NO339971B1 - Propulsion engine system for marine vessels - Google Patents

Propulsion engine system for marine vessels Download PDF

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Publication number
NO339971B1
NO339971B1 NO20160058A NO20160058A NO339971B1 NO 339971 B1 NO339971 B1 NO 339971B1 NO 20160058 A NO20160058 A NO 20160058A NO 20160058 A NO20160058 A NO 20160058A NO 339971 B1 NO339971 B1 NO 339971B1
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NO
Norway
Prior art keywords
shaft
electromotor
propulsion
combustion engine
clutch
Prior art date
Application number
NO20160058A
Other languages
Norwegian (no)
Other versions
NO20160058A1 (en
Inventor
øYVIND ALVERN
Original Assignee
Mancraft As
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mancraft As filed Critical Mancraft As
Priority to NO20160058A priority Critical patent/NO20160058A1/en
Priority to NO20161413A priority patent/NO20161413A1/en
Priority to EP17151242.9A priority patent/EP3192735A1/en
Publication of NO339971B1 publication Critical patent/NO339971B1/en
Publication of NO20160058A1 publication Critical patent/NO20160058A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/20—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
    • B60K5/12—Arrangement of engine supports
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
    • B63H21/17—Use of propulsion power plant or units on vessels the vessels being motor-driven by electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H23/00—Transmitting power from propulsion power plant to propulsive elements
    • B63H23/02—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing
    • B63H23/10—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing for transmitting drive from more than one propulsion power unit
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H23/00—Transmitting power from propulsion power plant to propulsive elements
    • B63H23/02—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing
    • B63H23/10—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing for transmitting drive from more than one propulsion power unit
    • B63H23/12—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing for transmitting drive from more than one propulsion power unit allowing combined use of the propulsion power units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H23/00—Transmitting power from propulsion power plant to propulsive elements
    • B63H23/22—Transmitting power from propulsion power plant to propulsive elements with non-mechanical gearing
    • B63H23/24—Transmitting power from propulsion power plant to propulsive elements with non-mechanical gearing electric
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F1/00—Springs
    • F16F1/36—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers
    • F16F1/38—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers with a sleeve of elastic material between a rigid outer sleeve and a rigid inner sleeve or pin, i.e. bushing-type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/266—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators with two coaxial motors or generators
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system
    • Y02T70/5218—Less carbon-intensive fuels, e.g. natural gas, biofuels
    • Y02T70/5236—Renewable or hybrid-electric solutions

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Ocean & Marine Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Glass Compositions (AREA)
  • Transition And Organic Metals Composition Catalysts For Addition Polymerization (AREA)

Description

Field of invention
The field of this invention relates to hybrid propulsion engine systems for marine vessels. In particular the improvement of the system's ability to tolerate axial and transverse displacements and vibrations along the drive shaft.
The present invention relates to a hybrid propulsion system for a marine vessel, comprising in sequence a propulsion combustion engine, an electromotor a following transmission unit and an exit shaft for a drive purpose, and where said electromotor is connected to a chargeable accumulator unit, the described propulsion system comprises a main shaft, which between the propulsion combustion engine and the electromotor and between the electromotor and a transmission unit, is divided in several shaft parts interconnected via one or more joint units , and that it is able to absorb vibrations, and individual axial transverse movements of the individual shaft parts in the main shaft, as disclosed in the preamble of the following claim 1.
The present invention also relates to a method for starting an exit shaft of a vessel from rest with an electromotor by operating a said hybrid propulsion system and use of said hybrid propulsion system.
Background for the invention.
Presently there is an aim to reduce emissions of NOx, CO2and other harmful emissions, as well as noise from combustion engines. Thus there is in general a great potential for hybrid propulsion systems, in this meaning systems able to combine different kinds of engines for propulsion. More specifically a combination of a conventional propulsion combustion (diesel) engine and an electric motor, are both operating a common drive shaft.
Based on this, the aim of the invention is to provide a new and inventive combination of the above mentioned hybrid system, combining an e-motor and a propulsion combustion engine.
