A hybrid propeller-driven machine

Abstract

The present invention discloses an oil-electric hybrid propeller engine, which relates to the technical field of propeller engines. The oil-electric hybrid propeller engine comprises a connecting frame and a power support, wherein the connecting frame is fixed to the power support, an oil drive mechanism and an electric drive mechanism are provided on the power support, one end of the connecting frame is connected to a direction control rod, the direction control rod is provided with a control mechanism, and the end of the power support away from the direction control rod is connected to a propeller assembly; a transmission shaft is connected to the propeller assembly, the transmission shaft is connected to the electric drive mechanism via an overrunning clutch, and the transmission shaft is connected to the oil drive mechanism; a splined sleeve toothed disc and a fixed toothed disc are provided on the transmission shaft from the oil drive mechanism side toward the overrunning clutch side, notches are provided on the splined sleeve toothed disc and the fixed toothed disc, the splined sleeve toothed disc is slidably connected to the transmission shaft, a reset mechanism is provided between the splined sleeve toothed disc and the oil drive mechanism, the fixed toothed disc is fixedly connected to the transmission shaft, an adjustment mechanism is provided on one side of the splined sleeve toothed disc, and the adjustment mechanism drives the splined sleeve toothed disc to slide on the transmission shaft to engage or disengage with the fixed toothed disc.

Description

Technical Field

[0001] The present invention relates to the technical field of propeller-driven machines, and in particular to an oil-electric hybrid propeller-driven machine. Background Art

[0002] The propellers used for sightseeing raft propulsion are mainly general internal combustion engines or DC motors. Internal combustion engines are reliable, have a wide range of horsepower options, and require little investment, but they are not environmentally friendly and produce high noise pollution, exceeding 90 decibels when operating at full load. DC motors are environmentally friendly and have low noise pollution, below 70 decibels, but require a huge investment.

[0003] A Chinese patent application with publication number CN217477539U discloses a hybrid propeller engine, comprising a directional control lever, one end of which is fixedly connected to a connecting frame, the end of which, remote from the directional control lever, is fixedly connected to a power support, the power support is fixedly connected to a tail shaft system, the end of which, remote from the power support, is connected to a propeller, the power support is provided with a drive mechanism, which is a hybrid directional control lever. The end of the directional control lever remote from the connecting frame is provided with a control mechanism, which is electrically connected to the drive mechanism, and the propeller is connected to the drive mechanism. The power support is connected to the raft via an I-shaped bracket, and the power support can rotate on the I-shaped bracket. Its clutch system is an overrunning clutch.

[0004] The above-mentioned hybrid propeller is fully applicable to deep water environments. However, in shallow water environments, there are many stones in the water, and the propeller can easily hit the stones in the water, which may cause damage to the propeller. The overrunning clutch, which has much lower strength than the propeller, is more likely to be damaged due to the increase in instantaneous torque, thus affecting its use. Summary of the Invention

[0005] To this end, an embodiment of the present invention provides a hybrid propeller-driven engine to solve the problems existing in the above-mentioned technologies.

[0006] In order to achieve the above objectives, the embodiments of the present invention provide the following technical solutions:

[0007] A hybrid propeller engine includes a connecting frame and a power support, wherein the connecting frame is fixed to the power support, an oil drive mechanism and an electric drive mechanism are provided on the power support, one end of the connecting frame is connected to a direction control rod, the direction control rod is provided with a control mechanism for controlling the oil drive mechanism and the electric drive mechanism, and the end of the power support away from the direction control rod is connected to a propeller assembly;

[0008] It also includes a transmission shaft, one end of which is connected to the propeller assembly, the transmission shaft is connected to the electric drive mechanism via an overrunning clutch, and the other end of the transmission shaft is connected to the oil drive mechanism;

[0009] A spline sleeve chainring is connected to the output shaft of the oil drive mechanism, and a fixed chainring is coaxially fixedly connected to the side of the transmission shaft close to the oil drive mechanism. Mutually adapted grooves are provided on the sides of the spline sleeve chainring and the fixed chainring that are close to each other. The spline sleeve chainring is slidably connected to the output shaft of the oil drive mechanism, and the spline sleeve chainring slides axially along the output shaft of the oil drive mechanism. A reset mechanism is provided between the spline sleeve chainring and the oil drive mechanism, and an adjustment mechanism is provided on one side of the spline sleeve chainring, which drives the spline sleeve chainring to slide on the output shaft of the oil drive mechanism and engage or disengage with the fixed chainring through the adjustment mechanism.

