Marine Power Systems

Abstract

A power system (10) for a marine vessel is provided. The power system for the marine vessel comprises a propeller (111, 112), an electric motor (20), and a gearbox (30) coupled to the electric motor. The power system for the marine vessel further comprises an input shaft (50) extending in a first direction (1), an intermediate shaft (60), and a propeller shaft (70). The input shaft has a first end coupled to the gearbox and a second end rotatably coupled to the intermediate shaft. The intermediate shaft has a first end rotatably coupled to the input shaft and a second end rotatably coupled to the propeller shaft. The propeller shaft has a first end rotatably coupled to the intermediate shaft and a second end rotatably coupled to the propeller. The intermediate shaft comprises an upper portion (63) extending in a second direction (2) and a lower portion (64) rotatably coupled to the upper portion. Additionally, a power system for a marine vessel includes an upper support structure (120) and a lower support structure (130). The upper support structure is configured to be tiltably coupled to the marine vessel. The lower support structure is rotatably coupled to the upper support structure for rotation about a second direction.

Description

[Technical field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This application claims the benefit of European Patent Application No. 21382805.6, filed September 7, 2021. The present disclosure relates to a power system for a marine vessel, and to a marine vessel including the power system. [Background technology]

[0002] A ship or boat moves across water by thrust generated by a power or propulsion system. The power system may include a motor, such as a diesel motor, and / or an electric motor. Depending on the configuration of the power system, the power system may be an inboard power system, an outboard power system, or an inboard-outboard power system.

[0003] An inboard power system includes a motor that is installed and supported within the hull of the vessel. Thus, significant space is required within the hull to locate the motor, limiting the available space that may be used for other purposes such as cabin space, storage, etc. Additionally, access to the motor for maintenance activities is hindered since the motor is located in a limited space inside the hull.

[0004] The motor of an inboard power system typically drives a single propeller shaft having a first end coupled to the motor and a second end coupled to a propeller. The propeller shaft extends along the stern of the vessel and rotates about the axis of the propeller shaft. The propeller shaft typically forms a fixed angle with the vessel's hull, which cannot be adjusted or changed with respect to the water level. Thus, the position of the propeller is fixed with respect to the vessel, allowing algae and mollusks to attach on the propeller shaft and the propeller. Thus, tilting operations, i.e. lifting the motor, are not possible. The vessel's hull includes an opening for passing the propeller shaft through the hull to connect the motor to the propeller. Although this opening may be sealed, water and moisture may enter the hull and come into direct contact with the inboard power system. This may result in corrosion and accelerated wear. In addition, precise alignment of the propeller shaft is required to prevent excessive vibration and / or noise. Thus, the installation of an inboard power system may involve a labor-intensive process.

[0005] Furthermore, the inboard power system cannot rotate about the vertical to steer the vessel. One or more rudders located behind the propeller are used to steer the vessel, but this rudders can adversely increase the vessel's draft.

[0006] In an outboard power system, the motor is located outside the hull of the marine vessel and typically includes an upper structure supporting the motor, a vertical input shaft, and a lower structure supporting a horizontal propeller shaft.

[0007] The outboard power system is typically mounted on the transom of the vessel. The entire outboard power system can be rotated about a vertical axis to steer the vessel. In addition, the entire outboard power system can be pivoted about an axis extending parallel to the port-starboard direction of the vessel to perform tilting operations, i.e., lifting the outboard power system above the water level, and / or trimming operations, i.e., slightly adjusting the thrust angle of the propeller shaft relative to the vessel. The transom can wear, which can increase the risk of the outboard power system becoming dislodged from the transom. In addition, as the entire outboard power system is moved, e.g., for steering, tilting, and / or trimming, high loads can be placed on the transom. To withstand these high loads, structural reinforcement of the transom may be required. This can increase the size and / or weight of the transom, which can limit the available space inside the vessel. To be able to move the entire outboard power system, large actuators are usually required.

[0008] In addition, the size of the motors used in outboard power systems is typically constrained by the forces required to move (e.g., tilt, trim, and / or steer) the outboard power system relative to the vessel. Accordingly, the use of larger motors is typically avoided.

[0009] Additionally, outboard power systems that use electric motors have increased weight because the electric motor and batteries are typically integrated within the outboard power system, which creates higher loads when the power system is moved relative to the vessel, and for this reason, outboard power systems typically do not use powerful electric motors.

[0010] An inboard or outboard power system includes a motor located inside the hull of the vessel and a drive system coupled to a propeller that protrudes from the hull, thus, like an inboard power system, using valuable space inside the hull and preventing access to the motor for maintenance work.

[0011] The drive system of an inboard or outboard power system generally includes a horizontal input shaft having a first end coupled to a motor and a second end coupled to a vertical intermediate shaft. The vertical intermediate shaft is connected to a propeller via a horizontal propeller shaft. The horizontal input shaft, vertical intermediate shaft, and horizontal propeller shaft are typically surrounded and supported by a support structure that extends outwardly from the hull of the marine vessel.

[0012] In addition, the hull includes an opening for the horizontal input shaft to pass through the hull to connect the motor to the vertical intermediate shaft. Although this opening may be sealed, water and moisture may enter the hull and come into direct contact with the motor of the inboard / outboard power system. This may result in corrosion and accelerated wear.

[0013] In some instances, the support structure extending outward from the hull may allow for trimming operations, i.e., slight adjustments to the thrust angle of the propeller shaft relative to the hull. However, steering operations (i.e., sailing in a desired direction) and / or tilting operations (i.e., raising the support structure above the water level) are generally limited by the dimensions of the support structure. Thus, only limited steering and / or trimming operations or movements can be performed. This can result in algae and mollusks fouling the parts of the support structure below the water level. This can result in increased wear on the parts below the water lever.

[0014] As mentioned above, the motor may be an electric motor. Electric motors rotate at electric motor RPM, which is typically higher than the propeller RPM. Thus, speed reducers may be used to match the electric motor RPM to the propeller RPM. These speed reducers may require a large amount of space. Thus, integrating an electric motor into any of the power systems mentioned above may be difficult. Examples of the present disclosure seek to at least partially alleviate one or more of the aforementioned problems. Summary of the Invention

[0015] In a first aspect, a power system for a marine vessel is provided, the power system for the marine vessel comprising a propeller, an electric motor, and a gearbox coupled to the electric motor, the power system for the marine vessel further comprising an input shaft, an intermediate shaft, and a propeller shaft.

[0016] The input shaft has a first end coupled to the gearbox and a second end rotatably coupled to the intermediate shaft. The input shaft extends in a first direction from the first end to a second end. The intermediate shaft has a first end rotatably coupled to the input shaft and a second end rotatably coupled to the propeller shaft. The intermediate shaft comprises an upper portion and a lower portion rotatably coupled to the upper portion. The upper portion of the intermediate shaft extends in a second direction. The propeller shaft has a first end rotatably coupled to the intermediate shaft and a second end rotatably coupled to the propeller. The propeller shaft extends in a third direction from the first end to the second end. The first direction is perpendicular to the second direction and substantially parallel to the third direction.

[0017] Additionally, a power system for a marine vessel includes an upper support structure and a lower support structure. The upper support structure supports an electric motor and a gearbox. The upper support structure is configured to be tiltably coupled to the marine vessel. The lower support structure supports a propeller and a propeller shaft. The lower support structure is rotatably coupled to the upper support structure for rotation about a second direction.

