High-reliability unmanned ship propeller

Abstract

The invention discloses a high-reliability unmanned ship propeller which comprises a propeller shaft, a propeller shaft and a propeller body. The positioning guide pipe is assembled on the ship body, a stator hub body is arranged in the positioning guide pipe, the front end of the stern shaft is in butt joint with a driver in the ship body, and the rear end of the stern shaft is rotatably installed in the stator hub body; the turbine rotor is assembled at the rear end of the tail shaft; the flow guide cover is assembled on the tail shaft and at the front end of the turbine rotor in a sleeving manner, an embedding groove is formed in the outer side of the flow guide cover, a plurality of torsional spring pieces are positioned on the front side of the embedding groove in the circumferential direction at intervals, the torsional spring pieces are made of magnetic materials and are rolled up towards the outer side, and when the torsional spring pieces are subjected to inner side magnetic attraction force, the torsional spring pieces are turned over inwards, unfolded and spliced in the embedding groove; an elastic connecting piece is arranged between every two adjacent torsional spring pieces. The sealing positioning frame is assembled at the rear end of the stator hub body, and the front end of the sealing positioning frame extends into the positioning groove of the tail shaft and is in butt joint with the electromagnet. Compared with the prior art, the ship propeller can solve the problems that when part of existing ship propellers are used, reliability and stability are reduced during ship traveling driving and braking.

Description

Technical Field

[0001] The present invention relates to the technical field of ship propulsion systems, in particular to a high-reliability unmanned ship propulsion system. Background Art

[0002] Unmanned vessels, also known as unmanned ships (officially unmanned vessels or autonomous surface vehicles (USVs), are surface vessels capable of autonomous or remotely controlled navigation without the need for direct human control. With the rapid development of technologies such as artificial intelligence (AI), navigation and positioning, remote communications, and perception and obstacle avoidance, unmanned vessels have demonstrated broad application potential in a variety of fields.

[0003] A marine propulsion system refers to the energy converter within a ship's propulsion system. It converts the power generated by the engine into thrust, overcoming resistance in the water and propelling the vessel forward. The most common type is the propeller, but other types include paddle wheels, waterjets, jet propulsion, ducted propulsion, and flat-rotating propulsion. Broadly speaking, propulsion also includes poles, oars, sculls, tow ropes, and sails, which propel the vessel forward using human or wind power. Unmanned vessels with autonomous driving capabilities are also typically equipped with marine propulsion systems. Existing turbine-driven marine propulsion systems typically propel the vessel by driving the turbine rotor in the forward direction through the stern shaft, while braking is typically achieved by driving the turbine rotor in the reverse direction. While this method allows for rapid speed reduction during braking, the reaction force on the water can create unstable currents around the vessel, causing it to sway violently, which in turn reduces the reliability and stability of the propulsion system during driving and braking. For example, authorized invention patent CN108945364B discloses a large-scale marine propeller based on a split-guide structure. The propeller comprises a propeller hub, an oil cylinder at the front end of the propeller hub, and a stern shaft at the rear end of the propeller hub. The stern shaft is provided with an inner and outer oil pipes. The propeller hub is provided with a blade packing that connects the propeller blades and the slider. The propeller hub is provided with a guide assembly, the front end of which is inserted into the oil cylinder, and the rear end of which is inserted into the stern shaft. The guide assembly is a split structure, comprising a guide shaft, a guide sleeve, a guide block, and a guide ring. The guide sleeve is provided on the left end of the guide shaft, the guide block is movably connected to the slider, and the guide ring is fixedly connected to the guide sleeve and the guide block, respectively. This design facilitates manufacturing and saves costs. The guide and piston connection no longer uses bolts, but is pre-tightened with a piston nut. The addition of a guide sleeve component increases the deformation of the piston nut after pre-tightening, making the piston nut pre-tightening safer and more reliable. Although the stability and reliability of the propeller installation structure have been improved, the above-mentioned problem of reduced reliability and stability of the propeller during ship driving and braking still exists. Summary of the Invention

[0004] The purpose of the present invention is to provide a high-reliability unmanned ship propulsion device in order to solve the problem of reduced reliability and stability during ship driving and braking when using existing ship propulsion devices.

[0005] In order to achieve the above-mentioned object, the present invention adopts the following technical solution: a high-reliability unmanned ship propulsion device, comprising:

[0006] stern shaft;

[0007] A positioning duct is mounted on the hull and contains a stator hub. The front end of the stern shaft is connected to the driver in the hull, and the rear end is rotatably mounted in the stator hub.

