Marine propeller assembly

Abstract

The utility model provides a kind of marine propeller assembly, it includes a gear box, a impeller and a fairing cover.The gear box is connected with the impeller by a transmission shaft, and the impeller is driven to rotate by the transmission shaft.The fairing cover has an outer cover, a hollow shaft part and multiple fairing pieces, the outer cover is connected to the box body of the gear box, and the first flow guide part of the outer cover is tapered towards the direction of a first opening, and the first ring part surrounds the impeller, and the hollow shaft part is arranged in the outer cover and connected to the wheel shaft of the impeller, and these fairing pieces are connected between the inner peripheral surface of the outer cover and the outer peripheral surface of the hollow shaft part and arranged in equidistant ring shape relative to the hollow shaft part.In this way, the scattered vortex is guided to a specific direction by the fairing cover to improve the power of ship propulsion.

Description

Technical Field

[0001] This utility model relates to marine propulsion assemblies, and more particularly to a marine propulsion assembly with a flow-rectifying function, which has a shroud around the impeller to convert the vortex generated by the impeller rotation into water flow in the axial direction, thereby improving the efficiency of converting mechanical energy into fluid kinetic energy. Background Technology

[0002] Ships typically propel themselves forward using reaction forces, which are achieved through various propulsion devices such as impellers or water pumps. These propulsion devices convert the energy generated by the power source into thrust related to changes in the kinetic energy or pressure of the water. Therefore, when the propulsion device is in operation, the water flows backward, which in turn generates a forward reaction force to propel the ship forward.

[0003] Ships equipped with impellers utilize an engine to drive the impeller at high speed. The blades, rotating, push water backward, creating vortices that form behind the hull and propel the ship forward. However, at high speeds, the impeller cannot limit the range of water rotation, resulting in widespread vortices behind the hull. These scattered vortices reduce the ship's thrust, meaning the impeller's mechanical energy cannot be efficiently converted into fluid kinetic energy. Therefore, increasing engine power is necessary to achieve better propulsion efficiency.

[0004] Therefore, the direction conceived by this utility model is to provide a structure that can improve the conversion efficiency of ship impellers. Utility Model Content

[0005] Given the numerous shortcomings of existing marine propulsion systems, the main objective of this invention is to provide a marine propulsion assembly that can improve propulsion efficiency. This assembly utilizes a design that tapers at one end of the fairing to alter the water flow pattern, thereby improving the propulsion efficiency of the marine propulsion assembly.

[0006] To achieve the aforementioned main objectives, this utility model provides a marine propulsion assembly comprising a gearbox, an impeller, and a fairing. The gearbox has a housing and a drive shaft, the drive shaft being rotatably mounted on the housing, with its front end passing through the housing and its rear end extending out of the housing. The impeller has a shaft and multiple blades, the shaft being connected to the gearbox's drive shaft, and the blades being equidistantly arranged in a ring on the outer circumference of the shaft. The fairing has an outer cover, a hollow shaft portion, and multiple rectifier vanes. The outer cover has a first ring portion, a first guide portion formed on one end edge of the first ring portion, and a first opening formed on one end edge of the first guide portion. The first ring portion is assembled to the housing of the gearbox and surrounds the impeller. The first guide portion is tapered in the direction of the first opening. The hollow shaft portion is disposed inside the outer cover and assembled to the impeller shaft. The rectifier vanes are connected between the inner circumferential surface of the outer cover and the outer circumferential surface of the hollow shaft portion and are arranged in an equidistant ring relative to the hollow shaft portion.

[0007] Through the aforementioned technical features, the fairing, by surrounding the impeller blades with an outer casing, can restrict the direction of the water flow driven by the impeller's rotation. Furthermore, while the impeller rotates, these fairing blades reduce the chance of eddies forming behind the ship. The tapering design of the first guide section of the fairing ensures that the water flow, when ejected from the first opening towards the rear of the ship, is in a straight line and coaxial with the impeller, allowing the impeller to fully convert rotational force into propulsive force to propel the ship forward. Additionally, the structural design of surrounding the impeller with the fairing also reduces the impeller's potential harm to organisms around the hull and prevents the blades from becoming entangled in debris, thus reducing the force of the water flow.

