CN116802973A

CN116802973A - Propeller and movable equipment in water area

Info

Publication number: CN116802973A
Application number: CN202280007872.3A
Authority: CN
Inventors: 李军; 陶师正; 万小康; 屈晓峰; 王海洋
Original assignee: Guangdong ePropulsion Technology Co Ltd
Current assignee: Guangdong ePropulsion Technology Co Ltd
Priority date: 2022-07-20
Filing date: 2022-07-20
Publication date: 2023-09-22
Also published as: WO2024016235A1

Abstract

The application provides a propeller and water area movable equipment. Wherein, the propeller is used for connecting to the hull of waters mobile device in order to promote waters mobile device and remove, and the propeller includes frame, connecting axle, drain pan, first motor and propulsion oar. The frame is used for being connected to the hull. The connecting shaft extends along a first direction; one end of the connecting shaft is connected to the frame and can tilt up relative to the hull of the ship through the frame. The bottom shell is connected to one end of the connecting shaft far away from the frame; the bottom chassis defines an inner space. The first motor is installed in the inner space of the bottom shell and is thermally coupled with the bottom shell. The propulsion paddle is in driving connection with the first motor and is used for generating a driving force. The application has the beneficial effects that the first motor can realize heat dissipation through the bottom shell, has good heat dissipation effect, and can simplify and even omit an additional heat dissipation system.

Description

Propeller and movable equipment in water area

Technical Field

The application relates to the technical field of ship power propellers, in particular to a propeller and movable equipment in a water area.

Background

The propeller is a power device of the movable equipment in the water area and is used for pushing the movable equipment in the water area to move in the water area.

Some engines of the propeller are arranged on the nose part, the engines are positioned on the water surface, and heat generated by the engines needs to be dissipated through an additionally arranged heat dissipation system, so that the nose part of the propeller is complex in structure, large in size and high in cost.

Disclosure of Invention

The application provides a propeller with reduced volume and reduced cost and movable equipment in water areas.

The application provides a propeller which is used for being connected to a ship body of water area movable equipment to push the water area movable equipment to move. The frame is adapted to be connected to the hull. The connecting shaft extends along a first direction; one end of the connecting shaft is connected with the frame and can tilt up relative to the hull through the frame. The bottom shell is connected to one end of the connecting shaft far away from the rack; the bottom chassis defines an inner space. The first motor is installed in the inner space of the bottom shell and is thermally coupled with the bottom shell. The propulsion paddle is in transmission connection with the first motor and is used for generating a propelling force.

In the running process of the propeller, when the connecting shaft does not tilt, the propeller can interact with water under the drive of the first motor to generate the driving force for driving the movable equipment in the water area to move. And because the first motor is arranged on the bottom shell and is thermally coupled with the bottom shell, heat generated in the operation process of the first motor can be transmitted to water through the bottom shell, the heat dissipation effect is good, and dependence on an additionally designed heat dissipation system (such as an additionally designed air cooling system, a pump element pumping cooling system and the like) can be reduced. In the case that heat dissipation needs can be satisfied by conduction heat dissipation through the bottom chassis, the heat dissipation system of the aforementioned additional design may also be omitted entirely.

The propeller disclosed by the embodiment of the application has a good heat dissipation effect, can cancel an additionally designed heat dissipation system, and is simple in structure and low in cost.

The application also provides a movable water area device comprising a ship body and the propeller, wherein the propeller is arranged on the ship body.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following description will briefly describe the drawings in the embodiments, it being understood that the following drawings only illustrate some embodiments of the present application and should not be considered as limiting the scope, and that other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a schematic view showing a use state of a water area movable apparatus according to an embodiment of the present application;

fig. 2 is a schematic structural diagram of a first motor according to an embodiment of the present application;

fig. 3 is a schematic structural view of another implementation of the first motor in the embodiment of the present application;

fig. 4 is a schematic structural view of another implementation of the first motor in the embodiment of the present application;

fig. 5 is a schematic structural view of another implementation of the first motor in the embodiment of the present application;

FIG. 6 is a schematic view of the lower structure of the propeller in an embodiment of the present application;

FIG. 7 is a schematic view of another implementation of the lower structure of the propeller in an embodiment of the present application;

FIG. 8 is a schematic view of another implementation of the lower structure of the propeller in an embodiment of the present application;

FIG. 9 is a schematic view of another implementation of the lower structure of the propeller in an embodiment of the present application;

FIG. 10 is a schematic view of another implementation of the lower structure of the propeller in an embodiment of the present application;

FIG. 11 is a schematic view of another implementation of the lower structure of the propeller in an embodiment of the present application;

FIG. 12 is a schematic view of another implementation of the lower structure of the propeller in an embodiment of the present application;

FIG. 13 is a schematic view of another heat dissipation form of a propeller in an embodiment of the present application;

FIG. 14 is a schematic view of another embodiment of a water area mobile device in an embodiment of the application;

FIG. 15 is a schematic view of another embodiment of a water area mobile device in an embodiment of the application;

FIG. 16 is a schematic view of another embodiment of a water area mobile device in an embodiment of the application;

FIG. 17 is a schematic view of the electronic control assembly of the water area mobile device of FIG. 15 or 16 controlling a first motor;

FIG. 18 is a schematic view of another embodiment of the electronic control assembly of the water area mobile device of FIG. 15 or 16 controlling a first motor;

FIG. 19 is a schematic view of the electronic control assembly of the water area mobile device of FIG. 15 or 16 controlling the first motor and the second motor;

FIG. 20 is a schematic view of another embodiment of a water area mobile device in an embodiment of the application;

FIG. 21 is a schematic view of another embodiment of a water area mobile device in an embodiment of the application;

FIG. 22 is a schematic view of another embodiment of a water area mobile device in accordance with an embodiment of the present application;

FIG. 23 is a schematic view of another implementation of the water area mobile device in an embodiment of the application;

FIG. 24 is a schematic view of another embodiment of a water area mobile device in an embodiment of the application;

FIG. 25 is a schematic view of another embodiment of a water area mobile device in an embodiment of the application;

FIG. 26 is a schematic view of another embodiment of a water area mobile device in an embodiment of the application;

FIG. 27 is a schematic view showing the connection relationship among the frame, the first support, the second support and the connecting shaft according to the embodiment of the present application;

fig. 28 is a schematic view of another embodiment of the water area mobile device in an embodiment of the application.

Description of main reference numerals:

water area mobile device 300

Hull 310 of a ship

Battery assembly 311

Propeller 100

Frame 10

First structural part 11

Second structural part 12

Connecting shaft 20

Bottom case 30

Connection housing 31

Bearing 32

Host bracket 33

Steering drive mechanism 34

First motor 40

Stator 41

Rotor 42

Output shaft 43

Thermally conductive structure 46

Propeller 50

Clamp 61

Tilting actuator 62

First support 63

First shock absorbing sleeve 631

First bearing 632

First shock absorbing shaft 633

Second support member 64

Second shock absorbing sleeve 641

Second bearing 642

Second damper shaft 643

Shock absorbing suspension 65

First shock-absorbing suspension 651

Second shock mount 652

Rotating shaft member 66

Cooling liquid 67

Second motor 68

Mounting plate 69

Water pressure plate 70

Water knife board 71

Transmission mechanism 80

Bevel gear pair 801

Speed change assembly 802

First bevel gear 81

Second bevel gear 82

First gear 83

Second gear 84

Third gear 85

Fourth gear 86

Cooling system 90

Pump 91

Conveying pipe 92

Shaft hole K1

Opening K2

Liquid inlet K3

Liquid outlet K4

Surface of water L1

Front end face P1

Hull space Q1

Interior space Q2

First space Q3

Second space Q4

Space Q5

Installation space Q6

Second direction X

First direction Z

Axis of rotation Z1

Electronic control assembly 200

First electronic control assembly 210

Second electronic control assembly 220

Third electronic control assembly 230

Fourth electronic control assembly 240

Fifth electronic control assembly 250

Sixth electronic control assembly 260

Electric control bracket 211

Control circuit board 212

Electric control housing 213

Steering motor 214

Steering transmission 215

First electrically controlled section 221

Second electrically controlled section 222

Power board 223

Control panel 224

First power board 225

Second power board 226

Shell portion 231

Control circuit board 232

Electric control casing 251

Control panel 252

Power board 253

Detailed Description

The following description of the embodiments of the present application will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present application, but not all embodiments.

It will be understood that when an element is referred to as being "fixed to" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. When an element is referred to as being "disposed on" another element, it can be directly on the other element or intervening elements may also be present. The terms "vertical," "horizontal," "left," "right," and the like are used herein for illustrative purposes only.

Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein in the description of the application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The term "or/and" as used herein includes any and all combinations of one or more of the associated listed items.

Some embodiments of the application are described in detail. The following embodiments and features of the embodiments may be combined with each other without collision.

Examples

Referring to fig. 1, the present embodiment provides a water area mobile device 300, and the water area mobile device 300 may be various water area vehicles such as a commercial ship, a passenger ship, a yacht, a fishing boat, a sailing boat, a civil ship, and the like. The water mobile device 300 includes a hull 310 and a propeller 100.

The hull 310 provides a certain buoyancy to enable the water mobile device 300 to float on the water surface L1 and to carry persons or things. The hull 310 has a hull space Q1 for being able to accommodate persons and things or other structures. The specific structure of hull 310 may be set as desired.

The propeller 100 is mounted to the hull 310 for providing propulsion to propel the water movable apparatus 300 through the water.

In some embodiments, the propeller 100 is primarily electrically driven, at which point the water mobile device 300 further includes a battery assembly 311 for powering the propeller 100. The battery assembly 311 may include a number of storage batteries for storing and powering the propeller 100. Alternatively, the battery assembly 311 employs a rechargeable secondary battery. The battery assembly 311 may be mounted on the hull 310, for example, in the hull space Q1, or may be mounted in place on the propeller 100.

