EP0869056A1 - Propeller tail for boats - Google Patents
Propeller tail for boats Download PDFInfo
- Publication number
- EP0869056A1 EP0869056A1 EP97919413A EP97919413A EP0869056A1 EP 0869056 A1 EP0869056 A1 EP 0869056A1 EP 97919413 A EP97919413 A EP 97919413A EP 97919413 A EP97919413 A EP 97919413A EP 0869056 A1 EP0869056 A1 EP 0869056A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- propeller
- tail
- boats
- truncated
- crown
- Prior art date
- Legal status (The legal status 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 status listed.)
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H20/00—Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
- B63H20/14—Transmission between propulsion power unit and propulsion element
- B63H20/16—Transmission between propulsion power unit and propulsion element allowing movement of the propulsion element in a horizontal plane only, e.g. for steering
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H20/00—Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
- B63H20/001—Arrangements, apparatus and methods for handling fluids used in outboard drives
- B63H20/002—Arrangements, apparatus and methods for handling fluids used in outboard drives for handling lubrication liquids
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H20/00—Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
- B63H20/08—Means enabling movement of the position of the propulsion element, e.g. for trim, tilt or steering; Control of trim or tilt
- B63H20/12—Means enabling steering
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
- B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
- B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
- B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
- B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters
- B63H2005/1254—Podded azimuthing thrusters, i.e. podded thruster units arranged inboard for rotation about vertical axis
- B63H2005/1256—Podded azimuthing thrusters, i.e. podded thruster units arranged inboard for rotation about vertical axis with mechanical power transmission to propellers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
- B63H25/06—Steering by rudders
- B63H25/08—Steering gear
- B63H25/10—Steering gear with mechanical transmission
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
- B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
- B63H5/14—Arrangements on vessels of propulsion elements directly acting on water of propellers characterised by being mounted in non-rotating ducts or rings, e.g. adjustable for steering purpose
Definitions
- the invention refers to a propeller tail for boats to be mainly applied to yachts, coastal fishing boats and the like, the tail itself being structured and made up in such a way that it may be mounted either internally or externally, with respect to the boat itself.
- the propeller tail intends that the boat to which it is applied may have a greater manoeuverability and reach a higher cruising speed, having an effect not only on a higher economic use of the boat itself, but also on the possibility of riding out bad sea conditions with greater safety.
- Propeller tails manufactured at present in the recreational scope range up to medium length or are designed for trailing in ferry boats or dredges, where cruising speed does not have priority.
- tails used for recreational boats include a generally low quality, aluminium-alloy-casing, with integrated gearing which occupies a big volume, and may be mounted externally with respect to the boat.
- the steering of the boat is done by turning the whole body of the tail by means of ball-and-socket joints, and that requires the fitting of rubber seals for the watertightness between the tail and the boat, in such a way that sea water quickly causes wear and tear to the said pice of rubber and enters the boat, causing premature mechanical perishing.
- sea water for mechanical cooling flows through the inner part of the casing, depositing dirt and contributing not only to its rapid wear, but also to the diminishing of its mechanical cooling capacity.
- tail shafts independently of fishing vessels which are usually equipped with outboard engines, all other boats mount tail shafts, the same occurring with yachts, so that the aforementioned tail shaft implies a low speed when working with water disturbed by the hull, as well as lower manoeuvring capacity and greater space occupation, having an effect in the bailing of holds in fishing vessels, whereas in yachts they are generally under-used, reaching sometimes up to 50% of its overall surface, basically in those of short length.
- the propeller tail which is proposed has been conceived to the end of solving completely the problems previously stated, showing a great mechanical simplicity, with an oversize in order to avoid possible failure and to withstand the most adverse working conditions, also showing the peculiarity that the tail may be mounted either inside the boat or hanging above the upper stern, this is to say, externally.
- the group engine-gear-tail makes up a compact unit which is assembled over a metallic framework, without any kind of transmission, occupying therefore a minimum space and ruling out sometimes the engineroom. If we add that the casing is made of bronze and manganese, guaranteeing the rigidity of the mechanical drive and the sea corrosion resistance, it is obvious that the propeller tail of the invention is highly advantageous in comparison with those presently known.
- the propeller tail of the invention comprises two truncated groups linked to each other by means of a central connection shaft, in such a way that one of the groups, through a crown, receives the moving power coming from the corresponding engine, whereas the other, through another crown, transmits movement to the shaft carrying the propeller, the unit of the double truncated group with their shaft, pinions and crown being immersed in oil and placed logically in a general casing, with races, O- rings joints, adjusting nuts, etc.
