WO2010066248A2 - Système de propulsion navale - Google Patents

Système de propulsion navale Download PDF

Info

Publication number
WO2010066248A2
WO2010066248A2 PCT/DE2009/050057 DE2009050057W WO2010066248A2 WO 2010066248 A2 WO2010066248 A2 WO 2010066248A2 DE 2009050057 W DE2009050057 W DE 2009050057W WO 2010066248 A2 WO2010066248 A2 WO 2010066248A2
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
drive
output
transmission
input
Prior art date
Application number
PCT/DE2009/050057
Other languages
German (de)
English (en)
Other versions
WO2010066248A3 (fr
Inventor
Harald Schmidt
Oliver Ovelgönne
Frank Buchmann
Jan SCHÄFER
Original Assignee
Renk Aktiengesellschaft
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 Renk Aktiengesellschaft filed Critical Renk Aktiengesellschaft
Priority to DE112009003122T priority Critical patent/DE112009003122A5/de
Publication of WO2010066248A2 publication Critical patent/WO2010066248A2/fr
Publication of WO2010066248A3 publication Critical patent/WO2010066248A3/fr

Links

Classifications

    • 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
    • B63H23/30—Transmitting power from propulsion power plant to propulsive elements characterised by use of clutches

Definitions

  • the invention relates to a ship propulsion system according to the preamble of patent claim 1.
  • the invention has for its object to provide a ship propulsion system, which is operable efficiently both with electric motor drive and with internal combustion engine drive.
  • a marine propulsion system comprises: a first clutch having a clutch input and a clutch output selectively connectable to each other and disconnectable to disconnect the drive connection, an internal combustion engine having an output shaft for providing rotary drive power, the output shaft being connected to the clutch input the first clutch is drivingly connected, a transmission with a transmission input and a transmission output, a drive train with a Antriebsstrangeingang, which is drivingly connected to the clutch output of the first clutch, and a powertrain output, which is anthebsverbunden with a Vordhebselement, wherein a located between Anthebsstrangeingang and drive train output Antriebsstrangabzweig is drivingly connected to the transmission input, and an electric machine that is operable both as a generator and as a motor and a drive shaft for supplying and tapping rotary drive power to and from the transmission output and an electrical interface for supplying and tapping of electrical power to or from a power supply arrangement of a ship.
  • the ship propulsion system according to the invention is characterized in that the transmission comprises a second clutch having a clutch input which is drivingly connected to the transmission input, and a clutch output which is drivingly connected via the transmission output to the drive shaft of the electric machine, wherein clutch input and clutch output of second clutch selectively with each other in drive connection and can be separated from each other for releasing the drive connection.
  • the solution according to the invention has the advantage that the internal combustion engine provided as the main engine can be disconnected from the drive train as required by disconnecting the first clutch, in which case the electric machine can be used to drive the vessel when the second clutch is engaged.
  • the ship has a hybrid drive.
  • the prime mover eg from an internal combustion engine (eg diesel engine, Gasoline engine, gas engine), a steam turbine or an exhaust gas turbocharger may be formed.
  • an internal combustion engine eg diesel engine, Gasoline engine, gas engine
  • a steam turbine or an exhaust gas turbocharger may be formed.
  • Other drive machines are also possible.
  • dispense with the prime mover and provide the generator in the form of a fuel cell may be dispense with the prime mover and provide the generator in the form of a fuel cell.
  • the ship propulsion system according to the invention provides increased reliability by the redundancy of the drives, since the ship in case of failure of the main drive, i. the internal combustion engine, can then be driven or driven with the working as an electric motor electric machine.
  • the ship propulsion system according to the invention also allows in a simple and efficient way, the driving of low vessel speeds, since the drive with the then operating as an electric motor electric machine allows very low driving element speeds.
  • a minimum rotational speed of the driving element which is e.g. is designed as a propeller or propeller or as a jet propulsion or water jet, corresponds by the direct coupling of propulsion element and internal combustion engine idle speed of the engine.
  • the electric machine in nominal operation of the preferably designed as a diesel engine combustion engine, can be used as a generator for power generation. This is more economical than the generator sets of the electrical supply arrangement of the ship, since the diesel engine operates more economically in nominal operation.
  • the ship propulsion system provides an increased drive power requirement, eg when starting, when driving through fairways cleared by icebreakers or in towing operation Booster function of the electric machine, wherein the electric machine working as an electric motor feeds additional drive power to the drive power of the internal combustion engine in the drive train.
  • Fuel selection allows because the generator sets may possibly be operable with other fuel than provided as the main engine combustion engine.
  • a frequency converter is connected between the electrical interface of the electric machine and the power supply arrangement of the ship, so that the electric machine can be regulated in its drive speed.