An objective is to achieve a new structure of a hybrid system that facilitates to have the propulsion combustion engine charge a battery package connected to the electric motor onboard the vessel when operated at open sea or outside the critical harbor areas. Further be able to operate the system in its electrical mode in narrow waters, harbor areas and areas close to cities. Thus, local emission of harmful combustion gases in its dense populated areas is reduced.
The new hybrid system operated in the above manner, has an advantage in being able to charge the batteries onboard during operation at open sea. The use of the electric motor in certain speed ranges and in docking situations contributes to a potential fuel savings of above 10 % by enabling the propulsion combustion engine to run mostly at its most fuel-efficient load and speed range.
Additional savings in total operating costs may be achieved if the batteries can be charged with electricity shore power (green power - waterfalls electricity) when stationary at dock. However, todays electrical drive systems are inflexible and requires expensive charging infrastructure on land for the operators, which also is not always available on the coastline.
The new structure of the hybrid system is intended for installation not only in new vessels, but also for repowering of old vessels.
The term combustion engine implies an engine operated by a liquid or gaseous fuel, such as the use of a diesel, a gasoline or a LNG fuel or similar fuels.
It is intended that the new hybrid system of the invention provide for a 100 % flexibility of using the green energy for battery charging where it is available, as well as the possibility of charging during operation at sea. It also utilizes the best efficiency of the propulsion combustion engine. Use of the electric motor as a generator for charging of the batteries will be allowed in the most effective load and speed range for the propulsion combustion engine during operation /traveling.
Disclosure of the state of art.
As to the state of art, reference is made to the following patent publications: US-8.608.521, US-8.682.516, US-2005/106953, US-7.241.192, EP-1.341.694,
US 2008/113999 US-8.118.627, EP-2.125.506, US-2011/0237141, EP-2.321.172, US 2012/0831730, and FR 3013321.
Referring to the US-8.608.521 and US-8.682.516, which disclose the need for a normal dry-clutch or a dog clutch, since the combustion engine and the electro motor must rotate at the same speed the moment they are interconnected. In contrast to the situation need when the connection is hydraulic or electromagnetic.
US-2005/106953 assumes that the electromotor is instantly connected to cooperate with the combustion diesel engine. Therefore the electromotor must be supplied with current from a separate generator at all times. In this respect, we also refer to US-7.241.192 and EP-1.341.694.
None of the abovementioned patents discloses the use of a torque meter to measure the rotational shaft momentum, and the use of this feature to operate the hybrid engine, as is the case for the present invention.
An electro magnetic clutch (a dry clutch) is able to start the propeller system with a difference in rotational speed under 800 rpm (rotations per minute), that is when the engine is operating and the propeller unit is started from a speed of zero. When connecting at a rotational speed above 800 rpm the difference in rotational speed should not be more than +/-100 rpm. Normally this kind of clutch, which does not include any cooling system, is able to connect in a range of 0,1 to 3 seconds.
A hydraulic operating clutch, which is preferred in the present invention, is able to handle a higher difference in rotational speed when the propulsion combustion engine runs and the propeller system is to start from zero rpm. During operation the speed difference may be higher than for a electromagnetic clutch. This is due to the oil in the clutch box that may be cooled in a separate oil cooling system, and is therefore more efficient in removing heat from the system than the electromagnetic clutch. Furthermore, the time for connecting may be longer, since the clutch rim includes a thin oil film that reduces the tear of the clutch surfaces.
Also the patent document US-2008/113999 assumes that the electromotor operate as a generator or as an engine, and seems connected all the time, either to supply energy or to brake the combustion engine, which means that the accumulator is simultaneously charged. Reference in this respect is also made to the abovementioned US-8.118.627 and EP-2125506.
The patent application US 2012/0831730 A1 discloses a small water craft with a hybrid system of an electromotor and a diesel motor. However, this not applicable to a larger vessel due to the lack dampening for a large drive shaft. The way that the electromotor is mounted to the diesel motor will not work also not work for a larger craft.
The patent FR 3013321 A1 discloses a system of three power sources. Dampening is provided by placing two of the power sources on a vibrational damping platform. Such a platform will be problematic for any axial displacements during operation.
Obiects of the present invention
An object of the invention is to provide a new method to operate a hybrid engine system.
