EP2021234B1 - Drive device for a watercraft - Google Patents

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

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 watercraft, 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 the US 3,797,448 An electric trolling motor is known for driving small boats. 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.

The DE 2 043 781 A1 describes a ship propulsion device with a motor 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 the US 2,335,597 is known a drive device for a propeller, which consists of several housing parts. The pivotable about both a vertical axis, as well as about a horizontal axis drive means 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 the US 3,396,692 A discloses a both hinged and steerable propulsion device for a marine 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 the US 1,980,685 A a drive device for a propeller with several housing parts 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.

The WO 2005/007503 A1 describes a two-stage propulsion device for watercraft, wherein an input shaft is connected via a first clutch with 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.

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

From the DE 35 19 599 A1 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 from the WO 00/58151 known.

The US 4,948,384 A shows a marine propulsion with a Z-shaped drive train, wherein the housing consists of two parts which are rotatable against each other.

An outboard motor for a boat with a U-shaped drive train with mutually rotatable housing parts is from the US 1,801,612 A known.

The US 2,936,730 A , Which is to be regarded as the closest prior art, discloses a Z-shaped propeller drive for a watercraft, which consists of three housing parts which are each rotatable relative to each other and the drive torque is transmitted from the prime mover to at least one propeller shaft via a bevel gear, wherein two deflection angles are greater than 0 °. The first housing part is with the Boat wall connected, the other two housing parts are rotatably arranged. An arranged in the first housing part gearbox is not provided.

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, which allows 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 for each forward shift stage, wherein the input shaft is connected to the output shaft via the first forward shift stage by activating a first clutch via the first forward shift stage to the output shaft and by activating a second clutch via the second forward shift stage 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 may 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.

Characterized in that at least two clutches looping, it is possible that the forward shift stages and preferably also the reverse shift stage is power shiftable.

Fig. 1

eine erfindungsgemäße Antriebseinrichtung in einer Seitenansicht;

Fig. 2

die Antriebseinrichtung in einer Ansicht von hinten; .

Fig. 3

die Antriebseinrichtung in einer Draufsicht;

Fig. 4

die Antriebseinrichtung in einer Seitenansicht mit schematisch eingezeichneten Kühl- und Abgasströmungswegen;

Fig. 5

die Antriebseinrichtung aus Fig. 4 in einer Ansicht von hinten;

Fig. 6

die Antriebseinrichtung in einer Draufsicht;

Fig.7

ein Boot mit einer erfindungsgemäßen Antriebseinrichtung im Schnitt in einer Ansicht von hinten;

Fig. 8

das Boot aus Fig. 7 im Schnitt in einer Ansicht von hinten mit ausgelenkter Antriebseinrichtung;

Fig. 9

das Boot in einer Draufsicht;

Fig. 10

das Boot in einer Draufsicht mit ausgelenkter Antriebseinrichtung;

Fig. 11

eine Seitenansicht des Bootes mit montierter Antriebseinrichtung;

Fig. 12

das Boot in einer Ansicht von hinten;

Fig. 13

das Boot mit aufgeklappter Antriebseinrichtung in einer Seitenansicht;

Fig. 14

das Boot mit aufgeklappter Antriebseinrichtung in einer Ansicht von hinten;

Fig. 15

ein Schaltgetriebe der erfindungsgemäßen Antriebseinrichtung in einer ersten Ausführungsvariante;

Fig. 16

ein Schaltschema für dieses Schaltgetriebe;

Fig. 17

ein Schaltgetriebe für eine erfindungsgemäße Antriebseinrichtung einer zweiten Ausführungsvariante;

Fig. 18

ein Schaltschema für dieses Schaltgetriebe;

Fig. 19

ein Schaltgetriebe für eine erfindungsgemäße Antriebseinrichtung in einer dritten Ausführungsvariante;

Fig. 20

ein Schaltschema für dieses Schaltgetriebe;

Fig. 21

ein Schaltgetriebe für eine erfindungsgemäße Antriebseinrichtung in einer vierten Ausführungsvariante;

Fig. 22

ein Schaltschema für dieses Schaltgetriebe;

Fig. 23

ein Schaltgetriebe für eine erfindungsgemäße Antriebseinrichtung in einer fünften Ausführungsvariante; und

Fig. 24

ein Schaltschema für dieses Getriebe.

