Lifting and steering integrated structure of marine top flow machine and marine top flow machine

Abstract

This invention relates to the field of marine equipment technology, and provides an integrated lifting and steering structure for a marine jacking machine, as well as the marine jacking machine itself. The integrated lifting and steering structure includes a screw, a housing, and a sleeve, nut, motor, a first transmission mechanism, a second transmission mechanism, and a first clutch mechanism housed within the housing. The screw passes through the upper and lower ends of the housing, with the lower end connecting to a propeller. The sleeve is fitted onto the screw and is used for axial sliding and circumferential limiting. The nut is threaded onto the screw. The sleeve and nut are respectively connected to the first and second transmission mechanisms. The motor is driven by the engagement end of the first clutch mechanism. This integrated design not only achieves extreme structural simplification, reducing manufacturing costs and installation / maintenance complexity, but also significantly improves overall rigidity and long-term operational stability and reliability under harsh conditions such as ship vibration and seawater corrosion by reducing mechanical connection points.

Description

Technical Field

[0001] This invention relates to the field of marine equipment technology, and more specifically, to a lifting and steering integrated structure for a marine jacking machine and the marine jacking machine itself. Background Technology

[0002] In the field of ship positioning, a marine current-jacking engine (or electronic anchor) is an important auxiliary device. Its basic principle is to use an underwater thruster to generate reverse thrust to counteract external forces such as water flow and wind, thereby keeping the vessel in a fixed position. This is particularly suitable for scenarios requiring precise, fixed-point operations, such as sea fishing. To achieve this function, a current-jacking engine typically needs two basic adjustment capabilities: first, a lifting function, used to adjust the height of the thruster according to water depth to place it in the optimal working position or to raise it above the water when not in use; second, a steering function, used to adjust the thruster's propulsion direction to cope with water flow from different directions, ensuring the vessel's stability.

[0003] In traditional technologies, structures that achieve lifting and steering functions are often designed as separate units. For example, lifting might be achieved through a simple rope winch structure, while steering is accomplished through a separate rotating structure. This separate structure results in numerous components, a large footprint, and requires separate positioning and securing of the two structures on the hull, a cumbersome process. Furthermore, the increased number of mechanical connection points reduces the overall structural rigidity and stability, making it prone to loosening or errors during long-term use or in harsh sea conditions. Summary of the Invention

[0004] The technical problem to be solved by this invention is: how to improve the reliability and space utilization efficiency of marine top-flow machines while simplifying the structure and reducing costs.

[0005] This invention provides an integrated lifting and steering structure for a marine jacking engine, comprising a screw, a housing, and a sleeve, a nut, a motor, a first transmission mechanism, a second transmission mechanism, and a first clutch mechanism disposed within the housing. The screw passes through the upper and lower ends of the housing, with the lower end of the screw used to connect to a thruster. The sleeve is fitted onto the screw and is used for axial sliding and circumferential limiting with respect to the screw. The nut is threaded onto the screw. The sleeve and the nut are respectively connected to the first transmission mechanism and the second transmission mechanism. The motor is driven by the engagement end of the first clutch mechanism, which is used to switch between the first transmission mechanism and the second transmission mechanism, so that the power of the motor can be selectively transmitted through either the first transmission mechanism or the second transmission mechanism, thereby driving the sleeve and the nut to rotate respectively.

[0006] Optionally, the first clutch mechanism includes a first electromagnetic actuator, a push-pull rod, and a transmission pin. The output shaft of the motor is a hollow shaft. The push-pull rod passes through the output shaft of the motor. The transmission pin is connected to the upper end of the push-pull rod. The output shaft of the motor is driven to connect with the transmission pin. The first electromagnetic actuator is connected to the lower end of the motor. The first electromagnetic actuator is driven to connect with the push-pull rod and is used to drive the push-pull rod to move up and down, so as to drive the transmission pin to connect with the first transmission mechanism or the second transmission mechanism.

[0007] Optionally, the output shaft of the motor has an axially oriented oblong hole on its peripheral wall, and the end of the transmission pin is slidably connected to the oblong hole.

