Electric watercraft

Abstract

The invention relates to a watercraft comprising at least the following components: - an electric drive machine; and - a propulsion device. The watercraft is primarily characterized by the fact that the watercraft has a slip clutch with a drive side connected to the electric drive motor in a torque-transmitting manner and a driven side connected to the propulsion device in a torque-transmitting manner, and a control device for determining a maximum torque that can be transmitted by means of the slip clutch between the electric drive motor and the propulsion device. With the watercraft proposed here with a slip clutch, a maximum transmittable torque can be set on the slip clutch and component safety for an electric drive motor can be demonstrated.

Description

[0001] The invention relates to an electric watercraft with a slip clutch.

[0002] Watercraft, such as boats, with electric propulsion units are becoming increasingly popular. However, watercraft can experience torque shocks on the drivetrain. Such torque shocks occur, for example, when switching between planing and displacement modes and / or in rough water, such as waves. These torque shocks can lead to damage to the drivetrain, such as the electric propulsion unit, or even failure of the electric propulsion unit.

[0003] AT 517 891 A1 discloses an outboard boat drive with a brushless electric motor and a reduction gear connected to the motor shaft, the output shaft of which carries a propeller. The reduction gear has a pair of spur gears connecting the motor shaft and the output shaft, the spur gear of which is associated with the output shaft and is drivingly connected to the output shaft via a spring-loaded slip clutch.

[0004] Based on this, the present invention is based on the object of at least partially overcoming the disadvantages known from the prior art. The features of the invention are derived from the independent claims, for which advantageous embodiments are presented in the dependent claims. The features of the claims can be combined in any technically reasonable manner, whereby the explanations from the following description as well as features from the figures, which comprise additional embodiments of the invention, can also be consulted for this purpose.

[0005] The invention relates to a watercraft comprising at least the following components: - an electric drive machine; and - a propulsion device.

[0006] The watercraft has a slip clutch with a drive side connected to the electric drive motor in a torque-transmitting manner and a driven side connected to the propulsion device in a torque-transmitting manner, and a control device for determining a maximum torque that can be transmitted by means of the slip clutch between the electric drive motor and the propulsion device.

[0007] Unless explicitly stated otherwise, ordinal numbers used in the preceding and following descriptions serve only to clearly distinguish them and do not reflect the order or ranking of the designated components. An ordinal number greater than one does not necessarily imply that another such component must be present.

[0008] Watercraft, such as boats, are designed for the transport of people and / or cargo on or in bodies of water. Such bodies of water include, for example, inland waterways (e.g., rivers, canals, and lakes) and / or the sea. Such a watercraft is accordingly designed for propulsion in or on water. Preferably, a propulsion device of the watercraft is continuously or at least temporarily in contact with the water to generate propulsion.

[0009] The watercraft has an electric drive motor for providing a drive torque for the watercraft.

[0010] Furthermore, the watercraft has a propulsion device that can be connected to the electric drive motor in a torque-transmitting manner, by means of which the drive torque provided by the electric drive motor can be converted into propulsion of the watercraft. The propulsion device is thus designed to translate a drive torque into propulsion. The propulsion device comprises, for example, a ship's propeller, a propeller, a Z-drive and / or a water jet drive. Here, it is proposed that a slip clutch be arranged between the electric drive motor and the propulsion device. The slip clutch comprises a drive side, which is connected to the electric drive motor in a torque-transmitting manner, and an output side, which is connected to the propulsion device in a torque-transmitting manner.The drive side and the output side of the slip clutch are connected to the electric drive motor or the propulsion device by means of shafts in a torque-transmitting manner.

[0011] In one embodiment, the shafts are designed as rigid shafts. The electric drive motor is arranged, for example, amidships in the watercraft. Alternatively or additionally, at least one of the shafts is designed with a deflection gear between the propulsion device and the electric drive motor. For example, the electric drive motor is arranged at the stern of the watercraft.

