POD drive unit

Abstract

A POD drive unit for a marine vessel has a housing, a first axial flux motor connected with a first shaft so as to rotate with a first rotation speed, a second axial flux motor connected with a second shaft so as to rotate with a second rotation speed. The first and second axial flux motors are arranged inside the housing. The first shaft and the second shaft are connected with a pitchable propeller. A coupling is arranged between the first shaft, the second shaft and the pitchable propeller for changing a pitch angle of the pitchable propeller when the first rotation speed and / or second rotation speed vary in relation to the other.

Description

TECHNICAL FIELD

[0001] The disclosure relates generally to propulsion of a marine vessel. In particular aspects, the disclosure relates to a POD drive unit for a marine vessel. The disclosure can be applied to marine vessels, such as watercrafts, motorboats, work boats, sport vessels, boats, ships, sailing boats among other vessel types. Although the disclosure may be described with respect to a particular marine vessel, the disclosure is not restricted to any particular marine vessel.BACKGROUND

[0002] Marine propulsion systems are critical for the operation of marine vessels, enabling movement and maneuverability in various aquatic environments. One of the key components in these systems is the propeller, which is responsible for converting rotational energy from the power source into thrust. For optimal performance, it is essential to control the pitch of the propeller blades, as this directly affects the efficiency, speed, and power consumption of the vessel.

[0003] Among these propulsion systems, POD drive units are known and they have capability to offer enhanced maneuverability and improved hydrodynamic efficiency. Despite their advantages, current POD drive solutions exhibit significant limitations, particularly concerning the integration of pitchable propellers.

[0004] Traditional POD drive units often lack an effective mechanism for expediently adjusting the pitch of the propeller, which is crucial for optimizing propulsion efficiency under varying operational conditions. This deficiency can lead to suboptimal performance, increased power consumption, and reduced responsiveness in dynamic marine environments. Furthermore, the inability to adaptively manage propeller pitch may result in wear and tear on the drive components, thereby increasing maintenance costs and reducing the longevity of the propulsion system.

[0005] In light of these challenges, advancements in POD drive technology are imperative to ensure that marine vessels can operate with greater agility and reduced environmental impact. By addressing the limitations of prior art, a new generation of POD drive units can significantly improve the adaptability and effectiveness of marine propulsion systems.

[0006] Therefore, there is a need for an improved POD drive unit that offers a simplified and effective means of controlling the pitch of a propeller. Such an advancement would enhance the overall performance, reliability, and efficiency of marine vessels, addressing the shortcomings of existing technologies and meeting the demands of maritime operations.SUMMARY

[0007] According to a first aspect of the disclosure, a POD drive unit for a marine vessel, comprising a housing, a first axial flux motor connected with a first shaft so as to rotate with a first rotation speed, a second axial flux motor connected with a second shaft so as to rotate with a second rotation speed, the first and second axial flux motors being arranged inside the housing, wherein the first shaft and the second shaft are connected with a pitchable propeller, wherein a coupling is arranged between the first shaft, the second shaft and the pitchable propeller for changing a pitch angle of the pitchable propeller when the first rotation speed and / or second rotation speed vary in relation to the other.

[0008] The first aspect of the disclosure may seek to address the inability of prior art POD drive units to efficiently change propeller pitch in response to varying operational conditions, leading to suboptimal propulsion efficiency.

[0009] A technical benefit may include improved adaptability and responsiveness of the POD drive unit, resulting in enhanced propulsion efficiency and reduced power consumption. By enabling the propeller pitch to be adjusted in real-time according to changes in shaft rotation speeds, the drive unit can optimize performance even in dynamic marine environments. This advancement overcomes the limitations of existing technologies, which often lack such adaptive pitch control, thus providing a more efficient and durable propulsion system for marine vessels.

[0010] Optionally in some examples, including in at least one preferred example, the coupling comprises a first gear and a second gear, the first shaft is directly connected to the second gear and the second shaft is directly connected to the first gear. A technical benefit may include improved mechanical efficiency and synchronization between the motors and the propeller, enabling smooth and precise pitch adjustments.

[0011] Optionally in some examples, including in at least one preferred example, the pitchable propeller has a plurality of propeller blades, each propeller blade being connected to a blade gear. A technical benefit may include enhanced control over individual blade angles, allowing for more refined adjustments to propulsion dynamics and vessel stability.

[0012] Optionally in some examples, including in at least one preferred example, the first gear and the second gear are connected to the blade gears. A technical benefit may include seamless integration of the pitch-changing mechanism with the drive system, facilitating rapid adjustments to propeller pitch with minimal mechanical complexity.

[0013] Optionally in some examples, including in at least one preferred example, the first rotation speed and the second rotation speed are equal whereby the pitchable propeller is rotating with a constant pitch. A technical benefit may include consistent propulsion performance and simplified control logic, which can enhance power efficiency during steady-state cruising conditions.

[0014] Optionally in some examples, including in at least one preferred example, the first rotation speed or the second rotation speed is different whereby the blade gears will rotate so that a pitch angle of the pitchable propeller blades will change. A technical benefit may include dynamic adaptability to changing operational conditions, allowing for real-time optimization of thrust and maneuverability.

[0015] Optionally in some examples, including in at least one preferred example, the first shaft and the second shaft rotate in the same direction. A technical benefit may include simplified mechanical design and reduced wear and tear on components, leading to increased reliability and reduced maintenance requirements.

[0016] Optionally in some examples, including in at least one preferred example, the first axial flux motor and the second axial flux motor are independently controllable. A technical benefit may include enhanced precision in thrust vectoring and improved adaptability to varying navigational requirements. In addition, by controlling either the first axial flux motor or the second axial flux motor a change in rotation speed in either of the first shaft or the second shaft may be obtained whereby the change in rotation speed provide the change of the pitch angle of the pitchable propeller.

[0017] Optionally in some examples, including in at least one preferred example, further comprising a control unit being operatively connected with the first axial flux motor and the second axial flux motor. A technical benefit may include centralized management of propulsion parameters, facilitating optimal performance through automated adjustments as well as control of the pitching of the pitchable propeller.

[0018] Optionally in some examples, including in at least one preferred example, the control unit is configured to adjust the rotation speeds of the first and second axial flux motors on basis of vessel data received from the marine vessel. A technical benefit may include data-driven optimization of propulsion settings, leading to more efficient operation and reduced energy consumption by pitching the pitchable propeller.

[0019] Optionally in some examples, including in at least one preferred example, the vessel data relates to power consumption, modes of operation of the marine vessel, torque of the motors, load of the marine vessel, speed of the marine vessel, or a combination thereof. A technical benefit may include comprehensive insight into vessel performance, enabling predictive adjustments to propulsion parameters for enhanced efficiency and reliability.

[0020] Optionally in some examples, including in at least one preferred example, the control unit is configured to control the first axial flux motor and / or the second axial flux motor on basis of input data received from an input unit operated by an operator. A technical benefit may include enhanced user control over propulsion settings, providing adaptability to operator preferences and situational demands as well as individual pitching possibilities for the operator’s desire.

[0021] Optionally in some examples, including in at least one preferred example, the first and second axial flux motors are arranged coaxially within the housing. A technical benefit may include compact design and efficient use of space, facilitating integration into a wide range of vessel configurations, as well as minimizing the width of the housing.

[0022] Optionally in some examples, including in at least one preferred example, the first axial flux motor is arranged on one side of the pitchable propeller and the second axial flux motor is arranged on the opposite side of the pitchable propeller. A technical benefit may include balanced thrust distribution and improved propulsion dynamics, enhancing vessel stability and performance.

[0023] According to a second aspect of the disclosure, a marine vessel comprising a POD drive unit as disclosed herein.

[0024] The second aspect of the disclosure may seek to address the inability of prior art POD drive units to efficiently change propeller pitch in response to varying operational conditions, leading to suboptimal propulsion efficiency.

[0025] A technical benefit may include improved adaptability and responsiveness of the POD drive unit, resulting in enhanced propulsion efficiency and reduced power consumption. By enabling the propeller pitch to be adjusted in real-time according to changes in shaft rotation speeds, the drive unit can optimize performance even in dynamic marine environments. This advancement overcomes the limitations of existing technologies, which often lack such adaptive pitch control, thus providing a more efficient and durable propulsion system for marine vessels.

[0026] According to a third aspect of the disclosure, a method for pitching a pitchable propeller of a POD drive unit as disclosed herein, comprising arranging a first axial flux motor connected with a first shaft and a second axial flux motor connected with a second shaft inside a housing, connecting the first shaft and the second shaft with a pitchable propeller, arranging a coupling between the first shaft, the second shaft and the pitchable propeller, changing a pitch angle of the pitchable propeller by varying a first rotation speed of the first shaft and / or a second rotation speed of the second shaft.

[0027] The third aspect of the disclosure may seek to address the inability of prior art POD drive units to efficiently change propeller pitch in response to varying operational conditions, leading to suboptimal propulsion efficiency.

[0028] A technical benefit may include improved adaptability and responsiveness of the method for pitching the propeller, ensuring optimal propulsion efficiency and reduced power consumption. By facilitating real-time adjustments to the propeller pitch based on variations in motor speeds, this method enhances the overall performance and adaptability of the propulsion system, offering significant improvements over existing solutions that lack such dynamic pitch control.

[0029] Optionally in some examples, including in at least one preferred example, whereby the change of the first rotation speed compared to the second rotation speed or vice versa adjusts the pitch angle of the pitchable propeller. A technical benefit may include dynamic pitch control, allowing for real-time optimization of thrust and propulsion efficiency based on operational requirements.

[0030] Optionally in some examples, including in at least one preferred example, further comprising independently controlling the first axial flux motor and the second axial flux motor. A technical benefit may include enhanced maneuverability and control, enabling precise adjustments to propulsion dynamics to suit varying navigational scenarios.

[0031] Optionally in some examples, including in at least one preferred example, further comprising utilizing a control unit operatively connected with the first axial flux motor and the second axial flux motor to facilitate independent control. A technical benefit may include centralized and automated management of propulsion settings, enhancing efficiency and responsiveness to navigational commands.

[0032] The disclosed aspects, examples (including any preferred examples), and / or accompanying claims may be suitably combined with each other as would be apparent to anyone of ordinary skill in the art. Additional features and advantages are disclosed in the following description, claims, and drawings, and in part will be readily apparent therefrom to those skilled in the art or recognized by practicing the disclosure as described herein. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Examples are described in more detail below with reference to the appended drawings.

[0034] FIG. 1 is an exemplary POD drive unit according to an example.

[0035] FIG. 2 is another exemplary POD drive unit according to an example.

[0036] FIGS. 3-4 are different views of the POD drive unit of FIG. 2

[0037] FIG. 5 is yet another exemplary POD drive unit according to an example.DETAILED DESCRITPION

[0038] The detailed description set forth below provides information and examples of the disclosed technology with sufficient detail to enable those skilled in the art to practice the disclosure.

[0039] The marine industry has long sought to optimize propulsion systems for vessels, aiming to achieve a balance between efficiency, maneuverability, and operational control. Traditional POD drive systems often struggle with the integration of effective pitch-changing mechanisms. The ability to expediently adjust the pitch of a propeller is crucial for optimizing thrust and efficiency across varying speeds and environmental conditions. Prior art solutions typically lack the sophistication required for seamless pitch adjustment, resulting in compromised performance, particularly in dynamic maritime environments where rapid changes in vessel speed and direction are necessary.

[0040] Moreover, the conventional designs of POD drive units often involve complex mechanical linkages and control systems that not only increase the weight and cost but also add layers of potential failure points. The complexity of these systems can lead to maintenance challenges and reduced reliability, especially in harsh marine conditions. Additionally, the inefficiencies in power transmission and control precision have been longstanding issues that limit the effectiveness of existing POD drive technologies.

[0041] Improvements are needed to address these shortcomings. There is a demand for a POD drive unit that can offer more efficient and reliable pitch adjustment mechanisms, thereby enhancing the overall propulsion system's responsiveness and energy efficiency. Such advancements would not only improve vessel performance but also contribute to reduced power consumption and lower environmental impact, aligning with the industry's growing emphasis on sustainable maritime operations.

