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WO1990011221A1 - Helice a pas variable reglable manuellement - Google Patents

Helice a pas variable reglable manuellement Download PDF

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Publication number
WO1990011221A1
WO1990011221A1 PCT/IT1990/000030 IT9000030W WO9011221A1 WO 1990011221 A1 WO1990011221 A1 WO 1990011221A1 IT 9000030 W IT9000030 W IT 9000030W WO 9011221 A1 WO9011221 A1 WO 9011221A1
Authority
WO
WIPO (PCT)
Prior art keywords
casing
hub
propeller
pinion
blades
Prior art date
Application number
PCT/IT1990/000030
Other languages
English (en)
Inventor
Rocco Berghella
Original Assignee
Marine Propeller S.R.L., Construzioni Eliche A Passo Variabile
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 IT8983614A external-priority patent/IT1235687B/it
Priority claimed from IT8983630A external-priority patent/IT1235831B/it
Application filed by Marine Propeller S.R.L., Construzioni Eliche A Passo Variabile filed Critical Marine Propeller S.R.L., Construzioni Eliche A Passo Variabile
Priority to US07/688,530 priority Critical patent/US5232345A/en
Priority to DE90904926T priority patent/DE69006357T2/de
Priority to EP90904926A priority patent/EP0464085B1/fr
Publication of WO1990011221A1 publication Critical patent/WO1990011221A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H3/00—Propeller-blade pitch changing
    • B63H3/008—Propeller-blade pitch changing characterised by self-adjusting pitch, e.g. by means of springs, centrifugal forces, hydrodynamic forces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H3/00—Propeller-blade pitch changing
    • B63H3/12—Propeller-blade pitch changing the pitch being adjustable only when propeller is stationary

