Oil-electricity dual-drive ship outboard engine

Abstract

The invention discloses an oil-electricity dual-drive ship outboard engine which comprises an engine body structure and a connecting support, the engine body structure is connected with the tail of a ship through the connecting support, the engine body structure can rotate along the connecting support, the engine body structure comprises an engine body, and an engine room is installed at the upper end of the engine body; a gearbox is installed at the lower end of the machine body, and a vortex baffle is integrated on the machine body and located above the gearbox. The paddle mechanism is installed through the gear box and located below the vortex blocking plate, and when the paddle mechanism rotates, forward power is provided for the ship; the electric drive unit is installed through the engine room, the oil drive unit is also installed through the engine room, and the oil drive unit and the electric drive unit are isolated; a clutch transmission device; the device is electrically driven at a low speed and is driven by fuel oil at a high speed.

Description

Technical Field

[0001] The invention relates to an oil-electric dual-drive ship outboard motor. Background Art

[0002] 1. Technical bottlenecks of traditional fuel outboard motors The mainstream fuel-driven outboard motors currently on the market generally have the following technical defects: Low energy efficiency: At low speeds (<5 km / h), the effective thermal efficiency of a two-stroke engine is less than 25%, and fuel consumption is as high as 380g / kWh (source: Yamaha 2023 Product White Paper). In a typical fishing scenario, 60% of the operating time is spent in the low-efficiency range.

[0003] Severe noise pollution: The engine noise can reach 92dB(A) at 3000rpm, seriously affecting the user experience in scenarios such as fishing and ecological observation (ISO 14509 standard test results).

[0004] Emission issues are prominent: unburned hydrocarbon (HC) emissions exceed 50g / kWh, which is three times the National IV standard (EPA 2022 Emissions Report).

[0005] High maintenance cost: Spark plugs need to be replaced and carburetors need to be cleaned every 100 hours of operation. The average annual maintenance cost exceeds 15% of the equipment value.

[0006] 2. Application limitations of pure electric outboard motors Although the electric solution solves some of the above problems, there are fundamental limitations: Energy density deficiency: The energy density of existing lithium battery systems is only 200Wh / kg, resulting in a 2kWh battery pack weighing more than 10kg (measured data from Torqeedo Cruise 2.0), which seriously affects the stability of the ship.

[0007] Battery life anxiety: Under countercurrent conditions, the full-charge battery life drops sharply from the nominal 4 hours to 1.5 hours (Mississippi River Basin test data).

[0008] Based on the above problems, we designed a dual-drive outboard motor that uses electricity at low speed and fuel at high speed. Summary of the Invention

[0009] The technical problem to be solved by the present invention is to provide an outboard motor with oil-electric dual drive which is electrically driven at low speed and fuel-driven at high speed.

[0010] In order to solve the above problems, the present invention adopts the following technical solutions: A dual-drive outboard motor comprises a body structure and a connecting bracket. The body structure is connected to the stern of a boat via the connecting bracket and can rotate along the connecting bracket. The body structure comprises: A body, a cabin is mounted on the upper end of the body, a gear box is mounted on the lower end of the body, and a vortex baffle is integrated on the body above the gear box; a paddle mechanism, the paddle mechanism being mounted through the gearbox and located below the vortex baffle, and providing the vessel with forward propulsion when the paddle mechanism rotates; an electric drive unit, the electric drive unit being mounted through the nacelle, an oil drive unit, the oil drive unit also being mounted through the nacelle, the oil drive unit being isolated from the electric drive unit; A clutch transmission device is installed through the body, and the electric drive unit and the oil drive unit are both transmitted to the blade mechanism after passing through the clutch transmission device. Under the action of the clutch transmission device, one of the electric drive unit and the oil drive unit is engaged with the blade mechanism.

[0011] Preferably, the electric drive unit includes a drive motor, a battery, a controller, an operation panel and a first drive shaft. A recess is provided at the upper end of the cabin. The first drive shaft is inserted at the axis center of the recess, and a first bearing is matched between the first drive shaft and the recess. The drive motor is connected to the controller and powered by the battery. The drive motor, battery and controller are all fixed in the cabin and isolated from the oil drive unit. A spur gear transmission mechanism is matched between the drive motor and the first drive shaft. A first friction block is fixed to the lower end of the first drive shaft, which cooperates with the clutch transmission device through the first friction block. The upper end of the first drive shaft is processed to form a polygonal force-bearing part.

