Electric propeller for ship

Abstract

The present invention discloses a marine electric propeller, wherein a steering mechanism is arranged in an upper shell, a lifting mechanism is arranged in a lower shell, a connecting shaft is provided with spiral teeth and a keyway on the outer side thereof, one end of the connecting shaft is connected to the machine head, and the other end of the connecting shaft passes through the upper shell and the lower shell in sequence and is connected to the propulsion mechanism, a steering motor is used to drive a steering gear, a steering sleeve is provided in the steering gear, the steering sleeve is fitted on the outer side of the connecting shaft, a protrusion is provided on the inner side of the steering sleeve, and the protrusion is inserted into the keyway, a lifting motor is used to drive a lifting gear, a lifting gear is provided in the lifting sleeve, the lifting sleeve is fitted on the outer side of the connecting shaft, a lifting spiral tooth is provided on the inner side of the lifting sleeve, and the lifting spiral tooth engages with the spiral tooth on the outer side of the connecting shaft. Beneficial effects: The marine electric propeller is suitable for small boats such as tourist sightseeing boats and fishing boats, has a compact structure, occupies and operates in a small space, and has both the steering and lifting functions of the propulsion mechanism.

Description

Technical Field

[0001] The present invention relates to the technical field of ship propulsion systems, and in particular to a ship electric propulsion system. Background Art

[0002] A marine propulsion system is an energy converter within a ship's propulsion system. It converts engine power into thrust, overcoming resistance in the water and propelling the vessel forward. The most common propulsion system is a propeller. Currently, marine propulsion systems are internal combustion engines fueled by gasoline or diesel, which are known to cause significant environmental pollution and produce high noise levels. Small vessels, such as sightseeing boats and fishing boats, often operate near drinking water sources, reservoirs, precious freshwater lakes, or shallow waters. Oil and exhaust emissions from engine leaks or emissions seriously pollute water resources and the environment. The roar and smoke from some diesel engines can even be harmful. Electric propulsion systems are attracting attention due to their pure electric drive, environmental benefits, and quiet and comfortable environment for crew and passengers.

[0003] The draft of a ship's hull varies under different loading conditions, and the propulsion mechanism's immersion depth also changes. As the ship's load changes, the propulsion mechanism's immersion depth also changes. Failure to adjust the immersion depth in a timely manner can easily cause the propulsion mechanism to "come out of the water" or strike the bottom, affecting propulsion efficiency and even damaging the propeller. However, propellers used on small boats with limited space, such as sightseeing boats and fishing boats, which can only accommodate a few people or a single person, generally have fixed-mounted propellers. Adjusting the propeller's immersion depth requires manual disassembly and raising or lowering the propeller, which not only reduces adjustment accuracy but also causes inconvenience to the user. Although some large ocean transport vessels, such as supply ships, shuttle tankers, roll-on / roll-off ships, and icebreakers, are currently equipped with control devices for controlling the lift and rotation of propellers, most large ocean transport vessels use hydraulic control mechanisms. For example, invention patent CN212373631U discloses a hydraulic lift-type electric full-rotation propeller, which specifically includes a lift hydraulic cylinder with a steering mechanism fixed to the output shaft of the lift hydraulic cylinder. The steering mechanism controls the propeller's steering. By retracting or extending the output shaft of the lift hydraulic cylinder, the steering mechanism moves downward or upward, thereby also driving the propeller downward or upward. This type of control device has a complex structure, requires a large number of devices, and occupies a large space. In addition, the lift hydraulic cylinder drives the steering mechanism to move together, requiring sufficient operating space. Smaller vessels, such as tourist sightseeing boats and fishing boats, have limited structural space. If equipped with such a control device, the space for tourists or users to move would be restricted, reducing comfort. Moreover, the heavy bow weight could easily cause the hull to tilt unexpectedly, resulting in safety accidents. Therefore, the propeller control device equipped on large ocean transport ships is not suitable for some small ships such as tourist sightseeing boats and fishing boats, and there is an urgent need for an electric propeller suitable for some small ships. Summary of the Invention

[0004] The purpose of the present invention is to overcome the shortcomings of the existing technology and provide a marine electric propulsion device suitable for small boats such as tourist sightseeing boats and fishing boats. The electric propulsion device has a compact structure, occupies a small operating space, and has the steering, lifting and recovery functions of the propulsion mechanism.

[0005] The object of the present invention is achieved through the following technical measures: a marine electric propulsion device, comprising a head, a connecting shaft and a propulsion mechanism, and also comprising a control device, wherein the control device comprises a control housing, a steering mechanism and a lifting mechanism, the control housing is divided into an upper housing and a lower housing, the steering mechanism is arranged in the upper housing, the lifting mechanism is arranged in the lower housing, the connecting shaft is a hollow tube with spiral teeth on the outer side, and a keyway arranged along the axial direction of the connecting shaft is also provided on the outer side surface of the connecting shaft, one end of the connecting shaft is connected to the head, and the other end of the connecting shaft is sequentially penetrated It is put through the upper shell and the lower shell and connected to the propulsion mechanism. The steering mechanism includes a steering motor and a steering gear. The steering motor is used to drive the steering gear. A steering sleeve is provided in the steering gear. The steering sleeve is mounted on the outside of the connecting shaft. A protrusion is provided on the inside of the steering sleeve. The protrusion is inserted into the keyway. The lifting mechanism includes a lifting motor and a lifting gear. The lifting motor is used to drive the lifting gear. A lifting sleeve is provided in the lifting gear. The lifting sleeve is mounted on the outside of the connecting shaft. A lifting spiral tooth is provided on the inside of the lifting sleeve. The lifting spiral tooth engages with the spiral teeth on the outer side of the connecting shaft.

