Propulsion system

Abstract

To provide a ship propulsion system for a ship.SOLUTION: A propulsion system comprises a transom bracket configured to connect with a ship transom, a driving unit rotatably connected to the transom bracket so that it can be pivoted around a pivot joint from the lowered position to the raised position or vice versa, and an actuator configured to move the driving unit centered around the pivot joint. A brake device is arranged so as to be connected to the pivot joint, and is configured to keep the drive unit in place regardless of the actuator state.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present disclosure generally relates to propulsion systems. In a specific aspect, the present disclosure relates to a marine propulsion system for a ship. The present disclosure can be applied to ships such as watercraft, motorboats, workboats, sports vessels, boats, ships, etc. among the types of ships. Although the present disclosure can be described with respect to a specific ship, the present disclosure is not limited to any specific ship.

Background Art

[0002] Propulsion systems for ships are known. These propulsion systems have a drive unit, and the drive unit may be adjusted to improve the performance of the ship and the energy consumption for powering the drive unit. Further, the drive unit may also be tilted upward, i.e., lifted out of the water when the ship is in a bay, thereby minimizing deposits on, for example, the drive unit and the propeller.

[0003] However, for example, after a certain period in an upwardly tilted position, when a pressure drop occurs, the drive unit may unintentionally drop. Many prior art solutions function well with a mechanical lock of the drive unit, but there is still room for improvement in terms of, for example, the design, control, and reliability of the drive unit during various stowed modes and upwardly tilted modes.

Summary of the Invention

[0004] A marine propulsion system according to a first aspect of the present disclosure includes a transom bracket configured to be connected to the transom of a ship, a drive unit rotatably connected to the transom bracket so as to be pivotable about a pivot joint from a lowered position to a raised position or vice versa, and an actuator configured to move the drive unit about the pivot joint. The braking device is arranged to be connected to a pivot joint, and the braking device is configured to maintain the drive unit in place regardless of the state of the actuator. The first aspect of the present disclosure aims to solve the drawbacks of the conventional solution in which the drive unit is arranged in an upwardly inclined position and may be displaced intentionally or unintentionally. Technical advantages include that the braking device is configured to maintain the drive unit in a predetermined position regardless of the state of the actuator. Thus, if for some reason the actuator cannot maintain the position of the drive unit, the braking device is configured to do so. Further, by arranging the braking device to be connected to a pivot joint, a more compact system can be obtained.

[0005] Optionally, in some embodiments including at least one preferred embodiment, the actuator and / or the braking device further comprises a hydraulic unit and / or a pneumatic unit that provides pressure to the actuator and / or the braking device. Technical advantages may include being able to pressurize both the actuator and / or the braking device hydraulically or pneumatically.

[0006] Optionally, in some embodiments including at least one preferred embodiment, the braking device is configured to maintain the drive unit in place regardless of fluctuations in the pressure of the actuator. Technical advantages may include that when the actuator is pressurized hydraulically and the actuator tilts the drive unit upward, for example, in a retracted position, a pressure drop in the hydraulic system may occur. When a pressure drop occurs, the drive unit may not be maintained in place and may inadvertently descend. In this situation, the braking device ensures that the drive unit is maintained regardless of the pressure of the actuator.

[0007] In some embodiments, optionally including at least one preferred embodiment, the braking device includes a cone brake unit. Technical advantages may include that the cone brake unit can be arranged connected to a pivot joint and that the cone brake unit does not take up much space.

[0008] In some embodiments, optionally including at least one preferred embodiment, the cone brake unit comprises a cone brake surface having a friction-enhanced surface or coating. Technical advantages may include that it is a friction brake between two surfaces instead of a mechanical lock.

[0009] In some embodiments, optionally including at least one preferred embodiment, the cone brake unit comprises a plurality of compression springs arranged around the cone. Technical advantages may include that the braking device is compact yet reliable.

[0010] In some embodiments, optionally including at least one preferred embodiment, the plurality of compression springs are configured to provide a predetermined spring force such that when a pressure drop occurs and / or when the pressure falls below a predetermined pressure, the cone brake surface is pressed against another surface. Technical advantages may include that when the hydraulic or pneumatic pressure is below the spring force of the compression spring, the compression spring presses the cone brake surface against the opposing surface, thereby enabling the drive unit to maintain its position by the friction between the two surfaces.

[0011] In some embodiments, optionally including at least one preferred embodiment, the compression spring abuts against the peripheral wall at a first end, a circumferential space is arranged on the opposite side of the peripheral wall, and the circumferential space is in fluid connection with a hydraulic unit. Technical advantages may include that the braking device may be operated independently of any pressure and any state of the actuator, and that the braking device may be stopped by pressurizing the space such that the hydraulic pressure exceeds the spring force.

[0012] Optionally, in some embodiments including at least one preferred embodiment, the valve is disposed between the space and the hydraulic unit. The technical advantage may include that the hydraulic pressure to the space can be controlled independently of any other pressure and / or the pressure drop at other locations within the hydraulic unit.

[0013] Optionally, in some embodiments including at least one preferred embodiment, it further comprises a control unit configured to control the hydraulic unit. The technical advantage may include that the control unit is configured to control the hydraulic pressure supplied to the space of the cone brake unit.

[0014] Optionally, in some embodiments including at least one preferred embodiment, the drive unit has a transport function and the braking device is actuated. The technical advantage may include that the braking device can be maintained in place even in a situation where the trailer collides with the ground or during sudden braking, in a situation where the ship is being transported by a trailer and the drive unit is tilted upward to avoid the possibility of colliding with the ground.