[0010] Optionally, the electric drive mechanism includes a DC motor, which is fixedly connected to the power bracket, and the output end of the DC motor is fixedly connected to the motor multi-V belt pulley, and the bearing seat multi-V belt pulley is connected to the transmission shaft, the motor multi-V belt pulley and the bearing seat multi-V belt pulley are connected through a multi-V belt transmission, and the bearing seat multi-V belt pulley and the transmission shaft are connected through the overrunning clutch.

[0011] Optionally, the overrunning clutch includes a first bearing and a second bearing, the first bearing and the second bearing are coaxially sleeved and fixedly connected to the transmission shaft, the bearing seat multi-V belt pulley is sleeved on the first bearing and the second bearing, the first bearing and the second bearing are fixedly connected to the bearing seat multi-V belt pulley, wherein the first bearing or the second bearing is a one-way bearing.

[0012] Optionally, the reset mechanism includes a reset spring and a spring seat, the spring seat is fixedly connected to the output shaft of the oil drive mechanism, a spring hole is opened inside the spline sleeve toothed disc, the reset spring is arranged in the spring hole, one end of the reset spring is fixedly connected to the spring seat, and the other end of the reset spring is fixedly connected to the spline sleeve toothed disc.

[0013] Optionally, the oil drive mechanism includes a fuel engine, the output shaft of the fuel engine is coaxially and fixedly connected to the transmission shaft, and the fuel engine is connected to the power support.

[0014] Optionally, the power support includes a fuel engine base and a motor base, the fuel engine base is fixedly connected to the connecting frame, the fuel engine is fixedly connected to the fuel engine base, the motor base is fixedly connected to the fuel engine base, and the DC motor is fixedly connected to the motor base.

[0015] Optionally, the propeller assembly includes a propeller shaft, a propeller, a sleeve and a propeller engine base, the sleeve is fixedly connected to the propeller engine base, the propeller engine base is fixedly connected to the fuel engine base, the propeller shaft is inserted into the sleeve, one end of the propeller shaft is coaxially fixedly connected to the transmission shaft, and the other end of the propeller shaft is fixedly connected to the propeller.

[0016] Optionally, the adjustment mechanism includes a fork shaft and a clutch engaging / disengaging fork, the clutch engaging / disengaging fork is placed in a fork groove of the spline sleeve tooth plate, the fork shaft is rotatably connected to one side of the fuel engine, one end of the fork shaft is fixedly connected to a fan-shaped wire pull disc, the fan-shaped wire pull disc is coaxially arranged with the fork shaft, a wire pull disc assembly is connected to the fan-shaped wire pull disc, and the wire pull disc assembly is arranged on the direction control lever;

[0017] When the wire pull disc assembly drives the clutch fork to be placed in the fork groove, the return spring is in a compressed state, and the spline sleeve toothed disc is separated from the fixed toothed disc; when the wire pull disc assembly rotates to cause the clutch fork to leave the fork groove, the return spring returns to its original state, driving the spline sleeve toothed disc to engage with the fixed toothed disc.

[0018] Optionally, the control mechanism includes a throttle, an electric switch and a propeller operating handle. The throttle is electrically connected to the fuel engine to control the switch of the fuel engine. The electric switch is electrically connected to the DC motor to control the switch of the DC motor. The propeller operating handle is electrically connected to the fuel engine and the DC motor respectively to control the speed of the fuel engine and the DC motor.

[0019] The present invention has at least the following beneficial effects:

[0020] The spline sleeve tooth plate of the present invention can slide left and right on the output shaft of the oil drive mechanism through the adjustment of the adjustment mechanism, so that the spline sleeve tooth plate and the fixed tooth plate are engaged, so that when the output shaft of the oil drive mechanism rotates, the transmission shaft is driven to rotate. As long as the speed of the transmission shaft driven by the oil drive mechanism is greater than the speed of the transmission shaft driven by the electric drive mechanism, the propeller assembly can be driven to operate; when operating in shallow water, even if the propeller assembly hits a stone, the instantaneous torque becomes large, and the fixed tooth plate and the spline sleeve tooth plate are engaged through the first trapezoidal teeth and the second trapezoidal teeth, and the first trapezoidal teeth and the second trapezoidal teeth are adapted to the shape of the notches on the spline sleeve tooth plate and the fixed tooth plate, the two are tightly fitted, the strength is high, and the clutch is not easily damaged. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] To more clearly illustrate the prior art and the present invention, the following briefly introduces the drawings required for describing the prior art and the embodiments of the present invention. Obviously, the drawings described below are merely illustrative, and those skilled in the art can derive other drawings based on the provided drawings without inventive effort.