  • the internal combustion engine is configured to generate less than 100 percent of a maximum drive power provided for a ship propulsion system, the electric machine being configured to provide the percentage lacking 100 percent of the maximum drive power Drive power can generate, so that the maximum drive power can be provided with simultaneous drive operation of internal combustion engine and electric machine.
  • Advantageous partitions of the drive power of internal combustion engine and electric machine can be 60 percent (internal combustion engine) to 40 percent (electric motor) or even 80 percent (internal combustion engine) to 20 percent (electric motor). Other divisions are possible as needed.
  • the drive power of the internal combustion engine is in a range of 60-90 percent of the maximum drive power of the ship and the drive power of the electric machine is in a range of 40-10 percent of the maximum drive power of the ship.
  • the drive power of the internal combustion engine is in a range of 60-70 percent of the maximum drive power of the ship and the drive power of the electric machine is in a range of 40-30 percent of the maximum drive power of the ship.
  • the marine propulsion system according to the invention thus has two full-fledged propulsion systems, thus providing a hybrid propulsion system for ships that meets the latest requirements in terms of environmental protection and variability in the propulsion choice.
  • a second electric machine operable both as a generator and a motor and including a drive shaft for supplying and tapping rotary drive power to and from the transmission output and an electrical interface for feeding and Picking up electrical power to or from the electrical supply arrangement of the ship, wherein the transmission output is arranged so that the respective drive shaft of each of the electric machines is drive-connected thereto.
  • the internal combustion engine is configured to generate less than 100 percent of the maximum drive power provided for a ship propulsion system, wherein the electric machines are configured to collectively or individually provide 100 percent of the maximum drive power can generate missing percentage of drive power, so that the maximum drive power can be provided with simultaneous drive operation of internal combustion engine and one or both electric machines.
  • Electric motor operating electric machine of the two electric machines or both electric machines can add their drive power addendum in the drive train, so that the maximum drive power of the ship is provided.
  • Advantageous divisions of the drive power of internal combustion engine and electric machines can be 60 percent (internal combustion engine) to 20 percent (1st electric motor) and 20 percent (2nd electric motor) or 80 percent (internal combustion engine) to 20 percent (1st electric motor) and 20 percent ( 2. Electric motor). Other divisions are possible as needed.
  • the drive power of the internal combustion engine is in a range of 60-90 percent of the maximum drive power of the ship and the respective drive power of the electric machine is in a range of 40-10 percent of the maximum drive power of the ship.
  • the drive power of the internal combustion engine is in a range of 60-70 percent of the maximum drive power of the ship and the respective drive power of electric machine is within a range of 40-20 percent of the maximum lifting capacity of the ship.
  • the ship's lifting system according to the invention thus has three full-fledged drives, which on the one hand the recent requirements in terms of environmental protection and variability in the drive choice expectant hybrid Anthebssystem is provided for ships and on the other hand this hybrid drive system by redundancy increased reliability and increased variability in the drive selection and the power option.
  • a frequency converter is also connected between the electrical interface of the further electric machine and the electrical supply arrangement of the ship, so that the further electric machine is controllable in its drive speed.
  • the transmission has a third clutch with a clutch input which is drivingly connected to the transmission input, and a clutch output which is drivingly connected via the transmission output to the drive shaft of the further electric machine, wherein clutch input and clutch output of the third clutch selectively with each other in
  • Drive connection can be brought and disconnected from each other to release the drive connection.
  • the transmission is set up so that different gear ratios are realized for the respective drive shafts of the two electric machines with respect to the transmission input. This can be realized for example by different gear trains in the transmission.
  • the two electric machines may be of different power class, so that the variability in the performance of the electric drive and the electric power generation is increased.
  • the frequency converter can be dispensed with the frequency converter, so that only two different drive speeds or propulsion element speeds can be realized with the Elektroantheb.
  • the second clutch and preferably also the third clutch each as a friction clutch, in particular as a multi-plate clutch is formed.
  • This embodiment of the invention advantageously makes it possible to smoothly engage and disengage the respective clutches (even under load) by slowly increasing or decreasing their torque transmission capacity. This, since shock-like load differences are avoided, has an advantageous effect on the life of all components of the ship propulsion system connected to the drive train.
  • the marine propulsion system has a fourth clutch disposed in the driveline in front of the propulsion element and having a clutch input for receiving input torque from the driveline and a clutch output for outputting Having drive torque to the propulsion element, wherein the clutch input and clutch output are selectively bhngbar in Anthebsthetic and separable from each other for releasing the Anthebsthetic.
