JP2013525198A - Electric marine surface drive device - Google Patents

Abstract

A marine articulated surface drive propulsion system includes a housing structure that allows an electric motor for power to be applied directly to the drive structure. Alternatively, a marine articulated surface drive propulsion system may include a power transmission element for reducing the rotational speed or position of the motor shaft relative to the propeller shaft. The drive device can be modified to an existing boat hull and does not require a dedicated hull. The electric motor can fit the surface drive housing inside the transom. It is contemplated that electric motors with very small dimensions can be mounted in drive thrust tubes and ball sockets, eliminating the need for U-joints. In particular, when the propeller is not turning, it becomes a propeller for an electric motor and becomes a generator to recharge the battery.
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Description

  The present invention relates to ship propulsion systems, and more particularly, the present invention relates to improvements in environmentally friendly surface-driven ship propulsion systems.

  In light of numerous environmental issues, vehicles that can be powered using electric power instead of relying on internal combustion engines are becoming increasingly popular. To date, it has been found that commercial examples of this trend are most prevalent in the automotive industry.

  Several efforts have been made to utilize power drive technology in the marine industry, but none have incorporated surface drive devices. Although all configurations of surface drive devices have existed for some time, see Arneson US Pat. No. 4,645,463, which is expressly incorporated herein by reference.

  In addition, electric motors have been used as power sources for propellers, particularly in ships. However, the most popular examples of ships using electric motors have been implemented in hybrid electric combustion systems in the largest of the ships and electric trolling motors for small ships, but any of these marine vehicles However, it does not incorporate an electric motor to power the surface drive.

  Large pleasure boats or other boats avoid wakes and noise when at or near the marina, or at other berths, or when crossing certain parts of the waterway that have no wake Therefore, it may operate at a lower speed. Importantly, electric motors are more fuel efficient than internal combustion engines at lower speeds, and have the benefit of reduced noise and the absence of exhaust gas as compared to internal combustion engines.

  Furthermore, it should be noted that anti-idling rules and regulations have been proposed and implemented for boats and other ships in various jurisdictions. Some jurisdictions have proposed and implemented rules and regulations that prohibit the use of internal combustion engines or establish maximum horsepower ratings for internal combustion engines for certain parts of the waterways within these jurisdictions.

  Current surface drive systems do not provide a solution to the problem of excessive fuel consumption by boats powered by internal combustion engines, and exhaust emissions from such boats. Known surface drive devices are driven by heavy and noisy internal combustion engines.

  A green solution that reduces environmental pollution in a way that reduces noise and emissions and improves fuel efficiency has been desired.

U.S. Pat. No. 4,645,463

  The present invention provides an ocean surface drive system that utilizes an engine that is an electric motor to reduce noise and air pollution emissions. In some embodiments, the electric motor can be configured as a generator.

  In recent years, battery technology has been developed rapidly to the point where the stored energy density of several batteries has allowed electric propulsion of ships. In addition, advances in semiconductor switching technology allow for improvements in numerous electric motors that were not possible in the past, such as reduced size. The propulsive power of the present invention is provided by an electric motor that can be mounted directly and integrally to the inner housing of the surface drive system. Alternatively, there may be a reduction gear between the electric motor and the surface drive input shaft. When the technology can significantly reduce the size of an electric motor, it is contemplated that the electric motor can be mounted on a socket ball of a surface driven thrust tube and that there is no coupling with a universal joint.

  The electric motor may be inside the ship or outside the ship. The electric motor can directly rotate the propeller at the same number of revolutions per minute as the shaft of the electric motor. In another preferred embodiment, the electric motor can be connected to a transmission and the motor speed is reduced so that the propeller rotates at a slower RPM than the shaft of the electric motor.

  Accordingly, it is an object of the present invention to provide an electric marine surface drive system that can propel a boat using an electric motor, preferably over an extended period of time. Preferably, the ship propulsion system utilizes new battery and electric motor technology and the anticipated introduction of cost effective fuel cells as an energy source for the ship propulsion system. Another object of the present invention is to provide a marine propulsion system that is very compact, flexible in where it is installed, and more efficient and quiet. Accordingly, the preferred embodiment provides an electric marine surface drive system that can be installed in an engine compartment that is smaller or substantially the same size as a typical engine compartment that houses a conventional internal combustion engine powertrain system. . Similarly, it is an object of the present invention to provide an integrated electric propulsion system that can act on a generator and recharge its battery.

