Hybrid ring direct drive

Abstract

A clutch (18) is proposed which is arranged to selectively connect a first shaft (62) to a belt or roller chain (118). The clutch (18) has a first axis of rotation (26) and includes a first clutch hub (30) and a first roller (34) centered on the first axis of rotation (26), a first clutch mechanism (20) and a first actuator (42). The first clutch hub (30) is arranged to be mounted on a first shaft (62), the first roller (34) is rotatably supported relative to the first clutch hub (30), and the first roller (34) forms a first engagement portion (38) arranged to cooperate with a belt or roller chain (118). A first clutch mechanism (20) operably connects the first clutch hub (30) and the first roller (34), and the first clutch mechanism (20) is positioned between the first axis of rotation (26) and the first roller (34). The first clutch mechanism (20) has a disengaged state in which the first roller (34) is rotatable relative to the first clutch hub (30) and an engaged state in which the first roller (34) is non-rotatable relative to the first clutch hub (30), and the first actuator (42) is arranged to set the first clutch mechanism (20) in the disengaged state or the engaged state. A belt or chain drive (14), a powertrain (12) and an outboard motor (200) comprising a clutch (18) are also presented.

Description

Technical Field

[0001] The proposed technology generally relates to powertrain systems for ships, and more specifically to hybrid power systems for ships. The proposed technology also relates to belt drives or chain drives, and clutches integrated within these belt drives or chain drives. The proposed technology also relates to hydrojet engines driven by belts or roller chains. A specific application of the proposed technology is in marine outboard motors.

[0002] background Outboard motors are common, independent propulsion systems used in ships. An outboard motor typically consists of an engine, gearbox, and propeller or hydraulic jet, and is arranged to be attached to the outside of the ship's beams. In addition to providing propulsion, the outboard motor is positioned to pivot relative to the ship and provide steering control. Outboard motors are classified as pushing-type or tractor-type. Pushing-type motors typically rely on a propeller positioned aft relative to the ship's face, while tractor-type motors typically rely on a propeller forward relative to the ship's face. There are also outboard motors that rely on hydraulic jets for propulsion.

[0003] Belts and chains are commonly used for power transmission between shafts. In belt drives, the belt forms a loop and is typically connected to the shaft via rollers in the form of pulleys. In chain drives, the chain forms a loop and is typically connected to the shaft via rollers in the form of sprockets. Belt drives and chain drives are known to be used in power systems for outboard motors. Typically, the power system includes a gearbox that allows for idling, forward drive, and rearward drive. The gearbox is usually located in the middle section of the outboard motor.

[0004] One objective of the proposed technology is to provide a power system having belt and chain drives with a simplified architecture, such as the absence of a gearbox. Another objective is to provide a simplified belt or chain drive. Another objective is to provide a compact belt or chain drive, for example, with minimal addition of belt or chain drives to the aft extension of the outboard motor. Another objective is to provide a hybrid outboard motor with both an internal combustion engine and an electric motor as prime movers. Another objective is to provide a belt-driven water jet. Another objective is to provide a simplified transmission system for an aircraft and a hybrid power system for an aircraft.

[0005] Overview In a first aspect of the proposed technology, a clutch or clutch system is arranged to selectively connect a first shaft to a belt or roller chain and to disconnect the first shaft from the belt or roller chain. The clutch has a first axis of rotation and includes: a first clutch hub centered on the first axis of rotation, a first roller or first pulley centered on the first axis of rotation, a first clutch mechanism, and a first actuator. The first clutch hub is arranged or configured to be mounted on or fixed to the first shaft. The first roller is rotatably supported or arranged to rotate relative to the first clutch hub, and the first roller forms or includes a first interface arranged to cooperate with or connect with the belt or roller chain. The first clutch mechanism operatively connects the first clutch hub and the first roller, and the first clutch mechanism is positioned between the first axis of rotation or between the first clutch hub and the first roller. The first clutch mechanism has a disengaged state and an engaged state. In the disengaged state, the first roller is rotatable relative to or rotatably unlocked from the first clutch hub; in the engaged state, the first roller cannot rotate relative to or rotatably lock from the first clutch hub. The first actuator is arranged to switch the first clutch mechanism between a disengaged state and an engaged state, and / or to set the first clutch mechanism to a disengaged or engaged state. The first roller may be radially positioned outside the first clutch hub relative to the first axis of rotation.

[0006] The first clutch mechanism is positioned between the first rotation axis or the first clutch hub and the first roller. In other words, the first clutch mechanism is located within the first roller, or radially positioned between the first roller and the first rotation axis, and axially positioned between the first end and the opposite second end of the first roller along the first rotation axis. This means that a radial or transverse line intersecting the first rotation axis passes through the first clutch mechanism and the first roller.

[0007] It should be understood that the belt or roller chain can be part of a transmission system or a power system. The first roller forms a first engagement portion cooperating with the belt or roller chain, and a first clutch mechanism is positioned between the first clutch hub and the first roller, collectively contributing to a power system with a shorter axial length, and further contributing to a reduced rear extension of an outboard motor with an internal combustion engine having a crankshaft centered on a first axis of rotation and connected to a first shaft. The belt and roller chain can respectively form part of a belt drive and a chain drive. It should also be understood that the belt and roller chain are annular and form loops. The first clutch mechanism can be positioned between the first engagement portion and the first axis of rotation or the first clutch hub. This further contributes to a transmission system with a shorter axial length.

[0008] It should be understood that the first axis of rotation defines the intended rotation of the first clutch and the first roller. The first roller may define the first axis of rotation. It should be understood that if the first clutch is mounted on a first shaft, the first shaft shares the first axis of rotation. The first clutch hub and the first roller may be annular and may be centered on the first axis of rotation or on the first shaft.

[0009] Here, one element being rotatably fixed to another element means that these elements cannot rotate relative to each other about an axis of rotation. One element being axially fixed to another element means that these elements cannot shift position relative to each other along an axis of rotation. If one element is fixed to another element, it means that these elements cannot rotate or shift relative to each other. One element being rotatably supported or rotatably unlocked relative to another element means that these elements can rotate relative to each other. One element being rotatably locked to another element means that these elements cannot rotate relative to each other.

[0010] In a second aspect of the proposed technology, a clutch and shaft assembly includes: a clutch according to the first aspect of the proposed technology, and a first shaft, wherein the first shaft is rotatably fixed to a first clutch hub. The first shaft may be axially fixed to the first clutch hub or fixed to the first clutch hub. It should be understood that the first shaft is centered on a first axis of rotation.

[0011] In a third aspect of the proposed technology, a belt drive or chain drive includes: a clutch and shaft assembly according to a second aspect of the proposed technology, a belt or roller chain, and a second roller having or defining a second axis of rotation, wherein the belt or roller chain interconnects the first and second rollers of the clutch. In other words, the belt drive or chain drive includes: a clutch according to a first aspect of the proposed technology, a first shaft, a belt or roller chain, and a second roller. The first shaft is rotatably fixed to a first clutch hub, and the belt or roller chain interconnects the first and second rollers of the clutch. The first shaft may be axially fixed to the first clutch hub or fixed to the first clutch hub. It should be understood that the first shaft is centered on a first axis of rotation. It should be understood that the second roller may have or define a second axis of rotation. It should be understood that the first and second axes of rotation may be parallel. It should also be understood that the second roller is centered on the second axis of rotation. Furthermore, it should be understood that the second axis of rotation of the second roller defines the intended rotation of the second roller. The belt drive or chain drive may be an outboard drive, meaning that the belt drive or chain drive is positioned outside the hull of the vessel. It should be understood that the first roller or clutch, the second roller, and the belt or roller chain are arranged to transmit power or torque from the first roller to the second roller. It should also be understood that the belt or roller chain may extend transversely to the first axis of rotation, or the belt or roller chain may form a loop transversely to the first axis of rotation.

[0012] In a fourth aspect of the proposed technology, a power system or transmission unit includes: a belt drive or chain drive according to a third aspect of the proposed technology, and a first prime mover, wherein a first shaft is connected to the first prime mover. In other words, the power system or transmission unit includes: a clutch according to a first aspect of the proposed technology, a first shaft, a belt or roller chain, a second roller, and a prime mover. The first shaft is rotatably fixed to a first clutch hub, the belt or roller chain interconnects the first and second rollers of the clutch, and the first shaft is connected to the first prime mover. It should be understood that the second roller may have or define a second axis of rotation. The first shaft may be axially fixed to or fixed to the first clutch hub. It should be understood that the first shaft is centered on a first axis of rotation. It should be understood that the power system can be used in vehicles such as motorized vehicles, boats, and aircraft, such as mobility scooters, boats, personal boats, and airplanes. It should be understood that the first shaft is operatively connected to the prime mover to receive torque from the prime mover.

[0013] The power system may further include an additional belt drive or chain drive according to the third aspect of the proposed technology, wherein the first shaft of the additional belt drive or chain drive is connected to the first prime mover via the first shaft of the belt drive or chain drive. The first shaft of the additional belt drive or chain drive may be rotatably fixed to the first shaft of the belt drive or chain drive. The first shaft of the additional belt drive or chain drive may be axially fixed to the first shaft of the belt drive or chain drive. It should be understood that the first shaft or first axis of rotation of the additional belt drive or chain drive may be collinear or coaxial with the first shaft or first axis of rotation of the belt drive or chain drive. It should be understood that the additional belt drive and chain drive may differ from the belt drive and chain drive. For example, the additional belt drive and chain drive may have different features or be arranged in a different manner.

[0014] In the fifth aspect of the proposed technology, an outboard motor includes: a power system according to the fourth aspect of the proposed technology.

[0015] In a sixth aspect of the proposed technology, a water jet or pump jet for a vessel is arranged to be driven by a belt or roller chain.

[0016] In the seventh aspect of the proposed technology, a vessel such as a ship or personal vessel includes the power system according to the fourth aspect of the proposed technology, the outboard motor according to the fifth aspect of the proposed technology, or the water jet according to the sixth aspect of the proposed technology.

[0017] In the eighth aspect of the proposed technology, a housing or enclosure for a belt drive or chain drive includes a first roller or clutch and shaft assembly according to the second aspect of the proposed technology, a second roller, and a belt or roller chain interconnecting the first and second rollers of the clutch. The housing is arranged to enclose or house the first roller or clutch, the belt or roller chain, and the second roller. The housing may be arranged or configured to contain or retain a fluid, such as a lubricant-coolant. It should be understood that the first roller or clutch, the second roller, and the belt or roller chain are arranged to transmit power or torque from the first roller to the second roller.

[0018] In the ninth aspect of the proposed technology, the impeller has or includes an annular impeller housing or impeller shroud, wherein the impeller housing forms or includes a joint arranged to cooperate with or connect with a belt or roller chain. It should be understood that the impeller can be used in hydraulic jetting applications.

[0019] In the tenth aspect of the proposed technology, aircraft such as airplanes include: a propulsion system according to the fourth aspect of the proposed technology. It should be understood that the propulsion system is for propelling the aircraft.

[0020] In the eleventh aspect of the proposed technology, a means of transport includes a power system according to the fourth aspect of the proposed technology. It should be understood that the power system is arranged to drive or propel the means of transport.

[0021] In the proposed clutch, the first clutch hub can be arranged, for example, to be fixed to or rotatably fixed to the first shaft via a spline joint. In the proposed clutch and shaft assembly, the first clutch hub can be fixed to or rotatably fixed to the first shaft, for example, via a spline joint.

[0022] The first actuator can be a linear actuator, which is arranged to engage or actuate the first clutch mechanism, or to perform motion along or parallel to the first axis of rotation. This contributes to the smaller outer diameter of the first roller.

[0023] The clutch can be arranged to specifically connect a first shaft to a belt. The first roller can be a pulley or constitute a pulley. The belt can be a flat belt, and the first engagement can form or outline a cylindrical surface centered on a first axis of rotation and arranged to cooperate with the belt.

[0024] Alternatively, the strip may be a grooved strip forming or including longitudinal grooves, and the first engagement may additionally or alternatively form or include an annular ridge or annular flange centered on the first axis of rotation and arranged to mate with or cooperate with the grooves. It should be understood that the grooves are located on the side of the strip facing the first engagement. It should be understood that a flat strip or a V-shaped strip may be a grooved strip.

[0025] Alternatively, the belt may be a V-shaped belt, and the first joint may form or include an annular groove centered on the first axis of rotation and arranged to engage or cooperate with the V-shaped belt.

[0026] The belt may be a toothed belt or a synchronous belt with multiple teeth, and the first engagement may form or include multiple roller teeth arranged to engage or cooperate with the belt teeth. It should be understood that the belt teeth are located on the side of the belt facing the first engagement.

[0027] The clutch can be arranged to specifically connect the first shaft to the roller chain. The first engagement may form or include a sprocket centered on the first axis of rotation and arranged to cooperate with or engage with the roller chain.

[0028] The clutch may further include a first support and a second support, which are arranged to bear a load or radial load on the first roller relative to a first shaft or a first axis of rotation. The first clutch mechanism and / or the first engagement portion may be axially positioned between the first and second supports relative to the first axis of rotation. For example, the first and second supports may be rotary supports centered on the first axis of rotation, such as rolling element bearings. By specifying the positioning of the first and second supports, the deformation of the first roller under radial load is reduced. The first clutch hub is specified to be mounted on the first shaft. This means that the first and second supports are also arranged to bear radial loads on the first roller relative to the first clutch hub. For example, both the first and second supports may be arranged to interconnect the first roller and the first shaft, or the first support may be arranged to interconnect the first roller and the first shaft while the second support may interconnect the first roller and the first clutch hub, or both the first and second supports may interconnect the first roller and the first clutch hub. It should be understood that the radial load may originate from a belt or roller chain, and the radial load is relative to the first axis of rotation.

[0029] The first roller may have or form a first radial wall. The first actuator may be arranged to bias the first clutch mechanism against the first radial wall in the engaged state or when transitioning to the engaged state. The first radial wall may extend radially inward from the first engagement portion relative to a first axis of rotation. In other words, the first actuator may be arranged to generate an axial load on the first roller in the engaged state of the first clutch mechanism or when transitioning to the engaged state of the first clutch mechanism. The first roller may be arranged to shift along the first axis of rotation when transitioning to the engaged state of the first clutch mechanism. It should be understood that the first roller may also be arranged to shift in the opposite direction when transitioning to the disengaged state of the first clutch mechanism. For example, the aforementioned first and second supports may be fixed to the first clutch hub or the first shaft and slidably connected to the first roller, or vice versa.

[0030] The first roller may have or form a second radial wall, wherein the second radial wall is arranged to abut against the first clutch hub or the first shaft biased when the first clutch mechanism is engaged or when transitioning to the engaged state of the first clutch mechanism. The second radial wall may extend radially inward from the first engagement relative to the first axis of rotation. The first actuator and / or the first clutch mechanism may be axially positioned between the first radial wall and the second radial wall.

[0031] The clutch may include a third support member arranged to bear, for example, an axial load generated by a first actuator on a first roller relative to a first shaft or first axis of rotation. For example, the third support member may be a rotary support member centered on the first axis of rotation, such as a rolling element support member. The third rotary support member may interconnect a second radial wall with the first clutch hub or first shaft.

[0032] The first clutch mechanism may be or include a first clutch pack, and the first roller may be or form a clutch basket. This means that the clutch basket itself may form the first engagement portion. The clutch basket may be a single-walled clutch basket, meaning that only a single wall exists between the clutch pack and the first engagement portion. The clutch basket may have an outer side that outlines a cylindrical geometry. It should be understood that the outer side faces radially outward relative to the first axis of rotation. It should be understood that the first clutch pack operatively connects the first clutch hub and the first roller or the first clutch hub and the clutch basket. The first clutch pack may be annular and centered on the first axis of rotation. The first clutch pack may include a plurality of inner plates or first plates connected to or rotatably fixed to the first clutch hub, and a plurality of outer plates or second plates connected to or rotatably fixed to the clutch basket. For example, the first clutch hub may form internal splines extending along the first axis of rotation and facing the first clutch pack, and each of the inner plates may form cutouts or concave splines facing the first clutch hub and cooperating or mating with the internal splines. Similarly, the clutch basket may form external splines extending along the first axis of rotation and facing the first clutch assembly, and each outer plate may form cutouts or recesses facing the clutch basket and cooperating or mating with the external splines. In other words, the first clutch hub and the inner plate may form an internal spline joint, and the clutch basket and the outer plates may form an external spline joint, wherein the internal spline joint is arranged to rotatably lock the inner plate to the first clutch hub, and the external spline joint is arranged to rotatably lock the outer plate to the clutch basket. The internal and external spline joints may be arranged to allow the inner and outer plates to be displaced in position along the first axis of rotation, respectively. In other words, the inner plate may be arranged to be displaced in position relative to the first clutch hub along the first axis of rotation, and the outer plate may be arranged to be displaced in position relative to the first clutch hub along the first axis of rotation. This means that the first clutch hub constitutes an inner plate support, and the clutch basket constitutes an outer plate support. The outer diameter of the clutch basket, the outer diameter of the first roller at the first engagement, the outer diameter of the first engagement, or the average outer diameter of the first engagement along the first axis of rotation may be less than 140%, 130%, or 120% of the outer diameter of the first clutch assembly, the outer diameter of the first clutch mechanism, or the average outer diameter of the first clutch mechanism along the first axis of rotation. This contributes to a more compact arrangement. It should be understood that the first clutch assembly or the first clutch mechanism may have an outer diameter smaller than the outer diameter of the clutch basket, the outer diameter of the first roller at the first engagement, or the outer diameter of the first engagement.

[0033] The inner and outer plates can overlap, be paired sequentially, and be centered on a first axis of rotation. In other words, the inner and outer plates are arranged alternately in a stack. The first clutch assembly can be coaxial with the first clutch hub, and the clutch basket can be coaxial with the first clutch assembly.

[0034] In the disengaged state, the inner and outer plates are spaced apart along the axis of rotation. In this way, the clutch basket is rotatably unlocked from the first clutch hub. In the engaged state, the inner and outer plates are pressed together along the first axis of rotation. In this way, the clutch basket is rotatably locked to the first clutch hub. The inner and outer plates can be elastically biased, for example, by a set of springs, to be in the disengaged state. It should be understood that in the disengaged state, there is no mechanical friction between the inner and outer plates, while in the engaged state, there is static friction between the inner and outer plates. The first clutch mechanism can also have a sliding state, in which dynamic friction exists between the inner and outer plates. The sliding state can be achieved during the transition between the disengaged and engaged states.

[0035] The first actuator may be arranged to compress the first clutch assembly along a first axis of rotation, or to engage the first clutch assembly to transition the first clutch mechanism from a disengaged state to an engaged state. The first clutch hub may form or include a first axial support arranged to prevent movement of the first clutch assembly away from the first actuator, and the first actuator may be arranged to bias the first clutch assembly against the first axial support in the engaged state or during transition to the engaged state (such as in a slippery state). For example, the first axial support may be an annular wall centered on the first axis of rotation and extending radially outward relative to the first axis of rotation. Alternatively, the first actuator may be arranged to bias the first clutch mechanism against the aforementioned first radial wall in the engaged state or during transition to the engaged state.

[0036] The aforementioned first clutch assembly contributes to a smaller radius and a larger axial length for the clutch mechanism and the first roller. When the clutch is engaged with the input in a belt drive or chain drive, the smaller radius helps increase mechanical advantage or gear ratio. The larger axial length allows for the use of wider belts in belt drives.

[0037] The features described here basically correspond to the features of a multi-plate clutch.