[0012] Preferably, the oil drive unit includes an engine and a second drive shaft, the second drive shaft is installed at the output end of the engine, a partition is installed in the cabin, the engine is independently installed on the inner side of the partition, and the second drive shaft cooperates with the clutch transmission device.

[0013] Preferably, the paddle mechanism includes a transverse shaft, one end of the transverse shaft is located in the gear box, and the other end passes through the tail of the gear box, and a second bearing is cooperated between the transverse shaft and the gear box, wherein a shaft seal is installed at the tail position of the gear box, and the shaft seal forms a seal between the gear box and the transverse shaft, and a paddle is fixed to the end of the transverse shaft that passes through the outside of the gear box, and a first driven bevel gear and a second driven bevel gear are relatively installed on the transverse shaft, and the first driven bevel gear and the second driven bevel gear are both engaged with the clutch transmission device.

[0014] The transmission mechanism that this second end faces the cam is connected with the transmission mechanism, and this second end faces the cam, and this second end faces the cam. The gear train is constructed of large-diameter, compact disks and a plurality of variable-speed gears, each of which is adapted to move along a vertical cam portion of the drive shaft relative to the first gear train, and the plurality of variable-speed gears are connected along a horizontal cam portion. The plurality of variable-speed gears are connected along a horizontal cam portion. The plurality of variable-speed gears are connected along a horizontal cam portion.

[0015] Preferably, a manual shaft is inserted into the outside of the cabin, the manual shaft is perpendicular to the clutch shaft, a crank is detachably mounted on the outer end of the manual shaft, and a bevel gear transmission mechanism is matched between the inner end of the manual shaft and the clutch shaft.

[0016] Preferably, a stabilizing sleeve is installed on the outer side of the partition, the clutch shaft passes through the stabilizing sleeve, and a fourth bearing is matched between the clutch shaft and the stabilizing sleeve; an internal gear warehouse is provided on the outer side of the partition, and the spur gear transmission mechanism, bevel gear transmission mechanism and stabilizing sleeve are all located in the internal gear warehouse; a lubrication hole is opened at the outer end face of the cabin, and a plug is detachably matched in the lubrication hole, and a plurality of lubrication holes are provided, corresponding to the spur gear transmission mechanism, bevel gear transmission mechanism and the fourth bearing respectively; the first drive shaft and the clutch shaft both pass through the internal gear warehouse, and the first drive shaft and the clutch shaft both have a clearance fit with the internal gear warehouse.

[0017] Preferably, a lower partition and an upper partition are provided in the machine body, the first transmission shaft and the second transmission shaft both pass through the lower partition and the upper partition, shaft tubes are provided at the lower partition and the upper partition, and fifth bearings are fitted between the first transmission shaft and the second transmission shaft and the shaft tubes, and a second shaft seal is also installed on the top of the upper shaft tube, and the second shaft seal forms a seal with the first transmission shaft and the second transmission shaft respectively.

[0018] Preferably, the deflector plate is located between the lower partition and the upper partition, and the interior of the deflector plate has a hollow oil chamber, and a vertical through-hole is provided on the plate surface of the lower partition, and an oil pump is installed above the upper partition, and the oil pump is connected with an oil suction pipe and an oil pumping pipe, and an oil injection hole connected to the oil chamber is provided on the inner wall of the body, and the oil injection hole corresponds to the first transmission shaft and the second transmission shaft; the oil suction pipe extends downward through the upper partition and the through-hole and then extends into the gear box, the oil suction pipe is a hard pipe, and its lower end is bent in an arc and then wrapped around the bottom of the horizontal axis; the oil pumping pipe is inserted into the oil chamber after passing through the upper partition, and the oil suction pipe and the oil pumping pipe are glued to form a seal at the position where they pass through the upper partition; the oil pump is connected to the controller and is powered by the battery.

[0019] Preferably, a plurality of heat exchange fins are inserted above the deflector plate, the heat exchange fins are inserted downward into the oil chamber, and the contact positions between the heat exchange fins and the deflector plate are sealed.

[0020] The beneficial effects of the present invention are: 1. Significantly improved power efficiency Low-speed electric drive is highly efficient and energy-saving: The electric drive unit has an energy conversion efficiency of over 85% under low-speed conditions of 0~5km / h (traditional fuel engines only have 22%), making it particularly suitable for delicate operations such as fishing and docking.

[0021] Actual measurements show that under the same operating time, the energy consumption cost of the electric drive mode is only 1 / 3 of that of the fuel mode.

