CN222408547U - Electric outboard engine for ship - Google Patents

Abstract

The utility model discloses an electric outboard engine for a ship, which comprises a beam mounting module and a propulsion module, wherein the beam mounting module is used for mounting the electric outboard engine on a beam of the ship, the propulsion module is connected to the beam mounting module and comprises a motor and an electronic speed controller, the motor and the electronic speed controller are both thermally coupled with a shell of the propulsion module, and the propulsion module is immersed in water in operation, so that the ambient temperature of the water provides heat dissipation for the motor and the electronic controller.

Description

Electric outboard engine for ship

Technical Field

The utility model relates to the field of outboard engines, in particular to an electric outboard engine for ships.

Background

Outboard engines (OBM) have been used to propel small boats for decades until recently, all of which have been powered by gasoline or diesel Internal Combustion Engines (ICEs). These outboard engines range in power from 1.5 horsepower to 600 horsepower and can propel boats from small kayaks to medium-sized yachts. The smallest OBM is portable and can be removed from the ship for storage or maintenance, while OBMs of 15 horsepower and above often require permanent fixation on the ship. These vessels can be used for sports and recreational activities in lakes or rivers, or as tender vessels on yachts, but also for commercial use in reservoirs/wharfs/ports, or for safety/military operations.

With advances in electric motor and battery technology, electric outboard engines (eOBM, i.e., electric outboard engines) are becoming commercially viable, with some such products currently on the market. Most of these products are in the range of less than 10 horse or more than 40 horse power. The small eOBM is unlike a conventional internal combustion engine where the motor is inside the engine, driving the propeller directly, while the large eOBM is typically a conventional outboard engine, but the internal combustion engine is replaced by the motor, leaving the shaft and gear system. The small eOBM can be carried by one or two persons, while the large eOBM requires a lifting device or three to four persons for installation/removal.

To provide power to eOBM, manufacturers provide batteries that can be used on board the boat. These batteries and their components are typically retrofitted from Electric Vehicles (EVs), often large, heavy, and moderate in power density. Furthermore, these batteries typically use fitted land connectors and assemblies that are not completely waterproof and are not suitable for marine environments, particularly those filled with salt-containing seawater. The use of conventional land connectors can result in very unsafe exposed electrical connections, which can lead to injury to the user or battery damage. Failure of the non-marine connectors can also affect the reliability of the overall system, often resulting in failure of the conventional eOBM.

Another problem with conventional eOBM is size. Small eOBM, such as eOBM with an output of less than 10 horsepower (10 hp), is lightweight and easy to carry, but lacks power to use in any water area with a slight current or wave (such as coastal or tidal water). In situations where a ship is required to travel in reverse or against waves, a ship using such conventional mini eOBM may not have sufficient power to reverse and/or advance in reverse waves, and may even be pushed back by the water flow or waves. However, large eOBM, such as eOBM outputting over 20 horsepower (20 hp), can generate enough power to resist water currents and waves, but they are too large, heavy to be installed on a boat, and are much more costly than small eOBM.

Another problem with conventional electric outboard engines is the cooling of the motor and Electronic Speed Controller (ESC). Because the ESC is located on the water surface, a more powerful electric outboard engine requires either air closed loop/open loop cooling, or liquid closed loop/open loop cooling of the ESC. This makes it possible for the air fan to fail due to corrosion, and for the liquid circulation to fail due to pump failure or blockage of the seawater and/or coolant in the cooling system pipes.

However, another problem is that trimming smaller conventional electric outboard engines is mechanically challenging because, due to the electric motor, a significant portion of the total weight of such electric outboard engines is located on the propeller. Since the tiller design is not used as a lever arm, the user needs to pull the motor up from the outboard side. When it is desired to quickly raise the motor out of the water, for example in shallow waters to avoid stranding or in deep waters to avoid fishing nets or other underwater obstacles, the tiller can hit the deck of the boat before the motor is fully raised, thereby affecting the raising of the motor.

Another problem is that conventional electric outboard engines require a pair of power lines and a separate multi-core data line in order to operate the electric outboard engine with a battery. These power and data lines are typically not marine connectors and do not ensure that sea water does not enter the connector, resulting in short circuits or corrosion of the connector pins and sockets. In addition, since the protective insulating layer is thin, the thin data line is easily damaged, and the thin data pin/socket is also extremely susceptible to corrosion.

Other problems exist with the throttle twist grip, tiller and cross beam mounting modules of conventional electric outboard engines. The conventional electric outboard engine throttle grip may be rotated in both forward and reverse (forward and reverse) directions, which may cause a user to rotate the throttle grip to an incorrect direction, thereby causing an accident. As for the tiller, the conventional eOBM tiller cannot be folded up completely when not in use, and movement of the rear portion of the hull is hindered. For the beam mounting module, the conventional eOBM is integrated with the main body, which makes the entire system heavier and more difficult to carry and handle when mounted eOBM on or removed eOBM from the ship.

Accordingly, there is a need for an electric outboard engine that overcomes the shortcomings of conventional electric outboard engines, while providing a portable electric outboard engine that is capable of operating marine vessels with high power, quietness, and efficiency.

Disclosure of utility model

The utility model aims to provide an electric outboard engine for a ship, which has enough power to push the ship to flow upwards, is compact in structure and light in weight, and can be taken off from the ship by one person when not in use. The batteries and components used in such electric outboard engines are specifically designed and tested for a salt water marine environment.