[0008] Optionally, the two waist-shaped holes are symmetrically opened on the peripheral wall of the output shaft of the motor, the transmission pin is arranged laterally and its two ends are slidably connected to the two waist-shaped holes respectively, and the upper end of the push-pull rod is connected to the middle of the transmission pin.

[0009] Optionally, the first transmission mechanism includes a first gear and a first gear disk meshing with each other, and the second transmission mechanism includes a second gear and a second gear disk meshing with each other. The first gear and the second gear are respectively sleeved on the output shaft of the motor and are respectively used to connect with the transmission pin. The first gear disk is connected to the outer peripheral wall of the sleeve, and the second gear disk is connected to the outer peripheral wall of the nut.

[0010] Optionally, the upper end of the first gear and the lower end of the second gear are provided with a first annular boss and a second annular boss respectively, and the first annular boss and the second annular boss are respectively provided with a slot adapted to the transmission pin.

[0011] Optionally, the integrated lifting and steering structure of the marine jacking machine further includes a support sleeve, the upper and lower ends of which are respectively sleeved on the second annular boss and the first annular boss.

[0012] Optionally, the integrated lifting and steering structure of the marine jacking machine further includes a second clutch mechanism disposed within the housing, the sleeve being provided with a snap-fit ​​portion, and the engaging end of the second clutch mechanism being used to detachably engage with the snap-fit ​​portion.

[0013] Optionally, the second clutch mechanism includes a second electromagnetic actuator, a connecting rod, and a support column. The second electromagnetic actuator and the support column are respectively connected inside the housing. The two ends of the connecting rod are respectively hinged to the driving end of the second electromagnetic actuator and the support column. A third gear plate is connected to the lower outer peripheral wall of the sleeve as the locking part. The side of the connecting rod is provided with locking teeth that are adapted to the third gear plate. The second electromagnetic actuator is used to drive the connecting rod to move so that the locking teeth engage or disengage with the third gear plate.

[0014] Compared with related technologies, the integrated lifting and steering structure of the marine jacking machine provided by the present invention has the following technical advantages:

[0015] The marine jet propeller provided by this invention features an integrated lifting and steering structure. This structure integrates the lifting nut and steering sleeve, which are arranged around the same screw and housed within a single casing. It also incorporates a single motor and a first clutch mechanism for switching power paths, creating a highly integrated functional module. This physically combines the traditionally separate lifting and steering systems into one, fundamentally eliminating the inherent problems of redundant components, numerous installation interfaces, and large space requirements associated with split designs. Furthermore, the effective switching between the first and second transmission mechanisms by the first clutch mechanism allows for precise power distribution from the single motor: when engaging the lifting path, the power drives the nut to rotate, converting the rotational motion into precise axial linear motion of the screw via the threaded joint, achieving stepless adjustment of the propeller depth; when engaging the steering path, the power drives the sleeve to rotate, and through the circumferentially limiting linkage screw and the propeller at its lower end, the entire propeller rotates horizontally, enabling flexible adjustment of the propulsion direction. This integrated design not only achieves extreme simplification of the structure, reducing manufacturing costs and installation and maintenance complexity, but also significantly improves overall rigidity and long-term operational stability and reliability under harsh conditions such as ship vibration and seawater corrosion by reducing mechanical connection points.

[0016] In addition, the present invention also provides a marine jacking machine, including the lifting and steering integrated structure of the marine jacking machine as described above.

[0017] Compared with related technologies, the marine jacking machine provided by the present invention has the same technical effect as the above-mentioned integrated lifting and steering structure of the marine jacking machine by setting up the lifting and steering structure of the marine jacking machine as described above, and will not be repeated here. Attached Figure Description

[0018] Figure 1 This is a three-dimensional structural diagram of the integrated lifting and steering structure of the marine jacking machine according to an embodiment of the present invention.

[0019] Figure 2This is a schematic diagram of the integrated lifting and steering structure of the marine jacking machine according to an embodiment of the present invention;

[0020] Figure 3 This is a schematic diagram of the internal structure of the integrated lifting and steering structure of the marine jacking machine according to an embodiment of the present invention;

[0021] Figure 4 This is a schematic diagram of a portion of the internal structure of the integrated lifting and steering structure of the marine jacking machine according to an embodiment of the present invention.

