MARINE PROPULSION UNIT

Abstract

A marine propulsion unit has at least one motor for rotating a pitchable propeller around an axis. The pitchable propeller is connected with a first shaft and a second shaft, the first shaft being rotated by a first power way and the second shaft being rotated by a second power way. The first power way and the second power way are controllable independently of each other so that a first rotation speed (rpm) of the first shaft and a second rotation speed (rpm) of the second shaft can vary in relation to each other. A coupling is arranged between the first shaft, the second shaft and the pitchable propeller for changing a pitch angle of the pitchable propeller when the first rotation speed and/or second rotation speed vary in relation to the other.

Claims

1. A marine propulsion unit for a marine vessel, comprising at least one motor for rotating a pitchable propeller around an axis, the pitchable propeller being connected with a first shaft and a second shaft, the first shaft being rotated by a first power way and the second shaft being rotated by a second power way, wherein the first power way and the second power way are controllable independently of each other so that a first rotation speed (rpm) of the first shaft and a second rotation speed (rpm) of the second shaft can vary in relation to each other, wherein a coupling is arranged between the first shaft, the second shaft and the pitchable propeller for changing a pitch angle of the pitchable propeller when the first rotation speed and/or second rotation speed vary in relation to the other.

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

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

4. The marine propulsion unit of claim 3, wherein the pitchable propeller has a first blade and a second blade, the first blade is connected to a first propeller gear and the second blade is connected to a second propeller gear.

5. The marine propulsion unit of claim 2, wherein the first gear and the second gear are connected to the propeller gears.

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

7. The marine propulsion unit of claim 1, wherein the first rotation speed or the second rotation speed is different to the other whereby the propeller gears will rotate so that a pitch angle of the pitchable propeller blades will change.

8. The marine propulsion unit of claim 1, wherein the first power way is a first belt drive, and the second power way is a second belt drive.

9. The marine propulsion unit of claim 1, further comprising a control unit being operatively connected with the motor, the first power way and/or the second power way.

10. The marine propulsion unit of claim 1, wherein the first rotation speed is different to the second rotation speed thereby providing that a pitch angle of the pitchable propeller is changing.

11. The marine propulsion unit of claim 10, wherein the control unit is configured to control the first power way and/or the second power way on basis of vessel data received from the marine vessel.

12. The marine propulsion unit of claim 11, wherein the vessel data relates to power consumption, modes of operation of the marine vessel, torque of the motor, load of the marine vessel, speed of the marine vessel, or a combination thereof.

13. The marine propulsion unit of claim 11, wherein the control unit is configured to adjust the pitch angle of the pitchable propeller on basis of the vessel data.

14. The marine propulsion unit of claim 9, wherein the control unit is configured to control the first power way and/or the second power way on basis of input data received from an input unit operated by an operator.

15. The marine propulsion unit of claim 14, wherein the control unit is configured to adjust the pitch angle of the pitchable propeller on basis of the input data.

16. The marine propulsion unit of claim 1, further comprising a second motor, the first motor is directly connected with the first shaft and the second motor is directly connected with the second shaft, or they are connected via the first power way and the second power way, respectively.

17. The marine propulsion unit of claim 16, wherein the control unit is configured to control the rotation of the first motor and the second motor for adjusting the pitch angle of the pitchable propeller.

18. The marine propulsion unit of claim 1, wherein the motor is an electric motor or a combustion engine.

19. A marine vessel comprising a marine propulsion unit of claim 1.

20. A method for pitching a pitchable propeller of a marine propulsion unit of claim 1, comprising providing at least one motor for rotating a pitchable propeller around an axis, connecting a first power way with the motor and a first shaft, connecting a second power way with the motor or another motor and a second shaft, controlling either the first power way or the second power way independently of each other so that a first rotation speed (rpm) of the first shaft and a second rotation speed (rpm) of the second shaft can vary, arranging a coupling between the first shaft, the second shaft and the pitchable propeller, adjusting a pitch angle of the pitchable propeller by varying the first rotation speed and/or second rotation speed in relation to the other.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Examples are described in more detail below with reference to the appended drawings.