[0008] Preferably, the impeller shaft has an outer shaft housing, an inner shaft housing, and multiple ribs. The outer and inner shaft housings are hollow cylindrical tubes. The inner shaft housing is located inside the outer shaft housing and connected to the gearbox drive shaft. The ribs connect the inner circumferential surface of the outer shaft housing and the outer circumferential surface of the inner shaft housing. The blades are integrally formed and connected to the outer circumferential surface of the outer shaft housing. In this way, the gearbox drive shaft drives the impeller's inner shaft housing to rotate, causing the blades to rotate at high speed. The ribs located between the outer and inner shaft housings ensure the overall strength of the impeller, preventing damage to the impeller, which is immersed in water for extended periods and requires high-speed rotation.

[0009] Preferably, the gearbox housing has a conical section, an upper wing plate, a lower wing plate, and a vortex baffle. One end of the conical section is fitted with the impeller shaft. The upper and lower wing plates are integrally formed and connected to the top and bottom sides of the conical section. The vortex baffle is integrally formed and connected to the upper wing plate. The lower wing plate is connected to the bottom edge of the outer periphery of the first ring of the fairing via a lower connecting plate. The vortex baffle is connected to the top edge of the outer periphery of the first ring of the fairing via two upper connecting plates. In this way, the vortex baffle can prevent the upward transmission of water flow or vortices generated by the impeller rotation behind the ship, thus ensuring the stability of the hull.

[0010] Preferably, the gearbox housing also has an assembly section integrally formed and connected to the top side of the upper wing plate and located above the anti-vortex baffle. In this way, the marine propulsion unit is assembled to the ship's engine casing via the assembly section.

[0011] Preferably, the hollow shaft portion of the fairing has a second ring portion, a second guide portion formed at one end edge of the second ring portion, and a second opening formed at one end edge of the second guide portion, the second guide portion being tapered towards the second opening. This tapering shape of the hollow shaft portion towards the second opening increases the water flow convergence effect, resulting in higher velocity and pressure of the water jetted towards the rear of the ship, further enhancing the ship's propulsion power.

[0012] Detailed construction, features, assembly, and usage of the marine propulsion assembly provided by this invention will be described in the subsequent detailed description of the embodiments. However, those skilled in the art should understand that these detailed descriptions and the specific embodiments listed for implementing this invention are merely illustrative and not intended to limit the scope of protection of this invention. Attached Figure Description

[0013] Figure 1 This is a perspective view of the present utility model;

[0014] Figure 2 This is an exploded perspective view of the present invention; and

[0015] Figure 3 This is a side view of the present invention.

[0016] In the accompanying drawings, the meanings of the reference numerals are as follows:

[0017] 10. Marine propulsion assembly;

[0018] 20. Gearbox;

[0019] 21. Box body;

[0020] 211. Conical part;

[0021] 212. Upper wing plate;

[0022] 213. Lower wing plate;

[0023] 214. Anti-vortex baffle;

[0024] 215. Assembly Department;

[0025] 22. Drive shaft;

[0026] 30. Impeller;

[0027] 31. Wheel and axle;

[0028] 311. Outer shaft housing;

[0029] 312. Inner shaft housing;

[0030] 313. Ribs;

[0031] 32. Leaves;

[0032] 40. Fairing;

[0033] 41. Outer cover;

[0034] 411. First ring section;

[0035] 412. First guide section;

[0036] 413. First opening;

[0037] 42. Hollow shaft section;

[0038] 421. Second ring section;

[0039] 422. Second guide section;

[0040] 423. The second opening;

[0041] 43. Rectifier;

[0042] 50. Lower connecting plate;

[0043] 60. Upper connecting plate. Detailed Implementation

[0044] The applicant first clarifies that in the embodiments and accompanying drawings described below, the same reference numerals denote the same or similar components or structural features thereof. It should be noted that the components and structures in the drawings are for illustrative purposes and are not drawn according to actual scale and quantity; and features of different embodiments can be used interchangeably where feasible in actual implementation. Secondly, when it is stated that a component is disposed on another component, it means that the aforementioned component is directly disposed on the other component, or the aforementioned component is indirectly disposed on the other component; that is, one or more other components are disposed between the two components. Conversely, when it is stated that a component is "directly" disposed on another component, it means that no other components are disposed between the two components.

