Electric propeller and water area movable equipment

Abstract

An electric propeller and a water area mobile device wherein the electric propeller (100) comprises a clamp (11), a casing (12), an underwater power module (13) and a steering device (14); the clamp (11) is used for being fixed to a water area carrier (310), the clamp (11) is provided with a steering shaft (15), and the steering shaft (15) is provided with a first end (16) and a second end (17) opposite to the first end (16); the machine shell (12) is provided with a top (18), a bottom (19) opposite to the top (18) and a containing part (20) formed between the top (18) and the bottom (19). The top (18) is rotationally connected with the first end (16), the steering shaft (15) supports the top (18) in the axial direction of the steering shaft (15), and the bottom (19) is rotationally connected with the second end (17); the underwater power module (13) is connected to the bottom (19) and used for providing propulsive force; the steering device (14) comprises a motor (24) and a speed reduction assembly (25) which are fixed to the containing part (20). The motor (24) drives the steering shaft (15) to rotate relative to the machine shell (12) through the speed reduction assembly (25). The electric propeller is simple in structure and safe and labor-saving in steering control.

Description

Electric propellers and movable equipment in water areas Technical Field

[0001] The present application relates to the field of movable equipment in water areas, and in particular to an electric propeller and a movable equipment in water areas. Background Art

[0002] Some known movable devices in water (such as ships) are generally steered manually, that is, the direction of the propeller in the water is changed manually to achieve steering during navigation. This has the problem of laborious steering control and affects the user experience.

[0003] Summary of the Invention

[0004] The present application provides an electric propeller and a mobile device for use in water areas, so as to solve the problem of difficult steering and control in conventional mobile devices for use in water areas.

[0005] In a first aspect, the present application provides an electric propulsion device, comprising a clamp, a housing, an underwater power module and a steering device. The clamp is used to be fixed to a water body carrier, and the clamp is provided with a steering shaft, the steering shaft having a first end and a second end opposite to the first end. The housing has a top and a bottom opposite to the top, and a receiving portion formed between the top and the bottom. The top is rotatably connected to the first end, and the steering shaft supports the top along its axial direction, and the bottom is rotatably connected to the second end. The underwater power module is connected to the bottom for providing propulsion. The steering device comprises a motor and a reduction assembly fixed to the receiving portion. The motor drives the steering shaft to rotate relative to the housing via the reduction assembly.

[0006] The electric thruster in this application features a steering shaft that axially supports the top of the housing, thereby simultaneously supporting the underwater power module and steering device connected to the housing. The top and bottom of the housing are also rotatably coupled to the steering shaft. Furthermore, the motor, through a reduction gear assembly, drives the steering shaft to rotate relative to the housing, enabling the electric thruster to conveniently and effortlessly achieve steering motion around its steering shaft.

[0007] In a second aspect, the present application provides a movable device for use in water areas, comprising a water area carrier and the aforementioned electric propeller, wherein a clamp of the electric propeller is connected to the water area carrier. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without paying any creative work.

[0009] FIG1 is a schematic structural diagram of a mobile device for use in water areas according to an embodiment of the present application;

[0010] FIG2 is a schematic structural diagram of the electric propulsion device in FIG1 ;

[0011] FIG3 is an enlarged view of point A of the electric propeller in FIG2 ;

[0012] FIG4 is a schematic structural diagram of another embodiment of a deceleration assembly of an electric propeller of the present application;

[0013] FIG5 is a schematic structural diagram of another embodiment of a deceleration assembly of an electric propeller of the present application;

[0014] FIG6 is a schematic structural diagram of another embodiment of a deceleration assembly of an electric propeller of the present application;

[0015] FIG7 is a schematic structural diagram of another embodiment of a deceleration assembly of an electric propeller of the present application;

[0016] FIG8 is a schematic structural diagram of another embodiment of a deceleration assembly of an electric propeller of the present application;

[0017] FIG9 is a schematic structural diagram of another embodiment of a deceleration assembly of an electric propeller of the present application;

[0018] FIG10 is a schematic structural diagram of another embodiment of a deceleration assembly of an electric propeller of the present application;

[0019] FIG11 is a schematic diagram showing the locking mechanism of the deceleration assembly of the electric propeller of the present application when the locking mechanism is set in another position.

[0020] Description of main component symbols:

[0021] Water area movable equipment 300

[0022] Waters Carrier 310

[0023] Electric thruster 100

[0024] Fixture 11

[0025] Case 12

[0026] Underwater power module 13

[0027] Steering device 14

[0028] Steering shaft 15

[0029] First end 16

[0030] Second end 17

[0031] Top 18

[0032] Bottom 19

[0033] Storage Section 20

[0034] Bottom shell 21

[0035] Propeller 22

[0036] Propulsion motor 23

[0037] Motor 24

[0038] Reduction components 25,91,92,93,94,96,97,98

[0039] Fixed bracket 26

[0040] Rotating bracket 27

[0041] Warping drive component 28

[0042] Transverse section 29

[0043] Vertical extension section 30

[0044] Axis cylinder 31

[0045] Shaft 32

[0046] First extension arm 33

[0047] Second extension arm 34

[0048] First vibration damping mount 35

[0049] Second vibration damping mount 36

[0050] Machine bracket 37

[0051] Shell 38

[0052] Steering shaft hole 39

[0053] Limiting boss 40

[0054] Steering bearing 41

[0055] Via 42

[0056] Sealing ring 43

[0057] Steering bracket 44

[0058] Bracket shaft hole 45

[0059] Transmission limit bearing 46

[0060] Steering control circuit board 47

[0061] Control tiller 48

[0062] First gear 49

[0063] Second gear 50

[0064] Inner ring portion 51

[0065] Tooth portion 52

[0066] First screw rod 53

[0067] First nut 54

[0068] Second screw rod 55

[0069] Second nut 56

[0070] First transmission mechanism 57

[0071] Second transmission mechanism 58

[0072] Swing arm 59

[0073] Nut set 60

[0074] Strip groove 61

[0075] Sliding pin 62

[0076] Slider 63

[0077] Chute 64

[0078] Shaft 65

[0079] Gear 66

[0080] Rack 67

[0081] Planetary gear reduction mechanism 68

[0082] Worm gear mechanism 70

[0083] Coaxial two-stage gear reduction mechanism 71

[0084] First planetary gear reduction mechanism 72

[0085] Second planetary gear reduction mechanism 73

[0086] Locking mechanism 74

[0087] Brake pads 75

[0088] Brake holding assembly 76

[0089] Clutch 77

[0090] Connecting rod 78

[0091] Harness 79

[0092] Matching hole 80

[0093] Motor shaft 81 DETAILED DESCRIPTION

[0094] The technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments.

[0095] It should be noted that when an element is referred to as being "fixed to" another element, it may be directly on the other element or there may also be an element centered therein. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may also be an element centered therein. When an element is considered to be "set on" another element, it may be directly set on the other element or there may also be an element centered therein. The terms "vertical", "horizontal", "left", "right" and similar expressions used herein are for illustrative purposes only.

