Propelling device with lifting and climbing adjusting functions for ships and boats

Abstract

The utility model relates to the field of ship propelling devices, in particular to a ship propelling device with lifting and climbing adjusting functions, which comprises a base unit, a lifting driving mechanism arranged on the base unit, a vertical shaft penetrating through the lifting driving mechanism, a controller arranged at the upper end of the vertical shaft and a propeller arranged at the lower end of the vertical shaft. A synchronous belt is arranged on the vertical shaft; the lifting driving mechanism comprises a driving belt wheel and a lifting driving assembly; the synchronous belt bypasses the driving belt wheel, and the lifting driving assembly drives the vertical shaft to ascend and descend through the synchronous belt when driving the driving belt wheel to rotate. An output gear of the lifting driving assembly and the driving belt wheel are connected in an inserted mode through a coupling shaft to achieve circumferential linkage, and an operation component is arranged on the coupling shaft and used for driving the coupling shaft to move in the axial direction so that the coupling shaft can be disengaged from at least one of the output gear and the driving belt wheel in the circumferential direction. According to the scheme, manual and automatic switching is achieved, and the advantages of improving transmission reliability, simplifying operation and enhancing maintenance convenience are achieved.

Description

Technical Field

[0001] This utility model relates to the field of marine propulsion devices, and in particular to a marine propulsion device with lifting and climbing adjustment function. Background Technology

[0002] In the field of marine propulsion systems, the electronic anchor (also known as a jacking engine) is a core component for ship positioning and power control. Its lifting and adjustment function is crucial for adapting to different hull drafts and aquatic environments. Traditional electronic anchors typically consist of a mounting base, a connecting rod rotatably connected to the mounting base, a top shell on top of the connecting rod, and a thruster at the bottom. However, most existing connecting rods use a fixed structure, which cannot achieve lifting and adjustment, resulting in a fixed thruster position that is difficult to adapt to diverse operating conditions such as shallow water, deep water, or wave-like conditions. For example, in shallow water areas where the thruster needs to be raised to avoid hitting the bottom, the fixed structure restricts the ship's maneuverability; while in deep water operations, insufficient thruster submersion leads to decreased propulsion efficiency.

[0003] To address the aforementioned issues, existing technologies, such as the CN221738066U patent, propose a lifting adjustment scheme: a lifting drive mechanism on the mounting base drives a steel cable to wind around the annular grooves of the driving and driven rollers, and a linkage connecting rod is raised and lowered to adjust the height of the pusher. Although this scheme achieves position adjustment of the pusher, its lifting function still has significant shortcomings: 1. Low transmission reliability: the winding of the steel cable around the driving roller relies on the friction of the groove sidewalls, which easily leads to slippage under heavy loads or frequent start-stop operations, resulting in decreased lifting accuracy;

[0004] Lacking an effective guiding and tensioning mechanism, the steel cable lacks axial guiding constraint during transmission, making it prone to deviation or loosening. It requires manual adjustment components to repeatedly calibrate the tightness, which is cumbersome and difficult to maintain long-term stability.

[0005] 3. Inconvenient maintenance and emergency operation: The lifting drive unit and the active roller are fixedly connected, making it impossible to quickly disconnect the power transmission in an emergency, which leads to difficulties in manual adjustment.

[0006] To address the aforementioned issues, existing technologies urgently need improvement. Summary of the Invention

[0007] To address the aforementioned problems, the purpose of this utility model is to provide a propulsion device for boats with lifting and climbing adjustment functions, enabling manual / automatic switching, and offering advantages such as improved transmission reliability, simplified operation, and enhanced maintenance convenience.

[0008] To achieve the above objectives, the present invention adopts the following technical solution:

[0009] This application provides a propulsion device for boats with lifting and climbing adjustment function. The technical solution is as follows: A propulsion device for boats with lifting and climbing adjustment function includes a base unit, a lifting drive mechanism disposed on the base unit, a vertical shaft passing through the lifting drive mechanism, and a controller disposed at the upper end and a thruster disposed at the lower end of the vertical shaft; a synchronous belt is disposed on the vertical shaft, and both ends of the synchronous belt are fixed to the vertical shaft; the lifting drive mechanism includes a housing, a drive pulley rotatably positioned inside the housing, and a lifting drive assembly for driving the drive pulley; the synchronous belt passes around the drive pulley, and when the lifting drive assembly drives the drive pulley to rotate, it drives the vertical shaft to lift and lower through the synchronous belt; the output gear of the lifting drive assembly is circumferentially linked to the drive pulley through a coupling, and an operating component is disposed on the coupling for driving the coupling to move axially, so that the coupling can be circumferentially disengaged from at least one of the output gear and the drive pulley.

