DE102019214572A1 - Marine gear and marine propulsion - Google Patents

Abstract

The invention relates to a marine gear (1, 24) with a main drive shaft (3) which can be connected to a main drive motor (2) and with an output shaft (4) which runs at an angle to the main drive shaft (3) and via which at least one propeller (10) is drivable. Furthermore, the marine gear (1, 24) comprises an output gear (5) arranged in a rotationally fixed manner on the output shaft (4), an additional drive shaft (6) on which an additional drive connection (7) is arranged for connection to an additional drive machine (8) and an additional drive pinion ( 9), which is attached to the auxiliary drive shaft (6) so that it cannot rotate. The additional drive pinion (9) meshes with the output gear (5). The invention further comprises a marine drive with a main drive motor (2), with an additional drive machine (8) and with such a marine gear (1, 24).

Description

The invention relates to a marine transmission according to the type defined in the preamble of claim 1 and a marine drive according to the preamble of claim 5.

From the WO 2010/093883 A2 a hybrid drive for a ship is known. A marine gear is described therein, which has a drive shaft connected to a drive motor and an output shaft inclined downward in the output direction for driving a propeller. It also describes the possibility of driving the output shaft by connecting an additional drive to the main drive shaft of the marine gear. For example, the additional drive can be an electrical machine.

The present invention is based on the object of further improving such a marine gear and a corresponding marine propulsion system. In particular, it is intended to enable broad applicability, a compact design and the lowest possible installation effort for the ship's propulsion system.

These objects are achieved by a marine transmission with the features of claim 1 and by a marine drive with the features of claim 5. Advantageous further embodiments of the invention are specified in the respective dependent claims.

Accordingly, a marine transmission is proposed which comprises a main drive shaft which can be connected to a main drive motor. The marine gear further comprises an output shaft which runs obliquely with respect to the main drive shaft and via which at least one propeller can be driven. The output shaft therefore does not run coaxially and not parallel to the main drive shaft, but with a certain angle between the two shafts. The angle between the main drive shaft and the output shaft can preferably be in the range between 5 and 10 degrees. The axes of rotation of the main drive shaft and the output shaft preferably lie in a common vertical plane. Ship gears with such inclined output shafts are used to enable a horizontal installation of the main drive motor and the ship's gearbox in a ship's hull even when the output shaft runs obliquely through the bottom of the ship's hull so that the propeller can be arranged below the bottom of the ship. Compared to typical shaft systems, in which the main drive train runs essentially in a straight line from a motor shaft to the propeller shaft, an output shaft running at an angle to the main drive shaft results in a compact design of the ship's propulsion system. As a result, such a marine gear can be installed in a ship's hull in an extremely space-saving manner. This increases the accessibility and serviceability of the ship's gearbox in the ship's hull and creates more space for other built-in components, for example for a ship's cabin.

An output gear is arranged on the output shaft of the marine gear so that it cannot rotate, so that the output shaft can be driven via the output gear. Furthermore, the marine gear comprises an additional drive shaft on which an additional drive connection for connection to an additional drive machine and an additional drive pinion are arranged. The additional drive pinion is in mesh with the output gear. The fact that the additional drive pinion is in direct engagement with the output gear results in advantageous arrangement options for the position of the additional drive shaft and the additional drive connection in or on the marine gear. The auxiliary drive connection can in particular be arranged independently of the position of the main drive shaft on the marine gear. Furthermore, the translation between the auxiliary drive shaft and the output shaft can be changed and optimized independently of the translation of the main drive shaft to the output shaft.

Another advantage results from the fact that the additional drive connection is not arranged on the main drive shaft or an intermediate shaft of the marine gear, but on a separate additional drive shaft. This leaves the main drive shaft and possibly other shafts of the marine gear free for other connections for power take-offs or power take-offs. Often several connections for power take-offs or power take-offs are required on marine gearboxes in order to connect pumps, generators or other assemblies. A shaft brake can also be connected to one of the free shaft ends. With the help of a shaft brake, for example, the crash-stop behavior and maneuverability of the ship can be improved.

The information on the position and direction, such as below, horizontally or vertically, relate to a marine gear built into a ship's hull, with the ship lying upright in calm water.

The term “connectable” means that the components mentioned can be connected to one another in such a way that a torque and a rotary movement can be transmitted via this connection. The components do not have to be permanently or permanently connected to one another. Instead, for example, you can use a switchable clutch are releasably connected to one another, as will be explained in more detail below for a preferred embodiment.

Preferably, it is additionally provided that the output gear is in engagement with a first drive pinion and with a second drive pinion, the first drive pinion being connectable to the main drive shaft via a first powershift clutch, and the second drive pinion being connectable to an intermediate shaft via a second powershift clutch is. This means that the output gear is in mesh with several pinions, namely with a first and second drive pinion for the main drive via the main drive shaft and with the auxiliary drive pinion for the auxiliary drive. Thus, drive power can optionally be transmitted to the output shaft via one or more of the drive or additional drive pinions.

