Thrust ring, propeller and method

Abstract

The disclosed propeller assembly can include thrust rings that can be individually selected for adjusting propeller drive performance, each of the plurality of thrust rings can be configured for connection with a propeller hub of the propeller drive assembly as a rearward extension from the propeller hub for configuring thrust generated under operation of the propeller drive assembly.

Description

Cross-references to related applications

[0001] This utility application claims priority to U.S. Provisional Patent Application No. 63 / 598758, filed November 14, 2023, entitled “Thrust Ring, Propeller, and Method thereof,” the entire contents of which are incorporated herein by reference. Technical Field

[0002] This disclosure relates to propellers that can be used, for example, for the propulsion and / or fluid circulation of aircraft, ships, turbines, and unmanned aerial vehicles. Summary of the Invention

[0003] According to aspects of this disclosure, a propeller assembly may include: a propeller drive assembly including a propeller hub and at least one blade, the at least one blade engaging with the hub and projecting radially outward from the hub. The at least one blade defines an annular shape. The propeller hub is adapted to be driven to rotate, thereby causing the at least one blade to rotate to generate fluid thrust. The propeller assembly may include a thrust ring assembly comprising a plurality of thrust rings, each of which can be individually selected for adjusting propeller drive performance. Each of the plurality of thrust rings is configured to connect with the propeller hub of the propeller drive assembly as a rearward extension from the propeller hub for configuring the thrust generated under operation of the propeller drive assembly. Each of the plurality of thrust rings is defined by different combinations of axial length, maximum outer diameter, and flare radius, thereby defining a unique increase in effective pitch and / or slip value compared to individual propeller drive assemblies.

[0004] In some implementations, the thrust rings may differ from each other in axial length. The thrust rings may also differ from each other in flare radius. The thrust rings may be configured to provide different performance characteristics.

[0005] In some embodiments, each thrust ring can be attached to a rib located within the propeller hub. Each thrust ring can be configured to account for the additional weight and / or material of the increased length of the rib. At least one of the plurality of thrust rings may have a flared rear portion, the maximum outer diameter of which is in the range of 90% to 125% of the outer diameter of the hub.

[0006] In some embodiments, the maximum outer diameter of the flared rear portion of at least one thrust ring can be in the range of 100% to 125% of the outer diameter of the hub. At least one of the plurality of thrust rings has a flared rear portion. The maximum outer diameter of the flared rear portion is in the range of 1% to 50% of the length of the hub. The maximum outer diameter of the flared rear portion can be in the range of 10% to 40% of the length of the hub. The maximum outer diameter of the flared rear portion can be in the range of 15% to 35% of the length of the hub.

[0007] In some embodiments, the axial length of at least one thrust ring can be in the range of 5% to 25% of the outer diameter of the hub. The axial length can also be in the range of 10% to 15% of the outer diameter of the hub. At least one thrust ring can be configured to modify the RPM within the range of -350 to 100 to increase the effective pitch by an amount in the range of 1 inch to 3 inches.

[0008] At least one of the thrust rings can be configured to modify the RPM within the range of -400 to 150° to increase the effective pitch by an amount ranging from 1 inch to 5 inches. The thrust ring can be configured to attach to an annular propeller.

[0009] According to another aspect of this disclosure, a method of forming a propeller assembly includes: providing a propeller having a propeller hub; selecting a pitch amount; and providing a thrust ring to generate a pitch amount for the propeller. The pitch amount may include an effective pitch amount.

[0010] In some embodiments, providing a thrust ring includes selecting a thrust ring from a thrust ring kit, the kit comprising a plurality of thrust rings, each individually selectable for adjusting propeller drive performance. Each of the plurality of thrust rings can be configured to connect to a propeller hub of the propeller drive assembly as a rearward extension from the propeller hub for configuring thrust generated during operation of the propeller drive assembly. Each of the plurality of thrust rings is defined by different combinations of axial length, maximum outer diameter, and flare radius, thereby defining a unique increase in effective pitch and / or slip value compared to the case without a thrust ring. Attached Figure Description

[0011] To further describe in detail the illustrative embodiments of the disclosed aspects, please refer to the detailed description provided below in conjunction with the accompanying drawings.