Referring to fig. 1 in combination, a propeller 100 in the present embodiment includes a frame 10, a connection shaft 20, a bottom case 30, a first motor 40, and a propeller 50. The frame 10 is connected to the hull 310, the connecting shaft 20 extends along a first direction Z (in the state of fig. 1, the first direction Z is a gravity direction), one end of the connecting shaft 20 is connected to the frame 10, and can be tilted relative to the hull 310 by the frame 10 (a specific tilting manner and a structure will be described later), the bottom shell 30 is connected to an end of the connecting shaft 20 away from the frame 10, the bottom shell 30 defines an inner space Q2, the first motor 40 is mounted in the inner space Q2 and is thermally coupled with the bottom shell 30, and the propulsion paddle 50 is drivingly connected to the first motor 40 for generating the driving force.

The battery assembly 311 is electrically connected to the first motor 40, and is used for supplying power to the first motor 40.

When the propeller 100 in the embodiment of the present application is used, when the connecting shaft 20 is not tilted, the propeller 50 can interact with water under the driving of the first motor 40 to generate the driving force for driving the water area movable device 300 to move. In addition, since the first motor 40 is disposed on the bottom shell 30 and is thermally coupled to the bottom shell 30, heat generated during the operation of the first motor 40 can be transferred to water through the bottom shell 30, so that the heat dissipation effect is good, and dependence on an additionally designed heat dissipation system (such as an additionally designed air cooling system, a pump element pumping cooling system, etc.) can be reduced. In the case where heat dissipation requirements can be satisfied by conduction heat dissipation through the bottom chassis 30, the heat dissipation system of the aforementioned additional design may also be omitted entirely.

Therefore, compared with the prior art, which requires additional configuration of a cooling system such as a water cooling system for arranging the first motor 40 on water, the propeller 100 of the embodiment of the application has the advantages of better cooling effect, short cooling path, or simplified/omitted additional design of the cooling system, small space occupation, simple structure and low cost.

In addition, compared with the prior art, the relative position of the first motor 40 and the propeller 50 is smaller, the transmission path is shorter, and the propulsion efficiency is higher. The first motor 40 is located in the inner space Q2 of the bottom case 30, and is far from the user on the hull 310, and the noise generated by the first motor 40 has less influence on the user in addition to the absorption blocking of the bottom case 30 and other structures.

In this embodiment, the bottom case 30 may be a shell-like structure made of a heat conductive material such as aluminum alloy, and an internal space Q2 enclosed by the shell-like structure is used for accommodating the first motor 40. A thermally conductive structure 46, such as thermally conductive silicone, may be disposed between the first motor 40 and the bottom housing 30. In this way, when the water area movable device 300 is running, the bottom shell 30 is at least partially immersed in water, and is in good contact with the water to conduct heat, and heat generated during operation of the first motor 40 can be transferred to the bottom shell 30 through the heat conducting structure 46 and then transferred to the water through the bottom shell 30, so that heat dissipation of the first motor 40 is achieved.

In this embodiment, the propeller 50 may be a propeller that can be driven to rotate to move the water movable apparatus 300.

Referring again to fig. 1, in some embodiments, the impeller 100 further includes a water pressure plate 70. The water pressure plate 70 has a substantially plate-like structure perpendicular to the direction of gravity. The water pressure plate 70 is connected to the bottom shell 30, and the water pressure plate 70 and the bottom shell 30 may be integrally cast and formed, or may be two separately formed members, which are connected together by threaded connection, welding, or the like.

In the present embodiment, the water pressure plate 70 is connected to the upper side (the side closer to the frame 10) of the bottom case 30, extends to the side away from the hull 310, and is located above the propulsion paddles 50. In this way, the propulsion paddles 50 are located on the side of the water pressure plate 70 remote from the frame 10, and the water waves caused by the operation of the propulsion paddles can be controlled below the water pressure plate 70, thereby reducing the wave making resistance of the water movable apparatus 300.

In some embodiments, the thermally conductive connection between the water pressure plate 70 and the bottom case 30, i.e., the amount of heat transferred by the water pressure plate 70 and the bottom case 30. For example, the water pressure plate 70 and the bottom case 30 are integrally formed by the same heat conductive material (such as aluminum alloy), or are thermally connected by a heat conductor (such as metal with good heat conductive performance). In this way, the heat transferred to the bottom case 30 can be quickly transferred to the water pressure plate 70 and then transferred to the water, in addition to being directly transferred to the water, which is equivalent to the improvement of the heat dissipation area. In addition, for the embodiment where the water pressure plate 70 is located above the propeller 50, the water flow flows through the water pressure plate 70 at a faster speed under the pushing of the propeller 50, so that the heat on the water pressure plate 70 can be taken away quickly and efficiently, and the heat of the first motor 40 can be conducted into the water body through the bottom shell 30 and the water pressure plate 70 faster.

In some embodiments, a water knife plate 71 is disposed on the lower surface of the water pressure plate 70, and the water knife plate 71 is disposed vertically to improve the turning performance of the water movable apparatus 300.

It can be appreciated that the bottom shell 30 and the connecting shaft 20 may be fixedly connected, so that the connecting shaft 20 drives the bottom shell 30 to rotate by rotating the connecting shaft 20 relative to the frame 10, and finally, the propulsion direction of the propeller 100 is turned. The bottom shell 30 and the connecting shaft 20 can be rotatably connected, the connecting shaft 20 is fixed relative to the frame 10, the bottom shell 30 rotates relative to the frame 10, and finally the propulsion direction of the propeller 100 is turned.

Referring to fig. 2, in one embodiment, the first motor 40 may be a dual-stator single-rotor motor including two stators 41 and one rotor 42, the two stators 41 being arranged side by side and respectively electromagnetically coupled to the one rotor 42 for commonly driving the rotor 42 to rotate. An output shaft 43 of the first motor 40 is connected to the rotor 42 for outputting torque. The use of two stators 41 to drive one rotor 42 can improve the driving force or keep the sectional area small while ensuring a certain driving force. And compared with the parallel connection of two thin and short motors, the parallel connection device can realize the advantages of smaller length and smaller occupied volume.

Referring to fig. 3, in one embodiment, the first motor 40 is a single-stator single-rotor motor, and includes a stator 41 and a rotor 42, where the stator 41 and the rotor 42 correspond to each other for driving the rotor 42 to rotate. An output shaft 43 of the first motor 40 is connected to the rotor 42 for outputting torque. The first motor 40 is shorter and thicker than the solution shown in fig. 2 in order to obtain a sufficient driving force.

Referring to fig. 4, in one embodiment, the first motor 40 is a single-stator dual-rotor motor, and includes one stator 41 and two rotors 42, where the stator 41 and the two rotors 42 respectively correspond to each other for driving the two rotors 42 to rotate. An output shaft 43 of the first motor 40 is connected to the rotor 42 for outputting torque. The use of two stators 41 to drive one rotor 42 can improve the driving force or keep the sectional area small while ensuring a certain driving force.

Referring to fig. 5, in one embodiment, the first motor 40 is a double-stator double-rotor motor, including two stators 41 and two rotors 42, and the two stators 41 and the two rotors 42 correspond to each other for driving the rotors 42 to rotate, respectively. An output shaft 43 of the first motor 40 is connected to the rotor 42 for outputting torque. The first motor 40 can increase the driving force or maintain a small sectional area under the premise of ensuring a certain driving force by adopting a mode that the two stators 41 and the two rotors 42 are matched.

It will be appreciated that a cross section of the first motor 40 perpendicular to the direction of the output shaft 43 is defined as a cross section. In the embodiment of fig. 2, 4, 5, the power take-off shaft of the first motor 40 is coaxial with the power shaft of the propulsion blade 50, the cross section of the first motor 40 is smaller than the cross section of the first motor 40 of the embodiment of fig. 3, by increasing the number of stators 41 or the number of rotors 42 in a direction parallel to the power take-off shaft 43, or both the stators 41 and the rotors 42 are increased, so that the power can still not be reduced or even increased in the case of a reduced cross section of the first motor 40. With this structure, the resistance of the first motor 40 to the water of the propeller 50 is reduced, the power is not reduced, and even can be increased, and the requirement of easy production and high manufacturing yield of the first motor 40 is satisfied because the method of increasing the length of the single stator and the single rotor is avoided. Of course, the embodiment of the present application is not limited to the configuration in which the first motor 40 is disposed coaxially with the propeller 50 in the embodiment of fig. 2, 4, and 5, that is, the power output shaft of the first motor 40 in the embodiment of fig. 2, 4, and 5 may be a power shaft of the vertical propeller 50 or a power shaft of the parallel propeller 50 but offset from the power shaft of the propeller 50.

It will also be appreciated that in the first motor 40 of the embodiment of fig. 3, compared to the first motor 40 of the embodiments of fig. 2, 4, 5, the first motor 40 of the embodiment of fig. 3 is larger in cross-section than the first motor 40 of the embodiments of fig. 2, 4, 5, while maintaining the same power of both. In the embodiment of fig. 3, the output shaft 43 of the first motor 40 may be disposed coaxially with the power shaft of the propeller 50, so that the water resistance of the first motor 40 to the propeller 50 is increased compared to the embodiments of fig. 2, 4 and 5. In this configuration, although the propulsion efficiency of the propulsion propeller 50 is reduced by the first motor 40, the first motor 40 still meets the requirement of thermal coupling with the bottom shell 30, and the first motor 40 can still achieve good cooling and heat dissipation through the bottom shell 30, so that the embodiment of this configuration also belongs to the embodiment of the present application. Of course, in the embodiment of fig. 3, the first motor 40 is not limited to the above-mentioned arrangement in which the output shaft 43 is coaxial with the power shaft of the propeller 50, and the output shaft 43 of the first motor 40 may be perpendicular to the power shaft of the propeller 50, or parallel to but offset from the power shaft of the propeller 50, so as to reduce the water resistance of the first motor 40 to the propeller 50 and improve the propulsion efficiency. In the embodiment of the present application, the position of the first motor 40 is not limited to the above-mentioned manner, and any structure that can satisfy the thermal coupling between the first motor 40 and the bottom shell 30 and the heat dissipation of the first motor 40 through the bottom shell 30 and the external water area is all the embodiments of the present application.

