阅读说明：本技术 具有相应的船体组件的电推进水运工具 (Electrically propelled watercraft with corresponding hull assembly ) 是由 J.D.多雷穆斯 C.M.杜马尔斯 P.C.杰克森 J.A.迪默 B.M.莫汉 E.T.威 于 2020-02-10 设计创作，主要内容包括：一种水运工具包括船体结构、甲板结构和推进系统。船体结构包括至少一个船体,每个船体限定内部。甲板结构被安装到船体结构。推进系统适于在水体中移动水运工具,并且包括电动马达和联接至电动马达的能量存储装置。电动马达和能量存储装置在包括至少一个船体的内部中的至少一个的区域内彼此相邻定位。(A watercraft includes a hull structure, a deck structure and a propulsion system. The hull structure includes at least one hull, each hull defining an interior. The deck structure is mounted to the hull structure. The propulsion system is adapted to move a watercraft in a body of water and includes an electric motor and an energy storage device coupled to the electric motor. The electric motor and the energy storage device are positioned adjacent to each other within an area including at least one of the interior of the at least one hull.)

1. A watercraft, comprising:

a hull structure including at least one hull, each hull defining an interior;

a deck structure mounted to the hull structure; and

a propulsion system for moving a watercraft in a body of water, the propulsion system comprising an electric motor and an energy storage device coupled to the electric motor, wherein the electric motor and the energy storage device are positioned adjacent to each other within an area comprising at least one of the interiors of the at least one hull.

2. The watercraft of claim 1 wherein the electric motor and the energy storage device are stacked along a longitudinal axis of the at least one hull.

3. The watercraft of claim 1 wherein the at least one hull comprises a first hull having a first interior and a second hull having a second interior, the first interior defining a portion of the area.

4. The watercraft of claim 3 wherein the second interior is separate from the region.

5. The watercraft of claim 1 wherein the hull structure further comprises a compartment located directly adjacent the at least one hull, wherein an interior of the compartment is connected to an interior of the at least one hull to define the region.

6. The watercraft of claim 5 wherein the compartment forms a watertight connection with the at least one hull.

7. The watercraft of claim 5 wherein the compartment is integrally formed with the at least one hull.

8. The watercraft of claim 1 wherein the at least one hull comprises a first hull having a first interior and a second hull having a second interior, the first and second hulls being symmetrical about a central plane of the hull structure.

9. The watercraft of claim 8 wherein the at least one hull further comprises a third hull located between the first hull and the second hull.

10. A watercraft, comprising:

a tri-hull structure including a port hull defining a port interior, a starboard hull defining a starboard interior, and a central hull defining a central interior, wherein a region includes the port, starboard and central interiors.

An energy storage device disposed in the region; and

an electric motor disposed in the region, powered by the energy storage device and adapted to propel the trimaran structure.

Technical Field

The present disclosure relates to watercraft and, more particularly, to electrically propelled watercraft having a corresponding hull assembly.

Background

Existing electrically propelled watercraft typically include an electric motor driven by electrical energy supplied from one or more batteries. As a result, the range of electric propulsion watercraft is limited by the battery capacity. The batteries of such propulsion systems are typically large, heavy, and located on the deck of the watercraft, thereby taking up valuable deck space and creating an undesirable center of gravity.

Disclosure of Invention

In one exemplary embodiment, a watercraft includes a hull structure, a deck structure, and a propulsion system. The hull structure includes at least one hull, each hull defining an interior. The deck structure is mounted to the hull structure. The propulsion system is adapted to move a watercraft in a body of water and includes an electric motor and an energy storage device coupled to the electric motor. The electric motor and the energy storage device are positioned adjacent to each other within an area including at least one of the interior of the at least one hull.

In addition to one or more features described herein, the electric motor and the energy storage device are stacked along a longitudinal axis of the at least one hull.

In addition to one or more features described herein, the at least one hull includes a first hull having a first interior defining a portion of the area and a second hull having a second interior.