[0022] The structures, proportions, sizes, etc. illustrated in this specification are only used to match the contents disclosed in the specification so as to facilitate understanding and reading by persons familiar with this technology. They are not intended to limit the conditions under which the present invention can be implemented. Any structural modifications, changes in proportions, or adjustments in sizes should still fall within the scope of the technical contents disclosed in the present invention without affecting the effects and objectives that can be achieved by the present invention.

[0023] Figure 1 This is a schematic diagram of the overall structure from a first perspective of an embodiment of the present invention (with the spline sleeve crankset and fixed crankset separated);

[0024] Figure 2 for Figure 1 Schematic diagram of the clutch fork state structure;

[0025] Figure 3 This is a schematic diagram of the structure of a shift fork flange seat according to an embodiment of the present invention;

[0026] Figure 4 for Figure 1 Schematic diagram of the structure of the middle shift fork shaft and the fan-shaped wire pull disc;

[0027] Figure 5 for Figure 1 Schematic diagram of the structure of the middle adjustment mechanism;

[0028] Figure 6 for Figure 1 Schematic diagram of the internal structure of the clutch;

[0029] Figure 7 for Figure 1 Schematic diagram of the reset structure state;

[0030] Figure 8 A schematic diagram of the overall structure of an embodiment of the present invention from a second perspective (the spline sleeve crankset and the fixed crankset are in meshing state);

[0031] Figure 9 for Figure 8 Schematic diagram of the clutch fork state structure;

[0032] Figure 10 for Figure 8 Schematic diagram of the structure of the middle adjustment mechanism;

[0033] Figure 11 for Figure 8 Schematic diagram of the internal structure of the clutch.

[0034] Description of reference numerals:

[0035] 100, fuel engine; 101, fuel engine output shaft; 120, DC motor; 121, motor multi-V belt pulley; 130, multi-V belt; 140, automatic belt tensioner; 150, motor chassis; 151, shock-absorbing screw; 200, transmission shaft; 210, third bearing; 211, oil seal; 220, fixed chainring; 240, bearing seat multi-V belt pulley; 230, first bearing; 231, second bearing; 241, first retaining spring; 242, second retaining spring; 251, first trapezoidal tooth; 300, bearing seat spline; 301, external spline; 302, oil filling hole; 310, spline sleeve chainring; 3 11. Second trapezoidal tooth; 312. Shift fork groove; 313. Oil filling hole; 314. Spring hole; 330. Spring seat; 331. Spring locating pin; 332. Return spring; 333. Third retaining spring; 420. Clutch shift fork; 421. Shift fork shaft; 422. Limit welding ring; 425. Fan-shaped wire pull disc; 430. Wire pull disc assembly; 440. Shift fork flange seat; 441. Handle wire assembly; 442. Power assist spring; 500. Steering control lever; 501. Throttle; 502. Electric switch; 510. Propeller frame; 520. Propeller shaft; 530. Propeller; 540. Bushing. DETAILED DESCRIPTION

[0036] In order to make the purpose, technical solutions and advantages of this application more clear, the following further describes this application in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0037] In the description of the present invention, unless otherwise specified, "plurality" means two or more. The terms "first", "second", "third", "fourth", etc. (if any) in the specification and claims of the present invention and the above-mentioned drawings are intended to distinguish the objects referred to. For schemes with a sequential flow, this terminology does not necessarily need to be understood as describing a specific order or sequence. For schemes with device structures, this terminology does not distinguish between the degree of importance, positional relationship, etc.

[0038] In addition, the terms "comprise", "have" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or apparatus that includes a series of steps or units is not necessarily limited to those steps or units that have been explicitly listed, but may also include other steps or units that are not explicitly listed but are inherent to these processes, methods, products or apparatuses, or steps or units that are added based on further optimization solutions conceived by the present invention.

[0039] like Figures 1-11The figure shows a hybrid propeller engine disclosed in the present invention, comprising a connecting frame and a power support. The connecting frame is fixed to the power support, and an oil drive mechanism and an electric drive mechanism are provided on the power support. One end of the connecting frame is connected to a direction control rod 500, and a control mechanism is provided on the direction control rod 500 for controlling the oil drive mechanism and the electric drive mechanism. The end of the power support away from the direction control rod 500 is connected to a propeller assembly.

[0040] It also includes a transmission shaft 200, one end of which is connected to the propeller assembly, the transmission shaft 200 is connected to the electric drive mechanism via an overrunning clutch, and the other end of the transmission shaft 200 is connected to the oil drive mechanism;

[0041] A spline sleeve chainring 310 is connected to the output shaft of the oil drive mechanism, and a fixed chainring 220 is coaxially fixedly connected to the side of the transmission shaft 200 close to the oil drive mechanism. Mutually adapted grooves are provided on the sides where the spline sleeve chainring 310 and the fixed chainring 220 are close to each other. The spline sleeve chainring 310 is slidably connected to the output shaft of the oil drive mechanism, and the spline sleeve chainring 310 slides axially along the output shaft of the oil drive mechanism. A reset mechanism is provided between the spline sleeve chainring 310 and the oil drive mechanism, and an adjustment mechanism is provided on one side of the spline sleeve chainring 310, which drives the spline sleeve chainring 310 to slide on the output shaft of the oil drive mechanism and engage or disengage with the fixed chainring 220 through the adjustment mechanism.

