WO2019179725A1

WO2019179725A1 - Transmission for a ship's engine, and ship's engine

Info

Publication number: WO2019179725A1
Application number: PCT/EP2019/054785
Authority: WO
Inventors: Carolin HELLER; Matthias WESA
Original assignee: Zf Friedrichshafen Ag
Priority date: 2018-03-23
Filing date: 2019-02-27
Publication date: 2019-09-26
Also published as: DE102018204474A1

Abstract

The invention relates to a transmission (2, 52) for a ship's engine (1, 51 ), wherein the transmission (2, 52) comprises a main driveshaft (6) and an output shaft (13) which are arranged parallel to one another. The transmission (2, 52) further comprises a plurality of spur gear planes (I, II, III, IV) for transferring a drive torque from the main driveshaft (6) to the output shaft (13) and at least two engageable clutches (8, 9) for selecting a plurality of gears. Finally, the transmission (2, 52) comprises a bevel gear transmission (5) via which the main driveshaft (6) can be drivingly connected to an input shaft (4) arranged at right angles to the main driveshaft (6). The invention further relates to a corresponding ship's engine (1, 51).

Description

Transmission for a marine propulsion and marine propulsion

The present invention relates to a transmission for a marine propulsion system according to the preamble of claim 1 and to a marine propulsion system according to claim 12.

From US 2014/045393 A1, a marine propulsion unit designed as an outboard drive with a transmission is known, wherein the transmission comprises transmission shafts arranged parallel to one another and a plurality of front wheel planes. A drive torque can be transmitted from a vertically oriented engine output shaft to a main drive shaft of the transmission and transmitted from the main drive shaft either via one of several Stirnradebenen on an output shaft. With the aid of several switchable clutches one forehead wheel level can be switched into the power flow and thus a desired gear ratio can be selected.

The object of the present invention is to provide a low-cost switchable transmission for marine propulsion, which can be used in ship engines with vertically arranged engine output shaft. Furthermore, the transmission should be equipped with little effort with at least one power take-off. Furthermore, a corresponding ship propulsion is to be specified.

These objects are achieved by a transmission according to claim 1 and by a marine propulsion system according to claim 12. Advantageous embodiments of the invention are specified in the respective dependent claims.

It is proposed a transmission for a marine propulsion, wherein the transmission comprises a main drive shaft and an output shaft, which are arranged parallel to each other. The transmission includes a plurality of Stirnradebenen to transmit a drive torque from the main drive shaft to the output shaft. A Stirnradebene includes at least two mutually engaged spur gears. Spur gear have a design due to a high overall efficiency. The transmission further comprises at least two shiftable clutches for shifting multiple gear ratios. To turn on a desired gear, this can the main drive shaft using at least one of the clutches above at least one Stirnradebene are drivingly connected to the output shaft.

Furthermore, the transmission comprises a bevel gear, via which the main drive shaft with an input shaft arranged at right angles to the main drive shaft is drivingly connectable. The bevel gear between the input shaft and the main drive shaft allows a horizontal alignment of the main drive shaft of the transmission in a marine propulsion, in which the engine output shaft is vertically aligned. As a result, for example, transmission components and assemblies that have been proven in other applications in a horizontal arrangement can also be used for a marine propulsion with vertically arranged engine output shaft. In particular, outboard drives are often designed with a vertically arranged crankshaft and engine output shaft. The engine output shaft may also be integrally formed with the input shaft so that the drive torque is transmitted directly from the engine output shaft via the bevel gear to the main drive shaft of the transmission.

A horizontal orientation corresponds to an alignment parallel to the water surface. The aim is usually that the propeller shaft during fast driving in calm water exactly horizontal, i. Aligned parallel to the water surface, because while the propeller thrust can be implemented in maximum feed. However, since the orientation may vary depending on the type of ship and vessel propulsion, mounting style, environmental conditions and vehicle speed, the figures include vertical, horizontal and rectangular arrangements in which the orientation of the respective elements is reduced by a few angular degrees (up to 15 degrees) deviates from the exact orientation.