[0028] FIG. 1 is an exemplary marine propulsion unit according to an example.

[0029] FIG. 2 shows a part of the marine propulsion unit of FIG. 1.

[0030] FIG. 3 is an exemplary first and second shafts connected with a coupling according to an example.

[0031] FIG. 4 is another exemplary marine propulsion unit according to an example.

DETAILED DESCRIPTION

[0032] The detailed description set forth below provides information and examples of the disclosed technology with sufficient detail to enable those skilled in the art to practice the disclosure.

[0033] Marine propulsion units, particularly those employing pitchable propellers, are integral to the efficient and effective operation of various marine vessels. The ability to adjust the pitch of a propellera process that involves changing the angle of the propeller blades relative to the flow of wateris crucial for optimizing performance across different operational modes and sailing conditions. This adjustment directly impacts the vessel's speed, fuel and power efficiency, and maneuverability.

[0034] Historically, several methods have been developed to control the pitch of marine propellers. Despite these developments, existing approaches frequently suffer from significant limitations. For instance, many conventional systems are cumbersome and lack the flexibility needed to respond dynamically to changes in operational conditions. This inflexibility can lead to suboptimal performance, increased fuel and power consumption, and higher wear and tear on the propulsion components.

[0035] One of the core challenges with traditional pitch control systems lies in the hub design, where the propeller interacts with the rotating shafts. The hub must not only transmit the rotational force from the motor to the propeller but also facilitate the precise and responsive adjustment of the propeller blades'pitch. Existing hubs often fail to provide a straightforward and reliable mechanism to achieve this dual functionality, especially under varying operational loads and environmental conditions.

[0036] Moreover, the inability to independently control the power ways connected to the motor and the shafts further complicates the situation. In many prior art designs, the coordination between the motor, shafts, and pitch mechanism is rigid, making it difficult to achieve the desired pitch adjustments.

[0037] Therefore, there is a clear need for improved marine propulsion units that offer a simplified yet effective solution for controlling the pitch of propellers.

[0038] This is solved with the present disclosure which enhance performance and efficiency of marine propulsion units by providing a more adaptable and reliable mechanism for adjusting propeller pitch. This improvement allows for better fuel/power efficiency, reduced mechanical stress, and greater overall maneuverability of the vessel. By enabling independent control of the power ways connected to the motor and the shafts, the disclosed technology introduces a dynamic and precise approach to managing propeller pitch adjustments, addressing the limitations of conventional systems.

[0039] FIG. 1 is an exemplary marine propulsion unit 1 according to an example. The propulsion unit 1 comprises at least one motor for rotating a pitchable propeller around an axis. In the present example two motors 2, 2 are arranged for rotating the pitchable propeller 3. The pitchable propeller 3 being connected with a first shaft 5 and a second shaft 6, the first shaft 5 being rotated by a first power way 7 and the second shaft 6 being rotated by a second power way 8. In this example, the first motor 2 has a first output shaft 12 connected with the first power way 7, here in form of a belt drive. The second motor 2 has a second output shaft 13 connected with the second power way 8, here also as a belt drive. The first power way 7 is connected with the first shaft 5 and the second power way is connected with the second shaft 6. Each output shaft of each motor 2, 2 may be controlled independently so that each power way 7, 8 may be controlled independently so that a first rotation speed (rpm) of the first shaft 5 and a second rotation speed (rpm) of the second shaft 6 can vary.

[0040] The first shaft 5 and the second shaft 6 are connected with the pitchable propeller 3 in the hub 11. In addition, a coupling 14 is arranged between the first shaft 5, the second shaft 6 and the pitchable propeller 3 for changing a pitch angle of the pitchable propeller 3 when the first rotation speed and/or second rotation speed vary in relation to the other. A technical benefit may include precise control over the pitch angle for optimized propulsion efficiency. A technical benefit may include precise control over the pitch angle for optimized propulsion efficiency.