The embodiment of the present application is not limited to the above embodiment, but the configuration in which the first motor 40 is provided with the stator 41 on the outer periphery of the rotor 42, and the configuration in which the rotor 42 of the first motor 40 is provided on the outer periphery of the stator 41, also belong to the embodiment of the present application.

Referring to fig. 6 (and in conjunction with fig. 1), in some embodiments, the first motor 40 is located on a side of the water platen 70 remote from the housing 10. At this time, the first motor 40 is substantially located at a portion of the bottom shell 30 immersed in water, and can directly transfer the generated heat to the water through a portion of the bottom shell 30 contacting the water, so that the heat dissipation efficiency is high.

In this embodiment, the first motor 40 may be disposed horizontally (i.e., in the second direction X in the drawing) and coaxially connected to the propeller 50. The front end surface P1 of the first motor 40 is attached to a surface of the bottom case 30 on a side close to the propeller 50. The heat of the first motor 40 is conducted to the bottom shell 30 by the attachment of the front end surface P1 of the first motor 40 and the bottom shell 30. Of course, as described previously, a heat conductive structure 46 such as a heat conductive silicone may be filled between the front end surface P1 of the first motor 40 and the bottom case 30 to improve heat conductive capability of both. In this embodiment, optionally, the propeller 50 is rotatably matched to the bottom shell 30, and the output shaft 43 of the first motor 40 is connected to the propeller 50, so as to drive the propeller 50 to rotate. In this embodiment, the first motor 40 corresponds to the propeller 50 along the horizontal direction, which will cause a certain blocking to the propeller 50, and if the aforementioned first motor 40 in the form of double-stator double-rotor, double-stator single-rotor or single-stator double-rotor is adopted, the first motor 40 can have a smaller cross-sectional area on the premise of ensuring the required driving force, so that the blocking of the first motor 40 to the propeller 50 is reduced, and the requirements of easy manufacturing and high production yield of the first motor 40 are satisfied.

In other embodiments, the first motor 40 and the propeller 50 may be staggered to reduce the blocking of the propeller 50 by the first motor 40, that is, to reduce the water resistance of the propeller 50 by the first motor 40 by reducing the blocking area of the propeller 50 by the first motor 40.

For example, as shown in fig. 7, the first motor 40 is rotated 90 degrees such that its output shaft 43 is moved vertically and upwardly a distance in the first direction Z to be offset from the propulsion paddles 50 in the first direction Z, and then a 90 degree rotation is transmitted through the transmission mechanism 80 (e.g., bevel gear pair 801). The bevel gear pair 801 includes a first bevel gear 81 and a second bevel gear 82, wherein the first bevel gear 81 is connected to the output shaft 43 of the first motor 40, and the second bevel gear 82 is connected to the propeller 50. In this way, the power of the output shaft 43 of the first motor 40 can be transmitted to the propeller 50 to drive the propeller 50 to rotate. The first bevel gear 81 and the second bevel gear 82 can be in constant ratio transmission, or can be in speed reduction transmission or speed increase transmission.

In this embodiment, the first motor 40 is disposed vertically, and the stator 41 and the rotor 42 of the first motor 40 are accommodated in the internal space Q2. A heat conductive structure 46 is provided between the stator 41 and the rotor 42 and the inner wall of the bottom case 30 to achieve thermal coupling with the bottom case 30. Specifically, the heat conducting structure 46 is heat conducting oil soaked in the first motor 40, that is, the stator 41 and the rotor 42 are both in contact with the heat conducting structure 46. A heat conductive structure 46 is injected into the inner space Q2 defined by the bottom chassis 30, thereby thermally coupling the first motor 40 with the bottom chassis 30. On the one hand, the heat conducting structure 46 can transfer the heat of the first motor 40 to the bottom shell 30, so as to realize heat dissipation and cooling of the first motor 40; on the other hand, the heat conducting structure 46 has an insulating lubrication function, so that the stator 41 and the rotor 42 are ensured to be in an insulating environment, and lubrication of the stator 41, the rotor 42 and the output shaft 43 is performed, so that the internal rotation resistance of the first motor 40 is reduced. Optionally, the first motor 40 further includes an oil slinging structure fixed to the output shaft 43, where the oil slinging structure is accommodated in the inner space Q2 and is used for slinging the heat conducting oil around the first motor 40 and finally uniformly contacting the surface of the first motor 40 and then flowing to contact with the inner wall of the bottom shell 30, so as to uniformly dissipate heat of the first motor 40. Of course, in other embodiments, the heat conductive structure 46 may be a heat conductive silica gel disposed between the stator 41 and the bottom case 30, or a heat conductive cotton disposed between the stator 41 and the bottom case 30, or a heat conductive metal disposed between the stator 41 and the bottom case 30.

Referring to fig. 8, the transmission 80 between the output shaft 43 of the first motor 40 and the propeller 50 may also include a speed change assembly 802. For example, the transmission assembly 802 is comprised of a transmission gear set, and the transmission assembly 802 includes a first gear 83, a second gear 84, a third gear 85, and a fourth gear 86. The output shaft 43 of the first motor 40 is connected with the first gear 83, the first gear 83 is meshed with the second gear 84, the second gear 84 and the third gear 85 to be fixedly connected with each other to rotate at the same rotation speed, the third gear 85 is meshed with the fourth gear 86, and the propeller 50 and the fourth gear 86 are mutually fixed to rotate at the same rotation speed. In some embodiments, the variable speed assembly is a reduction mechanism, and the first motor 40 outputs a reduced speed and an increased torque to the propeller 50.

In this embodiment, the speed change assembly 802 may be integrally formed with the first motor 40. That is, the first motor 40 is a gear motor with a reduction mechanism.

The transmission mechanism 80 (e.g., the transmission assembly 802 and the bevel gear pair 801) in this embodiment can be integrated in the bottom case 30 to dissipate heat together with the first motor 40, thereby reducing the additional heat dissipation structure requirement. The first motor 40, the transmission mechanism 80 and other structures are integrated with the underwater part (comprising the bottom shell 30), so that the shell material consumption can be reduced, and the resource waste can be reduced. The integrated arrangement of the first motor 40 and the speed change assembly 802 also reduces the underwater water resistance. The integration of the propeller 50 and the speed change assembly 802 may also reduce the number of bearings required. The speed changing assembly 802 is disposed in the underwater portion of the propeller 100, and noise is isolated by water, so that sound is reduced, and influence on a user is small.

In some embodiments, the first motor 40, the speed change assembly 802, and the propeller 50 are coaxially disposed. The portion of the transmission assembly 802 located in the axial direction of the output shaft 43 is defined as a motor shielding portion, and the transmission assembly 802 may partially or entirely constitute the motor shielding portion. The cross-sectional area of the motor shielding part of the speed changing assembly 802 in the direction perpendicular to the output shaft 43 is smaller than that of the first motor 40 in the direction perpendicular to the output shaft 43, so that the speed changing assembly 802 cannot increase the water-facing blocking surface of the propeller 50, the speed changing assembly 802 and the first motor 40 integrally shield the propeller 50 to be smaller, the underwater resistance of the propeller 100 is guaranteed to be reduced, the thrust of the propeller 50 and the axial force of the gear of the speed changing assembly 802 are counteracted, and the service life of the bearing can be prolonged.

It should be noted that, neither the bevel gear pair 801 nor the transmission assembly 802 in the transmission mechanism 80 may be provided (as shown in fig. 6), only one of them may be provided (as shown in fig. 7 or 8), or both may be connected in series between the first motor 40 and the propeller 50 (as shown in fig. 9).

In other embodiments, the transmission mechanism 80 may also be in other forms, such as belt transmission, chain transmission, etc., and will not be described herein.

In the foregoing embodiment, the first motor 40 is located below the water pressure plate 70 (on the side away from the frame 10), and in other embodiments, the first motor 40 may be located partially or entirely above the water pressure plate 70 (on the side close to the frame 10).

As shown in fig. 10, the inner space Q2 of the bottom case 30 includes a first space Q3 and a second space Q4 communicating in the first direction Z, the first space Q3 being located at a side of the water pressure plate 70 remote from the housing 10, and the second space Q4 being located at a side of the water pressure plate 70 close to the housing 10. The first motor 40 is entirely accommodated in the second space Q4. At this time, the bottom case 30 is positioned under the portion of the water pressure plate 70 without accommodating the first motor 40, so that the water resistance of the propeller 50 can be reduced. In the embodiment of fig. 10, the output shaft 43 of the first motor 40 is perpendicular to the power shaft of the propeller 50, and the first motor 40 is not disposed in the range of the propulsion water flow of the propeller 50, so that the first motor 40 is staggered with the propeller 50, and the propulsion water flow of the propeller 50 is not blocked, thereby ensuring that the first motor 40 can cool and dissipate heat through the bottom shell 30, reducing the water resistance of the propeller 50, and improving the propulsion efficiency. Of course, in other embodiments, the first motor 40 may be disposed in the second space Q4 such that the output shaft 43 is parallel to the power shaft of the propeller 50.

Of course, the first motor 40 may be only partially accommodated in the second space Q4, that is, a part of the first motor is located in the first space Q3, and the other part of the first motor is located in the second space Q4, and the output shaft 43 of the first motor 40 may be perpendicular to the power shaft of the propeller 50 or may be parallel to the power shaft of the propeller 50.

Fig. 10 shows an embodiment in which the first motor 40 is arranged vertically and is in driving connection with the propeller 50 via a bevel gear pair 801. Of course, other arrangements of the transmission mechanism 80 are equally applicable to embodiments in which the first motor 40 is located wholly or partially on the water pressure plate 70, and will not be described herein.

In some embodiments, the propeller 100 further includes a second motor 68. The second motor 68 may take the same or a different form of motor than the first motor 40. The second motor 68 is connected in series with the first motor 40 to the propeller 50.

