EP3599156B1 - Boat drive - Google Patents

Description

Technical area

The present invention relates to a boat drive for driving a boat, in particular an outboard drive or a pod drive.

State of the art

It is known to use boat drives with electric motors for moving boats, for example for maneuvering. In particular, it is known here to provide the aforementioned boat drives as inboard drives, outboard drives, saildrives or as pod drives.

To supply the electric drives with energy, batteries carried in the boat are usually used, which can be charged, for example, via a charger provided with a shore connection. If no shore connection is available, for example because the boat is in motion, internal combustion engine generators can be provided on the boat to charge the batteries, or solar cells or wind generators are known by means of which the batteries can be charged.

In the case of boat drives in the form of an outboard motor, these are usually attached to the stern of a boat. In the case of boats with a transom stern, this attachment can be achieved in a structurally particularly simple manner using a corresponding bracket. Outboard motors usually have a shaft and a propeller which is arranged at the lower end of the shaft and which is driven by means of a motor. In outboard engines with internal combustion engines, the engine is usually arranged at the upper end of the shaft. In the case of outboard motors with an electric motor, the electric motor can either be arranged at the upper end of the shaft or else be arranged in a corresponding nacelle at the lower end of the shaft. The shaft of the outboard motor is usually pivotably mounted on the bracket, so that the direction of thrust can be selected by pivoting the propeller in the water.

Pod drives are positioned below a hull section of the boat. Electric pod drives can have a drive unit, also called a gondola, which is arranged in a separate housing and is connected to the boat hull via a bracket. The drive unit can be arranged pivotably about a pivot axis, or it can be arranged rigidly under the boat. Due to the pivoting arrangement of the drive unit, the boat, in contrast to steering rudder controls or rudder propellers, which require a certain flow velocity, i.e. a certain movement of the boat, can be precisely and efficiently controlled even at low speeds and thus precise maneuvering, especially in tight spaces Space and at low speeds.

The drive unit of electric outboard motors and electric pod drives usually has an electric motor which is connected to the propeller. A transmission can also be interposed between the propeller and the electric motor. During the operation of the boat drive, the electric motor and possibly the gearbox or the propeller generate mechanical vibrations or oscillations. These vibrations are transmitted from the drive unit to the bracket, possibly to the shaft of an outboard motor, and further to the driven boat. These vibrations result in undesirable noise emissions during the journey, for example through sound radiation from surfaces on the shaft or shaft head, through the holder and from vibration-induced parts of the boat. The vibrations generated by the boat or parts thereof and, in particular, the noise emissions resulting therefrom affect, among other things, the well-being of the people on board the boat. Furthermore, the noise emissions lead to an impairment of the environment in general, for example when driving on coasts or in ports or in sensitive areas, such as landscape protection, recreation or nature protection areas. In addition, increased sound radiation increases the probability of detection in the case of military use.

From the US 2009/0191773 A1 a method and a device for absorbing, damping and reducing noise and vibrations during the operation of a trolling motor are known. The drive unit and parts of the shaft are covered with a coating, so that on the one hand the noise emissions to the water are reduced and fish are less irritated by these noise emissions when fishing and on the other hand a shock protection is provided for the drive unit. The provision of the cover, however, has no influence on the propagation of the vibrations or oscillations generated in the drive unit to the shaft or the boat having the trolling motor.

the US 2003/0054705 A1 shows a device for reducing noise and absorbing vibrations which are generated by an electric motor integrated in a nacelle of a ship's propulsion system.

the EP 1 366 984 A1 shows a vibration damping device for drive units of ship propulsion systems of surface and underwater ships.

the US 2005/0042944 A1 shows a shock-resistant electric marine engine.

the EP 1 010 614 A1 shows a propulsion and control module of a marine vehicle.

Presentation of the invention

Based on the known prior art, it is an object of the present invention to provide an improved boat drive for driving a boat, in particular an outboard drive or a pod drive.

The object is achieved by a boat drive for driving a boat with the features of claim 1. Advantageous further developments result from the subclaims as well as the present description and the figures.

Accordingly, a boat drive for driving a boat according to claim 1 is proposed.

