Ship propulsion device

Abstract

The invention belongs to the technical field of ship propulsion, and discloses a ship propulsion device which comprises a gear box, a steering rudder is arranged on one side of the gear box, a main propeller and two auxiliary propellers are rotationally arranged in the gear box, and the auxiliary propellers and the two main propellers all penetrate out of the gear box. And a driving shaft is arranged in the gear box. When a ship sails forwards, a second bevel gear is engaged with a first bevel gear, then a driving bevel gear drives a fifth bevel gear and a driving shaft to rotate clockwise under the operation of a motor, the second bevel gear stirs the first bevel gear to rotate, and finally a main propeller is driven to rotate clockwise; and when the ship needs to reverse, the operation of the motor is stopped, the first hydraulic cylinder is started to drive the driving shaft to move upwards, the second bevel gear is separated from the first bevel gear, the third bevel gear is engaged with the fourth bevel gear, and then the operation of the motor is started.

Description

Technical Field

[0001] This invention belongs to the field of ship propulsion technology, specifically a ship propulsion device. Background Technology

[0002] A ship's propulsion system is a device that converts the power generated by an engine or electric motor into thrust to overcome the resistance of the ship while it is sailing in water. Propeller propulsion systems are widely used due to their advantages such as simple and reliable structure, low cost, and good stability.

[0003] For example, application CN120621644A discloses a propulsion device for ships, belonging to the field of ship propulsion. It includes a housing, with a drive mechanism inside the housing; a water-cooling mechanism is embedded in the lower surface of the housing; a propulsion mechanism is located on the right side of the housing; and a guide mechanism is located inside the housing above the drive mechanism. The drive mechanism includes a shaft, with a connecting rod fixedly connected to its upper surface, and two movable slots formed on the upper surface of the connecting rod. During the extension or retraction of the electric push rod, one of the two motors will be on the left and the other on the right. By controlling the start of the motor on the right, the propulsion mechanism is activated, thus controlling the ship's propulsion. This method allows for propulsion only by retracting the electric push rod, combined with the alternating use of the two motors, avoiding the problem of motor damage that easily occurs with long-term operation when a single motor drives the propulsion in existing technologies. In operation, the aforementioned devices often rely on a single propeller or multiple propellers driving independently. When reverse navigation is required, the propellers must be stopped and then reversed to move the ship backward, a process that takes considerable time. Furthermore, during navigation, the propellers and related rotating shaft components are easily entangled by floating debris such as aquatic plants and fishing net residue. Cleaning typically requires workers to periodically go into the water to clean the protective nets, propellers, and rotating shafts, necessitating stopping the ship for this process. This is not only labor-intensive and risky but also presents the problem of untimely cleaning. If not cleaned promptly, the entangled aquatic plants increase propeller drag and reduce propulsion efficiency. Therefore, a ship propulsion device is proposed to address the problems described in the background art. Summary of the Invention

[0004] To address the problems mentioned in the background section, the present invention provides a ship propulsion device.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a ship propulsion device, comprising a gearbox, a steering rudder disposed on one side of the gearbox, a main propeller and two auxiliary propellers rotatably disposed within the gearbox, the auxiliary propellers and the two main propellers extending to the outside of the gearbox, a drive shaft disposed within the gearbox, a transmission mechanism for driving the drive shaft to rotate disposed within the gearbox, a first hydraulic cylinder mounted on the inner bottom wall of the gearbox, the telescopic end of the first hydraulic cylinder rotatably connected to the bottom end of the drive shaft, and a surface of the drive shaft being provided with a mechanism for driving the main propeller and... The system includes a linkage mechanism for the independent rotation of two auxiliary propellers. A protective cover is provided between the gearbox and the steering rudder, and the protective cover is fixed to the surface of the gearbox. The main propeller and the two auxiliary propellers are all located inside the protective cover. A top protective net is provided on the upper surface of the protective cover, and the grids inside the top protective net are all arc-shaped pointed. Side protective nets are provided on both sides of the protective cover. A rear protective net is detachably provided at the front end of the protective cover. A cleaning mechanism for cleaning debris from the top protective net and a cutting mechanism for cleaning the rotating shafts of the main propeller and the two auxiliary propellers are provided between the steering rudder and the protective cover.

[0006] Preferably, the transmission mechanism includes a second fixed sleeve plate and a fifth bevel gear. The second fixed sleeve plate is installed inside the gearbox, and the fifth bevel gear is slidably sleeved on the top end of the drive shaft. The inner wall of the gearbox is fixedly connected to a first fixed sleeve plate, which is sleeved on the outer side of the drive shaft. The bottom end of the fifth bevel gear is rotatably connected to the first fixed sleeve plate, and the output end of the second fixed sleeve plate is fixedly connected to a drive bevel gear, which meshes with the fifth bevel gear.