[0012] Figure 1 An illustrative hub-shaped component with a series of interchangeable thrust rings is shown.

[0013] Figure 2AThe thrust ring located on the hub is shown from the rear end of the hub. Figure 2B It is along Figure 2A The cross section cut by line AA in the middle.

[0014] Figure 3 Views A through C show a thrust ring with a thrust ring extension.

[0015] Figure 4 This is another illustration of a thrust ring attached to a hub, wherein hub ribs extend to the thrust ring.

[0016] Figures 5A to 5B The end of the hub-shaped member is shown, thus revealing the internal rib-shaped member with an extension.

[0017] Figure 6 A cross-section of the thrust ring connected to the hub at the outer hub of the hub is shown.

[0018] Figure 7 This is a close-up image of a thrust ring with an attachment opening.

[0019] Figures 8A to 8C A cross-sectional view of a propeller attached to an engine is shown, wherein the propeller has a thrust ring with an extension.

[0020] Figures 9A to 9C A cross-sectional view of a propeller attached to an engine is shown, wherein the propeller has a thrust ring attached to an extension.

[0021] Figures 10A to 10B An illustrative inwardly flared thrust ring is shown located on the propeller.

[0022] Figures 11A to 11E An illustrative closed thrust ring is shown.

[0023] Figure 12 This is a cross-sectional view of a propeller with a thrust ring attached.

[0024] Figure 13 It is a schematic diagram of a hub with a modular thrust ring and a close-up view of the connection mechanism that attaches the thrust ring to the hub.

[0025] Figure 14 The graph shows the relationship between thrust ring selection and propeller performance.

[0026] Figure 15A and Figure 15B as well as Figure 16A and Figure 16B They are Figure 15A and Figure 15B The propeller without thrust ring and Figure 16A and Figure 16BPartial elevation views of a propeller with a thrust ring, in color (A) and uncolored (B), are provided for comparison to show the pressure zone.

[0027] Figure 17A and Figure 17B as well as Figure 18A and Figure 18B They are Figure 17A and Figure 17B The propeller without thrust ring and Figure 18A and Figure 18B The three-dimensional diagrams of the propeller with thrust rings, both colored and uncolored, are used for comparison to show the pressure zone.

[0028] Figure 19A and Figure 19B as well as Figure 20A and Figure 20B They are Figure 19A and Figure 19B The propeller without thrust ring and Figure 20A and Figure 20B The image shows colored and uncolored portions of a propeller with a thrust ring, used for comparison to illustrate pressure zones, similar to... Figure 17A and Figure 17B as well as Figure 18A and Figure 18B . Detailed Implementation

[0029] A thrust ring, a propeller having a thrust ring, and a method for improving and optimizing propeller performance are disclosed. The thrust ring may be a component of a propeller hub or a separate part attached to a compatible propeller hub.

[0030] The thrust ring is configured to create increased pressure on the pressure surfaces of the thrust ring and propeller blades during propeller operation. Modifications to the thrust ring structure alter the effective propeller blade pitch. Therefore, the effective pitch is changed without modifying the propeller blades. Here, "pitch" is defined as the distance the propeller should theoretically travel in one revolution. The actual forward distance a ship or aircraft travels in one full propeller revolution is less than the pitch. This "slip" is varied by the thrust ring configuration.

[0031] The hydrodynamic effect of the thrust rings is to increase the pressure in the rear region of the hub, thereby affecting the rearmost (exit) region of the propeller blades, resulting in greater thrust on the pressure side. Meanwhile, the increased pressure due to thrust ring interactions may have a smaller effect on the suction side, especially when these regions are partially or completely cavitated. This pressure increase can reduce cavitation, thus increasing thrust. The net effect is an increase in total blade load, allowing the propeller to produce the same thrust at a lower RPM, mimicking an increase in pitch number.

[0032] Outboard propellers are manufactured with various hub types. A common configuration includes a hollow outer hub connected to an inner hub via spoke-like ribs. The inner hub provides the connection to the motor drive shaft. The space between the inner and outer hubs provides the volume for guiding engine exhaust. The thrust ring forms part of the hub and is located behind the blade attachment points. The thrust ring can provide several functional characteristics. Generally, the thrust ring is a ring with a flared or bell-shaped cross-sectional profile. The form of the thrust ring can significantly differentiate how the propeller, motor, and attached vehicle, such as a ship, function as a system.

