Power transmission device for vessel

Abstract

To provide a power transmission device for vessel capable of reducing loss due to co-rotation of a motor.SOLUTION: A power transmission device for vessel for transmitting power of an engine, a first motor, and a second motor to a propeller includes: a deceleration mechanism for engine for amplifying and transmitting torque of a first input axis to which the torque of the engine is inputted; a deceleration mechanism for motor for amplifying the torque of a second input axis to which the torque of the first motor is inputted and amplifying the torque of a third input axis into which the torque of the second motor is input and transmitting the torque to the propeller, a clutch for engine carrying out transmission and blocking of power between the engine and the first input axis, and a clutch for motor carrying out transmission and blocking of power between the first input axis and the second input axis and between the first input axis and the third input axis.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a power transmission device for a boat that transmits power from an engine and a motor to a propeller. [Background technology]

[0002] A power transmission device for a vessel that transmits power from an engine, a first motor, and a second motor to a propeller is known. The prior art disclosed in Patent Document 1 uses a clutch disposed between the engine and the input shaft to prevent the engine from rotating together with the first motor or the second motor when the power of the first motor or the second motor is transmitted to the input shaft. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Special Publication No. 2012-517383 Summary of the Invention [Problem to be solved by the invention]

[0004] In the prior art, when the engine rotates, the first motor and second motor continue to rotate in conjunction with the input shaft even when they are stopped, resulting in losses.

[0005] The present invention has been made to solve this problem, and has as its object to provide a power transmission device for a boat that can reduce losses due to co-rotation of the motor. [Means for solving the problem]

[0006] A first aspect for achieving this object is a power transmission device for a vessel that transmits the power of an engine, a first motor, and a second motor to a propeller, and includes an engine reduction mechanism that amplifies the torque of a first input shaft to which engine torque is input and transmits it to the propeller, a motor reduction mechanism that amplifies the torque of a second input shaft to which first motor torque is input and amplifies the torque of a third input shaft to which second motor torque is input and transmits it to the propeller, an engine clutch that transmits and cuts off power between the engine and the first input shaft, and a motor clutch that transmits and cuts off power between the first input shaft and the second input shaft and between the first input shaft and the third input shaft.

[0007] In the second aspect, in the first aspect, the motor reduction mechanism includes a first path that amplifies the torque of the second input shaft and a second path that amplifies the torque of the third input shaft, the reduction ratio of the first path is different from the reduction ratio of the second path, and the motor clutch switches between transmitting power via the first path and transmitting power via the second path.

[0008] In a third aspect, in the first or second aspect, the marine engine further comprises a propeller clutch that transmits and cuts off power between a propeller shaft to which the propeller is coupled and the first input shaft.

[0009] In a fourth aspect, in any of the first to third aspects, the second input shaft and the third input shaft are arranged coaxially, and a clutch is further provided that transmits and cuts off power between the second input shaft and the third input shaft. [Effects of the Invention]

[0010] According to the present invention, the engine clutch transmits and cuts off power between the engine and a first input shaft to which engine torque is input. The motor clutch transmits and cuts off power between the first input shaft and a second input shaft to which first motor torque is input, and between the first input shaft and a third input shaft to which second motor torque is input. When the engine is stopped, disengaging the engine clutch can prevent the engine from rotating together. When the first and second motors are stopped, disengaging the motor clutch can prevent the first and second motors from rotating together, thereby reducing losses due to the motors rotating together. [Brief explanation of the drawings]

[0011] [Figure 1] 1 is a skeleton diagram of a marine vessel power transmission device according to a first embodiment. [Figure 2] FIG. 6 is a skeleton diagram of a marine power transmission device according to a second embodiment. [Figure 3] FIG. 10 is a skeleton diagram of a marine vessel power transmission device according to a third embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0012] Preferred embodiments of the present invention will now be described with reference to the accompanying drawings. Fig. 1 is a skeleton diagram of a marine vessel power transmission device 10 according to a first embodiment. The marine vessel power transmission device 10 is a device that transmits power from an engine 11, a first motor 12, and a second motor 13 to a propeller 14. A marine vessel equipped with the marine vessel power transmission device 10 generates propulsion by rotating the propeller 14 underwater using power from one or more of the engine 11, the first motor 12, and the second motor 13.

