Split Gearbox

Abstract

The system includes an enclosure housing a gear, the gear comprising at least two first sections, the at least two first sections directly coupled to each other and configured to be circumferentially arranged around the shaft of a vessel, and includes one or more friction-reducing elements comprising at least two second sections coupled to the enclosure, the at least two second sections directly coupled to each other and configured to form an inner surface through which the shaft passes, the inner surface includes a drive source configured to contact the shaft when in operation and to be coupled to the gear, the drive source providing rotation to the gear and transmitting it to the shaft in a first operating mode.

Description

Technical Field

[0001] (Cross-Reference to Related Applications) This application is a non-provisional application claiming priority to U.S. Provisional Patent Application No. 63 / 535,514, entitled "Split Gearbox", filed on August 30, 2023, the contents of which are incorporated herein by reference. Background Art

[0002] This section is intended to introduce the reader to various aspects of technology that may be related to various aspects of the present disclosure described and / or claimed below. This description is believed to help provide the reader with background information to facilitate a better understanding of the various aspects of the present disclosure. Accordingly, it should be understood that these statements are to be interpreted in this light, not as an admission of prior art.

[0003] Advances and technologies developed in the automotive industry have increased the number of hybrid gas-electric vehicles in use. Hybrid vehicles enable reduction in fuel consumption and associated exhaust emissions. In contrast, aircraft propulsion systems generally continue to utilize conventional gas turbine engines.

[0004] Hybrid technology is beginning to gain increasing acceptance in the marine industry as a method for reducing fuel consumption and exhaust emissions associated with performing marine industry missions for vessels. Summary of the Invention Problem to be Solved by the Invention

[0005] The suitability of a vessel for hybrid technology depends primarily on its load cycle and operational profile. For example, applications typically suited to hybrid propulsion are those where the vessel design is based on a wide range of power needs, but where a significant portion of the time is expected to be spent at low power. Vessels that may be suited to such profiles include patrol vessels, tugboats, workboats, offshore supply vessels (OSVs), platform supply vessels (PSVs), pilotage vessels, research vessels, fishing vessels, buoy tenders, icebreakers, and naval vessels. [Means for solving the problem]

[0006] When considering the construction of new ships, the application of hybrid technology can be easily integrated into the ship design, potentially offsetting additional capital investments through anticipated future savings (e.g., fuel costs). The vast majority of ships operating in the next 30 years have already been built, and with the exception of a very small number of initial deployment vessels, these existing ships are equipped with conventional propulsion systems. [Brief explanation of the drawing]

[0007] These and other features, aspects and advantages of this disclosure will be better understood by reading the following detailed description with reference to the accompanying drawings, where similar reference numerals represent similar parts throughout the drawings.

[0008] [Figure 1] This is a cross-sectional side view of the drive system according to the embodiment. [Figure 2] This is a flowchart illustrating the installation method of the drive system shown in Figure 1 according to the embodiment. [Modes for carrying out the invention]

[0009] One or more specific embodiments of this disclosure are described below. For the sake of brevity in describing these embodiments, not all features of the actual embodiments may be described herein. It should be understood that, as with any engineering or design project, the development of an actual embodiment requires numerous embodiment-specific decisions to achieve the developer's specific goals, such as adapting to system-related and business-related constraints, and these decisions may vary from embodiment to embodiment. Furthermore, while such development efforts can be complex and time-consuming, it should be understood that, nevertheless, they are routine design, fabrication, and manufacturing tasks for those skilled in the art who benefit from this disclosure.

[0010] When introducing elements of the various embodiments of this disclosure, the articles “a,” “an,” “the,” and “said” are intended to indicate that there is one or more elements. The terms “comprising,” “including,” and “having” are intended to be comprehensive and mean that there may be additional elements other than those listed. No example of operating parameters and / or environmental conditions is intended to exclude other parameters / conditions of the disclosed embodiments.

[0011] There is a significant opportunity to hybridize existing vessels that have operational profiles supporting hybrid designs. However, there are very few successful examples of converting existing vessels to hybrid propulsion systems worldwide. This is partly due to the challenges associated with vessel conversion. Furthermore, modifying the propulsion shaft system to incorporate electric motors into conventional mechanical propulsion systems is currently a highly labor-intensive and costly undertaking. The revenue loss and costs associated with the conversion typically eliminate the business case for hybrid conversion. Conventional electric motor designs do not allow for the attachment of electromechanical components to the propulsion system without interrupting the shaft system.

[0012] The systems disclosed herein allow the drive system to be installed on existing propulsion shaft lines without interrupting or modifying existing shafts. This can reduce installation time and / or costs in retrofitting hybrid power systems to existing vessels. For example, the elements of the drive system may be modular and / or scalable to facilitate installation on a wide variety of vessel types.

[0013] The drive systems described herein utilize a split gear assembly (or split gear collar assembly) to enable the installation of one or more drive sources (e.g., motors or generators) on an existing ship shaft (e.g., a drive shaft or propeller shaft) without removing the shaft. In some embodiments, a gear train can be employed between one or more drive sources and the shaft, and the gear train can include various mechanical gear types (sprockets, helical, planetary, etc.) and ratios. Other forms of transmission mechanisms, such as belt or chain drives, can be implemented in combination with various embodiments.