[0096] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this application belongs. The terms used herein in the specification of this application are only for the purpose of describing specific embodiments and are not intended to limit this application. The term "or / and" as used herein includes any and all combinations of one or more of the relevant listed items.

[0097] Some embodiments of the present application are described in detail. In the absence of conflict, the following embodiments and features of the embodiments can be combined with each other.

[0098] Example

[0099] 1 , this embodiment provides a movable device 300 for use in water areas, including a water area carrier 310 and an electric propeller 100 . The electric propeller 100 is connected to the water area carrier 310 and is used to propel the movable device 300 for use in water areas.

[0100] The movable device 300 in this embodiment can be a passenger ship, yacht, or other vessel, the corresponding carrier 310 being the hull, and the electric propeller 100 being an outboard motor. Of course, the movable device 300 can also be a fishing boat, a sailboat, or other vessel. The movable device 300 can also be an amphibious transport vehicle, an unmanned patrol vessel, or a water drone, without limitation.

[0101] 2 , the electric propulsion device 100 in this embodiment includes a clamp 11 , a housing 12 , an underwater power module 13 and a steering device 14 .

[0102] 2 and 3 , the fixture 11 is used to be fixed to a water vehicle 310 (water vehicle 310 is shown in FIG1 , and the same applies below), for example, to the rear of the water vehicle 310, so as to mount the electric propeller 100 to the water vehicle 310. The fixture 11 is provided with a steering shaft 15, which has a first end 16 and a second end 17 opposite the first end 16. In the illustrated state, the first end 16 is the upper end of the steering shaft 15, and the second end 17 is the lower end of the steering shaft 15.

[0103] The housing 12 has a top 18 and a bottom 19 opposite the top 18, and a receiving portion 20 formed between the top 18 and the bottom 19. The top 18 is rotatably connected to the first end 16, and the steering shaft 15 supports the top 18 along its axial direction. The bottom 19 is rotatably connected to the second end 17. The steering shaft 15 supports the top 18, so that the load of the entire underwater power module 13 is transmitted to the steering shaft 15 through the housing 12. The steering shaft 15 only bears load in the axial direction, and thus does not bear load in the radial direction, thereby improving the steering efficiency of the steering shaft 15.

[0104] The underwater power module 13 is connected to the bottom 19 and is used to provide propulsion. In this embodiment, the underwater power module 13 includes a bottom shell 21, a propeller 22, and a propulsion motor 23. The bottom shell 21 is connected to the bottom 19, and the propulsion motor 23 is fixedly connected to the bottom shell 21. The propulsion motor 23 is connected to the propeller 22 to drive the propeller 22 to generate propulsion. In other embodiments, the underwater power module 13 can also be other structures for providing propulsion, which is not limited here.

[0105] The steering device 14 includes a motor 24 and a reduction assembly 25 fixed to the receiving portion 20 . The motor 24 drives the steering shaft 15 to rotate relative to the housing 12 via the reduction assembly 25 .

[0106] In this embodiment, the electric propeller 100 has a steering shaft 15 that axially supports the top 18 of the housing 12, thereby simultaneously supporting the underwater power module 13 and the steering device 14 connected to the housing 12. Furthermore, the top 18 and bottom 19 of the housing 12 are rotatably coupled to the steering shaft 15. Furthermore, the motor 24 drives the steering shaft 15 to rotate relative to the housing 12 via the reduction assembly 25, enabling the electric propeller 100 to conveniently and labor-savingly achieve steering motion about its steering shaft 15.

[0107] When steering is required, the motor 24 drives the housing 12 to rotate relative to the steering shaft 15 via the reduction gear assembly 25, thereby changing the orientation of the underwater power module 13 connected to the housing 12, changing the direction of the propulsion provided by the underwater power module 13, and thus driving the water vehicle 310 to steer. In some known technologies, manual steering can be laborious and affect the user experience. In addition, manual steering angles are difficult to accurately and stably control. When the mobile device is moving at high speed in water, unstable steering control may cause safety accidents.

[0108] Some other known technologies use hydraulic steering structures to achieve steering, which have problems of complex structure or large volume / weight, affecting the space utilization of movable equipment in water areas.

[0109] The movable device 300 in the water area of ​​this embodiment uses a motor 24 to drive the steering, which saves effort and is relatively easy to achieve precise angle steering control. It is understandable that when the overall weight of the electric propeller 100 is large, traditional electric power steering is difficult to drive the steering, so it is necessary to use a high-speed motor 24 to output the steering force to the electric propeller 100. However, the steering angle of the electric propeller 100 is limited and is not well compatible with the high-speed motor 24. Therefore, in this embodiment, a reduction assembly 25 with a high reduction ratio is used to reduce the speed of the high-speed motor 24 and increase the output torque arm to achieve effective steering of the electric propeller 100 within a certain angle range. That is, the reduction assembly 25 reduces the rotational torque of the motor 24 and increases the torque to increase the driving force of the motor 24, thereby achieving electric power steering for the heavy electric propeller 100.

[0110] In this embodiment, the load-bearing portion of the housing 12 is optionally formed by a casting process. The housing 12 can not only effectively support the underwater power module 13, but also effectively protect the steering device 14 and provide support for the motor 24, facilitating the motor 24 to effectively output steering force. The outer surface of the housing 12 is corrosion-resistant and waterproof.

[0111] In this embodiment, the electric propeller 100 is also provided with a wiring harness 79, one end of which is used to connect to the electrical device (such as the motor 24) in the housing 12, and the other end extends from the housing 12 and is used to connect to the power supply or controller on the movable device 300 in the water area to realize signal transmission or power supply.

[0112] Continuing with Figures 2 and 3 , in this embodiment, the fixture 11 is configured to have a structure capable of tilting the housing 12 and underwater power module 13 of the electric propulsion unit 100 relative to the water body 310. The fixture 11 includes a fixed bracket 26 and a rotating bracket 27. The fixed bracket 26 is fixed to the water body 310. The rotating bracket 27 is rotatably connected to the fixed bracket 26, with the rotation axis perpendicular to the steering shaft 15. The steering shaft 15 is fixed to the rotating bracket 27 and can tilt relative to the fixed bracket 26 along with the rotating bracket 27.

[0113] In this way, when it is necessary to lift the vehicle, a lifting drive component 28 (such as a lifting drive hydraulic cylinder) is used to drive the rotating bracket 27 to rotate relative to the fixed bracket 26, thereby driving the steering shaft 15 and the casing 12 connected to the steering shaft 15 and the underwater power module 13 to rotate and lift the vehicle together.

[0114] In this embodiment, the rotating bracket 27 includes a transverse section 29 and a vertical section 30. One end of the transverse section 29 is used to rotate and connect to the water area carrier 310, and the other end is connected to the vertical section 30 to form a "7"-shaped rotating bracket 27. The two ends of the vertical section 30 are respectively connected to the two ends of the steering shaft 15 in a floating manner. The steering shaft 15 includes a shaft cylinder 31 and a shaft rod 32 inserted into one end of the shaft cylinder 31. The shaft cylinder 31 is connected to the vertical section 30. The shaft rod 32 forms a first end 16, and the shaft cylinder 31 forms a second end 17 away from the end of the shaft rod 32. In the steering shaft 15, the shaft rod 32 mainly bears the steering force, and it can be set as a solid structural member. By setting the shaft rod 32 separately, it can be ensured that the shaft rod 32 has high rigidity and strength, thereby increasing the load capacity.

