Propulsion system for a marine vessel

Abstract

A marine vessel includes an exterior component fitted to a hull of the marine vessel and a propulsion module configured to be received by the exterior component. The propulsion module includes a power source configured to drive a propeller; a shaft configured to couple the power source and the propeller. The module includes a housing configured to store at least the power source and a portion of the shaft.

Description

CROSS-REFERENCE TO RELATED PATENT APPLICATION

This application claims priority to and the benefit of U.S. Provisional Patent Application No. 61/071,394, filed Apr. 25, 2008, incorporated herein by reference in its entirety.

BACKGROUND

Sailing vessels often include an auxiliary propulsion system to propel the craft when there is a lack of wind or when using wind power is impractical. Such auxiliary propulsion systems generally include a propeller driven by a power source such as an internal combustion engine or an electric motor. Several methods are commonly used to mount the auxiliary propulsions to a sailing vessel, such as a sailing yacht. However, each of these methods introduces a unique set of complications.

Commonly, the power source for the propulsion system is mounted inside the hull of the vessel. As shown in FIGS. 1 and 2A, a straight mechanical shaft 50 can extend from a power source 40 such that the shaft 50 pierces the hull 10, and the shaft 50 is coupled to a propeller 60. The shaft 50 may extend through the rear of the vessel. Each configuration requires the shaft 50 to pierce the hull 10 of the vessel, creating a hole in the hull 10. Because stuffing boxes are becoming more unpopular due to concerns about contaminated bilge water, such holes in hulls 10 may necessitate costly shaft seals that can require extensive maintenance. Such arrangements also generally require a large amount of room to accommodate the shaft 50. Further, because the shaft 50 extends diagonally out of the hull 10, the propeller 60 provides an off-center (e.g., not horizontal) thrust to the vessel.

Sail-drive arrangements may also be used, as shown in FIG. 2B. Sail-drives provide a propeller 60 that is horizontal, but still require an opening to pierce the hull 10 of the vessel. Further, the power train of the sail-drive includes complex gearing that introduces mechanical losses, lowering the efficiency of the system. The sail-drive also includes oil baths for some components with seals that may fail.

Another propulsion arrangement is a pod drive, shown in FIG. 2C. Pod drives also provide a horizontal propeller 60 and horizontal thrust but require space-consuming reinforcement to strengthen the section of hull 10 to which they are mounted. Further, the pod drives extend below the hull 10 of the vessel and must be manufactured to be able to absorb impacts from underwater objects the vessel may strike.

It would be advantageous the integrate the propulsion system of the vehicle into an existing external structure of the vessel so that the propulsions system does not need to pierce the hull and is at least partially shielded from impacts from underwater objects.

SUMMARY

According to one embodiment, a sailing vessel includes an exterior component fitted to a hull of the sailing vessel and a propulsion system or module configured to be received by the exterior component. The propulsion system or module includes a power source configured to drive a propeller; a shaft configured to couple the power source and the propeller; and a housing configured to store at least the power source and a portion of the shaft.

According to another embodiment, a propulsion system or module and rudder assembly includes a power source configured to drive a propeller; a shaft configured to couple the power source and the propeller; a housing configured to store at least the power source and a portion of the shaft; and a rudder configured to receive the housing.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a cutaway isometric view of a sailing vessel showing the placement of an auxiliary propulsion system according to one prior art embodiment.

FIGS. 2A-2C are schematic side views of sailing vessel showing the placement of an auxiliary propulsion module according to several prior art embodiments.

FIG. 3 is a block diagram of an electrical system for a sailing vessel according to one exemplary embodiment of the present invention.

FIG. 4 is a block diagram of an electrical system for a sailing vessel according to another exemplary embodiment of the present invention.

FIG. 5 is a schematic side view of a sailing vessel showing the placement of an auxiliary propulsion module according to one exemplary embodiment.

FIG. 6 is a schematic bottom view of the sailing vessel showing the placement of an auxiliary propulsion module shown in FIG. 5.

FIG. 7 is a cross section of a portion of a keel for a sailing vessel and a portion of an auxiliary propulsion system according to an exemplary embodiment.

FIG. 8 is a schematic side view of a rudder for a sailing vessel according to an exemplary embodiment.

FIG. 9 is a schematic front view of the rudder shown in FIG. 8.