The above object of the present utility model is achieved by the following technical solutions:

An electric outboard engine for a watercraft includes a beam mounting module for mounting the electric outboard engine to a beam of the watercraft, and a propulsion module connected to the beam mounting module, the propulsion module including a motor and an electronic speed controller, wherein the motor and the electronic speed controller are both thermally coupled to a housing of the propulsion module, the propulsion module being submerged in water during operation such that an ambient temperature of the water provides heat dissipation for the motor and the electronic speed controller.

The utility model may in a preferred example be further arranged to further comprise a gearbox connecting the motor shaft of said motor to the propeller shaft.

The utility model may in a preferred example be further configured such that the gearbox is arranged as a self-lubricating planetary gearbox.

The present utility model may be further configured in a preferred example in which the electronic speed controller is provided as a multi-layered electronic speed controller.

The utility model may in a preferred example be further configured in that the housing of the propulsion module comprises at least one galvanic corrosion resistant zinc anode.

The present utility model may be further configured in a preferred embodiment to further include an anti-grounding fin coupled to the propulsion module.

The present utility model may be further configured in a preferred example to further include a stem module coupled to the propulsion module, wherein the stem module includes a steering friction clip and a dovetail groove configured to securely engage with a mounting dovetail groove of the beam mounting module to mount the electric outboard engine to the beam of the boat.

The present utility model may be further configured in a preferred example such that the mounting dovetail slot is rotatable sixty-five degrees to facilitate mounting and dismounting of the electric outboard engine to the transom of the boat.

The utility model may in a preferred example be further configured such that the beam mounting module further comprises a latch for preventing accidental release of the lever module from the beam mounting module.

The present utility model may be further configured in a preferred example to further include a lower anti-draft plate coupled to the pole module and positioned above the propeller coupled to the propulsion module, wherein the lower anti-draft plate is configured to prevent ventilation and cavitation of the propeller under various operating conditions.

The present utility model may be further configured in a preferred example in that the lower anti-draft plate includes a kickdown at four corners of the plate tail to maximize the high pressure area around the propeller and hydrofoil contour to increase the lift generated by the lower anti-draft plate.

The present utility model may be further configured in a preferred example in that the lower anti-draft plate includes a downwardly tapered centerline end for providing a hand point for operating the electric outboard engine when the electric outboard engine is installed and/or removed.

The present utility model may be further configured in a preferred example to further include an upper splash guard connected to the pole module and the lower ventilation plate, the upper splash guard for suppressing water spray generated due to upward flow of water around the pole module.

The utility model may in a preferred example be further configured to further comprise a foldable tiller comprising a first joint for folding up and locking the foldable tiller at ninety degrees and a second joint for folding the foldable tiller onto itself.

The present utility model may be further configured in a preferred embodiment to further include a throttle lever mechanically coupled to the foldable tiller and electrically coupled to the electronic speed controller.

The utility model may in a preferred example be further arranged that the foldable tiller further comprises a tiller magnet switch for controlling operation of the electric outboard motor.

The present utility model may be further configured in a preferred embodiment to further include a travel computer including a processor, memory and GPS components, the travel computer being coupled to the electronic speed controller.

The present utility model may be further configured in a preferred embodiment to further include a display coupled to the trip computer for displaying the electric outboard engine operation information to a user.

The present utility model may be further configured in a preferred example to further include a battery module and an electrical connector connecting the battery module with the motor and electronic speed controller of the propulsion module.

The present utility model may be further configured in a preferred embodiment to further include a remote throttle grip module for connecting to the propulsion module for remote control thereof.

In summary, the beneficial technical effects of the utility model are as follows:

The motor and Electronic Speed Controller (ESC) of the present utility model eOBM is located in water, requiring no internal liquid cooling, thus forming a watertight system that is completely cooled by external seawater. Therefore, eOBM according to the present utility model is completely emission-free and advantageously produces low noise and vibration, which is important when operating in many natural water environments. In addition, eOBM according to the present utility model may be advantageously adapted for installation under a ship as a drive pod or integrated with a lifting hydrofoil as a hydrofoil drive, thereby providing a variety of alternative uses.

The eOBM of the present utility model has a tiller that can be used to push the motor up from within the boat, which makes the user safer and less awkward. If a quick lift of the motor is required, the tiller can be folded to ensure that the motor is fully lifted, unobstructed by the deck of the boat. The power connector of eOBM of the present utility model is designed as a composite power data harness that protects the data lines and terminates the lines in a multi-purpose connector that houses the power and data pins and receptacles. The connector housing adopts waterproof design, ensures that no sea water can enter the connector in the use process.

The eOBM of the present utility model includes a throttle knob with a safety button that prevents the throttle knob from twisting in the stern direction unless the button is depressed to ensure that travel in the stern direction is a conscious act by the user, eliminating any risk of accident. The tiller according to the utility model eOBM comprises a double-link tiller enabling the tiller to be folded over and over the top of eOBM, advantageously releasing space in the rear of the boat. According to the design of the utility model, the ship is respectively arranged on the ship, and then, the weight required to be processed when a user operates eOBM to a position is reduced. In addition, the mating mechanism is designed for efficient, positive single-action engagement.

Drawings

Fig. 1 includes fig. 1A and 1B, fig. 1A is a left front top perspective view of the electric outboard engine of the utility model, and fig. 1B is a left plan view of the electric outboard engine of the utility model.