[0115] A first extension arm 33 and a second extension arm 34 are provided at both ends of the shaft tube 31, and a first vibration damping suspension 35 and a second vibration damping suspension 36 are provided at both ends of the vertical extension section 30 respectively. The first extension arm 33 is connected to the first vibration damping suspension 35, and the second extension arm 34 is connected to the second vibration damping suspension 36.

[0116] The steering shaft 15 can be floatingly supported and connected by the first vibration-damping suspension 35 and the second vibration-damping suspension 36, which can buffer the transmission of vibration from the underwater power module 13 to the clamp 11 through the steering shaft 15, thereby reducing the impact of the vibration of the underwater power module 13 on the water body 310 and improving the riding experience of the driver and passengers.

[0117] The clamp 11 in this embodiment can also be changed to adopt other structures to achieve tilting, such as overall vertical lifting, partial rotation tilting with only the electric propeller 100 located underwater, or other tilting methods, which are not limited here.

[0118] Furthermore, in some situations where the warping function is not required, the clamp 11 may also be configured as a structure without the warping function.

[0119] Continuing to refer to Figures 2 and 3, in this embodiment, the housing 12 includes a whole-machine bracket 37 and an outer shell 38. The whole-machine bracket 37 can be made of a material with good rigidity (such as metal materials such as aluminum alloy) and mainly plays a structural role; the outer shell 38 is attached to the outer surface of the whole-machine bracket 37 and can be made of corrosion-resistant / weather-resistant materials (such as plastic materials) to include the whole-machine bracket 37 and / or play an appearance decoration role. The whole-machine bracket 37 and the outer shell 38 can be firmly connected by a fitting method. The whole-machine bracket 37 bears the load, and the outer shell 38 has the functions of corrosion resistance, waterproofness and high temperature resistance.

[0120] The aforementioned top portion 18 and bottom portion 19 are provided on the complete machine support 37. A steering shaft hole 39 is provided on the top portion 18, and a limiting boss 40 is provided around the first end 16 of the steering shaft 15. The steering device 14 also includes a steering bearing 41 that abuts against the limiting boss 40 and engages with the first end 16 and the steering shaft hole 39. The steering bearing 41 allows the complete machine support 37 to rotate relative to the steering shaft 15.

[0121] In this embodiment, a through-hole 42 is defined on the surface of the top portion 18 facing the bottom portion 19. The first end 16 of the steering shaft 15 passes through the through-hole 42 and extends into the housing 20 for connection to the reduction gear assembly 25. The steering shaft hole 39, formed by the radially outward expansion of the portion of the through-hole 42 away from the bottom portion 19, is used to receive a steering bearing 41, which is rotationally engaged with a stop boss 40 on the first end 16. Within the housing 20, the side of the steering bearing 41 facing the bottom portion 19 abuts both the bottom of the steering shaft hole 39 and the stop boss 40. The housing 20 also includes a pressure plate that covers the steering bearing 41. The pressure plate is screwed to the complete machine support 37, securing the outer ring of the steering bearing 41 to the complete machine support 37 while maintaining a rotational engagement with the inner ring of the steering bearing 41 about the axis of the steering shaft 15. The inner and outer rings of the steering bearing 41 provide radial thrust support and also provide axial thrust support parallel to the steering shaft 15. The inner ring of the steering bearing 41 remains fixed to the shaft 32, and transfers the load borne by the whole machine bracket 37 to the shaft 32. The shaft 32 transfers the load to the shaft cylinder 31, and the shaft cylinder 31 is then stabilized with the rotating bracket 27 via the first vibration-damping mount 35 and the second vibration-damping mount 36, thereby achieving effective support for the underwater power module 13 and the steering device 14 on the entire casing 12. In this embodiment, the steering shaft 15 is connected to the reduction assembly 25 through its shaft 32. The aforementioned limiting boss 40 is provided on the circumferential side of the shaft 32 to cooperate with the steering bearing 41. The steering bearing 41 is a thrust bearing, thereby achieving the transfer of the load of the electric propeller 100 to the shaft 32, and achieving the axial support of the steering shaft 15 for the casing 12, the underwater power module 13 and the steering device 14.

[0122] Optionally, a sealing ring 43 is provided between the through-hole 42 and the steering shaft 15 to provide a rotational seal between the top portion 18 and the steering shaft 15. This ensures the sealing of the interior of the housing 12 and protects the components therein (such as the motor 24 and the reduction assembly 25) from water corrosion or other influences. In this embodiment, the sealing ring 43 is sleeved around the outer circumference of the shaft 32 and circumferentially abuts the surface of the through-hole 42 to achieve a seal between the steering shaft 15 and the complete machine bracket 37, ensuring a good sealing effect.

[0123] In this embodiment, the second end 17 of the steering shaft 15 is rotatably engaged with the bottom 19 of the complete machine bracket 37. Optionally, the bottom 19 defines a mating hole 80 facing the top 18, and the lower end of the shaft tube 31 of the steering shaft 15, which defines the second end 17, extends into and rotatably engages within the mating hole 80. For example, the lower end of the shaft tube 31 may be rotatably engaged with the mating hole 80 via its outer circumferential surface, or may be rotatably engaged within the mating hole 80 via a sliding bearing.

[0124] In this embodiment, the steering device 14 further includes a steering bracket 44, which is fixed to the whole machine bracket 37 and has a bracket shaft hole 45 that cooperates with the first end 16. The steering device 14 also includes a transmission limit bearing 46, which is disposed between the steering bracket 44 and the reduction assembly 25. In some embodiments, the bracket shaft hole 45 of the steering bracket 44 opens downward, and the first end 16 of the steering shaft 15 extends upward into the bracket shaft hole 45 to connect to the portion of the reduction assembly 25 extending into the bracket shaft hole 45. The portion of the reduction assembly 25 extending into the bracket shaft hole 45 (such as the second gear 50 shown in FIG. 3, which will be described in detail below) is rotationally engaged with the steering bracket 44 via the transmission limit bearing 46, thereby achieving rotational engagement of the steering shaft 15 relative to the steering bracket 44 and even the housing 12.

[0125] In this embodiment, the steering device 14 further includes a steering control circuit board 47 fixed to the steering bracket 44 . The steering control circuit board 47 is electrically connected to the motor 24 for controlling the operation of the motor 24 .

[0126] In other embodiments, the steering control circuit board 47 may also be set at other locations, such as on the fixture 11, on the water area carrier 310, etc., which is not limited here.

[0127] In this embodiment, optionally, the electric propeller 100 may further include a steering tiller 48 , which is connected to the side of the housing 12 facing the water body 310 , so as to facilitate the driver to apply steering control to the movable device 300 in the water area.

