WO2024115867A1 - Système de propulsion hybride pour une chaîne cinématique marine - Google Patents

Système de propulsion hybride pour une chaîne cinématique marine Download PDF

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Publication number
WO2024115867A1
WO2024115867A1 PCT/GB2022/053081 GB2022053081W WO2024115867A1 WO 2024115867 A1 WO2024115867 A1 WO 2024115867A1 GB 2022053081 W GB2022053081 W GB 2022053081W WO 2024115867 A1 WO2024115867 A1 WO 2024115867A1
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WO
WIPO (PCT)
Prior art keywords
electric motor
fluid
propulsion system
hybrid propulsion
primary
Prior art date
Application number
PCT/GB2022/053081
Other languages
English (en)
Inventor
Stuart MCHALE
John Travis
Original Assignee
Furyan Marine Technology Ltd
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 Furyan Marine Technology Ltd filed Critical Furyan Marine Technology Ltd
Priority to PCT/GB2022/053081 priority Critical patent/WO2024115867A1/fr
Publication of WO2024115867A1 publication Critical patent/WO2024115867A1/fr

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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
    • B63H20/00—Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
    • B63H20/02—Mounting of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H20/00—Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
    • B63H20/28—Arrangements, apparatus and methods for handling cooling-water in outboard drives, e.g. cooling-water intakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/20—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/20—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units
    • B63H2021/202—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units of hybrid electric type
    • B63H2021/205—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units of hybrid electric type the second power unit being of the internal combustion engine type, or the like, e.g. a Diesel engine
    • 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
    • B63H2023/305—Transmitting power from propulsion power plant to propulsive elements characterised by use of clutches using fluid or semifluid as power transmitting means

Definitions

  • the present disclosure relates to marine technology.
  • the present disclosure relates to systems and methods for providing hybrid propulsion to marine vehicles.
  • marine vehicles In the field of marine technology, marine vehicles are typically powered by combustion engines. Even smaller marine vehicles, including boats such as sports cruisers, are commonly powered by such combustion engines, which bum fuel in order to power drive trains and subsequently power the vehicle. This method of propulsion produces a significant amount of pollution.
  • Electric or hybrid engines are becoming more common in industries such as automobile design and manufacture, but there remains a growing need to incorporate such systems into marine vehicles. Although such systems are desirable due to their minimal environmental impact, issues remain concerning their reliability and safety.
  • An aspect of the disclosure provides a hybrid propulsion system for powering a marine drive train, comprising: a power unit comprising a primary electric motor and a secondary electric motor, the primary and secondary electric motors coupled to a common drive line configured to power the marine drive train; and a range extender unit comprising: a generator for charging an energy store for powering the primary and secondary electric motors, the generator and the energy store coupled to the primary and secondary electric motors; and an internal combustion engine (ICE) configured to drive the generator, the ICE separated from the common drive line.
  • the energy store may comprise one or more batteries, supercapacitors, fuel cells such as hydrogen fuel cells, or any other appropriate means of storing electrical energy.
  • the primary and secondary electric motors may be arranged coaxially, thus helping to ensure that the weight distribution of the power unit is centred around a central axis of the motors.
  • the generator may be adjacent to the power unit.
  • the primary and secondary electric motor may be between the common drive line and the range extender unit.
  • the generator may be positioned between the internal combustion engine and the power unit.
  • the power unit and the range extender unit may share a common enclosure.
  • the hybrid propulsion system may further comprise a first cooling system configured to cool the power unit and the generator of the range extender unit and a second cooling system configured to cool the ICE, the second cooling system separate from the first cooling system.
  • the fluid intakes of the first cooling system may be separate to those of the second cooling system.
  • the fluid outtakes of the first cooling system may be separate to those of the second cooling system.
  • the heat exchanger of the first cooling system may be separate to that of the second cooling system.
  • the fluid intakes and outtakes of the first cooling system may be on a laterally opposite side of the hybrid propulsion system to the fluid intakes and outtakes of the second cooling system.
  • this may help to ensure that weight distribution is centred around a central axis of the hybrid propulsion system.
  • the hybrid propulsion system may comprise a clutch for engaging the secondary electric motor and providing phased power delivery, the clutch arranged between the primary and secondary electric motors.
  • a clutch for engaging the secondary electric motor and providing phased power delivery, the clutch arranged between the primary and secondary electric motors.
  • the hybrid propulsion system may comprise a controller configured to engage the second electric motor by: determining a rotation speed of the primary electric motor; over- speeding the secondary electric motor such that a rotation speed of the secondary electric motor is greater than the rotation speed of the primary electric motor; and engaging the clutch such that the primary electric motor is linked to drive the common drive line with the secondary electric motor.
  • the hybrid propulsion system may comprise a bell housing enclosing the power unit.
  • the hybrid propulsion system may comprise a first plurality of mounting points at predetermined locations.
  • the predetermined locations of the first plurality of mounting points may correspond to predetermined locations of a secondary plurality of mounting points on a marine vehicle, such that the hybrid propulsion system can be easily inserted into the marine vehicle.
  • At least one of the first plurality of mounting points may be connected to the bell housing and at least one of the first plurality of mounting points may be connected to the internal combustion engine.
  • Another aspect of the disclosure provides a method of engaging a secondary electric motor in a hybrid propulsion system for powering a marine drive train, comprising: determining a rotation speed of a primary electric motor; over- speeding the secondary electric motor such that a rotation speed of the secondary electric motor is greater than the rotation speed of the primary electric motor; and engaging a clutch such that the primary electric motor is linked with the secondary electric motor.
  • the over-speeding of the secondary electric motor may comprise setting the rotation speed of the secondary electric motor to be no more than 50rpm greater than the rotation speed of the primary electric motor.
  • this maximises the chance of a successful engagement without expending too much power on rotation speed.
  • the method may further comprise disengaging the secondary electric motor, wherein the secondary electric motor may be engaged and disengaged depending on a required performance level of the hybrid propulsion system. This may enable a journey to be completed in as efficient a manner as possible.
  • the required performance level may be based on at least one of a desired route, a desired speed, tide speed, tide direction, current strength, current direction, wind strength and wind direction.
  • the method may further comprise powering the primary electric motor through a range extender after disengaging the secondary electric motor.