[0012] The slip clutch has a plurality of clutch discs. The clutch discs are each connected in a torque-resistant manner to either the drive side or the output side. Both the drive side and the output side have at least one clutch disc, preferably a plurality of clutch discs. The clutch discs can be pressed together, preferably in an axial direction, i.e. along the rotational axis of the clutch, in order to establish a torque-transmitting connection between the drive motor and the output side. Such a press connection forms a torque-transmitting connection up to a maximum transmittable torque. In other words, a maximum torque can be transmitted by means of the press connection, above which the frictional force between the clutch discs on the drive side and the output side is exceeded and they slip against each other.Preferably, the maximum transmittable torque is selected and adjusted in such a way that the slip clutch slips in the event of unwanted torque shocks, but transmits the torque in acceleration phases.

[0013] Here, it is proposed that the watercraft have a control device by means of which the maximum transmittable torque can be determined. Using the control device, the slip clutch can be adapted to different situations, for example, to adapt it to different water conditions, weather conditions, or driving situations. Thus, the electric drive motor is designed to provide high torques and has a long service life and resilience, as it is protected against torque shocks.

[0014] It is further proposed in an advantageous embodiment of the watercraft that the control device has a linear preload sensor, by means of which a, preferably axial, contact force for pressing the drive side with the output side can be applied to the slip clutch in order to set the maximum transmittable torque.

[0015] Here, a linear preload sensor is proposed, by means of which a linear, preferably axial, contact pressure can be applied to the slip clutch to press the drive side to the output side. The maximum transmittable torque is thus dependent on the contact pressure, preferably acting in the axial direction, by which the clutch discs are pressed together. Thus, the contact pressure of the clutch discs can be adjusted using the control device.

[0016] The linear preload sensor is preferably designed to convert a control signal output by the control device into a linear movement in order to adjust the contact pressure on the clutch discs. The linear movement preferably occurs along the axial direction. For example, it is a translational movement of a pressing means.

[0017] The control device has a hydraulic unit.

[0018] Here, it is proposed that the control device comprise a hydraulic unit. In other words, the control signal is hydraulically transmitted to the friction clutch, preferably the preload sensor. For example, a hydraulic pressure of the hydraulic unit is adjustable in order to adjust the contact pressure. The slip clutch is preferably a normally closed slip clutch. In this case, the slip clutch preferably comprises an axially acting spring. The axially acting spring compresses the clutch discs of the slip clutch in a normal state (without counterforce from the hydraulic unit), i.e., by means of a spring force. By means of hydraulic pressure, a counterforce against the spring force can preferably be provided in order to reduce the contact pressure if the maximum transmittable torque is to be reduced.

[0019] Alternatively or additionally, the hydraulic pressure can be increased to increase the contact force and decreased to reduce it. In this case, the slip clutch is normally open.

[0020] A hydraulic unit consists, for example, of a master cylinder, a slave cylinder, an expansion tank, and hydraulic lines. The hydraulic unit is designed to transmit a predetermined pressure or force from one cylinder to the other.

[0021] It is further proposed in an advantageous embodiment of the watercraft that the hydraulic unit has a master cylinder and a slave cylinder, wherein a control signal can be transmitted to the slave cylinder as hydraulic pressure by means of the master cylinder, and The control signal can be translated into the contact pressure by means of the slave cylinder.

[0022] Accordingly, the hydraulic unit comprises a master cylinder and a slave cylinder. The master cylinder and slave cylinder are hydraulically connected via a hydraulic line.

[0023] Thus, a control signal can be transmitted as hydraulic pressure from the master cylinder to the slave cylinder.

[0024] The applied hydraulic pressure can be converted into the contact force or counterforce by means of the slave cylinder.

[0025] It is further proposed in an advantageous embodiment of the watercraft that the hydraulic control signal can be adjusted by means of a handwheel; preferably continuously adjustable.

[0026] Here, it is proposed that the vessel include a handwheel. The handwheel is designed to adjust the hydraulic control signal.

[0027] For example, the handwheel is connected to a master cylinder of the hydraulic unit in such a way that the control signal and thus the hydraulic pressure at the master cylinder can be adjusted using the handwheel. Thus, the contact force on the slip clutch can be adjusted using the handwheel.

[0028] In a preferred embodiment, the handwheel is designed to be continuously adjustable, allowing the hydraulic pressure on the slave cylinder and thus also the contact pressure on the slip clutch to be continuously adjusted. For example, various areas are marked along the circumference of the handwheel, which are intended for different situations and / or environmental conditions. Alternatively, the handwheel can be adjusted in predetermined increments, for example, using a locking mechanism.