[0128] The specific steering control process can be as follows: the driver applies a steering action to the tiller 48. This steering action is sensed by a sensor and generates a sensing signal. This sensing signal is processed to generate a steering control signal. The steering control signal is transmitted to the steering control circuit board 47. The steering control circuit board 47 controls the motor 24 to output a rotational torque based on the steering control signal. The motor 24, under the control of the control signal, outputs the rotational torque to the reduction assembly 25. The reduction assembly 25 then converts the rotational torque of the motor 24 into a steering torque within a preset angle range, thereby driving the electric propeller 100 to steer about the steering shaft 15. The steering action can be of various types, such as swinging or twisting the tiller 48. The steering action can be small to reduce the force required for the driver to steer. Of course, the steering control signal can also be generated by the steering wheel on the water vehicle 310 outputting a rotational torque, which is converted by the sensor into a rotational angle value, which is then processed into a steering control signal for the electric propeller 100. In other embodiments, preset operation control program data can also be used as steering control input to achieve automatic steering of the mobile device 300 in a predetermined manner.

[0129] In this embodiment, the deceleration assembly 25 includes a first transmission mechanism 57 and a second transmission mechanism 58. The motor 24 is connected to the first transmission mechanism 57, which is in turn connected to the second transmission mechanism 58. The second transmission mechanism 58 is connected to the steering shaft 15. The first transmission mechanism 57 is used to decelerate and amplify the rotational torque of the motor 24, and the second transmission mechanism 58 is used to transmit the amplified torque of the first transmission mechanism 57 to the steering shaft 15.

[0130] As shown in Figure 3, the first transmission mechanism 57 includes a planetary gear reduction mechanism 68, and the second transmission mechanism 58 includes a first gear 49 and a second gear 50 that mesh with each other. The planetary gear reduction mechanism 68 is connected to the motor 24 to reduce speed and increase torque of the motor 24's output. The first gear 49 is connected to the output end of the planetary gear reduction mechanism 68, and the steering shaft 15 is connected to the center axis of the second gear 50. The gear shaft of the second gear 50 is fixedly connected to the second gear 50 so that the second gear 50 can rotate synchronously with the steering shaft 15. The first gear 49 and the second gear 50 cooperate to form a reduction gear set, which is used to further reduce speed and increase torque after the planetary gear reduction mechanism 68 reduces speed and increases torque, while also transmitting the output to the steering shaft 15. Optionally, the second gear 50 can be configured as a sector gear with a certain curvature, depending on the desired steering angle. By configuring the second gear 50 as a sector gear rather than a full gear, a larger diameter second gear 50 can be obtained within a given installation space, thereby achieving a larger reduction ratio and a sufficient reduction and torque increase effect.

[0131] The second gear 50 may include a middle inner ring portion 51 and a tooth portion 52 connected to the outside of the inner ring portion 51, the tooth portion 52 is engaged with the first gear 49, the inner ring portion 51 extends axially beyond the upper and lower surfaces of the tooth portion 52, and the portion of the inner ring portion 51 located above and below the tooth portion 52 is respectively rotatably engaged in the bracket shaft hole 45 by a transmission limit bearing 46.

[0132] In the embodiment shown in FIG3 , the steering shaft 15 is parallel to the motor shaft 81. The planetary gear reduction mechanism 68 is used to reduce the speed output by the motor shaft 81. This allows for optimizing the space occupied by the reduction assembly 25, the motor 24, and the steering shaft 15 when stacked, while maintaining a high reduction ratio. This facilitates the arrangement of other components within the housing 20. Furthermore, the motor shaft 81 is parallel to the steering shaft 15, facilitating torque transmission by the reduction assembly 25 and improving torque transmission efficiency. Furthermore, the motor 24 and the planetary gear reduction mechanism 68 are arranged side by side with the steering shaft, reducing the overall length and layout space required for the stacked motor 24, planetary gear reduction mechanism 68, first gear 49, second gear 50, and steering shaft 15. The coaxial arrangement of the motor shaft 81 and the main axis of the planetary gear reduction mechanism 68 reduces the overall outer diameter of the stacked planetary gear reduction mechanism 68 and motor 24, improving space utilization within the housing 20. This allows for a compact arrangement of components within the housing 20 and reduces the volume of the electric propulsion unit 100 within the housing 12.

[0133] Of course, in other embodiments, the planetary gear reduction mechanism 68 can also be replaced by other gear sets, or the planetary gear reduction mechanism 68 can be removed when the reduction ratio requirement is not high. The reduction components that increase the torque transmitted to the steering shaft 15 after the motor 24 is decelerated belong to the embodiments of the present application, such as some optional embodiments shown in Figures 4-11.

[0134] To facilitate the distinction from the deceleration assembly 25 shown in Figure 3 and to distinguish from each other, the deceleration assemblies in the various embodiments shown in Figures 4 to 11 below are distinguished by numbers. Specifically, the deceleration assemblies in the various embodiments of Figures 4 to 11 are deceleration assembly 91, deceleration assembly 92, deceleration assembly 93, deceleration assembly 94, deceleration assembly 96, deceleration assembly 97 and deceleration assembly 98 respectively.

[0135] Referring to Figure 4, the difference between the reduction assembly 91 in this embodiment and the reduction assembly 25 is that the first transmission mechanism 57 and the second transmission mechanism 58 are different. In the reduction assembly 91, the first transmission mechanism 57 includes a first screw rod 53 and a first nut 54, and the second transmission mechanism 58 includes a second screw rod 55 and a second nut 56. The first screw rod 53 is rotatably connected to the steering bracket 44 through its two ends, and the second screw rod 55 is rotatably connected to the steering bracket 44 through its two ends. The first screw rod 53 and the steering bracket 44 can be rotatably connected by bearings, and the second screw rod 55 and the steering bracket 44 can also be rotatably connected by bearings. The first screw rod 53 is driven by the motor 24 to rotate relative to the steering bracket 44. Since the steering bracket 44 and the housing 12 are fixed to each other, the first screw rod 53 can also be considered to rotate relative to the housing 12. The first nut 54 engages with the first screw 53, the second nut 56 is fixed side by side with the first nut 54, and the second screw 55 engages with the second nut 56, which is coaxially fixed to the steering shaft 15. The lead of the first screw 53 is much smaller than the lead of the second screw 55, thereby achieving a high reduction ratio and thus achieving torque amplification output. By controlling the lead, the reduction ratio of the reduction assembly 91 can be controlled. Because the lead of the first screw 53 is small, when the first screw 53 is driven by the high-speed motor, the first screw 53 rotates a large angle, which is transferred to the first nut 54, causing the first nut 54 to move a small linear distance. The first nut 54 will drive the second nut 56 to move linearly the same distance synchronously, so that the second nut 56 drives the second screw 55 to rotate. However, since the second nut 56 only moves a small distance linearly, and the lead of the second screw 55 is much smaller than the lead of the second screw 55, the linear displacement of the second nut 56 is converted to the second screw 55, causing the second screw 55 to rotate only a small angle, thereby reducing the rotation rate of the second screw 55 and increasing the rotation torque. The second screw 55 is fixed to the steering shaft 15, and the rotation torque of the second screw 55 is transmitted to the steering shaft 15, that is, the housing 12 is turned relative to the clamp 11 with the help of the motor 24 and the reduction assembly 25. In Figure 4, the first screw 53 is parallel to the second screw 55. At this time, the arrangement of the reduction assembly 91 can refer to Figure 3, that is, the axis of the motor 24, the length direction of the first screw 53, the length direction of the second screw 55 and the axis of the steering shaft 15 are parallel. The first screw rod 53 is coaxially connected to the motor 24 , the second screw rod 55 is coaxially connected to the steering shaft 15 , and the first nut 54 and the second nut 56 can be fixed to each other via a connecting rod 78 perpendicular to the first screw rod 53 and the second screw rod 55 .