[0038] The first clutch hub may also form or include a first conduit arranged to conduct or guide lubricant-coolant fluid from the first shaft to the first clutch assembly. The first conduit may have an inlet at the first shaft. The first shaft may have a first supply conduit arranged to conduct or guide lubricant-coolant fluid to the clutch. The inlet may be arranged to receive lubricant-coolant fluid from the first shaft or from the first supply conduit. The first conduit may have an outlet at the first clutch assembly. The outlet may be arranged to release lubricant-coolant fluid to the first clutch assembly, or to release it between the inner and outer plates of the first clutch assembly. The outlet may be located between the first clutch assembly and the first axis of rotation. In other words, the first clutch assembly may be positioned between the outlet and the clutch basket. In the configuration specified herein, the first clutch mechanism substantially corresponds to a multi-plate wet clutch.

[0039] The first roller or clutch basket may form or include a hole arranged to allow coolant-lubricant fluid within the clutch basket to escape or release from the first roller or clutch basket. The escape may be radially outward. The hole may be located at the first clutch assembly. Alternatively or additionally, the hole may be located at the first engagement. Within the clutch basket, coolant-lubricant fluid can be released from the first clutch assembly, or from between the inner and outer plates of the first clutch assembly. The hole allows the first engagement and the belt or roller chain to be lubricated. Further, the aforementioned first conduit allows lubrication via a shaft.

[0040] The first actuator can be a single actuator. This means that only one actuator mechanism operates the first clutch assembly. The fact that a single actuator can provide this function further contributes to a more compact clutch design.

[0041] As described above, the first actuator can be arranged to compress the first clutch assembly along the first axis of rotation. The first actuator can be a hydraulic actuator. The first actuator may include an annular recess or annular cylinder formed by the first clutch hub and centered on the first axis of rotation, and an annular piston positioned or disposed in the recess and arranged to move along the first axis of rotation and bias the first clutch assembly. It should be understood that the annular recess faces the first clutch assembly. The first clutch hub may also form or include a second conduit arranged to conduct or guide hydraulic fluid from the first shaft to the first actuator or the annular recess. In other words, the second conduit is arranged to establish a fluid connection between the first shaft and the first actuator or the annular recess. The second conduit may have an inlet at the first shaft. The first shaft may have a second supply conduit arranged to conduct or guide hydraulic fluid to the clutch. The inlet may be arranged to receive hydraulic fluid from the first shaft or from the second supply conduit. The second conduit may have an outlet to the annular recess. The outlet may be arranged to release hydraulic fluid from the annular recess. In this way, the first actuator can be operated by supplying hydraulic fluid via the first shaft.

[0042] As an alternative to the first clutch assembly, the first clutch mechanism may be or include a first dog clutch. The first dog clutch may be centered on a first axis of rotation. The first dog clutch may include a first member connected to or rotatably fixed to a first clutch hub and a second member connected to or rotatably fixed to a first roller. The second member may also be axially fixed to the first roller. For example, the second member may be fixed to the aforementioned first radial wall.

[0043] In the disengaged state, the first and second components of the first pawl clutch are rotatably unlocked, for example, by being spaced apart along the axis of rotation. This means they can rotate freely relative to each other. In the engaged state, the first and second components of the first pawl clutch are rotatably interlocked, for example, by being pressed together. This means they cannot rotate freely relative to each other. For example, the first and second components may form interlocking teeth in the engaged state.

[0044] The first actuator can be an electromechanical actuator. The first actuator can be arranged to displace a first member along a first axis of rotation to transition the first clutch mechanism from a disengaged state to an engaged state. In other words, the first actuator can be arranged to displace the first member along the first axis of rotation, or to actuate the first member to interlock with a second member. The first clutch hub can form or include a first axial support arranged to prevent the first roller or second member from shifting away from the first actuator in position, and the first actuator can bias the first roller or second member against the first axial support in the engaged state. It should be understood that this can be an alternative to the second radial wall described above.

[0045] In the first aspect of the proposed technology, the clutch can also be arranged to connect a second shaft to a belt or roller chain, wherein the first roller is arranged or configured to be mounted on or fixed to the second shaft. This means that the first roller is arranged to be permanently and rotatably fixed to the second shaft. Through these features, the clutch essentially constitutes a single clutch capable of selectively engaging and disengaging the first shaft from the first roller. In the second aspect of the proposed technology, the clutch and shaft assembly may further include: a second shaft, wherein the first roller is mounted on or fixed to the second shaft, or rotatably fixed to the second shaft, or vice versa. It should be understood that the second shaft is centered on the axis of rotation.

[0046] The first shaft may have a front end at the clutch or at the first clutch hub, and the second shaft may have a front end at the clutch or at the first roller, the front end facing the front end of the first shaft. In other words, the first shaft and the second shaft may be positioned in series along a first axis of rotation.

[0047] Alternatively, the first shaft may have a front end at the clutch or a first clutch hub, and the second shaft may have a front end at the clutch or a first roller, the front end of which faces the same direction as the front end of the first shaft. In other words, the first shaft may be hollow and the second shaft may extend through the first shaft, or the second shaft may be hollow and the first shaft may extend through the second shaft.

[0048] As an alternative to arranging the first roller on the second shaft, the clutch can also be arranged to selectively connect and disconnect the second shaft from the belt or roller chain. The clutch further includes a second clutch hub, a second clutch mechanism, and a second actuator. The second clutch hub is arranged or configured to be mounted on or fixed to the second shaft. The first roller is rotatably supported or arranged to rotate relative to the second clutch hub. The second clutch mechanism operatively connects the second clutch hub and the first roller, and is positioned between the first axis of rotation or between the second clutch hub and the first roller. The second clutch mechanism has a disengaged state and an engaged state. In the disengaged state, the first roller can rotate relative to or be rotatably unlocked from the second clutch hub; in the engaged state, the first roller cannot rotate relative to or be rotatably locked from the second clutch hub. The second actuator is arranged to switch the second clutch mechanism between the disengaged and engaged states, or to set the second clutch mechanism to either the disengaged or engaged state. The first roller can be radially positioned outside the second clutch hub relative to the first axis of rotation. Through these features, the clutch essentially constitutes a dual clutch that can selectively connect and disconnect the first and second shafts from the first roller.

[0049] The second clutch mechanism is specified to be positioned between the first axis of rotation or the second clutch hub and the first roller. In other words, the second clutch mechanism is located within the first roller, or positioned between the first roller and the first axis of rotation, and axially positioned between a first end and an opposing second end of the first roller along the first axis of rotation. This means that a radial or transverse line intersecting the first axis of rotation passes through the second clutch mechanism and the first roller. The second clutch mechanism may be positioned between the first engagement and the first axis of rotation or the first clutch hub. The features discussed herein contribute to a transmission system with a shorter axial length and further contribute to a reduced rear extension of an outboard motor with an internal combustion engine having a crankshaft centered on the first axis of rotation and connected to a first shaft.

[0050] In the two alternatives described above in the first aspect of the proposed technology, the second clutch hub is specified to be mounted on the second shaft. In the second aspect of the proposed technology, the clutch and shaft assembly may further include: a second shaft, wherein the second clutch hub is fixed to or rotatably fixed to the second shaft, or vice versa.

[0051] It should be understood that the second clutch hub can be centered on the first axis of rotation. It should also be understood that the second shaft can be centered on or aligned with the first shaft. Furthermore, it should be understood that the second clutch hub can be annular, and the second clutch hub can be centered on either the first axis of rotation or the second shaft.

[0052] The first clutch hub and the second clutch hub may be arranged in series along the first axis of rotation. The first clutch hub and the second clutch hub may be spaced apart or not overlap along the first axis of rotation. The first clutch mechanism and the second clutch mechanism may be spaced apart along the first axis of rotation. The first actuator and the second actuator may be spaced apart along the first axis of rotation. The features described herein allow for the addition of a second clutch hub, a second clutch mechanism, and a second actuator without increasing the outer diameter of the clutch.

[0053] The second actuator can be a linear actuator, arranged to engage the second clutch mechanism, or to perform motion along or parallel to the first axis of rotation. This contributes to the smaller outer diameter of the first roller.

[0054] The first actuator can be arranged independently of the second actuator to transition the first clutch mechanism between a disengaged state and an engaged state. Similarly, the second actuator can be arranged independently of the first actuator to transition the second clutch mechanism between a disengaged state and an engaged state. The first actuator can be arranged to bias the first clutch mechanism toward the second actuator when the first clutch mechanism transitions from the disengaged state to the engaged state. Alternatively, the first actuator can be arranged to bias the first clutch mechanism away from the second actuator when the first clutch mechanism transitions from the disengaged state to the engaged state. Similarly, the second actuator can be arranged to bias the second clutch mechanism toward the first actuator when the second clutch mechanism transitions from the disengaged state to the engaged state. Alternatively, the second actuator can be arranged to bias the second clutch mechanism away from the first actuator when the second clutch mechanism transitions from the disengaged state to the engaged state.

[0055] As specified above, the first roller may have a first radial wall. The second actuator may be arranged to bias the second clutch mechanism against the first radial wall when the second clutch mechanism is engaged or when transitioning to the engaged state. In other words, the second actuator may be arranged to generate an axial load on the first roller when the second clutch mechanism is engaged or when transitioning to the engaged state. The first roller may be arranged to shift along a first axis of rotation when transitioning to the engaged state. It should be understood that the first roller may also be arranged to shift in the opposite direction when transitioning to the disengaged state of the second clutch mechanism. If the first and second actuators are arranged to bias the first and second clutch mechanisms toward the other actuator, respectively, the configuration described herein contributes to a smaller axial length.

[0056] Alternatively, the first roller may have or form a third radial wall. The second actuator may be arranged to bias the second clutch mechanism against the third radial wall in the engaged state or when transitioning to the engaged state. The third radial wall may extend radially inward from the first engagement relative to the first axis of rotation. In other words, the second actuator may be arranged to generate an axial load on the first roller in the engaged state of the second clutch mechanism or when transitioning to the engaged state of the second clutch mechanism. The first roller may be arranged to shift along the first axis of rotation when transitioning to the engaged state of the second clutch mechanism. It should be understood that the first roller may also be arranged to shift in the opposite direction when transitioning to the disengaged state of the second clutch mechanism.

[0057] The first roller may have or form a fourth radial wall, wherein the fourth radial wall is arranged to abut against the second clutch hub or the second shaft when the second clutch mechanism is engaged or when transitioning to the engaged state of the second clutch mechanism. The fourth radial wall may extend radially inward relative to the first engagement portion and the first axis of rotation. The second actuator and / or the second clutch mechanism may be axially positioned between the first radial wall and the fourth radial wall, or between the third radial wall and the fourth radial wall.

[0058] The clutch may include a fourth support member arranged to bear, for example, an axial load generated by a second actuator on a first roller relative to the second shaft. For example, the fourth support member may be a rotary support member centered on a first axis of rotation, such as a rolling element support member. The fourth rotary support member may interconnect a fourth radial wall with the second clutch hub or the second shaft.

[0059] In the proposed clutch, the second clutch hub can be arranged, for example, to be fixed to or rotatably fixed to the second shaft via a spline joint. In the proposed clutch and shaft assembly, the second clutch hub can be, for example, fixed to or rotatably fixed to the second shaft via a spline joint.

[0060] The first shaft may have a front end portion at the clutch or at the first clutch hub, and the second shaft may have a front end portion at the clutch or at the second clutch hub, the front end portion facing the front end portion of the first shaft. In other words, the first shaft and the second shaft may be positioned in series along a first axis of rotation. Alternatively, the first shaft may have a front end portion at the clutch or at the first clutch hub, and the second shaft may have a front end portion at the clutch or at the second clutch hub, the front end portion facing the same direction as the front end portion of the first shaft. In other words, the first shaft may be hollow and the second shaft may extend through the first shaft, or the second shaft may be hollow and the first shaft may extend through the second shaft.

[0061] As specified above, the clutch may further include a first support and a second support, arranged to bear a load on the first roller relative to a first shaft or a first axis of rotation. The first and second supports may also be arranged to bear a load relative to a second bearing. The second clutch mechanism may be axially positioned between the first and second supports relative to the first axis of rotation. The first support may connect the first roller and the first clutch hub. In other words, the first support may be a rolling element support having a race fixed to the first roller and another race fixed to the first clutch hub. Similarly, the second support may connect the first roller and the second clutch hub. In other words, the second support may be a rolling element support having a race fixed to the first roller and another race fixed to the second clutch hub.

[0062] The second clutch mechanism may be or include a second clutch assembly, and the first roller may be or form a clutch basket. It should be understood that the second clutch assembly operatively connects the second clutch hub and the first roller. The second clutch assembly may be annular and centered on a first axis of rotation. The second clutch assembly may include a plurality of inner plates connected to or rotatably fixed to the second clutch hub and a plurality of outer plates connected to or rotatably fixed to the clutch basket. The second clutch hub, the second clutch assembly, and the clutch basket may be arranged as described above for the first clutch hub, the first clutch assembly, and the clutch basket. For example, the second clutch assembly may include a plurality of inner plates and a plurality of outer plates, and the second clutch hub and the inner plates may form an internal spline joint, and the clutch basket and the outer plates may form an external spline joint, wherein the internal spline joint is arranged to rotatably lock the inner plates to the second clutch hub, and the external spline joint is arranged to rotatably lock the outer plates to the clutch basket. As described herein, if the first clutch mechanism has a first clutch assembly and the second clutch mechanism has a second clutch assembly, the clutch substantially corresponds to a dual multi-plate clutch.

[0063] The second actuator can be arranged to compress the second clutch assembly along the first axis of rotation, or to engage the second clutch assembly to transition the second clutch mechanism from a disengaged state to an engaged state. The second clutch hub can form or include a second axial support arranged to prevent movement of the second clutch assembly away from the second actuator, and the second actuator can bias the first clutch assembly against the second axial support in the engaged state. For example, the second axial support can be an annular wall centered on the first axis of rotation and extending radially outward relative to the first axis of rotation.

[0064] The aforementioned second clutch assembly facilitates the development of dual clutches with a smaller radius and a larger axial length. The characteristics of the second clutch mechanism described herein essentially correspond to those of a multi-plate clutch.

[0065] The second clutch hub may also form or include a third conduit arranged to conduct or guide lubricant-coolant fluid from the second shaft to the second clutch assembly. The third conduit may have an inlet at the second shaft. The second shaft may have a third supply conduit arranged to conduct or guide lubricant-coolant fluid to the clutch. The inlet may be arranged to receive lubricant-coolant fluid from the second shaft or from the third supply conduit. The third conduit may have an outlet at the second clutch assembly. The outlet may be arranged to release lubricant-coolant fluid to the second clutch assembly, or to release it between the inner and outer plates of the second clutch assembly. The outlet may be located between the first clutch assembly and the first rotational axis. In other words, the first clutch assembly may be positioned between the outlet and the clutch basket.

[0066] As described above, the clutch basket may have a hole arranged to allow coolant-lubricant fluid within the clutch basket to escape. The coolant-lubricant fluid may also be released from the second clutch assembly, or from between the inner and outer plates of the second clutch assembly, through which it may escape via the hole.

[0067] The second actuator can be a single actuator. This means that only one actuator operates the clutch assembly. As described above, the second actuator can be arranged to compress the second clutch assembly along the first axis of rotation. The second actuator can be a hydraulic actuator. The second actuator may include an annular recess formed by the second clutch hub and centered on the first axis of rotation, and an annular piston positioned or disposed in the recess and arranged to move along the first axis of rotation and bias the second clutch assembly. It should be understood that the annular recess faces the second clutch assembly.

[0068] The clutch hub may also form or include a fourth conduit arranged to conduct or direct hydraulic fluid from the second shaft to the second actuator or its annular recess. In other words, the fourth conduit is arranged to establish a fluid connection between the second shaft and the second actuator or its annular recess. The fourth conduit may have an inlet at the second shaft. The second shaft may have a fourth supply conduit arranged to conduct or direct hydraulic fluid to the clutch. The inlet may be arranged to receive hydraulic fluid from the second shaft or from the fourth supply conduit. The fourth conduit may have an outlet to the annular recess of the second actuator. The outlet may be arranged to release hydraulic fluid from the annular recess of the second actuator. This allows the second actuator to operate through the second shaft and independently of the first actuator.

[0069] As an alternative to the second clutch assembly, the first clutch mechanism may be or include a second claw clutch. The second claw clutch may be centered on a first axis of rotation. The second claw clutch may include a first member connected to or rotatably fixed to a second clutch hub and a second member connected to or rotatably fixed to a first roller. The second member may also be axially fixed to the first roller.

[0070] The first and second components can be arranged as described with respect to the first clutch mechanism. For example, the first and second components can rotate freely relative to each other in the disengaged state and are rotatably interlocked in the engaged state. The second actuator can be an electromechanical actuator. The second actuator can be arranged to displace the second component along the first axis of rotation to change the second clutch mechanism from the disengaged state to the engaged state. In other words, the second actuator can be arranged to displace the first component along the first axis of rotation, or to actuate the first component to interlock with the second component.

[0071] The second clutch hub may form or include a second axial support arranged to prevent the first roller or second member from shifting away from the second actuator in position, and the second actuator may abut against the second axial support to bias the first roller or second member in the engaged state. For example, the second axial support may be an annular wall extending radially outward from a first axis of rotation.

[0072] It should be understood that the first clutch mechanism may include a first clutch group, and the second clutch mechanism may simultaneously include a second clutch group. This allows for smooth transitions between different operating modes in a parallel hybrid power system. It should also be understood that the first clutch mechanism may include a first clutch group, and the second clutch mechanism may simultaneously include a second claw clutch. This may be advantageous in parallel hybrid power systems if the combustion engine is connected to the first shaft and the electric motor is connected to the second shaft, as the electric motor is generally more sensitive to changes in rotational speed and can better match the rotational speed of the first roller. It should also be understood that the first clutch mechanism may include a first claw clutch, and the second clutch mechanism may simultaneously include a second clutch group. Utilizing the aforementioned connection between the combustion engine and the electric motor, this may be advantageous if the parallel hybrid power transmission is intended to primarily engage the combustion engine. It should also be understood that the first clutch mechanism may include a first claw clutch, and the second clutch mechanism may simultaneously include a second claw clutch. This may be advantageous in applications where the first roller is locked to the surrounding environment without rotation, such as in propeller-driven power systems in marine applications.

[0073] As specified above, the clutch can also be arranged to connect the second shaft to a belt or roller chain. In the first aspect of the proposed technology, the clutch may further include a third clutch mechanism and a third actuator, wherein the third clutch mechanism operatively connects the first shaft and the second shaft. The third clutch mechanism has a disengaged state and an engaged state, wherein in the disengaged state, the second shaft is rotatable relative to or unlocked from the first shaft, and in the engaged state, the second shaft is not rotatable relative to or locked from the first shaft. The third actuator is arranged to switch the third clutch mechanism between the disengaged and engaged states, or to set the first clutch mechanism to the disengaged or engaged state.

[0074] The third clutch mechanism can be positioned between the first rotation axis and the first roller. In other words, the third clutch mechanism can be located inside the first roller, or radially positioned between the first roller and the first rotation axis, and axially positioned between the first end and the opposite second end of the first roller along the first rotation axis.

[0075] The third clutch mechanism is advantageous in parallel hybrid power systems. With both the first and second clutch mechanisms disengaged and the third clutch mechanism engaged, the electric motor can be used as a starter motor for the combustion engine without providing torque to the belt or roller chain. Furthermore, the electric motor can be arranged to function as a generator for charging the battery, and the combustion engine can provide torque to the electric motor for battery charging without requiring torque to the belt or roller chain.

[0076] The third actuator may be supported or rotatably fixed to the first clutch hub. The third clutch mechanism may include a first member connected to or rotatably fixed to the first clutch hub and a second member connected to or rotatably fixed to the second clutch hub. The second member may also be axially fixed to the second clutch hub. The second member may be formed from the second clutch hub. Alternatively, the third actuator may be supported or rotatably fixed to the second clutch hub. The first member may be connected to or rotatably fixed to the second clutch hub, and the second member may be connected to or rotatably fixed to the first clutch hub. Furthermore, the second member may be axially fixed to the first clutch hub, and the second member may be formed from the first clutch hub. For example, the third clutch mechanism may be or include a third claw clutch. The third claw clutch may be centered on a first axis of rotation. In these alternatives, the third actuator may be a linear actuator arranged to engage the first clutch mechanism or to perform motion along or parallel to the first axis of rotation. This contributes to a smaller outer diameter of the first roller.