In addition to one or more features described herein, the second interior is separate from the region.

In addition to one or more features described herein, the hull structure includes a compartment located directly adjacent to the at least one hull, wherein an interior of the compartment is connected to an interior of the at least one hull to define the region.

In addition to one or more features described herein, the cabin forms a watertight connection with the at least one hull.

In addition to one or more features described herein, the cabin is integrally formed with the at least one hull.

In addition to one or more features described herein, the electric motor includes a motor shaft, an output shaft, and a coupling connecting the motor shaft and the output shaft to rotate the motor shaft and the output shaft at the same speed.

In addition to one or more features described herein, the at least one hull comprises a first hull having a first interior and a second hull having a second interior, the first and second hulls being symmetrical about a central plane of the hull structure.

In addition to one or more features described herein, at least one of the first and second hulls has a generally vertical inboard surface.

In addition to one or more features described herein, at least one of the first and second hulls has an outwardly-lifting ridge.

In addition to one or more features described herein, the at least one hull further comprises a third hull located between the first hull and the second hull.

In addition to one or more features described herein, wherein the third hull has a bottom lift angle of less than 25 degrees.

In addition to one or more features described herein, the third housing includes a substantially vertical outer surface and at least one ridge.

In another exemplary embodiment, a hull structure for a watercraft having a propulsion system including an electric motor and an energy storage device for operating the electric motor includes at least one hull and at least one compartment having a hollow interior located directly adjacent to the at least one hull. The hollow interior of the at least one compartment and the interior of the at least one hull are connected to form an area for receiving an electric motor and an energy storage device of the propulsion system.

In addition to one or more features described herein, the area is larger than an interior of the at least one hull.

In addition to one or more features described herein, the at least one hull includes a generally vertical inboard surface.

In addition to one or more features described herein, at least one of the hulls includes an outwardly-lifting ridge.

In addition to one or more features described herein, the at least one hull has a bottom lift angle of less than 25 degrees.

In another exemplary embodiment, a watercraft includes a trimaran structure, an energy storage device, and an electric motor. The triple-hulled structure includes a port hull defining a port interior, a starboard hull defining a starboard interior, and a center hull defining a center interior. A region includes port, starboard and central interiors. An energy storage device is disposed in the region. An electric motor is disposed in the region, powered by the energy storage device, and adapted to propel the trimaran structure.

The above features and advantages and other features and advantages of the present disclosure will be readily apparent from the following detailed description when taken in connection with the accompanying drawings.

Drawings

Other features, advantages and details appear, by way of example only, in the following detailed description, the detailed description referring to the drawings in which:

FIG. 1 is a schematic side view of a watercraft according to an embodiment;

FIG. 2 is a front end view of a hull structure of a watercraft according to one embodiment;

FIG. 3 is a bottom perspective view of a watercraft according to one embodiment;

FIG. 4 is a perspective view of a propulsion system mounted within a hull structure according to one embodiment;

5A-5C are various schematic views of a hull structure according to one embodiment;

FIG. 6 is an enlarged partial perspective view of a propulsion system mounted within a hull structure according to one embodiment; and

fig. 7 is a cross-sectional view of an electric motor of a propulsion system of a watercraft according to one embodiment.

Detailed Description

The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features.

In fig. 1, an electrically propelled watercraft 20, such as a boat or ship, is shown according to one embodiment. As shown, the watercraft 20 includes a hull assembly 26 and a deck structure 24. The hull assembly 26 includes a hull structure 22 and a propulsion system 28 for propelling the watercraft 20 through a body of water. The hull structure 22 is adapted to structurally support and house the propulsion system 28 and to structurally support the deck structure 24 generally from below.