The first and the second power-shiftable clutch can, for example, each be designed as a multiple-disc friction clutch or as a multi-disc clutch with an inner disc carrier and an outer disc carrier. The outer disk carrier of the first powershiftable clutch can serve as an input element for the drive by means of the main drive motor and be rigidly connected to the main drive shaft, while the inner disk carrier of the first powershiftable clutch is rigidly connected to the first drive pinion. The inner disk carrier of the first load-switchable clutch can also be designed in one piece with the first drive pinion.

The outer disk carriers of the first and the second power shiftable clutch can each have an external toothing which meshes with one another. As a result, the outer disk carrier of the second powershift clutch is continuously driven via the outer disk carrier of the first powershift clutch as long as the main drive shaft is driven. The outer disk carrier of the second powershiftable clutch can be made in one piece with the intermediate shaft and the inner disk carrier of the second powershiftable clutch can be made in one piece with the second drive pinion. The above-mentioned design variants advantageously reduce the number of components and the required installation space. Disadvantageous manufacturing tolerances in the manufacture and assembly of the individual parts can thus be avoided. The above-mentioned preferred embodiment variants enable the use of a large number of identical parts, which leads to cost advantages.

According to a further embodiment it can be provided that the marine gear has a switchable coupling between the auxiliary drive connection and the auxiliary drive pinion. The auxiliary drive machine, which is designed in particular as an electrical machine, can thus be coupled and uncoupled from the output shaft with the aid of the switchable coupling. In this way, different operating modes for operating the proposed marine gear or the marine propulsion system can advantageously be set. Operating modes are possible in which the auxiliary drive machine is coupled to the output shaft of the marine gear, and other operating modes in which the electrical machine is decoupled from the output shaft. For example, a purely electric drive can be implemented in which the ship is driven exclusively by the electric machine. In addition, the output shaft can also only be driven by the main drive motor or by the main drive motor and the electrical machine at the same time. The arrangement of the switchable clutch in the marine gear or its housing allows a compact construction of the marine propulsion. The switchable clutch is also preferably designed to be power shiftable, for example in the form of a friction disk clutch. However, a non-load-shiftable, form-fitting coupling is also conceivable here, with the speeds for coupling being able to be synchronized via the speed control of the electrical machine. A positive coupling can be made more compact compared to a friction coupling.

It is also conceivable to place a possibility for coupling and uncoupling the electrical machine at another point on the ship's propulsion system. The preferred arrangement of a switchable clutch in the ship's transmission, there in particular adjacent to the auxiliary drive pinion, however, when the auxiliary drive machine is not in use, enables as many components as possible of its drive train to stand still and not have to be accelerated or braked. This saves energy when operating without an additional drive machine.

The additional drive pinion preferably has beveloid teeth. Beveloid gears of this type are also called cone gears. They can, for example, be manufactured with a rack-shaped tool analogous to cylindrical spur gears on corresponding gear cutting machines by specifying the reference profile according to DIN 867, with the reference rack or tool being pivoted by an additional cone angle.

Finally, the present invention comprises a ship propulsion system with a main drive motor, an auxiliary drive machine and with a ship gearbox, which is designed in accordance with the description above. The auxiliary drive machine is an electrical machine. In order to the ship can be moved emission-free at least in parts.

In order to increase the transmission ratio between the electrical machine and the output shaft, a further embodiment provides that a further transmission is arranged between the electrical machine and the auxiliary drive connection. Such a further transmission can be designed, for example, as a spur gear or as a planetary gear. The further transmission adapts high speeds of the electric machine as an auxiliary drive machine to lower speeds suitable for the propeller drive. High speeds of the electrical machine allow compact dimensions of the electrical machine in relation to its output power. The auxiliary drive can, for example, be operated in a gear ratio range from i = 2.5 to i = 14, while a gear ratio range from i = 2.5 to i = 4.5 is sufficient for the main drive machine because the main drive machine is preferably designed as an internal combustion engine is operated at significantly lower speeds than an electrical machine as an auxiliary drive machine.

Consequently, a marine transmission for a hybrid drive, i.e. with an internal combustion engine as the main drive motor and an electric motor as an auxiliary drive, can be implemented, which advantageously requires little installation space.

The ship drive can be designed as a V-drive or as a down-angle drive, so that it can be used for different types of ships and hull shapes.

In the following, the invention and its advantages are explained in more detail using the exemplary embodiment shown in the attached figure.