Because a decoupling arrangement for decoupling vibrations generated in the drive unit is arranged between the drive unit and the bracket, the transmission of the vibrations generated in the drive unit to the bracket, in particular to its shaft, and via the bracket to the boat can be reduced or further can even be essentially prevented. In this context, vibrations are to be understood in particular as the transmission of structure-borne noise.

In other words, the decoupling arrangement decouples and / or damps the vibrations at the connection point between the drive unit and the holder. As a result of this decoupling, fewer vibrations, or in the best case no vibrations at all, are passed on or transmitted to the holder and thus to the shaft, the shaft head or the boat. Furthermore, oscillation or continued oscillation of the excited parts can be reduced or even completely prevented by the damping. The undesired noise emissions caused by the vibrations during the journey can thus be reduced, so that there is significantly less impairment of the people on board the boat.

In particular, an acoustic impedance jump can also be used to reduce the introduction or transmission of vibrations. Here, the effect is used that a spreading in a medium, for example a gas, a liquid or a solid Sound wave is largely reflected when it hits a "boundary layer" to another medium with very different wave propagation speeds or different material-inherent sound speeds.

With sufficient damping and / or decoupling of the vibrations by the decoupling arrangement, these can be reduced so much that they can no longer be perceived by the people on board or around the boat and consequently the impairment is completely prevented.

Furthermore, boats that are equipped with the proposed boat drive can fall below any given limit values due to the low noise emissions and entitle them to advance into sensitive areas, such as landscape protection, recreation or nature reserves. It is possible, for example, to equip so-called cruise boats or excursion boats with the proposed boat drive in order to enable vacationers and tourists as well as researchers to access the aforementioned sensitive areas without impairing or scare away the fauna contained therein by loud noises.

The same also applies to the use of the proposed boat drive for driving anglers and fishing boats, with a better approach to fish or schools of fish standing in the water being possible here.

The decoupling device preferably has at least one resilient element, preferably a metal spring, a rubber buffer or a combination of a damping element and a spring element. Any material for generating an impedance jump, for example a liquid or a solid, can also be used to interrupt the structure-borne sound line.

Alternatively, the decoupling device can also be designed as a Hardy disk, with an element made of an elastic material, preferably a disk or plate, which is provided with bushings mostly vulcanized in, preferably made of metal.

In a further preferred embodiment, the decoupling arrangement has at least one vibration decoupling damping element which is arranged between the drive unit and the holder. As a result, a decoupling and / or damping of the vibrations and oscillations that are generated in the drive unit can be achieved with a simple construction of the decoupling arrangement, and consequently particularly effectively.

In a further preferred embodiment, at least one vibration decoupling damping element has metallic, resilient elements for decoupling, such as metallic spiral or leaf springs or so-called wire rope dampers.

At least one vibration decoupling damping element preferably has an elastic material, preferably an elastomeric material, particularly preferably rubber. A particularly effective damping of the oscillations and vibrations is also given if at least one vibration decoupling damping element comprises polyurethane or a polyurethane compound.

In order to achieve a further improved damping behavior and additionally a good support function, the at least one vibration decoupling damping element can have at least two materials of different elasticity, preferably at least two elastic materials.

If the at least one vibration decoupling damping element is designed as an essentially continuous intermediate layer, particularly uniform damping can take place over a correspondingly large area, which leads to a strong decoupling of drive unit and holder.

In a further preferred embodiment, the decoupling arrangement has at least one O-ring as a vibration decoupling damping element. A particularly inexpensive and effective decoupling of the drive unit from the holder can thereby be achieved. To secure the position in the axial direction in relation to the longitudinal axis of the drive unit, the O-ring can be held in a groove in the holder or in a groove in the drive unit, preferably in a housing of the drive unit. If a groove in the holder and a groove in the drive unit are provided, in which the at least one O-ring engages in the installed state, the at least one O-ring can be used to decouple in the radial and axial directions relative to the longitudinal axis of the drive unit can also be used to secure the position of the drive unit in relation to its position in relation to the holder. The aforementioned advantages can be achieved in particular if the decoupling arrangement has at least two O-rings which are arranged axially offset with respect to the longitudinal axis of the drive unit.

A particularly effective decoupling or damping can be achieved if at least one shrinkage damping element has open-pore and / or closed-pore foam materials.

