Propeller and ship

Abstract

The invention discloses a propeller and a ship, and relates to the technical field of ship drive.The propeller comprises a driving device, a support and a power output device.The driving device comprises a shell, a steering driving mechanism, a manpower driving mechanism, a power driving mechanism, a transmission mechanism and a clutch switching mechanism, the manual driving mechanism and / or the power driving mechanism are / is selectively in transmission connection with the transmission mechanism through the clutch switching mechanism, the support is rotationally arranged on the shell and connected with the steering driving mechanism, the power output device is arranged on the support and located outside the shell, and the transmission mechanism is connected with the power output device. The manpower driving mechanism and / or the power driving mechanism can drive the power output device to operate and generate thrust through the transmission mechanism, and the steering driving mechanism is used for driving the support to rotate so as to drive the power output device to rotate and change the orientation of the power output device, so that the flexibility of controlling the ship body is improved.

Description

Technical Field

[0001] This invention relates to the field of ship propulsion technology, and in particular to a propeller and a ship. Background Technology

[0002] In related technologies, small boats are usually operated and propelled by oars, paddles, pedals, or propellers, which cannot quickly switch between forward and backward movement. This greatly limits the boat's ability to maneuver around shore, in shallow waters, avoid obstacles, or maneuver within a small area. Summary of the Invention

[0003] The main objective of this invention is to propose a propulsion system and a ship that aims to improve the limited mobility of existing ships in confined spaces.

[0004] To achieve the above objectives, the present invention proposes a propulsion system for use in ships, the propulsion system comprising: A drive unit includes a housing, a steering drive mechanism, and a manual drive mechanism, a power drive mechanism, a transmission mechanism, and a clutch switching mechanism disposed in the housing. The manual drive mechanism and / or the power drive mechanism can be selectively connected to the transmission mechanism through the clutch switching mechanism. A bracket is rotatably mounted on the housing, and the steering drive mechanism is drivenly connected to the bracket to drive the bracket to rotate on the housing; A power output device is provided on the bracket and located outside the housing. The power output device is connected to the transmission mechanism so that the manual drive mechanism and / or the power drive mechanism can drive the power output device to operate and generate thrust through the transmission mechanism. The steering drive mechanism is used to drive the bracket to rotate and change the orientation of the power output device.

[0005] In one embodiment, the power drive mechanism is driven to the transmission mechanism, and the clutch switching mechanism includes a bidirectional overrunning clutch disposed in the transmission mechanism. The manual drive mechanism can be selectively driven to the transmission mechanism through the bidirectional overrunning clutch. Alternatively, the power drive mechanism is driven to connect with the transmission mechanism, the clutch switching mechanism includes an electrically controllable clutch and a one-way clutch, the one-way clutch includes a first component and a second component, the transmission mechanism is connected to the first component, the manual drive mechanism is connected to the second component, and the electrically controllable clutch is provided in the transmission mechanism to control the connection or disconnection of the second component with the transmission mechanism.

[0006] In one embodiment, the clutch switching mechanism includes an electrically controllable clutch and a connecting member disposed on the transmission mechanism. The electrically controllable clutch is used to control the movement of the connecting member and selectively connect the manual drive mechanism or the power drive mechanism, so that the manual drive mechanism or the power drive mechanism is connected to the transmission mechanism.

[0007] In one embodiment, the clutch switching mechanism includes a one-way clutch, the one-way clutch includes a first component and a second component, the transmission mechanism is connected to the first component, the manual drive mechanism is connected to the second component, and the connector is used to connect to the second component so that the manual drive mechanism and the transmission mechanism are connected in a transmission connection.

[0008] In one embodiment, the number of one-way clutches is set to two, namely a first one-way clutch and a second one-way clutch. The transmission mechanism is connected to the manual drive mechanism through the first one-way clutch. The first component of the second one-way clutch is connected to the transmission mechanism, and the second component of the second one-way clutch is connected to the power drive mechanism and the connecting member.

[0009] In one embodiment, the steering drive mechanism includes a steering motor and a steering transmission assembly, the bracket is at least partially disposed within the housing, and the steering motor is drivenly connected to the bracket through the steering transmission assembly.

[0010] In one embodiment, the steering transmission assembly includes a pulley and a transmission belt. The pulley is driven by the steering motor, and the transmission belt is wound around the pulley and the bracket to drive the bracket to rotate.

[0011] In one embodiment, the power transmission mechanism includes a power motor and a power transmission assembly, the power transmission assembly includes a drive gear set, and the power motor is driven to the transmission mechanism through the drive gear set; And / or, the human-powered drive mechanism includes a foot pedal, a crank, and a transmission gear set. The foot pedal is located at both ends of the crank, the crank is located in the housing, the transmission gear set is located on the crank and inside the housing, and the crank transmits power to the transmission mechanism through the transmission gear set.