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

Fig. 1

a drive device according to the invention in a side view;

Fig. 2

the drive device in a view from behind; ,

Fig. 3

the drive device in a plan view;

Fig. 4

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

Fig. 5

the drive device Fig. 4 in a view from behind;

Fig. 6

the drive device in a plan view;

Figure 7

a boat with a drive device according to the invention in section in a view from behind;

Fig. 8

the boat off Fig. 7 in section in a view from the rear with deflected drive device;

Fig. 9

the boat in a top view;

Fig. 10

the boat in a plan view with deflected drive device;

Fig. 11

a side view of the boat with mounted drive device;

Fig. 12

the boat in a view from behind;

Fig. 13

the boat with unfolded drive device in a side view;

Fig. 14

the boat with unfolded drive device in a view from behind;

Fig. 15

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

Fig. 16

a circuit diagram for this manual transmission;

Fig. 17

a gearbox for a drive device according to the invention a second embodiment;

Fig. 18

a circuit diagram for this manual transmission;

Fig. 19

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

Fig. 20

a circuit diagram for this manual transmission;

Fig. 21

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

Fig. 22

a circuit diagram for this manual transmission;

Fig. 23

a gearbox for a drive device according to the invention in a fifth embodiment; and

Fig. 24

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, wherein the main axes of the drive train are designated by 3a, 3b, 3c. At least two of the main axles 3a, 3b, 3c clamp in the operating position - ie in the normal driving position - an angle β, 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 is a rotatable about a rotational axis 14a second 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 bow-side at least one inlet opening 21 for cooling water, sucked on which cooling water and the drive machine according to the arrows K in the Fig. 4 to Fig. 6 is supplied. Furthermore, the third housing part at the rear side has at least one outlet opening 22, via which exhaust gases are blown out of the exhaust gas lines connected to the engine, the exhaust gas lines being directed by the arrows A into the exhaust gas lines Fig. 4 to Fig. 6 are indicated. 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 the FIGS. 7 to 10 the steering movement of the third housing part 6 is shown by turning the crown wheel 15 by the servo motor 18. The fact that only the third housing part 6 is rotated, can be large deflection α (360 °, or endless) realize.

Due to the fact that the manual transmission 10 is arranged in the first housing part 4 fixedly connected to the watercraft 2, the two other housing parts 5, 6 can be lifted out of the water relatively simply by pivoting about the horizontal axis 14, as in FIGS 11 to FIG. 14 is indicated.

The transmission 10 is formed as a bevel gear with at least two clutches K1, K2 for at least two forward switching stages V1, V2, and a reverse shift stage R. Fig. 15 shows a first embodiment of the transmission 10 with two switchable clutches K1, K2, both of which can be designed as electrically actuated cone clutches. The transfer to the waves w1, w2 via a first bevel gear 23, two forward switching stages V1, 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 shift stage V1 by activating the second clutch K2. the input shaft 11 is connected to the output shaft 12 via the second forward shift stage V2.

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 Hochschwenkstellung (trailer-up position) of the housing is guaranteed. 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 wiring diagram of in Fig. 15 shown gearbox 10 is in Fig. 16 shown.

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

When switching from the idle L in the first forward shift stage V1, the first clutch K1 is activated. The third clutch K3 is still in position "B". When switching from the first forward shift stage V1 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 a transition that is as smooth 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 shift into the reverse shift stage R takes place in that - when the second clutch K2 is activated - they are disconnected and the first clutch K1 is engaged. After engaging the first clutch K1, the third clutch is switched to the "A" position. This causes the direction of rotation of the shaft w4 to reverse. Thereafter, the first clutch K1 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 w1, w2, two switchable formed as a cone clutches clutches K1, 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 are based on the in Fig. 18 shown schematically table. At idle L, the first and second clutches K1, K2 are disconnected, the third clutch K3 is in the position A. The shift to the first forward gear V1 is made by engaging the first clutch K1, while the third clutch K3 in the position "A "is left. The switching to 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 "B" position. Thereafter, the first clutch K1 is engaged.

Fig. 19 shows a third embodiment of the gearbox 10 in the two-shaft design, with three clutches K1, K2, K3 formed for example by clutches 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 takes place 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 K1, K2 and by engaging the third clutch K3.

The Fig. 21 shows a fourth embodiment of a gearbox 10 with three intermediate shafts w1, w2, w3, two clutches K1, K2 formed by clonic couplings and a third clutch K3 formed by a synchronizer. At idle L, the first clutch K1 and the second clutch K2 separated, the clutch K3 is in a neutral position. The switching to the first forward shift stage V1 is performed by engaging the first clutch K1. An indexing into a second forward switching stage V2 is initiated by the third clutch K3 is switched to the position "B". While the first clutch K1 is disconnected, the second clutch K2 is engaged (smooth transition). The shift into the return gear R is carried out by disengaging the second clutch K2 (if this is engaged) and by engaging the first clutch K1. The third clutch K3 is switched to the position "A", while the first clutch K1 is disconnected again, the second clutch K2 is engaged (smooth transition). In the reverse gear shift R thus the first clutch K1 is disconnected, the second clutch K2 engaged and the third clutch K3 in the position "A".

