshell 180.
  • four propeller mounts 170 are coupled to one axle 110 via gear 160 and matching gears 260 (FIG. 1A).
  • This example uses propeller mounts 170 having centrally located singleholes and configured to connect to singlebolt propellers having one mounting bolt.
  • FIGS. 2A and 2B are schematic illustrations of an exemplary propeller hub, per some embodiments. These views illustrate hub 100 with the propeller mounts 170 (FIG. 1A) mounted within hubshell 180, and axle 110/gear 160 shown in an "exploded" view.
  • a single gear 160 e.g., a conical gear
  • Such a configuration may compactly provide for a very wide range of motion for the propeller mounts (e.g., changing pitch from forward to reverse thrust for the same hub spin direction).
  • FIGS. 3A and 3B are schematic illustrations of an exemplary actuator and hub mount, per some embodiments.
  • FIG. 3A illustrates various locks 175 (in this example that work with corresponding pins 175') to connect hub mount 182 to hubshell 180 (FIG. 1A).
  • One or more seals 124 e.g., a groove and corresponding ring/gasket, in this case shown on hub mount 182 may seal the interface between receiver 122 and hub mount 182 around channel 120.
  • FIG. 3A illustrates two hydraulic inlet/outlets 150 in the "upper" channel 120, with only one inlet/outlet in the "lower” channel 120 (the other inlet/outlet is behind the disc-shaped lever).
  • piston 130 When assembled, piston 130 separates the channel into two portions, each with its own inlet/outlet 150 (acting as an inlet to add fluid to that portion and an outlet to drain fluid from that portion).
  • the fluid lines are disposed in hub mount 182, connecting hydraulic fluid supplies 152/152' (FIG. 3B) to hydraulic inlet/outlets 150 at either end of channels 120 (FIG. 2).
  • FIG. 3B illustrates a portion of an actuator and hub mount, according to some embodiments.
  • a hub mount 182 may be designed to couple a hubshell (FIG. 1A) to a driveshaft 620.
  • a hub mount may also form part of channel 120 (not shown in this view).
  • a sealing ring between receiver 122 and hub mount 182 may facilitate the hydraulic performance of channel 120.
  • fluid inlet/outlets (not shown) into channel 120 are disposed in a wall of hub mount 182.
  • Conduits within hub mount 182 fluidically couple the inlet/outlets to an appropriate hydraulic fluid supply 152/152'.
  • a ring-shaped sealed volume with corresponding ring seals around the ports in driveshaft 620 may deliver/remove fluid as driveshaft 620 spins.
  • FIGS. 4A and 4B illustrate a hub assembly, according to some embodiments.
  • FIG. 4A illustrates a channel 120 separated into a first portion 120' and a second portion 120" by piston 130 (FIG. 4A), with each portion having a corresponding fluid inlet/outlet 150 (FIG. 4B).
  • hubshell 180 contains four propeller mounts 170 (FIG. 1), as shown by their respective matching gears 260.
  • FIG. 4A illustrates optional pin mounts 404 (e.g., threaded holes) that may include adjustable pins to control piston stroke (e.g., by contacting the facing wall of the channel).
  • FIGS. 5A, 5B, and 5C are schematic illustrations of propeller blades mounted to propeller mounts, per some embodiments.
  • FIGS. 5A-C illustrate the correspondence between propeller mount rotation (via gear/matching gear) and blade pitch.
  • hubshell 180 has been removed to show detail of the propeller mounts 170, with singlebolt propeller blades 610 connected to four respective propeller mounts 170.
  • These illustrations show blades 610 coupled to the propeller mounts 170 via one center bolt (FIG. 10) extending through one center hole (FIG. 1A).
  • axle 110 is rotated clockwise to change propeller pitch, with corresponding rotation of gear 160 and respective matching gears 260 (FIG. 1).
  • the propellers are at -30 degrees pitch.
  • the propellers are at 0 degrees pitch.
  • the propellers are at + 30 degrees pitch.
  • FIG. 6A illustrates a propeller assembly in exploded view, according to some embodiments.