[0033] Thrust rings influence fluid flow, thereby modifying engine performance. The axial length and outward flare of the thrust ring can cause changes in exhaust flow and alter engine performance. Thrust ring design can also change the total drag of the propeller, thus affecting speed, efficiency, and other performance parameters, such as the speed at which the hull reaches planing speed. Thrust ring design can also alter the effective non-axial force generated by the propeller's rotation and axial angle relative to the incoming propeller flow. If this force is upward (lifting the stern), it is called stern lift; if it is downward (lifting the bow), it is called bow lift.

[0034] A modular thrust ring system capable of being attached to a propeller was also disclosed. Unlike other propeller modification devices, the thrust ring in this system is attached to the rear end of the propeller hub. The thrust ring can alter exhaust and fluid flow through the propeller to achieve desired performance characteristics. A technological advancement lies in the ease with which individual propellers can be modified, with each modification exhibiting different characteristics. In an illustrative example, the propeller can be modified without removing it from the engine.

[0035] The accompanying drawings also disclose a propeller for any of the thrust rings in the thrust rings of a modular system.

[0036] Figure 1 An illustrative hub 102 is shown having a series of interchangeable thrust rings 104A to 104D. In the illustrative embodiment, two or more thrust rings are provided, each having a mechanism for attaching it to a single propeller. The thrust rings are shaped with a rear portion 108 (see [link to illustrative embodiment]). Figure 3 and Figure 4 The rear portion 108 is in the form of an annular member, which is either flared outwards, flared inwards, or cylindrical (straight). Figure 2 shows illustrative cross-sectional views of rings 104A to 104D.

[0037] Figure 2A The thrust ring 104 located on the hub 102 is shown as viewed from the rear end of the hub 102. Figure 2B It is along Figure 2A The cross-sectional view is taken through line AA. The thrust ring 104 has an outwardly flared rear portion 108. The hub 102 has an inner hub 110 and an outer hub 112. The inner hub 110 is attached to the outer hub 112 via ribs 114A to 114C. The inner hub 110 has a through-hole 116. The propeller blade is attached to the outer hub 112. A space 118 exists between the inner hub 110 and the outer hub 112, through which engine exhaust is guided. In this illustrative embodiment, ribs 114A to 114C extend to the rear end of the hub 102. Section AA is taken through rib 114C, as shown. Figure 2B Visible in the image. Thrust ring 104 is attached to ribs 114A to 114C.

[0038] Each thrust ring 104 has a specific axial length, outer diameter, and flared radius, and their combination can achieve the desired performance characteristics. A cylindrical thrust ring 104 that increases the axial length of the hub without changing the diameter can be used alone or in combination with a flared thrust ring 104 to provide a longer and flared end of the hub.

[0039] In an illustrative embodiment, the axial length of the thrust ring 104 is 5% to 25% of the outer diameter of the hub 102. In another illustrative embodiment, the axial length of the thrust ring 104 is 10% to 15% of the outer diameter of the hub 102. In some embodiments, the axial length of the thrust ring 104 is 10% to 15% of the axial length of the hub 102.

[0040] In an illustrative embodiment, the outer diameter of the flared rear portion 108 of the thrust ring 104 is 90% to 120% of the outer diameter of the hub 102. In another illustrative embodiment, the outer diameter of the flared rear portion 108 of the thrust ring 104 is 100% to 115% of the outer diameter of the hub 102. As a non-limiting example, the outer diameter of the hub 102 is set to 100 mm, and the outer diameter of the flared rear portion 108 of the thrust ring 104 can be 100 mm to 115 mm, for example, 110 mm.

[0041] In an illustrative embodiment, the outer diameter of the flared rear portion 108 of the thrust ring 104 is 1% to 50% of the length of the hub 102. In another illustrative embodiment, the outer diameter of the flared rear portion 108 of the thrust ring 104 is 10% to 40% of the length of the hub 102. In yet another illustrative embodiment, the outer diameter of the flared rear portion 108 of the thrust ring 104 is 15% to 35% of the length of the hub 102.