[0012] In one embodiment, the power output device includes a propeller connected to the transmission mechanism; And / or, the bracket is rotatable 360° about its axis; And / or, the thruster further includes a sensor disposed on the manual drive mechanism, the power drive mechanism, or the transmission mechanism. The sensor is used to detect the power output of the manual drive mechanism and send the detection signal to the power drive mechanism so that the power drive mechanism drives the transmission mechanism to provide assistance.

[0013] The present invention also proposes a ship, including a hull and a propeller as described in any of the foregoing embodiments, the propeller being disposed on the hull.

[0014] The thruster proposed in this invention includes a drive unit, a support, and a power output device. The drive unit includes a steering housing, a drive mechanism, and a manual drive mechanism, a power drive mechanism, a transmission mechanism, and a clutch switching mechanism disposed on the housing. The power drive mechanism is drivenly connected to the transmission mechanism. The manual drive mechanism and / or the power drive mechanism can be selectively connected to the transmission mechanism through the clutch switching mechanism. The support is rotatably disposed on the housing and connected to the steering drive mechanism. The power output device is disposed on the support and located outside the housing. The transmission mechanism is connected to the power output device. The manual drive mechanism and / or the power drive mechanism can drive the power output device to operate and generate thrust through the transmission mechanism. The steering drive mechanism is used to drive the support to rotate, thereby driving the power output device to rotate and change its orientation.

[0015] This design allows the orientation of the power output device to be changed by rotating the bracket, increasing the boat's maneuverability in scenarios such as approaching shore, shoals, and avoiding obstacles. Furthermore, by incorporating a clutch switching mechanism, the propeller can be driven in three modes: pure human power, pure electric power, or electric assist. This resolves the range anxiety associated with pure electric drive and also provides a sense of participation and exercise through human intervention. When the power drive mechanism outputs power through the transmission mechanism, the clutch switching mechanism keeps the human drive mechanism stationary, preventing the transmission mechanism from driving the human drive mechanism and causing shock to the user. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0017] Figure 1 A schematic diagram of a ship according to an embodiment of the present invention; Figure 2 A schematic diagram of a propulsion device according to an embodiment of the present invention; Figure 3A schematic diagram of the internal structure of an embodiment of the thruster provided by the present invention; Figure 4 A schematic diagram of the internal structure of another embodiment of the thruster provided by the present invention; Figure 5 A schematic diagram of another embodiment of the thruster provided by the present invention; Figure 6 A schematic diagram of the clutch state switching structure in another embodiment of the thruster provided by the present invention; Figure 7 A schematic diagram of the internal structure of another embodiment of the thruster provided by the present invention; Figure 8 A schematic diagram of the clutch state switching structure in another embodiment of the thruster provided by the present invention.

[0018] Explanation of icon numbers: 100. Thruster; 1. Drive unit; 11. Housing; 12. Steering drive mechanism; 121. Steering motor; 122. Steering transmission assembly; 1221. Pulley; 1222. Transmission belt; 13. Power drive mechanism; 131. Power motor; 132. Power transmission assembly; 1321. Drive gear set; 1322. Drive component; 14. Manual drive mechanism; 141. Foot pedal; 142. Crank; 143. Transmission gear set; 15. Transmission mechanism; 16. Clutch switching mechanism; 161. Two-way overrunning clutch; 162. Electric controllable clutch; 163. One-way clutch; 163a. ​​First one-way clutch; 163b. Second one-way clutch; 1631. First component; 1632. Second component; 164. Connector; 17. Sensor; 2. Bracket; 3. Power output device; 31. Propeller; 200. Ship; 210. Hull.

[0019] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0020] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0021] It should be noted that if the embodiments of the present invention involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0022] Furthermore, if the embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text implies three parallel solutions. For example, "A and / or B" includes solution A or solution B, or a solution that simultaneously satisfies A and B. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0023] The present invention proposes a thruster 100.

[0024] Please see Figures 1 to 4 In one embodiment of the present invention, the propeller 100 includes a drive device 1, a support 2, and a power output device 3. The drive device 1 includes a housing 11, a steering drive mechanism 12, and a manual drive mechanism 14, a power drive mechanism 13, a transmission mechanism 15, and a clutch switching mechanism 16 disposed on the housing 11. The power drive mechanism 13 is drivenly connected to the transmission mechanism 15. The manual drive mechanism 14 and / or the power drive mechanism 13 can be selectively driven to the transmission mechanism 15 through the clutch switching mechanism 16. The support 2 is rotatably disposed on the housing 11 and connected to the steering drive mechanism 12. The power output device 3 is disposed on the support 2 and located outside the housing 11. The transmission mechanism 15 is connected to the power output device 3. The manual drive mechanism 14 and / or the power drive mechanism 13 can drive the power output device 3 to operate and generate thrust through the transmission mechanism 15. The steering drive mechanism 12 is used to drive the support 2 to rotate, thereby driving the power output device 3 to rotate and change its orientation, so as to facilitate the hull 210 to move forward, backward, or turn.

