WO2022174289A1 - Hélice pour véhicule nautique motorisé - Google Patents

Hélice pour véhicule nautique motorisé Download PDF

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Publication number
WO2022174289A1
WO2022174289A1 PCT/AU2022/050107 AU2022050107W WO2022174289A1 WO 2022174289 A1 WO2022174289 A1 WO 2022174289A1 AU 2022050107 W AU2022050107 W AU 2022050107W WO 2022174289 A1 WO2022174289 A1 WO 2022174289A1
Authority
WO
WIPO (PCT)
Prior art keywords
propeller
drive shaft
watercraft according
watercraft
controller
Prior art date
Application number
PCT/AU2022/050107
Other languages
English (en)
Inventor
Lars Milde
Ken MACKEN
Original Assignee
Fliteboard Pty Ltd
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
Priority claimed from AU2021900439A external-priority patent/AU2021900439A0/en
Application filed by Fliteboard Pty Ltd filed Critical Fliteboard Pty Ltd
Publication of WO2022174289A1 publication Critical patent/WO2022174289A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B32/00—Water sports boards; Accessories therefor
    • B63B32/10—Motor-propelled water sports boards
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/16—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces
    • B63B1/24—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type
    • B63B1/246—Arrangements of propulsion elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B32/00—Water sports boards; Accessories therefor
    • B63B32/60—Board appendages, e.g. fins, hydrofoils or centre boards
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B34/00—Vessels specially adapted for water sports or leisure; Body-supporting devices specially adapted for water sports or leisure
    • B63B34/40—Body-supporting structures dynamically supported by foils under water
    • 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
    • B63H20/007—Trolling 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
    • B63H21/12—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
    • B63H23/00—Transmitting power from propulsion power plant to propulsive elements
    • B63H23/30—Transmitting power from propulsion power plant to propulsive elements characterised by use of clutches
    • 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
    • B63H23/32—Other parts
    • B63H23/321—Bearings or seals specially adapted for propeller shafts
    • 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
    • B63H23/32—Other parts
    • B63H23/34—Propeller shafts; Paddle-wheel shafts; Attachment of propellers on shafts
    • B63H2023/348—Propeller shafts; Paddle-wheel shafts; Attachment of propellers on shafts with turning or inching gear, i.e. with means for slowly rotating, or for angularly positioning of shafts or propulsive elements mounted thereon