  • the propulsion element can be decoupled from the drive train if necessary, if, with the mechanical drive power generated in the drive train, e.g. only electrical energy should be generated.
  • the ship propulsion system according to the invention is supplied as a complete package with all the necessary components, so that shipyards and shipowners a trouble-free installation and a low-maintenance operation of the ship propulsion system are possible.
  • all necessary interfaces are clearly defined and predetermined, which may include the design and supply of partial foundations and shaft bearings in addition to the specification of the corresponding foundation designs.
  • the ship propulsion system according to the invention provides by its two or three full-value drives a suitable for the electric Treasurebetheb hybrid drive system for ships.
  • the propulsion element as the propeller from the drive train and any prime mover of the ship propulsion system, especially the main engine driving engine, only to use for generating electrical energy, whereby the combination of 2-stroke marine diesel engine and electric machines forms a large generator set ,
  • FIG. 1 shows a schematic view of a ship propulsion system according to embodiments of the invention.
  • Ship propulsion system 1 according to an embodiment of the invention, a first clutch 10, an internal combustion engine 20, a transmission 30, a drive train 40, a propulsion element 50 and based on the electromotive principle electrical machine 60 on.
  • the first shift clutch 10 has a clutch input 11 and a clutch output 12, which can be selectively brought into drive connection with each other and disconnected from each other for releasing the drive connection.
  • the first clutch is designed as a hydraulic clutch, as described in DE 102 35 286 B4 with reference to Figures 2 and 2a.
  • the internal combustion engine 20 which is formed according to this embodiment of the invention of a 2-stroke diesel engine and acts as a main drive, has an output shaft 21, on the rotary drive power of the internal combustion engine 20 can be tapped off.
  • the output shaft 21 of the internal combustion engine 20 is drive-connected via a connecting shaft 22 and connecting flanges 23 continuously connected to the clutch input 11 of the first clutch 10.
  • the transmission 30, which according to this embodiment of the invention is designed as a tunnel transmission (see, for example, DE 195 01 463 A1), has a transmission input 31 and a transmission output 32.
  • the powertrain 40 has a Antriebsstrangeingang 41, which is drivingly connected via a shaft member 41 a and a flexible coupling 43 continuously connected to the clutch output 12 of the first clutch 10, and a drive train output 42, which drive connected to a here designed as a propeller or propeller drive element 50 is.
  • the shaft member 41 a is provided with a rotation brake 41 b, with which the shaft member 41 a can be braked or held.
  • a drive train branch 44 located between drive train input 41 and drive train output 42 is continuously drive-connected to the transmission input 31.
  • the electric machine 60 is operable as both a generator and a motor, and has a drive shaft 61 for supplying and tapping rotary drive power to and from the transmission output 32 and an electrical interface 62 for supplying and tapping electric power to and from a power supply Arrangement 100 of the ship.
  • a trained in the form of a Lämmellenkupplung, second clutch 33 (indicated only by reference numeral) integrated, which has a clutch input (not shown) which is drivingly connected to the transmission input 31, and a clutch output (not shown), which an output shaft 32a of the transmission output 32 and a dog clutch (generally a non-shiftable clutch) 63 are drivingly connected to the drive shaft 61 of the electric machine 60.
  • the clutch input and the clutch output of the second clutch 33 are selectively engageable with each other in driving connection and separable from each other for releasing the drive connection.
  • a power shift clutch designed as a multi-plate clutch is known e.g. in DE 199 20 924 C2.
  • the drive train 40 thus extends from the drive train input 41 or from the clutch output 12 of the first clutch 10 via the elastic coupling 43, through a tunnel (not shown) formed in the transmission 30 (eg, by a hollow shaft), via two connecting flanges 45 from the transmission 30 exiting shaft member 46 with a propulsion element shaft 47, in particular propeller shaft, connect to the propulsion element 50 and the drive train output 42 out.
  • the driveline branch 44 implements transmission of drive power through the transmission 30 to and from the electric machine 60.
  • the individual elements of the drive train 40 and the first clutch 10 are supported via a plurality of rotary bearings (not labeled) on a frame or foundation (not labeled). Further, the transmission 30 and the electric machine 60 are also supported on the frame.
  • the electrical interface 62 of the electrical machine 60 is designed as a terminal box with corresponding terminals and electrically connected via electrical lines 64 to an output of a frequency converter 65.
  • An input of the frequency converter 65 is electrically connected to an electrical interface (not shown) of an electromotive-type based electrical generator 101 of the electric supply arrangement 100 of the ship via electrical lines (not shown).
  • a drive shaft (not shown) of the generator 101 is drive-connected to an output shaft (not shown) of a 4-stroke diesel engine 102.
  • the generator 101 and the 4-stroke diesel engine 102 form a generator set of the power supply arrangement 100 of the ship.
  • the electric machine 60 when operated as a motor, adjustable in its drive speed.