[0041] The pitch angle of a pitchable propeller 3 refers to the angle between the chord line of the propeller blade and the plane of rotation 4. This angle is measured around the pitch axis 9, which is an imaginary line perpendicular to the blade's chord line and extends through the hub 11 of the pitchable propeller 3. Different pitch angles can significantly influence sailing conditions and the performance of the marine vessel. At a low pitch angle the blades are more aligned with the direction of rotation. This generates less thrust but allows for higher rotational speeds. This setting is typically used for low-speed operations, such as maneuvering in tight spaces or when the vessel is lightly loaded. It can also be beneficial during acceleration from a standstill. At a high pitch angle the blades are more perpendicular to the direction of rotation 4. This generates more thrust but results in lower rotational speeds. This setting is ideal for high-speed cruising or when the vessel is heavily loaded, as it provides greater propulsion force. However, it can increase the load on the motor and reduce power efficiency if not managed correctly.

[0042] In addition, at variable pitch angles the blades can be adjusted to various angles between the low and high extremes. This allows for optimized performance across different sailing conditions. By dynamically adjusting the pitch angle, the propulsion system can balance the need for speed, thrust, and fuel efficiency. For example, a moderate pitch angle can provide a good compromise between speed and thrust for general cruising. By adjusting the pitch angle, the propulsion unit can tailor the thrust characteristics to match specific operational requirements, improving overall vessel performance, Power/fuel efficiency, and maneuverability under diverse sailing conditions. The present disclosure aiming at providing a solution for adjusting the variable pitch angles of the pitchable propeller in a simple manner.

[0043] Moreover, the propulsion unit 1 comprises a control unit 10 being operatively connected with the motor 2, the first power way 7 and/or the second power way 8. A technical benefit may include automated control and optimization of the propulsion unit based on varying operational conditions. The control unit 10 may include a microprocessor, microcontroller, programmable digital signal processor or another programmable device. The control unit 10 may also, or instead, include an application specific integrated circuit, a programmable gate array or programmable array logic, a programmable logic device, or a digital signal processor. Where the control unit includes a programmable device such as the microprocessor, microcontroller or programmable digital signal processor mentioned above, the processor may further include computer executable code that controls operation of the programmable device.

[0044] Hence, the control unit 10 may be configured to control the rotation of the first motor 2 and the second motor 2 for adjusting the pitch angle of the pitchable propeller. A technical benefit may include precise and coordinated control over multiple motors for optimal pitch adjustment.

[0045] The motor(s) 2, 2 may be an electric motor or a combustion engine or a combination thereof. A technical benefit may include flexibility in selecting the type of motor to suit specific operational requirements.

[0046] In FIG. 2, an enlarged view of the marine propulsion unit 1 of FIG. 1 is shown. In the present view the first and second motors are omitted, however, both the first power way 7 and the second power way 8 are connected with the first shaft 5 and the second shaft 6, respectively. The second shaft 6 is arranged concentrically around the first shaft 5.

[0047] The coupling 14 will be described further in relation with FIG. 3 below. In the present example, the first power way 7 is a first belt drive, and the second power way 8 is a second belt drive. The first belt drive and the second belt drive may be rotated by the motor or being rotated by two independent motors.

[0048] Also, the first power way 7 may be a first axle, and the second power way 8 may be a second axle. The first axle and the second axle may be rotated by the motor or being rotated by two independent motors. The axles may be connected with the first shaft and the second shaft via a gear, such as a beveled gear.

[0049] Furthermore, the first power way 7 is a first motor and the second power way 8 is a second motor. A technical benefit may include precise and independent control over each power way for improved maneuverability.

[0050] Additionally, the first power way 7 is the first belt drive, the first axle or the first motor, and the second power way 8 is the second belt drive, the second axle or the second motor. A technical benefit may include versatility in selecting different types of power transmission methods to suit specific operational needs.

[0051] In addition, the first motor 2 and the second motor 2 may be connected directly to the first shaft 5 and the second shaft 6, respectively. Hereby, the first motor and the second motor may function as the power ways.