[0008] a turbine rotor, which is mounted at the rear end of the stern shaft and extends into the positioning duct, and has a plurality of turbine blades radiating from its outer side;

[0009] A deflector is sleeved and assembled on the stern shaft and the front end of the turbine rotor, and an engaging groove is provided on the outer side of the deflector. A plurality of torsion spring springs are positioned at intervals in the circumferential direction on the front side of the engaging groove. The torsion spring springs are made of magnetic material and are rolled outward. When subjected to the magnetic attraction from the inside, they turn inward, unfold, and fit into the engaging groove. Elastic connectors are provided between adjacent torsion spring springs.

[0010] The sealing positioning frame is sealingly assembled at the rear end of the stator hub body, and its front end extends to the rear end of the stern shaft, into a positioning groove extending along the axial direction and docking with the electromagnet.

[0011] As a further description of the above technical solution:

[0012] The front end of the stern shaft is butted against a transition shaft via a flange type hydraulic coupling, and the transition shaft is connected to an output shaft of a driver.

[0013] As a further description of the above technical solution:

[0014] The front end of the stern shaft passes through the front bearing seat, the front bearing seat is assembled on the mounting port of the hull shell, the bearing cover plate is assembled at the front end opening of the front bearing seat by bolts, the front bearing is arranged in the cavity formed by the enclosure between the front bearing seat and the bearing cover plate, and the bearing cover plate and the front bearing are both sleeved on the stern shaft.

[0015] As a further description of the above technical solution:

[0016] The front end flange of the front bearing seat is connected with a water sealing structure, and the water sealing structure is sleeved on the stern shaft.

[0017] As a further description of the above technical solution:

[0018] The deflector is a conical structure with an outer diameter gradually increasing from front to back. Its surface and the connection with the stern shaft are covered with glass fiber cloth. The outer edge of the rear end is sleeved on the boss at the front end of the turbine rotor and is positioned by radial screw connection with bolts.

[0019] As a further description of the above technical solution:

[0020] A rear bearing is arranged in the gap between the stern shaft and the insertion position of the stator hub body, and a hydraulic nut is arranged between the stator hub body and the turbine rotor. The hydraulic nut is positioned on the stern shaft and positions the turbine rotor.

[0021] As a further description of the above technical solution:

[0022] A tail cap is mounted on the rear end of the stator hub and the outer side of the sealing positioning frame. The outer diameter of the tail cap gradually decreases from front to back, and a plurality of guide grooves or guide ribs are arranged on its outer surface at intervals in the circumferential direction.

[0023] As a further description of the above technical solution:

[0024] A connecting shaft is provided at the front end of the sealing positioning frame, the connecting shaft is inserted into the positioning groove and docked with the electromagnet, a waterproof membrane is provided on the outer shell of the electromagnet, and a plurality of waterproof buffer sleeves are provided on the connecting shaft, and the waterproof buffer sleeves abut against the inner wall of the positioning groove.

[0025] In summary, due to the adoption of the above technical solution, the present invention has the following beneficial effects compared with the prior art:

[0026] 1. The unmanned vessel propulsion system of this invention connects the turbine rotor to the stern shaft, driving the turbine blades to rotate. The reaction force generated by the water flow propels the vessel. By adjusting the deflector, the water flow entering the turbine rotor is controlled and smoothed during the vessel's travel, improving the propulsion system's stability.

[0027] 2. When the vessel is moving, the electromagnet is energized, and the torsion spring clip is magnetically attracted to the surface of the fitting groove. The elastic connector tightens the clip and fits tightly into the fitting groove, smoothly mating with the surface of the shroud, ensuring the shroud's diversion stability. When the vessel brakes, the stern shaft and turbine rotor gradually stop rotating, the electromagnet is de-energized, and the torsion spring clip rolls outward, pushing the water flow in front of the turbine blades forward, thus forming an initial braking action. The torsion spring clip and the elastic connector further contain the water flow, preventing subsequent forces from causing the vessel to sway and prevent rapid stopping. The two together form an elastic buffer structure that blocks the water flow around the propeller, preventing it from continuing to flow and forming a reaction force that would cause the vessel to sway. This improves the reliability and stability of the unmanned vessel's propulsion and braking. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments. It should be understood that the following drawings only illustrate certain embodiments of the present invention 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.

[0029] Figure 1 A schematic diagram of the structure of a high-reliability unmanned ship propulsion system Figure 1 .

[0030] Figure 2 A schematic diagram of the structure of a high-reliability unmanned ship propulsion system Figure 2 .

