EP2417018A1

EP2417018A1 - Hybrid drive system for a ship

Info

Publication number: EP2417018A1
Application number: EP09764815A
Authority: EP
Inventors: Adriano Zanfei; Michele Zottele; Paolo Stasolla; Andrea Pellegrinetti
Original assignee: ZF Friedrichshafen AG
Current assignee: ZF Friedrichshafen AG
Priority date: 2009-04-07
Filing date: 2009-12-03
Publication date: 2012-02-15
Also published as: US20120028515A1; US8727820B2; DE102009002264A1; WO2010115479A1

Abstract

The invention relates to a hybrid drive system for a ship, designed as a parallel hybrid drive system, and comprising an internal combustion engine (103), an electric machine (105) acting as a generator or motor, depending on the circuit of an electrical controller (107), a battery (106), at least one switching clutch (115, 116), and a drive device (109) for transmitting drive power to at least one propeller (108). The electric machine (105), together with a first (115) and a second switched clutch (116), thereby forms a drive unit (140) that can be modularly disposed between the internal combustion engine (103) and the drive device (109), wherein the first switched clutch (115) is disposed between the electric machine (105) and the internal combustion machine (103), and the second switched clutch (116) is disposed between the electric machine (105) and the drive device (109).

Description

Hybrid drive of a ship

The invention relates to a hybrid propulsion of a ship, in particular a sailing ship hybrid drive or a hybrid hybrid propulsion engine, and a method for operating this hybrid propulsion.

An internal combustion engine for driving a ship or motor vehicle is operated over a wide load and speed range, with the lowest fuel consumption of the internal combustion engine is achieved only in a very narrow speed and torque range. This area of the consumption map will hereinafter be referred to as the minimum consumption area. Outside the range of minimum consumption, the internal combustion engine operates at unfavorable efficiencies and thus a high fuel consumption. With the aim of saving fuel so-called hybrid drives have been developed in which an internal combustion engine has been combined with at least one electric machine, wherein in addition to a fuel tank for the internal combustion engine, a battery for storing electrical energy is provided. Under a battery here is any electrical energy storage to understand, for example, a capacitive storage. Since in a hybrid drive, the internal combustion engine can be decoupled from the output, their operation is possible if necessary in or near the range of minimal consumption in the consumption map of the internal combustion engine. For other driving conditions, the drive is done by means of the electric machine. In addition, energy recovery or recuperation is possible in a hybrid drive, since due to the mechanical connection of the output and electric machine in certain operating conditions, such as braking or downhill of motor vehicles, the electric machine can be driven from the output side. Also with a ship is a regenerative energy production by solar energy or wind energy. Is in a motor ship exploitation of wind energy only possible by a wind turbine, so can be done in an application as a drive of a sailing ship such recuperation by driving the effective as a generator electric machine in sail mode by means of acting now as a turbine propeller. The use The flow energy of the water flowing around the ship is also possible both in a motor ship and a sailing ship in a flowing water. The generated electrical energy can be consumed directly or stored in an electrical energy storage. Sailing ships are also dependent on a drive in certain situations, such as in doldrums or in arrival and Ablegemanövern. The drive can then be done with a hybrid drive alternatively electrically or by means of an internal combustion engine or both combined.

In this case, an internal combustion engine drives a generator whose generated electrical energy drives an electric motor, which in turn drives a propeller shaft In addition, the arrangement of the internal combustion engine is not bound to the propeller shaft and can be arranged virtually freely in the ship's hull.

A disadvantage of the diesel-electric drive is, on the one hand, that at low speeds, the internal combustion engine can only be operated at low load and thus no longer in the range of minimum consumption. Another disadvantage is the double energy conversion and the associated conversion losses. Although the internal combustion engine can be operated in the ideal case constant in their consumption minimum range, however, the conversion of mechanical to electrical energy in the generator and then the conversion of electrical to mechanical energy in the electric motor is affected by efficiency. These losses can be used to reduce or overcompensate the fuel consumption advantage of the stationary combustion engine operated in the region of minimum consumption.

Strictly according to the definition this is not a true hybrid drive, as a storage option for the generator generated by the generator electrical energy is missing. As a result, a continuous operation of the internal combustion engine for driving the propeller is required, with all negative effects such as exhaust and noise emission. In an application in a sailboat, no charging of the electrical energy storage can be done while sailing or by currents.

Also known from the prior art is a so-called "serial hybrid drive" of a ship whose construction is similar to that of the diesel-electric drive, however, in addition to the generator and the electric motor, the serial hybrid drive has a battery as storage facility for the electrical energy generated by the generator This means that the drive is "diesel-electric" during normal driving or high loads or ship speeds because the internal combustion engine can be operated within its minimum operating range under these operating conditions. The arrangement of the internal combustion engine can also be done freely in the hull.