[0013] The engine 11 inputs power to a first input shaft 15. The first motor 12 inputs power to a second input shaft 16, and the second motor 13 inputs power to a third input shaft 17. The first motor 12 and the second motor 13 rotate using electric power supplied from an electric storage device (not shown) mounted on the vessel. The electric storage device is supplied with external electric power and is charged with electric power supplied when the first motor 12 or the second motor 13 is operated as a generator. The first motor 12 and the second motor 13 may have the same or different torque characteristics.

[0014] The output shaft 18 is arranged coaxially with a propeller shaft 19 to which the propeller 14 is coupled. The first input shaft 15, the second input shaft 16, and the output shaft 18 are arranged parallel to one another. The second input shaft 16 and the third input shaft 17 face each other in the axial direction, and the third input shaft 17 is arranged coaxially with the second input shaft 16. The engine clutch 20 transmits and cuts off power between the engine 11 and the first input shaft. An example of the engine clutch 20 is a friction clutch.

[0015] The engine reduction mechanism that amplifies the torque of the first input shaft 15 and transmits it to the propeller 14 is made up of a third mechanism 21. The third mechanism 21 includes a second gear 22 connected to the first input shaft 15 and a second gear 23 connected to the output shaft 18. A propeller clutch 24 transmits and cuts off power between the output shaft 18 and the propeller shaft 19. An example of the propeller clutch 24 is a dog clutch.

[0016] The motor reduction mechanism, which amplifies the torque of the second input shaft 16 and transmits it to the propeller 14, is made up of a first mechanism 25 and a third mechanism 21. The first mechanism 25 includes a third gear 26 connected to the second input shaft 16 and a fourth gear 27 rotatably disposed on the first input shaft 15. The motor clutch 28 transmits and cuts off power between the first input shaft 15 and the fourth gear 27. An example of the motor clutch 28 is a dog clutch.

[0017] The motor reduction mechanism, which amplifies the torque of the third input shaft 17 and transmits it to the propeller 14, is made up of a second mechanism 29 and a third mechanism 21. The second mechanism 29 includes a fifth gear 30 connected to the third input shaft 17 and a sixth gear 31 rotatably disposed on the first input shaft 15. The motor clutch 28 further transmits and cuts off power between the first input shaft 15 and the sixth gear 31. The motor clutch 28 switches between one of a first state in which the fourth gear 27 is connected to the first input shaft 15 and the sixth gear 31 rotates freely on the first input shaft 15, a second state in which the sixth gear 31 is connected to the first input shaft 15 and the fourth gear 27 rotates freely on the first input shaft 15, and a state in which both the fourth gear 27 and the sixth gear 31 rotate freely on the first input shaft 15.

[0018] When the motor clutch 28 operates to couple the fourth gear 27 to the first input shaft 15 and cause the sixth gear 31 to idle on the first input shaft 15, a first state is reached, and the power of the first motor 12 is transmitted to the output shaft 18 via the first mechanism 25 and the third mechanism 21 (first path). When the motor clutch 28 operates to couple the sixth gear 31 to the first input shaft 15 and cause the fourth gear 27 to idle on the first input shaft 15, a second state is reached, and the power of the second motor 13 is transmitted to the output shaft 18 via the second mechanism 29 and the third mechanism 21 (second path). The reduction ratio of the first path is different from that of the second path. In this embodiment, the reduction ratio of the second path is smaller than that of the first path. The second path is a high-speed power transmission path, and the first path is a low-speed power transmission path.