Further a goal of the invention is to provide new structural units in a combined engine propulsion system. The new system enables the electromotor to easily be changed between a propulsion drive mode and a sole battery accumulator charging mode, or for it to operate in a combined charging and propulsion mode. During the propulsion mode the electromotor is able to propel a drive shaft in the system.
Normally the shaft of a propulsion combustion engine is about twice the similar diameter of an electro motor, for example a diameter of 8 cm contrary to 4 cm. This is not a possible option for the present invention, because if two such engines different shaft diameters are interconnected in a common axis, the operation of the propulsion combustion engine will likely cause the electro motor shaft to break off.
Thus, another object of the present invention is to use the same shaft diameter throughout the whole length of hybrid engine, that is both in the propulsion combustion engine and in the electromotor.
Summary of the invention.
The hybrid propulsion system of the invention ischaracterized in thatthe exit shaft part from the propulsion combustion engine, passes through a clutch unit operating in a ratio of approximately 1:1, there are two rotatable elastic joint units interconnected to the shaft between said propulsion combustion engine and electromotor and the electromotor and the transmission respectively; and where each of the rotatable elastic joint units comprises universal joint flange structures comprising a first flange and a second flange; wherein: the first flange is inside of the second flange and includes at least three link arms, wherein each arm extends from one flange to the other and is anchored in a rotatable manner to each flange structure.
According to an embodiment of the hybrid propulsion system, the first end of each link arm is connected in a rotatable manner to an axial directed link axis in a transverse surface of the one flange, the described axis being located at a distance from the shaft rotational axis, while the second end of each link arm is connected in a rotatable manner to a radial axial directed link axis on the second flange structure, and preferably the two axis of each rotatable arm is directed at an angle of 90° to each other.
According to an embodiment of the hybrid propulsion system, the exit shaft of the propulsion combustion engine and the electro motor rotor shaft is of approximately the same diameter.
According to an embodiment of the hybrid propulsion system, each elastic flange joint preferably includes flexible rubber bushings to prevent sparkovers onto the shaft extending upward and downwards of the electromotor unit.
According to an embodiment of the hybrid propulsion system, the exit shaft part from the propulsion combustion engine, passes through the clutch unit via a flexible/ elastic joint unit.
According to an embodiment of the hybrid propulsion systemcharacterized in thatthe clutch is preferably an electromagnetically or hydraulically operating clutch, wherein a hydraulic clutch solution rim includes an oil film, further the hydraulic clutch system includes a separate oil cooling system.
According to a preferred embodiment, the electromotor is designed to
act as a generator the shaft of which is rotated by the propulsion combustion engine shaft to charge the battery package, or
to act as a motor powered by battery-electricity for giving rotational power to the shaft which is either disconnected from the propulsion combustion engine shaft, or is connected to the propulsion combustion engine shaft for a combined rotation of the propulsion unit, or
that the rotor shaft part may also only rotate together with the propulsion combustion engine shaft, i.e. neither charging the accumulator package nor being a motor rotated by the accumulator electricity.
Preferably the electromotor is a permanent magnet synchronous motor/generator or an asynchronous electro motor/ generator.
The method according to the present invention ischaracterized bybeing comprised of the following set of steps: (1) disengaging the clutch unit (3); (2) disengaging the transmission unit (12); (3) starting the propulsion combustion engine (1); (4) waiting until the propulsion combustion engine (1) has around 650 RPMs; (5) engaging the clutch unit (3); (6) waiting until the electromotor (6) has between 650 and 1200 RPMs; (7) engaging the transmission unit (12); (8) disengaging the clutch unit (3); (9) stopping the propulsion combustion engine (1);
(10) operating the vessel using only the electromotor (6).
The use according to the present invention ischaracterizedsuch that adjacent to the electromotor exit, sensors for a torque meter and a sensor to measure the speed of the electromotor shaft are arranged, in that the a main parts are connected via a control line to start rotating an exit shaft of a vessel from rest by an electromotor.
The hybrid propulsion system may operate a ship or other floating unit (a platform for example) to be able to run in an electromotor drive mode only or in a combined propulsion combustion engine and electromotor mode, where partly also the propulsion combustion engine chargés the battery package connected to the electro motor.
The operation of the individual engine elements may be guided by a hybrid control unit based on input data retrieved for rotational speed and torque measurements of the exit shaft of the propulsion combustion engine and the exit shaft of the electromotor.