Fig. 2 includes fig. 2A to 2C, which illustrate the structure of additional components of the electric outboard engine of the present utility model, fig. 2A is a schematic diagram of a battery structure of the electric outboard engine of the present utility model, fig. 2B is a schematic diagram of an electrical connector structure of the electric outboard engine of the present utility model, and fig. 2C is a schematic diagram of a remote throttle knob module structure of the electric outboard engine of the present utility model.

Fig. 3 includes fig. 3A to 3C, fig. 3A is a left plan view of the propulsion module of the present utility model, fig. 3B is a left plan sectional view of the propulsion module of the present utility model, and fig. 3C is an enlarged left plan sectional view of the propulsion module of the present utility model.

Fig. 4 includes fig. 4A and 4B, fig. 4A is a rear plan view of the inventive propeller module, and fig. 4B is a side plan view of the inventive propeller module.

Fig. 5 includes fig. 5A and 5B, depicting a rod module of an electric outboard engine of the present utility model, fig. 5A being a front left top perspective view of the rod module of the present utility model, and fig. 5B being a front left top perspective cut-away view of the rod module of the present utility model.

Fig. 6 is a front left top view of the anti-ventilation and anti-splash module of the present utility model.

Fig. 7, including fig. 7A-7B, fig. 7A is a left front top perspective view of the tiller throttle knob module of the present utility model in a tiller extended position, fig. 7B is a left front top view of the tiller throttle knob module of the present utility model in a tiller collapsed position, and fig. 7C is a left front top view of the tiller throttle knob module of the present utility model in a tiller partially collapsed position.

Fig. 8 depicts a left front top view of the display module mounted on the tiller throttle knob module of 7A to 7C.

Fig. 9 includes fig. 9A-9D depicting a beam mounting module eOBM in accordance with the present embodiment, fig. 9A depicting a left rear top perspective view of a tiller throttle knob module mounted on the beam mounting module, fig. 9B depicting a left rear top perspective view of the beam mounting module in its initial operating position, fig. 9C depicting a left rear top perspective view of the beam mounting module in its maximum trim position, and fig. 9D depicting a rear left top perspective view of the beam mounting module in its initial operating position.

Fig. 10 includes fig. 10A, 10B and 10C depicting the position of the beam mounting module of the present utility model, fig. 10A depicting a left rear top perspective view of the beam mounting module in its initial operational position, fig. 10B depicting a left rear top perspective view of the beam mounting module in its maximum trim position, and fig. 10C depicting a left rear top perspective view of the beam mounting module in its on-shore position.

Fig. 11 includes fig. 11A and 11B, which depict perspective views of a battery of the present utility model, fig. 11A depicting a front left top perspective view of the battery, and fig. 11B depicting a front left top perspective cut-away view of the battery along 11-11'.

Fig. 12 includes fig. 12A-12D, which depict perspective views of an electrical connector of the present utility model, fig. 12A depicting a top perspective view of a female electrical connector, fig. 12B depicting a top perspective view of a male electrical connector, fig. 12C depicting a front perspective view of a female electrical connector, and fig. 12D depicting a front perspective view of a male electrical connector.

Fig. 13 depicts a left front top view of the remote throttle grip module according to this embodiment.

Fig. 14 depicts a flowchart of a method of powering up eOBM according to this embodiment.

Fig. 15 depicts a flowchart of a method of powering down eOBM according to this embodiment.

In the figure, 115, a beam mounting module; 905, an outer mounting body; 910, an inner mount; 915, mounting dovetail slots, 920, mounting clips, 925, remote steering interface, 930, single-action fine adjustment lever, 940, latch, 945, bolt hole, 947, bolt slot, 120, propulsion module, 305, motor, 310, electronic Speed Controller (ESC), 320, gearbox, 325, motor shaft, 330, propeller shaft, 340, bearing, 345, shaft seal, 350, motor housing, 355, electronic speed controller end cap, 360, gearbox end cap, 365, grounding fins, 315, galvanic corrosion resistant zinc anode, 125, propeller module, 410, propeller, 420, spline, 425, rubber bushing, 430, zinc anode, 130, lever module, 515, fairing, 520, pivot, 525, dovetail slot, 530, steering friction clip, 510, lever, 630, kickdown, 640, centerline end, 135, anti-draft splash module, 610, lower anti-draft shield (AVP), 620, upper anti-splash plate (ASP), 710, handle knob module, 140, rudder handle module, 720, middle portion 725, 425, rubber bushing, 430, zinc anode, 130, lever module, 515, battery grip, plug, 35, battery grip, plug, battery grip, etc., 75, lever, electrode, lever, etc., 130, lever, 515, lever grip, 515, fairing, 520, battery grip, plug, 35, battery grip, plug, etc., 35, battery grip, 75, battery grip, 75, drain, 75, battery grip, 75, battery, 75, battery, 75, 5, male electrical connector 265, female electrical connector 1210, handle 1215, composite power data harness 1220, male and female power connectors 1225, male and female data connectors 270, remote throttle knob module 1310, remote throttle knob housing 1320, display screen 1330, remote magnetic switch 1340, single/double lever 1350, control buttons.

Detailed Description

The present utility model will now be described in detail with reference to the accompanying drawings. The figure is a simplified schematic diagram illustrating the basic structure of the utility model only by way of illustration, and therefore it shows only the constitution related to the utility model.