The at least two switchable clutches can preferably be designed in each case as a load-shiftable clutch. Powershift clutches enable comfortable, jerk-free shifting. The powershift clutches can be designed as single or multiple disc friction clutches. Multi-disc friction clutches are also called multi-disc clutches. Particularly preferably, the two switchable clutches can be combined in a double clutch. The integration of two switchable clutches in a double clutch reduces the required installation space and lowers the manufacturing costs. A suitable dual clutch may include a common clutch basket. The common clutch basket may be mounted on the main drive shaft. The clutch basket may have one or more outer friction disk or outer disk for each of the two powershift clutches. The at least one outer friction disk is coupled when engaging the affected clutch with an associated Innenreibscheibe or inner disk, which in turn is rotationally connected to a coupling shaft. The dual clutch comprises a first and a second clutch shaft.

According to a preferred embodiment it is provided that the first and the second coupling shaft are arranged coaxially with the main drive shaft. The first and the second coupling shaft are thus also arranged coaxially with each other. In particular, one of the two coupling shafts can be designed as a hollow shaft, through which the other of the two coupling shafts is guided. Such an arrangement of the double clutch requires a small space, whereby advantageous designs of the entire ship propulsion are possible.

Further embodiments of the invention relate to the number of gear stages and their structural implementation. According to the simplest embodiment with regard to the gear stages, the first clutch shaft may be connected to a first Stirnradebene over which a first forward gear ratio can be realized, while the second clutch shaft is connected to a second Stirnradebene via which a reverse gear stage can be realized.

According to a further embodiment, the second coupling shaft may be connected to at least one further Stirnradebene over which at least one further forward gear stage can be realized. A reverse gear stage can be implemented in this embodiment by means of a separate Stirnradebene, these Stirnradebenen means of a separate, preferably power shiftable, clutch is switchable. The use of exclusively power-shift clutches in the transmission has the advantage that all gear changes are fully power shift feasible.

As an alternative to the last-mentioned embodiment, it can be provided that the first clutch shaft is connected to a first spur gear plane, via which a first forward gear stage can be realized, that the second clutch shaft is connected to a second spur gear plane, via which a second forward gear stage can be realized, and that the bevel gear comprises three bevel gears and a switching means with which a forward direction of rotation and a reverse direction of rotation is switchable. In this embodiment, the reverse gear is thus realized using the bevel gear, for example, a simple, not power-shiftable, positive switching device can be used. Such bevel gear for switching between forward and reverse are known from conventional marine propulsion. However, they have hitherto been used only in other arrangements, for example to transfer the drive power from a vertically arranged transmission output shaft to a horizontally arranged propeller shaft.

Based on the described transmission variants can be produced by attaching further Stirnradebenen and switchable clutches gear that have a higher number of forward gears. It can thus be realized, for example, a transmission with three forward gears and one reverse gear. In this way, a modular gearbox with gear variants with different number of gears can be provided. It can be used in all transmission variants, a high number of identical components, which in turn leads to cost advantages.

The dual clutch is preferably arranged on a main drive shaft axis oriented horizontally in operation. The wording "horizontally aligned in operation" here means that the main drive shaft axis is aligned horizontally when installed and when used as intended. According to this embodiment, therefore, the essential components of the double clutch rotate in operation about a horizontally extending axis of rotation, for example, the main drive shaft axis. The horizontal orientation has the advantage that a double clutch is used as it is used in other applications. For example, a double clutch or items of a double clutch can be used, which are also used in cars and have proven there. As a result, low unit costs, which can be achieved in the passenger car sector due to high quantities, can also be used in ship propulsion systems.

Alternatively, a dual clutch with wet-running multi-plate clutches can be used as it is already used in conventional ship gears in a horizontal arrangement. Such double clutches have already proven themselves in marine gearboxes as robust and reliable components.

The dual clutch may comprise a clutch basket in which a driven bevel gear of the bevel gear is integrated. Such a design is advantageous in terms of a simple and space-saving design.

Further aspects of the invention relate to the possibility of equipping the transmission with auxiliary drives. Power take-offs are often used in ship propulsion systems, for example to drive water pumps, oil pumps or electric machines as generators. Such PTOs are also called PTO (English abbreviation for Power Take Off). The accommodation of power take-offs and driven by these ancillaries is often problematic in outboard drives due to cramped space. To install power take-offs and ancillaries in the available space and in the desired installation positions, they are so far often driven by one of the transmission shafts on angle drives. However, it is often problematic to accommodate the power take-offs and / or ancillaries in the available tight space.