  According to a preferred embodiment, a surface drive for a marine vehicle includes at least one propeller and a support housing, wherein a portion of the propeller is above the water surface, thereby substantially reducing underwater resistance. . Furthermore, the surface drive device has at least one electric motor coupled to at least one propeller, which motor operates a motor control device for operating the electric motor and selecting the electric motor speed and direction of rotation. Including. In addition, at least one shaft and a shaft carrier are provided that couple the electric motor to the propeller, and at least a portion of the at least one shaft extends through the shaft carrier.

  In another embodiment, at least one electric motor is mounted in the support housing.

  According to another aspect of this embodiment, the electric motor is mounted on a drive shaft that is coupled to the propeller shaft, including a drive shaft and a propeller shaft. Moreover, at least one propeller is coupled to the propeller shaft.

  Another aspect of this embodiment further comprises an articulating trimming arm having an adjustable length and at least one movable joint at the end of the arm, wherein the arm is substantially parallel to the long axis of the shaft. The arm front end is connected to the marine vehicle and the arm rear end is connected around the top of the shaft carrier so as to be above the major axis. The articulated trimming arm can be extended or shortened to rotate the ball joint substantially downward and upward, respectively, thereby controlling the portion of the propeller that is submerged and the depth of submersion.

  In yet another aspect of this embodiment, the drive apparatus further comprises at least one articulated steering arm having an adjustable length and at least one movable joint at the arm end, wherein the arm front end The rear end of the arm is connected around the side of the shaft carrier and the front end of the arm is connected in front of the pivot point of the ball joint so that the part is displaced at least substantially horizontally from the long axis of the shaft. . In this case, by extending or shortening the articulated steering arm, the ball joint can be rotated to either side to control the horizontal angle of the propeller shaft relative to the marine vehicle for steering.

  According to another aspect of this embodiment, the shaft comprises at least a forward drive shaft and a propeller shaft with a coupling therebetween. Rotational motion is transmitted from the drive shaft portion to the propeller shaft portion with at least one of a reduced rotational speed of the propeller shaft or a displacement between the rotation axis of the forward drive shaft and the rotation axis of the propeller shaft. .

According to another aspect of this embodiment, a surface drive for a marine vehicle includes a support housing that is securely attached to the marine vehicle. Further, the surface drive device includes at least one electric motor capable of driving at least one propeller.
The motor has a control device for operating the electric motor and selecting the electric motor speed and direction of rotation, and a power source. The drive device also includes at least one propeller, the propeller position relative to the marine vehicle being vertical so that a portion of the propeller can be above the water surface, thereby substantially reducing underwater resistance. The direction can be controlled. Furthermore, the position of the propeller relative to the marine vehicle can be controlled in the horizontal direction to steer the direction of the marine vehicle. Further, the driving device has a front end connected to the electric motor and a rear end connected to the propeller. And at least one shaft having a shaft carrier.

  In another aspect of this embodiment, the electric motor is securely attached to one of the group including the support housing and the shaft carrier.

  These and other aspects and objects of the present invention will be better understood when considered in conjunction with the following description and the accompanying drawings. However, the following description is given by way of example and not by way of limitation of preferred embodiments of the present invention. Many changes and modifications may be made within the scope of the present invention without departing from the spirit thereof, and the invention includes all such modifications.

  Preferred exemplary embodiments of the invention are illustrated in the accompanying drawings, in which like reference numerals designate like parts throughout.

