Marine propeller and marine vessel

Abstract

A marine propeller and a ship, wherein the marine propeller comprises a motor (1), a transmission assembly (3) and a propeller (2). The motor (1) outputs a rotating torque, the transmission assembly (3) is connected between the motor (1) and the propeller (2) and is used for transmitting the rotating torque output by the motor (1) to the propeller (2). The transmission assembly (3) is provided with a first speed conversion assembly (5) and a transmission protection piece (4) on a transmission path. The first speed conversion assembly (5) is used for converting the rotating speed output by the motor (1), and the transmission protection piece (4) is used for disconnecting the transmission when the propeller is overloaded, reducing the risk of overload damage of the transmission assembly and the propeller, and realizing protection of the transmission structure and the propeller.

Description

Technical Field

[0001] This application relates to the field of marine equipment technology, and more specifically, to marine propulsion systems and ships. Background Technology

[0002] Existing electric marine propulsion systems have relatively simple transmission structures, primarily used in low-power marine propulsion systems suitable for small vessels. They provide only relatively small amounts of power, limiting their applicability to certain types of machinery. Furthermore, existing transmission structures lack protective devices. When a vessel is navigating in water, the lack of knowledge about underwater conditions makes it susceptible to striking reefs or other hard objects. This can cause significant damage to the propulsion system's transmission mechanism, potentially leading to transmission failure and ultimately severely impacting the vessel's operation. Summary of the Invention

[0003] This application provides marine propulsion systems and vessels that enhance safety.

[0004] An embodiment of this application provides a marine propulsion device, including a motor, a transmission assembly, and a propeller. The motor outputs rotational torque, and the transmission assembly is connected to the motor and the propeller to transmit the rotational torque to the propeller. The transmission assembly has a first speed-changing component and a transmission protection component on the transmission path. The first speed-changing component is used to change the rotational speed output by the motor, and the transmission protection component is used to disconnect the transmission when the propeller is overloaded, thereby reducing the risk of overload damage to the transmission assembly and the propeller and protecting the transmission structure and the propeller.

[0005] Embodiments of this application also provide a vessel, including a hull and a marine propulsion device as described in the above embodiments, wherein the marine propulsion device is detachably connected to the hull.

[0006] The marine propulsion system and vessel of this application incorporate a transmission protection component within the transmission assembly. When the propeller becomes entangled in or impacts obstacles such as reefs, the transmission protection component can promptly disconnect the transmission, thereby reducing the torque experienced by the propeller and transmission assembly, thus providing protection. Once the obstacle is cleared, the transmission protection component can restore the transmission connection between the propeller and transmission assembly, continuing to transmit the rotational torque output by the motor, effectively improving the operational safety and service life of the marine propulsion system. Attached Figure Description

[0007] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings in the embodiments will be briefly described below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0008] Figure 1 This is a schematic diagram of the structure of a marine propulsion system in one embodiment.

[0009] Figure 2 This is a schematic diagram of the structure of a marine propulsion system in one embodiment.

[0010] Figure 3 This is a schematic diagram of the structure of a marine propulsion system in one embodiment.

[0011] Figure 4 This is a schematic diagram of the structure of a marine propulsion system in one embodiment.

[0012] Figure 5 This is a schematic diagram of the structure of a marine propulsion system in one embodiment.

[0013] Figure 6 This is a schematic diagram of the structure of a marine propulsion system in one embodiment.

[0014] Figure 7 This is a schematic diagram of the structure of a marine propulsion system in one embodiment.

[0015] Figure 8 This is a schematic diagram of the structure of a marine propulsion system in one embodiment.

[0016] Figure 9 This is a schematic diagram of the structure of a marine propulsion system in one embodiment.

[0017] Figure 10 This is a schematic diagram of the structure of a marine propulsion system in one embodiment.

[0018] Figure 11 This is a schematic diagram of the structure of a marine propulsion system in one embodiment.

[0019] Figure 12 This is a structural schematic diagram of the ship in the embodiments of this application.

[0020] Explanation of key component symbols:

[0021] Marine propulsion 100

[0022] Motor 1

[0023] Propeller 2

[0024] Transmission component 3

[0025] First box 31

[0026] Lubricating oil pump 32

[0027] Belt drive assembly 33

[0028] First transmission wheel 331

[0029] Second drive wheel 332

[0030] 333 transmission belt

[0031] Shift assembly 34

[0032] Transmission protection component 4

[0033] Clutch 41

[0034] First transmission component 5

[0035] First driving gear 51

[0036] First drive gear shaft 511

[0037] First driven gear 52

[0038] First driven gear shaft 521

[0039] Second transmission component 6

[0040] Second drive gear 61

[0041] Second drive gear shaft 611

[0042] Second driven gear 62

[0043] Second driven gear shaft 621

[0044] Third transmission component 7

[0045] Third drive gear 71

[0046] Third driven gear 72

[0047] Fourth transmission component 8

[0048] Fourth drive gear 81

[0049] Fourth driven gear 82

[0050] Fifth transmission component 9

[0051] Fifth drive gear 91

[0052] Fifth driven gear 92

[0053] Rack 90

[0054] Circulation pump 10

[0055] Pipeline 11

[0056] Second pipe 12

[0057] Third Pipeline 13

[0058] Filter 14

[0059] Sprayer component 15

[0060] Ship 200

[0061] Hull 201

[0062] The following detailed description, in conjunction with the accompanying drawings, will further illustrate this application. Detailed Implementation

[0063] The technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0064] It should be noted that when a component is said to be "fixed to" another component, it can be directly on the other component or there may be an intervening component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there may be an intervening component. When a component is said to be "set on" another component, it can be directly set on the other component or there may be an intervening component. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.

[0065] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The term "or / and" as used herein includes any and all combinations of one or more of the associated listed items.