[0025] This configuration allows the steering drive mechanism 12 to rotate the support 2, changing the orientation of the power output device 3. This enables the hull 210 to quickly switch between forward, backward, and turning, increasing the boat 200's flexibility in scenarios such as approaching shore, shoals, and obstacle avoidance. Furthermore, by setting a clutch switching mechanism 16, the manual drive mechanism 14 can be connected to the transmission mechanism 15, or the power drive mechanism 13 can be connected to the transmission mechanism 15, or both the manual drive mechanism 14 and the power drive mechanism 13 can be connected to the transmission mechanism 15. This allows the propeller 100 to be driven in three modes: pure human power, pure electric power, or electric assist. This solves the range anxiety associated with pure electric drive and also provides a sense of participation and exercise through human intervention.

[0026] Specifically, when using pure human-powered operation, the human-powered drive mechanism 14 can engage power with the transmission mechanism 15 through the clutch switching mechanism 16, allowing the user to drive the boat 200 independently. When using pure electric drive, the power drive mechanism 13 outputs power to drive the boat 200. At this time, the clutch switching mechanism 16 disconnects the power between the human-powered drive mechanism 14 and the transmission mechanism 15, keeping the human-powered drive mechanism 14 stationary and preventing the transmission mechanism 15 from driving the human-powered drive mechanism 14 and causing impact to the user, thus eliminating injury. In electric-assisted mode, the human-powered drive mechanism 14 engages power with the transmission mechanism 15 through the clutch switching mechanism 16. The user drives the power output device 3 through the human-powered drive mechanism 14, and the power drive mechanism 13 provides assistance through the transmission mechanism 15, reducing the user's burden and improving the user experience.

[0027] It should be noted that, in one embodiment of the present invention, the power output device 3 can be configured as a propeller 31, impeller, or other structure. Under the action of the clutch switching mechanism 16, the manual drive mechanism 14 and the transmission mechanism 15 have a power engagement state and a power disengagement state. In the power engagement state, the manual drive mechanism 14 can drive the power output device 3 to rotate forward or backward through the transmission mechanism 15 to generate forward thrust or reverse thrust. The generated forward thrust can drive the hull 210 forward, and the generated reverse thrust can drive the hull 210 backward. By setting the clutch switching mechanism 16, the forward and backward switching in pure manual mode is realized. Compared with changing the orientation of the power output device 3 by rotating it through the bracket 2, the speed of switching the power direction by directly driving the power output device 3 to rotate forward or backward through the manual drive mechanism 14 is faster. Furthermore, when the manual drive mechanism 14 drives the power output device 3 to rotate forward or backward, the orientation of the power output device 3 can be adjusted through the steering drive mechanism 12 so that the power output device 3 can generate forward and reverse thrust in different orientations, further improving the maneuverability of the boat 200.

[0028] In this embodiment, the manual drive mechanism 14, the power drive mechanism 13, the transmission mechanism 15, the clutch switching mechanism 16, and the steering drive mechanism 12 are all integrated within the housing 11. This improves the overall integration of the propeller 100's structure while ensuring it has multiple functions, resulting in a simpler external structure for the propeller 100. Furthermore, the hull 210 does not require a complex installation structure, which facilitates the assembly and production of the ship 200. In some other embodiments, the aforementioned structures may also be located outside the housing 11, and the steering drive structure may be located on the hull 210; no specific limitations are imposed here.

[0029] Furthermore, the human-powered drive mechanism 14 can be a mechanism that converts human power into electric power, such as a hand-cranked paddle, lever-type paddle, foot-operated paddlewheel, or rope-driven pump. The electric drive mechanism 13 can be connected to the transmission mechanism 15 through a direct-drive motor or an indirect-drive structure, such as a motor and gear set or a motor and belt / chain. The transmission mechanism 15 can be a drive shaft assembly or a drive shaft and gear combination structure. The clutch switching mechanism 16 can be a ratchet / one-way bearing, a tensioning wheel mechanism, or a friction plate clutch. The steering drive mechanism 12 can be similar to the electric drive mechanism 13, which can drive the bracket 2 to rotate through a direct-drive motor, or it can be a motor connected to the transmission mechanism 15 in conjunction with other components such as gear sets, belts, and pulleys. The above structures are not specifically limited here and can be selected and combined according to actual needs.

[0030] like Figure 3 As shown, in one embodiment, the power drive mechanism 13 is drivenly connected to the transmission mechanism 15, and the clutch switching mechanism 16 includes a bidirectional overrunning clutch 161. The manual drive mechanism 14 is selectively connected to the transmission mechanism 15 via the bidirectional overrunning clutch 161. It should be noted that in this solution, the power drive mechanism 13 is directly drivenly connected to the transmission mechanism 15. The transmission mechanism 15 uses a shaft structure to transmit power. One end of the transmission mechanism 15 extending out of the housing 11 is drivenly connected to the power output device 3, and the other end is connected to the manual drive mechanism 14 via the clutch switching mechanism 16. The bidirectional overrunning clutch 161 can be provided on the transmission mechanism 15 or on the manual drive mechanism 14.

