EP2021234A1

EP2021234A1 - Drive device for a watercraft

Info

Publication number: EP2021234A1
Application number: EP07718457A
Authority: EP
Inventors: Johannes BERNÖGGER; Thomas Lang
Original assignee: Jegel Franz Peter Ing
Current assignee: Jegel Franz Peter Ing
Priority date: 2006-06-01
Filing date: 2007-05-24
Publication date: 2009-02-11
Anticipated expiration: 2027-05-24
Also published as: ATE469823T1; DK2021234T3; CA2653995A1; CN101454198B; US8430701B2; ES2346708T3; AT503798B1; EP2021234B1; US20100323565A1; DE502007004020D1; PT2021234E; PL2021234T3; AT503798A4; JP2009538765A; CN101454198A; CA2653995C; WO2007137312A1

Abstract

The invention relates to a drive device (1) for a watercraft (2) comprising a U or Z-shaped drive train. The drive torque is preferably deflected in the operating position at least twice about the angle (b, g)>0 via at least two bevel gears (23, 24, 20) between a motor shaft of a drive machine formed, preferably, by an internal combustion engine and at least one propeller shaft (13a, 13b). In order to control said drive device in a simple manner and to obtain achieve high shifting convenience, the housing (G) of the drive device (1) consists of one first, one second and one third housing part (4, 5, 6). The three housing parts (4, 5, 6) are rotationally connected to one another and the first housing part (4) can be securely connected to the pre-fabricated wall (2a) of the watercraft (2). The second housing part (5) is pivotably connected to the first housing part (4) about a first rotational axis (14a) and the third housing part (6) is rotationally connected to the second housing part (5) about a second rotational axis (14b).

Description

Drive device for a watercraft

The invention relates to drive means for a watercraft with a U- or Z-shaped drive train, wherein the drive torque preferably at least two bevel gear between an engine shaft of an engine preferably formed by an internal combustion engine and at least one propeller shaft in the operating position at least twice by an angle> 0 is, wherein the housing of the drive means consists of a first, a second and a third housing part, wherein the three housing parts are rotatably connected to each other, and wherein the first housing part is fixedly connected to a mounting wall of the vessel, the second housing part pivotable about a first axis of rotation is connected to the first housing part and the third housing part is rotatably connected to a second axis of rotation with the second housing part.

Outboard marine propulsion systems are known wherein the entire engine connected to a mounting wall is rotated to control the boat. The steering movement can be transmitted via levers or ropes to the outboard motor. It is also known to use electric motors to transmit the steering movement by means of ropes and levers on the outboard motor.

From US 3,797,448 an electric trolling motor for driving small boats is known. The motor driving the propeller drives a gear train via electrical couplings. It can be rotated over a further steering gear of the trolling motor with respect to a boat-fixed mounting tube. Motor housing including gear are arranged below the water level. The disadvantage is that during steering movements the entire motor housing together with the electric motor and gear must be rotated, which is acceptable due to the inertia only for low-power drive units with low weight.

DE 2 043 781 A1 describes a ship propulsion device with an engine located inside the boat wall. The drive unit consists of three housing parts, which are rotated against each other. A manual transmission is not provided.

From US 2,335,597 a drive device for a propeller is known which consists of several housing parts. The pivotable about a vertical axis, as well as about a horizontal axis drive device is driven by a motor located within the side wall, wherein the deflection takes place via bevel gear. A manual transmission is not provided.

Also, US 3,396,692 A discloses a both hinged, as well as steerable drive device for a ship's propeller. The drive takes place via a belt through a lying within the side wall motor, wherein a drive gear, a reversing gear, but no gearbox is arranged.

Furthermore, from US Pat. No. 1,980,685 A a drive device for a propeller with several housing parts is known. Also, this drive unit is steerable and can be folded up, the drive via bevel gears by a motor positioned within the side wall. A manual transmission is also not disclosed in this case.

WO 2005/007503 A1 describes a two-stage drive device for watercraft, wherein an input shaft is connected via a first clutch to a coaxial output shaft. Furthermore, the input shaft can be connected via a second clutch to the output shaft via a transmission, wherein the drive paths via the first and the second clutch have different translations.

US 6,899,577 B2 describes an outboard engine having a forward gear and a reverse gear, wherein two electromagnetic clutches are provided to selectively connect the forward gear or the reverse gear to the propeller shaft.

From DE 35 19 599 Al a boat propulsion is known, which is designed as a so-called U-drive, being provided to increase the propulsion force and to achieve improved screw efficiency front of the lower housing part of the boat drive two forward, drivable in opposite directions of rotation drive screws. A similar boat drive is also known from WO 00/58151.