As shown in fig. 11, which further provides a second motor 68 between the bevel gear pair 801 and the propeller 50 on the basis of the embodiment shown in fig. 10, so that the first motor 40 and the second motor 68 essentially power the propeller 50 in series. This form increases the overall propulsive force and the motor has less impact on the overall blocking area of the propeller 50, especially when the first motor 40 and/or the second motor 68 are in the form of elongate motors (such as the dual rotor dual stator motor described previously).

In other embodiments, the second motor 68 and the first motor 40 may also be connected in parallel with the propulsion blade 50. That is, the output shaft 43 of the first motor 40 and the output shaft 43 of the second motor 68 are connected in parallel to the propeller 50 to jointly push the propeller 50 to rotate.

Of course, the embodiments shown in fig. 6-9 may also add a second motor 68 in series or parallel to the transmission path of the first motor 40 and the propeller 50 to increase the propulsion force or improve the reliability of the power, which is not described herein.

Referring again to fig. 11, the second motor 68 in the present embodiment may be disposed outside the inner space Q2 of the bottom case 30. In other embodiments, the second motor 68 may also be disposed within the interior space Q2 of the bottom case 30 and thermally coupled to the bottom case 30 similar to the first motor 40 to achieve heat dissipation.

The heat dissipation of the first motor 40 and/or the second motor 68 in this embodiment may be accomplished in other ways than by means of the aforementioned heat conduction structure 46 between the motor and the bottom case 30.

For example, as shown in fig. 12, the internal space Q2 is provided with a cooling liquid 67 (such as water or cooling oil), and the first motor 40 is at least partially immersed in the cooling liquid 67. In this way, heat of the first motor 40 can be quickly transferred to the cooling liquid 67 and further transferred outward through the bottom case 30. Meanwhile, the propeller 100 may further include a cooling system 90, where the cooling system 90 includes a pump 91 and a conveying pipeline 92, the pump 91 is provided with a liquid inlet K3 and a liquid outlet K4, the liquid inlet K3 is used for sucking the cooling liquid 67, and the liquid outlet K4 is connected with the conveying pipeline 92 and is used for spraying the extracted cooling liquid 67 on the first motor 40.

For the embodiment shown in fig. 10 or 11 in which the first motor 40 is at least partially above the water pressure plate 70, referring to fig. 13, cooling of the first motor 40 may also be achieved by causing the wave at the tail of the hull 310 to be showered from top to bottom onto the outer surface of the bottom shell 30 at the first motor 40 above the water pressure plate 70 as the hull 310 travels. The flow path of the water wave for cooling the first motor 40 can be indicated by means of dashed arrows in fig. 13. Referring to fig. 1, the water movable apparatus 300 of the present application may further include an electronic control assembly 200, wherein the electronic control assembly 200 is electrically connected to the first motor 40 for controlling the operation of the first motor 40. The electronic control assembly 200 is a motor control device, and may control, for example, the rotational speed, the output power, the output torque, etc. of the first motor 40. The specific control circuit and control manner may adopt an existing scheme, which is not described herein.

In the case where the second motor 68 is provided, the electronic control assembly 200 may also double as controlling the operation of the second motor 68.

In this embodiment, the electronic control assembly 200 may be mounted to the hull 310 or may be mounted to the propeller 100 as part of the propeller 100.

Some embodiments of the electrical control assembly 200 provided to the propeller 100 are set forth below.

The propeller 100 in one embodiment as shown in fig. 14, the electrical control assembly 200 thereof is realized in the form of a first electrical control assembly 210. The first electric control assembly 210 is fixedly connected to the frame 10, and one end of the connecting shaft 20 is connected to the first electric control assembly 210, so as to rotate together with the first electric control assembly 210 relative to the frame 10 to realize tilting. For example, the frame 10 is provided with a first supporting member 63, and the first electronic control assembly 210 is fixedly connected to the first supporting member 63, so as to realize that the frame 10 supports the first electronic control assembly 210.

The specific structure of the first electronic control assembly 210 may be set as desired. For example, in some embodiments, the first electronic control assembly 210 includes an electronic control bracket 211 and a control circuit board 212. The electric control bracket 211 is fixedly connected with the first supporting member 63. The control circuit board 212 is fixed on the electric control bracket 211 and is electrically connected to the first motor 40 to control the first motor 40 to operate. Optionally, the first electronic control assembly 210 further includes an electronic control housing 213, and the electronic control housing 213 is fixedly connected to the electronic control bracket 211. The electronic control bracket 211 and the control circuit board 212 are provided in the electronic control housing 213.

In this embodiment, the rack 10 includes a first structure portion 11 and a second structure portion 12, the first structure portion 11 extends along a first direction Z, and the second structure portion 12 is connected to an end of the first structure portion 11 away from the bottom case 30 and extends toward a side away from the electronic control bracket 211. The first support 63 is fixed at the intersection of the first and second structural portions 11 and 12.

In this embodiment, the connection shaft 20 is rotatably connected to the electric control bracket 211, and the rotation axis Z1 is a central axis of the connection shaft 20 and is used for driving the propeller 50 to turn. One end of the connecting shaft 20 is rotatably connected with the electric control bracket 211, and the other end is fixedly connected with the bottom shell 30. When the connecting shaft 20 is driven to rotate relative to the electric control bracket 211, the connecting shaft 20 drives the bottom shell 30 to rotate relative to the frame 10, so that the steering of the propeller 100 is realized.

As a possible embodiment, a steering motor 214 is provided on the electronic control bracket 211, and a steering transmission mechanism 215 that connects the steering motor 214 and the connecting shaft 20 is provided. The steering transmission mechanism 215 transmits the rotation torque of the steering motor 214 to the connection shaft 20, so that the connection shaft 20 can rotate relative to the electronic control bracket 211. It is to be understood that the steering transmission mechanism 215 may be a screw ball transmission mechanism, a worm gear transmission mechanism, a planetary gear transmission mechanism, a gear set transmission mechanism, etc., and the steering transmission mechanism 215 is not limited to the above-listed one, and any transmission mechanism capable of converting the rotational torque of the steering motor 214 into the rotational torque of the connecting shaft 20 belongs to the embodiment of the steering transmission mechanism 215 of the present application.

In this embodiment, the propeller 100 further includes a clamp 61 and a tilting driver 62, the clamp 61 is fixed on the hull 310, for example, connected to the tail of the hull 310, and the frame 10 is rotatably connected to the clamp 61, so as to drive the electronic control bracket 211 to tilt relative to the clamp 61. The rotation axis of the frame 10 rotation connection jig 61 is perpendicular to the axis of the connection shaft 20. The tilting driver 62 is in transmission connection between the clamp 61 and the frame 10, and is used for pushing the frame 10 to drive the propulsion propeller 50 to tilt.

The clamp 61 may be fixedly connected to the hull 310 by welding or screwing, or may be integrally provided with the hull 310.

The frame 10 may be rotatably coupled to the clamp 61 by a rotation shaft, a rotation pin, or a hinge.

The cocking actuator 62 may be an electric push rod, hydraulic cylinder, air cylinder, electro-hydraulic cylinder, or other device capable of outputting power. For example, when the tilting driver 62 is an electric push rod, one end of the tilting driver is mounted on the fixture 61, the other end is a telescopic end, and the telescopic end is connected to the frame 10, and by telescopic action, the electric push rod can push the frame 10, the first electric control assembly 210 to rotate relative to the fixture 61, so that the connection shaft 20 connected to the first electric control assembly 210 and the propulsion paddle 50 connected to the connection shaft 20 are tilted in a rotating manner.

In this embodiment, the propeller 100 optionally further comprises a connection housing 31. The connection housing 31 surrounds the outer circumference of the connection shaft 20 and is connected between the bottom case 30 and the electronic control housing 213. The connection housing 31 is fixedly connected to the bottom housing 30 and is rotatable with the bottom housing 30 relative to the electronic control housing 213. The connection housing 31 may be made of aluminum, has a light weight, and has excellent corrosion resistance, so that the connection housing 31 is fixed to the bottom case 30 to reduce the weight of the load to the connection shaft 20. It is to be understood that, in order to further reduce the load weight on the connecting shaft 20, the bottom case 30 may be an aluminum case.

It should be noted that, on the premise of no conflict, the various embodiments shown in fig. 6-12 can be used in the structure of the propeller 100 shown in fig. 14, which is not described herein.

In this embodiment, the thrust force of the propeller 50 is transmitted to the first electronic control assembly 210 through the first motor 40 and the connecting shaft 20, the first electronic control assembly 210 transmits the thrust force to the frame 10, the first electronic control assembly 210 plays a role of transmitting the thrust force of the propeller 50 to the frame 10, so that the bearing of the connecting shaft 20 on the thrust force can be avoided, the structural performance requirement of the connecting shaft 20 is reduced, the manufacturing cost is reduced, and the connecting housing 31 can be arranged around the connecting shaft 20 to protect the connecting shaft 20, so that the connecting housing 31 has corrosion resistance, weight is reduced, and better protection performance is achieved. And aluminum structure is adopted to replace steel, so that electrochemical corrosion influence is reduced.

More specifically, in order to reduce the transmission of the vibration force of the first motor 40 to the frame 10 by the first electronic control assembly 210, a shock absorbing mount is provided on the first support 63, and the vibration force is absorbed by the shock absorbing mount on the first support 63, so that the transmission of the vibration force of the first motor 40 to the frame 10 by the electronic control bracket 211 is prevented, thereby preventing the transmission of the vibration force of the first motor 40 to the hull 310.

In another embodiment, illustrated in fig. 15-19, which is substantially the same as the embodiment of fig. 14, except that the electrical control assembly 200 of the propeller 100 is implemented in the form of a second electrical control assembly 220, the second electrical control assembly 220 being provided in a separate arrangement.

For example, referring to fig. 15, the second electronic control assembly 220 includes a first electronic control section 221 and a second electronic control section 222, and the first electronic control section 221 and the second electronic control section 222 are spaced apart from each other and are capable of controlling the operation of the first motor 40. In this embodiment, the second electronic control component 220 is separately configured, so that the size of a single electronic control part (such as the first electronic control part 221 or the second electronic control part 222) is smaller, which is beneficial to the utilization of a smaller space, optimizes the structural layout, and further reduces the overall volume of the propeller 100, thereby reducing components and improving user experience. And the second electronic control assembly 220 which is arranged in a split manner is easy to obtain a larger specific surface area, thereby facilitating heat dissipation.