[0010] Furthermore, this application also proposes that the coupling is constructed as a splined shaft, and an external gear is provided on the outer surface of the coupling; the output gear and the drive pulley are provided with shaft holes that mesh with the external gear; when the coupling moves axially, the external gear on it disengages from the shaft hole of at least one of the output gear and the drive pulley.

[0011] Furthermore, this application also proposes that the operating component is connected to the end of the coupling and is rotatable relative to it, so that the operating component is not driven when the coupling rotates.

[0012] Furthermore, this application also proposes that a shaft hole is constructed on the side wall of the housing, and the side wall of the shaft hole is provided with an axial groove and a circumferential groove communicating with the bottom of the axial groove; the operating component includes a shaft portion and a slider disposed on the outer side wall of the shaft portion; when the shaft portion is inserted into the shaft hole, the slider is embedded in the axial groove to guide axial movement, and when the slider moves to the bottom of the axial groove, rotating the operating component can cause the slider to rotate into the circumferential groove, thereby restricting the axial displacement of the coupling.

[0013] Furthermore, this application also proposes that the housing sidewall is provided with a groove, and the shaft hole is located in the groove; when the slider rotates into the circumferential groove, the operating component is completely housed in the groove.

[0014] Furthermore, this application also proposes that the driving pulley is a gear structure, the synchronous belt is a toothed belt, and the synchronous belt meshes with the driving pulley for transmission.

[0015] Furthermore, this application also proposes that the lifting drive mechanism further includes at least two clamping wheels, which are located on both sides of the synchronous belt output direction of the drive pulley and clamp the vertical shaft so that the synchronous belt fits against the surface of the vertical shaft.

[0016] Furthermore, this application also proposes that the vertical shaft has a groove, and the synchronous belt is embedded in the groove and fixedly connected to the vertical shaft.

[0017] Furthermore, this application also proposes that the housing includes a first half-housing and a second half-housing, and a mounting plate disposed within the two half-housings; the lifting drive assembly and the drive pulley are respectively located on both sides of the mounting plate, and a cover plate is provided on the mounting plate, forming a channel between the cover plate and the mounting plate; after the first half-housing and the second half-housing are docked, a channel opening for the vertical shaft to pass through is formed on the upper and lower sides of the channel.

[0018] As can be seen from the above, the propulsion device for boats with lifting and climbing adjustment function provided in this application solves the problems of low transmission reliability, cumbersome operation and inconvenient maintenance in traditional technology through the meshing transmission of synchronous belt and drive pulley, and the design of detachable coupling. It realizes manual and automatic switching and has the advantages of improving transmission reliability, simplifying operation and enhancing maintenance convenience. Attached Figure Description

[0019] Figure 1 This is a three-dimensional schematic diagram of a propulsion device for a boat provided in this application.

[0020] Figure 2 This is a cross-sectional schematic diagram of a propulsion device for a boat provided in this application.

[0021] Figure 3 This is an assembly diagram of a lifting drive mechanism provided in this application.

[0022] Figure 4 This is a partial schematic diagram of the shell.

[0023] Figure 5 This is a schematic diagram of the operating components.

[0024] Figure 6 This is a schematic diagram of the internal structure of the lifting drive mechanism. Detailed Implementation

[0025] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this utility model, and should not be construed as limiting this utility model.

[0026] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "clockwise", "counterclockwise", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0027] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more, unless otherwise expressly defined.