[0066] Some embodiments of this application are described in detail. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0067] See Figure 1 One embodiment of this application provides a marine propulsion device 100, including a motor 1, a transmission assembly 3, and a propeller 2. The motor 1 outputs rotational torque, and the transmission assembly 3 connects the motor 1 and the propeller 2 to transmit the rotational torque output by the motor 1 to the propeller 2. The transmission assembly 3 is provided with a first speed-changing component 5 and a transmission protection component 4 in the transmission path. The first speed-changing component 5 is used to change the rotational speed output by the motor 1, and the transmission protection component 4 is used to disconnect the transmission when the propeller 2 is overloaded, thereby reducing the problem of damage to the first speed-changing component 5 and the propeller 2 due to excessive torque.

[0068] It should be noted that disconnection of the transmission includes various forms such as slippage transmission, friction transmission, and buffer transmission, and is not limited to the form of disconnection between the transmission protection component 4 and the propeller 2. When the torque received by the propeller 2 returns to normal, the transmission protection component 4 can restore the transmission connection between the transmission assembly 3 and the propeller 2, allowing the transmission assembly 3 to continue transmitting rotational torque to the propeller 2.

[0069] Specifically, the first speed change assembly 5 is a gear transmission assembly, and the first speed change assembly 5 is connected to the motor 1. The transmission assembly 3 also has a second speed change assembly 6 in the transmission path. The second speed change assembly 6 is a gear transmission assembly, used to switch the rotational speed output by the first speed change assembly 5, thereby adjusting the rotational speed of the propeller 2. The transmission protection component 4 is provided with a clutch 41 connecting the first speed change assembly 5 and the second speed change assembly 6.

[0070] In this application, the clutch 41 includes, but is not limited to, an overload clutch. When the propeller 2 is entangled or impacted by obstacles such as reefs, the clutch 41 can slip under overload conditions, thereby reducing the torque on the propeller 2 and the first transmission assembly 5, thus providing protection. After the obstacle is cleared, the transmission protection component 4 can restore the transmission connection between the propeller 2 and the first transmission assembly 5, continuing to transmit the rotational torque output by the motor 1, effectively improving the safety and service life of the marine propeller 100.

[0071] In this application, the marine propulsion unit 100 also includes a frame 90, on which the first transmission assembly 5 and the second transmission assembly 6 are both mounted. The first transmission assembly 5 and the second transmission assembly 6 operate stably on the frame 90, achieving an effective conversion rate.

[0072] Furthermore, the first transmission assembly 5 includes a first driving gear 51 and a first driven gear 52 that mesh with each other. The first driving gear 51 is coaxially arranged with the motor 1 and fixedly connected to the output shaft of the motor 1. The second transmission assembly 6 includes a second driving gear 61 and a second driven gear 62 that mesh with each other. The second driving gear 61 is connected to the first driven gear 52 and is used to receive the rotational torque of the first driven gear 52 and drive the second driven gear 62 to rotate, thereby realizing the conversion of the rotational speed output by the first transmission assembly 5.

[0073] In the embodiments of this application, the first driving gear 51 is provided with a first driving gear shaft 511, which is rotatably connected to the frame 90. Specifically, the frame 90 may be provided with a shaft hole and a bearing fixed in the shaft hole, and the first driving gear shaft 511 can rotate stably relative to the frame 90 by cooperating with the bearing. The output shaft of the motor 1 is fixedly connected to the first driving gear shaft 511. When the output shaft of the motor 1 rotates, the first driving gear shaft 511 can rotate stably on the frame 90 to transmit the output torque of the motor 1. It can be understood that the first driven gear 52 is provided with a first driven gear shaft 521, the second driving gear 61 is provided with a second driving gear shaft 611, and the second driven gear 62 is provided with a second driven gear shaft 621. The first driven gear shaft 521, the second driving gear 611, and the second driven gear shaft 621 can be installed on the frame 90 in the same manner as the first driving gear shaft 511, thereby realizing the stable operation of the first transmission assembly 5 and the second transmission assembly 6 on the frame 90.

[0074] Specifically, the diameter of the first driving gear 51 is smaller than the diameter of the first driven gear 52, and the diameter of the second driving gear 61 is smaller than the diameter of the second driven gear 62. This converts the rotational speed output by the motor 1 into a relatively lower rotational speed, which is then transmitted to the propeller 2, allowing the propeller 2 to obtain a larger torque and thus generate sufficient thrust to power the ship. It is understood that in other embodiments, the diameter of the second driving gear 61 may also be larger than the diameter of the second driven gear 62 to convert the rotational speed output by the first transmission assembly 5 into a relatively higher output speed. The types of gears include, but are not limited to, spur gears, helical gears, etc., and the ratio of the number of teeth between gears can be selected according to actual needs to meet transmission requirements; this application does not limit this.

[0075] In this embodiment, the axes of the first driving gear 51 and the first driven gear 52 are arranged approximately parallel, and the second driving gear 61 is coaxial with the first driven gear 52. The transmission protection member 4 is connected between the second driving gear 61 and the first driven gear 52. Specifically, the transmission protection member 4 is located at the connection between the first driven gear shaft 521 and the second driving gear shaft 611. When the propeller 2 is overloaded, the transmission protection member 4 disconnects the transmission connection between the first driven gear shaft 521 and the second driving gear shaft 611. The axis of the second driven gear 62 is set approximately parallel to the axis of the second driving gear 61, and the second driven gear 62 is offset from the first driving gear 51. On the one hand, when installing the second transmission assembly 6, the installation accuracy between the second driving gear 61 and the first driven gear 52 only needs to meet the design requirements, without having to consider the installation position relationship between the second driven gear 62 and the first transmission assembly 5. This helps to reduce the assembly difficulty of the transmission assembly 3 and facilitates subsequent maintenance and replacement. On the other hand, the offset setting of the second driven gear 62 and the first driving gear 51 can increase the distance between the propeller 2 shaft and the motor 1 shaft, which is suitable for situations where the marine propeller 100 is installed at a high position above the water surface in the ship.