[0052] In normal operation, the first rotation speed is equal to the second rotation speed thereby providing pitchable rotation to the pitchable propeller 3. A technical benefit may include maintaining a consistent pitch angle for stable and efficient propulsion. In addition, the first shaft 5 and the second shaft 6 rotate in the same direction. A technical benefit may include synchronized rotation for balanced and smooth propulsion. Also, the first shaft 5 and the second shaft 6 are rotating in a first rotation direction providing a forward thrust or reverse thrust to the pitchable propeller 3. A technical benefit may include flexibility in propulsion direction for enhanced navigational control. Optionally in some examples, the first shaft 5 and the second shaft 6 are rotating in a second rotation direction being opposite to the first rotation direction, providing a reverse thrust or a forward thrust to the pitchable propeller 3. A technical benefit may include the ability to quickly switch between forward and reverse thrust for agile maneuvering.

[0053] Furthermore, a pitch angle of the pitchable propeller 3 may be changed between the forward thrust direction and the reverse thrust direction. A technical benefit may include optimizing thrust efficiency and vessel speed in both forward and reverse directions.

[0054] According to the disclosure, the first rotation speed is different to the second rotation speed thereby providing that a pitch angle of the pitchable propeller 3 is changing. A technical benefit may include dynamic adjustment of the propeller pitch for improved performance under varying load conditions.

[0055] In an example, the first rotation speed is lowered compared to the second rotation speed whereby the pitch angle of the pitchable propeller is adjusted. The change in rotation speed is performed by controlling the first power way independently of the second power way. When the pitch angle has been adjusted to the intended pitch angle the first rotation speed is controlled to be equal to the second rotation speed. In addition, when the pitch angle has to be adjusted again the second rotation speed may be adjusted compared to the first rotation speed. The change in rotation speed may be performed by controlling the second power way independently of the first power way.

[0056] In FIG. 3, an example of the coupling 14 is shown. The coupling 14 may comprise a first gear 15 and a second gear 16, the first shaft 5 is directly connected to the second gear 16 and the second shaft 6 is directly connected to the first gear 15. A technical benefit may include reliable and efficient transmission of rotational power to adjust the propeller pitch.

[0057] The pitchable propeller 3 has a plurality of propeller blades 17, each propeller blade 17 being connected to a blade gear 18. A technical benefit may include individual pitch adjustment for each blade to optimize thrust and efficiency. In the example shown in FIG. 3, the pitchable propeller 3 has a first blade and a second blade, the first blade is connected to a first propeller gear and the second blade is connected to a second propeller gear. A technical benefit may include balanced thrust generation and improved propeller efficiency. The first shaft 5 projects through the first gear 15 and is connected with the second gear in the coupling 14.

[0058] Moreover, the first gear 15 and the second gear 16 are connected to the propeller gears 18 so that when a change in the rotation speed of the first shaft 5 compared to the second shaft 6 or vice versa, the change will enable that the either the first gear 15 or the second gear 16 will engage the propeller gears 18 whereby the propeller blade will be turned around a pitch axis so that the pitch angle of the propeller 3 will change.

[0059] In another example, the pitchable propeller may have a first blade, a second blade and a third blade, the first blade is connected to a first propeller gear, the second blade is connected to a second propeller gear and the third blade is connected to a third propeller gear. A technical benefit may include enhanced thrust control and distribution across multiple blades.

[0060] In yet another example, the pitchable propeller may have a first blade, a second blade, a third blade and a fourth blade, the first blade is connected to a first propeller gear, the second blade is connected to a second propeller gear, the third blade is connected to a third propeller gear and the fourth blade is connected to a fourth propeller gear. A technical benefit may include maximized propulsion efficiency by distributing load across multiple blades.

[0061] When the first rotation speed and the second rotation speed is equal the pitchable propeller is rotating with a constant pitch. A technical benefit may include consistent and stable propulsion performance. When the first rotation speed or the second rotation speed is different the propeller gears will rotate so that a pitch angle of the pitchable propeller blades will change. A technical benefit may include adaptable thrust for varying operational conditions and load requirements.

[0062] Furthermore, the pitchable propeller 3 may be foldable. A technical benefit may include compact storage and reduced drag when the propeller is not in use. Also, the pitchable propeller 3 is a single propeller.

[0063] FIG. 4 is an exemplary marine propulsion unit 1 according to an example. The marine propulsion unit 1 comprises at least one motor 2 for rotating a pitchable propeller 3 around an axis 4. The pitchable propeller 3 being connected with a first shaft 5 and a second shaft 6. The second shaft 6 is arranged concentrically around the first shaft 5.