  • the main engine 20 is configured in accordance with this embodiment of the invention to be capable of producing less than 100 percent of the maximum drive power required for the vessel, with the electric machine 60 configured to provide the percentage lacking 100 percent of the maximum drive power Drive power can generate, so that with simultaneous drive operation of Internal combustion engine 20 and electrical machine 60, the maximum Abhebs antique is available.
  • the engine 20 is configured to provide 70 percent of the maximum drive power
  • the electric machine 60 is configured to provide 40 percent of the maximum drive power.
  • the first clutch 10 is engaged, so that drive power or torque is transmitted to the drive element 50, which then rotates at the rated speed of the engine 20.
  • the second clutch 33 of the transmission 30 may be disengaged such that the electric machine 60 is mechanically disengaged from the driveline 40, or engaged, such that the electric machine 60 is mechanically coupled to the driveline 40 and operating as a generator electrical energy can generate.
  • the 4-stroke diesel engine 102 When operating the marine propulsion system with the engine 20 acting as the main engine, with the second clutch 33 disengaged, unless power is needed elsewhere, the 4-stroke diesel engine 102 may be off. When coupled second clutch 33, the 4-stroke diesel engine 102 may be turned on or off depending on the power requirements and is the electric power generated by the electric machine, which has a rated speed of 1200 rev / min to 1800 rev / min in a suitable manner the power supply arrangement 100 of the ship fed. If the ship is to be driven by means of the electric machine 60, then the first shift clutch 10 is disengaged, so that the engine 20 is mechanically decoupled from the drive train 40.
  • the second clutch 33 of the transmission 30 is engaged, so that drive power or torque of the electric machine 60 is transmitted to the propulsion element 50, which then rotates with variable by adjusting the frequency converter 65 speed.
  • the electric machine 60 is thereby operated with the electrical energy generated by the generator 101, wherein the 4-stroke diesel engine 102, for example operated with low-sulfur light oil, the generator 101 rotatably drives.
  • FIG. 1 is similar except for the differences of the first embodiment of the invention set forth below, for which reason only the differences are listed below.
  • the ship propulsion system 1 comprises a second electric machine 70 (shown in phantom in Fig. 1) which is operable both as a generator and as a motor and which comprises a drive shaft 71 for supplying and tapping rotary drive power to and from the transmission output 32 and an electrical interface 72 for supplying and tapping of electrical power to and from the power supply arrangement 100 of the ship.
  • a second electric machine 70 shown in phantom in Fig. 1 which is operable both as a generator and as a motor and which comprises a drive shaft 71 for supplying and tapping rotary drive power to and from the transmission output 32 and an electrical interface 72 for supplying and tapping of electrical power to and from the power supply arrangement 100 of the ship.
  • third clutch 34 (indicated only by reference numeral) integrated, which has a clutch input (not shown) which is drivingly connected to the transmission input 31, and a clutch output (not shown), via a another output shaft 32b of the transmission output 32 and another jaw clutch or curved tooth coupling (generally a non-switchable Clutch) 73 is drivingly connected to the drive shaft 71 of the second electric machine 70.
  • the clutch input and the clutch output of the third clutch 34 which is of the same construction as the second clutch 33, are selectively drivable with each other and separable from each other for releasing the drive connection.
  • the transmission 30 is according to the second embodiment of the invention set up so that for the respective drive shafts 61 and 71 of the two electric machines 60, 70 with respect to the transmission input 31 different gear ratios are realized.
  • the two electric machines 60, 70 are of different performance class, as explained in more detail later.
  • the electrical interface 72 of the second electrical machine 70 is designed as a terminal box with corresponding terminals and via electrical lines 74 (shown in phantom in Figure 1) electrically connected to an output of a frequency converter 75 (shown in phantom in Figure 1).
  • An input of the frequency converter 75 is electrically connected via electrical lines (not indicated and shown in phantom in FIG. 1) to an electrical interface (not designated) of a further electric generator 103 based on the electromotive principle (shown by dashed lines in FIG.
  • Electric supply arrangement 100 of the ship connected.
  • a drive shaft (not shown) of the generator 103 is drive-connected to an output shaft (not shown) of a gas engine 104 (shown in phantom in FIG. 1).
  • the generator 103 and the gas engine 104 form another generator set of the power supply arrangement 100 of the ship.
  • the frequency converter 75 With the frequency converter 75, the second electric machine 70, when operated as a motor, can be regulated in its drive speed.
  • the main engine 20 is, in accordance with this embodiment of the invention, configured to produce less than 100 percent of the maximum drive power required for the vessel, with the electric machines 60, 70 configured to be 100 and 100, respectively Percent of the maximum drive power can generate missing percentage of drive power, so that at the same drive operation of internal combustion engine 20 and one of the electric machines 60, 70, the maximum drive power is available.
  • the engine 20 is configured to provide 60 percent of the maximum drive power
  • the first electric machine 60 is configured to provide 50 percent of the maximum drive power
  • the second electric machine 70 is configured to Provides 40 percent of the maximum drive power.