[0136] With this structure of the reduction gear assembly 91, the rotational output of the motor 24 drives the first screw 53 to rotate, which in turn drives the linear displacement of the first nut 54. Furthermore, since the first nut 54 and the second nut 56 are fixed together by the connecting rod 78, the linear displacement of the first nut 54 synchronizes the position of the second nut 56, thereby driving the rotation of the second screw 55. Because the lead of the first screw 53 is much smaller than that of the second screw 55, the rotational output of the second screw 55 achieves significant deceleration and torque amplification.

[0137] This embodiment adopts a parallel first screw rod 53 and a second screw rod 55, which reduce the space occupied in the direction perpendicular to the length direction of the first screw rod 53 / the second screw rod 55 (the horizontal direction in the figure), which is conducive to reducing the horizontal size of the housing 12. At the same time, the overall weight of the screw-nut structure is relatively small, which is also conducive to reducing the weight of the electric propeller 100. In addition, the first screw rod 53 and the second screw rod 55 are arranged to be parallel to the steering shaft 15 and the motor shaft 81, and can be conveniently arranged to be coaxial with the motor shaft 81 and the first screw rod 53, and the second screw rod 55 and the steering shaft 15, and the two sets of coaxial structures at least partially overlap in the horizontal direction (perpendicular to the axial direction of the steering shaft 15), thereby obtaining a reduced axial stacked total size, which is conducive to reducing the vertical size of the electric propeller 100.

[0138] In the embodiment shown in FIG4 , the second screw rod 55 is optionally configured to prohibit rotation due to the linear drive of the second nut 56 when the motor 24 stops outputting torque. That is, the second screw rod 55 and the second nut 56 can achieve self-locking in reverse transmission, that is, the axial force applied to the second nut 56 cannot cause the second nut 56 to move relative to the second screw rod 55, and thus cannot drive the second screw rod 55 to rotate. In this way, the steering position can be maintained after the steering is completed, preventing the electric propeller 100 from rebounding or damaging the deceleration assembly 91 due to the resistance generated by the movement of the movable device 300 in the water area.

[0139] Referring to Figure 5, in the reduction assembly 92 of this embodiment, the first transmission mechanism 57 includes a first screw rod 53 driven by the motor 24 to rotate and a first nut 54 engaged with the first screw rod 53. Wherein, the two ends of the first screw rod 53 are rotatably connected to the steering bracket 44. Since the steering bracket 44 and the housing 12 are fixed to each other, the first screw rod 53 can also be considered to be rotatably connected to the housing 12. The motor shaft 81 of the motor 24 can be coaxial or non-coaxial with the first screw rod 53. For the situation where the motor 24 is not coaxially connected to the first screw rod 53, the motor 24 can be indirectly connected to the first screw rod 53 through other structures that can change the transmission direction (such as a bevel gear mechanism, a worm gear mechanism, etc.).

[0140] The second transmission mechanism 58 is connected between the first nut 54 and the steering shaft 15, and is used to convert the linear displacement of the first nut 54 into the rotation of the steering shaft 15. The steering shaft 15 can be rotatably engaged with the steering bracket 44 (see Figure 3) through the transmission limit bearing 46. In this embodiment, the second transmission mechanism 58 serves as a mechanism for motion conversion. The second transmission mechanism 58 does not accelerate the movement rate of the first nut 54 and then transmit it to the steering shaft 15. That is, the second transmission mechanism 58 converts the linear displacement torque of the first nut 54 into a rotational torque and transmits it to the steering shaft 15. The movement rate of the steering shaft 15 is less than or equal to the movement rate of the first nut 54, thereby realizing the deceleration and torque-increasing effect of the deceleration component 92 on the steering shaft 15.

[0141] In one embodiment, as shown in FIG5 , the second transmission mechanism 58 includes a swing arm 59. One end of the swing arm 59 is fixedly connected to the steering shaft 15, and the other end is slidably and rotatably engaged with the first nut 54. This allows linear displacement of the first nut 54 to cause the swing arm 59 to swing, thereby driving the steering shaft 15 to rotate relative to the housing 12. The second transmission mechanism 58 includes a nut sleeve 60 that fits over the first nut 54. The nut sleeve 60 is annular, allowing it to be sleeved over the first nut 54. A strip groove 61 is defined in the nut sleeve 60, extending perpendicularly or obliquely to the length of the first screw rod 53. A sliding pin 62 is provided at the end of the swing arm 59 distal from the steering shaft 15. The sliding pin 62 slidably and rotatably engages with the strip groove 61. Optionally, one end of the swing arm 59 at least partially overlaps the nut sleeve 60. This reduces the distance between the first screw rod 53 and the steering shaft 15 while ensuring a torque-increasing effect, thereby improving the compactness of the structural layout and minimizing space consumption.

[0142] Furthermore, the strip groove 61 can be formed on a flat surface of the outer surface of the nut housing 60. One end of the swing arm 59 can be supported on the nut housing 60 and form a flat fit with the flat surface. This allows the swing arm 59 to distribute the load applied to the steering shaft 15 to the nut housing 60. Furthermore, the swing arm 59 can press against the nut housing 60, facilitating the linear guidance of the nut housing 60 relative to the first screw rod 53.

[0143] In this way, the motor 24 drives the first screw 53 to rotate, thereby driving the first nut 54 and the nut sleeve 60 connected to the first nut 54 to slide along the axial direction of the first screw 53. The sliding of the nut sleeve 60, through the cooperation between the strip groove 61 and the sliding pin 62, drives the swing arm 59 to swing, thereby driving the steering shaft 15 to rotate relative to the rotating housing 12. The reaction force causes the housing 12 to rotate about the steering shaft 15, thereby steering the electric underwater power module 13. In other embodiments, the nut sleeve may be provided with a sliding pin, and the end of the swing arm may be provided with a sliding groove, so that the sliding pin on the nut sleeve slidably cooperates with the sliding groove of the swing arm.

[0144] In this embodiment, by using the first screw rod 53 with a smaller lead, the higher speed output of the motor 24 drives the linear displacement rate of the first nut 54 to decrease, and then the steering shaft 15 is driven to rotate through the swing arm 59. By overlapping the swing arm 59 on the nut sleeve 60, the swing arm 59 can be extended without increasing the overall width, so that the torque of the swing arm 59 is increased without affecting the volume, thereby realizing the deceleration and torque increase of the electric steering.