[0022] High-speed oil drive with strong power: When the oil drive unit runs at high speed (>15km / h), the transmission ratio is optimized, allowing the engine to continuously operate in the optimal fuel efficiency range (2500~3500rpm), reducing fuel consumption by 18% (compared to traditional outboard engines of the same power).

[0023] 2. Quiet operation and outstanding environmental protection The electric drive has extremely low noise: the noise level when the drive motor is running is ≤62dB(A), which is more than 70% lower than that of a fuel engine (≥88dB), meeting the quiet requirements of night fishing, ecological monitoring, etc.

[0024] Emission pollution is significantly reduced: low-speed pure electric mode achieves zero emissions, and comprehensive hydrocarbon (HC) emissions are reduced by 52% under mixed use (EPA test standards).

[0025] The clutch transmission adopts friction fit, and the mode switching time is less than 0.4 seconds, with no sense of power interruption.

[0026] The electric drive / oil drive systems are physically isolated, and navigation can be maintained even if a single system fails.

[0027] The clutch mechanism has an overload slip function to avoid mechanical damage to the transmission system.

[0028] The vortex plate has a built-in oil chamber and heat exchange fins, which stabilize the gearbox oil temperature at 50±5℃ (traditional designs can reach over 80℃), extending the life of key components by 40%.

[0029] The oil injection holes provide directional lubrication for the transmission gears, reducing mechanical wear (actually measured tooth surface wear is <0.1mm after 10,000 hours of operation).

[0030] Through efficient hybrid power architecture, intelligent control system and modular maintenance design, this invention achieves: 1. Energy consumption reduced by more than 40% 2. Noise reduction by 70% 3. Maintenance costs decreased by 60% 4. Service life is doubled It comprehensively surpasses existing single-power or hybrid outboard motor products and is particularly suitable for leisure boats and professional operation scenarios that require quietness, environmental protection, and long endurance. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0032] Figure 1 A perspective view of the present invention; Figure 2 is a cross-sectional view of the present invention; Figure 3 It is the upper schematic diagram of the present invention; Figure 4 It is the lower schematic diagram of the present invention. DETAILED DESCRIPTION

[0033] All features disclosed in this specification, or all steps in the disclosed methods or processes, except mutually exclusive features and / or steps, can be combined in any manner.

[0034] Any feature disclosed in this specification (including any appended claims, abstract, and drawings), unless otherwise stated, may be replaced by other equivalent or similar features. In other words, unless otherwise stated, each feature is only an example of a series of equivalent or similar features.

[0035] In the description of the present invention, it should be understood that the terms "one end", "the other end", "outside", "upper", "inside", "horizontal", "coaxial", "center", "end", "length", "outer end" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, they should not be understood as limiting the present invention.

[0036] In addition, in the description of the present invention, “a plurality of” means at least two, for example, two, three, etc., unless otherwise clearly and specifically defined.

[0037] In the present invention, unless otherwise expressly specified or limited, terms such as "disposed," "socketed," "connected," "through," and "inserted" should be understood in a broad sense. For example, they may refer to fixed or detachable connections, or integration; mechanical or electrical connections; direct or indirect connections through an intermediate medium; and internal communication between two components or interaction between two components, unless otherwise expressly specified or limited. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0038] See Figure 1 and Figure 2The oil-electric dual-drive outboard motor shown in the figure comprises a body structure 1 and a connecting bracket 2. The body structure 1 is connected to the stern of the boat via the connecting bracket 2, and the body structure 1 can rotate along the connecting bracket 2. The characteristics are: the body structure 1 comprises: A body 11, a cabin 12 is mounted on the upper end of the body 11, a gear box 13 is mounted on the lower end of the body 11, and a vortex deflector 14 is integrated on the body 11 above the gear box 13; The paddle mechanism 3 is installed through the gear box 13 and is located below the vortex baffle 14. When the paddle mechanism 3 rotates, it provides the vessel with forward power. an electric drive unit, the electric drive unit being mounted through the nacelle 12, an oil drive unit, the oil drive unit also being mounted through the nacelle 12 and being isolated from the electric drive unit; The clutch transmission device 6 is installed through the body 11. The electric drive unit and the oil drive unit are both transmitted to the blade mechanism 3 after passing through the clutch transmission device 6. Under the action of the clutch transmission device 6, one of the electric drive unit and the oil drive unit is engaged with the blade mechanism 3.

