EP3823893A1 - Transmission de bateau et système d'entraînement pour une propulsion de bateau - Google Patents

Transmission de bateau et système d'entraînement pour une propulsion de bateau

Info

Publication number
EP3823893A1
EP3823893A1 EP19734070.6A EP19734070A EP3823893A1 EP 3823893 A1 EP3823893 A1 EP 3823893A1 EP 19734070 A EP19734070 A EP 19734070A EP 3823893 A1 EP3823893 A1 EP 3823893A1
Authority
EP
European Patent Office
Prior art keywords
drive
marine
gear
shaft
transmission
Prior art date
Legal status (The legal status 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 status listed.)
Granted
Application number
EP19734070.6A
Other languages
German (de)
English (en)
Other versions
EP3823893B1 (fr
Inventor
Alexander Thum
Hans Zorell
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
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 ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP3823893A1 publication Critical patent/EP3823893A1/fr
Application granted granted Critical
Publication of EP3823893B1 publication Critical patent/EP3823893B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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
    • 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
    • B63H23/06—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing for transmitting drive from a single propulsion power unit
    • 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
    • B63H2023/0283—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing using gears having orbital motion

Definitions

  • the invention relates to a marine gear according to the type defined in the preamble of claim 1 and a drive arrangement for a marine propulsion according to the preamble of claim 8.
  • the object of the present invention is to further improve such a marine transmission and a corresponding drive arrangement with an additional drive.
  • this is intended to enable broad applicability, a compact structure and the lowest possible installation outlay for the drive arrangement.
  • a marine transmission which comprises a main drive shaft, a first intermediate shaft and an output shaft.
  • the main drive shaft can be connected to a main drive motor.
  • At least one propeller can be driven via the output shaft.
  • a connection for an additional drive is provided on the marine gear.
  • the marine gear comprises an electrical machine as an additional drive, as well as a second intermediate shaft and a planetary gear.
  • the electrical machine can be connected to the second intermediate shaft of the marine gear via the planetary gear.
  • the planetary gear is required in order to reduce the relatively high speeds of the electrical machine to speeds with which a propeller shaft can be driven via an intermediate shaft and via the transmission stages of a conventional marine gear. In this way, conventional basic transmissions of marine transmissions can be used and upgraded with an additional drive.
  • a high transmission ratio between the electrical machine and the intermediate shaft of the ship's gear can be achieved with a comparatively small space requirement.
  • This in turn enables a high-speed electric motor to be used as an electrical machine.
  • a high-speed electric motor also has relatively small dimensions in relation to its performance. Consequently, a marine transmission for a hybrid drive, ie with an internal combustion engine as the main drive motor and an electric motor as the additional drive, can be realized, which advantageously requires little installation space.
  • the proposed marine gear with the electrical machine requires considerably less installation space.
  • connection means that the components mentioned in this context can be connected to one another in such a way that a torque and a rotary movement can be transmitted via this connection.
  • the components do not have to be permanently or permanently connected to one another. Instead, they can, for example, be connected to one another in a separable manner via a switchable clutch, as will be explained in more detail below in relation to a preferred embodiment.
  • an output gear arranged on the output shaft engages with a first drive pinion, with a second drive pinion and with a third drive pinion.
  • the first drive pinion can be connected to the main drive shaft via a first power shift clutch.
  • the second drive pinion can be connected to the first intermediate shaft via a second power-shiftable coupling, and the third drive pinion is connected to the second intermediate shaft in a rotationally fixed manner.
  • the output gear is thus via the third drive pinion and the second intermediate shaft can be connected to the electrical machine.
  • the propeller can be driven by the electrical machine via the second intermediate shaft, the third drive pinion and the driven gear.