[0077] As an alternative to the first component being connected to the first clutch hub and the second component being connected to the second clutch hub, the third clutch mechanism may include a first component connected to or rotatably fixed to the first clutch hub and a second component connected to or rotatably fixed to a second shaft. The second component may also be axially fixed to the second shaft. The second component may be formed from the second shaft.

[0078] Alternatively, the third clutch mechanism may include a first member connected to or rotatably fixed to the second clutch hub and a second member connected to or rotatably fixed to the first shaft. The second member may also be axially fixed to the second shaft. The second member may be formed from the second shaft. In this alternative, the third actuator may be a linear or radial actuator arranged to engage the first clutch mechanism or to perform motion transversely or perpendicularly to the first axis of rotation.

[0079] As specified above, in the second aspect of the proposed technology, the clutch and shaft assembly may further include a second shaft. The assembly may also include a third clutch mechanism and a third actuator, wherein the third clutch mechanism operatively connects the first shaft and the second shaft. The third clutch mechanism has a disengaged state and an engaged state; in the disengaged state, the second shaft is rotatable relative to or rotatably unlocked with respect to the first shaft; in the engaged state, the second shaft is not rotatable relative to or rotatably locked with respect to the first shaft. The third actuator is arranged to switch the third clutch mechanism between the disengaged and engaged states, or to set the first clutch mechanism to either the disengaged or engaged state.

[0080] The third clutch mechanism can be arranged as described with respect to the first aspect. Alternatively, the third actuator can be supported or rotatably fixed to the first shaft, which is connected to or rotatably fixed to the first shaft. The third clutch mechanism may include a first member connected to or rotatably fixed to the first shaft and a second member connected to or rotatably fixed to the second shaft. Alternatively, the third actuator can be supported or rotatably fixed to the second shaft, which is connected to or rotatably fixed to the second shaft. The third clutch mechanism may include a first member connected to or rotatably fixed to the second shaft and a second member connected to or rotatably fixed to the first shaft. The third actuator may be a linear actuator arranged to engage the third clutch mechanism or to perform movement transversely to or perpendicular to the first axis of rotation. The third clutch mechanism may be axially positioned outside the first roller. As specified above, the second shaft may be hollow, and the first shaft may extend through the second shaft. The third clutch mechanism may be radially positioned between the first and second shafts.

[0081] In a first aspect of the proposed technology, the third actuator may be a hydraulic actuator. The third actuator may include a cylinder formed by a first clutch hub and a piston arranged to cooperate with the cylinder. The clutch may be arranged to supply hydraulic fluid via a first axial third actuator, for example, by forming or including a conduit corresponding to the aforementioned second conduit and by a first shaft having a conduit corresponding to the aforementioned second supply conduit. Alternatively, the third actuator may include a cylinder formed by a second clutch hub and a piston arranged to cooperate with the cylinder. The clutch may be arranged to supply hydraulic fluid via a second axial third actuator, for example, by forming or including a conduit corresponding to the aforementioned fourth conduit and by a second shaft having a conduit corresponding to the aforementioned fourth supply conduit.

[0082] The third clutch mechanism can be biased to be in a disengaged state, or the third actuator can be biased to disengage the third clutch mechanism when inactive. For example, biasing can be performed by a spring. This is advantageous in parallel hybrid systems if the first, second, and third actuators are hydraulic actuators, the combustion engine is connected to the first shaft, and the electric motor and the hydraulic pump supplying the hydraulic pressure are connected to the second shaft, allowing the powertrain to operate independently of the combustion engine as a fully electric powertrain. Alternatively, the third clutch mechanism can be biased to be in an engaged state, or the third actuator can be biased to engage the third clutch mechanism when inactive. For example, biasing can be performed by a spring. This is advantageous in parallel hybrid systems if the third actuator is a hydraulic actuator, the combustion engine and the hydraulic pump supplying the hydraulic pressure are connected to the first shaft, and the electric motor is connected to the second shaft, because it allows it to operate as a conventional powertrain, where the electric motor acts as a starter motor.

[0083] The designated third actuator may be a hydraulic actuator. Alternatively, the third actuator may be an electromechanical actuator.

[0084] As specified above, in the third aspect of the proposed technology, the belt drive or chain drive includes: a clutch and shaft assembly according to the second aspect of the proposed technology, a belt or roller chain, and a second roller having or defining a second axis of rotation. The belt or roller chain interconnects the first and second rollers of the clutch.

[0085] It should be understood that the first roller or first engagement and the belt or roller chain are arranged to cooperate in transmitting force between the first roller and the belt or roller chain. The second roller may form or include a second engagement arranged to cooperate or connect with the belt or roller chain. The second engagement may share features of the first engagement. In other words, the first engagement and the second engagement may be of the same type. For example, both the first roller and the second roller may be pulleys, and the first engagement may form an annular groove centered on a first axis of rotation, and the second engagement may form an annular groove centered on a second axis of rotation, and both grooves may be arranged to engage or cooperate with the same V-belt; or the first engagement may form a sprocket centered on the first axis of rotation, and the second engagement may form a sprocket centered on the second axis of rotation, and both sprockets may be arranged to engage or cooperate with the same roller chain.

[0086] It should be understood that the second roller or second joint and the belt or roller chain are arranged to cooperate in transmitting force between the second roller and the belt or roller chain.

[0087] The belt drive or chain drive according to the third aspect of the proposed technology may further include: a third shaft, wherein the second roller is fixed to or rotatably fixed to the third shaft. It should be understood that the third shaft may be centered on a second axis of rotation. As specified above, the second axis of rotation defines the intended rotation of the second roller. It should be understood that if the second roller is mounted on a second shaft, the second shaft shares the second axis of rotation. The second roller may be annular and may be centered on either the second axis of rotation or the third shaft. The third shaft may be a propeller shaft, for example in an outboard motor or aircraft, or the third shaft may be an impeller shaft for a water jet.

[0088] It should be understood that the clutch according to the first aspect of the proposed technology can be a first clutch. The belt drive or chain drive may further include a second clutch according to the first aspect of the proposed technology, wherein a third shaft is rotatably fixed to the first clutch hub of the second clutch. It should be understood that the second clutch may include any of the features of the aforementioned clutch, except that the second clutch includes the aforementioned second roller instead of the first roller, and the second roller forms or includes the aforementioned second engagement portion, which is arranged to cooperate or connect with the belt or roller chain. In other words, the first roller of the second clutch can constitute the aforementioned second roller. This means that the first clutch mechanism of the second clutch is located between the second axis of rotation or the first clutch hub of the second clutch and the second roller. Additionally, the first clutch mechanism of the second clutch may be located between the second engagement portion and the second axis of rotation or the first clutch hub of the second clutch.

[0089] The second roller may be or constitute an impeller. The impeller may be centered on a second axis of rotation. The second roller may form or include an annular impeller housing or an annular impeller shroud, for example, for water jet applications. A second engagement may be located on the impeller housing. The second roller may also form or include a plurality of blades fixed to the impeller housing. The blades may be located within the impeller housing or radially within the impeller housing. The blades may extend axially from the impeller housing relative to the second axis of rotation. The impeller or blades may be arranged to generate water flow along the second axis of rotation. The second roller may also form or include an impeller hub, and the blades may engage or be fixed to the impeller hub at the impeller hub. The impeller hub may be centered on the second axis of rotation. The impeller hub may be arranged to restrict flow through the impeller housing. The impeller housing may form the impeller section of an impeller passage (e.g., the impeller passage of a water jet). It should be understood that the blades and impeller hub may be located or at least partially located in the impeller section of the impeller passage.

[0090] Belt drives or chain drives may include an auxiliary belt or roller chain that interconnects the first and second rollers of the clutch. The belt or roller chain and the auxiliary belt or roller chain may be of the same type. For example, both may be V-belts or grooved belts. It should be understood that the belt or roller chain and the auxiliary belt or roller chain are arranged to transmit torque between the first and second rollers. The belt or roller chain and the auxiliary belt or roller chain may be parallel, meaning they extend in parallel planes. The belt or roller chain and the auxiliary belt or roller chain may be spaced apart, for example, along a first axis of rotation and / or a second axis of rotation.

[0091] The first roller may form or include an auxiliary first engagement portion arranged to cooperate or connect with an auxiliary belt or roller chain. A first clutch mechanism may be positioned between the first engagement portion and / or the auxiliary first engagement portion and a first rotation axis or a first clutch hub. The second roller may have an auxiliary second engagement portion arranged to cooperate or connect with an auxiliary belt or roller chain.

[0092] The auxiliary belt or roller chain may include any features of a belt or roller chain or be arranged as such. The auxiliary first engagement may include any features of a first engagement or be arranged as such. The auxiliary second engagement may include any features of a second engagement or be arranged as such. For example, the first roller or auxiliary first engagement and the auxiliary belt or roller chain may be arranged to cooperate in transmitting force between the first roller and the auxiliary belt or roller chain, and the second roller or auxiliary second engagement and the auxiliary belt or roller chain may be arranged to cooperate in transmitting force between the second roller and the auxiliary belt or roller chain. The auxiliary belt or roller chain helps improve the safety of belt drives or chain drives. For example, if the belt or roller chain breaks, the auxiliary belt or roller chain can continue to transmit power and torque between the first and second rollers.

[0093] In a third aspect of the proposed technology, the belt drive or chain drive may further include: an additional belt or roller chain, and a third roller having or defining a third axis of rotation, wherein the additional belt or roller chain interconnects the first and third rollers of the clutch. It should be understood that the first and third axes of rotation may be parallel. It should also be understood that the third roller is centered on the third axis of rotation. It should also be understood that the third axis of rotation of the third roller defines the intended rotation of the second roller. The belt drive or chain drive may be an aircraft drive system, for example, in which the second and third rollers are located in a nacelle, as further described below. It should be understood that the first roller, the third roller, and the additional belt or roller chain are arranged to transmit power or torque from the first roller to the third roller. It should also be understood that the additional belt or roller chain may extend transversely to the first axis of rotation, or the additional belt or roller chain may form a loop transversely to the first axis of rotation. The additional belt or roller chain may include any features of a belt or roller chain or be arranged as a belt or roller chain. The third roller may include any features of the second roller or be arranged as the second roller.

[0094] The first roller may form or include a third engagement portion arranged to cooperate or connect with an additional belt or roller chain. A first clutch mechanism may be positioned between the first and / or third engagement portions and a first axis of rotation or a first clutch hub. It should be understood that the first roller or third engagement portion and the additional belt or roller chain are arranged to cooperate in transmitting force between the first roller and the additional belt or roller chain. The third roller may form or include a fourth engagement portion arranged to cooperate or connect with the additional belt or roller chain. The fourth engagement portion may share features of the third engagement portion. In other words, the third and fourth engagement portions may be of the same type. For example, both the first and third rollers may be pulleys, and the third engagement portion may form an annular groove centered on the first axis of rotation, and the fourth engagement portion may form an annular groove centered on the third axis of rotation, and both grooves may be arranged to cooperate or engage with the same V-belt; or the third engagement portion may form a sprocket centered on the first axis of rotation, and the fourth engagement portion may form a sprocket centered on the third axis of rotation, and both sprockets may be arranged to cooperate or engage with the same roller chain. It should be understood that the third or fourth joint and the additional belt or roller chain are arranged to cooperate in transmitting force between the third roller and the belt or roller chain. The third joint may include any feature of the first joint or be arranged as the first joint. Similarly, the fourth joint may include any feature of the second joint or be arranged as the second joint.

[0095] The belt drive or chain drive according to the third aspect of the proposed technology may further include: a fourth shaft, wherein the third roller is fixed to or rotatably fixed to the fourth shaft. It should be understood that the fourth shaft may be centered on a third axis of rotation. As specified above, the third axis of rotation defines the intended rotation of the second roller. It should be understood that if the third roller is mounted on the fourth shaft, the third shaft shares the third axis of rotation. The third roller may be annular and may be centered on either the third axis of rotation or the fourth shaft. The fourth shaft may be a propeller shaft, for example, in an aircraft.

[0096] Belt drives or chain drives may include an additional auxiliary belt or roller chain that interconnects the first and third rollers of the clutch. The additional belt or roller chain and the additional auxiliary belt or roller chain may be of the same type. For example, both may be V-belts or grooved belts. It should be understood that the additional belt or roller chain and the additional auxiliary belt or roller chain are arranged to transmit torque between the first and third rollers. The additional belt or roller chain and the additional auxiliary belt or roller chain may be parallel, meaning they extend in a parallel plane. The additional belt or roller chain and the additional auxiliary belt or roller chain may be spaced apart, for example, along a first axis of rotation and / or a third axis of rotation.

[0097] The first roller may form or include an auxiliary third engagement, which is arranged to cooperate or connect with an additional auxiliary belt or roller chain. A first clutch mechanism may be positioned between the third engagement and / or the auxiliary third engagement and a first rotational axis or a first clutch hub. The third roller may have an auxiliary fourth engagement, which is arranged to cooperate or connect with an additional auxiliary belt or roller chain.

[0098] The additional auxiliary belt or roller chain may include any features of an additional belt or roller chain, or be arranged as an additional belt or roller chain. The auxiliary third engagement may include any features of a third engagement, or be arranged as a third engagement. The auxiliary fourth engagement may include any features of a fourth engagement, or be arranged as a fourth engagement. For example, the first roller or auxiliary third engagement and the additional auxiliary belt or roller chain may be arranged to cooperate in transmitting force between the first roller and the additional auxiliary belt or roller chain; and the third roller or auxiliary fourth engagement and the additional auxiliary belt or roller chain may be arranged to cooperate in transmitting force between the fourth roller and the additional auxiliary belt or roller chain. The additional auxiliary belt or roller chain helps improve the safety of belt drives or chain drives. For example, if the additional belt or roller chain breaks, the additional auxiliary belt or roller chain can continue to transmit power and torque between the first roller and the third roller.

[0099] As specified above in the third aspect of the proposed technology, the belt drive or chain drive includes: a clutch and shaft assembly according to the second aspect of the proposed technology, a belt or roller chain, and a second roller having a second axis of rotation, wherein the belt or roller chain interconnects the first roller and the second roller of the clutch. The clutch and shaft assembly is defined with respect to the second aspect of the proposed technology, and the first roller is specified in the clutch of the first aspect of the proposed technology.

[0100] The power system specified above according to the fourth aspect of the proposed technology includes: a belt drive or chain drive according to the third aspect of the proposed technology and a first prime mover, wherein a first shaft is connected to the first prime mover. The first shaft is specified with respect to the second aspect of the proposed technology. It is further specified above that the clutch and shaft assembly may also include: a second shaft, wherein a second roller is fixed to the second shaft, or rotatably and axially fixed to the second shaft.

[0101] In other words, the power system according to the fourth aspect of the proposed technology includes: a first prime mover, a clutch, a first roller having or defining a first axis of rotation, a second roller having or defining a second axis of rotation, and a belt or roller chain, wherein the clutch is arranged to selectively engage and disengage the first prime mover from the first roller, and the belt or roller chain interconnects the first roller and the second roller. It should be understood that the first axis of rotation and the second axis of rotation may be aligned or parallel. It should also be understood that the first roller is centered on the first axis of rotation, and the second roller is centered on the second axis of rotation.

[0102] The power system may include a clutch shaft connecting the clutch and the first prime mover, and a first roller shaft connecting the first roller and the clutch. The first roller, the second roller, and the belt or roller chain may include any of the aforementioned related features. The power system may also include a second roller shaft connected to the second roller, which may have any of the features of the third shaft described above.

[0103] Alternatively, the power system may include a first shaft and a clutch according to the first aspect, wherein the first shaft is rotatably fixed to a first clutch hub of the clutch and connected to a first prime mover. A first roller then forms part of the clutch, and the clutch, the first roller, the second roller, and the belt or roller chain may include any of the aforementioned related features. The power system may also include the aforementioned third shaft.

[0104] The primary motor can be a reciprocating combustion engine or an internal combustion engine. It should be understood that the engine has a crankshaft, which can be aligned with the first shaft or centered on the first axis of rotation of the clutch. The crankshaft can be rotatably fixed to or fixed to the first shaft. This means that there is no shifting mechanism or clutch mechanism between the crankshaft and the first shaft.

[0105] The engine or crankshaft can be directly connected to the first shaft. It should be understood that any interconnected engine element or shaft element (such as a flywheel) forms part of the crankshaft or first shaft. Alternatively, the power system can include a gear train between the crankshaft and the first shaft. The gear train can be positioned between the first prime mover and the clutch. The gear train can be arranged to reduce the rotational rate of the first shaft relative to the crankshaft. The gear train can have input and output elements. It should be understood that the gear train reduces the rotational rate between the input and output elements. The input element can be rotatably fixed to the crankshaft, and the output element can be rotatably fixed to the first shaft. The crankshaft can be directly connected to the input element, and the output element can be directly connected to the first shaft. For example, the gear train can be a planetary gear set centered on the first axis of rotation of the clutch. The planetary gear set has a sun gear, a ring gear, planet gears, and a planet carrier connected to the planet gears. The ring gear remains stationary, and the crankshaft can be rotatably fixed to the sun gear, and the first shaft can be rotatably fixed to the planet carrier. The advantage of planetary gear sets is that they have a short axial length and add very little length to the power system at the first prime mover.

[0106] The power system may also include a second prime mover connected to a second shaft of the clutch and shaft assembly. The second prime mover may be an electric motor. It should be understood that the motor has a stator and a rotor, and the rotor may be aligned with the second shaft or centered on the first axis of rotation of the clutch. The rotor may be rotatably fixed to or fixed to the second shaft. This means that there is no shifting mechanism or clutch mechanism between the rotor and the second shaft. The rotor may be directly connected to the second shaft. It should be understood that any interconnected shaft elements form part of the rotor or the second shaft.

[0107] As specified above, the second shaft can be hollow, and the first shaft can extend through the second shaft. The second prime mover can also be positioned between the first prime mover and the clutch, for example, at the location of the first prime mover. This means that the first shaft also extends through the electric motor or the rotor of the electric motor. This positioning of the second prime mover allows for a more compact support structure, enabling it to handle higher loads. This is particularly advantageous in the limited space available for outboard motors used in ships.

[0108] The preceding text specifies that the first and second shafts can be positioned in series along the first axis of rotation. As an alternative to positioning the second prime mover between the first prime mover and the clutch, the clutch can be positioned between the first and second prime movers. This allows for a smaller outer diameter of the second shaft, which in turn allows for a smaller outer diameter of the first roller and a larger gear ratio for belt or chain drives.

[0109] As specified above, in the third aspect of the proposed technology, the belt drive or chain drive includes a clutch and shaft assembly, a belt or roller chain, and a second roller. In the second aspect of the proposed technology, the clutch and shaft assembly includes a clutch and a first shaft, and may also include a second shaft. The belt drive or chain drive may also include a housing or enclosure that encloses or houses the clutch, belt or roller chain, and second roller. The housing may be arranged to contain or retain fluid, such as the aforementioned coolant-lubricant fluid released from the first roller or clutch basket. The housing may have a first aperture, and the first shaft and / or second shaft may extend through the first aperture. The belt drive or chain drive may also include a first seal at the first aperture, the first seal being arranged to prevent fluid from escaping from the housing between the housing and the first shaft and / or second shaft. For example, the seal may be a rotary seal connecting the housing to the first shaft and / or second shaft.

[0110] The housing may have a second hole, and a second roller or third shaft may extend through the second hole. The belt drive or chain drive may also include a second seal at the second hole, the second seal being arranged to prevent fluid from escaping from the housing between the housing and the second roller or third shaft. For example, the seal may be a rotary seal connecting the housing to the second roller or third shaft.