[0022] Figure 5 for Figure 4 Enlarged structural diagram at point A in the middle;

[0023] Figure 6 This is a three-dimensional structural diagram of the motor and the first clutch mechanism according to an embodiment of the present invention;

[0024] Figure 7 This is a partial structural diagram of the integrated lifting and steering structure of the marine jacking machine according to an embodiment of the present invention.

[0025] Explanation of reference numerals in the attached figures:

[0026] 10-Screw, 11-External thread, 12-Slide groove, 20-House, 21-Upper end plate, 22-Lower end plate, 23-First mounting plate, 24-Second mounting plate, 30-Sleeve, 31-Third gear, 40-Nut, 50-Motor, 51-Output shaft, 52-Oval hole, 53-Support sleeve, 61-First electromagnetic actuator, 62-Push-pull rod, 63-Transmission pin, 71-First gear, 72-First gear, 73-First annular boss, 81-Second gear, 82-Second gear, 83-Second annular boss, 91-Second electromagnetic actuator, 92-Connecting rod, 921-Clamping tooth, 93-Support column. Detailed Implementation

[0027] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0028] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in sequences other than those illustrated or described herein.

[0029] In the description of this invention, the orientations or positional relationships indicated by terms such as "up," "down," "left," "right," "top," "bottom," "front," "back," "inner," and "outer" are based on the orientations or positional relationships shown in the accompanying drawings and are used only for the convenience of describing this invention. They are not intended to indicate or imply that the device referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as limiting the scope of protection of this invention.

[0030] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0031] In the description of this specification, references to terms such as "embodiment," "one embodiment," and "one implementation" indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or implementation is included in at least one embodiment or implementation of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or implementation. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or implementations.

[0032] like Figures 1 to 3 As shown, this embodiment of the invention provides an integrated lifting and steering structure for a marine jacking engine, including a screw 10, a housing 20, and a sleeve 30, a nut 40, a motor 50, a first transmission mechanism, a second transmission mechanism, and a first clutch mechanism disposed within the housing. The screw 10 passes through the upper and lower ends of the housing 20, and the lower end of the screw 10 is used to connect to a propeller. The sleeve 30 is sleeved on the screw 10 and is used to slide axially with the screw 10 and be circumferentially limited. The nut 40 is threadedly connected to the screw 10. The sleeve 30 and the nut 40 are respectively connected to the first transmission mechanism and the second transmission mechanism. The motor 50 is driven by the engagement end of the first clutch mechanism. The engagement end of the first clutch mechanism is used to switch the connection between the first transmission mechanism and the second transmission mechanism, so that the power of the motor 50 can be selectively transmitted through the first transmission mechanism or the second transmission mechanism, and respectively drive the sleeve 30 and the nut 40 to rotate.

[0033] Furthermore, this embodiment provides an integrated lifting and steering structure for a marine jacking engine. This structure, as a complete functional module, is mainly installed on the stern or side of the vessel to replace traditional anchors or separate jacking equipment. Its core function is to generate reverse thrust through an underwater propeller to counteract external forces such as wind and current in scenarios requiring precise vessel positioning, such as sea fishing, scientific research, and rescue. This structure enables rapid and reliable adjustment of the propeller's working depth (lifting) and thrust direction (steering), thereby keeping the vessel dynamically stationary. Additionally, when approaching shore or needing to lift the propeller out of the water, the lifting structure allows for easy maintenance and repair operations.

[0034] The integrated structure mainly includes a screw 10, a housing 20, and a drive and transmission system integrated within the housing 20. The housing 20 serves as the load-bearing and protective foundation for the entire module and typically comprises a cylindrical housing body. An upper end plate 21 and a lower end plate 22 are respectively fixed to its upper and lower ends via flanges or welding, forming a sealed inner cavity. The upper end plate 21 and the lower end plate 22 typically have through holes or sealed bearing seats at their centers for the screw 10 to pass through. To facilitate the installation and fixation of internal components, multiple mounting plates (such as a first mounting plate 23 and a second mounting plate 24) can also be provided on the inner wall of the housing 20.