[0029] Alternatively or additionally, the control system includes an electrical, hydraulic, or pneumatic control unit. This allows for partially or fully automated control.

[0030] It is further proposed in an advantageous embodiment of the watercraft that the hydraulic control signal can be adjusted by means of a linear transmission of a master cylinder.

[0031] According to this embodiment, the control signal can be adjusted, for example, continuously, by means of a linear transmission of the master cylinder. For example, the linear transmission can convert the rotational movement of the handwheel into a translational movement of a piston of the master cylinder, which can be translated by the hydraulic unit into a contact force on the slave cylinder of the slip clutch. For example, the linear transmission is implemented as a spindle drive.

[0032] It is further proposed in an advantageous embodiment of the watercraft that the watercraft is designed as a battery-electric watercraft with a traction battery.

[0033] According to the embodiment proposed here, the watercraft is a battery-electric watercraft. Such a battery-electric watercraft comprises a traction battery. The traction battery is electrically connected to the electric drive motor. Thus, the electric drive motor can be supplied with electrical power by means of the traction battery. For example, the traction battery is a high-voltage battery. For example, the traction battery has a plurality of battery modules and / or battery cells. The traction battery is preferably arranged in a hull of the watercraft, for example, below the waterline.

[0034] It is further proposed in an advantageous embodiment of the watercraft that the electric drive motor is designed as an inboard motor.

[0035] In this case, a so-called inboard motor is an electric propulsion device located within the hull of the watercraft. The drive torque generated by the inboard motor is transmitted via a shaft to the drive side of the slip clutch, so that the propulsion device absorbs the torque and generates propulsion for the watercraft. The slip clutch is therefore preferably also located in the hull of the watercraft.

[0036] The invention described above is explained in detail below against the relevant technical background with reference to the accompanying drawings, which show preferred embodiments. The invention is in no way limited by the purely schematic drawings, whereby it should be noted that the drawings are not to scale and are not suitable for defining proportions. It is shown in Fig. 1: a slip clutch with a control device in a schematic view; Fig. 2: the slip clutch Fig. 1 in a schematic cross-sectional view; and Fig. 3: a watercraft with a slip clutch according to Fig. 2 in a schematic side view.

[0037] In Fig. 1 shows a slip clutch 4 with a hydraulic unit 9 in a schematic view.

[0038] The control device 7 comprises a hydraulic unit 9 and a handwheel 12. The hydraulic unit 9 has a master cylinder 10 and a slave cylinder 11, which are hydraulically connected to one another by means of hydraulic lines 16. Furthermore, the hydraulic unit 9, as shown, comprises an expansion tank 17 in which hydraulic fluid is stored. For example, the expansion tank 17 is designed to compensate for pressure fluctuations or leakage of the hydraulic fluid. By means of the slave cylinder 11, a contact force can be applied to or reduced on a slip clutch 4, which presses the plurality of clutch discs 18 axially against one another and provides a press connection, by means of which torque can be transmitted up to a maximum transmittable torque.

[0039] Preferably, a spring force is applied to the clutch discs 18 by means of an axially acting spring (not shown here), which presses the clutch discs 18 together. If no counterforce is applied by the hydraulic unit 9, the spring force acts as a contact force. In order to reduce the contact force, i.e., the maximum transmittable torque, the counterforce can be applied against the spring force by means of the hydraulic unit 9.

[0040] A control signal can be applied to the master cylinder 10 by means of the handwheel 12 and a linear transmission 13, which translates the rotational movement of the handwheel 12 into a translational movement. The master cylinder 10 translates the control signal, for example, by means of a piston, into hydraulic pressure within the hydraulic unit 9, so that this pressure can be applied to the slave cylinder 11 by means of a linear preload sensor 8 as a contact force or counterforce against the spring force on the slip clutch 4. The contact force accordingly presses the clutch discs 18 of the drive side 5 and the output side 6 of the slip clutch 4 together.

[0041] The drive side 5 is connected to the electric drive motor 2 in a torque-transmitting manner and the output side 6 of the slip clutch 4 is connected to a propulsion device 3 in a torque-transmitting manner.

[0042] The linear transmission 13 is designed, for example, as a spindle drive and is configured to generate the control signal, which can be adjusted by means of the handwheel 12.