[0018] In this aspect, a power system is provided that includes an electric motor for moving a marine vessel through water by thrust. Thus, a compact power system is provided that includes an electric motor. Any suitable electric motor may be used in the power system according to the present disclosure. The entire power system, i.e. from the electric motor to the propeller, is located outside the hull of the vessel. Therefore, the power system can save space inside the hull. Moreover, problems related to water ingress into the hull can be avoided.

[0019] In addition, the entire power system may be manufactured independent of the vessel. For example, the power system may be manufactured in a factory and then installed on the vessel at a boat dealer. Thus, manufacturing and logistics can be improved. In addition, less labor-intensive processes are required to install the power system on the vessel at the boat dealer. As a result, the efficiency and versatility of installing the power system on the vessel may be improved. Furthermore, maintenance operations can be simplified. For example, the entire power system can be removed from the vessel, and maintenance operations can be performed more easily. Thus, any part of the power system can be easily accessed. The cost and time for replacing a faulty part can be reduced.

[0020] The electric motor drives a gearbox connected to an input shaft. The input shaft extends and is configured to rotate about a first direction. In use, the first direction is generally horizontal and extends generally parallel to a fore-aft direction. Rotation of the input shaft about the first direction drives rotation of the intermediate shaft about a second direction. The input shaft and the intermediate shaft are generally vertical. An input shaft gear may be disposed at a second end of the input shaft for meshing with a first intermediate shaft gear disposed at a first end of the intermediate shaft. These gears may be bevel and / or helical gears for transmitting power in a vertical direction.

[0021] Rotation of the intermediate shaft about the second direction drives rotation of the propeller shaft about a third direction to rotate the propeller and move the marine vessel. The third direction and the first direction are substantially parallel, so that the intermediate shaft and the propeller shaft are generally perpendicular. Gears coupled to the second end of the intermediate shaft can mesh with gears coupled to the first end of the intermediate shaft. For example, the gears can be bevel gears and / or helical gears.

[0022] These shaft configurations allow for a compact and efficient transfer of power from the electric motor to the propeller. In addition, the rotational speed provided by the electric motor can be adapted to the rotational speed of the propeller. As a result, the electric motor RPM provided by the electric motor can be reduced to the propeller shaft RPM to match the RPM range of the propeller. For example, a change in shaft direction, e.g. from the input shaft to the intermediate shaft, can be used to reduce the rotational speed.

[0023] In some examples, the electric motor is configured to rotate at an electric motor RPM and the gearbox is configured to reduce the electric motor RPM to the input shaft RPM. Different configurations of gearboxes can be used to reduce the rotational speed from the electric motor RPM to the input shaft RPM.

[0024] In some examples, the second end of the input shaft and the first end of the intermediate shaft can be configured to reduce the input shaft RPM to the intermediate shaft RPM. A pair of gears, each coupled to one of the input shaft and the intermediate shaft, can be used to reduce the rotational speed and change the direction of the shafts.

[0025] In some examples, the second end of the intermediate shaft and the first end of the propeller shaft can be configured to reduce the intermediate shaft RPM to the propeller shaft RPM. For example, a second intermediate shaft gear disposed on the second end of the intermediate shaft can mesh with the propeller shaft gear to reduce the RPM.

[0026] According to the present disclosure, the upper support structure may be tilted relative to the vessel such that the upper support structure and the lower support structure may be positioned above the water level. Thus, the power system may be tilted relative to the vessel as a single unit. As a result, the electric motor, the gearbox, the shaft, and the propeller may be easily accessed to perform maintenance operations. Moreover, tilting the power system above the water level may prevent water from coming into direct contact with the power system. As a result, the ingress of moisture or water into critical areas inside the power system may be avoided, thus reducing corrosion and wear. Furthermore, tilting the power system above the water level may prevent algae and mollusks from attaching to the power system. Thus, wear may be reduced and the performance of the power system may be improved.

[0027] Because the lower support structure is rotatably coupled to the upper support structure, the propeller can rotate relative to the upper structure. Accordingly, only rotation of the lower structure may be required to perform a steering maneuver. As a result, the load required to steer the propeller can be reduced. In addition, drag can be reduced, and the load required to maintain a given steering angle or direction can be reduced.

[0028] In some examples, the power system may further include a bearing that rotatably couples the lower support structure to the upper support structure. Examples of suitable bearings may be roller bearings and sliding pad bearings.

[0029] To enable the lower support structure to rotate relative to the upper support structure, the intermediate shaft includes an upper portion that can rotate relative to the lower portion about a second direction. Thus, the lower portion can be driven by the upper portion and rotate relative to the upper portion about the second direction. Thus, the rotation axes of the lower portion and the upper portion are parallel to the second direction. In some examples, the intermediate shaft can include a universal joint that rotatably couples the upper portion of the intermediate shaft to the lower portion.

[0030] In some examples, the power system may further include a steering system for rotating the lower support structure about the upper support structure. The steering system orients the lower support structure to position the propeller in a predetermined direction, i.e., at a steering angle. The steering system may include an actuator for rotating the lower support structure about the upper support structure. The actuator may have a first end coupled to the upper support structure and a second end coupled to the lower support structure. When the actuator changes its length, the actuator may push or pull its second end coupled to the lower support structure. Because the lower support structure is rotatably coupled to the upper support structure, the actuator rotates the lower support structure about the upper support structure by changing its length. Because the steering system may rotate only the lower support structure, the load required for rotation may be reduced. Accordingly, a relatively small actuator may be used.

[0031] In a further aspect, there is provided a marine vessel comprising a hull and a power system according to any of the examples disclosed herein, the hull extending from port side to starboard side along a port-to-starboard direction and extending from bow to stern along a bow-to-stern direction, the hull comprising a coupling portion, in this aspect an upper support structure of the power system tiltably coupled to the coupling portion of the hull. The advantages resulting from this second aspect may be similar to those described for the power system of the first aspect: saving space inside the hull, simplifying the mounting of the power system, improving maintenance, reducing the load required to maintain the steering angle, and, for example, tilting the power system above the water level can prevent corrosion and wear.

[0032] In some examples, the coupling portion may be integrated within the hull. In further examples, the coupling portion may be attached to the hull, for example, to the aft side of the hull. In some examples, the vessel includes a positioning system that positions the power system relative to the water level. The positioning system can thus tilt the power system relative to the hull. The positioning system can be located on the hull of the vessel. In some examples, the positioning system can be fixedly coupled to the hull of the vessel. Alternatively, the positioning system can be located on the hull when it is necessary to tilt the power system. Rotary and / or linear actuators can be used to rotate the power system about an axis parallel to the port-starboard direction, i.e., to tilt the power system.

[0033] In some examples, the upper support structure may include a mounting bracket for supporting a connecting member that connects the upper support structure to the vessel. The connecting member may connect a mating portion of the hull to the mounting bracket of the upper support structure. The connecting member may be rotatably coupled to the mating portion of the hull to allow the upper support structure to tilt about the vessel. In some of these examples, the mounting bracket may be fixedly connected to a connecting member that extends in a direction parallel to the port-to-starboard direction, and a rotary actuator may be used to rotate the connecting member to rotate the power system about an axis parallel to the port-to-starboard direction.