[0064] Moreover, the first shaft 5 is connected with a first power way 7, the first power way 7 is also connected with the motor 2. The first shaft 5 being rotated by the first power way 7. The second shaft 6 is connected with a second power way 8, the second power way 8 is also connected with the motor 2. The second shaft 6 being rotated by the second power way 8.

[0065] The first power way 7 and the second power way 8 are controllable independently of each other so that a first rotation speed (rpm) of the first shaft 5 and a second rotation speed (rpm) of the second shaft 6 can vary. The varying of the rotation speed of either the first shaft 5 or the second shaft 6 may provide that a pitch angle of the pitchable propeller 3 can be adjusted in a simple manner. The pitchable propeller 3 is connected to the first shaft 5 and the second shaft 6 via the coupling 14 as disclosed above.

[0066] In addition, the control unit 10 may be configured to control the first power way 7 and/or the second power way 8 on basis of vessel data received from the marine vessel. A technical benefit may include automated and optimized control based on real-time operational data. The vessel data may relate to power consumption, modes of operation of the marine vessel, torque of the motor, load of the marine vessel, speed of the marine vessel, or a combination thereof. A technical benefit may include comprehensive and data-driven optimization of the propulsion system. The control unit 10 may be configured to adjust the pitch angle of the pitchable propeller 3 on basis of the vessel data. A technical benefit may include dynamic and responsive pitch adjustments for optimal performance.

[0067] Also, the control unit may be configured to control the first power way 7 and/or the second power way 8 on basis of input data received from an input unit operated by an operator. A technical benefit may include manual override and precise control by the operator. The control unit may be configured to adjust the pitch angle of the pitchable propeller on basis of the input data. A technical benefit may include customized propulsion settings based on operator preferences.

[0068] The marine propulsion unit 1 according to the disclosure may be used a thruster unit.

[0069] The present disclosure also relates to a marine vessel comprising the marine propulsion unit. The marine vessel may be a power boat or a sailing boat. A technical benefit may include versatility in application across different types of marine vessels.

[0070] The present disclosure also relates to a method for pitching a pitchable propeller 3 of a marine propulsion unit 1 as disclosed above, comprising [0071] providing at least one motor 2 for rotating a pitchable propeller 3 around an axis 4, [0072] connecting a first power way 7 with the motor 2 and a first shaft 5, [0073] connecting a second power way 8 with the motor 3 or another motor 2 and a second shaft 7, [0074] controlling either the first power way 7 or the second power way 8 independently of each other so that a first rotation speed (rpm) of the first shaft 5 and a second rotation speed (rpm) of the second shaft 8 can vary, [0075] arranging a coupling 14 between the first shaft 5, the second shaft 6 and the pitchable propeller 3, [0076] adjusting a pitch angle of the pitchable propeller 3 by varying the first rotation speed and/or second rotation speed in relation to the other.

[0077] Certain aspects and variants of the disclosure are set forth in the following examples numbered consecutive below.

[0078] Example 1: A marine propulsion unit (1) for a marine vessel, comprising at least one motor (2) for rotating a pitchable propeller (3) around an axis (4), the pitchable propeller (3) being connected with a first shaft (5) and a second shaft (6), the first shaft (5) being rotated by a first power way (7) and the second shaft (6) being rotated by a second power way (8), wherein the first power way (7) and the second power way (8) are controllable independently of each other so that a first rotation speed (rpm) of the first shaft (5) and a second rotation speed (rpm) of the second shaft (6) can vary in relation to each other, wherein a coupling (14) is arranged between the first shaft (5), the second shaft (6) and the pitchable propeller (3) for changing a pitch angle of the pitchable propeller (3) when the first rotation speed and/or second rotation speed vary in relation to the other.

[0079] Example 2: The marine propulsion unit (1) of Example 1, wherein the coupling (14) comprises a first gear (15) and a second gear (16), the first shaft (5) is directly connected to the second gear (16) and the second shaft (5) is directly connected to the first gear (15).