Referring now to FIG. 2, with continued reference to FIG. 1, the hull structure 22 of the hull assembly 26 is shown in greater detail in accordance with one embodiment. In the non-limiting embodiment shown, hull structure 22 has a multi-hull configuration including a port (left) hull 30a, a starboard (right) hull 30b, and a center hull 30 c. The length of the plurality of hulls 30a, 30b, 30c may be substantially the same (i.e., forward to aft), or may vary. In one embodiment, the length of the center hull 30c is greater than the length of the port and starboard hulls 30a, 30 b. However, embodiments are also contemplated herein in which the center hull 30c is shorter than or equal to the length of the port and starboard hulls 30a, 30b, respectively. Further, regardless of the length of the hulls 30a, 30b, 30c, the plurality of hulls 30a, 30b, 30c may be aligned with one another or may be offset/offset from one another. In the non-limiting embodiment shown, the stern 32a, 32b, 32c (i.e., the aft end) of each of the respective hulls 30a, 30b, 30c is substantially aligned. However, alternative embodiments are within the scope of the present disclosure in which the arches 34a, 34b, 34c (i.e., nose portions) of the respective hulls 30a, 30b, 30c are aligned or aligned along a midpoint (not shown) taken along the length of each hull 30a, 30b, 30 c.

Referring to fig. 3, the port hull 30a, the center hull 30c, and the starboard hull 30b are each elongated in the fore-aft direction (see arrows 35) and may be spaced laterally from one another along the beam (i.e., width, see arrows 37 of fig. 2) of the watercraft 20 as measured at its widest point. The distance between the central axis P of the port hull 30a and the central axis C of the center hull 30C may be substantially equal to the distance between the central axis C of the center hull 30C and the central axis S of the starboard hull 30 b. In other embodiments, hulls 30 may be unevenly spaced on the beam.

Referring to fig. 4, the hulls 30a, 30b, 30c of the hull structure 22 of the hull assembly 26 may be integrally formed as one unitary piece. In other embodiments, the hulls 30a, 30b, 30c may be connected, for example, via the deck structure 24. The hull structure 22 may be formed from any suitable material, such as fiberglass, aluminum, plastic, or composite material, for example, using existing marine forming techniques.

Referring again to fig. 2, and in accordance with an embodiment, the center hull 30c has a V-shaped bottom surface 36 extending from a center keel 38. In one embodiment, the V-shaped bottom surface 36 has a bottom transverse rise angle (dearise) (shown in the figures as angle "θ") formed between the bottom surface 36 and a horizontal plane on either side of the keel 38 in the range of about fifteen to twenty-five degrees (15 ° -25 °), and in some embodiments about nineteen degrees (19 °). However, any ship bottom roll angle θ is within the scope of the present disclosure.

The center hull 30c also includes a first outer surface 40 facing the port hull 30a and a second outer surface 42 facing the starboard hull 30 b. Each of the first and second exterior surfaces 40, 42 may, but need not, have a generally vertical configuration. In an embodiment, each of first outer surface 40 and second outer surface 42 are oriented such that a ridge 44 is formed at the interface between each outer surface 40, 42 and bottom surface 36. That is, each ridge 44 spans laterally between and forms a respective outer surface 40, 42 and bottom surface 36, respectively, outer surface 40, 42 and bottom surface 36. In the non-limiting embodiment shown, ridges 44 form an approximately 90 degree angle with respective outer surfaces 40, 42 of central hull 30 c. As best shown in fig. 3, the spine 44 extends lengthwise along the central hull 30c from a first end 46 (i.e., the forward end) of the spine to a second end 48 (i.e., the aft end) of the spine. As shown, the first end 46 of the spine is disposed adjacent the bow 34c of the central hull 30c and the second end 48 of the spine is disposed proximate the stern 32c of the central hull 30 c. However, embodiments are also contemplated herein in which ridges 44 do not extend the entire length of center hull 30 c.

As illustrated and described herein, the center hull 30c has a wide V-shaped configuration. With such a configuration, the wetted portion of the center hull 30c is reduced, thereby increasing the efficiency of the watercraft 20 as the watercraft 20 passes through water. It should be understood that the configuration of the center hull 30c shown and described herein is intended to be exemplary only, and that other configurations are within the scope of the present disclosure.

