EP1572533A1 - Embarcation - Google Patents

Embarcation

Info

Publication number
EP1572533A1
EP1572533A1 EP03770848A EP03770848A EP1572533A1 EP 1572533 A1 EP1572533 A1 EP 1572533A1 EP 03770848 A EP03770848 A EP 03770848A EP 03770848 A EP03770848 A EP 03770848A EP 1572533 A1 EP1572533 A1 EP 1572533A1
Authority
EP
European Patent Office
Prior art keywords
propeller
watercraft
watercraft according
motor
water supply
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP03770848A
Other languages
German (de)
English (en)
Inventor
Peter A. MÜLLER
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Supraventures AG
Original Assignee
Supraventures AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Supraventures AG filed Critical Supraventures AG
Publication of EP1572533A1 publication Critical patent/EP1572533A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H20/00—Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
    • B63H20/14—Transmission between propulsion power unit and propulsion element
    • B63H20/18—Transmission between propulsion power unit and propulsion element allowing movement of the propulsion element about a longitudinal axis, e.g. the through transom shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
    • B63B43/18—Improving safety of vessels, e.g. damage control, not otherwise provided for preventing collision or grounding; reducing collision damage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H20/00—Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
    • B63H20/08—Means enabling movement of the position of the propulsion element, e.g. for trim, tilt or steering; Control of trim or tilt
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H20/00—Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
    • B63H20/08—Means enabling movement of the position of the propulsion element, e.g. for trim, tilt or steering; Control of trim or tilt
    • B63H20/10—Means enabling trim or tilt, or lifting of the propulsion element when an obstruction is hit; Control of trim or tilt
    • 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
    • B63H5/16—Arrangements on vessels of propulsion elements directly acting on water of propellers characterised by being mounted in recesses; with stationary water-guiding elements; Means to prevent fouling of the propeller, e.g. guards, cages or screens

