Abstract: A propeller for a marine propulsion system is disclosed which comprises a propeller hub having a casing formed from three segments (16a, 16b, 16c), each of which has a part of an opening (28) for mounting a propeller blade (34). A locking and unlocking mechanism (51, 54, 95, 100) is provided for disengaging the propeller blades to enable pitch adjustment of the blades. A push rod (50) is connected to the mechanism (100) to cause disengagement and adjustment of the pitch of the blades. The mechanism (100) includes a claw (101) having pivotally connected fingers (95). The hub also has a slide ring (51) having a load surface (61) is provided for receiving load when the propeller blades are unlocked to enable pitch adjustment to take place.

Abstract: A marine propulsion system comprising a push rod activated pins (170) which engage eccentric shaft (174) for unlocking a propeller base (190) so the base (190) can rotate around a transverse axis. The base (190) has an inclined surface (192) which engages with an inclined surface (159) defining an opening in the propeller's hub therefore locking the propeller blade (34) in position. The inclined surfaces (159, 192) are disengaged by rotation of the eccentric shaft (174) thus the propeller blades (34) can be rotated to adjust the pitch and then the inclined surfaces (159, 192) re-engage to locking the propeller blade (34) in the pitch adjusted position.

Abstract: A control method and system for a controllable pitch marine propeller including operating modes comprised of a maneuvering mode and a cruise mode and check modes comprised of an engine check mode and propeller check mode. The cruise mode provides for wide open throttle acceleration and power stop. Smooth transition sub-modes are provided for providing smooth transition between cruise mode and maneuvering mode and vice versa. The system operates by a lever (28) which controls a pitch control unit (10) which in turn controls engine speed and also the pitch of propeller blades (12) of propeller (14). Thus, dependent on the position of the control lever (28) in either maneuvering mode or cruise mode, an appropriate engine speed and propeller pitch is selected automatically for driving a watercraft.

Abstract: A control lever assembly having a potentiometer is disclosed which has a light emitter (14) and a light collector (15) with a screen (12) located between the emitter (14) and the collector (15). The screen is moveable with a control lever so that by providing varying translucency along the screen, the intensity of light received by the collector (15) changes to thereby provide a changing output signal. The screen (12) is connected to a lever mounted for rotation to move the screen relative to the collector and emitter. The assembly is provided with a housing (22) which has slots (24, 27) joined by an opening (29). The lever is moveable in the respective slots, or from one slot to another through the opening (29) to control different parameters of a marine propulsion system. The lever may have a handle (25) which is rotatable relative to the lever to adjust a further parameter.

Abstract: A control method and system for a controllable pitch marine propeller including operating modes comprised of a manoeuvering mode and a cruise mode and check modes comprised of an engine check mode and propeller check mode. The cruise mode provides for wide open throttle acceleration and power stop. Smooth transition sub-modes are provided for providing smooth transition between cruise mode and manoeuvering mode and vice versa. The system operates by a lever (28) which controls a pitch control unit (10) which in turn controls engine speed and also the pitch of propeller blades (12) of propeller (14). Thus, dependent on the position of the control lever (28) in either manoeuvering mode or cruise mode, an appropriate engine speed and propeller pitch is selected automatically for driving a watercraft.

Abstract: Transmission systems are disclosed which include a dual sunwheel system having an output sunwheel (70) and a control sunwheel (80). A planet cage (18) is arranged around the dual sunwheel system and includes a planet gear (62) in mesh with the sunwheel (70) and a planet gear (64) in mesh with the sunwheel (80). The planet gears (62, 64) are coupled to one another. The drive ratio of the transmission is controlled by controlling the cage (18) or the control sunwheel (70). The speed of rotation of the input (22), output (20) and control sunwheel (70) are sensed by sensors (90) and control signals are generated to control a control device to thereby control the rotation of planet cage (18) or the control sunwheel (80) to thereby set the drive ratio of the transmission. The control devices can include a motor, one or more magnetic powder clutches, a variable centroid system and a mechanical pitch transfer gear system.

Abstract: A grinder is disclosed which has a housing (12) in which a rotatable disc (60) is mounted. The disc (60) is rotated by a motor (40)and the disc (60) has a periphery which is adjacent an inner stationary wall (102) of the housing (12 ). An air inlet (108) is arranged below the disc and the disc carries vanes (100) so that when the disc rotates, an annular air stream is created at the periphery of the disc in which a grinding zone is established between the periphery of the disc and the stationary wall (102) for grinding material into small particles. The grinding zone includes an annular flow of heavy gas R1. A material inlet (20) is provided for allowing material to enter the housing (12). Large material is grounded by energy intensification after it hits the disc (60) and collides with the inner wall (40) of the housing so as to break down the material into smaller particle size, which can then move to the grinding zone at the periphery of the disc (60) to be further ground into small particles.