The object of the invention is to provide a marine propulsion, with which a simple controllability can also be achieved by powerful engines. Another object of the invention is to increase the comfort in turning and switching maneuvers.

According to the invention this is achieved in that in the first housing part, a transmission is arranged, whose output shaft is arranged coaxially to the second axis of rotation, wherein preferably the propeller shaft is mounted in the third housing part. Characterized in that the transmission is arranged in the first housing part, whose output shaft via a coaxial with the second axis of rotation arranged connecting shaft, preferably via bevel gears, connected, the mass for the control movement can be kept as low as possible.

Characterized in that the drive for the rotational movement in the second housing part and the transmission are arranged in the vehicle-fixed first housing part, relatively small masses - namely only the third housing part with the propeller shaft - are rotated to control the boat, allowing fast control movements and high maneuverability The drive via the connecting shaft also allows very large steering deflections (360 °, or endless), which further favors the maneuverability of the boat.

A particularly simple control of the drive device is possible if the third housing part has a coaxially arranged with the second axis of rotation crown gear or bevel gear, in which mesh the teeth of a drive gear meshing, wherein the drive gear is preferably driven by a mounted in the second housing part electric servo motor. To control the vessel, only the third part located below the water level is rotated.

To avoid exposed lines, it is particularly advantageous if the third housing part has at least one cooling water inlet opening which is connected via a disposed within the second and first housing part Kühlmittelströmungsweg with the drive motor, and preferably if the third housing part has at least one exhaust gas outlet, which via an exhaust gas flow path, which is guided within the third, second and first housing part, is connected to the drive motor. Outside the housing, no Kühlmitte- or exhaust pipes are thus seen.

In a further embodiment of the invention it is provided that at least one switchable clutch is provided per Vo rwärtssch old, wherein by activating a first clutch, the input shaft via the first forward shift with the output shaft and by activating a second clutch, the input shaft via the second forward shift with the output shaft and wherein at idle both the first and second clutches are deactivated and the input shaft is disconnected from the output shaft and the reverse gear is preferably activatable by shifting a third clutch from a forward shift position to a reverse shift position. In a preferred embodiment, it can be provided that the third clutch is designed as a switching clutch, wherein the input shaft in the forward shift position on the first or the second forward shift stage and in a reverse shift position via a reverse shift stage with the output shaft is connectable, wherein preferably the third clutch is formed by a synchronizer.

The third clutch may be arranged in the drive train between input shaft and output shaft in series with the first and / or second forward shift stage. Alternatively, it is also possible that the third clutch is arranged in the drive train between input shaft and output shaft parallel to the first and / or second forward shift stage.

The couplings may be formed, for example, by cone clutches.

Particularly fast and automated gear changes are possible when the first, second and / or third clutch is electrically actuated. As an alternative to electrically operated clutches, the gear changes can also be hydraulically assisted.

The fact that at least two clutches loop over, it is possible that the forward shift stages and preferably also the reverse shift stage is power shiftable.

The invention will be explained in more detail below with reference to FIGS. Show it:

1 shows a drive device according to the invention in a side view.

2 shows the drive device in a view from behind.

3 shows the drive device in a plan view;

4 shows the drive device in a side view with schematically drawn cooling and exhaust gas flow paths;

5 shows the drive device from FIG. 4 in a view from the rear;

6 shows the drive device in a plan view;

7 shows a boat with a drive device according to the invention in section in a view from behind.

8 shows the boat of Figure 7 in section in a view from the rear with deflected drive device.

9 shows the boat in a plan view;

10 shows the boat in a plan view with a deflected drive device;

11 is a side view of the boat with mounted drive device. Fig. 12 the boat in a view from behind;

13 shows the boat with the drive device unfolded in a side view;

14 shows the boat with the drive mechanism unfolded in a view from the rear;

15 is a gearbox of the drive device according to the invention in a first embodiment;

Fig. 16 is a circuit diagram for this transmission;

17 shows a gearbox for a drive device according to the invention of a second embodiment variant;

Fig. 18 is a circuit diagram for this transmission;

19 shows a gearbox for a drive device according to the invention in a third embodiment;

Fig. 20 is a circuit diagram for this transmission;

21 shows a gearbox for a drive device according to the invention in a fourth embodiment;

Fig. 22 is a circuit diagram for this transmission;

FIG. 23 shows a gearbox for a drive device according to the invention in a fifth embodiment variant; FIG. and

Fig. 24 is a circuit diagram for this transmission.