  • the first and the second powershiftable clutch can each be designed, for example, as a multi-disk friction clutch or as a multi-plate clutch with an inner disk carrier and an outer disk carrier.
  • the outer disk carrier of the first powershift clutch can serve as an input element and be rigidly connected to the main drive shaft, while the inner disk carrier of the first powershift clutch is rigidly connected to the first drive pinion.
  • the inner disk carrier of the first load-shiftable clutch can also be made in one piece with the first drive pinion.
  • the outer plate carrier of the first and the second powershiftable clutch can each have an external toothing which is in engagement with one another, so that the outer plate carrier of the second power-shiftable clutch is driven continuously via the outer plate carrier of the first power-shiftable clutch.
  • the outer disk carrier of the second powershiftable clutch can be made in one piece with the first intermediate shaft and the inner disk carrier of the second powershiftable clutch can be made in one piece with the second drive pinion.
  • the third drive pinion can be made in one piece with the second intermediate shaft. Execution in one piece means that the components have been manufactured from a single blank.
  • the design variants mentioned in this paragraph advantageously reduce the number of components and the required installation space. Disadvantageous manufacturing tolerances in the manufacture and assembly of the individual parts can thus be avoided.
  • the ship's transmission can have a switchable coupling, via which the third drive pinion can be connected to the electrical machine.
  • Different operating modes for operating the proposed ship transmission or the drive arrangement can thus advantageously be set. Operating modes are possible in which the electrical machine is coupled to the output shaft of the marine transmission, and other operating modes in which the electrical machine is decoupled from the output shaft.
  • a purely electric drive can be implemented in which the ship is driven solely by the electric machine.
  • the output shaft can also be driven only by the main drive motor or by the main drive motor and by the electrical machine at the same time.
  • the switchable coupling is provided in the drive arrangement, with which the electrical machine can be connected and disconnected.
  • the arrangement of the switchable clutch in the marine transmission allows a compact structure of the drive arrangement.
  • the switchable clutch is also preferably designed to be power switchable, for example in the form of a
  • Friction disc clutch a non-power-shiftable, positive-locking clutch is also conceivable here, wherein the speeds when coupling can be synchronized via the speed control of the electrical machine.
  • a positive clutch can be made more compact than a friction clutch.
  • a spur gear stage is arranged between the planetary gear and the second intermediate shaft.
  • the electrical machine can be operated at particularly high speeds. As explained above, higher speeds of the electrical machine allow compact dimensions of the electrical machine in relation to its output.
  • the compact dimensions of the electrical machine lead to a further advantage, namely a low weight or a low mass of the electrical machine.
  • This in turn enables the electrical machine to be flanged directly to the marine gear.
  • the marine transmission has a housing and that the housing has a flange for fastening the electrical machine.
  • the marine gear can be completely assembled with the electrical machine and installed as a structural unit in a ship's hull. This simplifies the installation work.
  • Said flange can, for example, be arranged on a partial housing of the planetary gear, if the planetary gear is designed as a separate structural unit, as explained further below.
  • the planetary gear and / or the spur gear stage can each be designed as a separate structural unit.
  • a basic gear and the planetary gear designed as a separate unit or the spur gear stage each have their own part housing.
  • the partial housings together form the housing of the marine gear.
  • the basic transmission can include, for example, the main drive shaft, a first and a second intermediate shaft, two powershift clutches and an output shaft as well as a partial housing with bearing points for the components mentioned.
  • the design with separate modules enables a so-called modular concept or a modular design.
  • identical components for example the basic transmission and its partial housing, can be used for different applications in different combinations with the other separate structural units.
  • an identical partial housing of the basic transmission with the main drive shaft, at least one first intermediate shaft and one output shaft can be used for applications with and without the electrical machine mentioned.
