EP4249371A1 - Poignée de commande pour un système d'entraînement électrique marin - Google Patents

Poignée de commande pour un système d'entraînement électrique marin Download PDF

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Publication number
EP4249371A1
EP4249371A1 EP22163814.1A EP22163814A EP4249371A1 EP 4249371 A1 EP4249371 A1 EP 4249371A1 EP 22163814 A EP22163814 A EP 22163814A EP 4249371 A1 EP4249371 A1 EP 4249371A1
Authority
EP
European Patent Office
Prior art keywords
handle
drive system
electric drive
sailboat
engagement position
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.)
Pending
Application number
EP22163814.1A
Other languages
German (de)
English (en)
Inventor
Thorbjörn LUNDQVIST
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.)
Volvo Penta AB
Original Assignee
Volvo Penta AB
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 Volvo Penta AB filed Critical Volvo Penta AB
Priority to EP22163814.1A priority Critical patent/EP4249371A1/fr
Priority to US18/180,500 priority patent/US20230322350A1/en
Priority to CN202310279570.8A priority patent/CN116803840A/zh
Publication of EP4249371A1 publication Critical patent/EP4249371A1/fr
Pending legal-status Critical Current

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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
    • B63H20/08—Means enabling movement of the position of the propulsion element, e.g. for trim, tilt or steering; Control of trim or tilt
    • B63H20/12—Means enabling steering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
    • B63H21/17—Use of propulsion power plant or units on vessels the vessels being motor-driven by electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/20—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/21—Control means for engine or transmission, specially adapted for use on marine vessels
    • B63H21/213—Levers or the like for controlling the engine or the transmission, e.g. single hand control levers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H23/00—Transmitting power from propulsion power plant to propulsive elements
    • B63H23/28—Transmitting power from propulsion power plant to propulsive elements with synchronisation of propulsive elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/02—Initiating means for steering, for slowing down, otherwise than by use of propulsive elements, or for dynamic anchoring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H9/00—Marine propulsion provided directly by wind power
    • B63H9/04—Marine propulsion provided directly by wind power using sails or like wind-catching surfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/21—Control means for engine or transmission, specially adapted for use on marine vessels
    • B63H2021/216—Control means for engine or transmission, specially adapted for use on marine vessels using electric control means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/02—Initiating means for steering, for slowing down, otherwise than by use of propulsive elements, or for dynamic anchoring
    • B63H2025/022—Steering wheels; Posts for steering wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/02—Initiating means for steering, for slowing down, otherwise than by use of propulsive elements, or for dynamic anchoring
    • B63H2025/024—Handle-bars; Posts for supporting handle-bars, e.g. adjustable posts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/06—Steering by rudders
    • B63H25/38—Rudders