[0042] In this embodiment, the notches on the spline sleeve chainring 310 form a plurality of second trapezoidal teeth 311 on the end surface thereof close to the fixed chainring 220, and the corresponding notches on the fixed chainring 220 form a plurality of first trapezoidal teeth 251 on the end surface thereof close to the spline sleeve chainring 310. The second trapezoidal teeth 311 match the shape of the notches on the fixed chainring 220, and the first trapezoidal teeth 251 match the shape of the notches on the spline sleeve chainring 310, so that the spline sleeve chainring 310 and the fixed chainring 220 can mesh with each other.

[0043] The splined sleeve toothed disc 310 can be adjusted by the adjustment mechanism to slide left and right on the output shaft of the oil drive mechanism, so that the splined sleeve toothed disc 310 and the fixed toothed disc 220 are engaged. Therefore, when the output shaft of the oil drive mechanism rotates, the speed of the fuel engine output shaft 101 only needs to be greater than the speed of the multi-V belt pulley 240 of the bearing seat of the electric drive mechanism to drive the transmission shaft 200 to rotate, thereby driving the propeller assembly to operate;

[0044] When operating in shallow water, even if the propeller assembly hits a rock, the instantaneous torque becomes larger, and the fixed tooth plate 220 and the splined tooth plate 310 are engaged through the first trapezoidal teeth 251 and the second trapezoidal teeth 311, and the first trapezoidal teeth 251 and the second trapezoidal teeth 311 are adapted to the shape of the notches on the splined tooth plate 310 and the fixed tooth plate 220. The two fit tightly together, have high strength, and the clutch is not easily damaged.

[0045] In some other preferred embodiments, the number of notches on the spline sleeve chainring 310 and the fixed chainring 220 can be reduced, that is, the size of each first trapezoidal tooth 251 and the second trapezoidal tooth 311 can be increased, which can increase the meshing strength of the spline sleeve chainring 310 and the fixed chainring 220 to a certain extent; but the number should not be too small, so as not to affect the meshing of the spline sleeve chainring 310 and the fixed chainring 220. The fewer the number, the less likely it is to mesh.

[0046] A bearing seat spline 300 is provided between the spline sleeve toothed disc 310 and the fuel engine output shaft 101. The outer spline 301 of the bearing seat spline 300 cooperates with the inner spline on the spline sleeve toothed disc 310 to achieve axial sliding connection. One end of the bearing seat spline 300 is connected to the flat key of the fuel engine output shaft 101. The other end of the bearing seat spline 300 is provided with a bearing seat with a built-in third bearing 210. The outer ring of the third bearing 210 is embedded in the bearing seat spline 300, and the inner ring is the fulcrum of the transmission shaft 200. It is not installed on the fuel engine output shaft 101, but is used to allow the drive shaft 200 to be concentrically positioned with the bearing seat spline 300. The output shaft 101 of the oil drive mechanism, the outer ring of the third bearing 210 and the bearing seat spline 300 form a rigid entity with the same axis. Its functions are: a) to transmit torque from the fuel engine output shaft 101, b) to allow the spline sleeve chainring 310 set on the outside to slide axially on the bearing seat spline 300, and c) to provide concentric positioning for the drive shaft 200.

[0047] An oil filling hole 313 is provided on the spline sleeve toothed disc 310, and lubricating oil can be added between the spline sleeve toothed disc 310 and the bearing seat spline 300 to reduce sliding friction; an oil filling hole 302 is provided on the bearing seat spline 300, and lubricating oil can be added to the third bearing 211 built into the bearing seat spline 300.

[0048] An oil seal 220 is provided between the bearing seat spline 300 and the output shaft of the oil drive mechanism, and the oil filling hole 302 is communicated with the interior of the bearing seat spline 300.

[0049] The electric drive mechanism includes a DC motor 120, which is fixedly connected to the power bracket. The output end of the DC motor 120 is fixedly connected to a motor multi-V belt pulley 121. The transmission shaft 200 is connected to a bearing seat multi-V belt pulley 240. The motor multi-V belt pulley 121 and the bearing seat multi-V belt pulley 240 are connected to each other through a multi-V belt 130. The bearing seat multi-V belt pulley 240 and the transmission shaft 200 are connected through the overrunning clutch.