[0031] The manual drive mechanism 14, connected to a bidirectional overrunning clutch 161, acts as the main shaft, while the transmission mechanism 15 serves as the driven shaft. When the main shaft moves clockwise or counterclockwise around its axis, the driven shaft, i.e., the transmission mechanism 15, follows the manual drive mechanism 14 in the same clockwise or counterclockwise direction, causing the power output device 3 to rotate forward or reverse, thus realizing the forward and reverse propulsion function of the thruster 100. The power drive mechanism 13, located below the clutch switching mechanism 16 and connected to the transmission mechanism 15, drives the transmission mechanism 15 clockwise or counterclockwise. Since the transmission mechanism 15 is a driven shaft, it cannot drive the manual drive mechanism 14, which acts as the main shaft. In this case, the power input structure of the manual drive mechanism 14 remains stationary, effectively preventing clockwise or counterclockwise movement of the manual drive mechanism 14 and thus avoiding impact on the user and preventing injury. Only the power drive mechanism 13 drives the transmission mechanism 15 clockwise or counterclockwise, driving the power output device 3 in both directions, thus realizing the forward and reverse propulsion function of the thruster 100 in pure electric mode.

[0032] like Figure 4 As shown, in one embodiment, the power drive mechanism 13 is drivenly connected to the transmission mechanism 15. The clutch switching mechanism 16 includes an electrically controllable clutch 162 and a one-way clutch 163. The one-way clutch 163 includes a first component 1631 and a second component 1632. The transmission mechanism 15 is connected to the first component 1631, and the manual drive mechanism 14 is connected to the second component 1632. The electrically controllable clutch 162 is disposed on the transmission mechanism 15 to control the connection or disengagement of the second component 1632 from the transmission mechanism 15. It should be noted that the electrically controllable clutch 162 includes, but is not limited to, an electromagnetic clutch, an electric hydraulic clutch, and an electromagnet. The one-way clutch 163 includes, but is not limited to, a one-way bearing, a needle roller one-way clutch, and a helical gear one-way clutch.

[0033] The one-way clutch 163 in this solution is illustrated by an example of a one-way bearing. This type of one-way clutch 163 has a first component 1631 as the inner ring and a second component 1632 as the outer ring. Specifically, initially, the electrically controllable clutch 162 is located above the transmission mechanism 15 and is disconnected from the manually driven mechanism 14. The manually driven mechanism 14 is connected to the second component 1632 of the one-way clutch 163 and acts as the drive shaft, while the first component 1631 of the one-way clutch 163 is connected to the transmission mechanism 15 and acts as the driven shaft.

[0034] When the manual drive mechanism 14 rotates forward (this describes forward rotation as driving the hull 210 forward and reverse rotation as driving the hull 210 backward, including but not limited to forward rotation driving the hull 210 backward and reverse rotation driving the hull 210 forward), the second component 1632 of the one-way clutch 163 rotates forward. At this time, the second component 1632 can drive the first component 1631 to rotate, thereby driving the transmission mechanism 15 to rotate forward, realizing the forward rotation of the power output device 3 and generating forward power. When the manual drive mechanism 14 rotates in reverse, the second component 1632 of the one-way clutch 163 rotates in reverse. At this time, the second component 1632 cannot drive the first component 1631 to rotate, that is, it cannot drive the transmission mechanism 15 to rotate in reverse. Under the action of external force, the electrically controllable clutch 162 can connect the transmission mechanism 15 with the second component 1632 of the one-way bearing, thereby realizing the manual drive mechanism 14 driving the power output device 3 to rotate in reverse, thus realizing the function of the propeller 100 quickly switching between forward and reverse propulsion in manual mode.

[0035] When the power drive mechanism 13 needs to drive the transmission mechanism 15, the power drive mechanism 13 rotates forward and drives the transmission mechanism 15 to rotate forward, realizing the forward rotation of the power output device 3 and generating forward power. The power between the electric controllable clutch 162 and the manual drive mechanism 14 is disconnected. The forward rotation of the power drive mechanism 13 drives the transmission mechanism 15 to rotate forward, thereby driving the first component 1631 of the one-way clutch 163 to rotate forward. The forward rotation of the transmission mechanism 15, as the driven shaft, cannot drive the second component 1632 of the one-way clutch 163 to rotate forward. At this time, the power output structure of the manual drive mechanism 14 does not move, effectively preventing the manual drive mechanism 14 from being pushed forward or backward, causing impact to the user and eliminating damage.

[0036] When the power drive mechanism 13 reverses, it drives the transmission mechanism 15 to reverse, thereby causing the first component 1631 of the one-way clutch 163 to reverse. The reverse rotation of the transmission mechanism 15, acting as the driven shaft, drives the second component 1632 of the one-way clutch 163 to reverse, which in turn pushes the manual drive mechanism 14 to reverse. Therefore, in pure electric mode / electric assist mode, this design, without the potential risk of injury to the human body (the manual drive mechanism 14 will not cause impact to the human body), can achieve the forward propulsion function of the thruster 100. In manual mode, it can achieve both forward and reverse propulsion functions of the thruster 100.

