EP0037690B1 - Aussenbordantrieb für Boote - Google Patents

Aussenbordantrieb für Boote Download PDF

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Publication number
EP0037690B1
EP0037690B1 EP19810301340 EP81301340A EP0037690B1 EP 0037690 B1 EP0037690 B1 EP 0037690B1 EP 19810301340 EP19810301340 EP 19810301340 EP 81301340 A EP81301340 A EP 81301340A EP 0037690 B1 EP0037690 B1 EP 0037690B1
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EP
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Prior art keywords
propeller shaft
ball
set forth
marine outdrive
support casing
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Expired
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EP19810301340
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English (en)
French (fr)
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EP0037690A1 (de
Inventor
Howard Martin Arneson
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Individual
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Individual
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters
    • B63H5/1252—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters the ability to move being conferred by gearing in transmission between prime mover and propeller and the propulsion unit being other than in a "Z" configuration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H1/00—Propulsive elements directly acting on water
    • B63H1/02—Propulsive elements directly acting on water of rotary type
    • B63H1/12—Propulsive elements directly acting on water of rotary type with rotation axis substantially in propulsive direction
    • B63H1/14—Propellers
    • B63H1/18—Propellers with means for diminishing cavitation, e.g. supercavitation
    • B63H2001/185—Surfacing propellers, i.e. propellers specially adapted for operation at the water surface, with blades incompletely submerged, or piercing the water surface from above in the course of each revolution