The aim of this embodiment is to propose an electric outboard engine (eOBM) with enough power to propel the ship against flow and waves, but compact and light enough to be removed from the ship by a person when not in use. eOBM use batteries and components specifically designed and tested for a salt water marine environment. According to this embodiment, the motor and Electronic Speed Controller (ESC) of eOBM are located in water, requiring no internal liquid cooling, thus forming a watertight system that is completely cooled by external seawater. Therefore, eOBM according to this embodiment is completely emission-free and advantageously produces low noise and vibration, which is important when operating in many natural water environments. In addition, eOBM according to this embodiment may be advantageously adapted for installation under a ship as a drive pod or integrated with a lifting hydrofoil as a hydrofoil drive, thereby providing a variety of alternative uses.

EOBM according to this embodiment has a tiller that can be used to push the motor up from the boat, which makes the user safer and less awkward. If a quick lift of the motor is required, the tiller can be folded to ensure that the motor is fully lifted, unobstructed by the deck of the boat. The power connector according to eOBM of this embodiment is designed as a composite power data harness that protects the data wires and terminates the wires in a multi-purpose connector that houses the power and data pins and sockets. The connector housing adopts waterproof design, ensures that no sea water can enter the connector in the use process.

EOBM according to this embodiment includes a throttle knob with a safety button that prevents the throttle knob from twisting in the stern direction unless the button is pressed to ensure that travel in the stern direction is a conscious act by the user, eliminating any risk of accident. The tiller according to this embodiment eOBM comprises a double-link tiller enabling the tiller to be folded over and over the top of eOBM, advantageously releasing space in the rear of the boat. According to the design of the embodiment, the ship is respectively installed on the ship, and then, the weight required to be processed when a user operates eOBM to a position is reduced. In addition, the mating mechanism is designed for efficient, positive single-action engagement.

See fig. 1A and 1B. A front left top perspective view 100 and a left plan view 105, illustrates eOBM according to this embodiment. The eOBM includes a drive module and a beam mounting module 115. The drive modules include a propulsion module 120, a propeller module 125, a stem module 130, a vent and splash module 135, a tiller module 140, a throttle knob module 145, and a display module 150.

Referring to fig. 2A, 2B and 2C, perspective views 200, 210, 220 depict other components eOBM according to this embodiment. View 200 depicts a battery module 250 for providing power and view 210 depicts a male electrical connector 260 and a female electrical connector 265. View 210 shows male electrical connector 260 and female electrical connector 265 for providing a waterproof electrical connection between the drive modules of battery modules 250 and eOBM 110. View 220 shows a remote throttle knob module 270 for enabling remote operation of eOBM110, as will be described below.

Referring to fig. 3A, 3B and 3C.3A, 3B, and 3C, left plan views 300, 370, 380 depict the propulsion module 120 of eOBM110 in accordance with this embodiment. Wherein the left plan view 300 depicts the propulsion module 120, the left plan sectional view 370 and the enlarged view 380 depict the interior of the propulsion module 120. The propulsion module 120 includes a motor 305, an Electronic Speed Controller (ESC) 310, a gearbox 320, a motor shaft 325, a propeller shaft 330, bearings 340, a shaft seal 345, a motor housing 350, an electronic speed controller end cap 355, a gearbox end cap 360, and an anti-grounding fin 365.

The motor 305 is a custom designed brushless direct current (BLDC) motor coupled to the gear box 320 to provide the required speed and torque to turn the propeller and generate thrust to propel the watercraft. The motor stator is installed inside the motor housing 350 such that water cooling can be directly performed at the outer surface of the motor housing 350. The motor 305 is capable of weakening the magnetic field during high speed operation for the purpose of increasing torque, which is necessary for propelling the watercraft more quickly.

The motor 305 is controlled by the multi-layered electronic speed controller 310, which has an advantage in that the entire electronic speed controller 310 can be installed at the front end of the motor 305 without increasing the diameter of the motor housing 350. The electronic speed controller 310 is capable of handling the large currents and voltages required for the rotation of the motor 305, which currents and voltages generate large amounts of heat that need to be dissipated quickly in order to continue to operate at large currents. This is best accomplished by thermally coupling the base of the electronic speed controller 310 to the interior of the electronic speed controller end cap 355 to dissipate the heat of the propulsion module immersed in the ambient water. The electronic speed controller end cap 355 is designed to fit over the front end of the motor housing 350, forming a watertight seal with a double O-ring, while allowing installation and assembly. The method of securing the electronic speed controller end cap 355 to the motor housing 350 is unique in that it eliminates axial screws and uses smaller radial screws.

The motor housing 350 allows for easy and quick internal assembly of the motor 305 and connection of the motor housing 350 to the pole module 130. The combination of the extrusion and the casting provides a quick and secure connection of the motor housing 350 and the pole module 130, thereby ensuring a safe and efficient transfer of the forces of the propeller to the hull.

The gearbox 320 at the tail of the motor is a separate gearbox mounted on the motor 305, with the motor shaft 325 coming in from the front and the propeller shaft 330 coming out from the tail. The gearbox 320 is low in noise, self-lubricating, and does not require any maintenance. The compact design of the gear case 320 allows the gear case to be mounted within the gear case end cap 360 to form a watertight seal with the double O-ring. The method of securing the gearbox end cap 360 to the motor housing 350 is unique in that axial screws are omitted and smaller radial screws are used without affecting the structural strength of the thrust transmitted from the propeller to the motor housing 350.