Referring to fig. 2, the configuration of the center hull 30c may be different from the configuration of at least one of the port and starboard hulls 30a, 30 b. The width of the center hull 30c (see arrow 41) is greater than the width of the port hull 30a (see arrow 43) and greater than the width of the starboard hull 30b (see arrow 45). Further, in some embodiments, the width 41 of the center hull 30c is greater than the combined widths 43, 45 of the port and starboard hulls 30a, 30 b.

According to one embodiment, the port and starboard hulls 30a, 30b may have a mirror configuration such that the port and starboard hulls 30a, 30b are substantially the same size and shape and are symmetrical about a central plane of the watercraft 20. Due to this symmetrical configuration of the port and starboard hulls 30a, 30b, the balance of the watercraft 20 about the central axis C of the central hull 30C can be optimized and improved over an asymmetrical configuration. However, embodiments are contemplated in which the starboard hull 30b is constructed differently than the port hull 30 a.

Each of port and starboard hulls 30a, 30b includes an inboard surface 50, an outboard surface 52, and a bottom surface 54 extending between inboard and outboard surfaces 50, 52. In the non-limiting embodiment shown, inboard surfaces 50 of port and starboard hulls 30a, 30b are generally vertical relative to horizontal. The outboard surface 52 of the port hull 30a is angled in the port side direction as it rides up and over (see arrow 53). Likewise, outboard surface 52 of starboard hull 30b is angled in the starboard direction as it steps up (see arrow 55).

According to one embodiment, the bottom surfaces 54 of the port and starboard hulls 30a, 30b, respectively, are elongated in the direction 35 (see fig. 3). Referring to fig. 2 and 3, each bottom surface includes an elongated first portion 56 and an elongated second portion 58 that are both longitudinally coextensive along direction 35. First portion 56 extends laterally from inboard surface 50 to second portion 58, and second portion 58 extends laterally from outboard surface 52 to first portion 56. The first portion 56 may be angled relative to a horizontal plane of the bottom surface 54 and the second portion 58. In one embodiment, the angle of the first portion 56 relative to horizontal, shown as "α" in FIG. 2, is in the range of about twenty to thirty-five degrees (20 ° -35 °), and may be about twenty-seven degrees (27 °).

The second portion 58 of the bottom surface 54 defines an elongated ridge 58, the elongated ridge 58 longitudinally coextensive with the first portion 56 of the bottom surface 54 in the general direction of arrow 35 (see fig. 3). Ridge 58 spans laterally between and suitably forms (congruently) outboard surface 52 and first portion 56. In one embodiment, ridge 58 forms an angle of approximately ninety degrees (90 °) with outboard surface 52. The inclusion of the outwardly-lifting ridges 58 on the port and starboard hulls 30a, 30b allows water, particularly the wake formed by the hulls 30a, 30b, to be directed away from the underside of the hull structure 22. As shown in fig. 3, and in one example, each of the spines 58 extends longitudinally along substantially the entire longitudinal length of the respective starboard and port hulls 30a, 30b, and extends from a spine first end 60 to a spine second end 62. It is appreciated that the illustrated shapes of the hulls and ridges are intended to be examples only, and one skilled in the art will readily appreciate that the present disclosure may be applied to other hull shapes and configurations.

Referring to fig. 4 and 5A, and as one example, the hull structure 22 additionally includes one or more compartments (i.e., two are illustrated as a starboard compartment 64 and a port compartment 65), each of which has an outer body 66 (e.g., a panel) contoured to define a hollow interior 68. Body 66 of compartment 65 is positioned between and engages port hull 30a and center hull 30 c. The body 66 of chamber 64 is positioned between and engages center hull 30c and starboard hull 30 b. The size and shape of compartment 65 may be substantially the same as the size and shape of compartment 64. In other examples, the hull structure 22 may include only one compartment extending between and connected to two hulls of a hull structure limited to the two hulls.