[0006] Furthermore, the steering mechanism further includes a steering transmission gear, and the lifting mechanism further includes a lifting transmission gear. Both the steering transmission gear and the lifting transmission gear are double gear structures, and there are more than one steering transmission gear and lifting transmission gear.

[0007] Furthermore, the double gear structure in the steering transmission gear that is directly engaged with the steering gear includes a first gear and a second gear, one end of the first gear is provided with a first connecting tooth, one end of the second gear is provided with a first concave tooth, the first connecting tooth is engaged with the first concave tooth, the other end of the first gear is provided with a first slot hole, a first spring is provided in the first slot hole, one end of the first spring is connected to the first slot hole, and the other end of the first spring is connected to the control housing.

[0008] Furthermore, the double gear structure in the lifting transmission gear that is directly engaged with the lifting gear includes a third gear and a fourth gear, one end of the third gear is provided with a second connecting tooth, one end of the fourth gear is provided with a second concave tooth, the second connecting tooth is engaged with the second concave tooth, and the other end of the third gear is provided with a second slot hole, a second spring is provided in the second slot hole, one end of the second spring is connected to the second slot hole, and the other end of the second spring is connected to the control housing.

[0009] Furthermore, the output end of the lifting motor is connected to a lifting worm, and the lifting worm is used to drive the lifting gear. The output end of the steering motor is connected to a steering worm, and the steering worm is used to drive the steering gear.

[0010] Furthermore, the control shell is divided into an upper shell and a lower shell by a partition, and the top, partition and bottom of the control shell are respectively provided with mounting holes, and the mounting holes are cylindrical through holes, and the middle of the cylindrical through holes is provided with an annular shoulder.

[0011] Furthermore, the outer side of the connecting shaft is sequentially covered with a first sealing cover, a steering sleeve, a lifting sleeve and a second sealing cover from top to bottom; the outer side of the steering sleeve is sequentially covered with a first sealing ring, a shoulder of the top mounting hole of the control housing, a first bearing, a first support sleeve, a steering gear, a second bearing, a second sealing ring and a shoulder of the partition mounting hole from top to bottom; the outer side of the lifting sleeve is sequentially covered with a shoulder of the partition mounting hole, a third sealing ring, a third bearing, a second support sleeve, a lifting gear, a fourth bearing, a shoulder of the bottom mounting hole of the control housing and a fourth sealing ring from top to bottom.

[0012] Furthermore, it also includes a recovery device, which includes a recovery shell, the recovery shell is a U-shaped structure, a groove is formed in the U-shaped structure, and installation cavities are respectively provided on both sides of the U-shaped structure. The control shell is arranged in the groove, and the side wall of the control shell is rotatably connected to the inner wall of the groove. A recovery motor and a recovery gear are provided in the installation cavity, and the recovery motor drives the recovery gear through one or more recovery transmission gears. The installation cavity is provided with an arc groove on the cavity wall on the side close to the control shell, and a connecting piece is provided at one end of the recovery gear, and the connecting piece is connected to the control shell through the arc groove.

[0013] Furthermore, the recovery gear is an arc-shaped ring gear structure, and the recovery transmission gear directly engaged with the recovery gear includes a fifth gear and a sixth gear, one end of the fifth gear is provided with a third connecting tooth, one end of the sixth gear is provided with a third concave tooth, the third connecting tooth is engaged with the third concave tooth, the other end of the fifth gear is provided with a third slot hole, a third spring is provided in the third slot hole, one end of the third spring is connected to the third slot hole, and the other end of the third spring is connected to the recovery shell.

[0014] Furthermore, the recovery gear is a columnar gear structure, the connecting member is a fourth connecting tooth, the fourth connecting tooth passes through the arc groove and engages with the fifth connecting tooth provided on the side wall of the control shell, the other end of the recovery gear is provided with a fourth slot hole, and a fourth spring is provided in the fourth slot hole, one end of the fourth spring is connected to the fourth slot hole, and the other end of the fourth spring is connected to the side wall of the mounting cavity.

[0015] Furthermore, the recovery device also includes a locking motor, a locking gear and a pin shaft. The bottom of the groove of the recovery shell is also provided with a limit slot hole, and the bottom of the control shell is also provided with a limiter. The locking motor and the locking gear are arranged in the installation cavity on one side of the recovery shell. The locking motor is used to drive the locking gear. The pin shaft includes a head and a shaft. The head is provided with gear teeth, and the gear teeth are engaged with the locking gear. The shaft passes through the shaft groove at the bottom of the recovery shell. When the recovery shell and the control shell are locked, the limiter passes through the limit slot hole and extends to the bottom of the limit slot hole, and the shaft portion is inserted into the limiter.