[0076] Furthermore, the transmission assembly 3 includes a belt drive assembly 33 along the transmission path for transmitting the rotational torque of the second gear transmission assembly 6 to the propeller 2, and for slipping during propeller 2 overload. The transmission assembly 3 also includes a first housing 31, which is part of the frame 90. The first gear transmission assembly 5, the transmission protection component 4, and the second gear transmission assembly 6 are disposed within the first housing 31, and the belt drive assembly 33 is connected to the second gear transmission assembly 6 on the outside of the first housing 31. The first housing 31 is at least partially located on the water surface to reduce ship resistance. Of course, in other embodiments, the belt drive assembly 33 may also be connected to the second gear transmission assembly 6 within the first housing 31.

[0077] Specifically, the belt drive assembly 33 includes a first drive wheel 331, a second drive wheel 332, and a drive belt 333. The drive belt 333 is sleeved on the first drive wheel 331 and the second drive wheel 332. The first drive wheel 331 is connected to the second driven gear 62 and is used to receive rotational torque. The first drive wheel 331 and the second driven gear 62 are coaxial, and the rotation shaft of the first drive wheel 331 is fixedly connected to the second driven gear shaft 621 of the second driven gear 62. The second drive wheel 332 is used to output rotational torque, and the second drive wheel 332 is connected to the propeller 2, driving the propeller 2 to rotate. Specifically, the rotation shaft of the second drive wheel 332 is fixedly connected to the rotation shaft of the propeller 2, and when the drive belt 333 drives the second drive wheel 332 to rotate, the propeller 2 rotates synchronously with the second drive wheel 332.

[0078] The belt drive assembly 33 can increase the number of speed stages to accommodate a more powerful motor 1, providing greater power to the marine propeller 100. Furthermore, in the event of an impact to the propeller 2, the belt drive assembly 33 can provide a certain degree of cushioning, protecting other transmission structures. In addition, the belt drive assembly 33 can effectively reduce noise and improve the user comfort of the marine propeller 100.

[0079] In this embodiment, the marine propulsion unit 100 further includes a circulation pump 10, a first pipe 11, a second pipe 12, and a third pipe 13 to dissipate heat from the motor 1, transmission assembly 3, and other structures, reducing the risk of overheating failures in equipment and mechanical structures. The first pipe 11 connects the inlet of the circulation pump 10 to the first housing 31, through which the circulation pump 10 draws cooling liquid from the first housing 31. The second pipe 12 and the third pipe 13 are connected in parallel to the outlet of the circulation pump 10, with the third pipe 13 connecting to the motor 1 and the second pipe 12 sequentially connecting the motor 1 and the first housing 31. The circulation pump 10 delivers cooling liquid to the motor 1 and the first housing 31 through the second pipe 12 and the third pipe 13. In this embodiment, the first housing 31 is partially submerged in water to ensure that the temperature of some of the cooling liquid within the first housing 31 remains consistent with the surrounding water environment, thus achieving cooling of the cooling liquid. The first pipe 11 draws cooling liquid from the underwater portion of the first housing 31 to the circulation pump 10. The circulation pump 10 then delivers the cooling liquid through the second pipe 12 and the third pipe 13 to the motor 1 and the transmission assembly 3, thereby cooling the motor 1 and the transmission assembly 3. The motor 1's housing can also be connected to the first housing 31. After the cooling liquid dissipates heat from the motor 1, it can flow back into the first housing 31 and, under gravity, flow to the underwater portion of the first housing 31, utilizing the aquatic environment to cool the cooling liquid. In this way, the marine propulsion unit 100 can utilize the natural environment for heat exchange with the cooling liquid during navigation, eliminating the need for additional cooling equipment and saving production costs.

[0080] It is understood that in other embodiments, the first housing 31 may also be placed on the water surface, with the first pipe 11 partially submerged below the water surface. When the liquid in the first housing 31 is drawn out to the submerged portion of the first pipe 11, the higher-temperature liquid exchanges heat with the surrounding water environment, achieving cooling of the liquid. The cooled liquid is then transported by the circulating pump 10 through the second pipe 12 and the third pipe 13 to the motor 1 and the first housing 31, thereby achieving heat dissipation for the motor 1, transmission components 3, and other structures.

[0081] Furthermore, the marine propulsion unit 100 may also include a filter 14, which is disposed on the water surface and connected between the second pipe 12 and the third pipe 13 and the circulating pump 10. The filter 14 is used to filter impurities in the cooling fluid, reducing wear on the motor 1 and the transmission assembly 3, and improving the motion stability of the motor 1 and the transmission assembly 3. The second pipe 12 and the third pipe 13 are also provided with several spray elements 15, located inside the motor 1 and the first housing 31, for uniformly spraying the cooled cooling fluid onto the motor 1 housing and the first housing 31, which helps improve heat dissipation efficiency and reduce the problem of localized overheating. In this embodiment, the first housing 31 is filled with coolant, which has a lubricating effect. The coolant can be lubricating cooling oil, used to lubricate the transmission assembly 3, and can also be thermally coupled to the transmission assembly 3.

[0082] It is understood that the first gear shifting assembly 5 is not limited to the embodiments described above. The first gear shifting assembly 5 can also be composed of three gears meshing sequentially, or four gears meshing sequentially. In the embodiments of this application, the number of gears in the first gear shifting assembly 5 is not limited. The first gear shifting assembly 5 can also be composed of multiple damping wheels meshing sequentially. Any gear shifting structure designed to convert the torque of the motor 1 is an embodiment of this application.

[0083] The second transmission assembly 6 can also be composed of three or more gears meshing sequentially; this application does not limit the number of gears in the second transmission assembly 6. In other embodiments, the second transmission assembly 6 can also be composed of a worm gear structure or multiple damping wheels meshing sequentially. Any structure designed to change the torque conversion rate of the first transmission assembly 5 is an embodiment of this application.

[0084] The number of drive belts 333 in the belt drive assembly 33 can be one or more, and this application does not limit this. In other embodiments, the belt drive assembly 33 can also be replaced by a chain drive structure. Any structure designed to transmit the output torque of the second speed change assembly 6 is an embodiment of this application.