[0035] The screw 10, serving as the final actuator for power output, is vertically inserted through both the upper and lower ends of the housing 20. Its lower end extends out of the housing 20 to connect to the underwater thruster. The design of the middle section of the screw 10 is particularly crucial: one side of its outer surface is machined with an external thread 11 to form a threaded transmission pair with the nut 40; while on the adjacent or opposite circumferential surface, at least one axial groove 12 is machined. This "semi-circular thread, semi-circular groove" design (i.e., the external thread 11 does not cover the entire circumference) has dual advantages: firstly, it provides a fitting space for the strip-shaped protrusion on the inner wall of the sleeve 30, achieving circumferential limiting and axial guidance between the sleeve 30 and the screw 10; secondly, it retains a portion of the complete cylindrical surface, significantly enhancing the screw 10's resistance to bending under the lateral water flow thrust of the thruster, thus improving structural reliability.

[0036] The sleeve 30 is rotatably supported on the second mounting plate 24 of the housing 20 via bearings. Its inner wall has a strip-shaped protrusion (not shown in the figure) that mates with the sliding groove 12 of the screw 10, allowing the sleeve 30 to drive the screw 10 to rotate synchronously while simultaneously allowing the screw to slide freely axially relative to the sleeve. A rotary seal (such as a mechanical seal or rubber oil seal) is provided between the sleeve 30 and the through hole in the lower end plate 22 of the housing to prevent seawater from entering the housing cavity. The lower end of the nut 40 is mounted inside the sleeve 30 via a bearing or a low-friction bushing, allowing it to rotate freely within the sleeve 30, but its axial movement is constrained by a step or retaining ring within the sleeve 30. The internal thread of the nut 40 engages with the external thread 11 of the screw 10. A seal is also provided between the lower outer circumference of the nut 40 and the inner wall of the sleeve 30 to prevent corrosion and maintain lubrication.

[0037] When the power from motor 50 is transmitted to sleeve 30 via the first clutch mechanism and the first transmission mechanism, sleeve 30 rotates. Through the engagement of the strip-shaped protrusion and the sliding groove 12, sleeve 30 drives screw 10 and the entire propeller to rotate horizontally, achieving the steering function. When the power is switched to be transmitted to nut 40 via the second transmission mechanism, nut 40 rotates. Because the circumferential movement of screw 10 is restricted (by circumferential limiting of sleeve 30 or axial sliding limiting by bearings or guide sleeves on the upper / lower end plates), according to the principle of threaded pairs, the rotation of nut 40 will drive screw 10 to make precise axial linear motion, thereby achieving the lifting function of the propeller. The switching of the power path at the output end of motor 50 via the first clutch mechanism is key to controlling the two functional modes.

[0038] It should be noted that the sealing performance of the housing 20 is crucial. In addition to the dynamic rotary seals at the screw 10 and sleeve 30, sealing rings must be installed on all static connection surfaces of the housing 20 (such as the mating surface between the end plate and the cylinder). The housing 20 can be filled with grease for long-term lubrication and corrosion protection of components such as gears and bearings. When the entire integrated structure is installed on a ship, the housing 20 is typically fixed as a whole to the hull mounting base, with only the lower end of the screw 10 and the propeller extending into the water. Installation is extremely simple, and the overall rigidity is far superior to that of a split structure.

[0039] Specifically, the integrated lifting and steering structure of the marine jacking machine further includes a first mounting plate 23, which is connected to the inner wall of the housing 20. The upper end of the motor 50 is bolted to the first mounting plate 23. The first mounting plate 23 has a precise alignment hole through which the output shaft 51 of the motor 50 passes. The integrated lifting and steering structure of the marine jacking machine also includes a second mounting plate 24, which is connected to the inner wall of the housing 20. The second mounting plate 24 has a mounting hole that matches the sleeve 30. The sleeve 30 is rotatably connected to the mounting hole by a pair of angular contact ball bearings. This bearing configuration can withstand both radial force and a certain axial force, ensuring smooth rotation of the sleeve 30.