[0019] The clutch 32 transmits and cuts off power between the second input shaft 16 and the third input shaft 17. An example of the clutch 32 is a dog clutch. When the clutch 32 is disengaged, the motor clutch 28 operates to transmit the power of the first motor 12 to the output shaft 18 via the first path, or transmit the power of the second motor 13 to the output shaft 18 via the second path. When the clutch 32 is engaged, the power of the first motor 12 and the second motor 13 is transmitted to the output shaft 18 via the first path, or transmit the power of the first motor 12 and the second motor 13 to the output shaft 18 via the second path.

[0020] When thrust from the propeller 14 is obtained using only the power of the engine 11, the motor clutch 28 is disengaged and the engine clutch 20 and propeller clutch 24 are engaged. The power of the engine 11 is transmitted to the first input shaft 15, and then to the output shaft 18 and propeller shaft 19 via the third mechanism 21. Because the motor clutch 28 prevents the power of the first input shaft 15 from being transmitted to the second input shaft 16 or the third input shaft 17, loss due to co-rotation of the first motor 12 or the second motor 13 can be reduced.

[0021] When the propulsive force of the propeller 14 is obtained using only the power of the engine 11, if the motor clutch 28 is connected to the fourth gear 27, the power of the first input shaft 15 is transmitted to the second input shaft 16 via the first mechanism 25. The first motor 12, which had been stopped, functions as a generator, and the electricity storage device is charged.

[0022] When using only the power of the first motor 12 to generate thrust for the propeller 14, the engine clutch 20 and clutch 32 are disengaged, the motor clutch 28 is connected to the fourth gear 27, and the propeller clutch 24 is engaged. The power of the first motor 12 is transmitted to the output shaft 18 and propeller shaft 19 via the first mechanism 25 and the third mechanism 21. Because the engine clutch 20 prevents the power of the first input shaft 15 from being transmitted to the engine 11, loss due to co-rotation of the engine 11 can be reduced.

[0023] When using only the power of the second motor 13 to generate thrust for the propeller 14, the engine clutch 20 and clutch 32 are disengaged, the motor clutch 28 is connected to the sixth gear 31, and the propeller clutch 24 is engaged. The power of the second motor 13 is transmitted to the output shaft 18 and the propeller shaft 19 via the second mechanism 29 and the third mechanism 21. Because the engine clutch 20 prevents the power of the first input shaft 15 from being transmitted to the engine 11, loss due to co-rotation of the engine 11 can be reduced.

[0024] When obtaining low-speed thrust for the propeller 14 using only the power of the first motor 12 and the second motor 13, the engine clutch 20 is disengaged, the motor clutch 28 is connected to the fourth gear 27, and the propeller clutch 24 and the clutch 32 are engaged. The power of the first motor 12 and the second motor 13 is transmitted to the output shaft 18 and the propeller shaft 19 via the first mechanism 25 and the third mechanism 21. Because the engine clutch 20 prevents the power of the first input shaft 15 from being transmitted to the engine 11, loss due to co-rotation of the engine 11 can be reduced.

[0025] When obtaining high-speed thrust for the propeller 14 using only the power of the first motor 12 and the second motor 13, the engine clutch 20 is disengaged, the motor clutch 28 is connected to the sixth gear 31, and the propeller clutch 24 and the clutch 32 are connected. The power of the first motor 12 and the second motor 13 is transmitted to the output shaft 18 and the propeller shaft 19 via the second mechanism 29 and the third mechanism 21. Because the engine clutch 20 prevents the power of the first input shaft 15 from being transmitted to the engine 11, loss due to co-rotation of the engine 11 can be reduced.

[0026] When thrust for the propeller 14 is obtained using only the power of the engine 11 and the first motor 12, the clutch 32 is disengaged, the motor clutch 28 is connected to the fourth gear 27, and the engine clutch 20 and the propeller clutch 24 are connected. The power of the first motor 12 is transmitted to the first input shaft 15 via the first mechanism 25, and the power of the engine 11 and the first motor 12 is transmitted to the output shaft 18 and the propeller shaft 19 via the third mechanism 21. Because the motor clutch 28 and the clutch 32 prevent the power of the first input shaft 15 and the second input shaft 16 from being transmitted to the second motor 13, loss due to co-rotation of the second motor 13 can be reduced.