[0085] Please see Figure 2 ,exist Figure 1 Based on the embodiment shown, the relative positions of the second driven gear 62 and the first driving gear 51 are changed to form the following... Figure 2 The example shown. Figure 2In the marine propulsion 100 of the illustrated embodiment, the second driven gear 62 is arranged opposite to the first driving gear 51. In other words, the second driven gear 62 is arranged above the second driving gear 61, which helps to reduce the overall size of the stacked layout of the first transmission assembly 5 and the second transmission assembly 6, improves space utilization, and is conducive to the miniaturization of the marine propulsion 100, making it suitable for situations with limited installation space.

[0086] Furthermore, the second driven gear 62 can also be coaxially arranged with the first driving gear 51, which helps to reduce the structural asymmetry between the first speed change assembly 5 and the second speed change assembly 6, reduce mechanical vibration during transmission, reduce equipment noise, and increase the comfort of machine use.

[0087] exist Figure 2 In the illustrated embodiment, the belt drive assembly 33 may also be disposed within the first housing 31 to improve the safety of the belt drive assembly 33.

[0088] Please see Figure 3 ,exist Figure 1 Based on the embodiment shown, the structure of the second transmission component 6 is replaced to form the following: Figure 3 The example shown. Figure 3 In the marine propulsion 100 of the illustrated embodiment, the second driving gear 61 and the second driven gear 62 are meshing bevel gears, and the axis of the second driving gear 61 is perpendicular to the axis of the second driven gear 62. A transmission protection member 4 is connected between the first driven gear 52 and the second driving gear 61.

[0089] Figure 3 In the illustrated embodiment, the transmission assembly 3 further includes a third speed change assembly 7, which is connected between the second driven gear 62 and the propeller 2, replacing... Figure 1 The belt drive assembly 33 in the illustrated embodiment. The third speed change assembly 7 is a gear transmission assembly, including a third driving gear 71 and a third driven gear 72 that mesh with each other. Specifically, the third driving gear 71 and the third driven gear 72 are meshing bevel gears, the axis of the third driving gear 71 is perpendicular to the axis of the third driven gear 72, the third driving gear 71 is driven by the second driven gear 62, and the third driven gear 72 is driven by the propeller 2. The second speed change assembly 6 and the third speed change assembly 7, which have bevel gear structures, have the advantages of changing the transmission direction and improving transmission stability.

[0090] It is understood that the second transmission assembly 6 may also include multiple second driven gears 62, all of which are bevel gears. The third transmission assembly 7 may also include multiple third driven gears 72, all of which are bevel gears.

[0091] Figure 3In the illustrated embodiment, a second transmission assembly 6 and a third transmission assembly 7 with bevel gear structures are used to replace the belt drive assembly to transmit the output torque of the first transmission assembly 5 and drive the propeller 2 to rotate. This improves transmission stability and accuracy, and reduces noise during machine operation. Furthermore, the third transmission assembly 7 with bevel gear structures also helps to reduce the size of the underwater portion of the machine, thus lowering drag.

[0092] Please see Figure 4 ,exist Figure 3 Based on the embodiments shown, for Figure 3 In the embodiment shown, the relative positions of the motor 1 and the transmission assembly 3 are modified, and the third speed-changing assembly 7 is removed, resulting in the following configuration: Figure 4 The example shown. Figure 4 In the illustrated embodiment, the motor 1, the first transmission assembly 5, and the second transmission assembly 6 are changed from a left-right arrangement to a top-bottom arrangement. The third transmission assembly 7 is eliminated. The second driven gear 62 is connected to the propeller 2, and the axis of the second driven gear 62 is coaxial with the axis of the propeller 2. The axis of the propeller 2 is perpendicular to the axis of the motor 1. The first transmission assembly 5 and the transmission protection component 4 are disposed inside the first housing 31, and the second transmission assembly 6 is disposed outside the first housing 31. The second transmission assembly 6 is directly connected to the propeller 2, making the axis of the propeller 2 perpendicular to the axis of the motor 1. By changing the position and gear ratio of the first transmission assembly 5, the second transmission assembly 6, and the motor 1, different installation and usage requirements can be met, increasing the applicability of the marine propeller 100.

[0093] Figure 4 In the marine propulsion 100 of the illustrated embodiment, the propeller 2 is directly driven to rotate by the second transmission assembly 6, which reduces the transmission levels, improves the transmission efficiency of the machine, reduces energy loss, and enhances propulsion power.

[0094] Please see Figure 5 ,exist Figure 4 Based on the embodiments shown, Figure 4 In the embodiment shown, a lubricating oil pump 32 is added to the first housing 31 to form a structure as described above. Figure 5 The example shown. Figure 5In the illustrated embodiment, a lubricating oil pump 32 is also provided inside the first housing 31. This lubricating oil pump 32 is located on the side of the first transmission assembly 5 away from the transmission protection component 4, and is used to drive the coolant within the first housing 31 to circulate, reducing frictional resistance during machine operation. Specifically, the power mechanism (such as gears, impellers, etc.) of the lubricating oil pump 32 is connected to the first driven gear shaft 521. The power mechanism of the lubricating oil pump 32 rotates with the first driven gear 52. Under the action of the rotational torque, the lubricating oil pump 32 drives the coolant to flow, thereby realizing the pumping out and pumping in of the coolant within the first housing 31. This allows the first transmission assembly 5, transmission protection component 4, etc., to be fully wetted by the coolant during operation, reducing frictional resistance between mechanisms, lowering noise, improving transmission stability, and simultaneously effectively cooling the transmission assembly 3.

[0095] Please see Figure 6 ,exist Figure 5 Based on the embodiments shown, for Figure 5 In the illustrated embodiment, the location of the lubricating oil pump 32 is changed to form the following configuration: Figure 6 The example shown. Figure 6 In the embodiment shown, the lubricating oil pump 32 is located on the side of the transmission protection component 4 facing the second transmission assembly 6, which helps to improve the wetting effect of the transmission protection component 4 and reduce the problem of transmission failure caused by excessive frictional resistance leading to jamming of the transmission protection component 4.

[0096] In other embodiments, the lubricating oil pump 32 can also be connected to the output shaft of the second driven gear 62, which can reduce the rotational speed of the lubricating oil pump 32, thereby minimizing machine vibration and noise while ensuring lubrication effect and improving transmission smoothness. It is understood that the lubricating oil pump 32 can also be connected to other rotating shafts of the transmission assembly 3, as long as the machine's usage requirements are met; this application does not limit this connection.