[0042] In conclusion, while POD drive units represent a significant leap forward in marine propulsion technology, there remains a substantial opportunity for innovation to overcome the limitations of current designs. By addressing the deficiencies in pitch control and mechanical complexity, next-generation POD drive units can redefine the standards of marine vessel propulsion, delivering enhanced performance and sustainability.

[0043] FIG. 1 is a POD drive unit 1 for a marine vessel 100. The POD drive unit 1 comprises a housing 2 being submerged in the water during operation. The POD drive unit 1 furthermore comprises a first axial flux motor 3 connected with a first shaft 4 so as to rotate with a first rotation speed, and a second axial flux motor 5 connected with a second shaft 6 so as to rotate with a second rotation speed, the first axial flux motor 3 and the second axial flux motor 5 being arranged inside the housing 2. The first shaft 4 and the second shaft are connected with a pitchable propeller 7 so as to rotate the pitchable propeller 7 around a rotation axis 20. Moreover, a coupling 8 is arranged between the first shaft 4, the second shaft 6 and the pitchable propeller 7 for changing a pitch angle of the pitchable propeller 7 when the first rotation speed and / or second rotation speed vary in relation to the other. Hence, by changing either the first rotation speed in relation to the second rotation speed, or vice versa, the pitch angle of the pitchable propeller may be changed.

[0044] The pitch angle of a pitchable propeller 7 refers to the angle between the chord line of the propeller blade and the plane of rotation 20. This angle is measured around the pitch axis 21, which is an imaginary line perpendicular to the blade's chord line and extends through a hub of the pitchable propeller 7. Different pitch angles can significantly influence sailing conditions and the performance of the marine vessel. At a low pitch angle, the blades are more aligned with the direction of rotation. This generates less thrust but allows for higher rotational speeds. This setting is typically used for low-speed operations, such as maneuvering in tight spaces or when the vessel is lightly loaded. It can also be beneficial during acceleration from a standstill. At a high pitch angle, the blades are more perpendicular to the direction of rotation 20. This generates more thrust but results in lower rotational speeds. This setting is ideal for high-speed cruising or when the vessel is heavily loaded, as it provides greater propulsion force. However, it can increase the load on the motor and reduce power efficiency if not managed correctly.

[0045] In addition, at variable pitch angles the blades can be adjusted to various angles between the low and high extremes. This allows for optimized performance across different sailing conditions. By dynamically adjusting the pitch angle, the propulsion system can balance the need for speed, thrust, and power efficiency. For example, a moderate pitch angle can provide a good compromise between speed and thrust for general cruising. By adjusting the pitch angle, the propulsion unit can tailor the thrust characteristics to match specific operational requirements, improving overall vessel performance, power efficiency, and maneuverability under diverse sailing conditions. The present disclosure aiming at providing a solution for adjusting the variable pitch angles of the pitchable propeller in a simple manner.

[0046] A marine POD drive unit 1 according to the disclosure is a propulsion system utilized in maritime vessels, operating fully submerged beneath the waterline to provide thrust and superior maneuverability. This POD drive unit 1 is characterized by its integration of essential components, including an electric motor, a propeller, and sometimes a steering mechanism, all encapsulated within a streamlined pod structure. The encapsulation minimizes hydrodynamic drag, enhancing the vessel's efficiency as it moves through the water.

[0047] The POD drive unit 1 distinguishes itself from traditional stern drives and outboard motors primarily through its fully submerged operation and its unique design that in some instances allows for 360-degree rotation. This rotational capability may provide unparalleled maneuverability, enabling vessels to execute precise movements, such as dynamic positioning and tight turns, which are challenging for conventional propulsion systems. Unlike stern drives, which are partially submerged and extend from the back of the vessel, or outboard motors that are mounted externally on the transom, POD drives are integrated into the vessel's hull. This integration enhances the vessel's stability and distributes weight more evenly, contributing to improved performance and handling.

[0048] Additionally, the use of axial flux motors within POD drive units offers compact and efficient power delivery, directly transmitting rotational force to the propeller. This design facilitates the incorporation of pitchable propellers, allowing adjustments to the blade angle to optimize propulsion under varying operational conditions. The control system of a POD drive unit, which may include automated or manual inputs, further differentiates it by enabling real-time adjustments to motor speeds and propeller pitch, based on navigational needs and vessel data.

[0049] Under operation, the POD drive's submerged position significantly reduces noise and vibrations compared to stern drives and outboards, enhancing onboard comfort and reducing environmental disturbances.

[0050] In FIG. 1, the POD drive unit 1 is connected to the marine vessel 100 via a fin 16 so that the POD drive unit 1 may be positioned a distance from a hull of the marine vessel 100 so that the rotation of the pitchable propeller 7 do not interfere with the hull, and a more enhanced flow around the POD drive unit 1 is obtainable.

[0051] In addition, the POD drive unit 1 may be retractable into the hull of the marine vessel 100 when not in use or it may be arranged permanent in the intended position under the hull.

[0052] The housing 2 comprises a streamlined outer contour to reduce hydrodynamic drag of the entire POD drive unit 1. A technical benefit may include improved vessel speed and decreased power consumption by minimizing resistance through water.

[0053] In the example of FIG. 1, the first and second axial flux motors 3, 5 are arranged coaxially within the housing 2. A technical benefit may include compact design and efficient use of space, facilitating integration into a wide range of vessel configurations.

[0054] The first and second axial flux motors 3, 5 may be arranged in front of the pitchable propeller 7 where the pitchable propeller 7 is configured to push the marine vessel 100. In another example, the first and second axial flux motors 3, 5 may be arranged behind the pitchable propeller 7 where the pitchable propeller 7 is configured to pull the marine vessel 100. The first and second axial flux motors 3, 5 may also be arranged on opposite sides of the pitchable propeller 7. In FIG. 1, the first and second axial flux motors 3, 5 are arranged in front of the pitchable propeller 7.

[0055] Furthermore, the first shaft 4 and the second shaft 6 are arranged concentrically. A technical benefit may include reduced mechanical complexity and improved alignment, enhancing the overall durability and efficiency of the drive unit. In FIG. 1, the first shaft 4 has a smaller outer diameter than an inner diameter of the second shaft 6 so that the first shaft 4 may extend through the second shaft 6. The second shaft 6 is hollow.

[0056] The first axial flux motor 3 and the second axial flux motor 5 are independently controllable. A technical benefit may include enhanced precision in thrust vectoring and improved adaptability to varying navigational requirements as well as the possibility to control the rotational speed of the first shaft 4 and / or the second shaft 6. By the change in rotation speed of either the first shaft or the second shaft the pitchable propeller may be pitched.

[0057] The POD drive unit 1 may further comprise a control unit 13 being operatively connected with the first axial flux motor 3 and the second axial flux motor 6. A technical benefit may include centralized management of propulsion parameters, facilitating optimal performance through automated adjustments and well as controlling rotation speed of the first shaft and the second shaft, respectively, so that the pitchable propeller can be pitched. The control unit 13 may include a microprocessor, microcontroller, programmable digital signal processor or another programmable device. The control unit 13 may also, or instead, include an application specific integrated circuit, a programmable gate array or programmable array logic, a programmable logic device, or a digital signal processor. Where the control unit 13 includes a programmable device such as the microprocessor, microcontroller or programmable digital signal processor mentioned above, the processor may further include computer executable code that controls operation of the programmable device. The control unit 13 may be arranged on the marine vessel 100 or directly in the housing 2.

[0058] Moreover, the control unit 13 may configured to adjust the rotation speeds of the first and second axial flux motors 3, 5 based on navigational inputs. A technical benefit may include improved responsiveness to environmental changes and navigational commands, enhancing overall vessel control, as well as to change the pitch angle of the pitchable propeller for obtaining enhanced sailing.

[0059] The control unit 13 may also be configured to adjust the rotation speeds of the first and second axial flux motors 3, 5 on basis of vessel data received from the marine vessel 100. A technical benefit may include data-driven optimization of propulsion settings, leading to more efficient operation and reduced energy consumption, as well as to change the pitch angle of the pitchable propeller for obtaining enhanced sailing. The vessel data may relate to power consumption, modes of operation of the marine vessel, torque of the motors, load of the marine vessel, speed of the marine vessel, or a combination thereof. A technical benefit may include comprehensive insight into vessel performance, enabling predictive adjustments to propulsion parameters for enhanced efficiency and reliability.

[0060] Additionally, the control unit 13 may be configured to adjust the pitch angle of the pitchable propeller 7 on basis of the vessel data. A technical benefit may include precise control over propulsion dynamics, allowing for real-time optimization of thrust and power consumption efficiency based on operational conditions.

[0061] Furthermore, the control unit 13 may be configured to control the first axial flux motor 3 and / or the second axial flux motor 5 on basis of input data received from an input unit 14 operated by an operator of the marine vessel. A technical benefit may include enhanced user control over propulsion settings, providing adaptability to operator preferences and situational demands. The control unit 13 may be configured to adjust the pitch angle of the pitchable propeller 7 on basis of the input data. A technical benefit may include improved customizability of vessel performance, allowing operators to tailor propulsion settings for specific navigational scenarios.

[0062] The control unit 13 may also comprise a manual override feature. A technical benefit may include increased safety and control, allowing operators to take direct control of propulsion settings in critical situations.

[0063] The POD drive unit 1 may further comprise a sensor system 15 for monitoring the rotation speeds of the first and second shafts 4, 6, respectively. A technical benefit may include real-time feedback on propulsion dynamics, enabling precise adjustments to optimize performance and efficiency.

[0064] Moreover, the POD drive unit 1 may further comprise a power supply 17 for the first and second axial flux motors 3, 5. A technical benefit may include reliable and consistent power delivery, ensuring uninterrupted propulsion performance. The power supply 17, such as a battery pack, may be arranged on the marine vessel 100. A redundant power supply for the axial flux motors may also be arranged on the marine vessel. A technical benefit may include enhanced reliability and operational security, providing backup power in case of primary power supply failure.

[0065] In addition, the POD drive unit 1 may be rotatably connected with the marine vessel 100. A technical benefit may include increased maneuverability and flexibility, allowing for dynamic positioning and orientation of the propulsion system. The POD drive unit 1 may be rotated around the propulsion rotation axis 23 as seen in FIG. 1, so that the POD drive unit 1 may be used to steer and maneuver the marine vessel.

[0066] The first shaft 4 and the second shaft 6 may be configured to rotate in the same direction. A technical benefit may include simplified mechanical design and reduced wear and tear on components, leading to increased reliability and reduced maintenance requirements. The first shaft 4 and the second shaft 6 may be rotating in a first rotation direction providing a forward thrust or reverse thrust to the pitchable propeller 7. A technical benefit may include flexible operation modes that enhance navigational capabilities, allowing for swift changes in vessel direction.

[0067] Also, the first shaft 4 and the second shaft 6 may be rotating in a second rotation direction being opposite to the first rotation direction, providing a reverse thrust or a forward thrust to the pitchable propeller 7. A technical benefit may include improved maneuverability and control in tight or confined spaces, enhancing safety and operational efficiency.

[0068] In FIG. 2, another POD drive unit 1 is shown. The POD drive unit 1 comprises a housing 2 being submerged in the water during operation. The POD drive unit 1 furthermore comprises a first axial flux motor 3 connected with a first shaft 4 so as to rotate with a first rotation speed, and a second axial flux motor 5 connected with a second shaft 6 so as to rotate with a second rotation speed, the first axial flux motor 3 and the second axial flux motor 5 being arranged inside the housing 2. The first shaft 4 and the second shaft are connected with a pitchable propeller 7 so as to rotate the pitchable propeller 7 around a rotation axis 20. Moreover, a coupling 8 is arranged between the first shaft 4, the second shaft 6 and the pitchable propeller 7 for changing a pitch angle of the pitchable propeller 7 when the first rotation speed and / or second rotation speed vary in relation to the other.