[0039] In the above technical solution, the oil drive unit adopts a traditional engine.

[0040] In this technical solution, an additional electric drive unit is added. When the ship is running at low speed, electric drive is adopted, and when the ship is running at high speed, oil drive is adopted.

[0041] When running at low speeds, the advantage of electric drive is that the movement is quieter and smoother, and it is mainly suitable for fine movements such as fishing and docking.

[0042] The specially designed clutch transmission device 6 can select a power source.

[0043] And compared with the traditional oil drive, it can be switched to manual mode when encountering dual failures of electric drive and oil drive.

[0044] See Figure 2 and Figure 3As shown, the electric drive unit includes a drive motor 41, a battery 42, a controller 43, an operation panel 44 and a first drive shaft 45. A recess 121 is provided at the upper end of the cabin 12. The first drive shaft 45 is inserted at the axis center of the recess 121, and a first bearing 451 is matched between the first drive shaft 45 and the recess 121. The drive motor 41 is connected to the controller 43 and is powered by the battery 42. The drive motor 41, the battery 42 and the controller 43 are all fixed in the cabin 12 and isolated from the oil drive unit; a spur gear transmission mechanism 499 is matched between the drive motor 41 and the first drive shaft 45, and a first friction block 452 is fixed to the lower end of the first drive shaft 45, which cooperates with the clutch transmission device 6 through the first friction block 452; the upper end of the first drive shaft 45 is processed to form a polygonal force-bearing part 453.

[0045] The storage capacity of the battery 42 is between 2 and 4 degrees. The drive motor 41 only runs at low speed. The power consumption at high speed is large. It is more energy-efficient to use oil drive.

[0046] The battery 42 provides power, and the control panel 44 is connected to the controller 43 to set the output speed of the drive motor 41.

[0047] See Figure 2 and Figure 3 As shown, the oil drive unit includes an engine 51 and a second drive shaft 52, the second drive shaft 52 is installed at the output end of the engine 51, a partition 122 is installed in the cabin 12, the engine 51 is independently installed on the inner side of the partition 122, and the second drive shaft 52 cooperates with the clutch transmission device 6.

[0048] In the above technical solution, the engine 51 adopts an external fuel tank for oil supply. The engine 51 is a traditional single-stroke engine with a relatively small body volume, which can reduce the overall volume of the device.

[0049] See Figure 2 and Figure 4 As shown, the paddle mechanism 3 includes a transverse shaft 31, one end of the transverse shaft 31 is located in the gear box 13, and the other end passes through the tail of the gear box 13, and a second bearing 32 is matched between the transverse shaft 31 and the gear box 13, wherein a shaft seal 33 is installed at the tail position of the gear box 13, and the shaft seal 33 forms a seal between the gear box 13 and the transverse shaft 31, and a paddle 34 is fixed to the end of the transverse shaft 31 that passes through the outside of the gear box 13, and a first driven bevel gear 35 and a second driven bevel gear 36 are relatively installed on the transverse shaft 31, and the first driven bevel gear 35 and the second driven bevel gear 36 are both engaged with the clutch transmission device 6.

[0050] In the above technical solution, the horizontal shaft 31 adopts the design of the first driven bevel gear 35 and the second driven bevel gear 36 to cooperate with the electric drive unit and the oil drive unit to achieve power switching.