Description of the diagrams
Embodiments of the present invention will now be described, by way of example only, with reference to the following diagrams wherein:
Figure 1 shows the components of hybrid system according to the invention.
Figure 2 shows a table of the operation of hybrid system of the invention.
Detailed description of the invention
A preferred structure of a hybrid engine system of the invention will now be disclosed with reference to figure 1.
The hybrid propulsion system of the invention consists of the following main components, with reference to the numbers in figure 1. The main components are situated in the following order: a propulsion combustion engine 1, an electromotor 6 and a transmission 12, the structures of which are now disclosed. The outline frame marked 100 on figure 1 represents in a non-restricting example, a vessel in which the hybrid system of the invention is installed.
The propulsion combustion engine 1 runs an electromotor /generator through an electromagnetic / hydraulic clutch 3 in a ratio of about 1:1. The power from the propulsion combustion engine 1 (also high speed engines) can mechanically operate the propulsion system 13 via a special and distinguishable designed shaft system 5A-E according to the invention. The shaft system is interconnected first between the propulsion combustion engine 1 and the electro motor 6, and secondly between the electro motor 6 and the following transmission unit 12.
An outlet shaft 5A is connected to a clutch device 3 via an elastic coupling 2. This elastic coupling is structured to absorb possible differences in the movements of the propulsion combustion engine 1 exit shaft part 5A compared with the clutch 3 input shaft. That is both directed to minor differences in rotational speed, occurring vibrations and minor axial movements between the shaft parts.
This elastic coupling may be similar to the flange structures 4 as will be disclosed below, that is also representing elastic universal joint structures able to absorb small differences in rotational and axial movements, and other vibration influences.
The elastic coupling 2 between the propulsion combustion engine and the clutch adds the following advantages to the hybrid system, as follows: -It dampens occurring vibratory torques due to rapid load changes from the two difference power sources (the electric motor and the propulsion engine). -It decreases any torsional vibrations in the whole drive chain from propulsion combustion engine to the propulsion system at the rear.
-It dampens shocks coming from the propulsion system.
-Compensate for axial-, radial- and angel- misalignments in components rotating together. Further it contributes to noise reduction.
The clutch is either electromagnetic or hydraulic. The clutch 3 enables the running propulsion combustion engine 1 to be connected/disconnected from shaft 5 and the other parts of the hybrid system. An example of this particular usage is when the propulsion system of the vessel is solely operated by the following electromotor 6 of the hybrid system.
As mentioned, the propulsion combustion engine 1 is connected to an electromagnetic / hydraulic clutch 3 operating in a ratio of about 1:1, and thus may engage or disengage the torque into the subsequent shaft 5 from the propulsion combustion engine. Between the clutch device 3 and the electromotor 6, two flange structures 4 with elastic link arms, are interconnected with a mutual distance between them, thus in fact dividing the shaft 5 in several shaft parts.
According to a preferred embodiment, a hydraulic clutch operates to connect/ disconnect the propulsion combustion engine from the shaft 5. This kind of clutch is able to handle a higher difference in rotational speed when the propulsion combustion engine runs and the propeller system is to start from zero rpm. In operation the speed difference may be higher than for a electromagnetic clutch.
This is due to the oil in the clutch box may be cooled in a separate oil cooling system, and is therefore more efficient in removing heat from the system than the electromagnetic clutch, as disclosed initially.
The two flange structures 4 represents elastic universal joint structures, thus enabling the system to be able to absorb vibrations, transverse and axial movements in the system. After being exposed to pressure and tension movements, the joint elements revert to their initial state. The joint elements preferably comprises rubber bushings. This is a relevant challenge for a vessel, for example as the total length of the propulsion system structure may be several meters. The different components of the system are exposed to a various kinds of vibrations and transverse and axial movements when operating the vessel.
Each flange structure is comprised of two flanges, one inside the other, including at least three link arms. The first end of each link arm is connected in a rotatable manner to an axial directed link axis in a transverse surface of one flange. The above mentioned link axis comprises of a rubber bushing structure, the said axis being located at a distance from the shaft axis 5. The second end of each link arm is similarly connected in a rotatable manner to a radial axial directed link axis in the other flange structure, also including the rubber bushing link structure. The two axis of each arm is mounted to each other at an angle of 90°.