  • the booster operation can be strengthened by simultaneously driving the engine 20 and both electric machine 60, 70 in the drive train 40.
  • a differential gear can be provided according to the invention in the transmission 30.
  • the first clutch 10 When operating the ship propulsion system 1 with the main engine acting as an internal combustion engine 20, which here, for example, has a rated speed of about 100 U / min, the first clutch 10 is engaged, so that drive power or torque is transmitted to the propulsion element 50, which then with the rated speed of the engine 20 rotates.
  • the second clutch 33 and / or the third clutch 34 of the transmission 30 may be disengaged so that the first electric machine 60 and / or the second electric machine 70 are mechanically disengaged from the driveline 40, or engaged so that the first electric machine 60 and / or the second electric machine 70 mechanically with the
  • Powertrain 40 is coupled / are and working as a generator can generate electrical energy / can.
  • the 4-stroke diesel engine 102 When operating the ship propulsion system 1 with the main engine acting as an internal combustion engine 20 can be switched off with the second clutch 33, unless otherwise required power, the 4-stroke diesel engine 102.
  • the 4-stroke diesel engine 102 When coupled second clutch 33, the 4-stroke diesel engine 102 may be switched on or off depending on the power demand and the electric energy generated by the first electric machine 60, which has a rated speed of 1200 rev / min to 1800 rev / min, suitable Way fed into the power supply arrangement 100 of the ship.
  • the gas engine 104 may be switched off.
  • the gas engine 104 may be turned on or off depending on the power demand, and the electric power generated by the second electric machine 70, which has a rated speed of 1200 rpm to 1800 rpm, will be suitably supplied to the electric power supply -Anix 100 of the ship fed.
  • the first shift clutch 10 and the third shift clutch 34 are disengaged, so that the engine 20 and the second electric machine 70 are mechanically decoupled from the drive train 40. Further, the second clutch 33 of the transmission 30 is engaged, so that drive power or torque of the first electric machine 60 is transmitted to the Vordhebselement 50, which then rotates by adjusting the frequency inverter 65 variable speed.
  • the first electric machine 60 is thereby operated with the electrical energy generated by the generator 101, wherein the 4-stroke diesel engine 102, for example operated with low-sulfur light oil, rotates the generator 101.
  • the first shift clutch 10 and the second shift clutch 33 are disengaged, so that the engine 20 and the first electric machine 60 are mechanically decoupled from the drive train 40. Further, the third clutch 34 of the transmission 30 is engaged, so that driving power or torque of the second electric machine 70 is transmitted to the driving element 50, which then rotates by adjusting the frequency converter 75 variable speed.
  • the second electric machine 70 is thereby operated with the electrical energy generated by the generator 103, wherein the gas engine 104, e.g. powered by natural gas, the generator 103 rotatably drives.
  • the first clutch 10 is disengaged, so that the internal combustion engine 20 is mechanically decoupled from the drive train 40. Furthermore, the second and the third clutch 33, 34 of the transmission 30 are engaged, so that drive power or torque of the two electric machines 60, 70 via the then provided differential gear (not shown) is transmitted to the drive element 50.
  • the first to third clutch 10, 33, 34 are engaged, so that drive power or torque of the two electric machines 60, 70 via the then provided differential gear (not shown) and drive power or torque of the engine 20 are transmitted to the propulsion element 50.
  • Ship propulsion system 1 a fourth clutch (not shown in Figure 1), which is similar in construction to that of the first clutch 10.
  • the fourth clutch is disposed in the drive train 40 in front of the propulsion element 50 and has a clutch input for receiving drive torque from the drive train 40 and a clutch output for discharging
  • the clutch input and the clutch output of the fourth clutch can be selectively brought into drive connection with each other and separable from each other for releasing the drive connection.
  • the rotation brake 41 b is disposed on the side of the clutch output of the fourth clutch, so that the driving element 50 can be braked or held when switching the fourth clutch by means of the rotation brake 41 b.
  • the propulsion element 50 can be completely decoupled from the drive train 40 completely mechanically, so that the ship propulsion system 1 can be operated as a pure electric power generation plant or as a small power plant.
  • the internal combustion engine 20 can drive one or both electrical machines 60, 70 in generator mode via the drive train 40 and the transmission 30.
  • the 4-stroke diesel engine 102 and / or the gas engine 104 can additionally / respectively associated generator 101 and 103 for generating electric power drive.
  • an electrical energy supplying fuel cell assembly 105 is electrically connected to the second electrical machine 70 via the electrical leads 74, as shown in FIG. 1 in connection with the second and third embodiments.
  • an inverter is disposed between the fuel cell assembly 105 and the electric machine 70.
  • the fuel cell assembly 105 may alternatively or additionally be connected to the first electric machine 60 via the electrical leads 64 (and the inverter). According to a not shown further modification of the fourth embodiment of the invention may be provided for each electric machine 60, 70, a separate fuel cell assembly 105 and a separate inverter.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Transmission Devices (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