[0007] Preferably, a protrusion is fixedly connected to the top end of the drive shaft, a base plate is fixedly connected to the surface of the drive shaft, and the base plate is connected to the protrusion. A groove adapted to the protrusion is opened in the middle of the fifth bevel gear, and the fifth bevel gear is assembled to the protrusion at the top end of the drive shaft through the groove.

[0008] Preferably, the linkage mechanism includes a first bevel gear and two first spur gears. The first bevel gear is fixedly connected to one end of the main propeller, and the two first spur gears are respectively fixedly connected to one end of the two auxiliary propellers. A second spur gear is disposed between the two first spur gears and meshes with the two first spur gears. The second spur gear is rotatably connected to the inner wall of the gearbox. A fourth bevel gear is fixedly connected to the middle of the second spur gear. A second bevel gear and a third bevel gear are fixedly connected to the surface of the drive shaft, and the second bevel gear meshes with the first bevel gear. The third bevel gear is adapted to the fourth bevel gear.

[0009] Preferably, the drive shaft has a groove on its surface, and a sixth bevel gear is slidably fitted onto the surface of the drive shaft, with the middle part of the sixth bevel gear engaged in the groove. A second hydraulic cylinder is installed at the top of the gearbox, and a movable shaft is rotatably connected to the telescopic end of the second hydraulic cylinder. The bottom end of the movable shaft slides into the drive shaft and is connected to the axis of the sixth bevel gear. The sixth bevel gear is located above the fourth bevel gear and is adapted to the fourth bevel gear.

[0010] Preferably, the protective cover has a mounting groove on its side, the rear protective net is slidably engaged into the mounting groove, the rear protective net has a handle on its side, the protective cover has a fixed frame fixedly connected to the side near the handle, the inner wall of the fixed frame is rotatably connected to a screw, one end of the screw passes through to the outside of the fixed frame and is fixedly connected to a handle, the surface of the screw is threaded with a movable plate, both ends of the movable plate are fixedly connected to positioning rods, one end of each positioning rod passes through to the outside of the fixed frame and is located inside the handle.

[0011] Preferably, the cleaning mechanism includes a scraper fixed to the bottom of the steering rudder extending above the protective cover, the bottom surface of the scraper slidingly contacting the arc-shaped grid within the top protective net.

[0012] Preferably, the cutting mechanism includes an L-shaped rod and a sliding sleeve. The L-shaped rod is fixedly connected to the bottom of the steering rudder's rotation axis and extends through into the protective cover, and is rotatably connected to the protective cover. The sliding sleeve is slidably mounted on the rotation axis of the main propeller and two auxiliary propellers. A slot is provided in the middle of the sliding sleeve. A connecting rod is hinged to the bottom end of the L-shaped rod, and the other end of the connecting rod is hinged in the slot. Each end of the sliding sleeve is fixedly connected to a cutter, and the cutter is close to the corresponding rotation axis.

[0013] Preferably, a second fixed sleeve plate is fixedly connected to the inner wall of the gearbox. The second fixed sleeve plate is sleeved on the outside of the drive shaft. A rotating sleeve is slidably provided on the inner wall of the second fixed sleeve plate. The inner wall of the rotating sleeve is rotatably connected to the surface of the drive shaft. Two second fixed sleeve plates are provided, and the two second fixed sleeve plates are located on the upper and lower sides of the sixth bevel gear.

[0014] Preferably, the two auxiliary propellers are located on opposite sides of the main propeller, and the blades on the two auxiliary propellers face opposite directions to the blades on the main propeller.

[0015] Compared with the prior art, the beneficial effects of the present invention are as follows: This invention, through the coordinated arrangement of a main propeller, two auxiliary propellers, a drive shaft, a transmission mechanism, a first hydraulic cylinder, and a linkage mechanism, allows the second bevel gear to mesh with the first bevel gear when the ship is sailing forward. Then, the operation of the motor causes the drive bevel gear to rotate clockwise, driving the fifth bevel gear and the drive shaft. This causes the second bevel gear to rotate the first bevel gear, ultimately driving the main propeller to rotate clockwise, propelling the water flow and propelling the ship forward. When the ship needs to reverse, the motor stops, the first hydraulic cylinder is activated, and the drive shaft moves upward, disengaging the second bevel gear from the first bevel gear, allowing the third bevel gear to engage. The wheel meshes with the fourth bevel gear, and then the motor is started, causing the third bevel gear to drive the fourth bevel gear to rotate counterclockwise. This further causes the second spur gear to drive the two first spur gears to rotate clockwise, which in turn causes the two auxiliary propellers to push the water flow inside the protective cover, causing the ship to move backward. When the second hydraulic cylinder operates, it drives the moving shaft to slide downward in the drive shaft, causing the sixth bevel gear to mesh with the fourth bevel gear. Then, the motor drives the drive shaft to rotate clockwise, and at this time, the fourth bevel gear will drive the second spur gear to rotate clockwise, which in turn causes the two auxiliary propellers to rotate counterclockwise. Therefore, the ship's navigation efficiency can be improved.