Abstract: A marine propulsion system comprising a push rod (50) for adjusting the pitch of propeller blades (34). The push rod (50) has a screw-threaded bolt (60) engaged with a nut (78). The nut (78) carries a bevel gear (84) by which the nut (78) can be rotated to cause the bolt (60) and therefore the push rod (50) to move longitudinally. The push rod (50) is connected to a claw with arms couple with pins (170). The pins (170) engage eccentric shafts (174) for unlocking a propeller base (190) so the base (190) can rotate around a transverse axis. The base (190) has an inclined surface which engages with an inclined surface defining an opening in the propeller's hub therefore locking the propeller blade (34) in position. The inclined surfaces are disengaged by rotation of the eccentric shaft (174) thus the propeller blades (34) can be rotated to adjust the pitch and than the inclined surfaces re-engage locking the propeller blade (34) in the pitch adjusted position.

Abstract: A marine propulsion system comprising a push rod (50) for adjusting the pitch of propeller blades (34). The push rod (50) has a screw-threaded bolt (60) engaged with a nut (78). The nut (78) carries a bevel gear (84) by which the nut (78) can be rotated to cause the bolt (60) and therefore the push rod (50) to move longitudinally. The push rod (50) is connected to a claw with arms couple with pins (170). The pins (170) engage eccentric shafts (174) for unlocking a propeller base (190) so the base (190) can rotate around a transverse axis. The base (190) has an inclined surface which engages with an inclined surface defining an opening in the propeller's hub therefore locking the propeller blade (34) in position. The inclined surfaces are disengaged by rotation of the eccentric shaft (174) thus the propeller blades (34) can be rotated to adjust the pitch and than the inclined surfaces re-engage locking the propeller blade (34) in the pitch adjusted position.

Abstract: A pitch transfer gear transmission which enables drive to be transmitted from a gear of having one modulus (42) to a gear having another modulus (46) includes at least two gears (12,16) which have a different number of teeth and which are able to rotate relative to one another, so that the teeth of the two gears (12,16) can form a gear modulus of a first value at one part of the periphery of the gear, and a gear modulus of another value at another part of the periphery of the gear. Continuously variable transmissions are formed by providing an input or output gear (42,46) which has a modulus which varies along the length of the gear. Pitch transfer gear assembly (30) engages with the input or output gear (42,46), and is moveable by a mechanism (59) along the length of the gear changing modulus, so as to set the drive ratio of the transmission.

Abstract: A grinder is disclosed which has a housing (12) in which a rotatable disc (60) is mounted. The disc (60) is rotated by a motor (40)and the disc (60) has a periphery which is adjacent an inner stationary wall (102) of the housing (12 ). An air inlet (108) is arranged below the disc and the disc carries vanes (100) so that when the disc rotates, an annular air stream is created at the periphery of the disc in which a grinding zone is established between the periphery of the disc and the stationary wall (102) for grinding material into small particles. The grinding zone includes an annular flow of heavy gas R1. A material inlet (20) is provided for allowing material to enter the housing (12). Large material is grounded by energy intensification after it hits the disc (60) and collides with the inner wall (40) of the housing so as to break down the material into smaller particle size, which can then move to the grinding zone at the periphery of the disc (60) to be further ground into small particles.

Abstract: A motor for driving a propeller is disclosed which has a drive shaft (10) which is coupleable to a propeller shaft (20) by bevel gears (12 and 14) so as to rotate the shaft (20) to in turn rotate propeller blades P of an outboard motor. The drive shaft (20) has an internal concentric shaft (30) which enables the adjustment of the pitch of the propeller blades P by mounting the propeller blades P for rotation about a pitch axis and coupling the mounting (72?) via an integral bevel gear (104) to a bevel gear (102) on the shaft (30). A phase adjustment mechanism (40) is provided for rotating the shaft (30) relative to the shaft (20) to in turn rotate the propeller blades P around the pitch axis to change the pitch of the propeller blades P. The phase adjustment mechanism comprises ring gears (48 and 50), together with planet gears (48) in engagement with a gear on the shaft (30) and planet gears (46) in engagement with a gear (26) on the shaft (20).

Abstract: A motor for driving a propeller is disclosed which has a drive shaft (10) which is coupleable to a propeller shaft (20) by bevel gears (12 and 14) so as to rotate the shaft (20) to in turn rotate propeller blades P of an outboard motor. The drive shaft (20) has an internal concentric shaft (30) which enables the adjustment of the pitch of the propeller blades P by mounting the propeller blades P for rotation about a pitch axis and coupling the mounting (72′) via an integral bevel gear (104) to a bevel gear (102) on the shaft (30). A phase adjustment mechanism (40) is provided for rotating the shaft (30) relative to the shaft (20) to in turn rotate the propeller blades P around the pitch axis to change the pitch of the propeller blades P. The phase adjustment mechanism comprises ring gears (48 and 50), together with planet gears (48) in engagement with a gear on the shaft (30) and planet gears (46) in engagement with a gear (26) on the shaft (20).