[0028] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., 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 or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0029] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0030] like Figure 1-6 As shown, this embodiment proposes a propulsion device for boats with lifting and climbing adjustment function, including a base unit 1, a lifting drive mechanism 2 mounted on the base unit 1, a vertical shaft 3 passing through the lifting drive mechanism 2, and a controller 4 mounted on the upper end and a thruster mounted on the lower end of the vertical shaft 3. A synchronous belt 301 is mounted on the vertical shaft 3, and both ends of the synchronous belt 301 are fixedly connected to the vertical shaft 3. This fixed connection includes direct connection and also includes... Figure 2 The indirect connection shown involves fixing the upper end of the timing belt 301 inside the controller 4. The lifting drive mechanism 2 includes a housing 201, a drive pulley 202 rotatably positioned inside the housing 201, and a lifting drive assembly 203 that drives the drive pulley 202. The timing belt 301 passes around the drive pulley 202. When the lifting drive assembly 203 drives the drive pulley 202 to rotate, it drives the vertical shaft 3 to rise and fall via the timing belt 301. The output gear 2031 of the lifting drive assembly 203 is connected to the drive pulley 202 through a coupling 204 to achieve circumferential linkage. An operating component 205 is provided on the coupling 204 to drive the coupling 204 to move axially, so that the coupling 204 can be circumferentially disengaged from at least one of the output gear 2031 and the drive pulley 202.

[0031] This technical solution achieves the lifting and adjustment function of a marine propulsion device through the combination of a base unit 1, a lifting drive mechanism 2, a vertical shaft 3, a controller 4, and a thruster. It adjusts the height of the thruster to suit various operating environments. Furthermore, the synchronous belt 301 on the vertical shaft 3 cooperates with the drive pulley 202 in the lifting drive mechanism 2. The lifting drive assembly 203 drives the drive pulley 202 to rotate, thereby raising and lowering the vertical shaft 3—this is electric lifting. The design of the coupling 204 allows for circumferential linkage or disengagement between the output gear 2031 and the drive pulley 202. The operating component 205 controls the axial movement of the coupling 204, further enhancing the flexibility and operability of the device. This is applicable when the lifting drive assembly 203 fails, such as a motor failure; manual lifting and adjustment can be achieved by axially moving the coupling 204 to disengage it from the lifting drive assembly 203, thus preventing motor lock-up and the inability to adjust the thruster height. Through the synergy of these technical features, this solution effectively solves the technical problems of lifting and adjustment in marine propulsion devices.

[0032] like Figure 6In a further embodiment shown, the coupling 204 is constructed as a splined shaft, and an external gear 2041 is provided on the outer surface of the coupling 204. The output gear 2031 and the drive pulley 202 have shaft holes at their centers that mesh with the external gear 2041. When the coupling 204 moves axially, the external gear 2041 disengages from the shaft hole of at least one of the output gear 2031 and the drive pulley 202. Specifically, the coupling 204 adopts a splined shaft structure, and the tooth profile of the external gear 2041 can be spur, helical, or spiral to adapt to different meshing requirements. The internal tooth profile of the shaft hole matches the tooth profile of the external gear 2041 to ensure stability and transmission efficiency during meshing. The axial movement of the coupling 204 can be achieved by a manual operating component 205 or an automatic drive mechanism. The operating component 205 can be a handle, knob, or lever, etc., and the drive mechanism can be an electric actuator, hydraulic cylinder, or pneumatic device, etc. The axial movement distance of coupling 204 can be adjusted according to actual needs to ensure that the external gear 2041 can completely disengage from the shaft bore, avoiding jamming or wear caused by partial meshing. In addition, the splined shaft structure of coupling 204 can also be equipped with a limiting device, such as a limiting ring or a limiting pin, to prevent coupling 204 from exceeding the predetermined range during movement, ensuring the accuracy and safety of operation.

[0033] The coupling 204, through its splined shaft structure and external gear 2041 design, achieves rapid disengagement from the output gear 2031 and the drive pulley 202. When the coupling 204 moves axially, the external gear 2041 disengages from its shaft bore, thereby interrupting power transmission. This design allows the coupling 204 to quickly disengage from power transmission when needed, facilitating maintenance and emergency operation, such as emergency manual lifting in case of failure of the lifting drive assembly 203, while also improving the reliability and flexibility of the device. Thus, when the coupling 204 moves axially, its external gear 2041 disengages from the shaft bore of at least one of the output gear 2031 and the drive pulley 202, thereby enabling switching between manual and electric modes. Compared with existing technologies, this solution, by optimizing the structure and operation of the coupling 204, solves the problem of the coupling 204's inability to quickly disengage in traditional technologies, improving the practicality and ease of operation of the device.