Definitions

  • the present invention relates generally to marine drives and more particularly to a marine inboard-outboard drive for a marine engine positioned within the boat upon which the drive is mounted.
  • So-called inboard-outboard drives have been in use for many years. Examples are shown in U.S. Patent No. 1,798,596; U.S. Patent No. 2,977,923; U.S. Patent No. 3,088,296 and U.S. Patent No. 3,382,839.
  • These inboard-outboard drives are utilized in propelling boats generally having large inboard engines.
  • Such drives employ a drive extending through the transom of a boat, connected to a generally vertically extending shaft which in turn is connected to the propeller shaft.
  • Such drives have many of the advantages of outboard motors.
  • the propeller supporting member of the drive can be rotatably lifted when the boat is in shallow water or for inspection and maintenance of the propeller and its shaft. It is another important advantage of such inboard-outboard drives that the trim of the boat may be adjusted by rotating the propeller supporting member about a horizontal axis. In addition to the tilting feature inboard-outboard drives are rotatable about a generally vertical axis to steer the boat.
  • a common arrangement provides a universal joint about which the propeller supporting member of the drive can both be tilted and steered. As for example the arrangement shown in the aforementioned U.S. Patent No. 3,088,296.
  • U.S. Patent No. 3,933,116 utilizes a surface piercing propeller keyed to a propeller shaft that is moved about a horizontal axis for steering and about a vertical axis to trim the boat.
  • the design of this drive requires the drive shaft to be disposed at an appreciable distance above the bottom of the boat's transom. This requires the propeller shaft to assume a vertically tilted position thereby pushing the bow of the boat downwardly at higher speeds.
  • the present invention is characterized in that the support casing is elongate and extends, rearwardly of the transom, one end being secured to the transom and the ball socket being provided at the rear end of the support casing, in that the ball socket carries a single ball and in that the steering means extends between the support casing or the transom and the propeller shaft carrier and the trim means extends between the transom and the propeller shaft carrier.
  • Marine outdrive apparatus embodying the present invention utilizes a support casing secured to the boat's transom and provided with a ball socket, a propeller shaft carrier formed at its front end with a ball that is universally pivotally carried by the ball socket, a drive shaft journalled in the support casing and connected to the boat's inboard engine, a propeller shaft journalled in the propeller shaft carrier, with the aft end of such shaft being keyed to a propeller and with the shafts extending generally longitudinally.
  • the marine outboard apparatus of the present invention utilizes a minimum number of rugged parts and offers minimum water resistance as compared to heretofore proposed marine drives.
  • Marine outdrive apparatus embodying the present invention also lends itself to the utilization of hydraulic steering cylinders and a hydraulic trim cylinder for providing precise steering and for effecting trimming of the boat while such boat is underway.
  • These steering and trim cylinders are operatively connected to the propeller shaft carrier in such a manner as to reduce the twisting effect of the propeller torque.
  • FIGS. 1-10 there is shown a preferred form of marine outdrive apparatus A embodying the present invention adapted for use with a conventional boat B having a transom 20 upon which said apparatus is mounted.
  • the apparatus includes a support casing, generally designated 22, secured to the boat transom 20 and formed with a ball socket 24.
  • a rearwardly extending propeller shaft carrier, generally designated 30, is formed at its front end with a ball 32 that is universally pivotally carried by the ball socket.
  • a drive shaft 38 is journalled in the support casing, with its front end being connectable to a single inboard engine (not shown) positioned within the hull of boat B.
  • a propeller shaft 40 is journalled by the propeller shaft carrier 30, with the aft end of the propeller shaft receiving a conventional surface-piercing propeller 44.
  • Universal joint means preferably taking the form of a conventional double universal, or constant speed, joint designated 46, connect the aft end of drive shaft 38 to the forward end of the propeller shaft 40. It is important to note that the center of such universal joint 46 coincides with the pivot point 50 about which ball 32 pivots relative to ball socket 24.
  • support casing 22 has a main body 51 of cylindrical configuration having an open aft end.
  • the front end of such body is integrally formed with a boss 52.
  • the front and rear portions of such boss 52 are provided with needle bearings 54 and 56 respectively that journal drive shaft 38.
  • Oil seals 58 and 60 close the front and rear end of the hub 52, so as to confine a body of oil therewithin.
  • Support casing 22 is rigidly affixed to the rear surface of transom 20 by a plurality of bolts 62.