Definitions

  • the present invention generally relates to powered watercraft, and in particular but not exclusively to a craft or board with an electric motor and battery.
  • Control of the motor in any of the above examples may be achieved via a hand controller communicating wirelessly with motor control circuitry. Information can also be conveyed back to the user via the hand controller, or by lights on the board, motor, or another location.
  • an electric powered watercraft comprising a hull, a battery, a controller, and a motor configured to turn a drive shaft that is operatively coupled to a propeller so that rotation of the drive shaft by the motor can provide thrust to the watercraft, wherein the propeller can selectively rotate independently of the drive shaft.
  • the coupling of the drive shaft to the propeller allows rotation of the propeller relative to the drive shaft in one direction only.
  • the coupling of the drive shaft to the propeller comprises a one way bearing.
  • the one way bearing is housed within the propeller.
  • the one way bearing is a sprag clutch.
  • the one way bearing is a ratchet.
  • the one way bearing is a cam clutch.
  • the one way bearing is a roller clutch.
  • the coupling of the drive shaft to the propeller transitions between fixed and relative rotation automatically in response to torque applied to the drive shaft and/or the propeller.
  • the coupling of the drive shaft to the propeller transitions between fixed and relative rotation automatically and independently of the controller.
  • the coupling of the drive shaft to the propeller allows torque to be selectively applied to the propeller by the drive shaft in either direction.
  • the coupling of the drive shaft to the propeller can selectively allow rotation of the propeller relative to the drive shaft in either direction.
  • the coupling of the drive shaft to the propeller comprises a selective one way clutch.
  • the selective one way clutch is operated by the controller.
  • the coupling of the drive shaft to the propeller comprises a sleeve fitted to the drive shaft.
  • the hull is a boat and the motor is in the form of an electric outboard motor.
  • the hull is a board.
  • the controller is removable from the board.
  • the watercraft further comprises a hydrofoil.
  • the hydrofoil and the motor are connected to a mast that extends from the board.
  • the controller is fixed to an upper end of the mast.
  • the controller can be coupled to the board by inserting at least a portion of the controller located at the upper end of the mast into a socket of the board. [0030] In an embodiment, the controller is configured to exchange information wirelessly with an input device.
  • Figure 1 is an isometric view of a watercraft according to an embodiment of the invention.
  • Figure 2 is a side view of a hydrofoil, motor, and mast of a watercraft according to another embodiment of the invention.
  • Figure 3 is an isometric view of an underside of the watercraft from Figure 1 with a controller removed from the board;
  • Figure 4 is an exploded isometric view of a propeller of the watercraft from Figure 1 ;
  • Figure 5 is a cross sectional side view of the propeller from Figure 4; and
  • Figure 6 is a cross sectional isometric view of the propeller from Figure 4.
  • the watercraft is electric powered and includes a hull, a battery, and a controller.
  • a motor is powered by the battery and operated by the controller. It is configured to turn a drive shaft that is operatively coupled to a propeller, so that rotation of the drive shaft by the motor can provide thrust to the watercraft.
  • the coupling also allows for the propeller to selectively rotate independently of the drive shaft.
  • This system can be applied to a range of different types of watercraft, but is particularly suitable for relatively small craft, such as for use as a backup on a small sail boat or as the primary propulsion source on a rigid inflatable boat, tender, or similar.
  • the propulsion systems will generally be in the form of an outboard motor connected to a battery located within the hull.
  • This system can also be particularly appropriate for even smaller watercraft, such as those suitable for only one or two people where the hull is in the form of a board. For example, a powered surfboard.
  • the term “board” is used in a broad sense and is intended to include any suitable form of boat or flotation device.
  • the board may be a rigid structure made from fibreglass, carbon fibre, or other similar materials. It may or may not include a foam or other type of core, similar to a surfboard for example.
  • the board may be softer, such as made primarily from a rigid foam or similar.
  • the board may be inflatable or collapsible in some other way, so that it can take a rigid or at least semi-rigid form during use, but can be deflated or otherwise packed down for transport.
  • the coupling that allows the propeller to selectively rotate independently of the drive shaft can be advantageous by improving the efficiency of the overall propulsion system of the watercraft.
  • the drive shaft would be rigidly connected to the propeller, either for simplicity or due to the high torque demands of these components.
  • the propeller When a signal is sent to the motor to stop producing power, thereby allowing the watercraft to coast, the propeller would create drag as the water flowing past the propeller then begins to turn the drive shaft and associated components.
  • the propeller By allowing the propeller to rotate freely at certain times in the present invention, it may be possible to reduce drag in situations where the watercraft is moving faster through the water relative to the speed of the propeller as controlled by torque from the motor. Otherwise stated, the propeller can be locked to the drive shaft in one direction when torque is applied by the motor but allowed to “free-wheel” in the opposite direction when the torque is reduced and the watercraft is coasting. This allows the transfer of rotation to the propeller from the motor when powered and when not powered, rotate freely.
  • the coupling of the drive shaft to the propeller may allow rotation of the propeller relative to the drive shaft in one direction only.