[0016] This invention, through the coordinated arrangement of a protective cover, top protective net, side protective net, rear protective net, cleaning mechanism, and cutting mechanism, eliminates the need for frequent, periodic underwater cleaning of the top protective net, main propeller, and two auxiliary propeller shafts. Instead, personnel simply swing the steering handle at the top of the rudder, causing the L-shaped rod and scraper to swing together. The scraper cuts and removes any remaining weeds from the top protective net, while a connecting rod pulls a sliding sleeve to move, using a cutter to sever the weeds entangled on the surface into small fragments for easy dispersal. Therefore, personnel can automatically clean these components while navigating the vessel, without needing to stop for cleaning. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This is a schematic diagram of the steering rudder, cleaning mechanism, and cutting mechanism of the present invention; Figure 3 This is a top-sectional view of the protective cover of the present invention; Figure 4 This is a schematic diagram of the side cross-section structure of the present invention; Figure 5 This is a schematic diagram of the main propeller and two auxiliary propellers of the present invention; Figure 6 This is a schematic diagram showing the connection between the drive shaft and the motor of the present invention; Figure 7 This is a schematic diagram of the structure of the drive shaft of the present invention after removing the fifth bevel gear and the second fixed sleeve. Figure 8 This is a schematic diagram showing the connection between the fifth bevel gear and the first fixed sleeve plate of the present invention; Figure 9 This is a schematic diagram of the structure of the second fixing sleeve of the present invention; Figure 10 This is a schematic diagram of the structure of the protective cover of the present invention; Figure 11 This is a schematic diagram of the structure of the protective cover after the protective net is removed; Figure 12 This is a schematic diagram of the structure of the protective netting of the present invention; Figure 13 This is a schematic diagram of the internal structure of the fixing frame of the present invention.

[0018] In the diagram: 1. Gearbox; 2. Rudder; 3. Protective cover; 4. Side protective net; 5. Top protective net; 6. Scraper; 7. Main propeller; 8. Rear protective net; 9. L-shaped rod; 10. Connecting rod; 11. Slot; 12. Sliding sleeve; 13. Cutter; 14. Secondary propeller; 15. Handle; 16. Fixing frame; 17. Mounting slot; 18. First bevel gear; 19. First hydraulic cylinder; 20. Drive shaft; 21. Second hydraulic cylinder; 22. Fifth bevel gear 23. Wheel; 24. First fixed sleeve plate; 25. First spur gear; 26. Second bevel gear; 27. Third bevel gear; 28. Second spur gear; 29. ​​Fourth bevel gear; 30. Sixth bevel gear; 31. Moving shaft; 32. Second fixed sleeve plate; 33. Drive bevel gear; 34. Slot; 35. Base plate; 36. Protrusion; 37. Groove; 38. Rotating sleeve; 39. Screw; 40. Turning handle; 41. Positioning rod; 42. Moving plate; 43. Motor. Detailed Implementation

[0019] 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 some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0020] like Figures 1 to 13As shown, the present invention provides a ship propulsion device, including a gearbox 1, a steering rudder 2 disposed on one side of the gearbox 1, a main propeller 7 and two auxiliary propellers 14 rotatably disposed inside the gearbox 1, the auxiliary propellers 14 and the two main propellers 7 all extending to the outside of the gearbox 1, a drive shaft 20 disposed inside the gearbox 1, and a transmission mechanism for driving the drive shaft 20 to rotate disposed inside the gearbox 1, a first hydraulic cylinder 19 mounted on the inner bottom wall of the gearbox 1, the telescopic end of the first hydraulic cylinder 19 being rotatably connected to the bottom end of the drive shaft 20, and the surface of the drive shaft 20 being provided with a mechanism for driving the main propeller 7 and the two auxiliary propellers. The linkage mechanism of 14 rotating separately, a protective cover 3 is provided between the gearbox 1 and the steering rudder 2, and the protective cover 3 is fixed to the surface of the gearbox 1. The main propeller 7 and the two auxiliary propellers 14 are all located inside the protective cover 3. A top protective net 5 is provided on the upper surface of the protective cover 3, and the grids in the top protective net 5 are all arc-shaped pointed. Side protective nets 4 are provided on both sides of the protective cover 3. A rear protective net 8 is detachably provided at the front end of the protective cover 3. A cleaning mechanism for cleaning debris on the top protective net 5 and a cutting mechanism for cleaning the rotating shafts of the main propeller 7 and the two auxiliary propellers 14 are provided between the steering rudder 2 and the protective cover 3.