[0015] Optionally, in some embodiments including at least one preferred embodiment, the actuator is a linear actuator or a rotary actuator. The technical advantage may include that the braking device can function regardless of which actuator is selected for the drive unit.

[0016] Optionally, in some embodiments including at least one preferred embodiment, the drive unit is connected to the transom bracket via a connecting arm having a pivot joint connected to the transom bracket and an additional pivot joint connected to the drive unit, and the drive unit is configured to be moved underwater or out of the water by the connecting arm pivoting about the pivot joint, or the drive unit pivoting about the additional pivot joint, or both the connecting arm and the drive unit pivoting about both pivot joints, where the pivot joint is a first pivot joint and the additional pivot joint is a second pivot joint. Technical advantages include that the drive unit can be adjusted to different trim positions of the drive unit regardless of the water depth. Further, the drive unit may be moved not only up and down but also translated rearward relative to the transom bracket while maintaining an improved thrust angle. The present disclosure can be advantageously used when a reduction in draft is desired, such as when maneuvering in shallow waters near the beach.

[0017] Optionally, in some embodiments including at least one preferred embodiment, the second braking device is arranged connected to the second pivot joint. Technical advantages may include that both pivot joints may be braked regardless of the state of the actuator and may be maintained in place.

[0018] According to a second aspect of the present disclosure, a ship comprising a transom and a propulsion system as described above is provided. The second aspect of the present disclosure can attempt to solve the drawbacks of the previous solutions when the drive unit is arranged in an upwardly inclined position where it can loosen its position intentionally or unintentionally. The technical advantages can include that the braking device is configured to maintain the drive unit in place regardless of the state of the actuator. Thus, if for some reason the actuator cannot maintain the position of the drive unit, the braking device is configured to do so. Further, by arranging the braking device connected to the pivot joint, a more compact system is obtained.

[0019] As will be apparent to those skilled in the art, aspects, embodiments (including any preferred embodiments) of the present disclosure, and / or the appended claims may be suitably combined with each other. Additional features and advantages are disclosed in the following description, the claims, and the drawings, some of which will be readily apparent to those skilled in the art from them, or will be recognized by practicing the present disclosure described herein.

[0020] The embodiments will be described in more detail below with reference to the accompanying drawings.

Brief Description of the Drawings

[0021]

Figure 1

Figure 2

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Mode for Carrying Out the Invention

[0022] The detailed description set forth below provides information and examples regarding the disclosed technology with sufficient detail for those skilled in the art to practice the present disclosure.

[0023] Conventional solutions have drawbacks when the drive unit is arranged in an upwardly inclined position where it can loosen its position intentionally or unintentionally, for example due to pressure drop or pressure loss. According to the present disclosure, this is solved by adding a braking device connected to the pivot joint. The braking device is configured to maintain the drive unit in place regardless of the state of the actuator. Thus, if for some reason the actuator cannot maintain the position of the drive unit, the braking device is configured to do so. Further, by arranging the braking device connected to the pivot joint, a more compact system is obtained compared to prior solutions.

[0024] Figure 1 shows an exemplary propulsion system 1 according to an embodiment. A propulsion system 1 of a ship 100, comprising a transom bracket 2 configured to be connected to the transom 101 of the ship 100. The propulsion system 1 also comprises a drive unit 3 rotatably connected to the transom bracket 2 so as to be pivotable about a pivot joint 5 from a lowered position to a raised position or vice versa. An actuator 7 is arranged and configured to move the drive unit 3 about the pivot joint 5. Further, a braking device 50 is arranged connected to the pivot joint 5, and the braking device 50 is configured to maintain the drive unit 3 in place regardless of the state of the actuator 7. The braking device 50 is shown by a dotted circle in Figure 1. This is because the braking device is housed within a cover for protecting the braking device from the marine environment.

[0025] The propulsion system 1 further comprises a hydraulic unit 51 and / or a pneumatic unit that provides pressure to the actuator 7 and / or the brake device 50. In the example shown in FIG. 1, the hydraulic unit 51 is arranged on the ship 100, but in other examples, the hydraulic unit 51 may be arranged in the drive unit. The brake device 50 may be configured to maintain the drive unit 3 in place regardless of fluctuations in the pressure of the actuator 7. Further, the brake device 50 may also be configured to maintain the drive unit 3 in place regardless of fluctuations in the pressure of the brake device 50. The hydraulic unit 51 is configured to provide a predetermined pressure. The predetermined pressure may be the pressure required to move the drive unit 3 about the pivot joint 5 and maintain its position. As described above, when the drive unit is in the tilted upward parking position or storage position, a pressure drop may occur, and as a result, the drive unit 3 may unintentionally descend. In such a situation, the brake device 50 is configured to lock the pivot joint 5 when the pressure of the actuator 7 falls below the predetermined pressure. The same applies when a pressure drop occurs in connection with the brake device 50. Further, the brake device 50 may be configured to unlock the pivot joint 5 when the pressure of the actuator 7 reaches the predetermined pressure again or when pressure is applied to the brake device 50.

[0026] Further, the valve 52 may be arranged between the hydraulic unit 51 and the brake device 50. The valve 52 may be controllable. The propulsion system 1 may also comprise a control unit 53 configured to control the hydraulic unit 51. The control unit 53 is operably connected to the valve 52. Further, a pressure sensor 54 may be configured to measure the pressure within the hydraulic unit 51. The pressure sensor 54 may be operably connected to the control unit 53. The brake device 50 may be configured to be self - controllable and / or controllable.

[0027] In this example, the propulsion system 1 also comprises a connecting arm 4, which will be further described in relation to FIG. 6.