A disadvantage of the serial hybrid in normal driving, as well as the diesel-electric drive, the two-fold energy conversion and the associated conversion losses. These losses can be used to reduce or overcompensate the consumption advantage of the stationary internal combustion engine operated in the minimum consumption range.

If the internal combustion engine is not fully utilized by the propeller drive, the battery can be charged with the excess torque. At low loads or low ship speeds, the internal combustion engine is turned off and driven the propeller by means of the electric motor powered by the battery. The purely electric drive of the ship also offers advantages in the emission-free maneuvering in the harbor and allows environmentally friendly operation with respect to exhaust and noise emissions. Only when falling below a certain state of charge of the battery, the internal combustion engine is restarted to charge the battery. In a sailing ship, the hybrid drive described allows a ride under sails charging the battery or power generation by the propeller acts as a turbine and drives the now operated as a generator electric machine. In addition, it is possible to recharge the battery from the mains while lying in the port. The monitoring and control of the hybrid drive is performed by an electronic control unit.

Another variant of a hybrid propulsion system for a ship is the so-called "parallel hybrid propulsion." In contrast to the serial hybrid, the internal combustion engine is not mechanically decoupled from the propeller.The parallel hybrid propulsion system includes an electrical energy storage, such as a battery and serial Hybrid and the diesel-electric drive only one depending on the control as a motor or generator operated electric machine.Additionally, the parallel hybrid drive on a mechanical switching device, which consists for example of an arrangement of clutches.The drive can alternatively electrically or by the internal combustion engine or done by a combination of both.

By means of the mechanical switching device and its control by an electronic control unit different operating modes are adjustable. Thus, the internal combustion engine can directly drive the propeller, which preferably takes place in operating states in which the internal combustion engine moves in or near the minimum consumption range, such as during normal driving or high required drive torques. Compared to the serial hybrid, no efficiency losses occur as a result of a mechanical-electrical-mechanical energy conversion. If the internal combustion engine is not fully loaded with the drive of the propeller, the internal combustion engine can drive the electric machine in generator mode and charge the battery in a further adjustment of the mechanical switching device and a power electronics. If the ship is moving at low speed or in maneuvering mode, or if the environment requires quiet and emission-free operation, then the mechanical switching device only produces the mechanical connection between the electric motor and the propeller. The combustion machine is now turned off. In this switching position of the mechanical switching device, it is also possible with appropriate control by the electronic control unit, that in the sailing mode, the propeller acts as a turbine and drives the electric machine as a generator to charge the battery. This so-called recuperation makes it possible to use an environmentally friendly and renewable energy source. The internal combustion engine can be turned off. In a further operating mode, in which a high drive power is required at short notice, both the internal combustion engine and the electric motor act on the propeller due to the switching position of the mechanical shifting device, thus summing up their power ("booster" operation) Drive power as in pure internal combustion engine operation, the internal combustion engine are relieved by the additional power of the electric motor or it can be a peak demand for drive power are covered.

From Sl 22377 A a parallel hybrid drive for a ship is known, which has an electrical machine with a first clutch, a battery, an electronic control unit and a drive unit with a second clutch and an inverter charging unit. Here, the first clutch between the internal combustion engine and the electric machine and the second clutch between the electric machine and the propeller shaft are arranged.

The catalog "Integrated Starter Motor Generators" of the company Iskra Avtoelektrika, which is owner of the Sl 22377 A, shows a marine propulsion system, which has a parallel hybrid drive as in Sl 22377 A and includes a rear-wheel drive as a drive device The first clutch is designed as a lamellar or dog clutch The following operating modes can be set by means of this parallel hybrid drive: in one starter mode, the first clutch is closed and the second clutch is open In this case, the engine acts as a starter and sets the internal combustion engine in motion. As soon as the internal combustion engine is running, the drive system automatically changes to generator mode by means of the electronic control unit. in which also the first clutch is closed and the second clutch is open. The internal combustion engine drives the electric machine acting as a generator and thus charges the battery. Optionally, during the laytime of the ship in the port, the battery can be charged via a converter charging unit of the power electronics from the power grid. In the electric drive the first clutch is open and the internal combustion engine is stationary. The second clutch is closed, so that the now effective as a motor electric machine drives the propeller. In a so-called booster mode, both clutches are closed and electric machine and internal combustion engine work in parallel. The summed drive power from both machines drives the propeller.

A reversal of the propeller rotation, which is required, for example, to reverse the direction of travel in arrival or Ablegemanövern is achieved in the illustrated rear-wheel drive by switching a double-cone clutch. However, this switching is only possible if the direction of rotation of the electric machine corresponds to that of the internal combustion engine. If the reversal of the direction of rotation of the propeller in purely electrical operation is carried out by an easily realizable reversal of rotation of the electric machine, so opens because of their structural design, the double-cone clutch as a freewheel and it can be disadvantageously no drive torque transmitted to the propeller. Thus, the second clutch is not switchable at will and is not a clutch in this sense.