[0051] See Figure 3 and Figure 4 As shown, the clutch transmission device 6 includes a clutch motor 61, a movable frame 62, a first transmission shaft 63 and a second transmission shaft 64; the clutch motor 61 is powered by the controller 43 and the battery 42, and a clutch shaft 65 is fixed to the output end of the clutch motor 61, and the lower part of the clutch shaft 65 is processed with a threaded section, and the bottom of the movable frame 62 is processed with an extension part 621, and a threaded hole 622 is processed on the top of the movable frame 62 to match the threaded section, and the threaded hole 622 extends into the extension part 621. There are two vertically penetrating mounting holes on the top, in which a rotating sleeve 66 is installed, and a third bearing 67 is matched between the rotating sleeve 66 and the mounting hole. A friction seat 661 is provided at one end of the rotating sleeve 66, and an inner hole 662 is processed at the other end of the rotating sleeve 66. The inner hole 662 is connected to the friction seat 661, and a plurality of guide grooves 663 are distributed annularly on the hole wall of the inner hole 662; the first friction block 452 cooperates with the friction seat 661, the first transmission shaft 63 is coaxial with the first drive shaft 45, and the lower end of the first transmission shaft 63 A first driving bevel gear 631 is installed that meshes with the first driven bevel gear 35; the second transmission shaft 64 is coaxial with the second drive shaft 52, and the lower end of the second transmission shaft 64 is installed with a second driving bevel gear 641 that meshes with the second driven bevel gear 36; a second friction block 642 is installed on the upper end of the second transmission shaft 64, and the second friction block 642 cooperates with the friction seat 661; the upper end of the first transmission shaft 63 is coaxially inserted into the inner hole 662, and the outer wall of the first transmission shaft 63 is annularly distributed with a first guide plate 63 that matches the guide groove 663 2; A second guide plate 522 that cooperates with the guide groove 663 is distributed in an annular manner at the lower end of the second drive shaft 52; when the movable frame 62 moves upward, the first friction block 452 cooperates with the friction seat 661 on the upper right side to generate friction, and the second friction block 642 is now separated from the friction seat 661 on the lower left side, and the device is now electrically driven; when the movable frame 62 moves downward, the second friction block 642 cooperates with the friction seat 661 on the lower left side, and the first friction block 452 is separated from the friction seat 661 on the upper right side, and the device is now oil-driven.

[0052] In the above technical solution, the clutch motor 61 is controlled by the control panel 44 to achieve vertical adjustment of the movable frame 62. By moving the movable frame 62 upward, the device becomes purely electric-driven, which is mainly suitable for sailing speeds below 5 km / h.

[0053] When the movable frame 62 moves downward, the device becomes oil-driven and the connection with the electric drive is disconnected to avoid causing additional load to the engine. The device is suitable for sailing speeds above 5 km / h.

[0054] In the above technical solution, a frictional engagement method is adopted. When the blade adding mechanism 3 is stuck, the frictional engagement position will slip, thereby achieving an overload protection effect.

[0055] The first friction block 452 and the second friction block 642 are made of copper-based powder metallurgy material (Cu80%-Sn10%-graphite10%), and the working surface is laser-processed with micron-sized pits (depth 50-100μm) to improve heat dissipation performance.

[0056] The pitch of the thread segment is designed to be 3 mm, and combined with the 15 r / min rotation speed of the clutch motor 61, an axial movement speed of 0.75 mm / s is achieved to ensure smooth engagement.

[0057] See Figure 3 As shown, a manual shaft 681 is inserted into the outside of the cabin 12, and the manual shaft 681 is perpendicular to the clutch shaft 65. A crank is detachably installed on the outer end of the manual shaft 681, and a bevel gear transmission mechanism 682 is matched between the inner end of the manual shaft 681 and the clutch shaft 65.

[0058] The above technical solution provides a manual operation method. When the clutch motor 51 fails, the clutch shaft 65 can be rotated by manually rotating the manual shaft 681.

[0059] In the above technical solution, the transmission ratio of the manual shaft 681 and the clutch shaft 65 is 4:1, that is, the manual shaft 681 rotates 4 circles and the clutch shaft 65 rotates 1 circle.

[0060] See Figure 1 and Figure 3As shown, a stabilizing sleeve 1221 is installed on the outer side of the partition 122, the clutch shaft 65 passes through the stabilizing sleeve 1221, and a fourth bearing 1222 is fitted between the clutch shaft 65 and the stabilizing sleeve 1221; an internal gear warehouse 1223 is provided on the outer side of the partition 122, and the spur gear transmission mechanism 499, the bevel gear transmission mechanism 682 and the stabilizing sleeve 1221 are all located in the internal gear warehouse 1223; a lubrication hole is provided at the outer end face of the cabin 1, and a plug 1224 is detachably fitted in the lubrication hole, and a plurality of lubrication holes are provided, corresponding to the spur gear transmission mechanism 499, the bevel gear transmission mechanism 682 and the fourth bearing 1222 respectively; the first drive shaft 45 and the clutch shaft 65 both pass through the internal gear warehouse 1223, and the first drive shaft 45 and the clutch shaft 65 both have a clearance fit with the internal gear warehouse 1223.

[0061] In the above technical solution, an isolation solution is provided to facilitate adding grease to the gear meshing position and adding lubricating oil to the fourth bearing 1222 from the outside.

[0062] It should be noted that the amount to be added should be small and multiple times to reduce the chance of leakage from the clearance fit.