[0042] In an illustrative embodiment, the outer diameter of the flared rear portion 108 of the thrust ring 104 is in the range of 5% to 30% larger than the outer diameter of the hub 102. In another illustrative embodiment, the outer diameter of the flared rear portion 108 of the thrust ring 104 is in the range of 10% to 25% larger than the outer diameter of the hub 102.

[0043] The thrust ring and propeller may have one or more of the ranges described above. In a system comprising multiple thrust rings, at least one of the thrust rings may have any one or more of the parameters described above.

[0044] The table below provides illustrative parameters and the corresponding changes in effective pitch.

[0045]

[0046] In one illustrative embodiment, the thrust ring modifies the RPM within the range of -320 to 125°C and increases the effective pitch from 1.3 inches to 3 inches. In another illustrative embodiment, the thrust ring modifies the RPM within the range of -400 to 150°C and increases the effective pitch from 1 inch to 5 inches.

[0047] The thrust ring can be attached to the hub in various ways, as long as the thrust ring is detachable and compatible with propeller operation. The attachment mechanism should provide a robust connection that can withstand propeller operation.

[0048] As shown in Figure 2, Figure 4 As shown in Figures 5 and 6, hub 102 has ribs 114 to which thrust ring 104 can be attached. Conventional hubs include ribs that attach inner hub 110 to outer hub 112. Traditionally, the length of the ribs is optimized to form a sufficiently strong connection between the inner hub 110 and the outer hub 112 without adding unnecessary weight or a profile that may adversely affect fluid flow. Therefore, ribs with a length longer than that required to adequately secure the inner hub 110 to the outer hub 112 are provided, contrary to conventional hub designs. In the illustrative embodiment, negative performance attributable to the added weight is compensated by one or more of the following: thrust ring axial length, flare direction (inward or outward), outer diameter, and flare radius. In certain embodiments, the flare radius and axial length are used to optimize performance and offset the effects of the added rib length.

[0049] For annular propellers (such as those sold by Sharrow Marine), the hub length may need to be longer because the blades span a greater axial distance. Therefore, the rib length may also need to be longer. Taking into account the additional length and material, the thrust ring can be configured to optimize performance. The propellers, systems, and methods described herein include those embodied in or applied to annular propellers. Annular propellers can have any number of blades. In the illustrated embodiment, the number of blades is between 2 and 8.

[0050] Illustrative attachment mechanisms include: Threaded thrust rings, for example, can use a threaded portion with a fine-pitch external thread and a mating internal thread located in the hub-like part ID outside the propeller. This is in Figures 2A to 2B As shown in the image.

[0051] Bayonet mounting: Similar to camera lens attachment methods, where the locking protrusion engages with the annular groove, requiring partial rotation to secure. The marked portion on the thrust ring aligns with the marked portion of the hub or the hub extension. The thrust ring is twisted during alignment and engagement until it locks in place.

[0052] Lateral pin connection: A through pin or screw is inserted perpendicularly to the propeller axis into a drilled through hole, connecting the annular overlapping joint of the propeller hub to the annular overlapping joint of the thrust ring.

[0053] Locating screws: Locating screw attachments are similar to transverse pin attachments, but threaded screws are used instead of pins for easier disassembly.

[0054] For more permanent attachments, adhesive bonding, heat shrink fitting, riveting, or spot welding can be used. These types of attachments can provide the required strength levels for some applications, but replacing them with other thrust rings may require additional effort compared to "quick-release" type attachments.

[0055] Figure 3 Views A through C show a thrust ring 104 with an extended thrust ring 104D. The term "extended thrust ring" is used herein to refer to an interchangeable annular member of a cylindrical structure that may or may not have diffusion capability. Figure 3 A is the rear view of thrust ring 104. Figure 3 Figure A shows attachment openings 120A to 120C, through which bolts 122A to 122C can be inserted to directly attach the thrust ring 104 to the hub 102, or first through the extended thrust ring 104D and then secured to the hub 102. Bolts 122A to 122C are attached to ribs 114A to 114C. Figure 3B is along Figure 3 The cross section of line BB in A is shown, and the thrust ring 104 is also shown. Figure 3 Figure B shows the cross section of the extended thrust ring 104D.