[0040] In this embodiment, the integrated lifting and steering structure of the marine jacking turbine provides a highly integrated functional module by arranging the lifting nut 40 and the steering sleeve 30 around the same screw 10 and integrating them within the same housing 20. It also incorporates a single motor 50 and a first clutch mechanism for switching power paths. This physically combines the traditionally separate lifting and steering systems into one, fundamentally eliminating the inherent problems of redundant components, numerous installation interfaces, and large space occupation caused by split designs. Furthermore, the effective switching between the first and second transmission mechanisms by the first clutch mechanism allows for precise power distribution of the single motor 50: when engaging the lifting path, the power drives the nut 40 to rotate, converting the rotational motion into precise axial linear motion of the screw 10 through the threaded joint, achieving stepless adjustment of the propeller depth; when engaging the steering path, the power drives the sleeve 30 to rotate, and through the circumferentially limiting linkage screw 10 and its lower propeller, the entire assembly rotates horizontally, achieving flexible adjustment of the propulsion direction. This integrated design not only achieves extreme simplification of the structure, reducing manufacturing costs and installation and maintenance complexity, but also significantly improves overall rigidity and long-term operational stability and reliability under harsh conditions such as ship vibration and seawater corrosion by reducing mechanical connection points.

[0041] Optionally, such as Figure 1 , Figures 3 to 6As shown, the first clutch mechanism includes a first electromagnetic actuator 61, a push-pull rod 62, and a transmission pin 63. The output shaft 51 of the motor 50 is a hollow shaft. The push-pull rod 62 passes through the output shaft 51 of the motor 50. The transmission pin 63 is connected to the upper end of the push-pull rod 62. The output shaft 51 of the motor 50 is drivenly connected to the transmission pin 63. The first electromagnetic actuator 61 is connected to the lower end of the motor 50. The first electromagnetic actuator 61 is drivenly connected to the push-pull rod 62 and is used to drive the push-pull rod 62 to move up and down, so as to drive the transmission pin 63 to connect with the first transmission mechanism or the second transmission mechanism.

[0042] Specifically, the first electromagnetic actuator 61 can be a solenoid or a linear motor. The push-pull rod 62 is fixedly connected to the transmission pin 63, which passes through the hollow output shaft 51 of the motor, with both ends used to engage with the transmission mechanism. This design integrates the clutch actuation components into the shaft of the motor 50, greatly saving radial space.

[0043] In this embodiment, by using a first electromagnetic actuator 61 to drive the push-pull rod 62 and the transmission pin 63, and by inserting the actuator into the hollow output shaft 51 of the motor 50, the drive source for the clutch switching action is arranged coaxially with the power shaft, achieving extremely high space utilization efficiency. This structure makes the clutch mechanism very compact, with rapid response and precise control, providing a foundation for reliable function switching in a confined space.

[0044] Optionally, such as Figure 1 , Figures 3 to 6 As shown, the output shaft 51 of the motor 50 has an axially oriented oblong hole 52 on its peripheral wall, and the end of the transmission pin 63 is slidably connected to the oblong hole 52.

[0045] Specifically, the length of the waist-shaped hole 52 is parallel to the axis of the output shaft 51, and its width is slightly larger than the diameter of the end of the transmission pin 63, so that the transmission pin 63 can slide up and down along the waist-shaped hole 52 and transmit the rotational torque of the output shaft 51 of the motor 50 to the transmission pin 63.

[0046] In this embodiment, by opening a waist-shaped hole 52 on the output shaft 51 of the motor 50, the transmission pin 63 can move freely along the axial direction to achieve clutch switching, and can also rotate synchronously with the output shaft 51 to transmit power. This structure cleverly integrates both guiding and torque transmission functions in one part, simplifies the structure, improves transmission reliability, and ensures the immediacy and synchronicity of power transmission when the clutch engages.