[0021] The above scheme is adopted: both the gearbox 1 and the steering rudder 2 are installed at the bottom of the ship, with the steering rudder 2 located at the tail end of the gearbox 1. The rotating shaft at the top of the steering rudder 2 is connected to the steering handle on the hull. Therefore, personnel on the ship can control the steering of the steering rudder 2 by turning the steering handle. The clockwise rotation of the main propeller 7 is used for the ship's forward movement, and the clockwise rotation of the two auxiliary propellers 14 is used for the ship's reverse movement. The drive shaft 20 is driven to rotate clockwise through the transmission mechanism. With the linkage mechanism, the clockwise rotation of the drive shaft 20 can drive the main propeller 7 to rotate. When it is necessary to drive the two auxiliary propellers 14 to rotate clockwise, the first hydraulic cylinder 19 is used to move the drive shaft 20 upward, so that the linkage mechanism is disengaged from the main propeller 7 and drives the two auxiliary propellers 14, thereby realizing the ship's reverse navigation. The protective cover 3 is used to protect the main propeller 7 and the two auxiliary propellers 14, preventing water plants and impurities in the water from easily... The top protective net 5, with its pointed top, is designed to facilitate the cutting of weeds covering the main propeller 7 and the two auxiliary propellers 14. The arc-shaped grid within the top protective net 5 is concentric with the swing of the rudder 2. The side protective nets 4 on both sides of the protective cover 3 allow the vessel to reverse normally, pushing water from the side protective nets 4 when the two auxiliary propellers 14 rotate clockwise, preventing the surface of the gearbox 1 from obstructing the water flow during reversal. The rear protective net 8 protects the opening of the protective cover 3 and facilitates disassembly and maintenance. The cleaning and cutting mechanisms allow personnel to scrape away weeds and debris from the top protective net 5 when turning the rudder 2, while the cutting mechanism cuts and cleans the weeds and debris on the rotating shafts of the main propeller 7 and the two auxiliary propellers 14. Therefore, frequent periodic underwater cleaning is unnecessary.

[0022] It is worth noting that the main propeller 7 and the two auxiliary propellers 14 are connected to the gearbox 1 by a rotary seal, which is a mature existing technology. In addition, the mechanical parts and equipment in this device are all conventional models in the existing technology, and the circuit connection adopts the conventional connection method in the existing technology, which will not be described in detail here.

[0023] like Figure 4 and Figure 6 As shown, the transmission mechanism includes a motor 42 and a fifth bevel gear 22. The motor 42 is installed inside the gearbox 1. The fifth bevel gear 22 is slidably sleeved on the top end of the drive shaft 20. A first fixed sleeve plate 23 is fixedly connected to the inner wall of the gearbox 1 and is sleeved on the outer side of the drive shaft 20. The bottom end of the fifth bevel gear 22 is rotatably connected to the first fixed sleeve plate 23. The output end of the motor 42 is fixedly connected to a drive bevel gear 32, and the drive bevel gear 32 meshes with the fifth bevel gear 22.

[0024] The above solution is adopted: the operation of motor 42 causes drive bevel gear 32 to drive fifth bevel gear 22 to rotate clockwise, which in turn drives drive shaft 20 to rotate clockwise. With this mechanism, the normal up and down movement of drive shaft 20 will not be affected. When drive shaft 20 moves up and down, fifth bevel gear 22, drive bevel gear 32, motor 42 and first fixed sleeve 23 will not move, thus ensuring the normal rotation of drive shaft 20.

[0025] like Figures 6 to 8 As shown, a protrusion 35 is fixedly connected to the top end of the drive shaft 20, and a base plate 34 is fixedly connected to the surface of the drive shaft 20. The base plate 34 is connected to the protrusion 35. A groove 36 that matches the protrusion 35 is opened in the middle of the fifth bevel gear 22, and the fifth bevel gear 22 is assembled at the protrusion 35 at the top end of the drive shaft 20 through the groove 36.

[0026] The above solution allows the fifth bevel gear 22 to be easily assembled with the drive shaft 20, and the first fixed sleeve 23 can position and fix the fifth bevel gear 22 to prevent it from moving up and down at will, ensuring that the fifth bevel gear 22 can rotate stably under the transmission of the drive bevel gear 32. In addition, when the drive shaft 20 moves up and down, the protrusion 35 will slide in the groove 36, so as not to affect the fifth bevel gear 22 from driving the drive shaft 20 to rotate normally.