Definitions

  • the present invention relates to a control handle for a marine electric drive system of a sailboat, where the sailboat is provided with an electric drive motor.
  • Electric propulsion of vehicles is getting more and more common in order to replace combustible fuels. Slowly, electrical propulsion of marine vehicles are also gaining more interest. Electrical drive systems for slower boats, such as gigs or sailboats, are relatively energy efficient when the boat travels at low speeds. A further advantage for sailboats is that they normally do not need the motor, and that the motor is mostly used in emergencies and when docking. In such cases, an electric drive may be plausible.
  • Smaller sailboats are controlled or steered by a tiller connected to a rudder at the rear or stern of the sailboat.
  • the tiller may be directly connected to the rudder, or through a transmission or the like, depending on the size of the sailboat and the type of rudder. If a sailboat is to be propelled by a combustion engine, the speed and the direction of the engine is controlled by a separate lever, and the sailboat is steered by the tiller/rudder combination.
  • Some sailboats are also provided with an electric motor that can propel the sailboat in a forward or reverse direction, e.g. when docking or when there is no or little wind blowing. Such a motor is also controlled with a separate lever.
  • Smaller outboard engines both combustion engines and electric motors, are provided with a handle to steer the engine or motor.
  • the handle is provided with a rotational control mechanism that can control the speed of the motor.
  • the control mechanism is provided with a central idle position in which the engine is shut off, and where a rotation in one direction will drive the motor in a forward direction and a rotation in the other direction will drive the motor in a reverse direction.
  • US20080207065 describes an electric outboard motor provided with a handle having several functions to control the motor.
  • US20040152373 describes an electric drive system for a sailboat, where a switch device is used to control the different operation modes of the electric drive system.
  • An object of the invention is therefore to provide an improved control handle for a sailboat.
  • a further object of the invention is to provide an electric drive system for a sailboat comprising such a control handle.
  • a further object of the invention is to provide a method for controlling an electric drive system of a sailboat.
  • a further object of the invention is to provide a sailboat comprising such a control handle.
  • a control handle for controlling an electric drive system of a sailboat where the control handle comprises a handle and a handle shaft, where the control handle is provided with a plurality of engagement positions, where a first engagement position is adapted to engage a forward drive mode of the electric drive system, a second engagement position is adapted to engage a reverse drive mode of the electric drive system, a third engagement position is adapted to engage an idle drive mode of the electric drive system, the object of the invention is achieved in that a fourth engagement position is adapted to engage a hydro energy generation mode of the electric drive system.
  • control handle for a sailboat
  • a person can control the different drive modes of the electric drive system of the sailboat with one hand by moving the handle to different positions.
  • the control handle can be arranged close to the steering wheel, at the pedestal such that it is easy to reach and control when the sailboat is steered.
  • the different engagement positions will control an electric drive system comprising an electric machine that is drivingly connected to a propeller of the sailboat.
  • An electronic control unit receives control signals from the control handle and controls the electric machine. The control signals may be sent to the ECU through a wire or through wireless communication.
  • the forward drive mode is engaged, which will rotate the propeller in a forward direction.
  • the reverse drive mode is engaged, which will rotate the propeller in a reverse direction.
  • the neutral or idle drive mode is engaged, in which the electric machine either rotates the propeller with a rotational speed corresponding to the speed of the sailboat, or in which the electric machine is disconnected from the propeller, such that the propeller will not induce any drag to the sailboat.
  • the hydro energy generation mode is engaged, in which the electric machine is rotated by the propeller such that the electric machine generates electricity to charge the battery.
  • the control handle is longitudinal and comprises a handle and a handle shaft around which the handle can be rotated in order to engage different drive modes of the electric drive system.
  • the handle is in one example between 5 - 15 cm long such that it can easily be operated by the hand of a person.
  • the diameter may be in the range of 3 - 6 cm.
  • the control handle may be provided with a mounting plate that is perpendicular to the handle shaft, such that the control handle can be mounted on e.g. a pedestal of the steering wheel.
  • the first engagement position, the second engagement position and the third engagement position are controlled by the handle when the handle is in an intermediate longitudinal position on the handle shaft.
  • the third engagement position is an intermediate position from which the first engagement position and the second engagement position are reached by rotating the handle.
  • the handle can further be moved in a first longitudinal direction and/or a second longitudinal direction on the handle shaft in order to engage e.g. a locking position or the fourth engagement position of the handle.
  • the control handle is in one example provided with a locking position in which the different drive modes cannot be changed. In the locking mode, all drive modes may be disengaged or the last used handle position may be preserved and locked.
  • the locking position is in one example reached by moving the handle in a second direction, which may be away from the mounting plate of the control handle.
  • the control handle is also provided with a fourth engagement position in which the electric machine generates electricity to charge the battery.
  • the fourth engagement position is in one example reached by moving the handle in a first direction, which may be towards the mounting plate of the handle. In the fourth engagement position, engaging the hydro energy generation mode, all drive modes are disabled.
  • the steering wheel of the sailboat is connected to a rudder arranged to steer the sailboat.
  • the steering wheel is mounted on a pedestal, which may also comprise instruments and the control handle.
  • the rudder is positioned underneath the sailboat, with the steering wheel being connected to the rudder through a transmission of some kind.
  • the main travel direction of the sailboat is forwards, i.e. travelling in the direction in which the bow points. In a reverse direction, the sailboat will travel in the direction of the stern.