  • this ensures that a marine vehicle can still “limp home” in case of energy store failure or energy store exhaustion.
  • powering the primary electric motor through the range extender may comprise running the range extender to generate an electric current and supplying the electric current to the primary electric motor for driving the primary electric motor such that the range extender and the primary electric motor operate concurrently.
  • a hybrid propulsion system for powering a marine drive train, comprising: a modular power unit comprising a primary electric motor and a secondary electric motor, the primary and secondary electric motors coupled to a common drive line configured to power the marine drive train; range extender unit comprising: a generator for charging an energy store, the generator and the energy store coupled to the primary and secondary electric motors; and an internal combustion engine (ICE) configured to drive the generator, the ICE separated from the common drive line; the hybrid propulsion system also comprising: a first cooling system configured to cool the power unit and the generator of the range extender unit; and a second cooling system configured to cool the ICE, the second cooling system separate from the first cooling system.
  • a modular power unit comprising a primary electric motor and a secondary electric motor, the primary and secondary electric motors coupled to a common drive line configured to power the marine drive train
  • range extender unit comprising: a generator for charging an energy store, the generator and the energy store coupled to the primary and secondary electric motors; and an internal combustion engine (ICE) configured
  • the fluid intakes of the first cooling system may be separate to those of the second cooling system.
  • the fluid outtakes of the first cooling system may be separate to those of the second cooling system.
  • the heat exchanger of the first cooling system may be separate to that of the second cooling system.
  • the fluid intakes and outtakes of the first cooling system may be on a laterally opposite side of the hybrid propulsion system to the fluid intakes and outtakes of the second cooling system.
  • this may help to ensure that weight distribution is centred around a central axis of the hybrid propulsion system.
  • Another aspect of the disclosure provides a method of installing, in a marine vehicle, a hybrid propulsion system for powering a marine drive train, the hybrid propulsion system comprising a power unit and a range extender unit fixed together in a single integrated block, the single integrated block comprising a first plurality of mounting points at predetermined locations and a hull of the marine vehicle comprising a corresponding second plurality of mounting points at predetermined locations, the method comprising: fixing the single integrated block to the hull of the marine vehicle by connecting the first plurality of mounting points to the second plurality of mounting points.
  • the single integrated block may comprise a first coupling plate and the hull of the marine vehicle may carry a second coupling plate connected to a stemdrive, and the method may further comprise connecting the first and second coupling plates to produce electrical isolation therebetween.
  • this may help to ensure that the hybrid propulsion system is rigidly held in place in the marine vehicle and also helps to minimise any electricity-associated risks.
  • the method may comprise: seating the single integrated block in the hull of the marine vehicle such that the locations of the first plurality of mounting points correspond to the locations of the second plurality of mounting points; and checking correspondence between the locations of the first and second coupling plates to determine whether to fix the first plurality of mounting points to the second plurality of mounting points.
  • a location of the first coupling plate relative to the first plurality of mounting points may correspond to a location of the second coupling plate relative to the second plurality of mounting points.
  • hybrid propulsion system for powering a marine drive train, the hybrid propulsion system configured in a single integrated block, the single integrated block comprising: a power unit comprising a primary electric motor and a secondary electric motor, the primary and secondary electric motors coupled to a common drive line configured to power the marine drive train; a range extender unit comprising a generator and an internal combustion engine (ICE); and a first adaptor plate for fixing the power unit to the range extender unit such that a plurality of mounting points associated with the power unit and the range extender unit are in a predetermined location with respect to each other.
  • ICE internal combustion engine
  • the hybrid propulsion system may further comprise a second adaptor plate for fixing the generator to the ICE such that the generator and ICE are arranged coaxially.
  • a second adaptor plate for fixing the generator to the ICE such that the generator and ICE are arranged coaxially.
  • the hybrid propulsion system may further comprise a plurality of coupling plates configured to produce electrical isolation between a stemdrive and the common drive line.
  • this may help to ensure that the hybrid propulsion system is rigidly held in place when inserted into a marine vehicle and also helps to minimise any electricity-associated risks.
  • the hybrid propulsion system may further comprise a first cooling system configured to cool the power unit and the generator of the range extender unit; and a second cooling system configured to cool the ICE, the second cooling system separate from the first cooling system.
  • the fluid intakes of the first cooling system may be separate to those of the second cooling system.
  • the fluid outtakes of the first cooling system may be separate to those of the second cooling system.
  • the heat exchanger of the first cooling system may be separate to that of the second cooling system.
  • the fluid intakes and outtakes of the first cooling system may be on a laterally opposite side of the hybrid propulsion system to the fluid intakes and outtakes of the second cooling system.
  • this may help to ensure that weight distribution is centred around a central axis of the hybrid propulsion system.
  • the hybrid propulsion system as described in any of the preceding paragraphs may further comprise an adaptor plate for coupling the primary electric motor to the secondary electric motor; and a fluid-actuated clutch disposed in the adaptor plate wherein the adaptor plate comprises at least one fluid line for providing fluid pressure to actuate the clutch.
  • a marine propulsion system for powering a marine drive train, comprising: a power unit comprising a primary electric motor and a secondary electric motor, the primary and secondary electric motors coupled to a common drive line configured to power the marine drive train; an adaptor plate for coupling the primary electric motor to the secondary electric motor; and a fluid-actuated clutch disposed in the adaptor plate; wherein the adaptor plate comprises at least one fluid line for providing fluid pressure to actuate the clutch.
  • the apparatus may further comprise a fluid controller configured to actuate the clutch by applying a pulse of fluid pressure through the at least one fluid line.
  • the at least one fluid line may comprise a first fluid line for engaging the clutch and a second fluid line for disengaging the clutch.
  • the clutch may have a fluid actuatable mechanism operable selectively to engage the clutch, the fluid actuated mechanism being connected to the first fluid line.
  • the fluid controller may be configured to operate the clutch to engage by applying a pulse of fluid pressure through the first fluid line.
  • the clutch may have a fluid actuatable mechanism operable selectively to disengage the clutch, the fluid actuated mechanism being connected to the second fluid line.
  • the fluid controller may be configured to operate the clutch to disengage by applying a pulse of fluid pressure through the second fluid line.