Thus this kind of link is designed for push- / pull- movements and creates a minimum of reaction forces. The parts are bolted together as disclosed, and all parts are also electrically isolated from each other in flexible rubber bushings.
Using this "elastic" system on each side of the E- motor we can protect the rest of the hybrid systems components against electrical corrosion and also vibrations from entering into the other components, as well as reducing noise from spreading further in the vessel / floating unit structure.
Thus between the propulsion combustion and electro engines there are inserted at least two such flange structures, which increases the flexibility of the long shaft structure, and its capacity to absorb vibrations in all directions when the propulsion combustion and electro engines operates.
The shaft 5C leads further into the electric motor unit 6, wherein it represents the rotor element surrounded by a stator element in the housing 6A of the electromotor 6. Thus a running rotor 6 may either generate electricity to charge an adjacent battery package or accumulator 7 as shown in the figure, or in itself be rotated by the battery 7, i.e. for both modes where the propulsion combustion engine 1 is either connected or disconnected to the shaft 5. The rotor element may also be rotated not operating in the electro motor mode, just being part of the shaft from the propulsion combustion engine to the transmission unit 12.
All electric motor structures comprising rotor and stator elements are applicable for the present invention.
At the rear end of the electromotor 6, the shaft extends into the transmission unit 12. At the electromotor exit, there is mounted two sensors. One sensor 9 including a torque meter 8 to measure the torque on the shaft 5, and there is a sensor 10 for measuring the speed of the electromotor 6 exit shaft part. Further the structure comprises brackets 11 mounted on the electromotor housing to support the torque sensors 9 and speed sensors 10. To control the total torque on the shaft 5 at the exit of the electromotor via the terminal box 14, it is essential to be able to regulate the individual operation of the propulsion combustion engine vs the electromotor in the combined hybrid set.
Forward of the transmission unit 12 (i.e. rear of the electromotor) two further flanges 4 of the abovementioned type, are mounted with a link arm structure similar to those between the propulsion combustion engine and electromotor. The outgoing drive shaft 13 is for running the propulsion unit rear of or behind the transmission.
A terminal box 14 connects/operates all electrical interfaces in the system.
The preferred above mentioned electromotor 6 is a permanent magnet synchronous or asynchronous motor that can be used both as motor and as a generator. The electromotor has a special characteristic mechanical design, with a bigger shaft diameter compared to a standard structured electromotor, and it comes with drive flanges at both ends. This technical solution allows a full power performance from the propulsion combustion engine to go through the main shaft of the electromotor. The carriage for the sensors for the torque and speed is mounted to the electromotor housing. The axial forces on the electromotor created by the movements of the propulsion combustion engine, the electromotor itself and the transmission in relation to each other is tåken care of by the elastic link arms installed on both ends of the electromotor. These link arms are minimizing the axial forces, which is critical for ensuring a safe operation of the electromotor.
When the propulsion combustion engine runs the electromotor, the electromotor can work as a generator at variable speeds for charging the batteries. The electromotor can also work as a motor running at variable speeds supporting the propulsion combustion engine with additional torque (booster mode) to the rotating rear shaft 13 of the system. The E-motor can change from working as a generator to working also as a motor caused by a change in the electric field controlled by a signal from the Hybrid control system 15. The Hybrid control system 15 Controls the different operating modes and the power needed for motor / generator and charging of the batteries etc.
By disengaging the electromagnetic / hydraulic clutch, the electric mode can be used. The electromotor receives its power from the battery packages 7 or from the onboard genset(s) if available.
This hybrid system is individually designed for each vessel and its intended operation, in terms of the available battery capacity and charging time either on board or the shore power available. The operation routines and duration are among the factors that affects this.
The power absorption from the hybrid propulsion system at different speeds is predefined in the hybrid control system 15 and the values are measured / matched /verified in the pre calibrated torque controller. The individual operation of all elements, i.e. the propulsion combustion engine 1, the clutch unit 3, the electromotor 6, its interconnected accumulator unit 7, and the rear transmission unit 12 is guided by the terminal box 14 for all electrical interfaces with an input to the hybrid control unit 15. The hybrid engine operation is based on the input data retrieved for rotational speed and torque measurements in the units 9 and 10 of the exit shaft of the el-motor 6, which data enter into the terminal box 14 for relevant handling. See the relevant connecting lines from all main the hybrid engine elements to the control system as shown in figure 1.