  • the planetary gear is designed as a separate unit, its respective design can be adapted to different types of electrical machines without having to change the basic gear.
  • a planetary gear can, for example, have one or more planetary gear sets, whereby different transmission ranges and / or a reversal of the direction of rotation can be realized for different applications.
  • the present invention comprises a drive arrangement for a ship's drive with a main drive motor and with a ship's transmission, which is designed in accordance with one of the embodiments described above.
  • the electrical machine can also be used as a generator, for example by being driven by the main drive motor via the marine gear.
  • FIG. 1 shows a schematic illustration of a drive arrangement according to the invention with a marine gear.
  • the drive arrangement shown in FIG. 1 comprises a marine gear 1 with a main drive shaft 3, which is connected to a main drive motor 2 via a non-shiftable clutch 19.
  • the main drive shaft 3 is arranged coaxially with an output shaft of the main drive motor 2.
  • the non-switchable coupling 19 can essentially consist of two screw flanges screwed together, which are rigidly attached to the associated shaft end.
  • the main drive motor 2 is typically designed as an internal combustion engine and serves as the drive source for the drive of an associated ship during the predominant travel time.
  • the marine gear 1 further comprises a first intermediate shaft 4, a second intermediate shaft 5 and an output shaft 6, all of which are arranged parallel to the main drive shaft 3 in the present exemplary embodiment.
  • a propeller shaft 20 with a propeller 21 fastened thereon can be driven via the output shaft 6.
  • the output shaft 6 is connected to the propeller shaft 20 via a non-switchable clutch 22.
  • An output gear 14 arranged on the output shaft 6 is in constant engagement with a first drive pinion 11, with a second drive pinion 12 and with a third drive pinion 13.
  • the first drive pinion 11 can be connected to the main drive shaft 3 via a first power-shiftable clutch 15.
  • the second drive pinion 12 can be connected to the first intermediate shaft 4 via a second power shiftable clutch 16.
  • the first and the second load-shiftable clutch 15 and 16 are of identical design.
  • the third drive pinion 13 is non-rotatably connected to the second intermediate shaft 5.
  • the third drive pinion 13 is rigidly connected to the second intermediate shaft 5.
  • the first, the second and the third drive pinions 11, 12, 13 are all of identical design, as a result of which their manufacturing costs are reduced.
  • An electrical machine 7 is provided on the marine gear 1 as an additional drive.
  • the electrical machine 7 can be connected to the second intermediate shaft 5 of the marine gear 1 via a planetary gear 8.
  • a spur gear 9 is arranged, whereby a even greater transmission ratio between the electrical machine 7 and the output shaft 6 has been realized.
  • the marine gear 1 also has a switchable clutch 10, via which the third drive pinion 13 can be connected to the electrical machine 7.
  • the switchable clutch 10 can be controlled by a control unit.
  • the auxiliary drive train can be coupled and uncoupled with the electrical machine 7 as required or according to the desired operating mode.
  • the switchable clutch 10 is arranged in the housing 17 of the marine transmission 1 immediately adjacent to the third drive pinion 13.
  • the arrangement of the switchable clutch 10 immediately adjacent to the third drive pinion 13 brings a further advantage. In the operating modes in which the electrical machine 7 is decoupled from the output shaft 6, all other components of the additional drive train can come to a standstill, for example the planetary gear 8 and the spur gear stage 9. This contributes to energy-saving operation.
  • the planetary gear 8 and the spur gear 9 are each designed as a separate unit.
  • the basic gear, the planetary gear 8 and the spur gear 9 each have their own partial housing 24, 25 or 26.
  • the partial housing 24 of the planetary gear 8 can be flanged directly to the partial housing 26 of the basic gear.
  • the housing 17 of the marine transmission 1 accordingly comprises all the sub-housings 24, 25 and 26.
  • the basic transmission together with the planetary gear 8 and the gear stage 9 can also be arranged in a common housing 17.
  • a flange 18 for fastening the electrical machine 7 is provided on the partial housing 24 of the planetary gear. In the present exemplary embodiment, however, this flange is not used to flange the electrical machine 7. Instead, the electrical machine 7 is present at a distance from the Planetary gear 8 arranged and connected to this via a non-switchable clutch 23.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Structure Of Transmissions (AREA)
  • Transmission Devices (AREA)
  • Retarders (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Abstract