  • Another aspect of the disclosure provides a marine vehicle comprising an apparatus as outlined in any of the preceding paragraphs.
  • Figure 1 A shows a cross-sectional side view of a marine vehicle containing a hybrid propulsion system in accordance with the present invention.
  • Figure 1 B shows a cross-sectional top view of a marine vehicle containing a hybrid propulsion system in accordance with the present invention.
  • Figure 2A shows a cross-sectional side view of a hybrid propulsion system for powering a marine drive train in accordance with the present invention.
  • Figure 2B shows a cross-sectional top view of a hybrid propulsion system for powering a marine drive train in accordance with the present invention.
  • Figure 3 shows a flow chart illustrating a method of engaging a secondary electric motor in a hybrid propulsion system for powering a marine drive train in accordance with the present invention.
  • Figure 4 shows a cross-sectional side view of a hybrid propulsion system for powering a marine drive train in accordance with the present invention.
  • Figures 1 A-B show cross-sectional views of a marine vehicle comprising a hybrid propulsion system. Specifically, Figure 1A shows a cross-sectional side view 100, while Figure 1 B shows a cross-sectional top view 150.
  • Views 100 and 150 show a marine vehicle 101.
  • the marine vehicle 101 may be a boat, such as a marine sports cruiser, or may be another type of boat or marine vehicle.
  • the marine vehicle 101 comprises a hybrid propulsion system made up of a power unit 102 and a range extender unit 103. The contents of both units will be described in greater detail with respect to Figures 2A-B.
  • the power unit 102 is connected to the range extender unit by way of an adaptor plate 109.
  • the adaptor plate 109 may be positioned between the power unit 102 and the range extender unit 103 so as to fix the power unit 102 to the range extender unit 103.
  • the adaptor plate 109 is shown in Figures 1A-B as having substantially the same height and width as the power unit 102 and the range extender unit 103.
  • the hybrid propulsion system may be configured in a single integrated block 106, meaning that all the components within it are rigidly held together and have a predetermined and fixed spatial relationship with respect to each other. This single integrated block 106 may then be attached to the marine vehicle 101. In this way, the hybrid propulsion system may be more easily installed into the marine vehicle 101.
  • the power unit 102 may be a modular power unit, meaning that all components of the power unit are pre-assembled into one module. This results in easier installation either within the single integrated block 106 or within the marine vehicle 101 itself, depending on whether the hybrid propulsion system is configured within a single integrated block 106.
  • the power unit 102 is coupled to a drive line 104, which may be attached to a stemdrive 105.
  • the drive line 104 may comprise a driveshaft and may, together with the stemdrive 105, form a marine drive train.
  • the stemdrive 105 may comprise any sort of marine propulsion mechanism, such as a propeller mechanism.
  • the single integrated block 106 comprises a first plurality of mounting points 107.
  • the mounting points 107 may provide means for installing the hybrid propulsion system, or the single integrated block 106 in which it is configured, into the marine vehicle 101.
  • Figures 1A-B show a total of four mounting points 107, but it should be understood that more or fewer than four mounting points 107 are possible.
  • the mounting points 107 are set at predetermined locations. An example of these locations may be two mounting points attached to the power unit 102 (one on each side of the single integrated block 106) and two mounting points attached to the range extender unit 103 (one on each side of the single integrated block 106).
  • the hull of the marine vehicle 101 may comprise a second plurality of mounting points 108 at predetermined locations corresponding to the locations of the first plurality of mounting points 107, such that each of the first plurality of mounting points 107 aligns and connects with a corresponding one of the second plurality of mounting points 108.
  • This allows the hybrid propulsion system, or the single integrated block 106 in which it is configured, to be fixed to the hull of the marine vehicle 101.
  • the locations of the first plurality of mounting points 107 and the second plurality of mounting points 108 may be predetermined such that when the single integrated block 106 is attached to the marine vehicle 101 , the hybrid propulsion system is arranged such that the power unit 102 is located towards the rear of the marine vehicle 101 .
  • the drive line 104 may be easily connected to the stemdrive 105.
  • the locations of the mounting points 107 and 108 may be predetermined such that, after installation, the power unit 102 is between the drive line 104 and the range extender unit 103. In such an arrangement, the power unit 102 is nearer the rear of the marine vehicle 101 than the range extender unit 103.
  • the hybrid propulsion system may be arranged along a central axis of the marine vehicle 101 , such that all the components are substantially located along this central axis, thus ensuring that the marine vehicle 101 remains balanced.
  • An axis along which the drive line 104 extends may correspond to the central axis of the marine vehicle 101 .
  • the locations of the mounting points 107 and 108 may be chosen such that a central axis of the single integrated block 106 is substantially parallel to a length of the marine vehicle 101 , or more specifically, substantially parallel to the central axis of the marine vehicle 101.
  • the method comprises fixing the single integrated block to the hull of the marine vehicle by connecting the first plurality of mounting points to the second plurality of mounting points.
  • the power unit 102 is configured to provide power to the marine drive train. More specifically, the power unit 102 may enable movement and/or rotation of the drive line 104, which in turn enables the stemdrive 105 to operate. This may enable propulsion of the marine vehicle 101.
  • the range extender unit 103 is configured to charge an energy store used to power the power unit. The range extender unit 103 may also be configured to power the power unit 102 in case the energy store have insufficient power to do so.
  • the adaptor plate 109 may have a larger or smaller height and/or width than the power unit 102 and/or the range extender unit 103. For example, it may be easier to connect the power unit 102 to the range extender unit 103 if the adaptor plate 109 has a larger height and/or width than either or both of these components.
  • a marine vehicle may comprise the hybrid propulsion system as described in the preceding paragraphs with respect to Figures 1 A-B.
  • the hybrid propulsion system 200 comprises two electric motors, with one functioning as a primary electric motor 201 and the other functioning as a secondary electric motor 202.
  • the two motors are connected by way of a clutch 206, which is arranged between the primary electric motor 201 and the secondary electric motor 202. More specifically, the clutch is positioned between the armature of the primary electric motor 201 and the armature of the secondary electric motor 202 and is directly connected to both armatures.
  • the clutch 206 may be a fluid-actuated dog clutch. The clutch is used to engage and disengage the secondary electric motor 202, thus helping to provide phased power delivery depending on power requirements.