Hydraulically actuated clutches, which are also used in stern drives or marine drives with undeflected drive train, have several disadvantages. For example, from hydraulic lines and machines leak in the event of leakage, an environmentally damaging and operational safety critical operating medium. In addition, a hydraulic system requires at least one pump for pressure oil production, which is an additional component and receives part of the drive line generated by the ship propulsion, which consumes energy from the battery in purely electrical operation and thus shortens the possible duration of the electric machine. Becomes the pump is mechanically driven by the electric machine reversing the direction of rotation of the electric machine is not possible because reversing the direction of rotation in most displacement pumps and the direction of flow reverses. Direction of rotation independent pumps such as radial piston pumps are complex and expensive. For this reason, the direction of rotation of the electric motor driving the pump is not changeable in electrical operation, so that a mechanical switching of the direction of rotation of the propeller is required. Although a pump driven by its own electric motor (E-pump) can work independently of the direction of rotation of the electric machine, however, an E-pump is complex and works due to the two-time energy conversion with poor efficiencies.

As a further disadvantage, the speed of the electric motor can only be lowered to a minimum speed at which the pump can still promote operating medium, or can generate a pressure. As a result, a major advantage of the electric drive during maneuvering, or put on and take off is done, in addition to loss of comfort.

The object underlying the invention is to provide a compact, electrically reversible hybrid drive for driving a ship and to provide a method for operating this hybrid drive.

This object is solved by the features of patent claim 1.

Accordingly, a hybrid propulsion of a ship, in particular a sailing ship hybrid drive or a hybrid engine hybrid, designed as a parallel hybrid drive and includes an internal combustion engine and an electric machine, which is effective depending on the circuit of an electrical control means as a generator or motor. In addition, a battery and at least one clutch and a drive device for transmitting the drive power to at least one propeller to the hybrid drive. Here, the electric machine forms together with a first and a second clutch a drive unit, which between the Internal combustion engine and the drive device can be arranged modular. Within the drive unit, the first clutch between the electric machine and the internal combustion engine and the second clutch between the electric machine and the drive device is arranged.

As a result, a compact design of the hybrid drive and a good mountability and ease of maintenance is advantageously achieved. In addition, by the central arrangement of the two clutches all operating functions of the hybrid drive can be realized. An additional clutch outside the drive unit in another component such as the drive device is not required.

Advantageous embodiments of the invention will become apparent from the dependent claims.

In one embodiment of the invention, an output shaft of the internal combustion engine by means of the first clutch with a rotor shaft of the electric machine can be coupled and the rotor shaft of the electric machine by means of the second clutch with an input shaft of the drive device can be coupled.

A further embodiment provides that power electronics are arranged on the drive unit as an electrical control means for charging and discharging the electrical storage device and for switching the electric machine between the operation as a generator or motor. The direct arrangement or attachment of the power electronics to the drive unit, a compact unit is formed. The failure-prone routing of electrical lines within the ship is eliminated due to the direct short connection. In addition, lines for cooling of drive unit and power electronics can be summarized.

In a particularly advantageous embodiment of the invention, an electromechanical actuator is provided for actuating the two clutches each. An advantage of an electromechanical actuator is the one-off energy conversion electrically-mechanically from the already existing electrical energy storage.

In a further advantageous embodiment of the invention, the drive device is designed as a pivoting rudder propeller. By the pivoting of the propeller in a horizontal pivot plane about a substantially vertical control axis, the maneuverability of the sailing ship is improved and increases the propulsion efficiency.

Such a hybrid drive is preferably operated in different operating modes, wherein in a first operating mode with a change in the direction of travel of the ship, the direction of rotation of the propeller is reversed by means of a reversal of the direction of rotation of the electric motor operated as a motor.

In addition, in the first operating mode, the first clutch is opened and the second clutch is closed, wherein the electric machine is effective as a motor and drives the propeller by means of the energy stored in the battery.

In a further embodiment, the hybrid drive is operated in a second operating mode, in which the first and second clutch are closed and the sailing ship is driven by the internal combustion engine. In this case, the electric machine is switched off electrically. The second operating mode offers advantages especially at medium and high speeds or heavier flow conditions, since in this case high torques are required to drive the ship and thus the internal combustion engine is operated in or near its minimum consumption range.

Furthermore, it is possible that the hybrid drive operates in a third operating mode, in which the first clutch is closed and the second clutch is open, wherein the internal combustion engine drives the electric machine acting as a generator and charges the electrical energy storage. In addition, a fourth operating mode may be provided, in which the two clutches are closed, wherein the internal combustion engine drives both the propeller and electric machine. Here, the electric machine is operated as a generator. This is particularly advantageous in driving conditions with lower power requirements, in which the internal combustion engine would work at low torque and thus far from the minimum consumption range. The power consumption of the electric machine operating as a generator increases the torque of the internal combustion engine and shifts its operating point to the minimum consumption range.