L'invention concerne une transmission de bateau (1) comprenant un arbre d'entraînement principal (3), un premier arbre intermédiaire (4) et un arbre de sortie (6), au moyen duquel au moins une hélice (21) peut être entrainée. La transmission de bateau (1) comprend en outre une machine électrique (7) comme entraînement supplémentaire, un deuxième arbre intermédiaire (5) et un engrenage planétaire (8), la machine électrique (7) pouvant être reliée au moyen de l'engrenage planétaire (8) au deuxième arbre intermédiaire (5) de la transmission de bateau (1). L'invention concerne en outre un système d'entraînement pour une propulsion de bateau comprenant un moteur d'entraînement principal (2) et une telle transmission de bateau (1).
EP19734070.6A 2018-07-16 2019-06-26 Transmission de bateau et système d'entraînement pour une propulsion de bateau Active EP3823893B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018211767.5A DE102018211767A1 (de) 2018-07-16 2018-07-16 Schiffsgetriebe und Antriebsanordnung für einen Schiffsantrieb
PCT/EP2019/066992 WO2020015965A1 (fr) 2018-07-16 2019-06-26 Transmission de bateau et système d'entraînement pour une propulsion de bateau

Publications (2)

Publication Number Publication Date
EP3823893A1 true EP3823893A1 (fr) 2021-05-26
EP3823893B1 EP3823893B1 (fr) 2025-06-25

Family

ID=67106056

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19734070.6A Active EP3823893B1 (fr) 2018-07-16 2019-06-26 Transmission de bateau et système d'entraînement pour une propulsion de bateau

Country Status (4)

Country Link
US (1) US12116098B2 (fr)
EP (1) EP3823893B1 (fr)
DE (1) DE102018211767A1 (fr)
WO (1) WO2020015965A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US12221198B2 (en) 2021-02-03 2025-02-11 Discovery Energy, Llc Hybrid marine propulsion system
US12208874B1 (en) * 2021-02-26 2025-01-28 Brp Us Inc. Driveshaft assembly for a marine engine assembly
DE102022212423B3 (de) 2022-11-22 2024-04-18 Zf Friedrichshafen Ag Schiffsgetriebe und Schiffsantrieb
DE102022213159B3 (de) 2022-12-06 2024-05-29 Zf Friedrichshafen Ag Schiffsgetriebe mit einem Nebenantrieb

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB774234A (en) * 1954-03-15 1957-05-08 Jean Marie Marcel Neufville Improvements in or relating to electric current generators
DE10235286B4 (de) * 2002-08-02 2005-02-10 Renk Aktiengesellschaft Propellerwellen-Schaltkupplung für einen Schiffsantrieb
JP2017013715A (ja) * 2015-07-03 2017-01-19 ヤンマー株式会社 減速逆転機及びこれを備えた船舶

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1099385B (de) 1956-03-14 1961-02-09 W G Stoeckicht Dipl Ing Schiffsantriebsanlage
DE1203564B (de) 1962-12-20 1965-10-21 Gisela Mueller Geb Fischer Getriebeanlage fuer die Zusammenschaltung von mehreren Antriebsmaschinen auf eine gemeinsame getriebene Welle, insbesondere zum Schiffsschraubenantrieb
US4568289A (en) * 1978-08-24 1986-02-04 Bhs-Bayerische Berg-, Hutten-Und Salzwerke Marine transmission gear unit with double drive
DE10005538B4 (de) 2000-02-08 2009-03-05 Zf Friedrichshafen Ag Bootsantrieb

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB774234A (en) * 1954-03-15 1957-05-08 Jean Marie Marcel Neufville Improvements in or relating to electric current generators
DE10235286B4 (de) * 2002-08-02 2005-02-10 Renk Aktiengesellschaft Propellerwellen-Schaltkupplung für einen Schiffsantrieb
JP2017013715A (ja) * 2015-07-03 2017-01-19 ヤンマー株式会社 減速逆転機及びこれを備えた船舶

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of WO2020015965A1 *

Also Published As

Publication number Publication date
WO2020015965A1 (fr) 2020-01-23
DE102018211767A1 (de) 2020-01-16
EP3823893B1 (fr) 2025-06-25
US20210206463A1 (en) 2021-07-08
US12116098B2 (en) 2024-10-15

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