SI22377A - Integrated hybrid drive for boats - Google Patents

Abstract

The electromechanical drive unit (3), clutch (2) and electronic controller (4) are the key elements of a hybrid drive. The electromechanical drive unit (3) is attached to the internal combustion engine (1) at the flange (18) where usually the enclosure of the flywheel is attached. A flywheel (9) is attached to the flange (8) of the crankshaft (7). Just like in the case of car drives the clutch enclosure (11), in the form of an impetus panel (12) of the clutch with spring (13) is attached to the flywheel (9). The nave (10) with the lamella friction clutch (29) is connected to the rotor shaft (19) of the electromechanical drive unit (3). The torque is transmitted from the internal combustion engine (1) via the flywheel (9) to the rotor of the electromechanical drive unit. The clutch impetus panel (12) can be displaced axially by way of axial pushing the bearing (14) from the sliding lamella (29) at the nave (9). At that point the transfer of the torque from the flywheel (9) to the shaft (19) of the electromechanical drive unit (3) is interrupted. The rotor shaft (19) is fitted inside the enclosure which is cooled by water through an independent cooling system with cooling pipe (24). The rotor package bracket (25) with magnets (23) or shaft (19) can be used for attaching the clutch (27) at the drive side, by which the torque from the electromechanical drive unit (3) is transferred to the drive unit with clutch (5). On the side where it is not attached to the internal combustion engine (1) there is a cover (26) attached which features regarding the different types of drive units with clutch, a flange of various forms and dimensions.

Description

THE AUTHOR

1. Jože Seljak, B.Sc.Eng.

2. Robert Rebec, B.Sc. engineer.

ISKRA Avtoelektrika d.d. Sempeter near Gorica Field 15

5290 Šempeter pri Gorici

INTEGRATED HYBRID DRIVE FOR VESSELS

The subject of the invention

The subject of the invention is an integrated hybrid propulsion vessel, which has a special electromechanical motor unit installed between the internal combustion engine and the gearbox of the marine drive and enables the vessel to be propelled to the internal combustion engine as well as to an electric motor controlled by a special electronic controller. The system has four modes of operation. Starts the internal combustion engine to replace the existing starter. It works in parallel with the internal combustion engine to increase the power output of the entire drive. During the operation of the internal combustion engine, it acts as a generator to power consumers and charge the batteries. The system also acts as a standalone electric propulsion vessel when the electromechanical unit is separated from the internal combustion engine. The separable connection between the electromechanical motor unit and the marine drive gearbox is facilitated by a lamella friction clutch that separates or connects the two propulsion engines as needed and depending on the desired mode of operation of the integrated hybrid propulsion vessel.

Summary of the Invention

Hybrid drives are known mainly in passenger cars and other larger vehicles and differ in technical solutions and driving characteristics.

A technical problem solved by the invention is a novel solution that enables an integrated hybrid drive for internal combustion engine and electric motor vehicles. A special electromechanical motor unit is installed between the propulsion engine of the vessel and the gear unit, which transmits engine power to the ship's propeller. The system, which consists of an electromechanical motor unit, an electronic controller for its control, a lamella friction clutch, a system for switching the lamella friction clutch on and off, and a set of suitable batteries, allows for different uses. These may include starting an internal combustion engine, generating electricity, clean electromotor propulsion of the vessel, co-operation of an internal combustion engine and an electric motor for increasing torque in the low internal combustion engine speed range. The main object of the new solution is the modular design of the electromechanical motor unit and the clutch, which make it easy to carry out the hybrid drive. Of particular importance is the use of the standard automotive friction clutch, which is commonly used on road vehicle drives. This clutch switches the connection between the crankshaft of the internal combustion engine and the shaft of the electromechanical motor unit on or off.

The structural solution of the special electromechanical motor unit is designed and adapted in such a way that it is possible to install it on vessels with existing internal combustion engines and their corresponding gear reducer for vessels as well as for new structural designs. The system is preferably suitable for installation on all types of hull-mounted vessels and for all types of propulsion intended for these vessels.

The internal combustion engine and the special electromechanical motom unit together form an integrated hybrid propulsion vessel that offers the user the benefits of both drives. The electromechanical motor unit enables quiet and ecological navigation in protected areas, precise low-speed maneuvering and full-power driving with the simultaneous operation of the internal combustion engine and the electric motor. The system described also provides startup for the internal combustion engine and power generation. Both make the internal combustion engine no longer required with a conventional starter starter and alternator for power generation.

The system is operated by an electronic controller and a rechargeable battery. The electronic controller is a stand-alone device that controls the operation of the electromechanical motor unit as well as the lamella friction clutches by means of input signals received from the rotor position sensor, the friction clutch actuation sensor, various switches and the position of the electronic control levers. Based on these signals, it allows for different modes of operation. In generator mode, the controller receives from the electromechanical unit a three-phase alternating voltage, which, depending on the speed of rotation of the internal combustion engine, varies in amplitude and frequency. The voltage generated is converted to be used to charge the batteries and power the electrical consumers on board. In motor mode, the controller performs the function of controlling the speed of rotation of the electric motor. In concomitant mode, when it provides additional power to the internal combustion engine, the controller operates in a similar fashion to engine mode, except that speeds up to a higher upper limit are enabled. In this way it is possible to achieve the effect of the sum of the power of both engines in simultaneous operation. This mode is limited in time. When starting the engine, the controller also operates in engine mode and with speeds adapted to start the engine.