[0050] In this embodiment, the motor multi-V belt pulley 121 on the DC motor 120 and the bearing seat multi-V belt pulley 240 on the transmission shaft 200 are connected by a multi-V belt 130. The diameter of the motor multi-V belt pulley 121 is smaller than the diameter of the bearing seat multi-V belt pulley 240, and the wrap angle setting must meet the requirements to prevent slipping.

[0051] An adjustable automatic belt tensioner 140 can be provided on the outside of the poly-V belt 130 to ensure that the poly-V belt 130 is always stretched straight and that the friction between the motor poly-V belt pulley 121 and the bearing seat poly-V belt pulley 240 and the poly-V belt 130 is not too small to cause slipping.

[0052] The overrunning clutch includes a first bearing 230 and a second bearing 231. The first bearing 230 and the second bearing 231 are both on the same axis as the propeller shaft 520 and are fixedly connected to the transmission shaft 200. The bearing seat multi-V belt pulley 240 is sleeved on the first bearing 230 and the second bearing 231. The first bearing 230 and the second bearing 231 are both fixedly connected to the bearing seat multi-V belt pulley 240, wherein the first bearing 230 or the second bearing 231 is a one-way bearing.

[0053] In this embodiment, one of the first bearing 230 and the second bearing 231 is a one-way bearing, and the other is an ordinary bearing. The ordinary bearing plays a protective role to prevent the vibration of the transmission shaft 200 from affecting the overrunning clutch, while the one-way bearing can make the bearing seat multi-V belt pulley 240 idle when the speed of the transmission shaft 200 is greater than the speed of the bearing seat multi-V belt pulley 240, thereby playing the role of converting the oil drive mechanism and the electric drive mechanism.

[0054] In some other embodiments, the first bearing 230 and the second bearing 231 may both be configured as one-way bearings.

[0055] The first bearing 230 and the second bearing 231 are fitted together on one side, and a first retaining spring 241 and a second retaining spring 242 are respectively provided on the side away from each other to limit the axial direction of the first bearing 230 and the second bearing 231.

[0056] The reset mechanism includes a reset spring 332 and a spring seat 330. The spring seat 330 is fixedly connected to the bearing seat spline 300. A spring hole 314 is opened inside the spline sleeve toothed disk 310. The reset spring 332 is arranged in the spring hole 314. One end of the reset spring 332 is fixedly connected to the spring seat 330, and the other end of the reset spring 332 is fixedly connected to the spline sleeve toothed disk 310.

[0057] In this embodiment, a plurality of spring holes 314 are provided inside the spline sleeve crankset 310 for arranging a return spring 332. The expansion and contraction direction of the return spring 332 is consistent with the sliding direction of the spline sleeve crankset 310. A spring positioning pin 331 can be provided inside the return spring 332 to ensure that the expansion and contraction direction of the return spring 332 is consistent with the sliding direction of the spline sleeve crankset 310.

[0058] When the adjustment mechanism is adjusted, when the spline sleeve toothed disc 310 slides on the output shaft, it will cause the reset spring 332 to deform. When resetting, the spline sleeve toothed disc 310 is driven to slide on the bearing seat spline 300 by the restoring force of the reset spring 332.

[0059] The above-mentioned spring seat 330 is fixed to the bearing seat spline 300 through a third retaining spring 333. The spring hole 314 is a blind hole opened on the spline sleeve chainring 310, with one side of the opening facing the spring seat 330. A return spring 332 is arranged in the spring hole 314. One end of the return spring 332 is fixedly connected to the spline sleeve chainring 310, and the other end is fixedly connected to the spring seat 330. When the spline sleeve chainring 310 slides on the output shaft of the oil drive mechanism, the return spring 332 is deformed.

[0060] The oil drive mechanism includes a fuel engine 100 , which is connected to the power bracket. The spline sleeve toothed disc 310 and the spring seat 330 are connected to the fuel engine output shaft 101 .

[0061] The spline sleeve crankset 310 is slidably connected to the bearing seat spline 300, and the bearing seat spline 300 is fixedly connected to the output shaft of the fuel engine 100 via a flat key.

[0062] The power support includes a fuel engine base and a motor base 150 . The fuel engine base is fixedly connected to the connecting frame. The fuel engine 100 is fixedly connected to the fuel engine base. The motor base 150 is fixedly connected to the fuel engine base. The DC motor 120 is fixedly connected to the motor base 150 .

[0063] The motor base frame 150 is connected to the fuel engine base frame via a shock-absorbing screw 151 .