L'invention concerne un système de propulsion navale comprenant un premier embrayage avec une entrée et une sortie qui peuvent sélectivement être mises en liaison d'entraînement et séparées l'une de l'autre, un moteur à combustion interne avec un arbre de sortie qui est relié à l'entrée du premier embrayage, une transmission avec une entrée de transmission et une sortie de transmission, une chaîne cinématique avec une entrée qui est reliée à la sortie d'embrayage et une sortie, une branche de la chaîne cinématique étant reliée à l'entrée de transmission, et une machine électrique qui peut fonctionner comme générateur/moteur et qui présente un arbre d'entraînement à relier à la sortie de transmission et une interface électrique à relier à un dispositif d'alimentation électrique, la transmission comportant un deuxième embrayage avec une entrée qui est reliée à l'entrée de transmission et une sortie qui est reliée à l'arbre d'entraînement de la machine électrique, entrée et sortie du deuxième embrayage pouvant sélectivement être reliées et ou séparées l'une de l'autre.
PCT/DE2009/050057 2008-12-12 2009-10-21 Système de propulsion navale WO2010066248A2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112009003122T DE112009003122A5 (de) 2008-12-12 2009-10-21 Schiffsantriebssystem

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008061951A DE102008061951A1 (de) 2008-12-12 2008-12-12 Schiffsantriebssystem
DE102008061951.5 2008-12-12