[0027] When thrust for the propeller 14 is obtained using only the power of the engine 11 and the second motor 13, the clutch 32 is disengaged, the motor clutch 28 is connected to the sixth gear 31, and the engine clutch 20 and the propeller clutch 24 are connected. The power of the second motor 13 is transmitted to the first input shaft 15 via the second mechanism 29, and the power of the engine 11 and the second motor 13 is transmitted to the output shaft 18 and the propeller shaft 19 via the third mechanism 21. Because the motor clutch 28 and the clutch 32 prevent the power of the first input shaft 15 and the third input shaft 17 from being transmitted to the first motor 12, loss due to co-rotation of the first motor 12 can be reduced.

[0028] When using the power of the engine 11, the first motor 12, and the second motor 13 to obtain low-speed thrust for the propeller 14, the motor clutch 28 is connected to the fourth gear 27, and the engine clutch 20, the propeller clutch 24, and the clutch 32 are connected. The power of the first motor 12 and the second motor 13 is transmitted to the first input shaft 15 via the first mechanism 25, and the power of the engine 11, the first motor 12, and the second motor 13 is transmitted to the output shaft 18 and the propeller shaft 19 via the third mechanism 21.

[0029] When using the power of the engine 11, the first motor 12, and the second motor 13 to obtain high-speed thrust for the propeller 14, the motor clutch 28 is connected to the sixth gear 31, and the engine clutch 20, the propeller clutch 24, and the clutch 32 are connected. The power of the first motor 12 and the second motor 13 is transmitted to the first input shaft 15 via the second mechanism 29, and the power of the engine 11, the first motor 12, and the second motor 13 is transmitted to the output shaft 18 and the propeller shaft 19 via the third mechanism 21.

[0030] When the engine 11 is rotated with the first motor 12 and the second motor 13 stopped, the propeller clutch 24 is disengaged, and the motor clutch 28 is engaged with the fourth gear 27, the power of the first input shaft 15 is transmitted to the second input shaft 16 via the first mechanism 25. The first motor 12 acts as a generator, so the electricity storage device is charged.

[0031] A second embodiment will be described with reference to Figure 2. In the first embodiment, a case has been described in which the second input shaft 16 to which the power of the first motor 12 is input and the third input shaft 17 to which the power of the second motor 13 is input are arranged facing each other. In contrast, in the second embodiment, a case in which the third input shaft 17 is arranged along the second input shaft 16 will be described. In the second embodiment, the same parts as those described in the first embodiment are designated by the same reference numerals, and the following description will be omitted.

[0032] FIG. 2 is a skeleton diagram of a marine vessel power transmission device 40 according to the second embodiment. The first motor 12 inputs power to a second input shaft 41, and the second motor 13 inputs power to a third input shaft 42. The third input shaft 42 is aligned along the second input shaft 41 and is arranged coaxially with the second input shaft 41. The clutch 43 transmits and cuts off power between the second input shaft 41 and the third input shaft 42. An example of the clutch 43 is a dog clutch. The marine vessel power transmission device 40 according to the second embodiment operates in the same manner as the marine vessel power transmission device 10 according to the first embodiment.

[0033] A third embodiment will be described with reference to Figure 3. In the first and second embodiments, the motor reduction mechanism includes a first path and a second path having different reduction ratios. In contrast, in the third embodiment, the motor reduction mechanism has a single reduction ratio. In the third embodiment, the same parts as those described in the first embodiment are designated by the same reference numerals, and the following description will be omitted.

[0034] 3 is a skeleton diagram of a marine vessel power transmission device 50 according to a third embodiment. The marine vessel power transmission device 50 has a driven shaft 51 disposed between a second input shaft 16 to which power from the first motor 12 is input and a third input shaft 17 to which power from the second motor 13 is input. The driven shaft 51 is disposed coaxially with the second input shaft 16 and the third input shaft 17.