[0064] The propeller assembly includes a propeller shaft 520, a propeller 530, a sleeve 540 and a propeller engine base 510. The sleeve 540 is fixedly connected to the propeller engine base 510, and the propeller engine base 510 is fixedly connected to the fuel engine base. The propeller shaft 520 is inserted into the sleeve 540. One end of the propeller shaft 520 is coaxially fixedly connected to the transmission shaft 200, and the other end of the propeller shaft 520 is fixedly connected to the propeller 530.

[0065] The propeller shaft 520 of the above-mentioned propeller assembly is coaxially fixedly connected to the transmission shaft 200. The propeller shaft 520 is arranged inside the shaft sleeve 540, and the shaft sleeve 540 is welded and fixed to the propeller frame 510. The propeller shaft 520 can rotate in the shaft sleeve 540. By driving the transmission shaft 200 to rotate, the propeller shaft 520 and the propeller 530 can be driven to rotate in the shaft sleeve 540.

[0066] The adjustment mechanism includes a fork shaft 421 and a clutch engaging / disengaging fork 420. The clutch engaging / disengaging fork 420 is placed in the fork groove 312 of the spline sleeve tooth plate 310. The fork shaft 421 is rotatably connected to one side of the fuel engine 100. One end of the fork shaft 421 is fixedly connected to a fan-shaped wire pull disc 425. The fan-shaped wire pull disc 425 is coaxially arranged with the fork shaft 421. A wire pull disc assembly 430 is connected to the fan-shaped wire pull disc 425. The wire pull disc assembly 430 is arranged on the direction control lever 500.

[0067] When the wire pull disc assembly 430 drives the clutch fork 420 to be placed in the fork groove 312, the return spring 332 is in a compressed state, and the spline sleeve toothed disc 310 is separated from the fixed toothed disc 220; when the wire pull disc assembly 430 rotates to cause the clutch fork 420 to leave the fork groove 312, the return spring 332 returns to its original state, driving the spline sleeve toothed disc 310 to engage with the fixed toothed disc 220.

[0068] The fork groove 312 is an annular groove on the circumference of the spline sleeve tooth plate 310, and the clutch fork 420 is an arc-shaped structure;

[0069] The above-mentioned shift fork shaft 421 is connected through the shift fork flange seat 440, and the shift fork flange seat 440 is fixedly installed on one side of the output shaft of the fuel engine 100 by bolts. Two rotating shaft seats perpendicular to the shift fork flange seat 440 are fixed at the bottom of the shift fork flange seat 440, and the shift fork shaft 421 is inserted and installed between the two rotating shaft seats. One section of the shift fork shaft 421 is connected to the fan-shaped steel wire pull disc 425, and the fan-shaped steel wire pull disc 425 can rotate coaxially with the shift fork shaft 421. By connecting the handle steel wire assembly 441 of the steel wire pull disc assembly 430 to the side of the fan-shaped steel wire pull disc 425 away from the shift fork flange seat 440, the steel wire pull disc assembly 430 can drive the handle steel wire assembly 441 to pull the fan-shaped steel wire pull disc 425 to rotate, thereby driving the shift fork shaft 421 and the clutch separation and combination shift fork 420 to rotate, and the clutch separation and combination shift fork 420 rotates in the shift fork groove 312 to realize the pushing of the spline sleeve tooth plate 310.

[0070] The above-mentioned wire pull disc assembly 430 and handle wire assembly 441 are commercially available products. The hand throttle 501 controller has its own self-locking mechanism, which can fix the fan-shaped wire pull disc 425 at any position or specified position (two positions of the clutch fork 420 spline sleeve chain disc 310 and fixed chain disc 220) when controlling it.

[0071] A limiting welding ring 422 is provided at one or both ends of the fork shaft 421. The width of the limiting welding ring 422 is adapted to the thickness of the shaft seat, which can limit the axial displacement of the fork shaft 421 when the fork shaft 421 is installed on the shaft seat.

[0072] A booster spring 442 can be set on the above-mentioned shift fork flange seat 440. One end of the booster spring 442 is fixedly connected to the shift fork flange seat 440, and the other end of the booster spring 442 is fixed on the fan-shaped wire pull disc 425. When the shift fork shaft rotates, it can drive the booster spring 442 to deform. When the shift fork shaft returns, the restoring force of the booster spring 442 plays a certain resetting role.

[0073] The control mechanism includes a throttle 501, an electric switch 502 and a propeller operating handle. The throttle 501 is connected to the fuel engine 100 and is used to control the power output of the fuel engine 100. The electric switch 502 is electrically connected to the DC motor 120 and is used to control the switch of the DC motor 120. The propeller operating handle is electrically connected to the fuel engine 100 and the DC motor 120 respectively to control the speed of the fuel engine 100 and the DC motor 120.

