Marine parallel hybrid gearbox drive, marine power system and marine vessel

Abstract

The utility model relates to ship propulsion technology field especially, and particularly relates to a kind of marine parallel hybrid power gear box driving device, ship power system and ship, including: including: motor, gear box, vibration isolation component and at least two clutches;Motor is connected with the input shaft of gear box by first clutch;Gear box is further provided with the engine input interface for being connected with the gearbox of external engine;The output shaft of gear box is integrated with second clutch, output shaft is supported on the box of gear box by thrust bearing, and its end is used for connecting propeller shafting;The box of gear box is connected with ship body by vibration isolation component, the utility model makes full use of the longitudinal space in ship power cabin, improves space utilization, output end uses aligning thrust bearing, can be supported and transfer propeller thrust by this device, need not additional propeller shafting thrust transmission structure, with lower low price, satisfy the hybrid power drive demand of small and medium-sized marine convertible mode.

Description

Technical Field

[0001] This utility model relates to the field of marine propulsion technology, and to a marine parallel hybrid power gearbox drive device, particularly to a marine parallel hybrid power gearbox drive device, a marine power system, and a ship. Background Technology

[0002] Ship propulsion technology is central to realizing water transport and operations. Its background technology has undergone a fundamental transformation from sails to mechanical power. Traditional mechanical propulsion systems have been the dominant technology since the 20th century. Their core uses an internal combustion engine (primarily a marine diesel engine) or steam turbine as the prime mover, directly transmitting power to the propeller through a complex mechanical transmission system (including bearings, reduction gearboxes, etc.), thus propelling the ship forward. This system is technologically mature, has high power density, and long range, but it has significant limitations: rigid mechanical layout, the prime mover must be directly connected to the propeller, occupying a large amount of cabin space; high operating noise and vibration; and its reliance on burning heavy oil or diesel fuel produces pollutants such as sulfur oxides, nitrogen oxides, and carbon dioxide, increasing environmental pressure.

[0003] However, traditional mechanical propulsion systems typically use diesel engines, gas turbines, or steam turbines as power sources. These engines are inefficient under partial load, leading to energy waste. Mechanical transmission systems (such as gearboxes and drive shafts) also experience energy losses during power transmission, further reducing overall efficiency.

[0004] Traditional mechanical propulsion systems have poor speed regulation performance, making it difficult to respond quickly to the navigation needs of a ship, especially during low-speed navigation or frequent speed changes. Mechanical propulsion systems typically cannot reverse directly, requiring complex mechanical devices or additional reversing gearboxes.

[0005] As a significant technological development direction, pure electric propulsion systems represent a revolution in marine power. The core technology behind this lies in "electric traction": first, a prime mover (which can be a diesel generator, fuel cell, or energy storage battery pack) generates electricity, which is then distributed through a power distribution system to an electric motor installed at the stern of the hull, ultimately driving the propeller. This decoupling of the prime mover and propeller brings disruptive advantages: extremely flexible layout, saving cabin space; smooth and quiet operation, providing excellent comfort; and the ability to achieve "zero-emission" operation (when using only batteries). Although its development is currently limited by the energy density and cost of batteries, resulting in insufficient range on large ocean-going vessels, it is rapidly gaining popularity in ferries, cruise ships, harbor vessels, and short-distance inland waterway shipping, representing a key path for the shipbuilding industry's green and intelligent transformation.

[0006] However, due to the limitations of current battery technology and charging equipment, pure electric ships have limited charging areas and long charging times. Facing more complex and changeable marine environments, the requirements for range and stability are still significant shortcomings.

[0007] Meanwhile, marine propellers have low rotational speeds, and low-speed, high-torque motors are relatively large, heavy, and expensive. Utility Model Content

[0008] Purpose of the utility model: To provide a marine parallel hybrid power gearbox drive device, a marine power system, and a ship. The device has a compact structure, simple control logic, high reliability, and high transmission efficiency, and can enable the ship to reverse, thereby solving the aforementioned problems.

[0009] Technical solution: A marine parallel hybrid power gearbox drive device, comprising: a motor, a gearbox, vibration isolation components and at least two clutches;

[0010] The motor is connected to the input shaft of the gearbox via a first clutch;

[0011] The gearbox is also provided with an engine input interface for connecting to the gearbox of an external engine;

[0012] The output shaft of the gearbox integrates a second clutch. The output shaft is supported on the gearbox housing by a thrust bearing, and its end is used to connect to the propeller shaft system.

[0013] The gearbox housing is connected to the hull via the vibration isolation assembly.

[0014] In a further embodiment, the vibration isolation assembly includes a plurality of thrust rubber vibration isolators symmetrically connected to both sides of the gearbox housing.