[0031] Figure 3 This is a structural cross-sectional view of a high-reliability unmanned ship propulsion system when the ship is traveling.

[0032] Figure 4 A partial cross-sectional view of a high-reliability unmanned ship propulsion system during ship braking.

[0033] Legend:

[0034] 1. Stern shaft; 2. Positioning duct; 3. Stator hub; 4. Turbine rotor; 5. Turbine blades; 6. Fairing; 7. Fitting groove; 8. Torsion spring spring; 9. Elastic connector; 10. Seal positioning frame; 11. Positioning groove; 12. Electromagnet; 13. Transition shaft; 14. Flange-type hydraulic coupling; 15. Front bearing seat; 16. Bearing cover; 17. Front bearing; 18. Water sealing structure; 19. Rear bearing; 20. Hydraulic nut; 21. Wake cap; 22. Coupling; 23. Waterproof buffer sleeve. DETAILED DESCRIPTION

[0035] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions of the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings herein can be arranged and designed in a variety of different configurations.

[0036] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the invention as claimed, but rather merely represents selected embodiments of the present invention. All other embodiments derived by persons of ordinary skill in the art based on the embodiments of the present invention without inventive effort shall fall within the scope of protection of the present invention.

[0037] It should be noted that similar reference numerals and letters denote similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined or explained in the subsequent drawings.

[0038] In the description of the embodiments of the present invention, it should be noted that the terms "upper" and "inner" etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, or are orientations or positional relationships in which the inventive product is usually placed when in use. These 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 limitations on the present invention.

[0039] In the description of the present invention, it should also be noted that, unless otherwise expressly specified or limited, the terms "disposed," "installed," "connected," and "connected" should be understood broadly. For example, they may refer to fixed connections, detachable connections, or integral connections; they may refer to direct connections, indirect connections through an intermediate medium, or internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0040] See also Figure 1-4 The present invention provides a technical solution: a high-reliability unmanned ship propulsion device, comprising:

[0041] Stern shaft 1;

[0042] The positioning duct 2 is mounted on the hull and contains a stator hub 3. The front end of the stern shaft 1 is connected to the driver in the hull, and the rear end is rotatably mounted in the stator hub 3. The driver is a conventional device for rotating the stern shaft of a ship, such as a motor.

[0043] a turbine rotor 4, which is mounted at the rear end of the stern shaft 1 and extends into the positioning duct 2, with a plurality of turbine blades 5 radiating from its outer side;

[0044] A deflector 6 is sleeved and assembled on the stern shaft 1 and the front end of the turbine rotor 4. An engaging groove 7 is provided on the outer side of the deflector 6. A plurality of torsion spring springs 8 are positioned at circumferential intervals in front of the engaging groove 7. The torsion spring springs 8 are made of a magnetic material and are rolled outward. When subjected to an internal magnetic attraction, they turn inward, unfold, and fit into the engaging groove 7. Elastic connectors 9 are provided between adjacent torsion spring springs 8. The elastic connectors 9 are made of a material with high elasticity and stable water resistance, such as rubber.

[0045] A sealing locator 10 is sealed and assembled to the rear end of the stator hub 3 via bolts and gaskets. Its front end extends to the rear end of the stern shaft 1, into a positioning slot 11 extending along the axial direction, and docks with an electromagnet 12. The power supply wiring corresponding to the electromagnet 12 is embedded in the sealing locator 10 and stator hub 3 or positioned along the surface of the sealing locator 10 and stator hub 3. It extends into the hull and docks with the power supply equipment.

[0046] The unmanned vessel propulsion system of this invention connects the stern shaft to the turbine rotor, driving the turbine blades to rotate. The reaction force generated by the water flow propels the vessel. By adjusting the deflector, the water flow entering the turbine rotor is controlled and smoothed during the vessel's travel, improving the propulsion system's stability.

[0047] When the ship is moving, the electromagnet is energized, and the torsion spring leaf is magnetically attracted to the surface of the fitting groove. The elastic connector tightens the leaf and tightly fits into the fitting groove, smoothly mating with the surface of the shroud, ensuring the shroud's diversion stability. When the ship brakes, the stern shaft and turbine rotor gradually stop rotating, the electromagnet is de-energized, and the torsion spring leaf rolls outward, pushing the water flow in front of the turbine blades forward, thus forming an initial braking action. The torsion spring leaf and the elastic connector further contain the water flow, preventing subsequent forces from causing the ship to sway and prevent it from stopping quickly. The two form an elastic buffer structure that blocks the water flow around the propeller, preventing it from continuing to flow and forming a reaction force that causes the ship to sway. This improves the reliability and stability of the unmanned ship's propulsion and braking.