In this embodiment, the frame 10 is provided with a first support 63 and a second support 64, the first support 63 and the second support 64 being spaced apart along the first direction Z. One end of the connecting shaft 20 is rotatably connected to the first support 63 and the second support 64, and the connecting shaft 20 is spaced apart from the frame 10 and defines a space Q5 between the first support 63 and the second support 64, and the first electric control section 221 is accommodated in the space Q5. The second electronic control assembly 220 is separated and then is accommodated in the interval space Q5, so that the interval space Q5 can be fully utilized. The split arrangement also avoids the problem that the spacing space Q5 cannot accommodate the second electronic control assembly 220 having a larger overall size.

In this embodiment, the first electronic control part 221 is fixed to a surface of the frame 10 on a side close to the connection shaft 20. Of course, the first electric control section 221 may be fixedly connected to the connecting shaft 20 as needed.

The second electric control part 222 is located at a side of the connecting shaft 20 away from the frame 10 and is fixed between the first support 63 and the second support 64. Optionally, a mounting plate 69 is connected between the first support 63 and the second support 64, the mounting plate 69 is located on a side of the connecting shaft 20 away from the frame 10, and the second electronic control section 222 is fixed to the mounting plate 69. Of course, the second electric control section 222 may be fixedly connected to the connecting shaft 20 as required.

Alternatively, the connecting shaft 20 is provided with a shaft hole K1 extending in the first direction Z; the connecting shaft 20 is provided with an opening K2, and the opening K2 is communicated with a shaft hole K1; the connecting shaft 20 is connected to the bottom shell 30, and the shaft hole K1 is connected to the inner space Q2 of the bottom shell 30, and the first electric control part 221 and the second electric control part 222 outside the connecting shaft 20 are electrically connected to the first motor 40 through the opening K2, the shaft hole K1 and the inner space Q2. Not shown in the wiring diagram specifically for electrically connecting the respective electrically controlled sections and the first motor 40.

With continued reference to fig. 15, in this embodiment, the hull 310 is provided with a clamp 61 and a heave actuator 62, the frame 10 being rotatably connected to the clamp 61, the heave actuator 62 being drivingly connected to the frame 10 for driving the frame 10 and the propulsion paddles 50 connected to the frame 10 to heave.

The frame 10 may be rotatably coupled to the clamp 61 by a shaft member 66.

The cocking actuator 62 may be an electric push rod, hydraulic cylinder, air cylinder, or other device capable of outputting power. For example, when the tilting driver 62 is an electric push rod, one end of the tilting driver is mounted on the fixture 61, the other end is a telescopic end, and the telescopic end is connected to the frame 10, and the electric push rod can drive the frame 10 to rotate relative to the fixture 61 through telescopic operation, so that other structures (including the connecting shaft 20, the bottom shell 30, the propulsion paddles 50, etc.) connected to the frame 10 are tilted in a rotating manner. Referring to fig. 16, in another embodiment, the connecting shaft 20 has a hollow structure defining a shaft hole K1 extending along a first direction Z, and the first and second electronic control parts 221 and 222 are elongated and distributed in the shaft hole K1 along the first direction Z. Alternatively, the connection shaft 20 is connected to the bottom case 30, and the shaft hole K1 communicates with the inner space Q2 of the bottom case 30. The first electric control part 221 and/or the second electric control part 222 is/are wired to be electrically connected to the first motor 40 through the shaft hole K1 and the internal space Q2. In this embodiment, the first electric control part 221 and the second electric control part 222 are disposed in the shaft hole K1, and the electric connection between the electric control part and the first motor 40 can be achieved without forming the opening K2 in the connecting shaft 20.

Referring to fig. 17, in one embodiment, the first electrical control section 221 is provided with a power board 223 and the second electrical control section 222 is provided with a control board 224. The control board 224 is electrically connected to the power board 223, and the power board 223 is electrically connected to the first motor 40; the control board 224 controls the operation of the first motor 40 through the power board 223. The split form of the second electric control assembly 220 is a split form between the power board 223 and the control board 224, and by the split form, the first electric control section 221 and the second electric control section 222 of the second electric control assembly 220 with smaller respective sizes than the integrated one can be obtained.

Referring to fig. 18 in conjunction, in other embodiments, the first motor 40 is provided with a dual rotor and/or a dual stator (as described above for the first motor 40, a dual stator dual rotor motor, a dual stator single rotor motor, or a single stator dual rotor motor), the first electrical control section 221 is provided with a first power board 225, the second electrical control section 222 is provided with a second power board 226, the first power board 225 is electrically connected to one of the rotors 42 or stators 41 of the first motor 40, and the second power board 226 is electrically connected to the other of the rotors 42 or stators 41 of the first motor 40. The split form of the second electric control assembly 220 is a split form of the power board 223, and the first electric control part 221 and the second electric control part 222 with smaller sizes can be obtained, so that the utilization of smaller space is facilitated. Optionally, the first electronic control section 221 is further provided with a control board 224, where the control board 224 is electrically connected to the first power board 225 and the second power board 226, so as to control the dual rotor and/or dual stator operation of the first motor 40 (as described above, the first motor 40 employs a dual stator dual rotor motor, a dual stator single rotor motor, or a single stator dual rotor motor) via the first power board 225 and the second power board 226. Of course, in other embodiments, the second electric control unit 222 may also be provided with a control board 224, where the control board 224 is electrically connected to the first power board 225 and the second power board 226.

For the embodiment provided with the second motor 68 (as in fig. 11), referring to fig. 19, the first electric control part 221 is electrically connected to the first motor 40 to drive the first motor 40 to operate; the second electrical control section 222 is electrically connected to the second motor 68 to drive the second motor 68. At this time, the first and second electric control sections 221 and 222 are used to control the first and second motors 40 and 68, respectively.

It should be noted that, on the premise of no conflict, the various embodiments shown in fig. 6-12 may be used in the structure of the propeller 100 shown in fig. 15 or 16, which is not described herein.

In some cases of this embodiment, the first electric control part 221 and the second electric control part 222 are fixed relative to the frame 10 and do not rotate along with the connecting shaft 20, and at this time, the propeller 50 and the connecting shaft 20 can rotate 360 ° without being limited by the propeller 50 and the connecting shaft, so as to improve the mobility of the movable device in the water area. Opening the traces on the connection shaft 20 can reduce the trace length and the trace number.

It should be understood that the first electric control section 221 and the second electric control section 222 are not limited to the above-listed structure, and any structure that separates one complete second electric control assembly 220 into a plurality of electric control sections is an embodiment of the present application. For example, the second electronic control assembly 220 may be split into three, four or more electronic control sections, and the plurality of electronic control sections may be disposed in any space on the propeller 100 that can be placed, so as to fully utilize the structural space of the propeller 100 and reduce the volume of the propeller 100.

Fig. 20 shows an embodiment which is substantially identical to the embodiment of fig. 15 and 16, except that the electronic control assembly 200 is implemented in the form of a third electronic control assembly 230, the third electronic control assembly 230 being provided to the water pressure plate 70.

Referring to fig. 20, in this embodiment, the impeller 100 includes a water pressure plate 70, and the water pressure plate 70 is connected to the bottom case 30; the propeller 50 is located on a side of the water pressure plate 70 away from the frame 10, and the third electronic control assembly 230 is disposed on the water pressure plate 70. Optionally, the third electronic control assembly 230 is thermally coupled to the water pressure plate 70, such as by thermally engaging a heat generating or dissipating member (if any) of the third electronic control assembly 230 with the water pressure plate 70. By having the third electrical control assembly 230 disposed on the water platen 70 and thermally coupled, heat generated by operation of the third electrical control assembly 230 may be conducted through the water platen 70 to the body of water, reducing the need to arrange additional heat dissipation systems for the third electrical control assembly 230.

In this embodiment, the third electronic control unit 230 includes a housing portion 231 and a control circuit board 232, the housing portion 231 is connected to the water pressure plate 70, the housing portion 231 and the water pressure plate 70 together define a mounting space Q6, and the control circuit board 232 is accommodated in the mounting space Q6 and is fixed to the housing portion 231 or the water pressure plate 70. Of course, it is understood that in another embodiment, the housing portion 231 alone may also enclose the installation space Q6. In another embodiment, the installation space Q6 may be provided inside the water pressure plate 70, and the third electronic control assembly 230 is accommodated in the installation space Q6.

As shown in fig. 20, the third electrical control assembly 230 is located on the side of the water pressure plate 70 remote from the propulsion paddles 50 so that the third electrical control assembly 230 remains on the water surface L1, reducing its waterproofing requirements. In other embodiments, the third electric control assembly 230 may be further disposed on the side of the water pressure plate 70 near the propeller 50, where the third electric control assembly 230 may be immersed in water, so as to obtain better heat dissipation performance.

In the present embodiment, the plate surface of the control circuit board 232 is parallel to the plate surface of the water pressure plate 70 to accommodate the horizontally disposed water pressure plate 70 and to increase the contact area between the control circuit board 232 and the water pressure plate 70.

In the same manner as in the embodiment shown in fig. 15, in this embodiment, the frame 10 is connected to a first support 63 and a second support 64, the first support 63 and the second support 64 are spaced apart along a first direction Z, and one end of the connecting shaft 20 is rotatably connected to the first support 63 and the second support 64, and a rotation axis Z1 thereof is along the first direction Z.

As in the embodiment shown in fig. 15, in this embodiment, the hull 310 is provided with a clamp 61 and a raising drive 62, the frame 10 being rotatably connected to the clamp 61, the raising drive 62 being drivingly connected to the frame 10 for driving the frame 10 and the propulsion paddles 50 connected to the frame 10 to raise.

It should be noted that, on the premise of no conflict, the various embodiments shown in fig. 6-12 can be used in the structure of the propeller 100 shown in fig. 20, which is not described herein.