Definitions

  • the present invention relates to a feathering propeller the pitch of which can be manually adjusted and which is par ⁇ ticularly suited for sailing-boats.
  • the propeller in order to achieve the maximum ef ⁇ ficiency in motor-driven motion, the propeller should be de ⁇ signed in function of the mechanical characteristics of the engine used (torque and power characteristics in function of the r.p.m. and of the engine's efficiency) as well as of the hydrodynamic characteristics of the boat's hull.
  • variable pitch propellers i.e. propellers wherein the orientation of the blades when the propeller is driven by the engine may be adjusted, obviously within certain limits, to particular characteristics and/or conditions of use.
  • variable pitch, feathering propellers which fit in particular the needs of auxiliary engine propulsion systems for sailing-boats.
  • propellers commonly comprise a pinion-hub keyed by means of a conical key joint on a rotary drive shaft, said pinion-hub having a coaxial conical gear, at least two and more preferably three propeller blades, each having a conical planet pinion at the base thereof meshing with said conical gear of the pinion-hub, are journalled through a hub's casing free to rotate about the hub through a limited arc of circumference.
  • Each blade is free to rotate about the axis of their conical pinion base in a planet-wise manner around said conical gear of the pinion-hub for two opposite angles (starting from a neutral position of the blade whereat the faces of the blade are substantially parallel to the axis of the propeller shaft) presettable by stop means, under the hydraulic forces caused, respectively, by the rotation in a forward drive sense and in a reverse drive sense of the drive shaft. These stops determine the pitch of the propeller in the two senses of rotation.
  • the casing is formed by sectors joined together by means of tangential stud screws and houses the pinion-hub and the planet pinions of the blades, which are journalled through holes of the casing formed along the coupling faces of the sectors which form the casing.
  • the latter may rotate about said pinion-hub through either of said two opposite angles, from said neutral position of the blades, together with a planet-wise rotation of the blades around said pinion-hub and about their own axis.
  • the two opposite angles of rotation are preset by stop means which may be formed by a radially extending tooth or sector solidly connected to said casing cooperating with a radially extending tooth or sector solidly connected to the body of said pinion-hub so as to determine by abutment of one tooth with the other stops for both senses of relative rotation.
  • the pro ⁇ peller disclosed in this prior application made use of a thimble meshing with an extremity of the body of said pinion- hub and held engaged therewith by a spring abutting against a closing flange of the casing of the propeller through which flange was mounted an ogive-shaped terminal having a central hole through which a stem solidly connected to said thimble could pass through and emerge from the apex of the ogive ter ⁇ minal.
  • this stem could be pulled out in order to disengage said thimble from said pinion-hub and re-engage the thimble on the pinion-hub after having varied their relative angular position, thus changing the pitch of the propeller.
  • this propeller though having advantages in respect to the previously known propellers, has the drawback of being necessarily disassembled in order to be mounted and dismantled from the drive shaft of the boat and moreover it is necessary to use a key for adjusting the pitch.
  • the propeller generates a relatively.high level of vibrations which fact is i putable in a large measure to the way the blades are journally mounted through the casing, whereby the flexural forces are borne by the tangential stud screws used for joining together the sectors which form the casing, moreover at start-up and reversal of the sense of rotation of the propeller, the casing dragging teeth, by ramming one against the other over said stop surfaces, generate a strong banging noise and a rapid wear of the abutment surfaces of said stops.
  • a main objective of the invention is to provide a fea ⁇ thering propeller, the pitch of which can be adjusted without requiring disassembly of the propeller and wherein the propeller may be mounted and dismantled from the drive shaft of the boat without the need for disassembling the propeller and wherein the blades are journally mounted through the wall of the hub's casing of the propeller in a way that prevents or substantially reduces the generation of vibrations.
  • a further objective of the invention is to provide a propeller wherein the ramming of one abutment stop surface against another is resiliently dampened.
  • the device for manually changing the pitch of the pro ⁇ peller without requiring tools is implemented by "segmenting" the hub's casing along the axis thereof, into a first portion rotatable in respect to the pinion-hub of the propeller and provided with holes through which rotatably pass the stems of the planet pinions of the blades of the propeller, and a sec ⁇ ond portion which is internally provided with stops for the relative angular travel of an engagement tooth or sector solidly connected to the pinion-hub in order to provide an ⁇ gularly spaced stops to a relative free rotation of the pinion-hub in respect to the hub's casing and viceversa.