[0069] The coupling 8 may comprise a first gear 9 and a second gear 10, the first shaft 4 is directly connected to the second gear 10 and the second shaft 6 is directly connected to the first gear 9. A technical benefit may include improved mechanical efficiency and synchronization between the motors and the propeller, enabling smooth and precise pitch adjustments.

[0070] Moreover, the pitchable propeller 7 may have a plurality of propeller blades 11, each propeller blade being connected to a blade gear 12. A technical benefit may include enhanced control over individual blade angles, allowing for more refined adjustments to propulsion dynamics and vessel stability.

[0071] When a change in rotation speed occurs in either the first shaft or the second shaft, the change in rotation speed will provide a movement of either the first gear or the second gear, which in turn will rotate the blade gears and thereby provide a change of the pitch angle of the pitchable propeller.

[0072] In an example, the pitchable propeller may have a first blade and a second blade, the first blade is connected to a first blade gear and the second blade is connected to a second blade gear. A technical benefit may include the ability to optimize thrust distribution across the propeller, improving maneuverability and reducing stress on the propulsion system.

[0073] In another example, the pitchable propeller may have a first blade, a second blade and a third blade, the first blade is connected to a first blade gear, the second blade is connected to a second blade gear and the third blade is connected to a third blade gear. A technical benefit may include improved propulsion efficiency by allowing for complex pitch configurations that can be tailored to specific navigational requirements.

[0074] In yet another example, the pitchable propeller may have a first blade, a second blade, a third blade and a fourth blade, the first blade is connected to a first blade gear, the second blade is connected to a second blade gear, the third blade is connected to a third blade gear and the fourth blade is connected to a fourth blade gear. A technical benefit may include enhanced stability and uniform thrust across all blades, reducing vibration and increasing the lifespan of the propulsion components.

[0075] Furthermore, the first gear 9 and the second gear 10 are connected to the blade gears 12. A technical benefit may include seamless integration of the pitch-changing mechanism with the drive system, facilitating rapid adjustments to propeller pitch with minimal mechanical complexity. The first and second gears 9, 10 and the blade gears 12 may be beveled gears interacting and / or meshing with each other.

[0076] In the circumstance where the first rotation speed and the second rotation speed are equal whereby the pitchable propeller 7 is rotating with a constant pitch. A technical benefit may include consistent propulsion performance and simplified control logic, which can enhance power efficiency during steady-state cruising conditions.

[0077] In the circumstance where the first rotation speed or the second rotation speed is different to the other rotation speed, the blade gears 12 will rotate so that a pitch angle of the pitchable propeller’s blades 11 will change. A technical benefit may include dynamic adaptability to changing operational conditions, allowing for real-time optimization of thrust and maneuverability.

[0078] FIGS. 3-4 show the POD drive unit 1 without the housing. In FIG. 3, the POD drive unit 1 is seen from the outside, and in FIG. 4, the POD drive unit 1 is shown in a cross-sectional view. The POD drive unit 1 comprises a first axial flux motor 3 connected with a first shaft 4 so as to rotate with a first rotation speed, and a second axial flux motor 5 connected with a second shaft 6 so as to rotate with a second rotation speed, the first axial flux motor 3 and the second axial flux motor 5 being arranged inside the housing (not seen in FIGS. 3-4). The first shaft 4 and the second shaft 6 are connected with a pitchable propeller 7 so as to rotate the pitchable propeller 7 around a rotation axis 20. Moreover, a coupling 8 is arranged between the first shaft 4, the second shaft 6 and the pitchable propeller 7 for changing a pitch angle of the pitchable propeller 7 when the first rotation speed and / or second rotation speed vary in relation to the other. The coupling 8 may comprise a first gear 9 and a second gear 10, the first shaft 4 is directly connected to the second gear 10 and the second shaft 6 is directly connected to the first gear 9. Moreover, the pitchable propeller 7 may have a plurality of propeller blades 11, each propeller blade being connected to a blade gear 12. In the present example, the pitchable propeller 7 has two blades 11. Also, the pitchable propeller 7 is a single propeller.

[0079] Furthermore, a pitch angle of the pitchable propeller 7 may be changed between the forward thrust direction and the reverse thrust direction. A technical benefit may include increased operational flexibility, allowing for precise adjustments to propulsion dynamics during rapid changes in vessel direction.

[0080] The pitchable propeller 7 may also be foldable. A technical benefit may include reduced drag when the propeller is not in use, conserving energy and improving power efficiency during non-propulsion periods.

[0081] In addition, the housing may comprise a cooling system for the first and second axial flux motors. A technical benefit may include enhanced thermal management, ensuring consistent motor performance and preventing overheating during extended operation.

[0082] The POD drive unit 1 may further comprise a lubrication system for the coupling and the shafts. A technical benefit may include reduced friction and wear, extending the lifespan of mechanical components and minimizing maintenance requirements.

[0083] Moreover, the POD drive unit 1 may comprise a vibration dampening system for the first and second shafts. A technical benefit may include reduced noise and mechanical stress, improving operator comfort and extending the lifespan of the propulsion system.

[0084] Also, the pitchable propeller may be configured for both high-speed and low-speed operation. A technical benefit may include versatile performance across a range of operational conditions, optimizing efficiency and maneuverability.

[0085] The POD drive unit 1 may further comprise an integrated braking system for the first and second shafts. A technical benefit may include enhanced stopping power and safety, allowing for precise control over vessel deceleration.

[0086] In FIG. 5, the first axial flux motor 3 is arranged on one side of the pitchable propeller 7 and the second axial flux motor 5 is arranged on the opposite side of the pitchable propeller 7. A technical benefit may include balanced thrust distribution and improved propulsion dynamics, enhancing vessel stability and performance. In the example, the first shaft 4 is directly connected with the coupling 8, and the second shaft 6 is also directly connected with the coupling 8. The example of FIG. 5 function in the same manner as previously disclosed so that the blades of the pitchable propeller 7 may be pitched around the pitch axis 21 by changing either the first rotation speed or the second rotation speed, whereby the coupling is configured to change the pitch angle of the pitchable propeller 7 accordingly.

[0087] The present disclosure also relates to a marine vessel 100 comprising a POD drive unit 1 as disclosed herein. A technical benefit may include enhanced vessel performance and adaptability, leveraging the advanced features of the POD drive unit to optimize navigational efficiency.

[0088] The present disclosure also relates to a method for pitching a pitchable propeller 7 of a POD drive unit 1 as disclosed herein, comprising

[0089] arranging a first axial flux motor 3 connected with a first shaft 4 and a second axial flux motor 5 connected with a second shaft 6 inside a housing 2,

[0090] connecting the first shaft 4 and the second shaft 6 with a pitchable propeller 7,

[0091] arranging a coupling 8 between the first shaft b, the second shaft 6 and the pitchable propeller 7,

[0092] changing a pitch angle of the pitchable propeller 7 by vary a first rotation speed of the first shaft 4 and / or a second rotation speed of the second shaft 6. Hereby is obtained an improved adaptability and responsiveness of the method for pitching the propeller 7, ensuring optimal propulsion efficiency and reduced power consumption. By facilitating real-time adjustments to the propeller pitch based on variations in motor speeds, this method enhances the overall performance and adaptability of the propulsion system, offering significant improvements over existing solutions that lack such dynamic pitch control.

[0093] In addition, the change of the first rotation speed compared to the second rotation speed or vice versa adjusts the pitch angle of the pitchable propeller 7. A technical benefit may include dynamic pitch control, allowing for real-time optimization of thrust and propulsion efficiency based on operational requirements.

[0094] The method may further comprise independently controlling the first axial flux motor 3 and the second axial flux motor 5. A technical benefit may include enhanced maneuverability and control, enabling precise adjustments to propulsion dynamics to suit varying navigational scenarios.

[0095] Also, the method may further comprise utilizing a control unit 13 operatively connected with the first axial flux motor 3 and the second axial flux motor 5 to facilitate independent control. A technical benefit may include centralized and automated management of propulsion settings, enhancing efficiency and responsiveness to navigational commands.

[0096] Moreover, the method may further comprise adjusting the rotation speeds of the first and second axial flux motors 3, 5 based on navigational inputs to optimize vessel maneuverability. A technical benefit may include improved vessel handling and agility, allowing for precise navigation through complex environments.

[0097] Furthermore, the method may further comprise adjusting the rotation speeds of the first and second axial flux motors 3, 5 based on vessel data received from the marine vessel 100 to enhance operational efficiency. A technical benefit may include data-driven optimization of propulsion dynamics, ensuring efficient and reliable vessel operation under varying conditions.

[0098] Additionally, the vessel data relates to power consumption, modes of operation of the marine vessel 100, torque of the motors, load of the marine vessel, speed of the marine vessel, or a combination thereof, and is used to inform adjustments. A technical benefit may include comprehensive insight into vessel performance, facilitating predictive adjustments to optimize propulsion efficiency and reliability.

[0099] The method may further comprise adjusting the pitch angle of the pitchable propeller 7 based on the vessel data to ensure optimal performance. A technical benefit may include real-time adaptation to changing operational conditions, maximizing thrust efficiency and minimizing energy consumption.

[0100] Also, the method may, further comprising controlling the first axial flux motor 3 and / or the second axial flux motor 5 based on input data received from an input unit 14 operated by an operator, allowing manual adjustments as needed. A technical benefit may include enhanced user control and flexibility, allowing operators to tailor propulsion settings to specific navigational requirements.

[0101] Moreover, the method may further comprise adjusting the pitch angle of the pitchable propeller 7 based on the input data to accommodate operator preferences or situational demands. A technical benefit may include improved customizability of vessel performance, allowing for rapid adaptation to changing maritime conditions.

[0102] In an aspect of the disclosure, a POD drive unit for a marine vessel, comprising a housing, a first axial flux motor connected with a first shaft so as to rotate with a first rotation speed, a second axial flux motor connected with a second shaft so as to rotate with a second rotation speed, the first and second axial flux motors being arranged inside the housing, wherein the first shaft is connected with a first propeller, and the second shaft are connected with a second propeller, wherein the first axial flux motor is configured to rotate in a first direction, the second axial motor is configured to rotate in a second direction, the first direction being opposite to the second direction so that the first and second propellers are counter-rotating.

[0103] Certain aspects and variants of the disclosure are set forth in the following examples numbered consecutive below.

[0104] Example 1: A POD drive unit (1) for a marine vessel (100), comprising a housing (2), a first axial flux motor (3) connected with a first shaft (4) so as to rotate with a first rotation speed, a second axial flux motor (5) connected with a second shaft (6) so as to rotate with a second rotation speed, the first and second axial flux motors (3, 5) being arranged inside the housing (2), wherein the first shaft (4) and the second shaft are connected with a pitchable propeller (7), wherein a coupling (8) is arranged between the first shaft (4), the second shaft (6) and the pitchable propeller (7) for changing a pitch angle of the pitchable propeller (7) when the first rotation speed and / or second rotation speed vary in relation to the other.

[0105] Example 2: The POD drive unit (1) of example 1, wherein the coupling (8) comprises a first gear (9) and a second gear (10), the first shaft (4) is directly connected to the second gear (10) and the second shaft (6) is directly connected to the first gear (9).

[0106] Example 3: The POD drive unit (1) of any of examples 1-2, wherein the pitchable propeller (7) has a plurality of propeller blades (11), each propeller blade (11) being connected to a blade gear (12).

[0107] Example 4: The POD drive unit (1) of example 3, wherein the pitchable propeller (7) has a first blade (11) and a second blade (11), the first blade (11) is connected to a first blade gear (12) and the second blade (11) is connected to a second blade gear (12).

[0108] Example 5: The POD drive unit (1) of example 3, wherein the pitchable propeller (7) has a first blade, a second blade and a third blade, the first blade is connected to a first blade gear, the second blade is connected to a second blade gear and the third blade is connected to a third blade gear.