• 1 eine schematische Darstellung eines erfindungsgemäßen Schiffsgetriebes in einem Schiffsantriebs des Typs Down-Angle-Antrieb;
• 2 eine schematische Darstellung eines erfindungsgemäßen Schiffsgetriebes in einem Schiffsantriebs des Typs V-Antrieb;
• 3 eine Übersicht des in einen Schiffsrumpf eingebauten Schiffsantrieb aus 1 und
• 4 eine Übersicht eines in einen Schiffsrumpf eingebauten Schiffsantrieb des Typs V-Antrieb gemäß der Erfindung.

The

• 1 a schematic representation of a marine gear according to the invention in a marine propulsion of the down-angle drive type;
• 2 a schematic representation of a marine gear according to the invention in a marine propulsion of the type V-drive;
• 3rd an overview of the ship's propulsion system built into a ship's hull 1 and
• 4th an overview of a ship's drive of the type V-drive according to the invention installed in a ship's hull.

The in 1 Shaft propulsion of the type down-angle propulsion shown can be provided by the main propulsion engine 2 are driven. The main propulsion engine 2 is designed as an internal combustion engine. Via a connection flange 19th is an engine output shaft 20th of the main drive motor 2 with a main drive shaft 3rd of the marine gear 1 connected.

The marine gear 1 has an output shaft 4th on that opposite to the main drive shaft 3rd runs diagonally downwards. The output shaft 4th is torsion-proof with a propeller shaft 18th connected, at the end of which a propeller 10 is attached. The Indian 1 The ship drive shown is designed as a down-angle drive. That is, the engine output shaft 20th of the main drive motor 2 and the downward sloping output shaft 4th of the marine gear 1 are arranged against the forward direction of travel of the ship.

On the output shaft 4th is an output gear 5 non-rotatably arranged. The output gear 5 is at the same time with three drive pinions 9 , 11 and 12th in engagement, namely with a first drive pinion 11 , with a second drive pinion 12th and an auxiliary drive pinion 9 . The engagement between the output gear 5 and the second drive pinion 12th is in the 1 not directly recognizable because it is a schematic representation of the intermediate shaft 15th contrary to their real arrangement, it was virtually folded into the plane of the drawing. The mentioned shafts, gears and pinions of the marine gear 1 are all at least partially in the housing 23 of the marine gear 1 arranged.

The first drive pinion 11 is via a first powershift clutch 13th with the main drive shaft 3rd connectable, whereby the propeller can be operated in a first drive direction, for example in the forward direction of travel. The second drive pinion 12th is via a second powershift clutch 14th with an intermediate shaft 15th connectable, making the propeller 10 can be operated in a second drive direction, for example in the reverse direction.

A drive power of the main drive motor 2 can therefore optionally via the first or the second powershift clutch 13th and 14th on the output shaft 4th be transmitted. The first and the second powershiftable clutch 13th and 14th are each designed as friction disc clutches or multi-plate clutches and are essentially constructed in the same way. The first and second drive pinions are here 11 and 12th with an inner disk carrier of the respectively assigned clutch 13th or. 14th torsionally connected or made in one piece. The outer plate carriers of the two power shift clutches 13th and 14th are connected to one another in an effective driving manner via two external gears that are permanently engaged with one another. By optionally closing one of the two power shift clutches 13th or 14th and opening the other powershift clutch 14th or. 13th forward and reverse drive direction can be selected.

To implement a hybrid ship propulsion system, there is also the main propulsion engine 2 an auxiliary drive by means of an auxiliary drive machine 8th intended. The drive power of the auxiliary drive machine 8th can be connected to an additional drive 7th into the marine gear 1 , and via an auxiliary drive shaft 6th and the auxiliary drive pinion 9 on the output shaft 4th be transmitted. The auxiliary drive pinion 9 is torsion-proof on the auxiliary drive shaft 6th attached and is permanently connected to the output gear 5 in engagement. The auxiliary drive pinion 9 has a beveloid toothing.

The auxiliary drive machine 8th is designed as an electrical machine. You can use the switchable clutch 16 from the output shaft 4th can be coupled and uncoupled. The switchable clutch 16 is in the case 23 of the marine gear 1 between the auxiliary drive connection 7th and the auxiliary drive pinion 9 arranged. In this way, different operating modes for operating the proposed marine gear or the marine propulsion system can advantageously be set. Is the switchable clutch 16 opened and the first or the second powershift clutch 13th or. 14th closed, a purely internal combustion engine drive takes place. On the other hand, it is the switchable clutch 16 closed and the first and the second powershiftable clutch 13th or. 14th if both are open, a purely electric drive takes place. Further modes of operation arise when both one of the two power shift clutches 13th , 14th as well as the switchable clutch 16 are closed. Then the output shaft can 4th and the propeller shaft 18th simultaneously with the drive power of the main drive motor 2 and the auxiliary drive machine 8th are driven in order to achieve maximum propulsion power on the propeller 10 to obtain. Alternatively, the auxiliary drive machine designed as an electrical machine can be used 8th when the switchable clutch is closed 16 but can also be operated as a generator.