It is a side view of one embodiment of the surface driving device for ships of the present invention. FIG. 2 is a side cross-sectional view of a portion of the embodiment of FIG. It is a perspective view of another embodiment of the surface drive device for ships of the present invention which has a steering cylinder. It is a partial top view of another embodiment of the surface drive device for ships of the present invention which has a steering cylinder with which a support casing was equipped. FIG. 4 is a perspective view of another embodiment of a marine surface drive device of the present invention having a steering cylinder mounted on a marine transom, showing a hydraulic fluid conduit. FIG. 2 is a schematic diagram of a steering and trim control system for the apparatus of the preferred embodiment. FIG. 6 is a perspective view of another embodiment of the marine surface drive device of the present invention having a single steering cylinder mounted on the transom of the marine vessel. It is a side view of another embodiment of the surface drive device for ships of this invention which has a power transmission device. It is a side view of another embodiment of the surface drive device for ships of this invention which has an internal electric motor. FIG. 6 is a side view of another embodiment of a marine surface drive device of the present invention having an integrated electric motor in a housing ball joint. FIG. 10 is a longitudinal cross-sectional view along the long axis of the apparatus of FIG. 9 showing the mounting of an electric motor using a housing ball joint. 1 is a block diagram illustrating an electric motor control system according to a preferred embodiment. 1 is a block diagram illustrating an electrical charging system according to a preferred embodiment.

  With reference to the drawings, and in particular with reference to FIGS. 1 and 2, a first embodiment of an electric marine surface drive device 10 adapted for use with a marine vehicle having a transom 20 is shown. 20 or attached. The drive device 10 includes a support housing such as a tubular support casing 22 secured to the transom 20, which support housing is a ball socket 24 (FIG. 2) formed at the rear end, preferably from a synthetic plastic such as nylon. Have The propeller shaft 40 is pivotally supported by bearings 45, 47 and 49 in the propeller shaft carrier 30. The rear end of the propeller shaft 40 receives a propeller 44, such as a conventional surface through propeller. A propeller shaft carrier 30, for example, a tubular propeller shaft carrier, includes a ball 32 at the front end pivotally mounted in a ball socket 24 (collectively, a ball joint 25) as shown in FIG. And a propeller shaft housing 74 connected to the ball socket 24 at the rear end. The propeller shaft housing is preferably frustoconical. Ball joint 25 allows the angle of propeller 44 relative to the marine vehicle to be varied to affect either the speed or direction of the marine vehicle.

  The forward drive shaft 38 is supported by bearings 54 and 56 in the support casing 22. The forward drive shaft 38 is connected to a front end portion connected to the inboard electric motor 11 as shown in FIG. 1 and a universal joint 46 as shown in FIG. 2, preferably a conventional double universal joint or constant speed joint. And a rear end portion. The electric engine 11 can be any suitable horsepower AC or DC electric motor, or any conventional electric motor such as, for example, a superconducting motor of HTS technology.

  The universal joint 46 is configured so that the propeller shaft 40 rotates at the same speed as the forward drive shaft 38 while allowing angular displacement in one or more directions from the drive shaft major axis to the propeller shaft major axis. The rear end portion of 38 is connected to the front end portion of the propeller shaft 40. This angular displacement occurs when the ball joint 25 rotates or pivots, that is, when the ball 32 pivots relative to the ball socket 24 about the pivot point 50. In other words, the center of the universal joint 46 corresponds to the pivot point 50.

  The support housing 22 has a main body rear portion 51 having an open rear end portion. The main body rear portion 51 is integral with or connected to the main body front portion 52. The front body 52 extends through the transom 20 and has an open front end. Both the main body rear portion 51 and the main body front portion 52 are preferably substantially cylindrical as shown in FIGS. 1 and 2. The support casing 22 is firmly fixed to the back surface of the transom 20 by a plurality of bolts 62. The stabilizing fin 90 is fixed to or integral with the propeller shaft housing 74. Stabilizing fins 90 act to help counter the propeller lifting while the boat shaft is turning.

  Furthermore, the embodiment 10 of FIGS. 1 and 2 controls a portion of the propeller that is above the water, thereby controlling the resistance and propulsion (ie, driving the drive). A trim assembly 141 (for raising and lowering) is shown. The trim assembly 141 is pivotally connected to the housing 74 by a vertical ear 154 and a bracket 152, fixed to the end of the piston rod 142, and shiftably coupled to a power operated hydraulic trim cylinder 140. Yes. The trim assembly 141 has a ball joint member 144 for insertion into a ball receiving socket 145 contained within a socket assembly 146 secured to the transom 20 using bolts 151.