[0028] In FIG. 2, an example of the brake device 50 is shown. In this example, the brake device 50 includes a cone brake unit 50. The cone brake unit 50 is arranged to be connected to the pivot joint 5, whereby a compact design of the drive unit 3 can be obtained. The cone brake unit 50 has a form as a hollow cone and includes a cone brake surface 60. In this example, the cone brake surface 60 is arranged on the outer surface of the cone brake unit 50. The cone brake surface 60 is tapered from the first brake end 61 towards the second brake end 62. The cone brake surface 60 may have a friction-enhanced surface or coating applied to the cone brake surface. The cone brake unit 50 may be connected to the transom bracket 2.

[0029] In FIG. 3, the cone brake unit 50 is attached to the pivot joint 5. The cone brake unit 50 includes a plurality of compression springs 65 arranged around the cone. The plurality of compression springs 65 are configured to provide a predetermined spring force such that when a pressure drop occurs and / or when the pressure falls below a predetermined pressure, the cone brake surface 60 is pressed against another surface 63. Further, the plurality of compression springs 65 may be evenly distributed around the outer periphery of the cone, whereby a uniform spring force is applied around the outer periphery and friction enhancement can be achieved when the spring presses the brake cone surface 60 against the other surface 63. The other surface 63 is also tapered, whereby when the compression spring applies its spring force, the cone brake surface 60 is pressed against the other surface 63 and a friction lock is obtained between the two surfaces 60, 63. The friction lock may function as a clutch. Further, the other surface 63 may also have a friction-enhanced surface or coating.

[0030] The cone brake unit 50 is hollow. Furthermore, the cone brake unit 50 and the pivot joint 5 have a common central axis 80. The cone brake unit 50 and the pivot joint 5 are hollow along the common central axis 80, as seen in FIG. 3. This allows harnesses, gear, cables and / or wires to be configured to be guided from the vessel 100 to the drive unit 3 and vice versa through the hollow pivot joint 5 and the cone brake unit 50.

[0031] Fig. 4 shows another cross-sectional view of the cone brake unit 50. In Fig. 5 an enlarged view of a portion of the cone brake unit 50 of Fig. 4 is shown in cross-section. The compression spring 65 abuts with a first spring end 66 against a peripheral wall 67, on the opposite side of which a peripheral space 68 is arranged. The peripheral space 68 is in fluid connection with the hydraulic unit via a channel 69. The compression spring 65 is arranged in a movable pressure element 70 inside a cavity 71. A seal 72 is arranged to avoid unintentional leakage of hydraulic pressure.

[0032] In a situation where the drive unit 3 has a raised position, i.e. an upwardly inclined position, for example a stowed position or a moored position, the brake device may be activated to ensure that the drive unit does not lower unintentionally.

[0033] Furthermore, the drive unit 3 also has a transport function, which allows the brake device 50 to be operated at a lower pressure. A transport function is, for example, when the vessel 100 is being transported on a trailer and the drive unit 3 is tilted upwards to avoid a possible collision with the ground. The brake device 50 ensures that the trailer remains in position even in a collision situation or during heavy braking. The brake unit 50 works by a friction lock between two abutment surfaces, which additionally ensures that the brake unit and the drive unit are better protected against possible slippage due to overload between the two surfaces during a possible collision or braking, compared to known solutions with a mechanical lock of the drive unit.

[0034] FIG. 6 is an exemplary view of the propulsion system 1 of the ship 100 according to the embodiment. The propulsion system 1 includes a transom bracket 2 configured to be connected to the transom 101 of the ship 100 and a drive unit 3. The drive unit 3 is arranged to be moved relative to the transom bracket 2 in order to move the drive unit 3 in and out of the water. The drive unit 3 is connected to the transom bracket 2 by a connecting arm 4 having a first pivot joint 5 connected to the transom bracket 2 and a second pivot joint 6 connected to the drive unit 3. The drive unit 3 is configured to be moved in and out of the water by the connecting arm 4 pivoting about the first pivot joint 5, or by the drive unit 3 pivoting about the second pivot joint 6, or by both the connecting arm 4 and the drive unit 3 pivoting about both pivot joints 5, 6. According to the present disclosure, the brake device 50 is arranged connected to the first pivot joint 5. However, a second brake device may also be arranged connected to the second pivot joint 6.

[0035] In FIG. 6, the drive unit 3 is moved rearward while being tilted upward by rotating the connecting arm 4 about the first pivot joint 5. Further, since the drive unit 3 is rotating about the second pivot joint 6 of the connecting arm 4, a positive trim angle A of the drive unit 3 is obtained.

[0036] The drive unit 3 is configured to be moved by pivoting the connecting arm 4 clockwise or counterclockwise about the first pivot joint 5 regardless of any pivoting of the drive unit about the second pivot joint 6. In FIG. 6, the connecting arm 4 is pivoted counterclockwise about the first pivot joint 5.

[0037] Furthermore, the drive unit 3 is configured to be moved by pivoting the drive unit clockwise or counterclockwise about a second pivot joint 6, regardless of any pivoting of the connecting arm 4 about the first pivot joint 5. In FIG. 6, the drive unit 3 is pivoted counterclockwise about the second pivot joint 6.