In this embodiment, the third electric control assembly 230 is disposed on the water pressure plate 70, so that heat can be directly dissipated underwater, and an additional heat dissipation structure design is omitted, so that the overall volume of the propeller 100 is smaller, and the heat dissipation efficiency is higher. In addition, since the third electric control assembly 230 is disposed on the water pressure plate 70, the distance between the third electric control assembly 230 and the first motor 40 is shorter, so that the connection between the third electric control assembly 230 and the first motor 40 is facilitated, the reliability of the connection between the third electric control assembly 230 and the first motor 40 is easily ensured, and the wiring length, the wiring weight and the cost are reduced. The provision of the third electrical control assembly 230 at the water pressure plate 70 simplifies the provision of the headspace of the impeller 100, resulting in a higher fit of the impeller 100.

In addition, the integration of the third electronic control assembly 230 and the structure of the water pressure plate 70 may also enhance the strength of the water pressure plate 70. The third electrical control assembly 230, the first motor 40, is farther from the hull and the noise generated can be reflected by the frame 10 to the rear of the water area mobile device 300 with less impact on the user.

In the embodiment shown in fig. 21 to 23, which is substantially the same as the embodiment shown in fig. 20, except that the electronic control assembly 200 is implemented in the form of a fourth electronic control assembly 240, and the fourth electronic control assembly 240 and the first motor 40 are both disposed in the inner space Q2 of the bottom case 30.

Referring to fig. 21, in the present embodiment, a fourth electronic control unit 240 is disposed in the internal space Q2. This mode of arrangement, the interval of fourth automatically controlled subassembly 240 and first motor 40 is less, and the electric connection wire between fourth automatically controlled subassembly 240 and the first motor 40 sets up conveniently, and does benefit to the concentrated setting that adopts heat radiation structure. For example, in the case of the cooling system 90 shown in fig. 12 described above, the cooling system 90 may be used for cooling both the first motor 40 and the fourth electronic control assembly 240.

As shown in fig. 21, the fourth electronic control assembly 240 and the first motor 40 are sequentially arranged along the first direction Z. For example, the fourth electronic control assembly 240 is substantially elongated in a horizontal direction (the second direction X), and the axis of the first motor 40 is also along the second direction X, and the fourth electronic control assembly 240 is connected to the first motor 40 in a stacked manner. Wherein the second direction X is perpendicular to the first direction Z.

As shown in fig. 22, the fourth electronic control assembly 240 and the first motor 40 are sequentially arranged along the first direction Z. The fourth electronic control assembly 240 is generally elongated in a first direction Z along the length thereof, as is the axis of the first motor 40. The bottom case 30 extends above the water pressure plate 70 and has a first space Q3 below the water pressure plate 70 and a second space Q4 above the water pressure plate 70, the first motor 40 is disposed in the first space Q3, and the fourth electronic control assembly 240 is disposed in the second space Q4. In this embodiment, the first motor 40 and the fourth electronic control assembly 240 are disposed adjacent to each other, facilitating a wire connection therebetween, and facilitating a heat dissipation arrangement.

As shown in fig. 23, the fourth electronic control assembly 240 and the first motor 40 may also be sequentially arranged in the second direction X. For example, the fourth electronic control assembly 240 is generally elongated in a first direction Z along the length direction, and the axis of the first motor 40 is also along the first direction Z. The bottom case 30 extends above the water pressure plate 70, and the first motor 40 and the fourth electronic control assembly 240 are arranged side by side in the first space Q3 at a side of the water pressure plate 70 near the frame 10.

It should be noted that, on the premise of no conflict, the various embodiments shown in fig. 6-12 can be used in the structure of the propeller 100 shown in fig. 21, 22 or 23, which is not described herein.

In this embodiment, the fourth electronic control assembly 240 and the first motor 40 are disposed in the inner space of the bottom shell 30, so that heat can be directly dissipated underwater, and an additional heat dissipation structure design is omitted, so that the overall volume of the propeller 100 is smaller, and the heat dissipation efficiency is higher. And, because fourth automatically controlled subassembly 240 sets up in the inner space, the distance of fourth automatically controlled subassembly 240 and first motor 40 is shorter, be convenient for both wiring, guarantee the reliability of wiring between fourth automatically controlled subassembly 240 and the first motor 40 easily, and reduce wiring length, wiring weight and cost, and fourth automatically controlled subassembly 240 and first motor 40 are located under water, only need the frame 10 part that 4 cables extended to on water under water, compare with 6 cables that the scheme that fourth automatically controlled subassembly 240 is located on water needs, 2 have been reduced, the cost is saved. The fourth electronic control assembly 240 is disposed in the interior space, simplifying the configuration of the headspace of the propeller 100, and making the propeller 100 more adaptable.

The fourth electrical control assembly 240, the first motor 40, is farther from the hull and the noise generated can be reflected by the frame 10 to the rear of the water area mobile device 300 with less impact on the user.

Fig. 24 and 25 illustrate an embodiment that is substantially identical to the embodiment of fig. 23, except that the electronic control assembly 200 is implemented in the form of a fifth electronic control assembly 250, which is mounted to the connecting shaft 20 and moves with the connecting shaft 20.

As shown in fig. 24, the frame 10 is connected with a first support 63 and a second support 64, the first support 63 and the second support 64 are spaced apart along a first direction Z, one end of the connection shaft 20 is rotatably connected to the first support 63 and the second support 64, and the fifth electronic control assembly 250 is fixed relative to the connection shaft 20 and can rotate together with the connection shaft 20 relative to the frame 10.

Alternatively, one end of the connecting shaft 20 is located at one side of the frame 10 along a second direction X, which is perpendicular to the first direction Z; the connection shaft 20 is spaced apart from the frame 10 and defines a spaced space Q5 between the first support 63 and the second support 64. The fifth electronic control assembly 250 is located between the first support 63 and the second support 64, and is partially accommodated in the space Q5. By utilizing the interval space Q5, the structure is improved in a compact manner, and the overall size of the structure is reduced.

Optionally, the fifth electronic control assembly 250 is provided with an electronic control housing 251, a control board 252 and a power board 253, the electronic control housing 251 being fixed to the connecting shaft 20, the control board 252 and the power board 253 being fixed within the electronic control housing 251. The control board 252 is electrically connected with the power board 253, and the power board 253 is electrically connected with the first motor 40; the control board 252 controls the operation of the first motor 40 through the power board 253.

Alternatively, the connecting shaft 20 is hollow and defines a shaft hole K1 extending in the first direction Z; the connecting shaft 20 is provided with an opening K2, and the opening K2 is communicated with a shaft hole K1; the connection shaft 20 is connected to the bottom case 30, and the shaft hole K1 is communicated with the internal space Q2 of the bottom case 30. The fifth electronic control assembly 250 can be wired to be electrically connected to the first motor 40 through the opening K2, the shaft hole K1, and the internal space Q2.

As shown in fig. 25, in another embodiment, the connection shaft 20 is of a hollow structure and defines a shaft hole K1 extending in the first direction Z, and the fifth electronic control assembly 250 is provided in an elongated shape extending in the first direction Z and is disposed in the shaft hole K1. Alternatively, similar to the embodiment shown in fig. 16, the fifth electronic control assembly 250 includes a first electronic control section 221 and a second electronic control section 222, where the first electronic control section 221 and the second electronic control section are elongated and are disposed in the shaft hole K1 at intervals along the first direction Z. The fifth electronic control assembly 250 is separated from the first electronic control assembly according to the above description, and will not be described herein.

It should be noted that, under the precondition of no conflict, the various embodiments shown in fig. 6-12 may be used in the structure of the propeller 100 shown in fig. 24 or 22, which is not described herein.

In this embodiment, the fifth electronic control assembly 250 rotates with the connecting shaft 20, so that 360 ° rotation can be achieved, and the wire of the fifth electronic control assembly 250 connected to the first motor 40 has no twisting. The fifth electronic control assembly 250 is made in an elongated arrangement, or split into two, to enable a reduction in the width of the propeller.

Fig. 26 shows an embodiment which is substantially identical to the embodiment of fig. 24, except that the electrical control assembly 200 is implemented in the form of a sixth electrical control assembly 260, the sixth electrical control assembly 260 being fixed relative to the housing 10.

As shown in fig. 26, the sixth electronic control assembly 260 is fixedly connected to the frame 10, specifically, the frame 10 is connected to a first support 63 and a second support 64, and the first support 63 and the second support 64 are spaced apart along the first direction Z. One end of the connection shaft 20 is rotatably connected to the first support 63 and the second support 64, and the rotation axis Z1 thereof is along the first direction Z. The sixth electronic control assembly 260 is fixedly coupled between the first support 63 and the second support 64. That is, in this embodiment, the sixth electric control assembly 260 is fixedly connected to the frame 10 through the first support 63 and the second support 64, so that the sixth electric control assembly 260 is not required to be driven to rotate together when the propeller 50 is turned, the turning load is reduced, the electric connection wires between the battery assembly 311 and the sixth electric control assembly 260 are convenient to set, and the wires do not limit the rotation of the connection shaft 20 relative to the first support 63 and the second support 64, so that the connection shaft 20 and the propeller 50 can maintain a larger turning angle. And, the wiring between the electrical control assembly and the battery assembly does not swing when the propulsion propeller 50 turns, so that the problem that the space of the ship body is reduced due to the swinging of the wiring is reduced, and the activity space of a user in the ship body is larger.

In other embodiments, the sixth electronic control assembly 260 may also be mounted directly to the frame 10 or to the hull 310.

It should be noted that, on the premise of no conflict, the various embodiments shown in fig. 6-12 can be used in the structure of the propeller 100 shown in fig. 26, which is not described herein.

In this embodiment, the sixth electronic control assembly 260 is specified relative to the frame 10, and the structures such as the connecting shaft 20 and the propeller 50 are independently turned, so that the sixth electronic control assembly 260 is not required to be driven to rotate together, and the rotation load is reduced.