[0047] Optionally, such as Figure 1 , Figures 3 to 6As shown, two waist-shaped holes 52 are symmetrically opened on the peripheral wall of the output shaft 51 of the motor 50. The transmission pin 63 is arranged laterally, and its two ends are slidably connected to the two waist-shaped holes 52 respectively. The upper end of the push-pull rod 62 is connected to the middle of the transmission pin 63.

[0048] Specifically, the two symmetrically arranged oblong holes 52 cooperate with the two ends of the transverse transmission pin 63, ensuring that the transmission pin is subjected to balanced force, moves smoothly, and is not prone to jamming. The connection between the push-pull rod 62 and the middle of the transmission pin 63 ensures the effective transmission of push and pull forces.

[0049] In this embodiment, the symmetrical double-waisted hole 52 design, in conjunction with the transverse transmission pin 63, ensures that the clutch actuator experiences symmetrical and balanced forces during transmission, significantly improving motion stability and durability. The connection between the push-pull rod 62 and the transmission pin 63 at the center ensures that the driving force acts directly on the center, further guaranteeing the smoothness and reliability of clutch switching and preventing wear or failure due to uneven loading.

[0050] Optionally, such as Figure 1 , Figures 3 to 6 As shown, the first transmission mechanism includes a first gear 71 and a first gear disk 72 that mesh with each other, and the second transmission mechanism includes a second gear 81 and a second gear disk 82 that mesh with each other. The first gear 71 and the second gear 81 are respectively sleeved on the output shaft 51 of the motor 50 and are respectively used to connect with the transmission pin 63. The first gear disk 72 is connected to the outer peripheral wall of the sleeve 30, and the second gear disk 82 is connected to the outer peripheral wall of the nut 40.

[0051] Specifically, the first gear 71 meshes with the first gear disc 72, transmitting power to the sleeve 30. The second gear 81 meshes with the second gear disc 82, transmitting power to the nut 40. The first gear 71 and the second gear 81 are loosely fitted on the output shaft 51 and do not rotate with the shaft under normal conditions; they are only driven when the transmission pin 63 engages with them.

[0052] In this embodiment, by setting a first gear 72 and a second gear 82 connected to the sleeve 30 and the nut 40 respectively, and correspondingly setting a first gear 71 and a second gear 81 driven by the transmission pin 63, two independent and clear power transmission paths are constructed. This design reliably converts the single-shaft rotational output of the motor 50 into the rotational motion of the sleeve 30 or the nut 40 through the gear pair. It has high transmission efficiency, mature and stable structure, and is an effective means to realize time-sharing drive for lifting and steering functions.

[0053] Optionally, such as Figure 1 , Figures 3 to 6As shown, the upper end of the first gear 71 and the lower end of the second gear 81 are provided with a first annular boss 73 and a second annular boss 83 respectively. The first annular boss 73 and the second annular boss 83 are respectively provided with a slot that is adapted to the transmission pin 63.

[0054] Specifically, the shape of the slot matches the end cross-section of the transmission pin 63, for example, it can be a rectangular or semi-circular slot. When the transmission pin 63 moves to the corresponding position under the drive of the first electromagnetic actuator 61, its end is inserted into the slot, realizing circumferential locking between the gear and the transmission pin 63.

[0055] In this embodiment, by providing annular bosses with grooves on the first gear 71 and the second gear 81, a clear and reliable engagement position is provided for the transmission pin 63. The engagement between the groove and the transmission pin 63 enables rapid circumferential power locking and disengagement, with good engagement rigidity and large torque transmission. This boss and groove design makes the clutch engagement state clear and the switching accurate, effectively avoiding slippage or misoperation.

[0056] Optionally, such as Figure 1 , Figures 3 to 6 As shown, the integrated lifting and steering structure of the marine jacking machine also includes a support sleeve 53, the upper and lower ends of which are respectively sleeved on the second annular boss 83 and the first annular boss 73.

[0057] Specifically, the support sleeve 53 is fitted over the output shaft 51 between the first gear 71 and the second gear 81. Its inner diameter has a gap with the output shaft 51, and its inner walls at both ends cooperate with the outer walls of the first annular boss 73 and the second annular boss 83, so as to play the role of radial support and axial positioning.