[0038] The drive unit 3 is configured to be moved by pivoting the drive unit 3 clockwise or counterclockwise about the second pivot joint 6 while simultaneously pivoting the connecting arm 4 clockwise or counterclockwise about the first pivot joint 5. In FIG. 6, the connecting arm 4 is pivoted counterclockwise about the first pivot joint 5, and the drive unit 3 is pivoted counterclockwise about the second pivot joint 6. Thus, the drive unit 3 may be adjusted at various trim positions by pivoting the drive unit 3 about the second pivot joint 6, and the position of the drive unit in the water is obtained by simultaneously pivoting the connecting arm 4 about the first pivot joint 5. Freedom to position the drive unit 3 relative to the transom bracket 2 is obtained. Furthermore, the drive unit 3 may be moved vertically and translated rearward relative to the transom bracket 2 while maintaining an improved thrust angle A.

[0039] In the embodiment, the drive unit 3 comprises one or more propellers. In FIG. 6, the drive unit 3 comprises a first propeller 13a and a second propeller 13b. In this example, the first propeller 13a and the second propeller 13b are configured to push the ship 100 during forward movement of the ship 100. In another example, the one or more propellers are configured to pull the ship 100 during forward movement of the ship.

[0040] In Figure 6, the first propeller 13a and the second propeller 13b have a thrust angle A indicated by the angle between the dotted line and the arrow in Figure 6. The drive unit 3 is pivoted counterclockwise about the second pivot joint 6, resulting in a positive trim angle and thus the thrust angle A of the first propeller 13a and the second propeller 13b. In the embodiment, the first propeller 13a is arranged to rotate in the opposite direction compared to the second propeller 13b.

[0041] In Figure 6, the linear actuator 7 is arranged between the connecting arm 4 and the drive unit 3. The linear actuator 7 is configured to pivot the drive unit 3 either clockwise or counterclockwise about the second pivot joint 6, whereby the trim angle and the thrust angle of the drive unit 3 can be set in relation to the situation. The linear actuator 7 is connected to the drive unit 3 at a distance below the second pivot joint 6 and is connected to the drive unit 3 via the drive pivot joint 12. This ensures that the linear actuator 7 transmits the force for pivoting the drive unit 3 about the second pivot joint 6.

[0042] In Figure 7, the drive unit 3 is tilted further upward compared to Figure 6 by rotating the connecting arm 4 about the first pivot joint 5. Further, since the drive unit 3 is rotated counterclockwise about the second pivot joint 6 of the connecting arm 4, even when the drive unit 3 is lifted to a position higher than the bottom 102 of the ship 100, the thrust angle A of the first propeller 13a and the second propeller 13b is improved. Thus, since the bottom 102 of the ship 100 protects the drive unit 3 and its propellers from impact, the drive unit 3 can be adjusted to an optimal position regardless of navigation in shallow waters.

[0043] When compared with FIG. 6, the connecting arm 4 in FIG. 7 is further pivoted counterclockwise about the first pivot joint 5, thereby tilting the drive unit 3 upward. The connecting arm 4 is configured to pivot about the first pivot point 5 by up to 200 degrees, preferably up to 180 degrees.

[0044] Furthermore, the drive unit 3 may be arranged to be lifted out of the water at the parking position when not in use, for example, when the ship 100 is in a bay or at a beach. In this situation, the braking device 50 according to the present disclosure may be activated, and as a result, the drive unit 3 can be maintained in the raised position regardless of the state of the actuator 7, for example, if a pressure drop occurs.

[0045] In FIG. 8, the drive unit 3 is in neutral trim. The drive unit 3 is in its low position, and the connecting arm is pivoted clockwise about the first pivot joint 5. Furthermore, the drive unit 3 is pivoted about the second pivot joint 6 of the connecting arm so as to achieve a neutral trim where the thrust angles of the first propeller 13a and the second propeller 13b are zero.

[0046] In FIG. 9, the drive unit 3 is pivoted clockwise about the second pivot joint 6 so as to position the drive unit 3 in a negative trim having a negative thrust angle A of the first propeller 13a and the second propeller 13b. In FIG. 9, the connecting arm is not pivoted about the first pivot joint 5. Therefore, the drive unit 3 is trimmed but not tilted.

[0047] In FIG. 10, the drive unit 3 is pivoted counterclockwise about the second pivot joint 6 so as to position the drive unit 3 in a positive trim having a positive thrust angle A of the first propeller 13a and the second propeller 13b. In FIG. 10, the connecting arm is not pivoted about the first pivot joint 5. Therefore, the drive unit 3 is trimmed but not tilted.

[0048] According to the present disclosure, it is obtained that the drive unit 3 can be freely positioned relative to the transom bracket 2 not only in rotation but also in both vertical and horizontal movements.

[0049] The rotation of the connecting arm 4 about the first pivot joint 5 and the rotation of the drive unit 3 about the second pivot joint 6 may be provided in different ways.

[0050] In FIGS. 11 to 14, examples in which several linear actuators 7 are arranged are shown. Two linear actuators 7 are arranged adjacent to each other and are configured to be connected to the connecting arm 4 at one end and to the drive unit at the opposite end. The linear actuator 7 may be a hydraulic cylinder. The linear actuator 7 is arranged to pivot the drive unit about the second pivot joint 6 by extending or retracting the cylinder. In FIG. 11, the connecting arm 4 is not pivoted about the first pivot joint 5, and thus the connecting arm 4 is located along the transom bracket 2. In FIG. 12, the connecting arm 4 is pivoted counterclockwise about the first pivot joint 5, and thus the connecting arm 4 protrudes from the transom bracket 2. In this example, an additional linear actuator 7' is connected to the connecting arm 4 at one end and to the transom bracket 2 at the opposite end. The linear actuator 7' is arranged to pivot the connecting arm 4 about the first pivot joint 5 by extending or retracting the cylinder. In FIG. 12, the cylinder is extended so that the connecting arm 4 rotates counterclockwise. The additional linear actuator 7' assists in raising and lowering the connecting arm 4 and thus the drive unit. In FIG. 13, the connecting arm 4 may have two spaced-apart portions, indicating that an additional linear actuator 7' can be arranged in the space between the two portions. This results in a compact design of the connecting arm 4 and the transom bracket 2. As shown in FIG. 13, the first pivot joint 5 may be hollow. In FIG. 14, this example is shown in a side view. The linear actuator 7 may be longer than the additional linear actuator 7'. A hydraulic unit 51 may be arranged to supply power to the linear actuator(s). The hydraulic unit 51 may be arranged on the drive unit 3 or on the ship 100.