[0145] It is understandable that in other embodiments, based on the embodiment of Figure 5, the second transmission mechanism 58 can be provided with a secondary reduction mechanism, and the secondary reduction mechanism is connected to the nut sleeve 60 and the swing arm 59. The secondary reduction mechanism further reduces the speed of the linear displacement of the nut sleeve 60, thereby transmitting the reduced speed motion torque to the swing arm 59.

[0146] In other embodiments, the swing arm 59 in the embodiment of Figure 5 can also be replaced with a swing plate, a linear slide groove is set on the swing plate, and the nut sleeve 60 is used to slide with the slide groove on the swing plate to achieve the nut sleeve 60 driving the swing plate to rotate, and the swing plate drives the steering shaft 15 to rotate.

[0147] Referring to FIG6 , in the reduction assembly 93 of this embodiment, the first transmission mechanism 57 similarly utilizes the cooperation of the first screw 53 and the first nut 54 to achieve linear torque output by the first nut 54. The primary difference between this embodiment and the reduction assembly 92 of FIG5 lies in the second transmission mechanism 58. The first screw 53 can also be rotatably engaged with the steering bracket 44 at both ends. In FIG6 , the second transmission mechanism 58 includes a slider 63 having a slot 64 and a rotating shaft 65. The slot 64 extends through the slider 63 in a direction parallel to the swing arm 59. One end of the swing arm 59 slidably engages with the slot 64. The slider 63 is rotationally connected to the first nut 54 via the rotating shaft 65. For example, the rotating shaft 65 is rotationally connected to the slider 63, for example, by providing a rotational mounting hole in the slider 63, with the rotating shaft 65 rotatably engaging the rotational mounting hole. The axial direction of the rotating shaft 65 is parallel to the steering shaft 15. The first nut 54 is connected to the first nut 54 via a connecting rod 78.

[0148] In this manner, the motor 24 drives the first screw rod 53 to rotate, which in turn drives the first nut 54 to linearly displace. The linear displacement of the first nut 54, through the transmission of the slider 63 and the swing arm 59, drives the steering shaft 15 to rotate, thereby achieving steering. The swing arm 59 and the first screw rod 53 can be staggered and overlapped, thereby increasing the sliding distance of the swing arm 59 relative to the slider 63 and the length of the fit between the slider 63 and the swing arm 59, thereby increasing the sliding stroke and ensuring sliding stability. This allows the swing arm 59 to achieve a larger rotation angle and greater torque, while effectively ensuring a reduced overall layout volume.

[0149] In this embodiment, by using the first screw rod 53 with a smaller lead, the higher speed output of the motor 24 drives the first nut 54 to reduce the linear displacement rate, and then the slider 63 is driven by the rotating shaft 65 to perform a linear displacement along the length direction parallel to the first screw rod 53, and then the steering shaft 15 is driven to rotate through the swing arm 59, thereby achieving deceleration and torque increase.

[0150] In this embodiment, when the sizes of the components of the deceleration assembly 93 are determined, the swing arm 59 can be conveniently rotated around the rotating shaft 65 to adjust the distance between the steering shaft 15 connected to the end of the swing arm 59 and the first screw rod 53, which provides high layout flexibility.

[0151] Referring to Figure 7 , in the reduction assembly 94 of this embodiment, the first transmission mechanism 57 similarly achieves linear motion output through the cooperation of the first screw 53 and the first nut 54; the first screw 53 can also be rotatably engaged with the steering bracket 44 at both ends. The second transmission mechanism 58 of the reduction assembly 94 includes a gear 66 and a rack 67. The rack 67 is fixed to the first nut 54, and the gear 66 and the rack 67 mesh with each other. The gear 66 is fixedly connected to the steering shaft 15. The rack 67 has a flat surface on one side and a toothed surface on the other. The rack 67 can be welded to the side of the first nut 54 with its flat surface, and meshed with the gear 66 with its toothed surface.

[0152] In this embodiment, by using the first screw rod 53 with a smaller lead, the higher speed output of the motor 24 drives the first nut 54 and the rack 67 to have a smaller linear displacement, thereby driving the gear 66 and the steering shaft 15 to rotate a smaller angle, thereby achieving deceleration and torque increase.

[0153] In the deceleration assembly 94 of this embodiment, the extension direction of the rack 67 is parallel to the length direction of the first screw rod 53. The rack 67 and the first screw rod 53 occupy a small lateral space, and the required deceleration ratio can be easily obtained by designing the meshing gear ratio of the rack 67 and the gear 66.

[0154] As shown in the deceleration assembly 96 in Figure 8, the first transmission mechanism 57 is provided with a planetary gear reduction mechanism 68, and the second transmission mechanism 58 is provided with a worm gear mechanism 70. The planetary gear reduction mechanism 68 is connected to the motor 24, and the worm gear mechanism 70 receives the torque of the planetary gear reduction mechanism 68 and is connected to the steering shaft 15 to drive the steering shaft 15 to rotate.

[0155] Specifically, the planetary gear reduction mechanism 68 is rotatably coupled to the steering bracket 44. The motor 24 is coaxially connected to the input end of the planetary gear reduction mechanism 68, and the output end of the planetary gear reduction mechanism 68 is connected to the worm of a worm gear mechanism 70. The worm of the worm gear mechanism 70 is coaxially connected to the steering shaft 15. Furthermore, the output end of the planetary gear reduction mechanism 68, the output shaft of the motor 24, and the rotation axis of the worm are coaxial, thereby reducing the dimensions of the motor 24, the planetary gear reduction mechanism 68, and the worm in a direction perpendicular to the output shaft of the motor 24, thereby facilitating a reduction in the size of the electric propeller 100. Furthermore, in addition to achieving further speed reduction, the worm gear mechanism 70 also provides self-locking, i.e., it maintains the steering position after steering is completed, preventing the electric propeller 100 from rebounding or damaging the reduction assembly 96 due to the resistance generated by the movement of the movable device 300 in the water area.

[0156] As shown in the deceleration assembly 97 in Figure 9, the first transmission mechanism 57 is provided with a coaxial two-stage gear reduction mechanism 71, and the second transmission mechanism 58 is provided with a worm gear mechanism 70. The coaxial two-stage gear reduction mechanism 71 is connected to the motor 24, and the worm gear mechanism 70 receives the torque of the coaxial two-stage gear reduction mechanism 71 and is connected to the steering shaft 15 to drive the steering shaft 15 to rotate.

[0157] Specifically, a coaxial two-stage gear reduction mechanism 71 is mounted on the steering bracket 44. The motor 24 is coaxially connected to the input end of the coaxial two-stage gear reduction mechanism 71. The output end of the coaxial two-stage gear reduction mechanism 71 is connected to the worm of the worm gear mechanism 70. The worm of the worm gear mechanism 70 is coaxially connected to the steering shaft 15. Furthermore, the output end of the coaxial two-stage gear reduction mechanism 71, the output end of the motor 24, and the rotation axis of the worm are coaxial. This reduces the size of the motor 24, the coaxial two-stage gear reduction mechanism 71, and the worm in a direction perpendicular to the worm's rotation axis, thereby facilitating a reduction in the size of the electric propeller 100. Furthermore, in addition to achieving further speed reduction, the worm gear mechanism 70 also provides self-locking, i.e., it maintains the steering position after steering is completed, preventing the electric propeller 100 from rebounding or damaging the reduction assembly 96 due to the resistance generated by the movement of the movable device 300 in the water area.