  • the second portion of the casing may be telescopically pulled away from the first portion of casing against the resistance of a push-back spring by a distance sufficient to disangage said second portion from said first portion of casing or from said pinion-hub which mesh together through an adjustable relative angular position coupling and the pull on the second portion of the casing may be reliesed after having rotated it relatively to the first portion of the casing for re-engaging it with the latter, having so changed the angles set by said stops.
  • the design position of the second portion of the casing in respect to the first portion containing the planet gear assembly of the feathering blades is reversible.
  • the es ⁇ sentially tubular second segment of the casing, telescop ⁇ ically meshing with the first portion of the casing and provided with the engagement stops cooperating with the engagement tooth or sector solidly connected to the pinion- hub of the propeller may be formed on the side facing the drive shaft or toward an ogive-shaped terminal of the casing itself.
  • the abutting surface for the push- back spring may be provided by a tubular flange mechanically mounted on the end of the pinion-hub body toward the drive shaft.
  • the ogive-shaped terminal itself which can be connected to the rear end of the pinion-hub body of the propeller, houses the push-back spring which keeps the two other portions of the casing meshed together.
  • a pitch adjustment thimble meshing with the pinion-hub is tubolarly extended and solidly con ⁇ nected to the ogive-shaped terminal of the propeller which may be manually pulled back by a distance sufficient •to disengage the thimble from the pinion-hub in order to rotate it and re-engage it in a varied relative angular position for changing the pitch.
  • the ogive-shaped terminal is further provided with a removable cap in order to gain access and unscrew a locking nut from a threaded end of the drive shaft, thus permitting to dismantle (and mount) the propeller from the drive shaft without disassembling it.
  • Fig. 1 is an exploded view of a propeller of the inven ⁇ tion according to a first embodiment
  • Fig. 2 is a partial cross-sectional view of the propeller of Fig. 1;
  • Fig. 3 is a partial schematic sectional view of a propel ⁇ ler according to a different embodiment of the invention.
  • Fig. 4 is a partial schematic sectional view of a propel ⁇ ler of the invention according to another alternative embodi ⁇ ment. DESCRIPTION OF THE PREFERRED EMBODIMENTS
  • the pro ⁇ peller comprises a pinion-hub 1.
  • the pinion-hub 1 has a coni ⁇ cal seat with a key (the latter is not shown in the figures) for receiving the conical end 20 of a drive shaft 2 having a threaded end 21 on which a locking ring nut 22, provided with a socket, e.g. an hexagonal socket 23, for receiving a tightening key, is tightened.
  • the pinion-hub 1 has a conical gear 3, preferably with straight teeth, with which the conical pinions 5, 5*, ... at the base of as many blades 4, 4', ... of the propeller planetarily mesh.
  • the propeller has three blades, meshing at an interval of 120° on the circumference of the conical gear 3 of the pinion-hub 1.
  • the blades are journally mounted through holes 6a, 6a', ... of as many sectors or portions 6, 6' , ... , of casing which are joined together by means of tangential stud bolts 19 to form a hollow casing housing the planet gear.
  • each blade is pre-assembled on its respective sector of casing.
  • each blade is provided with a cylindri ⁇ cal seat 4a formed at the base of the blade casting and a threaded blind hole 4b, coaxial with said cylindrical seat 4a and extending inside the body of the blade beyond the bottom of the seat 4a.
  • the respective planet pinion 5 of the blade is provided with a bored cylindrical stem 5a which fits through the hole 6a of the respective sector of the casing and inside the seat 4a formed in the base portion of the blade 4.
  • a stud screw 5c passes through the pinion 5, the stem 5a and tightens in the threaded hole 4b extending inside the body of the blade 4.
  • Suitable setscrews 5d may be used for preventing loosening of the assembly.
  • Rotation is transmitted by the pinion-hub 1 to the casing supporting the blades which is formed by the union of the sectors 6, 6', ... by means of at least a tooth or circular sector 8 projecting from the external cylindrical wall of a thimble 11, which has an external broaching 13 meshing with an internal broaching 12 present on the end portion of the pinion-hub 1.
  • the dragging tooth 8 cooperates with a circular sector or tooth 7' extending for a certain arc length and projecting from the internal wall of one (6') of the sectors of the casing.
  • this cooperating sector 7' is in the form of a separate insert piece having the shape of a sector of a cir ⁇ cular ring with a rectangular or trapezoidal cross section and which is housed in a rectangular or trapezoidal cross section seat or groove 7a formed on the internal wall of one (6') of the sectors forming the casing.
  • Both ends of the ring sector 7' have the inner portion, protruding out of the seat formed in the casing, extended circumferentially so as to create two spaces or seats underneath, respectively 7c and 7d, into which resilient inserts 7e and 7f of rubber (or calibrated springs) fit.
  • the ring sectors 7' and the re ⁇ silient inserts 7e and 7f are set into the seat 7a and are laterally held in place by the coupling surface of the adjacent sectors of casing " (6 and 6'') . If a rectangular cross section ring sector 7' is used, a retaining screw may be used, the stem and head of which may fit through a ledged slotted hole purposely made through the thickness of the ring sector 7' for preventing it from falling out of the seat 7a.