  • Engaging the secondary electric motor 202 means mechanically connecting it to the common drive line 203 so that it can drive the common drive line 203 along with the primary electric motor 201.
  • the clutch 206 may have a set number of teeth that is chosen to maximise the chance of a successful engagement of the secondary electric motor 202. Having too few teeth may make it more difficult to engage the secondary electric motor 202, whereas too many teeth may increase the risk of a dog-to-dog interaction, which would fail to engage the secondary electric motor 202.
  • the clutch 206 has six teeth.
  • the two electric motors and the clutch 206 collectively form part of a power unit, which may correspond to the power unit 102 as shown in Figures 1A-B.
  • the primary electric motor 201 and the secondary electric motor 202 may be arranged coaxially with respect to a central axis 216 running through the hybrid propulsion system 200, for example, the armatures of the two motors may be mutually aligned. This enables easier installation of the hybrid propulsion system 200 and is beneficial with regard to balance, since weight distribution is centred around the central axis 216.
  • the clutch 206 is described as being fluid actuated - for example, it may be pneumatically actuated or hydraulically actuated. Other types of mechanical actuation may be used as an alternative to electrically driven actuation. Fluid actuation such as by pneumatic and hydraulic means has particular advantages.
  • the primary electric motor 201 and secondary electric motor 202 are coupled to a common drive line 203 and are configured to power a marine drive train comprising the common drive line 203 and a sterndrive.
  • the common drive line 203 may correspond to the drive line 104 in Figures 1A-B and is defined as a “common” drive line because it may be shared by both motors.
  • the stemdrive may correspond to the stemdrive 105 of Figures 1A-B and may comprise any sort of marine propulsion mechanism, such as a propeller mechanism.
  • the common drive line 203 may comprise a driveshaft.
  • the hybrid propulsion system 200 also comprises a generator 204 and an internal combustion engine 205, which collectively form part of a range extender unit, such as the range extender unit 103 shown in Figures 1A and 1 B.
  • the generator 204 is coupled to the internal combustion engine 205 by way of an internal combustion engine (ICE) driveshaft 218.
  • ICE driveshaft 218 may be used by the internal combustion engine 205 to drive the generator 204.
  • the generator 204 is also coupled to the primary electric motor 201 and the secondary electric motor 202.
  • the generator 204 may be adjacent to the power unit comprising the motors and the primary electric motor 201 and the secondary electric motor 202 may be between the common drive line 203 and the range extender unit comprising the generator 204 and the internal combustion engine 205.
  • the internal combustion engine 205 is separated from the common drive line 203, in the sense that there is no mechanical connection by which the internal combustion engine 205 can mechanically drive the common drive line 203, for example the internal combustion engine 205 is arranged to drive only the generator 204. As a result, the rotation of the common drive line 203 is independent of the internal combustion engine 205.
  • the hybrid propulsion system 200 may have a substantially linear arrangement, wherein upon installation in a marine vehicle, the primary electric motor is closest to the rear of the marine vehicle, followed by the clutch 206, followed by the secondary electric motor 202, followed by the generator 204 and then followed by the internal combustion engine 205.
  • the power unit and the range extender unit may share a common enclosure. This may be provided in the form of a case or a housing and may serve the function of encapsulating all the components of the power unit and the range extender unit so as to prevent ingress of dirt or water.
  • the hybrid propulsion system 200 may also be configured as a single integrated block, such as the single integrated block 106 from Figures 1 A-B. In this way, all the components within it are rigidly held together and have a predetermined and fixed spatial relationship with respect to each other. This single integrated block may then be attached to the marine vehicle. As a result, the hybrid propulsion system 200 may be more easily installed into the marine vehicle.
  • the power unit may be a modular power unit, meaning that all components of the power unit are pre-assembled into one module. This results in easier installation either within the common enclosure or within a marine vehicle, depending on whether the hybrid propulsion system is configured within a single integrated block.
  • the generator 204 is coupled to an energy store (not shown), which is itself coupled to the primary electric motor 201 and the secondary electric motor 202.
  • the energy store may comprise one or more batteries, supercapacitors, fuel cells such as hydrogen fuel cells, or any other appropriate means of storing electrical energy.
  • the energy store may comprise one or more batteries.
  • the hybrid propulsion system 200 also comprises a first cooling system 207 configured to cool the power unit (i.e. the primary electric motor 201 , the secondary electric motor 202 and the clutch 206) and the generator 204 of the range extender unit.
  • the first cooling system 207 may be arranged on a first side of the hybrid propulsion system 200. In Figures 2A-B, the first cooling system 207 is shown to be in contact with the primary electric motor 201 , the secondary electric motor 202 and the generator 204 at various points, but it should be understood that this is simply for illustrative purposes and that the first cooling system 207 may also be coupled to other parts of the power unit.
  • first cooling system 207 is shown to be in contact with the primary electric motor 201 at one position, the secondary electric motor 202 at one position and the generator 204 at one position, it should be understood that the first cooling system 207 may be in contact with each of these components at multiple positions.
  • the first cooling system 207 may comprise a heat exchanger 208 and fluid intakes/outtakes 209.
  • the fluid intakes/outtakes 209 may be located towards the end of the hybrid propulsions system 200 closest to the stemdrive, such that when the hybrid propulsion system 200 is installed in a marine vehicle, the fluid intakes/outtakes 209 are positioned near the rear of the marine vehicle and take in and expel fluid from the rear of the marine vehicle.
  • the hybrid propulsion system 200 may also comprise a second cooling system 210 configured to cool the internal combustion engine 205 of the range extender unit.
  • the second cooling system 210 may be separate from the first cooling system 207 and may be arranged on a second side of the hybrid propulsion system 200 laterally opposite the first side.
  • the second cooling system 210 is shown to be in contact with the internal combustion engine 205 at one location, but it should be understood that the second cooling system 210 may be in contact with the internal combustion engine 205 at multiple positions.
  • the second cooling system 210 may comprise a heat exchanger 211 separate to the heat exchanger 208 of the first cooling system 207.
  • the second cooling system 210 may also comprise fluid intakes/outtakes 212 separate to the fluid intakes/outtakes 209 of the first cooling system 207.