[0037] In the above embodiments, whether a bidirectional overrunning clutch 161, an electrically controllable clutch 162, or a one-way clutch 163 is used, the power drive mechanism 13 and the transmission mechanism 15 always maintain a drive connection during the switching operation. When the manual drive mechanism 14 rotates forward, it drives the transmission mechanism 15 to rotate forward, which in turn drives the power drive mechanism 13 to rotate. During this process, the rotation of the power drive mechanism 13 will cause a certain resistance to the manual drive mechanism 14. At this time, the power drive mechanism 13 can operate and provide assistance to offset the resistance it causes to the manual drive mechanism 14.

[0038] In some other embodiments of the present invention, the electrically controlled clutch 162 can be replaced with a mechanical screw and nut type, wherein the screw and nut (not shown) is connected to the manual drive mechanism 14 and is located in the second component 1632 of the one-way clutch 163. When the manual drive mechanism 14 rotates forward, the nut on the screw moves towards the transmission mechanism 15 to engage the power between the manual drive mechanism 14 and the transmission mechanism 15, thereby enabling the power output device 3 to rotate forward and generate forward power as described above. When the manual drive mechanism 14 rotates in reverse, the nut on the screw moves away from the transmission mechanism 15 to disconnect the power between the manual drive mechanism 14 and the transmission mechanism 15, and the second component 1632 of the one-way clutch 163 is connected to the transmission mechanism 15 through a connection such as meshing teeth or a friction disc. This structure is consistent with the principle of the electrically controlled clutch 162 described above, enabling the propeller 100 to move backward.

[0039] In manual mode, the thruster 100 can quickly switch between forward and reverse propulsion. In some other embodiments, the mechanical screw and nut type can be replaced with a unidirectional controllable structure such as a ratchet, which will not be described in detail here.

[0040] In some other embodiments of the present invention, the electrically controllable clutch 162 can be replaced with a mechanical centrifugal clutch (not shown). When the manual drive mechanism 14 has a relative speed of forward and reverse rotation, the centrifugal clutch's sling block connects with the transmission mechanism 15, realizing the forward and reverse propulsion function of the thruster 100 in manual mode. In pure electric mode / electric assist mode, the centrifugal clutch sling block disengages from the manual drive mechanism 14, enabling the thruster 100 to have forward and reverse propulsion functions while effectively preventing the thruster 100 from pushing the manual drive mechanism 14 in either the forward or reverse direction, thus avoiding impact on the user. Furthermore, the centrifugal clutch can be located on the power drive mechanism 13, and in conjunction with the one-way clutch 163, realize the forward and reverse propulsion function of the electric assist thruster 100 in manual mode. In pure electric mode / electric assist mode, without the potential risk of harm to the human body, the electric assist thruster 100 is driven in the forward propulsion function.

[0041] like Figure 5 and Figure 6As shown, in one embodiment of the present invention, the clutch switching mechanism 16 includes an electrically controllable clutch 162 and a connector 164 disposed on the transmission mechanism 15. The electrically controllable clutch 162 is used to control the movement of the connector 164 and selectively connect the manual drive mechanism 14 and the power drive mechanism 13, so that the manual drive mechanism 14 or the power drive mechanism 13 is connected to the transmission mechanism 15. It should be noted that the connector 164 in this embodiment includes, but is not limited to, friction plates, pressure plates, and flywheels. No specific limitations are made here, as long as it can engage or disengage the power between the manual drive mechanism 14, the power drive mechanism 13, and the transmission mechanism 15.

[0042] Specifically, the clutch switching mechanism 16 has a first state, a second state, and a third state, such as... Figure 5 As shown, in the first state, the electrically controlled clutch 162 drives the connecting member 164 downward to engage the power drive mechanism 13 with the transmission mechanism 15 while disengaging the power drive mechanism 14 with the transmission mechanism 15, thus allowing the thruster 100 to operate only in pure electric mode; Figure 6 As shown, in the second state, the electrically controlled clutch 162 moves the connecting member 164 upward to engage the power between the manual drive mechanism 14 and the transmission mechanism 15, while disengaging the power between the power drive mechanism 13 and the transmission mechanism 15. In this state, the thruster 100 can only be driven manually. In the third state, the electrically controlled clutch 162 disengages the connecting member 164 from both the manual drive mechanism 14 and the power drive mechanism 13, thus disengaging the power between both the manual drive mechanism 14 and the power drive mechanism 13 and the transmission mechanism 15. It can be understood that this structure allows the thruster 100 to operate in either purely manual or purely electric mode with convenient switching.

[0043] like Figure 5 and Figure 6 As shown, in one embodiment of the present invention, the clutch switching mechanism 16 further includes a one-way clutch 163. The one-way clutch 163 is configured as a one-way bearing and includes a first component 1631 and a second component 1632. The transmission mechanism 15 is connected to the first component 1631, and the manual drive mechanism 14 is connected to the second component 1632. A connecting member 164 is used to connect to the second component 1632 so that the manual drive mechanism 14 and the transmission mechanism 15 are connected in a transmission connection. When the manual drive mechanism 14 rotates forward, the second component 1632 of the one-way clutch 163 rotates forward. At this time, the second component 1632 can drive the first component 1631 to rotate, thereby driving the transmission mechanism 15 to rotate forward, realizing the forward rotation of the power output device 3 and generating forward power. If the clutch switching mechanism 16 is in the first state, the power drive mechanism 13 and the transmission mechanism 15 are engaged, which can assist the forward-rotating manual drive mechanism 14.