[0027] like Figure 2 , Figures 5 to 7 As shown, the linkage mechanism includes a first bevel gear 18 and two first spur gears 24. The first bevel gear 18 is fixed to one end of the main propeller 7, and the two first spur gears 24 are respectively fixed to one end of the two auxiliary propellers 14. A second spur gear 27 is arranged between the two first spur gears 24 and meshes with the two first spur gears 24. The second spur gear 27 is rotatably connected to the inner wall of the gearbox 1. A fourth bevel gear 28 is fixed to the middle of the second spur gear 27. A second bevel gear 25 and a third bevel gear 26 are fixed to the surface of the drive shaft 20. The second bevel gear 25 meshes with the first bevel gear 18, and the third bevel gear 26 is adapted to the fourth bevel gear 28.

[0028] Using the above scheme: When the drive shaft 20 rotates clockwise, the second bevel gear 25 will drive the first bevel gear 18 to rotate, thereby causing the main propeller 7 to rotate clockwise, allowing the ship to sail forward normally. When the telescopic end of the first hydraulic cylinder 19 pushes the drive shaft 20 to move upward, the second bevel gear 25 will move away from the first bevel gear 18, causing the main propeller 7 to stop rotating without being driven by power. The third bevel gear 26 will mesh with the fourth bevel gear 28. At this time, the clockwise rotation of the drive shaft 20 will cause the third bevel gear 26 to drive the fourth bevel gear 28 to rotate counterclockwise. Then, the second spur gear 27 will drive the two first spur gears 24 to rotate clockwise synchronously, realizing the synchronous clockwise rotation of the two auxiliary propellers 14, which can achieve the ship's reverse navigation. During the rotation of the auxiliary propellers 14, the water flow will be pushed from the side protective nets 4 on both sides of the protective cover 3, so it will not affect the ship's normal reverse navigation. Therefore, the conversion between forward and reverse navigation of the ship can be easily realized.

[0029] like Figures 1 to 2 As shown, a groove 33 is provided on the surface of the drive shaft 20, and a sixth bevel gear 29 is slidably sleeved on the surface of the drive shaft 20. The middle part of the sixth bevel gear 29 is engaged in the groove 33. A second hydraulic cylinder 21 is installed at the top of the gearbox 1. The telescopic end of the second hydraulic cylinder 21 is rotatably connected to a moving shaft 30. The bottom end of the moving shaft 30 slides into the drive shaft 20 and is connected to the axis of the sixth bevel gear 29. The sixth bevel gear 29 is located above the fourth bevel gear 28 and is adapted to the fourth bevel gear 28.

[0030] Using the above scheme: when the drive shaft 20 rotates, it will drive the sixth bevel gear 29 and the moving shaft 30 to rotate together. Since the moving shaft 30 is rotatably connected to the extension end of the second hydraulic cylinder 21, the extension end of the second hydraulic cylinder 21 will not be affected. In addition, when the extension end of the first hydraulic cylinder 19 controls the drive shaft 20 to rise, the drive shaft 20 will also slide on the surface of the moving shaft 30. At this time, the moving shaft 30 and the sixth bevel gear 29 are stationary. Only by operating the second hydraulic cylinder 21 can the moving shaft 30 drive the sixth bevel gear 29 to move up and down for adjustment. When the sixth bevel gear 29 moves up and down... When gear 29 meshes with the fourth bevel gear 28 downwards, the second bevel gear 25 meshes normally with the first bevel gear 18. This causes the drive shaft 20 to rotate clockwise, which in turn causes the second bevel gear 25 to drive the first bevel gear 18 to rotate clockwise, further causing the main propeller 7 to rotate clockwise. Meanwhile, the fourth bevel gear 28 rotates clockwise, and the second spur gear 27 drives the two first spur gears 24 to rotate counterclockwise. This allows the main propeller 7 and the two auxiliary propellers 14 to propel the water flow and propel the ship forward normally. At this time, the third bevel gear 26 does not mesh with the fourth bevel gear 28.

[0031] like Figure 3 , Figure 4 , Figures 10 to 13 As shown, the protective cover 3 has a mounting groove 17 on its side. The rear protective net 8 is slidably snapped into the mounting groove 17. The rear protective net 8 has a handle 15 on its side. The protective cover 3 is fixedly connected to a fixing frame 16 near the handle 15. The inner wall of the fixing frame 16 is rotatably connected to a screw 38. One end of the screw 38 passes through to the outside of the fixing frame 16 and is fixedly connected to a handle 39. The surface of the screw 38 is threaded with a moving plate 41. Both ends of the moving plate 41 are fixedly connected to positioning rods 40. One end of each positioning rod 40 passes through and slides to the outside of the fixing frame 16 and is located inside the handle 15.