  • the front end of drive shaft 38 may be connected to a coupling, such as a universal joint 63 forming part of a drive train rotated by an inboard engine ball socket 24 is preferably formed of a synthetic plastic such as nylon, and includes front and rear pieces 24a and 24b. Front piece 24a abuts shoulder 64 of the support casing, and rear piece 24b is secured by a snap ring 66. An 0-ring 68 is interposed between front and rear pieces 24a and 24b of ball socket 24 in sealing engagement with such pieces and the exterior of ball 32.
  • a coupling such as a universal joint 63 forming part of a drive train rotated by an inboard engine ball socket 24 is preferably formed of a synthetic plastic such as nylon, and includes front and rear pieces 24a and 24b. Front piece 24a abuts shoulder 64 of the support casing, and rear piece 24b is secured by a snap ring 66. An 0-ring 68 is interposed between front and rear pieces 24a and 24b of ball socket 24 in sealing engagement with such pieces and
  • Propeller shaft carrier 30 includes a housing 70, the forward position of which is formed with the aforementioned ball 32.
  • the rear portion of housing 70 is provided with an integral externally threaded neck 72, which is engaged with the internally threaded forward end of a frusto-conical tube 74.
  • the truncated rear end of tube 74 is provided with a needle bearing 76 disposed forwardly of conventional oil seals 78.
  • a forward oil seal 80 is disposed between the rear end of housing neck 32 and a forward thrust bearing 82.
  • a rear thrust bearing 84 is positioned adjacent front thrust bearing 82.
  • the space between oil seals 78 and 80 is preferably oil-filled.
  • An 0-ring 86 is interposed between the front end of tube 74 and the rear wall of housing 70.
  • a lower fin 90 depends from tube 74, with the upper edge of such fin being cast onto such tubes.
  • An upper fin 92 of similar configuration to that of lower fin 90 extends upwardly from the intermediate portion of tube 74.
  • the bottom of upper fin 92 is cast onto the tube.
  • the upper end of upper fin 92 supports a horizontal cavitation plate 94, with such cavitation plate preferably being secured to the front portion of upper fin 92 by means of bolts 98.
  • the rear edge of the cavitation plate 94 overhangs propeller 44 to protect it against contact with a dock or the like.
  • Such cavitation plate also contains the boats rooster- tail.
  • the intermediate portion of both sides of tubes 74 is provided with a pair of ears 100 and 102.
  • Such ears pivotally receive brackets 103 affixed to the aft free ends of plungers 104 and 106 of port and starboard power-operated hydraulic steering cylinders 108 and 110, respectively.
  • the forward end of such steering cylinders are provided with spheres 112 and 114.
  • Such spheres 112 and 114 are rotatably positioned within complementary recesses 116 and 118 formed in a pair of mounts 120 and 122.
  • mounts are preferably cast onto the mid-portion of opposite sides of support casing 22.
  • the pivot points 124 and 126 about which spheres 112 and 114 rotate relative to their sockets 116 and 118, are disposed upon a horizontal line 128 (FIGS.
  • steering cylinders 108 and 110 are provided with conduits 130, 131, 132 and 133 in communication with a conventional hydraulic steering system such as shown in FIG. 10.
  • a hydraulic trim cylinder 140 and plunger 142 extends between the boat's transom 20 and the propeller shaft carrier 30.
  • the plunger 142 is locked against rotation relative to its cylinder 140 as by complementary splines and grooves indicated at 143 in FIG. 1.
  • the front end of the cylinder 140 is provided with a sphere 144 received within a socket 145 formed in a mounting 146.
  • the front end of such mounting 146 is provided with a pair of ears 148 and 1 50 rigidly bolted to the transom 20 by fasteners 151.
  • the rear end of plunger 142 is provided with a bifurcated bracket 152 which straddles an upwardly extending pad 154 rigidly affixed to the upper intermediate portion of tube 74.
  • a pivot pin 156 interconnects bracket 152 and pad 154.
  • Hydraulic conduits 158 and 160 connect the front and rear ends of trim cylinder 140 with a conventional hydraulic system such as shown in FIG. 10.
  • socket 145 and hence trim cylinder 140 and its plunger 142 are locked against rotation relative to mount 146 by an upstanding pin 170 disposed within an arcuate slot 172 formed on the underside of sphere 144 along the center line thereof.
  • FIG. 10 there is shown a diagrammatic view of a steering and trim control system which may be utilized in the operation of the aforedescribed embodiment of the present invention.
  • the system includes a conventional power source 180, such as a conventional electric motor coupled to a hydraulic pump 181.
  • a reservoir 182 conventional control valves 184 and 186 and suitable conduits connect the aforementioned elements with the steering cylinders 108 and 110 and the trim cylinder 140 by reasons of the aforementioned conduits 130, 131, 132, 133, 158 and 160.
  • Valve 184 is operatively connected to a steering wheel 190 in a conventional manner while valve 186 is connected to an up-down trim lever 192 in a conventional manner.
  • steering wheel 190 will rotate valve 184 so as to control the flow of pressurized hydraulic fluid from pump 181 to steering cylinders 108 and 110.