[0015] In a further embodiment, the end of the output shaft is connected to a hub flange via an expansion sleeve for direct connection to the propeller shaft system.

[0016] In a further embodiment, the first clutch is an electromagnetic multi-plate clutch, and / or the second clutch is a jaw-type electromagnetic clutch.

[0017] In a further embodiment, the motor is a permanent magnet synchronous motor connected to a frequency converter, which can realize stepless speed regulation, forward and reverse rotation control, and power generation functions.

[0018] In a further embodiment, the gearbox is provided with a gear set including gear one, gear two, gear three and gear four, forming a fixed transmission ratio, which is used to reduce the speed and increase the torque of the motor.

[0019] In a further embodiment, the engine input interface is connected to the output shaft of the external engine's gearbox (18) via a detachable coupling.

[0020] In a further embodiment, the thrust bearing is a thrust tapered roller bearing assembly.

[0021] In a further embodiment, the motor and output end of the present invention are on the same side. The motor is connected to an electromagnetic multi-plate clutch, which is connected to a gearbox. The gearbox consists of three fixed shafts and two pairs of gears for power transmission. One side of the output shaft gear in the gearbox is connected to the output shaft system of the diesel engine gearbox via a coupling, and the other side is connected to a jaw-type electromagnetic clutch integrated in the gearbox. The output shaft connected to the clutch is supported and rotated in the gearbox by a pair of thrust tapered roller bearings. Finally, the shaft is connected to the hub flange via a shrink sleeve. The hub flange is connected to the propeller drive shaft system. The two sides of the gearbox are connected by four thrust rubber vibration isolators.

[0022] The motor is a permanent magnet motor, which can achieve stepless speed regulation and forward / reverse control through frequency converter control. When passively rotating, it can act as a generator to produce electricity.

[0023] The gearbox gear set has a fixed transmission ratio, which can reduce the speed of the motor output and increase the torque.

[0024] The permanent magnet motor is connected to the ship's battery pack to enable charging and discharging.

[0025] The permanent magnet motor uses water cooling, which can dissipate heat effectively and maintain a stable low temperature when used as a generator.

[0026] The propulsion device uses thrust rubber vibration isolators connected to the hull, which can withstand extremely high thrust while reducing the transmission of high-frequency vibrations to the hull and achieving a certain degree of noise reduction. It can also accommodate some alignment misalignment when connecting the device's output shaft and the propeller drive shaft, eliminating the need for a coupling connecting the propeller drive shaft.

[0027] The gearbox output shaft is supported by a thrust roller bearing for rotation, eliminating the need for an additional bearing housing to bear the thrust.

[0028] A marine propulsion system integrating the aforementioned marine parallel hybrid power gearbox drive unit, wherein the engine input interface of the drive unit is connected to the gearbox of a diesel engine via a coupling.

[0029] A vessel that is propelled by a ship propulsion system as described above.

[0030] Compared with the existing technology, the present invention has the following beneficial effects:

[0031] 1. Compact structure, small footprint, and high cost-effectiveness: This utility model adopts a longitudinal layout, making full use of the longitudinal space inside the ship's power compartment and improving space utilization. The output end uses a self-aligning thrust bearing, which can bear and transmit propeller thrust by itself, eliminating the need for an additional propeller shaft thrust transmission structure. Its simple structure meets the hybrid power drive requirements of small and medium-sized ships with convertible modes at a relatively low price, offering high cost-effectiveness.

[0032] 2. Vibration isolation and noise reduction, eliminating the need for couplings: The propulsion device uses a thrust rubber vibration isolator connected to the hull, which can adapt to the alignment deviation when the device's output shaft is connected to the propeller drive shaft to a certain extent, thus eliminating the need for a coupling to connect the propeller drive shaft.

[0033] 3. Thrust bearing, direct connection to propeller: The output shaft of the gearbox of this utility model uses a thrust roller bearing to support rotation, eliminating the need for an additional bearing housing to bear the thrust.

[0034] 4. Reversible travel and deceleration: This utility model uses a frequency converter to control the motor, which enables the electric boat to travel reversibly and decelerate.

[0035] 5. Capable of generating electricity while docking, with minimal dependence on shore-based power equipment: This invention can switch between docking and power generation modes. Due to the limited number of shipboard charging facilities, when docking at ports without charging equipment, the diesel engine can generate electricity at a constant speed within its high-efficiency RPM range. It can achieve full fuel and full charge without relying on port charging equipment, enabling longer range with a single docking refueling.

[0036] 6. Simple installation and convenient maintenance: This utility model uses a freely detachable rubber coupling to connect to the diesel engine shaft system. The gearbox output shaft is directly connected to the propeller drive shaft flange after being connected to the hub flange through a shrink sleeve. It is easy to install and disassemble as a whole and facilitates maintenance.