In one embodiment, the body 66 of each compartment 64, 65 is angled from a central or middle portion of the lower portion. That is, the main body 66 may be inclined upward from the lower center portion and toward the bow, and the main body may also be inclined upward from the lower center portion and toward the stern. As best shown in fig. 4, the uppermost surface of the body 66 of each compartment 64, 65 may be aligned with the uppermost surface of one of the hulls 30a, 30b, 30 c. Further, the depth of each compartment 64, 65 is less than the depth of the hull structure 22 such that when the watercraft 20 is in a body of water, the waterline of the hull structure 22 is disposed and spaced vertically below the bottom surface 70 of the compartments 64, 65 (see fig. 2). However, embodiments in which a portion (e.g., a central portion) of the chambers 64, 65 is immersed in water are also within the scope of the present disclosure.

As previously described, each compartment 64, 65 of the hull structure 22 has a hollow interior 68. Compartments 64, 65 are configured such that at least a portion of interior 68 (shown schematically in phantom in fig. 5A) is connected to and in fluid communication with an interior 72 (shown schematically in phantom in fig. 5B) of central hull 30 c. As a result, the interior 68 of the first compartment 64, the interior 68 of the second compartment, and the interior 72 of the adjacent center housing 30C all combine together to define an area 73 (shown schematically in dashed lines in fig. 5C). As a result, the overall size of the area 73 (i.e., continuous space) available for storing one or more components within the hull structure 22 is increased.

In embodiments where the compartment is located between two hulls (e.g., hulls 30a and 30c), compartment 64 may be in communication with the interior 74 of both hulls 30a, 30 c. As shown in fig. 5A-5C, the interior 68 of the cabin 64 is isolated from the interior 74 of the port casing 30a by the inboard surface 50 of the port casing 30 a. However, embodiments are also contemplated in which one or more compartments 64, 65 are open to the interior 74 of the port and/or starboard hulls 30a, 30b in addition to or in place of the interior 72 of the center hull 30 c. However, it should be understood that embodiments of the hull structure 22 that include only a single compartment 64 are also within the scope of the present disclosure.

In an embodiment, the body 66 of one or more compartments 64, 65 may be formed (i.e., manufactured) separately from the remainder of the hull structure 22 and may be later attached to a portion of the hull structure 22, such as to an adjacent hull. In such embodiments, the interface between the body 66 and the hull structure 22 is sealed to form a watertight connection. Alternatively, the chamber 64 may be integrally formed with one or more of the hulls of the hull structure 22. In such embodiments, one or more walls isolate the interior 68 of the compartments 64, 65 from the interior of adjacent vessels, e.g., the interior 74 of the port or starboard vessels 30a, 30b, may also be integrally formed with the hull structure 22, or may be dividers 76 (see fig. 4) mounted in the hull structure 22 to define different areas therein. It is contemplated and understood that the divider 76 may carry a portion of the interior surface 50.

Advantages and benefits of the present disclosure include a hull structure 22 that is more energy efficient than existing hull structures. As previously mentioned, the hull structure 22 has a reduced wetted surface area due in large part to the bottom roll angle of the center hull 30 c. In addition, the hull structure 22 has a flatter planing surface than more conventional hull structures, allowing the watercraft 20 to more easily slide (i.e., plane) on top of the water during operation and thus travel at higher speeds.

In addition, hull structure 22 has enhanced maneuverability relative to existing hull structures. The enhanced maneuverability is facilitated, at least in part, by the V-shape of the central hull 30c, which cuts waves and pushes water away from the hull structure 22. The larger central hull 30c relative to the port and starboard hulls 30a, 30b increases the stability of the watercraft 20, thereby reducing susceptibility to water chopping or rolling, and the depth of the central hull 30c allows the watercraft to turn at high speeds. This increased maneuverability enables the hull structure 22 to be used in several different types of watercraft. For example, a deck structure 24, typically used for a floating vessel, may be secured to the hull structure 22. Alternatively, a deck structure 24, typically for a fishing boat, or a deck structure 24, typically for a yacht, may be mounted on the hull structure 22.