  Referring to FIG. 3, another preferred embodiment 200 has steering assemblies 117, 119 attached to ears 100, 102 that extend laterally from housing 74. The ears 100 and 102 are pivotally connected to brackets 107 and 103 fixed to the ends of the piston rods 104 and 106, respectively, and these brackets 107 and 103 are respectively hydraulically operated hydraulically. The steering cylinders 108 and 110 are shiftably coupled. Steering assemblies 117, 119 have ball joint members 112, 114 for insertion into a ball receiving socket (not shown) secured to the transom. Furthermore, the embodiment 200 of FIG. 3 has a trim assembly for raising and lowering the drive, such as the trim assembly 141 initially shown in FIGS. The trim assembly 141 is pivotally connected to the housing 74 by a vertical ear 154 and a bracket 152, fixed to the end of the piston rod 142, and shiftably coupled to a powered hydraulic trim cylinder 140. Yes. The trim assembly 141 has a ball joint member 144 for insertion into a ball receiving socket 145 secured to the transom. The operation of the trim assembly 141 is such that when the piston rod 142 contracts into the hydraulic cylinder 140, the drive device is rotatably raised, and when the piston rod 142 extends from the hydraulic cylinder 140, the drive device is lowered rotatably. In this movement, the ball joint 25 is first rotated.

  Referring to FIG. 4, the preferred embodiment 210 has two articulated steering assemblies 117, 119 that are adjustable in length, such as hydraulic steering cylinders 108, 110. The steering arms 117 and 119 have movable ball and socket joints 111 and 113, respectively. The front ends of the steering cylinders 108, 110 include ball pivots 112 and 114 that rotate into complementary recesses 116 and 118 formed in a pair of mounts 120 and 122, respectively. Accepted possible. In another aspect of this preferred embodiment, the mounts 120, 122 may be attached to or integral with the support casing 22. Referring to FIG. 5, in another preferred embodiment 220, mounts 120, 122 are secured to the transom 20 rather than the support casing 22 to reduce any stress from the casing 22.

  With continued reference to FIG. 5, embodiment 220 has a hydraulic system in which the front and rear portions of steering cylinders 108 and 110 comprise fluid conduits 130, 131, and l32, 133, respectively. The fluid conduit is in communication with a conventional hydraulic steering system 190 shown in FIG. Referring again to FIG. 5, articulated trimming arm 141 has fluid conduits 158, 160 that communicate with, for example, a conventional hydraulic trimming system 192 shown in FIG.

  Referring to FIG. 5, the front end of the trim cylinder 140 includes a ball pivot 144 that is pivotally received within a socket 145 of a mount that is secured to the transom 20 by fasteners 151. The rear end of the trim arm 141 includes a branch bracket 152 that straddles an upwardly extending pad 154 that is firmly fixed to the upper middle portion of the tube 74. A pivot pin 156 interconnects the bracket 152 and the pad 154. The hydraulic conduits 158 and 160 connect the front end and the rear end of the trim cylinder 140 using the hydraulic system shown in FIG.

  Referring now primarily to FIG. 6, the hydraulic system includes a conventional power source 180 coupled to a hydraulic pump 181. Coupled to the pump 181 are a reservoir 182 and conventional control valves 184 and 186. In a preferred embodiment, steering cylinders 108 and 110 and trim cylinder 140 are connected to valves 184 and 186 by conduits 130, 131, 132, 133, 158 and 160, respectively. Valve 184 is operatively connected to the boat steering wheel 190 in a conventional manner, and valve 186 is operatively connected to a trim lever 192 that moves up and down in a conventional manner. The rotation of the steering wheel 190 operates the valve 184 to control the flow of pressurized hydraulic fluid from the pump 181 to the steering cylinders 108 and 110. In this way, the piston rods 104 and 106 of the steering cylinder are simultaneously extended and contracted, respectively. Referring to FIG. 3, the extension and contraction of the steering cylinder 108 or 110 causes the propeller shaft carrier 30 to swing laterally about the steering axis SS, thereby laterally about the axis SS. The ball joint 25 is also pivoted to control the drive device 200 in the horizontal direction. Further, the pivot point 164 of the ball pivot 144 is on the steering axis SS, so that horizontal movement about the axis SS causes the trim arm 141 to pivot horizontally. In another preferred embodiment 230, there is only one steering cylinder 161, for example as shown in FIG. In yet another preferred embodiment, the valve 186 of FIG. 6 can be connected to an automatic trim controller that can be used in place of or in addition to the manually up and down trim lever 192 of FIG.