  • the idle drive mode When the handle is in the intermediate longitudinal position and is not turned in any direction, the idle drive mode will be engaged. In the idle drive mode, the electric drive system will be neutral and will not affect the speed of the sailboat. In one example, this is achieved by rotating the propeller with a rotational speed that corresponds to the speed of the sailboat, such that the propeller does not induce any additional drag on the sailboat.
  • the electric machine By using this type of idle drive mode, the electric machine is always connected and ready to drive the sailboat forwards or rearwards at e.g. an emergency. Further, this allows for the use of a fixed propeller without the normal drawbacks of a fixed propeller, i.e. induced drag. It is also possible to place the electric drive system in the idle drive mode by disconnecting the electric machine from the propeller by the use of a clutch, either mechanical or electrical. With the electric machine disconnected from the propeller, the propeller can rotate freely and will induce a minimal drag.
  • the steps of; engaging the electric drive system in an idle drive mode when the handle is in a third engagement position; engaging the electric drive system in a forward drive mode by rotating the handle in a first direction from the third engagement position; engaging the electric drive system in a reverse drive mode by rotating the handle in a second direction from the third engagement position; and engaging the electric drive system in a hydro energy generation mode by moving the handle in a first longitudinal direction are disclosed.
  • Fig. 1 shows a schematic sailboat 30 provided with an electric drive system 1 for propelling the sailboat or for generating electric energy.
  • the electric drive system 1 comprises a drive unit 6 comprising an electric machine 5 that is drivingly connected to a propeller 7.
  • the drive unit 6 is mounted on the bottom of the boat, under the hull 3.
  • the electric machine is in the shown example arranged at the lower part of the drive unit.
  • the electric machine may also be arranged inside the hull and may be connected to the propeller through a transmission.
  • the propeller is preferably a fixed, non-foldable propeller.
  • the electric drive system also comprises an electronic control unit (ECU) 15 and a battery 16. The ECU controls the electric drive system.
  • ECU electronice control unit
  • the sailboat 30 is provided with a bow 17 arranged at the front of the sailboat and a stern 18 arranged at the rear of the sailboat.
  • a forward travel direction is the normal travel direction of the sailboat and is the direction in which the bow points.
  • a reverse direction is a direction in which the stern points.
  • the control handle 22 may be arranged at the pedestal 20 on which the steering wheel 19 of the sailboat is mounted and may e.g. point in the starboard direction.
  • the control handle 22 may comprise a mounting plate 21 by which the control handle is mounted to the sailboat.
  • the sailboat comprises a steering wheel 19 connected to a rudder 4 that is arranged to steer the sailboat.
  • the sailboat is a relatively large sailboat, over around 10 meters or more, where the direction of the sailboat is controlled by one or two steering wheels.
  • the steering wheel controls the direction of the rudder and may also control the direction of the propeller.
  • the control handle 22 is provided with different engagement positions. The use of a control handle at the pedestal of the steering wheel allows a person to control the different drive modes and the regeneration mode of the electric drive system of the sailboat with one hand.
  • the different drive modes and the generation mode are set by moving the handle to different positions.
  • the control handle will send control signals to the ECU depending on the actual engagement position of the handle, such that the ECU will be able to control the electric drive system.
  • the control signals may be sent to the ECU through a wire or through wireless communication.
  • the handle can be rotated and can be set in three longitudinal positions.
  • Fig. 3 shows the three longitudinal positions, where Fig. 3a shows the handle 8 in an intermediate position 14, Fig. 3b shows the handle in an outward, second position corresponding to a locking position 13, where the handle has been moved away from the mounting plate of the handle from the intermediate position.
  • Fig. 3c shows the handle in an inward, first position corresponding to a fourth engagement position 12, where the handle has been moved towards the mounting plate of the handle from the intermediate position.
  • the handle In the intermediate position 14, the handle can be rotated in a first, e.g. clockwise direction or in a second, e.g. counter-clockwise direction from the third engagement position.
  • Fig. 2 shows an example of a handle 8 in the intermediate position 14 seen from the front of the control handle 22.
  • the handle 8 can be set in a first engagement position 9, a second engagement position 10 and in a third engagement position 11.
  • the third engagement position 11 is a mid position where the handle is in an idle, not rotated position.
  • the third engagement position sets the electric drive system in a neutral or idle drive mode, in which the propeller will not induce any or minimal drag to the sailboat and in which the propeller does not affect the speed of the sailboat.
  • this is achieved by rotating the propeller with a rotational speed that corresponds to the speed of the sailboat, such that the propeller does not induce any additional drag on the sailboat.
  • the electric machine is always connected and ready to drive the sailboat forwards or backwards at e.g. an emergency. It is also possible to disconnect the electric machine from the propeller with a clutch.
  • the handle can be rotated around the handle shaft in order to engage different drive modes of the electric drive system.
  • the first engagement position, the second engagement position and the third engagement position are controlled by rotating the handle when the handle is in an intermediate longitudinal position.
  • the handle can be moved outwards on the handle shaft in order to engage a locking position of the handle, and can be moved inwards on the handle shaft in order to engage the fourth engagement position of the handle.
  • the forward drive mode is engaged, which will rotate the propeller in a forward direction with a speed that is larger than the speed of the sailboat, such that the propeller will drive the boat forward.
  • the first engagement position 9 is in one example reached by rotating the handle 8 in a first, clockwise direction from the third engagement position when seen from the front of the handle, where the rotational position corresponds to a desired forward speed signal that is sent to the ECU.
  • the first engagement position 9 may also be reached by rotating the handle 8 in a counter-clockwise direction from the third engagement position.
  • the rotational direction for the first engagement position may depend on the mounting position of the control handle. With the control handle mounted on the starboard side of the pedestal, a clockwise rotation can be seen as a forward rotation.
  • the handle may be spring-loaded such that the handle will return to the third engagement position if it is released.