The battery must be of sufficient capacity to store electricity, which must be sufficient to start the internal combustion engine, to run electrically for a limited time, or to supply electricity to the vessel itself. For vessels, special designs of lead, gel and AGM batteries are still most appropriate.

The integrated hybrid propulsion is suitable for all types and sizes of vessels and their respective internal combustion engine. Depending on the way of driving and the purpose of use of the vessels, it is suitable for propulsion of displacement boats, habitable vessels, motor boats, speedboats and service, commercial, purpose and all other vessels. It can also be made for other voltages not commonly used on board vessels.

The state of the art

Patent Sl 21586 describes a starter generator solution that is integrated into an internal combustion engine. It is a permanent magnet electric machine whose rotor is attached to the flywheel of the internal combustion engine and the stator is mounted in the flywheel housing. Permanent magnet machine technology enables operation without maintenance of any system components. Such a generator is connected to an electronic controller, which ensures that the three-phase AC voltage is converted to DC, which serves to charge the batteries and generate energy for other consumers. The patent relates to an internal combustion engine generator and starter. The generator rotor and the crankshaft of the internal combustion engine are rigidly coupled to this patent. The patent does not describe the possibility of using the generator as an electric motor and does not describe the possibility of coupling between the crankshaft and the generator shaft.

Patent Sl 22189 relates to an engine generator that can be used as an electric generator, motor, starter and additional power source to an internal combustion engine. The patent describes a new embodiment of a sliding clutch. The connection between the crankshaft of the internal combustion engine and the shaft of the electromechanical unit can be activated by means of a special sliding clutch, which is actuated via a hydraulic thrust bearing. The system has no flywheel due to the rigid connection between the electromechanical unit and the crankshaft. The inertia mass is represented by the rotor of the electromechanical unit itself. The system only allows the vehicle or vessel to be powered by battery power, but axial force is required from the thrust bearing to the clutch spring plate. Rotation of the axle during operation of the electric drive only results in losses in the axial thrust bearing. The patent does not describe a variant that could eliminate such losses. The patent does not describe the use of standard couplings.

Patent DE 29604437 relates to a hybrid propulsion vessel incorporating a propulsion diesel engine rigidly coupled to an electric motor. Such a drive is used to reduce fuel consumption, but does not allow the use of electric drive on its own. The patent does not include using the system as a replacement for a classic starter.

US 6396161 describes an integrated generator-motor coupled to an internal combustion engine by means of an electric clutch. Such a system has the capability of operating as a starter, generator and electric motor, but does not provide for the use of the additional acceleration of the internal combustion engine. An electrical machine is an asynchronous motor generator that requires feedback on the speed of rotation of the rotor to operate in the motor mode and in the starter mode.

Description of the invention

The invention will be described by way of example in the drawings showing:

Figure 1: Block diagram of integrated hybrid propulsion components for vessels

Figure 2: Longitudinal section of an electromechanical motor unit

The entire integrated hybrid propulsion system of the vessel consists of mechanical and electrical components. An ordinary marine internal combustion engine 1 is fitted with an electromechanical motor unit with a brushless permanent-magnet electric generator or any other suitable version of the electric machine.

All modes of operation of the electric part of the integrated hybrid drive are controlled by an electronic controller connected to the control arms of the vessel.

Depending on the clutch position, which can be switched on or off, the following features of the integrated hybrid drive are enabled:

- starting the internal combustion engine: clutch 2 is switched on and clutch located in the drive unit with clutch 5 switched off. The starter function is programmed to automatically switch to generator mode after starting the internal combustion engine.

- Power generator: Clutch 2 is on, and the clutch in the drive unit with Clutch 5 can be freely switched off and on as usual when driving. Generator efficiency is more than 80%, which is significantly higher than the alternator. It is also possible to generate electricity where the internal combustion engine is not running, clutch 2 is off and the clutch in the drive unit with clutch 5 is turned on and the generator is driven by a ship screw rotated by the water flow. This way of generating energy can be advantageously used, for example, in sailing boats or vessels moored on rivers.

- electric propulsion of the vessel without internal combustion engine operation: clutch 2 is switched off clutch in the drive unit with clutch 5 switched on if necessary. The operation is very quiet and ecologically sound. The driving time of the electric drive depends on the selected capacity of the batteries. However, the batteries are not discharged enough to prevent the internal combustion engine from being restarted.