[0109] Example 6: The POD drive unit (1) of example 3, wherein the pitchable propeller (7) has a first blade, a second blade, a third blade and a fourth blade, the first blade is connected to a first blade gear, the second blade is connected to a second blade gear, the third blade is connected to a third blade gear and the fourth blade is connected to a fourth blade gear.

[0110] Example 7: The POD drive unit (1) of any of examples 2-6, wherein the first gear (9) and the second gear (10) are connected to the blade gears (12).

[0111] Example 8: The POD drive unit (1) of any of examples 1-7, wherein the first rotation speed and the second rotation speed are equal whereby the pitchable propeller (7) is rotating with a constant pitch.

[0112] Example 9: The POD drive unit (1) of any of examples 1-8, wherein the first rotation speed or the second rotation speed is different whereby the blade gears (12) will rotate so that a pitch angle of the pitchable propeller blades (11) will change.

[0113] Example 10: The POD drive unit (1) of any of examples 1-9, wherein the first shaft (4) and the second shaft (6) rotate in the same direction.

[0114] Example 11: The POD drive unit (1) of any of examples 1-10, wherein the first shaft (4) and the second shaft (6) are rotating in a first rotation direction providing a forward thrust or reverse thrust to the pitchable propeller (7).

[0115] Example 12: The POD drive unit (1) of any of examples 1-11, wherein the first shaft (4) and the second shaft (6) are rotating in a second rotation direction being opposite to the first rotation direction, providing a reverse thrust or a forward thrust to the pitchable propeller (7).

[0116] Example 13: The POD drive unit (1) of example 12, wherein a pitch angle of the pitchable propeller (7) is changed between the forward thrust direction and the reverse thrust direction.

[0117] Example 14: The POD drive unit (1) of any of examples 1-13, wherein the pitchable propeller (7) is foldable.

[0118] Example 15: The POD drive unit (1) of any of examples 1-14, wherein the housing (2) comprises a streamlined outer contour to reduce hydrodynamic drag.

[0119] Example 16: The POD drive unit (1) of any of examples 1-15, wherein the first axial flux motor (3) and the second axial flux motor (5) are independently controllable.

[0120] Example 17: The POD drive unit (1) of any of examples 1-16, further comprising a control unit (13) being operatively connected with the first axial flux motor (3) and the second axial flux motor (5).

[0121] Example 18: The POD drive unit (1) of example 17, wherein the control unit (13) is configured to adjust the rotation speeds of the first and second axial flux motors (3, 5) based on navigational inputs.

[0122] Example 19: The POD drive unit (1) of example 17, wherein the control unit (13) is configured to adjust the rotation speeds of the first and second axial flux motors (3, 5) on basis of vessel data received from the marine vessel (100).

[0123] Example 20: The POD drive unit (1) of example 19, wherein the vessel data relates to power consumption, modes of operation of the marine vessel, torque of the motors (3, 5), load of the marine vessel, speed of the marine vessel, or a combination thereof.

[0124] Example 21: The POD drive unit (1) of example 20, wherein the control unit (13) is configured to adjust the pitch angle of the pitchable propeller (7) on basis of the vessel data.

[0125] Example 22: The POD drive unit of example 17, wherein the control unit (13) is configured to control the first axial flux motor (3) and / or the second axial flux motor (5) on basis of input data received from an input unit (14) operated by an operator.

[0126] Example 23: The POD drive unit (1) of example 22, wherein the control unit (13) is configured to adjust the pitch angle of the pitchable propeller (7) on basis of the input data.

[0127] Example 24: The POD drive unit (1) of any of examples 1-23, wherein the first shaft (4) and the second shaft (6) are arranged concentrically.

[0128] Example 25: The POD drive unit (1) of any of examples 1-24, further comprising a sensor system (15) for monitoring the rotation speeds of the first and second shafts (4, 6), respectively.

[0129] Example 26: The POD drive unit (1) of any of examples 1-25, wherein the housing (2) comprises a cooling system for the first and second axial flux motors (3, 5).

[0130] Example 27: The POD drive unit (1) of any of examples 1-26, further comprising a lubrication system for the coupling (8) and the shafts (4, 6).

[0131] Example 28: The POD drive unit (1) of any of examples 1-27, wherein the first and second axial flux motors (3, 5) are arranged coaxially within the housing (2).

[0132] Example 29: The POD drive unit (1) of any of examples 1-27, further comprising a power supply for the first and second axial flux motors (3, 5).

[0133] Example 30: The POD drive unit (1) of example 29, further comprising a redundant power supply for the axial flux motors (3, 5).

[0134] Example 31: The POD drive unit (1) of example 17, wherein the control unit (13) comprises a manual override feature.

[0135] Example 32: The POD drive unit (1) of any of examples 1-31, further comprising a vibration dampening system for the first and second shafts (4, 6).

[0136] Example 33: The POD drive unit (1) of any of examples 1-32, wherein the pitchable propeller (7) is configured for both high-speed and low-speed operation.

[0137] Example 34: The POD drive unit (1) of any of examples 1-33, further comprising an integrated braking system for the first and second shafts (4, 6).

[0138] Example 35: The POD drive unit (1) of any of examples 1-34, wherein the first axial flux motor (3) is arranged on one side of the pitchable propeller (7) and the second axial flux motor (5) is arranged on the opposite side of the pitchable propeller (7).

[0139] Example 36: The POD drive unit (1) of any of examples 1-35, wherein the POD drive unit is rotatably connected with the marine vessel (100).

[0140] Example 37: A marine vessel (100) comprising a POD drive unit (1) of any of examples 1-36.

[0141] Example 38: A method for pitching a pitchable propeller (7) of a POD drive unit (1) of any of examples 1-36, comprising arranging a first axial flux motor (3) connected with a first shaft (4) and a second axial flux motor (5) connected with a second shaft (6) inside a housing (2), connecting the first shaft (4) and the second shaft (6) with a pitchable propeller (7), arranging a coupling (8) between the first shaft (4), the second shaft (6) and the pitchable propeller (7), changing a pitch angle of the pitchable propeller (7) by vary a first rotation speed of the first shaft (4) and / or a second rotation speed of the second shaft (6).

[0142] Example 39: The method of example 38, whereby the change of the first rotation speed compared to the second rotation speed or vice versa adjusts the pitch angle of the pitchable propeller (7).

[0143] Example 40: The method of example 38, further comprising independently controlling the first axial flux motor (3) and the second axial flux motor (5).

[0144] Example 41: The method of example 38, further comprising utilizing a control unit (13) operatively connected with the first axial flux motor (3) and the second axial flux motor (5) to facilitate independent control.

[0145] Example 42: The method of example 41, further comprising adjusting the rotation speeds of the first and second axial flux motors (3, 5) based on navigational inputs to optimize vessel maneuverability.

[0146] Example 43: The method of example 41, further comprising adjusting the rotation speeds of the first and second axial flux motors (3, 5) based on vessel data received from the marine vessel (100) to enhance operational efficiency.

[0147] Example 44: The method of example 43, whereby the vessel data relates to power consumption, modes of operation of the marine vessel, torque of the motors, load of the marine vessel, speed of the marine vessel, or a combination thereof, and is used to inform adjustments.

[0148] Example 45: The method of example 44, further comprising adjusting the pitch angle of the pitchable propeller (7) based on the vessel data to ensure optimal performance.

[0149] Example 46: The method of example 41, further comprising controlling the first axial flux motor (3) and / or the second axial flux motor (5) based on input data received from an input unit operated by an operator, allowing manual adjustments as needed.

[0150] Example 47: The method of example 46, further comprising adjusting the pitch angle of the pitchable propeller (7) based on the input data to accommodate operator preferences or situational demands.

[0151] Example 48: A POD drive unit (1) for a marine vessel (100), comprising a housing (2), a first axial flux motor (3) connected with a first shaft (4) so as to rotate with a first rotation speed, a second axial flux motor (5) connected with a second shaft (6) so as to rotate with a second rotation speed, the first and second axial flux motors (3, 5) being arranged inside the housing (2), wherein the first shaft (4) is connected with a first propeller, and the second shaft are connected with a second propeller, wherein the first axial flux motor is configured to rotate in a first direction, the second axial motor is configured to rotate in a second direction, the first direction being opposite to the second direction so that the first and second propellers are counter-rotating.

[0152] The terminology used herein is for the purpose of describing particular aspects only and is not intended to be limiting of the disclosure. As used herein, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items. It will be further understood that the terms "comprises," "comprising," "includes," and / or "including" when used herein specify the presence of stated features, integers, actions, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, actions, steps, operations, elements, components, and / or groups thereof.

[0153] It will be understood that, although the terms first, second, etc., may be used herein to describe various elements, these elements should not be limited by these terms.

[0154] These terms are only used to distinguish one element from another. For example, a first element could be termed a second element, and, similarly, a second element could be termed a first element without departing from the scope of the present disclosure.

[0155] Relative terms such as "below" or "above" or "upper" or "lower" or "horizontal" or "vertical" may be used herein to describe a relationship of one element to another element as illustrated in the Figures. It will be understood that these terms and those discussed above are intended to encompass different orientations of the device in addition to the orientation depicted in the Figures. It will be understood that when an element is referred to as being "connected" or "coupled" to another element, it can be directly connected or coupled to the other element, or intervening elements may be present. In contrast, when an element is referred to as being "directly connected" or "directly coupled" to another element, there are no intervening elements present.

[0156] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. It will be further understood that terms used herein should be interpreted as having a meaning consistent with their meaning in the context of this specification and the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

[0157] It is to be understood that the present disclosure is not limited to the aspects described above and illustrated in the drawings; rather, the skilled person will recognize that many changes and modifications may be made within the scope of the present disclosure and appended claims. In the drawings and specification, there have been disclosed aspects for purposes of illustration only and not for purposes of limitation, the scope of the disclosure being set forth in the following claims.

Examples

example 6

[0109] The POD drive unit (1) of example 3, wherein the pitchable propeller (7) has a first blade, a second blade, a third blade and a fourth blade, the first blade is connected to a first blade gear, the second blade is connected to a second blade gear, the third blade is connected to a third blade gear and the fourth blade is connected to a fourth blade gear.

[0110] Example 7: The POD drive unit (1) of any of examples 2-6, wherein the first gear (9) and the second gear (10) are connected to the blade gears (12).

example 8

[0111] The POD drive unit (1) of any of examples 1-7, wherein the first rotation speed and the second rotation speed are equal whereby the pitchable propeller (7) is rotating with a constant pitch.

example 9

[0112] The POD drive unit (1) of any of examples 1-8, wherein the first rotation speed or the second rotation speed is different whereby the blade gears (12) will rotate so that a pitch angle of the pitchable propeller blades (11) will change.

TECHNICAL FIELD

[0001] The disclosure relates generally to propulsion of a marine vessel. In particular aspects, the disclosure relates to a POD drive unit for a marine vessel. The disclosure can be applied to marine vessels, such as watercrafts, motorboats, work boats, sport vessels, boats, ships, sailing boats among other vessel types. Although the disclosure may be described with respect to a particular marine vessel, the disclosure is not restricted to any particular marine vessel.BACKGROUND

[0002] Marine propulsion systems are critical for the operation of marine vessels, enabling movement and maneuverability in various aquatic environments. One of the key components in these systems is the propeller, which is responsible for converting rotational energy from the power source into thrust. For optimal performance, it is essential to control the pitch of the propeller blades, as this directly affects the efficiency, speed, and power consumption of the vessel.

[0003] Among these propulsion systems, POD drive units are known and they have capability to offer enhanced maneuverability and improved hydrodynamic efficiency. Despite their advantages, current POD drive solutions exhibit significant limitations, particularly concerning the integration of pitchable propellers.

[0004] Traditional POD drive units often lack an effective mechanism for expediently adjusting the pitch of the propeller, which is crucial for optimizing propulsion efficiency under varying operational conditions. This deficiency can lead to suboptimal performance, increased power consumption, and reduced responsiveness in dynamic marine environments. Furthermore, the inability to adaptively manage propeller pitch may result in wear and tear on the drive components, thereby increasing maintenance costs and reducing the longevity of the propulsion system.