Depending on the power (torque) needed and the battery capacity available the control system can choose the most economical operation /modus depending on the vessels operation. The operator can choose between solely electric propulsion modus, a combined combustion and electric (hybrid) propulsion modus, or combustion operation in combination with generator modus for charging of the onboard batteries. In the modus for shore power the batteries are charged either from a battery package(s), or direct from a high voltage system matching up the frequency, phase and voltage given in the vessels power system main terminal box 14.
Typical operation modes of the propulsion system is shown in figure 2.
This table shows in columns the actual operative state of the different units of the plant: i.e. columns on figure 2 defining the propulsion combustion engine 1, the coupling device or clutch 3, the E-motor 6, the transmission/gear unit 12, the propulsion unit 13, the rotational speed range, the cooling system and electrical pump for operating the pitch (back up). The different operations are shown in the horizontal lines in the figure. That is the start-up and drive modes for: 1) the electromotor, 2) the combustion engine and 3) the motor/generator unit. In addition the mode of auto stop appear from the table.
When operating in the electromotor mode only, the clutch 3 is in a disconnected
state, disconnecting the propulsion combustion engine. After an initial start up mode, the gear 12 connects to start the rotation of the propulsion system exit shaft 13. The rpm of the input shaft 5E may vary in a range of for example 650 rpm (the rotational speed at idle), and up to ca. 1200 rpm.
When starting the propulsion combustion engine at idling (approximately 650 rpm, the clutch 3 is disconnected (neutral state) and the transmission is at neutral state. Then the clutch connects the shaft 5 and operates at for example 650 rpm, and the electro motor part may operate as a generator at 650 - 2100 rpm to charge the accumulator package 7. At the same time the transmission clutch 12 is engaged from neutral to engaged (either forward or backward), thereby driving the propulsion unit 13. The rotational speed for the propulsion combustion engine may be in a range of 650 - 2100 rpm for example.
In another operational mode, both the propulsion combustion engine 1 and the electromotor 6 runs together combined to operate the propulsion unit 13.
The hybrid propulsion system of the invention may be applied to operate a ship, a floating unit, to be able to run in a electromotor drive mode only, or in a combined propulsion combustion engine and electromotor mode, where partly also the propulsion combustion engine chargés the battery package 7 via and connected to the electromotor.

Claims (10)

1. A hybrid propulsion system for a marine vessel, comprising in sequence a propulsion combustion engine (1), an electromotor (6) a following transmission unit (12) and an exit shaft (13) for a drive purpose, and where said electromotor (6) is connected to a chargeable accumulator unit (7), the described propulsion system comprises a shaft (5), which between the propulsion combustion engine (1) and the electromotor (6) and between the electromotor (6) and a transmission unit (12), is divided in several shaft parts (5B,5D) interconnected via one or more joint units (4), and that it is able to absorb vibrations, and individual axial transverse movements of the individual shaft parts (5B-5D) in the main shaft (5),characterized in that the exit shaft part (5A) from the propulsion combustion engine (1), passes through a clutch unit (3) operating in a ratio of approximately 1:1, there are two rotatable elastic joint units (4) interconnected to the shaft (5B,5D) between said propulsion combustion engine (1) and electromotor (6) and the electromotor and the transmission (12) respectively; and where each of the rotatable elastic joint units (4) comprises universal joint flange structures comprising a first flange and a second flange; wherein: the first flange is inside of the second flange and includes at least three link arms, wherein each arm extends from one flange to the other and is anchored in a rotatable manner to each flange structure.
2. A hybrid propulsion system according to claim 1,characterized in thatthe first end of each link arm is connected in a rotatable manner to an axial directed link axis in a transverse surface of the one flange, the described axis being located at a distance from the main shaft (5) rotational axis, while the second end of each link arm is connected in a rotatable manner to a radial axial directed link axis on the second flange structure, and preferably the two axis of each rotatable arm is directed at an angle of 90° to each other.