DETAILED DESCRIPTION

Referring to FIGS. 3 and 4, a block diagram of an electrical system for a sailing vessel is shown according to exemplary embodiments. The sailing vessel includes an on-board power source to power a motor-driven propeller. According to an exemplary embodiment, power is supplied by a diesel engine 102 turning a permanent magnet alternator 103. The alternator 103 powers, for example a 240 V DC bus 105 for the vessel. As shown in FIG. 3, the vessel may include a rechargeable energy source 107, such as a battery bank, to store energy from the engine 102. An electric motor 140, such as a brushless DC permanent magnet motor, is coupled to the bus 105 with a controller 108 and drives a propeller 160 (see FIGS. 5-9). If the electrical system includes a rechargeable energy source 107, the motor 140 may receive power from the rechargeable energy source 107 when the engine 102 and/or a generator are turned off.

Referring to FIGS. 5-7, multiple schematic views of a sailing vessel are shown according to one exemplary embodiment. The sailing vessel includes a hull 110 (e.g., frame, main body, etc.) with a keel 120 running down the center of the hull 110. The keel 120 acts as the backbone of the hull 110 and adds the longitudinal strength of the craft. Keels 120 for sailing vessels are generally constructed from heavy materials and provide ballast to stabilize the vessel. According to various exemplary embodiments, the keel 120 may be filled with a heavy metal such as lead. A rudder 130 is coupled to the hull 110 to steer the vessel. The rudder 130 may be an outboard rudder 130 and be hung on the stern of the hull 110. According to other exemplary embodiments, the rudder 130 may be an inboard rudder and be hung from the keel 120 and fully submerged beneath the hull 110. The keel 120 and the rudder 130 are generally constructed such that they are able to absorb impacts from underwater objects that may be struck by the vessel.

The vessel further includes a propulsion module 190. The propulsion module 190 includes a housing 170, the motor 140, the propeller 160, and a shaft 150 coupling the propeller 160 to the motor 140. The propulsion module 190 is configured to be received by an exterior component of the sailing vessel. As shown in one embodiment in FIGS. 5-7, the module 190 is received by a cavity (e.g., socket, receptacle, hollow, etc.) formed in the keel 120. Mounting the propulsion module 190 directly to the keel 120 eliminates the need to puncture the hull 110 to accommodate the shaft 150. Further, because the keel 120 is already constructed to withstand impacts from underwater objects that may be struck by the vessel, the propulsion module 190 does not need expensive and space-consuming reinforced mounting hardware.

The housing 170 is a formable material such as fiberglass, polyurethane foam, or any other suitable material. The housing 170 surrounds the motor 140, a portion of the shaft 150, and a multitude of electrical contacts 180 for coupling the motor 140 to the sailing vessel's on-board power system (see FIGS. 3-4). One end of the shaft 150 extends from the housing 170 on a side opposite of the contacts 180 to receive the propeller 160.

A motor controller 108 is provided between the propulsion motor 140 and the on-board DC bus 105. According to various exemplary embodiments, the controller 108 may be located within the housing 170 of the propulsion module 190 or may be located within the vessel. For instance, if the controller 108 is located in the propulsion module 190, three electrical contacts 180 are provided, with one contact being a positive contact, one being a negative contact, and one being a control area network (CAN) bus contact.

Because sailing vessels may include uniquely constructed metal-filled keels, forming the housing 170 from a shapeable material allows the same propulsion module 190 to be integrated into multiple unique keels simply by removing a portion of the housing 170. According to one exemplary embodiment, the height and depth of the housing 170 would be standardized and the width of the housing 170 would be able to be altered to fit cavities in various keels. The motor 140 may be a relatively large diameter, small depth motor to fit better within the cavity formed in the keel 120.

According to another exemplary embodiment, shown in FIGS. 8 and 9, a propulsion module 190 may be coupled to the rudder 130. Similar to the keel 120 described above, the rudder 130 includes a cavity or cutout that is sized to receive a propulsion module 190. The cavity may be located proximate to the front of the rudder 120, proximate to the back of the rudder 130, or anywhere along the length of the rudder 130 provided the rudder 130 and propulsion module 190 remain balanced. The propulsion module 190 and rudder 130 may be manufactured as a finished assembly to assure proper balancing. The motor 140 may be a relatively small diameter, large depth motor to fit better within the cavity formed in the rudder 130 and to produce less drag. To further reduce drag caused by the propeller 160, the blades of the propeller 160 may be configured as folding blades or feathering blades or the entire propulsion module 190 may be configured to rotate relative to the rudder 130.