Alternatively, the hybrid drive can be operated in a fifth operating mode, in which in both closed clutches, the electric machine is operated as a motor, so that this drives the propeller together with the internal combustion engine. In this way, on the one hand, a peak demand for drive power can be covered, on the other hand, the torque of the internal combustion engine can be reduced by that of the added, working as a motor electric machine at high torque demand.

In a further embodiment, the hybrid drive is operated in a sixth operating mode, in which the first shift clutch is opened and the second shift clutch is closed. Due to the flow energy of the water flowing around the vessel, the propeller acts as a turbine and drives the electric machine, which acts as a generator, for generating electrical energy, in particular for charging the electrical energy store. As an advantageous effect, electrical energy is generated purely regeneratively in this mode of operation.

In a particularly advantageous development of the method, in the sixth operating mode when the ship is propelled by wind energy during a sailing trip, the propeller acting as a turbine is driven by the flow energy of the water passed through. As a result, electrical energy can be generated from wind power, which is a renewable and environmentally friendly energy source. With the electrical energy thus obtained can be done without fuel consumption when operating the electric machine as a motor emission-free drive of the sailing ship.

Alternatively, when the ship is powered by wind power in a seventh mode of operation, the first clutch is opened and the second clutch is closed, the electric machine acting as a motor and generating a torque, thereby preventing rotation of the propeller and thus traction of the drive device; to avoid a running noise of the drive device.

In an advantageous embodiment of the method can be selected between a plurality of control modes, wherein a first control mode automatically adjusts itself after switching on the hybrid system, whereby the hybrid system is switched to the first operating mode. The drive takes place here exclusively by acting as a motor electric machine.

In this first control mode, the speed of the ship may be limited from a speed limit upwards. This results in the advantage that the consumption of stored energy in the battery is kept small and thus the operating time of the electrical energy storage is maximized. The reversing can be done in the first control mode by reversing the direction of rotation of the electric machine, so that an additional mechanical reversing device is not required.

In a variant of the method, it is possible that in the first control mode, the speed limit may be exceeded for a limited time. This makes it possible to cover a short-term power requirement in emergency situations or in maneuvering.

In the method, a second control mode is preferably provided, in which the hybrid system automatically changes between the first, second and fourth operating modes as a function of the desired speed or the amount of energy stored in the electrical energy store. As a result, among other things, it is advantageously possible to operate the internal combustion engine and the electric machine in their respectively most effective operating range.

In a further embodiment of the method, it is possible that a third control mode can be selected for the sailing operation. In this case, when selecting the third control mode, the hybrid system is switched to the sixth operating mode. In addition, the rudder propeller is automatically in its opposite direction, or 180 °, pivoted about its control axis relative to the position it takes in a driven by the internal combustion engine or electric machine straight ahead.

In addition, a variant of the method shows that when selecting a fourth control mode, the hybrid system switches to the third mode.

Embodiments of the invention are illustrated in the drawings and will be described in more detail below.

Show it:

1 is a schematic representation of a hybrid system according to the invention of a ship,

2 is a sectional view of a drive unit according to the invention,

3 is a perspective view of a drive unit according to the invention viewed from the left in the direction of travel,

4 is a perspective view of a drive unit according to the invention viewed from the right in the direction of travel and

Fig. 5 is a perspective view of the drive unit according to the invention with drive device and propeller. Fig. 1 shows a schematic representation of a hybrid propulsion system of a ship according to the invention. By definition, at least two energy converters each having an energy storage system are present in a hybrid drive system. The hybrid drive system according to the invention comprises an internal combustion engine 103 with a fuel tank 102 as an energy store and an electric machine 105 with an electrical energy store 106. The hybrid drive system is designed as a so-called parallel hybrid, ie the internal combustion engine 103 and electric machine 105 can both directly and directly select the output, drive a propeller 108 in this case.

The electric machine 105 together with a clutch 115 and a clutch 116, a drive unit 140. The drive unit 140, together with a power electronics 107, the battery 106 and a drive device 109, a hybrid electric unit 101. The drive device

109 drives a propeller 108. The internal combustion engine 103 and the hybrid electric unit 101 are provided by an electronic control unit

110 driven via the electrical connections 111 and 112, wherein the control unit 110 determines different operating modes of the hybrid drive system. From the skipper different control modes can be selected, which are stored for example in the electronic control unit 110. The respective control mode determines the operating modes to be switched.