Publications (2)

Publication Number Publication Date
WO2010066248A2 true WO2010066248A2 (fr) 2010-06-17
WO2010066248A3 WO2010066248A3 (fr) 2010-08-26

Family

ID=42144705

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2009/050057 WO2010066248A2 (fr) 2008-12-12 2009-10-21 Système de propulsion navale

Country Status (2)

Country Link
DE (2) DE102008061951A1 (fr)
WO (1) WO2010066248A2 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103847493A (zh) * 2012-11-30 2014-06-11 施泰尔发动机有限公司 具有电机的驱动单元
US11932367B1 (en) 2020-06-04 2024-03-19 Evoa, Llc Axial flux outboard propulsion system for an electric boat

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011011249A1 (de) * 2011-02-15 2012-08-16 TECHNOLOG GmbH Verfahren zum Antrieb von Schiffen und Antriebsvorrichtung
AT512710B1 (de) * 2011-09-30 2014-06-15 Steyr Motors Gmbh Antriebseinheit mit einer elektrischen maschine
WO2014089394A1 (fr) * 2012-12-07 2014-06-12 Electro Technology Holdings, Inc. Système de propulsion marine à assistance à moteur électrique
ITTO20150226A1 (it) * 2015-04-22 2016-10-22 Iveco Spa Sistema ibrido di trazione
DE102015213580A1 (de) * 2015-07-20 2017-01-26 Siemens Aktiengesellschaft Propellerantrieb und Fahrzeug, insbesondere Flugzeug
DE102016214487B4 (de) 2016-08-04 2018-05-03 Renk Aktiengesellschaft Schiffsantriebssystem

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19501463A1 (de) 1995-01-19 1996-08-01 Vulkan Dieselmotorenwerk Gmbh Wellengeneratorgetriebe
DE19920924A1 (de) 1999-05-06 2000-11-16 Renk Ag Schiffsantrieb mit lastschaltbarer Kupplungsanordnung
DE10235286B4 (de) 2002-08-02 2005-02-10 Renk Aktiengesellschaft Propellerwellen-Schaltkupplung für einen Schiffsantrieb

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4432483A1 (de) * 1994-09-13 1996-03-14 Blohm Voss Ag Zusatzantrieb für Seeschiffe
DE19854570C1 (de) * 1998-11-26 2000-09-21 Man B & W Diesel As Kupplung
DE10063338B4 (de) * 2000-12-19 2007-03-01 Blohm + Voss Gmbh Vorrichtung zum Antrieb eines Schiffes
DE102006041032B4 (de) * 2006-09-01 2010-11-25 Siemens Ag Schiff mit Elektroantrieb und Verbrennungskraftmaschinen-Zusatzantrieb
KR100804965B1 (ko) * 2007-01-17 2008-02-20 대우조선해양 주식회사 Ｌｎｇ 운반선의 추진 장치 및 방법
AU2008257541C1 (en) * 2007-06-01 2014-08-28 Siemens Aktiengesellschaft Method and apparatus for operation of a marine vessel hybrid propulsion system
EP2082955A1 (fr) * 2008-01-24 2009-07-29 Jegel, Franz Peter, Ing. Module hybride pour bateaux