[0056] Figure 4 This is another illustration of the thrust ring 104 attached to the hub 102. Rib 114 extends to the thrust ring 104. The extension may be cylindrical, as shown in extension 124. Extension 124 accommodates a screw 123 passing through attachment opening 120.

[0057] Figures 5A to 5B The end of the hub 102 is shown, thereby showing the rib 114 and the cross-section of the rib 114 and the extension 124.

[0058] Figure 6 A cross-section of a thrust ring 104 connected to the hub 102 at the outer hub 112 is shown. Bolts or screws extend through openings in the thrust ring 104 and extend into and are secured in the rib 114, thereby attaching the thrust ring 104 to the hub 102.

[0059] Figure 7 This is a close-up view of the thrust ring 104 with an attachment opening 120.

[0060] The ribs 114 attached to the thrust ring 104 can be conventional ribs or extensions of individual ribs or components that serve only to anchor the thrust ring 104 without connecting the inner hub 110 to the outer hub 112. However, from a fluid flow and manufacturing perspective, extending conventionally designed ribs may be optimal.

[0061] In addition to interchangeable flared thrust rings, cylindrical or closed thrust rings may also be included. Closed thrust rings can be used, for example, on propellers mounted on electric motors. Cylindrical thrust rings, as used herein, are thrust rings with a constant diameter along their entire axial length. Cylindrical thrust rings can be used to lengthen hubs to achieve desired characteristics. Additional thrust rings, such as inwardly flared or outwardly flared thrust rings or closed thrust rings, can be attached to the rear of the cylindrical thrust ring. Multiple cylindrical thrust rings can be attached to the hub to increase the required length, thereby achieving performance targets.

[0062] Figures 8A to 8CA cross-sectional view of a propeller 126 with blades 134 attached to an engine 128 is shown. A thrust ring 104 is shown at the rear end of the propeller hub 102. The thrust ring 104 is attached to the hub 102 at a rib 114. A shaft 130 extends into a gear housing 132 located within the hub 102.

[0063] Figures 9A to 9C A cross-sectional view of a propeller 126 with blades 134 attached to an engine 128 is shown. A flared thrust ring 104 is shown attached as a cylindrical thrust ring 104D located at the rear end of the propeller hub 102. The cylindrical thrust ring 104D is attached to the hub 102 at ribs 114. A shaft 130 extends into a gear housing 132 located within the hub 102.

[0064] Figures 10A to 10B An illustrative inwardly flared thrust ring 136 is shown located on propeller 126. Figure 10A It's a 3D image. Figure 10B This is a rear view. Propeller 126 is attached to engine 128. In the inwardly flared thrust ring, the diameter of the rear end of the extension decreases instead of increasing. The smaller diameter at the rear end of the hub and thrust ring assembly provides a more favorable streamlined fluid flow from the hub body and blades to the propeller wake.

[0065] Figures 11A to 11E An illustrative closed thrust ring 138 is shown. As used herein, a “closed thrust ring” is a thrust ring that completely encloses the exhaust passage of a through-hub exhaust propeller. This provides a more fully streamlined “hub convex cap.” More streamlined hub convex caps are known to improve efficiency. In the electric boat market, there are applications where conventional outboard gear housing drives are used with electric motors, but without exhaust.

[0066] Figure 11CAn exploded view of an engine 128 with a propeller 126 having a closed thrust ring 138 is shown. However, these components are also applicable to other thrust rings, such as cylindrical thrust rings, outwardly flared thrust rings, and inwardly flared thrust rings. A shaft 130 is attached to the engine 128 via a gear housing 132. A thrust washer 140 is arranged between a hub insert 142 and the gear housing 132. The hub insert 142 provides a connection between the inner hub 102 and the engine 128. A nut 144 secures the propeller 126 to the engine 128. A cylindrical thrust ring 104D is attached to the propeller 126. The closed thrust ring 138 is attached to the cylindrical thrust ring 104D via bolts 122A to 122C. Bolts 122A to 122C pass through openings 146A to 146C in the closed thrust ring 138 and through attachment openings 120A to 120C in the thrust ring 104D. In this embodiment, attachment openings 120A to 120C are cylindrical tubes. Bolts 122A to 122C are then attached to the propeller 126 at ribs 114A to 114C. Figure 11D yes Figure 11C A magnified view of a portion of it. Figure 11E It is a cross section of the propeller 126 attached to the engine 128, wherein the propeller 126 has a closed thrust ring 138.