[0111] As specified above, a belt drive or chain drive may include an auxiliary belt or roller chain. The housing may also enclose or house the auxiliary belt or roller chain. The housing may form a partition between or at least partially between the belt or roller chain and the auxiliary belt or roller chain. The partition may be arranged to prevent the belt or roller chain from reaching the auxiliary belt or roller chain in the event of tearing or breakage, and vice versa.

[0112] As specified above, a belt drive or chain drive may include an additional belt or roller chain, a third roller, and a fourth shaft. The housing may also enclose or house the additional belt or roller chain and the third roller. The housing may have a third aperture, and the third roller or fourth shaft may extend through the third aperture. The belt drive or chain drive may also include a third seal at the third aperture, the third seal being arranged to prevent fluid from escaping from the housing between the housing and the third roller or fourth shaft. For example, the seal may be a rotary seal connecting the housing to the third roller or fourth shaft.

[0113] As specified above, belt drives or chain drives may include additional auxiliary belts or roller chains. The housing may also enclose or house the additional auxiliary belts or roller chains. The housing may form additional partitions between, or at least partially between, the additional belts or roller chains and the additional auxiliary belts or roller chains. The partitions may be arranged to prevent the additional belts or roller chains from reaching the additional auxiliary belts or roller chains in the event of tearing or breakage of the additional belts or roller chains, and vice versa.

[0114] The first, second, and third actuators described above can be hydraulic actuators. The power system may include a hydraulic pump arranged to pressurize hydraulic fluid. The pump may be arranged to be powered by either a first or second shaft. The pump may be a rotary pump. For example, the pump may be a gear pump with a drive gear and an idler gear, and the drive gear may be driven by or fixed to either the first or second shaft, or the pump may be a vane pump with a rotor driven by or fixed to a second shaft. It should be understood that the first and / or second shafts may extend through the pump.

[0115] If a second shaft is not present, the pump can be arranged to be powered by the first shaft. As specified above, the first prime mover can be an internal combustion engine, and the second prime mover can be an electric motor. Further specified, the second prime mover can be connected to a second shaft. If a second shaft is present, the pump can be arranged to be powered by the second shaft. This allows for the supply of pressurized hydraulic fluid even when the first prime mover is not operating.

[0116] The power system may include a first valve operably coupled to the pump and a first actuator and arranged to control the supply of hydraulic fluid to the first actuator. For example, the supply may be via the aforementioned second conduit and second supply conduit. The power system may also include a second valve operably coupled to the pump and second actuator and arranged to control the supply of hydraulic fluid to the second actuator. For example, the supply may be via the aforementioned fourth conduit and fourth supply conduit. The power system may also include a third valve operably coupled to the pump and a third actuator and arranged to control the supply of hydraulic fluid to the third actuator. In this way, the valve can control the state of the clutch mechanism of the clutch.

[0117] The power system according to the fourth aspect of the proposed technology includes a belt drive or chain drive and a first prime mover, with a first shaft connected to the first prime mover, and a third shaft that may be a propeller shaft. In an alternative power system, the components are positioned in the opposite manner, with the third shaft connected to the first prime mover and the first shaft being a propeller shaft. If the power system is used in an outboard motor, this means that the clutch is located in the lower section of the outboard motor, below the waterline of the vessel.

[0118] As specified above, the outboard motor of the fifth aspect of the proposed technology includes the power system according to the fourth aspect of the proposed technology. The outboard motor may have: an upper section or head, an intermediate section and a lower section or lower unit, wherein the upper section is connected to the intermediate section and the intermediate section is connected to the lower section.

[0119] The first prime mover can be located in the upper section. If a second prime mover exists, it can also be located in the upper section. The first prime mover can be attached to or supported by the intermediate section. This means that the first prime mover is located above the intermediate section or at the upper end of the intermediate section. It should be understood that in operation, the intermediate section is located below the upper section, and the lower section is located below the intermediate section.

[0120] The outboard motor may also have a head fairing or motor cover that connects to the intermediate section and covers or encloses the first prime mover. For example, the cover may be releasably or pivotally connected to the intermediate section. The intermediate section may have a bracket or mounting bracket arranged to mount the outboard motor on the vessel, such as on the hull or beams. The lower section is intended to be below the waterline of the vessel.

[0121] The belt or roller chain can extend from the upper section to the lower section via an intermediate section. If present, the housing encapsulating the clutch, belt or roller chain, and the second roller can extend from the upper section to the lower section via an intermediate section.

[0122] The outboard motor may also include a propeller arranged to be driven by a power system. It should be understood that the propeller is located in the lower section of the outboard motor. As specified above, the third shaft may be the propeller shaft, and the propeller may be attached to the third shaft. The propeller may be centered on the aforementioned second axis of rotation. The first shaft, the second shaft, the first roller, and the clutch may be located in the upper section, and the second roller and the third shaft may be located in the lower section.

[0123] The above describes an alternative configuration of the power system, in which a third shaft is connected to a first prime mover and the first shaft is a propeller shaft. The propeller is then attached to the first shaft. In this configuration, the second and third shafts can be located in the upper section, and the first shaft and clutch can be located in the lower section.

[0124] The outboard motor can be a thrust outboard motor. In other words, the propeller can be located aft or arranged aftward relative to the lower section. Alternatively, the outboard motor can be a traction outboard motor. In other words, the propeller can be located forward or arranged forward relative to the lower section. This helps to compensate for any increased aft extension caused by the proposed power system. The relative positions and aft extension specified herein are understood to refer to the installation of the outboard motor at the stern of the vessel.

[0125] As an alternative to a propeller, the outboard motor may also include a hydraulic jet or pump jet arranged to be driven by a power system. The hydraulic jet includes an impeller. The hydraulic jet may be located in or form part of the lower section of the outboard motor. It should be understood that the hydraulic jet is fixed to the lower section. As specified above, the third shaft may be an impeller shaft, and the impeller may be attached to the third shaft. The impeller may be centered on the second axis of rotation described above. The impeller may include a plurality of blades arranged to generate water flow along the third axis of rotation. The impeller may also include an impeller hub, and the blades may engage or be fixed to the impeller hub. The impeller hub may be fixed to the third shaft.

[0126] Any one of the first shaft, the second shaft, the first roller, and the clutch can be located in the upper section, and any one of the second roller and the third shaft can be located in the lower section. More specifically, the third shaft and the second roller can be located within the water jet.

[0127] As specified above, the second roller can form an annular impeller housing. It should be understood that in this configuration, the power system may not have a third shaft. Further specified, the second roller can also form a plurality of blades fixed to the impeller housing, and the blades can be arranged to generate water flow along a third axis of rotation, and the second roller can also form an impeller hub, wherein the blades are fixed to the impeller hub.

[0128] A hydraulic jettison may include a jettison housing forming an impeller passage or pump passage, wherein the impeller or impeller blades are located in or within the impeller passage. If a second roller forms the impeller housing, the impeller housing may form the impeller section of the impeller passage. The hydraulic jettison may have an intake or inlet arranged to allow water to enter the impeller passage. The intake may face forward relative to the impeller or outboard motor. The outboard motor may then be arranged to position the intake at a horizontal plane below or partially below the bottom of the vessel. Alternatively, the intake may face downward relative to the impeller or outboard motor. The outboard motor may then be arranged to position the intake at a horizontal plane below the bottom of the vessel.

[0129] A hydraulic ejector may include a nacelle located within or fixed to the ejector housing in an impeller passage. The impeller may be rotatably supported by the nacelle. The nacelle may be located upstream or downstream of the impeller in the impeller passage. A second roller may be located within the nacelle, and a third shaft may extend from the nacelle to the impeller. The third shaft may be rotatably supported by the nacelle, for example, by a support member. The impeller specified above may be attached to the third shaft.

[0130] Additionally or alternatively, the hydraulic ejector may include a stator located in or within the impeller passage and fixed to the hydraulic ejector housing. The stator may be located rearward relative to the impeller or downstream relative to the impeller in the impeller passage. The impeller may be rotatably supported by the stator. For example, the stator may include the aforementioned nacelle and a plurality of stator blades. The stator blades may connect the nacelle to or fix the nacelle to the hydraulic ejector housing. It should be understood that the stator blades may extend radially outward, for example, relative to a second axis of rotation or a third axis.

[0131] As an additional or alternative to a third shaft rotatably supported by a nacelle, the impeller or impeller housing may be rotatably supported by the hydraulic ejector housing. For example, the hydraulic ejector may include an impeller support interconnecting the impeller housing and the hydraulic ejector housing. The impeller support may be arranged to bear axial loads relative to the second axis of rotation. The impeller support may also be arranged to bear radial loads relative to the second axis of rotation. The hydraulic ejector may also include an impeller seal arranged to prevent water from passing between the impeller housing and the hydraulic ejector housing, for example, preventing water from reaching the impeller support.

[0132] The hydraulic jet may have a nozzle or outlet arranged to allow water to exit the impeller passage. The nozzle can be a fixed nozzle or a static nozzle. This means that the nozzle's orientation relative to the impeller passage is fixed. Alternatively, the nozzle can be a directional nozzle. This means that the nozzle's orientation relative to the impeller passage is adjustable, for example, by means of a nozzle actuator. This allows for steering without rotating the outboard motor.

[0133] The outboard motor or the aforementioned support can be arranged to allow the outboard motor to tilt about a horizontal axis, for example, to lift the lower section of the outboard motor out of the water or partially lift it out of the water. The outboard motor or the aforementioned support can be arranged to allow the outboard motor to rotate laterally relative to the vessel or to the starboard and port sides. In other words, the outboard motor or the aforementioned support can be arranged to allow the outboard motor to pivot relative to the vessel about a steering axis. It should be understood that the steering axis is perpendicular to the horizontal axis. This configuration is advantageous when combined with a fixed nozzle because pivoting allows the vessel to be steered. This configuration is also advantageous when combined with a steering nozzle, which allows for sharp turns at low speeds. The aforementioned second prime mover can be arranged to operate the impeller in reverse, for example, when the first clutch mechanism is disengaged and the second clutch mechanism is engaged, and pivoting about the steering axis then allows for reverse steering.

[0134] Alternatively, the outboard motor or the aforementioned bracket can be arranged to prevent the outboard motor from rotating laterally or to the starboard and port sides relative to the vessel. In other words, the outboard motor or the aforementioned bracket can be arranged to prevent the outboard motor from pivoting about the steering axis. This configuration is advantageous when combined with steering nozzles. In both configurations, the outboard motor or the aforementioned bracket can be arranged to allow the outboard motor to pivot forward or aft relative to the vessel, or to allow the outboard motor to pivot about a horizontal axis.

[0135] The complete hydraulic jet housing can be arranged spaced apart from the vessel. In other words, the complete hydraulic jet or the complete hydraulic jet housing of a hydraulic jet can be supported by the lower section of the outboard motor. This configuration is advantageous when combined with an outboard motor that is allowed to pivot about a steering axis. Alternatively, the hydraulic jet housing can have a first part and a second part, the first part being arranged to be attached to or fixed to the vessel, for example, to the hull of the vessel, and the second part being fixed to the outboard motor or the lower section of the outboard motor. The first part forms a first section of the impeller passage, and the second part forms a second section of the impeller passage. As specified above, the impeller housing can form the impeller section of the impeller passage, and the impeller housing can form the impeller section of the second section of the impeller passage. The first part and the second part can be separable. As mentioned above, this is advantageous when combined with an outboard motor arranged to pivot about a horizontal axis. The inlet of the hydraulic jet can be located on the first part, and the nozzle can be located on the second part. This configuration is advantageous when combined with an outboard motor that is prevented from pivoting around the steering axis.

[0136] In a sixth aspect of the proposed technology, the hydraulic jet or pump jet for a vessel is arranged to be driven by a belt or roller chain. For example, the hydraulic jet or pump jet for a vessel can be arranged to be driven by the aforementioned power system via a belt or roller chain. The hydraulic jet may include: a hydraulic jet housing forming an impeller passage or pump passage, and an impeller, wherein the impeller is located in or within the impeller passage and arranged to be operatively connected to the belt or roller chain.

[0137] The impeller may be centered on an axis of rotation (e.g., the second axis of rotation described above). The impeller may include multiple blades arranged to generate water flow along the axis of rotation. It should be understood that the water flow is within the impeller channels. The impeller may also include an impeller hub, and the blades may engage or be fixed to the impeller hub.

[0138] A hydraulic jet may include an impeller shaft, such as the third shaft described above. An impeller or impeller hub may be attached to the impeller shaft.

[0139] A hydraulic ejector may include a nacelle located in or within an impeller passage and fixed to the ejector housing. The impeller may be rotatably supported by the nacelle. The nacelle may be located at the front or rear of the impeller, or upstream or downstream of the impeller passage relative to the impeller. The impeller shaft may be rotatably supported by the nacelle, for example, by a support member. The impeller shaft may extend from the nacelle to the impeller.

[0140] The water jet may also include an impeller roller or impeller pulley, such as the second roller described above, wherein the impeller roller is fixed to the impeller shaft, or rotatably and axially fixed to the impeller shaft. The impeller roller may have a joint arranged to cooperate with or connect to a belt or roller chain. The joint may share the aforementioned features of the first joint. For example, the joint may form an annular groove centered on the axis of rotation and arranged to cooperate with a V-belt; the joint may form an annular ridge centered on the axis of rotation and arranged to cooperate with a longitudinal groove of a grooved belt; or the joint may form a sprocket centered on the axis of rotation and arranged to cooperate with a roller chain. The impeller roller may be located within the aforementioned nacelle.

[0141] A hydraulic jet ejector may include a stator located in or within an impeller passage and fixed to the jet ejector housing. The stator may be located rearward relative to the impeller or downstream of the impeller in the impeller passage. The impeller may be rotatably supported by the stator. For example, the stator may include the aforementioned nacelle and a plurality of stator blades. The stator blades may connect the nacelle to or fix the nacelle to the hydraulic jet ejector housing. It should be understood that the stator blades may, for example, extend radially outward relative to the axis of rotation or the impeller shaft.

[0142] As an alternative to a hydraulic jet having an impeller roller fixed to the impeller shaft, the impeller may include an annular impeller housing or an annular impeller shroud, with the blades fixed to the annular impeller housing. The impeller housing may form the impeller section of the impeller channel. The blades may be located in or within the impeller housing. The blades may extend forward and / or backward, or upstream and / or downstream relative to the impeller housing. The blades may be arranged to generate water flow along a third axis of rotation. The impeller housing may form or constitute an impeller roller or impeller pulley, and the impeller roller may have a joint arranged to cooperate with or connect to a belt or roller chain. The joint may be arranged as a second joint as described above. It should be understood that in this configuration, the hydraulic jet may be without an impeller shaft and a nacelle.

[0143] The hydraulic jet may have an inlet or inlet that is arranged to allow water to enter the impeller passage. The inlet may face forward relative to the impeller or outboard motor. Alternatively, the inlet may face downward relative to the impeller or outboard motor.

[0144] The hydraulic jet may have a nozzle or outlet arranged to allow water to exit the impeller passage. The nozzle may be a fixed nozzle or a static nozzle. This means that the nozzle's orientation relative to the impeller passage is fixed. Alternatively, the nozzle may be a directional nozzle. This means that the nozzle's orientation relative to the impeller passage or relative to a second axis of rotation is adjustable, for example, by means of a nozzle actuator. This allows for steering without rotating the outboard motor.

[0145] The complete hydraulic jet housing can be arranged spaced apart from the vessel. Alternatively, the hydraulic jet housing can have a first portion and a second portion, the first portion being arranged to be attached to or fixed to the vessel, for example, to the hull of the vessel, and the second portion being arranged to be fixed to an outboard motor for the vessel. The first portion forms a first section of an impeller passage, and the second portion forms a second section of the impeller passage. As specified above, the impeller housing can form the impeller section of the impeller passage, and the impeller housing can form the impeller section of the second section of the impeller passage. The first and second portions can be separable.

[0146] In the eighth aspect of the proposed technology, the belt drive or chain drive may have or form a first shaft rotatably fixed to a first roller or a first clutch hub of the clutch. The housing may have a first hole arranged to allow the first shaft to pass through from the inside of the housing to the outside. Similarly, the belt drive or chain drive may have or form a second shaft rotatably fixed to a second roller. For example, the second shaft may correspond to the third shaft described above. The housing may have a second hole arranged to allow the second shaft to pass through from the inside of the housing to the outside.

[0147] The housing may include a first seal at a first orifice, the first seal being arranged to prevent fluid from escaping from the housing between the housing and the first shaft. Similarly, the housing may include a second seal at a second orifice, the second seal being arranged to prevent fluid from escaping from the housing between the housing and the second shaft. For example, the first and second seals may be rotary seals that connect the first and second shafts to the housing, respectively.

[0148] Belt drives or chain drives may have an auxiliary belt or roller chain that interconnects the first and second rollers of the clutch. The belt or roller chain and the auxiliary belt or roller chain may be of the same type. The belt or roller chain and the auxiliary belt or roller chain may be parallel. The belt or roller chain and the auxiliary belt or roller chain may, for example, be spaced apart along the first and second shafts.

[0149] The housing may form a partition, which is arranged to be positioned between or at least partially positioned between the belt or roller chain and the auxiliary belt or roller chain. The partition may be arranged to prevent the belt or roller chain from reaching the auxiliary belt or roller chain in the event of tearing or breakage of the belt or roller chain, and vice versa.

[0150] In the ninth aspect of the proposed technology, the impeller has an annular impeller housing that forms a joint arranged to cooperate with a belt or roller chain. The impeller may have an axis of rotation, such as the second axis of rotation described above. It should be understood that the impeller is intended to rotate about the axis of rotation during operation. The impeller or impeller housing may be centered on the axis of rotation. The joint may be located on the impeller housing, or more precisely, on the outside of the impeller housing.

[0151] The impeller may also form or include a plurality of blades fixed to the impeller housing. The blades may be located within the impeller housing or radially within the impeller housing. The impeller or blades may be arranged to generate water flow along the axis of rotation. The second roller may also form or include an impeller hub, and the blades may engage or be fixed to the impeller hub at the hub. The impeller hub may be centered on the second axis of rotation. The impeller housing may form the impeller section of an impeller passage (e.g., the impeller passage of a water jet). It should be understood that the blades and / or impeller hub may be located within or at least partially within the impeller section of the impeller passage. The blades and / or impeller hub may extend axially from the impeller housing relative to the second axis of rotation.

[0152] The impeller hub can be arranged to restrict, for example, the flow of water through the impeller housing, or to reduce the cross-sectional area of ​​the impeller section of the impeller passage. It should be understood that the cross-sectional area is transverse to the axis of rotation.

[0153] The joint may include any of the features of the first and second joints described above. For example, the joint may form an annular groove centered on the axis of rotation, which is arranged to engage or cooperate with a V-belt, or the joint may form a sprocket centered on the axis of rotation, which is arranged to engage or cooperate with a roller chain.

[0154] The preceding text specifies a first shaft, a second shaft, and a third shaft. It should be understood that the first shaft can be the only shaft present, for example, in clutches and shaft arrangements, and in belt drives or chain drives. It should also be understood that a second shaft can exist without a third shaft, and vice versa. Furthermore, it should be understood that the first, second, and third shafts can all exist simultaneously. It should also be understood that a shaft can consist of multiple shaft components, which are connected and rotatably fixed or fixed relative to each other and centered on the same axis of rotation.

[0155] In the tenth aspect of the proposed technology, the aircraft includes a power system according to the fourth aspect of the proposed technology. It should be understood that the power system is for propelling the aircraft. The power system includes a belt drive or chain drive according to the third aspect of the proposed technology and a first prime mover. The belt drive or chain drive includes a clutch according to the first aspect of the proposed technology, and a first shaft rotatably fixed to a first clutch hub. It should be understood that the clutch, belt drive or chain drive, or power system may include any of the features described above.