  • the fluid intakes/outtakes 212 may be located towards the end of the hybrid propulsions system 200 closest to the stemdrive, such that when the hybrid propulsion system 200 is installed in a marine vehicle, the fluid intakes/outtakes 212 are positioned near the rear of the marine vehicle and take in and expel fluid from the rear of the marine vehicle.
  • the fluid intakes/outtakes 212 of the second cooling system 210 are on a laterally opposite side of the hybrid propulsion system 200 to the fluid intakes/outtakes 209 of the first cooling system 207.
  • a first adaptor plate 213 may be positioned between the power unit and the range extender unit so as to fix the power unit to the range extender unit.
  • the first adaptor plate 213 may correspond to the adaptor plate 109 from Figures 1A-B. More specifically, the first adaptor plate 213 may be positioned between the secondary electric motor 202 and the generator 204, as shown in Figures 2A-B.
  • the first adaptor plate 213 is shown in Figures 2A-B as having a same height and width as the secondary electric motor 202 and the generator 204.
  • a second adaptor plate 213 may be positioned between the generator 204 and the internal combustion engine 205 so as to fix the generator 204 to the internal combustion engine 205, such that the generator 204 and the internal combustion engine 205 are arranged coaxially, for example, the armature of the generator may be aligned with the ICE driveshaft 218. The two may also be aligned with the armatures of both the primary and secondary motors of the power unit. With continued reference to Figures 2A-B, this may mean that the generator 204 and the internal combustion engine 205 are arranged coaxially with respect to the central axis 216 running through the hybrid propulsion system 200.
  • the entire hybrid propulsion system 200 may therefore be arranged coaxially with respect to the central axis 216, which helps to ensure that the marine vehicle remains balanced after installation of the hybrid propulsion system 200.
  • the ICE driveshaft 218 may extend through the second adaptor plate 213.
  • the second adaptor plate 213 is shown in Figures 2A-B as having a same height and width as the generator 204 and the internal combustion engine 205.
  • a third adaptor plate 213 may be positioned between the primary electric motor 201 and the secondary electric motor 202 so as to fix the primary electric motor 201 to the secondary electric motor 202, such that the primary electric motor 201 and the secondary electric motor 202 are arranged coaxially.
  • this may mean that the primary electric motor 201 and the secondary electric motor 202 are arranged coaxially with respect to the central axis 216 running through the hybrid propulsion system 200.
  • the entire hybrid propulsion system 200 may therefore be arranged coaxially with respect to the central axis 216, which helps to ensure that the marine vehicle remains balanced after installation of the hybrid propulsion system 200.
  • the third adaptor plate 213 may comprise a cavity, and the clutch 206 may be disposed within this cavity.
  • the third adaptor plate 213 may position the armature of the primary electric motor 201 such that it is aligned with the armature of the secondary electric motor 202.
  • the arrangement of the clutch 206 within the third adaptor plate 213 will be discussed in greater detail with respect to Figure 4.
  • the hybrid propulsion system 200 may be connected to other parts of a marine vehicle through other means.
  • the hybrid propulsion system 200 may comprise a first coupling plate 214 that may be connected to another coupling plate elsewhere on the marine vehicle.
  • the first coupling plate 214 may be located towards the end of the hybrid propulsion system 200 closest to the stemdrive.
  • Figures 2A-B show the first coupling plate 214 as being adjacent the common drive line 203 and connected to a bell housing 217 (details of which will be discussed below), although the first coupling plate 214 may be located elsewhere in this vicinity.
  • the first coupling plate 214 may be attached to the shared enclosure that encompasses the power unit and the range extender unit.
  • a second coupling plate (not shown) may be carried by a hull of the marine vehicle.
  • the second coupling plate may be connected to the stemdrive.
  • the hybrid propulsion system 200 may be installed in the marine vehicle by connecting the first coupling plate 214 to the second coupling plate. Such a connection produces electrical isolation therebetween and more specifically results in electrical isolation between the stemdrive and the common drive line 203.
  • the hybrid propulsion system 200 may also comprise a plurality of mounting points 215.
  • the mounting points 215 may correspond to the mounting points 107 shown in Figures 1A-B and may provide additional means for installing the hybrid propulsion system 200 in a marine vehicle.
  • Figures 2A-B show a total of four mounting points 215, but it should be understood that more or fewer than four mounting points are possible.
  • the mounting points 215 are set at predetermined locations. An example of these locations may be two mounting points attached to the bell housing 217 surrounding the power unit (one on each side of the hybrid propulsion system 200) and two mounting points attached to the range extender unit (one on each side of the hybrid propulsion system 200). It should be appreciated that other locations may be chosen for the mounting points 215.
  • the hull of the marine vehicle may comprise a second plurality of mounting points at predetermined locations corresponding to the locations of the first plurality of mounting points 215, such that each of the first plurality of mounting points 215 aligns and connects with a corresponding one of the second plurality of mounting points. This allows the hybrid propulsion system 200 to be fixed to the hull of the marine vehicle.
  • the locations of mounting points 215 and the coupling plates 214 may be chosen such that a location of the first coupling plate 214 relative to the first plurality of mounting points 215 corresponds to a location of the second coupling plate relative to the second plurality of mounting points.
  • the location of the adaptor plates 213 may be chosen for such a purpose.
  • the first adaptor plate 213 may be located in such a position that the mounting points associated with the power unit and the mounting points associated with the range extender unit are in a predetermined location with respect to each other.
  • the locations of the first plurality of mounting points 215 and the second plurality of mounting points may be predetermined such that when the hybrid propulsion system 200 is attached to the marine vehicle, the hybrid propulsion system 200 is arranged such that the power unit is located towards the rear of the marine vehicle.
  • the common drive line 203 may be easily connected to the stemdrive.
  • the locations of the first plurality of mounting points 215 and the second plurality of mounting points may be predetermined such that, after installation, the power unit is between the common drive line 203 and the range extender unit. In such an arrangement, the power unit is nearer the rear of the marine vehicle than the range extender unit.
  • the hybrid propulsion system 200 may be arranged along a central axis of the marine vehicle, such that all the components are substantially located along this central axis, thus ensuring that the marine vehicle remains balanced.