  • the coupling of the drive shaft to the propeller may include a one way bearing or a one way clutch mechanism, such as a sprag clutch. It will be appreciated, however, that many different types of one way clutch could alternatively be used, such as but not limited to, a cam clutch, a ratchet, or a roller clutch.
  • one way clutches can be constructed from a drawn cup with needle roller clutches and have a small radial section height. They may also be referred to as one way bearings, anti-reverse bearings and/or clutch bearings. The units are typically compact, lightweight and operate directly on a shaft.
  • clutches are designed to transmit torque between the shaft and housing in one direction and allow free motion in the opposite direction. Proper mounting can be accomplished with a press fit in the housing. Torque can be transmitted by either the housing or the shaft and is positively transmitted by rollers that wedge against interior ramps. Advantageously, transition from free motion to lock can occur with minimal backlash or lost motion.
  • the one way bearing can be housed within the propeller. There is relatively little space to package the necessary devices in a hub of the propeller, but this makes such simple mechanisms as described above preferable. Having the bearing within the propeller does also make the requirement of being corrosion resistant to salt water more important, but with the modification described above this can be possible.
  • Having the bearing housed within the propeller is also particularly advantageous because it can allow for retrofitting of the present invention to earlier designs that did not include such a feature. This retrofitting procedure may then become as simple as removing the existing propeller and fitting the new design that includes the one way bearing.
  • the coupling of the drive shaft to the propeller can transition between fixed and relative rotation automatically in response to torque applied to the drive shaft and/or the propeller.
  • the transition can occur independently of the controller or any other active response.
  • the device can be purely mechanical and operate in response to physical inputs from the environment and/or motor.
  • the coupling of the drive shaft to the propeller may allow torque to be selectively applied to the propeller by the drive shaft in either direction. That is, it may be possible for the motor to apply torque in either a forward or reverse direction, while also still allowing for the propeller to rotate relative to the drive shaft in some situations.
  • the coupling of the drive shaft to the propeller may selectively allow rotation of the propeller relative to the drive shaft in either direction.
  • the coupling of the drive shaft to the propeller may include a selective one way clutch, so that torque can be applied in either direction and relative rotation can occur in one direction.
  • the selective one way clutch may be operated by the controller, while in other examples an alternative control mechanism may be provided.
  • a sleeve may be fitted to the drive shaft as part of the coupling of the drive shaft to the propeller.
  • a component may be desirable as a wear component, or consumable.
  • a one way clutch may be fitted to the sleeve, and this bearing may rotate against and therefore wear an outer surface of the sleeve. Rather than this wear occurring to the drive shaft itself, which may be difficult to replace, the sleeve may provide for simplified servicing.
  • the sleeve may also provide an additional advantage in such an example in that the one way clutch can be a larger diameter, thereby increasing the torque that can be held when locking the propeller to the drive shaft. This advantage can be significant, as this torque can be a limiting factor in the design of such a system.
  • the sleeve is not essential to the design of the coupling.
  • a one way clutch could be fitted directly to the drive shaft, and the drive shaft could even have a larger diameter at this location if the increased size of the clutch is considered to be of particular importance.
  • wear to the drive shaft may also not be an issue.
  • the hull of the watercraft is a board, such as a surfboard for example.
  • the controller may also be removable from the board. There are various reasons why this may be desirable, such as disassembly of the watercraft for transport, or for servicing or replacement of components, for example.
  • the watercraft may include a hydrofoil.
  • the hydrofoil and the motor may be connected to a mast that extends from the hull, or the hull may have a hydrofoil connected separately to an outboard motor or similar.
  • the watercraft may be in the form of an electric hydrofoil board. That is, the watercraft may further include a hydrofoil connected to the board by a mast.
  • the motor may also be connected to the mast proximal to the hydrofoil, or the hydrofoil and motor may be connected to one another so that the hydrofoil is actually connected to the mast by the motor.
  • the hydrofoil and connected components could actually take a range of forms, provided it includes one or more components for providing lift, as well as necessary components for providing propulsion.
  • a hydrofoil module may have an integrated motor and wings similar to the present Applicant’s earlier design as described in publication number WO/2019/104378. In this way, the wings are not connected directly to the mast, but rather the wings are connected to the motor housing, which in turn is connected to the mast.
  • the hydrofoil module may take a different form, such as some other known designs where a mast has wings mounted at one location and a motor mounted at a separate location.
  • the controller may in fact be fixed to an upper end of the mast, so that removal of the controller in turn also causes the mast, motor and hydrofoil to be removed from the board.