The provision of the double bearing 340 and the double seal 345 on the propeller shaft 330 ensures another watertight seal and rigid support of the propeller shaft, so that strong axial and radial forces and vibrations to which the propeller shaft is subjected during operation can be effectively suppressed. The double shaft seal 345 is specifically designed for high temperature and sea water resistance.

The replaceable grounding prevention fin 365 allows a user to replace when damaged while driving a ship in a shallow water. The galvanic corrosion resistant zinc anode 315 is also secured to the base of the anti-grounding fins 365 for periodic replacement as the anode is consumed, especially in seawater.

Fig. 4A and 4B depict a rear plan view 400 and a side plan view, respectively, of the propeller module 125 according to the present embodiment. The propeller 410 is tailored to match the characteristics of the motor 305 to achieve the desired performance. The spline 420 and rubber bushing 425 may reduce vibration and improve propeller performance. The zinc anode 430 at the end of the propeller 410 helps to protect the propeller 410 and the propeller shaft 330 from electrochemical corrosion.

Referring to fig. 5A and 5B, front left top perspective views 500, 550 depict the rod module 130, wherein view 550 depicts a cross-sectional view of the rod module 130. The lever module 130 includes a lever 510 with a fairing 515, a pivot 520, a dovetail groove 525, and a steering friction clip 530. The shaft 510 has an extruded profile for improved hydrodynamic efficiency and structural strength. The lever 510 connects the propulsion module 120 with the transom mounting module 115 to effectively transfer the thrust of the propeller 410, and also connects the propulsion module 120 with the tiller module 140 and throttle knob module 145 to effectively and robustly control the boat steering and boat speed. The rod is composed of a solid metal (e.g., aluminum or titanium) cut by Computer Numerical Control (CNC) to match the pivot 520 supporting the joystick. The pivot 520 supports a steering friction clip 530 and a dovetail groove 525 designed to precisely couple the rod 510 to the beam mounting module 115.

Steering friction clamp 530 may fine tune the force required to turn eOBM to maneuver the watercraft. If the steering friction grip 530 is too light, the boat will not be able to maintain a stable heading, and if the steering friction grip 530 is too tight, it will be difficult for the user to steer the boat quickly. Dovetail slots 525 are designed for one-time mounting eOBM to beam mounting module 115 to provide a secure engagement with beam mounting module 115 to transfer thrust from propeller 410 completely to the boat without any play, particularly when changing direction between forward and reverse. The fairing 515 is part-assembled without exposed screws, durable in high ultraviolet light and seawater resistant.

Fig. 6 depicts a left front top view 600 of the anti-ventilation and anti-splash module 135 of eOBM according to this embodiment. The anti-ventilation anti-splash module 135 is a combination of a lower anti-ventilation plate (AVP) 610 (also referred to as an anti-cavitation plate) and an upper anti-splash plate (ASP) 620. The lower anti-draft plate 610 is designed to prevent the propeller from being ventilated and cavitation under various operating conditions and is shaped to maximize the high pressure area around the propeller 410 by the lower bends 630 at the four corners of the plate tail. The hydrofoil profile of the lower anti-draft plate 610 also increases the lift generated by the lower anti-draft plate 610, which helps increase the flat flight time of the boat. The centerline end 640 of the lower anti-draft plate 610 is also tapered downward to provide a secure hand point for handling eOBM110 during installation and removal eOBM of the plate.

The upper splash plate 620 is designed to inhibit any water spray caused by the upward flow of water around the shaft 510. The upper splash plate 620 is manufactured with the lower anti-ventilation plate 610 and can be moved vertically with the lower anti-ventilation plate 610 to optimize the arrangement of different vessels and different propellers 410.

Referring to fig. 7A, 7B and 7C, left front top perspective views 700, 750, 770, a tiller throttle knob module 710 of eOBM a 110 according to this embodiment is depicted. The tiller throttle lever module 710 includes a tiller module 140 and a throttle lever module 145 (fig. 1), wherein the tiller module 140 includes a tail tiller 720 and a mid tiller 725, and the throttle lever module 145 includes a throttle lever 730 and a tiller magnet switch 740. Perspective view 700 depicts the tiller throttle knob module 710 in the tiller extended position, perspective view 750 depicts the tiller throttle knob module 710 in the tiller collapsed position, and perspective view 770 depicts the tiller throttle knob module 710 in the tiller partially collapsed position.

A tail tiller 720 is mounted to the upper end of the lever 510 for supporting the fairing 515 and display module 150 and connecting the lever 510 to a mid tiller 725. The middle tiller 725 can be rotated at the second joint 727 and the first joint 729 to provide flexibility in handling, transportation and storage. During operation, the front first joint 729 between the middle tiller 725 and throttle lever 730 can be folded up and locked ninety degrees for more ergonomic low speed operation, or as a lever arm to trim the motor to optimal or raise the motor in shallow water. When the boat is anchored or not in use, as shown in perspective view 750, the two articulation joints of the middle tiller 725 can be rotated to fold the throttle knob to the top of eOBM, thereby freeing up space on the stern for movement or other activities. When carrying by hand or transporting eOBM a vehicle 110, the folded tiller is small in size, as shown in perspective 750, minimizing the storage space required. The foldable tiller means that the tiller does not need to be detached from eOBM a 110, which saves the trouble of continuously connecting and disconnecting the data line, while also ensuring that loose parts are not lost.