- the pump on the basis of which a flow of continuous oil may be created from one end of the tail itself, to the other, achieving efficient cooling and a perfect thermal balance, the pump being based on two single pieces with no contact between them, so there would neither be wear nor possible failure, the pieces or components of which are an upper cover fixed to the general casing of the tail and a shaft carrying the crown which receives the rotation power coming from the engine, all of that with the peculiarity that, in order to achieve a higher performance and efficiency, the oil must be drawn in by the upper part of the aforementioned shaft carrying the crown and expelled by the corresponding attack pinion which is the means of interconnection between the lower end of the shaft and the lower truncated group, through which the shaft of the propeller itself is pushed.
- the stern also has a hydraulic steering system integrated by an hydraulic rotation rack in mesh with the corresponding toothed crown.
- the said propeller tail is intended to be mounted internally, including the corresponding nozzle, or mounted externally, in which case it will be fixed, by means of a metallic support, to the respective boat stern, incorporating. in this case flaps of big surface, with the advantages that that implies.
- the propeller tail which is the object of the invention, intended for external mounting, includes a general casing determined by the linking between parts (1), (2) and (3), part (1) corresponding to the so-called upper part, part (2) to the intermediate, and part (3) to the lower part, the general body (4) being fixed to the latter in the lower part by a bulb cover (5), in the body (4) of which the propeller (6) itself is placed.
- General casing defined as aforementioned has a lateral part (7) in which the attack pinion (8) is placed and which receives the power from the corresponding engine-gear group with the characteristic that from that pinion (8) pushes a crown (9) mounted over the shaft (10) corresponding to the upper truncated group (11), which is related to the lower truncated group (12) by means of an axial shaft (13), with the insertion of the corresponding attack pinions (14).
- the tail is watertight to sea water, and is installed completely full of oil as previously explained, with an expansion cup in the upper level, in such a way that when working, sea water cools its external lower part, at the same time as the oil does so inside.
- Rotation are complemented with the respective races (16), with securing nuts, etc., showing in the upper part the respective race-carriers (17).
- the corresponding watertight O-rings joints (18) are included as well as the oil-entrance- connection (19), being complemented with regulating grommets (20) for the truncated groups (11) and (12).
- the propeller (6) is mounted over the lower body (4), and more precisely over the so-called tail shaft (21), being fixed to it by means of a nut (22), and in the shaft (21) of which a crown (23) is placed, which receives power from the lower truncated group (12), as the upper crown (9) belonging to the upper truncated group (11) receives it from the attack pinion (8) through which connection to the engine takes place.
- the propeller tail so-built forms part of a compact whole and is intended to be anchored externally, specifically to the upper stern (23) of the boat, by means of a metallic support (24) joined to the boat, as well as a fastening plate (25), in such a way that the joint of the latter to the support and to the casing of the tail takes place by means of respective silentbloc (26).
- the engine and the gear are mounted internally, over the metallic frame, the space occupied by the driving set being therefore reduced, boats of short length being basically benefitted.
- the tail so-built is intended to transmit to the water the power which it receives from the engine through the gear, the final reduction taking place between the engine and the propeller by means of a combination of the two truncated groups (11) and (12) and not in the gear as traditionally happens; all of these in such a way that the transmission of power from the elastic coupling which joins the gear and the tail itself goes through the following mechanisms: upper attack pinion (8), upper crown (9), upper truncated group shaft (10), central connection shaft (13), lower attack pinion (14), lower truncated group (12), lower crown (23), tail shaft (21) and propeller (6).
- the propeller tail is watertight to sea water and is installed completely full of oil and with an expansion cup in the upper level, in such a way that, when working, sea water cools its external lower part, at the same time as oil cools its inner part.
- the same is represented in picture no. 3 and includes a crown (27) and a rack (28), in such a way that a orbitrol attached to the rudder of the boat shall govern the flow of oil in that hydraulic rack (28) mounted in the propeller tail itself.
- the said steering hydraulic system as a whole, has been designed bearing in mind the fitting of one, two or more tails per boat.
- This hydraulic system includes a piston (29) and an exit ram (30), it having two closing covers (31) and (32), the first of them as a dead light and the second as a perforated lid for the exit of the ram (30), this being intended in order to synchronise the rotation in the event that two propeller tails are mounted.