If the holder, according to the invention, has a clamping device in which the drive unit is held, with at least one clamping arm of the clamping device clasping the drive unit from the outside, the drive unit can be connected to the holder in a simple manner. Furthermore, a correspondingly simple construction of the decoupling arrangement can thereby also be achieved, so that, overall, a comparatively inexpensive boat drive can be achieved with a simple structure.

In order to ensure particularly secure holding of the drive unit and also simple assembly and disassembly, for example for maintenance purposes or transport purposes, the clamping device is designed in a preferred development as a cuff, clamp, split shell or clamp.

In a further preferred embodiment, the holder has a flange for connection to a fastening area of the drive unit.

In a further preferred embodiment, the entire drive unit is encapsulated in a sleeve which is decoupled radially and axially from the holder.

In a further preferred embodiment, the rotating parts of the drive unit, in particular a rotor of the electric motor, a bearing plate and / or a gear, are decoupled from the holder, preferably en bloc. In this case, preferably non-rotating parts such as the stator of the electric motor can be firmly connected to the holder.

In a further embodiment, for example, the bearings, such as the outer rings of the roller bearings of the rotor of the electric motor, can be elastically decoupled in the case of a gearless design, the so-called direct drive. This would be particularly simple and inexpensive. The drive unit preferably has a seal between the holder and / or an arm or shaft of the holder, with which the interior of the housing against the environment is sealed. The seal is elastic, preferably more flexible than the decoupling arrangement, so that no oscillations and vibrations are transmitted from the drive unit to the holder via the seal and, on the other hand, permanent sealing is ensured.

In order to prevent the position of the drive unit from being unintentionally changed in its connection to the bracket or even coming loose, for example due to degeneration or damage to parts of the decoupling device, in a further preferred embodiment, a position securing device for securing the position of the drive unit is relative is provided for the holder, the position securing device preferably being designed to prevent rotation and / or displacement of the drive unit relative to the holder.

Furthermore, it can be advantageous to use measurements to determine the resonance frequency of the drive unit and the holder, in particular its shaft and / or its connection to the boat, and to adapt at least one material of the decoupling device, preferably a material of at least one vibration decoupling damping element, accordingly so that the highest attenuation is at the resonance frequency.

Alternatively, the at least one material of the decoupling device can be adapted in such a way that the damping of the vibrations generated by the drive unit in a certain preferred driving mode, for example when cruising at, for example, 80% of the rated power of the electric drive, of the drive unit is dampened particularly effectively. In other words, the damper hardness of the decoupling device is matched to the respective area of use as well as to the geometry of the boat drive and / or the geometry and the vibration behavior of parts of the boat when the boat drive is installed in such a way that a particularly strong decoupling is achieved in a certain operating range, and therefore disruptive Vibrations on the boat and noise emissions in this operating area can be particularly effectively reduced or even completely prevented.

This is particularly advantageous if at least parts of the boat drive are modular. For example, in order to be able to attach and operate the boat drive on boats of different sizes and / or dimensions, when a shaft of the holder is replaced by a shaft of a different length, the damping behavior of the decoupling device can be adapted to the new shaft length and the resulting changed Vibration behavior can be made.

The more elastic or softly elastic the materials or the structure of the decoupling device is selected, the more the vibrations between the drive unit and the bracket can be damped and / or the natural frequency of the boat drive can be reduced. When setting or adapting the damper hardness, however, it must be ensured that the necessary support function of the bracket for connecting the drive unit is maintained, and that the connection between bracket and drive unit therefore remains stable enough. Consequently, when setting or adapting the damper hardness, the damping function and the support function must be taken into account.

In a further particularly preferred embodiment, a damping adaptation device device is provided for adapting a damper hardness of the decoupling device. This makes it possible to adjust the damper hardness of the decoupling device to the respective operating and usage conditions, which usually change during operation of the boat drive, and thus a strong decoupling of the drive unit from the bracket, and therefore strong damping, over essentially the entire operating range of the boat drive to achieve the oscillations or vibrations transmitted from the drive unit to the bracket.

Adaptable damping adapting devices, in which the damper hardness of at least one damping element is set or changed, for example via a change in an electrical voltage or a fluid pressure, are known per se and are not explained further here.