[0045] Please refer to Figures 1 to 3 The marine propulsion assembly 10 provided by this utility model mainly includes a gearbox 20, an impeller 30, and a fairing 40.

[0046] The gearbox 20 has a housing 21 and a drive shaft 22. The housing 21 has an integrally formed conical portion 211, an upper wing plate 212, a lower wing plate 213, a vortex shield 214, and an assembly portion 215. The upper wing plate 212 and the lower wing plate 213 are respectively connected to the top and bottom sides of the conical portion 211. The upper wing plate 212 and the lower wing plate 213 have a thin and elongated shape, which, combined with the shape of the conical portion 211, can reduce water resistance. The vortex shield 214 is connected to the upper wing plate 212, and two thin plates protrude outward from the two sides of the upper wing plate 212. The assembly portion 215 is connected to the top side of the upper wing plate 212 and is located above the vortex shield 214. The assembly portion 215 is mainly used for assembly with the ship's engine casing.

[0047] Generally, a reduction gear set is also configured in the gearbox 20. The reduction gear set is installed inside the housing 21 and is used to connect with the engine's drive shaft. The front end of the drive shaft 22 passes through the tapered portion 211 of the housing 21 and connects to the reduction gear set, while the rear end of the drive shaft 22 extends out of the housing 21. The power generated by the engine is transmitted to the reduction gear set via the drive shaft. After being reduced in speed by the reduction gear set, the power is then transmitted to the drive shaft 22, causing the drive shaft 22 to start rotating.

[0048] The impeller 30 has a shaft 31 and four blades 32. The shaft 31 has an integrally formed outer shaft housing 311, an inner shaft housing 312, and four ribs 313. The outer shaft housing 311 and the inner shaft housing 312 are hollow cylindrical tubes. The outer shaft housing 311 passes through and is connected to the conical portion 211 of the gearbox 20. The inner shaft housing 312 is located inside the outer shaft housing 311 and is connected to the drive shaft 22 of the gearbox 20. The two ends of the ribs 313 are respectively connected to the inner circumferential surface of the outer shaft housing 311 and the outer circumferential surface of the inner shaft housing 312. The blades 32 are integrally formed and extend outward from the outer circumferential surface of the outer shaft housing 311, and the blades 32 are arranged in an equidistant ring relative to the outer shaft housing 311.

[0049] The fairing 40 has an outer cover 41, a hollow shaft portion 42, and seven rectifier vanes 43. The outer cover 41 has an integrally formed first ring portion 411, a first guide portion 412, and a first opening 413. The bottom edge of the outer peripheral surface of the first ring portion 411 is connected to the lower wing plate 213 of the gearbox 20 housing 21 via a lower connecting plate 50, while the top edge of the outer peripheral surface of the first ring portion 411 is connected to the anti-vortex baffle 214 of the gearbox 20 housing 21 via two upper connecting plates 60, and the inner peripheral surface of the first ring portion 411 surrounds the impeller 30. The first guide portion 412 is formed at the end edge of the tapered portion 211 of the first ring portion 411 away from the housing 21. The first opening 413 is formed at one end edge of the first guide portion 412, and the first guide portion 412 tapers towards the first opening 413. The hollow shaft portion 42 is disposed inside the outer casing 41 and is assembled to the outer shaft housing 311 of the impeller 30 shaft 31. The two ends of the seven rectifier vanes 43 are respectively connected to the inner circumferential surface of the outer casing 41 and the outer circumferential surface of the hollow shaft portion 42, and these rectifier vanes 43 are arranged in an equidistant ring relative to the hollow shaft portion 42.

[0050] The hollow shaft portion 42 further includes a second ring portion 421, a second guide portion 422, and a second opening 423. One end of the second ring portion 421 is connected to the outer shaft housing 311 of the impeller 30. The second guide portion 422 is formed at the end edge of the second ring portion 421 away from the impeller 30 and slightly extends beyond the end edge of the first guide portion 412. Figure 3 As shown. The second opening 423 is formed at one end edge of the second guide portion 422, and the second guide portion 422 is tapered in the direction toward the second opening 423.