Definitions

  • the invention is based on a watercraft according to the preamble of the first claim.
  • Another advantage is the transport and storage of the watercraft with such underwater gearboxes because they do not protrude from the bottom of the boat due to the swiveling up of the underwater gearbox.
  • the disadvantage is the large additional space requirement of the swung-up underwater gearbox including the propeller in the stern area, as well as the tilting of the outboard motor into the cockpit area of the watercraft.
  • the invention has for its object to avoid the disadvantages of the prior art in a watercraft of the type mentioned and to provide a system for watercraft that requires little space on the watercraft stern and also allows the watercraft to be used differently, such as high starting thrust when water skiing, little resistance at top speed, no protruding drive parts at shallows. According to the invention, this is achieved by the features of the first claim.
  • the essence of the invention is therefore that at least part of the underwater transmission and the propellers can be pivoted towards the watercraft by means of means.
  • the advantages of the invention can be seen, inter alia, in that a space-saving underwater gear with an unchanged propeller thrust direction is made possible in every pivot position by means of a radially pivotable underwater gear.
  • This enables the underwater gear to be swiveled sideways at shallow water until it comes to rest at the level of a separate water supply opening.
  • the water for the propeller thrust is therefore no longer absorbed below the hull of the watercraft, but via an opening in the protection of the side wall of the watercraft and the journey can continue at shallow places that would otherwise be impassable for standard outboards, Z- or wave-driven watercraft.
  • the water supply corresponds to the advantages and power output similar to a jet drive.
  • Another advantage is that on the one hand the propeller is protected from ground contact, and on the other hand seaweed can still be easily removed from the open propeller area, e.g. by further swiveling the underwater gear up to the side until the underwater gear even appears above the water surface.
  • the invention also solves the problem of large space requirements at the end of the watercraft, respectively. the unpleasant necessity of space availability in the vehicle cockpit from the outside, as well as the propeller change of thrust angle when starting up the underwater gear. Sterndrives do not have a space problem in the cockpit, but the change in thrust angle and the additional space required at the rear of the vehicle when the drive is swung up remain hen.
  • the invention solves the problem of the rigid propeller position under the watercraft floor in wave systems.
  • the invention ideally combines the advantages of a propeller-driven thrust of a watercraft with the advantages, but not with their disadvantages, of the jet drive, in which the thrust is generated in a tube by an impeller.
  • the underwater gear can be swiveled over a large angular range to this extent and without any loss of power allows the propeller to be operated as a surface propeller drive, i.e. the propeller is only used partially submerged and is used in high-speed watercraft.
  • a modified stern section is used, which is located above the waterline when gliding and at the end of which the swivel section for the underwater gear is attached.
  • a water supply or an opening to the propeller in the swung-up state can be open or closed, i.e. Corresponding flaps cover the water inlet opening when not in use or such flaps are missing entirely and a cutout is located in the hull of the watercraft for the appropriate propeller flow.
  • the water supply opening can be on the side wall or in the floor area of the watercraft, depending on the power input of the drive.
  • the swivel mechanism can be carried out at engine height on the outboard, with the advantage that the engine does not have to be installed vertically, but as usual in a passenger car, the crankshaft output is horizontal.
  • This swivel construction is also suitable for the execution of Z-drives as well as for the replacement of shaft systems.
  • a swivel drive which is placed under the engine and is therefore very short is particularly suitable for existing outboards. Since the output from the motor is vertical on the commercially available outboard motors, a pair of bevel gears or a similar deflection mechanism / angular drive is placed between them in order to ensure the pivoting movement of the underwater gear unit.
  • the swivel actuator can be a gearwheel drive or a swivel lever which is activated by a hydraulic or electric servomotor, which can also be done purely mechanically in the case of smaller outboards.
  • FIG. 1 shows a plan view of a watercraft according to the invention
  • Figure 2 is a plan view of the stern of the watercraft.
  • FIG. 3 shows a top view of the stern of the watercraft in a further embodiment
  • 4 shows a top view of the stern of the watercraft in a further embodiment with the transom mirror projecting
  • Fig. 5 horizontal engine with variant of the underwater gear
  • Fig. 6 motor vertical with variant of the underwater gear
  • FIG. 7 the rotating part with an angular gear from FIG. 6 in detail
  • Fig. 8 rotary part with angular gear and second angular gear shown schematically; 9 embodiment of the water supply in the bottom area of the watercraft in longitudinal section;
  • FIGS. 10A, 10B and 10C different flap positions for water feeds arranged on the side of the fuselage;
  • FIG. 11A and associated FIG. 11B lateral pivoting mechanism of the underwater transmission coupled to a steering wheel of the watercraft;
  • FIG. 12A and associated FIG. 12B lateral pivoting mechanism of the underwater transmission coupled to a steering wheel of the watercraft, the transmission is pivoted together with the motor;
  • 13A and associated FIG. 13B a watercraft with a forward-facing electronic or mechanical depth gauge;
  • Fig. 14A and associated Fig. 14B rotatably mounted fin.
  • FIG. 1 shows a watercraft 1 according to the invention with a boat hull 2 and an underwater gear 3 and a propeller 4 attached to this gear.
  • the engine arranged in the stern of the watercraft 1 is not shown.
  • the motor is connected to the transmission 3 via a shaft, also not shown, which is arranged on the rear wall 5 of the fuselage 2 and which, for example, can have several shafts and bevel gear pairs.