[0044] When the clutch switching mechanism 16 is in the first or third state, and the manual drive mechanism 14 reverses, the second component 1632 of the one-way clutch 163 reverses. At this time, the second component 1632 cannot drive the first component 1631 to rotate, that is, it cannot drive the transmission mechanism 15 to reverse. Under the action of external force, the electrically controllable clutch 162 can drive the connecting member 164 to move and switch to the second state, so as to engage the transmission mechanism 15 with the second component 1632, thereby realizing the manual drive mechanism 14 driving the power output device 3 to reverse.

[0045] like Figure 7 and Figure 8 As shown, in one embodiment of the present invention, the number of one-way clutches 163 is set to two, namely a first one-way clutch 163a and a second one-way clutch 163b. The transmission mechanism 15 is connected to the manual drive mechanism 14 through the first one-way clutch 163a. ​​The first component 1631 of the second one-way clutch 163b is connected to the transmission mechanism 15, and the second component 1632 of the second one-way clutch 163b is disposed on the drive member 1322 of the power drive mechanism 13 and connected to the connecting member 164. It should be noted that in this embodiment, the manual drive mechanism 14 is connected to the transmission mechanism 15 through the first one-way clutch 163a, and the second component 1632 is controlled to engage or disengage power with the transmission mechanism 15 through the connecting member 164. This structure and function are consistent with those in the previous embodiments.

[0046] The first component 1631 of the second one-way clutch 163b is mounted on the transmission mechanism 15 and connected to the connecting member 164. Its second component 1632 is connected to the driving member 1322 of the power drive mechanism 13. The electrically controllable clutch 162 controls the movement of the connecting member 164 to engage or disengage the power between the second component 1632 of the first one-way clutch 163a and the transmission mechanism 15. When the connecting member 164 moves, it can drive the first component 1631 of the second one-way clutch 163b to move, but the first component 1631 is always connected to the second component 1632. Figure 7 As shown, when the clutch switching mechanism 16 is in the first state, the connecting member 164 abuts against the driving member 1322 of the power drive mechanism 13, so that the driving member 1322 and the transmission mechanism 15 are engaged. Regardless of whether the power drive mechanism 13 rotates forward or backward, it can drive the transmission mechanism 15 to rotate. The driving member 1322 of the power drive mechanism 13 can adopt a structure such as a gear disk, and is not specifically limited here.

[0047] like Figure 8As shown, when the clutch switching mechanism 16 is in the second state, the power engagement between the manual drive mechanism 14 and the transmission mechanism 15 is achieved. When the manual drive mechanism 14 drives the transmission mechanism 15 to rotate forward, the transmission mechanism 15 drives the first component 1631 of the second one-way clutch 163b to rotate forward, but does not drive the second component 1632 to rotate. Therefore, the power drive mechanism 13 will not rotate and cannot generate resistance. When the manual drive mechanism 14 drives the transmission mechanism 15 to rotate in reverse, the first component 1631 of the second one-way clutch 163b drives the second component 1632 to rotate in reverse, and drives the power drive mechanism 13 to rotate via the drive component 1322. At this time, the power drive mechanism 13 will generate a certain resistance. By controlling the power drive mechanism 13 to drive the second component 1632 to rotate, this resistance can be offset and assistance can be provided.

[0048] If the clutch switching mechanism 16 is in the third state, the manual drive mechanism 14 can only drive the transmission mechanism 15 to rotate forward through the first one-way clutch 163a, but cannot rotate in reverse. When rotating forward, it drives the power drive mechanism 13 to rotate through the second one-way clutch 163b. The power drive mechanism 13 can offset the resistance by driving the second component 1632 of the second one-way clutch 163b to rotate, and can also assist the manual drive mechanism 14.

[0049] Furthermore, in the first state and when using pure electric mode, the forward rotation of the power drive mechanism 13 can drive the transmission mechanism 15 to rotate, but the transmission mechanism 15 cannot drive the manual drive mechanism 14 to rotate forward through the first one-way clutch 163a, thus avoiding impact on the human body; the reverse rotation of the power drive mechanism 13 can drive the transmission mechanism 15 to rotate in reverse, at which time the manual drive mechanism 14 can be driven to rotate. Therefore, in this embodiment, it is possible to consider restricting the connector 164 from engaging with the drive component 1322 of the power drive mechanism 13. When the power drive mechanism 13 rotates in reverse, it cannot drive the transmission mechanism 15 to rotate in reverse, thereby improving the safety of the thruster 100.