[0048] The front end of the stern shaft 1 is connected to the transition shaft 13 through a flange hydraulic coupling 14, and the transition shaft 13 is connected to the output shaft of the driver. This improves the efficiency and stability of the connection between the stern shaft 1 and the transition shaft 13, the driver, and the structural transmission.

[0049] The front end of the stern shaft 1 passes through the front bearing seat 15, and the front bearing seat 15 is assembled on the mounting port of the hull shell. The bearing cover plate 16 is assembled on the front end opening of the front bearing seat 15 by bolts. The front bearing 17 is arranged in the cavity formed by the enclosure between the front bearing seat 15 and the bearing cover plate 16. The bearing cover plate 16 and the front bearing 17 are both sleeved on the stern shaft 1. The front end flange of the front bearing seat 15 is connected to the water sealing structure 18, and the water sealing structure 18 is sleeved on the stern shaft 1. Thereby, the structural waterproofness and connection stability of the connection between the stern shaft 1 and the hull shell are improved. Among them, a conventional waterproof structure such as rubber for waterproofing is provided between the water sealing structure 18 and the front bearing seat 15, or the water sealing structure 18 as a whole adopts a waterproof structure.

[0050] The deflector 6 has an overall tapered structure with an outer diameter that gradually increases from front to back. Its surface and the connection with the stern shaft 1 are covered with fiberglass cloth. The outer edge of its rear end is sleeved onto the boss at the front end of the turbine rotor 4 and is radially screwed in place. This reduces the movement resistance of the deflector 6 in the water and improves its flow diversion performance.

[0051] A rear bearing 19 is disposed within the gap between the stern shaft 1 and the stator hub 3. A hydraulic nut 20 is disposed between the stator hub 3 and the turbine rotor 4. The hydraulic nut 20 is positioned on the stern shaft 1 and positions the turbine rotor 4. In addition to assembling and positioning the turbine rotor 4 on the stern shaft 1, the hydraulic nut 20 also separates the end faces of the stator hub 3 and the turbine rotor 4, preventing direct contact and wear on the structure.

[0052] A wake cap 21 is mounted at the rear end of the stator hub 3 and outside the seal spacer 10. The outer diameter of the wake cap 21 gradually decreases from front to back, and its outer surface is circumferentially spaced with a number of flow-guiding grooves or ribs. This guides the wake flowing toward the rear end of the turbine rotor 4, further improving the stability of the ship's propulsion.

[0053] The front end of the sealing positioning frame 10 is provided with a connecting shaft 22, which is inserted into the positioning groove 11 and docked with the electromagnet 12. The electromagnet 12 is covered with a waterproof membrane. Several waterproof buffer sleeves 23 are positioned on the connecting shaft 22 and abut against the inner wall of the positioning groove 11. This improves the waterproof performance of the electromagnet 12.

[0054] The working principle of the high-reliability unmanned ship propulsion device of this embodiment includes: when the ship is moving, the electromagnet 12 is energized, the torsion spring spring 8 is magnetically attracted to the surface of the fitting groove 7, and is tightly embedded in the fitting groove 7 through the tension of the elastic connector 9 and smoothly docked with the surface of the deflector 6 to ensure the diversion stability of the deflector 6. Figure 2 、 3 As shown; when the ship brakes, the stern shaft 1 and turbine rotor 4 gradually stop rotating, the electromagnet 12 is de-energized, and the torsion spring leaf 8 rolls outward, pushing the water flow in front of the turbine blades 5 forward, thus forming an initial braking effect. The torsion spring leaf 8 and the elastic connector 9 trap the water flow, preventing it from flowing further toward the turbine blades 5 and generating subsequent force, causing the ship to sway and be unable to stop quickly. The two also form an elastic buffer structure that can block the water flow around the propeller, preventing it from continuing to flow and forming a reaction force that causes the ship to sway. This improves the reliability and stability of the unmanned ship's propulsion and braking.

[0055] In this embodiment, the unmanned vessel has two propellers, symmetrically mounted on the left and right sides. The propeller with a right-hand propeller and observation window is installed on the right side of the hull (viewed from the stern to the bow), while the propeller with a left-hand propeller is installed on the left side of the hull (viewed from the stern to the bow). After installation, the propellers are positioned 1200mm ± 2mm from the center of the hull, and the angle between the propeller axis and the horizontal plane is 6° ± 0.1°. To ensure sufficient space for moving the stern shaft into the cabin, ensure that the thrust bearing and shaft mechanical brake are not installed before installation.