[0067] In an illustrative embodiment of the thrust ring system, the number of ribs 114 is equal to the number of blades 134 on the propeller 126. The illustrative number of blades and ribs includes, for example, three, four, or more.

[0068] Figure 12 and Figure 13 An implementation of a propeller with a thrust ring attached is provided, along with additional views of a modular thrust ring system. Figure 12 This is a cross-sectional view of a propeller with a thrust ring attached. Figure 13 It is a schematic diagram of a hub with a modular thrust ring and a close-up view of the connection mechanism that attaches the thrust ring to the hub.

[0069] The thrust ring configuration can include not only straight diameter schemes and flared diameter schemes, but also diameter-reducing schemes and completely closed schemes.

[0070] A method for forming a propeller is also disclosed, comprising: selecting an effective pitch amount; and manufacturing a thrust ring to generate a pitch amount for the selected propeller. The selected pitch amount may be based, for example, on a selected maximum speed and a selected acceleration. In another embodiment, the pitch amount is based on the propeller's RPM and the selected maximum speed. The method may further comprise: defining a plurality of propeller blade parameter sections by selecting parameters including one or more of the following: skew angle, roll angle, rake angle, radius, pitch angle, and vertical angle value; and extrapolating between the parameter sections to form a smooth line, thereby forming a blade configured to form an annular element when attached to a hub or other propeller-shaped component. The method may further comprise selecting a hub diameter and length and selecting a root position of the blade on the hub, wherein the selected diameter and position optimize for selected performance parameters of the propeller.

[0071] These methods can be applied to both conventional propellers and annular propellers.

[0072] The explanatory ranges for the parameters include values ​​that are 25% smaller and 25% larger than those specified herein. Other explanatory ranges include values ​​that are 20% smaller and 20% larger than those specified herein. Other explanatory ranges include values ​​that are 15% smaller and 15% larger than those specified herein. Other explanatory ranges include values ​​that are 10% smaller and 10% larger than those specified herein.

[0073] In addition to the straight extension portion, an illustrative embodiment of the thrust ring is defined within this disclosure. For descriptive purposes, the core dimensions of the thrust ring include: axial length, maximum OD (outer diameter), and flared radius.

[0074] Illustratively, the axial length is defined along an axial direction consistent with the axial direction of the hub. The maximum OD is illustratively defined as the largest outwardly extending diameter, and is essentially the largest outer extension, generally referring to the concentric rings, though equivalent embodiments may exist for this dimension. The flare radius is illustratively defined as the rate of change of curvature between the inner and outer diameters, and typically also extends through some portion in the axial direction. The straight extension is defined as cylindrical and has a zero flare radius. In the illustrative embodiment of the straight extension, the maximum OD is illustratively equal to the hub OD.

[0075] For the thrust ring configuration, the ratios of its axial length, maximum diameter, and flared radius of curvature can act as system interactions, causing a net effect on the pressure distribution generated in the fluid flow, and consequently affecting the pressure at the propeller's thrust-generating surface. The size and extent of the pressure variation influence area can be proportional to the core dimensions of the thrust ring.

[0076] In the illustrative embodiments, each type of thrust ring can be applied independently or in series with a straight extension. When the thrust ring is used in conjunction with the straight extension, the effective axial dimension of the thrust ring increases, thereby shifting the area affected by pressure changes from the thrust ring further downstream of the propeller blades. This rearward positioning of the pressure change area can alter the effect of pressure changes on the propeller thrust-generating surface.

[0077] The influencing factor (IF) is limited to a scalar value, which is the axial length of the thrust ring (L). a ) and maximum OD (OD m The product of ) with respect to the radius of curvature of the flared section (flared section radius, R) f Size ratio:

[0078] Table T1 shows several exemplary schemes for thrust ring dimensions in accordance with various aspects of this disclosure.