[0051] In another example, a rotary motor may be arranged to be connected to the first pivot joint. The rotary motor is configured to rotate the connecting arm clockwise and counterclockwise about the first pivot joint. The rotary motor may also be arranged to be connected to the second pivot joint. The rotary motor is configured to rotate the drive unit clockwise and counterclockwise about the second pivot joint.

[0052] In FIG. 15, another example is shown. A gear unit 8 is arranged at the first pivot joint 5, and a motor or a stepper motor 9 is arranged to supply power to the gear unit 8. The gear unit 8 may have a different design and may be a planetary gear unit. The gear unit 8, together with the stepper motor, is configured to rotate the connecting arm 4 clockwise and counterclockwise about the first pivot joint 5. The gear unit may also be arranged at the second pivot joint, and a motor or a stepper motor may be arranged to supply power to the gear unit. The gear unit, together with the stepper motor, may be configured to rotate the drive unit clockwise and counterclockwise about the second pivot joint 6. In FIG. 15, two linear actuators 7 are arranged between the connecting arm 4 and the drive unit to rotate the drive unit about the second pivot joint 6. In FIG. 16, a side view of the gear unit 8 arranged to be connected to the first pivot joint 5 is shown.

[0053] In FIGS. 17 and 18, another example is shown, in which a slewing drive 11 is arranged to be connected to the first pivot joint 5 to rotate the connecting arm 4 clockwise and counterclockwise about the first pivot joint 5. Two linear actuators 7 may be arranged between the connecting arm 4 and the drive unit to rotate the drive unit about the second pivot joint 6.

[0054] In FIG. 19, another example is shown, where a double gear unit or a double planetary gear unit 10 is arranged together with individual stepper motors 9 connected to pivot joints 5, 6.

[0055] In another example, the double gear unit or the double planetary gear unit may be powered by a stepper motor.

[0056] In another example, a hydraulic radial piston motor may be arranged at the second pivot joint.

[0057] According to the present disclosure, many different combinations of rotating either the first pivot joint and / or the second pivot joint are feasible.

[0058] In an embodiment, the drive unit may include an electric motor for powering one or more propellers. In another example, the propulsion system may include an engine, a combustion engine, a hydraulic engine or the like for powering one or more propellers.

[0059] The propulsion system may further comprise a kick-up function.

[0060] The propulsion system may further comprise two or more transom brackets 2 configured to be connected to the transom of the ship and two or more drive units 3, each drive unit 3 being arranged to be moved relative to the transom bracket 2 so as to move the drive unit 3 in and out of the water, and each drive unit 3 being connected to the transom bracket 2 via a connecting arm 4 having a first pivot joint 5 connected to the transom bracket 2 and a second pivot joint 6 connected to the drive unit 3. A braking device is arranged in connection with each first pivot joint.

[0061] Furthermore, the propulsion system may include a control unit 53, which is operably connected to a drive unit, a first pivot joint, a second pivot joint, a linear actuator, a rotary motor, an electric motor, a hydraulic unit, and / or a stepper motor.

[0062] The present disclosure also relates to a ship 100 comprising the above-mentioned transom 101 and propulsion system 1.

[0063] FIG. 20 is another view of the propulsion system 1 according to an embodiment. The propulsion system 1 of the ship 100 includes a transom bracket 2 configured to be connected to the transom 101 of the ship. Further, the drive unit 3 is rotatably connected to the transom bracket 2 so as to be pivotable about a pivot joint 5 from a lowered position to a raised position or vice versa, and the actuator 7 is configured to move the drive unit 3 about the pivot joint 5. Further, a brake device 50 is disposed connected to the pivot joint 5, and the brake device 50 is configured to maintain the drive unit 3 in place regardless of the state of the actuator 7.

[0064] Specific aspects and variations of the present disclosure are described in the following examples numbered consecutively below.

[0065] Example 1: A propulsion system (1) of a ship (100), a transom bracket (2) configured to be connected to the transom (101) of the ship (100), a drive unit (3) rotatably connected to the transom bracket (2) so as to be pivotable about a pivot joint (5) from a lowered position to a raised position or vice versa, and an actuator (7) configured to move the drive unit (3) about the pivot joint (5), The braking device (50) is arranged to be connected to the pivot joint (5), and the braking device (50) is configured to maintain the drive unit (3) in place regardless of the state of the actuator (7). The propulsion system (1).

[0066] Example 2: The propulsion system (1) according to Example 1, further comprising a hydraulic unit (51) and / or a pneumatic unit that provides pressure to the actuator (7) and / or the braking device (50).

[0067] Example 3: The propulsion system (1) according to Example 1 and / or 2, wherein the braking device (50) is configured to maintain the drive unit (3) in place regardless of fluctuations in the pressure of the actuator (7).

[0068] Example 4: The propulsion system (1) according to Example 2 and / or 3, wherein the hydraulic unit (51) is configured to provide a predetermined pressure.

[0069] Example 5: The propulsion system (1) according to Example 4, wherein the braking device (50) is configured to lock the pivot joint (5) when the pressure of the actuator (7) is below the predetermined pressure.