[0080] Example 3: The marine propulsion unit (1) of any of Examples 1-2, wherein the pitchable propeller (3) has a plurality of propeller blades (17), each propeller blade (17) being connected to a blade gear (18).

[0081] Example 4: The marine propulsion unit (1) of Example 3, wherein the pitchable propeller (3) has a first blade (17) and a second blade (17), the first blade (17) is connected to a first propeller gear (18) and the second blade (17) is connected to a second propeller gear (18).

[0082] Example 5: The marine propulsion unit (1) of Example 3, wherein the pitchable propeller (3) has a first blade, a second blade and a third blade, the first blade is connected to a first propeller gear, the second blade is connected to a second propeller gear and the third blade is connected to a third propeller gear.

[0083] Example 6: The marine propulsion unit (1) of Example 3, wherein the pitchable propeller (3) has a first blade, a second blade, a third blade and a fourth blade, the first blade is connected to a first propeller gear, the second blade is connected to a second propeller gear, the third blade is connected to a third propeller gear and the fourth blade is connected to a fourth propeller gear.

[0084] Example 7: The marine propulsion unit (1) of any of Examples 2-6, wherein the first gear (15) and the second gear (16) are connected to the propeller gears (18).

[0085] Example 8: The marine propulsion unit (1) of any of Examples 1-7, wherein the first rotation speed and the second rotation speed is equal whereby the pitchable propeller (3) is rotating with a constant pitch.

[0086] Example 9: The marine propulsion unit (1) of any of Examples 1-7, wherein the first rotation speed or the second rotation speed is different whereby the propeller gears (18) will rotate so that a pitch angle of the pitchable propeller blades (17) will change.

[0087] Example 10: The marine propulsion unit (1) of any of Examples 1-9, wherein the first power way (7) is a first belt drive, and the second power way (8) is a second belt drive.

[0088] Example 11: The marine propulsion unit (1) of any of Examples 1-9, wherein the first power way (7) is a first axle, and the second power way (8) is a second axle.

[0089] Example 12: The marine propulsion unit (1) of any of Examples 1-9, wherein the first power way (7) is a first motor and the second power way (8) is a second motor.

[0090] Example 13: The marine propulsion unit (1) of any of Examples 10-12, wherein the first power way (7) is the first belt drive, the first axle or the first motor, and the second power way (8) is the second belt drive, the second axle or the second motor.

[0091] Example 14: The marine propulsion unit (1) of any of Examples 1-13, further comprising a control unit (10) being operatively connected with the motor (2), the first power way (7) and/or the second power way (8).

[0092] Example 15: The marine propulsion unit (1) of any of Examples 1-14, wherein the first rotation speed is equal to the second rotation speed thereby providing pitchable rotation to the pitchable propeller (3).

[0093] Example 16: The marine propulsion unit (1) of any of Examples 1-15, wherein the first shaft (5) and the second shaft (6) rotate in the same direction.

[0094] Example 17: The marine propulsion unit (1) of any of Examples 1-16, wherein the first shaft (5) and the second shaft (6) are rotating in a first rotation direction providing a forward thrust or reverse thrust to the pitchable propeller (3).

[0095] Example 18: The marine propulsion unit (1) of Example 17, wherein the first shaft (5) and the second shaft (6) are rotating in a second rotation direction being opposite to the first rotation direction, providing a reverse thrust or a forward thrust to the pitchable propeller (3).

[0096] Example 19: The marine propulsion unit (1) of any of Examples 17-18, wherein the pitch angle is changed between the forward thrust direction and the reverse thrust direction.

[0097] Example 20: The marine propulsion unit (1) of any of Examples 1-19, wherein the first rotation speed is different to the second rotation speed thereby providing that a pitch angle of the pitchable propeller (3) is changing.

[0098] Example 21: The marine propulsion unit (1) of any of Examples 1-20, wherein the pitchable propeller (3) is foldable.

[0099] Example 22: The marine propulsion unit (1) of Example 14, wherein the control unit (10) is configured to control the first power way (7) and/or the second power way (8) on basis of vessel data received from the marine vessel.