[0156] The aircraft may include: a fuselage, a nacelle or pod, pylons, and a propeller. The nacelle is connected to the fuselage via the pylons. A first prime mover and a first roller or clutch are located in the fuselage, while a second roller is located in the nacelle. A belt or roller chain extends within or through the pylons. The propeller is located at the nacelle and is coupled to the second roller.

[0157] It should be understood that the pylon can transfer propulsion from the nacelle to the fuselage. It should also be understood that the nacelle and pylon can be hollow. It should also be understood that a belt or roller chain can extend from within the fuselage to within the nacelle. The propeller can be rotatably connected to or supported by the nacelle, for example, via a support (such as a rolling element support). It should be understood that the propeller is arranged to transfer propulsion to the nacelle, for example, via a support (such as a rolling element support). The specified belt or roller chain extends within or through the pylon. In other words, the belt or roller chain can extend from within the fuselage to within the nacelle via the pylon. The specified belt drive or chain drive may include an auxiliary belt or roller chain. It should be understood that the auxiliary belt or roller chain can extend within or through the pylon, or extend from within the fuselage to within the nacelle via the pylon.

[0158] The specified belt drive or chain drive may include a third shaft, and the second roller may be fixed to the third shaft. The third shaft may be located in the nacelle. A specified propeller is coupled to the second roller. In other words, the propeller may be connected to the second roller via the third shaft. The propeller may be mounted on, fixed to, or rotatably fixed to the third shaft. The propeller may be arranged to transmit propulsion to the nacelle via the third shaft, which in turn may be arranged to transmit propulsion to the nacelle, for example, via a support (such as a rolling element support).

[0159] The specified belt drive or chain drive may include a housing or enclosure that encloses or houses the clutch, belt or roller chain, and a second roller. The housing may extend within or through a pylon. In other words, the housing may extend from within the fuselage into the nacelle via a pylon.

[0160] As specified above, the power system may include a second prime mover connected to the second shaft. The second prime mover may be an electric motor. The second prime mover and the second shaft may be arranged as described above. The second prime mover may be located within the fuselage.

[0161] As specified above, the power system may also include additional belt or chain drives according to the third aspect of the proposed technology. The additional belt or chain drives may include any of the features of the aforementioned belt or chain drives. For example, the additional belt or chain drives may include an additional clutch according to the first aspect of the proposed technology, an additional first shaft, an additional belt or roller chain, etc. The additional second roller and the additional third shaft, the additional third shaft having any of the features of the aforementioned corresponding components. As described above, the additional first shaft of the additional belt drive or chain drive can be connected to the first prime mover via the first shaft of the belt drive or chain drive. Furthermore, the additional first shaft of the additional belt drive or chain drive may include an additional housing or outer casing that encloses or houses the additional clutch, the additional belt or roller chain, and the additional second roller. The additional housing may have any of the features of the aforementioned housing.

[0162] The aircraft may include: an additional nacelle or pod, additional pylons, and an additional propeller. The additional nacelle is connected to the fuselage via the additional pylons. An additional first roller or additional clutch is located in the fuselage, an additional second roller is located in the additional nacelle, and an additional belt or roller chain extends within or through the additional pylons. An additional propeller is located at the additional nacelle and is coupled to the additional second roller.

[0163] It should be understood that the additional pylon can transfer propulsion from the additional nacelle to the fuselage. It should also be understood that the additional nacelle and the additional pylon can be hollow. It should also be understood that the additional belt or roller chain can extend from within the fuselage to the additional nacelle. The additional propeller can be rotatably connected to or supported by the additional nacelle, for example, via a support (such as a rolling element support). It should be understood that the additional propeller is arranged to transfer propulsion to the additional nacelle, for example, via a support (such as a rolling element support). The additional belt or roller chain is specified to extend within or through the additional pylon. In other words, the additional belt or roller chain can extend from within the fuselage to the additional nacelle via the additional pylon. It should be understood that the additional belt drive or chain drive can include an additional auxiliary belt or roller chain. The additional auxiliary belt or roller chain can extend within or through the additional pylon, or extend from within the fuselage to the additional nacelle via the additional pylon.

[0164] The specified additional belt drive or chain drive may include an additional third shaft, and the additional second roller may be fixed to the additional third shaft. The additional third shaft may be located in the additional nacelle. The specified additional propeller is coupled to the additional second roller. In other words, the additional propeller may be connected to the additional second roller via the additional third shaft. The additional propeller may be mounted on, fixed to, or rotatably fixed to the additional third shaft. The additional propeller may be arranged to transmit propulsion to the additional nacelle via the additional third shaft, which may in turn be arranged to transmit propulsion to the additional nacelle, for example, via a support (such as a rolling element support).

[0165] The specified belt drive or chain drive includes an additional housing that encloses an additional clutch, an additional belt or roller chain, and an additional second roller. The additional housing may extend within or through an additional pylon. In other words, the additional housing may extend from within the fuselage into an additional nacelle via an additional pylon.

[0166] As an alternative to additional belt or chain drives, the power system may include additional belts or roller chains and a third roller as described above. The aircraft may include: an additional nacelle or pod, additional pylons, and an additional propeller. The additional nacelle is connected to the fuselage via the additional pylons. The third roller is located within the additional nacelle, and the additional belt or roller chain extends within or through the additional pylons. The additional propeller is located at the additional nacelle and coupled to the third roller.

[0167] It should be understood that the additional pylon can transfer propulsion from the additional nacelle to the fuselage. It should also be understood that the additional nacelle and the additional pylon can be hollow. It should also be understood that the additional belt or roller chain can extend from within the fuselage to the additional nacelle. The additional propeller can be rotatably connected to or supported by the additional nacelle, for example, via a support (such as a rolling element support). It should be understood that the additional propeller is arranged to transfer propulsion to the additional nacelle, for example, via a support (such as a rolling element support). The additional belt or roller chain is specified to extend within or through the additional pylon. In other words, the additional belt or roller chain can extend from within the fuselage to the additional nacelle via the additional pylon. The specified belt drive or chain drive may include an additional auxiliary belt or roller chain. It should be understood that the additional auxiliary belt or roller chain can extend within or through the additional pylon, or extend from within the fuselage to the additional nacelle via the additional pylon.

[0168] The specified belt drive or chain drive may include a fourth shaft, and the third roller may be fixed to the additional fourth shaft. The fourth shaft may be located in the additional nacelle. An additional propeller is specified to be coupled to the third roller. In other words, the additional propeller may be connected to the third roller via the fourth shaft. The additional propeller may be mounted on, fixed to, or rotatably fixed to the fourth shaft. The additional propeller may be arranged to transmit propulsion to the additional nacelle via the fourth shaft, which in turn may be arranged to transmit propulsion to the additional nacelle, for example, via a support (such as a rolling element support).

[0169] The specified belt drive or chain drive may include a housing enclosing a clutch, a belt or roller chain, a second roller, an additional belt or roller chain, and a third roller. Further specified, the housing may extend within or through a pylon. The housing may also extend within or through an additional pylon. In other words, the housing may extend from within the fuselage into an additional nacelle via an additional pylon. Brief description of the attached diagram The above and other features and advantages of the proposed technology will become more apparent and fully understood from the following detailed description of preferred embodiments of the proposed technology, taken in conjunction with the accompanying drawings: Figure 1 This is a schematic cross-section of an embodiment of a clutch and shaft assembly having a clutch, the clutch having a single first clutch mechanism arranged to engage a first shaft to a first roller, wherein the first clutch mechanism is a multi-plate wet clutch. Figure 2This is a schematic cross-section of another embodiment of a clutch and shaft assembly with a clutch, wherein the clutch has a single first clutch mechanism arranged to engage a first shaft to a first roller, wherein the first clutch mechanism is a multi-plate wet clutch, and a second shaft is arranged in series with the first shaft and fixed to the first roller. Figure 3 The diagram shows a schematic cross-section of another embodiment of a clutch and shaft assembly with a clutch, the clutch having a single first clutch mechanism arranged to engage a first shaft to a first roller, wherein the first clutch mechanism is a multi-plate wet clutch, and a hollow second shaft is fixed to the first roller and extends through the second shaft.

[0171] Figure 4 This is a schematic cross-section of another embodiment of a clutch and shaft assembly with a clutch, wherein the clutch has a single first clutch mechanism arranged to engage a first shaft to a first roller, wherein the first clutch mechanism is an axial claw clutch. Figure 5 This is a schematic cross-section of another embodiment of a clutch and shaft assembly with a clutch, the clutch having a first clutch mechanism and a second clutch mechanism, the first clutch mechanism and the second clutch mechanism being respectively arranged to connect a first shaft to a first roller and a second shaft to a first roller, wherein the first shaft and the second shaft are arranged in series, and the first clutch mechanism and the second clutch mechanism are multi-plate wet clutches. Figure 6 Is with Figure 5 The schematic cross-section of the clutch and shaft assembly roughly corresponds to another embodiment of the clutch and shaft assembly, but in which the second shaft is hollow and the first shaft extends through the second shaft. Figure 7 Is with Figure 6 The schematic cross-section of the clutch and shaft assembly roughly corresponds to another embodiment of the clutch and shaft assembly, but some components have different orientations. Figure 8 Is with Figure 6 The schematic cross-section of the clutch and shaft assembly roughly corresponds to another embodiment of the clutch and shaft assembly, but with improved first clutch hub, second clutch hub, and first roller. Figure 9 Is with Figure 8 The schematic cross-section of the clutch and shaft assembly roughly corresponds to another embodiment of the clutch and shaft assembly, but in which the second clutch mechanism is an axial claw clutch. Figure 10 Is with Figure 9 The schematic cross-section of the clutch and shaft assembly roughly corresponds to another embodiment of the clutch and shaft assembly, but with an improved second clutch hub and first roller. Figure 11 Is with Figure 8 The schematic cross-section of the clutch and shaft assembly roughly corresponds to another embodiment of the clutch and shaft assembly, but in which the first clutch mechanism and the second clutch mechanism are axial claw clutches. Figure 12 Is with Figure 6 The schematic cross-section of another embodiment of the clutch and shaft assembly, roughly corresponding to the clutch and shaft assembly, shows the clutch further having a third clutch mechanism arranged to connect the first shaft to the second shaft. Figure 13 Is with Figure 12 The schematic cross-section of the clutch and shaft assembly roughly corresponds to another embodiment of the clutch and shaft assembly, but in which the third clutch mechanism is arranged differently. Figure 14 Is with Figure 11 The schematic cross-section of another embodiment of the clutch and shaft assembly, roughly corresponding to the clutch and shaft assembly, shows the clutch further having a third clutch mechanism arranged to connect the first shaft to the second shaft. Figure 15 Is with Figure 12 The schematic cross-section of the clutch and shaft assembly roughly corresponds to another embodiment of the clutch and shaft assembly, but in which the third clutch mechanism is arranged differently. Figure 16 Is with Figure 12 The schematic cross-section of the clutch and shaft assembly roughly corresponds to another embodiment of the clutch and shaft assembly, but in which the third clutch mechanism is arranged differently. Figure 17 This is a schematic cross-section of an embodiment of an outboard motor having a power system with an engine, and a clutch and shaft assembly with a clutch that selectively connects the engine to a propeller, wherein the clutch is connected to the engine's crankshaft. Figure 18 This is a schematic cross-section of another embodiment of an outboard motor, which has a power system with an engine, and a clutch and shaft assembly with a clutch that selectively connects the engine to a propeller, wherein the clutch is connected to the propeller shaft. Figure 19 This is a schematic cross-section of another embodiment of an outboard motor, which has a power system including an engine, an electric motor, and a clutch and shaft assembly having a clutch that selectively engages the engine and motor to a propeller. Figure 20 Is with Figure 19The schematic cross-section of another embodiment of an outboard motor roughly corresponds to that of the outboard motor, wherein the outboard motor also has a second clutch connected to the propeller shaft and a gear train between the engine and the clutch. Figure 21 Is with Figure 19 The schematic cross-section roughly corresponds to another embodiment of an outboard motor, but in which the electric motor is positioned between the engine and the clutch and the propeller faces forward. Figure 22 This is a schematic cross-section of another embodiment of an outboard motor, which has a power system comprising an engine, an electric motor, and a clutch and shaft assembly having a clutch that selectively connects the engine and the electric motor to the impeller of a water jet, wherein the electric motor is positioned between the engine and the clutch. Figure 23 This is a schematic cross-section of another embodiment of an outboard motor, having a power system including an engine, an electric motor, a clutch, and a shaft. The clutch and shaft have a clutch selectively connecting the engine and electric motor to the impeller of a water jet, wherein the clutch is positioned between the engine and the electric motor and is directly connected to the impeller. Figure 24 Is with Figure 22 The schematic cross-section of this outboard motor roughly corresponds to another embodiment of an outboard motor, but this outboard motor has a different hydraulic jet, wherein the jet is directly connected to the impeller. Figure 25 Is with Figure 24 A schematic cross-section of another embodiment of an outboard motor that roughly corresponds to but has a different hydraulic jet. Figure 26 Is with Figure 16 The schematic cross-section of the clutch and shaft assembly roughly corresponds to another embodiment of the clutch and shaft assembly, but with additional engagement. Figure 27 This is a schematic diagram of an embodiment of the aircraft. Figure 28 It is used for Figure 27 A schematic diagram of an embodiment of the aircraft's propulsion system, and Figure 29 This is a schematic diagram of an alternative embodiment of the power system for an alternative embodiment of an aircraft.

[0172] Detailed description of the attached figures Figure 1The diagram shows a clutch 18 having a single first clutch mechanism 20. The clutch 18 has a first rotation axis 26 and a first clutch hub 30, as well as a first roller 34 centered on the first rotation axis 26. The clutch 18 forms part of a clutch and shaft assembly 16, wherein a first shaft 62 is rotatably fixed to the first clutch hub 30 centered on the rotation axis 26 via a spline joint (not shown).

[0173] The first roller 34 is rotatably supported relative to the first clutch hub 30 and is positioned radially outward of the first clutch hub 30 relative to the first axis of rotation 26. The first roller 34 forms a first engagement portion 38 that can cooperate with a belt (not shown). The first engagement portion 38 delineates a cylindrical surface 48 centered on the first axis of rotation 26 and thus can cooperate with a flat belt.

[0174] Clutch 18 also includes a first clutch mechanism 20 operably connecting a first clutch hub 30 and a first roller 34. The first clutch mechanism 20 is positioned between a first rotation axis 26 and a first engagement portion 38 and within the first roller 34. The first clutch mechanism 20 has a disengaged state in which the first roller 34 is rotatable relative to the first clutch hub 30, and an engaged state in which the first roller 34 is rotatably locked to the first clutch hub 30. Clutch 18 also includes a linear first actuator 42 that can switch the first clutch mechanism 20 between the disengaged and engaged states.

[0175] The clutch 18 has a first support 58 and a second support 60 in the form of rolling element rotational supports, the first support 58 and the second support 60 being centered on a first axis of rotation 26 and interconnecting a first roller 34 and a first shaft 62. The first support 58 and the second support 60 are arranged to bear radial loads primarily on the first roller 34 relative to the first shaft 62 from a belt (not shown). The first clutch mechanism 20 and the first engagement portion 38 are axially positioned relative to the first axis of rotation 26 between the first support 58 and the second support 60.

[0176] The first clutch mechanism 20 substantially corresponds to a multi-plate wet clutch and has an annular first clutch assembly 68 centered on a first axis of rotation 26, wherein a first roller 34 forms a clutch basket. A first clutch hub 30 forms an inner plate bracket, and the first roller 34 forms an outer plate bracket. The first clutch assembly 68 has a plurality of inner plates 72 connected to the first clutch hub 30 and a plurality of outer plates 74 connected to the first roller 34. The first clutch hub 30 and the inner plates 72 form an internal spline joint that rotatably locks the inner plates 72 to the first clutch hub 30, and the first roller 34 and the outer plates 74 form an external spline joint that rotatably locks the outer plates 74 to the first roller 34. The internal and external spline joints are arranged to allow the inner plates 72 and the outer plates 74 to be displaced in position along the first axis of rotation 26. The inner plates 72 and the outer plates 74 are arranged alternately in a stacked configuration centered on the first axis of rotation 26.

[0177] The inner plate 72 and outer plate 74 are elastically biased apart by a set of springs (not shown), such that the clutch mechanism 20 is in a disengaged state and the first roller 34 is rotatably unlocked from the first clutch hub 30. The first clutch hub 30 forms a first axial support 76 in the form of an annular wall, the first axial support 76 being centered on a first axis of rotation 26 and extending radially outward relative to the first axis of rotation 26. The first axial support 76 prevents the first clutch assembly 68 from moving away from the first actuator 42. The first actuator 42 is arranged to compress the first clutch assembly 68 along the first axis of rotation 26 and, when activated, bias the first clutch assembly 68 against the first axial support 76. Then, the inner plate 72 and outer plate 74 are pressed together along the first axis of rotation 26, and the first clutch mechanism 20 transitions from a disengaged state to an engaged state, in which the first roller 34 is rotatably locked to the first clutch hub 30. In this way, the first clutch assembly 68 operatively connects the first clutch hub 30 and the first roller 34.

[0178] The first shaft 62 has a first supply conduit 88 that can conduct lubricant-coolant fluid to the clutch 18. The first clutch hub 30 forms the first conduit 80, which can conduct lubricant-coolant fluid from the first shaft 62 to the first clutch assembly 68. The first conduit 80 has an inlet at the first shaft 62 that can receive lubricant-coolant fluid from the first supply conduit 88. The first conduit 80 also has an outlet at the first clutch assembly 68 that can release lubricant-coolant fluid between the inner plate 72 and the outer plate 74 of the first clutch assembly 68.

[0179] The first roller 34 forms a hole 96 that allows coolant-lubricant fluid within the first roller 34 to escape radially outward. The hole 96 is located at the clutch assembly 68 and the first engagement portion 38, such that coolant-lubricant fluid released from the first clutch assembly 68 lubricates the belt (not shown) cooperating with the first engagement portion 38.

[0180] The first actuator 42 is a single hydraulic actuator. The first actuator 42 has an annular recess 98 formed by a first clutch hub 30, centered on a first axis of rotation 26, and facing a first clutch assembly 68. The first actuator 42 also has an annular piston 100 disposed in the recess 98, which is movable along the first axis of rotation 26 and biases the first clutch assembly 68. The first shaft 62 has a second supply conduit 90 that can conduct hydraulic fluid to the clutch 18. The first clutch hub 30 forms a second conduit 82, which has an inlet at the first shaft 62 that can receive hydraulic fluid from the second supply conduit 90 and an outlet to the annular recess 98. In this way, the second conduit 82 can conduct hydraulic fluid from the first shaft 62 to the annular recess 98, and the first actuator 42 can be operated by supplying hydraulic fluid via the first shaft 62.

[0181] Another embodiment of clutch 18 and clutch assembly 16 is in Figure 2 As shown in the diagram. Clutch assembly 16 and Figure 1 The clutch assembly in this case differs in that it also has a second shaft 64 centered on the rotation axis 26. The first roller 34 of the clutch 18 is mounted on and fixed to the second shaft 64, and there is no first support member. The first shaft 62 and the second shaft 64 are positioned in series along the first rotation axis 26. Additionally, the clutch 18 differs in that the first engagement portion 38 also forms an annular ridge 52 centered on the first rotation axis 26, which can mate with the longitudinal groove of a grooved band (not shown).

[0182] Another embodiment of clutch 18 and clutch assembly 16 is in Figure 3 As shown in the diagram. Clutch assembly 16 and Figure 2 The clutch assembly differs in that the second shaft 64 is hollow and the first shaft 62 extends through the second shaft 64. Additionally, the clutch 18 differs in that the first engagement portion 38 forms an annular groove 50 centered on the first axis of rotation 26, which can cooperate with a V-belt (not shown).