[0070] Example 6: The propulsion system (1) according to Example 4, wherein the braking device (50) is configured to release the lock of the pivot joint (5) when the pressure of the actuator (7) reaches the predetermined pressure.

[0071] Example 7: The propulsion system (1) according to any of the preceding examples, wherein the braking device (50) is configured to be self - controllable and / or controllable.

[0072] Example 8: The propulsion system (1) according to any of the preceding examples, wherein the braking device includes a cone brake unit (50).

[0073] Example 9: The propulsion system (1) according to Example 8, wherein the cone brake unit (50) comprises a cone brake surface (60) having a friction-enhanced surface or coating.

[0074] Example 10: The propulsion system (1) according to Example 8 and / or 9, wherein the cone brake unit (50) comprises a plurality of compression springs (65) arranged around the cone.

[0075] Example 11: The propulsion system (1) according to Example 10, wherein the plurality of compression springs (65) are configured to provide a predetermined spring force such that when a pressure drop occurs and / or when the pressure falls below a predetermined pressure, the cone brake surface (60) is pressed against another surface (63).

[0076] Example 12: The propulsion system (1) according to Example 10 and / or 11, wherein the compression spring (65) abuts against the peripheral wall (67) at a first spring end (66), a circumferential space (68) is arranged on the opposite side of the peripheral wall, and the circumferential space is in fluid connection with the hydraulic unit (51).

[0077] Example 13: The propulsion system (1) according to Example 12, wherein a valve (52) is arranged between the space and the hydraulic unit.

[0078] Example 14: The propulsion system (1) according to Example 13, wherein the valve (52) is controllable.

[0079] Example 15: The propulsion system (1) according to Example 2, wherein the hydraulic unit (51) is configured to provide pressure to both the actuator and the braking device.

[0080] Example 16: The propulsion system (1) according to Example 2, further comprising a control unit (53) configured to control the hydraulic unit.

[0081] Example 17: The propulsion system (1) according to Example 16, wherein the control unit (53) is operably connected to the valve (52).

[0082] Example 18: The propulsion system (1) according to Example 2, further comprising a pressure sensor (54) configured to measure the pressure within the hydraulic unit (51).

[0083] Example 19: The propulsion system (1) according to Example 8, wherein the cone brake unit (50) is arranged in connection with the pivot joint (5).

[0084] Example 20: The propulsion system (1) according to Example 8, wherein the cone brake unit (50) is hollow.

[0085] Example 21: The propulsion system (1) according to Example 8, wherein the cone brake unit (50) and the pivot joint (5) have a common central axis (80).

[0086] Example 22: The propulsion system (1) according to Example 21, wherein the cone brake unit (50) and the pivot joint (5) are hollow along the common central axis (80).

[0087] Example 23: The propulsion system (1) according to Example 22, wherein a harness, a harness tool, a cable, and / or a wire are configured to be guided through the hollow pivot joint (5) and the cone brake unit (50).

[0088] Example 24: The propulsion system (1) according to any one of the preceding examples, wherein the drive unit (3) has a transport function and the brake device (50) is actuated.

[0089] Example 25: The propulsion system (1) according to any one of the preceding examples, wherein the drive unit (3) has a raised position and the brake device (50) is actuated.

[0090] Example 26: The propulsion system (1) according to any one of the preceding embodiments, wherein the actuator (7) is a linear actuator or a rotary actuator.

[0091] Example 27: The propulsion system (1) according to any one of the preceding embodiments, wherein the actuator (7) includes a plurality of actuators.

[0092] Example 28: The propulsion system (1) according to any one of the preceding embodiments, wherein the actuator (7) is a tilt actuator.

[0093] Example 29: The propulsion system (1) according to any one of the preceding embodiments, further comprising a trim arrangement.

[0094] Example 30: The propulsion system (1) according to any one of the preceding embodiments, wherein the drive unit (3) includes an electric motor, an engine, a combustion engine, a hydraulic engine, or the like.

[0095] Example 31: The propulsion system (1) according to Example 26, wherein the linear actuator (7) includes a cylinder and a piston.

[0096] Example 32: The propulsion system (1) according to any one of the preceding embodiments, wherein the drive unit (3) is connected to the transom bracket via a connecting arm (4) having a pivot joint (5) connected to the transom bracket and an additional pivot joint (6) connected to the drive unit (3), and the drive unit is configured to be moved in the water and out of the water by the connecting arm pivoting about the pivot joint (5), or the drive unit pivoting about the additional pivot joint (6), or both the connecting arm (4) and the drive unit pivoting about both pivot joints (5, 6).

[0097] Example 33: The propulsion system (1) according to Example 32, wherein the pivot joint (5) is the first pivot joint (5) and the additional pivot joint (6) is the second pivot joint (6).

[0098] Example 34: The propulsion system (1) according to Example 33, wherein the second braking device (50) is arranged in connection with the second pivot joint (6).

[0099] Example 35: The propulsion system (1) according to any one of Examples 32 to 34, wherein the drive unit (3) is configured to be moved by pivoting the connecting arm (4) about the first pivot joint (5) in the clockwise or counterclockwise direction, regardless of any pivoting of the drive unit about the second pivot joint (6).

[0100] Example 36: The propulsion system (1) according to any one of Examples 32 to 35, wherein the drive unit (3) is configured to be moved by pivoting the drive unit (3) about the second pivot joint (6) in the clockwise or counterclockwise direction, regardless of any pivoting of the connecting arm (4) about the first pivot joint (5).