  • 1 shows an exemplary operating position of the propeller 4 on the right-hand side. On the left side, the propeller is shown swung up sideways so that the propeller comes to rest at least partially in the area of a water supply 6 arranged on or in the boat hull 2 with a water supply opening 7 and a water outlet opening 8.
  • the pivoting of the propeller 4 can be triggered manually or automatically by a certain event.
  • the boat operator can, for example, set a variety of swivel positions as required using a switch on the helm station, or the swivel takes place using control electronics, which take various parameters into account, such as the water depth, the speed of the engine, etc.
  • the water supply 6 can be on the side wall as closed channel in the hull according to the illustration on the right in FIG. 1, or as a section corresponding to the illustration on the left in FIG. 1, which is located in the hull of the watercraft, in order to achieve the appropriate propeller flow.
  • the water supply 6 or the water supply opening 8 can be open or closed, ie corresponding flaps cover the water inlet opening when not in use or such flaps are missing, as in the cutout in the hull of the watercraft according to FIG. 1 on the left.
  • Another advantage is that, on the one hand, the propeller is protected from contact with the ground, and on the other hand, seaweed can still be easily removed from the open propeller area, for example, by further swiveling the underwater gear unit sideways until the underwater gear unit 3 and the propeller 4 even appear over the surface of the water.
  • the underwater gear 3 and the propeller can also be designed to be longitudinally pivotable, i.e. in the longitudinal direction / in the direction of the axis of the watercraft.
  • This trimming also known as trimming, in the longitudinal direction by a few angular degrees helps to keep the bow of the watercraft calm in choppy water, or to become faster.
  • FIG. 2 the stern of the watercraft from Fig. 1 is essentially shown again. Here, however, only water feeds 6 with a closed channel, which can be closed via a flap 9, are shown in the boat hull. The function of this flap 9 is described in detail below in FIG. 10.
  • the water supply 6 this time being in the floor area of the watercraft, this can be advantageous depending on the power input of the drive.
  • the gearbox and the propeller 4 are pivoted here laterally against the center plane of the watercraft until the propeller comes to rest over the water outlet opening 8, see right-hand side of FIG. 3.
  • the water supply shown as a closed channel in the hull can be used as Detail according to the illustration on the left in FIG. 1 to achieve the appropriate propeller flow.
  • the laterally pivotable underwater transmission 3 is arranged in a protruding, ie recessed and self-supporting transom 10. The propeller 4 can then be operated in the surface propeller according to FIG.
  • the propeller shown in dashed lines on the right-hand side, ie the propeller is only used when submerged and is used in high-speed watercraft.
  • the extended rear part 10 is attached, which is located above the water line when sliding and at the end of which the pivoting part for the underwater transmission 3 is fastened.
  • a propeller cover 11 is shown, which protects the user of the watercraft when the propeller is in the laterally pivoted position.
  • Such a propeller cover can of course also be arranged in the embodiments shown in the other figures.
  • the propeller 4 can also be pivoted into a fully submerged position in accordance with the position shown in the left side of FIG. 4. As a result, the propeller can be used in a wide variety of positions depending on the needs of the operator of the watercraft.
  • the water supply can be arranged towards the middle of the boat.
  • FIG. 5 and 6 show different variants of the underwater transmission 3, one motor 12 according to FIG. 5 having a horizontal crank or motor shaft and according to FIG. 6 having a vertical crank or motor shaft.
  • the motor 12 is connected to the boat by means of a motor holder 13.
  • the lateral pivotability is generated by means of a rotating part 14 and an angular gear 15.
  • the lateral pivotability is generated by means of a rotating part with an angular gear 16 and a second angular gear 17.
  • the rotary part with angular gear 16 from Fig. 6 is described in detail for a vertical crank or engine shaft.
  • the power from the motor is transmitted to the drive shaft 20 via a shaft 18 and an angular drive 19 consisting of two conical gear wheels, which then drives the propeller at the end, for example, via further shafts and angular drives.
  • the angular drive 19 is arranged in an angular drive housing 21 which is fixedly connected to the motor part.
  • a bearing and rotary receiving part 23 is flanged to the angular drive housing 21 via flanges 22 and is thus firmly connected to the angular drive housing.
  • a pivoting part 24 is arranged around the bearing and rotary receiving part 23, which is pivotably supported by means of axial and radial bearings 25 relative to the bearing and rotary receiving part 23.
  • a Z-drive part 27, not shown, is flanged to the swivel part 24 via flanges 26, in which the second angular gear from FIG. 6 is arranged.
  • a conical gear ring 28 is in turn attached to the bearing and rotary receiving part 23, into which a gear ring 29 engages, which is driven by a swivel motor 30 which is fastened to the swivel part 24.
  • the swivel motor 30 If the swivel motor 30 is thus actuated, the ring gear 29 rotates, which engages in the ring gear 28 on the bearing and rotary receiving part 23. As a result, the swivel part 24, which is rotatably mounted with respect to the bearing and rotary receiving part 23, is rotated. Depending on the direction of movement of the swivel motor 30, the swivel part 24 and the drive part flanged thereon can thus be moved and swiveled.
  • the bearing and rotary receiving part 23 and the swivel part are sealed off from one another by means of seals 31, it being possible for further seals, not shown, to be provided.
  • the angular drive housing 21 is omitted, and the bearing and rotary receiving part 23 is therefore directly on the motor housing, or the holding frame, or a Rear platform attached.
  • the drive shaft 20 is omitted; instead, the electrical or hydraulic lines are located where otherwise the drive shaft is arranged, carried out by the bearing and rotary receiving part 23.
  • Fig. 8 the rotary part with the bevel gear 16 and the second bevel gear 17 is shown schematically again, and is described here only in the essential points.
  • the motor shaft 18 is driven by means of the vertical motor 12 and the rotary movement is redirected to the horizontally arranged drive shaft 20 by means of the angular drive 19.