[0056] The main installation steps of this thruster are as follows:

[0057] 1) The duct and the stern shaft front bearing seat are welded to the hull (and stress relieved);

[0058] 2) With the inner hole of the stator hub of the guide tube as the center, bore the inner hole of the stern shaft front bearing seat into place, measure the inner hole size after boring, and then process the stern shaft front bearing;

[0059] 3) Install the stern shaft front bearing and cover plate and secure them;

[0060] 4) Move the stern shaft through the stator hub hole into the cabin, temporarily support the stern shaft with a tooling, and fix the stern shaft axially with the rotor and hydraulic nut;

[0061] 5) Install the rear bearing of the stern shaft into the inner hole of the stator hub;

[0062] 6) Move the stern shaft (with the rotor and hydraulic nut fixed on it) into position on the rear stern shaft bearing;

[0063] 7) Install the tail cap and deflector and fix them. The surface of the deflector is covered with fiberglass reinforced plastics;

[0064] 8) Install water-lubricated sealing device (i.e. water sealing structure);

[0065] 9) Install flange hydraulic coupling;

[0066] 10) Install the transition shaft.

[0067] Note: The weight of the stern shaft, rotor and other parts is relatively large. When implementing the shipyard, the power and auxiliary tooling workpieces for fixing or limiting must be considered. In this embodiment, when installing the propeller, the technical requirements specified in the drawings must be strictly followed and tested. When installing all fasteners, apply medium-strength thread locker to the threaded connection and control the tightening torque accordingly, and mark them with colors. M8 is 18N·m, M12 is 41N·m, M16 is 108N·m, and M20 is 223N·m. After the propeller and the entire axial installation are completed, check the gap between the rotor and the duct. The average gap is 5~5.2mm. The axial distance between the hydraulic nut and the end face of the stator hub is an average of 20mm±1mm. Before welding the duct and stator components of the right-side propeller to the hull, use tooling to support the observation window opening. The flatness of the observation window installation part is tested before and after welding. It is required to meet the flatness requirements in the drawings after welding.

[0068] Other requirements:

[0069] 1) It is forbidden to use oil or grease on any parts, unless it is used for the installation and removal of hydraulic nuts and hydraulic flange couplings.

[0070] 2) Other substances such as amines, molybdenum, disulfides, mercury, and ammonia are prohibited from coming into contact with the propeller (especially organic glass).

[0071] 3) It is strictly forbidden to stack mission items on the upper part of the organic glass observation window of the right thruster. Before formal use, cover the glass surface with film and take measures to block it to prevent foreign objects from falling or hitting the organic glass body.

[0072] 4) After the right thruster observation window, the observation hole on the flow channel, and the sensor installation hole enter the dock, the corresponding opening parts are welded with aluminum parts to ensure the smoothness of the flow channel. After welding, non-destructive testing and tightness tests are carried out.

[0073] To ensure that there is enough space to move the stern shaft into the cabin, make sure to remove the thrust bearing and shafting mechanical brake before disassembly (replacing the rotor).

[0074] The main steps for disassembling the propeller are as follows:

[0075] 1) Disassemble the transition shaft;

[0076] 2) Disassemble the flange type hydraulic coupling;

[0077] 3) Disassemble the water-lubricated bearing assembly; (skip this step if replacing the rotor)

[0078] 4) Remove the tail cap and deflector;

[0079] 5) Move the stern shaft (with the rotor and hydraulic nut fixed on it) into the cabin and use the tooling to temporarily support the stern shaft;

[0080] 6) Remove the rear bearing of the stern shaft; (skip this step if replacing the rotor)

[0081] 7) Disassemble the hydraulic nut and rotor;

[0082] 8) Remove the cover plate and the stern shaft front bearing; (skip this step if replacing the rotor)

[0083] 9) Remove the guide tube and the stern shaft front bearing seat. (Skip this step if replacing the rotor).

[0084] In summary, due to the adoption of the above technical solution, the high-reliability unmanned ship propulsion device of this embodiment has the following beneficial effects compared with the prior art:

[0085] 1. The unmanned vessel propulsion system of this invention connects the turbine rotor to the stern shaft, driving the turbine blades to rotate. The reaction force generated by the water flow propels the vessel. By adjusting the deflector, the water flow entering the turbine rotor is controlled and smoothed during the vessel's travel, improving the propulsion system's stability.