[0005] In light of these challenges, advancements in POD drive technology are imperative to ensure that marine vessels can operate with greater agility and reduced environmental impact. By addressing the limitations of prior art, a new generation of POD drive units can significantly improve the adaptability and effectiveness of marine propulsion systems.

[0006] Therefore, there is a need for an improved POD drive unit that offers a simplified and effective means of controlling the pitch of a propeller. Such an advancement would enhance the overall performance, reliability, and efficiency of marine vessels, addressing the shortcomings of existing technologies and meeting the demands of maritime operations.SUMMARY

[0007] According to a first aspect of the disclosure, a POD drive unit for a marine vessel, comprising a housing, a first axial flux motor connected with a first shaft so as to rotate with a first rotation speed, a second axial flux motor connected with a second shaft so as to rotate with a second rotation speed, the first and second axial flux motors being arranged inside the housing, wherein the first shaft and the second shaft are connected with a pitchable propeller, wherein a coupling is arranged between the first shaft, the second shaft and the pitchable propeller for changing a pitch angle of the pitchable propeller when the first rotation speed and / or second rotation speed vary in relation to the other.

[0008] The first aspect of the disclosure may seek to address the inability of prior art POD drive units to efficiently change propeller pitch in response to varying operational conditions, leading to suboptimal propulsion efficiency.

[0009] A technical benefit may include improved adaptability and responsiveness of the POD drive unit, resulting in enhanced propulsion efficiency and reduced power consumption. By enabling the propeller pitch to be adjusted in real-time according to changes in shaft rotation speeds, the drive unit can optimize performance even in dynamic marine environments. This advancement overcomes the limitations of existing technologies, which often lack such adaptive pitch control, thus providing a more efficient and durable propulsion system for marine vessels.

[0010] Optionally in some examples, including in at least one preferred example, the coupling comprises a first gear and a second gear, the first shaft is directly connected to the second gear and the second shaft is directly connected to the first gear. A technical benefit may include improved mechanical efficiency and synchronization between the motors and the propeller, enabling smooth and precise pitch adjustments.

[0011] Optionally in some examples, including in at least one preferred example, the pitchable propeller has a plurality of propeller blades, each propeller blade being connected to a blade gear. A technical benefit may include enhanced control over individual blade angles, allowing for more refined adjustments to propulsion dynamics and vessel stability.

[0012] Optionally in some examples, including in at least one preferred example, the first gear and the second gear are connected to the blade gears. A technical benefit may include seamless integration of the pitch-changing mechanism with the drive system, facilitating rapid adjustments to propeller pitch with minimal mechanical complexity.

[0013] Optionally in some examples, including in at least one preferred example, the first rotation speed and the second rotation speed are equal whereby the pitchable propeller is rotating with a constant pitch. A technical benefit may include consistent propulsion performance and simplified control logic, which can enhance power efficiency during steady-state cruising conditions.

[0014] Optionally in some examples, including in at least one preferred example, the first rotation speed or the second rotation speed is different whereby the blade gears will rotate so that a pitch angle of the pitchable propeller blades will change. A technical benefit may include dynamic adaptability to changing operational conditions, allowing for real-time optimization of thrust and maneuverability.

[0015] Optionally in some examples, including in at least one preferred example, the first shaft and the second shaft rotate in the same direction. A technical benefit may include simplified mechanical design and reduced wear and tear on components, leading to increased reliability and reduced maintenance requirements.

[0016] Optionally in some examples, including in at least one preferred example, the first axial flux motor and the second axial flux motor are independently controllable. A technical benefit may include enhanced precision in thrust vectoring and improved adaptability to varying navigational requirements. In addition, by controlling either the first axial flux motor or the second axial flux motor a change in rotation speed in either of the first shaft or the second shaft may be obtained whereby the change in rotation speed provide the change of the pitch angle of the pitchable propeller.

[0017] Optionally in some examples, including in at least one preferred example, further comprising a control unit being operatively connected with the first axial flux motor and the second axial flux motor. A technical benefit may include centralized management of propulsion parameters, facilitating optimal performance through automated adjustments as well as control of the pitching of the pitchable propeller.

[0018] Optionally in some examples, including in at least one preferred example, the control unit is configured to adjust the rotation speeds of the first and second axial flux motors on basis of vessel data received from the marine vessel. A technical benefit may include data-driven optimization of propulsion settings, leading to more efficient operation and reduced energy consumption by pitching the pitchable propeller.

[0019] Optionally in some examples, including in at least one preferred example, the vessel data relates to power consumption, modes of operation of the marine vessel, torque of the motors, load of the marine vessel, speed of the marine vessel, or a combination thereof. A technical benefit may include comprehensive insight into vessel performance, enabling predictive adjustments to propulsion parameters for enhanced efficiency and reliability.

[0020] Optionally in some examples, including in at least one preferred example, the control unit is configured to control the first axial flux motor and / or the second axial flux motor on basis of input data received from an input unit operated by an operator. A technical benefit may include enhanced user control over propulsion settings, providing adaptability to operator preferences and situational demands as well as individual pitching possibilities for the operator’s desire.

[0021] Optionally in some examples, including in at least one preferred example, the first and second axial flux motors are arranged coaxially within the housing. A technical benefit may include compact design and efficient use of space, facilitating integration into a wide range of vessel configurations, as well as minimizing the width of the housing.

[0022] Optionally in some examples, including in at least one preferred example, the first axial flux motor is arranged on one side of the pitchable propeller and the second axial flux motor is arranged on the opposite side of the pitchable propeller. A technical benefit may include balanced thrust distribution and improved propulsion dynamics, enhancing vessel stability and performance.

[0023] According to a second aspect of the disclosure, a marine vessel comprising a POD drive unit as disclosed herein.

[0024] The second aspect of the disclosure may seek to address the inability of prior art POD drive units to efficiently change propeller pitch in response to varying operational conditions, leading to suboptimal propulsion efficiency.

[0025] A technical benefit may include improved adaptability and responsiveness of the POD drive unit, resulting in enhanced propulsion efficiency and reduced power consumption. By enabling the propeller pitch to be adjusted in real-time according to changes in shaft rotation speeds, the drive unit can optimize performance even in dynamic marine environments. This advancement overcomes the limitations of existing technologies, which often lack such adaptive pitch control, thus providing a more efficient and durable propulsion system for marine vessels.

[0026] According to a third aspect of the disclosure, a method for pitching a pitchable propeller of a POD drive unit as disclosed herein, comprising arranging a first axial flux motor connected with a first shaft and a second axial flux motor connected with a second shaft inside a housing, connecting the first shaft and the second shaft with a pitchable propeller, arranging a coupling between the first shaft, the second shaft and the pitchable propeller, changing a pitch angle of the pitchable propeller by varying a first rotation speed of the first shaft and / or a second rotation speed of the second shaft.

[0027] The third aspect of the disclosure may seek to address the inability of prior art POD drive units to efficiently change propeller pitch in response to varying operational conditions, leading to suboptimal propulsion efficiency.

[0028] A technical benefit may include improved adaptability and responsiveness of the method for pitching the propeller, ensuring optimal propulsion efficiency and reduced power consumption. By facilitating real-time adjustments to the propeller pitch based on variations in motor speeds, this method enhances the overall performance and adaptability of the propulsion system, offering significant improvements over existing solutions that lack such dynamic pitch control.

[0029] Optionally in some examples, including in at least one preferred example, whereby the change of the first rotation speed compared to the second rotation speed or vice versa adjusts the pitch angle of the pitchable propeller. A technical benefit may include dynamic pitch control, allowing for real-time optimization of thrust and propulsion efficiency based on operational requirements.

[0030] Optionally in some examples, including in at least one preferred example, further comprising independently controlling the first axial flux motor and the second axial flux motor. A technical benefit may include enhanced maneuverability and control, enabling precise adjustments to propulsion dynamics to suit varying navigational scenarios.

[0031] Optionally in some examples, including in at least one preferred example, further comprising utilizing a control unit operatively connected with the first axial flux motor and the second axial flux motor to facilitate independent control. A technical benefit may include centralized and automated management of propulsion settings, enhancing efficiency and responsiveness to navigational commands.

[0032] The disclosed aspects, examples (including any preferred examples), and / or accompanying claims may be suitably combined with each other as would be apparent to anyone of ordinary skill in the art. Additional features and advantages are disclosed in the following description, claims, and drawings, and in part will be readily apparent therefrom to those skilled in the art or recognized by practicing the disclosure as described herein. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Examples are described in more detail below with reference to the appended drawings.

[0034] FIG. 1 is an exemplary POD drive unit according to an example.

[0035] FIG. 2 is another exemplary POD drive unit according to an example.

[0036] FIGS. 3-4 are different views of the POD drive unit of FIG. 2

[0037] FIG. 5 is yet another exemplary POD drive unit according to an example.DETAILED DESCRITPION

[0038] The detailed description set forth below provides information and examples of the disclosed technology with sufficient detail to enable those skilled in the art to practice the disclosure.

[0039] The marine industry has long sought to optimize propulsion systems for vessels, aiming to achieve a balance between efficiency, maneuverability, and operational control. Traditional POD drive systems often struggle with the integration of effective pitch-changing mechanisms. The ability to expediently adjust the pitch of a propeller is crucial for optimizing thrust and efficiency across varying speeds and environmental conditions. Prior art solutions typically lack the sophistication required for seamless pitch adjustment, resulting in compromised performance, particularly in dynamic maritime environments where rapid changes in vessel speed and direction are necessary.

[0040] Moreover, the conventional designs of POD drive units often involve complex mechanical linkages and control systems that not only increase the weight and cost but also add layers of potential failure points. The complexity of these systems can lead to maintenance challenges and reduced reliability, especially in harsh marine conditions. Additionally, the inefficiencies in power transmission and control precision have been longstanding issues that limit the effectiveness of existing POD drive technologies.

[0041] Improvements are needed to address these shortcomings. There is a demand for a POD drive unit that can offer more efficient and reliable pitch adjustment mechanisms, thereby enhancing the overall propulsion system's responsiveness and energy efficiency. Such advancements would not only improve vessel performance but also contribute to reduced power consumption and lower environmental impact, aligning with the industry's growing emphasis on sustainable maritime operations.

[0042] In conclusion, while POD drive units represent a significant leap forward in marine propulsion technology, there remains a substantial opportunity for innovation to overcome the limitations of current designs. By addressing the deficiencies in pitch control and mechanical complexity, next-generation POD drive units can redefine the standards of marine vessel propulsion, delivering enhanced performance and sustainability.

[0043] FIG. 1 is a POD drive unit 1 for a marine vessel 100. The POD drive unit 1 comprises a housing 2 being submerged in the water during operation. The POD drive unit 1 furthermore comprises a first axial flux motor 3 connected with a first shaft 4 so as to rotate with a first rotation speed, and a second axial flux motor 5 connected with a second shaft 6 so as to rotate with a second rotation speed, the first axial flux motor 3 and the second axial flux motor 5 being arranged inside the housing 2. The first shaft 4 and the second shaft are connected with a pitchable propeller 7 so as to rotate the pitchable propeller 7 around a rotation axis 20. Moreover, a coupling 8 is arranged between the first shaft 4, the second shaft 6 and the pitchable propeller 7 for changing a pitch angle of the pitchable propeller 7 when the first rotation speed and / or second rotation speed vary in relation to the other. Hence, by changing either the first rotation speed in relation to the second rotation speed, or vice versa, the pitch angle of the pitchable propeller may be changed.

[0044] The pitch angle of a pitchable propeller 7 refers to the angle between the chord line of the propeller blade and the plane of rotation 20. This angle is measured around the pitch axis 21, which is an imaginary line perpendicular to the blade's chord line and extends through a hub of the pitchable propeller 7. Different pitch angles can significantly influence sailing conditions and the performance of the marine vessel. At a low pitch angle, the blades are more aligned with the direction of rotation. This generates less thrust but allows for higher rotational speeds. This setting is typically used for low-speed operations, such as maneuvering in tight spaces or when the vessel is lightly loaded. It can also be beneficial during acceleration from a standstill. At a high pitch angle, the blades are more perpendicular to the direction of rotation 20. This generates more thrust but results in lower rotational speeds. This setting is ideal for high-speed cruising or when the vessel is heavily loaded, as it provides greater propulsion force. However, it can increase the load on the motor and reduce power efficiency if not managed correctly.