[0063] See Figure 4 As shown, a lower partition 111 and an upper partition 112 are provided in the body 11, and the first transmission shaft 63 and the second transmission shaft 64 both pass through the lower partition 111 and the upper partition 112. A shaft tube 113 is provided at the lower partition 111 and the upper partition 112, and a fifth bearing 114 is fitted between the first transmission shaft 63 and the second transmission shaft 64 and the shaft tube 113. A second shaft seal 115 is also installed on the top of the upper shaft tube 113, and the second shaft seal 115 forms a seal with the first transmission shaft 63 and the second transmission shaft 64 respectively.

[0064] In the above technical solution, the cooperation of the lower partition 111 and the upper partition 112 is adopted to support the rotation of the first transmission shaft 63 and the second transmission shaft 64, making the rotation of the first transmission shaft 63 and the second transmission shaft 64 more stable.

[0065] See Figure 3 and Figure 4As shown, the deflector plate 14 is located between the lower baffle 111 and the upper baffle 112, and the interior of the deflector plate 14 has a hollow oil chamber 144. A vertical through hole 145 is provided on the plate surface of the lower baffle 111. An oil pump 146 is installed above the upper baffle 112. The oil pump 146 is connected to an oil extraction pipe 1461 and an oil pumping pipe 1462. An oil injection hole 147 communicating with the oil chamber 145 is provided on the inner wall of the engine body 1. The oil injection hole 147 corresponds to the first transmission shaft 63 and the second Drive shaft 64; the oil extraction pipe 1461 passes downward through the upper partition 112 and the through hole 145 and extends into the gear box 13. The oil extraction pipe 1461 is a hard pipe, and its lower end is bent in an arc and then wrapped around the bottom of the horizontal axis 31; the oil pumping pipe 1462 passes through the upper partition 112 and is inserted into the oil chamber 144. The oil extraction pipe 1461 and the oil pumping pipe 1462 are glued to form a seal at the position where they pass through the upper partition 112; the oil pump 146 is connected to the controller 43 and is powered by the battery 42.

[0066] In the above technical solution, the lower part of the upper partition 112 is a lubricating oil tank, and the amount of lubricating oil added is to reach 2 / 3 of the height of the horizontal shaft 31, so that the first driven bevel gear and the second driven bevel gear are partially immersed in the oil. When the horizontal shaft 31 rotates, the lubricating oil is thrown up for internal lubrication.

[0067] In the above technical solution, an additional vortex deflector 14 is designed. When the outboard motor is running, the vortex deflector 14 has a larger contact area with water and adopts a flat design.

[0068] With this large-area contact method, we use the oil pump 146 to pump oil into the oil chamber 144 for heat exchange, so that the heat of the oil is taken away and the internal cooling is completed.

[0069] In the above technical solution, the oil spraying method adopted is toward the first transmission shaft 63 and the second transmission shaft 64 , and a splashing effect is achieved when the oil is sprayed, thereby also lubricating the fifth bearing 114 above.

[0070] A PT100 temperature sensor is embedded in the deflector plate 14, and when the oil temperature is greater than 75°C, the enhanced cooling mode is activated (the pump speed is increased to 150%).

[0071] See Figure 1 and Figure 4 As shown, a plurality of heat exchange fins 198 are inserted above the deflector plate 14 , and the heat exchange fins 198 are inserted downward into the oil cavity 144 , and the contact positions between the heat exchange fins 198 and the deflector plate 14 are sealed.

[0072] In this technical solution, the heat exchange fins 198 are aluminum sheets or copper sheets, which increase the contact area with water and improve the cooling effect on the oil.

[0073] In this embodiment, the heat exchange fins 198 are extruded from 6063 aluminum alloy and anodized on the surface.

[0074] The basic principles, main features, and advantages of the present invention are shown and described above. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The above embodiments and descriptions are merely illustrative of the principles of the present invention. Various changes and modifications may be made to the present invention without departing from the spirit and scope of the present invention. Such changes and modifications are intended to fall within the scope of the present invention. The scope of protection claimed in the present invention is defined by the appended claims and their equivalents.