  • This central axis of the marine vehicle may correspond to the central axis 216 of the hybrid propulsion system 200.
  • An axis along which the drive line 104 extends may also correspond to the central axis of the marine vehicle and the central axis 216 of the hybrid propulsion system 200.
  • An axis along which the ICE driveshaft 218 extends may also correspond to the central axis of the marine vehicle and the central axis 216 of the hybrid propulsion system 200.
  • the locations of the mounting points may be chosen such that a central axis 216 of the hybrid propulsion system 200 is substantially parallel to a length of the marine vehicle, or more specifically, substantially parallel to the central axis of the marine vehicle.
  • the primary electric motor 201 may be enclosed by the bell housing 217, which may extend from the rear of the hybrid propulsion system (i.e. the rearmost part of the primary electric motor 201 ) to the frontmost part of the primary electric motor 201.
  • the bell housing 217 may surround the primary electric motor 201 and may be configured to support the first coupling plate 214 to reduce radial load on the common drive line 203 and/or the primary electric motor 201 .
  • the bell housing may also help to hold the primary electric motor 201 and the secondary electric motor 202 together on an axis, such as the central axis 216. This may reduce any radial load on the clutch 206.
  • the stemdrive may also be integrated into the bell housing 217.
  • a method of installing, in a marine vehicle, a hybrid propulsion system for powering a marine drive train, the hybrid propulsion system comprising a power unit and a range extender unit fixed together in a single integrated block, the single integrated block comprising a first plurality of mounting points 215 at predetermined locations and a hull of the marine vehicle comprising a corresponding second plurality of mounting points at predetermined locations, will now be described.
  • the method comprises fixing the single integrated block to the hull of the marine vehicle by connecting the first plurality of mounting points to the second plurality of mounting points.
  • the method may further comprise connecting the first and second coupling plates to produce electrical isolation therebetween.
  • the method may further comprise seating the single integrated block in the hull of the marine vehicle such that the locations of the first plurality of mounting points correspond to the locations of the second plurality of mounting points.
  • the method may also comprise checking correspondence between the location of the first and second coupling plates to determine whether to fix the first plurality of mounting points to the second plurality of mounting points.
  • the hybrid propulsion system 200 may also comprise a controller (not shown) configured to control operations of the power unit and the range extender unit. Such operations will be discussed below, and in relation to Figure 3.
  • the power unit is configured to power the marine drive train. More specifically, the primary electric motor 201 and secondary electric motor 202 may run in series to power the marine drive train. Depending on the power required, the two motors may run as separate motors or may be linked together.
  • the primary electric motor 201 is always connected to the drive train, whereas the secondary electric motor 202 may be selectively engaged and disengaged, thus providing phased power delivery. Details regarding the process of engaging and disengaging the secondary electric motor 202, as well as details regarding the determination of when to engage and disengage the secondary electric motor 202, will be discussed in further detail in relation to Figure 3.
  • the internal combustion engine 205 may be configured to drive the generator 204 through the ICE driveshaft 218.
  • the generator 204 may then be configured to charge the energy store, which in turn may be configured to power the primary electric motor 201 and the secondary electric motor 202 of the power unit.
  • the motors When powered, the motors may drive the common drive line 203, which in turn may drive the stemdrive to which it is attached. Propulsion of the marine vehicle may therefore be achieved, despite there being no mechanical connection between the internal combustion engine 205 and the common drive line 203.
  • the internal combustion engine 205 and the generator 204 may collectively commence and pause charging the energy store.
  • the first cooling system 207 may be configured to cool the power unit and the generator 204.
  • the first cooling system 207 may utilise a coolant that runs through pipelines coupled to various parts of the power unit and generator 204. These pipelines are also coupled to the heat exchanger 208. As the power unit and generator 204 heat up in use, the coolant may take in some of the heat produced and then flow through to the heat exchanger 208.
  • the first cooling system 207 may take in seawater through the fluid intakes/outtakes 209 and transport this to the heat exchanger 208, where heat from the coolant is exchanged to the seawater.
  • the fluid intakes/outtakes 209 may then expel the heated seawater.
  • the second cooling system 210 may be configured to cool the internal combustion engine 205.
  • the second cooling system 210 may utilise a coolant that runs through pipelines coupled to various parts of the internal combustion engine 205. These pipelines are also coupled to the heat exchanger 211 .
  • the coolant may take in some of the heat produced and then flow through to the heat exchanger 211 .
  • the second cooling system 210 may take in seawater through the fluid intakes/outtakes 212 and transport this to the heat exchanger 211 , where heat from the coolant is exchanged to the seawater.
  • the fluid intakes/outtakes 212 may then expel the heated seawater.
  • the first adaptor plate 213 may have a larger or smaller height and/or width than the secondary electric motor 202 and/or the generator 204. For example, it may be easier to connect the secondary electric motor 202 to the generator 204 if the first adaptor plate 213 has a larger height and/or width than either or both of these components.
  • the second adaptor plate 213 may have a larger or smaller height and/or width than the generator 204 and/or the internal combustion engine 205. For example, it may be easier to connect the generator 204 to the internal combustion engine 205 if the second adaptor plate 213 has a larger height and/or width than either or both of these components.
  • a marine vehicle may comprise the hybrid propulsion system 200 as described in the preceding paragraphs with respect to Figures 2A-B.
  • Figure 3 shows a flow chart illustrating a method 300 of engaging a secondary electric motor in a hybrid propulsion system for powering a marine drive train during operation of the drive train to power the marine vehicle.
  • the method described is typically used when the marine vehicle is being driven (e.g. is in motion). This method may be used in operation of hybrid propulsion systems such as those described with reference to any of Figures 1 A-B or 2A-B.
  • the secondary electric motor and hybrid propulsion system may be the secondary electric motor 202 and the hybrid propulsion system 200 respectively as shown in Figures 2A-B.
  • the method 300 may be performed by the controller, as described in relation to Figures 2A-B.
  • Step 301 comprises determining a rotation speed of a primary electric motor.
  • the rotation speed of the primary electric motor may be determined by any appropriate type of sensor.
  • Step 302 comprises over-speeding the secondary electric motor such that a rotation speed of the secondary electric motor is greater than the rotation speed of the primary electric motor. This reduces the risk of the clutch subsequently failing to engage the secondary electric motor, such as a dog-to-dog interaction in the case of a dog clutch.