  • the control handle may also be provided with a friction brake that holds the handle in the set rotational position. In this way, the handle can be released without affecting the forward speed of the sailboat. It is also possible to hold the handle in the actual rotational position by pulling the handle outwards, away from the mounting plate of the control handle, to the locking position 13. In this position, the handle is locked in a rotational position and cannot be changed. In this way, a person must not hold the handle in a desired position, which may be difficult when handling a steering wheel.
  • the second engagement position 10 In the second engagement position, the reverse drive mode is engaged, which will rotate the propeller in a reverse direction such that the propeller will drive the boat rearwards.
  • the second engagement position 10 is in one example reached by rotating the handle 8 in a second, counter-clockwise direction from the third engagement position when seen from the front of the handle, where the rotational position corresponds to a desired reverse speed signal that is sent to the ECU.
  • the second engagement position 10 may also be reached by rotating the handle 8 in a clockwise direction from the third engagement position.
  • the handle may be spring-loaded such that the handle will return to the third engagement position if it is released.
  • the control handle may also be provided with a friction brake that holds the handle in the set rotational position. It would also be possible to lock the handle in the actual rotational position by pulling the handle outwards, away from the mounting plane of the handle to the locking position 13.
  • the locking position may also be selected by moving the handle inwards.
  • the handle In the locking position, the handle is locked in the actual rotational position.
  • the idle drive mode By moving the handle outwards when in the third engagement position, i.e. when the electric drive system is in the idle drive mode, the idle drive mode is selected and the handle cannot accidentally be rotated to another engagement position.
  • This locked position will be used when sailing.
  • This drive mode is useful when there is no wind and the sailboat must use the motor to move forwards.
  • the electric drive system is set in a hydro energy generation mode where the electric machine generates electricity to charge the battery.
  • the fourth engagement position is in one example reached by moving the handle inwards, towards the mounting plate of the control handle.
  • the fourth engagement position may also be reached by moving the handle outwards.
  • the other drive modes are disabled regardless of the rotational position of the handle.
  • the electric drive system is adapted to control the rotation of the propeller to a rotational speed that corresponds to a speed that is lower than the actual speed of the sailboat. In this way, the speed of the boat will force the propeller to rotate such that the electric machine will generate electricity to charge the battery.
  • the ECU will control the induced charge current such that the rotation of the propeller reduces the speed of the sailboat by a predefined amount.
  • the charge current is dependent on the rotational speed of the propeller and may be set in different ways. In one example, the charge current is set in dependence of the speed of the sailboat.
  • the charge current is set to a low value in order to minimize the drag of the propeller.
  • the charge current can be set to a higher value.
  • the charge current may be set to reduce the speed of the sailboat by e.g. a speed between 0.3 to 0.5 knots.
  • the charge current may be set to reduce the speed of the sailboat by e.g. a speed between 0.8 to 1.2 knots.
  • the charge current may also be set in dependency of the actual state of charge of the battery.
  • a low state of charge may set the charge current to a higher value, and a high state of charge may set the charge current to a low value, or may disconnect the electric machine completely, such that the battery is not charged at all. It is also possible to set the desired charge current in a menu system of the control system.
  • Fig. 4 shows a schematic flow chart of the method for engaging an electric drive system of a sailboat in different drive modes or a generation mode, where the drive modes or the generation mode are set by the use of a control handle comprising a handle.
  • the drive mode is an idle drive mode with the handle in a third engagement position.
  • the propeller In the idle drive mode, the propeller is either driven with a rotational speed that corresponds to the actual speed of the sailboat, such that the propeller does not induce any drag on the sailboat, or is disconnected from the electric machine such that the propeller can rotate freely.
  • the drive mode is a forward drive mode where the sailboat is driven forwards by the propeller.
  • the forward drive mode is reached by turning the handle in a first direction, e.g. clockwise direction, and the desired speed is set by the rotational position of the handle. If the handle is spring-loaded, the handle will return to the third engagement position when the handle is released. If the control handle is provided with a friction brake, the handle will remain in the selected rotational position until the handle is turned back to the third engagement position. It is also possible to lock the handle in the selected rotational position by pulling the handle towards a locking position.
  • the drive mode is a reverse drive mode where the sailboat is driven rearwards by the propeller.
  • the reverse drive mode is reached by turning the handle in a second, e.g. counter-clockwise direction, and the desired speed is set by the rotational position of the handle. If the handle is spring-loaded, the handle will return to the third engagement position when the handle is released. If the control handle is provided with a friction brake, the handle will remain in the selected rotational position until the handle is turned back to the third engagement position. It is also possible to lock the handle in the selected rotational position by pulling the handle towards a locking position.
  • the electric drive system is in a hydro energy generation mode where the battery of the sailboat is charged by the electric machine driven by the propeller.
  • the hydro energy generation mode is reached by moving the handle inwards, towards the mounting plate of the control handle.
  • the ECU can control the propeller to rotate with a speed corresponding to a speed that is lower than the actual speed of the sailboat, such that the speed of the sailboat drives the propeller.
  • the rotational speed of the propeller corresponds to a charge current to the battery.
  • the ECU can control the charge current to a desired amount, depending e.g. on the actual speed of the sailboat or the state of charge of the battery.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
EP22163814.1A 2022-03-23 2022-03-23 Poignée de commande pour un système d'entraînement électrique marin Pending EP4249371A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP22163814.1A EP4249371A1 (fr) 2022-03-23 2022-03-23 Poignée de commande pour un système d'entraînement électrique marin
US18/180,500 US20230322350A1 (en) 2022-03-23 2023-03-08 Control handle for a marine electric drive system
CN202310279570.8A CN116803840A (zh) 2022-03-23 2023-03-21 用于船用电驱动系统的控制把手