  • the circular sector or tooth 8 solidly connected to the pinion- hub 1, when the latter rotates, eventually abuts against the stop surface of the relative end of the ring sector 7 ' protruding out of the seat 7a and which is solidly connected to the hub's casing formed by the sectors 6, 6' and 6''
  • the tooth 8 thus drags in rotation the casing and the blades 4, 4' and 4'', which, by being individually engaged through the conical planet gear with the conical gear 3 of the pinion-hub 1, will have meanwhile reached a certain limit orientation by having rotated about the axis of their pinion and planetarily about the hub's axis, thus determining the pitch.
  • the orientation of the blades in respect to the propeller's axis under forward and reverse gear is determined by the relative angular position of the two circular sectors or teeth 7' and 8 for a certain relative assembly angle of meshing of the blade's pinions on the pinion-hub conical gear 3.
  • the blades 4, 4' and 4'' under the effect of the hydraulic pressures caused by the dragging of the blades through the water, are free to rotate about their own axis, by "rolling" with their planet pinion around the conical gear 3 of the pinion-hub 1. Therefore the blades yield under the pressure by orienting themselves so as to reduce the drag resistance.
  • the propeller blades assume a "flat ⁇ tened" position, i.e. with their major surfaces substantially parallel to the axis of the propeller, corresponding to a mid position in respect to the two limit orientations assumed by the blades, i.e. under forward and reverse driving of the propeller's shaft.
  • These limit orientations of the blades are determined by the relative angular position of the two circular sectors 7' and 8, as seen before.
  • the pinion-hub 1 Upon the starting of engine propulsion of the boat and upon each reversal of rotation, the pinion-hub 1 rotates the thimble 11 and the blades 4, 4', ...» about the axis of their respective planet pinion 5, 5', ..., until the relative end of the circular sector 8 abuts against the relative end of the circular sector 7' inserted in the seat 7a* thus dragging into rotation the casing and the blades so oriented.
  • the ramming together of the two ends of the circular sectors 8 and 7' is dampened by either one or the other of the two re- silient inserts 7e and 7f. In this manner the intensity of the rammings is reduced and the abutment surfaces are less subject to deformation and the propeller becomes less noisy.
  • the thimble 11 is essentially tubular and has an internal diameter suf ⁇ ficiently large for allowing the passage through the thimble of the locking nut 22 of the pinion-hub 1 on the conical end 20 of the drive shaft 2.
  • the locking nut 22 tightens on the threaded end 21 of the shaft.
  • the tubular thimble 11 is threaded at one end 11a and passes through the central hole of a flange 9a which is fixed by stud screws 9b .to the end faces of the sectors 6, 6', ..., of the hub's casing of the propeller:
  • An ogive shaped cap 9e is screwed into the threaded hole of the truncated ogive piece 9c, thus completing the ogive terminal of the propeller.
  • a spring 17 is inserted over the tubular thimble 11 and abuts compres- sively against the internal surface of the flange 9a and keeps the thimble 11 engaged through the broached joint 12-13 with the pinion-hub 1.
  • the propeller may be dismantled and mounted on the drive shaft without disassembling it. To do this it is sufficient to unscrew the cap 9e and to insert a key to engage the socket-head seat 23 on the locking nut 22 and to unscrew the latter completely thus freeing the propeller from the drive shaft.
  • the pitch may be varied without disassembling the propel ⁇ ler and without any tool.
  • it is suf ⁇ ficient to manually pull the portion of the casing (7) represented by the ogive terminal, formed by the truncated ogive piece 9c and by the cap 9e, against the resistance of the push-back spring 17 until disengaging the thimble 11, which is connected to the ogive terminal 7, from engagement with the pinion-hub 1 and to rotate the pulled out ogive by a certain angle before releasing the pull and letting the thimble 11 engage again with the pinion-hub 1 in a changed relative angular position.
  • the minimum increment of variation will be unitarily determined by the pitch of said external and internal broachings 12 and 13, telescopically meshing to ⁇ gether.
  • the external surface of the ogive terminal may be conve ⁇ niently provided with grasps indentations or tangential grooves for facilitating the pulling action.
  • the pitch adjustment operation is extremely simple and rapid and may be performed by a short immersion.
  • Pitch adjustment may be facilitated by means of a scale or reference marks engraved along the adjacent external rims of the flange 9a and of the truncated ogive piece 9c.
  • the construction material will be marine bronze with the exception of the ogive cap 9e, which will be prefe ⁇ rably made of zinc or of another metal more electropositive than bronze in order to sacrificially protect the bronze from corrosion.
  • the interior of the hub's casing may be susbtantially sealed for more effectively retaining a water resistant lu ⁇ bricating grease by employing suitable sealing rings (0-ring) and gaskets of "Viton" between coupling surfaces of the various components which form the propeller and which enclose the described mechanisms.
  • the propeller comprises a hub 1, keyed by means of the key 2' on the drive shaft 2.
  • the coupling is locked by the locking nut 22 screwed on a threaded end 21 of the drive shaft and tightened on an elastic washer 22a.