[0183] Another embodiment of clutch 18 and clutch assembly 16 is in Figure 4 As shown in the diagram. Clutch assembly 16 and Figure 1The clutch assembly differs in that the first clutch mechanism 20 is a first claw clutch 20 centered on a first rotation axis 26. The first claw clutch 20 has a first member 102 and a second member 104, the first member 102 being connected to and rotatably fixed to the first clutch hub 30, and the second member 104 being connected to and fixed to the first roller 34. The first actuator 42 differs in that it is an electromechanical actuator. The first actuator 42 is arranged to displace the first member 102 along the first rotation axis 26 to transition the first clutch mechanism 20 from a disengaged state to an engaged state. In the disengaged state, the first member 102 and the second member 104 are spaced apart, can rotate freely relative to each other, and are rotatably unlocked. In the engaged state, the first member 102 and the second member 104 are pressed together, cannot rotate freely relative to each other, and are rotatably interlocked. The first clutch hub 30 forms a first axial support 76 in the form of an annular wall, the first axial support 76 being centered on the first rotation axis 26 and extending radially outward relative to the first rotation axis 26. The first axial support 76 prevents the second member 104 and the first roller 34 from shifting in position away from the first actuator 42, and the first actuator 42 biases the second member 104 against the first axial support 76 in the engaged state. Clutch 18 and Figure 1 A further difference in the clutch assembly is that the first engagement portion 38 forms a sprocket 56 centered on the first axis of rotation 26, which can cooperate with the roller chain, and the first support 58 and the second support 60 interconnect the first roller 34 and the first clutch hub 30.

[0184] Another embodiment of the clutch and shaft assembly 16 is in Figure 5 As shown in the diagram, the clutch and shaft assembly 16 has a clutch 18 centered on a rotation axis 26, a first shaft 62, and a second shaft 64. The first shaft 62 and the second shaft 64 are positioned in series along the first rotation axis 26. The clutch 18 has a first roller 34, a first clutch hub 30, a first clutch mechanism 20, a first clutch group 68, a first axial support 76, a first supply conduit 88, a first conduit 80, a first actuator 42, a second conduit 82, and a second supply conduit 90. These components are arranged as follows: Figure 1 The corresponding components in the embodiments and share their features.

[0185] The clutch 18 also has a second clutch hub 32 centered on a first axis of rotation 26, and a second shaft 64 is rotatably fixed to the second clutch hub 32 via a spline joint (not shown). A first roller 34 is also rotatably supported relative to the second clutch hub 32 and positioned radially outward of the second clutch hub 32 relative to the first axis of rotation 26. The clutch 18 also has a second clutch mechanism 22 that operatively connects the second clutch hub 32 and the first roller 34. The second clutch mechanism 22 is positioned between the first axis of rotation 26 and the first engagement portion 38 and within the first roller 34. The second clutch mechanism 22 has a disengaged state in which the first roller 34 is rotatable relative to the second clutch hub 32 and an engaged state in which the first roller 34 is rotatably locked to the second clutch hub 32. The clutch 18 also has a linear second actuator 44 that can switch the second clutch mechanism 22 between the disengaged and engaged states.

[0186] The second clutch mechanism 22 substantially corresponds to a multi-plate wet clutch and has an annular second clutch assembly 70 centered on the first axis of rotation 26, and the first roller 34 also forms a clutch basket for the second clutch mechanism 22. The second clutch hub 32 forms an inner plate bracket, and the first roller 34 forms an outer plate bracket. The second clutch assembly 70 shares features with the first clutch assembly 68 and is arranged relative to the second clutch hub 32 and the first roller 34 in the same manner as the first clutch assembly 68 is arranged relative to the first clutch hub 30 and the first roller 34. The second clutch hub 32 forms a second axial support 78 in the form of an annular wall, the second axial support 78 being centered on the first axis of rotation 26 and extending radially outward relative to the first axis of rotation 26. The second axial support 78 prevents the second clutch assembly 70 from moving away from the second actuator 44. The second actuator 44 is arranged to compress the second clutch assembly 70 along the first axis of rotation 26 when activated. Then, the second clutch assembly 70 is biased against the second axial support 78, and the second clutch mechanism 22 transitions from a disengaged state to an engaged state, in which the first roller 34 is rotatably locked to the second clutch hub 32. In this way, the second clutch assembly 70 operatively connects the second clutch hub 32 and the first roller 34.

[0187] The second shaft 64 has a third supply conduit 92 that conducts lubricant-coolant fluid to the clutch 18. The second clutch hub 32 forms a third conduit 84 that conducts lubricant-coolant fluid from the second shaft 64 to the second clutch assembly 70. The third conduit 84 has an inlet at the second shaft 64 that receives lubricant-coolant fluid from the third supply conduit 92. The third conduit 84 also has an outlet at the second clutch assembly 70 that releases lubricant-coolant fluid into the second clutch assembly 70. An orifice 96 formed by the first roller 34 also allows lubricant-lubricant fluid from the second clutch hub 32 to escape radially outward.

[0188] The second actuator 44 is arranged as the first actuator 42, which has an annular recess 98 formed by the second clutch hub 32 and an annular piston 100 disposed in the recess 98, the annular piston 100 being movable along the first rotation axis 26 and biasing the second clutch assembly 70. The second shaft 64 has a fourth supply conduit 94 that can conduct hydraulic fluid to the clutch 18. The second clutch hub 32 forms a fourth conduit 86, which has an inlet at the second shaft 64 for receiving hydraulic fluid from the fourth supply conduit 94 and an outlet to the annular recess 98 formed by the second clutch hub 32. In this way, the fourth conduit 86 can guide hydraulic fluid from the second shaft 64 to the annular recess 98, and the second actuator 44 can be operated by supplying hydraulic fluid via the second shaft 64.

[0189] The first actuator 42 and the second actuator 44 are arranged such that the annular recesses 98 face each other and face opposite directions. A first support 58 interconnects the first roller 34 and the first clutch hub and is arranged to bear radial loads relative to the first shaft 62, and a second support 60 interconnects the first roller 34 and the second clutch hub 32 and is arranged to bear loads relative to the second shaft 64. The first roller 34 forms a first engagement portion 38 that can cooperate with a timing belt (not shown). The first engagement portion 38 forms a plurality of roller teeth 54 that can cooperate with belt teeth on the side of the belt (not shown) facing the first engagement portion 30.

[0190] Another embodiment of the clutch and shaft assembly 16 is in Figure 6 As shown in the figure. This embodiment generally has the following characteristics: Figure 5 The described embodiment is characterized, and differs from, that the second axis 64 is hollow and the first axis 62 extends through the second axis 64.

[0191] Another embodiment of the clutch and shaft assembly 16 is in Figure 7 As shown in the figure. This embodiment generally has the following characteristics: Figure 6The described embodiment features, and differs in that the first actuator 42 and the second actuator 44 are arranged such that the annular recess 98 is opposite to each other.

[0192] Another embodiment of the clutch and shaft assembly 16 is in Figure 8 As shown in the figure. This embodiment generally has the following characteristics: Figure 6 The described embodiment is characterized, and differs from, that the first clutch hub 30 does not have a first axial support 76, and the second clutch hub 32 does not have a second axial support 78. Instead, the first roller 34 forms a first radial wall 106, a second radial wall 108, a third radial wall 110, and a fourth radial wall 112 extending radially inward relative to the first engagement portion 38 and the first axis of rotation 26. The first radial wall 106 and the third radial wall 110 have been merged into a single wall.

[0193] The first actuator 42 and the first clutch mechanism 20 are axially positioned between the first radial wall 106 and the second radial wall 108. When the first actuator 42 transitions to and is in the engaged state, it biases the first clutch mechanism 20 against the first radial wall 106, thereby inducing an axial load on the first roller 34 in the engaged state of the first clutch mechanism 20. The second radial wall 108 is then biased against the first clutch hub 30. The clutch 18 has a third support 114 in the form of a rotating rolling element support, which is centered on the first axis of rotation 26 and interconnects the second radial wall 108 and the first clutch hub 30. In this way, the third support 114 is arranged to bear the axial load from the first actuator 42.

[0194] Similarly, the second actuator 44 and the second clutch mechanism 22 are axially positioned between the third radial wall 110 and the fourth radial wall 112. When transitioning to and being engaged, the second actuator 44 biases the second clutch mechanism 22 against the third radial wall 110, thereby inducing an axial load on the first roller 34 in the engaged state of the second clutch mechanism 22, which is opposite in direction to the axial load induced by the first actuator 42. The fourth radial wall 112 is then biased against the second clutch hub 32. The clutch 18 has a fourth support 116 in the form of a rotating rolling element support, which is centered on the first axis of rotation 26 and interconnects the fourth radial wall 112 and the second clutch hub 32. In this way, the third support 116 can bear the axial load from the second actuator 44.

[0195] Another embodiment of the clutch and shaft assembly 16 is in Figure 9 As shown in the figure. This embodiment generally has the following characteristics: Figure 8The described embodiment is characterized, and differs in that the second clutch mechanism 22 is a second claw clutch 22 centered on the first rotation axis 26. Similar to the first claw clutch described above, the second claw clutch 22 has a first member 102 connected to and rotatably fixed to the second clutch hub 32, and a second member 104 connected to and fixed to the first roller 34. The second claw clutch 22, the second actuator 42, and the first roller 34 are arranged as follows: Figure 4 The corresponding features in the embodiments. The first clutch hub 30 does not form the first axial support 76, as in Figure 4 As shown in the embodiment. Instead, the fourth radial wall 112 prevents the first roller 34 from shifting in position away from the first actuator 42 when the second clutch mechanism 22 is engaged. The second actuator 44 and Figure 8 The difference in this embodiment is that it is an electromechanical actuator.

[0196] Another embodiment of the clutch and shaft assembly 16 is in Figure 10 As shown in the figure. This embodiment generally has the following characteristics: Figure 9 The described embodiment is characterized, and differs from others, in that it does not have a first radial wall 106 and has, as Figure 5 In the embodiment, the first axial support 76 is arranged instead of the second radial wall 108.

[0197] Another embodiment of the clutch and shaft assembly 16 is in Figure 11 As shown in the figure. This embodiment generally has the following characteristics: Figure 9 The described embodiments are characterized, and differ in that they have, as Figure 4 In the embodiment, a first clutch hub 30, a first clutch mechanism 20, and a first actuator 42 are arranged, but the first actuator 42 biases the first clutch mechanism 20 against the first radial wall 106 in the engaged state, rather than as... Figure 4 The first axial support member 76 is shown.

[0198] Another embodiment of the clutch and shaft assembly 16 is in Figure 12 As shown in the figure. This embodiment generally has the following characteristics: Figure 6Features of the described embodiment. Clutch 18 also has a third clutch mechanism 24 positioned within the first roller 34 and rotatably fixed to the first clutch hub 30. Clutch 18 also has a hydraulically linear third actuator 46 supported by and rotatably fixed to the first clutch hub 30. The third clutch mechanism 24 is a third claw clutch 24 having a first member 102 and a second member 104, the first member 102 being rotatably fixed to the first clutch hub 30, and the second member 104 being formed by and thus rotatably and axially fixed to the second clutch hub 32. The first member 102 is fixed to the moving member of the third actuator 46 and is capable of displacement parallel to the first rotation axis 26. In this way, the third clutch mechanism 24 operatively connects the first shaft 62 to the second shaft 64 via the first clutch hub 30 and the second clutch hub 32. The third clutch mechanism 24 has a disengaged state in which the first member 102 and the second member 104 are spaced apart and the first shaft 62 is rotatable relative to the second shaft 64. The third clutch mechanism 24 also has an engaged state in which the first member 102 engages with the second member 104 and the first shaft 62 is rotatably locked to the second shaft 64. The third actuator 46 has a spring (not shown) that biases the third actuator 46 to set the third clutch mechanism 24 to the disengaged state when inactive. Figure 1 The first actuator 42 in the embodiment is hydraulically operated in the same manner.

[0199] Another embodiment of the clutch and shaft assembly 16 is in Figure 13 As shown in the figure. This embodiment has information about Figure 5 The described embodiment features general characteristics and additionally includes a third actuator 46 supported by a second clutch hub 32. The third actuator 46 corresponds to... Figure 12 The actuator in the embodiment differs from that in that the first member 102 of the third clutch mechanism 24 is rotatably fixed to the second clutch hub 32, and the second member 104 is formed by the first clutch hub 30. A further difference is that the third actuator 46 has a spring (not shown) that biases the third actuator 46 to engage the third clutch mechanism 24 when it is not activated.

[0200] Another embodiment of the clutch and shaft assembly 16 is in Figure 14 As shown in the figure. This embodiment generally has the following characteristics: Figure 11 The described embodiments have features, and also have the same as Figure 12The components in the embodiment correspond to the third actuator 46 and the third clutch mechanism 24, except that the third actuator is a linear electromechanical actuator and has a spring (not shown) that biases the third actuator 46 to engage the third clutch mechanism 24 when it is not activated. This means that the first actuator 42, the second actuator 44, and the third actuator 46 are all linear electromechanical actuators.

[0201] Another embodiment of the clutch and shaft assembly 16 is in Figure 15 As shown in the figure. This embodiment generally has the following characteristics: Figure 6 The described embodiment features a third clutch mechanism 24 positioned within a first roller 34 and a hydraulically linear third actuator 46 supported by a second clutch hub 32. The third clutch mechanism 24 has a first member 102 rotatably fixed to the first clutch hub 30 and a second member 104 formed by and thus rotatably and axially fixed to the first shaft 62. The first member 102 is fixed to a moving member of the third actuator 46 and is movable perpendicular to the first axis of rotation 26. As described in the previous embodiment, the third clutch mechanism 24 has a disengaged state in which the first member 102 and the second member 104 are spaced apart and the first shaft 62 is rotatable relative to the second shaft 64, and an engaged state in which the first member 102 engages with the second member 104 and the first shaft 62 is rotatably locked to the second shaft 64. The third actuator 46 has a spring (not shown) that biases the third actuator 46 to set the third clutch mechanism 24 to the engaged state when inactive.

[0202] Another embodiment of the clutch and shaft assembly 16 is in Figure 16 As shown in the figure. This embodiment generally has the following characteristics: Figure 6 The described embodiment features that component 16 also has a third clutch mechanism 24, which is axially positioned outside the first roller 34 and between the first shaft 62 and the second shaft 64. Clutch 18 also has a hydraulically radial third actuator 46 supported by the first shaft 62.

[0203] The third clutch mechanism 24 has a first member 102 rotatably fixed to a first shaft 62 and a second member 104 formed by and thus rotatably and axially fixed to a second shaft 64. The first member 102 is fixed to a moving member of the third actuator 46 and is movable perpendicular to the first axis of rotation 26. The third clutch mechanism 24 has a disengaged state and an engaged state. In the disengaged state, the first member 102 and the second member 104 are spaced apart and the first shaft 62 is rotatable relative to the second shaft 64. In the engaged state, the first member 102 engages with the second member 104 and the first shaft 62 is rotatably locked to the second shaft 64. The third actuator 46 has a spring (not shown) that biases the third actuator 46 to set the third clutch mechanism 24 to the disengaged state when inactive.

[0204] An embodiment of an outboard motor 200 for a ship is described in Figure 17 As shown in the diagram, the outboard motor 200 has an upper section 202 and a lower section 206 interconnected by an intermediate section 204. A first prime mover 208, in the form of an internal combustion engine, is located in the upper section 202 and is attached to and supported by the intermediate section 204. A head fairing 212 is pivotally connected to the intermediate section 204 and covers the first prime mover 208. The intermediate section 204 has a bracket 214 through which the outboard motor 200 can be mounted on the ship's beam. The bracket 214 allows the outboard motor to tilt about a horizontal axis and rotate about a steering axis. The lower section 206 is located below the waterline of the ship during use.

[0205] The first prime mover 208 forms part of the power system 12, which also includes a belt drive 14. The belt drive 14 has... Figure 1 The described components include a clutch and shaft assembly 16, a third shaft 66, a second roller 36 fixed to the third shaft 66, and a belt 118 interconnecting the first roller 34 and the second roller 36 of the clutch 18. The third shaft 66 and the second roller 36 are centered on a second rotational axis 28 parallel to the first rotational axis 26. The first shaft 62 is fixed to the crankshaft of the first prime mover 208, which is centered on the first rotational axis 26. The third shaft 66 is a propeller shaft fixed to a rearward-facing propeller 216 and centered on the second rotational axis 28. The second roller 36 has a second engagement portion 40 of the same type as the first engagement portion 38 of the first roller 34. The belt 118 is a flat belt extending from the upper section 202 via the middle section 204 to the lower section 206. In this way, belt 118 is arranged to cooperate with first roller 34 and second roller 36 and to transmit power and torque between first roller 34 and second roller 36, and clutch 18 is arranged to selectively connect and disconnect first prime mover 208 from first roller 34, and further connect and disconnect propeller 216.

[0206] The belt drive 14 has a housing 122 extending from the upper section 202 via the intermediate section 204 to the lower section 206. The housing 122 encloses and houses the clutch 18 and its first roller 34, belt 118, and second roller 36. The housing 122 is arranged to receive the aforementioned coolant-lubricant fluid released from the first roller 34 via a hole 96, see [link to relevant documentation]. Figure 1 The housing 122 has a first hole 124 and a first seal 128. A first shaft 62 extends through the first hole 124, and the first seal 128 is positioned at the first hole 124 as a rotary seal to prevent coolant-lubricant fluid from escaping between the housing 122 and the first shaft 62. Similarly, the housing 122 has a second hole 126 and a second seal 130. A third shaft 66 extends through the second hole 126, and the second seal 130 is positioned at the second hole 126 as a rotary seal to prevent coolant-lubricant fluid from escaping between the housing 122 and the third shaft 66.

[0207] The power system 12 includes a hydraulic pump 220 for pressurizing hydraulic fluid. Pump 220 is a rotary gear pump powered by a first shaft 62, wherein a drive gear (not shown) is centered on the first shaft 62, and the first shaft extends through pump 220. The power system 12 also includes a first valve (not shown) connected via a second supply conduit 90 and a second conduit 82 to a first actuator 42 of the clutch 18, see [link to relevant documentation]. Figure 1 In this way, the first valve (not shown) can control the supply of hydraulic fluid to the first actuator 42, and further control the state of the first clutch mechanism 20 and the function of the clutch 18.

[0208] With this configuration of the power system 210, if the first clutch mechanism 20 of the clutch 18 disengages, the outboard motor 200 can idle without the propeller 216 rotating.

[0209] In an alternative embodiment, Figure 17 The power system 12 in the middle has a chain drive instead of a belt drive 14 and regarding Figure 4 The clutch and shaft assembly are described. The second engagement 40 forms a sprocket (not shown), which is interconnected with the sprocket 56 of the first engagement 38 on the first roller 34 via a roller chain (not shown).

[0210] Another embodiment of the outboard motor 200 is in Figure 18 As shown in the figure. This embodiment roughly corresponds to Figure 17The embodiment differs from the one described above, but in that the positioning of the components is reversed, wherein the second roller 36 is positioned in the upper section 202, the third shaft 66 is connected to the crankshaft of the first prime mover 208, the clutch 18 is positioned in the lower section 206, and the first shaft 62 is a propeller shaft connected to the propeller 216.

[0211] Another embodiment of the outboard motor 200 is in Figure 19 As shown in the figure. This embodiment roughly corresponds to Figure 17 The embodiment differs from the one described above, except that the power system 12 has information regarding... Figure 2 The description includes a clutch and shaft assembly 16, a second prime mover 210 in the form of an electric motor, and a pump 220. The rotor (not shown) of the second prime mover 210 is centered on a first axis of rotation 26 and fixed to a second shaft 64, meaning that the clutch 18 is positioned between the first prime mover 208 and the second prime mover 210. The second prime mover 210 is located in the upper section 202 of the outboard motor 200 and is enclosed by a head fairing 212. Furthermore, the hydraulic pump 220, which pressurizes the hydraulic fluid for the clutch 18, is powered by the second shaft 64 via the rotor (not shown) of the second prime mover 210, rather than by the first shaft 62. Here, the rotor (not shown) is understood to form part of the second shaft 64.