[0045] In addition, at variable pitch angles the blades can be adjusted to various angles between the low and high extremes. This allows for optimized performance across different sailing conditions. By dynamically adjusting the pitch angle, the propulsion system can balance the need for speed, thrust, and power efficiency. For example, a moderate pitch angle can provide a good compromise between speed and thrust for general cruising. By adjusting the pitch angle, the propulsion unit can tailor the thrust characteristics to match specific operational requirements, improving overall vessel performance, power efficiency, and maneuverability under diverse sailing conditions. The present disclosure aiming at providing a solution for adjusting the variable pitch angles of the pitchable propeller in a simple manner.

[0046] A marine POD drive unit 1 according to the disclosure is a propulsion system utilized in maritime vessels, operating fully submerged beneath the waterline to provide thrust and superior maneuverability. This POD drive unit 1 is characterized by its integration of essential components, including an electric motor, a propeller, and sometimes a steering mechanism, all encapsulated within a streamlined pod structure. The encapsulation minimizes hydrodynamic drag, enhancing the vessel's efficiency as it moves through the water.

[0047] The POD drive unit 1 distinguishes itself from traditional stern drives and outboard motors primarily through its fully submerged operation and its unique design that in some instances allows for 360-degree rotation. This rotational capability may provide unparalleled maneuverability, enabling vessels to execute precise movements, such as dynamic positioning and tight turns, which are challenging for conventional propulsion systems. Unlike stern drives, which are partially submerged and extend from the back of the vessel, or outboard motors that are mounted externally on the transom, POD drives are integrated into the vessel's hull. This integration enhances the vessel's stability and distributes weight more evenly, contributing to improved performance and handling.

[0048] Additionally, the use of axial flux motors within POD drive units offers compact and efficient power delivery, directly transmitting rotational force to the propeller. This design facilitates the incorporation of pitchable propellers, allowing adjustments to the blade angle to optimize propulsion under varying operational conditions. The control system of a POD drive unit, which may include automated or manual inputs, further differentiates it by enabling real-time adjustments to motor speeds and propeller pitch, based on navigational needs and vessel data.

[0049] Under operation, the POD drive's submerged position significantly reduces noise and vibrations compared to stern drives and outboards, enhancing onboard comfort and reducing environmental disturbances.

[0050] In FIG. 1, the POD drive unit 1 is connected to the marine vessel 100 via a fin 16 so that the POD drive unit 1 may be positioned a distance from a hull of the marine vessel 100 so that the rotation of the pitchable propeller 7 do not interfere with the hull, and a more enhanced flow around the POD drive unit 1 is obtainable.

[0051] In addition, the POD drive unit 1 may be retractable into the hull of the marine vessel 100 when not in use or it may be arranged permanent in the intended position under the hull.

[0052] The housing 2 comprises a streamlined outer contour to reduce hydrodynamic drag of the entire POD drive unit 1. A technical benefit may include improved vessel speed and decreased power consumption by minimizing resistance through water.

[0053] In the example of FIG. 1, the first and second axial flux motors 3, 5 are arranged coaxially within the housing 2. A technical benefit may include compact design and efficient use of space, facilitating integration into a wide range of vessel configurations.

[0054] The first and second axial flux motors 3, 5 may be arranged in front of the pitchable propeller 7 where the pitchable propeller 7 is configured to push the marine vessel 100. In another example, the first and second axial flux motors 3, 5 may be arranged behind the pitchable propeller 7 where the pitchable propeller 7 is configured to pull the marine vessel 100. The first and second axial flux motors 3, 5 may also be arranged on opposite sides of the pitchable propeller 7. In FIG. 1, the first and second axial flux motors 3, 5 are arranged in front of the pitchable propeller 7.

[0055] Furthermore, the first shaft 4 and the second shaft 6 are arranged concentrically. A technical benefit may include reduced mechanical complexity and improved alignment, enhancing the overall durability and efficiency of the drive unit. In FIG. 1, the first shaft 4 has a smaller outer diameter than an inner diameter of the second shaft 6 so that the first shaft 4 may extend through the second shaft 6. The second shaft 6 is hollow.

[0056] The first axial flux motor 3 and the second axial flux motor 5 are independently controllable. A technical benefit may include enhanced precision in thrust vectoring and improved adaptability to varying navigational requirements as well as the possibility to control the rotational speed of the first shaft 4 and / or the second shaft 6. By the change in rotation speed of either the first shaft or the second shaft the pitchable propeller may be pitched.

[0057] The POD drive unit 1 may further comprise a control unit 13 being operatively connected with the first axial flux motor 3 and the second axial flux motor 6. A technical benefit may include centralized management of propulsion parameters, facilitating optimal performance through automated adjustments and well as controlling rotation speed of the first shaft and the second shaft, respectively, so that the pitchable propeller can be pitched. The control unit 13 may include a microprocessor, microcontroller, programmable digital signal processor or another programmable device. The control unit 13 may also, or instead, include an application specific integrated circuit, a programmable gate array or programmable array logic, a programmable logic device, or a digital signal processor. Where the control unit 13 includes a programmable device such as the microprocessor, microcontroller or programmable digital signal processor mentioned above, the processor may further include computer executable code that controls operation of the programmable device. The control unit 13 may be arranged on the marine vessel 100 or directly in the housing 2.

[0058] Moreover, the control unit 13 may configured to adjust the rotation speeds of the first and second axial flux motors 3, 5 based on navigational inputs. A technical benefit may include improved responsiveness to environmental changes and navigational commands, enhancing overall vessel control, as well as to change the pitch angle of the pitchable propeller for obtaining enhanced sailing.

[0059] The control unit 13 may also be configured to adjust the rotation speeds of the first and second axial flux motors 3, 5 on basis of vessel data received from the marine vessel 100. A technical benefit may include data-driven optimization of propulsion settings, leading to more efficient operation and reduced energy consumption, as well as to change the pitch angle of the pitchable propeller for obtaining enhanced sailing. The vessel data may relate to power consumption, modes of operation of the marine vessel, torque of the motors, load of the marine vessel, speed of the marine vessel, or a combination thereof. A technical benefit may include comprehensive insight into vessel performance, enabling predictive adjustments to propulsion parameters for enhanced efficiency and reliability.

[0060] Additionally, the control unit 13 may be configured to adjust the pitch angle of the pitchable propeller 7 on basis of the vessel data. A technical benefit may include precise control over propulsion dynamics, allowing for real-time optimization of thrust and power consumption efficiency based on operational conditions.

[0061] Furthermore, the control unit 13 may be configured to control the first axial flux motor 3 and / or the second axial flux motor 5 on basis of input data received from an input unit 14 operated by an operator of the marine vessel. A technical benefit may include enhanced user control over propulsion settings, providing adaptability to operator preferences and situational demands. The control unit 13 may be configured to adjust the pitch angle of the pitchable propeller 7 on basis of the input data. A technical benefit may include improved customizability of vessel performance, allowing operators to tailor propulsion settings for specific navigational scenarios.

[0062] The control unit 13 may also comprise a manual override feature. A technical benefit may include increased safety and control, allowing operators to take direct control of propulsion settings in critical situations.

[0063] The POD drive unit 1 may further comprise a sensor system 15 for monitoring the rotation speeds of the first and second shafts 4, 6, respectively. A technical benefit may include real-time feedback on propulsion dynamics, enabling precise adjustments to optimize performance and efficiency.

[0064] Moreover, the POD drive unit 1 may further comprise a power supply 17 for the first and second axial flux motors 3, 5. A technical benefit may include reliable and consistent power delivery, ensuring uninterrupted propulsion performance. The power supply 17, such as a battery pack, may be arranged on the marine vessel 100. A redundant power supply for the axial flux motors may also be arranged on the marine vessel. A technical benefit may include enhanced reliability and operational security, providing backup power in case of primary power supply failure.

[0065] In addition, the POD drive unit 1 may be rotatably connected with the marine vessel 100. A technical benefit may include increased maneuverability and flexibility, allowing for dynamic positioning and orientation of the propulsion system. The POD drive unit 1 may be rotated around the propulsion rotation axis 23 as seen in FIG. 1, so that the POD drive unit 1 may be used to steer and maneuver the marine vessel.

[0066] The first shaft 4 and the second shaft 6 may be configured to rotate in the same direction. A technical benefit may include simplified mechanical design and reduced wear and tear on components, leading to increased reliability and reduced maintenance requirements. The first shaft 4 and the second shaft 6 may be rotating in a first rotation direction providing a forward thrust or reverse thrust to the pitchable propeller 7. A technical benefit may include flexible operation modes that enhance navigational capabilities, allowing for swift changes in vessel direction.

[0067] Also, the first shaft 4 and the second shaft 6 may be rotating in a second rotation direction being opposite to the first rotation direction, providing a reverse thrust or a forward thrust to the pitchable propeller 7. A technical benefit may include improved maneuverability and control in tight or confined spaces, enhancing safety and operational efficiency.

[0068] In FIG. 2, another POD drive unit 1 is shown. The POD drive unit 1 comprises a housing 2 being submerged in the water during operation. The POD drive unit 1 furthermore comprises a first axial flux motor 3 connected with a first shaft 4 so as to rotate with a first rotation speed, and a second axial flux motor 5 connected with a second shaft 6 so as to rotate with a second rotation speed, the first axial flux motor 3 and the second axial flux motor 5 being arranged inside the housing 2. The first shaft 4 and the second shaft are connected with a pitchable propeller 7 so as to rotate the pitchable propeller 7 around a rotation axis 20. Moreover, a coupling 8 is arranged between the first shaft 4, the second shaft 6 and the pitchable propeller 7 for changing a pitch angle of the pitchable propeller 7 when the first rotation speed and / or second rotation speed vary in relation to the other.

[0069] The coupling 8 may comprise a first gear 9 and a second gear 10, the first shaft 4 is directly connected to the second gear 10 and the second shaft 6 is directly connected to the first gear 9. A technical benefit may include improved mechanical efficiency and synchronization between the motors and the propeller, enabling smooth and precise pitch adjustments.

[0070] Moreover, the pitchable propeller 7 may have a plurality of propeller blades 11, each propeller blade being connected to a blade gear 12. A technical benefit may include enhanced control over individual blade angles, allowing for more refined adjustments to propulsion dynamics and vessel stability.

[0071] When a change in rotation speed occurs in either the first shaft or the second shaft, the change in rotation speed will provide a movement of either the first gear or the second gear, which in turn will rotate the blade gears and thereby provide a change of the pitch angle of the pitchable propeller.

[0072] In an example, the pitchable propeller may have a first blade and a second blade, the first blade is connected to a first blade gear and the second blade is connected to a second blade gear. A technical benefit may include the ability to optimize thrust distribution across the propeller, improving maneuverability and reducing stress on the propulsion system.

[0073] In another example, the pitchable propeller may have a first blade, a second blade and a third blade, the first blade is connected to a first blade gear, the second blade is connected to a second blade gear and the third blade is connected to a third blade gear. A technical benefit may include improved propulsion efficiency by allowing for complex pitch configurations that can be tailored to specific navigational requirements.

[0074] In yet another example, the pitchable propeller may have a first blade, a second blade, a third blade and a fourth blade, the first blade is connected to a first blade gear, the second blade is connected to a second blade gear, the third blade is connected to a third blade gear and the fourth blade is connected to a fourth blade gear. A technical benefit may include enhanced stability and uniform thrust across all blades, reducing vibration and increasing the lifespan of the propulsion components.