[0101] Example 37: The propulsion system (1) according to any one of Examples 32 to 35, wherein the drive unit (3) is pivoted about the second pivot joint in the clockwise or counterclockwise direction and at the same time the connecting arm (4) is pivoted about the first pivot joint (5) in the clockwise or counterclockwise direction, so that the drive unit (3) is moved.

[0102] Example 38: The propulsion system (1) according to any of the preceding examples, wherein the actuator is arranged at the first pivot joint (5) and / or the second pivot joint (6).

[0103] Example 39: The propulsion system (1) according to Example 26, wherein the linear actuator (7) is arranged between the transom bracket (2) and the connecting arm (4) or between the connecting arm (4) and the drive unit (3).

[0104] Example 40: The propulsion system (1) according to Example 26, wherein a plurality of linear actuators (7) are arranged between the transom bracket (2) and the connecting arm (4) or between the connecting arm and the drive unit.

[0105] Example 41: The propulsion system (1) according to any one of Examples 38 to 40, wherein the rotary motor and the linear actuator(s) are configured to pivot the connecting arm (4) about the first pivot joint (5) and / or pivot the drive unit (3) about the second pivot joint (6).

[0106] Example 42: The propulsion system (1) according to Example 38, wherein a motor or a stepper motor is arranged to supply power to a gear unit and / or a planetary gear unit.

[0107] Example 43: The propulsion system according to Example 42, wherein the gear unit (8) and / or the planetary gear unit (10) and / or the linear actuator(s) (7) are configured to move the drive unit by pivoting the connecting arm (4) about the first pivot joint (5) and / or pivoting the drive unit (3) about the second pivot joint (6).

[0108] Example 44: The propulsion system (1) according to Example 33, wherein a slewing drive (11) is arranged at the first pivot joint (5) and / or at the second pivot joint (6).

[0109] Example 45: The propulsion system (1) according to Example 44, wherein the swivel drive (11) and / or the linear actuator(s) (7) are configured to move the drive unit (3) by pivoting the connecting arm (4) about the first pivot joint (5) and / or by pivoting the drive unit (3) about the second pivot joint (6).

[0110] Example 46: The propulsion system (1) according to Example 32, wherein a double gear unit or a double planetary gear unit (10) is arranged together with individual stepper motors connected to the pivot joints (5, 6).

[0111] Example 47: The propulsion system (1) according to Example 32, wherein a double gear unit or a double planetary gear unit and stepper motors are arranged connected to the connecting arm (4).

[0112] Example 48: The propulsion system (1) according to Example 33, wherein a hydraulic radial piston motor is arranged at the second pivot joint (6).

[0113] Example 49: The propulsion system (1) according to Example 33, wherein the first pivot joint (5) is arranged at the first end of the connecting arm (4), and the second pivot joint (6) is connected at the second end of the connecting arm (4).

[0114] Example 50: The propulsion system (1) according to Example 32, wherein the connecting arm (4) is arranged at the center of the drive unit.

[0115] Example 51: The propulsion system (1) according to Example 32, wherein two connecting arms are arranged between the transom bracket (2) and the drive unit (3).

[0116] Example 52: The propulsion system (1) according to Example 51, wherein the two connecting arms are arranged at a distance from each other therebetween.

[0117] Example 53: The propulsion system (1) according to any one of Examples 51 to 52, wherein the two connecting arms have the first pivot joint and the second pivot joint, whereby the two connecting arms move together about the first pivot joint and / or the drive unit pivots about the second pivot joint.

[0118] Example 54: The propulsion system (1) according to Example 32, wherein the connecting arm (4) is tapered from the first pivot joint towards the second pivot joint.

[0119] Example 55: The propulsion system (1) according to Example 32, wherein the linear actuator (7) has an actuator end, and the actuator end is connected to the connecting arm (4).

[0120] Example 56: The propulsion system (1) according to Example 32, wherein the linear actuator (7) is connected to the drive unit (3) and the connecting arm (4), or the transom bracket and the connecting arm.

[0121] Example 57: The propulsion system (1) according to Example 32, wherein the linear actuator (7) is connected to the drive unit (3) at a distance below the second pivot joint.

[0122] Example 58: The propulsion system (1) according to Example 57, wherein the linear actuator (7) is connected to the drive unit (3) via a drive pivot joint (12).

[0123] Example 59: The propulsion system (1) according to Example 33, wherein the drive unit (3) is configured to be trimmed and / or tilted about the first pivot joint (5) and / or the second pivot joint (6).

[0124] Example 60: The propulsion system (1) according to any one of the preceding embodiments, wherein the drive unit (3) comprises one or more propellers (13a, 13b).

[0125] Example 61: The propulsion system (1) according to Example 60, wherein the one or more propellers (13a, 13b) are configured to push the ship (100) during forward movement of the ship.

[0126] Example 62: The propulsion system (1) according to Example 60, wherein the one or more propellers (13a, 13b) are configured to pull the ship during forward movement of the ship.

[0127] Example 63: The propulsion system (1) according to any one of Examples 60 to 62, wherein the drive unit (3) comprises a first propeller (13a) and a second propeller (13b).

[0128] Example 64: The propulsion system (1) according to Example 63, wherein the first propeller (13a) is arranged to rotate in the opposite direction compared to the second propeller (13b).

[0129] Example 65: The propulsion system (1) according to any one of Examples 60 to 64, wherein the one or more propellers (13a, 13b) include a thrust angle.