The drive device 1 for a watercraft 2, for example a boat, has in the embodiment variants a U-shaped drive train 3, the main axes of the drive train being designated 3a, 3b, 3c. At least two of the main axes 3a, 3b, 3c clamp in the operating position - ie in the normal driving position - an angle ß, γ greater than 0 °. The housing G of the drive device 1 has three housing parts 4, 5, 6. In the first housing part 4, a transmission 10 is arranged, which is connected via an input shaft 11 to a drive machine, for example, an internal combustion engine, not shown, and via an output shaft 12 with at least one propeller shaft 13a, 13b. The first housing part 4 can be fastened to a mounting wall 2a of the boat and rigidly connected to the watercraft 2. With the first housing part 4, a second movement rotatable about an axis of rotation 14a is provided. housing part 5 connected. The second housing part 5 is connected to a third housing part 6, wherein the third housing part 6 with respect to the second housing part 5 about the - in operation vertically aligned - second axis of rotation 14 b is rotatable. The second axis of rotation 14 b is arranged coaxially to the main axis 3 b of the drive train 3. The third housing part 6 in this case has a crown wheel 15, in which a drive gear 17 engages, which is actuated by an example, electrically driven servo motor 18. Servomotor 18 and drive gear 17 are disposed within the second housing part 5.

Propeller shaft 13a, 13b are mounted in the third housing part 6, wherein in the illustrated example the first propeller shaft 13a consists of a hollow shaft and the second propeller shaft 13b consists of an inner shaft guided inside the hollow shaft. With the two propeller shafts 13a, 13b, two propellers 19a, 19b are driven in different directions of rotation. The drive of the two propeller shafts 13a, 13b via a bevel gear 20 with the bevel gears 20a, 20b, 20c through the output shaft 12 of the transmission 10th

The third housing part 6 has on the bow side at least one inlet opening 21 for cooling water, via which cooling water is sucked in and supplied to the drive machine in accordance with the arrows K in FIGS. 4 to 6. Furthermore, the third housing part at the rear has at least one outlet opening 22, via which exhaust gases are blown out of the exhaust lines connected to the engine, the exhaust pipes being indicated by the arrows A in FIGS. 4 to 6. The lines for the cooling water K and the exhaust gases A are guided entirely within the housing parts 4, 5, 6, so that exposed lines are avoided.

In FIGS. 7 to 10, the steering movement of the third housing part 6 is represented by the rotation of the crown wheel 15 by the servomotor 18. The fact that only the third housing part 6 is rotated, can be large deflection α (360 °, or endless) realize.

Characterized in that the gearbox 10 is disposed in the fixedly connected to the vessel 2 first housing part 4, the other two housing parts 5, 6 can be relatively easily lifted by pivoting about the horizontal axis 14 from the water, as shown in Figs. 11 to Fig. 14 is indicated.

The gearbox 10 is formed as a bevel gear with at least two clutches Kl, K2 for at least two forward switching stages Vl, V2, and a Rückwärtssch stage R. Fig. 15 shows a first embodiment of the transmission 10 with two switchable clutches Kl, K2, both of which may be designed as electrically operable cone clutches. The transmis- on the waves wl, w2 via a first bevel gear 23, two forward switching stages Vl, V2 with different ratios and a second bevel gear 24 to the output shaft 12. With w3 and w4 intermediate shafts are designated. At idle, both clutches K1, K2 are deactivated and the input shaft 11 is separated from the output shaft 12. By activating the first clutch K1, the input shaft 11 is connected to the output shaft 12 via the first forward stage Vl, and the input shaft 11 is connected to the output shaft 12 via the second forward shift stage V2 by activating the second clutch K2.

Due to the special arrangement of the gearbox 10 with the bevel gear 23, 24 a very simple and inexpensive lift movement of the housing G about the rotation axis 14a is possible. In addition, this is a very large lift and swivel realizable. Furthermore, an optimal swing-up position (trailer-up position) of the housing is ensured. The steering and lifting movements can be carried out independently, whereby the mechanisms for the movements can be carried out relatively easily.

In contrast to a drive via universal joints, the power flow is not blocked by the bevel gear when swinging the housing G - such as in a collision with an obstacle. Upon contact with foreign bodies, the drive device 1 simply pivots away.

Due to the large lift movement is a free accessibility to the propellers 19 a, 19 b and to the inlet opening 21 for the cooling water for the purpose of cleaning and maintenance. The boat does not need to be hoisted out of the water for maintenance. A diving mission for repair purposes is not necessary.