  • the plungers 104 and 106 of such steering cylinders will be concurrently extended and retracted so as to swing the propeller shaft carrier 30 laterally about a generally vertical steering axis 5-5 that extends through point 50 about which ball 32 pivots relative to ball socket 24.
  • pivot point 164 about which sphere 144 of trim cylinder 140 rotates also lies on steering axis 5-5.
  • the compact configuration of ball 32 and ball socket 24 make it possible to position support casing 22 at the lower portion of boat transom 20.
  • the propeller shaft 40 may be maintained in close longitudinal alignment with drive shaft 38 during normal forward travel of the boat B.
  • the line of propeller thrust is thereby maintained low relative to the boat and below the boat's center of gravity.
  • Maximum efficiency with respect to the transmission of torque is thereby obtained.
  • the drive shaft 38 may be coupled to any conventional power transfer means and, the engine may be mounted at any convenient location in the boat, including an amidships position or a position just forward of the transom through the use of conventional transmission.
  • FIGS. 11 and 12 there is shown a second embodiment of marine outdrive apparatus embodying the present invention employed with a pair of inboard engines (not shown), mounted within the hull of boat B'.
  • Such embodiment includes a pair of marine outdrives A-1 and A-2 substantially identical to the aforedescribed marine outdrive apparatus A. Accordingly, like parts bear primed reference numerals.
  • the marine outdrive apparatus of FIGS. 11 and 12 utilize a different steering cylinder arrangement than that employed with the embodiment of FIGS. 1-10.
  • This arrangement includes right and left hydraulic steering cylinders 200 and 202 having plungers 204 and 206.
  • the forward ends of the cylinders are respectively secured to spheres 208 and 210.
  • Such spheres are rotatably positioned within sockets 212 and 214 formed in the rear portion of a mount 216.
  • Mount 216 is secured to boat transom 20' by fasteners 218.
  • the points 220 and 222 about which spheres 208 and 210 rotate relative to their sockets are disposed when a horizontal line 224 that is normal to the longitudinal axes of the drive shafts of the marine outdrives A-1 and A-2.
  • Line 224 extends through pivot points 50' about which the balls 32' pivot relative to their sockets 24'.
  • Line 224 coincides with the trim axes T'-T' of the propeller shaft carriers 30'.
  • steering plungers 204 and 206 are affixed to ears 228 and 230 pivotally attached to brackets 232 and 234 by pins 236 and 238.
  • Brackets are cast on to the inner surfaces of the intermediate portions of the tubes 74'.
  • a tie rod 220 has its opposite ends secured to brackets 232 and 234 by the same pins.
  • the front ends of steering cylinders 200 and 202 are provided with hydraulic conduits in communication with a conventional control system (not shown) that effects concurrent extension and retraction of plungers 204 and 206 to thereby swing the propeller shaft carrier 30' about a pair of generally vertical steering axes S'-S' which extends through tim axis T'-T' and pivot points 50'.
  • Propeller shaft carriers 30' are each provided with trim cylinders (not shown) identical to those described hereinabove for swinging such carriers vertically about trim axis T'-T'. As indicated in FIG. 12, the pivot points 164' about which trim cylinder spheres 144' rotate relative to their sockets 145' are located on the steering axes S'-S'.
  • twin engine marine outdrive apparatus of FIGS. 11 and 12 will be similar to the operation of the apparatus of FIGS. 1 through 10.
  • Both embodiments of the invention provide high efficiency minimum drag and weight, fool-proof performance, and economical manufacture and maintenance.
  • the propeller shaft 40 may be readily replaced and installed by disconnecting the universal joint 46.
  • Boat trim may be readily adjusted for load and wave conditions.
  • maximum acceleration can be obtained by raising the propeller relative to the water's surface and increasing engine RPM into the engine's power curve by permitting the propeller to slip, and thereafter lowering the propeller toward the water as boat speed increases. This procedure is especially useful under heavy load conditions.
  • the marine outdrive apparatus described above does not utilize a propeller supporting member which extends an appreciable distance below the water's surface. Instead such apparatus is particularly adapted to utilize a surface-piercing propeller, the propeller being affixed to the aft end of the drive with the main portion of the drive extending rearwardly from the boat's transom horizontally or at a slight angle to the horizontal.
  • the drive accordingly offers a minimum amount of water resistance.
  • the marine outdrive apparatus in addition to offering minimum drag, is light in weight, fool-proof in operation, easy to maintain and readily available for maintenance, as compared with conventional inboard-outboard marine drives.
  • Such apparatus may be fabricated of corrosion- resistant materials, such as brass or stainless steel.
  • the apparatus is highly efficient in transmitting power from the boat's inboard engine to the propeller.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Actuator (AREA)
  • Gear Transmission (AREA)