[0051] In this way, the ship's engine first generates power to drive the drive shaft 22 of the gearbox 20. After the drive shaft 22 starts to rotate, it simultaneously drives the wheel shaft 31 of the impeller 30 to rotate. Water is then driven by the rotation of the blades 32 to generate a water flow. Since the fairing 40 is equipped with seven rectifiers 43, the water flow is divided into seven straight water flows, which flow along the axial direction of the wheel shaft 31 towards the first opening 413 and the second opening 423, meaning that the water flow is sprayed towards the rear of the ship. Furthermore, the first guide section 412 of the outer cover 41 and the second guide section 422 of the hollow shaft section 42 can concentrate the water within the scope of the fairing 40, reduce the generation of vortices, and allow the rotational force of the impeller 30 to be completely converted into propulsive force to propel the ship forward.

[0052] In summary, compared to existing technologies that generate large-scale eddies, the marine propulsion assembly 10 provided by this invention restricts the direction of water flow through the fairing 40 and reduces the probability of eddy formation by using multiple rectifiers 43, so that the mechanical energy of the impeller 30 rotation can be completely converted into fluid kinetic energy, thereby improving the propulsion efficiency of the ship.

[0053] Finally, it must be stated again that the constituent components disclosed in the above embodiments of this utility model are merely illustrative examples and are not intended to limit the scope of this utility model. Substitutions or variations of other equivalent components should also be within the protection scope of this utility model.

Claims

1. A marine propulsion assembly, characterized in that, Includes: A gearbox has a housing and a drive shaft, the drive shaft being rotatably mounted in the housing, the front end of the drive shaft passing through the housing, and the rear end of the drive shaft extending out of the housing. An impeller having a shaft and multiple blades, the shaft being connected to the drive shaft of the gearbox, the blades being arranged in an equidistant ring on the outer circumferential surface of the shaft; and A fairing has an outer cover, a hollow shaft portion, and a plurality of rectifier vanes. The outer cover has a first ring portion, a first guide portion formed at one end edge of the first ring portion, and a first opening formed at one end edge of the first guide portion. The first ring portion is assembled to the housing of the gearbox and surrounds the impeller. The first guide portion is tapered toward the first opening. The hollow shaft portion is disposed inside the outer cover and assembled to the axle of the impeller. The rectifier vanes are connected between the inner circumferential surface of the outer cover and the outer circumferential surface of the hollow shaft portion and are arranged in an equidistant ring relative to the hollow shaft portion.

2. The marine propulsion assembly according to claim 1, characterized in that, The impeller shaft has an outer shaft housing, an inner shaft housing, and multiple ribs. The outer shaft housing and the inner shaft housing are hollow cylindrical tubes. The inner shaft housing is disposed inside the outer shaft housing and is connected to the drive shaft of the gearbox. The ribs are connected between the inner circumferential surface of the outer shaft housing and the outer circumferential surface of the inner shaft housing. The blades are integrally formed and connected to the outer circumferential surface of the outer shaft housing.

3. The marine propulsion assembly according to claim 1, characterized in that, The gearbox housing has a conical portion, an upper wing plate, a lower wing plate, and a vortex baffle. One end of the conical portion is fitted with the impeller shaft. The upper wing plate and the lower wing plate are integrally formed and connected to the top and bottom sides of the conical portion. The vortex baffle is integrally formed and connected to the upper wing plate. The lower wing plate is connected to the bottom edge of the outer peripheral surface of the first ring portion of the fairing via a lower connecting plate. The vortex baffle is connected to the top edge of the outer peripheral surface of the first ring portion of the fairing via two upper connecting plates.

4. The marine propulsion assembly according to claim 3, characterized in that, The gearbox housing also has an assembly part integrally formed and connected to the top side of the upper wing plate and located above the anti-vortex baffle.

5. The marine propulsion assembly according to claim 1, characterized in that, The hollow shaft portion of the fairing has a second ring portion, a second guide portion formed on one end edge of the second ring portion, and a second opening formed on one end edge of the second guide portion. The second guide portion is tapered in the direction of the second opening.

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