[0097] Furthermore, Figure 6 The second speed-changing component 6 in the illustrated embodiment can also be replaced with a belt drive component, the structure of which is the same as... Figure 1 The embodiments shown are largely the same, and will not be described again here.

[0098] Please see Figure 7 ,exist Figure 6 Based on the embodiments shown, for Figure 6 In the embodiment shown, the clutch in the transmission protection component 4 is replaced with a coupling or a shock absorber, forming a structure as shown in the figure. Figure 7 The example shown. Figure 7In the illustrated embodiment, the transmission protection component 4 includes either a flexible coupling or a shock absorber, which connects the first transmission assembly 5 and the second transmission assembly 6. When the propeller 2 experiences an overload, the coupling or shock absorber provides a buffering effect and reduces the vibration of the transmission assembly 3, thus protecting it. Specifically, the two ends of the flexible coupling or shock absorber are respectively connected to the shaft of the first driven gear 52 and the shaft of the second driving gear 61. The flexible coupling or shock absorber incorporates a flexible structure, which can be a component made of rubber, a spring, an electromagnet, or thermoplastic plastic. When the propeller 2 experiences an overload, the flexible structure in the flexible coupling or shock absorber absorbs the overload torque transmitted from the propeller 2, preventing mechanical damage to the gear structures in the first transmission assembly 5 and the second transmission assembly 6 due to excessive torque.

[0099] Furthermore, compared to clutches, flexible couplings and shock absorbers have relatively lower manufacturing costs. Therefore, the selection of flexible couplings and shock absorbers in the transmission protection component 4 helps reduce the manufacturing cost of the marine propeller 100. When the first driven gear 52 transmits torque to the second driving gear 61 through the transmission protection component 4, the flexible structure in the flexible coupling or shock absorber can also help buffer mechanical vibration, reduce machine noise, and maintain transmission smoothness.

[0100] Please see Figure 8 ,exist Figure 1 Based on the embodiments shown, for Figure 1 The marine propulsion 100 of the illustrated embodiment is supplemented with a third transmission assembly 7 and a shift assembly 34, forming a structure as shown in the figure. Figure 8 The example shown. Figure 8 In the illustrated embodiment, the transmission assembly 3 further includes a third transmission assembly 7 and a shifting assembly 34. The third transmission assembly 7 is a gear transmission assembly. The propeller 2 is driven by the third transmission assembly 7 and the second transmission assembly 6. The shifting assembly 34 is disposed between the second transmission assembly 6 and the third transmission assembly 7, and is used to switch the transmission connection state between the second transmission assembly 6 and the third transmission assembly 7 and the first transmission assembly 5. The output speed of the second transmission assembly 6 is lower than the output speed of the third transmission assembly 7. The shifting assembly 34 can be used to adjust the rotational speed of the propeller 2 to adapt to different ship load conditions.

[0101] Specifically, the third transmission assembly 7 includes a third driving gear 71 and a third driven gear 72 that mesh with each other, and the second driving gear 61 and the third driving gear 71 are coaxially arranged. A shift assembly 34 is disposed between the second driving gear 61 and the third driving gear 71. The second driven gear 62 and the third driven gear 72 are coaxially arranged and are used to drive the propeller 2. The shift assembly 34 adjusts the rotational speed of the propeller 2 by switching the transmission connection between the second driving gear 61 and the third driving gear 71 and the first driven gear 52. In embodiments of this application, the shift assembly 34 includes, but is not limited to, devices such as synchronizers. When the shift assembly 34 engages the second driving gear 61, making the second driving gear 61 drive the first driven gear 52, the transmission connection between the third driving gear 71 and the first driven gear 52 is broken, the second transmission assembly 6 transmits the output torque of the first transmission assembly 5, and the second driven gear 62 transmits the adjusted rotational speed to the propeller 2. When the shift assembly 34 engages the third drive gear 71, making the third drive gear 71 and the first driven gear 52 drive a transmission connection, the transmission connection between the second drive gear 61 and the first driven gear 52 is broken. The output torque of the first transmission assembly 5 is transmitted by the third transmission assembly 7, and the third driven gear 72 transmits the adjusted rotational speed to the propeller 2. Figure 8 In the embodiment shown, the output rate of the third transmission component 7 is greater than the output rate of the second transmission component 6. When the shift component 34 switches the transmission connection between the second transmission component 6 and the third transmission component 7 and the first transmission component 5, the rotational speed of the propeller 2 can switch between high-speed rotation and low-speed rotation to meet different navigation needs.

[0102] Furthermore, the transmission assembly 3 also includes a fourth speed change assembly 8, which is drively connected to the second speed change assembly 6 and the third speed change assembly 7. The fourth speed change assembly 8 is used to switch the rotational speed output by the second speed change assembly 6 or the third speed change assembly 7, and is drively connected to the propeller 2. In this embodiment, the fourth speed change assembly 8 includes a fourth driving gear 81 and a fourth driven gear 82 that mesh with each other. The fourth driving gear 81 is drively connected to the second speed change assembly 6 and the third speed change assembly 7. The axis of the fourth driving gear 81 is perpendicular to the axis of the fourth driven gear 82, and it is a bevel gear structure.

[0103] The transmission assembly 3 also includes a fifth speed change assembly 9, which is connected between the fourth speed change assembly 8 and the propeller 2 to transmit output torque to the propeller 2, increase the number of transmission stages, and adapt to a larger power motor 1.

[0104] The fifth transmission assembly 9 includes a fifth driving gear 91 and a fifth driven gear 92 that mesh with each other. The fifth driving gear 91 is connected to the fourth driven gear 82, and the axis of the fifth driving gear 91 is perpendicular to the axis of the fifth driven gear 92. It is also a bevel gear structure. The fourth transmission assembly 8 and the fifth transmission assembly 9 are used to change the output direction of the transmission assembly 3, which helps to improve the applicability of the marine propulsion unit 100.