  Referring now to FIG. 8, in another preferred embodiment, the drive device 240 includes a drive shaft 38 that is not directly coupled to the electric motor 11 as shown in FIG. For example, it can be coupled to any conventional power transmission device such as the power transmission unit 61. 8 enables the displacement D between the axis “I” of the input shaft 39 and the axis “O” of the output shaft 38. The power transmission device 61 can rotate the output shaft 38 from the input shaft 39 at a reduced speed. Further, referring to FIG. 8, the power transmission unit 61 of the driving device 240 has a gear 65 connected to the input shaft 39 and a gear 63 connected to the rear shaft portion, and the gears include a spur gear, a planetary gear, Helical gears, herringbone gears, straight bevel gears, spiral bevel gears, hypoid gears, worm gears can alternatively be included, including chain or toothed belt drives. The electric motor 11 rotates the shaft 39, causes the gear 65 to rotate the intermediate shaft 66, and causes the gear 63 to rotate the output propeller shaft 40 and the propeller 44.

  The electric motor II of the preferred embodiment can be on board as shown in FIG. In an alternative embodiment, the electric motor is outboard and may be contained within a support housing 22 in a position in front of the ball socket 24 as shown in FIG. The drive device 250 includes an electric motor 252 that is fixed directly or indirectly to the transom 20.

  In another alternative shown in FIGS. 10 and 11, the drive device 260 includes an electric motor 262 disposed within the support housing 22 and the ball socket 24. In this case, the electric motor 262 does not move relative to the housing 22 while being firmly fixed to the propeller shaft 40 when the ball joint 25 is rotated. When in this mounting position, the motor 262 can be directly or indirectly connected to the propeller shaft 40 without the intervening universal joint 46 (FIG. 2).

  Referring now primarily to FIG. 12, the electric motor 11 requires a power source 204, which may include an electrical storage device such as a battery or capacitor, a control 206 for the speed and direction of the ship, and a motor drive unit 208. And The motor drive unit 208 has a connection 216 to the power source 204, one or more control signals from the motor control device 214, and a connection to the electric motor 210. The connection to the electric motor 210 powers the electric motor 11 at a commanded electric motor speed “v” having a rotational speed and a clockwise or counterclockwise rotational direction, and an electric motor shaft. An output motor control signal for rotating 212 is provided, the direction of rotation corresponding to the forward and backward directions commanded by the speed control signal and the direction control signal from the motor control device 206.

  In another preferred embodiment, the connection 210 from the motor drive 208 to the electric motor 11 can also include an input indicating the speed and direction of rotation of the electric motor 11. Another preferred embodiment may also include one or more signals indicating the speed and direction of the vessel. Another embodiment includes a neutral setting of the motor control device 206, where no power is provided to the electric motor 11, thereby stopping rotation.

  Referring now to FIG. 13, in a preferred embodiment, rotation “A” of propeller 44 by another power source, such as a water stream, generates some rotation B in electric motor 11. This rotation causes electric motor 11 to generate one or more currents 224, and inverter 222 utilizes such currents 224 to provide current 226 for charging power storage device 220. In a preferred embodiment, the electric motor generates a three-phase AC current 224 and the inverter 222 generates a direct current 226 to charge a storage device such as a lead acid battery 220. The electrical storage device 220 provides power to the motor 11, and in another preferred embodiment, a power source 180 (FIG. 6) for the hydraulic pump 181 is powered by the electrical storage device 220.

  It should be noted that many changes and modifications can be made to the present invention without departing from the spirit of the invention. The scope of some of these changes has been described above. Other scope will be apparent from the appended claims.