[0034] Instead, the connection member comprises a first end rotatably coupled to the coupling portion of the hull and a second end rotatably coupled to the mounting bracket of the upper support structure. The connection member can rotate relative to the coupling portion about the connection member first end axis and relative to the mounting bracket about the connection member second end axis. The connection member first end axis and the connection member second end axis may be substantially parallel in the port-starboard direction. Furthermore, the connection member first end axis may be arranged at a distance from the connection member second end axis. Correspondingly, the upper support structure can rotate about the connection member first end axis and about the connection member second end axis. The connection member first end axis and the connection member second end axis are separated by a distance that roughly corresponds to the length of the connection member. This improves the accuracy of the height of the propeller with respect to the water level. For example, this arrangement makes it possible to perform large tilting and / or trimming operations. The position of the propeller shaft with respect to the vessel can thus be corrected or adjusted to the water level. Non-limiting examples of the present disclosure are described below with reference to the accompanying drawings, in which: [Brief description of the drawings]

[0035] [Figure 1] 1 is a simplified diagram of a power system according to an example of the present disclosure. [Diagram 2] FIG. 1 is an isometric view of a watercraft including a power system according to an example of the present disclosure. [Figure 3a] 1A-1D show top side views of a power system according to an example of the present disclosure at different steering angles. [Figure 3b] 1A-1D show top side views of a power system according to an example of the present disclosure at different steering angles. [Figure 4a]1A-1D show side views of a power system in different positions coupled to a marine vessel according to an example of the present disclosure; [Figure 4b] 1A-1D show side views of a power system in different positions coupled to a marine vessel according to an example of the present disclosure; [Figure 4c] 1A-1D show side views of a power system in different positions coupled to a marine vessel according to an example of the present disclosure; [Figure 5a] 1A-1D show side views of a power system in different positions coupled to a marine vessel according to an example of the present disclosure; [Figure 5b] 1A-1D show side views of a power system in different positions coupled to a marine vessel according to an example of the present disclosure; [Figure 5c] 1A-1D show side views of a power system in different positions coupled to a marine vessel according to an example of the present disclosure; [Figure 5d] 1A-1D show side views of a power system in different positions coupled to a marine vessel according to an example of the present disclosure; [Figure 6] FIG. 1 is a cross-sectional view of a power system according to an example of the present disclosure. [Figure 7] FIG. 1 is an isometric view of a watercraft including a power system and coupling according to an example of the present disclosure. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0036] In these figures, the same reference numbers are used to indicate corresponding elements. FIG. 1 shows a simplified diagram of an example of a power system 10 comprising an electric motor 20 and a gearbox 30 coupled to the electric motor 20. The electric motor 20 converts electrical energy into mechanical energy. The electric motor 20 may be an alternating current (AC) motor (e.g., an asynchronous motor, a synchronous motor) comprising a rotor surrounded by a stator. The stator is a stationary element and the rotor is a rotating element. The rotor may be rotatably mounted to the stator via bearings such that the rotor can rotate relative to the stator about an axis. On the one hand, the stator comprises slots for receiving windings that pass through the slots of the stator. On the other hand, the rotor comprises an electric motor shaft 40. When an alternating current flows through the windings of the stator, a rotating magnetic field is generated. As a result, a current is induced in the rotor, which generates an induced magnetic field around the rotor. The interaction of the rotating magnetic field with the induced magnetic field causes the rotor to rotate about the axis of the electric motor shaft 40. Thus, the electric motor 20 may be configured to rotate the electric motor shaft 40 at an electric motor revolutions per minute.

[0037] Electric motor RPM can be understood as the number of revolutions per minute of the electric motor shaft 40 . The gearbox 30 is coupled to an electric motor shaft 40 of the electric motor 20 via a shaft coupling. The gearbox 30 may be a reduction gearbox arranged to reduce the electric motor RPM. In some examples, the gearbox 30 may be a reduction gearbox that includes an epicyclic gear mechanism. The epicyclic gear mechanism may include a sun gear, one or more planetary gears, a ring gear, and a carrier element that supports the planetary gears.

[0038] The sun gear may be coupled to the electric motor shaft 40 such that rotation of the electric motor shaft 40 may be transmitted to the sun gear. The sun gear may rotate about the sun gear axis at the electric motor revolutions per minute. The sun gear may be engaged with the planet gears. The sun gear and the planet gears may include gear teeth such that the gear teeth of the sun gear mesh with the gear teeth of the planet gears. The planet gears may be disposed between the sun gear and an inner surface of the ring gear. The inner surface of the ring gear may include gear teeth configured to mesh with the gear teeth of the planet gears.

[0039] As the sun gear rotates, the planet gears can rotate concentrically about the sun gear axis, outside the sun gear and inside the ring gear, and thus rotation of the planet gears can rotate the carrier element about the sun gear axis. Gear ratios, such as sun gear to planetary gear, sun gear to ring gear, etc., may be selected to reduce the electric motor RPM to a predetermined RPM.

[0040] In this example, the ring gear is stationary (i.e., the ring gear does not rotate about the axis of the sun gear). During operation of the gearbox of FIG. 1, the sun gear may be rotated by an electric motor shaft rotating at the electric motor RPM. In this example, the sun gear meshes with the planetary gears, which rotate concentrically about the axis of the sun gear, which in turn rotates a carrier element fixed to the planetary gears. As a result, the output of the gearbox 30 with the epicyclic gear mechanism may rotate at a lower RPM than the electric motor RPM.

[0041] The power system further comprises an input shaft 50, an intermediate shaft 60, and a propeller shaft 70. The input shaft 50 extends in a first direction 1 from a first end 51 to a second end 52. The first end 51 of the input shaft is coupled to the gearbox 30. The gearbox 30 can thus reduce the rotational speed of the electric motor RPM to the input shaft RPM. The input shaft RPM can be understood as the number of revolutions per minute of the input shaft 50. The input shaft 50 coupled to the gearbox via the first end 51 can thus perform a number of revolutions per minute that is less than the number of revolutions per minute of the electric motor shaft.

[0042] In this example, the electric motor 20 rotates at the electric motor RPM and the gearbox 30 reduces the electric motor RPM to the input shaft RPM. In this view, intermediate shaft 60 includes a first end 61 and a second end 62. Intermediate shaft 60 further includes an upper portion 63 and a lower portion 64. Upper portion 63 extends in second direction 2, and propeller shaft 70 extends in third direction 3 from a first end 71 to a second end 72.

[0043] The first direction 1 is perpendicular to the second direction 2 and parallel to the third direction 3. As a result, the input shaft 50 is substantially perpendicular to the intermediate shaft 60. Furthermore, the input shaft 50 is substantially parallel to the propeller shaft 70. The first end 61 of the intermediate shaft 60 is rotatably coupled to the second end 52 of the input shaft 50 via a first coupling mechanism 80 . The first coupling mechanism 80 may include an input shaft gear and a first intermediate shaft gear. The input shaft gear may mesh with the first intermediate shaft gear (not visible in FIG. 1 ). The second end 52 of the input shaft 50 may include the input shaft gear, and the first end 61 of the intermediate shaft 60 may include the first intermediate shaft gear. In some examples, the input shaft gear and the first intermediate shaft gear can be, for example, a bevel gear, a helical bearing, and / or a worm gear to change the direction of the input shaft extending in a first direction 1 to the direction of an upper portion of the intermediate shaft extending in a second direction 2.

[0044] The gear ratio of the input shaft gear and the first intermediate shaft gear may be suitable to reduce the rotational speed of the input shaft RPM to a particular intermediate shaft RPM, i.e., the RPM of the intermediate shaft 60 . Thus, the second end 52 of the input shaft 50 and the first end 61 of the intermediate shaft 60 may be configured to reduce the input shaft RPM to the intermediate shaft RPM.