Fig. 23 shows a fifth embodiment of a gearbox 10 with the intermediate shafts w1, w2, w3 and w4, wherein the intermediate shafts w3, w4 connected to each other or are made in one piece. At idle L, the first and second clutches K1, K2 are separated, the third clutch K3 formed by a synchronization unit is in the "A" position. When inserting the first gear V1, the clutch K1 is engaged, the clutch K3 remains in position "A". When engaging the first gear V1, the clutch K1 is engaged - the clutch K3 remains in position "A". If further switched to the second gear V2, the first clutch K1 is off and the second clutch K2 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 V1. This is done by disengaging the second clutch K2 and by engaging the first clutch K1. The third clutch K3 is in the - in Fig. 23 shown - switched position "B". Thereafter, the first clutch K1 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 K1 is disconnected, the second clutch K2 engaged and the third clutch K3 in the position "B".

Claims (13)

1. Drive assembly (1) for a watercraft (2) with a U-shaped or Z-shaped drive train, in which the driving torque is redirected at least twice through an angle (β, γ) > 0 preferably via at least two bevel gears (23, 24, 20) between the engine shaft of the driving engine - preferably an internal combustion engine - and at least one propeller shaft (13a, 13b) in operational position, where the housing (G) of the drive assembly (1) comprises a first, second and third housing part (4, 5, 6), the three housing parts (4, 5, 6) being rotatably connected, and where the first housing part (4) may be rigidly attached to a mounting panel (2a) of the watercraft (2), while the second housing part (5) is connected to the first housing part (4) in such a way that it can be tilted about a first rotation axis (14a), and the third housing part (6) is connected to the second housing part (5) in such a way that it can be rotated about a second rotation axis (14b), characterised in that in the first housing part (4) a gearbox (10) is located, whose output shaft (12) is coaxial with the second rotation axis (14b).
2. Drive assembly (1) according to claim 1, characterised in that at least one propeller shaft (13a, 13b) is borne in the third housing part (6).
3. Drive assembly (1) according to claim 1 or 2, characterised in that the third housing part (6) has a crown gear (15) or bevel gear coaxial with the second rotation axis (14b), which meshes with a drive gear (17), said drive gear (17) preferably being driven by an electrical servomotor (18) located in the second housing part (5).
4. Drive assembly (1) according to any of claims 1 to 3, characterised in that the third housing part (6) is provided preferably on the bow side with at least one inlet opening (21) for cooling water (K), which is connected with the drive engine by means of a coolant flow path preferably located entirely within the first, second and third housing part (4, 5, 6).
5. Drive assembly (1) according to any of claims 1 to 4, characterised in that the third housing part (6) is provided preferably on the stern side with at least one outlet opening (22) for exhaust gas (A), which is connected with the drive engine by means of an exhaust gas flow path preferably located entirely within the first, second and third housing part (4, 5, 6).
6. Drive assembly (1) according to any of claims 1 to 5, characterised in that the gearbox provides at least a first and second forward gear step (V1, V2) and a reverse gear step (R) and has an input shaft (11) connected to the engine shaft of a drive engine and an output shaft (12), and that at least one switchable clutch (K1, K2, K3) is provided for each forward gear step (V1, V2), where by activating a first clutch (K1) the input shaft (11) is connected to the output shaft (12) via the first forward gear step (V1), and by activating a second clutch (K2) the input shaft (11) is connected to the output shaft (12) via the second forward gear step (V2), and where in the idling state (L) both first and second clutch (K1, K2) are deactivated and the input shaft (11) is separated from the output shaft (12), and that the reverse gear step (R) can be activated by switching a third clutch (K3) preferably from a forward position to a reverse position.
7. Drive assembly (1) according to claim 6, characterised in that the forward gear steps (V1, V2) and preferably also the reverse gear step (R) can be shifted under load.
8. Drive assembly (1) according to claim 6 or 7, characterised in that the third clutch (K3) is configured as a switch-over clutch, where in the forward switch position the input shaft (11) is connected to the output shaft (12) via the first or second forward gear step (V1, V2) and in the reverse switch position the input shaft (11) is connected to the output shaft (12) via a reversing gear.
9. Drive assembly (1) according to any of claims 6 to 8, characterised in that the third clutch (K3) is realized as a synchronizing mechanism, a coupling sleeve or dog.
10. Drive assembly (1) according to any of claims 6 to 9, characterised in that the third clutch (K3) is positioned in the drive train (3) between the input shaft (11) and the output shaft (12) in series with the first and/or second forward gear step (V1, V2).
11. Drive assembly (1) according to claim 6, characterised in that the third clutch (K3) is positioned in the drive train (3) between the input shaft (11) and the output shaft (12) in parallel with the first and/or second forward gear step (V1, V2).
12. Drive assembly (1) according to any of claims 6 to 11, characterised in that the first, second and/or third clutch (K1, K2, K3) is configured as a cone friction clutch.
13. Drive assembly (1) according to any of claims 6 to 12, characterised in that the first, second and/or third clutch (K1, K2, K3) can be actuated electrically or hydraulically.

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