[0016] Compared with the prior art, the present invention has the following beneficial effects: the marine electric propulsion system of the present application integrates the steering mechanism and the lifting mechanism into the upper and lower housings, respectively, resulting in a compact structure and small space requirements. The lifting and steering mechanisms operate independently, requiring minimal operating space. Speed ​​and torque adjustment is achieved through the steering transmission gear and the lifting transmission gear, which not only maintains the user's desired adjustment speed and provides timely response, but also reduces the performance requirements of the steering and lifting motors. By improving the structure of the steering transmission gear, which directly meshes with the steering gear, and the lifting transmission gear, which directly meshes with the lifting gear, the impact of an accidental fall of the propeller on the meshing gears within the propeller is mitigated, thereby enhancing the structural strength of the propeller. The connecting shaft and the control housing utilize a double-layer seal, providing effective sealing and water-electric isolation, ensuring the normal operation of the electrical components within the control housing. When the propulsion mechanism is not needed for propulsion, the recovery device allows the propulsion mechanism to be recovered, avoiding weight concentration at the bow and preventing the hull from tilting. This integrates the three functions of the propulsion mechanism: rotation, lifting, and recovery, into a small vessel.

[0017] The present invention will be described in detail below with reference to the accompanying drawings and specific embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a structural schematic diagram of the present invention.

[0019] Figure 2 It is a schematic diagram of the internal structure of the control housing.

[0020] Figure 3 It is a schematic diagram of the internal structure of the control device.

[0021] Figure 4 It is an exploded view of the lifting mechanism.

[0022] Figure 5 It is a structural diagram of the third gear and the fourth gear.

[0023] Figure 6 It is a structural diagram of the sealing components of the control housing.

[0024] Figure 7This is a schematic diagram of the internal structure of the installation cavity when the recovery gear is an arc-shaped ring gear structure.

[0025] Figure 8 This is a schematic diagram of the connection structure between the recovery gear and the control housing when the recovery gear is an arc-shaped ring gear structure.

[0026] Figure 9 yes Figure 7 Schematic diagram of the structure of the locking motor, locking gear and pin shaft.

[0027] Figure 10 This is a schematic diagram of the internal structure of the mounting cavity when the recovery gear is a columnar gear structure.

[0028] Figure 11 This is a schematic diagram of the connection structure between the recovery gear and the control housing when the recovery gear is a columnar gear structure.

[0029] Figure 12 It is a structural diagram of the recycling shell.

[0030] Figure 13 It is a structural diagram of the connecting shaft and steering sleeve.

[0031] Among them, 1. head, 2. connecting shaft, 3. control housing, 4. recovery housing, 5. propulsion mechanism, 6. upper housing, 7. lower housing, 8. partition, 9. mounting hole, 10. shoulder of the mounting hole on the top of the control housing, 11. steering motor, 12. steering gear, 13. steering transmission gear, 14. steering worm, 15. lifting motor, 16. lifting gear, 17. lifting sleeve, 18. lifting transmission gear, 19. third gear, 20. fourth gear, 21. second spring, 22. second connector, 23. lifting worm, 24. second connecting tooth, 25. second concave tooth, 26. second slot, 27. first sealing cover, 28. protrusion, 29. first sealing ring, 30. first bearing, 31. steering sleeve, 32. first support shaft Sleeve, 33, second bearing, 34, second bearing support sleeve, 35, second sealing ring, 36, shoulder of the partition mounting hole, 37, third sealing ring, 38, third bearing support sleeve, 39, third bearing, 40, second support sleeve, 41, fourth bearing, 42, shoulder of the mounting hole at the bottom of the control housing, 43, fourth sealing ring, 44, second sealing cover, 45, lifting spiral teeth, 46, recovery motor, 47, recovery worm, 48, recovery transmission gear, 49, recovery gear, 50, arc groove, 51, locking motor, 52, locking gear, 53, pin shaft, 54, connecting piece, 55, rotating shaft, 56, fifth connecting tooth, 57, limiting slot, 58, head, 59, shaft, 60, gear teeth, 61, keyway, 62, limiter. DETAILED DESCRIPTION