[0045] As previously described herein, the intermediate shaft 60 comprises an upper portion 63 and a lower portion 64. In this example, the lower portion 64 is rotatably coupled to the upper portion 63 via a universal joint 90. The universal joint 90 allows for rotation of the lower portion 64 relative to the upper portion 63 about the second direction 2. Torque and / or rotational motion may be transmitted from the upper portion 63 to the lower portion 64.

[0046] In some examples, the universal joint 90 can be a variable speed joint, such as a Cardan joint, a cross joint, or a ball and trunnion joint, for transmitting torque and / or rotational motion from the upper portion 63 to the lower portion 64 through a variable angle at a variable rotational speed. Alternatively, the universal joint 90 may be a constant velocity joint, such as a double Cardan joint, a Tractor joint, a Rzeppa joint, a Barfield joint, a Weiss joint, a Tripod joint, a Marpage joint, and / or a Thompson joint.

[0047] Additionally, universal joint 90 can allow for small angular variations between top portion 63 and bottom portion 64. Top portion 63 extends along top portion axis 4. Top portion axis 4 may be generally parallel to second direction 2. Similarly, bottom portion 64 extends along bottom portion axis 5. In this illustration, bottom portion axis 5 may be generally parallel to top portion axis 4 and / or second direction 2. In some examples, the lower portion axis 5 may form an angle with the upper portion axis 4. The angle may be between +175° and +185°. As a result, the input shaft 50 extending in the first direction 1 is generally parallel to the propeller shaft 70 extending in the third direction 3.

[0048] In this illustration, a first end 71 of a propeller shaft 70 is rotatably coupled to a second end 62 of an intermediate shaft 60 via a second coupling mechanism 100 . The second coupling mechanism 100 may include a second intermediate shaft gear disposed at the second end 62 of the intermediate shaft 60 that meshes with a propeller shaft gear (not visible in FIG. 1 ) disposed at the first end 71 of the propeller shaft 70. The second intermediate shaft gear and the propeller shaft gear may be, for example, bevel gears, helical bearings, and / or worm gears for changing the direction of the intermediate shaft extending in the second direction 2 to the direction of the propeller shaft extending in the third direction 3. The gear ratio of the second intermediate shaft gear and the propeller gear may be selected to reduce the rotational speed of the intermediate shaft RPM. As a result, the second intermediate shaft gear and the propeller gear may reduce the intermediate shaft RPM to the propeller shaft RPM, e.g., RPM of the propeller shaft 70.

[0049] Thus, the second end 62 of the intermediate shaft 60 and the first end 71 of the propeller shaft 70 may be configured to reduce the intermediate shaft RPM to the propeller shaft RPM. A second end 72 of the propeller shaft 70 is coupled to a propeller assembly 110 of the power system 10. In this example, the propeller assembly 110 includes a first propeller 111 and a second propeller 112. The second end 72 of the propeller shaft 70 may be coupled to the first propeller 111. The first propeller 111 may be shaft-connected to the second propeller 112. The propeller shaft 70 may be coupled to the propeller assembly 110 to, for example, reduce the electric motor RPM to the propeller shaft RPM to match the propeller RPM range. In some examples, the propeller shaft 70 may be coupled to a first propeller 111 and / or a second propeller 112.

[0050] Additionally, power system 10 includes an upper support structure 120 and a lower support structure 130 . The lower support structure 130 may be generally cylindrical or may include a hollow interior having an inner surface. The inner surface of the lower support structure 130 may include supports for supporting and receiving the propeller shaft 70 and the propeller assembly 110 such that the inner surface of the lower support structure supports the propeller shaft 70 and the propeller assembly 110. Thus, the lower support structure 130 supports the propeller shaft 70 and the propeller 110. In some examples, the second coupling mechanism 100 is also supported by the lower support structure 130, i.e., the lower support structure 130 may further support the second end 62 of the intermediate shaft 60 and the first end 71 of the propeller shaft 70.

[0051] As previously mentioned, the lower support structure 130 is rotatably coupled to the upper support structure 120 for rotation about the second direction 2. In some examples, bearings may be arranged to rotatably couple the lower support structure 130 to the upper support structure 120. In some of these examples, the bearing comprises a first bearing component and a second bearing component. The first bearing component may be coupled to the lower support structure 130 and the second bearing component may be coupled to the upper support structure 120. A bearing element may be disposed between the first bearing component and the second bearing component such that the first bearing component may be configured to rotate relative to the second bearing component. The bearing elements may comprise, for example, sliding pads and / or rolling elements. The sliding pads may reduce friction between the first and second bearing parts. Alternatively or additionally, a rolling element or rolling elements may be arranged between the first and second parts to allow rotation of the lower support structure about the second direction.

[0052] The upper support structure 120 may be generally cylindrical or may include a hollow interior. The inner surface of the upper support structure 120 may include supports for holding the electric motor 20 and the gearbox 30 such that the inner surface of the upper support structure supports the electric motor 20 and the gearbox 30. Thus, the upper support structure 120 supports the electric motor 20 and the gearbox 30. In some examples, the upper support structure 120 may further support the input shaft 50 and the upper portion 63 of the intermediate shaft 60.

[0053] Additionally, additional components, such as the first coupling mechanism 80, the input shaft gear, and / or the first intermediate shaft gear, may be supported by the upper support structure 120. In this example, the upper support structure 120 houses and covers the electric motor 20, the gearbox 30, the input shaft 50, and the upper portion 63 of the intermediate shaft 60. The lower support structure 130 in this figure houses and covers the lower portion 64 of the intermediate shaft and the propeller shaft 70. These components are thus protected by the upper support structure 120 and the lower support structure 130, respectively. In addition, the lower support structure 130 supports the propeller assembly 110. In some examples, the lower support structure may further support, for example, a second coupling mechanism 100, a second intermediate shaft gear, and / or a propeller shaft gear. A sealing member may be disposed between the upper support structure 120 and the lower support structure to prevent water from entering the interior of these support structures.

[0054] In FIG. 1 , the upper support structure 120 comprises mounting brackets 140 for supporting connection members connecting the upper support structure 120 to the vessel. Thus, a connection between the upper support structure 120 and the vessel can be established. This connection allows the upper support structure to be tiltably coupled to the vessel. The upper support structure 120 can be tilted such that the upper support structure 120 and the lower support structure 130 are positioned above the water level. Thus, the electric motors, gearboxes, shafts, and propellers can be easily accessed to perform maintenance work.

[0055] 2 illustrates a marine vessel 400 including a power system 10 according to any of the examples disclosed herein. The marine vessel 400 includes a hull 180 extending from a port side 185 to a starboard side 184 along a port-to-starboard direction 186 and from a bow 182 to aft 181 along a bow-to-stern direction 183. The power system 10 is tiltably coupled to a coupling portion 190 of the hull 180. The power system may be coupled to a hull mating portion according to any of the examples disclosed herein. In this example, the vessel may be between 5 and 15 meters in length. In some examples, the vessel may be between 5 and 24 meters in length.

[0056] 3a and 3b respectively show top side views of the power system 10 according to an example of the present disclosure at different steering angles. FIGURES 3a and 3b show a steering system 150 for performing a steering maneuver, i.e., rotating the lower support structure 130 about the upper support structure 120. In this example, the steering system 150 includes a pair of actuators, a port side actuator 151 and a starboard side actuator 152. However, in other examples, the steering system may include a single actuator. Each of the actuators 151, 152 in these figures has a first end 155, 156 coupled to the upper support structure 120 and a second end 157, 158 coupled to the lower support structure 130.