The circuit diagram of the shift transmission 10 shown in FIG. 15 is shown in FIG. 16.

In idle L, the two clutches K1, K2 are opened. A third coupling K3 formed by a synchronization device is located in the position "B" shown in FIG. 15.

When switching from the idle L in the first forward shift Vl, the first clutch Kl is activated. The third clutch K3 is still in position "B". When switching from the first forward shift stage Vl to the second forward shift stage V2, the first clutch K1 is disconnected and the second clutch K2 is engaged in a sliding manner, the aim being to achieve as soft a transition as possible. In the second forward shift stage V2, the second clutch K2 is thus in the engaged state and the third clutch K3 in the Position "B". The switching to the reverse gear R is effected in that - when the second clutch K2 is activated - they are disconnected and the first clutch Kl is engaged. After engaging the first clutch Kl, the third clutch is switched to position "A". This causes the direction of rotation of the shaft w4 to reverse. Thereafter, the first clutch Kl is disconnected again and the second clutch K2 engaged. As a result, the direction of the intermediate shaft w4 is changed again. These steps cause the output shaft 12 to decelerate and prevent damage from abrupt reversal of direction. In the reverse gear shift R, the first clutch K1 is disconnected and the second clutch K2 is engaged, while the third clutch K3 is in the "A" position.

Fig. 17 shows a manual transmission 10 with two intermediate shafts wl, w2, two switchable designed as a cone clutches clutches Kl, K2 and formed by a synchronization device, a coupling sleeve or a claw third clutch K3, which is switchable between two positions A and B. The switching operations will be schematically described with reference to the table shown in FIG. At idle L, the first and second clutches K1, K2 are disconnected, the third clutch K3 is in position A. The shift to the first forward shift speed V1 is made by engaging the first clutch K1, while the third clutch K3 is in the position "A "is left. The switching into the second forward shift stage V2 takes place by separating the first clutch K1 and by engaging the second clutch K2, wherein a smooth transition should take place. The third clutch K3 is still in position "A". When switching to the reverse shift stage R, the second clutch K2 (or first clutch K1) is disconnected, and the third clutch K3 is shifted to the position "B". Thereafter, the first clutch Kl is engaged.

Fig. 19 shows a third embodiment of the shift transmission 10 in the two-shaft design, wherein three clutches formed for example by Konus clutches Kl, K2, K3 are provided. At idle, the clutches K1, K2, K3 are disconnected. When switching to the first forward shift stage V1, the first clutch K1 is engaged. A shift into the second forward shift stage V2 is effected by disengaging the first clutch K1 and engaging the second clutch K2 with a smooth transition. The shift into the return gear R takes place by disengaging the first or second clutch Kl, K2 and by engaging the third clutch K3.

21 shows a fourth embodiment variant of a manual transmission 10 with three intermediate shafts w1, w2, w3, two clutches K1, K2 formed by clonic couplings and a third clutch K3 formed by a synchronizing device. At idle L, the first clutch is Kl and the second clutch K2 separated, the clutch K3 is in a neutral position. The switching to the first forward shift stage Vl is carried out by engaging the first clutch Kl. An indexing into a second forward shift stage V2 is initiated by the third clutch K3 being switched to the "B" position. While the first clutch Kl is disconnected, the second clutch K2 is engaged (smooth transition). The shift into the return gear R is made by disengaging the second clutch K2 (if engaged) and by engaging the first clutch K1. The third clutch K3 is switched to the "A" position while the first clutch K1 is again disconnected the second clutch K2 engaged (gentle transition). In the reverse shift stage R, therefore, the first clutch K1 is engaged, the second clutch K2 is engaged and the third clutch K3 is engaged in the position "A".

Fig. 23 shows a fifth embodiment of a gearbox 10 with the intermediate shafts wl, w2, w3 and w4, wherein the intermediate shafts w3, w4 are connected to each other or made in one piece. At idle L, the first and second clutches K1, K2 are disconnected, the third clutch K3 formed by a synchronization unit is in the "A" position. When inserting the first gear Vl the clutch Kl is engaged, the clutch K3 remains in the position "A". When engaging the first gear Vl the clutch Kl is engaged - the clutch K3 remains in position "A". Is further switched to the second gear V2, the first clutch Kl off and the second clutch K2 is engaged simultaneously, with a sliding transition for a smooth gear change is advantageous. The clutch K3 remains in position "A". To engage the reverse gear R, you must first switch back to first gear Vl. This is done by disengaging the second clutch K2 and by engaging the first clutch Kl. The third clutch K3 is switched to the position "B" shown in FIG. 23. Thereafter, the first clutch Kl is again off and at the same time the second clutch K2 - with a smooth transition - engaged. In the reverse gear shift R thus the first clutch Kl is disconnected, the second clutch K2 engaged and the third clutch K3 in the position "B".