[0032] like Figures 1 to 13As shown, a marine electric propulsion system includes a head 1, a connecting shaft 2, and a propulsion mechanism 5. The head 1 is used to indicate the propulsion direction of the propulsion mechanism 5, and the propulsion mechanism 5 is used to provide driving force for the hull. The head 1 and propulsion mechanism 5 can adopt existing technologies and are not described in detail in this application. The system also includes a control device, which includes a control housing 3, a steering mechanism, and a lifting mechanism. The steering mechanism is used to control the 360° rotation of the propulsion mechanism 5, and the lifting mechanism is used to control the raising or lowering of the propulsion mechanism 5. The control shell 3 is divided into an upper shell 6 and a lower shell 7. The steering mechanism is arranged in the upper shell 6, and the lifting mechanism is arranged in the lower shell 7. The connecting shaft 2 is a hollow tube with spiral teeth on the outer side. The outer side of the connecting shaft 2 is also provided with a key groove 61 arranged along the axial direction of the connecting shaft 2. One end of the connecting shaft 2 is connected to the machine head 1, and the other end of the connecting shaft 2 passes through the upper shell 6 and the lower shell 7 in sequence and is connected to the propulsion mechanism 5. Furthermore, a hollow space is provided in the machine head 1, and the connecting wiring harness of the propulsion mechanism 5 enters the hollow space of the machine head 1 through the hollow space inside the connecting shaft 2 and is connected to the wiring harness board provided at the top of the control shell 3 by the wiring harness at the bottom of the machine head 1. The wiring harness board is connected to the external power supply. The steering mechanism includes a steering motor 11 and a steering gear 12. The steering motor 11 is used to drive the steering gear 12. The steering motor 11 is fixedly connected to the upper shell 6 through a first fixed sleeve. The steering motor 11 can drive the steering gear 12 to rotate forward or reverse. A steering sleeve 31 is provided in the steering gear 12. The steering sleeve 31 is fixedly connected to the steering gear 12. The steering sleeve 31 is sleeved on the outside of the connecting shaft 2. The connecting shaft 2 can reciprocate in the axial direction of the connecting shaft 2 in the steering sleeve 31. A protrusion 28 is provided on the inside of the steering sleeve 31. The protrusion 28 is fixedly connected to the inner wall of the steering sleeve 31. The protrusion 28 is inserted into the key slot 61. The protrusion 28 can reciprocate in the key slot 61 along the length direction of the key slot 61. Specifically, when the propulsion mechanism 5 turns, the steering motor 11 drives the steering gear 12 to rotate. The rotation of the steering gear 12 drives the steering sleeve 31 to rotate. The rotation of the steering sleeve 31 in turn drives the protrusion 28 to rotate. The rotation of the protrusion 28 drives the connecting shaft 2 to rotate, and finally the connecting shaft 2 drives the propulsion mechanism 5 to rotate, thereby achieving the steering of the propulsion mechanism 5. The lifting mechanism includes a lifting motor 15 and a lifting gear 16. The lifting motor 15 is used to drive the lifting gear 16. The lifting motor 15 is fixed to the lower shell 7 through a second fixed sleeve. The lifting motor 15 can drive the lifting gear 16 to rotate forward or reverse. The lifting gear 16 is provided with a lifting sleeve 17. The lifting sleeve 17 is fixed to the lifting gear 16. The lifting sleeve 17 is sleeved on the outside of the connecting shaft 2. The lifting sleeve 17 is provided with lifting helical teeth 45 on the inside. The lifting helical teeth 45 mesh with the helical teeth on the outer side of the connecting shaft 2.Specifically, when the propulsion mechanism 5 is raised or lowered, the lifting motor 15 drives the lifting gear 16 to rotate, and the rotation of the lifting gear 16 drives the lifting sleeve 17 to rotate. Under the meshing action of the helical teeth and the lifting helical teeth 45, the connecting shaft 2 rises or falls along the lifting sleeve 17 to realize the lifting and lowering of the propulsion mechanism 5. Moreover, when the propulsion mechanism 5 is raised or lowered, since the steering motor 11 does not work, the steering sleeve 31 does not rotate, and thus the protrusion 28 does not rotate. Therefore, when the propulsion mechanism 5 is raised or lowered, the protrusion 28 acts as a limiter on the keyway 61, and thus when the propulsion mechanism 5 is raised or lowered, the connecting shaft 2 does not rotate, and the direction of the propulsion mechanism 5 does not change. The marine electric propulsion unit of the present application integrates the lifting mechanism and the steering mechanism in the control housing 3, has a compact structure, occupies a small space, and the steering mechanism and the lifting mechanism are respectively integrated in the upper housing 6 and the lower housing 7, without interfering with each other. The lifting and lowering of the propulsion mechanism 5 can be realized by rotating the connecting shaft 2, and the steering of the propulsion mechanism 5 can also be realized, and the operating space is small.

[0033] The steering mechanism also includes a steering transmission gear 13, through which the steering motor 11 drives the steering gear 12. The lifting mechanism also includes a lifting transmission gear 18, through which the lifting motor 15 drives the lifting gear 16. Both the steering transmission gear 13 and the lifting transmission gear 18 are dual-gear structures, with at least one of each. Further preferably, the maximum diameter and maximum number of teeth of each steering transmission gear 13 increase in stages and are smaller than the diameter and number of teeth of the steering gear 12. The maximum diameter and maximum number of teeth of each lifting transmission gear 18 increase in stages and are smaller than the diameter and number of teeth of the lifting gear 16. By driving a large gear with a small gear, the rotational speed is reduced and the torque is increased. The number, diameter, and number of teeth of the steering transmission gears 13 are set based on the user's desired rotational speed of the steering gear 12 and the torque required for rotation of the steering gear 12. The number, diameter, and number of teeth of the lifting transmission gears 18 are set based on the user's desired rotational speed of the lifting gear 16 and the torque required for rotation of the lifting gear 16. The immersion depth of the propulsion mechanism 5 and the direction of the thrust provided by the propulsion mechanism 5 during navigation directly affect the propulsion efficiency and propulsion direction of the ship. Therefore, during navigation, the user needs to adjust the immersion depth and propulsion direction of the propulsion mechanism 5 in a timely manner in order to adjust the navigation state of the ship in a timely manner. The present application provides a steering transmission gear 13 and a lifting transmission gear 18 with a double gear structure, and realizes the adjustment of the speed and torque through the transmission action of the transmission gears. This can not only enable the steering gear 12 and the lifting gear 16 to maintain the adjustment speed required by the user, making it convenient for the user to adjust the propulsion mechanism 5 in a timely manner, but also reduce the performance requirements of the steering motor 11 and the lifting motor 15, thereby reducing the size of the steering motor 11 and the lifting motor 15, and thus reducing the space occupied by the steering motor 11 and the lifting motor 15.