Between the electric machine 105 and an output shaft 114 of the internal combustion engine 103, the clutch 115 and between the electric machine 105 and an input shaft 104 of the drive device 109, the clutch 116 is arranged. By means of the clutches 115 and 116, the electric machine 105, the internal combustion engine 103 and the drive device 109 can be rotatably connected to each other.

Depending on the control, the electric machine 105 can be operated by the electronic control unit 110 via the power electronics 107 as a generator or as a motor depending on the respective operating mode. in the Generator operation is charged by a power electronics 107, the battery 106. When the loading direction 113 is reversed, the electric machine 105 is operated as a motor by means of the electric energy stored in the battery 106.

A purely electric propulsion of the ship can take place in a (first) operating mode with the shifting clutch 115 open and the shifting clutch 116 closed. The electric machine 105 is driven by the electronic control unit 110 or the power electronics 107 of the stored electric energy in the battery 106 and the internal combustion engine 103 is turned off in the corresponding control. An electric drive is particularly advantageous in the case of low ship speeds, since here the operating point of the internal combustion engine 103 in the consumption map is far away from the area of minimum consumption. In addition, a quiet and emission-free operation of the ship propulsion is possible in environments where noise regulations prevail or where environmental regulations dictate.

Another advantage of the electric drive is the possibility of reversing the direction of rotation of the electric machine 105 for reversing the direction of travel of the ship. This is for example when maneuvering a great advantage. On the one hand, in the drive device 109, in contrast to the prior art, a reversing clutch can be dispensed with. In addition, the electric drive allows a sensitive maneuvering, since the speed of the electric machine 105 and thus the propeller speed can be changed to a standstill.

In a second operating mode, the electric machine 105 can also be switched off and then turned off by the internal combustion engine 103 via the electronic control unit 110 or the power electronics 107 so that the drive power of the internal combustion engine 103 acts exclusively on the propeller 108.

In a third mode of operation, the clutch 115 is closed and the clutch 116 is opened, so that the internal combustion engine 103, the drive electric machine 105 and can charge it as a generator, the battery 106 without a drive of the ship takes place. This operating mode is possible when the ship is at a standstill or when sailing. In the same position of the clutches 115 and 116 can be started with the effective as a starter electric machine 105 in engine operation, the internal combustion engine 103.

In the event of a fault in the electronics or the battery 106 may be provided for starting the internal combustion engine 103 - a separate auxiliary battery - not shown. The clutches 115 and 116 are designed to allow an emergency circuit so that they are closed in the currentless state of elastic elements, in the present example disc springs, so that at any time a drive of the propeller 108 by means of the internal combustion engine 103 is possible.

In a medium to high speed driving range of the ship, in a fourth mode of operation both clutches 115 and 116 are closed and the internal combustion engine 103 may propel the propeller 108. The electric machine 105 can be operated in this position of the clutches 115 and 116 as a generator, so that the internal combustion engine 103 drives both the propeller 108 and acting as a generator electric machine 105 and thus the battery 106 charges.

Likewise, when the battery 106 is sufficiently charged in a further (fifth) mode of operation, engine operation of the electric machine 105 in addition to the internal combustion engine 103 is conceivable, and the driving powers of the internal combustion engine 103 and the electric machine 106 can add together to cover short-term peak driving performance requirements. This operating mode is also referred to as "booster operation." In the same constellation, the additional power of the electric machine 105 can also be used to relieve the internal combustion engine 103. Since at medium to high speed of the ship, the internal combustion engine 103 is at relatively high Operated, ie, the operating point of the internal combustion engine 103 in the consumption map in or near the range of minimum consumption.

In addition, a sixth mode of operation is possible in which the clutch 115 is opened and the clutch 116 is closed. In this case, the electric machine 105 is connected as a generator, which is driven during a sailing trip due to a relative flow velocity to the ship via the drive device 109 and the closed clutch 116 from the acting as a turbine propeller 108 and the battery 106 charges. This option is particularly advantageous since the electrical energy is ultimately generated by wind power or hydropower without consumption of fuels and the associated negative environmental impact recuperatively. Uncoupled internal combustion engine 103 is either parked or running. Both in a motor ship and a sailing ship, the same effect can be achieved in a flowing water, for example, when the ships are at anchor and the water flows around the hull.

If the battery 106 is fully charged in the sailing mode and the clutch 116 is opened to let the propeller 108 idle, resulting in the idling of the drive device 109, a negative running noise. In order to avoid this, in a seventh operating mode, the electric machine 105 is controlled such that it builds up a moment. By a corresponding regulation of the electric machine 105 operated as a motor, it is achieved that the propeller 108 stands still.

The different operating modes are set depending on the control mode selected by the operator.