[0034] Furthermore, the operating component 205 is connected to the end of the coupling 204 and is capable of relative rotation, so that the operation component 205 is not driven when the coupling 204 rotates. Specifically, the ends of the operating component 205 and the coupling 204 are only axially connected by bolts and nuts, but are not linked or pressed in the circumferential direction. In another embodiment, the operating component 205 can also be connected to the coupling 204 via a bearing or a sliding sleeve, which allows the operating component 205 to remain stationary or rotate independently when the coupling 204 rotates. For example, the operating component 205 can be connected to the coupling 204 via a ball bearing, with the inner ring of the ball bearing fixed to the coupling 204 and the outer ring connected to the operating component 205, thereby achieving relative rotation. As a preferred embodiment, the operating component 205 can also be connected to the coupling 204 via a sliding sleeve, with a lubricating layer between the inner wall of the sliding sleeve and the coupling 204 to reduce friction and ensure independent rotation of the operating component 205. Therefore, this technical solution effectively solves the problem of the operating component 205 being driven by the rotation of the coupling 204 by the relative rotation design of the operating component 205 and the coupling 204. Specifically, when the coupling 204 rotates, the operating component 205 remains stationary due to its connection with the coupling 204, avoiding the influence of the coupling 204's rotation on the operating component 205. This design not only improves the stability and convenience of operation but also reduces the wear and tear on the operating component 205 and prevents the exposed operating component 205 from rotating. Compared with the prior art, this solution achieves independent movement of the operating component 205 and the coupling 204 through simple structural improvements, solving the problem of the operating component 205 being disturbed by the rotation of the coupling 204 in traditional designs, and has high practicality and reliability.

[0035] like Figure 4 and 5As shown, a shaft hole 2011 is constructed on the side wall of the housing 201. The side wall of the shaft hole 2011 is provided with an axial groove 2012 and a circumferential groove 2013 communicating with the bottom of the axial groove 2012. The operating component 205 includes a shaft portion 2051 and a slider 2052 disposed on the outer side wall of the shaft portion 2051. When the shaft portion 2051 is inserted into the shaft hole 2011, the slider 2052 is embedded in the axial groove 2012 to guide axial movement. When the slider 2052 moves to the bottom of the axial groove 2012, rotating the operating component 205 allows the slider 2052 to rotate into the circumferential groove 2013, thereby limiting the axial displacement of the coupling 204. Specifically, the design of the shaft hole 2011 provides a clear guiding path for the operating component 205 during axial movement, ensuring the stability of its movement. The introduction of the axial groove 2012 prevents the slider 2052 from shifting or loosening during axial movement, improving operational accuracy. The circumferential groove 2013 further restricts the axial displacement of the coupling 204, preventing unnecessary movement during operation. As a preferred embodiment, the depth and width of the axial groove 2012 can be adjusted according to actual needs to ensure the smoothness and stability of the slider 2052 during movement. Furthermore, the shape and size of the circumferential groove 2013 can be optimized according to the specific structure of the coupling 204 to achieve better limiting effect. To this end, this technical solution provides a clear guiding path for the axial movement of the operating component 205 through the shaft hole 2011 and the groove structure on the side wall of the housing 201, ensuring its stability during axial movement. The design of the slider 2052 embedded in the axial groove 2012 prevents the operating component 205 from shifting or loosening during axial movement, improving operational accuracy. When the slider 2052 moves to the bottom of the axial groove 2012 and the operating component 205 is rotated, the slider 2052 rotates into the circumferential groove 2013. This design effectively limits the axial displacement of the coupling 204, preventing unnecessary movement of the coupling 204 during operation, thereby ensuring a stable connection between the coupling 204 and the output gear 2031 and the drive pulley 202. Compared with the prior art, this solution significantly improves the reliability and accuracy of operation by optimizing the guiding and limiting mechanisms, and solves the problem of difficult effective control of the axial displacement of the coupling 204 in traditional technologies.