[0034] The dual-gear structure of the steering transmission gear 13 that directly meshes with the steering gear 12 includes a first gear and a second gear. The first gear meshes with the steering gear 12, and the second gear meshes with the drive gear of the steering motor 11 or another steering transmission gear 13. One end of the second gear is rotatably connected to the control housing 3. The end surface of the other end of the second gear is provided with a first concave tooth. The end surface of one end of the first gear is provided with a first connecting tooth. The first connecting tooth meshes with the first concave tooth. The meshing of the first connecting tooth and the first concave tooth enables synchronous rotation of the first and second gears. The other end of the first gear defines a first slot. A first spring is disposed within the first slot. One end of the first spring contacts the bottom surface of the first slot, and the other end of the first spring is connected to the control housing 3. Specifically, the other end of the first spring is connected to a first connector. A first fixed shaft is provided on the control housing 3. The first connector is rotatably connected to the first fixed shaft. The diameters of the first connector and the first fixed shaft match the inner diameter of the first slot. When the ship is sailing normally, the first spring is in a compressed state, and the pressure of the first spring presses the first gear and the second gear together to ensure that the first gear and the second gear rotate synchronously. When the ship completes its navigation mission, the user usually disassembles the propeller and stores it. During the disassembly process, the propeller often falls to the ground due to the user's negligence, causing damage to the internal components of the propeller, especially the gears meshing in the propeller are prone to tooth breakage. The present application improves the structure of the steering transmission gear 13 that is directly meshed with the steering gear 12. When the propeller falls to the ground, the connecting shaft 2 rotates when it contacts the ground, which in turn causes the steering gear 12 to rotate, thereby driving the first gear to rotate. When landing, the first gear compresses the first spring under the action of the falling speed and moves in the falling direction, causing the first connecting tooth of the first gear to disengage from the first concave tooth of the second gear, making it impossible for the first gear to mesh with the second gear and the first gear to drive the second gear to rotate, thereby protecting the second gear and other steering transmission gears 13 / steering motor 11 drive gears.

[0035] The double gear structure in the lifting transmission gear 18 that directly engages with the lifting gear 16 includes a third gear 19 and a fourth gear 20. The third gear 19 engages with the lifting gear 16, and the fourth gear 20 engages with the drive gear of the lifting motor 15 or other lifting transmission gear 18. One end of the fourth gear 20 is rotatably connected to the control housing 3, and the other end of the fourth gear 20 is provided with a second concave tooth 25. The end surface of one end of the third gear 19 is provided with a second connecting tooth 24, and the second connecting tooth 24 engages with the second concave tooth 25. The engagement of the second connecting tooth 24 with the second concave tooth 25 realizes the synchronous rotation of the third gear 19 and the fourth gear 20. A second slotted hole 26 is defined on the end surface of the other end of the third gear 19. A second spring 21 is disposed within the second slotted hole 26. One end of the second spring 21 contacts the bottom surface of the second slotted hole 26, and the other end of the second spring 21 is connected to the control housing 3. Specifically, the other end of the second spring 21 is connected to a second connector 22. The control housing 3 is provided with a second fixed shaft. The second connector 22 is rotatably connected to the second fixed shaft. The diameters of the second connector 22 and the second fixed shaft match the inner diameter of the second slotted hole 26. When the vessel is operating normally, the second spring 21 is compressed, and the pressure of the second spring 21 compresses the third gear 19 and the fourth gear 20, ensuring synchronous rotation of the third gear 19 and the fourth gear 20. When the propeller falls to the ground, the connecting shaft 2 drives the lifting gear 16 to rotate, thereby driving the third gear 19 to rotate. When landing, the third gear 19 will compress the second spring 21 under the action of the falling speed and move in the falling direction, causing the second connecting tooth 24 of the third gear 19 to disengage from the second concave tooth 25 of the fourth gear 20, making it impossible for the third gear 19 to engage with the fourth gear 20, and the third gear 19 cannot drive the fourth gear 20 to rotate, thereby protecting the fourth gear 20 and other lifting transmission gears 18 / driving gears of the lifting motor 15.

[0036] The output end of the lifting motor 15 is connected to a lifting worm 23, which is used to drive the lifting gear 16. Furthermore, when a lifting transmission gear 18 is provided, the lifting worm 23 meshes with the lifting transmission gear 18, and the lifting transmission gear 18 meshes with the lifting gear 16. The output end of the steering motor 11 is connected to a steering worm 14, which is used to drive the steering gear 12. Further, when a steering transmission gear 13 is provided, the steering worm 14 meshes with the steering transmission gear 13, and the steering transmission gear 13 meshes with the steering gear 12. When the propulsion mechanism 5 reaches the immersion depth and propulsion direction set by the user, the control device stops working, and the propulsion mechanism 5 works normally to provide thrust for the ship. At this time, the propulsion mechanism 5 will be subject to the resistance of the water flow and the propulsion mechanism 5 itself will also vibrate, which will cause the connecting shaft 2 to drive the lifting gear 16 and the steering gear 12 to rotate, thereby causing the propulsion direction to deviate and even cause wear between the gears meshing with each other. The present application provides a steering worm 14 and a lifting worm 23 so that the steering worm 14 and the lifting worm 23 rotate around the horizontal The center line of the shaft rotates, while the steering transmission gear 13 and the steering gear 12 and the lifting transmission gear 18 and the lifting gear 16 rotate around the vertical axis respectively. When the steering motor 11 and the lifting motor 15 are not working, the steering worm 14 can lock the steering transmission gear 13 and the steering gear 12, and the lifting worm 23 can lock the lifting transmission gear 18 and the lifting gear 16 to prevent the lifting gear 16 and the steering gear 12 from rotating due to external force, so that the propulsion mechanism 5 can maintain the immersion depth and propulsion direction set by the user.