Thus, after switching on and initializing the hybrid system automatically as a default setting a control mode A, in which the hybrid drive in the first operating mode, where only a purely electric drive can be done, is switched. A drive lever is initially in a position N and the electric motor 105 is effective as a motor. By moving the driving lever the electric machine 105 drives to a minimum speed and the ship moves slowly. This can be sensitively maneuvered out of a standstill or approached. In addition, in the control mode A, the ship can be driven at low speed. The reversing is analogous to this, wherein the drive lever is moved in the opposite direction and the electric machine changes its direction of rotation. As a result, advantageously no mechanical reversing device is required. The ship can not or only temporarily exceed a defined speed limit with the electric drive in order to keep the consumption of electrical energy small and thus to maximize the battery life. Consumption of electrical energy above the defined speed limit is not permitted, except for a limited duration for emergencies and maneuvering.

If a control mode B is selected, then the internal combustion engine 103 is started by the electronic control unit 110. Depending on the now selected in the control mode B, for example, means of the throttle lever speed request or detected in the electronic control unit 110 state of charge of the battery 106, the hybrid system automatically switches between the first, second and fourth operating mode or between an electric and an internal combustion engine drive.

After the start of the internal combustion engine 103, this runs for a certain time at idle speed. The closing of the clutch 115 takes place only after the speeds of the started internal combustion engine 103 and the still running electric machine 105 have aligned, for example by accelerating the rotational speed of the internal combustion engine 103 to the rotational speed of the electric machine 105. This is a high shift comfort achieved when closing the clutch 115.

If the speed of the ship is now to be increased, the hybrid system remains in the second operating mode or the drive takes place by means of the internal combustion engine 103. If the speed is to be below the defined speed Speed limit are lowered, is automatically switched to the first operating mode to purely electric drive. The

Internal combustion engine 103 can now be switched off or run when the clutch 115 is open. If in the first mode of operation the stored amount of electrical energy falls below a defined minimum value, the electronic control unit 110 automatically switches the hybrid system into the fourth operating mode and the internal combustion engine 103 is started to drive the now acting as a generator electric machine 105 for charging the battery 106. At the same time, in the fourth operating mode, the internal combustion engine 103 drives the propeller 108 and thus the ship. Upon reaching a defined state of charge of the battery 106, the electronic control unit 110 switches the hybrid system to the first or second operating mode depending on the actual or desired speed.

When a sailing vessel is sailing, the operator can select a control mode C and the electronic control unit 110 switches the hybrid system to the sixth mode of operation, i. the clutch 115 opens and the clutch 116 closes. In addition, in the control mode C designed as a rudder propeller drive device 109 in a position opposite or rotated by 180 ° to the position for driving straight ahead with drive. The blade profile of the propeller 108 is now so to the flow direction that a higher efficiency in the conversion of flow energy into mechanical energy is achieved. The mechanical energy is converted into electrical energy for charging the battery 106 in the electric machine 105 acting as a generator.

Since the drive of the electric machine 105 generates a resistance force by means of the propeller 108 depending on the desired charging current, the sailing ship loses speed in this operating mode. Therefore, the operator can determine the charging current by means of the driving lever. Thus, for example, in a driving lever position N, charging of the battery 106 does not occur. The more the driving lever is inclined, the more the charge current for charging the battery 106 becomes generates and the greater the flow resistance caused by the propeller 108 and the electrical machine 105 acting as a generator. The maximum possible charging current ultimately depends on the supply of wind power.

Alternatively, the charging of the battery by wind energy in sailing mode can be done automatically only from a defined minimum speed, including the propeller 108 can run by disconnecting the clutch 116 empty.

If the battery 106 is to be charged when the ship is at a standstill, the operator can select the control mode D. In this case, the electronic control unit 110 switches the hybrid system into the third operating mode. The clutch

115 between the internal combustion engine 103 and the electric machine 105 is now closed, and the internal combustion engine 103 drives the electric machine 105 as the generator. The clutch 116 between the electric machine 105 and the propeller 108 is open, so that no drive of the ship can take place.

FIG. 2 shows an electric drive unit 140 according to the invention, which has an electrical machine 205, a clutch 115 and a clutch

116 includes. The electric machine 205 is designed as a twelve-pole brushless synchronous machine. It comprises a stator 221 and a rotor 222, wherein the rotor 222 is non-rotatably connected to a shaft 223. The stator 221 is non-rotatably arranged in a cylindrical cooling jacket 224, wherein the cooling jacket 224 in turn rotatably connected to in a machine housing 229. Between the cooling jacket 224 and the machine housing 229 cooling channels 239 are formed, which are for cooling of the heating in operation electric machine 205 by a liquid cooling medium, for example, water from the navigated waters, flows through. The shaft 223, and thus also the rotor 222, are rotatably mounted in the machine housing 229.