[0036] Furthermore, a slot 2014 is provided on the side wall of the housing 201, and the shaft hole 2011 is located within the slot 2014. When the slider 2052 rotates into the circumferential groove 2013, the operating component 205 is completely housed in the slot 2014. The design of the slot 2014 can be implemented in various forms. For example, the shape of the slot 2014 can be rectangular, circular, or other geometric shapes, and the specific shape can be adapted according to the size and shape of the operating component 205. The depth of the slot 2014 can be designed according to the thickness of the operating component 205 to ensure that the operating component 205 can be completely embedded in the slot 2014 when housed, without protruding from the surface of the housing 201. In addition, the side wall of the slot 2014 can be designed as a smooth surface or have a guide structure to facilitate the movement and positioning of the slider 2052. The position of the shaft hole 2011 can be set at the center or offset position of the slot 2014, and the specific position can be optimized according to the movement trajectory of the operating component 205. Through the above technical solution, the operating component 205 can be completely embedded in the slot 2014 when stored, reducing the space occupied by the operating component 205 during storage. When the slider 2052 rotates into the circumferential groove 2013, the operating component 205 is completely stored in the slot 2014, preventing the operating component 205 from protruding from the surface of the housing 201 during storage, thus solving the technical problem of the operating component 205 not protruding outward and occupying too much space during storage. In addition, the fact that the operating component 205 is completely stored in the slot 2014 can also provide users with intuitive visual feedback, making it easy for users to confirm that the adjustment is in place. Compared with the prior art, this technical solution achieves efficient storage of the operating component 205 by optimizing the design of the slot 2014 and the shaft hole 2011, improving the compactness and ease of use of the device.

[0037] In a specific implementation scheme, the drive pulley 202 is a gear structure, and the synchronous belt 301 is a toothed belt. The synchronous belt 301 meshes with the drive pulley 202 for transmission. The gear structure refers to the drive pulley 202 having teeth machined on its surface to match the toothed belt. The toothed belt is a flexible belt with teeth on its surface. The teeth of the toothed belt mesh with the teeth of the drive pulley 202 to achieve transmission. Specifically, the meshing transmission method of the gear-structured drive pulley 202 and the toothed belt effectively avoids slippage caused by insufficient friction in traditional transmission methods, improving transmission stability and accuracy. As a preferred implementation, the gear-structured drive pulley 202 can use different tooth profiles such as spur teeth, helical teeth, or herringbone teeth. The toothed belt can be made of different materials and has different tooth pitches to adapt to different load and speed requirements. Therefore, the design of the gear structure and the toothed belt ensures stability and reliability during transmission. Through meshing transmission, the transmission instability problem caused by insufficient friction in traditional transmission methods is avoided, improving transmission accuracy and efficiency. Specifically, the meshing transmission between the gear-structured drive pulley 202 and the toothed belt effectively transmits power, reduces energy loss, and maintains transmission stability even under load changes or frequent start-stop conditions. Therefore, this design not only solves the technical problems of traditional transmission methods but also improves the overall performance of the propulsion device. Thus, this application solves the technical problem of unstable transmission between the synchronous belt 301 and the drive pulley 202 by employing a gear-structured drive pulley 202 meshing transmission with a toothed belt. Compared with existing technologies, this technical solution has higher transmission stability and accuracy, effectively avoids slippage, and improves transmission reliability. Furthermore, the design of the gear structure and toothed belt can adapt to different load and speed requirements, further enhancing the environmental adaptability and practicality of the propulsion device.

[0038] like Figure 2 and 6As shown, the lifting drive mechanism 2 also includes at least two clamping rollers 206. The two clamping rollers 206 are located on both sides of the output direction of the synchronous belt 301 of the drive pulley 202, and clamp the vertical shaft 3, causing the synchronous belt 301 to adhere to the surface of the vertical shaft 3. Specifically, the design of the clamping rollers 206 can be achieved in various ways. For example, the clamping rollers 206 can be made of an elastic material to provide sufficient clamping force while avoiding damage to the surfaces of the synchronous belt 301 and the vertical shaft 3. Furthermore, the position of the clamping rollers 206 can be finely adjusted by an adjustment device to ensure optimal contact between the synchronous belt 301 and the surface of the vertical shaft 3. As a preferred embodiment, the surface of the clamping rollers 206 can be designed with textures or grooves to increase friction with the synchronous belt 301, further improving the stability of the transmission. Therefore, the technical solution of this application effectively solves the problem of insufficient contact between the synchronous belt 301 and the vertical shaft 3 by setting the clamping rollers 206, thereby improving the stability and reliability of the transmission. The clamping roller 206 not only enhances the fit between the synchronous belt 301 and the vertical shaft 3, improving their synchronization, but also reduces vibration and noise during transmission through clamping, further improving the overall performance of the propulsion device. Compared with existing technologies, the technical solution of this application has higher transmission accuracy and lower maintenance costs, and can better adapt to various working conditions.