[0130] Example 66: The propulsion system (1) according to Example 32, further comprising one or more transom brackets (2) configured to be connected to the transom of the ship and one or more drive units (3), each drive unit being arranged to be moved relative to the transom bracket (2) so as to move the drive unit (3) both in and out of the water, each drive unit being connected to the transom bracket via a connecting arm (4) having a first pivot joint connected to the transom bracket and a second pivot joint connected to the drive unit. The propulsion system (1) according to Example 32.

[0131] Example 67: The propulsion system (1) according to Example 16, wherein the control unit (53) is operably connected to the drive unit (3), the first pivot joint, the second pivot joint, the linear actuator, the rotary motor, the electric motor, the hydraulic system, and / or the stepper motor.

[0132] Example 68: A ship (100) comprising a transom (101) and a propulsion system (1) according to any of the preceding examples.

[0133] The terminology used herein is for the purpose of describing particular aspects only and is not intended to be limiting of the present disclosure. As used herein, the singular forms "a", "an", and "the" are intended to include the plural forms as well, unless the context clearly dictates otherwise. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items. The terms "comprises", "comprising", "includes" and / or "including", when used herein, specify the presence of the stated feature, component, action, step, operation, element, and / or component, but do not preclude the presence or addition of one or more other features, components, actions, steps, operations, elements, components, and / or groups thereof.

[0134] It will also be understood that terms, such as first, second, etc., may be used herein to describe various elements, but these elements should not be limited by these terms. These terms are only used to distinguish one element from another. For example, without departing from the scope of the present disclosure, a first element may be referred to as a second element and, similarly, a second element may be referred to as a first element.

[0135] Relative terms such as "lower", "upper", "top", "bottom", "horizontal", or "vertical" may be used herein to describe the relationship of one element to another as shown in the figures. It will be understood that these terms and those described above are intended to encompass different orientations of the device in addition to the orientation shown in the figures. When an element is said to be "connected" or "coupled" to another element, it will be understood that the element may be directly connected or coupled to the other element, or there may be intervening elements. In contrast, when an element is said to be "directly connected" or "directly coupled" to another element, there are no intervening elements.

[0136] Unless otherwise defined, all terms (including technical and scientific terms) used herein shall have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. It will be further understood that the terms used herein should be interpreted as having a meaning that is consistent with their meaning in the context of this specification and the relevant art, and should not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

[0137] It will be understood that the present disclosure is not limited to the embodiments described above and shown in the drawings, but rather that those of ordinary skill in the art may make many changes and modifications within the scope of the present disclosure and the appended claims. The drawings and the specification disclose embodiments for illustrative purposes only, not for purposes of limitation, and the scope of the present disclosure is set forth in the following claims.

Claims

1. 1. A propulsion system for a marine vessel, comprising: a transom bracket configured to be coupled to a transom of the watercraft; a drive unit rotatably coupled to the transom bracket such that the drive unit can pivot from a lowered position to a raised position, or vice versa, about a pivot joint; an actuator configured to move the drive unit about the pivot joint; a braking device is disposed in communication with the pivot joint, the braking device being configured to maintain the drive unit in position regardless of a state of the actuator. The propulsion system.

2. The propulsion system of claim 1 , further comprising a hydraulic and / or pneumatic unit providing pressure to the actuators and / or the braking devices.

3. The propulsion system of claim 1 , wherein the braking device is configured to maintain the drive unit in place regardless of fluctuations in pressure in the actuator.

4. The propulsion system of claim 2 , wherein the hydraulic and / or pneumatic unit is configured to provide a predetermined pressure.

5. The propulsion system of claim 4 , wherein the braking device is configured to lock the pivot joint if the pressure in the actuator falls below the predetermined pressure.

6. The propulsion system of claim 4 , wherein the braking device is configured to unlock the pivot joint when the pressure in the actuator reaches the predetermined pressure.

7. The propulsion system of claim 1 , wherein the braking device comprises a cone brake unit.

8. 8. The propulsion system of claim 7, wherein the cone brake unit comprises a cone braking surface having a friction enhancing surface or coating.

9. The propulsion system of claim 7 , wherein the cone brake unit comprises a plurality of compression springs disposed about the cone.

10. 10. The propulsion system of claim 9, wherein the plurality of compression springs are configured to provide a predetermined spring force such that the cone braking surface is forced against another surface when a pressure drop occurs and / or when the pressure falls below a predetermined pressure.

11. 10. The propulsion system of claim 9, wherein the compression spring abuts a peripheral wall at a first spring end and a peripheral space is disposed opposite the peripheral wall, the peripheral space being fluidly connected to the hydraulic unit.

12. The propulsion system of claim 7 , wherein the cone brake unit is disposed in communication with the pivot joint.

13. 8. The propulsion system of claim 7, wherein the cone brake unit is hollow.

14. The propulsion system of claim 11 , wherein a valve is disposed between the space and the hydraulic unit.

15. The propulsion system of claim 2 , further comprising a control unit configured to control the hydraulic unit.

16. The propulsion system of claim 1 , wherein the drive unit has a transport function and the brake device is actuated.

17. The propulsion system of claim 1 , wherein the actuator is a linear actuator or a rotary actuator.

18. the drive unit is connected to the transom bracket by a connecting arm having the pivot joint connected to the transom bracket and an additional pivot joint connected to the drive unit; the drive unit is configured to be moved in and out of water by pivoting the linking arm about the pivot joint, or by pivoting the drive unit about the further pivot joint, or by pivoting the linking arm and the drive unit about both pivot joints; the pivot joint is a first pivot joint and the additional pivot joint is a second pivot joint.

10. The propulsion system of claim 1.

19. 20. The propulsion system of claim 18, wherein a second braking device is disposed in communication with the second pivot joint.

20. A watercraft comprising a transom and a propulsion system according to claim 1.

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