[0032] The above solution allows personnel to easily remove the rear protective net 8 from the side of the protective cover 3 for cleaning and rinsing. The operation is more convenient. In specific operation, simply rotate the handle 39 to drive the screw 38 to rotate, thereby controlling the moving plate 41 to move within the fixed frame 16, so that the two positioning rods 40 move away from the handle 15. Then, personnel can directly pull the rear protective net 8 out of the mounting slot 17. The operation is more convenient and facilitates the replacement and cleaning of the rear protective net 8.

[0033] like Figure 1 , Figure 2 and Figure 4 As shown, the cleaning mechanism includes a scraper 6, which is fixed to the bottom of the steering rudder 2 extending above the protective cover 3. The bottom surface of the scraper 6 slides in contact with the arc-shaped grid inside the top protective net 5.

[0034] The above solution is adopted: the swing angle of the scraper 6 is matched with the curvature of the top protective net 5, and when the steering rudder 2 rotates and swings, it drives the scraper 6 to swing on the top protective net 5, thereby causing the scraper 6 to scrape and cut the water plants on the inner grid of the top protective net 5. Therefore, when the personnel are adjusting the course of the ship, they can clean the top protective net 5 by swinging the scraper 6, which reduces the work of personnel to clean the top protective net 5 regularly. The scraper 6 is made of wear-resistant material, so even when it slides in contact with the inner grid of the top protective net 5 for a long time, it can still slide and scrape off the debris.

[0035] like Figures 2 to 4 As shown, the cutting mechanism includes an L-shaped rod 9 and a sliding sleeve 12. The L-shaped rod 9 is fixedly connected to the bottom of the rotating shaft of the steering rudder 2. The L-shaped rod 9 extends through into the protective cover 3 and is rotatably connected to the protective cover 3. The sliding sleeve 12 is slidably mounted on the rotating shaft of the main propeller 7 and the two auxiliary propellers 14. A slot 11 is provided in the middle of the sliding sleeve 12. A connecting rod 10 is hinged to the bottom end of the L-shaped rod 9. The other end of the connecting rod 10 is hinged in the slot 11. Each end of the sliding sleeve 12 is fixedly connected to a cutter 13, and the cutter 13 is close to the corresponding rotating shaft.

[0036] The above scheme is adopted as follows: When the crew adjusts the course of the vessel, they swing the steering handle at the top of the steering rudder 2, causing the L-shaped rod 9 to swing along with the steering rudder 2, which in turn pulls the connecting rod 10 to one side. Then, the sliding sleeve 12 slides on the corresponding rotating shaft, and the cutter 13 cuts off the water plants wrapped around its surface. Therefore, when the crew is operating the vessel, they can simultaneously clean the water plants wrapped around the rotating shafts of the main propeller 7 and the two auxiliary propellers 14, without the need for frequent periodic underwater cleaning. The cutter 13 does not contact the rotating shaft, so it will not cause serious wear. The cutter 13 only comes into close proximity to the rotating shaft. In addition, the sliding sleeve 12 is rotatably connected to the rotating shaft through a bearing, so the inner wall of the sliding sleeve 12 will not be worn and will not affect the rotation of the rotating shaft.

[0037] like Figure 4 , Figure 6 and Figure 9 As shown, a second fixed sleeve plate 31 is fixedly connected to the inner wall of the gearbox 1. The second fixed sleeve plate 31 is sleeved on the outside of the drive shaft 20. A rotating sleeve 37 is slidably provided on the inner wall of the second fixed sleeve plate 31. The inner wall of the rotating sleeve 37 is rotatably connected to the surface of the drive shaft 20. There are two second fixed sleeve plates 31, and the two second fixed sleeve plates 31 are located on the upper and lower sides of the sixth bevel gear 29.

[0038] The above solution ensures that the drive shaft 20 remains stable during rotation via the two second fixed sleeves 31, preventing the drive shaft 20 from tilting. Since the rotating sleeve 37 can slide within the second fixed sleeves 31, when the drive shaft 20 moves up and down, it will also drive the rotating sleeve 37 to slide within the second fixed sleeves 31, without affecting the normal movement of the drive shaft 20. Furthermore, when the drive shaft 20 drives the rotating sleeve 37 to move within the second fixed sleeves 31, the drive shaft 20 can also rotate normally within the rotating sleeve 37.

[0039] like Figures 3 to 5 As shown, the two auxiliary propellers 14 are located on both sides of the main propeller 7, and the blades on the two auxiliary propellers 14 are oriented in the opposite direction to the blades on the main propeller 7.

[0040] The above scheme is adopted: when the main propeller 7 stops rotating, the two auxiliary propellers 14 rotate clockwise synchronously, thus enabling the ship to sail backward. When the other two auxiliary propellers 14 rotate counterclockwise synchronously, they can rotate clockwise together with the main propeller 7, thereby improving the ship's sailing efficiency. Moreover, the two auxiliary propellers 14 are located on both sides above the main propeller 7, so they will not affect each other.