[0050] like Figure 3 and Figure 4 As shown, in one embodiment, the steering drive mechanism 12 includes a steering motor 121 and a steering transmission assembly 122. The bracket 2 is at least partially disposed within the housing 11, and the steering motor 121 is drivenly connected to the bracket 2 via the steering transmission assembly 122. It should be noted that by providing the steering motor 121 and the steering rotation assembly, the bracket 2 can be rotated to change the orientation of the power output device 3, achieving rapid switching between forward and reverse functions. The steering transmission assembly 122 can be configured as a gear set, belt and pulley, chain and sprocket, etc., without specific limitations, and can be configured according to requirements. In some other embodiments, the steering drive mechanism 12 can be configured as a mechanical structure, allowing the user to manually adjust the orientation of the power output device 3.

[0051] like Figure 3 and Figure 4 As shown, in one embodiment, the steering transmission assembly 122 includes a pulley 1221 and a transmission belt 1222. The pulley 1221 is drivenly connected to the steering motor 121, and the transmission belt 1222 is wound around the pulley 1221 and the bracket 2 to drive the bracket 2 to rotate. It should be noted that the output shaft of the steering motor 121 is positioned downwards, the pulley 1221 is located on the output shaft of the steering motor 121, and the transmission belt 1222 is wound around the pulley 1221 and the bracket 2. The steering motor 121 drives the pulley 1221 to rotate, which in turn drives the bracket 2 to rotate, thereby adjusting the orientation of the power output device 3.

[0052] like Figure 3 and Figure 4 As shown, in one embodiment, the power transmission mechanism 15 includes a power motor 131 and a power transmission assembly 132. The power transmission assembly 132 includes a drive gear set 1321, and the power motor 131 is drivenly connected to the transmission mechanism 15 through the drive gear set 1321. It can be understood that the power motor 131 is connected to the transmission mechanism 15 through the drive gear set 1321, which acts as a gearbox, converting the high speed and low torque of the motor into the low speed and high torque required by the power output device 3. This allows the motor to continuously operate within its most efficient range, while the power output device 3 operates at its optimal speed, maximizing the efficiency of the entire system.

[0053] like Figures 2 to 4 As shown, in one embodiment, the human-powered drive mechanism 14 includes a foot pedal 141, a crank 142, and a transmission gear set 143. The foot pedal 141 is located at both ends of the crank 142, which is located in the housing 11. The transmission gear set 143 is located on the crank 142 and inside the housing 11. The crank 142 transmits power to the transmission mechanism 15 through the transmission gear set 143. It should be noted that in this embodiment, the transmission gear set 143 includes two bevel gears, one of which is located on the crank 142 and the other is located on the transmission mechanism 15 and meshes with each other, so as to transmit the power generated by the foot pedal 141 to the transmission mechanism 15 through the transmission gear set 143, achieving efficient power transmission at 90°. The power transmission process is very smooth and precise, and there will be no slippage or stretching like with belt drives.

[0054] like Figures 1 to 4As shown, in one embodiment, the power output device 3 includes a propeller 31, which is connected to the transmission mechanism 15. The bracket 2 is rotatable 360° around its axis. It is understood that the steering mechanism can drive the bracket 2 to rotate 360° around its axis, allowing arbitrary adjustment of the axial direction (orientation) of the propeller 31. Combined with the manual drive mechanism and the power drive mechanism, the propeller can be driven forward or backward in pure manual mode, pure electric mode, or electric-assisted mode, easily achieving the forward, backward, and steering functions of the boat 200. Furthermore, the adjustment is unrestricted, greatly facilitating user operation and improving the user experience.

[0055] In one embodiment, the thruster 100 further includes a sensor 17, which is disposed on the manual drive mechanism 14, the power drive mechanism 13, or the transmission mechanism 15. The sensor 17 is used to detect the power output of the manual drive mechanism 14 and send the detection signal to the power drive mechanism 13, so that the power drive mechanism 13 drives the transmission mechanism 15 to provide assistance. In one embodiment of the present invention, the thruster 100 also includes a processor electrically connected to the sensor 17 and the power drive mechanism 13. The sensor 17 is configured as a torque sensor and is disposed on the crank 142 of the manual drive mechanism 14. When driven by the foot pedal 141, the sensor 17 undergoes a slight deformation. The processor calculates the real-time torque value by measuring the change in its resistance and sends the detection information to the power motor 131 to control the power motor 131 to enter the assist working mode. The torque sensor 17 can instantly detect changes in pedaling force, achieving zero-delay assistance.

[0056] Furthermore, in some other embodiments of the present invention, the sensor 17 may be configured as a pressure sensor 17 located below the pedal 141, which sends a detection signal by detecting the pressure on the pedal 141; or, the sensor 17 may be a speed sensor 17 located on the crank 142, which does not measure force, but only detects the speed of movement of the pedal 141 (or crank 142) (i.e., "pedal frequency"). Typically, a Hall sensor 17 is used to detect a magnet mounted on the rotating component to calculate the speed; or, the sensor 17 may be a position sensor 17 / angle sensor 17 located on the crank 142, which determines whether the rider is in the "power stroke" or "return stroke" based on the position of the pedal 141, and thus selects to provide assistance during the power stroke.