Claims (20)

1. Außenbord-Schiffsantriebsvorrichtung zur Befestigung am Heckspiegel eines mit Innenbordmotor versehenen Schiffes, wobei die Vorrichtung aufweist, ein Trägergehäuse (22), welches am Heckspiegel (20) des Schiffes befestigt werden kann; eines Kugelpfanne (24) die in dem Trägergehäuse angeordnet ist; einen Propällerwellenträger (30), dessen Vorderende mit einer Kugel (32) ausgebildet ist, die allseitig schwenkbar von der Kugelpfanne (24) gehalten wird, um um einen Schwenkpunkt (50) bewegt werden zu können; eine Antriebswelle (38), die im Trägergehäuse drehbar gelagert ist und mit dem Innenbordmotor verbunden werden kann; eine Propellerwelle (40), die im Propellerwellenträger drehbar gelagert ist, wobei das Hinterende der Propellerwelle einen Propeller (44) aufnimmt und die Wellen sich im wesentlichen längs zueinander erstrecken, eine Kardangelenkvorrichtung (46), die das Hinterende der Antriebswelle und das Vorderende der Propellerwelle miteinander verbindet, wobei der Mittelpunkt des Kardangelenks mit dem Schwenkpunkt zusammenfällt, um den sich die Kugel relativ zur Kugelpfanne schwenken läßt, wodurch der Propellerwellenträger und die Propellerwelle seitlich um eine Steuerachse und auf und ab um eine Trimmachse geschwenkt werden können; und eine Steuervorrichtung (108, 110) zum Schwenken des Trägers seitlich um die Steuerachse und eine Trimmvorrichtung (140) zum Auf- und Abwärtsschwenken des Trägers um die Trimmachse, dadurch gekennzeichnet, daß das Trägergehäuse (22) langgestreckt ist und sich hinter dem Heckspiegel erstreckt, wobei ein Ende am Heckspiegel befestigt und die Kugelpfanne am Hinterende des Trägergehäuses vorgesehen ist, daß die Kugelpfanne eine einzige Kugel (32) aufnimmt und daß sich die Steuervorrichtung zwischen dem Trägergehäuse oder dem Heckspiegel und dem Propellerwellenträger und die Trimmvorrichtung zwischen dem heckspiegel und dem Propellerwellenträger erstreckt.
2. Schiffsantriebsvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß die Steuerachse (S-S) sich im wesentlichen vertikal und die Trimmachse (T-T) sich im wesentlichen horizontal erstreckt.
3. Schiffsantriebsvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß jede Steuervorrichtung (108, 110) und Trimmvorrichtung (140) eine kraftbetätigte Zylinder/Kolbenanordnung aufweist, um das Schwenken des Trägers (30) relativ zum Trägergehäuse (22) zu bewirken.
4. Schiffsantriebsvorrichtung nach Anspruch 3, dadurch gekennzeichnet, daß die Kolben/ Zylinderanordnung (142, 143), die die Trimmvorrichtung bildet, an einem ihrer Enden Schwenkbar am Propellerwellenträger (30) befestigt ist und an ihrem anderen Ende eine Vorrichtung (114, 146) aufweist für ein schwenkbares Ankuppeln am Heckspiegel (20) des Schiffes.
5. Schiffsantriebsvorrichtung nach Anspruch 4, dadurch gekennzeichnet, daß der Schwenkpunkt (145) der Kupplungsvorrichtung am anderen Ende der Kolben/Zylinderanordung, die die Trimmvorrichtung bildet, im wesentlichen vertikal mit dem Schwenkpunkt (50) der Kugel fluchtet.
6. Schiffsantriebsvorrichtung nach Anspruch 4, dadurch gekennzeichnet, daß der Schwenkpunkt (145) der Kupplungsvorrichtung am anderen Ende der Kolben/Zylinderanordnung, die die Trimmvorrichtung bildet, über dem Schwenkpunkt (50) der Kugel liegt, wodurch sich die Steuerachse im wesentlichen von der Kugel aus nach oben erstreckt.
7. Schiffsantriebsvorrichtung nach Anspruch 3, dadurch gekennzeichnet, daß die Kolben/ Zylinderanordnung (108, 110), die die Steuervorrichtung bildet, ein hinteres Ende hat, das schwenkbar an der jeweiligen Seite des Propellerwellenträgers (30) angelenkt ist, und eine Befestigungsvorrichtung (112, 114) aufweist, um das vordere Ende der Kolben/Zylinderanordnung, die die Steuervorrichtung bildet, schwenkbar am Trägergehäuse anzulenken, wobei die Trimachse durch den Schwenkpunkt der Kugel und den Schwenkpunkt (124, 126) der Befestigungsvorrichtung am vorderen Ende der Kolben/Zylinderanordnung, die die Steuervorrichtung bildet, verläuft.