[0057] For each of the actuators, a length may be defined between a corresponding first end 155, 156 and a corresponding second end 157, 158. The length of these actuators may be altered, i.e., extended or shortened. By controlling the length of each of the two actuators 151, 152 in these figures, the lower support structure 130 rotates about a second direction. Thus, the actuators 151, 152 can push or pull their respective second ends 157, 158 to rotate the lower support structure 130 relative to the upper support structure 120. The steering angle 13 may be defined as the angle defined by the first direction 1 and the third direction 3. The steering angle 13 is the angle adopted by the propeller assembly 110 to steer or guide the vessel. In FIG. 3a, the steering angle 13 is about 30° and in FIG. 3b, it is about -30°. The steering angle 13 may be varied to steer the vessel in a particular direction. The steering angle may be between +60° and -60°, optionally between +45° and -45°.

[0058] In Figure 3a, the port side actuator 151 is extended and the starboard side actuator 152 is retracted to rotate the lower support structure 130 in a counterclockwise direction. Conversely, in Figure 3b, the port side actuator 151 is retracted and the starboard side actuator 152 is extended to rotate the lower support structure 130 in a clockwise direction. Thus, the actuators 151, 152 may be configured to change their length to rotate the lower support structure 130 about the upper support structure 120 to enable steering maneuvers. Because the steering system 150 of these figures only rotates the lower support structure 130, the load required for steering maneuvers may be reduced. This may allow smaller actuators to be used.

[0059] The actuators 151, 152 in these figures are linear actuators, for example hydraulic and / or pneumatic actuators, however, other suitable actuators can also be used.

[0060] In some examples, the steering system 150 may include a rotary actuator and a circular rack and pinion system. In this example, the rotary actuator may include a body fixedly coupled to the upper support structure and a rotary actuator shaft coupled to a pinion. The pinion may engage a circular rack coupled to the lower support structure. The rotary actuator may be configured to rotate the circular rack via the pinion to rotate the lower support structure about the upper support structure to enable a steering operation. In this example, the steering angle may be between +180° and −180°. In this illustration, the upper support structure 120 includes a mounting bracket 140. The mounting bracket 140 includes a port bracket 141 and a starboard bracket 142 located on opposite sides of the upper support structure 120. In this example, the mounting bracket 140 receives a connection member 160 that is coupled to the watercraft.

[0061] In some examples, as in this figure, the connecting member 160 extends in a direction parallel to the port-starboard direction. The connecting member 160 in this example is of a tubular shape. In this figure, the connecting member 160 is fixedly attached to the mounting bracket 140. The connecting member 160 may be connected to the port bracket 141 and the starboard bracket 142. Welding, bolting, use of error-proofing elements, or shrinking a tube within a through hole in the bracket may be used to connect the connecting member 160 to the brackets.

[0062] Alternatively, the connecting members 160 may extend in a direction generally parallel to the fore-aft direction. Figures 4a, 4b, and 4c show side views of a power system in different positions coupled to a vessel. The power system in these figures may include a steering system according to any of the examples disclosed herein. The power system 10 in these figures is rotatably coupled to the vessel hull 180. The axis of the propeller (parallel to the third direction 3) is approximately parallel to the water level 210 in Figure 4a and forms an angle 211 with the water level 210. The power system 10 in these figures rotates about an axis parallel to the port-starboard direction.

[0063] In FIG. 4a, the power system 10 is coupled to the hull 180 such that the distance between the stern 181 of the hull 180 and the intermediate shaft (not shown in this figure) is greater than 200 mm, optionally between 200 mm and 800 mm. The power system 10 in FIG. 4b is in a trim position. Thus, the inclination of the propeller shaft is adjusted with respect to the water level 210 for sailing under certain conditions. In FIG. 4b, the angle 211 is about 7°. In FIG. 4c, the power system is in a tilt position. The power system is raised above the water level as a single unit. In this position, the propeller assembly is not in contact with the water level. As a result, the ingress of moisture or water into critical areas inside the power system 10 can be avoided, thus reducing corrosion and wear. Furthermore, raising the power system above the water level as a single unit can prevent algae and mollusks from attaching to the power system 10. Thus, wear can be reduced and the performance of the power system 10 can be improved. The angle 211 in FIG. 4c is about 45°. In these figures, the angle 211 can be varied between −20° and +70°. In this range, trimming and tilting operations can be performed.

[0064] In these figures, the hull 180 comprises a coupling portion 190. The power system 10 is coupled to the hull 180 via a connecting member 160. The connecting member 160 connects the coupling portion 190 of the hull 180 to a mounting bracket of the upper support structure 120 of the power system 10. In these figures, the connecting member 160 extends in a direction parallel to the port-starboard direction and is fixedly connected to the mounting bracket, for example by welding or bolting. Rotation of the connecting member allows the upper support structure to tilt about the vessel. Thus, the entire power system 10 can be tilted relative to the hull 180. Thus, the power system is hingedly connected to the vessel.

[0065] In these figures, the mating portion 190 of the hull 180 comprises a pair of plates, each having through holes for receiving the connecting members 160, so that the connecting members can rotate about these through holes. The plates may be of any suitable material to reinforce the mating portion 190. The connecting member 160 in these figures may be a single tubular shaft extending from one side of the power system to the other, however, in further examples, the connecting member may include a port side connecting member extending from the port side of the power system and a starboard side connecting member extending from the starboard side of the power system. The power system in these figures includes a positioning system 200 for positioning the power system 10 relative to a water level 210. The positioning system 200 in these figures is capable of performing tilting operations as in Figure 4c and / or trimming operations as in Figure 4b. In these figures, the positioning system 200 comprises a linear actuator 201 that changes length to cause rotation of the power system 10 about an axis parallel to the port-starboard direction. The linear actuator 201 comprises a first end 203 and a second end 204. One end 203 of the linear actuator 201 is attached to the hull 180 and the other end 204 is attached to the upper support structure. As the actuator 201 changes its length, the actuator can push or pull its second end 204, which is coupled to the upper support structure. Thus, the linear actuator 201 is configured to change its length to rotate the power system 10 about an axis parallel to the port-starboard direction. Thus, the length of the linear actuator 201 defines an angle 211.

[0066] Alternatively or additionally, the positioning system may include a rotary actuator that engages the connecting member 160. Rotation of the rotary actuator induces rotation of the connecting member 160. When the connecting member is rigidly attached to the power system 10, rotation of the connecting member induces rotation of the entire power system 10. The positioning system may include a controller for controlling the operation of the actuator. For example, the controller may control the length of a linear actuator to position the powered system at a predetermined angle.