[0212] Utilizing this configuration of the power system 210, if the first clutch mechanism 20 disengages, see... Figure 2 Then, the outboard motor 200 can be operated in pure electric mode by the second prime mover 210. In this mode, both forward and rearward drive are possible. If the first clutch mechanism 20 is engaged, the outboard motor 200 can be operated in parallel hybrid mode by both the first prime mover 208 and the second prime mover 210. Additionally, the second prime mover 210 can be used as a starter motor for the first prime mover 208, since the pump 220 is powered by the second shaft 64. However, this will cause the propeller 216 to rotate.

[0213] The second joint portion 40 of the second roller 36 forms an annular ridge (not shown) centered on the second rotation axis 28, corresponding to those ridges 52 of the first joint portion 38 of the first roller, see [link to previous section]. Figure 2 And the 118 is a cooperative grooved band.

[0214] In an alternative embodiment, Figure 19 The power system 12 in the middle has about Figure 5The described clutch and shaft assembly, as well as the toothed belt 118, include a first engagement portion 38 of the first roller 34 and a second engagement portion 40 of the second roller 36, both forming cooperating teeth 54. Utilizing this configuration of the power system 210, if the first clutch mechanism 20 is disengaged, the first prime mover 208 can idle without rotating the first roller 34 or the propeller 216. If the first clutch mechanism 20 is engaged and the second clutch mechanism 22 is disengaged, the outboard motor 200 can operate in pure combustion mode. If the first clutch mechanism 20 is disengaged and the second clutch mechanism 22 is engaged, the outboard motor 200 can operate in pure electric mode. If both the first clutch mechanism 20 and the second clutch mechanism 22 are engaged, the outboard motor 200 can operate in parallel hybrid power mode.

[0215] In this alternative embodiment, the power system 12 also has a second valve (not shown) connected to the pump 220 and the second actuator 44 via a fourth supply conduit 94 and a fourth supply conduit 86, see [link to previous document]. Figure 5 In this way, the second valve (not shown) can control the state of the second clutch mechanism 22.

[0216] In another embodiment, the power system 12 has regarding Figure 13 The clutch and shaft assembly are described. The power system 12 then has a third valve (not shown) coupled to the pump 220 and the third actuator 46 of the clutch 18 to control the state of the third clutch mechanism 24 and the function of the clutch 18. With the third clutch mechanism 24 disengaged, the outboard motor 220 can operate as described above. With both the first clutch mechanism 20 and the second clutch mechanism 22 disengaged and the third clutch mechanism engaged, the second prime mover 210 can be used as a starter motor for the first prime mover 218 without rotating the propeller 216. Alternatively, the second prime mover 210 can be operated as a generator powered by the first prime mover 208 to charge the battery without rotating the propeller 216.

[0217] Another embodiment of the outboard motor 200 is in Figure 20 As shown in the figure. This embodiment roughly corresponds to Figure 19The embodiment differs in that the pump 220 is connected to a second shaft 64 between the clutch 18 and the second prime mover 210. A further difference in the power system 12 is that it has a gear train 134 in the form of a planetary gear set 134 centered on a first axis of rotation 26 between the crankshaft and the first shaft 62. The ring gear of the planetary gear set 134 remains stationary, and the sun gear constitutes an input element rotatably fixed to the crankshaft, while the planet carrier is connected to the planetary gears, which constitute output elements rotatably fixed to the first shaft 62. In this way, the gear train 134 is arranged to reduce the rotational speed of the first shaft 62 relative to the crankshaft. A further difference in the belt drive 14 is that, in addition to the first clutch 18, it also has a... Figure 1 The second clutch 132 corresponds to the first clutch 18. A third shaft 66 is fixed to the first clutch hub of the second clutch 132, and a second roller 36 forms part of the second clutch 132 in the same manner as the first roller 34 forms part of the first clutch 18. The gear train 134 compensates for the larger outer diameter of the first clutch 18.

[0218] The power system 12 also has an auxiliary valve (not shown), which is connected via a second supply conduit 90 and a second conduit 82 to the first actuator 42 of the pump 220 and the second clutch 132, see [link to relevant documentation]. Figure 1 In this way, an additional valve (not shown) can control the state of the first clutch mechanism 20 and the function of the second clutch 132.

[0219] Utilizing this configuration of the power system 210, if the first clutch mechanism 20 of the first clutch 18 disengages (see...) Figure 2 ), and the first clutch mechanism of the second clutch 132 engages (see Figure 1 If the first clutch mechanism 20 of the first clutch 18 and the first clutch mechanism 20 of the second clutch 132 are engaged, the outboard motor 200 can operate in a pure electric mode via the second prime mover 210. In this mode, both forward and rearward drive are possible. If the first clutch mechanism 20 of the first clutch 18 and the first clutch mechanism 20 of the second clutch 132 are engaged, the outboard motor 200 can operate in a parallel hybrid mode via both the first prime mover 208 and the second prime mover 210. If the second clutch 132 is disengaged, the first prime mover 208 can idle without rotating the propeller 216, the second prime mover 210 can be used as a starter motor without rotating the propeller 216, and the second prime mover 210 can operate as a generator powered by the first prime mover 208 for charging the battery without rotating the propeller 216. The fact that the pump 220 is powered via the second shaft 64 allows the first clutch mechanism 20 of the first clutch 18 to be engaged and the second prime mover 210 to be used as a starter motor for the first prime mover 208.

[0220] In an alternative embodiment, Figure 20 The power system 12 in the middle has about Figure 5 The described clutch and shaft assembly, as well as the toothed belt 118, include a first engagement portion 38 of the first roller 34 and a second engagement portion 40 of the second roller 36, both forming cooperating teeth 54. Utilizing this configuration of the power system 12, if the first clutch mechanism 20 is disengaged, the first prime mover 208 can idle without rotating the first roller 34 or the propeller 216. If the first clutch mechanism 20 is engaged and the second clutch mechanism 22 is disengaged, the outboard motor 200 can operate in pure combustion mode. If the first clutch mechanism 20 is disengaged and the second clutch mechanism is engaged, the outboard motor 200 can operate in pure electric mode. If both the first clutch mechanism 20 and the second clutch mechanism 22 are engaged, the outboard motor 200 can operate in parallel hybrid mode. Additionally, if both the first clutch mechanism 20 and the second clutch mechanism 22 of the first clutch 18 are engaged (see...), the outboard motor 200 can operate in a parallel hybrid mode. Figure 5 ), and the first clutch mechanism 20 of the second clutch 132 disengages (see Figure 1 If the second prime mover 210 can be used as the starting motor of the first prime mover 208, then the propeller 216 does not need to be rotated.

[0221] Another embodiment of the outboard motor 200 is in Figure 21 As shown in the figure. This embodiment has Figure 17 The general features of the outboard motor 200 shown are as follows. The belt drive 14 has features related to... Figure 6 The described components include a clutch and shaft assembly 16, a third shaft 66, a second roller 36 fixed to the third shaft 66, and a belt 118 interconnecting the first roller 34 and the second roller 36 of the clutch 18. The third shaft 66, the second roller 36, and the propeller 216 are as follows... Figure 1 The arrangement is as in the previous embodiment, but the propeller 216 is oriented forward, meaning that the outboard motor 200 is a traction outboard motor rather than a push outboard motor. A first shaft 62 is fixed to the crankshaft of the first prime mover 208, with the crankshaft centered on a first axis of rotation 26. A second shaft 64 is fixed to the rotor (not shown) of the second prime mover 210. The second shaft 64 is hollow, and the first shaft 62 extends through the rotor (not shown) of the second prime mover 210 and the second shaft 64.

[0222] The second roller 36 has a second engagement 40 of the same type as the first roller 34, and the belt 118 is a toothed belt. The belt drive 14 has as described above. Figure 17The housing 122. Both the first shaft 62 and the second shaft 64 extend through the first bore 124, and a first seal 128 prevents coolant-lubricant fluid from escaping between the housing 122 and the second shaft 64. A hydraulic pump 220 is positioned between the clutch 18 and the second prime mover 210, and provides power via the second shaft 64. (Except regarding...) Figure 1 In addition to the first valve (not shown) described, the power system 12 also has a second valve (not shown), which is connected via a fourth supply conduit 94 and a fourth supply conduit 86 to the second actuator 42 of the pump 220 and the clutch 18, and see also Figure 6 In this way, the second valve (not shown) can control the supply of hydraulic fluid to the second actuator 42 and control the state of the second clutch mechanism 20.

[0223] With this configuration of the power system 210, if the first clutch mechanism 20 of the clutch 18 is disengaged and the second clutch mechanism 22 of the clutch 18 is engaged, the outboard motor 200 can operate in pure electric mode via the second prime mover 210. In this mode, both forward and rearward drive are possible. If the first clutch mechanism 20 of the clutch 18 is engaged and the second clutch mechanism 22 of the clutch 18 is disengaged, the outboard motor 200 can operate in pure combustion mode. If both the first and second clutch mechanisms are engaged, the outboard motor 200 can operate in parallel hybrid power mode. Furthermore, since the pump 220 is powered by the second shaft 64, the second prime mover 210 can be used as a starter motor for the first prime mover 208, even when the propeller 216 is rotating.

[0224] In an alternative embodiment, Figure 21 The power system 12 in the middle has Figure 7 or Figure 8 The clutch and shaft assembly 16 described herein, and the outboard motor 200 can operate as described above. In another alternative embodiment, the power system 12 has Figure 9 , Figure 10 or Figure 11 The clutch and shaft assembly 16, and the outboard motor 200, can operate as described above. This means that the second clutch mechanism 22 is a claw clutch, and it is coupled to the second prime mover 210. The second prime mover 210 is an electric motor that allows for rapid and precise adjustment of the rotational speed of the first component 102 of the claw clutch to the rotational speed of the second component 104 of the claw clutch, which further allows for a smooth transition from pure combustion mode to parallel hybrid mode during driving. Figure 9 or Figure 10The clutch and shaft assembly 16, and the power system 12 do not have the aforementioned second valve. Instead, the power system 12 has a power supply (not shown) and a switch (not shown) operably connected to the second actuator, through which the operation of the second actuator 42 can be controlled. Figure 11 The clutch and shaft assembly 16, the power system 12 has an additional switch (not shown) operably connected to a power source (not shown) and a first actuator 40, instead of the aforementioned first valve.

[0225] In another alternative embodiment, Figure 21 The power system 12 in the middle has Figure 12 , Figure 13 , Figure 14 , Figure 15 or Figure 16 The clutch and shaft assembly 16 described herein, and the outboard motor 200 can operate as described above with the third clutch mechanism 24 disengaged. With both the first clutch mechanism 20 and the second clutch mechanism 22 disengaged and the third clutch mechanism engaged, the second prime mover 210 can be used as a starter motor for the first prime mover 218 without rotating the propeller 216. Alternatively, the second prime mover 210 can be operated as a generator powered by the first prime mover 208 to charge the battery without rotating the propeller 216.

[0226] In having Figure 12 , Figure 13 , Figure 15 and Figure 16 In any embodiment of the clutch and shaft assembly 16, the power system 12 further includes a third valve (not shown) coupled to a third actuator 46 connected to the pump 220 and the clutch 18 to control the state of the third clutch mechanism 24. Figure 14 In any embodiment of the clutch and shaft assembly, the power system 12 has a power source (not shown) and a switch (not shown) operably connected to the third actuator 46, through which the operation of the third actuator 46 can be controlled.

[0227] Another embodiment of the outboard motor 200 is in Figure 22 As shown in the figure. This embodiment has Figure 21 The outboard motor 200 shown has general features, but differs in that it has a water jet 222 with an impeller 218 instead of a propeller.

[0228] The water jet 222 has a water jet housing 224 forming an impeller passage 226, and an impeller 218 is located within the impeller passage 226. The water jet housing 224 has a first portion 238 attached to the hull (not shown) of a ship and a second portion 240 fixed to the lower section 206 of the outboard motor 200. The first portion 238 forms a first section 242 of the impeller passage 226, and the second portion 240 forms a second section 244 of the impeller passage 226. The first portion 238 and the second portion 240 are separable, which allows the lower section 206 of the outboard motor 200 to tilt rearward and upward relative to the first portion 238.

[0229] The bracket 214 on the intermediate section 204 of the outboard motor 200 allows the lower section 206 to tilt about a horizontal axis, as per [reference to...]. Figure 1 The bracket 214 further prevents the outboard motor 200 from rotating laterally.

[0230] The water jet 222 has an inlet 228 located on a downward-facing first portion 238 of the water jet housing 224, through which water enters the impeller passage 226. The water jet 222 has a nozzle 230 located on a second portion 240 of the water jet housing 224, which allows water to exit the impeller passage 226. The nozzle 230 is a directional nozzle with an orientation adjustable by a nozzle actuator (not shown). Support 214 and... Figure 21 The difference in the bracket is that bracket 214 prevents the outboard motor from rotating laterally, so the boat is only operated by nozzle 230.

[0231] The hydraulic ejector 222 has a nacelle 230 located in the impeller passage 224 and rearward relative to the impeller 218. The nacelle is fixed to the hydraulic ejector housing 224 and rotatably supports the impeller 218. A second roller 36 is located within the nacelle 232, and a third shaft 66 is an impeller shaft extending from the nacelle 232, to which the impeller 218 is attached. The hydraulic ejector 222 has stator blades 234 extending outward relative to a second axis of rotation 28, which connect and fix the nacelle 232 to the hydraulic ejector housing 224. In this way, the stator blades 234 and the nacelle 232 together form a stator 236 located in the impeller passage 226 downstream of the impeller 218.

[0232] With this configuration, the water jet 222 is arranged to be driven by belt 118. The outboard motor can be as follows... Figure 21 Operate as described. In an alternative embodiment, Figure 22 The power system 12 in the middle has about Figure 12 , Figure 14 , Figure 15 , Figure 16 or Figure 17 The clutch and shaft assembly 16 described in any of the above, and can be operated as described above.

[0233] Another embodiment of the outboard motor 200 is in Figure 23 As shown in the figure. This embodiment has Figure 19 The general features of the outboard motor 200 shown and Figure 13 The clutch and shaft assembly 16. The difference lies in that it has a water jet 222 with an impeller 218 instead of a propeller. The water jet 222 shares... Figure 22 Features of the hydraulic jet 222 in the embodiments. For example, impeller 218 is connected to nacelle 232 via a third shaft 66 centered on a second axis of rotation 28, and the third shaft 66 constitutes an impeller shaft connected to nacelle 232 via a swivel support (not shown). The third shaft 66 is connected to impeller hub 252 of the impeller, and impeller blades 248 are fixed to impeller hub 252. In this way, impeller 218 is rotatably supported by nacelle 232.

[0234] The difference in the hydraulic jet 222 is that the second roller 36 of the belt drive 14 forms an annular impeller housing 246, and the blades 248 are located inside and fixed to the impeller housing 246. In this way, the belt 118 is directly connected to the impeller 218. The impeller housing 246 forms the impeller section 250 of the second section 244 of the impeller passage 226. The hydraulic jet also has an impeller seal 256 that prevents water from passing between the impeller housing 246 and the hydraulic jet housing 224. Furthermore, the impeller housing 246 extends through a second hole (not shown) in the housing 122, and a second seal (not shown) positioned at the second hole (not shown) prevents coolant-lubricant fluid from escaping between the housing 122 and the impeller housing 246.

[0235] Another embodiment of the outboard motor 200 is in Figure 24 As shown in the figure. This embodiment has Figure 22The outboard motor 200 shown has the following general features. The difference lies in that the second roller 36 of the belt drive 14 forms an annular impeller housing 246, and the blades 248 are located inside and fixed to the impeller housing 246, meaning the belt 118 is directly connected to the impeller 218. The impeller housing 246 forms the impeller section 250 of the impeller passage 226. The water jet 222 has no nacelle or stator. Instead, the impeller housing 246 is rotatably supported by an impeller support 254 that interconnects the impeller housing 246 and the water jet housing 224. The water jet also has an impeller seal 256 that prevents water from passing between the impeller housing 246 and the water jet housing 224 and reaching the impeller support 254. In addition, the impeller housing 246 extends through a second hole (not shown) in the housing 122, and a second seal (not shown) positioned at the second hole (not shown) prevents coolant-lubricant fluid from escaping between the housing 122 and the impeller housing 246.

[0236] Furthermore, the complete hydraulic jet housing 224 forming the impeller passage 226 is supported by the lower section 206 of the outboard motor 206, and the nozzle 230 is a fixed nozzle 230. This means that the inlet 228 is fixed relative to the nozzle 230. The bracket 214 on the intermediate section 204 allows the outboard motor 200 to tilt about a horizontal axis, causing the lower section 206 to move up or down, as in Figure 22 As shown in the previous embodiment. Additionally, bracket 214 allows the outboard motor to pivot about the steering axis, as in... Figures 17 to 21 As shown in the embodiment. This allows the boat to be maneuvered by turning the outboard motor 200 when both moving forward and returning. In an alternative embodiment, the nozzle is a T-shaped steering nozzle with an orientation that can be adjusted by a nozzle actuator (not shown), as described in the embodiment. Figure 22 As stated above.

[0237] Another embodiment of the outboard motor 200 is in Figure 25 As shown in the figure. This embodiment has Figure 24 The outboard motor 200 shown has the general features, but differs in that the inlet 228 faces forward relative to the impeller 218 instead of downward. The water jet housing 224 forming the impeller passage 226 is also located at a lower level. A further difference is that the belt drive 14 has an auxiliary belt 136 of the same type as the belt 118, which interconnects the first roller 34 and the second roller 36. The belt 118 and the auxiliary belt 136 are arranged in a parallel plane and cooperate for parallel torque transmission between the first roller 34 and the second roller 36.

[0238] The first roller 34 forms an auxiliary first engagement 138 of the same type as the first engagement 38 and cooperates with the auxiliary belt 136. Similarly, the second roller 36 forms an auxiliary second engagement 140 of the same type as the second engagement 40 and cooperates with the auxiliary belt 136. The belt 118 and the auxiliary belt 136 are spaced apart along the first axis of rotation 26 and the second axis of rotation 28. The housing 122 forms a partition 142 between the belt 118 and the auxiliary belt 136, which prevents the belt 118 from reaching the auxiliary belt 136 if the belt 118 breaks, and vice versa.

[0239] Another embodiment of the clutch and shaft assembly 16 is in Figure 26 As shown in the figure. This embodiment generally has the following characteristics: Figure 16 The described embodiment features, but differs in that, instead of forming a single first engagement 38, the first roller 34 forms a first engagement 38, an auxiliary first engagement 138, a third engagement 258, and an auxiliary third engagement 260. Each of these engagements forms an annular groove centered on a first rotation axis 26, which can cooperate with a V-belt (not shown). A combined first clutch mechanism 20 and a second clutch mechanism 22 are positioned between the first rotation axis 26 and the combined first engagement 38, auxiliary first engagement 138, third engagement 258, and auxiliary third engagement 260.

[0240] An embodiment of the ring-wing aircraft 262 in... Figure 27 As shown in the diagram, the aircraft 262 has a fuselage 264, a nacelle 266, a pylon 268, and a propeller 216. The nacelle 266 is connected to the fuselage 264 via the pylon 268. The nacelle 266 and the pylon 268 are hollow. The propeller 216 is rotatably connected to the nacelle 266 and can transmit propulsion to the nacelle 266, and the pylon 268 can transmit propulsion from the nacelle 266 to the fuselage 264. The aircraft 262 also has an additional nacelle 266', an additional pylon 268', and an additional propeller 216. The additional nacelle 266' is connected to the fuselage 264 via the additional pylon 268'. The additional nacelle 266' and the additional pylon 268' are hollow. The additional propeller 216' is rotatably connected to the additional nacelle 266' and can transmit propulsion to the additional nacelle 266', and the additional pylon 268' can transmit propulsion from the additional nacelle 266' to the fuselage 264.