  • variable pitch propeller assembly 500 comprises propeller blades 510 coupled to propeller mounts 570 via multi-bolt couplings.
  • blades are coupled via six-bolt couplings, with three bolts on each side of the propeller blade.
  • Propeller mounts 570 are correspondingly coupled to axle 110/gear 160 via their respective matching gears 260 (FIG. 1A).
  • One of the two tangential channels 120 is annotated.
  • FIG. 6B illustrates a propeller assembly, per some embodiments.
  • variable pitch propeller assembly 600 comprises propeller blades 610 coupled to propeller mounts 170 via singlebolts 1011 (FIG. 10) and corresponding singleholes 176 (FIG. 1A).
  • Each propeller mount has one singlehole, and each propeller has one singlebolt connecting that propeller to its respective propeller mount.
  • pistons 130 are disposed in the middle of corresponding channels 120, corresponding (for example) to a pitch in the middle of a range of pitches.
  • FIGS. 7A-C illustrate the effect of changing piston position on propeller pitch, according to some embodiments.
  • FIG. 7 A illustrates high pressure portions 120' corresponding to movement of pistons 130 to one end of their respective channels 120, corresponding to a fully counterclockwise (as looking downstream) axle position, resulting in one pitch limit (in this case, right pitch).
  • FIG. 7B illustrates both portions 120' and 120" at the same pressure, holding pistons 130 in the middle of their respective channels 120,
  • FIG. 7C illustrates high pressure portions 120" and corresponding movement of pistons 130 to the other end of their respective channels 120, corresponding to a fully clockwise axle position, resulting in the other pitch limit (in this case, left pitch).
  • FIGS. 7A-C illustrate how, with appropriate gear ratios, a large range of propeller pitches may be implemented with a compact rotational actuator.
  • pitch may be changed up to +/- 40 degrees (around zero pitch), including up to +/- 25 degrees around zero pitch.
  • Pitch may be adjusted over a range that is at least +/- 5 degrees, including at least +/- 10 degrees around zero pitch.
  • pitch may be adjusted to reverse thrust direction (e.g., a rotation direction that results in forward thrust at one pitch results in reverse thrust at another pitch).
  • FIGS. 8A-C illustrate various optional aspects of a matching gear, according to some embodiments.
  • a matching gear may include 360 degrees of geared surface (e.g.., the gear can rotate around continuously).
  • a configuration could offer 360 degrees of pitch control.
  • Up to 180 degrees range of motion, or even up to 150 degrees range of motion, such as from 5-120 degrees, may suffice.
  • FIG. 8A illustrates a geared arc 264 of about 90 degrees.
  • geared arc 264 typically corresponds to the minimum desired range of motion of pitch control (e.g., at least 10 degrees, at least 30 degrees, over 50 degrees, over 90 degrees, over 120 degrees).
  • the roughed arc typically does not engage with gear 160.
  • the roughed or ungeared arc may be thinner (in a direction parallel to the axis of rotation of the gear).
  • pitch normal 174 and propeller mount 170
  • FIG. 8B illustrates a propeller mount 870 having a roughed arc (266) that is thinner in a longitudinal direction (e.g., pitch normal 174 in FIG.
  • a thickness (880) of the roughed or ungeared arc may be less than, less than 70%, less than 50%, or even below 30% of the thickness (882) of the geared arc.
  • thinner (e.g., aft) portions may be ungeared.
  • the matching gear may be made thinner in the aft portion yet still be geared (e.g., the geared surface is parallel to the hub spin axis).
  • An ungeared arc may be as- cast, rough machined, or otherwise less expensive.
  • propeller mount 870 comprises a matching gear 260 having a geared arc 264 and a roughed arc 266.
  • roughed arc 266 does not have a geared surface, and the thickness (in the longitudinal direction of pitch normal 174) is smaller for the roughed arc 266 portion vs. the geared arc 264 portion (e.g., less than 70%, including less than 50%).
  • FIGS. 8A-C also illustrate optional gear lubrication channels to convey lubricant between geared and ungeared faces.