The clutches 215 and 216 are designed as dry-running, frictional disc clutches. The clutch 215 comprises a disk-shaped ges drive element 235 and an output element 236, wherein the drive element 235 with an output shaft of the internal combustion engine and the output member 236 rotatably connected to the shaft 223 of the electric machine 205 rotatably connected. The clutch 216 comprises a disk-shaped drive element 237 and an output element 238, wherein the drive element 237 with the rotor 222 and the shaft 223 of the electric machine 205 is rotatably connected. The output member 238 is rotationally connected to an input shaft of the drive device 209 shown in FIG. 5.

The clutch 215 is radially from a tubular clutch housing

Covered 227 and has the internal combustion engine towards a flange 219 for connection to an internal combustion engine. The clutch 216 is enclosed by a clutch bell 228 having in the center a passage 228a through which the connection of a shaft to a drive device is possible. The clutch housing 227 and the clutch bell

228 are each bolted axially to the machine housing 229 and thus form the housing of the drive unit 240.

Fig. 3 shows in a perspective external view of the drive unit 240 from the left in the direction of travel side. On the drive unit 240, a power electronics 207 is arranged in a compact manner. Also disposed on the outside of the drive unit 240 is an electrical actuator 225 for actuating the clutch 215 and an electric actuator 226 for actuating the clutch 226. Here, the electric actuator 225 is connected to the clutch housing 227 and the electric actuator 228 to the clutch bell 228. Both electric actuators are in this case designed as linear actuators.

The power electronics include a control unit consisting of two AC-DC converters and two DC-DC converters. By means of the AC-DC converter, the electrical energy is converted from the electrical energy storage in AC to drive the electric motor operated as a motor, or generated by the electric machine in the generator mode AC to DC for charging converted the electrical energy storage. With a second AC to DC converter, the AC power from the on-shore electrical grid is converted into DC for charging the electrical energy stores when the ship has docked. In addition, the AC-to-DC converter converts DC power from the battery to AC power for operating on-board electrical equipment. A first DC-DC converter is used to supply on-board devices with low voltage or for charging low-voltage electrical energy storage devices. A second DC-DC converter supplies the electrically driven coolant pump.

In Fig. 4, the drive unit 240 is shown in perspective from the side seen in the direction of travel forth. On top of the drive unit 240, the power electronics 207 is arranged and firmly connected to the machine housing 229. The internal combustion engine side facing the clutch 215 is radially enclosed by the clutch housing 227 as shown in Fig. 2 in section. A connection surface 241 of the clutch 215 faces the internal combustion engine side, as well as the Anflanschfläche 219. At the rear end of the drive unit 240, the clutch bell 228 is connected to the machine housing, wherein the electric actuator 226 is arranged on the clutch bell 228.

The heat generated during operation in the power electronics 207 and the electrical machine 207 must be dissipated. For this purpose, two coolant ports 233 and 234 are provided in the power electronics 207, wherein the liquid coolant of the power electronics 207 flows through one of the two coolant connections and leaves through the other. The cooling of the electrical machine 205 takes place in the same way through the coolant connections 231 and 232. As a preferred coolant in an application as a marine propulsion, for example, offers water, which is removed by means of a pump the navigated waters and fed to the components to be cooled. After exiting the respective coolant connections, the coolant is heated back into the water. Fig. 5 shows the drive unit 240 with the power electronics 207. On the drive unit 240, a drive device 209 is arranged, on which a propeller 208 is rotatably arranged. The drive device 209 is in this case designed as a swiveling ship drive, which is also referred to as a so-called pod drive or rudder propeller. The thrust direction of the propeller 208 can be changed in this case in an approximately horizontal pivot plane, which in addition to the positive effect of a good propulsion efficiency, a good maneuverability, in particular when docking and dropping.

reference numeral

101 hybrid electric unit

102 fuel tank

103 internal combustion engine

104 input shaft drive device

105 electric machine (motor / generator)

106 battery

107 Power electronics

108 propellers

109 drive device

110 electronic control unit

111 electrical connection

112 electrical connection

113

114 swell internal combustion engine

115 clutch

116 clutch

140 drive unit

205 electric machine (motor / generator)

207 power electronics

208 propellers

209 drive device

215 clutch

216 clutch

219 flange surface

221 stator

222 rotor

223 wave

224 cooling jacket

225 electrical actuator

226 electrical actuator 227 Coupling housing

228 clutch bell

229 Machine housing

231 coolant connection

232 coolant connection

233 coolant connection

234 coolant connection

235 drive element

236 output element

237 drive element

238 output element

239 cooling channel

240 drive unit

Claims

claims

1. hybrid propulsion of a ship, designed as a parallel hybrid drive, comprising an internal combustion engine (103), an electric machine (105, 205) which, depending on the circuit of an electrical control means (107, 207) is effective as a generator or motor, a battery ( 106), at least one clutch (115, 116, 215, 216) and a drive device (109, 209) for transmitting the drive power to at least one propeller (108), characterized in that the electrical machine (105, 205) together with a first (115, 215) and a second clutch (116, 216) forms a drive unit (140, 240), which is modularly arrangeable between the internal combustion engine (103) and the drive device (109), wherein the first clutch (115, 215) between the electric machine (105, 205) and the internal combustion engine (103) and the second clutch (116, 216) between the electric machine (105, 205) and the drive device (109, 209) is arranged.