[0067] 5a, 5b, 5c, and 5d each show a side view of a power system in different positions coupled to a vessel according to an example of the present disclosure. These figures also include close-up views of the connecting member 160. The power system in these figures may be similar to the power system shown in FIGS. 4a, 4b, and 4c. However, in FIGS. 5a, 5b, 5c, and 5d, the connecting member 160 is rotatably connected to the upper support structure. In these figures, the connecting member 160 extends from a connecting member first end 161 to a connecting member second end 162. The connecting member in these figures is generally rod-shaped. The connecting member 160 in these figures comprises a port side connecting member and a starboard side connecting member. In these figures, only the port side connecting member is shown. The connecting member first end 161 is rotatably coupled to a coupling portion 190 of the hull 180 for rotation about a connecting member first end axis 163. Thus, a hinge connection is formed between the connecting member first end 161 and the coupling portion 190 of the hull 180. The connecting member second end 162 is rotatably coupled to a mounting bracket of the upper support structure 120 of the power system 10, forming a hinge connection that allows the connecting member 160 to rotate about a connecting member second end axis 164. The connecting member first end axis 163 and the connecting member second end axis 164 are generally parallel in the port-to-starboard direction. The connecting member first end axis 163 can be generally parallel in the port-to-starboard direction. The axes are spaced apart. The connecting members 160 in these figures increase the number of possible positions of the power system relative to the vessel and water level. As in the other examples, the entire power system can be rotated around the vessel. In addition, in these figures, the distance between the power system and the stern can be adjusted. Furthermore, the height of the power system relative to the vessel can be adjusted to suit the type of navigation, as shown in Figures 5a and 5d.

[0068] In Figures 5a and 5d, the third direction 3 is generally parallel to the water level 210. However, the height, i.e., vertical distance, of the power system relative to the vessel is greater in Figure 5d than in Figure 5a. The power system in Figure 5a is raised compared to the power system in Figure 5d. In Figure 5a, the connecting member 160 extends generally parallel to the first direction with the connecting member second end 162 above the connecting member first end 161. This position can be used for traveling at a relatively slow speed. In Fig. 5d, the connecting member 160 is inclined. The connecting member first end 161 is above the connecting member second end 162. This allows the vertical position of the propeller assembly to be adjusted. This arrangement may allow the foils to be used in an efficient manner. The watercraft may include multiple foils, which may be provided, for example, on the port and / or starboard sides of the hull 180. The foils can be understood as lifting surfaces operating in the water. As the vessel moves through the water, the foils deflect the water current, exerting an upward force on the foils, lifting the vessel above the water level 210. The position of FIG. 4d allows the propeller assembly to be kept below the water level 210, and therefore a sufficient thrust force can be maintained. Thus, the lifting effect of the foils can be compensated for by the ability of the propeller system to adjust the vertical position of the propeller assembly.

[0069] In this Figure 5d, the water level 210 is below the hull. In this view, the foils connected to the hull raise the hull above the water level 210. However, in some instances, depending on sailing conditions, the lowest side of the hull may be below the water level 210. The power system 10 in Fig. 5b is in a trim position where the inclination of the propeller shaft is adjusted to sail under certain conditions. As in Fig. 4b, the angle 211 is about 7°. As shown in Fig. 4c, the power system 10 in Fig. 5c is in a tilt position where the angle 211 is about 45°. The angle 211 can vary between -20° and +70°. In this Figure 5b, the lowest side of the hull is below the water level 210. However, in some instances, depending on sailing conditions, the water level 210 may be below the hull. The powered system 10 in these figures comprises a positioning system 200 comprising a linear actuator 201 and a rotary actuator (not shown in these figures). The rotary actuator is configured to control rotation of the connection member first end 161 about the connection member first axis 163. The rotary actuator may comprise a motor disposed on the vessel that drives a shaft rigidly connected to the connection member first end 161. In this manner, the motor rotates the connection member 161 about the connection member first axis 163. A linear actuator 201 has a first end 203 coupled to the hull and a second end 204 coupled to the upper support structure. The linear actuator can change length between the two ends. Changing the length of the linear actuator can cause a rotation of the power system relative to the vessel.

[0070] In these figures, a positioning system 200 comprises a linear actuator 201 and a controller for controlling the operation of a rotary actuator. The controller may be configured to selectively operate the rotary actuator to rotate the connecting member 160 about the connecting member first end axis 163, and the variable length linear actuator 201 to rotate the upper support structure about the connecting member second end axis 164. By controlling the operation of these two types of actuators, multiple precise positions can be reached, as shown in Figures 5a, 5b, 5c, and 5d. For example, the controller can keep the rotary actuator in a fixed position, i.e., not rotate, and increase the length of the linear actuator. In this way, the connecting member 160 rotates only about the connecting member second axis 163 under the action of the linear actuator. Alternatively, when the linear actuator is not actuated, i.e., its length is not changed, but when the rotary actuator rotates the connecting member first end 161, the entire power system is rotated about the connecting member first axis 163.

[0071] The controller can also rotate the rotary actuator and actuate the linear actuator. The powered system can be rotated from a first position to a second position about the connecting member first axis 163 and about the connecting member second axis 164. 6 shows a cross-sectional view of a power system 10 according to one example of the present disclosure. The power system 10 of FIG. 6 may be according to any of the examples disclosed herein. For example, the power system 10 may include a connecting member and / or a steering system according to any of the examples disclosed herein. In this illustration, the power system 10 includes an electric motor 20 and a gearbox 30. The electric motor 20 in this illustration is an asynchronous motor, although in other examples other suitable electric motors may be used. The gearbox 30 in this example is an epicyclic gear mechanism. In this illustration, power system 10 further includes input shaft 50, intermediate shaft 60, a first propeller shaft 75 having a first end 76, and a second propeller shaft 77 having a first end 78. First propeller shaft 75 and second propeller shaft 77 extend in a third direction. A first end 51 of the input shaft 50 is coupled to the gearbox and surrounded by a first input shaft support element 220. A second end 52 of the input shaft 50 is rotatably coupled to a first end 61 of the intermediate shaft 60. The first input shaft support element 220 and the second input shaft support element 230 support the input shaft 50. The first input shaft support element 220 and the second input shaft support element 230 include bearings having an outer ring and an inner ring. The outer ring is connected to an inner surface of the upper support structure 120, and the inner ring is connected to the first end 51 and the second end 52 of the input shaft 50, respectively. An input shaft gear 240 is disposed at the second end 52 of the input shaft. The input shaft gear 240 meshes with a first intermediate shaft gear 250. The first intermediate shaft gear 250 may further mesh with a first intermediate shaft gear support element 260. The first intermediate shaft gear support element 260 comprises a gear that meshes with the first intermediate shaft gear 240. The first intermediate shaft gear support element 260 comprises a bearing that allows the gear to rotate about a first direction. The first intermediate shaft gear 250 in this figure is disposed between the input shaft gear 240 and the first intermediate shaft gear support element 260. Thus, misalignment of the upper portion 63 intermediate shaft is prevented.

[0072] In addition, the power system of this figure comprises a first intermediate shaft support element 261 for rotatably supporting the intermediate shaft upper portion 63. This support element comprises a bearing having an inner ring connected to an end of the intermediate shaft upper portion 63 and an outer ring connected to the upper support structure. A double Cardan joint 91 is provided between the upper and lower portions 63, 64 of the intermediate shaft. In other examples, the upper and lower portions 63, 64 may be joined according to any of the examples disclosed herein. The double Cardan joint 91 allows the lower portion 64 to rotate about the upper portion 63 of the intermediate shaft. In this illustration, bearings 92 connect the upper support structure 120 to the lower support structure 130. The intermediate shaft lower portion 64 is rotatably coupled to the first end 76 of the first propeller shaft 75. A second intermediate shaft support element 291 supports and aligns the intermediate shaft lower portion 64. The second intermediate shaft gear 270 is disposed at the end of the intermediate shaft lower portion 64 and meshes with a first propeller shaft gear 280 disposed at the first end 76 of the first propeller shaft 75. In this figure, the second intermediate shaft gear 270 meshes with a second propeller shaft gear 290. The second propeller shaft gear 290 is disposed at the first end 78 of the second propeller shaft 77. The second propeller shaft gear 290 comprises a gear that rotates about the third direction and meshes with the second intermediate shaft gear 270. Thus, the second intermediate shaft gear 270 in this figure is disposed between the second propeller shaft gear 290 and the first propeller shaft gear 280 such that the first propeller shaft 75 and the second propeller shaft 77 rotate in opposite directions about the third direction.