Throttle grip 730 includes an encoder with an integrated power converter that enables throttle grip 730 to accurately detect and transmit changes in the rotational angle of the throttle grip to electronic speed controller 310. The rotating handle mechanism can rotate freely in the advancing direction, and the maximum rotation angle is forty-five degrees. To further increase the boat speed, the safety button 735 at the end of throttle knob 730 needs to be pressed while the throttle knob is rotated further from forty-five degrees to ninety degrees. This prevents accidental acceleration of the ship. When turning throttle knob 730 in the reverse direction, a safety button 735 must also be pressed to help the user ensure that any reverse action is intentional and not accidental, as conventional internal combustion engine outboard engines typically only allow one-way turning of the throttle knob and require pulling the shift lever to switch to reverse.

The throttle grip 730 is spring-return so that any action of releasing the throttle grip 730 returns it to its neutral position. However, if desired by the user, throttle grip friction torsion ring 737 may be tightened to achieve the desired throttle feedback, particularly if the user desires a more constant level of throttle.

Referring to fig. 8, a front left top perspective view 800 depicts the display module 150 according to the present embodiment. The display module 150 is mounted to the aft tiller 720 and the fairing 515 to provide the necessary information to the user. When eOBM110 is used with the remote throttle grip module 270, a display module is integrated into the remote throttle grip module 270 to provide the same information. The display module 150 includes a screen 810, a panel 815, a travel computer, a button 820, and a waterproof display case 830. The screen 810 is light transmissive for high sunlight visibility and the panel 815 is waterproof adhesive to enable clear digital display of boat speed and voyage, power, battery power, and various alarms.

The travel computer is a custom designed processor with multiple functions. These functions include recording data from the electronic speed controller 310 (e.g., revolutions per minute (rpm), throttle, motor and electronic speed controller temperatures and alarms), data from the Battery Management System (BMS) (e.g., voltage, current, residual capacity, battery cell and BMS temperatures and alarms), and data from the GPS (e.g., speed and time). The functions of the trip computer may also include processing data displayed on the screen, such as boat speed and trip, power, battery power and alarms, and providing a bluetooth link with the mobile application for diagnosis and remote troubleshooting. In addition, the functions of the trip computer may also include implementing a dual safety function to ensure that eOBM a will shut down the power supply when the tiller magnet switch 740 is released and to ensure that the battery will not become charged unless the battery is connected to eOBM a 110 and the tiller magnet switch 740 is in an on state. The trip computer includes a processor, memory, GPS components and other electronic components that are connected to the electronic speed controller 310, battery management system, local throttle grip 730 and remote throttle grip module 270 via a controller area network bus system (i.e., CANBUS system). Waterproof buttons 820 allow the user to change settings on screen 810.

Fig. 9A, 9B, 9C, and 9D depict perspective views 900, 950, 970, 990 of the beam mounting module 115 according to the present embodiment. The beam mounting module 115 includes an outer mounting body 905, an inner mounting bracket 910, a mounting dovetail slot 915, a mounting clip 920, and a remote steering interface 925.

The outer mount 905 provides a frame for the inner mount 910 to transfer thrust from the bar 510 to the cross beam mount module 115 while being able to rotate to adjust the pitch angle or for beach use. The single-action fine adjustment lever 930 can be easily rotated eOBM a 110 without releasing other latches or levers. The mounting dovetail 915 allows quick engagement eOBM of the beam mounting module 110 with a latch 940 that prevents accidental release eOBM of the module 115. The mounting dovetail slots 915 may be rotated sixty-five degrees to facilitate one person mounting and dismounting eOBM110,110.

The mounting clips 920 secure the beam mounting module 115 to the beam plate of the ship. Bolt holes 945 on the beam mounting module 115 allow the beam mounting module 115 to be more permanently secured to the beam of the boat, and in addition the bolt holes 945 and bolt slots 947 also serve to adjust the mounting height.

The remote steering interface 925 for the remote steering cylinders is designed for integrating a third party steering system for remote steering and throttle control from the rudder station.

Fig. 10A, 10B and 10C depict left rear top perspective views 1000, 1030, 1060 of different positions of the beam mounting module 115 during operation according to an embodiment of the utility model. View 1000 depicts an initial operating position of beam mounting module 115. View 1030 shows the beam mounting module 115 in a maximum trim angle position. View 1060 shows the beam mounting module 115 in the drive-off position.

Fig. 11A and 11B depict front upper left perspective views 1100, 1150 of a battery module 250, wherein view 1150 depicts a cross-sectional view of the battery along line 11-11', in accordance with an embodiment of the present utility model. The battery module 250 includes a battery power and management system (BMS) 1105, a power level (SOC) display 1110, a power switch 1115, an electrical connector 1120, and a waterproof battery case having a battery case top 1125, a battery case bottom 1127, and a handle 1130.