8. Schiffsantriebsvorrichtung nach Anspruch 7, dadurch gekennzeichnet, daß die Befestigungsvorrichtung (120, 122) am vorderen Ende der Kolben/Zylinderanordnung, die die Steuervorrichtung bildet, an einer Seite des Trägergehäuses befestigt ist und sich seitlich davon erstreckt.
9. Schiffsantriebsvorrichtung nach Anspruch 7, dadurch gekennzeichnet, daß die Befestigungsvorrichtung (216) am vorderen Ende der Kolben/Zylinderanordnung, die die Steuervorrichtung bildet, am Heckspiegel (20') des Schiffes befestigt werden kann.
10. Schiffsantriebsvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß der Propellerwellenträger (30) eine im wesentlichen konische Außenfläche aufweist, die sich in Richtung auf das Hinterende der Propellerwelle verjüngt.
11. Schiffsantriebsvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß die Kugelpfanne (24) in dichtendem, schwenkbarem Eingriff mit der Außenfläche der Kugel (32) steht, wobei in der Nähe des Vorderendes des Trägergehäuses (22) eine Vorrichtung vorgesehen ist für das Abdichten der Verbindung zwischen dem Trägergehäuse und der Antriebswelle (38), so daß das Innere der Kugel, die das Kardangelenk enthält, ein geschlossener Raum ist, welcher ein Fluid enthalten kann.
12. Schiffsantriebsvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß der Propellerwellenträger (30) an einem Paar von beabstandeten Stellen Abdichtvorrichtungen aufweist, um einen geschlossenen Raum im Träger zu bilden, der ein fließfähiges Schmiermittel enthalten kann.
13. Schiffsantriebsvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß sie eine Stabilisierungsflosse (90) aufweist, die am Propellerwellenträger (30) befestigt ist und sich davon nach unten erstreckt.
14. Schiffsantriebsvorrichtung nach Anspruch 13, dadurch gekennzeichnet, daß die Stabilisierungsflosse (90) eine Vorderkante aufweist, die sich in Richtung auf das Ende der Flosse nach außen und hinten vom Propellerwelleträger erstreckt.
15. Schiffsantriebsvorrichtung nach Anspruch 13, dadurch gekennzeichnet, daß sie eine zweite Flosse (92) aufweist, die starr am Propellerwellenträger (30) befestigt ist un sich davon nach oben erstreckt und eine Kavitationsplatte (94), die am oberen Ende der zweiten Flosse befestigt ist, wobei die Kavitationsplatte sich von der zweiten Flosse nach hinten erstreckt und den Propeller im wesentlichen überlappt.
16. Schiffsantriebsvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß die Kugelpfanne (24) aus einem Paar von Ringen (24a, 24b) gebildet ist, die jeweils eine innere Umfangsfläche haben, die komplementär die anliegende Außenfläche der Kugel (32) ergreift, und eine O-Ringdichtung zwischen den Ringen und in dichtendem Verhältnis zu Kugel.
17. Schiffsantriebsvorrichtung nach Anspruch 16, dadurch gekennzeichnet, daß sie einen Sprengring (66) aufweist, der in einen der Ringe eingreift, um ein Ringpaar aneinander und im Eingriff mit der Außenfläche der Kugel zu halten.
18. Schiffsantriebsvorrichtung nach Anspruch 16, dadurch gekennzeichnet, daß das Trägergehäuse (22) eine Ringschulter aufweist, wobei der vordere Ring (24a) an der Schulter anliegt, und der hintere Ring (24b) im offenen Hinterende des Trägergehäuses aufgenommen und darin eingeschraubt ist.
19. Schiffsantriebsvorrichtung nach Anspruch 16, dadurch gekennzeichnet, daß die Ringe aus Nylon bestehen.
EP19810301340 1980-04-07 1981-03-27 Aussenbordantrieb für Boote Expired EP0037690B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US13779780A 1980-04-07 1980-04-07
US137797 1980-04-07

