|Publication number||US2282266 A|
|Publication date||May 5, 1942|
|Filing date||Nov 8, 1939|
|Priority date||Nov 8, 1939|
|Publication number||US 2282266 A, US 2282266A, US-A-2282266, US2282266 A, US2282266A|
|Inventors||Swaskey Henry S|
|Original Assignee||Swaskey Henry S|
|Export Citation||BiBTeX, EndNote, RefMan|
|Referenced by (8), Classifications (6)|
|External Links: USPTO, USPTO Assignment, Espacenet|
May 5, 1942'. 5, SWASKEY 2,282,266
COAXIAL PROPELLER DRIVE AND MOUNTING Filed Nov. 8, 1939 3 Sheets-Sheet l Invent 0r Attorneys y 1942- H. s. SWASKEY 2,282,266
CQAXIAL PROPELLER DRIVE AND MOUNTING Fi'led Nov. 8, 1939 :s Sheets-Sheet 3 Inventor A ttom y Patent ed Mays, 1942 2.282366 COAXIAL PBOPELLEB DRIVE AND MOUNT ING Henry 8. Swaskey, Moneuen, Pa. Application November 8, 1939, Serial No. 303,465 2 Claims. (Cl. I'm-135.5)
My invention relates to structural arrangements whereby aeroplane propellers or the like are mounted co-axially with respect to the propeller shaft and in driven relation thereto, and the primary object of the invention is to provide simplified and more eilicient arrangements of this character for a single propeller or for two or more co-axial propellers, turning in different directions.
Other important objects and advantages of my invention will be apparent from a reading of the following description taken in connection with the drawings, wherein for purposes of illustration I have shown preferred embodiments oi my invention. I
In the drawings:
Figure 1 is a general vertical longitudinal sectional view taken'through an arrangement in accordance with thepresent invention whereby at least two propellers are co-axially mounted and driven in opposite directions.
Figurez is a transverse vertical sectional view taken through Figure 1 approximately on the line 2-2 and looking toward the left in the direction of the arrow.
Figure 3 is a fragmentary elevational view on a reduced scale looking from right to left in Figure 1.
Figure 4 is a similarly reduced elevational view of the forward side of the bearing retainer.
- Figure 5 is a view similar to Figure 1 showing an arrangement in accordance with the invention involving a single propeller.
Referring in detail to the drawings, and first to the dual propeller arrangement illustrated in Figures 1 and 2 of the drawings, the numeral 5 generally designates a substantially stationary portion of the engine (not shown), in the present case an aeroplane engine, which supports a horizontal tubular cylindrical part 6, with the propeller shaft 1 extending therethrough beyond the bearing 8 in the motor housing, the said shaft I extending in spaced relation to the interior walls of the part 6 and having its front end extending through a bearing bushing 9 adjacent the right hand end of the part 6. The right hand end of the propeller shaft is splined as indicated by the numeral I 0. The numerals H and I2 designate co-axial propellers which have their blades pitched in opposite directions for substantially similar .aero-dynamic action when rotating in opposite directions, Each of these propellers has a hub l3 which surrounds the part 8 and is rotatably supported thereon by a pair or oppositely pitched roller bearings ll. A separator I! in the form 01' a cylinder fitting the outside of the part 8 is keyed to the part 8 as indicated by the numeral l8 and further locked in place by a set screw l1 opposed to the key It, and this separator has its left hand end bearing against the right hand bearing ll of the propeller II and has its right hand end bearing against the left hand bearing ll of the propeller l2; On the facing sides of both propellers are respective ring gears l8, l9, which are equipped with beveled teeth 20, the ring gears being held in place by studs 2| entering the hubs of the propellers. A beveled idler pinion 22 has a roller bearing 23 revolubly mounting it on a stub shaft 24 which projects from a boss 25 extending radially from the separator l5 between the propellers, and this pinion 22 is held in mesh with both of the ring gears l8 and I9 by a retainer 26 secured to the outer end 01 the stub shaft 24. By means of these arrangements the propellers II and I2 are free to turn relative to each other and relative to the motor housing extension 6, but only in opposite directions. The
propeller I2 is held in place by engagement of the retainer plate. 21 with the right hand one of its roller bearings II, this plate 21 being circular as indicated in Figure 4 and of a diameter to extend its edges beyond the sides of the part 6 to engage the mentioned bearing, this plate being providedwith a number of stud holes 28 which receive studs 29 which enter the right hand end of the part 6. A concavo-convex heavy plate 30 of circular form has an axial opening 3| therein with splines thereon to fit the spline grooves In on the right hand end of the propeller shaft I so that the plate 30 is secured to the shaft for rotation therewith and support thereby. A suitable number of circumierentially spaced indentations 32 are provided in the outer side of the plate 30 and these have communication with stud holes '33 which accommodate studs 34 in the position indicated in Figure 1, with the studs 34 threaded into the hub of the right hand propeller 12, thereby rigidly connecting the member 30 with the propeller l2 so as to impart to the propeller I 2 the rotary motion of the propeller shaft 1 as it is turned by the driving engine. It is to be observed that the concavity 35 of the plate so is suillcient to provide the desired clearance for adjustments of the propellers along the member 6 for taking up wear and for other purposes. As shown in Figure 2, the boss 25 has an opening 38 in which the beveled pinion 22 is mounted, the upper part of the boss defined by the opening being the retainer 26 referred to. and the stub shaft 24 extending across this opening and in the lower part of the stud and in the retainer portion 28. It is to be observed that the set screw l1 not only assists the key IS in preventing relative rotation of the member I! on the member 6, but also looks the member I! againstlongitudinal movement relative to the part 6.