- the said system is completed with friction bands (33), collars (34) and bearing scraper (35), as well as with a fork (37), with adjusts the synchroniced rotation of two tails, and a silentbloc (38), a slide (39), an adjusting bolt (40) and a tightening nut (41).
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- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Actuator (AREA)
- Toys (AREA)
- Transmission Devices (AREA)
Abstract
The propeller tail is intended to be applied to yachts, fishing boats
and the like, and is designed to be mounted either internally or externally
with respect to the boat itself. The propeller tail structure is based on two
truncated groups (11 and 12), the first truncated group being associated
to a crown (9) which receives the attack of a gear which moves through
the corresponding motor so that the upper truncated group (11) transmits,
by means of an axial connection shaft (13), the motion to the lowering
truncated group (12) in order to transmit by means of another crown (23)
the rotation to the shaft (21) on which is mounted the corresponding
propeller (6), all of which being complemented by a rotation system
based on a hydraulic rack (28) which is immersed in oil and which is
in mesh with a crown (27) so that the final reduction selected from the
motor-shift unit to the propeller (6) is achieved through the truncated
groups (11 and 12).
Description
The invention refers to a propeller tail for boats to be mainly applied to yachts,
coastal fishing boats and the like, the tail itself being structured and made up in such a
way that it may be mounted either internally or externally, with respect to the boat itself.
The propeller tail intends that the boat to which it is applied may have a greater
manoeuverability and reach a higher cruising speed, having an effect not only on a higher
economic use of the boat itself, but also on the possibility of riding out bad sea
conditions with greater safety.
Propeller tails manufactured at present in the recreational scope range up to
medium length or are designed for trailing in ferry boats or dredges, where cruising
speed does not have priority.
So, tails used for recreational boats include a generally low quality, aluminium-alloy-casing,
with integrated gearing which occupies a big volume, and may be mounted
externally with respect to the boat.
Furthermore, the steering of the boat is done by turning the whole body of the
tail by means of ball-and-socket joints, and that requires the fitting of rubber seals for the
watertightness between the tail and the boat, in such a way that sea water quickly causes
wear and tear to the said pice of rubber and enters the boat, causing premature
mechanical perishing.
For the aforementioned reason, a transmission with crossheads is required for
joining the engine to the tail; as time goes by, this transmission, due to play and to the
maladjustment of the crosshead dowel itself, caused by lack of lubrication, causes
vibrations which give raise to high noise.
The fact must also be emphasised that, in conventional propeller tails, sea water
for mechanical cooling flows through the inner part of the casing, depositing dirt and
contributing not only to its rapid wear, but also to the diminishing of its mechanical
cooling capacity.
Another drawback shown by conventional tails is that their radius of rotation is
70° as a maximum and propellers are made of aluminium, being less reliable from the
point of view of their resistance, not being able to surpass a 508 mm. diameter.
Another characteristic of conventional propeller tails is that they show an
almost null flap surface, so that if these elements are not incorporated in the propeller
tail, the boat stern lowers visibly when accelerating.
In brief the recreational tails thus far known offer a mechanical and structural
fragility and those manufacturated for dredges and ferry boats may be applied to neither
yachts nor fishing vessels, due to their different needs.
On the other hand, independently of fishing vessels which are usually equipped
with outboard engines, all other boats mount tail shafts, the same occurring with yachts,
so that the aforementioned tail shaft implies a low speed when working with water
disturbed by the hull, as well as lower manoeuvring capacity and greater space
occupation, having an effect in the bailing of holds in fishing vessels, whereas in yachts
they are generally under-used, reaching sometimes up to 50% of its overall surface,
basically in those of short length.
If we add to the foregoing the fact that sometimes the tail shaft is not parallel to
the water surface, but declined up to 12° or more for the purpose of putting the propeller
as far back as possible and gaining useful space. This causes the propeller not to use all
its power to move the boat, in such a way that in some cases the shipyard is obliged to
build hulls only keeled from the head to the exit of the tail shaft, in order to achieve the
tail shaft parallel to water, and this causes the boat to pitch in bad weather conditions,
requiring sometimes the fitting of additional flaps.