The specific structures of the first support 63 and the second support 64 in the respective embodiments shown in fig. 15 to 26 may be set as needed.

It can be appreciated that the connecting shaft 20 is rotatably connected to the first support 63 and the second support 64, so that the connecting shaft 20 can drive the bottom shell 30 to rotate relative to the frame 10, thereby realizing the propulsion and steering of the propeller 100. In order to increase the connection reliability of the connection shaft 20 with the first support 63 and the second support 64, for example, as shown in fig. 27, the propeller 100 further includes a first bearing 632 fixed to the first support 63 and a second bearing 642 fixed to the second support 64. The connecting shaft 20 is in rotational engagement with the first bearing 632 and the second bearing 642. Since the connecting shaft 20 has only a rotational torque mating relationship with the first bearing 632 and the second bearing 642, torque oscillations of the connecting shaft 20 in a non-axial direction are reduced. To further avoid non-axial swinging of the connection shaft 20 relative to the frame 10, a first shock absorbing suspension 651 is provided between the first bearing 632 and the first support 63 to absorb the pulling vibration force, i.e. the first shock absorbing suspension 651 applies a pre-tightening force to the connection shaft 20 pulling in the direction of the hull 310. A second shock mount 652 is provided between the second bearing 642 and the second support 64 to absorb the counteracting vibrational forces. That is, the second shock mount 652 applies a pre-tightening force to the connection shaft 20 against in a direction away from the hull 310. Specifically, the first support 63 is provided with a first damper sleeve 631, and an axis of the first damper sleeve 631 is perpendicular to the connection shaft 20 and perpendicular to the second direction X. The first bearing 632 is provided with a first shock absorbing shaft 633 penetrating the first shock absorbing sleeve 631, and the first shock absorbing shaft 633 is elastically matched with the first shock absorbing sleeve 631 to realize that a first shock absorbing suspension 651 is arranged between the first bearing 632 and the first supporting piece 63. The second support 64 is provided with a second shock absorbing sleeve 641, the axis of the second shock absorbing sleeve 641 is parallel to the axis of the connecting shaft 20, and the second bearing 642 is provided with a second shock absorbing shaft 643 penetrating the second shock absorbing sleeve 641 to realize the provision of a second shock absorbing mount 652 between the second bearing 642 and the second support 64. As the shock mount 65 provided between the first support 63 and the frame 10, between the second support 64 and the frame 10, the first shock mount 651 and the second shock mount 652 absorb the vibration force of the first bearing 632 and the second bearing 642, thereby avoiding the first motor 40 from transmitting the vibration force to the frame 10, and applying the pulling force of the first direction Z to the connection shaft 20 with the first support 63, while the second support 64 applies the abutting force of the second direction X to the connection shaft 20, preventing the connection shaft 20 from swinging in the non-axial direction. The connecting shaft 20 may be constructed of a steel body having high strength so that the connecting shaft 20 has structural reliability.

It is to be understood that, in the embodiment of the present application, the connection manner of the connection shaft 20 and the bottom case 30, and the connection manner of the connection shaft 20 and the first support 63 and the second support 64 are not limited to the above-described examples.

For example, in another possible embodiment, referring to fig. 28, the connection shaft 20 may be rotatably connected to the bottom case 30 (e.g., rotatably connected by the bearing 32), and the connection shaft 20 is fixed to the first support 63 and the second support 64. Propeller 100 may also include a host bracket 33 secured to bottom shell 30. The host bracket 33 may be integral with the bottom chassis 30 or may be screwed. The electronic control assembly 200 is fixed on the host bracket 33, the propeller 100 further comprises a steering driving mechanism 34, the steering driving mechanism 34 is fixed on the host bracket 33, and the rotation of the bottom shell 30 and the host bracket 33 relative to the connection shaft 20 is realized by applying rotation torque to the connection shaft 20, so that the propulsion and steering of the propeller 100 are realized.

By combining the above description, the water area movable device 300 and the propeller 100 thereof in the embodiment of the application can conveniently realize the tilting of the propeller 50, and the first motor 40 and the electric control assembly 200 are easy to dissipate heat through the bottom shell 30, so that the heat dissipation effect is better.

The above embodiments are only for illustrating the technical solution of the present application and not for limiting the same, and although the present application has been described in detail with reference to the above preferred embodiments, it should be understood by those skilled in the art that modifications and equivalents may be made thereto without departing from the spirit and scope of the technical solution of the present application.

Claims

1. A propeller for connection to a hull of a water mobile device for propelling movement of the water mobile device, comprising:

a frame for connection to the hull;

a connection shaft extending in a first direction; one end of the connecting shaft is connected with the frame and can tilt up relative to the hull through the frame;

the bottom shell is connected to one end, far away from the rack, of the connecting shaft; the bottom shell defines an interior space;

the first motor is arranged in the inner space of the bottom shell and is thermally coupled with the bottom shell;

and the propulsion paddle is connected with the first motor in a transmission way and is used for generating propulsion force.

2. The propeller as recited in claim 1, wherein:

the propeller further comprises an electric control assembly;

the electric control assembly is electrically connected to the first motor and used for controlling the first motor to run.

3. The propeller as recited in claim 2, wherein:

the electric control assembly is fixedly connected to the frame, and one end of the connecting shaft is connected to the electric control assembly so as to rotate together with the electric control assembly relative to the frame to realize tilting.

4. A propeller according to claim 3, wherein:

The frame is provided with a first supporting piece, and the electric control assembly is fixedly connected with the first supporting piece.

5. The propeller of claim 4, wherein:

the electric control assembly comprises an electric control bracket and a control circuit board;

the electric control bracket is fixedly connected with the first supporting piece; the control circuit board is fixed on the electric control bracket and is electrically connected with the first motor so as to control the first motor to run.

6. The propeller of claim 5, wherein:

the connecting shaft is rotatably arranged on the electric control bracket, and the rotating axis is the central axis of the connecting shaft and is used for driving the propelling paddles to turn.

7. The propeller of claim 5, wherein:

the electric control assembly further comprises an electric control shell, the electric control shell is fixedly connected with the electric control support, and the electric control support and the control circuit board are arranged in the electric control shell.

8. The propeller of claim 4, wherein:

the rack comprises a first structural part and a second structural part, the first structural part extends along a first direction, and the second structural part is connected to one end of the first structural part far away from the bottom shell and extends to one side far away from the electric control assembly;

The first support is fixed at the intersection of the first and second structural portions.

9. A propeller according to claim 3, wherein:

the propeller further comprises a clamp and a tilting driver;

the fixture is used for being fixed on the ship body, the frame is rotatably connected with the fixture, the tilting driver is fixed on the fixture and is in transmission connection with the frame, and the tilting driver is used for driving the propulsion propeller to tilt through the frame, the electric control assembly and the connecting shaft.

10. The propeller as recited in claim 2, wherein:

the electric control assembly comprises a first electric control part and a second electric control part, wherein the first electric control part and the second electric control part are arranged at intervals, and the first motor can be controlled to run.

11. The propeller as recited in claim 10, wherein:

the frame is provided with a first supporting piece and a second supporting piece, and the first supporting piece and the second supporting piece are spaced along a first direction;

one end of the connecting shaft is rotatably connected with the first supporting piece and the second supporting piece, and the connecting shaft is spaced from the frame and defines a spacing space between the first supporting piece and the second supporting piece;

The first electric control subsection is accommodated in the interval space.

12. The propeller as recited in claim 11, wherein:

the first electric control part is fixed on the surface of one side of the frame, which is close to the connecting shaft.

13. The propeller as recited in claim 11, wherein:

the first electric control subsection is fixedly connected to the connecting shaft.

14. The propeller as recited in claim 11, wherein:

the second electric control subsection is positioned on one side of the connecting shaft away from the frame and is fixed between the first supporting piece and the second supporting piece.

15. The propeller as recited in claim 14, wherein:

the first support piece with be connected with the mounting panel between the second support piece, the mounting panel is located the connecting axle is kept away from frame one side, the automatically controlled subsection of second is fixed in the mounting panel.

16. The propeller as recited in claim 11, wherein:

the second electric control subsection is fixedly connected to the connecting shaft.

17. The propeller as recited in claim 11, wherein:

the connecting shaft is of a hollow structure, a shaft hole extending along a first direction is limited, and the first electric control part and the second electric control part are of strip shapes and distributed in the shaft hole along the first direction.

18. The propeller as recited in claim 17, wherein:

the connecting shaft is connected to the bottom shell, and the shaft hole is communicated with the inner space of the bottom shell;

the first electric control part and/or the second electric control part is/are electrically connected with the first motor through the shaft hole and the internal space wire.

19. The propeller as recited in claim 10, wherein:

the connecting shaft is provided with a shaft hole extending along a first direction; the connecting shaft is provided with an opening, and the opening is communicated with the shaft hole; the connecting shaft is connected to the bottom shell, the shaft hole is communicated with the inner space of the bottom shell, and the first electric control part and/or the second electric control part outside the connecting shaft are electrically connected with the first motor through the holes, the shaft hole and the inner space.

20. The propeller as recited in claim 10, wherein:

the electric control assembly comprises a power board and a control board, the control board is electrically connected with the power board, and the power board is electrically connected with the first motor; the control board controls the first motor to run through the power board;

the first electrical control section comprises a power board, and the second electrical control section comprises a control board.

21. The propeller as recited in claim 10, wherein:

the first motor is provided with a double rotor or/and a double stator;

the first electric control part is provided with a first power plate, the second electric control part is provided with a second power plate, the first power plate is electrically connected with one rotor or/and stator of the first motor, and the second power plate is electrically connected with the other rotor or/and stator of the first motor.

22. The propeller as recited in claim 10, wherein:

the propeller further comprises a second motor, the second motor is connected with the propulsion paddle in series with the first motor, or the second motor is connected with the propulsion paddle in parallel with the first motor;

the first electric control part is electrically connected with the first motor to drive the first motor to run;

the second electric control subsection is electrically connected with the second motor so as to drive the second motor to run.