[0079] Table: T1

[0080] For example, the following relationship exists: maximum OD (OD m The radius of the flared section (R) increases simultaneously. f The axial length (L) decreases, while the axial length (L) decreases. a Without corresponding changes, relatively higher and / or more concentrated pressures will be generated in the smaller region (e.g., smaller surface area) where the flare curvature of the thrust ring is tightest, and it will operate at a greater distance from the propeller's affected thrust-generating surface. The reverse also applies. Therefore, the choice of thrust ring configuration and / or the use of straight extensions can allow for the adjustment and / or tuning of propeller performance in a variable manner.

[0081] Table T2 shows several exemplary embodiments of thrust ring dimensions according to various aspects of this disclosure. For example, a straight extension is implemented with a thrust ring axial length of 3% of the axial length of the hub. This straight extension essentially does not have an additional outer diameter or flare radius. A small thrust ring is implemented with: a thrust ring axial length of 5% of the axial length of the hub, a maximum thrust ring outer diameter 2% larger than the hub diameter, and a thrust ring flare radius of 21% of the hub diameter. Medium and large thrust rings in Table T2 are sized accordingly.

[0082] Table T2:

[0083] refer to Figure 14The graph illustrates the difference in effective pitch increase compared to RPM and Influence Factor (IF). Effective pitch is illustratively defined as the amount of actual forward movement produced per revolution of the propeller (located on the assembly or the ship itself), such as the amount of blade pitch experienced by the geometric linear dimension (e.g., stroke) along the direction of motion. Effective pitch is relative to actual pitch or mechanical pitch, which is the ideal amount of forward movement, such as an ideal wood screw screwed into wood. Typically, effective pitch increases proportionally with the increase of Influence Factor (IF). Propeller slip is defined as the "loss" of forward power such that the difference between mechanical pitch and effective pitch can be equal to propeller slip.

[0084] In general, in the illustrative implementation, it can be observed that as the thrust ring size increases (IF increases), the generated thrust increases, thus allowing the same (forward) speed to be achieved at lower rpm. For the case of transitioning from a smaller overall diffuser to a larger overall diffuser, this can be established under the following conditions: • Reduced propeller slip • Increased travel speed • Increased effective pitch • Mechanical pitch remains unchanged • If the speed remains constant, the rpm required to achieve that speed decreases. • If the rpm remains constant, the boat can travel faster.

[0085] Referring to Figures 15 and 16, a propeller assembly without a thrust ring can be observed. Figure 15A and Figure 15B ) and components with medium-sized thrust rings ( Figure 16A and Figure 16B A comparison between the two is shown. For example, it can be observed that the high-pressure region of the propeller in Figure 15 is more or less confined to the blade pressure surface closest to the tip. In contrast, in Figure 16, it can be observed that the thrust ring generates a larger high-pressure region that extends inward along the blade pressure surface toward the hub and also increases the pressure on the low-pressure surface of the blade.

[0086] Referring to Figures 17 and 18, the propeller assembly without a thrust ring ( Figure 17A and Figure 17B ) and components with medium-sized thrust rings ( Figure 18A and Figure 18B The comparisons between these images are for visualization purposes, showing the pressure present in the fluid mapped onto a vertical cutting plane. An illustrative example is shown where the pressure in the fluid is increased by the presence of a thrust ring, where (Figure 18) shows higher pressure over a larger fluid volume compared to the example shown in (Figure 17) without a thrust ring.

[0087] Referring to Figures 19 and 20, the propeller assembly without a thrust ring ( Figure 19A and Figure 19B ) and components with medium-sized thrust rings ( Figure 20A and Figure 20B The comparisons between these images are for visualization purposes, showing the pressure present at the blade and hub surfaces. An illustrative example is shown where the pressure in the fluid is increased by the presence of the thrust ring, where (Figure 20) shows higher pressure over a larger surface area on the blade pressure surface compared to the example shown in (Figure 19) without a thrust ring.