  • FIG. 8A illustrates the "geared" side (facing the hub spin axis);
  • FIG. 8B illustrates the propeller mount in section;
  • FIG. 8C illustrates the "propeller” side (that connects to the propeller, in this example via a single-bolt connection).
  • An ungeared face may be opposite or adjacent to the matching gear face.
  • a lubrication channel 872 may fluidically couple the face of a matching gear 260 to an ungeared face 262 that does not contact a corresponding gear 160 (FIG. 1A). Although lubricant may typically flow either way, FIGS. 8A-C illustrate inlet 874 and an outlet 874'.
  • lubrication channel 872 passes straight through propeller mount 870 from the (geared) face of matching gear 260 to opposing ungeared face 262.
  • a lubrication channel may be curved and/or connect the geared face to an adjacent ungeared face.
  • rotation of the gear/matching gear pair may "pump" grease through lubrication channel 872 (e.g., from inlet 874 to outlet 874').
  • lubricant may be circulated throughout the mechanism.
  • Such a configuration may enhance sealing between the propeller mount and the hub.
  • FIGS. 9A and B illustrate a hubshell and corresponding hub assembly having a nonzero rake angle, according to some embodiments.
  • FIG 9A illustrates a hubshell 980 configured to orient (in this case, four) propellers at a nonzero rake angle 910.
  • FIG. 9B illustrates a corresponding variable pitch propeller assembly of hubshell 980, propeller mounts 170, propellers 610, and rotational actuator 200.
  • FIG. 9A schematically illustrates hub spin axis 181 about which the hub (e.g., hub 980) spins to propel or navigate the vessel.
  • Hub spin axis 181 defines a corresponding hub spin plane 920.
  • a rake angle 910 between pitch normal 174 and hub spin plane 920 defines the rake of the (to be attached) propeller.
  • a typical nonzero rake angle 910 is between 2 and 30 degrees, such as about 5-25 degrees, including from about 8 to about 18 degrees.
  • Pitch normal 174 defines a rake plane 173, which is typically parallel to the outer surface of annulus 183 (FIG. 1A) and the outer face of propeller mount 170 (FIG. 1).
  • rake plane 173 is correspondingly not parallel with hub spin axis 181.
  • FIG. 9B illustrates a cross section of a corresponding variable pitch propeller assembly 900.
  • Propeller mounts 170 are disposed within hubshell 980, and connected to propellers 610 via bolts extending through annuli 183 (in this case with one bolt/propeller).
  • Rotational actuator 200 rotates axle 110/gear 160/matching gear 260 to correspondingly rotate propeller mounts 170 to change propeller pitch.
  • propeller blades 610 are connected via propeller mount assemblies 1000 comprising centrally located singlebolts 1011, and propeller blades 610 are coupled to hubshell 980 at a nonzero rake angle 910 (FIG. 9A).
  • the propeller mounts include matching gears 260 for which a forward portion includes a geared arc 264 (FIG. 8A) and an aft portion includes a roughed arc 266 (FIG. 8A) that is thinner than the geared arc.
  • Axle 110 is coupled to the propeller mounts 170 via gear 160/matching gear 260 and rotates to change the pitches of propellers 610, and hubshell 980 is (in this case) configured to receive four propellers.
  • FIG. 10 is a schematic illustration of an exemplary propeller mount assembly, according to some embodiments.
  • FIG. 10 illustrates the assembly in an "exploded view.”
  • Propeller mount assembly 1000 is configured to connect a propeller blade 610 to a
  • a hubshell e.g., annulus 183, FIG. 1A, 9A
  • the flange/singlebolt may be integrated with propeller blade 610 (e.g., cast/machined from the same part) or configured to connect to propeller blade 610 (e.g., made from a separate part to be attached to the propeller).
  • Mount assembly 1000 may be
  • Singlebolt 1011 typically extends inward (directly toward the hub spin axis, FIG. 9A) from flange 1012.
  • a typical singlebolt 1011 has a relatively large diameter as compared to the size of the flange.
  • a diameter of the singlebolt may be at least 10% of, greater than 20%, greater than 30%, or even greater than 50% of the diameter of flange 1012.