[0039] Furthermore, a groove 302 is formed on the vertical shaft 3, and the synchronous belt 301 is embedded in the groove 302 and fixedly connected to the vertical shaft 3. The design of the groove 302 allows the synchronous belt 301 to be firmly fixed to the vertical shaft 3, preventing the synchronous belt 301 from shifting or loosening during transmission, thereby ensuring that the synchronous belt 301 can stably drive the vertical shaft 3 to rise and fall. Specifically, the shape of the groove 302 can be rectangular, trapezoidal, or other suitable shapes to better accommodate the synchronous belt 301 and increase the contact area. The synchronous belt 301 can be fixed to the vertical shaft 3 by means of bonding, riveting, or bolting to ensure its stability. As a preferred embodiment, the depth and width of the groove 302 can be adjusted according to the size of the synchronous belt 301 to provide the best fixing effect. This technical solution solves the problem of fixing the synchronous belt 301 to the vertical shaft 3 by forming a groove 302 on the vertical shaft 3 and embedding the synchronous belt 301 in the groove 302 and fixing it to the vertical shaft 3. The grooved design 302 ensures that the synchronous belt 301 is securely fixed to the vertical shaft 3, preventing it from shifting or loosening during transmission and ensuring that the synchronous belt 301 can stably drive the vertical shaft 3 to rise and fall. This structure not only improves the reliability of the transmission but also simplifies the installation and maintenance process, making the propulsion device more stable and efficient during lifting and adjustment. Compared with existing technologies, this solution significantly improves the stability and reliability of the transmission, reduces the frequency of maintenance and adjustment, and enhances the overall performance of the propulsion device by optimizing the fixing method of the synchronous belt 301.

[0040] like Figure 3 and 6 As shown, the housing 201 includes a first half-housing 201a and a second half-housing 201b, and a mounting plate 207 disposed within the two half-housings. A lifting drive assembly 203 and a drive pulley 202 are located on opposite sides of the mounting plate 207. A cover plate 208 is provided on the mounting plate 207, forming a channel 209 between the cover plate 208 and the mounting plate 207. After the first half-housing 201a and the second half-housing 201b are joined, channel openings 210 for the vertical shaft 3 to pass through are formed on the upper and lower sides of the channel 209. Specifically, the split design of the first half-housing 201a and the second half-housing 201b simplifies the manufacturing and installation process of the housing 201, facilitating disassembly and maintenance. The mounting plate 207 is disposed within the two half-housings, with the lifting drive assembly 203 and the drive pulley 202 respectively mounted on opposite sides of the mounting plate 207. This layout optimizes the utilization of internal space and reduces the overall size of the housing 201. The channel 209 formed between the cover plate 208 and the mounting plate 207 provides guidance for the lifting and lowering of the vertical shaft 3, ensuring its stability during this process. The channel opening 210 formed by the docking of the first half-shell 201a and the second half-shell 201b ensures the smooth passage of the vertical shaft 3 during lifting, avoiding alignment difficulties. In a preferred embodiment, the mounting plate 207 can be fixed to the two half-shells by bolts or welding, ensuring its stability. The cover plate 208 can be connected to the mounting plate 207 by hinges or clips for easy disassembly and maintenance. The width and height of the channel 209 can be adjusted according to the diameter and lifting range of the vertical shaft 3 to ensure that the vertical shaft 3 does not shift or jam during lifting. Therefore, this structural design not only simplifies the installation process of the housing 201 but also improves the stability and reliability of the vertical shaft 3's lifting and lowering. Compared with the prior art, the technical solution of this application effectively solves the technical problems of complex structure of housing 201, inconvenient installation and difficulty in aligning channel opening 210 during the lifting of vertical shaft 3 by designing a split housing and guide channel 209, thereby improving the environmental adaptability and reliability of the propulsion device.

[0041] In summary, compared with existing technologies, this solution has the following advantages: First, the meshing transmission between the synchronous belt 301 and the drive pulley 202 improves the reliability and accuracy of the transmission, avoiding the slippage problem in traditional steel cable transmission. Second, the design of the coupling 204 makes the device more flexible in switching between electric and manual modes, enhancing its emergency operation capability. Furthermore, the design of the pressure wheel 206 and the groove 302 further enhances the connection stability between the synchronous belt 301 and the vertical shaft 3, ensuring long-term reliability. Finally, the split design of the housing 201 and the placement of the channel opening 210 make the movement of the vertical shaft 3 smoother, simplifying the assembly and maintenance process of the device.

[0042] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0043] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention without departing from the principles and spirit of the present invention.