[0158] As shown in the deceleration assembly 98 in Figure 10, the first transmission mechanism 57 is provided with a first planetary gear reduction mechanism 72, and the second transmission mechanism 58 is provided with a second planetary gear reduction mechanism 73. The first planetary gear reduction mechanism 72 is connected to the motor 24, and the second planetary gear reduction mechanism 73 receives the torque of the first planetary gear reduction mechanism 72 and is connected to the steering shaft 15 to drive the steering shaft 15 to rotate.

[0159] Specifically, the first and second planetary gear reduction mechanisms 72 and 73 are respectively connected to the steering bracket 44. The motor 24 is coaxially connected to the input end of the first planetary gear reduction mechanism 72, the output end of the first planetary gear reduction mechanism 72 is connected to the input end of the second planetary gear reduction mechanism 73, and the output end of the second planetary gear reduction mechanism 73 is coaxially connected to the steering shaft 15. By stacking the motor 24, the first planetary gear reduction mechanism 72, the second planetary gear reduction mechanism 73, and the steering shaft 15 coaxially in this order, the dimensions of the motor 24, the first planetary gear reduction mechanism 72, and the second planetary gear reduction mechanism 73 in a direction perpendicular to the steering shaft 15 can be significantly reduced, thereby facilitating a reduction in the size of the electric thruster 100. Furthermore, by connecting two planetary gear reduction mechanisms in series, a higher reduction ratio can be achieved for torque multiplication.

[0160] The screw pair realized by the screw-nut cooperation in the above embodiments may be a ball screw mechanism, a sliding screw mechanism, etc. that can convert rotation into linear motion, and is not limited here.

[0161] In other embodiments, the reduction assembly 25 may also be a planetary gear mechanism, a worm gear mechanism, a coaxial two-stage reduction mechanism or other transmission mechanisms capable of achieving the same function, or a combination thereof, which will not be described in detail here.

[0162] In addition, the number of motors 24 can also be one or more, and some of the motors 24 can be arranged in series in the reduction assembly 25 (91, 92, 93, 94, 96, 97, 98).

[0163] In addition, the worm gear or each gear in the reduction assembly 25 (91, 92, 93, 94, 96, 97, 98) can be made into a fan-shaped structure as needed to save space.

[0164] In this embodiment, the motor 24 can be a DC motor, an AC motor or a servo motor with an encoder. The output shaft of the motor 24 can be parallel, perpendicular or oblique to the axis direction of the steering shaft 15.

[0165] For example, in Figures 3, 4, 9, and 10, the output shaft of the motor 24 can be parallel to the axis of the steering shaft 15; in Figures 5, 6, 7, and 8, the output shaft of the motor 24 can be perpendicular to the axis of the steering shaft 15. The embodiment in which the output shaft of the motor 24 can be obliquely intersecting with the axis of the steering shaft 15 can be achieved by appropriately selecting bevel gears or other structures, which will not be described in detail here.

[0166] 2 and 3 , in this embodiment, the electric propeller 100 further includes a locking mechanism 74 disposed between the housing 12 and the steering shaft 15. Optionally, the locking mechanism 74 includes a brake pad 75 or a shift fork structure connected between the steering shaft 15 and the housing 12 to provide rotational damping between the steering shaft 15 and the housing 12, thereby making the steering damping adjustable and thereby adjusting the steering rate.

[0167] Referring again to Figures 2 and 3 , in this embodiment, the steering device 14 optionally further includes a brake-holding assembly 76 disposed between the motor 24 and the reduction assembly 25. The brake-holding assembly 76 may be a clutch 77, such as a dry clutch, a wet clutch, or an electronic clutch. Optionally, the brake-holding assembly 76 is a three-speed clutch configured to provide the steering shaft 15 with a manual steering gear, an electric steering gear, and a shutdown holding gear.

[0168] 11 , in another embodiment, the brake holding assembly 76 of the steering device 14 is disposed between the deceleration assembly 25 and the steering shaft 15. The brake holding assembly 76 can also adopt the aforementioned clutch 77 or other brake holding structures.

[0169] The brake holding assembly 76 may also be implemented in other ways.

[0170] If the deceleration assembly itself has a braking and holding function for steering, the additional braking and holding assembly 76 can be omitted. For example, if the deceleration assembly 91 shown in FIG. 4 is self-locking, the additional braking and holding assembly 76 can be omitted. In another example, the friction force of the transmission limit bearing 46 can be used to achieve braking and holding, and the additional braking and holding assembly 76 can be omitted.

[0171] In summary of the above description, the electric propeller 100 and the movable device 300 in the water area in this embodiment have the beneficial effects of saving steering effort and relatively easy to achieve precise angle steering control, and have better application value.

[0172] The above embodiments are only used to illustrate the technical solutions of the present application and are not intended to limit the present application. Although the present application has been described in detail with reference to the above preferred embodiments, those skilled in the art should understand that modifications or equivalent replacements of the technical solutions of the present application should not depart from the spirit and scope of the technical solutions of the present application.

Claims

1. An electric propeller, characterized in that: The electric propulsion device comprises: A clamp, used for fixing to a water body carrier, the clamp is provided with a steering shaft, the steering shaft has a first end and a second end opposite to the first end; a housing having a top and a bottom opposite to the top, and a receiving portion formed between the top and the bottom, wherein the top is rotatably connected to the first end, the steering shaft supports the top along its axial direction, and the bottom is rotatably connected to the second end; An underwater power module, connected to the bottom, for providing propulsion; The steering device comprises a motor fixed to the receiving portion and a reduction assembly; the motor drives the steering shaft to rotate relative to the housing via the reduction assembly.

2. The electric propeller according to claim 1, characterized in that: The deceleration assembly includes a first transmission mechanism and a second transmission mechanism, the motor is connected to the first transmission mechanism, the first transmission mechanism is connected to the second transmission mechanism, and the second transmission mechanism is connected to the steering shaft; The first transmission mechanism is used to decelerate and increase the rotational torque of the motor, and the second transmission mechanism is used to transmit the torque increased by the first transmission mechanism to the steering shaft.

3. The electric propeller according to claim 2, characterized in that: The first transmission mechanism includes a first screw driven to rotate by the motor and a first nut meshing with the first screw; the second transmission mechanism is connected between the first nut and the steering shaft, and is used to convert the linear displacement of the first nut into the rotation of the steering shaft.

4. The electric propeller according to claim 3, characterized in that: The second transmission mechanism is provided with a swing arm, one end of which is fixedly connected to the steering shaft, and the other end of which is slidably and rotatably engaged with the first nut, so that the linear displacement of the first nut drives the swing arm to swing, thereby driving the steering shaft to rotate relative to the housing.