  • Over-speeding may comprise setting the rotation speed of the secondary electric motor to be a few RPM greater than the rotation speed of the primary electric motor. This could be as little as 5 RPM greater, but no more than 50 RPM greater. Over-speeding by too great a margin may make it difficult for the clutch to successfully engage the secondary electric motor.
  • the over-speeding may be in the range of 5-20 RPM.
  • Step 303 comprises engaging the clutch such that the primary electric motor is linked to drive a common drive line with the secondary electric motor. Once the clutch has been engaged, the rotation speed of the secondary electric motor will automatically match the speed of the primary electric motor. The two motors may then together power the marine drive train.
  • the method may further comprise disengaging the secondary electric motor.
  • the clutch may disengage the secondary electric motor.
  • the secondary electric motor may be repeatedly engaged and disengaged depending on a required performance level of the hybrid propulsion system.
  • the required performance level may relate to the required power output from the hybrid propulsion system as a whole, or more specifically a required power output from each of the two motors.
  • a greater performance level may, for example, be required when a high power output is needed, such as at high speeds or difficult conditions.
  • a lower performance level may, for example, be required when a low power output is needed, such as at low speeds or easy conditions.
  • the required performance level may be based on at least one of a number of criteria, such as a desired route, desired speed, tide speed, tide direction, current strength, current direction, wind strength and wind direction.
  • a controller may utilise any of these parameters to determine whether engagement or disengagement of the secondary electric motor is required, as well as to determine the required power output from each of the motors.
  • the secondary electric motor may also need to be disengaged if the energy store is unable to provide power to the motors. Examples of this may be cases of energy store failure or energy store exhaustion (e.g. battery pack failure or battery exhaustion). In such cases, a “limp home mode” may be activated, in which the primary electric motor is powered through the range extender after disengaging the secondary electric motor.
  • the method may therefore further comprise powering the primary electric motor through a range extender after disengaging the secondary electric motor.
  • Powering the primary electric motor through the range extender may comprise powering the primary electric motor through an inverter. This may comprise running the range extender to generate an electric current. More specifically, the internal combustion engine may drive the generator to generate the electric current. This electric current may then be supplied to the primary electric motor for driving the primary electric motor, such that the range extender and the primary electric motor operate concurrently. The primary electric motor may then power the marine drive train and ultimately drive the marine vehicle. In this mode, the marine vehicle is limited to a lower speed to ensure that it may make it back to port.
  • the generator may be configured to charge an auxiliary energy store, such as an auxiliary buffer battery.
  • This auxiliary energy store may then be used to power the primary electric motor.
  • the auxiliary energy store may buffer fluctuations in the generator supply and may smooth out the energy flow.
  • the secondary electric motor may only be engaged when the primary electric motor has a non-zero rotation speed. In such cases, engagement of the secondary electric motor may therefore be prevented unless the primary electric motor has a non-zero rotation speed, meaning that the secondary electric motor can only be engaged if the primary electric motor is already running.
  • Figure 4 shows a side view of a hybrid propulsion system 400 such as the hybrid propulsion system described with reference to Figures 2A-B.
  • a hybrid propulsion system 400 such as the hybrid propulsion system described with reference to Figures 2A-B.
  • Like components have like reference numerals.
  • Figure 4 shows one implementation of a third adaptor plate 213 such as that described above with reference to Figures 2A-B.
  • the third adaptor plate 213 comprises a cavity 401
  • the clutch 206 may be disposed within this cavity 401.
  • the clutch 206 may be a fluid-actuated clutch disposed in the cavity 401 of the third adaptor plate 213.
  • the cavity 401 may extend across the entire thickness of the third adaptor plate, from the primary electric motor 201 to the secondary electric motor 202.
  • the cavity 401 may vary in its width across its length, in accordance with the width of the clutch 206.
  • the cavity 401 may be located in the centre of the third adaptor plate 213, although it may be located in another position within the third adaptor plate 213, depending on the desired location of the clutch 206.
  • the cavity 401 may be configured to hold the clutch 206 in position while providing control of the engagement and disengagement between the two motors.
  • the clutch 206 illustrated in Figure 4 comprises a fluid actuatable mechanism operable selectively to engage the secondary electric motor 202 to drive the common drive line 203 with the primary electric motor 201 so that both motors apply rotary force to the common drive line 203 together.
  • the fluid actuatable mechanism is configured so that once engaged, it latches into the engaged state.
  • the fluid actuatable mechanism is further operable selectively to disengage the secondary electric motor 202 e.g. to unlatch it from the engaged state.
  • the clutch may be retained in and out of engagement via a spring-loaded detent, and the tapper angle of the dog-to-dog engagement faces when engaged, so no retention pressure is needed.
  • the fluid actuatable mechanism may comprise a first chamber 402 for receiving an actuation fluid and may be arranged so that pressure in the first chamber 402 can be used to apply force to a dog of the clutch 206 for engaging the clutch 206.
  • the fluid actuatable mechanism may also comprise a second chamber 403 for receiving an actuation fluid and may be arranged so that pressure in the second chamber 403 can be used to apply force to a dog of the clutch 206 for disengaging the clutch 206.
  • the third adaptor plate 213 may also comprise at least one fluid line 404, through which fluid pressure may be provided.
  • the at least one fluid line 404 may comprise a pipe and may extend from an aperture on the radially outward edge of the third adaptor plate 213 (hereinafter a first end of the at least one fluid line 404) through a portion of the third adaptor plate 213 to an aperture in the cavity 401 in which the clutch 206 is disposed (hereinafter a second end of the at least one fluid line 404). More specifically, the at least one fluid line 404 may connect at its second end to the fluid actuatable mechanism of the clutch 206.
  • a marine propulsion system may comprise the power unit, the third adaptor plate 213 and the fluid actuated clutch 206 as described above.
  • the first end of the at least one fluid line 404 is shown as being positioned at the top of the third adaptor plate 213, although the first end could be positioned at other parts of the radially outward edge of the third adaptor plate 213.
  • the at least one fluid line 404 may connect to a fluid controller such as a compressor with a fluid control mechanism operable to selectively apply pulses of fluid pressure (not shown).