[0058] In this embodiment, by adding a support sleeve 53, with its two ends respectively fitted onto the first annular boss 73 and the second annular boss 83, additional radial support is provided for the two empty gears, enhancing the positioning accuracy and rotational stability of the gears on the shaft and reducing the impact of gear wobbling on meshing accuracy. Simultaneously, this structure also helps to define the axial position of the two gears, making the alignment of the slot and the transmission pin 63 more reliable.

[0059] Optionally, such as Figure 1 , Figure 3 and Figure 7 As shown, the integrated lifting and steering structure of the marine jacking machine also includes a second clutch mechanism disposed within the housing 20. The sleeve 30 is provided with a snap-fit ​​part, and the engaging end of the second clutch mechanism is used to be detachably engaged with the snap-fit ​​part.

[0060] Specifically, the second clutch mechanism is used to lock the sleeve 30 and the housing 20 when the steering function is not working (such as in navigation mode), preventing them from rotating freely under the impact of water flow, thereby protecting the internal transmission components and reducing resistance.

[0061] In this embodiment, by adding a second clutch mechanism, the sleeve 30 and the housing 20 can be locked when the top flow machine only needs to be raised or lowered or fully retracted, preventing the propeller from rotating unexpectedly due to the water flow. This enhances the protection of the core transmission components, improves the safety and reliability of the equipment in non-operating states, and reduces unnecessary resistance losses.

[0062] Optionally, such as Figure 1 , Figure 3 and Figure 7 As shown, the second clutch mechanism includes a second electromagnetic actuator 91, a connecting rod 92, and a support column 93. The second electromagnetic actuator 91 and the support column 93 are respectively connected to the housing 20. The two ends of the connecting rod 92 are respectively hinged to the driving end of the second electromagnetic actuator 91 and the support column 93. The lower outer peripheral wall of the sleeve 30 is connected to a third gear disk 31 as the locking part. The side of the connecting rod 92 is provided with locking teeth 921 that are adapted to the third gear disk 31. The second electromagnetic actuator 91 is used to drive the connecting rod 92 to move so that the locking teeth 921 engage or disengage with the third gear disk 31.

[0063] Specifically, when the second electromagnetic actuator 91 is activated, it drives the connecting rod 92 to swing around its hinge point with the support column 93, thereby causing the locking teeth 921 on the connecting rod 92 to engage or disengage with the third gear disc 31 on the sleeve 30, thus achieving mechanical locking.

[0064] In this embodiment, a circumferential locking mechanism with good force amplification and reliable locking is achieved by employing a linkage 92 driven by a second electromagnetic actuator 91 and a locking tooth 921 structure, which cooperates with the third gear 31 on the sleeve 30. The linkage mechanism converts the linear motion of the electromagnetic actuator into the radial meshing motion of the locking tooth 921, enabling a firm lock with a small driving force and rapid disengagement. This design further enhances the safety locking function of the device and is easy to control.

[0065] In addition, another embodiment of the present invention provides a marine jacking machine, including the integrated lifting and steering structure of the marine jacking machine as described above.

[0066] For example, the marine jacking machine is mounted on the stern plate via the housing 20.

[0067] In this embodiment, the marine jacking machine provided in this embodiment has the same technical effect as the integrated lifting and steering structure of the marine jacking machine described above, and will not be repeated here.

[0068] While the present invention has been disclosed above, its scope of protection is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the scope of protection of the present invention.