2. Hybrid drive according to claim 1, characterized in that an output shaft (114) of the internal combustion engine (103) by means of the first clutch (115, 215) with a rotor shaft (223) of the electric machine (105, 205) can be coupled and that the rotor shaft (223) of the electric machine (105, 205) by means of the second clutch (116, 216) with an input shaft (104) of the drive device (109, 209) can be coupled.

3. Hybrid drive according to claim 1 or 2, characterized in that on the drive unit (140, 240) power electronics (107, 207) as an electrical control means for charging and discharging the battery (106) and for switching the electric machine (105, 205 ) is arranged between the operation as a generator or motor.

4. Hybrid drive according to claim 1 or 2, characterized in that for actuating the two clutches (215, 216) each have an electromechanical actuator (225, 226) is provided.

5. Hybrid drive according to claim 1, characterized in that the drive device (109, 209) is designed as a pivotable Rudderpropeller.

6. A method for operating a hybrid drive according to claim 1, characterized in that the hybrid drive is operated in different operating modes, wherein in a first operating mode with a change of direction, the direction of rotation of the propeller (108, 208) by means of a reversal of the direction of rotation of the motor operated electric machine (105, 205) is reversed.

7. The method according to claim 6, characterized in that in the first operating mode, the first clutch (115, 215) is opened and the second clutch (116, 216) is closed, wherein the electric machine (105, 205) is operated as a motor and by means of the energy stored in the battery (106) drives the propeller (108, 208).

8. The method according to claim 6, characterized in that in a second operating mode, the first (115, 215) and second clutch (116, 216) is closed and the ship is driven by the internal combustion engine (103), wherein the electric machine (105 , 205) is switched off electrically.

9. The method according to claim 6, characterized in that in a third operating mode, the first clutch (115, 215) is closed and the second clutch (116, 216) is open and the internal combustion engine (103) operated as a generator electric machine (105, 205) and charging the battery (106).

10. The method according to claim 6, characterized in that in a fourth operating mode both clutches (115, 116, 215, 216) are closed and the internal combustion engine (103) both the propeller (108, 208) and operated as a generator electric machine (105, 205) drives.

11. The method according to claim 6, characterized in that in a fifth operating mode, both clutches (115, 116, 215, 216) are closed, wherein the electric machine (105, 205) is operated as a motor and together with the internal combustion engine (103). the propeller (108, 208) drives.

12. The method according to claim 6, characterized in that in a sixth operating mode, the first clutch (115, 215) is opened and the second clutch (116, 216) is closed, wherein the propeller (108, 208) acts as a turbine and due to Flow energy of the water flowing around the vessel which drives in this operating mode as a generator effective electrical machine (105, 205) for generating electrical energy.

13. The method according to claim 12, characterized in that when a drive of the ship by wind energy in a sailing trip acting as a turbine propeller (108, 208) is driven by the flow energy of the traversed water.

14. The method according to claim 6, characterized in that in a seventh operating mode, the sailing ship is driven by wind power and in this case the first clutch (115, 215) open and the second clutch (116, 216) is closed, wherein the electric machine (105 , 205) is operated as a motor and generates a torque which prevents the rotation of the propeller (108, 208) and a running of the drive device (109, 209) in order to avoid a running noise of the drive device (109, 209).

15. The method according to claim 6, characterized in that between a plurality of control modes can be selected, wherein a first control mode automatically adjusts itself after switching on the hybrid system, whereby the hybrid system is switched to the first operating mode.

16. The method according to claim 6 or 15, characterized in that in the first control mode, the speed of the ship is limited by a speed limit upwards.

17. The method according to at least one of claims 15 or 16, characterized in that in the first control mode, the speed limit may be exceeded for a limited time.

18. The method according to at least one of claims 6, 8 or 10, characterized in that in a second control mode, the hybrid system automatically depending on the desired speed or in the battery (106) stored energy amount between the first, second and fourth operating mode changes.

19. The method according to claim 6, wherein a third control mode is selected for the sailing operation, wherein in the selection of the third control mode, the hybrid system is switched to the sixth operating mode and wherein the rudder propeller automatically with respect to the position which the rudder propeller occupies in a direction of direct drive driven by the internal combustion engine (103) or electric machine (105) is pivoted about its control axis in the opposite direction.

20. The method according to at least one of claims 6 or 9, characterized in that when selecting a fourth control mode, the hybrid system changes to the third mode.