[0043] In Fig. 2 is a slip clutch 4 made of Fig. 1 in a schematic cross-sectional view. The slip clutch 4 comprises the drive side 5 (shown on the left), the output side 6 (shown on the right), and a plurality of clutch discs 18 (shown here as three). The clutch discs 18 are frictionally pressed together, so that a torque can be transmitted from the drive side 5 to the output side 6. By means of the slave cylinder 11 or the control device 7, the contact pressure can be applied or reduced axially to the clutch discs 18, so that a torque transmission can be realized.

[0044] If the current torque applied to the slip clutch 4 exceeds the maximum torque, for example, in the event of a torque shock, the clutch discs 18 slip, and no torque or less torque, such as the maximum transmittable torque, is transmitted. Thus, the slip clutch 4 represents a protective component against torque shocks.

[0045] In one embodiment (not shown here), the control signal can be transmitted to the slave cylinder 11 by means of a pump, wherein the pump increases or decreases a hydraulic pressure in a hydraulic unit 9 (compare Fig. 1).

[0046] The drive side 5 and the output side 6 have splines designed for torque transmission to shafts. The drive side 5 is equipped with an electric drive motor 2, for example, an inboard motor 15 (see Fig. 3) is connected in a torque-transmitting manner by means of at least one shaft, and the output side 6 is connected in a torque-transmitting manner to a propulsion device 3 by means of at least one other shaft. The propulsion device 3 is configured, for example, for propelling a watercraft 1.

[0047] In Fig. 3 is a watercraft 1 with a slip clutch 4 according to Fig. 2 in a schematic side view. The watercraft 1 comprises a traction battery 14, an electric drive motor 2, and a propulsion device 3. The electric drive motor 2 can be supplied with electrical energy by means of the traction battery 14 and serves as a torque source for the propulsion device 3. The electric drive motor 2 is connected to the propulsion device 3 in a torque-transmitting manner, wherein the propulsion device 3 is configured to propel the watercraft 1 and is optionally designed as a propeller here. Alternatively, the propulsion device 3 is designed as a propeller, a so-called Z-drive, or a water jet drive.

[0048] Between the electric drive motor 2, here designed as an inboard motor 15, and the propulsion device 3, a slip clutch 4 according to Fig. 2. The slip clutch 4 is connected to a hydraulic unit 9 according to Fig. 1, wherein the control device 7 is arranged on the bridge of the watercraft 1 by means of a hydraulic line 16. The control signal and thus the contact force on the slip clutch 4 can be adjusted by means of the handwheel 12 and transmitted by means of the hydraulic unit 9.

[0049] With the watercraft proposed here with a slip clutch, a maximum transmittable torque can be set on the slip clutch and component safety for an electric drive motor can be demonstrated.

Claims

[1] Watercraft (1) comprising at least the following components: - an electric drive machine (2); and - a propulsion device (3), wherein the watercraft (1) has a slip clutch (4) with a drive side (5) connected to the electric drive motor (2) in a torque-transmitting manner and a driven side (6) connected to the propulsion device (3) in a torque-transmitting manner, and a control device (7) for determining a maximum torque that can be transmitted between the electric drive motor (2) and the propulsion device (3) by means of the slip clutch (4), characterized by , that the control device (7) has a hydraulic unit (9). [2] Watercraft (1) according to claim 1, wherein the control device (7) comprises a linear preload sensor (8) by means of which a contact force for pressing the drive side (5) with the output side (6) can be applied to the slip clutch (4) in order to set the maximum transmittable torque. [3] Watercraft (1) according to claim 1 or claim 2, wherein the hydraulic unit (9) has a master cylinder (10) and a slave cylinder (11), wherein a control signal can be transmitted as hydraulic pressure to the slave cylinder (11) by means of the master cylinder (10), and the control signal can be translated into the contact pressure by means of the slave cylinder (11). [4] Watercraft (1) according to claim 3, wherein the hydraulic control signal is adjustable by means of a handwheel (12). [5] Watercraft (1) according to claim 3, wherein the hydraulic control signal is adjustable by means of a linear transmission (13) of the master cylinder (10). [6] Watercraft (1) according to one of the preceding claims, wherein the watercraft (1) is designed as a battery-electric watercraft (1) with a traction battery (14). [7] Watercraft (1) according to one of the preceding claims, wherein the electric drive machine (2) is designed as an inboard motor (15).

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