The change or adaptation of the damper hardness is preferably done manually or via a control which preferably controls the damper hardness as a function of an input value, for example an actual load of the electric motor of the drive unit or the speed. Alternatively, the damper hardness can also be regulated via a control loop of the damping adaptation device.

In a further preferred embodiment, at least one vibration sensor detects a vibration of the drive unit and / or the holder, the damping adjustment device preferably adapting the damper hardness on the basis of the values recorded by the at least one vibration sensor. As a result, the damper hardness for the actual operating state of the boat drive can always be adapted in such a way that the decoupling is always particularly strong, consequently the transmission of the vibrations from the drive unit to the bracket is always minimized.

Brief description of the figures

• Figur 1 schematisch ein Funktionsprinzip eines erfindungsgemäßen Bootsantriebs;
• Figur 2 schematisch ein Boot, an welchem ein erfindungsgemäßer Bootsantrieb angeordnet ist;
• Figur 3 eine schematische perspektivische Seitenansicht eines Teilbereichs des Bootsantriebs aus Figur 2;
• Figur 4 eine schematische Schnittansicht des Bootsantriebs aus Figur 3;
• Figur 5 eine schematische Schnittansicht eines Bootsantriebs in einer weiteren Ausführungsform;
• Figur 6 eine schematische Seitenansicht eines Bootsantriebs in einer weiteren Ausführungsform;
• Figur 7 eine schematische Schnittansicht des Bootantriebs aus Figur 6;
• Figur 8 eine weitere schematische Schnittansicht des Bootsantriebs aus Figur 6;
• Figur 9 schematisch einen Bootsantrieb in einer weiteren Ausführungsform;
• Figur 10 schematisch ein weiteres Boot mit einem Bootsantrieb in einer weiteren Ausführungsform, die nicht in den Schutzbereich der vorliegenden Erfindung fällt; und
• Figur 11 eine schematische Schnittansicht des Bootsantriebs aus Figur 10.

Preferred further embodiments of the invention are explained in more detail by the following description of the figures. Show:

• Figure 1 schematically, a functional principle of a boat drive according to the invention;
• Figure 2 schematically a boat on which a boat drive according to the invention is arranged;
• Figure 3 a schematic perspective side view of a portion of the boat drive Figure 2 ;
• Figure 4 a schematic sectional view of the boat drive Figure 3 ;
• Figure 5 a schematic sectional view of a boat drive in a further embodiment;
• Figure 6 a schematic side view of a boat drive in a further embodiment;
• Figure 7 a schematic sectional view of the boat drive Figure 6 ;
• Figure 8 a further schematic sectional view of the boat drive Figure 6 ;
• Figure 9 schematically a boat drive in a further embodiment;
• Figure 10 schematically another boat with a boat drive in a further embodiment which does not fall within the scope of protection of the present invention; and
• Figure 11 a schematic sectional view of the boat drive Figure 10 .

Detailed description of preferred exemplary embodiments

Preferred exemplary embodiments are described below with reference to the figures. Identical, similar or identically acting elements are provided with identical reference symbols in the different figures, and a repeated description of these elements is in some cases dispensed with in order to avoid redundancies.

In Figure 1 a functional principle of a boat drive 1 according to the invention is shown schematically. This has a drive unit 2, in the interior of which an electric motor 22 is arranged, which in this embodiment via a gear 24 with a propeller 26 to generate a Propulsion is connected. In alternative embodiments, the gearbox can also be dispensed with and the propeller 26 is directly connected to the electric motor 22.

The boat drive 1 also has a holder 3, by means of which the drive unit 2 can be attached to a boat having the boat drive 1. As a rule, the boat drive 1 is attached to a boat in such a way that the axis of the propeller 26 is arranged essentially horizontally. The drive unit 2 is also mostly rotatable or pivotable about at least one axis.

A decoupling device 4 is provided between the drive unit 2 and the holder 3, by means of which the drive unit 2 is decoupled from the holder 3. This makes it possible to dampen vibrations, which are indicated here by the reference symbol S, or vibrations that are generated in the electric motor 22 and in particular in the transmission 24 when the boat drive 1 is operated, in the fastening area of the bracket 3 and drive unit 2. The vibrations S are consequently either transmitted to the holder 3 with a (greatly) reduced amplitude or are even completely prevented from transferring to the holder 3. As a result of the vibration damping, the holder 3 generates lower noise emissions in accordance with the degree of damping, so that a quiet and low-vibration journey with a boat having the boat drive 1 is possible.