[0100] Example 23: The marine propulsion unit (1) of Example 22, wherein the vessel data relates to power consumption, modes of operation of the marine vessel, torque of the motor, load of the marine vessel, speed of the marine vessel, or a combination thereof.

[0101] Example 24: The marine propulsion unit (1) of Example 22 and/or 23, wherein the control unit (10) is configured to adjust the pitch angle of the pitchable propeller (3) on basis of the vessel data.

[0102] Example 25: The marine propulsion unit (1) of Example 14 or 22, wherein the control unit (10) is configured to control the first power way (7) and/or the second power way (8) on basis of input data received from an input unit operated by an operator.

[0103] Example 26: The marine propulsion unit (1) of Example 25, wherein the control unit (10) is configured to adjust the pitch angle of the pitchable propeller (3) on basis of the input data.

[0104] Example 27: The marine propulsion unit (1) of any of Examples 1-27, further comprising a second motor (2'), the first motor (2) is directly connected with the first shaft (5) and the second motor (2') is directly connected with the second shaft (6), or they are connected via the first power way and the second power way, respectively.

[0105] Example 28: The marine propulsion unit (1) of Example 27, wherein the control unit (10) is configured to control the rotation of the first motor (2) and the second motor (2') for adjusting the pitch angle of the pitchable propeller (3).

[0106] Example 29: The marine propulsion unit (1) of any of Examples 1-28, wherein the motor (2, 2') is an electric motor or a combustion engine.

[0107] Example 30: The marine propulsion unit (1) of any of Examples 1-30, wherein the first shaft (5) and the second shaft (6) are arranged concentrically.

[0108] Example 31: A marine vessel comprising a marine propulsion unit (1) of any of Examples 1-31.

[0109] Example 32: The marine vessel of Example 32, wherein the marine vessel is a power boat or a sailing boat.

[0110] Example 33: A method for pitching a pitchable propeller (3) of a marine propulsion unit (1) of any of Examples 1-31, comprising providing at least one motor (2) for rotating a pitchable propeller (3) around an axis (4), connecting a first power way (7) with the motor (2) and a first shaft (5), connecting a second power way (8) with the motor (2) or another motor (2') and a second shaft (6), controlling either the first power way (7) or the second power way (8) independently of each other so that a first rotation speed (rpm) of the first shaft (5) and a second rotation speed (rpm) of the second shaft (6) can vary, arranging a coupling (14) between the first shaft (5), the second shaft (6) and the pitchable propeller (3), adjusting a pitch angle of the pitchable propeller (3) by varying the first rotation speed and/or second rotation speed in relation to the other.

[0111] The terminology used herein is for the purpose of describing particular aspects only and is not intended to be limiting of the disclosure. As used herein, the singular forms a, an, and the are intended to include the plural forms as well, unless the context clearly indicates otherwise. As used herein, the term and/or includes any and all combinations of one or more of the associated listed items. It will be further understood that the terms comprises, comprising, includes, and/or including when used herein specify the presence of stated features, integers, actions, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, actions, steps, operations, elements, components, and/or groups thereof.

[0112] It will be understood that, although the terms first, second, etc., may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. For example, a first element could be termed a second element, and, similarly, a second element could be termed a first element without departing from the scope of the present disclosure.

[0113] Relative terms such as below or above or upper or lower or horizontal or vertical may be used herein to describe a relationship of one element to another element as illustrated in the Figures. It will be understood that these terms and those discussed above are intended to encompass different orientations of the device in addition to the orientation depicted in the Figures. It will be understood that when an element is referred to as being connected or coupled to another element, it can be directly connected or coupled to the other element, or intervening elements may be present. In contrast, when an element is referred to as being directly connected or directly coupled to another element, there are no intervening elements present.

[0114] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. It will be further understood that terms used herein should be interpreted as having a meaning consistent with their meaning in the context of this specification and the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

[0115] It is to be understood that the present disclosure is not limited to the aspects described above and illustrated in the drawings; rather, the skilled person will recognize that many changes and modifications may be made within the scope of the present disclosure and appended claims. In the drawings and specification, there have been disclosed aspects for purposes of illustration only and not for purposes of limitation, the scope of the disclosure being set forth in the following claims.