Preferably, the transmission has at least one primary-side power take-off, which is coupled to the main drive shaft. Advantageously, the primary-side power take-off can be coupled or flanged to a free end of the main drive shaft without further translation stages or deflection gear. As a result, only a small space is required. A coupled to the main drive shaft Power take-off can also be called engine-side or engine-dependent power take-off because it is constantly driven when the drive motor of the ship's propulsion runs.

The transmission may have at least one intermediate shaft, which is also arranged parallel to the main drive shaft. The intermediate shaft is thus also arranged parallel to the output shaft. In this embodiment, a plurality of Stirnradebenen provided to transmit the drive torque from the main drive shaft and the clutch shafts to the intermediate shaft. From the intermediate shaft, the drive torque is transmitted via another Stirnradebene, the Abtriebsstirnradebene further on the output shaft. By means of the Abtriebsstirnradebene a drive speed can be further translated, whereby the drive motor in a speed range with high efficiency is operable and the propeller is driven simultaneously at a speed at which he converts a high proportion of the drive energy in feed.

At least one secondary-side power take-off can be coupled to the intermediate shaft. A secondary-side power take-off is disconnected from the drive motor when a clutch between the drive motor and this power take-off is opened. In the present case, the secondary-side power take-offs are only driven when the intermediate shaft is also driven, so that a drive torque and / or a drive movement are transmitted via the intermediate shaft. It is also possible to arrange several secondary-side power take-offs on the intermediate shaft. For example, at each end of the intermediate shaft in each case a secondary-side PTO be flanged. Again, an advantageous compact design without additional deflection or transmission gear is possible by the power take-off is coupled directly to one end of the intermediate shaft.

Finally, the present invention also includes a marine propulsion system with a drive motor, a transmission and a propeller shaft, wherein a drive power of the drive motor is transmitted to the propeller shaft via the transmission. The transmission is a manual transmission. That means using the gearbox at least two gear ratios are switchable. In the proposed marine propulsion an output shaft of the drive motor is vertically aligned during operation, whereas a main drive shaft and an output shaft of the transmission are aligned horizontally in operation. In order to transmit the drive power from the vertically oriented output shaft of the drive motor to the horizontally arranged main drive shaft of the transmission, for example, a bevel gear can be provided between said shafts as described above.

The output shaft of the transmission is preferably arranged coaxially with the propeller shaft. The output shaft can simultaneously also form the propeller shaft, so that a propeller is mounted directly on the output shaft of the gearbox.

In the proposed marine propulsion, the transmission preferably has the features described above. In the following the invention will be explained in more detail with reference to the attached figures. Show

Fig. 1 is a schematically illustrated first embodiment of a marine propulsion system according to the invention and

Fig. 2 is a schematically illustrated second embodiment of a marine propulsion system according to the invention.

The ship propulsion system 1 shown in FIG. 1 comprises a drive motor 19, a transmission 2 and a propeller shaft 14. The ship propulsion system 1 can be used in particular as an outboard drive. The drive power of the drive motor 19 is transmitted via the gear 2 to the propeller shaft 14. On the propeller shaft 14, a propeller 15 is fixed, which causes a propeller thrust during operation and thus the drive of the ship. By means of two powershift clutches 8, 9 in the transmission 2, two gear ratios are switchable, one forward gear and one reverse gear. The output shaft 3 of the drive motor 19 is vertically aligned and at the same time forms the input shaft 4 of the transmission 2 in the present embodiment. In other embodiments, the output shaft 3 and the input shaft 4 be designed as separate components and be connected to each other, for example by means of a non-switchable coupling.

In the transmission 2, the drive power in the form of a drive torque and a rotational movement from the input shaft 4 via a bevel gear 5 is transmitted to a main drive shaft 6. The main drive shaft 6 is arranged at right angles to the input shaft 4. The main drive shaft 6 and the output shaft 13 of the transmission 2 are arranged parallel to each other and aligned horizontally. The main drive shaft 6 rotates in operation about a likewise horizontally oriented main drive shaft axis 16. The output shaft 13 is arranged coaxially with the propeller shaft 14. At one end of the main drive shaft 6, a double clutch 7 with the two powershift clutches 8 and 9 is arranged. The first power-shiftable clutch 8 is rotationally fixed to the output side connected to a first clutch shaft 10. The second power shift clutch 9 is the output side rotationally connected to a second clutch shaft 1 1. Thus, the drive torque can be selectively transmitted from the main drive shaft 6 to the first clutch shaft 10 or to the second clutch shaft 1 1.