[0037] 7. Lightweight and low-requirement motor: This utility model adopts gear transmission, which can customize the transmission ratio and adapt to more motors. For the same power, a motor with high speed and low torque can be selected, which is lighter and lower in cost.

[0038] 8. High efficiency and energy saving, achieving fuel economy: This utility model can use electric motor to drive the diesel engine when the ship is sailing at low power and low speed and the diesel engine deviates from the optimal speed range. It can also keep the diesel engine running in the optimal speed range when the ship is lightly loaded or sailing with the current, so that the permanent magnet motor can generate electricity, absorb the redundant power of the diesel engine to generate electricity, and store electrical energy.

[0039] 9. Applicable to the retrofitting of old ships, enabling more vessels to achieve a green future: For ships powered by traditional energy devices, as long as the gearbox has its own clutch and an independent gearbox lubrication pump, it can be retrofitted to connect to this device to achieve hybridization, saving energy and meeting the needs of future green navigation. Attached Figure Description

[0040] Figure 1 This is the front view of this utility model.

[0041] Figure 2 This is the right view of this utility model.

[0042] Figure 3 This is a bottom view of the present invention.

[0043] Figure 4 This is a schematic diagram of the present invention.

[0044] Reference numerals in the attached diagram: 1. Permanent magnet motor; 2. Gearbox; 3. Thrust rubber vibration isolator; 4. Bracket 1; 5. Coupling; 6. Hub flange; 7. Expansion sleeve; 8. Bracket 2; 9. Multi-plate electromagnetic clutch; 10. Jaw clutch; 11. Gear 1; 12. Gear 2; 13. Gear 3; 14. Thrust tapered roller bearing assembly; 15. Propeller; 16. Gear 4; 17. Diesel engine; 18. Gearbox. Detailed Implementation

[0045] The technical solution of this utility model will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0046] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0047] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances. Furthermore, the technical features involved in the different embodiments of this utility model described below can be combined with each other as long as they do not conflict with each other.

[0048] A marine parallel hybrid power gearbox drive device, such as Figures 1 to 4 As shown, this utility model provides a reversible and decelerating gearbox propulsion device for electric boats. A permanent magnet motor 1 and a gearbox 2 are connected via a multi-plate electromagnetic clutch 9. A bracket 4 is connected to each side of the gearbox 2, and two thrust rubber vibration isolators 3 are fixedly connected to each bracket 4. The rubber vibration isolators 3 are directly connected to the hull. A bracket 8 is connected above the bracket 4 to fix the non-drive end flange of the motor 1. One side of the gearbox 2's output end integrates a jaw-type electromagnetic clutch 10 and a thrust tapered roller bearing assembly 14. The final output shaft is mounted on a hub flange 6 via a shrink sleeve 7 and then directly connected to a propeller 15. The other side of the gearbox 2's output end is connected to a gearbox 18 via a freely detachable coupling 5. The gearbox 18 has its own clutch and is connected to a diesel engine 17. After the gearbox 18 is disconnected from power, its output end has its own oil pump or an additional independent oil pump is installed to achieve reverse lubrication of the gearbox 18's output end after disconnection from power, ensuring the service life of the gearbox 18.

[0049] In one embodiment, such as Figures 1 to 4 As shown, the gearbox 2 is divided into three layers: upper, middle and lower. The uppermost shaft is fixed with gear 11, which is connected to motor 1 via multi-plate electromagnetic clutch 9. Gear 11 is connected to gear 2 12 on the middle shaft to transmit power. The other end of the middle shaft is connected to gear 3 13 via gear 4 16 to transmit power.

[0050] In one embodiment, such as Figures 1 to 4 As shown, the propeller 15 rotates to generate thrust, which is applied to the output shaft of the gearbox 2. The output shaft transmits the thrust to the thrust roller bearing assembly 14. The thrust roller bearing 14 transmits the thrust to the gearbox 2 housing, the gearbox 2 transmits the thrust to the two side supports 4, the supports 4 transmit the thrust to the thrust rubber vibration isolators 3, and finally the thrust is transmitted to the hull.

[0051] This utility model can be converted into multiple modes:

[0052] 1. Pure diesel engine drive mode: When the ship is sailing steadily at high power and constant speed, the diesel engine 17 is running in the optimal speed range. At this time, the multi-plate electromagnetic clutch 9 is disengaged, the gearbox 18 clutch is engaged with the diesel engine, and the jaw clutch 10 is engaged. The diesel engine 17 can then directly drive the propeller 15.