[0086] 2. When the vessel is moving, the electromagnet is energized, and the torsion spring clip is magnetically attracted to the surface of the fitting groove. The elastic connector tightens the clip and fits tightly into the fitting groove, smoothly mating with the surface of the shroud, ensuring the shroud's diversion stability. When the vessel brakes, the stern shaft and turbine rotor gradually stop rotating, the electromagnet is de-energized, and the torsion spring clip rolls outward, pushing the water flow in front of the turbine blades forward, thus forming an initial braking action. The torsion spring clip and the elastic connector further contain the water flow, preventing subsequent forces from causing the vessel to sway and prevent rapid stopping. The two together form an elastic buffer structure that blocks the water flow around the propeller, preventing it from continuing to flow and forming a reaction force that would cause the vessel to sway. This improves the reliability and stability of the unmanned vessel's propulsion and braking.

[0087] The above description is only a preferred specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any technician familiar with the technical field, within the technical scope disclosed by the present invention, who makes equivalent replacements or changes based on the technical solution and inventive concept of the present invention, should be covered by the scope of protection of the present invention.

Claims

1. A high-reliability unmanned ship propulsion system, characterized in that: include: stern shaft; A positioning duct is mounted on the hull and contains a stator hub. The front end of the stern shaft is connected to the driver in the hull, and the rear end is rotatably mounted in the stator hub. a turbine rotor, which is mounted at the rear end of the stern shaft and extends into the positioning duct, and has a plurality of turbine blades radiating from its outer side; A deflector is sleeved and assembled on the stern shaft and the front end of the turbine rotor, and an engaging groove is provided on the outer side of the deflector. A plurality of torsion spring springs are positioned at intervals in the circumferential direction on the front side of the engaging groove. The torsion spring springs are made of magnetic material and are rolled outward. When subjected to the magnetic attraction from the inside, they turn inward, unfold, and fit into the engaging groove. Elastic connectors are provided between adjacent torsion spring springs. The sealing positioning frame is sealingly assembled at the rear end of the stator hub body, and its front end extends to the rear end of the stern shaft, into a positioning groove extending along the axial direction and docking with the electromagnet.

2. A high-reliability unmanned ship propulsion device according to claim 1, characterized in that: The front end of the stern shaft is butted against a transition shaft via a flange type hydraulic coupling, and the transition shaft is connected to an output shaft of a driver.

3. The high-reliability unmanned ship propulsion device according to claim 1, characterized in that: The front end of the stern shaft passes through the front bearing seat, the front bearing seat is assembled on the mounting port of the hull shell, the bearing cover plate is assembled at the front end opening of the front bearing seat by bolts, the front bearing is arranged in the cavity formed by the enclosure between the front bearing seat and the bearing cover plate, and the bearing cover plate and the front bearing are both sleeved on the stern shaft.

4. The high-reliability unmanned ship propulsion device according to claim 3, characterized in that: The front end flange of the front bearing seat is connected with a water sealing structure, and the water sealing structure is sleeved on the stern shaft.

5. The high-reliability unmanned ship propulsion device according to claim 1, characterized in that: The deflector is a conical structure with an outer diameter gradually increasing from front to back. Its surface and the connection with the stern shaft are covered with glass fiber cloth. The outer edge of the rear end is sleeved on the boss at the front end of the turbine rotor and is positioned by radial screw connection with bolts.

6. The high-reliability unmanned ship propulsion device according to claim 1, characterized in that: A rear bearing is arranged in the gap between the stern shaft and the insertion position of the stator hub body, and a hydraulic nut is arranged between the stator hub body and the turbine rotor. The hydraulic nut is positioned on the stern shaft and positions the turbine rotor.

7. The high-reliability unmanned ship propulsion device according to claim 1, characterized in that: A tail cap is mounted on the rear end of the stator hub and the outer side of the sealing positioning frame. The outer diameter of the tail cap gradually decreases from front to back, and a plurality of guide grooves or guide ribs are arranged on its outer surface at intervals in the circumferential direction.

8. The high-reliability unmanned ship propulsion device according to claim 1, characterized in that: A connecting shaft is provided at the front end of the sealing positioning frame, the connecting shaft is inserted into the positioning groove and docked with the electromagnet, a waterproof membrane is provided on the outer shell of the electromagnet, and a plurality of waterproof buffer sleeves are provided on the connecting shaft, and the waterproof buffer sleeves abut against the inner wall of the positioning groove.

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