Claims

1. A boat propelling device with lifting and climbing adjustment function, comprising a base unit (1), a lifting drive mechanism (2) arranged on the base unit (1), a vertical shaft (3) penetrating through the lifting drive mechanism (2), and a controller (4) arranged on the upper end of the vertical shaft (3) and a propeller arranged on the lower end of the vertical shaft (3); characterized in that: a synchronous belt (301) is arranged on the vertical shaft (3), and both upper and lower ends of the synchronous belt (301) are fixedly connected to the vertical shaft (3); the lifting drive mechanism (2) comprises a shell (201), a driving pulley (202) rotationally positioned inside the shell (201), and a lifting drive assembly (203) driving the driving pulley (202); the synchronous belt (301) passes around the driving pulley (202), and the lifting drive assembly (203) drives the driving pulley (202) to rotate, thereby driving the vertical shaft (3) to lift through the synchronous belt (301); the output gear (2031) of the lifting drive assembly (203) and the driving pulley (202) are connected through a shaft coupling (204) to realize circumferential linkage, an operating part (205) is arranged on the shaft coupling (204) to drive the shaft coupling (204) to move axially, so that the shaft coupling (204) can be circumferentially decoupled from at least one of the output gear (2031) and the driving pulley (202); the shaft coupling (204) is constructed as a spline shaft, and an external gear (2041) is arranged on the outer surface of the shaft coupling (204); the shaft center of the output gear (2031) and the driving pulley (202) is provided with a shaft center hole engaged with the external gear (2041); when the shaft coupling (204) moves axially, the external gear (2041) thereon is decoupled from the shaft center hole of at least one of the output gear (2031) and the driving pulley (202); the operating part (205) is connected to the end of the shaft coupling (204) and can rotate relative to the shaft coupling (204), so that the shaft coupling (204) does not drive the operating part (205) to rotate when the shaft coupling (204) rotates; an axle hole (2011) is constructed on the side wall of the shell (201), an axial sliding groove (2012) and a circumferential sliding groove (2013) in communication with the bottom of the axial sliding groove (2012) are arranged on the side wall of the axle hole (2011); the operating part (205) comprises a shaft part (2051) and a sliding block (2052) arranged on the outer side wall of the shaft part (2051); when the shaft part (2051) is inserted into the axle hole (2011), the sliding block (2052) is embedded into the axial sliding groove (2012) to guide the axial movement, and when the sliding block (2052) moves to the bottom of the axial sliding groove (2012), rotating the operating part (205) can make the sliding block (2052) turn into the circumferential sliding groove (2013), thereby limiting the axial displacement of the shaft coupling (204); a slot (2014) is arranged on the side wall of the shell (201), and the axle hole (2011) is located in the slot (2014); when the sliding block (2052) turns into the circumferential sliding groove (2013), the operating part (205) is completely accommodated in the slot (2014). ​ ​ ​ 2. The marine propulsion unit of claim 1, wherein: ​ 3. The marine propulsion unit of claim 2, wherein: ​ 4. The marine propulsion unit of claim 3, wherein: ​ 5. The marine propulsion unit of claim 4, wherein: ​ 6. The marine propulsion unit of claim 1, wherein: The driving wheel (202) is a gear structure, and the synchronous belt (301) is a toothed belt, which is engaged with the driving wheel (202) for transmission.

7. The marine propulsion unit of claim 6 wherein: The lifting driving mechanism (2) further comprises at least two pressing wheels (206), which are respectively located on two sides of the synchronous belt (301) output direction of the driving wheel (202) and press the vertical shaft (3) so that the synchronous belt (301) is attached to the surface of the vertical shaft (3).

8. The marine propulsion unit of claim 1, wherein: The vertical shaft (3) is provided with a groove (302), and the synchronous belt (301) is embedded in the groove (302) and fixedly connected with the vertical shaft (3).

9. The marine propulsion unit of claim 1, wherein: The shell (201) comprises a first half shell (201a) and a second half shell (201b), and a mounting plate (207) arranged in the two half shells; the lifting driving assembly (203) and the driving wheel (202) are respectively located on two sides of the mounting plate (207), and the mounting plate (207) is provided with a cover plate (208), and a channel (209) is formed between the cover plate (208) and the mounting plate (207); after the first half shell (201a) and the second half shell (201b) are butted, a channel opening (210) for the vertical shaft (3) to pass through is formed on the upper and lower sides of the channel (209).

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