[0241] For Figure 27 An embodiment of the propulsion system 12 of the aircraft 262 in Figure 28 As shown in the diagram. The power system 12 has a first prime mover 208 in the form of an internal combustion engine located in the fuselage 264. The power system 12 also has [related to]... Figure 17 The belt drive 14 described corresponds to the belt drive 14. The belt drive 14 also has an auxiliary belt 136 of the same type as the belt 118, which interconnects the first roller 34 and the second roller 36. The first roller 34 differs in that it also has an auxiliary first engagement (not shown) of the same type as the first engagement 38, which cooperates with the auxiliary belt 136, similar to the description of... Figure 25 The arrangement is described. Belt 118 and auxiliary belt 136 are arranged in a parallel plane and cooperate for parallel torque transmission between the first roller 34 and the second roller 36. An auxiliary first engagement (not shown) cooperates with the auxiliary belt 136. Similarly, the second roller 36 forms an auxiliary second engagement 140 of the same type as the second engagement 40 and cooperates with the auxiliary belt 136. Belt 118 and auxiliary belt 136 are spaced apart along a first axis of rotation 26 and a second axis of rotation 28. Housing 122 forms a partition 142 between belt 118 and auxiliary belt 136, which prevents belt 118 from reaching auxiliary belt 136 if belt 118 breaks, and vice versa.

[0242] Clutch 18 is located within fuselage 264. Belt 38, auxiliary belt 118, and housing 122 extend from fuselage 264 to nacelle 266 via hanger 268. Second roller 36 is located within nacelle 266. Third shaft 66 and second roller 36 are centered on a second rotational axis 28 parallel to the first rotational axis 26. First shaft 62 is rotatably locked to the crankshaft of first prime mover 208, wherein the crankshaft is centered on the first rotational axis 26. Third shaft 66 is a propeller shaft fixed to a forward-facing propeller 216 centered on the second rotational axis 28 of third shaft 66.

[0243] The power system 12 also has an additional belt drive 14' that substantially shares the features of the belt drive 14. The additional belt drive 14' has an additional clutch 18', an additional first shaft 62', an additional belt 118' and an additional auxiliary belt 136, an additional second roller 36', an additional third shaft 66', and an additional housing 122', these components sharing features with their counterparts in the belt drive 14. The additional first shaft 62' of the additional belt drive 14' is connected to the first prime mover 208 via the first shaft 62 of the belt drive 14. The additional first shaft 62' is also coaxial with and rotatably and axially fixed to the first shaft 62. In this way, the additional first shaft 62' is rotatably locked to the crankshaft of the first prime mover 208.

[0244] An additional clutch 18' is located within the fuselage 264. An additional belt 118', an additional auxiliary belt 136', and an additional housing 122' extend from within the fuselage 264 to the additional nacelle 266' via an additional hangar 268'. An additional second roller 36' is located within the additional nacelle 266'. An additional third shaft 66' and the additional second roller 36' are centered on an additional second rotation axis 28' parallel to the first rotation axis 26. The additional third shaft 66' is a propeller shaft, which is fixed to an additional propeller 216' facing forward and centered on the additional second rotation axis 28'.

[0245] In this manner, belt 118 and auxiliary belt 136 are arranged to cooperate with the first roller 34 and the second roller 36 and to transmit power and torque between the first roller 34 and the second roller 36, and clutch 18 is arranged to selectively engage and disengage the first prime mover 208 from the first roller 34, and further engage and disengage it from the propeller 216. Similarly, additional belt 118' and additional auxiliary belt 136' are arranged to cooperate with additional first roller 34' and additional second roller 36' and to transmit power and torque between the additional first roller 34' and additional second roller 36', and additional clutch 18' is arranged to selectively engage and disengage the first prime mover 208 from the additional first roller 34', and further engage and disengage it from the additional propeller 216'.

[0246] The power system 12 has the following characteristics: Figure 17 The hydraulic pump 220 is arranged as described. The power system 12 also has an additional first valve (not shown) connected to the pump 220 and the additional clutch 18' in the same manner as the clutch 18. In this way, the additional first valve (not shown) can control the function of the additional clutch 18'. With this configuration of the power system 12, if the clutch 18 and the additional clutch 18' are disengaged, the aircraft 262 can idle without the propeller 216 and the additional propeller 216' rotating.

[0247] Alternative embodiments of the propulsion system 12 for aircraft 262 are in Figure 29 As shown in the image. Aircraft 262 shares information about... Figure 27 The aircraft 262 is described as having the same features, but differs in that the propeller 216 and the additional propeller 216' face rearward.

[0248] The power system 12 has a first prime mover 208 in the form of an internal combustion engine and a belt drive 14, and a second prime mover 210 in the form of an electric motor. The belt drive 14 has... Figure 26The clutch and shaft assembly 16 are described. A first shaft 62 is fixed to the crankshaft of a first prime mover 208, wherein the crankshaft is centered on a first axis of rotation 26. A second shaft 64 is fixed to the rotor (not shown) of a second prime mover 210. The second shaft 64 is hollow, and the first shaft 62 extends through the rotor (not shown) of the second prime mover 210 and the second shaft 64.

[0249] The belt drive 14 has a third shaft 66 and a second roller 36 fixed to the third shaft 66. The belt drive 14 also has a belt 118 and an auxiliary belt 136 in the form of a V-belt, the auxiliary belt 136 interconnecting the first roller 34 and the second roller 36 of the clutch 18. The third shaft 66 and the second roller 36 are centered on a second rotation axis 28 parallel to the first rotation axis 26. The belt 118 and the auxiliary belt 136 are spaced apart along the first rotation axis 26 and the second rotation axis 28. The first shaft 62 is fixed to the crankshaft of the first prime mover 208, wherein the crankshaft is centered on the first rotation axis 26. The first roller 34 has a first engagement portion 38 and an auxiliary first engagement portion 138, as described above regarding... Figure 26 The second roller 36 has a second joint 40 and an auxiliary second joint 140 of the same type as the first joint 38 and the auxiliary first joint 138. The first joint 38 and the second joint 40 are connected via a belt 118, which cooperates with the first joint 38 and the second joint 40 to transmit power and torque between the first roller 34 and the second roller 36. Similarly, the auxiliary first joint 138 and the auxiliary second joint 140 are connected via an auxiliary belt 136, which cooperates with the auxiliary first joint 138 and the auxiliary second joint 140 to transmit power and torque between the first roller 34 and the second roller 36.

[0250] The belt drive 14 also has a fourth shaft 270 and a third roller 272 fixed to the fourth shaft 270. The belt drive 14 also has an additional belt 118' and an additional auxiliary belt 136' in the form of a V-belt, the auxiliary belt 136' interconnecting the first roller 34 and the third roller 272 of the clutch 18. The fourth shaft 270 and the third roller 272 are centered on a third rotation axis 274 parallel to the first rotation axis 26. The additional belt 118' and the additional auxiliary belt 136' are spaced apart along the first rotation axis 26 and the third rotation axis 274. The first roller 34 has a third engagement portion 258 and an auxiliary third engagement portion 260, as described above regarding... Figure 26The third roller 272 has a fourth joint 276 and an auxiliary fourth joint 278 of the same type as the third joint 258 and the auxiliary third joint 260. The third joint 258 and the fourth joint 276 are connected via an additional belt 118', which cooperates with the third joint 258 and the fourth joint 276 to transmit power and torque between the first roller 34 and the third roller 272. Similarly, the auxiliary third joint 260 and the auxiliary fourth joint 278 are connected via an additional auxiliary belt 136', which cooperates with the auxiliary third joint 260 and the auxiliary fourth joint 278 to transmit power and torque between the first roller 34 and the third roller 272.

[0251] The belt drive 14 has a housing 122. The housing 122 encloses and houses the clutch 18 and its first roller 34, belt 118, auxiliary belt 136, second roller 36, additional belt 118', additional auxiliary belt 136', and third roller 272. The housing 122 can contain the aforementioned coolant-lubricant fluid released from the first roller 34 via orifice 96, see [link to relevant documentation]. Figure 26 The housing 122 has a first hole (not shown) and a first seal (not shown), through which a first shaft 62 extends. The first seal is positioned at the first hole (not shown) as a rotary seal, which prevents coolant-lubricant fluid from escaping between the housing 122 and the first shaft 62. The housing 122 has a second hole (not shown) and a second seal (not shown), through which a third shaft 66 extends. The second seal is positioned at the second hole (not shown) as a rotary seal, which prevents coolant-lubricant fluid from escaping between the housing 122 and the third shaft 66. The housing also has a third hole (not shown) and a third seal (not shown), through which a fourth shaft 270 extends. The third seal is positioned at the third hole (not shown) as a rotary seal, which prevents coolant-lubricant fluid from escaping between the housing 122 and the fourth shaft 270.

[0252] The housing 122 forms a partition 142 between the belt 118 and the auxiliary belt 136. If the belt 118 breaks, the partition 142 prevents the belt 118 from reaching the auxiliary belt 136, and vice versa. The housing 122 also forms an additional partition 280 between the additional belt 118' and the additional auxiliary belt 136'. If the additional belt 118' breaks, the additional partition 280 prevents the additional belt 118' from reaching the additional auxiliary belt 136', and vice versa.

[0253] The hydraulic pump 220 is positioned between the clutch 18 and the second prime mover 210, and provides power via the second shaft 64. Figure 26The first actuator 42, the second actuator 44 and the third actuator 46 shown are hydraulically operated, connected to the hydraulic pump 220 and controlled via a valve (not shown).

[0254] The first prime mover 208, the second prime mover 210, the clutch 18, the first shaft 62, and the second shaft 64 are located within the fuselage 264. The third shaft 66 and the second roller 36 are located within the nacelle 266. The third shaft 66 is a propeller shaft, fixed to a rearward-facing propeller 216 centered on a second axis of rotation 28. A belt 118 and an auxiliary belt 136 extend from within the fuselage 264 into the nacelle 266 via a pylon 268. The fourth shaft 270 and the third roller 272 are located within an additional nacelle 266'. The fourth shaft 270 is a propeller shaft, fixed to an additional propeller 216' facing rearward and centered on a third axis of rotation 274. An additional belt 118' and an additional auxiliary belt 136' extend from within the fuselage 264 into the additional nacelle 266' via an additional pylon 268'. The hull 122 extends from the fuselage 264 to the nacelle 266 via a pylon 268, and extends from the fuselage 264 to the additional nacelle 266' via an additional pylon 268'.

[0255] With this configuration of the power system 12, if the first clutch mechanism 20 and the third clutch mechanism 24 of the clutch 18 disengage and the second clutch mechanism 22 of the clutch 18 engages (see...) Figure 26 If the first clutch mechanism 20 of clutch 18 is engaged and the second clutch mechanism 22 and the third clutch mechanism 24 of clutch 18 are disengaged, the aircraft 262 can operate in pure combustion mode. If both the first clutch mechanism 20 and the second clutch mechanism 22 are engaged, the aircraft 262 can operate in parallel hybrid power mode. This can be done with the third clutch mechanism 24 engaged or disengaged. If the first clutch mechanism 20 and the second clutch mechanism 22 are disengaged and the third clutch mechanism 24 is engaged, the second prime mover 210 can be used as a starter motor for the first prime mover 208, while the propeller 216 and the additional propeller 216' do not need to rotate. In this configuration of clutch mechanisms 20, 22 and 24, the second prime mover can also operate as a generator powered by the first prime mover 208 to charge the battery.

[0256] It should be understood that in the above embodiments including the power system 12, there is a fuel tank that can supply fuel to the first prime mover 208. It should be understood that if the power system 12 has a second prime mover 210, there is a battery that can supply electricity to the second prime mover 210.

[0257] Project List 12 Power System 14. Belt drive or chain drive 16. Clutch and shaft assembly 18. Clutch 20 First Clutch Mechanism 22 Second Clutch Mechanism 24 Third Clutch Mechanism 26 First axis of rotation 28 Second axis of rotation 30 First clutch hub 32 Second Clutch Hub 34 First Roller 36 Second Roller 38 First joint 40 Second joint 42 First actuator 44 Second Actuator 46 Third Actuator 48 Cylindrical surface of the first joint 50 Annular groove of the first joint 52. Annular ridge of the first joint 54. Teeth of the first joint 56. Sprocket at the first joint 58 First support member 60 Second support member 62 First Axis 64 Second Axis 66 Third Axis 68 First Clutch Group 70 Second Clutch Group 72 Inner Panel 74 outer panel 76 First Axial Support 78 Second Axial Support 80 First catheter 82 Second catheter 84 Third catheter 86 Fourth catheter 88 First supply conduit 90 Second supply catheter 92 Third supply catheter 94 Fourth supply catheter 96 holes 98. Annular recess 100 Ring Piston 102 The first component of the claw clutch 104 Second component of the claw clutch 106 First radial wall 108 Second radial wall 110 Third radial wall 112 Fourth radial wall 114 Third support component 116 Fourth support component 118 120 chains 122 Casing 124 First Hole 126 Second Hole 128 First Seal 130 Second seal 132 Second Clutch 134 Gear System 136 Auxiliary belt 138 Auxiliary First Joint 140 Auxiliary Second Joint 142 partition 200 outboard motor 202 Upper District 204 Middle Section 206 Lower District 208 First Prime Motion 210 Second prime mover 212 Head fairing 214 support 216 propeller 218 Impeller 220 hydraulic pump 222 Water Jet 224 Water jet housing 226 Impeller Channel 228 Entrance 230 nozzle 232 Nacelle 234 Stator Blades 236 Stator 238 First part of the casing 240 The second part of the casing 242 First section of the impeller passage 244 Second section of the impeller passage 246 Impeller casing 248 blades 250 Impeller Section 252 Impeller Hub 254 Impeller Support 256 Impeller Seal 258 Third joint 260 Auxiliary Third Joint 262 aircraft 264 fuselage 266 Nacelle 268 Hanging rack 270 Fourth Axis 272 Third Roller 274 Third axis of rotation 276 Fourth joint 278 Auxiliary fourth joint 280 Additional partitions.

Claims

1. A clutch (18) arranged to selectively connect a first shaft (62) to a belt or roller chain (118), wherein the clutch (18) has a first rotational axis (26) and comprises: a first clutch hub (30) centered on the first rotational axis (26), a first roller (34) centered on the first rotational axis (26), a first clutch mechanism (20), and a first actuator (42), wherein the first clutch hub (30) is arranged to be mounted on the first shaft (62), the first roller (34) is rotationally supported relative to the first clutch hub (30), and the first roller (34) forms a first engagement (38) arranged to cooperate with the belt or roller chain (118), wherein the first clutch mechanism (20) operably connects the first clutch hub (30) and the first roller (34), and the first clutch mechanism (20) is positioned between the first rotational axis (26) and the first roller (34), and wherein the first clutch mechanism (20) has a disengaged state in which the first roller (34) can rotate relative to the first clutch hub (30) and an engaged state in which the first roller (34) cannot rotate relative to the first clutch hub (30), and the first actuator (42) is arranged to set the first clutch mechanism (20) to the disengaged state or the engaged state.

2. The clutch (18) of claim 1, wherein, The first clutch mechanism (20) comprises a first clutch pack (68), and the first roller (34) is a clutch basket, the first clutch pack (68) operably connects the first clutch hub (30) and the clutch basket, and the clutch basket itself forms the first engagement (38).

3. The clutch (18) of claim 2, wherein, An outer diameter of the clutch basket is less than 140%, 130%, or 120% of an outer diameter of the first clutch pack (68).

4. The clutch (18) of claim 3, wherein, The first roller (34) forms a hole (96) arranged to allow coolant-lubricant fluid within the clutch basket to escape from the first roller (34), wherein the hole (96) is located at the first engagement (38).

5. The clutch (18) according to any one of claims 1 to 4, wherein, The clutch (18) is further arranged to connect a second shaft (64) to the belt or roller chain (118), wherein the first roller (34) is arranged to be fixed to the second shaft (64).

6. The clutch (18) according to any one of claims 1 to 4, wherein, The clutch (18) is further arranged to selectively connect and disconnect a second shaft (64) from the belt or roller chain (118), wherein the clutch (18) further comprises: a second clutch hub (32), a second clutch mechanism (22), and a second actuator (44), wherein the second clutch hub (32) is arranged to be mounted on the second shaft (64), and the first roller (34) is rotationally supported relative to the second clutch hub (32), wherein the second clutch mechanism (22) operably connects the second clutch hub (32) and the first roller (34), and the second clutch mechanism (22) is positioned between the first rotational axis (26) and the first roller (34), and wherein the second clutch mechanism (22) has a disengaged state in which the first roller (34) can rotate relative to the second clutch hub (32) and an engaged state in which the first roller (34) cannot rotate relative to the second clutch hub (32), and the second actuator (44) is arranged to set the second clutch mechanism (22) to the disengaged state or the engaged state. wherein the second clutch mechanism (22) is operatively connected to the second clutch hub (32) and the first roller (34), and the second clutch mechanism (22) is positioned between the first rotational axis (26) and the first roller (34), and wherein the second clutch mechanism (22) has a disengaged state in which the first roller (34) can rotate relative to the second clutch hub (32) and an engaged state in which the first roller (34) cannot rotate relative to the second clutch hub (32), and the second actuator (44) is arranged to set the second clutch mechanism (22) to the disengaged state or the engaged state.

7. The clutch (18) of claim 6, wherein, The first shaft (62) and the second shaft (64) are positioned in series along the first rotational axis (26), or the second shaft (64) is hollow and the first shaft (62) extends through the second shaft (64).

8. The clutch (18) according to claim 6 or 7, wherein The clutch (18) further comprises: a third clutch mechanism (24), and a third actuator (46), wherein the third clutch mechanism (24) is operatively connected to the first shaft (62) and the second shaft (64), the third clutch mechanism (24) has a disengaged state in which the second shaft (64) can rotate relative to the first shaft (62) and an engaged state in which the second shaft (64) cannot rotate relative to the first shaft (62), and the third actuator (46) is arranged to set the first clutch mechanism (20) to the disengaged state or the engaged state.

9. A belt drive or chain drive (14), wherein The belt or chain drive (14) comprises: a clutch (18) according to any one of claims 1 to 8, a first shaft (62), a belt or roller chain (118), and a second roller (36) having a second rotational axis (28), wherein the first shaft (62) is rotationally fixed to the first clutch hub (30), and the belt or roller chain (118) interconnects the first roller (34) and the second roller (36) of the clutch (18).

10. Belt or chain drive (14) according to claim 9, wherein The clutch (18) is a clutch (18) according to any one of claims 5 to 8, and the belt or chain drive (14) further comprises: a second shaft (64), wherein the first roller (34) is rotationally fixed to the second shaft (64), or the second clutch hub (32) is rotationally fixed to the second shaft (64).

11. Belt or chain drive (14) according to claim 9 or 10, wherein The belt or chain drive (14) further comprises: a third shaft (66), wherein the second roller (36) is fixed to the third shaft (66), and the third shaft (66) is a propeller shaft or an impeller shaft.

12. Belt drive or chain drive (14) according to any one of claim 9, wherein The second roller (36) forms a second engagement (40) arranged to cooperate with the belt or roller chain (118), the second roller (36) constitutes an impeller (218) centered on the second rotational axis (28), the second roller (36) forms an annular impeller housing (246), and the second engagement (40) is located on the impeller housing (246).

13. A power system (12), wherein The power system (12) comprises a belt or chain drive (14) according to any one of claims 9 to 12, and a first prime mover (208), wherein the first shaft (62) is connected to the first prime mover (208).

14. The powertrain system (12) of claim 13, wherein, The belt or chain drive (14) is a belt or chain drive (14) according to claim 12, and the power system (12) further comprises: a second prime mover (210), wherein the second prime mover (210) is connected to the second shaft (64).

15. An outboard motor (200), wherein The outboard motor comprises a power system (12) according to claim 13 or 14.

Images