[0075] Furthermore, the first gear 9 and the second gear 10 are connected to the blade gears 12. A technical benefit may include seamless integration of the pitch-changing mechanism with the drive system, facilitating rapid adjustments to propeller pitch with minimal mechanical complexity. The first and second gears 9, 10 and the blade gears 12 may be beveled gears interacting and / or meshing with each other.

[0076] In the circumstance where the first rotation speed and the second rotation speed are equal whereby the pitchable propeller 7 is rotating with a constant pitch. A technical benefit may include consistent propulsion performance and simplified control logic, which can enhance power efficiency during steady-state cruising conditions.

[0077] In the circumstance where the first rotation speed or the second rotation speed is different to the other rotation speed, the blade gears 12 will rotate so that a pitch angle of the pitchable propeller’s blades 11 will change. A technical benefit may include dynamic adaptability to changing operational conditions, allowing for real-time optimization of thrust and maneuverability.

[0078] FIGS. 3-4 show the POD drive unit 1 without the housing. In FIG. 3, the POD drive unit 1 is seen from the outside, and in FIG. 4, the POD drive unit 1 is shown in a cross-sectional view. The POD drive unit 1 comprises a first axial flux motor 3 connected with a first shaft 4 so as to rotate with a first rotation speed, and a second axial flux motor 5 connected with a second shaft 6 so as to rotate with a second rotation speed, the first axial flux motor 3 and the second axial flux motor 5 being arranged inside the housing (not seen in FIGS. 3-4). The first shaft 4 and the second shaft 6 are connected with a pitchable propeller 7 so as to rotate the pitchable propeller 7 around a rotation axis 20. Moreover, a coupling 8 is arranged between the first shaft 4, the second shaft 6 and the pitchable propeller 7 for changing a pitch angle of the pitchable propeller 7 when the first rotation speed and / or second rotation speed vary in relation to the other. The coupling 8 may comprise a first gear 9 and a second gear 10, the first shaft 4 is directly connected to the second gear 10 and the second shaft 6 is directly connected to the first gear 9. Moreover, the pitchable propeller 7 may have a plurality of propeller blades 11, each propeller blade being connected to a blade gear 12. In the present example, the pitchable propeller 7 has two blades 11. Also, the pitchable propeller 7 is a single propeller.

[0079] Furthermore, a pitch angle of the pitchable propeller 7 may be changed between the forward thrust direction and the reverse thrust direction. A technical benefit may include increased operational flexibility, allowing for precise adjustments to propulsion dynamics during rapid changes in vessel direction.

[0080] The pitchable propeller 7 may also be foldable. A technical benefit may include reduced drag when the propeller is not in use, conserving energy and improving power efficiency during non-propulsion periods.

[0081] In addition, the housing may comprise a cooling system for the first and second axial flux motors. A technical benefit may include enhanced thermal management, ensuring consistent motor performance and preventing overheating during extended operation.

[0082] The POD drive unit 1 may further comprise a lubrication system for the coupling and the shafts. A technical benefit may include reduced friction and wear, extending the lifespan of mechanical components and minimizing maintenance requirements.

[0083] Moreover, the POD drive unit 1 may comprise a vibration dampening system for the first and second shafts. A technical benefit may include reduced noise and mechanical stress, improving operator comfort and extending the lifespan of the propulsion system.

[0084] Also, the pitchable propeller may be configured for both high-speed and low-speed operation. A technical benefit may include versatile performance across a range of operational conditions, optimizing efficiency and maneuverability.

[0085] The POD drive unit 1 may further comprise an integrated braking system for the first and second shafts. A technical benefit may include enhanced stopping power and safety, allowing for precise control over vessel deceleration.

[0086] In FIG. 5, the first axial flux motor 3 is arranged on one side of the pitchable propeller 7 and the second axial flux motor 5 is arranged on the opposite side of the pitchable propeller 7. A technical benefit may include balanced thrust distribution and improved propulsion dynamics, enhancing vessel stability and performance. In the example, the first shaft 4 is directly connected with the coupling 8, and the second shaft 6 is also directly connected with the coupling 8. The example of FIG. 5 function in the same manner as previously disclosed so that the blades of the pitchable propeller 7 may be pitched around the pitch axis 21 by changing either the first rotation speed or the second rotation speed, whereby the coupling is configured to change the pitch angle of the pitchable propeller 7 accordingly.

[0087] The present disclosure also relates to a marine vessel 100 comprising a POD drive unit 1 as disclosed herein. A technical benefit may include enhanced vessel performance and adaptability, leveraging the advanced features of the POD drive unit to optimize navigational efficiency.

[0088] The present disclosure also relates to a method for pitching a pitchable propeller 7 of a POD drive unit 1 as disclosed herein, comprising

[0089] arranging a first axial flux motor 3 connected with a first shaft 4 and a second axial flux motor 5 connected with a second shaft 6 inside a housing 2,

[0090] connecting the first shaft 4 and the second shaft 6 with a pitchable propeller 7,

[0091] arranging a coupling 8 between the first shaft b, the second shaft 6 and the pitchable propeller 7,

[0092] changing a pitch angle of the pitchable propeller 7 by vary a first rotation speed of the first shaft 4 and / or a second rotation speed of the second shaft 6. Hereby is obtained an improved adaptability and responsiveness of the method for pitching the propeller 7, ensuring optimal propulsion efficiency and reduced power consumption. By facilitating real-time adjustments to the propeller pitch based on variations in motor speeds, this method enhances the overall performance and adaptability of the propulsion system, offering significant improvements over existing solutions that lack such dynamic pitch control.

[0093] In addition, the change of the first rotation speed compared to the second rotation speed or vice versa adjusts the pitch angle of the pitchable propeller 7. A technical benefit may include dynamic pitch control, allowing for real-time optimization of thrust and propulsion efficiency based on operational requirements.

[0094] The method may further comprise independently controlling the first axial flux motor 3 and the second axial flux motor 5. A technical benefit may include enhanced maneuverability and control, enabling precise adjustments to propulsion dynamics to suit varying navigational scenarios.

[0095] Also, the method may further comprise utilizing a control unit 13 operatively connected with the first axial flux motor 3 and the second axial flux motor 5 to facilitate independent control. A technical benefit may include centralized and automated management of propulsion settings, enhancing efficiency and responsiveness to navigational commands.

[0096] Moreover, the method may further comprise adjusting the rotation speeds of the first and second axial flux motors 3, 5 based on navigational inputs to optimize vessel maneuverability. A technical benefit may include improved vessel handling and agility, allowing for precise navigation through complex environments.

[0097] Furthermore, the method may further comprise adjusting the rotation speeds of the first and second axial flux motors 3, 5 based on vessel data received from the marine vessel 100 to enhance operational efficiency. A technical benefit may include data-driven optimization of propulsion dynamics, ensuring efficient and reliable vessel operation under varying conditions.

[0098] Additionally, the vessel data relates to power consumption, modes of operation of the marine vessel 100, torque of the motors, load of the marine vessel, speed of the marine vessel, or a combination thereof, and is used to inform adjustments. A technical benefit may include comprehensive insight into vessel performance, facilitating predictive adjustments to optimize propulsion efficiency and reliability.

[0099] The method may further comprise adjusting the pitch angle of the pitchable propeller 7 based on the vessel data to ensure optimal performance. A technical benefit may include real-time adaptation to changing operational conditions, maximizing thrust efficiency and minimizing energy consumption.

[0100] Also, the method may, further comprising controlling the first axial flux motor 3 and / or the second axial flux motor 5 based on input data received from an input unit 14 operated by an operator, allowing manual adjustments as needed. A technical benefit may include enhanced user control and flexibility, allowing operators to tailor propulsion settings to specific navigational requirements.

[0101] Moreover, the method may further comprise adjusting the pitch angle of the pitchable propeller 7 based on the input data to accommodate operator preferences or situational demands. A technical benefit may include improved customizability of vessel performance, allowing for rapid adaptation to changing maritime conditions.

[0102] In an aspect of the disclosure, a POD drive unit for a marine vessel, comprising a housing, a first axial flux motor connected with a first shaft so as to rotate with a first rotation speed, a second axial flux motor connected with a second shaft so as to rotate with a second rotation speed, the first and second axial flux motors being arranged inside the housing, wherein the first shaft is connected with a first propeller, and the second shaft are connected with a second propeller, wherein the first axial flux motor is configured to rotate in a first direction, the second axial motor is configured to rotate in a second direction, the first direction being opposite to the second direction so that the first and second propellers are counter-rotating.

[0103] Certain aspects and variants of the disclosure are set forth in the following examples numbered consecutive below.

[0104] Example 1: A POD drive unit (1) for a marine vessel (100), comprising a housing (2), a first axial flux motor (3) connected with a first shaft (4) so as to rotate with a first rotation speed, a second axial flux motor (5) connected with a second shaft (6) so as to rotate with a second rotation speed, the first and second axial flux motors (3, 5) being arranged inside the housing (2), wherein the first shaft (4) and the second shaft are connected with a pitchable propeller (7), wherein a coupling (8) is arranged between the first shaft (4), the second shaft (6) and the pitchable propeller (7) for changing a pitch angle of the pitchable propeller (7) when the first rotation speed and / or second rotation speed vary in relation to the other.

[0105] Example 2: The POD drive unit (1) of example 1, wherein the coupling (8) comprises a first gear (9) and a second gear (10), the first shaft (4) is directly connected to the second gear (10) and the second shaft (6) is directly connected to the first gear (9).

[0106] Example 3: The POD drive unit (1) of any of examples 1-2, wherein the pitchable propeller (7) has a plurality of propeller blades (11), each propeller blade (11) being connected to a blade gear (12).

[0107] Example 4: The POD drive unit (1) of example 3, wherein the pitchable propeller (7) has a first blade (11) and a second blade (11), the first blade (11) is connected to a first blade gear (12) and the second blade (11) is connected to a second blade gear (12).

[0108] Example 5: The POD drive unit (1) of example 3, wherein the pitchable propeller (7) has a first blade, a second blade and a third blade, the first blade is connected to a first blade gear, the second blade is connected to a second blade gear and the third blade is connected to a third blade gear.

[0109] Example 6: The POD drive unit (1) of example 3, wherein the pitchable propeller (7) has a first blade, a second blade, a third blade and a fourth blade, the first blade is connected to a first blade gear, the second blade is connected to a second blade gear, the third blade is connected to a third blade gear and the fourth blade is connected to a fourth blade gear.

[0110] Example 7: The POD drive unit (1) of any of examples 2-6, wherein the first gear (9) and the second gear (10) are connected to the blade gears (12).

[0111] Example 8: The POD drive unit (1) of any of examples 1-7, wherein the first rotation speed and the second rotation speed are equal whereby the pitchable propeller (7) is rotating with a constant pitch.

[0112] Example 9: The POD drive unit (1) of any of examples 1-8, wherein the first rotation speed or the second rotation speed is different whereby the blade gears (12) will rotate so that a pitch angle of the pitchable propeller blades (11) will change.

[0113] Example 10: The POD drive unit (1) of any of examples 1-9, wherein the first shaft (4) and the second shaft (6) rotate in the same direction.

[0114] Example 11: The POD drive unit (1) of any of examples 1-10, wherein the first shaft (4) and the second shaft (6) are rotating in a first rotation direction providing a forward thrust or reverse thrust to the pitchable propeller (7).

[0115] Example 12: The POD drive unit (1) of any of examples 1-11, wherein the first shaft (4) and the second shaft (6) are rotating in a second rotation direction being opposite to the first rotation direction, providing a reverse thrust or a forward thrust to the pitchable propeller (7).

[0116] Example 13: The POD drive unit (1) of example 12, wherein a pitch angle of the pitchable propeller (7) is changed between the forward thrust direction and the reverse thrust direction.

[0117] Example 14: The POD drive unit (1) of any of examples 1-13, wherein the pitchable propeller (7) is foldable.

[0118] Example 15: The POD drive unit (1) of any of examples 1-14, wherein the housing (2) comprises a streamlined outer contour to reduce hydrodynamic drag.

[0119] Example 16: The POD drive unit (1) of any of examples 1-15, wherein the first axial flux motor (3) and the second axial flux motor (5) are independently controllable.