  • singlebolt 1011 is in the center of flange 1012 (typically centered with respect to the propeller) and singlehole 176 is located in the center of propeller mount 170 (FIG. 1A).
  • Singlebolt 1011 connects the flange/propeller to a propeller mount 170 via a singlehole 176 in the propeller mount 170.
  • the assembly may be held together with a locknut 1030 (e.g., a KMT nut, a nut from SKF AB, Gothenburg, Sweden, and the like) that locks propeller mount 170 to flange 1012 via singlebolt 1011.
  • locknut 1030 e.g., a KMT nut, a nut from SKF AB, Gothenburg, Sweden, and the like
  • singlebolt 1011 and singlehole 176 are coaxial with pitch normal 174 (FIG. 1A).
  • Propeller mount 170 may configured to rotate to change the pitch of propeller blade 610 via corresponding rotation of the singlebolt/flange .
  • the assembly may include a bearing 1020 (e.g., a journal or plain bearing), typically located around at least a portion of the singlebolt and between the propeller mount and the flange.
  • a bearing may improve mounting tolerance of the assembly to the hub and/or reduce friction between the assembly and the hub.
  • bearing 1020 comprises a flange bearing 1022 disposed between the flange and the hub, a bolt bearing 1023 disposed between the singlebolt and the hub, and a propeller mount bearing 1024 disposed between the propeller mount and the hub.
  • Bearing 1020 may be designed to mate with a corresponding feature of the hub, such as annulus 183 (FIG. 1) or other matching feature.
  • One or more seals 1028 may be implemented, particularly between the flange and corresponding matching portion of the hub and/or between the propeller mount and corresponding matching portion of the hub.
  • An exemplary seal 1028 is typically disposed between flange 1012 and flange bearing 1022 and/or between propeller mount 170 and propeller mount bearing 1024.
  • One or more (e.g., two, three, or more) locks 175 may be incorporated to reduce/eliminate rotation of flange 1012 with respect to the propeller mount 170.
  • a pin/cavity lock may include a pin 175' and corresponding cavities 175" into which the pin fits.
  • matching cavities 175" in the matching faces of the flange and propeller mount will contain pin 175', which prevents sliding/rotation of the faces with respect to each other.
  • FIG. 10 shows the cavities 175" in flange 1012.
  • FIGS. 11 A, 11B, 11C schematically illustrate variable pitch at nonzero constant rake, per some embodiments.
  • the hubshell has been removed to show the correspondence between rotation of the propeller mounts and pitch change of the propellers connected thereto.
  • These examples illustrate pitch change of assembly 1100 at a nonzero rake angle 910 (FIG. 9A).
  • Axle 110 correspondingly rotates gear 160 to change pitch.
  • FIG. 11A illustrates the propeller mounts and corresponding propeller blades oriented at -30 degrees of pitch.
  • FIG. 11B illustrates the propeller mounts and blades oriented at 0 degrees of pitch.
  • FIG. llC illustrates the propeller mounts and corresponding blades oriented at +30 degrees of pitch.
  • pitch may be varied over a very large range of motion while rake angle remains constant.
  • FIGS 11A-C illustrates a pitch change that, for a given hub spin direction, changes thrust direction from forward to reverse.
  • FIGS. 12A-C illustrate cross sections of a propeller assembly, showing different pitches, according to some embodiments.
  • FIGS. 12A-C illustrate an exemplary coupling of propellers 610 to a hubshell using a variable pitch propeller assembly 900 at a constant nonzero rake angle.
  • FIG. 12A illustrates the assembly oriented at -20 degrees pitch.
  • FIG. 12B illustrates the assembly oriented at 0 degrees pitch.
  • FIG. 12C illustrates the assembly oriented at + 20 degrees pitch.
  • the rake angle of the propellers does not change as pitch changes (as illustrated by pitch normal 174 centered through the propeller section). Aspects may advantageously provide for large pitch changes while rake remains constant.
  • the propeller blade may be designed to optimize thrust at a given pitch and a given rake.
  • FIGS. 12A-C illustrate how certain features may function together cooperatively.