The propeller tail which is proposed has been conceived to the end of solving
completely the problems previously stated, showing a great mechanical simplicity, with
an oversize in order to avoid possible failure and to withstand the most adverse working
conditions, also showing the peculiarity that the tail may be mounted either inside the
boat or hanging above the upper stern, this is to say, externally. To all that precedes is
added the characteristic that the group engine-gear-tail makes up a compact unit which is
assembled over a metallic framework, without any kind of transmission, occupying
therefore a minimum space and ruling out sometimes the engineroom. If we add that the
casing is made of bronze and manganese, guaranteeing the rigidity of the mechanical
drive and the sea corrosion resistance, it is obvious that the propeller tail of the invention
is highly advantageous in comparison with those presently known.
More precisely, the propeller tail of the invention comprises two truncated
groups linked to each other by means of a central connection shaft, in such a way that
one of the groups, through a crown, receives the moving power coming from the
corresponding engine, whereas the other, through another crown, transmits movement to
the shaft carrying the propeller, the unit of the double truncated group with their shaft,
pinions and crown being immersed in oil and placed logically in a general casing, with
races, O- rings joints, adjusting nuts, etc.
On the basis of the two truncated groups the final reduction chosen between the
engine and the propeller is achieved, this taking place by means of these truncated
groups, and not with the gear associated to the engine, as it is traditional.
The fact must be also emphasise that the central connection shaft which links
the two truncated groups is fragile, so that it can break in the event of collision with
stones or logs, and protecting, therefore, the rest of the mechanism.
Another important particular of the tail of the invention is the use of the pump,
on the basis of which a flow of continuous oil may be created from one end of the tail
itself, to the other, achieving efficient cooling and a perfect thermal balance, the pump
being based on two single pieces with no contact between them, so there would neither
be wear nor possible failure, the pieces or components of which are an upper cover fixed
to the general casing of the tail and a shaft carrying the crown which receives the
rotation power coming from the engine, all of that with the peculiarity that, in order to
achieve a higher performance and efficiency, the oil must be drawn in by the upper part
of the aforementioned shaft carrying the crown and expelled by the corresponding attack
pinion which is the the means of interconnection between the lower end of the shaft and
the lower truncated group, through which the shaft of the propeller itself is pushed.
The stern also has a hydraulic steering system integrated by an hydraulic
rotation rack in mesh with the corresponding toothed crown.
Structurally the said propeller tail, according to the preferred way of making it,
is intended to be mounted internally, including the corresponding nozzle, or mounted
externally, in which case it will be fixed, by means of a metallic support, to the respective
boat stern, incorporating. in this case flaps of big surface, with the advantages that that
implies.
Therefore, among the advantages that the propeller tail offers, the following
may be mentioned, as those most important:
- Possibility of being mounted either internally or externally.
- Internal steering by means of a hydraulic rack, this avoids the usage of rubber seals for watertightness.
- Compact mounting without need of transmission.
- Casing made of bronze and manganese, with the high mechanical resistance that this implies, being also watertight to the sea water and immersed internally in oil.
- Radius of rotation of 90° to 180a
- Diametre of the propeller between 400 mm. and 1.300 mm., being made of bronze and manganese with the high mechanical resistance that this implies, as aforementioned.
- Big flaps surface, this forming part of the tail itself.
- High speed, given that the propeller does not touch the water disturbed by the hull.
- Great capacity of manoeuvre, due to the possibility of turning the propulsion up to 180°.
- Mounting of the propeller shaft parallel to water.
- Possibility that the boat may be totally keeled, gaining stability.
- Circulation pump of oil by spiral, without wear between pieces, there being neither friction nor possibility of failure.
- Possibility of choosing the direction of rotation of the propeller only by changing the placing of the crown corresponding to the upper truncated group.
In order to complete the description which is being carried out and for the
purpose of helping to a better understanding of the particulars of the invention, a set of
drawings is enclosed to this descriptive memorandum as an integral part of it, where,
illustratively and not restrictively, the following has been drawn:
It may be seen in picture 1 that the propeller tail, which is the object of the
invention, intended for external mounting, includes a general casing determined by the
linking between parts (1), (2) and (3), part (1) corresponding to the so-called upper part,
part (2) to the intermediate, and part (3) to the lower part, the general body (4) being
fixed to the latter in the lower part by a bulb cover (5), in the body (4) of which the
propeller (6) itself is placed.