[0120] Example 17: The POD drive unit (1) of any of examples 1-16, further comprising a control unit (13) being operatively connected with the first axial flux motor (3) and the second axial flux motor (5).

[0121] Example 18: The POD drive unit (1) of example 17, wherein the control unit (13) is configured to adjust the rotation speeds of the first and second axial flux motors (3, 5) based on navigational inputs.

[0122] Example 19: The POD drive unit (1) of example 17, wherein the control unit (13) is configured to adjust the rotation speeds of the first and second axial flux motors (3, 5) on basis of vessel data received from the marine vessel (100).

[0123] Example 20: The POD drive unit (1) of example 19, wherein the vessel data relates to power consumption, modes of operation of the marine vessel, torque of the motors (3, 5), load of the marine vessel, speed of the marine vessel, or a combination thereof.

[0124] Example 21: The POD drive unit (1) of example 20, wherein the control unit (13) is configured to adjust the pitch angle of the pitchable propeller (7) on basis of the vessel data.

[0125] Example 22: The POD drive unit of example 17, wherein the control unit (13) is configured to control the first axial flux motor (3) and / or the second axial flux motor (5) on basis of input data received from an input unit (14) operated by an operator.

[0126] Example 23: The POD drive unit (1) of example 22, wherein the control unit (13) is configured to adjust the pitch angle of the pitchable propeller (7) on basis of the input data.

[0127] Example 24: The POD drive unit (1) of any of examples 1-23, wherein the first shaft (4) and the second shaft (6) are arranged concentrically.

[0128] Example 25: The POD drive unit (1) of any of examples 1-24, further comprising a sensor system (15) for monitoring the rotation speeds of the first and second shafts (4, 6), respectively.

[0129] Example 26: The POD drive unit (1) of any of examples 1-25, wherein the housing (2) comprises a cooling system for the first and second axial flux motors (3, 5).

[0130] Example 27: The POD drive unit (1) of any of examples 1-26, further comprising a lubrication system for the coupling (8) and the shafts (4, 6).

[0131] Example 28: The POD drive unit (1) of any of examples 1-27, wherein the first and second axial flux motors (3, 5) are arranged coaxially within the housing (2).

[0132] Example 29: The POD drive unit (1) of any of examples 1-27, further comprising a power supply for the first and second axial flux motors (3, 5).

[0133] Example 30: The POD drive unit (1) of example 29, further comprising a redundant power supply for the axial flux motors (3, 5).

[0134] Example 31: The POD drive unit (1) of example 17, wherein the control unit (13) comprises a manual override feature.

[0135] Example 32: The POD drive unit (1) of any of examples 1-31, further comprising a vibration dampening system for the first and second shafts (4, 6).

[0136] Example 33: The POD drive unit (1) of any of examples 1-32, wherein the pitchable propeller (7) is configured for both high-speed and low-speed operation.

[0137] Example 34: The POD drive unit (1) of any of examples 1-33, further comprising an integrated braking system for the first and second shafts (4, 6).

[0138] Example 35: The POD drive unit (1) of any of examples 1-34, wherein the first axial flux motor (3) is arranged on one side of the pitchable propeller (7) and the second axial flux motor (5) is arranged on the opposite side of the pitchable propeller (7).

[0139] Example 36: The POD drive unit (1) of any of examples 1-35, wherein the POD drive unit is rotatably connected with the marine vessel (100).

[0140] Example 37: A marine vessel (100) comprising a POD drive unit (1) of any of examples 1-36.

[0141] Example 38: A method for pitching a pitchable propeller (7) of a POD drive unit (1) of any of examples 1-36, comprising arranging a first axial flux motor (3) connected with a first shaft (4) and a second axial flux motor (5) connected with a second shaft (6) inside a housing (2), connecting the first shaft (4) and the second shaft (6) with a pitchable propeller (7), arranging a coupling (8) between the first shaft (4), the second shaft (6) and the pitchable propeller (7), changing a pitch angle of the pitchable propeller (7) by vary a first rotation speed of the first shaft (4) and / or a second rotation speed of the second shaft (6).

[0142] Example 39: The method of example 38, whereby the change of the first rotation speed compared to the second rotation speed or vice versa adjusts the pitch angle of the pitchable propeller (7).

[0143] Example 40: The method of example 38, further comprising independently controlling the first axial flux motor (3) and the second axial flux motor (5).

[0144] Example 41: The method of example 38, further comprising utilizing a control unit (13) operatively connected with the first axial flux motor (3) and the second axial flux motor (5) to facilitate independent control.

[0145] Example 42: The method of example 41, further comprising adjusting the rotation speeds of the first and second axial flux motors (3, 5) based on navigational inputs to optimize vessel maneuverability.

[0146] Example 43: The method of example 41, further comprising adjusting the rotation speeds of the first and second axial flux motors (3, 5) based on vessel data received from the marine vessel (100) to enhance operational efficiency.

[0147] Example 44: The method of example 43, whereby the vessel data relates to power consumption, modes of operation of the marine vessel, torque of the motors, load of the marine vessel, speed of the marine vessel, or a combination thereof, and is used to inform adjustments.

[0148] Example 45: The method of example 44, further comprising adjusting the pitch angle of the pitchable propeller (7) based on the vessel data to ensure optimal performance.

[0149] Example 46: The method of example 41, further comprising controlling the first axial flux motor (3) and / or the second axial flux motor (5) based on input data received from an input unit operated by an operator, allowing manual adjustments as needed.

[0150] Example 47: The method of example 46, further comprising adjusting the pitch angle of the pitchable propeller (7) based on the input data to accommodate operator preferences or situational demands.

[0151] Example 48: A POD drive unit (1) for a marine vessel (100), comprising a housing (2), a first axial flux motor (3) connected with a first shaft (4) so as to rotate with a first rotation speed, a second axial flux motor (5) connected with a second shaft (6) so as to rotate with a second rotation speed, the first and second axial flux motors (3, 5) being arranged inside the housing (2), wherein the first shaft (4) is connected with a first propeller, and the second shaft are connected with a second propeller, wherein the first axial flux motor is configured to rotate in a first direction, the second axial motor is configured to rotate in a second direction, the first direction being opposite to the second direction so that the first and second propellers are counter-rotating.

[0152] The terminology used herein is for the purpose of describing particular aspects only and is not intended to be limiting of the disclosure. As used herein, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items. It will be further understood that the terms "comprises," "comprising," "includes," and / or "including" when used herein specify the presence of stated features, integers, actions, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, actions, steps, operations, elements, components, and / or groups thereof.

[0153] It will be understood that, although the terms first, second, etc., may be used herein to describe various elements, these elements should not be limited by these terms.

[0154] These terms are only used to distinguish one element from another. For example, a first element could be termed a second element, and, similarly, a second element could be termed a first element without departing from the scope of the present disclosure.

[0155] Relative terms such as "below" or "above" or "upper" or "lower" or "horizontal" or "vertical" may be used herein to describe a relationship of one element to another element as illustrated in the Figures. It will be understood that these terms and those discussed above are intended to encompass different orientations of the device in addition to the orientation depicted in the Figures. It will be understood that when an element is referred to as being "connected" or "coupled" to another element, it can be directly connected or coupled to the other element, or intervening elements may be present. In contrast, when an element is referred to as being "directly connected" or "directly coupled" to another element, there are no intervening elements present.

[0156] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. It will be further understood that terms used herein should be interpreted as having a meaning consistent with their meaning in the context of this specification and the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

[0157] It is to be understood that the present disclosure is not limited to the aspects described above and illustrated in the drawings; rather, the skilled person will recognize that many changes and modifications may be made within the scope of the present disclosure and appended claims. In the drawings and specification, there have been disclosed aspects for purposes of illustration only and not for purposes of limitation, the scope of the disclosure being set forth in the following claims.

Examples

example 6

[0109] The POD drive unit (1) of example 3, wherein the pitchable propeller (7) has a first blade, a second blade, a third blade and a fourth blade, the first blade is connected to a first blade gear, the second blade is connected to a second blade gear, the third blade is connected to a third blade gear and the fourth blade is connected to a fourth blade gear.

[0110] Example 7: The POD drive unit (1) of any of examples 2-6, wherein the first gear (9) and the second gear (10) are connected to the blade gears (12).

example 8

[0111] The POD drive unit (1) of any of examples 1-7, wherein the first rotation speed and the second rotation speed are equal whereby the pitchable propeller (7) is rotating with a constant pitch.

example 9

[0112] The POD drive unit (1) of any of examples 1-8, wherein the first rotation speed or the second rotation speed is different whereby the blade gears (12) will rotate so that a pitch angle of the pitchable propeller blades (11) will change.

Claims

1. A POD drive unit for a marine vessel, comprisinga housing,a first axial flux motor connected with a first shaft so as to rotate with a first rotation speed,a second axial flux motor connected with a second shaft so as to rotate with a second rotation speed, the first and second axial flux motors being arranged inside the housing,wherein the first shaft and the second shaft are connected with a pitchable propeller,wherein a coupling is arranged between the first shaft, the second shaft and the pitchable propeller for changing a pitch angle of the pitchable propeller when the first rotation speed and / or second rotation speed vary in relation to the other.

2. The POD drive unit of claim 1, wherein the coupling comprises a first gear and a second gear, the first shaft is directly connected to the second gear and the second shaft is directly connected to the first gear.

3. The POD drive unit of claim 1, wherein the pitchable propeller has a plurality of propeller blades, each propeller blade being connected to a blade gear.

4. The POD drive unit of claim 2, wherein the first gear and the second gear are connected to the blade gears.

5. The POD drive unit of claim 1, wherein the first rotation speed and the second rotation speed are equal whereby the pitchable propeller is rotating with a constant pitch.

6. The POD drive unit of claim 1, wherein the first rotation speed or the second rotation speed is different whereby the blade gears will rotate so that a pitch angle of the pitchable propeller blades will change.

7. The POD drive unit of claim 1, wherein the first shaft and the second shaft rotate in the same direction.

8. The POD drive unit of claim 1, wherein the first axial flux motor and the second axial flux motor are independently controllable.

9. The POD drive unit of claim 1, further comprising a control unit being operatively connected with the first axial flux motor and the second axial flux motor.

10. The POD drive unit of claim 9, wherein the control unit is configured to adjust the rotation speeds of the first and second axial flux motors on basis of vessel data received from the marine vessel.

11. The POD drive unit of claim 10, wherein the vessel data relates to power consumption, modes of operation of the marine vessel, torque of the motors, load of the marine vessel, speed of the marine vessel, or a combination thereof.

12. The POD drive unit of claim 9, wherein the control unit is configured to control the first axial flux motor and / or the second axial flux motor on basis of input data received from an input unit operated by an operator.

13. The POD drive unit of claim 1, wherein the first and second axial flux motors are arranged coaxially within the housing.

14. The POD drive unit of claim 1, wherein the first axial flux motor is arranged on one side of the pitchable propeller and the second axial flux motor is arranged on the opposite side of the pitchable propeller.

15. The POD drive unit of claim 1, wherein the POD drive unit is rotatably connected with the marine vessel.

16. A marine vessel comprising a POD drive unit of claim 1.

17. A method for pitching a pitchable propeller of a POD drive unit of claim 1, comprising arranging a first axial flux motor connected with a first shaft and a second axial flux motor connected with a second shaft inside a housing,connecting the first shaft and the second shaft with a pitchable propeller,arranging a coupling between the first shaft, the second shaft and the pitchable propeller,changing a pitch angle of the pitchable propeller by vary a first rotation speed of the first shaft and / or a second rotation speed of the second shaft.

18. The method of claim 17, whereby the change of the first rotation speed compared to the second rotation speed or vice versa adjusts the pitch angle of the pitchable propeller.

19. The method of claim 17, further comprising independently controlling the first axial flux motor and the second axial flux motor.

20. The method of claim 17, further comprising utilizing a control unit operatively connected with the first axial flux motor and the second axial flux motor to facilitate independent control.

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