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19501463A1 (de) 1995-01-19 1996-08-01 Vulkan Dieselmotorenwerk Gmbh Wellengeneratorgetriebe
DE19920924A1 (de) 1999-05-06 2000-11-16 Renk Ag Schiffsantrieb mit lastschaltbarer Kupplungsanordnung
DE19920924C2 (de) 1999-05-06 2002-11-21 Renk Ag Schiffsantrieb mit lastschaltbarer Kupplungsanordnung
DE10235286B4 (de) 2002-08-02 2005-02-10 Renk Aktiengesellschaft Propellerwellen-Schaltkupplung für einen Schiffsantrieb

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103847493A (zh) * 2012-11-30 2014-06-11 施泰尔发动机有限公司 具有电机的驱动单元
US11932367B1 (en) 2020-06-04 2024-03-19 Evoa, Llc Axial flux outboard propulsion system for an electric boat

Also Published As

Publication number Publication date
DE102008061951A1 (de) 2010-06-17
DE112009003122A5 (de) 2012-07-12
WO2010066248A3 (fr) 2010-08-26

Similar Documents

Publication Publication Date Title
WO2010066248A2 (fr) Système de propulsion navale
DE60012658T2 (de) Hybridantrieb mit integriertem Motorgenerator
EP2571763B1 (fr) Systeme de propulsion et d'alimentation hybride pour aéronefs
DE60316081T2 (de) Hybridfahrzeug
EP2370709B1 (fr) Chaîne cinématique comprenant un premier moteur électrique et un engrenage planétaire
EP2082955A1 (fr) Module hybride pour bateaux
DE102007043173A1 (de) Elektrisch verstellbares Hybridgetriebe mit einem über Zahnräder hergestellten Rückwärtsmodus, das einen einzigen Motor/Generator verwendet
DE10057798A1 (de) Kraftfahrzeugantrieb
EP2417018A1 (fr) Entraînement hybride d'un navire
DE102010012704A1 (de) Fahrzeug mit Hybridantriebsstrang
WO2011000345A1 (fr) Chaîne cinématique hybride
DE102010009951B4 (de) Verfahren zum Antrieb eines Fahrzeugs
DE19539571C2 (de) Hybridantrieb
EP2616315A1 (fr) Échange de moteur électrique
DE102020208515A1 (de) Lastschaltgetriebe mit elektrischer leistungsunterstützung
WO2008071151A1 (fr) Entraînement hybride pour véhicules
WO2001003962A1 (fr) Dispositif d'entrainement
EP3793893B1 (fr) Système d'entraînement d'un navire
WO2010115804A2 (fr) Module d'un système de propulsion hybride et système de propulsion hybride pour bateaux
DE902116C (de) Schiffsmaschinenanlage mit mindestens einer Gasturbine und einer Brennkraftmaschine
DE102012100175A1 (de) Binnenschiff und Verfahren zum Betrieb eines Binnenschiffs
WO2012083916A1 (fr) Chaîne cinématique
DE20217985U1 (de) Startgeneratoren zum Antrieb und zum Betreiben von Mehrbereichs-Bordspannungs-Anlagen in Sportbooten und Wasserfahrzeugen
WO2010017814A2 (fr) Système de propulsion pour propulser un navire, en particulier navire à double extrémité, dans deux directions différentes et son procédé de fonctionnement
DE102012213148A1 (de) Antriebsstrang mit mehreren Verbrennungskraftmaschinen, zwei Einzelgetrieben und zwei Elektromaschinen

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 09771692

Country of ref document: EP

Kind code of ref document: A2

WWE Wipo information: entry into national phase

Ref document number: 1120090031226

Country of ref document: DE

Ref document number: 112009003122

Country of ref document: DE

122 Ep: pct application non-entry in european phase

Ref document number: 09771692

Country of ref document: EP

Kind code of ref document: A2

REG Reference to national code

Ref country code: DE

Ref legal event code: R225

Ref document number: 112009003122

Country of ref document: DE

Effective date: 20120712