General casing defined as aforementioned has a lateral part (7) in which the
attack pinion (8) is placed and which receives the power from the corresponding engine-gear
group with the characteristic that from that pinion (8) pushes a crown (9) mounted
over the shaft (10) corresponding to the upper truncated group (11), which is related to
the lower truncated group (12) by means of an axial shaft (13), with the insertion of the
corresponding attack pinions (14). This is to say that the upper (11) and (12) lower
truncated groups are joined to each other, with the insertion of the corresponding attack
pinions (14), by means of an axial shaft (13), the whole being inside the aforementioned
casing and immersed in oil, being completed in the upper part by a cover (15) which
together with the aforementioned shaft (10) forms a pump, on the basis of which a
continuous oil-flow is created from one end to the other, achieving efficient cooling and
perfect thermal balance.
The fact must be emphasised that the tail is watertight to sea water, and is
installed completely full of oil as previously explained, with an expansion cup in the
upper level, in such a way that when working, sea water cools its external lower part, at
the same time as the oil does so inside. Rotation are complemented with the respective
races (16), with securing nuts, etc., showing in the upper part the respective race-carriers
(17). The corresponding watertight O-rings joints (18) are included as well as the oil-entrance-
connection (19), being complemented with regulating grommets (20) for the
truncated groups (11) and (12).
As it has been previously stated, the propeller (6) is mounted over the lower
body (4), and more precisely over the so-called tail shaft (21), being fixed to it by means
of a nut (22), and in the shaft (21) of which a crown (23) is placed, which receives power
from the lower truncated group (12), as the upper crown (9) belonging to the upper
truncated group (11) receives it from the attack pinion (8) through which connection to
the engine takes place.
The propeller tail so-built forms part of a compact whole and is intended to be
anchored externally, specifically to the upper stern (23) of the boat, by means of a
metallic support (24) joined to the boat, as well as a fastening plate (25), in such a way
that the joint of the latter to the support and to the casing of the tail takes place by means
of respective silentbloc (26). The engine and the gear are mounted internally, over the
metallic frame, the space occupied by the driving set being therefore reduced, boats of
short length being basically benefitted.
Over the lower part (3) of the casing big surface flaps (48) are conceived.
The tail so-built is intended to transmit to the water the power which it receives
from the engine through the gear, the final reduction taking place between the engine and
the propeller by means of a combination of the two truncated groups (11) and (12) and
not in the gear as traditionally happens; all of these in such a way that the transmission of
power from the elastic coupling which joins the gear and the tail itself goes through the
following mechanisms: upper attack pinion (8), upper crown (9), upper truncated group
shaft (10), central connection shaft (13), lower attack pinion (14), lower truncated group
(12), lower crown (23), tail shaft (21) and propeller (6).
The reversing of the direction of rotation of the propeller itself (6), in
backwards and forwards manoeuvres, occurs in the gear, given that the tail is limited in
transmitting it to the water.
In the event that two tails were mounted in a boat, propellers should turn in the
direction opposite to the rotation in both manoeuvres, given that if it was not so, the
boat would not navigate directly, it being displaced laterally in such a way that in order
to achieve that two propellers turn in the direction opposite to the rotation, it is enough
with changing the position of the race- carrier piece (17) and the crown itself (9) of the
upper truncated group. (11)
On the other hand, and it has previously being stated, the propeller tail is
watertight to sea water and is installed completely full of oil and with an expansion cup
in the upper level, in such a way that, when working, sea water cools its external lower
part, at the same time as oil cools its inner part.
By means of the pump formed by an upper cover (15) and the upper crown-carrier
(9) shaft (10), a continuous flow of oil is obtained from one end to the other,
achieving efficient cooling and perfect thermal balance, in such a way that the two sole
pieces which form the pump do not experience friction and, therefore, there is neither
wastage nor failure, with the peculiarity that oil must be drawn to the highest part of the
shaft itself (13) and expelled by the attack pinion of the lower truncated group (12).
With regard to the steering system, the same is represented in picture no. 3 and
includes a crown (27) and a rack (28), in such a way that a orbitrol attached to the
rudder of the boat shall govern the flow of oil in that hydraulic rack (28) mounted in the
propeller tail itself. The said steering hydraulic system, as a whole, has been designed
bearing in mind the fitting of one, two or more tails per boat.
This hydraulic system includes a piston (29) and an exit ram (30), it having two
closing covers (31) and (32), the first of them as a dead light and the second as a
perforated lid for the exit of the ram (30), this being intended in order to synchronise the
rotation in the event that two propeller tails are mounted.