The transmission 2 comprises two Stirnradebenen I, II, which connect one of the two clutch shafts 10, 1 1 with an intermediate shaft arranged parallel thereto 12 drive-effective. About the two Stirnradebenen I and II coming from the main drive shaft 6 drive power via one of the two clutch shafts 10, 1 1 and transmitted via the intermediate shaft 12 to the output shaft 13. The intermediate shaft 12 is arranged parallel to the main drive shaft 6.

A forward gear is realized via the first Stirnradebene I. For this purpose, the first Stirnradebene I is drivingly connected to the first clutch shaft 10. The second Stirnradebene II serves as a reverse gear plane and has the direction of rotation reversal an intermediate 18. The second clutch shaft 1 1 is drivingly connected to the second Stirnradebene II.

To select, via which of the two clutch shafts 10, 1 1 and Stirnradebenen I, II, the drive torque is transmitted, are in the transmission 2, the two power shift clutches 8 and 9 are provided. Thus, therefore, the main drive shaft 6 for realizing the forward gear or the reverse gear can be selectively connected via one of said Stirnradebenen I, II and a further Stirnradebene III with the output shaft 13. The two powershift clutches 8 and 9 are combined in a dual clutch 7. That is, the two powershift clutches 8 and 9 together with a common clutch basket 17 a structural unit. The two powershift clutches 8 and 9 are arranged in the common clutch basket 17. In the present embodiment, both powershift clutches 8, 9 are designed as a single-disc friction clutch. Embodiments are also possible in which the powershift clutches are designed as multi-plate clutches. The entire dual clutch 7 is arranged on the horizontally oriented main drive shaft axis 16. The two powershift clutches 8 and 9 can be controlled by means of a control device and operated independently of each other. The operation can be done for example hydraulically or pneumatically.

The main drive shaft 6 forms the driving element of the double clutch, because the drive power from the main drive shaft 6 is introduced into the clutch basket 17. The first clutch shaft 10 and the second clutch shaft 1 1 are arranged coaxially with the main drive shaft 6 and each form a driven element of the dual clutch 7. The first clutch shaft 10 is designed as a hollow shaft and the second clutch shaft 1 1 is through the central bore of the first clutch shaft 10 therethrough guided, so that the entire arrangement is very compact and requires little space.

Furthermore, the transmission 2 has a primary-side power take-off 20, which is coupled to the main drive shaft 6. About this primary-side power take-off 20, an accessory, such as an oil pump can be driven.

The transmission 2 further has two secondary-side power take-offs 21 and 22, which are coupled to the intermediate shaft. Ancillaries by one of Power take-offs 20, 21, 22 are driven, can be arranged in a housing of the transmission 2 or outside of such a housing.

The ship's propulsion system 51 shown in FIG. 2 differs from the ship's propulsion system 1 shown in FIG. 1 in that the second coupling shaft 1 1 is connected to a further spur gear plane III via which a further forward gear stage can be realized. As a result, the marine propulsion 51 has two forward gears and one reverse gear. In this embodiment, the first forward gear is also realized by the fact that the first clutch shaft 10 is connected to the first Stirnradebene I in the power flow. In addition, in this embodiment, a second forward speed can be switched by the second switchable clutch 9 and a third switchable clutch 53 is closed. The third shiftable clutch 53 is disposed on the intermediate shaft 12 and provided to switch a third Stirnradebene III in the power flow. Also, the third switchable clutch 53 is power shiftable. A freewheel 54 is provided in this embodiment in order to prevent blocking of the drive train between the second and third Stirnradebene II, III when the third switchable clutch 53 is closed. The reverse gear is also realized here that the second clutch shaft 1 1 is connected to the second Stirnradebene II with intermediate 18 in the power flow. The third shiftable clutch 53 is opened in reverse.