Although the hull structure 22 is illustrated and described herein as having a tri-hull configuration, embodiments of the watercraft 20 having a mono-hull configuration, a bi-hull configuration, or a configuration with more than three hulls are within the scope of the present disclosure.

With continued reference to fig. 1, 4, and 6, the propulsion system 28 of the hull assembly 26 is shown in greater detail in accordance with one embodiment. In one embodiment, the propulsion system 28 includes an electric motor 80 connected to a stern drive 82, the stern drive 82 propelling the watercraft 20 by rotation of a propeller 84 about a propeller axis X. The electric motor 80 may be connected to the stern drive 82 via a drive shaft 86, or in some embodiments, the drive shaft 86 may be omitted and the electric motor 80 and stern drive 82 are directly connected. Referring to fig. 7, an output shaft 87 of the electric motor 80 is connected to the drive shaft 86. In one embodiment, the output shaft 87 is directly driven by the motor shaft 89 about the motor axis M. The coupling mechanism 91 may connect the motor shaft 89 and the output shaft 87 such that the output shaft 87, the motor shaft 89, and the drive shaft 86 rotate in the same rotational direction and at the same rotational speed. In one embodiment, the coupling mechanism 91 provides a splined connection between the output shaft 87 and the motor shaft 89. However, embodiments in which the output shaft 87 and the drive shaft 86 rotate at different speeds about the axis M, such as through a gear transmission (not shown), are also within the scope of the present disclosure. Operation of the electric motor 80 drives rotation of a drive shaft 86, which in turn rotates the impeller 84, either directly or through an intermediate linkage or gear reduction (not shown).

The electric motor 80 is powered by an energy storage device 88. The energy storage device 88 may be a battery system (e.g., a battery or a battery pack), a fuel cell, a flow battery, and other devices capable of storing and outputting electrical energy. When the watercraft 20 is parked or on shore, the energy storage device 88 is periodically charged, for example, via an electrical outlet 90 connected to a power source 92 (see fig. 1).

In one example, the propulsion system 28 further includes an Accessory Power Module (APM)94 operable to convert 350VDC to 12V DC power to charge the onboard 12V electrical system; a Single Power Inverter Module (SPIM)96 that converts 350VDC to three-phase AC to power the electric motor 80; and an on-board charging module (OBCM)98 that converts ac power from the grid to dc power to charge the energy storage device 88.

In accordance with an exemplary embodiment, propulsion system 28 is disposed within hull structure 22 and is operatively connected to one or more controls 100 (see fig. 1) operable by a user of watercraft 20. In an embodiment, several or all of the components of propulsion system 28 may be integrated into a single location of hull structure 22. As best shown in fig. 4, 5c, and 6, electric motor 80 and energy storage device 88 of propulsion system 28 are disposed within region 73 formed by interior 72 of central hull 30c and interior 68 of at least one adjacent compartment 64, 65. The energy storage device 88 and the electric motor 80 may be stacked relative to one another along a central axis C (see fig. 2) defined by the center housing 30C. However, embodiments are also contemplated in which the energy storage device 88 and the electric motor 80 are arranged side-by-side or in another configuration. Further, in embodiments including a drive shaft 86 extending between electric motor 80 and stern drive 82, at least a portion of drive shaft 86 may be similarly positioned within interior 72 of central hull 30c and interior 68 of adjacent compartments 64, 65.

By mounting the main components of propulsion system 28 at a single location within hull structure 22, the overall structure of the propulsion system may be simplified and access to the propulsion system for maintenance may be more easily achieved via panels in deck structure 24. Further, hull assembly 26 takes the form of a modular design that includes hull structure 22 and propulsion system 28, while maintaining the ability to couple with any number of different deck structures 24.

While the foregoing disclosure has been described with reference to exemplary embodiments, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the scope thereof. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the disclosure without departing from the essential scope thereof. Therefore, it is intended that the disclosure not be limited to the particular embodiments disclosed, but that the disclosure will include all embodiments falling within its scope.