The said system is completed with friction bands (33), collars (34) and bearing
scraper (35), as well as with a fork (37), with adjusts the synchroniced rotation of two
tails, and a silentbloc (38), a slide (39), an adjusting bolt (40) and a tightening nut (41).
In the event that a single propeller tail is installed, the two covers (31) and (32)
would be deadlight, the bucket (30), the fork (37) and the silentblock (38) being
substituted by a securing screw (42) to the piston itself (29), with the help of the
grommet.
If two tails are fitted in the boat, it would correspond exactly with that shown in
picture no. 3, in such a way that in an end the cover (31) would be mounted with the
securing screw (42) of the piston (29), and on the other end the perforated lid (32)
synchroniced bucket (30), adjustable fork (37) and the silentbloc (38), would be
mounted, with the peculiarity that the silentbloc of both tails would be fixed with two
perforated iron hoops and keeping the distance constant and, therefore, the synchrony in
rotation.
If three or more propeller tails are installed in both ends of the rotation cylinder
of the central tail, an adjustable fork, the silentbloc etc would be mounted, and in the side
tails as previously explained and shown in picture no. 3.
In picture no. 2 it may be observed that the propeller tail in the case provided
for its internal mounting, which has a salient (43) of the part of the casing (2), for the
securing to the corresponding seating (44), which would go welded to the boat itself for
the securing of the aforementioned tail, in such a way that in this option the tail will have
the corresponding nozzle (45).
It is not deemed necessary to lengthen this description because any expert in the
matter may understand the scope of the invention and the advantages that may arise from
it.
Materials, forms, size and arrangements of the elements may be changed,
provided that this does not mean a change in the essence of the invention.
Terms used in this memorandum may be construed in the widest sense and
without restriction.
Claims (8)
- Propeller tail for boats, that, being intended to be applied to yachts, coastal fishing boats and the like, and having the purpose of transmitting the power received from the engine through the corresponding gear to the water, is mainly characterised because it is made from a general casing which has inside two truncated groups (11) and (12), the first truncated group receives the rotation movement through a crown (9), through an attack pinion (8), coming from the engine, whereas the lower truncated group (12), through a crown (23), transmits the motion of the shaft (21) in which the corresponding propeller (6) is mounted, both truncated groups (11) and (12) being connected one to another by means of an axial conection shaft (13), with the insertion of the corresponding attack pinion (14). It has been conceived that it will have a cover (15) in the upper part, which together with the shaft (10) for the upper truncated group (11) determines an oil pump which enters inside through the upper connection (19); with the peculiarity of including internally a steering hydraulic system made from a crown (27) in mesh with a rack (28) immersed in oil.
- Propeller tail for boats, pursuant to 1st. claim, characterised because it includes internally the corresponding races (16) for the rotating parts, as well as watertight joints (18) and grommets (20) .for the regulation of truncated groups (11) and (12).
- Propeller tail for boats, pursuant to the previous claims, characterised because in the steering hydraulic system determined by a crown (27) and a rack (28), a piston (29) and the corresponding exit ram (30) have been foreseen, in such a way that in the ends their respective covers (31) and (32) are included, the latter being perforated for the ram exit (30) in the end of which an adjustable fork (37) with a silentbloc (38) is mounted in order to permit the mounting of two or more propeller tails in the boat.
- Propeller tail for boats, pursuant to the previous claims, characterised because in the event of mounting a single propeller tail, covers (31) and (32) are deadlight, without an exit ram (30), adjustable fork (37) and silentbloc (38) and including for the tightening of the piston (29) a screw (42) in the end corresponding to the cover (31).
- Propeller tail for boats, pursuant to claims 3rd. and 4th, characterised because the hydraulic steering system also includes a slide (39) pressed by an adjusting screw (49) over which the respective tightening nut (41) is mounted.
- Propeller tail for boats, pursuant to the previous claims, characterised because it includes a metallic support (24) which joins it to the corresponding boat, the said joint being made to the upper stern (23) by means of a fastening plate (25) located between a pair of silentbloc (26).
- Propeller tail for boats, pursuant to claim no. 6, characterised because it includes big surface flaps (48) in order to cause a high stability to the vessel.