[0037] The control housing 3 is divided into an upper housing 6 and a lower housing 7 by a partition 8. The top of the control housing 3, the partition 8 and the bottom of the control housing 3 are respectively provided with mounting holes 9. The mounting hole 9 is a cylindrical through hole. The middle part of the cylindrical through hole is provided with an annular shoulder. The inner diameter of the annular shoulder, the outer diameter of the steering sleeve 31 and the outer diameter of the lifting sleeve 17 are adapted to each other. It is further preferred that the inner diameter of the annular shoulder, the outer diameter of the steering sleeve 31 and the outer diameter of the lifting sleeve 17 are the same.

[0038] The outer side of the connecting shaft 2 is sequentially fitted with a first sealing cover 27, a steering sleeve 31, a lifting sleeve 17, and a second sealing cover 44 from top to bottom. Specifically, the first sealing cover 27 is connected to the top of the control housing 3, and the second sealing cover 44 is connected to the bottom of the control housing 3. The outer side of the steering sleeve 31 is sequentially fitted with a first sealing ring 29, a shoulder 10 of the mounting hole at the top of the control housing, a first bearing 30, a first support sleeve 32, a steering gear 12, a second bearing 33, a second sealing ring 35, and a shoulder 36 of the partition mounting hole from top to bottom. Specifically, the first sealing ring 29 is used to achieve a seal between the first sealing cover 27 and the shoulder 10 of the mounting hole at the top of the control housing. The first bearing 30 and the second bearing 33 are both used to achieve relative rotation between the steering sleeve 31 and the control housing 3. Furthermore, a second bearing support sleeve 34 is provided on the outer side of the second bearing 33. The second bearing support sleeve 34 is connected to the partition 8 and is used to support the second bearing 33. The first support sleeve 32 is used to fix the steering gear 12 to prevent it from moving along the axial direction of the connecting shaft 2. The outer side of the lifting sleeve 17 is sequentially provided with the shoulder 36 of the partition mounting hole, the third sealing ring 37, the third bearing 39, the second support sleeve 40, the lifting gear 16, the fourth bearing 41, the shoulder 42 of the bottom mounting hole of the control housing and the fourth sealing ring 43 from top to bottom. Specifically, the third bearing 39 and the fourth bearing 41 are both used to realize the relative rotation between the lifting sleeve 17 and the control housing 3. Furthermore, a third bearing support sleeve 38 is also provided on the outer side of the third bearing 39. The third bearing support sleeve 38 is connected to the partition 8 and is used to support the third bearing 39. The second support sleeve 40 is used to fix the lifting gear 16 to prevent the lifting gear 16 from moving along the axial direction of the connecting shaft 2. The fourth sealing ring 43 is used to realize the sealing between the second sealing cover 44 and the shoulder 42 of the bottom mounting hole of the control housing. The present application realizes the first layer of sealing between the connecting shaft 2 and the control housing 3 through the first sealing cover 27, the steering sleeve 31, the lifting sleeve 17 and the second sealing cover 44, and realizes the second layer of sealing between the connecting shaft 2 and the control housing 3 through the first sealing ring 29, the shoulder 10 of the top mounting hole of the control housing, the first bearing 30, the first support sleeve 32, the steering gear 12, the second bearing 33, the second sealing ring 35, the shoulder 36 of the partition mounting hole, the third sealing ring 37, the third bearing 39, the second support sleeve 40, the lifting gear 16, the fourth bearing 41, the shoulder 42 of the bottom mounting hole of the control housing and the fourth sealing ring 43. Double-layer sealing is adopted between the connecting shaft 2 and the control housing 3, with good sealing effect and strong sealing performance. In addition, in the present application, the connection between the steering sleeve 31 and the lifting sleeve 17 is arranged in the shoulder 36 of the partition mounting hole and the two ends of the shoulder are sealed by the second sealing ring 35 and the third sealing ring 37 respectively, which further increases the sealing effect of the control housing 3.

[0039] The system also includes a recovery device, comprising a recovery housing 4. The recovery housing 4 is a U-shaped structure with a recess formed within it. Mounting cavities are located on either side of the U-shaped structure. The control housing 3 is located within the recess, with the sidewalls of the control housing 3 rotatably connected to the inner wall of the recess. A recovery motor 46 and a recovery gear 49 are located within the mounting cavity. The recovery motor 46 drives the recovery gears 49 via one or more recovery transmission gears 48, which can rotate forward or reverse. Furthermore, the maximum diameter and maximum number of teeth of each recovery transmission gear 48 increase in stages. An arcuate slot 50 is defined in the mounting cavity wall on the side near the control housing 3. A connector 54 is provided at one end of the recovery gear 49, which passes through the slot and connects to the control housing 3. The connector 54 is movable within the slot. Specifically, the sidewalls of the control housing 3 are rotatably connected to the inner wall of the recess via a rotating shaft 55. A rotating shaft 55 is provided on the side wall of the control housing 3, and a rotating hole is provided on the inner wall of the groove. The rotating shaft 55 is inserted into the rotating hole and can rotate therein. The center of the rotating hole is on the bisector of the angle corresponding to the arc groove 50. When the recovery motor 46 is started, the recovery motor 46 drives the recovery transmission gear 48 to rotate, and the recovery transmission gear 48 drives the recovery gear 49 to rotate. The rotation of the recovery gear 49 then drives the connecting member 54 to move within the arc groove 50. Since the connecting member 54 is connected to the control housing 3 and the control housing 3 is connected to the side wall of the groove via the rotating shaft 55, the rotation of the recovery gear 49 drives the control housing 3 to rotate about the rotating shaft 55, and finally the control housing 3 drives the connecting shaft 2 to rotate about the rotating shaft 55, and the connecting shaft 2 changes from a vertical state to a horizontal state, thereby realizing the recovery of the propulsion mechanism 5.