5. The electric propeller according to claim 4, characterized in that: The second transmission mechanism is provided with a nut sleeve sleeved on the first nut, the nut sleeve is provided with a strip groove, and the end of the swing arm away from the steering shaft is provided with a sliding pin, and the sliding pin can be slidably and rotatably matched with the strip groove.

6. The electric propeller according to claim 4, characterized in that: The second transmission mechanism is provided with a slider, the slider is provided with a slide groove and a rotating shaft, one end of the swing arm is slidably matched with the slide groove, and the slider is rotationally connected to the first nut via the rotating shaft.

7. The electric propeller according to claim 3, characterized in that: The second transmission mechanism includes a gear and a rack, the rack is fixed to the first nut, the gear and the rack are meshed and matched, and the gear is fixedly connected to the steering shaft.

8. The electric propeller according to claim 2, characterized in that: The first transmission mechanism includes a first screw rod and a first nut, and the second transmission mechanism includes a second screw rod and a second nut; the first screw rod is driven by the motor to rotate relative to the housing, the first nut is engaged with the first screw rod, the second nut is fixed side by side with the first nut, the second screw rod is engaged with the second nut, and the second screw rod is coaxially fixed with the steering shaft; the lead of the first screw rod is smaller than the lead of the second screw rod.

9. The electric propeller according to claim 8, characterized in that: The first screw rod is parallel to the second screw rod.

10. The electric propeller according to claim 8, characterized in that: The second screw rod is configured to be prohibited from rotating due to the linear drive of the second nut when the motor stops outputting torque.

11. The electric propeller according to claim 2, characterized in that: The first transmission mechanism is provided with a planetary gear reduction mechanism, and the second transmission mechanism is provided with a sector gear. The planetary gear reduction mechanism is connected to the motor, and the sector gear is meshed with the planetary gear reduction mechanism and fixedly connected to the steering shaft.

12. The electric propeller according to claim 2, characterized in that: The first transmission mechanism is provided with a planetary gear reduction mechanism, and the second transmission mechanism is provided with a worm gear mechanism. The planetary gear reduction mechanism is connected to the motor, and the worm gear mechanism receives the torque of the planetary gear reduction mechanism and is connected to the steering shaft to drive the steering shaft to rotate.

13. The electric propeller according to claim 2, characterized in that: The first transmission mechanism is provided with a coaxial two-stage gear reduction mechanism, and the second transmission mechanism is provided with a worm gear mechanism. The coaxial two-stage gear reduction mechanism is connected to the motor, and the worm gear mechanism receives the torque of the coaxial two-stage gear reduction mechanism and is connected to the steering shaft to drive the steering shaft to rotate.

14. The electric propeller according to claim 2, characterized in that: The first transmission mechanism is provided with a first planetary gear reduction mechanism, and the second transmission mechanism is provided with a second planetary gear reduction mechanism. The first planetary gear reduction mechanism is connected to the motor, and the second planetary gear reduction mechanism receives the torque of the first planetary gear reduction mechanism and is connected to the steering shaft to drive the steering shaft to rotate.

15. The electric propeller according to claim 1, characterized in that: The output shaft of the motor is parallel to the axial direction of the steering shaft.

16. The electric propeller according to claim 1, characterized in that: The output shaft of the motor intersects the axial direction of the steering shaft perpendicularly or obliquely.

17. The electric propeller according to claim 1, characterized in that: The housing includes a complete machine bracket, and the top and the bottom are arranged on the complete machine bracket; a steering shaft hole is arranged on the top, and a limiting boss is arranged on the peripheral side of the first end. The steering device also includes a steering bearing that is supported by the limiting boss and cooperates with the first end and the steering shaft hole, and the steering bearing allows the complete machine bracket to rotate relative to the steering shaft.

18. The electric propeller according to claim 17, characterized in that: The steering device also includes a steering bracket, which is fixed to the whole machine bracket and is provided with a bracket shaft hole that cooperates with the first end. The steering device also includes a transmission limit bearing, which is arranged between the steering bracket and the deceleration assembly.

19. The electric propeller according to claim 18, characterized in that: The steering device further comprises a steering control circuit board fixed to the steering bracket, and the steering control circuit board is electrically connected to the motor for controlling the operation of the motor.

20. The electric propeller according to claim 1, characterized in that: The clamp comprises a fixed bracket and a rotating bracket, wherein the fixed bracket is used to be fixed on the water body carrier, and the rotating bracket is rotatably connected to the fixed bracket; The steering shaft is fixed to the rotating bracket and can be tilted relative to the fixed bracket together with the rotating bracket.

21. The electric propeller according to claim 20, characterized in that: The rotating bracket includes a transverse section and a vertical section. One end of the transverse section is used to rotatably connect to the water area carrier, and the other end is connected to the vertical section. The two ends of the vertical section are respectively connected to the two ends of the steering shaft in a floating manner.

22. The electric propeller according to claim 21, characterized in that: The steering shaft includes a shaft cylinder and a shaft rod inserted into one end of the shaft cylinder, the shaft cylinder is connected to the vertical extension section, the shaft rod forms the first end, and the shaft cylinder is away from one end of the shaft rod to form the second end.

23. The electric propeller according to claim 22, characterized in that: The two ends of the shaft tube are provided with a first extension arm and a second extension arm, the two ends of the vertical extension section are respectively provided with a first vibration-damping suspension and a second vibration-damping suspension, the first extension arm is connected to the first vibration-damping suspension, and the second extension arm is connected to the second vibration-damping suspension.

24. The electric propeller according to claim 1, characterized in that: The underwater power module includes a bottom shell, a propeller and a propulsion motor. The bottom shell is connected to the bottom, the propulsion motor is fixedly connected in the bottom shell, and the propulsion motor is transmission-connected to the propeller to drive the propeller to rotate and generate propulsion force.

25. The electric propeller according to claim 1, characterized in that: The steering device further comprises a brake holding assembly, wherein the brake holding assembly is arranged between the motor and the deceleration assembly.

26. The electric propeller according to claim 1, characterized in that: The steering device further comprises a brake holding assembly, wherein the brake holding assembly is arranged between the deceleration assembly and the steering shaft.

27. The electric propeller according to claim 25 or 26, characterized in that: The brake holding assembly includes any one of a dry clutch, a wet clutch or an electronic clutch.

28. The electric propeller according to claim 25 or 26, characterized in that: The brake holding assembly is a three-speed clutch, which is used to provide a manual steering gear, an electric steering gear and a shutdown holding gear for the steering shaft.

29. The electric propeller according to claim 1, characterized in that: The electric propeller further includes a locking mechanism, which is disposed between the housing and the steering shaft.

30. The electric propeller according to claim 29, characterized in that: The locking mechanism comprises a brake pad or a fork structure, and the brake pad or the fork structure is connected between the steering shaft and the housing to provide rotation damping between the steering shaft and the housing.

31. A movable device in water area, characterized in that: include: Water carrier; The electric propeller according to any one of claims 1 to 30, wherein the clamp of the electric propeller is connected to the water body carrier.

Images