On the main drive motor 2 opposite end of the main drive shaft 3rd is a pump 21 connected. Another pump 22nd is at one end of the intermediate shaft 15th connected. The pump 21 and the pump 22nd are used as primary pumps because they are independent of the switching status of the first and second powershiftable clutch 13th , 14th when operating the main drive motor 2 are permanently driven.

The 2 shows a marine drive of the V-drive type with a marine gear of essentially the same construction 24 like the marine gear 1 out 1 . Therefore, in the 1 and 2 The same reference numerals have been used for the same components. The main difference in the marine propulsion system 2 compared to the ship's propulsion system 1 is that the main drive motor 2 on the same side of the marine gear 24 is connected like the output shaft 4th . For this purpose, the main drive shaft 3rd according to the embodiment of 2 a connection flange 25th on.

In the embodiment of 2 is on the main drive shaft 3rd on that of the main drive motor 2 opposite side no pump connected. However, it would be quite possible to connect a pump, a shaft brake or another unit here.

The 3rd shows the in a ship's hull 26th built-in marine propulsion of the type down-angle propulsion from the 1 . The propeller shaft 18th runs in extension of the output shaft 4th diagonally through the bottom of the ship's hull 26th through it so that the propeller 10 below the ship's bottom in the area of a flow channel 28 is arranged. This allows an optimal implementation of the propeller's drive power 10 can be realized in the water. It can be seen that the in the direction of the propeller 10 downward sloping output shaft 4th of the marine gear 1 the horizontal installation of the main drive motor 2 and the marine gear 1 in the hull 26th enables.

The 4th shows one in a ship's hull 29 built-in marine propulsion of the type V-propulsion. Here is the particularly compact arrangement of the ship's propulsion system in the stern area of the ship's hull 29 recognizable. The main drive motor can also be used here 2 and the marine gear 24 be installed in a horizontal position because the output shaft 4th running diagonally downwards out of the housing 23 of the marine gear 24 is led out. To bridge a distance between the main drive motor 2 and the marine gear 24 is a connecting shaft between these two components 27 built in, through which the drive power from the motor output shaft 20th on the main shaft 3rd of the marine gear 24 is transmitted. With this ship propulsion system, too, this enables the propeller to be used 10 downward sloping output shaft 4th of the marine gear 24 the advantageous horizontal installation of the main drive motor 2 and the marine gear 24 in the hull 29 .

List of reference symbols

1

Marine gear

2

Main drive motor

3

Main drive shaft

4th

Output shaft

5

Output gear

6th

Auxiliary drive shaft

7th

Auxiliary drive connection

8th

Auxiliary drive machine

9

Auxiliary drive pinion

10

propeller

11

first drive pinion

12th

second drive pinion

13th

first powershift clutch

14th

second powershift clutch

15th

Intermediate shaft

16

switchable clutch

17th

further gear

18th

Propeller shaft

19th

Connection flange

20th

Motor output shaft

21st

pump

22nd

another pump

23

casing

24

Marine gear

25th

Connection flange

26th

Hull

27

Connecting shaft

28

Flow channel

29

Hull

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• WO 2010/093883 A2 [0002]

Claims (7)

Marine gear (1, 24) comprising, • a main drive shaft (3) which can be connected to a main drive motor (2), • an output shaft (4) which runs obliquely with respect to the main drive shaft (3) and via which at least one propeller (10) can be driven , • an output gear (5) fixed against rotation on the output shaft (4), • an additional drive shaft (6) on which an additional drive connection (7) is arranged for connection to an additional drive machine (8), and • an additional drive pinion (9) which is fixed in a rotationally fixed manner on the additional drive shaft (6), characterized in that the additional drive pinion (9) is in engagement with the output gear (5). Marine gear (1, 24) according to Claim 1 , characterized in that the output gear (5) meshes with a first drive pinion (11) and with a second drive pinion (12), the first drive pinion (11) being connected to the main drive shaft (3) via a first power-shiftable clutch (13) can be connected, and wherein the second drive pinion (12) can be connected to an intermediate shaft (15) via a second power shift clutch (14). Marine gear (1, 24) according to Claim 1 or 2 , characterized in that the marine gear (1, 24) has a switchable coupling (16) between the additional drive connection (7) and the additional drive pinion (9). Marine gear (1, 24) according to one of the preceding claims, characterized in that the additional drive pinion (9) has a beveloid toothing. Ship propulsion with a main drive motor (2), an auxiliary drive machine (8) and with a marine gear (1, 24) which is designed according to one of the preceding claims. Ship propulsion after Claim 5 , characterized in that the auxiliary drive machine (8) is an electrical machine. Ship propulsion after Claim 6 , characterized in that a further gear (17) is arranged between the electrical machine (8) and the additional drive connection (7).

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