  • This is held by the bearing and rotary receiving part 23 and enclosed by the swivel part 24, on which the drive part is arranged with a second angular gear 17 and a second angular drive 32, by means of which the vertical drive shaft 33 is driven to the propeller.
  • the pivot part 27 can also be pivoted here by a device (not shown), as a result of which the vertical drive shaft 33 is then pivoted.
  • the swivel actuator can be a gearwheel drive or a swivel lever which is activated by a hydraulic or electric servomotor, which can also be done purely mechanically in the case of smaller outboards.
  • FIG. 9 shows the embodiment of the water supply in the floor area of the watercraft already shown in FIG. 3 in a longitudinal section.
  • the water supply opening 7 can be opened and closed via the flap 9 arranged in the bottom region of the fuselage 2, and thus water can flow through the closed channel 6, which emerges from the water outlet opening. There, the water strikes the correspondingly pivoted propeller 4 on the downstream side.
  • a propeller cover 11 can optionally be arranged around the propeller.
  • 10 and the associated FIGS. 10A, 10B and 10C show different flap positions for water supply lines 6 arranged laterally on the fuselage, for example corresponding to FIGS. 1, 2 and 4. 10 different flap positions of the flap 9 are shown in one figure.
  • the flow to the propeller in the swiveled-up position can be further improved.
  • the flap 9 or a plurality thereof also serve to control the watercraft during port maneuvers, since the flaps can be turned at right angles to the hull and thus achieve the effect of a side / transverse thruster. This configuration is achieved by pushing the propeller backwards so that the water mass movement generated by the propeller on the flow flap is diverted at an angle, or at an angle that is set at a right angle or relative to the hull of the watercraft, and thus generates a lateral thrust.
  • double-motorized watercraft especially with variable pitch propellers, a very precise, efficient and inexpensive maneuvering aid can be provided, which is also useful for protecting other watercraft in narrow ports.
  • Fig. 10A the flap 9 is open for water to enter the water supply.
  • the propeller 4 pivoted in front of the outlet opening 8 the watercraft can now be moved forwards or backwards, depending on the direction of rotation of the propeller 4.
  • the flap 9 is completely opened and transversely, the flap being designed such that the water is expelled from the water supply opening transversely to the boat wall when the propeller rotates backwards.
  • the water supply channel can thus be used as a rudder / transverse thruster, which makes maneuvering considerably easier and makes a separate rudder / transverse thruster unnecessary, with the corresponding cost savings.
  • the flap 9 is completely closed, whereby the water supply opening 7 is closed. The propeller is then pivoted away into the normal operating position, so that it comes into position again, as shown, for example, in FIG. 1, right side.
  • the lateral pivoting mechanism of the underwater transmission 3 and thus of the propeller 4 can also be coupled to the steering wheel 34 of the watercraft.
  • cornering tightly which often leads to the propeller emerging from the water and being drawn into the air, as a result of which the thrust can be completely broken off by the propeller wing ventilation, an opposite pivotal movement of the underwater transmission 3 is triggered during the steering movement on the control wheel 34, in order to prevent a possible Counteracting the propeller replacement.
  • the motor 12 can also be pivoted together with the underwater gear 3. This allows the pivoting mechanism to be used particularly cost-effectively.
  • a bogie is placed in between, so that the motor 12 with the underwater transmission 3 can be pivoted laterally on both sides by a certain angle to the longitudinal axis of the watercraft.
  • a watercraft is provided with a forward electronic or mechanical depth gauge 35. If the depth gauge 35 reports that a certain depth is undershot depending on the draft of the watercraft 1, and thus there is a risk of collision between the underwater gear 3 or the propeller 4 and an underwater object 36, a trigger is activated in order to pivot the underwater gear 3 automatically turn out of the danger zone to the height of the water supply 6, as shown in Fig. 13B on the left side. At the same time, the engine speed of the engine 12 can also be reduced, so that it does not hit a possible dangerous object 36 at high speed. 14A and 14b, a rotatably mounted fin 37 is shown, which serves as protection against basic contact of the propeller.
  • the propeller 4 can be positioned in front of or behind the vertical drive shaft of the underwater transmission 3. Especially in the version in which the propeller 4 is in the direction of travel in front of the underwater gear 3, the rotatably mounted fin 37, which is immediately in front of the propeller. Underwater gear sits, when pivoting the underwater gear 3 at the same time or with a time delay in the hull interior of the watercraft to keep the entire watercraft base free from protruding objects and to allow more depth for the watercraft 1.
  • the fin 37 is rotatable about a pivot bearing 38 with respect to the fuselage 2.
  • a gear 40 is actuated by means of a motor 39 and engages in a gear 41 fastened to the fin 38.
  • the fin can be pivoted into a recess 42 in the boat hull 2 and can be moved out again when the propeller is pivoted down.
  • the safety fin can be pivoted hydraulically, electrically or directly mechanically by means of a Bowden cable or the like coupled with the pivoting of the propeller.
  • the fin can also be coupled to a trigger sensor, so that when it is hard touched, a command is activated that the underwater gear and the propeller swings quickly to the side.
  • the position of the propeller on the watercraft can be selected according to the state of the art.
  • the designation "Z drive” refers not only to underwater transmissions in which the propeller is located on the outflow side of the transmission, but also to those in which the propeller generates its thrust in front of the transmission.
  • the underwater gear is also not limited to the classic gear structure, because instead of gears and shafts, hydraulic or electrical lines can be arranged in the underwater gear, and underwater gear can have an electric or hydraulic drive on the propeller shaft.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Public Health (AREA)
  • Gear Transmission (AREA)
  • Transmission Devices (AREA)