Abstract: A motor for driving a propeller is disclosed which has a drive shaft (10) which is coupleable to a propeller shaft (20) by bevel gears (12 and 14) so as to rotate the shaft (20) to in turn rotate propeller blades P of an outboard motor. The drive shaft (20) has an internal concentric shaft (30) which enables the adjustment of the pitch of the propeller blades P by mounting the propeller blades P for rotation about a pitch axis and coupling the mounting (72′) via an integral bevel gear (104) to a bevel gear (102) on the shaft (30). A phase adjustment mechanism (40) is provided for rotating the shaft (30) relative to the shaft (20) to in turn rotate the propeller blades P around the pitch axis to change the pitch of the propeller blades P. The phase adjustment mechanism comprises ring gears (48 and 50), together with planet gears (48) in engagement with a gear on the shaft (30) and planet gears (46) in engagement with a gear (26) on the shaft (20).

Abstract: A transmission has a gear system (34) which may be in the form of an orbit system (32, 35) or a planetary orbital spur system. The gear systems include a control gear (32) which is controlled to determine the drive ratio of the transmission. The control gear is controlled by a momentum control which includes a disc (23) and a slide (25) which carries a magnet (30) for selectivity allowing or preventing rotation of the disc (23) to in turn change the speed of rotation of the control gear (32). Alternatively, the momentum control can be formed from moveable masses which move radially outwardly relative to the control shad to change the speed of rotation of the control gear.

Abstract: A phase control mechanism for adjusting the phase relationship between a cam shaft and a crank shaft and an internal combustion engine is disclosed, to enable variable valve timing within the engine. The mechanism is disposed between crank shaft (203) and cam shaft (202) and comprises a pulley (204) which is integrally connected to a bevel gear (216). Bevel gears (224) are supported in the cage (220) which is integrally coupled to the cam shaft (202). A control gear (210) meshes with the bevel gears (224) and the control gear (210) is connected to a shaft (208) which may be driven by a stepper motor (215) which drives the shaft (208) via a gear (209). Rotation of the gear (210) causes the gears (224) to advance or regress relative to the gear (214) and therefore relative to the pulley (204) and crank shaft (203) so as to change the valve timing of the engine.

Abstract: A phase control mechanism for adjusting the phase relationship between a cam shaft and a crank shaft and an internal combustion engine is disclosed, to enable variable valve timing within the engine. The mechanism is disposed between crank shaft (203) and cam shaft (202) and comprises a pulley (204) which is integrally connected to a bevel gear (216). Bevel gears (224) are supported in the cage (220) which is integrally coupled to the cam shaft (202). A control gear (210) meshes with the bevel gears (224) and the control gear (210) is connected to a shaft (208) which may be driven by a stepper motor (215) which drives the shaft (208) via a gear (209). Rotation of the gear (210) causes the gears (224) to advance or regress relative to the gear (214) and therefore relative to the pulley (204) and crank shaft (203) so as to change the valve timing of the engine.

Abstract: A gear profile for orbital gear transmission is disclosed in which an outer gear (10) and an inner gear (30) are included. At least one of the gears is constrained for orbital motion to impart rotary motion to the other of the gears. The profile of teeth (34) of inner gear (30) is sinusoidal at least in the vicinity of pitch circle (36) of the gear (30) and the pitch circle (36) coincides with the point of inflection (52) of the sinusoidal profile of the teeth (34). The outer gear (10) has a pitch circle (25) and the point of inflection (19) of the inner gear (30) rolls across the point of the profile of teeth (14) of the outer gear (10) where the pitch circle (25) intersects the profile of the teeth (14). Orbital transmission systems are disclosed in which one or the other of the inner gear (10) or outer gear (30) is mounted on an eccentric (63) which is driven by an input shaft (64).

Abstract: A double orbital transmission is disclosed which has first and second input shafts (12 and 13) which carry first and second eccentrics (14 and 16). The pawl carrier (24) is mounted on the second eccentric and the pawl carrier carries a plurality of pawls (32 and 34). An orbital body (50) is mounted on the first eccentric (16) and carries first and second assembler rings (42 and 44) for engaging with the pawls (32 and 34). The pawls (32 and 34) are restrained to undergo orbital motion by an orbit control plate (104) and the orbital body (50) is also constrained to undergo orbital motion and orbital control plate coupled to an output (120). A phase controller is provided to control the phase relationship between the two input shafts (12 and 13) and therefore the drive ratio of the transmission by controlling the phase relationship between the eccent rics (14 and 16).

Abstract: A ratchet mechanism for enabling motion to be transferred in one direction but not in the opposite direction as disclosed which does not require springs. The mechanism includes an engagement member (16, 50, 100, 250, 330) which has teeth for engaging teeth on an outer member (12, 70, 200, 300). The engaging member (16, 50, 100, 250, 330) is mounted on an inner member (30, 80, 220, 320). A drive surface (120, 255, 323) on the engagement member (16, 50, 100, 250, 330) contacts teeth of the outer member (12, 70, 200, 300) when rotated in one direction so as to move the engagement member into position whereby a tooth (18, 110, 258, 335) can engage teeth of the outer member. When rotated in the opposite direction, the engagement member is moved out of engagement with the outer member to enable the ratchet to freewheel. In other arrangements, a cam (34, 321) either alone or in engagement with a drive surface causes engagement or disengagement of the teeth of the engagement member with the outer member.