  • the locking nut is conveniently provided with a socket 23 for a tightening key.
  • the hub 1 has a tubu ⁇ lar extension la, the outer surface of which is broached (i.e. has longitudinal parallel teeth lb cut thereon). Over this externally broached surface of the hub extension a first conical gear 3 may be heat-set or locked by means of suitable setscrews. On this conical gear 3 mesh the planet pinions 5 of the blades 4 of the propeller.
  • the planet pinion 5 of each blade has an internally bored stem 5a which fits in a housing formed at the base of the blade and the assembly is mechani ⁇ cally connected by means of a stud screw 5c passing through the central bore of the stem 5a of the planet pinion and screwing inside a threaded hole formed inside the body of the blade 4.
  • Each stem 5a rotatably passes trough a hole formed through the wall of a respective sector of the hub's casing 6 which is formed by joining together a number of sectors by means of tangential stud bolts 19.
  • the end facing the ogive terminal of the propeller of this first portion of casing 6 has a reduced-diameter tubular extension 6c, the external cy ⁇ lindrical surface of which has an external broaching 12.
  • This first portion 6 of the casing is essentially rotatable in respect to the hub 1 keyed on the drive shaft 2.
  • the hub's casing comprises an essentially tubular second portion 7, which telescopically meshes by means of an inter ⁇ nal broaching with said reduced-diameter externally broached extension 6c of the first portion of the casing.
  • This second portion 7 of the casing has the internal wall provided with a seat circularly extending for a certain arc of circumference (or equivalently with two angularly spaced stops) in order to provide two circumferentially spaced stop surfaces for a dragging tooth or sector 8 which is essentially connected to the tubular extension la of the hub 1.
  • each blade of the propeller rotates about the axis of its planet pinion 5 meshing with the conical gear 3 of the hub 1, until the rotation of the hub brings one end of the sector 8 to abut against one or the other of said stop surfaces present on the internal wall of the tubular portion 7 of the casing.
  • the casing formed by the two portions 6 and 7 telescopically meshing together by means of the joint 12-13, is dragged into rotation and with it are the blades of the propeller in the limit orientation which they have assumed and which deter ⁇ mines the pitch of the propeller.
  • the telescopic meshing between the two portions of casing 6 and 7 is maintained by a push-back spring 17 which is compressed between a terminal face of the tubular portion 7 of the casing and a stop ring 9a held by means of a Seeger ring 10 on the external surface of the end of the extension la of the hub.
  • the spring 17 is housed inside a cavity defined by an ogive terminal 9 which may be screwed on or otherwise fixed to the end of the hub extension la. As shown in Fig. 3, the terminal part 14 or base of the ogive terminal 9 may be conveniently machined in order to telescopically fit over the end of the tubular portion 7 of the casing.
  • the tubular portion 7 of the casing may be pulled manual ⁇ ly toward the ogive terminal of the casing in opposition to the force exerted by the spring 17 for a distance sufficient to disengage the external broaching 13 from the internal broaching 12 on the end of the portion 6 of the casing and rotated relatively to the latter thus modifying the relative angular position of the stop surfaces present on the internal surface of the tubular portion 7 of the casing in respect to the sector 8 and to the whole planet-gear assembly, thus altering the pitch of the propeller.
  • FIG. 4 A further embodiment is depicted in Fig. 4.
  • the propeller's hub 1 has not the cylindrical extension toward the ogive terminal of the propeller as in the previously described embodiments and the dragging tooth or sector 8 is formed directly on the external surface of the hub 1 by machining.
  • the conical gear 3 of the hub may be obtained by machining the end portion of the hub 1.
  • the ogive terminal 9 is in this case directly screwed on a threaded end of the first portion 6 of the hub's casing.
  • the second tubular portion 7 of the casing telescopically meshes by means of an internal broaching 13 with an external broaching 12 formed over the external surface of a reduced- diameter end of the first portion 6 of the casing facing toward the drive shaft 2 and the second portion 7 is held en ⁇ gaged thereon by the push-back spring 17.
  • the push-back spring 17 abuts against the surface of a flange body 15 which may be screwed on a threaded end of the hub 1 toward the drive shaft 2.
  • the flange body 15 is provided with a tubular extension 16 which telescopically fits over a purposely reduced-diameter end 18 of the second portion 7 of the casing.
  • tubular portion 7 may be pul ⁇ led out of engagement through the joint 12-13 with the por ⁇ tion 6 of the casing and rotated relatively to the latter and to the hub 1 by manually grasping the outer surface thereof and pulling it in opposition to the spring 17 in order to modify the pitch of the propeller.
  • resilient inserts will be preferentially used on abutment surfaces of the dragging tooth or sector 8 and/or on abutment stop surfaces of the seat within which the sector 8 travels.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Ocean & Marine Engineering (AREA)
  • Fluid Mechanics (AREA)
  • Physics & Mathematics (AREA)
  • General Details Of Gearings (AREA)
  • Retarders (AREA)
  • Soil Working Implements (AREA)
  • Paper (AREA)
  • Ropes Or Cables (AREA)