Publications (2)

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EP0037690A1 EP0037690A1 (de) 1981-10-14
EP0037690B1 true EP0037690B1 (de) 1984-06-20

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EP (1) EP0037690B1 (de)
JP (2) JPS56163994A (de)
AU (1) AU542771B2 (de)
CA (1) CA1149684A (de)
DE (1) DE3164280D1 (de)

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* Cited by examiner, † Cited by third party
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AU555119B2 (en) * 1982-03-17 1986-09-11 Howard Martin Arneson Inboard outboard drive
JPS6219493U (de) * 1985-07-20 1987-02-05
JPS6292998U (de) * 1985-12-02 1987-06-13
US4748929A (en) * 1987-03-23 1988-06-07 Payne Peter R Planing catamaran
AU619189B2 (en) * 1987-06-15 1992-01-23 Brunswick Corporation Boat propulsion device
US4790782A (en) * 1988-02-26 1988-12-13 Brunswick Corporation Balanced marine surfacing drive
SE462590B (sv) * 1988-11-28 1990-07-23 Cps Drive As Styranordning vid baatdrev
SE462589B (sv) * 1988-11-28 1990-07-23 Cps Drive As Trimningsanordning vid baatdrev
DE69012586T2 (de) * 1989-12-13 1996-10-31 Cps Drive As Verfahren und vorrichtung zur kraftübertragung an einem oberflächenpropeller mit einer turbine zwischen dem antriebsmotor und dem propeller sowie die verwendung einer turbinenkupplung hierfuer.
FR2710024B1 (fr) * 1993-02-22 1996-02-16 Gregori Jean Marc Dispositif relatif à l'installation dans les trois plans de l'espace d'un ensemble multi-propulsif par rapport à une carène planante pour bateaux à grande vitesse.
ITRM20020272A1 (it) * 2002-05-16 2003-11-17 Angelo Gaia Gruppo di trasmissione per imbarcazioni a motore.
DE102007031056B4 (de) * 2007-07-04 2009-04-02 Mtu Friedrichshafen Gmbh Verfahren zur Regelung von Schiffantriebsanlagen mit Oberflächenpropellern
EP2045183A1 (de) * 2007-10-05 2009-04-08 T.M.S. S.r.l. Antriebssystem mit einem die Oberfläche durchstoßenden Propeller und Boot mit einem derartigen Antriebssystem
JP6027999B2 (ja) * 2014-04-17 2016-11-16 株式会社豊田自動織機 船舶用エンジン推進装置
CN105109652A (zh) * 2015-08-14 2015-12-02 苏州金业船用机械厂 一种摇摆式船用侧推器
CN112591013B (zh) * 2019-11-24 2021-12-31 金华他山科技咨询服务有限公司 一种户外水上用品设备

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Also Published As

Publication number Publication date
CA1149684A (en) 1983-07-12
JPS56163994A (en) 1981-12-16
AU6866181A (en) 1981-12-24
JPH0618194U (ja) 1994-03-08
DE3164280D1 (en) 1984-07-26
AU542771B2 (en) 1985-03-14
EP0037690A1 (de) 1981-10-14

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