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP22163814.1A EP4249371A1 (fr) 2022-03-23 2022-03-23 Poignée de commande pour un système d'entraînement électrique marin

Publications (1)

Publication Number Publication Date
EP4249371A1 true EP4249371A1 (fr) 2023-09-27

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ID=80930508

Family Applications (1)

Application Number Title Priority Date Filing Date
EP22163814.1A Pending EP4249371A1 (fr) 2022-03-23 2022-03-23 Poignée de commande pour un système d'entraînement électrique marin

Country Status (3)

Country Link
US (1) US20230322350A1 (fr)
EP (1) EP4249371A1 (fr)
CN (1) CN116803840A (fr)

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3619632A (en) * 1969-06-02 1971-11-09 Raymond A Labombarde Outboard generator unit for sailboats
WO2002076823A1 (fr) * 2001-03-23 2002-10-03 Stefan Larsson Dispositif de bateau
JP2006036086A (ja) * 2004-07-28 2006-02-09 Honda Motor Co Ltd 船外機
US20070141924A1 (en) * 2005-12-07 2007-06-21 Honda Motor Co., Ltd. Outboard motor
US20080207065A1 (en) 2007-02-22 2008-08-28 Yamaha Marine Kabushiki Kaisha Boat propulsion apparatus
EP2090507A2 (fr) * 2008-02-15 2009-08-19 Glacier Bay, Inc. Système de propulsion
US20170327197A1 (en) * 2016-05-13 2017-11-16 Torqeedo Gmbh Electric Boat Drive

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3619632A (en) * 1969-06-02 1971-11-09 Raymond A Labombarde Outboard generator unit for sailboats
WO2002076823A1 (fr) * 2001-03-23 2002-10-03 Stefan Larsson Dispositif de bateau
US20040152373A1 (en) 2001-03-23 2004-08-05 Stefan Larsson Device at a boat
JP2006036086A (ja) * 2004-07-28 2006-02-09 Honda Motor Co Ltd 船外機
US20070141924A1 (en) * 2005-12-07 2007-06-21 Honda Motor Co., Ltd. Outboard motor
US20080207065A1 (en) 2007-02-22 2008-08-28 Yamaha Marine Kabushiki Kaisha Boat propulsion apparatus
EP2090507A2 (fr) * 2008-02-15 2009-08-19 Glacier Bay, Inc. Système de propulsion
US20170327197A1 (en) * 2016-05-13 2017-11-16 Torqeedo Gmbh Electric Boat Drive

Also Published As

Publication number Publication date
CN116803840A (zh) 2023-09-26
US20230322350A1 (en) 2023-10-12

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