[0073] In this illustration, a first propeller shaft 75 is concentrically mounted around a second propeller shaft 77. The first propeller shaft 75 and the second propeller shaft 77 are coupled to rotate in opposite directions. In this illustration, the second propeller shaft 77 is positioned inside the first propeller shaft having a hollow portion disposed to receive the second propeller shaft 77. In other examples, different configurations may be employed, for example, a single propeller shaft may be used. In this figure, the first propeller shaft is coupled to a first propeller 111 and the second propeller shaft is coupled to a second propeller. The first end 76 of the first propeller shaft 75 passes through a propeller shaft support element 300. The propeller shaft support element 300 comprises a bearing having an outer ring and an inner ring. The outer ring is connected to the inner surface of the lower support structure 130 and the inner ring is connected to the first end 76 of the first propeller shaft 75. The first input shaft support element 220, the second input shaft support element 230, the first intermediate shaft support element 260, the first intermediate shaft gear support element 261, the second intermediate shaft gear support element 291 and / or the propeller shaft support element 300 may provide support and proper alignment for the respective shafts and / or shaft gears. The gears in this example are bevel gears. In other examples, other types of gears may be suitable.

[0074] 7 illustrates a watercraft 400 including a power system 10 according to any of the examples disclosed herein. For example, the power system 10 may include a connecting member and / or a steering system according to any of the examples disclosed herein. The power system 10 is tiltably coupled to a coupling portion 190. In this illustration, the mating portion 190 is attached to the hull 180. This allows for different materials to be used for the mating portion 190 and the hull 180. In other examples, the mating portion 190 may be integrated into the hull 180. In some examples, the coupling portion 190 may include a connecting structure, such as an arm, a bracket, and / or a cast structure. The coupling part in FIG. 7 comprises two arms 191 , 192 which extend from the stern 181 of the vessel to a through hole 193 in a coupling part 190 which is fixedly connected to the hull 180 . In this view, the through hole 193 is positioned such that at least a portion of the connecting member 160 passes through the coupling portion 190 . Welding, bolting, the use of error-proofing elements, or shrink tubing may be used to fixedly connect the arms 191, 192 to the stern 181. The connecting member 160 extends in a direction parallel to the port-starboard direction. The connecting member 160 in this example is of a tubular shape. In this view, the connecting member 160 is fixedly attached to the mounting bracket 140. Welding, bolting, use of error-proofing elements, or shrinking a tube within a through hole in the bracket can be used to connect the connecting member 160 to the bracket. Connecting member 160 is rotatably coupled to through hole 193 forming a hinge connection that allows connecting member 160 to rotate about an axis parallel to port-starboard direction 186 .

[0075] For completeness, various aspects of the disclosure are set forth in the following numbered clauses. Article 1. 1. A power system for a marine vessel, comprising: Propeller, An electric motor; a gearbox coupled to the electric motor; An input shaft, an intermediate shaft, and a propeller shaft, an input shaft having a first end coupled to the gearbox and a second end rotatably coupled to the intermediate shaft, the input shaft extending in a first direction from the first end to the second end; an intermediate shaft having a first end rotatably coupled to the input shaft and a second end rotatably coupled to the propeller shaft, the intermediate shaft including an upper portion extending in a second direction and a lower portion rotatably coupled to the upper portion; a propeller shaft having a first end rotatably coupled to the intermediate shaft and a second end coupled to the propeller, the propeller shaft extending in a third direction from the first end to the second end; an input shaft, an intermediate shaft, and a propeller shaft, wherein a first direction is perpendicular to a second direction and substantially parallel to a third direction; an upper support structure supporting an electric motor and a gearbox, the upper support structure being configured to be tiltably coupled to the marine vessel; A power system comprising: a lower support structure supporting a propeller and a propeller shaft, the lower support structure rotatably coupled to the upper support structure for rotation about a second direction. Clause 2. The power system of clause 1, wherein the gearbox includes an epicyclic gear mechanism. Clause 3. A power system as described in any one of clauses 1 to 2, wherein the second end of the input shaft is provided with an input shaft gear and the first end of the intermediate shaft is provided with a first intermediate shaft gear that meshes with the input shaft gear. Clause 4. The power system of clause 3, wherein the input shaft gear and the first intermediate shaft gear are bevel gears and / or helical gears. Clause 5. A power system as described in any one of clauses 1 to 4, wherein the second end of the intermediate shaft is provided with a second intermediate shaft gear and the first end of the propeller shaft is provided with a propeller shaft gear that meshes with the second intermediate shaft gear. Clause 6. The power system of clause 5, wherein the second intermediate shaft gear and the propeller shaft gear are bevel gears and / or helical gears. Clause 7. A power system as described in any one of clauses 1 to 6, wherein the intermediate shaft is provided with a universal joint rotatably connecting the upper portion of the intermediate shaft to the lower portion. Clause 8. The power system of clause 7, wherein the universal joint comprises a Cardan joint. Clause 9. A power system as described in any one of clauses 1 to 8, wherein the electric motor is configured to rotate at an electric motor revolutions per minute and the gearbox is configured to reduce the electric motor revolutions per minute to the input shaft revolutions per minute. Clause 10. A power system as described in any one of clauses 1 to 9, wherein the second end of the input shaft and the first end of the intermediate shaft are configured to reduce the input shaft RPM to the intermediate shaft RPM. Clause 11. The power system of any one of clauses 1 to 10, wherein the second end of the intermediate shaft and the first end of the propeller shaft are configured to reduce the intermediate shaft RPM to the propeller shaft RPM. Clause 12. The power system of any one of clauses 1 to 11, wherein the upper support structure further supports the input shaft and the first end of the intermediate shaft. Clause 13. The power system of any one of clauses 1 to 12, wherein the lower support structure further supports the second end of the intermediate shaft and the first end of the propeller shaft. Clause 14. A power system as described in any one of clauses 1 to 13, further comprising a bearing rotatably connecting the lower support structure to the upper support structure. Article 15. Bearings a first bearing component coupled to the lower support structure; a second bearing component coupled to the upper support structure; and a bearing element disposed between the first bearing part and the second bearing part, 15. The power system of claim 14, wherein the first bearing component is configured to rotate relative to the second bearing component. Clause 16. A power system as described in clause 15, wherein the bearing elements are provided with sliding pads. Clause 17. A power system as described in clause 15, wherein the bearing elements comprise rolling elements. Clause 18. A powered system as described in any one of clauses 1 to 17, further comprising a steering system for rotating the lower support structure about the upper support structure. Clause 19. The powered system of clause 18, wherein the steering system includes an actuator extending a fixed length from a first end coupled to the upper support structure to a second end coupled to the lower support structure, the actuator being configured to change length to rotate the lower support structure about the upper support structure. Clause 20. A power system as described in any one of clauses 1 to 19, wherein the upper support structure is provided with mounting brackets for supporting connecting members connecting the upper support structure to the vessel. Clause 21. A hull extending from port side to starboard side along a port-starboard direction and from bow to stern along a bow-stern direction, the hull having a coupling portion; 21. A marine vessel comprising a power system according to any one of clauses 1 to 20, wherein the power system upper support structure is tiltably connected to a connecting portion of the hull. Clause 22. A vessel as claimed in clause 21, wherein the distance between the stern of the hull and the intermediate shaft is greater than 200mm, optionally between 200mm and 800mm. Clause 23. A vessel as claimed in clause 21 or 22, wherein the upper support structure comprises a mounting bracket, and the vessel further comprises a connecting member connecting the mating portion of the hull to the mounting bracket of the upper support structure of the power system. Clause 24. A vessel as described in clause 23, wherein the connecting member is rotatably connected to a mating portion of the hull. Clause 25. A vessel as claimed in clause 24, wherein the connecting members extend in a direction parallel to the port-starboard direction. Clause 26. A vessel as claimed in any one of clauses 23 to 25, wherein the mounting bracket is fixedly connected to the connecting member. Article 27. The connecting members are a first end of the connecting member rotatably coupled to a mating portion of the hull for rotation about a first end axis; 25. The marine vessel of claim 23 or 24, wherein the connecting member comprises a second end rotatably coupled to a mounting bracket of the power system upper support structure for rotation about the second end axis. Clause 28. A vessel as claimed in any one of clauses 21 to 27, wherein the connecting portion is provided with a through hole arranged such that at least a portion of the connecting member passes through the connecting portion. Clause 29. The vessel of clause 28, wherein the coupling portion further comprises a plate having a through hole for receiving the connecting member. Clause 30. The device further includes a positioning system for positioning the power system relative to the water level. A vessel as referred to in any one of clauses 21 to 29. Clause 31. The vessel of clause 30, wherein the positioning system comprises a rotary actuator configured to rotate the connecting member to rotate the power system about an axis parallel to the port-starboard direction. Clause 32. A vessel as described in clause 31, wherein the positioning system comprises a controller for controlling the rotary actuator. Clause 33. A vessel as described in any one of clauses 30 to 32, wherein the positioning system comprises a linear actuator configured to vary a length from a first end coupled to the hull to a second end coupled to the upper support structure, the linear actuator being configured to vary the length to rotate the power system about an axis parallel to the port-starboard direction. Clause 34. A vessel as described in clause 33, wherein the positioning system comprises a controller for controlling the linear actuator. Article 35. The connecting members are a first end portion rotatably coupled to a mating portion of the hull for rotation about a connecting member first end axis, the connecting member first end axis being parallel to a port-to-starboard direction; a second end that is rotatably coupled to a mounting bracket of the power system upper support structure for rotation about a connecting member second end axis, the connecting member second end axis being parallel to a port-to-starboard direction; The positioning system The positioning system adjusts a first position of the powered system relative to the water level to a second position of the powered system relative to the water level. a rotary actuator configured to rotate the connection member about the connection member first end axis; a linear actuator that varies a length from a first end coupled to the hull to a second end coupled to the upper support structure, the linear actuator being configured to vary the length to rotate the upper support structure about an axis of the connecting member second end; A controller, Selectively operating the rotary actuator to rotate the connecting member about the connecting member first end axis; and a controller configured to selectively operate a linear actuator of varying length to rotate the upper support structure about the connecting member second end axis. Clause 36. A vessel as claimed in any one of clauses 21 to 35, wherein the hull further comprises a plurality of foils. Clause 37. A vessel as described in clause 36, in which several foils are arranged on the port and / or starboard side. Only some examples are disclosed herein, but other alternatives, modifications, uses and / or equivalents are possible. Moreover, all possible combinations of the described examples are covered. Thus, the scope of the disclosure should not be limited by the specific examples, but should be determined only by a fair reading of the following clauses. If reference signs related to the drawings are listed in parentheses in the clauses, they are merely intended to enhance the clarity of the clauses and should not be interpreted as limiting the scope of the clauses.