[0053] 2. Pure electric drive mode: When the ship is sailing stably at low power and low speed, the diesel engine 17 is far from the optimal speed range. At this time, the multi-plate electromagnetic clutch 9 is engaged, the gearbox 18 clutch is disengaged from the diesel engine, and the jaw clutch 10 is engaged, so the motor 1 can directly drive the propeller 15.

[0054] 3. Burst mode: When the ship encounters low-speed heavy load navigation, the diesel engine 17 output power is insufficient. At this time, the multi-plate electromagnetic clutch 9 is engaged, the gearbox 18 clutch is engaged with the diesel engine, the jaw clutch 10 is engaged, and the control motor 1 is at the same speed as the diesel engine 17, so that the propeller 15 can be driven in parallel.

[0055] 4. Ship-based power generation mode: After the ship docks, where there are no charging facilities, engage the multi-plate electromagnetic clutch 9, engage the gearbox 18 clutch to engage the diesel engine, and disengage the jaw-type electromagnetic clutch 10. The diesel engine 17 will then drive the motor 1 to generate electricity. The ship can charge even without charging equipment, reaching its maximum range with a full tank of fuel and a full charge simply by refueling.

[0056] 5. Ship Power Generation Mode: When the ship is operating under conditions where propeller power is reduced, such as when traveling at a constant speed under light load or with the current, the power required by the propeller is less than the diesel engine's high-efficiency power point. At this time, the multi-plate electromagnetic clutch 9 is engaged, the gearbox 18 clutch engages the diesel engine, and the jaw-type electromagnetic clutch 10 is engaged. The load torque is adjusted by precisely controlling the output current of the motor 1. The diesel engine 17 operates stably at its optimal efficiency speed, with a portion of its output power used to drive the propeller 15, and the excess power used to drive the motor 1 to generate electricity, which is stored in the battery.

[0057] 6. Electric Reverse Mode: When the boat needs to reverse, the electric reverse mode is used. At this time, the multi-plate electromagnetic clutch 9 is disengaged, the gearbox 18 clutch and diesel engine are disengaged, the jaw-type electromagnetic clutch 10 is engaged, the motor 1 reverses and drives the propeller 15 to reverse, so that the boat can reverse and move in reverse, so that the boat does not need to be equipped with other reverse gearboxes and other unnecessary equipment.

[0058] Obviously, the above embodiments are merely illustrative examples for clear explanation and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the protection scope of this invention.

Claims

1. A marine parallel hybrid power gearbox drive device, characterized in that, include: The motor (1), gearbox (2), vibration isolation assembly and at least two clutches; The motor (1) is connected to the input shaft of the gearbox (2) via a first clutch (9); The gearbox (2) is also provided with an engine input interface for connecting to the gearbox (18) of the external engine (17); The output shaft of the gearbox (2) integrates a second clutch (10). The output shaft is supported on the housing of the gearbox (2) by a thrust bearing (14), and its end is used to connect to the propeller shaft system. The gearbox (2) housing is connected to the hull via the vibration isolation assembly.

2. The marine parallel hybrid power gearbox drive device according to claim 1, characterized in that, The vibration isolation assembly includes multiple thrust rubber vibration isolators (3), which are symmetrically connected to both sides of the gearbox (2).

3. The marine parallel hybrid power gearbox drive device according to claim 1, characterized in that, The end of the output shaft is connected to a hub flange (6) via a shrink sleeve (7) for direct connection to the propeller shaft system.

4. The marine parallel hybrid power gearbox drive device according to claim 1, characterized in that, The first clutch (9) is an electromagnetic multi-plate clutch, and / or the second clutch (10) is a jaw clutch electromagnetic clutch.

5. The marine parallel hybrid power gearbox drive device according to claim 1, characterized in that, The motor (1) is a permanent magnet synchronous motor, which is connected to a frequency converter and can realize stepless speed regulation, forward and reverse rotation control and power generation functions.

6. The marine parallel hybrid power gearbox drive device according to claim 1, characterized in that, The gearbox (2) is equipped with a gear set including gear one (11), gear two (12), gear three (13) and gear four (16), forming a fixed transmission ratio, which is used to reduce the speed and increase the torque of the motor (1).

7. The marine parallel hybrid power gearbox drive device according to claim 1, characterized in that, The engine input interface is connected to the output shaft of the gearbox (18) of the external engine (17) via a detachable coupling (5).

8. The marine parallel hybrid power gearbox drive device according to claim 1, characterized in that, The thrust bearing (14) is a thrust tapered roller bearing assembly.

9. A marine propulsion system, characterized in that, The system integrates a marine parallel hybrid power gearbox drive unit as described in any one of claims 1 to 8, wherein the engine input interface of the drive unit is connected to the gearbox (18) of the diesel engine (17) via a coupling (5).

10. A ship, characterized in that, The vessel is propelled by the ship propulsion system as described in claim 9.

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