Figure 2 shows schematically a boat 100 on which a boat drive 1 according to the invention is arranged. In the present case, the boat drive 1 is designed as an outboard drive and is fastened to the mirror (not shown) of the boat 1 by means of the holder 3. The bracket is used to pivot the drive unit 2 to the boat 100, the bracket 3 partially extending below the surface of the water, so that the drive unit 2 is under water.

In Figure 3 FIG. 11 is a schematic perspective side view of a portion of the boat drive 1 from FIG Figure 2 shown. It can be clearly seen from this that the holder 3 has a clamping device 30 in which the drive unit 2 is held. For this purpose, the clamping device 30 has a first clamping arm 32 on the side of the holder 3 and an opposite second clamping arm 33. The drive unit 2 in the form of a pylon is arranged in between.

The clamping device 30 also has fastening elements 36, in the present case designed as screws, with which the distance between the first and second clamping arms 32, 33 can be varied and thus a clamping force on the drive unit 2 located in the clamping device 30 can be exercised. For this purpose, the drive unit 2 has a compression-resistant fastening area 20 in the area of the clamping device 30, so that a sufficiently high clamping force effect is generated and the drive unit 2 can thus be securely held by the holder 3.

Alternatively, other types of fastening means can also be used individually or in combination, for example rivets, buckles, pin connections and / or locking bolts, as well as material connections such as gluing, soldering or welding.

In a preferred alternative embodiment, the clamping device 30 is designed in the form of a cuff, clamp or clamp.

A decoupling arrangement 4 is provided between the holder 3 and the drive unit 2, which decouples the holder 3 from the drive unit 2 with regard to vibrations. As a result, oscillations or vibrations generated in the drive unit 2 are damped by the decoupling arrangement 4, so that they are passed on to the holder 3 in a greatly reduced manner. The damping effect of the decoupling device 4 is chosen so that when the boat drive is cruising, in which the electric motor of the drive unit 2 is operated at, for example, about 80% of its rated power, the vibrations are so greatly reduced that the vibrations caused by the damped vibration amplitude Bracket generated noise emissions in relation to their frequency are essentially below a sound pressure level which can still be perceived by the human ear.

How in particular Figure 4 , which is a schematic sectional view of the boat drive from Figure 3 shows, it can be seen that the decoupling arrangement 4 in the FIG Figure 3 The embodiment shown has a vibration decoupling damping element in the form of a continuous intermediate layer 40 made of a saltwater-resistant, elastic polyurethane compound. Alternatively, the intermediate layer 40 can also be made from another elastic material, preferably an elastomer, particularly preferably rubber, for example natural rubber. The intermediate layer 40 essentially has the shape of a pipe section or hose section which is modeled on the outer contour of the drive unit 2 and is pushed onto it.

Figure 5 a schematic sectional view of a boat drive 1 in a further embodiment can be seen. The boat drive 1 shown therein corresponds essentially to that shown in FIG Figure 3 , with the in Figure 5 A position securing device 46 for securing the position of the drive unit 2 relative to the bracket 3 is provided. Here are in the intermediate layer 40 seen in the circumferential direction of the intermediate layer 40 in regular Spaced rod segments 48 are arranged, which extend parallel to the longitudinal axis of the drive unit 2. In the present case, the rod segments 48 are received in the intermediate layer 40 and radially completely encased by this. To accommodate the rod segments 48, corresponding grooves 28, 38 are provided in the holder 3 and in the drive unit 2.

The rod segments 48 are preferably made of a stable material, for example a plastic with greater strength than the material of the intermediate layer 40, or made of metal. In a further development, the rod segments also have an elastic material different from the elastic material of the intermediate layer 40.

Since the rod segments 48 are completely surrounded by the material of the intermediate layer 40, vibration damping also occurs in the area of the rod segments 48.

In the present case, the position securing device 46 is designed to prevent the drive unit 2 from rotating about its longitudinal axis with respect to the holder 3. By providing a further position securing element (not shown) extending in the circumferential direction of the intermediate layer 40, securing against displacement of the drive unit 2 along its longitudinal axis can also be achieved.