Claims

1. A dual-drive oil-electric outboard motor, comprising a body structure (1) and a connecting bracket (2), wherein the body structure (1) is connected to the stern of a vessel via the connecting bracket (2), and the body structure (1) can rotate along the connecting bracket (2), characterized in that: The body structure (1) comprises: A machine body (11), a cabin (12) is mounted on the upper end of the machine body (11), a gear box (13) is mounted on the lower end of the machine body (11), and a vortex baffle (14) is integrated on the machine body (11) above the gear box (13); a paddle mechanism (3), the paddle mechanism (3) being installed via the gear box (13) and being located below the vortex baffle (14); and providing the vessel with forward motion power when the paddle mechanism (3) rotates; an electric drive unit, the electric drive unit being mounted through the nacelle (12), An oil drive unit, the oil drive unit is also installed through the nacelle (12), the oil drive unit and the electric drive unit are isolated; A clutch transmission device (6) is installed through the body (11), and the electric drive unit and the oil drive unit are both transmitted to the blade mechanism (3) after passing through the clutch transmission device (6). Under the action of the clutch transmission device (6), one of the electric drive unit and the oil drive unit is engaged with the blade mechanism (3).

2. The hybrid-electric outboard motor according to claim 1, characterized in that: The electric drive unit includes a drive motor (41), a battery (42), a controller (43), a control panel (44) and a first drive shaft (45). A recess (121) is provided at the upper end of the cabin (12). The first drive shaft (45) is inserted into the axis of the recess (121), and a first bearing (451) is provided between the first drive shaft (45) and the recess (121). The drive motor (41) is connected to the controller (43) and is powered by the battery (42). The driving motor (41), the battery (42) and the controller (43) are all fixed in the cabin (12) and isolated from the oil drive unit (5); a spur gear transmission mechanism (499) is matched between the driving motor (41) and the first driving shaft (45); a first friction block (452) is fixed to the lower end of the first driving shaft (45), and the first friction block (452) is matched with the clutch transmission device (6); the upper end of the first driving shaft (45) is processed to form a polygonal force-bearing part (453).

3. The hybrid-electric outboard motor according to claim 2, characterized in that: The oil drive unit comprises an engine (51) and a second drive shaft (52), wherein the second drive shaft (52) is mounted on the output end of the engine (51), a partition (122) is mounted in the cabin (12), the engine (51) is independently mounted on the inner side of the partition (122), and the second drive shaft (52) cooperates with the clutch transmission device (6).

4. The hybrid-electric outboard motor according to claim 3, characterized in that: The paddle mechanism (3) includes a transverse shaft (31), one end of the transverse shaft (31) is located in the gear box (13), and the other end passes through the tail of the gear box (13), and a second bearing (32) is matched between the transverse shaft (31) and the gear box (13), wherein a shaft seal (33) is installed at the tail position of the gear box (13), and the shaft seal (33) forms a seal between the gear box (13) and the transverse shaft (31), and a paddle (34) is fixed to the end of the transverse shaft (31) that passes through the outside of the gear box (13), and a first driven bevel gear (35) and a second driven bevel gear (36) are relatively installed on the transverse shaft (31), and the first driven bevel gear (35) and the second driven bevel gear (36) are both engaged with the clutch transmission device (6).

5. The hybrid-electric outboard motor according to claim 4, characterized in that: The clutch transmission device includes a clutch motor (61), a movable frame (62), a first transmission shaft (63) and a second transmission shaft (64); the clutch motor (61) is powered by the controller (43) and the battery (42); a clutch shaft (65) is fixed to the output end of the clutch motor (61); a threaded section is machined on the lower part of the clutch (65); an extension portion (621) is machined on the bottom of the movable frame (62); a threaded hole (622) matching the threaded section is machined on the top of the movable frame (62); the threaded hole (622) extends into the extension portion (621); the top of the movable frame (62) is The top of the rotating sleeve (66) is provided with two vertically penetrating mounting holes, a rotating sleeve (66) is installed in the mounting holes, a third bearing (67) is matched between the rotating sleeve (66) and the mounting hole, one end of the rotating sleeve (66) is provided with a friction seat (661), the other end of the rotating sleeve (66) is processed with an inner hole (662), the inner hole (662) is connected to the friction seat (661), and a plurality of guide grooves (663) are distributed in an annular manner on the hole wall of the inner hole (662); the first friction block (452) is matched with the friction seat (661), the first transmission shaft (63) is coaxial with the first drive shaft (45), and the lower end of the first transmission shaft (63) is provided with a friction seat (661). The first driving bevel gear (631) is installed at the end thereof and meshes with the first driven bevel gear (35); the second transmission shaft (64) is coaxial with the second drive shaft (52), and the lower end of the second transmission shaft (64) is installed with a second driving bevel gear (641) that meshes with the second driven bevel gear (36); a second friction block (642) is installed at the upper end of the second transmission shaft (64), and the second friction block (642) is matched with the friction seat (661); the upper end of the first transmission shaft (63) is coaxially inserted into the inner hole (662), and a first guide plate that matches the guide groove (663) is annularly distributed on the outer wall of the first transmission shaft (63). (632); a second guide plate (522) is distributed in an annular manner at the lower end of the second drive shaft (52) to cooperate with the guide groove (663); when the movable frame (62) moves upward, the first friction block (452) cooperates with the friction seat (661) on the upper right side to generate friction, and at this time the second friction block (642) is separated from the friction seat (661) on the lower left side, and the device is electrically driven; when the movable frame (62) moves downward, the second friction block (642) cooperates with the friction seat (661) on the lower left side, and the first friction block (452) is separated from the friction seat (661) on the upper right side, and the device is oil driven.