  • the controller may be coupled to the board by inserting at least a portion of the controller located at the upper end of the mast into a socket of the board, similar to that described in the present Applicant’s earlier design published as WO/2019/104379. This could allow very quick and simple assembly and disassembly, while having sufficient strength to withstand the high forces experienced by this connection during use. This connection can also allow for seals to be incorporated relatively easily, to ensure electrical connections are not exposed to water.
  • the controller is further configured to exchange information wirelessly with an input device, such as a hand controller.
  • an input device such as a hand controller.
  • This may be achieved using any suitable wireless protocol and communicators, such as Bluetooth, Bluetooth Low Energy (BLE), or the like.
  • the hand controller can function as a user input device for the watercraft, such as by receiving an input through a button or trigger and sending a signal to the controller to choose the level of thrust to be produced by the motor, for example.
  • the hand controller may also be sent information from the controller for display to a user, such as a charge level of the battery, temperature, speed, and any other relevant parameters. This may be the same or different information that is displayed on the deck of the board.
  • the watercraft 100 has a board 110 with a deck 111 that is suitable for a user to lie or stand on when in use.
  • a mast 114 extends from a lower surface of the board 110 and a motor 115 with propeller 116 is connected to a lower end of the mast 114.
  • a main hydrofoil wing 118 and a tail wing 119 are each connected to a body of the motor 115.
  • the controller 125 is shown removed from the board 110.
  • the controller 125 is fixed to the upper end of the mast 114 and can be inserted into a socket 130 of the board 110.
  • Wiring extends along the inside of the mast 114 to connect control circuitry inside the housing 127 to the motor 115 that is located at the opposite end of the mast 114.
  • a flange 132 is configured to mate with a rebate 133 in the board 110 and secured in place using fasteners (not shown).
  • the flange 132 forms a watertight seal with the rebate 133 to ensure that no water can enter a space between the housing 127 and the socket 130, maintaining a small air gap between the two.
  • the mast 114 and the flange 132 are constructed from aluminium, while the remainder of the housing 127 is constructed from a plastic.
  • an electrical connection provides power from the battery that is located inside the board 110.
  • this electrical connection includes two pins on the controller 125 which are received in respective apertures 134 in the socket 130. These two conduction paths allow power to be transmitted.
  • a preferred alternative embodiment uses leads or cables for this electrical connection, allowing the battery to be connected directly to the controller 125, thereby avoiding the electrical connection to the board 110.
  • the controller 125 also includes the relevant components for allowing the watercraft 100 to function, including a microprocessor, a memory, an input/output device in the form of one or more wireless communication devices to exchange instructions with an input device and/or battery, and a logic level motor controller, interconnected by a bus. These components function together to allow the controller to perform tasks including battery management, motor operation, and data output to be displayed to a user.
  • the microprocessor and communication device can be formed from a custom integrated circuit, such as a Bluetooth system on a chip (SOC), coupled to, or including an integrated antenna and other optional components, such as the memory.
  • SOC Bluetooth system on a chip
  • the controller 125 is preferably configured to communicate with an input device in the form of a hand controller (not shown).
  • the hand controller is operated by the user and can be used to control the motor speed and to relay data to the user, such as diagnostic and performance information. This may be the same or different information that is displayed on the deck of the board.
  • the motor 115 turns a drive shaft 150, either directly or via a gear box as will be generally understood by persons skilled in the art.
  • a sleeve 152 is fitted to the drive shaft 150 and is rotationally fixed relative to the drive shaft 150 by the cross piece 154 and notches 155.
  • the propeller 116 is fitted over the sleeve 152 and held in position by the washer 156 and nut 157 that is threaded onto an end portion 158 of the drive shaft 150.
  • alternative fasteners could be used in place of the nut 157 and/or washer 156, such as a split pin or similar, for example.
  • a one way bearing 160 is fitted between the sleeve 152 and the inside of a hub 162 of the propeller 116.
  • the bearing 160 allows the propeller 116 to rotate relative to the sleeve 152 and therefore the drive shaft 150 in one direction only. Rotation in the opposite direction is prevented by the bearing 160, allowing the motor 115 to apply torque to the drive shaft 150 which in turn is transferred to the propeller 116.
  • the controller 125 operates the motor 115 to provide torque to the drive shaft 150 in a first direction, which in turn rotates the propeller 116 to provide thrust in a forward direction when in water.
  • the bearing 160 locks the propeller 116 to the sleeve 152 and in turn the drive shaft 150.
  • water may be flowing over the propeller in a manner that creates torque on the propeller 116 that exceeds that being applied by the motor 115 and drive shaft 150.
  • the motor power may be reduced causing the watercraft to coast.
  • the rider may catch a wave that causes the watercraft to move through the water at speed even in the absence of power from the motor 115.
  • the bearing 160 allows the propeller 116 to spin freely. Therefore, rather than the propeller rotating the drive shaft 150 and associated components, which in turn would create drag in the water, the freely rotating propeller creates very little drag. This in turn allows the watercraft to coast or for the wave to be ridden in a manner that more closely resembles a non-powered craft. This can not only reduce power requirements, but also increase enjoyment by simplifying control of the watercraft.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Abstract