Claims

1. 1. A power system for a marine vessel, comprising: Propeller and an electric motor; a gearbox coupled to the electric motor; an input shaft, an intermediate shaft, and a propeller shaft, the input shaft has a first end coupled to the gearbox and a second end rotatably coupled to the intermediate shaft, the input shaft extending in a first direction from the first end to the second end; the intermediate shaft has a first end rotatably coupled to the input shaft and a second end rotatably coupled to the propeller shaft, the intermediate shaft including an upper portion extending in a second direction and a lower portion rotatably coupled to the upper portion; the propeller shaft has a first end rotatably coupled to the intermediate shaft and a second end coupled to the propeller, the propeller shaft extending in a third direction from the first end to the second end; an input shaft, an intermediate shaft, and a propeller shaft, wherein the first direction is perpendicular to the second direction and substantially parallel to the third direction; an upper support structure supporting the electric motor and the gearbox, the upper support structure being configured to be tiltably coupled to a marine vessel; a lower support structure supporting the propeller and the propeller shaft, the lower support structure rotatably coupled to the upper support structure for rotation about the second direction.

2. The power system of claim 1 , wherein said intermediate shaft comprises a universal joint rotatably coupling said upper portion of said intermediate shaft to said lower portion.

3. 2. The power system of claim 1, wherein the electric motor is configured to rotate at an electric motor revolutions per minute (RPM), and the gearbox is configured to reduce the electric motor RPM to an input shaft RPM.

4. 2. The power system of claim 1, wherein the second end of the input shaft and the first end of the intermediate shaft are configured to reduce an input shaft RPM to an intermediate shaft RPM.

5. 2. The power system of claim 1, wherein the second end of the intermediate shaft and the first end of the propeller shaft are configured to reduce an intermediate shaft RPM to a propeller shaft RPM.

6. The power system of claim 1 , further comprising a bearing rotatably coupling said lower support structure to said upper support structure.

7. 7. The power system of claim 1, further comprising a steering system for rotating the lower support structure about the upper support structure.

8. a hull extending from port to starboard along a port-to-starboard direction and from bow to stern along a fore-to-aft direction, the hull including a coupling portion; 7. A power system according to claim 1, wherein the upper support structure of the power system is tiltably connected to the connecting portion of the hull.

9. 9. The watercraft of claim 8, wherein the upper support structure comprises a mounting bracket, and the watercraft further comprises a connecting member connecting the coupling portion of the hull to the mounting bracket of the upper support structure of the power system.

10. 10. The watercraft of claim 9, wherein the connecting member is rotatably coupled to the coupling portion of the hull.

11. The watercraft of claim 9 , wherein the mounting bracket is fixedly connected to the connecting member.

12. The connecting member is a connecting member first end rotatably coupled to the mating portion of the hull for rotation about a first end axis; 11. The watercraft of claim 10, further comprising a connecting member and a second end rotatably coupled to the mounting bracket of the upper support structure of the power system for rotation about a second end axis.

13. a positioning system for positioning the power system relative to the water level; 9. The watercraft of claim 8.

14. 14. The marine vessel of claim 13, wherein the positioning system comprises a rotary actuator configured to rotate the connecting member to rotate the power system about an axis parallel to the port-to-starboard direction.

15. 14. The marine vessel of claim 13, wherein the positioning system comprises a linear actuator extending a length from a first end coupled to the hull to a second end coupled to the upper support structure, the linear actuator configured to vary its length to rotate the power system about an axis parallel to the port-to-starboard direction.

Images