[0088] Various embodiments of the disclosed innovation have been described, each having a combination of various elements. This disclosure is not limited to the specific embodiments disclosed and may include different combinations of the disclosed elements and equivalents of these structures, or equivalents omitting some elements and these structures. Although the invention has been described by way of illustrative embodiments, other advantages and modifications will occur to those skilled in the art. Therefore, the invention is not limited in its broader aspects to the specific details shown and described herein. For example, but not limited to, modifications may be made to the number of blades and the curvature of the blades without departing from the spirit and scope of the invention. Therefore, it is intended that this disclosure be limited to the specific illustrative embodiments, but should be interpreted within the full scope of the appended claims and their equivalents.

Claims

1. A propeller assembly, the propeller assembly comprising: A propeller drive assembly includes a propeller hub and at least one blade, the at least one blade engaging with the hub and projecting radially outward from the hub, the at least one blade defining an annular shape, the propeller hub being adapted to be driven to rotate, thereby causing the at least one blade to rotate to generate fluid thrust. as well as A thrust ring assembly comprising multiple thrust rings, each individually selectable for adjusting propeller drive performance, each of the multiple thrust rings being configured to connect to the propeller hub of the propeller drive assembly as a rearward extension from the propeller hub for configuring the thrust generated during operation of the propeller drive assembly, wherein each of the multiple thrust rings is defined by different combinations of axial length, maximum outer diameter, and flare radius, thereby defining a unique increase in effective pitch and / or slip value compared to the individual propeller drive assemblies.

2. The component according to claim 1, wherein, The thrust rings differ from each other in axial length.

3. The component according to claim 1, wherein, The thrust rings differ from each other in terms of the radius of their flared ends.

4. The component according to claim 1, wherein, The thrust ring is configured to provide different performance characteristics.

5. The component according to claim 1, wherein, Each thrust ring can be attached to a rib located within the propeller hub.

6. The component according to claim 5, wherein, Each thrust ring is constructed to account for the additional weight and / or material of the ribs with increased length.

7. The component according to claim 1, wherein, At least one of the plurality of thrust rings has a flared rear portion, the maximum outer diameter of which is in the range of 90% to 125% of the outer diameter of the hub.

8. The component according to claim 7, wherein, The maximum outer diameter of the flared rear portion of the at least one thrust ring is in the range of 100% to 125% of the outer diameter of the hub.

9. The component according to claim 1, wherein, At least one of the plurality of thrust rings has a flared rear portion, wherein the maximum outer diameter of the flared rear portion is in the range of 1% to 50% of the length of the hub.

10. The component of claim 9, wherein, The maximum outer diameter of the flared rear portion is in the range of 10% to 40% of the length of the hub.

11. The component of claim 9, wherein, The maximum outer diameter of the flared rear portion is in the range of 15% to 35% of the length of the hub.

12. The component according to claim 1, wherein, The axial length of at least one of the thrust rings is in the range of 5% to 25% of the outer diameter of the hub.

13. The component of claim 12, wherein, The axial length is in the range of 10% to 15% of the outer diameter of the hub.

14. The component according to claim 1, wherein, At least one of the thrust rings is configured to modify the RPM in the range of -350 to 100 to increase the effective pitch by an amount ranging from 1 inch to 3 inches.

15. The component according to claim 1, wherein, At least one of the thrust rings is configured to modify the RPM in the range of -400 to 150 to increase the effective pitch by an amount ranging from 1 inch to 5 inches.

16. The component of claim 1, wherein, The thrust ring is configured to attach to a ring-shaped propeller.

17. A method of forming a propeller assembly, the method comprising: Propellers with propeller hubs are provided; Select the pitch; as well as A thrust ring is provided to generate the pitch for the propeller.

18. The method according to claim 17, wherein, Providing the thrust ring includes: selecting a thrust ring from a thrust ring kit, the thrust ring kit including multiple thrust rings, each of which can be individually selected for adjusting propeller drive performance, each of the multiple thrust rings being configured to connect with the propeller hub of the propeller drive assembly as a rearward extension from the propeller hub for configuring the thrust generated under operation of the propeller drive assembly, wherein each of the multiple thrust rings is defined by different combinations of axial length, maximum outer diameter, and flare radius, thereby defining a unique increase in effective pitch and / or slip value compared to the case without the thrust ring.

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