L'invention concerne un véhicule nautique électrique, comprenant une coque, une batterie, un dispositif de commande et un moteur conçu pour faire tourner un arbre d'entraînement qui est couplé de manière fonctionnelle à une hélice de telle sorte que la rotation de l'arbre d'entraînement par le moteur peut assurer une poussée au véhicule nautique, l'hélice pouvant tourner de manière sélective indépendamment de l'arbre d'entraînement.
PCT/AU2022/050107 2021-02-19 2022-02-17 Hélice pour véhicule nautique motorisé WO2022174289A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AU2021900439 2021-02-19
AU2021900439A AU2021900439A0 (en) 2021-02-19 Propeller for powered watercraft

Publications (1)

Publication Number Publication Date
WO2022174289A1 true WO2022174289A1 (fr) 2022-08-25

Family

ID=82932162

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/AU2022/050107 WO2022174289A1 (fr) 2021-02-19 2022-02-17 Hélice pour véhicule nautique motorisé

Country Status (1)

Country Link
WO (1) WO2022174289A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20080089786A1 (en) * 2006-10-17 2008-04-17 Sinreich Mark G Counter-Rotating Integrated Propeller Assembly
US20110111650A1 (en) * 2009-10-26 2011-05-12 Braden Paul T Powered surfboard
WO2015073084A1 (fr) * 2013-08-20 2015-05-21 The Regents Of The University Of Colorado, A Body Corporate Arbre coaxial hybride utilisé dans une transmission avec arbre utilisant un train planétaire pour une pluralité de sources de couple
US10597118B2 (en) * 2016-09-12 2020-03-24 Kai Concepts, LLC Watercraft device with hydrofoil and electric propeller system
US10647392B2 (en) * 2017-11-28 2020-05-12 Fliteboard Pty Ltd Module for connecting a mast to a board

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20080089786A1 (en) * 2006-10-17 2008-04-17 Sinreich Mark G Counter-Rotating Integrated Propeller Assembly
US20110111650A1 (en) * 2009-10-26 2011-05-12 Braden Paul T Powered surfboard
WO2015073084A1 (fr) * 2013-08-20 2015-05-21 The Regents Of The University Of Colorado, A Body Corporate Arbre coaxial hybride utilisé dans une transmission avec arbre utilisant un train planétaire pour une pluralité de sources de couple
US10597118B2 (en) * 2016-09-12 2020-03-24 Kai Concepts, LLC Watercraft device with hydrofoil and electric propeller system
US10647392B2 (en) * 2017-11-28 2020-05-12 Fliteboard Pty Ltd Module for connecting a mast to a board

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