[0105] Figure 8 In the illustrated embodiment, the shifting assembly 34 switches the transmission connection between the second and third transmission assemblies 6 and the first transmission assembly 5, thereby adjusting the propeller 2's rotational speed. This allows the marine propeller 100 to be adapted to different operating conditions, improving machine performance and motor efficiency. The fourth and fifth transmission assemblies 8 and 9, with bevel gear structures, transmit the output torque of the second or third transmission assembly 6 to the propeller 2, driving it to rotate. On one hand, by increasing the transmission stages, the transmission assembly 3 can be adapted to a higher-power motor 1, making the marine propeller 100 suitable for ships with larger loads. On the other hand, it helps improve transmission stability and accuracy, reducing noise during machine operation.

[0106] Please see Figure 9 ,exist Figure 8 Based on the embodiment shown, the belt drive assembly 33 is used to... Figure 8 The fourth transmission assembly 8 and the fifth transmission assembly 9 of the illustrated embodiment are replaced to form the following configuration: Figure 9 The example shown. Figure 9 In the illustrated embodiment, the belt drive assembly 33 is connected between the third transmission assembly 7 and the propeller 2, replacing... Figure 8 The fourth transmission assembly 8 and the fifth transmission assembly 9 in the illustrated embodiment. When the propeller 2 is impacted, the belt drive assembly 33 can provide a certain buffering effect, improving the protection effect of the transmission assembly 3. In addition, the belt drive assembly 33 can also effectively reduce noise and improve the user comfort of the marine propulsion 100.

[0107] Specifically, the first drive wheel 331 of the belt drive assembly 33 is coaxially connected to the second driven gear 62 and the third driven gear 72. When the shift assembly 34 engages the second drive gear 61, making the second drive gear 61 drive the first driven gear 52, the first drive wheel 331 rotates synchronously with the second driven gear 62. When the shift assembly 34 engages the third drive gear 71, making the third drive gear 71 drive the first driven gear 52, the first drive wheel 331 rotates synchronously with the third driven gear 72. The shaft of the second drive wheel 332 of the belt drive assembly 33 is fixedly connected to the shaft of the propeller 2. The drive belt 333 is sleeved on the first drive wheel 331 and the second drive wheel 332 to drive the second drive wheel 332 to rotate synchronously with the first drive wheel 331, thereby driving the propeller 2 to rotate.

[0108] Belt drive assembly 33 is not limited to Figure 8 The substitution shown in the embodiment can also be any substitution of the connection structure between the transmission component 3 and the propeller 2.

[0109] Please see Figure 10 ,exist Figure 1 Based on the embodiments shown, for Figure 1 The marine propulsion 100 of the illustrated embodiment adds a third transmission assembly 7, changes the transmission connection between the first transmission assembly 5 and the second transmission assembly 6, and replaces the transmission protection component 4 with one of different structural forms, forming a structure as shown below. Figure 10 The example shown. Figure 10 In the illustrated embodiment, the transmission assembly 3 further includes a third speed change assembly 7, which is driveably connected between the motor 1 and the first speed change assembly 5. The third speed change assembly 7 is used to convert the rotational speed output by the motor 1. A transmission protection component 4 is connected between the first speed change assembly 5 and the second speed change assembly 6. The transmission protection component 4 includes a shifting structure and a friction structure. The shifting structure is used to switch the transmission connection state between the first speed change assembly 5, the second speed change assembly 6, and the third speed change assembly 7. The first speed change assembly 5 and the second speed change assembly 6 are used to convert the rotational speed output by the third speed change assembly 7. The friction structure is used to prevent slippage during propeller 2 overload, reducing overload damage to the transmission assembly 3 and the propeller 2.

[0110] Specifically, the third transmission assembly 7 includes a third driving gear 71 and a third driven gear 72 that mesh with each other. The third driving gear 71 is coaxially arranged with the motor 1 and connected to the output shaft of the motor 1. The third driven gear 72 is coaxially arranged with the first driving gear 51 and the second driving gear 61. When the shifting structure is engaged with the first transmission assembly 5, the first driving gear 51 is connected to the third driven gear 72, and the transmission connection between the second driving gear 61 and the third driven gear 72 is broken, with the first driven gear 52 transmitting the output torque to the propeller 2. When the shifting structure is engaged with the second transmission assembly 6, the second driving gear 61 is connected to the third driven gear 72, and the transmission connection between the first driving gear 51 and the third driven gear 72 is broken, with the second driven gear 62 transmitting the output torque to the propeller 2.

[0111] Furthermore, the transmission assembly 3 also includes a fourth gear shift assembly 8. One side of the fourth gear shift assembly 8 is connected to the first gear shift assembly 5 and the second gear shift assembly 6, and the other side is connected to the propeller 2. The fourth gear shift assembly 8 includes a fourth driving gear 81 and a fourth driven gear 82 that mesh with each other. The axis of the fourth driving gear 81 is perpendicular to the axis of the fourth driven gear 82. The fourth driving gear 81 is connected to the second driven gear 62 and the first driven gear 52. When the first driving gear 51 is connected to the third driven gear 72, the fourth driving gear 81 rotates synchronously with the first driven gear 52. When the second driving gear 61 is connected to the third driven gear 72, the fourth driving gear 81 rotates synchronously with the second driven gear 62.

[0112] The transmission assembly 3 also includes a fifth gear change assembly 9, which is driveably connected between the fourth gear change assembly 8 and the propeller 2. The fifth gear change assembly 9 includes a fifth driving gear 91 and a fifth driven gear 92 that mesh with each other. The fifth driving gear 91 is driveably connected to the fourth driven gear 82, and the fifth driven gear 92 is connected to the propeller 2. The axis of the fifth driving gear 91 is perpendicular to the axis of the fifth driven gear 92, which is used to change the output direction of the transmission assembly 3.