[0041] It is worth noting that the re-engagement of the bevel gears after disengagement is a mature existing technology.

[0042] The working principle and usage process of this invention: When the ship is sailing normally forward, the second bevel gear 25 and the first bevel gear 18 are meshed. Then, the operation of the motor 42 causes the drive bevel gear 32 to drive the fifth bevel gear 22 to rotate clockwise, and the drive shaft 20 will also rotate together. The sixth bevel gear 29, the third bevel gear 26 and the second bevel gear 25 all rotate clockwise together, which then drives the main propeller 7 to rotate clockwise, causing it to push the water flow and propel the ship forward. When the crew moves the steering rudder 2 to adjust the sailing direction, the scraper 6 will swing on the top protective net 5, which can scrape off the remaining water plants on the top protective net 5, breaking them into small pieces of debris for easy removal. The L-shaped rod 9 also swings, causing the connecting rod 10 to pull the sliding sleeve 12 to move, so that the cutter 13 can cut the debris on the corresponding rotating shaft, making it easy to flush away. When the ship needs to reverse, the operation of the motor 42 is stopped, and the second bevel gear 29 is started. A hydraulic cylinder 19 drives the drive shaft 20 upward, causing the second bevel gear 25 to separate from the first bevel gear 18, and the third bevel gear 26 to mesh with the fourth bevel gear 28. Then, the motor 42 is started, causing the third bevel gear 26 to drive the fourth bevel gear 28 to rotate counterclockwise, which in turn causes the second spur gear 27 to drive the two first spur gears 24 to rotate clockwise. This causes the two auxiliary propellers 14 to push the water flow inside the protective cover 3, causing the ship to move backward. In another mode, the second bevel gear 25 can mesh with the first bevel gear 18, and then the second hydraulic cylinder 21 is started, causing the moving shaft 30 to slide downward within the drive shaft 20, causing the sixth bevel gear 29 to mesh with the fourth bevel gear 28. Then, the motor 42 is used to drive the drive shaft 20 to rotate clockwise, and at this time, the fourth bevel gear 28 will drive the second spur gear 27 to rotate clockwise, which in turn causes the two auxiliary propellers 14 to rotate counterclockwise. Therefore, the navigation efficiency of the ship can be improved.

[0043] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0044] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A marine propulsion device comprising a gear box (1), characterized in that: The gear box (1) is provided with a rudder (2) on one side, the main propeller (7) and two auxiliary propellers (14) are rotatably arranged in the gear box (1), the auxiliary propeller (14) and the two main propellers (7) all penetrate to the outside of the gear box (1), the driving shaft (20) is arranged in the gear box (1), the transmission mechanism for driving the driving shaft (20) to rotate is arranged in the gear box (1), the first hydraulic cylinder (19) is installed on the inner bottom wall of the gear box (1), the telescopic end of the first hydraulic cylinder (19) is rotatably connected to the bottom end of the driving shaft (20), the surface of the driving shaft (20) is provided with a linkage mechanism for driving the main propeller (7) and the two auxiliary propellers (14) to rotate respectively, the protective cover (3) is arranged between the gear box (1) and the rudder (2), and the protective cover (3) is fixedly connected to the surface of the gear box (1), the main propeller (7) and the two auxiliary propellers (14) are located in the protective cover (3), the top protective net (5) is arranged on the upper surface of the protective cover (3), and the grids in the top protective net (5) are all in the shape of arc-shaped sharp ends, the side protective nets (4) are arranged on the two side surfaces of the protective cover (3), the rear protective net (8) is detachably arranged at the front end of the protective cover (3), the cleaning mechanism for cleaning sundries on the top protective net (5) and the cutting mechanism for cleaning the rotating shafts of the main propeller (7) and the two auxiliary propellers (14) are arranged between the rudder (2) and the protective cover (3).

2. A marine propulsion device according to claim 1, characterised in that: The transmission mechanism comprises a second fixed sleeve plate (31) and a fifth bevel gear (22), the second fixed sleeve plate (31) is installed in the gear box (1), the fifth bevel gear (22) is slidably sleeved on the top end of the driving shaft (20), the first fixed sleeve plate (23) is fixedly connected to the inner wall of the gear box (1) and is sleeved on the outer side of the driving shaft (20), the bottom end of the fifth bevel gear (22) is rotatably connected to the first fixed sleeve plate (23), and the output end of the second fixed sleeve plate (31) is fixedly connected with the driving bevel gear (32), and the driving bevel gear (32) is engaged with the fifth bevel gear (22).