[0035] The motor clutch 55 includes a first clutch 56 and a second clutch 57. The first clutch 56 transmits and cuts off power between the second input shaft 16 and the driven shaft 51. The second clutch 57 transmits and cuts off power between the third input shaft 17 and the driven shaft 51. The first clutch 56 and the second clutch 57 are, for example, dog clutches.

[0036] The motor reduction mechanism that amplifies the torque of the driven shaft 51 and transmits it to the propeller 14 is made up of a fourth mechanism 52 and a third mechanism 21. The fourth mechanism 52 includes a seventh gear 53 coupled to the driven shaft 51 and an eighth gear 54 coupled to the first input shaft 15.

[0037] When thrust from the propeller 14 is obtained using only the power of the engine 11, the first clutch 56 and the second clutch 57 are disengaged, and the engine clutch 20 and the propeller clutch 24 are engaged. The power of the engine 11 is transmitted to the first input shaft 15, and then to the output shaft 18 and the propeller shaft 19 via the third mechanism 21. The motor clutch 55 prevents the power of the first input shaft 15 from being transmitted to the second input shaft 16 or the third input shaft 17, thereby reducing losses due to co-rotation of the first motor 12 or the second motor 13.

[0038] When the propulsive force of the propeller 14 is obtained using only the power of the engine 11, if the first clutch 56 is engaged, the power of the first input shaft 15 is transmitted to the second input shaft 16 via the fourth mechanism 52. The first motor 12, which had been stopped, functions as a generator, and the electricity storage device is charged.

[0039] When thrust for the propeller 14 is obtained using only the power of the first motor 12, the engine clutch 20 and the second clutch 57 are disengaged, and the first clutch 56 and the propeller clutch 24 are engaged. The power of the first motor 12 is transmitted to the output shaft 18 and the propeller shaft 19 via the fourth mechanism 52 and the third mechanism 21. Because the engine clutch 20 prevents the power of the first input shaft 15 from being transmitted to the engine 11, loss due to co-rotation of the engine 11 can be reduced.

[0040] When thrust for the propeller 14 is obtained using only the power of the second motor 13, the engine clutch 20 and the first clutch 56 are disengaged, and the second clutch 57 and the propeller clutch 24 are engaged. The power of the second motor 13 is transmitted to the output shaft 18 and the propeller shaft 19 via the fourth mechanism 52 and the third mechanism 21. Because the engine clutch 20 prevents the power of the first input shaft 15 from being transmitted to the engine 11, loss due to co-rotation of the engine 11 can be reduced.

[0041] When thrust for the propeller 14 is obtained using only the power of the first motor 12 and the second motor 13, the engine clutch 20 is disengaged and the first clutch 56, the second clutch 57, and the propeller clutch 24 are engaged. The power of the first motor 12 and the second motor 13 is transmitted to the output shaft 18 and the propeller shaft 19 via the fourth mechanism 52 and the third mechanism 21. Because the engine clutch 20 prevents the power of the first input shaft 15 from being transmitted to the engine 11, loss due to co-rotation of the engine 11 can be reduced.

[0042] When thrust for the propeller 14 is obtained using only the power of the engine 11 and the first motor 12, the second clutch 57 is disengaged and the first clutch 56, the engine clutch 20, and the propeller clutch 24 are engaged. The power of the first motor 12 is transmitted to the first input shaft 15 via the fourth mechanism 52, and the power of the engine 11 and first motor 12 is transmitted to the output shaft 18 and the propeller shaft 19 via the third mechanism 21. Because the second clutch 57 prevents the power of the first input shaft 15 and the second input shaft 16 from being transmitted to the second motor 13, loss due to co-rotation of the second motor 13 can be reduced.