  • the compressor may be a 12v compressor configured to supply air pressure at 5.0bar.
  • the fluid controller may therefore be operable to actuate the clutch directly by applying a pulse of fluid pressure through the at least one fluid line 404.
  • the compressor may be powered by an auxiliary battery (not shown).
  • the at least one fluid line 404 may comprise a first fluid line 405 and a second fluid line 406.
  • the first fluid line 405 and the second fluid line 406 may be substantially parallel and have substantially the same length. As described above, the first fluid line 405 and the second fluid line 406 may both be pipes.
  • the first fluid line 405 connects the fluid controller to the fluid actuatable mechanism to enable the fluid controller to cause the clutch 206 to engage the secondary electric motor 202.
  • the second fluid line 406 connects the fluid controller to the fluid actuatable mechanism to enable the fluid controller to cause the clutch 206 to disengage the secondary electric motor 202.
  • the first fluid line 405 may be connected to the first chamber 402 of the fluid actuatable mechanism and the second fluid line 406 may be connected to the second chamber 403 of the fluid actuatable mechanism (see above).
  • the fluid controller may be configured to actuate the clutch 206 by applying a pulse of fluid pressure through either of the two fluid lines. Depending on whether the clutch 206 requires engaging or disengaging, a specific one of the two fluid lines may be used. As described above, the first fluid line 405 may be for engaging the clutch 206 and the second fluid line 406 may be for disengaging the clutch 206. More specifically, the fluid controller may apply a pulse of fluid pressure through the at least one fluid line 404 in order to change the clutch 206 from a disengaged state to an engaged state, or from an engaged state to a disengaged state. If the clutch 206 is in a disengaged state, the fluid controller may be configured to operate the clutch to engage by applying a pulse of fluid pressure through the first fluid line 405.
  • This pulse of fluid pressure interacts with the hydraulic mechanism of the clutch 206, causing the clutch to engage. If the clutch 206 is in a disengaged state, the fluid controller may be configured to operate the clutch to disengage by applying a pulse of fluid pressure through the second fluid line 406. This pulse of fluid pressure interacts with the hydraulic mechanism of the clutch 206, causing the clutch to disengage.
  • This “latching” approach means that no pressure needs to be held in order to keep the clutch 206 engaged or disengaged - a single pulse of fluid pressure is enough to “latch” the clutch 206 into either state and keep it in that state.
  • a marine vehicle may comprise the apparatus as described in the preceding paragraphs with respect to Figure 4.
  • Control of the apparatus described herein may be provided by any appropriate controller such as programmable controllers and fixed logic. Such controllers may be provided with appropriate control interfaces for providing control signals and/or controllable actuators for operating apparatus such as that described and claimed herein.
  • the functionality of the controller may be provided by a general purpose processor, which may be configured to perform a method according to any one of those described herein.
  • the controller may comprise digital logic, such as field programmable gate arrays, FPGA, application specific integrated circuits, ASIC, a digital signal processor, DSP, or by any other appropriate hardware.
  • one or more memory elements can store data and/or program instructions used to implement the operations described herein.
  • Embodiments of the disclosure provide tangible, non- transitory storage media comprising program instructions operable to program a processor to perform any one or more of the methods described and/or claimed herein and/or to provide data processing apparatus as described and/or claimed herein.
  • the controller may comprise an analogue control circuit which provides at least a part of this control functionality.
  • An embodiment provides an analogue control circuit configured to perform any one or more of the methods and/or logic operations described herein.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Selon la présente invention, il est prévu un système de propulsion hybride pour alimenter une chaîne cinématique marine, comprenant : une unité d'alimentation comprenant un moteur électrique primaire et un moteur électrique secondaire, les moteurs électriques primaire et secondaire étant couplés à une ligne d'arbres de transmission commune configurée pour alimenter la chaîne cinématique marine ; et une unité d'extension de plage comprenant : un générateur pour charger un accumulateur d'énergie pour alimenter les moteurs électriques primaire et secondaire, le générateur et l'accumulateur d'énergie étant couplés aux moteurs électriques primaire et secondaire ; et un moteur à combustion interne (ICE) configuré pour entraîner le générateur, l'ICE étant séparé de la ligne d'arbres de transmission commune.
PCT/GB2022/053081 2022-12-02 2022-12-02 Système de propulsion hybride pour une chaîne cinématique marine WO2024115867A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/GB2022/053081 WO2024115867A1 (fr) 2022-12-02 2022-12-02 Système de propulsion hybride pour une chaîne cinématique marine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/GB2022/053081 WO2024115867A1 (fr) 2022-12-02 2022-12-02 Système de propulsion hybride pour une chaîne cinématique marine

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4114555A (en) * 1977-03-14 1978-09-19 Brien Jr Harry W O Apparatus for and method of interconnecting and controlling units of a power train for maximum flexibility and economy in operating auxilliary marine vessels
EP2226245A1 (fr) * 2009-03-05 2010-09-08 Claus-D. Christophel Système d'entraînement pour un bateau
US20110237141A1 (en) * 2008-08-29 2011-09-29 Nt Consulting International Pty Limited Hybrid marine drivetrain
WO2014089394A1 (fr) * 2012-12-07 2014-06-12 Electro Technology Holdings, Inc. Système de propulsion marine à assistance à moteur électrique
US20220234712A1 (en) * 2021-01-27 2022-07-28 Volvo Penta Corporation Marine drive unit and marine vessel

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4114555A (en) * 1977-03-14 1978-09-19 Brien Jr Harry W O Apparatus for and method of interconnecting and controlling units of a power train for maximum flexibility and economy in operating auxilliary marine vessels
US20110237141A1 (en) * 2008-08-29 2011-09-29 Nt Consulting International Pty Limited Hybrid marine drivetrain
EP2226245A1 (fr) * 2009-03-05 2010-09-08 Claus-D. Christophel Système d'entraînement pour un bateau
WO2014089394A1 (fr) * 2012-12-07 2014-06-12 Electro Technology Holdings, Inc. Système de propulsion marine à assistance à moteur électrique
US20220234712A1 (en) * 2021-01-27 2022-07-28 Volvo Penta Corporation Marine drive unit and marine vessel

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