23. The propeller as recited in claim 2, wherein:

the propeller further comprises a water pressing plate;

the water pressing plate is connected to the bottom shell; the propulsion paddle is positioned at one side of the water pressing plate far away from the frame;

the electric control assembly is arranged on the water pressing plate.

24. The propeller as recited in claim 23, wherein:

the electrical control assembly is thermally coupled to the water pressure plate.

25. The propeller as recited in claim 23, wherein:

the electric control assembly comprises a shell part and a control circuit board, wherein the shell part is connected with the water pressing plate and forms an installation space, and the control circuit board is accommodated in the installation space and is fixed with the shell part or the water pressing plate.

26. The propeller of claim 24, wherein:

the electric control assembly is located on one side, far away from the propulsion propeller, of the water pressing plate, or the electric control assembly is located on one side, close to the propulsion propeller, of the water pressing plate.

27. The propeller as recited in claim 26, wherein:

the board surface of the control circuit board is parallel to the board surface of the water pressing board.

28. The propeller as recited in claim 23, wherein:

the frame is connected with a first supporting piece and a second supporting piece, and the first supporting piece and the second supporting piece are spaced along a first direction;

one end of the connecting shaft is rotatably connected to the first supporting piece and the second supporting piece, and the rotation axis of the connecting shaft is along the first direction.

29. The propeller as recited in claim 2, wherein:

the electric control assembly is arranged in the inner space.

30. The propeller of claim 29, wherein:

the electronic control assembly and the first motor are sequentially arranged along a first direction.

31. The propeller of claim 29, wherein:

the electric control assembly and the first motor are sequentially arranged along a second direction, wherein the second direction is perpendicular to the first direction.

32. The propeller of claim 29, wherein:

the propeller further comprises a water pressing plate, and the water pressing plate is connected to the bottom shell; the propulsion paddle is located at one side of the water pressing plate far away from the frame.

33. The propeller of claim 32, wherein:

the first motor and the electric control assembly are arranged side by side along the second direction on one side of the water pressing plate, which is close to the frame.

34. The propeller of claim 32, wherein:

the electric control assembly and the first motor are sequentially arranged along a first direction, the electric control assembly is located on one side of the water pressing plate, which is close to the frame, and the first motor is located on one side of the water pressing plate, which is far away from the frame.

35. The propeller as recited in claim 2, wherein:

one end of the connecting shaft is rotatably connected with the first supporting piece and the second supporting piece;

the electric control assembly is fixed relative to the connecting shaft and can rotate relative to the frame along with the connecting shaft.

36. The propeller of claim 35, wherein:

one end of the connecting shaft is positioned at one side of the frame along a second direction, and the second direction is perpendicular to the first direction;

the connecting shaft is spaced from the frame and defines a spacing space between the first support and the second support;

the electric control assembly is positioned between the first supporting piece and the second supporting piece, and is partially accommodated in the interval space.

37. The propeller of claim 36, wherein:

the connecting shaft is of a hollow structure and defines a shaft hole extending along a first direction; the connecting shaft is provided with an opening, and the opening is communicated with the shaft hole; the connecting shaft is connected to the bottom shell, and the shaft hole is communicated with the inner space of the bottom shell;

The electric control assembly can be electrically connected with the first motor through the opening, the shaft hole and the inner space.

38. The propeller of claim 35, wherein:

the connecting shaft is of a hollow structure, a shaft hole extending along a first direction is limited, and the electric control assembly is arranged in a strip shape extending along the first direction and is arranged in the shaft hole.

39. The propeller of claim 38, wherein:

the electric control assembly comprises a first electric control part and a second electric control part, wherein the first electric control part and the second electric control part are both long-strip-shaped and are arranged in the shaft hole at intervals along a first direction.

40. The propeller as recited in claim 2, wherein:

the electric control assembly is fixedly connected with the frame.

41. The propeller of claim 40, wherein:

one end of the connecting shaft is rotationally connected with the first supporting piece and the second supporting piece, and the rotation axis of the connecting shaft is along a first direction;

the electric control assembly is fixedly connected between the first supporting piece and the second supporting piece.

42. The propeller of any one of claims 11-18, 28, 35-39, 41, wherein:

the propeller further comprises a first bearing fixed on the first supporting piece, and the connecting shaft is in running fit with the first bearing;

the first support piece is provided with a first damping sleeve, and the axis of the first damping sleeve is perpendicular to the connecting shaft and the front-back direction of the hull;

the first bearing is provided with a first shock absorption shaft penetrating through the first shock absorption sleeve, the first shock absorption shaft is elastically matched with the first shock absorption sleeve to form a first shock absorption suspension between the first bearing and the first supporting piece, and the first shock absorption suspension is used for absorbing pulling vibration force along the axis direction of the connecting shaft.

43. The propeller of any one of claims 11-18, 28, 35-39, 41, wherein:

the propeller further comprises a second bearing fixed to the second support, and the connecting shaft is in rotary fit with the second bearing;

the second support piece is provided with a second damping sleeve, and the axis of the second damping sleeve is parallel to the axis of the connecting shaft;

the second bearing is provided with a second shock absorption shaft penetrating through the second shock absorption sleeve, the second shock absorption shaft is elastically matched with the second shock absorption sleeve to form a second shock absorption suspension between the second bearing and the second supporting piece, and the second shock absorption suspension is used for absorbing the propping vibration force along the fore-and-aft direction of the hull.

44. The propeller of any one of claims 11-18, 28, 35-39, 41, wherein:

damping suspensions are respectively arranged between the first supporting piece and the frame and between the second supporting piece and the frame.

45. The propeller of any one of claims 11-41, wherein:

the hull is provided with a clamp and a warping driver;

the frame is rotatably connected to the clamp, and the tilting driver is in transmission connection with the frame and is used for driving the frame and the propulsion paddles connected to the frame to tilt.

46. The propeller as recited in claim 1, wherein:

the propeller further comprises a water pressing plate;

the water pressing plate is connected to the bottom shell;

the propulsion paddle is located at one side of the water pressing plate far away from the frame.

47. The propeller of claim 46, wherein:

the first motor is located on one side, far away from the rack, of the water pressing plate.

48. The propeller as recited in claim 1, wherein:

the first motor and the propulsion propeller are coaxially arranged, and the front end face of the first motor is attached and connected to the surface, close to one side of the propulsion propeller, of the bottom shell.

49. The propeller of claim 46, wherein:

the inner space comprises a first space and a second space which are communicated along a first direction, the first space is positioned at one side of the water pressing plate far away from the rack, and the second space is positioned at one side of the water pressing plate near the rack;

the first motor is wholly or partially accommodated in the second space.

50. The propeller of claim 49, wherein:

the peripheral surface and the rear end surface of the first motor are at least partially in contact with a surface portion defining the second space.

51. The propeller as recited in claim 1, wherein:

the first motor and the propulsion paddles are staggered in a first direction.

52. The propeller as recited in claim 1, wherein:

and a heat conduction structure is arranged between the first motor and the bottom shell.

53. The propeller of claim 52, wherein:

the interior space is filled with a cooling liquid, and the first motor is at least partially immersed in the cooling liquid.

54. The propeller of claim 53, wherein:

the propeller further comprises a cooling system;

The cooling system comprises a pump and a conveying pipeline, wherein the pump is provided with a liquid inlet and a liquid outlet, the liquid inlet is used for sucking cooling liquid, and the liquid outlet is connected with the conveying pipeline and used for spraying the sucked cooling liquid to the first motor.

55. The propeller as recited in claim 1, wherein:

the first motor is a double-stator single-rotor motor and comprises two stators and a rotor, wherein the two stators are arranged side by side and are respectively in electromagnetic fit with one rotor to jointly drive the rotors to rotate.

56. The propeller as recited in claim 1, wherein:

the first motor is a single-stator single-rotor motor and comprises a stator and a rotor, wherein the stator corresponds to the rotor and is used for driving the rotor to rotate.

57. The propeller as recited in claim 1, wherein:

the first motor is a single-stator double-rotor motor and comprises a stator and two rotors, wherein the stator and the two rotors are respectively corresponding and are used for driving the two rotors to rotate.

58. The propeller as recited in claim 1, wherein:

the first motor is a double-stator double-rotor motor and comprises two stators and two rotors, wherein the two stators and the two rotors correspond to each other and are used for respectively driving the rotors to rotate.

59. The propeller as recited in claim 1, wherein:

the propulsion paddle is rotatably matched with the bottom shell;

the first motor is provided with an output shaft, and the output shaft is connected with the propulsion propeller and is used for driving the propulsion propeller to rotate.

60. The propeller of claim 59, wherein:

the output shaft of the first motor is coaxial with the rotation axis of the propulsion propeller, and the output shaft is fixedly connected with the propulsion propeller.

61. The propeller of claim 59, wherein:

the output shaft of the first motor is in transmission connection with the propulsion propeller through a transmission mechanism.

62. The propeller of claim 61, wherein:

the transmission mechanism is provided with a speed changing component;

the speed change assembly is integrally formed with the first motor.

63. The propeller of claim 61, wherein:

the transmission mechanism comprises a bevel gear set, wherein the bevel gear set comprises a first bevel gear and a second bevel gear which are in meshed fit, the rotation axis of the first bevel gear is along a first direction, and the rotation axis of the second bevel gear is along a second direction;

the output shaft of the first motor extends along a first direction and is connected with the first bevel gear;

The axis of rotation of the propeller is in a second direction, and the propeller is connected with the second bevel gear.

64. The propeller as recited in claim 1, wherein:

the propeller further comprises a second motor;

the second motor is connected in series with the first motor to the propulsion paddle, or the second motor is connected in parallel with the first motor to the propulsion paddle.

65. The propeller of claim 64, wherein:

the second motor is located within the interior space and is thermally coupled to the bottom case, or the second motor is located outside the interior space.

66. A water area mobile device, comprising:

a hull; and

the propeller of any one of claims 1 to 65, said propeller being mounted to said hull.

67. A water area mobile device according to claim 66 wherein:

the water area movable equipment further comprises a battery assembly;

the battery assembly is electrically connected to the first motor for supplying power to the first motor.