- additional drive power: the internal combustion engine is running and both clutches are engaged. Simultaneously with the internal combustion engine 1, the electric motor 3 also works and adds an additional power to the internal combustion engine whose duration can be limited in time. Internal combustion engines have low torque and power at low speeds. This hybrid propulsion solution, with the simultaneous operation of an electric motor and an internal combustion engine, gives the vessel similar characteristics to those of a more powerful internal combustion engine.

Electromechanical motor unit 3, clutch 2 and electronic controller 4 are key components of an integrated hybrid propulsion system for vessels. The electromechanical motor unit 3 is mounted on the internal combustion engine 1 at the location of the flange 28, where the flywheel housing is normally attached. A flywheel 9 is attached to the flange 8 of the crankshaft 7. A flywheel housing 11 with a thrust spring 13 and a thrust clutch plate 12 is attached to the flywheel 9. The hub 10 with the sliding blade of the clutch 29 is connected to the rotor shaft 19 of the electromechanical motor unit 3. The axial thrust bearing 14 is attached to the inner wall 20 in the housing 18. Depending on its construction, it can be activated hydraulically, electrically or mechanically. When actuated, the thrust bearing 14 generates an axial force that compresses the spring 13, which pushes the thrust plate 12 away from the hub 10 with a sliding clutch blade 29. This interrupts the transfer of torque from the internal combustion engine 1 through the flywheel 9 to the hub 10 z. clutch sliding blade 29 and subsequently to the rotor of the electromechanical unit 3.

The electromechanical motor unit 3 consists of a housing 18 with a cooling tube 24, a stator 22 with a winding 21, a thrust bearing 14, a cover 25, a rotor consisting of a rotor shaft 19, a rotor package with magnets 23, and a carrier 25 of the rotor package 23. The rotor shaft 19 is housed in a housing 18. The holder of the rotor package with magnets 25 or the rotor shaft 19 can be used to attach a clutch 27 through which power is transmitted to the drive unit 5. The clutch 27 can be of different types, depending on the drive unit used with the clutch 5. The stator package 22 with a winding 21 is fixedly fixed to the housing 18. On the housing 18, on the side not attached to the internal combustion engine 1, a cover 26 is attached, which has different shapes and dimensions of the flange according to various possible gearboxes.

The stator part of the generator-motor is mounted in a housing 18 which is attached to the internal combustion engine 1 on one side and has an output shaft 27 for transferring power to the drive unit with the clutch 5 to drive the ship's screw on the other. The rotor package with magnets 23 is housed in the stator housing in a coaxial position with the crankshaft 7 of the internal combustion engine 1. The transfer of power from the internal combustion engine 1 to the electromechanical motor unit 3 of the hybrid drive is provided by a clutch 2 which separates or connects both units.

Claims (9)

PATENT APPLICATIONS An integrated hybrid propulsion vessel controlled by an electronic controller (4) consists of an internal combustion engine (1) and an attached electromechanical motor unit (3) whose shafts are in the same axis and are interconnected or separated by a lamella friction clutch (1). 2), characterized in that it is preferably an automotive clutch operated on a hydraulic propeller displacement, an electrical displacement of the pusher plate, or a mechanical displacement of the pusher plate for coupling or separating the electric motor from the internal combustion engine. An integrated hybrid propulsion vessel according to claim 1, characterized in that the electromechanical motor unit (2) is a stand-alone module that allows easy mounting between the internal combustion engine (1) and the propulsion unit with the clutch (5) of the ship's screw. An integrated hybrid propulsion vessel according to claim 1, characterized in that the electromechanical motom unit (3) acts as a starter for the internal combustion engine or generator in conjunction with the internal combustion engine or generator in conjunction with a propeller or a standalone electric propulsion engine or as an electric propulsion engine in conjunction with an internal combustion engine (1). Integrated hybrid propulsion vessel according to claim 1, characterized in that the axial thrust bearing (14) is fixed to the barrier (20) of the housing (18) and therefore does not rotate in individual modes of operation, thus reducing loss in all integrated hybrid drive operating modes. An integrated hybrid propulsion vessel according to claim 1, characterized in that the axial thrust bearing (14) of the clutch can be actuated hydraulically, electrically or mechanically. An integrated hybrid propulsion vessel according to claim 1, characterized in that the electromechanical motor unit (3) is controlled by an electronic controller (4), which is also an integral part of the hybrid propulsion. Integrated hybrid propulsion vessel according to claim 1, characterized in that the electromechanical motom unit (3) is divided into two spaces by a barrier (20), in which one clutch mechanism is located in one space and an electric machine with a rotor in another. a permanent magnet package (23) and a stator (22) with a winding (21) attached to the housing (18). Integrated hybrid propulsion system for vessels according to claim 1, characterized in that the electromechanical motor unit (3) can be replaced by the housing cover (26), thereby making the system suitable for all types of flanges required for attachment to different propulsion systems on the output output side. Integrated hybrid propulsion vessel according to claim 1, characterized in that a coolant tube (24) for liquid cooling is provided in the housing (18) of the electromechanical motor unit (3) to allow efficient heat removal from the stator by winding.