  • a nonzero rake angle in combination with variable pitch may be enabled via the gear 160/matching gear 260 rake angle apparatus, which itself may be actuated via rotational actuator 200 (FIG. 1).
  • a thinner ungeared arc of the propeller mounts (FIG. 8B) enables the combination of a relatively large rake angle (e.g., over 5 degrees) with a relatively large range of pitch variation (e.g., over 30 degrees).
  • Large ranges of motions may be implemented with more than two (e.g., four or more propellers).
  • Various features described herein may be particularly advantageous when implemented with pod-based propellers.
  • FIGS. 13A-C are schematic illustrations of an exemplary tunnel thruster, according to some embodiments.
  • a tunnel thruster may include one or more of a rotary actuator, a gear/matching gear/propeller mount assembly to control pitch, zero or nonzero rake angle, and/or a propeller mount having geared and ungeared arcs.
  • tunnel thruster 1300 incorporates a propulsion body 1310 (FIG. 13B) having a variable pitch propeller assembly 600 (in this case, at zero rake angle) and a tunnel 1320 (FIG. 13A) that guides water flow proximate to the propeller blades.
  • a portion of the tunnel is typically extended by the yard and welded into the hull with sufficient axial and radial stiffeners (not shown).
  • the tunnel and propulsion body are typically mounted transversely in the bow of the ship
  • Ribs 1330 connect/stabilize the hub with respect to the tunnel 1320.
  • Ribs 1330 may include a foil shape to guide water flow (e.g., to counteract swirl).
  • FIGS. 13B and C illustrate the propellers at zero pitch.
  • FIG. 13B illustrates an embodiment in which an electric motor 1340 drives a first (e.g., vertical) driveshaft 1342, and a transaxle 1344 within propulsion body 1310 couples the first driveshaft to the hub driveshaft.
  • the hub driveshaft 620 (FIG. 3B) may be driven by a motor mounted within the propulsion body 1310.
  • Hydraulic lines 1350/1350' may deliver hydraulic fluid to corresponding hydraulic fluid supplies 152/152' (FIG. 3B).
  • An oil inlet ring 1360 may include an oil inlet 1362, which works with a pump (not shown) and an oil outlet 1364 to circulate lubrication oil to various components (gears, bearings, and the like) within propulsion body 1310.
  • Lubrication oil is typically filtered by a filter (not shown).
  • FIGS. 14A, 14B are schematic illustrations of an optional center bearing, per some embodiments.
  • FIG. 14A illustrates a variable pitch hub 1400 in cross section.
  • FIG. 14B illustrates portions of variable pitch hub 1400 with the hubshell removed.
  • a gear support 1410 may be connected to axle 110 and/or gear 160.
  • a corresponding hub support 1420 may be connected to the hubshell (e.g., hubshell 980).
  • Gear support 1410 and hub support 1420 may be coupled via a bearing 1430 (e.g., a plain bearing, a journal bearing) such that the gear support and hub support may rotate with respect to each other.
  • a bearing 1430 e.g., a plain bearing, a journal bearing
  • Bearing 1430 typically transfers normal forces between gear support 1410 and hub support 1420, such that they form a "beam" (with respect to bending) that stiffens the hubshell/annulus/propeller mount assembly, while allowing for rotation to change pitch.
  • bearing 1430 allows gear support 1410 to rotate while hub support 1420 remains fixed to the hubshell.
  • a center bearing may stiffen the assembly and/or improve the planarity/position/shape of annulus 183 (FIG. 1A) such that propeller mounts 170 rotate smoothly to change pitch.
  • a center bearing may improve alignment of the propeller mount, decrease friction between gear 160/matching gear 260, and/or decrease friction between the propeller mount and hubshell (e.g., between the centerbolt, flanges, and annuli).
  • FIG. 15 illustrates an actuator, according to some embodiments.
  • actuator 1500 comprises a piston 1530 that extends longitudinally from lever 1540 with respect to axis of rotation 112.
  • Receiver 1522 includes a channel 1520, of which at least a portion is tangentially oriented with respect to axle 110/axis 112.