Claims (20)

A support housing;
At least one propeller, a portion of said propeller being above the water surface, thereby substantially reducing underwater resistance;
At least one electric motor coupled to the at least one propeller, the motor including a motor control device for operating the electric motor and selecting an electric motor speed and direction of rotation; A motor,
At least one shaft and shaft carrier coupling the electric motor to the propeller, wherein at least a portion of the at least one shaft extends through the shaft carrier and at least one shaft and shaft carrier. Surface drive device for a vehicle.   The drive device of claim 1, wherein the at least one electric motor is mounted within the support housing.   The drive device according to claim 1, wherein the at least one electric motor is mounted in the marine vehicle.   The drive device of claim 1, wherein the at least one shaft includes the electric motor secured to the propeller shaft.   The at least one shaft includes a drive shaft and a propeller shaft, the electric motor is connected to the drive shaft coupled to the propeller shaft, and the at least one propeller is coupled to the propeller shaft. The drive device according to claim 1.   The drive device according to claim 1, further comprising a ball joint in the support housing, whereby the angle of the propeller relative to the marine vehicle can be changed.   The drive device of claim 6, wherein the electric motor is securely mounted within the ball joint.   Further comprising an articulating trimming arm having an adjustable length and at least one movable joint at the end of the arm, wherein the arm is substantially parallel to and above the major axis of the shaft. The ball joint is substantially connected by extending or shortening the articulating trimming arm so that the front end of the arm is connected to the marine vehicle and the rear end of the arm is connected around the top of the shaft carrier. The drive device according to claim 6, wherein the propeller part that is submerged and the depth of submersion can be controlled by rotating respectively downward and upward.   And further comprising at least one articulated steering arm having an adjustable length and at least one movable joint at an arm end, wherein the arm front end is at least substantially horizontally from the shaft major axis. By connecting the rear end of the arm around the side of the shaft carrier and connecting the front end of the arm in front of the pivot point of the ball joint so as to be displaced, by extending or shortening the articulated steering arm The drive device according to claim 6, wherein the ball joint is rotated to either side to control a horizontal angle of the propeller shaft with respect to the marine vehicle for steering.   The drive device according to claim 9, wherein a front end portion of the front end portion of the articulated steering arm is firmly attached to the marine vehicle.   The drive device of claim 9, wherein the front end of the articulated steering arm front end is securely mounted around the side of the support housing and in front of a drive ball joint pivot point.   The drive device according to claim 9, further comprising a second articulated steering arm.   The shaft comprises at least a forward drive shaft and a propeller shaft with a coupling therebetween, and rotational motion is transmitted from the drive shaft portion to the propeller shaft portion, thereby causing the long axis of the drive shaft and the propeller to 7. The drive device according to claim 6, wherein at least some angular displacement between the major axis of the shaft is possible.   The drive device according to claim 13, wherein the coupling is a universal joint.   The shaft includes at least a forward drive shaft and a propeller shaft including a power transmission unit therebetween, and the power transmission device includes a reduced rotational speed of the propeller shaft or a rotational axis of the forward drive shaft and the propeller shaft. The drive device according to claim 1, wherein a rotational motion is transmitted from the forward drive shaft to the propeller shaft together with at least one of displacements between the rotation shaft of the propeller shaft.   The power transmission unit includes at least one gear connected to the forward drive shaft and at least one gear connected to the propeller shaft, and the gear includes a spur gear, a planetary gear, a helical gear, a herringbone gear, a straight The drive device according to claim 15, wherein the drive device is selected from at least one of the group consisting of a bevel gear, a spiral bevel gear, a hypoid gear, and a worm gear.   A motor drive connected to the motor control device; a power source; and at least one electric motor, the motor drive based on a speed control signal and a direction control signal from the motor control device. The drive device of claim 1, wherein power is provided from a source to the electric motor.   A power conversion device connected to the motor control device; and an electrical storage device, wherein the inverter provides power from the electric motor to the power storage device when generating current but not being driven. The drive device according to claim 1. A surface drive device for a marine vehicle,
A support housing firmly attached to the marine vehicle;
At least one electric motor capable of driving at least one propeller, the motor having a control device for operating the electric motor and selecting an electric motor speed and direction of rotation; A motor,
A power source,
At least one propeller, wherein the position of the propeller relative to the marine vehicle is in a vertical direction such that a portion of the propeller is above the water surface, thereby substantially reducing underwater resistance. At least one propeller that is controllable and wherein the position of the propeller relative to the marine vehicle is controllable horizontally to steer the direction of the marine vehicle;
A surface comprising: a front end connected to the electric motor; a rear end connected to the propeller; and at least one shaft having a shaft carrier extending through the shaft carrier. Drive device.   20. The drive device of claim 19, wherein the electric motor is securely attached to one of the group comprising the support housing and the shaft carrier.

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