Abstract

Le réglage du pas, dans une hélice à variation de pas utilisant une prise par engrenage planétaire entre un moyeu à pignon (1-3) claveté sur l'arbre d'entraînement (2) et des pignons planétaires (5) placés à la base des pales (4) de l'hélice, lesquelles sont montées rotatives dans des trous ménagés dans la paroi d'un carter (6) du moyeu, peut être facilement effectué manuellement grâce àl'enregistrement de la position angulaire relative d'une seconde partie (7) du carter par rapport à une première partie (6) du carter dans lequel est logé l'engrenage planétaire. On effectue l'enregistrement du pas en exerçant une force tendant à séparer la seconde partie (7) du carter de la première partie (6) contre la résistance exerçée par un ressort de retour de poussée (7), sur une distance suffisante pour désengager un couplage (12-13) entre la seconde partie (7) et la première partie (6) du carter ou le moyeu de pignon (1-3), entraînant ainsi en rotation la seconde partie (7) désengagée par rapport à la première partie (6) du carter, avant de libérer la poussée, entraînant ainsi l'engagement des deux parties dans une position angulaire relative modifiée. Ainsi, les butées placées sur la trajectoire d'une pièce cintrée traînante (8) reliée solidement au moyeu (1) de l'hélice, qui sont essentiellement formées sur la paroi interne de la seconde partie du carter, modifient leur position angulaire relative autour de la pièce cintrée (8), modifiant ainsi l'orientation limite adoptée par les pales (4) lors de la rotation de l'arbre d'entraînement (2). Des éléments résilients sont utilisés entre les surfaces d'aboutpour empêcher leur déformation.
PCT/IT1990/000030 1989-03-21 1990-03-19 Helice a pas variable reglable manuellement WO1990011221A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
US07/688,530 US5232345A (en) 1989-03-21 1990-03-19 Feathering propeller with a manually adjustable pitch
DE90904926T DE69006357T2 (de) 1989-03-21 1990-03-19 Auf segelstellung fahrender propeller mit handregulierbarer steigung.
EP90904926A EP0464085B1 (fr) 1989-03-21 1990-03-19 Helice a pas variable reglable manuellement

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
IT8983614A IT1235687B (it) 1989-03-21 1989-03-21 Elica a pale abbattibili e passo regolabile.
IT83614A/89 1989-03-21
IT8983630A IT1235831B (it) 1989-07-14 1989-07-14 Dispositivo per variare il passo di un'elica con pale a bandiera.
IT83630A/89 1989-07-14

Publications (1)

Publication Number Publication Date
WO1990011221A1 true WO1990011221A1 (fr) 1990-10-04

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ID=26330097

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/IT1990/000030 WO1990011221A1 (fr) 1989-03-21 1990-03-19 Helice a pas variable reglable manuellement

Country Status (6)

Country Link
EP (1) EP0464085B1 (fr)
JP (1) JPH04503935A (fr)
AU (1) AU629328B2 (fr)
DE (1) DE69006357T2 (fr)
ES (1) ES2049027T3 (fr)
WO (1) WO1990011221A1 (fr)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0477145A1 (fr) * 1990-09-19 1992-03-25 SANTA CATERINA DI BRENA ADA & C. S.a.S. Hélice à pas variable pour pales pouvant être mise en drapeau
WO2008075187A3 (fr) * 2006-12-19 2008-08-14 Max Prop S R L Hélice à pas variable
ITMI20081667A1 (it) * 2008-09-19 2010-03-20 Max Prop S R L Elica nautica a passo variabile
EP2239192A1 (fr) 2009-04-08 2010-10-13 Max Prop S.r.l. Propulseur maritime à pâles orientables
ITMI20090719A1 (it) * 2009-04-28 2010-10-29 Max Prop S R L "elica nautica a passo variabile"
CN101234668B (zh) * 2007-01-26 2012-03-28 斯奈克玛 一种带有变距螺旋桨的涡轮螺旋桨发动机
WO2012160404A1 (fr) 2011-05-26 2012-11-29 Max Prop S.R.L. Hélice de bateau munie de moyens servant à maintenir sa position assemblée
WO2018065032A1 (fr) * 2016-10-04 2018-04-12 Wärtsilä Netherlands B.V. Hélice pour navire et procédé d'installation de chapeau de moyeu sur le moyeu
CN112960091A (zh) * 2021-04-09 2021-06-15 中国船舶重工集团公司第七0四研究所 用于微调螺距螺旋桨桨叶螺距角度调节和指示机构