[0057] The type of sensor 17 is not specifically limited and can be adapted according to requirements. In some other embodiments, the sensor 17 can be located on the transmission mechanism 15 or on the power drive mechanism 13. There are no specific limitations here, as long as it can detect the output power of the manual drive mechanism 14 and control the power drive mechanism 13 to provide assistance.

[0058] The present invention also proposes a ship 200, which includes a hull 210 and a propeller 100. The specific structure of the propeller 100 is as described in the above embodiments. Since the ship 200 adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.

[0059] The above description is merely an exemplary embodiment of the present invention and does not limit the scope of protection of the present invention. Any equivalent structural transformations made based on the technical concept of the present invention and the contents of the specification and drawings of the present invention, or direct / indirect applications in other related technical fields, are included within the scope of protection of the present invention.

Claims

1. A propulsion device for use in a ship, characterized in that, include: A drive unit includes a housing, a steering drive mechanism, and a manual drive mechanism, a power drive mechanism, a transmission mechanism, and a clutch switching mechanism disposed in the housing. The manual drive mechanism and / or the power drive mechanism can be selectively connected to the transmission mechanism through the clutch switching mechanism. A bracket is rotatably mounted on the housing, and the steering drive mechanism is drivenly connected to the bracket to drive the bracket to rotate on the housing; A power output device is provided on the bracket and located outside the housing. The power output device is connected to the transmission mechanism so that the manual drive mechanism and / or the power drive mechanism can drive the power output device to operate and generate thrust through the transmission mechanism. The steering drive mechanism is used to drive the bracket to rotate and change the orientation of the power output device.

2. The thruster as claimed in claim 1, characterized in that, The power drive mechanism is driven to connect with the transmission mechanism, and the clutch switching mechanism includes a bidirectional overrunning clutch disposed in the transmission mechanism. The manual drive mechanism can be selectively driven to connect with the transmission mechanism through the bidirectional overrunning clutch. Alternatively, the power drive mechanism is driven to connect with the transmission mechanism, the clutch switching mechanism includes an electrically controllable clutch and a one-way clutch, the one-way clutch includes a first component and a second component, the transmission mechanism is connected to the first component, the manual drive mechanism is connected to the second component, and the electrically controllable clutch is provided in the transmission mechanism to control the connection or disconnection of the second component with the transmission mechanism.

3. The thruster as claimed in claim 1, characterized in that, The clutch switching mechanism includes an electrically controllable clutch and a connecting member disposed on the transmission mechanism. The electrically controllable clutch is used to control the movement of the connecting member and selectively connect the manual drive mechanism and the power drive mechanism, so that the manual drive mechanism or the power drive mechanism is connected to the transmission mechanism.

4. The thruster as described in claim 3, characterized in that, The clutch switching mechanism includes a one-way clutch, which includes a first component and a second component. The transmission mechanism is connected to the first component, and the manual drive mechanism is connected to the second component. The connector is used to connect to the second component so that the manual drive mechanism and the transmission mechanism are connected in a transmission connection.

5. The thruster as claimed in claim 4, characterized in that, The number of one-way clutches is set to two, namely a first one-way clutch and a second one-way clutch. The transmission mechanism is connected to the manual drive mechanism through the first one-way clutch. The first component of the second one-way clutch is connected to the transmission mechanism, and the second component of the second one-way clutch is connected to the power drive mechanism and the connecting member.

6. The thruster as described in any one of claims 1 to 5, characterized in that, The steering drive mechanism includes a steering motor and a steering transmission assembly. The bracket is at least partially disposed within the housing, and the steering motor is drivenly connected to the bracket through the steering transmission assembly.

7. The thruster as claimed in claim 6, characterized in that, The steering transmission assembly includes a pulley and a transmission belt. The pulley is driven by the steering motor, and the transmission belt is wound around the pulley and the bracket to drive the bracket to rotate.

8. The thruster as claimed in claim 1, characterized in that, The power transmission mechanism includes a power motor and a power transmission component. The power transmission component includes a drive gear set, and the power motor is driven to the transmission mechanism through the drive gear set. And / or, the human-powered drive mechanism includes a foot pedal, a crank, and a transmission gear set. The foot pedal is located at both ends of the crank, the crank is located in the housing, the transmission gear set is located on the crank and inside the housing, and the crank transmits power to the transmission mechanism through the transmission gear set.

9. The thruster as claimed in claim 1, characterized in that, The power output device includes a propeller, which is connected to the transmission mechanism; And / or, the bracket is rotatable 360° about its axis; And / or, the thruster further includes a sensor disposed on the manual drive mechanism, the power drive mechanism, or the transmission mechanism. The sensor is used to detect the power output of the manual drive mechanism and send the detection signal to the power drive mechanism so that the power drive mechanism drives the transmission mechanism to provide assistance.

10. A ship, characterized in that, It includes a hull and a propulsion unit as described in any one of claims 1 to 9, wherein the propulsion unit is disposed on the hull.

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