Mounting the propulsion module 190 directly to the rudder 130 eliminates the need to puncture the hull 110 to accommodate the shaft 150. Further, because the rudder 130 is already constructed to withstand impacts from underwater objects that may be struck by the vessel, the propulsion module 190 does not need expensive and space-consuming reinforced mounting hardware.

It is important to note that the construction and arrangement of the keel or rudder mounted or integrated motor as shown in the various exemplary embodiments is illustrative only. Although only a few embodiments of the present application have been described in detail in this disclosure, those skilled in the art who review this disclosure will readily appreciate that many modifications are possible (e.g., variations in sizes, dimensions, structures, shapes and proportions of the various elements, values of parameters, mounting arrangements, use of materials, colors, orientations, etc.) without materially departing from the novel teachings and advantages of the subject matter recited in the application. For example, elements shown as integrally formed may be constructed of multiple parts or elements, the position of elements may be reversed or otherwise varied, and the nature or number of discrete elements or positions may be altered or varied. Accordingly, all such modifications are intended to be included within the scope of the present application. The order or sequence of any process or method steps may be varied or re-sequenced according to alternative embodiments. Further by way of example, the disclosed propulsion module may be employed on any suitable marine vessel including, for example, a non-sailing vessel. Other substitutions, modifications, changes and omissions may be made in the design, operating conditions and arrangement of the exemplary embodiments without departing from the scope of the present application.

The foregoing description of embodiments of the application has been presented for purposes of illustration and description. It is not intended to be exhaustive or to limit the application to the precise form disclosed, and modifications and variations are possible in light of the above teachings, or may be acquired from practice of the application. The embodiments were chosen and described in order to explain the principles of the application and its practical application to enable one skilled in the art to utilize the application in various embodiments and with various modifications as are suited to the particular use contemplated.

Although the description contains many specificities, these specificities are utilized to illustrate some of the preferred embodiments of this application and should not be construed as limiting the scope of the application. The scope of this application fully encompasses other embodiments which may become apparent to those skilled in the art. All structural, chemical, and functional equivalents to the elements of the above-described application that are known to those of ordinary skill in the art are expressly incorporated herein by reference and are intended to be encompassed by the present application. A reference to an element in the singular is not intended to mean one and only one, unless explicitly so stated, but rather it should be construed to mean at least one. Furthermore, no element, component or method step in the present disclosure is intended to be dedicated to the public.

Claims

1. A marine vessel, comprising:

an exterior component fitted to a hull of the sailing vessel; and

a propulsion module configured to be received by the exterior component, wherein the propulsion module includes: a power source configured to drive a propeller; a shaft configured to couple the power source and the propeller; and a housing configured to store at least the power source and a portion of the shaft.

2. The marine vessel of claim 1, wherein the propulsion module is configured to not pierce the hull.

3. The marine vessel of claim 2, wherein the exterior component at least partially shields the propulsion module from underwater objects.

4. The marine vessel of claim 3, wherein the exterior component is configured to be employed as a keel or a rudder for vessel steerage or stability.

5. The marine vessel of claim 1, wherein the exterior component is configured to be a keel of the marine vessel.

6. The marine vessel of claim 5, wherein the keel comprises a cavity configured to receive the propulsion module.

7. The marine vessel of claim 6, wherein the housing further comprises a plurality of electrical contacts for coupling the power source to a power system.

8. The marine vessel of claim 7, wherein the power source is an electric motor.

9. The marine vessel of claim 8, wherein the propulsion module further comprises a motor controller located within the housing.

10. The marine vessel of claim 7, wherein the housing comprises a shapeable material.

11. The marine vessel of claim 10, wherein the housing is formed from fiberglass or polyurethane foam.

12. The marine vessel of claim 1, wherein the exterior component is configured as a rudder of the marine vessel.

13. The marine vessel of claim 12, wherein the rudder comprises a cavity configured to receive the propulsion module.

14. The marine vessel of claim 13, wherein the cavity is located proximate to the front or back of the rudder.

15. The marine vessel of claim 12, wherein the power source is an electric motor.

16. A propulsion module and rudder assembly for propelling and steering a marine vessel, comprising:

a power source configured to drive a propeller;

a shaft configured to couple the power source and the propeller;

a housing configured to store at least the power source and a portion of the shaft; and

a rudder configured to receive the housing.