[0043] When thrust for the propeller 14 is obtained using only the power of the engine 11 and the second motor 13, the first clutch 56 is disengaged and the second clutch 57, the engine clutch 20, and the propeller clutch 24 are engaged. The power of the second motor 13 is transmitted to the first input shaft 15 via the fourth mechanism 52, and the power of the engine 11 and the second motor 13 is transmitted to the output shaft 18 and the propeller shaft 19 via the third mechanism 21. Because the first clutch 56 prevents the power of the first input shaft 15 and the third input shaft 17 from being transmitted to the first motor 12, loss due to co-rotation of the first motor 12 can be reduced.

[0044] When using the power of the engine 11, the first motor 12, and the second motor 13 to obtain low-speed thrust for the propeller 14, the first clutch 56, the second clutch 57, the engine clutch 20, and the propeller clutch 24 are engaged. The power of the first motor 12 and the second motor 13 is transmitted to the first input shaft 15 via the fourth mechanism 52, and the power of the engine 11, the first motor 12, and the second motor 13 is transmitted to the output shaft 18 and the propeller shaft 19 via the third mechanism 21.

[0045] When the engine 11 is rotated with the first motor 12 and the second motor 13 stopped, the propeller clutch 24 and the second clutch 57 are disengaged, and the first clutch 56 is engaged, the power of the first input shaft 15 is transmitted to the second input shaft 16 via the fourth mechanism 52. The first motor 12 acts as a generator, so the electricity storage device is charged.

[0046] The present invention has been described above based on an embodiment, but the present invention is not limited to this embodiment in any way, and it can be easily inferred that various improvements and modifications are possible within the scope of the present invention without departing from the spirit of the present invention.

[0047] The gear trains of the first mechanism 25, the second mechanism 29, the third mechanism 21, and the fourth mechanism 52 described in the embodiment are merely examples and are not limited to these. It is of course possible to provide a gear on an intermediate shaft by disposing an intermediate shaft between the first input shaft 15 and the second input shaft 16, between the first input shaft 15 and the third input shaft 17, or between the first input shaft 15 and the output shaft 18, and to make the gear a part of the gear train of the first mechanism 25, the second mechanism 29, the third mechanism 21, and the fourth mechanism 52. In addition, the relationship between the reduction ratio of the first path and the reduction ratio of the second path is merely an example and is not limited to these. [Explanation of symbols]

[0048] 10, 40, 50 Power transmission devices for ships 11 Engine 12 First motor 13 Second motor 14 propellers 15 First input shaft 16,41 Second input shaft 17,42 Third input shaft 19 Propeller shaft 20 Engine clutch 21 Third mechanism (part of the first path and second path, engine reduction mechanism) 24 Propeller clutch 25 First mechanism (part of the first pathway) 28,55 Motor clutch 29 Second mechanism (part of the second pathway) 32,43 Clutch 52 Fourth mechanism (part of motor reduction mechanism)

Claims

1. A power transmission device for a boat that transmits power from an engine, a first motor, and a second motor to a propeller, an engine reduction gear mechanism that amplifies torque of a first input shaft to which torque of the engine is input and transmits the amplified torque to the propeller; a motor reduction gear mechanism that amplifies the torque of a second input shaft to which the torque of the first motor is input, and that amplifies the torque of a third input shaft to which the torque of the second motor is input, and transmits the amplified torque to the propeller; an engine clutch that transmits and cuts off power between the engine and the first input shaft; a motor clutch that transmits and cuts off power between the first input shaft and the second input shaft, and between the first input shaft and the third input shaft.

2. the motor reduction mechanism includes a first path that amplifies the torque of the second input shaft and a second path that amplifies the torque of the third input shaft, and a reduction ratio of the first path is different from a reduction ratio of the second path; 2. The marine power transmission device according to claim 1, wherein the motor clutch switches between power transmission through the first path and power transmission through the second path.

3. 3. The marine power transmission device according to claim 1, further comprising a propeller clutch that transmits and cuts off power between a propeller shaft to which the propeller is coupled and the first input shaft.

4. the second input shaft and the third input shaft are coaxially arranged, 3. The marine power transmission device according to claim 1, further comprising a clutch that transmits and cuts off power between the second input shaft and the third input shaft.

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