  • Piston 1530 moves in the tangential portion of channel 1120 to rotate axle 110 about axis 112 via lever 1540.
  • hydraulic inlet/outlet 150 is disposed in piston 1130.
  • An apparatus may include one hydraulic inlet/outlet.
  • An apparatus may include two or more hydraulic inlet/outlets.
  • FIG. 15 illustrates an optional second hydraulic fluid inlet/outlet.
  • FIG. 16 illustrates an inside-out coupling, per an embodiment.
  • a propeller mount 1670 may connect its corresponding blade 1610 via a flange and a plurality of bolts 1676.
  • a plurality (e.g., six, ten) of through-holes 1675 through the propeller mount are sized to receive the bolts.
  • the flange 1012 of the blade has corresponding receiver holes 1680 configured to receive the inside-out oriented bolts 1676.
  • receiver holes 1680 are threaded, such that tightening the bolts into the flange connects the blade to the propeller mount 1670.
  • the receiver holes are typically "blind" holes - not drilled through to the outer surface of the flange.

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

Abstract

L'invention concerne, selon divers aspects, un actionneur rotatif comprenant un piston conçu pour se déplacer de manière tangentielle dans un canal. Le piston peut être accouplé à un axe par l'intermédiaire d'un levier pour faire tourner l'axe lorsque le piston se déplace. Un fluide hydraulique pompé dans/hors du canal peut actionner le piston pour qu'il fasse tourner l'axe. Un actionneur rotatif peut être accouplé à un support d'hélice relié à une hélice et conçu pour faire tourner le support d'hélice et l'hélice pour modifier le pas de l'hélice. Un moyeu comprenant des supports d'hélice peut accoupler des pales d'hélice de manière à fournir un pas variable. Une hélice peut être reliée à l'aide d'un seul boulon.
PCT/EP2018/066300 2017-06-19 2018-06-19 Actionneur rotatif, moyeu à pas variable, support d'hélice WO2018234328A1 (fr)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
SE1750784-9 2017-06-19
SE1750784A SE1750784A1 (en) 2017-06-19 2017-06-19 Rotary actuator and variable pitch propeller apparatus incorporating a rotary actuator
SE1750778A SE1750778A1 (en) 2017-06-19 2017-06-19 Single bolt propeller mount
SE1750782A SE1750782A1 (en) 2017-06-19 2017-06-19 Hub assembly providing controllable propeller pitch
SE1750778-1 2017-06-19
SE1750782-3 2017-06-19

Publications (1)

Publication Number Publication Date
WO2018234328A1 true WO2018234328A1 (fr) 2018-12-27

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PCT/EP2018/066300 WO2018234328A1 (fr) 2017-06-19 2018-06-19 Actionneur rotatif, moyeu à pas variable, support d'hélice

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112591064A (zh) * 2020-12-22 2021-04-02 中国船舶重工集团公司第七0三研究所 一种船用调距螺旋桨用变距执行机构
CN113492957A (zh) * 2021-06-15 2021-10-12 深圳辛未科技有限公司 一种用于水下机器人的推进装置
CN115123519A (zh) * 2022-08-30 2022-09-30 沃飞长空科技(成都)有限公司 一种可变距的旋翼装置及飞行器

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GB118944A (en) 1917-11-17 1918-09-19 Bernard William Sykes Improvements in Carburetters for Internal Combustion Engines.
GB499518A (en) 1937-09-17 1939-01-25 British Thomson Houston Co Ltd Improvements in or relating to variable pitch screw propellers
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CN112591064A (zh) * 2020-12-22 2021-04-02 中国船舶重工集团公司第七0三研究所 一种船用调距螺旋桨用变距执行机构
CN113492957A (zh) * 2021-06-15 2021-10-12 深圳辛未科技有限公司 一种用于水下机器人的推进装置
CN113492957B (zh) * 2021-06-15 2022-10-21 郑州阜豫科技有限公司 一种用于水下机器人的推进装置
CN115123519A (zh) * 2022-08-30 2022-09-30 沃飞长空科技(成都)有限公司 一种可变距的旋翼装置及飞行器

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