Furthermore, the ship propulsion system 51 shown in FIG. 2 differs from the ship propulsion system 1 shown in FIG. 1 in that the dual clutch 7 comprises a clutch cage 57 into which a driven bevel gear 56 of the bevel gear 5 is integrated. For this purpose, a bevel gear toothing is arranged on the clutch basket 57, which acts as a driven bevel gear 56. The driven bevel gear 56 may be made with the clutch basket 57 in one piece. As a result, the required installation space for the transmission 52 and the marine propulsion 51 can be further reduced. The driven bevel gear 56 meshes with a driving bevel gear 55, which is arranged on the input shaft 4. The further elements of the ship propulsion system 51 shown in FIG. 2 correspond to the elements of the ship propulsion system 1 shown and described in FIG. 1. They are therefore provided with the same reference numerals and will not be explained further here.

Bezuaszeichen

marine propulsion

transmission

output shaft

input shaft

bevel gear

Main drive shaft

Double coupling

clutches

first clutch shaft

second clutch shaft

intermediate shaft

output shaft

propeller shaft

propeller

Main shaft axis

clutch basket

idler

drive motor

primary-side PTO secondary-side PTO secondary-side PTO Marine propulsion

transmission

clutch

freewheel

driving bevel gear

driven bevel gear

clutch basket

Claims

claims

A transmission (2, 52) for a marine propulsion system (1, 51), said transmission (2, 52) comprising a main drive shaft (6) and an output shaft (13) arranged parallel to each other, said transmission (2, 52) includes a plurality of spur gear planes (I, II, III, IV) for transmitting drive torque from the main drive shaft (6) to the output shaft (13), and wherein the transmission (2, 52) comprises at least two switchable clutches (8, 9 ) for switching a plurality of speed stages, characterized in that the transmission (2, 52) comprises a bevel gear (5) via which the main drive shaft (6) with a perpendicular to the main drive shaft (6) arranged input shaft (4) is drivingly connectable.

2. Transmission according to claim 1, characterized in that the at least two switchable clutches (8, 9) are each designed as a power shift clutch.

3. Transmission according to claim 1 or 2, characterized in that the two switchable clutches (8, 9) are combined in a double clutch (7).

4. Transmission according to claim 3, characterized in that the first and the second coupling shaft (10, 1 1) are arranged coaxially with the main drive shaft (6).

5. A transmission according to claim 4, characterized in that the first coupling shaft (10) with a first Stirnradebene (I) is connected, via which a first forward gear ratio can be realized, and that the second clutch shaft (1 1) with a second Stirnradebene (II ) is connected, via which a reverse gear is feasible.

6. Transmission according to claim 5, characterized in that the second coupling shaft (1 1) with at least one further Stirnradebene (III) is connected, via which at least one further forward gear stage can be realized.

7. A transmission according to claim 4, characterized in that the first coupling shaft (10) with a first Stirnradebene (I) is connected, via which a first can be realized that the second clutch shaft (1 1) is connected to a second Stirnradebene (II), via which a second forward gear ratio can be realized, and that the bevel gear (5) comprises three bevel gears and a switching device, with a forward direction of rotation and a Reverse direction is switchable.

8. Transmission according to one of claims 3 to 7, characterized in that the double clutch (7) is arranged on a horizontally aligned in operation main drive shaft axis (16).

9. Transmission according to one of claims 3 to 8, characterized in that the dual clutch (7) comprises a clutch basket (17), and that a driven bevel gear (54) of the bevel gear (5) in the clutch basket (17) is integrated.

10. Transmission according to one of the preceding claims, characterized in that transmission (2, 52) has at least one primary side power take-off (20) which is coupled to the main drive shaft (6).

1 1. Transmission according to one of the preceding claims, characterized in that the transmission (2, 52) at least one intermediate shaft (12) which is arranged parallel to the main drive shaft (6), and that at least one secondary-side PTO (21, 22) on the Intermediate shaft (12) is coupled.

12. Ship drive (1, 51) with a drive motor (19), a transmission (2, 52) and a propeller shaft (14), wherein a drive power of the drive motor (19) via the transmission (2, 52) on the propeller shaft (14 ), wherein by means of the transmission (2) at least two gear stages are switchable, and wherein an output shaft (3) of the drive motor (19) is aligned vertically in operation, characterized in that a main drive shaft (6) and an output shaft (13) of the transmission (2) are aligned horizontally in operation.

13. Vessel propulsion system according to claim 12, characterized in that the output shaft (13) coaxial with the propeller shaft (14) is arranged.

14. Marine propulsion system according to claim 12 or 13, wherein the transmission (2, 52) is designed according to one of claims 1 to 11.