Abstract

La présente invention concerne une embarcation (1) comprenant une coque de bateau (2), au moins un moteur (12) fixé dans ou sur la coque de bateau, et une hélice (4) entraînée par le moteur au moyen d'un mécanisme de transmission (3). Selon l'invention, au moins une partie du mécanisme de transmission sous-marin (3) et l'hélice (4) peuvent pivoter latéralement par rapport à l'embarcation (1), par l'intermédiaire d'éléments de rotation (14, 16, 23, 24, 30).
EP03770848A 2002-12-03 2003-11-25 Embarcation Withdrawn EP1572533A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
CH20412002 2002-12-03
CH204102 2002-12-03
PCT/CH2003/000781 WO2004050477A1 (fr) 2002-12-03 2003-11-25 Embarcation

Publications (1)

Publication Number Publication Date
EP1572533A1 true EP1572533A1 (fr) 2005-09-14

Family

ID=32399974

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03770848A Withdrawn EP1572533A1 (fr) 2002-12-03 2003-11-25 Embarcation

Country Status (4)

Country Link
US (1) US20060079140A1 (fr)
EP (1) EP1572533A1 (fr)
AU (1) AU2003280283A1 (fr)
WO (1) WO2004050477A1 (fr)

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DK1885598T3 (da) * 2005-06-02 2009-09-21 Waertsilae Ship Design Germany Hjælpedrivindretning til skibe
US8608441B2 (en) 2006-06-12 2013-12-17 Energyield Llc Rotatable blade apparatus with individually adjustable blades
EP2247495B1 (fr) * 2008-01-31 2017-03-08 Ab Volvo Penta Système de larguage sécurisé
US9862473B2 (en) 2013-11-18 2018-01-09 Ab Volvo Penta Method for controlling a boat comprising a pivotable drive unit, and a electronic vessel control unit for steering a boat
WO2016036616A1 (fr) 2014-09-02 2016-03-10 Flir Systems, Inc. Systèmes et procédés de protection d'embarcation
RU2667421C1 (ru) * 2017-10-13 2018-09-19 Российская Федерация, От Имени Которой Выступает Министерство Промышленности И Торговли Российской Федерации Дополнительное пропульсивное устройство судна, совмещенное с подруливающим устройством
IT201800004255A1 (it) * 2018-04-05 2019-10-05 Gruppo di supporto per il sostegno di un motore fuoribordo di un'imbarcazione
US11535354B2 (en) 2018-07-12 2022-12-27 Honda Motor Co., Ltd. Control system for outboard motor
RU193084U1 (ru) * 2019-08-26 2019-10-14 Леонид Борисович Куликов Судно на подводных винтах
WO2024098334A1 (fr) * 2022-11-10 2024-05-16 广东逸动科技有限公司 Propulseur, dispositif mobile de zone d'eau et procédé de commande de stabilisation associé, et support de stockage

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Also Published As

Publication number Publication date
US20060079140A1 (en) 2006-04-13
WO2004050477A1 (fr) 2004-06-17
AU2003280283A1 (en) 2004-06-23

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Legal Events

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