3. A hybrid propulsion system according to claim 1,characterized in thatthe exit shaft (5A) of the propulsion combustion engine (1) and the electro motor (6) rotor shaft (5C) is of approximately the same diameter.
4. A hybrid propulsion system according to claims 1 or 3,characterized in thateach elastic flange joint (4) preferably includes flexible rubber bushings to prevent sparkovers onto the shaft extending upward and downwards of the electromotor (6) unit.
5. A hybrid propulsion system according to claim 1,characterized in thatthe exit shaft part (5A) from the propulsion combustion engine (1), passes through the clutch unit (3) via a flexible/elastic joint unit (2).
6. A hybrid propulsion system according to claim 5characterized in thatthe clutch (3) is preferably an electromagnetically or hydraulically operating clutch (3), wherein a hydraulic clutch (3) solution rim includes an oil film, further the hydraulic clutch (3) system includes a separate oil cooling system.
7. A hybrid propulsion system according to any of the preceding claims,characterized in thatthe electromotor (6) is designed to act as a generator the shaft of which is rotated by the propulsion combustion engine (1) shaft to charge the battery package (7), or to act as a motor powered by battery-electricity for giving rotational power to the shaft (5) which is either disconnected from the propulsion combustion engine shaft (5A), or is connected to the propulsion combustion engine shaft (5A) for a combined rotation of the propulsion unit (13), or that the rotor shaft part (5C) may also only rotate together with the propulsion combustion engine shaft (5A), i.e. neither charging the accumulator package (7) nor being a motor part rotated by the accumulator (7) electricity.
8. A hybrid propulsion system according to claim 7,characterized in thatthe electromotor (6) is a permanent magnet synchronous motor/generator or an asynchronous electro motor/generator.
9. Method for starting an exit shaft (13) of a vessel from rest by an electromotor (6) by operating a hybrid propulsion system in accordance with any of claims 1 to 8,characterized bycomprising the following set of steps: (1) disengaging the clutch unit (3); (2) disengaging the transmission unit (12); (3) starting the propulsion combustion engine (1); (4) waiting until the propulsion combustion engine (1) has around 650 RPMs; (5) engaging the clutch unit (3); (6) waiting until the electromotor (6) has between 650 and 1200 RPMs; (7) engaging the transmission unit (12); (8) disengaging the clutch unit (3); (9) stopping the propulsion combustion engine (1); (10) operating the vessel using only the electromotor (6).
10. Use of a hybrid propulsion system in accordance with any of claims 1 to 8, wherein adjacent to the electromotor (6) exit, sensors (9) for a torque meter (8) and a sensor (10) are arranged to measure the speed of the electromotor (6) shaft 5, in that the a main parts are connected via a control line (46) to start an exit shaft (13) of a vessel from rest with an electromotor (6).
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EP17151242.9A EP3192735A1 (en) 2016-01-12 2017-01-12 Hybrid engine system

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Publication number Priority date Publication date Assignee Title
US5616056A (en) * 1994-09-13 1997-04-01 Blohm + Voss Gmbh Auxiliary propulsion system for seagoing ships
WO2010022464A1 (en) * 2008-08-29 2010-03-04 Nt Consulting International Pty Limited Hybrid marine drivetrain
US20120083173A1 (en) * 2010-10-03 2012-04-05 Mcmillan Scott Marine Propulsion Devices, Systems and Methods
FR3013321A1 (en) * 2013-11-20 2015-05-22 Dcns POWER TRANSFER SYSTEM BETWEEN THREE POWER COMPONENTS

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08332862A (en) * 1995-06-09 1996-12-17 Kanzaki Kokyukoki Mfg Co Ltd Vibration control support structure of axle case

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5616056A (en) * 1994-09-13 1997-04-01 Blohm + Voss Gmbh Auxiliary propulsion system for seagoing ships
WO2010022464A1 (en) * 2008-08-29 2010-03-04 Nt Consulting International Pty Limited Hybrid marine drivetrain
US20120083173A1 (en) * 2010-10-03 2012-04-05 Mcmillan Scott Marine Propulsion Devices, Systems and Methods
FR3013321A1 (en) * 2013-11-20 2015-05-22 Dcns POWER TRANSFER SYSTEM BETWEEN THREE POWER COMPONENTS

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