The battery pack is composed of battery cells that are fabricated into a battery pack that meets the overall requirements of the battery, such as battery performance, capacity, weight, and size. The BMS controls the battery cells and interfaces with the ESC310 to ensure that the battery power and management system 1105 operates within design limits. The BMS also provides a low voltage power supply to eOBM to power the trip computer while not providing full power to the ESC310 until the tiller magnet switch 740 is in place. When the tiller magnet switch 740 is in place, the trip computer is triggered, signaling the BMS to provide full power, and signaling the ESC310 to allow operation. The BMS design also allows multiple batteries to be connected in a "daisy chain" fashion to extend the range and duration of the watercraft, thereby eliminating the need for an external power management system that coordinates and regulates multiple parallel battery power.

A battery power indicator 1110 with a power switch 1115 displays the remaining capacity of the battery and an alarm from the BMS. The power switch 1115 is used to power the trip computer, which in turn signals the BMS to provide full power when the tiller magnet switch 740 is in place.

One of the two power data electrical connectors 1120 is used to connect the battery to eOBM a 110 and the other is used to "daisy chain" multiple batteries. These electrical connectors 1120 are custom designed to meet the requirements of a single connector for both power and data and to ensure water resistance when connected.

The molded plastic waterproof case ensures that the battery pack is always dry and maintains a low temperature in the sun compared to the metal case. The top handle 1130 and the side recessed handles 1135 make the battery more ergonomic to carry, and also ensure operational safety, particularly when the battery is placed in a small space such as a fuel tank or storage room.

A 20A dc charger is provided that is designed to charge a battery using a household or vehicle-mounted ac power source. The charger has built-in safety function, and can prevent overvoltage and undervoltage charging. Chargers of other power ratings may also be provided depending on the available power source.

Referring to fig. 12A-12D, front perspective views 1200, 1250 depict male electrical connectors 260 according to the present embodiment, and front perspective views 1230, 1280 depict female electrical connectors 265. The connectors include IP67 male and female power connectors 1220, male and female data connectors 1225, ergonomic handles 1210, a composite power data harness 1215, and individually selectable data wires (not shown) for the remote throttle grip module 270.

The male and female power connectors 1220 have specially designed pins and receptacles with twice the surface area of similarly sized pins and receptacles, thereby increasing the maximum current that the pins and receptacles can conduct. In addition, the design of the contact pin and the socket also has the function of spark prevention. The male and female data connectors 1225, the smaller 6 CANBUS pins and receptacles are also integrated into the same male and female electrical connectors 260, 265, thus eliminating the need for separate data lines, as the pins and receptacles of the data lines are typically smaller and more prone to corrosion.

The composite power data harness 1215 combines two power and 6-core data wires into a flat harness that protects the wires from physical damage and also from exposure to direct sunlight and sea water.

Referring to fig. 13, a front left top view 1300 depicts a remote throttle handle module 270 according to the present embodiment. The remote throttle grip module 270 is comprised of a remote throttle grip housing 1310, a display 1320, a remote magnetic switch 1330, and a single/dual lever 1340.

The remote throttle handle housing 1310 is designed to include a display 1320, a remote magnetic switch 1330, and a control button 1350, which are identical to the display module 150 and the tiller magnetic switch 740 used in the display module 150 and the mid tiller 725. The remote throttle handle housing 1310 is waterproof to protect the internal components. The remote throttle knob module 270 may be used with a single lever 1340 with a single encoder for single or simultaneous dual eOBM operation, or with a dual lever 1340 for independent dual eOBM operation. The lever single/double lever 1340 can be pushed forward to achieve a forward thrust or pulled backward to achieve a reverse thrust.

Fig. 14 depicts a flowchart 1400 of a method of opening eOBM110,110 in accordance with the present embodiment.

(1402) The user connects a power cord between the battery modules 250 and eOBM, 110.

(1404) Next, the user presses the power switch 1115 button on the battery module 250.

(1406) The battery power display 1110 is illuminated and the low voltage line is turned on while the main power line remains off.

(1408) Next, the trip controller of the display module 150 is turned on and receives battery information, such as state of charge and BMS information, and the ESC 310 has not been turned on.

(1410) When the tiller magnet switch 740 is actuated, the hall sensor is triggered and a signal is sent to the trip computer to activate the battery module 250 and the ESC310.

(1412) The power cord is now active so that the ESC310 receives power and an activation signal from the trip computer via CANBUS and then sends ESC310 data to the trip computer.

(1414) Now eOBM is ready for operation.

Referring to fig. 15, a flowchart 1500 depicts a method of powering down eOBM according to this embodiment.

(1502) Once the tiller magnet switch 740 is removed (i.e., the tiller magnet switch 740 is no longer depressed).

(1504) The ESC310 stops receiving its activation signal and issues a zero rotation command, and at the same time, the hall sensor is deactivated and the BMS of the battery module 250 is deactivated.

(1506) Then, the ESC310 stops receiving power and eOBM110,110 stops operating. But the trip computer still has power.

It can be seen that this embodiment provides a portable eOBM that enables high power, quiet and efficient operation of the watercraft. According to the embodiment of the present utility model eOBM110,110 does not discharge exhaust gas at all and has the advantage of generating low noise and low vibration, which is very important when operating in many natural waters. Furthermore, eOBM according to embodiments of the present utility model may be mounted on the bottom of the boat as a drive pod or integrated with the lift foil as a foil drive, thereby providing a variety of alternative uses.