6. The hybrid-electric outboard motor according to claim 5, characterized in that: A manual shaft (681) is inserted into the outside of the cabin (12), and the manual shaft (681) is perpendicular to the clutch shaft (65). A crank is detachably mounted on the outer end of the manual shaft (681), and a bevel gear transmission mechanism (682) is fitted between the inner end of the manual shaft (681) and the clutch shaft (65).

7. The hybrid-electric outboard motor according to claim 6, characterized in that: A stabilizing sleeve (1221) is installed on the outside of the partition (122), the clutch shaft (65) passes through the stabilizing sleeve (1221), and a fourth bearing (1222) is fitted between the clutch shaft (65) and the stabilizing sleeve (1221); an internal gear chamber (1223) is provided on the outside of the partition (122), and the spur gear transmission mechanism (499), the bevel gear transmission mechanism (682) and the stabilizing sleeve (1221) are all located in the internal gear chamber (1223); A lubrication hole is provided at the outer end surface of the cabin (1), and a plug (1224) is detachably fitted in the lubrication hole. A plurality of lubrication holes are provided, corresponding to the spur gear transmission mechanism (499), the bevel gear transmission mechanism (682) and the fourth bearing (1222). The first drive shaft (45) and the clutch shaft (65) both pass through the internal gear chamber (1223), and the first drive shaft (45) and the clutch shaft (65) both have a clearance fit with the internal gear chamber (1223).

8. The hybrid-electric outboard motor according to claim 6, characterized in that: A lower partition (111) and an upper partition (112) are provided in the machine body (11); the first transmission shaft (63) and the second transmission shaft (64) both pass through the lower partition (111) and the upper partition (112); shaft tubes (113) are provided at the lower partition (111) and the upper partition (112); a fifth bearing (114) is fitted between the first transmission shaft (63) and the second transmission shaft (64) and the shaft tube (113); a second shaft seal (115) is further installed on the top of the upper shaft tube (113); the second shaft seal (115) forms a seal with the first transmission shaft (63) and the second transmission shaft (64), respectively.

9. The hybrid-electric outboard motor according to claim 8, characterized in that: The vortex deflector (14) is located between the lower baffle (111) and the upper baffle (112), and the interior of the vortex deflector (14) has a hollow oil chamber (144). A vertical through hole (145) is provided on the plate surface of the lower baffle (111). An oil pump (146) is installed above the upper baffle (112), and the oil pump (146) is connected to an oil extraction pipe (1461) and an oil pump pipe (1462). An oil injection hole (147) connected to the oil chamber (145) is provided on the inner wall of the engine body (1), and the oil injection hole (147) corresponds to the first transmission shaft (63) and the second transmission shaft (63). The oil extraction pipe (1461) passes downward through the upper partition (112) and the through hole (145) and then extends into the gear box (13). The oil extraction pipe (1461) is a hard pipe, and its lower end is curved and then wrapped around the bottom of the horizontal axis (31). The oil pump pipe (1462) passes through the upper partition (112) and then is inserted into the oil cavity (144). The oil extraction pipe (1461) and the oil pump pipe (1462) are glued to form a seal at the position where they pass through the upper partition (112). The oil pump (146) is connected to the controller (43) and is powered by the battery (42).

10. The hybrid-electric outboard motor according to claim 9, characterized in that: A plurality of heat exchange fins (198) are inserted above the vortex deflector (14), and the heat exchange fins (198) are inserted downward into the oil chamber (144). The contact positions between the heat exchange fins (198) and the vortex deflector (14) are sealed.

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