[0040] The recovery gear 49 in this application has two embodiments. In the first embodiment, the recovery gear 49 has an arcuate ring gear structure, and the recovery gear 49 is concentric with the arcuate slot 50. The recovery transmission gear 48 directly meshing with the recovery gear 49 includes a fifth gear and a sixth gear. One end of the fifth gear is provided with a third connecting tooth, and one end of the sixth gear is rotatably connected to the recovery housing 4. The other end of the sixth gear is provided with a third concave tooth, and the third connecting tooth meshes with the third concave tooth. The meshing of the third connecting tooth and the third concave tooth achieves synchronous rotation of the fifth and sixth gears. The other end of the fifth gear is provided with a third slot, and a third spring is provided in the third slot. One end of the third spring extends into the third slot, and the other end of the third spring is connected to the recovery housing 4. Specifically, the other end of the third spring is connected to a third connector, and the recovery housing 4 is provided with a third fixed shaft. The third connector is rotatably connected to the third fixed shaft, and the diameters of the third connector and the third fixed shaft are compatible with the inner diameter of the third slot.

[0041] Embodiment 2: The recovery gear 49 is a cylindrical gear structure, and the recovery transmission gear 48 directly meshing with the recovery gear 49 is concentric with the arcuate slot 50. The connecting member 54 is a fourth connecting tooth, which passes through the arcuate slot 50 and meshes with the fifth connecting tooth 56 provided on the side wall of the control housing 3. A fourth slot is provided on the end face of the other end of the recovery gear 49, and a fourth spring is provided in the fourth slot. One end of the fourth spring extends into the fourth slot, and the other end of the fourth spring is connected to the side wall of the mounting cavity. Specifically, the other end of the fourth spring is connected to a fourth connector, and a fourth fixed shaft is provided on the recovery housing 4. The fourth connector is rotatably connected to the fourth fixed shaft, and the diameters of the fourth connector and the fourth fixed shaft are adapted to the inner diameter of the fourth slot.

[0042] The recovery device also includes a locking motor 51, a locking gear 52 and a pin shaft 53. A limiting slot 57 is also provided at the bottom of the groove of the recovery shell 4. A limiter 62 is also provided at the bottom of the control shell 3. The locking motor 51 and the locking gear 52 are arranged in the installation cavity on one side of the recovery shell 4. The locking motor 51 is used to drive the locking gear 52. Furthermore, the locking motor 51 drives the locking gear 52 through a locking worm. The pin shaft 53 includes a head 58 and a shaft 59. The head 58 is provided with gear teeth 60. The gear teeth 60 are engaged with the locking gear 52. The shaft 59 passes through the shaft groove provided at the bottom of the groove of the recovery shell 4. When the recovery shell 4 is locked with the control shell 3, the limiter 62 passes through the limiting slot 57 and extends to the bottom of the limiting slot 57. The shaft 59 is inserted into the limiter 62. Specifically, the locking motor 51 drives the locking gear 52 to rotate, and the meshing of the locking gear 52 with the gear teeth 60 causes the locking gear 52 to move the pin 53, thereby inserting or withdrawing the pin 53 into or out of the stopper 62, thereby locking and unlocking the control housing 3 and the recovery housing 4. During navigation, the stopper 62 and the shaft 59 can lock the control housing 3 and the recovery housing 4, reducing vibration of the control housing 3.

[0043] The output end of the recovery motor 46 is connected to a recovery worm 47 , and the recovery worm 47 is used to drive a recovery gear 49 . Specifically, the recovery worm 47 is engaged with a recovery transmission gear 48 .

[0044] The bottom of the recovery shell 4 is also provided with a mounting fixture or a mounting base, which is connected to the hull. The marine electric propulsion unit can be quickly installed and removed from the hull by the mounting fixture or the mounting base, making it easy to use.

[0045] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above and that the invention can be embodied in other specific forms without departing from the spirit or essential characteristics of the invention. Therefore, the embodiments should be considered in all respects as illustrative and non-restrictive, and the scope of the invention is defined by the appended claims, not the foregoing description, and all variations within the meaning and range of equivalents of the claims are intended to be included therein. Any reference sign in a claim should not be construed as limiting the claim to which it relates.

[0046] In addition, it should be understood that although this specification is described in terms of implementation methods, not every implementation method contains only one independent technical solution. This narrative method of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other implementation methods that can be understood by those skilled in the art.

Claims

1. A marine electric propeller comprising a head, a connecting shaft and a propulsion mechanism, characterized in that: The control device also includes a control housing, a steering mechanism and a lifting mechanism, the control housing is divided into an upper housing and a lower housing, the steering mechanism is arranged in the upper housing, and the lifting mechanism is arranged in the lower housing, the connecting shaft is a hollow tube with spiral teeth on the outer side, and a key groove is also provided on the outer side of the connecting shaft along the axial direction of the connecting shaft, one end of the connecting shaft is connected to the machine head, and the other end of the connecting shaft passes through the upper housing and the lower housing in sequence and is connected to the propulsion mechanism, the steering mechanism includes a steering motor and a steering gear, the steering motor is used to drive the steering gear, the steering gear is provided with a steering sleeve, the steering sleeve is mounted on the outside of the connecting shaft, the inner side of the steering sleeve is provided with a protrusion, and the protrusion is inserted into the key groove, the lifting mechanism includes a lifting motor and a lifting gear, the lifting motor is used to drive the lifting gear, the lifting gear is provided with a lifting sleeve, the lifting sleeve is mounted on the outside of the connecting shaft, the lifting sleeve is provided with lifting spiral teeth on the inner side, and the lifting spiral teeth are meshed with the spiral teeth on the outer side of the connecting shaft.