[0113] In one embodiment of this application, a transmission protection component 4 may also be connected between the third driven gear 72 and the first driving gear 51. This transmission protection component 4 includes, but is not limited to, an overload clutch, so that the multi-stage transmission structure of the transmission assembly 3 is protected by different transmission protection components 4, providing better protection for structures with many transmission stages. It is understood that the third driven gear 72 and the first driving gear 51 can also be directly connected via a transmission shaft, which is beneficial for improving transmission stability and reducing energy loss.

[0114] In one embodiment of this application, a lubricating oil pump 32 may also be provided inside the first housing 31, and the connection method of the lubricating oil pump 32 within the transmission assembly 3 is the same as... Figure 5 The embodiments shown are similar and will not be described again here. The transmission protection component 4 may also include a hydraulic component (not shown in the figure). The driving mechanism of the hydraulic component is connected to the shifting structure of the transmission protection component 4, and the liquid pipeline of the hydraulic component is connected to the lubricating oil pump 32. The hydraulic component is used to drive the shifting structure of the transmission protection component 4 to switch the transmission connection state between the first transmission component 5, the second transmission component 6 and the third transmission component 7, so as to adjust the speed of the propeller 2 and adapt to different operating conditions.

[0115] Please see Figure 11 ,exist Figure 10 Based on the embodiment shown, the belt drive assembly 33 is used to... Figure 10 The fourth transmission assembly 8 and the fifth transmission assembly 9 of the illustrated embodiment are replaced to form the following configuration: Figure 11 The example shown. Figure 11 In the illustrated embodiment, the belt drive assembly 33 is connected between the second transmission assembly 6 and the propeller 2, replacing... Figure 10 The fourth transmission assembly 8 and the fifth transmission assembly 9 in the illustrated embodiment. When the propeller 2 is impacted, the belt drive assembly 33 can provide a certain degree of cushioning, improve the protective effect of the transmission assembly 3, and reduce noise and manufacturing costs.

[0116] Specifically, the first drive wheel 331 of the belt drive assembly 33 is coaxially connected to the second driven gear 62 and the first driven gear 52. When the shifting assembly of the transmission protection component 4 engages with the first driving gear 51, so that the first driving gear 51 is connected to the third driven gear 72, the first drive wheel 331 rotates synchronously with the first driven gear 52. When the shifting assembly of the transmission protection component 4 engages with the second driving gear 61, so that the second driving gear 61 is connected to the third driven gear 72, the first drive wheel 331 rotates synchronously with the second driven gear 62. The shaft of the second drive wheel 332 of the belt drive assembly 33 is fixedly connected to the shaft of the propeller 2. The transmission belt 333 is sleeved on the first drive wheel 331 and the second drive wheel 332 to drive the second drive wheel 332 to rotate synchronously with the first drive wheel 331, thereby driving the propeller 2 to rotate.

[0117] Please see Figure 12 The embodiments of this application also provide a ship 200, including a hull 201 and a marine propulsion 100 as described in any of the above embodiments. The marine propulsion 100 is detachably connected to the hull 201 and is used to provide propulsion for the hull 201.

[0118] The marine propeller 100 and vessel 200 of this application incorporate a transmission protection component 4 within the transmission assembly 3. When the propeller 2 is entangled or struck by obstacles such as reefs, the transmission protection component 4 can promptly disconnect the transmission, thereby reducing the torque experienced by the propeller 2 and the transmission assembly, thus providing protection. Once the obstacle is cleared, the transmission protection component 4 can restore the transmission connection between the propeller 2 and the transmission assembly, continuing to transmit the rotational torque output by the motor 1, effectively improving the operational safety and service life of the marine propeller 100.

[0119] The above embodiments are only used to illustrate the technical solutions of this application and are not intended to limit it. Although this application has been described in detail with reference to the above preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions to the technical solutions of this application should not depart from the spirit and scope of the technical solutions of this application.

Claims

1. A marine propulsion device, characterized in that, The device includes a motor, a transmission assembly, and a propeller. The motor outputs rotational torque, and the transmission assembly is connected to the motor and the propeller to transmit the rotational torque to the propeller. The transmission assembly has a first speed-changing component and a transmission protection component on the transmission path. The first speed-changing component is used to change the rotational speed output by the motor, and the transmission protection component is used to disconnect the transmission when the propeller is overloaded. The transmission assembly also includes a first housing, the first housing portion being located on the water surface, and the first gear shift assembly and the transmission protection component being disposed within the first housing; The marine propulsion unit further includes a circulation pump, a first pipe, a second pipe, and a third pipe. The first pipe connects the inlet end of the circulation pump to the first housing, and the first housing and / or the first pipe are partially submerged in water. The second pipe and the third pipe are connected in parallel to the outlet end of the circulation pump, and the second pipe connects the motor and the first housing. The third pipe connects the motor. The circulating pump is used to draw cooling liquid from the first tank, dissipate heat from the cooling liquid through the first tank and / or the first pipe located below the water surface, and then deliver it to the motor and the first tank through the second pipe and the third pipe. The first housing is also equipped with a lubricating oil pump, which is connected to the first transmission assembly. Under the action of the rotational torque of the first transmission assembly, the lubricating oil pump drives the cooling liquid in the first housing to flow.

2. The marine propulsion device according to claim 1, characterized in that, The first speed change assembly is connected to the motor.

3. The marine propulsion device according to claim 1, characterized in that, The first transmission component is a gear transmission component.

4. The marine propulsion device according to claim 1, characterized in that: The transmission assembly has a second speed-changing component on the transmission path, which is used to change the rotational speed output by the first speed-changing component.

5. The marine propulsion device according to claim 4, characterized in that, The second transmission component is a gear transmission component.

6. The marine propulsion device according to claim 4, characterized in that, The transmission protection component is equipped with a clutch that connects the first transmission assembly and the second transmission assembly.

7. The marine propulsion device according to claim 4, characterized in that: The first transmission assembly includes a first driving gear and a first driven gear that mesh with each other, and the first driving gear is coaxially arranged with the motor.

8. The marine propulsion device according to claim 7, characterized in that, The diameter of the first driving gear is smaller than the diameter of the first driven gear.

9. The marine propulsion device according to claim 7, characterized in that: The second transmission assembly includes a second driving gear and a second driven gear that mesh with each other. The second driving gear is connected to the first driven gear and is used to receive the rotational torque of the first driven gear.