Alternatively, the position assurance can also be provided by at least one expression in the holder 3 and / or the drive unit 2 which engages in at least one correspondingly complementary exception or recess on the drive unit 2 or holder 3. In this case, at least one vibration decoupling damping element is preferably arranged between the at least one expression and the at least one depression in order to provide damping in this area as well.

If the expression and recess are spaced apart from one another in the assembled state of the boat drive 1, an intermediate layer can also be dispensed with there. The position securing then only acts when the drive unit 2 changes relative to the holder 3. The at least one characteristic therefore only comes into contact with the at least one recess when the position changes, so that there is then an unhindered transmission of the vibrations generated in the drive unit 2 comes onto bracket 3. The vibrations then transmitted in turn generate noise emissions which signal to a person operating the boat drive 1 that the drive unit 2 has undergone a change in position.

Furthermore, a position sensor can be provided which detects the position of the drive unit 2 relative to the holder 3 and, if the position of the drive unit 2 changes by a predetermined limit value, a signal unit can be provided, which then detects the change in position of the drive unit 2 relative to the holder 3 or that the limit value has been exceeded.

Figure 6 shows a schematic side view of a boat drive 1 in a further embodiment. In contrast to the boat drive 1 according to Figure 3 the drive unit 2 has a remote fastening area 20 here. As a result, the outer contour of the clamping arms 32, 33 of the clamping device 30 essentially corresponds to that of the drive unit 2 here is present. The flow resistance of the boat drive 1 off Figure 6 is therefore compared to the in Figure 3 shown boat drive 1 less.

the end Figure 7 FIG. 3 is a schematic sectional view of the boat drive of FIG Figure 6 refer to. A decoupling device 4 in the form of an annular or hollow cylindrical or tubular segment-shaped intermediate layer 40 made of a rubber is vulcanized onto the fastening area 20 between the holder 3 and the drive unit 2.

The offset fastening area 20 also provides a position securing device 46 against displacement of the drive unit 2 along its longitudinal axis with respect to the holder 3. The clamping device 30 engages positively in the fastening area 20. When the drive unit 2 moves along its longitudinal axis from the in Figure 7 The position shown would result in contact between the clamping arms 32, 33 and a side wall 21 of the fastening area 20. This form-fit prevents the drive unit 2 from moving further. As a result, the drive unit 2 can be prevented from slipping out of the clamping device 30 if the intermediate layer 40 is damaged. Alternatively, the area between the clamping device 30 and the side walls 21 can also be filled with an elastic material.

How out Figure 8 , which is a schematic sectional view of the boat drive 1 from Figure 6 perpendicular to the longitudinal axis of the drive unit 2 shows, the fastening area 20 has a non-circular contour on the outside and correspondingly the intermediate layer 40 as well as on the inside of the clamping arms 32, 33. The non-round shape ensures that the position of the drive unit 2 is secured against twisting about its longitudinal axis. Furthermore, so can Torques are transmitted from the drive unit 2 to the bracket 3 particularly evenly.

Figure 9 shows schematically a boat drive 1 in a further embodiment. The structure of the boat drive 1 essentially corresponds to that of Figure 7 . Instead of the continuous hollow cylinder-shaped intermediate layer as a decoupling arrangement 4, two O-rings 42, which are provided in corresponding grooves 28, 38 in the housing 23 of the drive unit 2 and in the holder 3, engage. The O-rings 42 decouple the drive unit 2 both in the radial and in the axial direction with respect to the longitudinal axis of the drive unit 2.

Figure 10 shows schematically a further boat 100 with a boat drive 1 in the form of a pod drive. The boat in Figure 10 is a sailing yacht, the pod drive being arranged in the lower area of the hull 110 of the yacht.

In Figure 11 FIG. 3 is a schematic sectional view of the boat drive 1 from FIG Figure 10 shown. The embodiment shown in Figures 10 and 11 does not fall within the scope of the invention. The mount 3 of the boat drive comprises a shaft 34 which is rotatably fastened to the hull and which is encased by a streamlined profile cover 35 rigidly connected to the hull 110. The shaft 34 extends into the interior of a streamlined housing 23 of the drive unit 2.