[0074] Pure electric mode:

[0075] Push the wire pull plate assembly 430 forward, and the handle wire assembly 441 pulls the fan-shaped wire pull plate 425 to rotate counterclockwise, driving the clutch fork 420 to separate and close, and the spline sleeve tooth plate 310 moves to the left. At the same time, the wire pull plate assembly 430 can limit the fork groove 312 of the spline sleeve tooth plate 310 to prevent the spline sleeve tooth plate 310 from moving right back to its original position, so that the spline sleeve tooth plate 310 and the fixed tooth plate 220 are always in a separated state. The DC motor 120 transmits power to the bearing seat multi-V belt pulley 240 through the multi-V belt 130. The first bearing 2 is installed in the bearing seat multi-V belt pulley 240. 30 and the second bearing 231, the second bearing 231 transmits power to the transmission shaft 200 in one direction, the first bearing 230 can maintain the smooth rotation of 231 (if necessary, the first bearing 230 can also be replaced with the second bearing 231 to increase the rotational torque). The installation order on the transmission shaft 200 is (from left to right): the third bearing 210, the oil seal 211, the fixed tooth plate 220, the first retaining spring 241, the first bearing 230, the second bearing 231, and the second retaining spring 242. One end of the transmission shaft 200 is connected to the propeller shaft 520 to transmit power to the propeller 530.

[0076] Manual fuel start mode:

[0077] It is carried out in two steps. The first step is to confirm that the DC motor 120 is in an unpowered state, push the wire pull disc assembly 430 backward, and the handle wire assembly 441 no longer pulls the fan-shaped wire pull disc 425. Under the pull of the fan-shaped wire pull disc 425's own gravity and the rebound force of the assist spring 442, the clutch separation and combination fork 420 is driven to rotate clockwise. The clutch separation and combination fork 420 no longer limits the fork groove 312 of the spline sleeve tooth plate 310, and the reset spring 332 pushes the spline sleeve tooth plate 310 to engage with the fixed tooth plate 220. The second step is to start the combustion manually. The fuel engine 100 (if not engaged, when the fuel engine 100 is started, the return spring 332 can push the spline sleeve chain plate 310 to engage with the fixed chain plate 220 at a low speed), and the fuel engine 100 transmits power to the propeller 530 through the fixed chain plate 220. At this time, the DC motor 120 is not powered and does not run, the speed of the bearing seat multi-V belt pulley 240 is 0, the speed of the fixed chain plate 220 exceeds the second bearing 231, and the second bearing 231 is in a separated state, ensuring that the power of the fuel engine 100 is transmitted to the propeller 530 with very low resistance loss.

[0078] Electric start fuel mode:

[0079] The first step is the same as manual starting. At this point, the fuel engine 100 is in a standby state, with the fuel engine output shaft 101 temporarily rotating at zero speed. The DC motor 120 then functions as a starter motor for the fuel engine 100. The second step is to start the DC motor 120. (If the engagement is unstable, the DC motor 120 can be adjusted to a lower speed using the switch 502, allowing the fixed chainring 220 to engage the splined chainring 310 at a lower speed.) At this point, the rotational force of the DC motor 120 drives the drive shaft 200 via the first bearing 231. The torque is transferred from the drive shaft 200 to the fixed chainring 220, then to the splined chainring 310, and finally to the fuel engine output shaft 101. Once the rotational speed reaches a certain level, the fuel engine 100 is started. Once the fuel engine 100 resumes operation, the DC motor 120 is deactivated. Because of the second bearing 231 and the first bearing 230, the power from the drive shaft 200 is not transmitted to the bearing support multi-V belt pulley 240, but is instead transmitted to the propeller shaft 520 and propeller 530.

[0080] The above specific embodiments may be combined with each other, and the same or similar concepts or processes may not be described in detail in some embodiments.

[0081] The technical features of the above embodiments can be combined arbitrarily (as long as there is no contradiction in the combination of these technical features). In order to make the description concise, not all possible combinations of the technical features in the above embodiments are described; these embodiments that are not explicitly written should also be considered to be within the scope of this specification.

[0082] The present invention has been described in detail and in general terms through a general description and specific embodiments. It should be noted that variations and modifications to these specific embodiments are possible without departing from the spirit of the present invention, and all such variations and modifications are within the scope of protection of this application. Therefore, the scope of protection of this patent application shall be determined by the appended claims.