Claims

PATE NTANSP RUMEN E

1. drive device (1) for a watercraft (2) with a U- or Z-shaped drive train, wherein the drive torque preferably via at least two bevel gear (23, 24, 20) between a motor shaft of an engine preferably formed by an internal combustion engine and at least twice in the operating position by at least one propeller shaft (13a, 13b) is deflected by an angle (ß, γ)> 0, wherein the housing (G) of the drive means (1) from a first, a second and a third housing part (4, 5, 6), wherein the three housing parts (4, 5, 6) are rotatably connected to each other, and wherein the first housing part (4) fixed to a mounting wall (2a) of the watercraft (2) is connectable, the second housing part (5 ) is pivotally connected to the first housing part (4) about a first axis of rotation (14a) and the third housing part (6) is rotatably connected to the second housing part (5) about a second axis of rotation (14b) t, that in the first housing part (4) a gearbox (10) is arranged, whose output shaft (12) is arranged coaxially to the second axis of rotation (14b).

2. Drive device (1) according to claim 1, characterized in that at least one propeller shaft (13a, 13b) in the third housing part (6) is mounted.

3. Drive device (1) according to claim 1 or 2, characterized in that the third housing part (6) has a coaxial with the second axis of rotation (14b) arranged crown gear (15) or bevel gear, in which the teeth of a drive gear (17) meshing engage, wherein the drive gear (17) preferably by a in the second housing part (5) mounted electric servomotor (18) is drivable.

4. Drive device (1) according to one of claims 1 to 3, characterized in that the third housing part (6), preferably on the bow side, at least one inlet opening (21) for cooling water (K), which over a preferably completely within the first, second and third housing part (4, 5, 6) arranged coolant flow path is connected to the drive machine.

5. Drive device (1) according to one of claims 1 to 4, characterized in that the third housing part (6), preferably at the rear, at least one outlet opening (22) for exhaust (A), which via an exhaust gas flow path, which preferably completely within of first, second and third housing part (4, 5, 6) is guided, is connected to the drive machine.

6. Drive device according to one of claims 1 to 5, characterized in that the transmission at least a first and a second forward shift stage (Vl, V2) and a reverse shift stage (R), as well as an input shaft connected to a motor shaft of an engine input shaft (11) and a At least one switchable clutch (Kl, K2, K3) is provided per forward shift stage (Vl, V2), wherein by activating a first clutch (Kl) the input shaft (11) via the first forward shift stage (Vl) with the output shaft (12) and by activating a second clutch (K2) the input shaft (11) is connected to the output shaft (12) via the second forward shift stage (V2), and at idle (L) both the first and the first the second clutch (Kl, K2) is deactivated and the input shaft (11) is disconnected from the output shaft (12), and that the reverse shift stage (R) is preferred by shifting a third clutch (K3) It can be activated from a forward shift position to a reverse shift position.

7. Drive device (10) according to claim 6, characterized in that the forward shift stages (Vl, V2) and preferably also the reverse shift stage (R) is power shiftable.

8. Drive device (10) according to claim 6 or 7, characterized in that the third clutch (K3) is designed as a switching clutch, wherein the input shaft (11) in the forward switching position via the first or the second forward shift stage (Vl, V2) and in the reverse switching position via a reverse gear to the output shaft (12) is connectable.

9. Drive device (10) according to any one of claims 6 to 8, characterized in that the third clutch (K3) is formed by a synchronizer, a coupling sleeve or a claw.

10. Drive device (10) according to one of claims 6 to 9, characterized in that the third clutch (K3) in the drive train (3) between the input shaft (11) and output shaft (12) in series with the first and / or second forward shift stage (Vl , V2) is arranged.

11. Drive device (10) according to claim 6, characterized in that the third clutch (K3) in the drive train (3) between the input shaft (11) and output shaft (12) is arranged parallel to the first and / or second forward switching stage (Vl, V2) ,

12. Drive device (10) according to any one of claims 6 to 11, characterized in that the first, second and / or third clutch (Kl, K2, K3) is designed as a cone clutch.

13. Drive device (10) according to any one of claims 6 to 12, characterized in that the first, second and / or third clutch (Kl, K2, K3) is electrically or hydraulically actuated.