At the lower end of the shaft 34, it has a flange 37, via which the drive unit 2 is connected to the holder 3 at a fastening area 20. To decouple the holder 3 and the drive unit 2, a vibration decoupling damping element 44 is arranged between the flange 37 and the fastening area 20, the damper hardness of which is adjustable.

In addition to the intermediate layer 40, at least one spring element (not shown) can be provided here in order to enable an improved shock-absorbing effect of the decoupling arrangement 4.

Alternatively, the decoupling device 4 can also be designed in the form of a Hardy disk. The boat drive 1 off Figure 11 furthermore has a damping adjustment device 5. For this purpose, a vibration sensor 52 is arranged on the holder 3, which transmits signals to a damper stiffness control unit 50. The vibration sensor 52 detects the vibrations on the shaft 34. On the basis of this, the damper hardness control unit 50 determines an optimal damper hardness and adapts the current damper hardness of the vibration decoupling damping element 44 to the determined optimal value. This ensures that the damping of the vibrations by the decoupling arrangement 4 is always carried out takes place in the best possible way and is adapted to changing operating conditions of the boat drive 1 during its operation.

As far as applicable, all the individual features that are shown in the exemplary embodiments can be combined with one another and / or exchanged without departing from the scope of the invention.

Reference list

1

Boat propulsion

2

Drive unit

20th

Attachment area

21

Side wall

22nd

Electric motor

23

casing

24

transmission

26th

propeller

28

Groove

3

bracket

30th

Clamping device

32.33

Clamp arm

34

shaft

35

Streamlined profile cover

36

Fastener

37

flange

38

Groove

4th

Decoupling arrangement

40

Liner

42

O-ring

44

Vibration isolation damping element

46

Position assurance

48

Staff segment

5

Damping adjustment device

50

Damper hardness control unit

52

Vibration sensor

S.

Vibrations

100

boat

110

hull

Claims (10)

1. Boat drive (1) for driving a boat (100), comprising a drive unit (2) having an electric motor (22) and a mount (3) connected with the drive unit (2) for fastening the boat drive (1) to the boat (100), wherein the mount (3) is provided for spacing the drive unit (2) from a body (110) of the boat (100),
   characterised in that
   the drive unit (2) is in the form of a pylon, wherein the mount (3) has a clamping device (30) in which the drive unit (2) is held, wherein at least one clamping arm (32, 33) of the clamping device (30) grips the drive unit (2) from the outside, and a decoupling arrangement (4) for decoupling vibrations (S) generated in the drive unit (2) is arranged between the drive unit (2) and the clamping device (30) of the mount (3).
2. Boat drive (1) according to claim 1, characterised in that the decoupling arrangement (4) has at least one vibration decoupling damping element (44) which is arranged between the drive unit (2) and the mount (3).
3. Boat drive (1) according to claim 2, characterised in that at least one vibration decoupling damping element (44) has an elastic material, preferably an elastomeric material, especially preferably rubber.
4. Boat drive (1) according to claim 2 or 3, characterised in that at least one vibration decoupling damping element (44) has at least two materials of different elasticity, preferably at least two elastic materials.
5. Boat drive (1) according to any of claims 2 to 4, characterised in that the at least one vibration decoupling damping element (44) is formed as a substantially continuous intermediate layer (40).
6. Boat drive (1) according to any of the preceding claims, characterised in that the clamping device (30) is formed as a cuff, bracket or clamp.
7. Boat drive (1) according to any of claims 1 to 5, characterised in that the mount (3) has a flange (37) for connection to a fastening area (20) of the drive unit (2).
8. Boat drive (1) according to any of the preceding claims, characterised in that a position lock (46) is provided for locking the position of the drive unit (2) relative to the mount (3), wherein the position lock (46) is formed preferably to counter a twisting and/or displacing of the drive unit (2) with respect to the mount (3).
9. Boat drive (1) according to any of the preceding claims, characterised in that a damping adaptation device (5) is provided for adapting a damper hardness of the decoupling device (4).
10. Boat drive (1) according to claim 9, characterised in that an at least one vibration sensor (52) detects a vibration of the drive unit (2) and/or of the mount (3), wherein the damping adaptation device (5) preferably adapts the adaptation of the damper hardness on the basis of the values detected by the at least one vibration sensor (52).

Images