Claims

1. A hybrid propeller engine, comprising a connecting frame and a power support, wherein the connecting frame is fixed to the power support, an oil drive mechanism and an electric drive mechanism are provided on the power support, one end of the connecting frame is connected to a direction control rod, the direction control rod is provided with a control mechanism for controlling the oil drive mechanism and the electric drive mechanism, and the end of the power support remote from the direction control rod is connected to a propeller assembly; Its characteristics are: It also includes a transmission shaft, one end of which is connected to the propeller assembly, the transmission shaft is connected to the electric drive mechanism via an overrunning clutch, and the other end of the transmission shaft is connected to the oil drive mechanism; The output shaft of the oil drive mechanism is connected to a spline sleeve toothed disc, and the transmission shaft is coaxially fixedly connected to a fixed toothed disc on the side close to the oil drive mechanism. The spline sleeve toothed disc and the fixed toothed disc are provided with mutually adapted notches on the sides close to each other. The spline sleeve toothed disc is slidably connected to the output shaft of the oil drive mechanism, and the spline sleeve toothed disc slides axially along the output shaft of the oil drive mechanism. A reset mechanism is provided between the spline sleeve toothed disc and the oil drive mechanism, and an adjustment mechanism is provided on one side of the spline sleeve toothed disc, which drives the spline sleeve toothed disc to slide on the output shaft of the oil drive mechanism and engage or disengage with the fixed toothed disc through the adjustment mechanism. The electric drive mechanism includes a DC motor, the DC motor is fixedly connected to the power bracket, the output end of the DC motor is fixedly connected to the motor multi-V belt pulley, the bearing seat multi-V belt pulley is connected to the transmission shaft, the motor multi-V belt pulley and the bearing seat multi-V belt pulley are connected via a multi-V belt transmission, and the bearing seat multi-V belt pulley and the transmission shaft are connected via the overrunning clutch; The overrunning clutch includes a first bearing and a second bearing, the first bearing and the second bearing are coaxially sleeved and fixedly connected to the transmission shaft, the bearing seat multi-V belt pulley is sleeved on the first bearing and the second bearing, the first bearing and the second bearing are fixedly connected to the bearing seat multi-V belt pulley, wherein the first bearing or the second bearing is a one-way bearing; The reset mechanism includes a reset spring and a spring seat, the spring seat is fixedly connected to the output shaft of the oil drive mechanism, a spring hole is opened inside the spline sleeve toothed disc, the reset spring is arranged in the spring hole, one end of the reset spring is fixedly connected to the spring seat, and the other end of the reset spring is fixedly connected to the spline sleeve toothed disc; The oil drive mechanism includes a fuel engine, which is connected to the power bracket, the spline sleeve tooth plate and the spring seat are connected to the output shaft of the fuel engine, the adjustment mechanism includes a shift fork shaft and a clutch separation and engagement fork, the clutch separation and engagement fork is placed in the shift fork groove of the spline sleeve tooth plate, the shift fork shaft is rotatably connected to one side of the fuel engine, one end of the shift fork shaft is fixedly connected to a fan-shaped steel wire pull disc, the fan-shaped steel wire pull disc is coaxially arranged with the shift fork shaft, the fan-shaped steel wire pull disc is connected to a steel wire pull disc assembly, and the steel wire pull disc assembly is arranged on the direction control rod; When the wire pull disc assembly drives the clutch fork to be placed in the fork groove, the return spring is in a compressed state, and the spline sleeve toothed disc is separated from the fixed toothed disc; when the wire pull disc assembly rotates to cause the clutch fork to leave the fork groove, the return spring returns to its original state, driving the spline sleeve toothed disc to engage with the fixed toothed disc.

2. The hybrid propeller-driven engine according to claim 1, characterized in that: The power support includes a fuel engine chassis and a motor chassis. The fuel engine chassis is fixedly connected to the connecting frame. The fuel engine is fixedly connected to the fuel engine chassis. The motor chassis is fixedly connected to the fuel engine chassis. The DC motor is fixedly connected to the motor chassis.

3. The hybrid propeller-driven engine according to claim 2, characterized in that: The propeller assembly includes a propeller shaft, a propeller, a sleeve and a propeller mounting frame. The sleeve is fixedly connected to the propeller mounting frame, the propeller mounting frame is fixedly connected to the fuel engine mounting frame, the propeller shaft is inserted into the sleeve, one end of the propeller shaft is coaxially fixedly connected to the transmission shaft, and the other end of the propeller shaft is fixedly connected to the propeller.

4. The hybrid propeller-driven engine according to claim 1, characterized in that: The control mechanism includes a throttle, an electric switch and a propeller operating handle. The throttle is electrically connected to the fuel engine to control the switch of the fuel engine. The electric switch is electrically connected to the DC motor to control the switch of the DC motor. The propeller operating handle is electrically connected to the fuel engine and the DC motor respectively to control the speed of the fuel engine and the DC motor.

Images