' Referring now to the embodiment of the inventlon shown in Figure 5, which illustrates a single propeller arrangement in accordance with the present invention, the numeral 5:: designates the aeroplane or other engine housing, the numeral-6a the tubular extension thereof on which the propeller in is revolubly supported by the pair of oppositely angulated bearings a the right hand one of which is engaged by the retainer plate 210 secured to the right hand end of.-the member So by the studs 290. In this case the left hand bearing ll may engage a stop shoulder 31 adjacent the housing 5a instead of the housing itself as in the first described embodiment, in opposition to the retainer plate 21a.
The propeller shaft la'extends through the part 6a. and throughv a bearing bushing 9a and also .through'the plate 21a where it has the splined portion Ina which is splined in the opening in the plate 30a which has countersunk studs 84a threaded into the hub I30 of the propeller to operatively connect the propeller shaft with the prope ler. Also similar to the arrangement of the first described. embodiment is the bearing arrangement 8a in the propeller shaft housing for the propeller shaft which in this case is shown as a-portion of the crankshaft 38, having one of the connecting rods 39 of the engine connected thereto and shown working in the cylinder 40.
Although I have shown and described herein preferred embodiments of my invention, it is to be understood that I do not desire to limit the application of the invention thereto, except as may be required by the scope of the subjoined claims.
Having described the invention what .is claimed as new is:
1. In combination with an engine having a stationary housing and a propeller shaft extending therefrom, a cylindrical tubular extension on said housing receiving said propeller shaft with the end of the propeller shaft extending axially therebeyond, a propeller having an annular hub rotatably mounted on said tubular extension, and an operative connection between said end of the propeller shaft and said propeller, another propeller having an annular hub rotatably receiving said tubular extension, said other pro-' pellerbeing positioned between the engine housing and the first propeller, and gear means operativeh' connecting the propellers for simultaneous rotation in opposite directions, said gear means comprising a sleeve on said tubular expropellers on said tubular extension, a can outwardly of the tubular extension and secured to one of said propellers, said cap being splined on the outer end of the shaft, the facing sides of said propellers beingformed with ring gears, a pinion in mesh with'both of said ring gears, and carrier means mounting said pinion on said tubular extension, said bearing means comprising an inner stationary tapered bearing and an outer axially adjustable bearing for each of said propellers, said carrier 'means being adjustable along said tubular extension, and an axially adjustable retaining washer secured to the outer end of said tubular extension and engaging the outer adjustable bearing of the adjacent propeller to hold the bearing means of both propellers in a predetermined position.
HENRY S. SWASKEY.
|Citing Patent||Filing date||Publication date||Applicant||Title|
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|US2438661 *||Jun 20, 1945||Mar 30, 1948||Grady Jessie B||Propeller assembly|
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|DE3942672A1 *||Dec 22, 1989||Jul 4, 1991||Merz Josef||Marine craft jet drive - has pump with two rotors rotating in opposite directions|
|EP2202143A1 *||Dec 23, 2008||Jun 30, 2010||Comercial Gallega de Maquinaria S.L.||Contra-rotating propeller propulsion system for ships|
|WO2002090181A1 *||May 6, 2002||Nov 14, 2002||Tedy Popovac||Vessel propulsion by counter-rotative vessel screw-propellers mounted on a single shaft|
|International Classification||B64D35/00, B64D35/04|
|Cooperative Classification||B64D2700/62842, B64D35/04|