3. A marine propulsion device according to claim 2, characterised in that: The top end of the driving shaft (20) is fixedly connected with a protrusion (35), the surface of the driving shaft (20) is fixedly connected with a bottom plate (34), the bottom plate (34) is connected with the protrusion (35), the middle part of the fifth bevel gear (22) is provided with a groove (36) matched with the protrusion (35), and the fifth bevel gear (22) is assembled at the protrusion (35) on the top end of the driving shaft (20) through the groove (36).

4. A marine propulsion device according to claim 1, characterised in that: The linkage mechanism comprises a first bevel gear (18) and two first spur gears (24), the first bevel gear (18) is fixedly connected at one end of the main propeller (7), the two first spur gears (24) are respectively fixedly connected at one end of the two auxiliary propellers (14), a second spur gear (27) is arranged between the two first spur gears (24), the second spur gear (27) is engaged with the two first spur gears (24), the second spur gear (27) is rotatably connected to the inner wall of the gear box (1), the middle part of the second spur gear (27) is fixedly connected with a fourth bevel gear (28), the surface of the driving shaft (20) is fixedly connected with a second bevel gear (25) and a third bevel gear (26), the second bevel gear (25) is engaged with the first bevel gear (18), and the third bevel gear (26) is matched with the fourth bevel gear (28).

5. A marine propulsion device according to claim 4, characterised in that: The surface of the driving shaft (20) is provided with a clamping groove (33), the surface of the driving shaft (20) is slidably sleeved with a sixth bevel gear (29), and the middle part of the sixth bevel gear (29) is clamped in the clamping groove (33), the top end of the gear box (1) is provided with a second hydraulic cylinder (21), the telescopic end of the second hydraulic cylinder (21) is rotatably connected with a moving shaft (30), the bottom end of the moving shaft (30) is slidably extended into the driving shaft (20) and connected with the shaft center of the sixth bevel gear (29), and the sixth bevel gear (29) is located above the fourth bevel gear (28) and matched with the fourth bevel gear (28).

6. A marine propulsion device according to claim 1, characterised in that: The side surface of the protective cover (3) is provided with a mounting groove (17), the rear protective net (8) is slidably clamped into the mounting groove (17), the side surface of the rear protective net (8) is provided with a handle (15), the side surface of the protective cover (3) close to the handle (15) is fixedly connected with a fixed frame (16), the inner wall of the fixed frame (16) is rotatably connected with a screw rod (38), one end of the screw rod (38) penetrates to the outside of the fixed frame (16) and is fixedly connected with a rotating handle (39), the surface of the screw rod (38) is threadedly sleeved with a moving plate (41), the two ends of the moving plate (41) are fixedly connected with a positioning rod (40), and one end of the two positioning rods (40) penetrates and slides to the outside of the fixed frame (16) and is located in the handle (15).

7. A marine propulsion device according to claim 1, characterised in that: The cleaning mechanism comprises a scraper (6), the scraper (6) is fixedly connected to the bottom of the rudder (2) extending above the protective cover (3), and the bottom surface of the scraper (6) is in sliding contact with the arc-shaped grid in the top protective net (5).

8. A marine propulsion device according to claim 1, characterised in that: The cutting mechanism comprises an L-shaped rod (9) and a sliding sleeve frame (12), the L-shaped rod (9) is fixed below the rotating shaft of the rudder (2), the L-shaped rod (9) extends into the protective cover (3), and the L-shaped rod (9) is rotationally connected with the protective cover (3); the sliding sleeve frame (12) is sleeved on the rotating shafts of the main propeller (7) and the two auxiliary propellers (14), the middle part of the sliding sleeve frame (12) is provided with a slot (11), the bottom end of the L-shaped rod (9) is hingedly connected with a connecting rod (10), the other end of the connecting rod (10) is hingedly connected in the slot (11), and each end of the sliding sleeve frame (12) is fixedly connected with a cutter (13) and is close to the corresponding rotating shaft.

9. A marine propulsion device according to claim 5, characterised in that: The inner wall of the gear box (1) is fixedly connected with a second fixed sleeve plate (31), the second fixed sleeve plate (31) is sleeved outside the driving shaft (20), the inner wall of the second fixed sleeve plate (31) is slidably provided with a rotating sleeve (37), and the inner wall of the rotating sleeve (37) is rotationally connected to the surface of the driving shaft (20); the second fixed sleeve plate (31) is provided in two, and the two second fixed sleeve plates (31) are located on the upper and lower sides of the sixth bevel gear (29).

10. A marine propulsion device according to claim 1, characterised in that: The two auxiliary propellers (14) are located on the two sides of the main propeller (7), and the blades on the two auxiliary propellers (14) are opposite to the blades on the main propeller (7).

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