10. The marine propulsion device according to claim 9, characterized in that, The second driven gear is coaxially arranged with the first driving gear.

11. The marine propulsion device according to claim 10, characterized in that, The diameter of the second driving gear is smaller than the diameter of the second driven gear.

12. The marine propulsion device according to claim 9, characterized in that, The second driven gear is offset from the first driving gear.

13. The marine propulsion device according to claim 12, characterized in that, The diameter of the second driving gear is larger than the diameter of the second driven gear.

14. The marine propulsion device according to any one of claims 1-13, characterized in that, The transmission assembly includes a belt drive component on the transmission path, which is used to slip the transmission when the propeller is overloaded.

15. The marine propulsion device according to claim 14, characterized in that, The belt drive assembly includes a first drive wheel, a second drive wheel, and a drive belt. The first drive wheel is used to receive rotational torque, and the second drive wheel is used to output rotational torque. The drive belt is sleeved on the first drive wheel and the second drive wheel.

16. The marine propulsion device according to claim 15, characterized in that, The second drive wheel is connected to the propeller.

17. The marine propulsion device according to claim 9, characterized in that, The axis of the second driving gear is perpendicular to the axis of the second driven gear.

18. The marine propulsion system according to claim 17, characterized in that, The axis of the second driven gear is coaxial with the axis of the propeller, and the axis of the propeller is perpendicular to the axis of the motor.

19. The marine propulsion device according to claim 9, characterized in that, The transmission assembly is further provided with a third speed change assembly, which is connected between the second driven gear and the propeller.

20. The marine propulsion system according to claim 19, characterized in that, The third transmission component is a gear transmission component.

21. The marine propulsion system according to claim 19, characterized in that, The third transmission assembly includes a third driving gear and a third driven gear that mesh with each other, and the third driving gear is connected to the second driven gear.

22. The marine propulsion device according to claim 21, characterized in that, The axis of the third driving gear is perpendicular to the axis of the third driven gear. The third driving gear is connected to the second driven gear, and the third driven gear is connected to the propeller.

23. The marine propulsion device according to claim 1, characterized in that: The first housing is filled with lubricating oil, which is used to lubricate the transmission components.

24. The marine propulsion device according to claim 4, characterized in that, The transmission protection component includes either a flexible coupling or a shock absorber, wherein the coupling or the shock absorber connects the first transmission assembly and the second transmission assembly.

25. The marine propulsion device according to claim 9, characterized in that: The transmission assembly further includes a third transmission assembly and a shifting assembly. The propeller drives the third transmission assembly and the second transmission assembly. The shifting assembly is disposed between the second transmission assembly and the third transmission assembly and is used to switch the transmission connection state between the second transmission assembly and the third transmission assembly and the first transmission assembly. The output speed of the second transmission assembly is less than the output speed of the third transmission assembly.

26. The marine propulsion device according to claim 25, characterized in that, The third transmission component is a gear transmission component.

27. The marine propulsion device according to claim 25, characterized in that: The third transmission assembly includes a third driving gear and a third driven gear that mesh with each other. The second driving gear and the third driving gear are coaxially arranged. The shifting assembly is disposed between the second driving gear and the third driving gear. The second driven gear and the third driven gear are coaxially arranged. The second driven gear and the third driven gear are used to drive the propeller.

28. The marine propulsion device according to claim 27, characterized in that: The transmission assembly further includes a fourth speed change assembly, which is drive-connected to the second speed change assembly and the third speed change assembly. The fourth speed change assembly is used to change the rotational speed output by the second speed change assembly or the third speed change assembly, and is drive-connected to the propeller.

29. The marine propulsion device according to claim 28, characterized in that: The fourth transmission assembly includes a fourth driving gear and a fourth driven gear that mesh with each other. The axis of the fourth driving gear is perpendicular to the axis of the fourth driven gear. The fourth driving gear drives and connects the second transmission assembly and the third transmission assembly.

30. The marine propulsion device according to claim 1, characterized in that: The transmission assembly further includes a second transmission assembly and a third transmission assembly. The third transmission assembly is drive-connected between the motor and the first transmission assembly. The third transmission assembly is used to convert the rotational speed output by the motor. The transmission protection component is connected between the first transmission assembly and the second transmission assembly. The transmission protection component includes a shifting structure and a friction structure. The shifting structure is used to switch the transmission connection state between the first transmission assembly, the second transmission assembly, and the third transmission assembly. The first transmission assembly and the second transmission assembly are used to convert the rotational speed output by the third transmission assembly. The friction structure is used to slip the transmission when the propeller is overloaded.

31. The marine propulsion device according to claim 30, characterized in that: The transmission assembly further includes a fourth transmission assembly, one side of which is connected to the first transmission assembly and the second transmission assembly, and the other side of which is connected to the propeller.

32. The marine propulsion device according to claim 31, characterized in that: The fourth transmission assembly includes a fourth driving gear and a fourth driven gear that mesh with each other. The axis of the fourth driving gear is perpendicular to the axis of the fourth driven gear. The fourth driving gear drives and connects the second transmission assembly and the first transmission assembly.

33. The marine propulsion device according to claim 29 or 32, characterized in that: The transmission assembly further includes a fifth transmission assembly, which is drively connected between the fourth transmission assembly and the propeller. The fifth transmission assembly includes a fifth driving gear and a fifth driven gear that mesh with each other. The fifth driving gear is connected to the fourth driven gear, and the axis of the fifth driving gear is perpendicular to the axis of the fifth driven gear, which is used to change the output direction of the transmission assembly.

34. The marine propulsion device according to claim 1, characterized in that: It also includes a filter connected between the second pipe and the third pipe and the circulation pump.

35. The marine propulsion device according to claim 1, characterized in that: The second pipe and the third pipe are also provided with a number of spray elements, which are located inside the motor and the first housing.

36. A ship, characterized in that, It includes a hull and a marine propulsion device as described in any one of claims 1-35, wherein the marine propulsion device is detachably connected to the hull.

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