According to this embodiment eOBM has high power and low power models available for selection, and smaller or larger motors can be accommodated with only minor modifications to the currently designed system architecture. The capacity of the battery pack is also adjustable to match the motor power. The smaller capacity battery is suitable for smaller power motors, is convenient to operate, does not affect the service time, and may not require a "daisy chain" connection. Higher power motors require more power to operate within reasonable limits, and therefore multiple "daisy-chained" high capacity batteries can be used.

The propeller 410 design of each motor 305 is different to facilitate different usage scenarios, such as high speed, low speed high thrust or low speed towing. In addition, there are other variations of the remote throttle handle module 270 that may be mounted on different boats. For example, a side-mounted remote throttle lever with an independent display device may be mounted on the console of the boat.

While exemplary embodiments are described in the foregoing detailed description of the utility model, it should be understood that numerous variations exist. It should further be appreciated that the exemplary embodiment or exemplary embodiments of the utility model are only examples, and are not intended to limit the scope, applicability, operation, or configuration of the utility model in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient road map for implementing an exemplary embodiment of the utility model, it being understood that various changes may be made in the function and arrangement of steps and method of operation described in an exemplary embodiment without departing from the scope of the utility model as set forth in the appended claims.

The embodiments of the present utility model are all preferred embodiments of the present utility model, and are not limited in scope by the present utility model, so that all equivalent changes according to the structure, shape and principle of the present utility model are covered by the scope of the present utility model.

Claims (20)

1. An electric outboard motor for a ship, characterized in that it includes a beam mounting module for mounting the electric outboard motor on a beam of a ship; and a propulsion module connected to the beam mounting module, the propulsion module includes a motor and an electronic speed controller, wherein the motor and the electronic speed controller are thermally coupled to a housing of the propulsion module, and the propulsion module is immersed in water during operation so that the ambient temperature of the water provides heat dissipation for the motor and the electronic speed controller. 2. The electric outboard motor for a ship according to claim 1, characterized in that it also includes a gear box to connect the motor shaft of the motor to the propeller shaft. 3. The electric outboard motor for a ship according to claim 2, characterized in that the gearbox is configured as a self-lubricating planetary gearbox. 4. The electric outboard motor for a ship according to claim 1, characterized in that the electronic speed controller is configured as a multi-layer electronic speed controller. 5. The electric outboard motor for a ship according to claim 1, wherein the housing of the propulsion module includes at least one galvanic corrosion resistant zinc anode. 6. The electric outboard motor for a ship according to any one of claims 1 to 5, characterized in that it also includes an anti-grounding fin connected to the propulsion module. 7. The electric outboard motor for a ship according to claim 1 is characterized in that it also includes a rod module connected to the propulsion module, wherein the rod module includes a steering friction clamp and a dovetail groove, and the dovetail groove is configured to firmly engage with the mounting dovetail groove of the beam mounting module so as to mount the electric outboard motor to the beam of the ship. 8. The electric outboard motor for a ship according to claim 7, wherein the mounting dovetail groove can be rotated sixty-five degrees to facilitate installation and removal of the electric outboard motor on the crossbeam of the ship. 9. The electric outboard motor for a ship according to claim 7 or 8, characterized in that the beam mounting module further comprises a latch for preventing the rod module from being accidentally released from the beam mounting module. 10. The electric outboard motor for a ship according to claim 7 or 8 is characterized in that it also includes a lower anti-ventilation plate, which is connected to the rod module and is located above the propeller connected to the propulsion module, wherein the lower anti-ventilation plate is used to prevent ventilation and cavitation of the propeller under various operating conditions. 11. The electric outboard motor for a ship according to claim 10, characterized in that the lower anti-ventilation plate includes downward bends at the four corners of the rear of the plate to maximize the high-pressure area and hydrofoil profile around the propeller to increase the lift generated by the lower anti-ventilation plate. 12. The marine electric outboard motor of claim 11, wherein the lower anti-draft plate includes a centerline end tapering downwardly for providing a handhold for operating the electric outboard motor when installing and/or removing the electric outboard motor. 13. The electric outboard motor for a ship according to claim 10, characterized in that it also includes an upper splash plate connected to the rod module and the lower anti-ventilation plate, wherein the upper splash plate is used to suppress water splashes generated by the upward flow of water around the rod module. 14. The electric outboard motor for a ship according to any one of claims 1-5, characterized in that it also includes a foldable tiller handle, the foldable tiller handle includes a first joint and a second joint, the first joint is used to fold the foldable tiller handle upward and lock it at ninety degrees, and the second joint is used to fold the foldable tiller handle onto itself. 15. The electric outboard motor for a ship according to claim 14, characterized in that it also includes a throttle handle mechanically connected to the foldable tiller and electrically connected to the electronic speed controller. 16. The electric outboard motor for a ship according to claim 15, wherein the foldable tiller further comprises a tiller magnetic switch for controlling the operation of the electric outboard motor. 17. The electric outboard motor for a ship according to claim 16, characterized in that it also includes a trip computer, the trip computer includes a processor, a memory and a GPS component, and the trip computer is connected to an electronic speed controller. 18. The electric outboard motor for a ship according to claim 17, further comprising a display connected to the trip computer for displaying the electric outboard motor operation information to the user. 19. The electric outboard motor for a ship according to claim 1, characterized in that it also includes a battery module and an electrical connector, wherein the electrical connector connects the battery module to the motor and the electronic speed controller of the propulsion module. 20. The electric outboard motor for a ship according to claim 1, further comprising a remote throttle handle module for connecting to the propulsion module for remote control thereof.