2. The electric propulsion device for a ship according to claim 1, characterized in that: The steering mechanism further includes a steering transmission gear, and the lifting mechanism further includes a lifting transmission gear. Both the steering transmission gear and the lifting transmission gear are double gear structures, and there are more than one steering transmission gear and lifting transmission gear.

3. The electric propulsion device for a ship according to claim 2, characterized in that: The double gear structure in the steering transmission gear that is directly engaged with the steering gear includes a first gear and a second gear, one end of the first gear is provided with a first connecting tooth, one end of the second gear is provided with a first concave tooth, the first connecting tooth is engaged with the first concave tooth, the other end of the first gear is provided with a first slot hole, a first spring is provided in the first slot hole, one end of the first spring is connected to the first slot hole, and the other end of the first spring is connected to the control housing.

4. The electric propulsion device for a ship according to claim 2, characterized in that: The double gear structure in the lifting transmission gear that is directly engaged with the lifting gear includes a third gear and a fourth gear. One end of the third gear is provided with a second connecting tooth, and one end of the fourth gear is provided with a second concave tooth. The second connecting tooth is engaged with the second concave tooth. The other end of the third gear is provided with a second slot hole, and a second spring is provided in the second slot hole. One end of the second spring is connected to the second slot hole, and the other end of the second spring is connected to the control housing.

5. The electric propulsion device for a ship according to claim 1, characterized in that: The output end of the lifting motor is connected to a lifting worm, and the lifting worm is used to drive the lifting gear. The output end of the steering motor is connected to a steering worm, and the steering worm is used to drive the steering gear.

6. The electric propulsion device for a ship according to claim 1, characterized in that: The control housing is divided into an upper housing and a lower housing by a partition. The top of the control housing, the partition and the bottom of the control housing are respectively provided with mounting holes. The mounting holes are cylindrical through holes, and an annular shoulder is provided in the middle of the cylindrical through hole.

7. The electric propulsion device for a ship according to claim 6, characterized in that: The outer side of the connecting shaft is sequentially covered with the first sealing cover, the steering sleeve, the lifting sleeve and the second sealing cover from top to bottom; the outer side of the steering sleeve is sequentially covered with the first sealing ring, the shoulder of the top mounting hole of the control housing, the first bearing, the first support shaft sleeve, the steering gear, the second bearing, the second sealing ring and the shoulder of the partition mounting hole from top to bottom; the outer side of the lifting sleeve is sequentially covered with the shoulder of the partition mounting hole, the third sealing ring, the third bearing, the second support shaft sleeve, the lifting gear, the fourth bearing, the shoulder of the bottom mounting hole of the control housing and the fourth sealing ring from top to bottom.

8. The electric propulsion device for a ship according to claim 1, characterized in that: It also includes a recovery device, which includes a recovery shell. The recovery shell is a U-shaped structure, a groove is formed in the U-shaped structure, and installation cavities are respectively provided on both sides of the U-shaped structure. The control shell is provided in the groove, and the side wall of the control shell is rotatably connected to the inner wall of the groove. A recovery motor and a recovery gear are provided in the installation cavity. The recovery motor drives the recovery gear through one or more recovery transmission gears. The installation cavity is provided with an arc groove on the cavity wall on the side close to the control shell, and a connecting piece is provided at one end of the recovery gear, and the connecting piece is connected to the control shell through the arc groove.

9. The electric propulsion device for a ship according to claim 8, characterized in that: The recovery gear is an arc-shaped ring gear structure, and the recovery transmission gear directly engaged with the recovery gear includes a fifth gear and a sixth gear. One end of the fifth gear is provided with a third connecting tooth, and one end of the sixth gear is provided with a third concave tooth. The third connecting tooth is engaged with the third concave tooth. The other end of the fifth gear is provided with a third slot hole, and a third spring is provided in the third slot hole. One end of the third spring is connected to the third slot hole, and the other end of the third spring is connected to the recovery shell.

10. The electric propulsion device for a ship according to claim 8, characterized in that: The recovery gear is a columnar gear structure, and the connecting member is a fourth connecting tooth. The fourth connecting tooth passes through the arc groove and engages with the fifth connecting tooth provided on the side wall of the control housing. A fourth slot hole is provided at the other end of the recovery gear, and a fourth spring is provided in the fourth slot hole. One end of the fourth spring is connected to the fourth slot hole, and the other end of the fourth spring is connected to the side wall of the mounting cavity.

11. The electric propulsion device for a ship according to claim 8, characterized in that: The recovery device also includes a locking motor, a locking gear and a pin shaft. A limiting slot is provided at the bottom of the groove of the recovery shell, and a limiter is provided at the bottom of the control shell. The locking motor and the locking gear are arranged in an installation cavity on one side of the recovery shell. The locking motor is used to drive the locking gear. The pin shaft includes a head and a shaft. The head is provided with gear teeth, and the gear teeth are engaged with the locking gear. The shaft passes through the shaft groove at the bottom of the recovery shell. When the recovery shell and the control shell are locked, the limiter passes through the limiting slot and extends to the bottom of the limiting slot, and the shaft is inserted into the limiter.

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