Claims

1. A lifting and steering integrated structure for a marine jacking machine, characterized in that, The device includes a screw (10), a housing (20), and a sleeve (30), a nut (40), a motor (50), a first transmission mechanism, a second transmission mechanism, and a first clutch mechanism disposed within the housing. The screw (10) passes through the upper and lower ends of the housing (20), and the lower end of the screw (10) is used to connect to a thruster. The sleeve (30) is sleeved on the screw (10) and is used to slide axially with the screw (10) and be circumferentially limited. The nut (40) is threadedly connected to the screw (10). The sleeve (30) and the nut (40) are respectively connected to the first transmission mechanism and the second transmission mechanism. The motor (50) is driven to connect to the engagement end of the first clutch mechanism. The engagement end of the first clutch mechanism is used to switch between the first transmission mechanism and the second transmission mechanism so that the power of the motor (50) can be selectively transmitted through the first transmission mechanism or the second transmission mechanism, and respectively drive the sleeve (30) and the nut (40) to rotate. The first clutch mechanism includes a first electromagnetic actuator (61), a push-pull rod (62), and a transmission pin (63). The output shaft (51) of the motor (50) is a hollow shaft. The push-pull rod (62) passes through the output shaft (51) of the motor (50). The transmission pin (63) is connected to the upper end of the push-pull rod (62). The output shaft (51) of the motor (50) is driven to connect with the transmission pin (63). The first electromagnetic actuator (61) is connected to the lower end of the motor (50). The first electromagnetic actuator (61) is driven to connect with the push-pull rod (62) and is used to drive the push-pull rod (62) to move up and down, so as to drive the transmission pin (63) to connect with the first transmission mechanism or the second transmission mechanism. The output shaft (51) of the motor (50) has an axially oriented waist-shaped hole (52) on its peripheral wall, and the end of the transmission pin (63) is slidably connected to the waist-shaped hole (52). The first transmission mechanism includes a first gear (71) and a first gear disc (72) meshing with each other, and the second transmission mechanism includes a second gear (81) and a second gear disc (82) meshing with each other. The first gear (71) and the second gear (81) are respectively sleeved on the output shaft (51) of the motor (50) and are respectively used to connect with the transmission pin (63). The first gear disc (72) is connected to the outer peripheral wall of the sleeve (30), and the second gear disc (82) is connected to the outer peripheral wall of the nut (40).

2. The integrated lifting and steering structure of the marine jacking machine according to claim 1, characterized in that, Two waist-shaped holes (52) are symmetrically opened on the peripheral wall of the output shaft (51) of the motor (50). The transmission pin (63) is arranged horizontally and its two ends are slidably connected to the two waist-shaped holes (52). The upper end of the push-pull rod (62) is connected to the middle part of the transmission pin (63).

3. The integrated lifting and steering structure of the marine jacking machine according to claim 1, characterized in that, The upper end of the first gear (71) and the lower end of the second gear (81) are provided with a first annular boss (73) and a second annular boss (83) respectively. The first annular boss (73) and the second annular boss (83) are respectively provided with a slot that is compatible with the transmission pin (63).

4. The integrated lifting and steering structure of the marine jacking machine according to claim 3, characterized in that, The integrated lifting and steering structure of the marine jacking machine also includes a support sleeve (53), the upper and lower ends of which are respectively sleeved on the second annular boss (83) and the first annular boss (73).

5. The integrated lifting and steering structure of the marine jacking machine according to claim 1, characterized in that, The integrated lifting and steering structure of the marine top current machine also includes a second clutch mechanism disposed in the housing (20). The sleeve (30) is provided with a snap-fit ​​part, and the engagement end of the second clutch mechanism is used to be detachably engaged with the snap-fit ​​part.

6. The integrated lifting and steering structure of the marine jacking machine according to claim 5, characterized in that, The second clutch mechanism includes a second electromagnetic actuator (91), a connecting rod (92), and a support (93). The second electromagnetic actuator (91) and the support (93) are respectively connected inside the housing (20). The two ends of the connecting rod (92) are respectively hinged to the driving end of the second electromagnetic actuator (91) and the support (93). The lower outer peripheral wall of the sleeve (30) is connected to a third gear disk (31) as the locking part. The side of the connecting rod (92) is provided with a locking tooth (921) that is adapted to the third gear disk (31). The second electromagnetic actuator (91) is used to drive the connecting rod (92) to move so that the locking tooth (921) engages or disengages with the third gear disk (31).

7. A marine jacking flow generator, characterized in that, Including the integrated lifting and steering structure of the marine jacking machine as described in any one of claims 1-6.

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