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7946818B2 (en) * 2003-12-30 2011-05-24 Marine Propeller S.R.L. Shock absorber for adjustable pitch propeller with feathering blades, particularly for sailers
US7927160B1 (en) 2007-12-21 2011-04-19 Brp Us Inc. Variable pitch propeller
US8465257B1 (en) 2008-10-31 2013-06-18 Brp Us Inc. Variable pitch propeller
CN114940251A (zh) * 2022-04-29 2022-08-26 广东逸动科技有限公司 螺旋桨、推进器及水上设备

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US3275083A (en) * 1965-10-15 1966-09-27 Bradley A Kendis Variable pitch propeller
US3294176A (en) * 1966-04-11 1966-12-27 Reimers Fritz Changeable-pitch propeller
GB1066718A (en) * 1964-08-11 1967-04-26 George William Kean Variable pitch propeller

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JPS5219511A (en) * 1975-08-05 1977-02-14 Tanashin Denki Co Auto-eject device for tape recorder
US4140434A (en) * 1975-12-29 1979-02-20 Massimiliano Bianchi Feathering propeller especially for sailing boats

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GB1066718A (en) * 1964-08-11 1967-04-26 George William Kean Variable pitch propeller
US3275083A (en) * 1965-10-15 1966-09-27 Bradley A Kendis Variable pitch propeller
US3294176A (en) * 1966-04-11 1966-12-27 Reimers Fritz Changeable-pitch propeller

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5203675A (en) * 1990-09-19 1993-04-20 Santa Caterina Di Brena Ada & C. S.A.S. Variable-pitch propeller having feathering blades
EP0477145A1 (fr) * 1990-09-19 1992-03-25 SANTA CATERINA DI BRENA ADA & C. S.a.S. Hélice à pas variable pour pales pouvant être mise en drapeau
WO2008075187A3 (fr) * 2006-12-19 2008-08-14 Max Prop S R L Hélice à pas variable
US8449256B2 (en) 2006-12-19 2013-05-28 Max Prop S.R.L. Variable-pitch propeller
CN101234668B (zh) * 2007-01-26 2012-03-28 斯奈克玛 一种带有变距螺旋桨的涡轮螺旋桨发动机
ITMI20081667A1 (it) * 2008-09-19 2010-03-20 Max Prop S R L Elica nautica a passo variabile
EP2239192A1 (fr) 2009-04-08 2010-10-13 Max Prop S.r.l. Propulseur maritime à pâles orientables
ITMI20090719A1 (it) * 2009-04-28 2010-10-29 Max Prop S R L "elica nautica a passo variabile"
WO2012160404A1 (fr) 2011-05-26 2012-11-29 Max Prop S.R.L. Hélice de bateau munie de moyens servant à maintenir sa position assemblée
WO2018065032A1 (fr) * 2016-10-04 2018-04-12 Wärtsilä Netherlands B.V. Hélice pour navire et procédé d'installation de chapeau de moyeu sur le moyeu
CN109803885A (zh) * 2016-10-04 2019-05-24 瓦锡兰荷兰公司 用于船舶的推进器和将桨毂帽安装至桨毂的方法
CN109803885B (zh) * 2016-10-04 2021-02-02 瓦锡兰荷兰公司 用于船舶的推进器和将桨毂帽安装至桨毂的方法
CN112960091A (zh) * 2021-04-09 2021-06-15 中国船舶重工集团公司第七0四研究所 用于微调螺距螺旋桨桨叶螺距角度调节和指示机构

Also Published As

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AU5331190A (en) 1990-10-22
EP0464085A1 (fr) 1992-01-08
JPH04503935A (ja) 1992-07-16
DE69006357D1 (de) 1994-03-10
EP0464085B1 (fr) 1994-01-26
AU629328B2 (en) 1992-10-01
DE69006357T2 (de) 1994-05-11
ES2049027T3 (es) 1994-04-01

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