- Propeller tail for boats, pursuant to claims 1st to 5th., characterised because part (2) of the casing includes a salient (43) in order to fasten the whole to a seating (44) welded to the boat, also including a nozzle (45) in its upper part for the internal mounting of the propeller tail itself with respect to the boat.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
ES009600970A ES2134097B1 (en) | 1996-04-29 | 1996-04-29 | PROPELLER GLUE FOR BOATS. |
ES9600097 | 1996-04-29 | ||
PCT/ES1997/000109 WO1997041029A1 (en) | 1996-04-29 | 1997-04-28 | Propeller tail for boats |
Publications (1)
Publication Number | Publication Date |
---|---|
EP0869056A1 true EP0869056A1 (en) | 1998-10-07 |
Family
ID=8294657
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP97919413A Withdrawn EP0869056A1 (en) | 1996-04-29 | 1997-04-28 | Propeller tail for boats |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP0869056A1 (en) |
ES (1) | ES2134097B1 (en) |
WO (1) | WO1997041029A1 (en) |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1078850A4 (en) * | 1998-04-10 | 2003-03-19 | Yanmar Diesel Engine Co | Drive device of inboard and outboard engines |
US9132902B2 (en) | 2013-03-12 | 2015-09-15 | Clinton J. Angelle | Marine drive system and method |
US10619551B2 (en) | 2017-06-09 | 2020-04-14 | Clinton J. Angelle | Boat hull cooling and marine-drive system |
US10947890B2 (en) | 2018-06-09 | 2021-03-16 | Clint Angelle | Boat hull cooling and marine-drive system with auxiliary raw water cooling reservoir |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP4180321A1 (en) * | 2021-11-11 | 2023-05-17 | Volvo Penta Corporation | Marine drive unit comprising a closed cooling circuit |
Family Cites Families (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3605677A (en) * | 1970-01-06 | 1971-09-20 | Volvo Penta Ab | Boat drive arrangement |
US3896757A (en) * | 1970-10-07 | 1975-07-29 | Rendell Tractor & Equipment Co | Rotatable downwardly directed driveline |
US3799291A (en) * | 1971-03-05 | 1974-03-26 | Schottel Werft | Lubricating device for a z-drive for ships |
ES408561A1 (en) * | 1972-11-14 | 1975-11-01 | Enfield Ind Engines Limited | Improvements in vessel transmission sets. (Machine-translation by Google Translate, not legally binding) |
FR2237792B1 (en) * | 1973-07-19 | 1976-04-30 | Creusot Loire | |
US3893407A (en) * | 1974-09-23 | 1975-07-08 | Chrysler Corp | Inboard-outboard marine drive |
US4650428A (en) * | 1985-04-15 | 1987-03-17 | Outboard Marine Corporation | Marine propulsion device with floating drive shaft |
US4892494A (en) * | 1987-03-23 | 1990-01-09 | Outboard Marine Corporation | Power steering mechanism for marine installations |
IT1228764B (en) * | 1989-03-29 | 1991-07-03 | Cesare Crispo | "Z" TYPE BALANCED AND DRIVABLE POWER TRANSMISSION |
SE9402274L (en) * | 1994-06-28 | 1995-12-29 | Volvo Penta Ab | Propeller Drive Installation |
-
1996
- 1996-04-29 ES ES009600970A patent/ES2134097B1/en not_active Expired - Lifetime
-
1997
- 1997-04-28 EP EP97919413A patent/EP0869056A1/en not_active Withdrawn
- 1997-04-28 WO PCT/ES1997/000109 patent/WO1997041029A1/en not_active Application Discontinuation
Non-Patent Citations (1)
Title |
---|
See references of WO9741029A1 * |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1078850A4 (en) * | 1998-04-10 | 2003-03-19 | Yanmar Diesel Engine Co | Drive device of inboard and outboard engines |
US9132902B2 (en) | 2013-03-12 | 2015-09-15 | Clinton J. Angelle | Marine drive system and method |
US10619551B2 (en) | 2017-06-09 | 2020-04-14 | Clinton J. Angelle | Boat hull cooling and marine-drive system |
US10947890B2 (en) | 2018-06-09 | 2021-03-16 | Clint Angelle | Boat hull cooling and marine-drive system with auxiliary raw water cooling reservoir |
Also Published As
Publication number | Publication date |
---|---|
WO1997041029A1 (en) | 1997-11-06 |
ES2134097B1 (en) | 2000-05-01 |
ES2134097A1 (en) | 1999-09-16 |
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