[0014] Furthermore, in some embodiments, the gear train may include a lubrication component, including an oil injection or oil bath. In addition, one or more drive sources may be mounted in any number and orientation. Similarly, embodiments may provide and implement various methods for isolating noise, vibration, and / or discomfort between connections of the system (e.g., motor mount to hull, bearing to motor mount, motor to motor mount, etc.).

[0015] The use of split gear assemblies may make the hybridization of existing vessels commercially viable and help realize environmental benefits. In fact, by incorporating the drive systems described herein, the efficiency and / or output of a vessel can be increased (e.g., depending on the operation of the drive system). For example, the drive system can operate in an electric mode in which the drive system rotates the shaft without the assistance of an engine (e.g., a combustion engine), in a hybrid mode in which the drive system rotates the shaft in conjunction with the vessel engine (e.g., when the engine is operating at a lower power level), or in an augmentation mode in which the vessel engine is operating at normal power and the drive system provides additional rotation to the shaft to increase the overall rotational speed of the shaft compared to when the vessel engine is operating alone. Furthermore, as will be further described below, the drive system can also be operated to generate power from the rotation of the shaft in a charging mode to replenish the charge of the power supply coupled to the drive system. The use of the drive systems described herein has the potential to significantly reduce the environmental impact associated with marine operations worldwide.

[0016] With the above in mind, Figure 1 shows a cross-sectional view of a drive system 10 that can be coupled to a shaft 12 (e.g., a propeller shaft or drive shaft) of a vessel, such as an offshore vessel. As will be described in more detail later, the drive system 10 makes it possible to overcome typical obstacles faced when retrofitting an electric drive system to an existing vessel (e.g., an offshore vessel). In some embodiments, the drive system 10 includes a split gearbox 14 that functions as an enclosure for one or more gears, and a drive source 16 that can act as a motor generator, such as an electric motor. Although one drive source 16 is shown, one or more drive sources 16 can be used as described above. As shown in the figure, the split gearbox 14 can be a separable enclosure. For example, the split gearbox 14 may have an upper portion 18 and a lower portion 20, which can be fixed or joined to each other via one or more connectors or fasteners such as bolts and nuts, pins, screws, nails, anchors, rivets, etc. to form the split gearbox 14. As shown in the figure, the split gearbox 14 is divided along a plane 22 that bisects the centerline of the shaft 12. However, division of the split gearbox 14 at positions other than along the plane 22 is conceivable, and / or it is equally possible to divide the split gearbox 14 into two or more sections.

[0017] As shown in the figure, the split gearbox 14 consists of two gears, gear 24 and gear 26. However, additional gears (for example, as part of a gear train) can be used. Similarly, gear 26 can be omitted. Gears 24 and 26 can correspond to their respective axles and bearings and can be housed in their respective structural gearboxes or through the split gearbox 14. Since the split gearbox 14 is designed to be installed around the existing shaft 12 without removing the shaft 12, some components of the split gearbox 14 can be separated to allow installation around the existing shaft 12.

[0018] For example, as described above, the split gearbox 14 may include sections, such as an upper section 18 and a lower section 20. Furthermore, the gear 24 may be a split gear (i.e., the gear 24 is composed of two or more sections joined together via connectors or fasteners such as bolts and nuts, pins, screws, nails, anchors, rivets, etc., forming the gear 24). As shown in the figure, the gear 24 is divided along a plane 28. However, division of the gear 24 at different locations other than along the plane 28 is conceivable, and / or the gear 24 may also be divided into two or more sections.

[0019] In some embodiments, gear 24 interacts with motor gear 30 (e.g., via a direct coupling between them) so that the rotation of motor gear 30 causes the rotation of gear 24 (or vice versa). In other embodiments, gear 24 interacts with gear 26 (e.g., the external teeth of gear 26 interact with the external teeth of gear 24, or a second smaller gear coupled to gear 26 around a central shaft of gear 26 is coupled to the external teeth of gear 24), and gear 26 interacts with motor gear 30 (e.g., via a direct coupling between them) so that the rotation of motor gear 30 causes the rotation of gear 26, and the rotation of gear 26 causes the rotation of gear 24 (or vice versa).

[0020] Furthermore, a drive source 16 is illustrated. As previously mentioned, the drive source 16 can be a motor, for example, an electric motor, and can operate as a motor generator. The drive source 16 can be operated to provide torque to a motor gear 30, which in turn provides contact transmission of torque to a gear 24 (for example, directly or via a gear 26, as shown in Figure 1). The gear 24 can be directly coupled around the shaft 12 (for example, in the circumferential direction of the shaft 12) or coupled around a collar 32 (for example, a shaft clamp) that is directly coupled around the shaft 12 (for example, in the circumferential direction of the shaft 12). In this way, the rotation of the gear 24 provides rotation to the shaft 12. In some embodiments, one or more techniques for blocking noise, vibration, and / or discomfort can be implemented. For example, vibration dampers, dampers, flexible mount connectors, vibration control, etc., can be used in combination with the drive system 10. In one embodiment, a damper can be placed between the coupler and the gear 24 to isolate vibrations between the shaft 12 (and associated drive system, which may include, for example, an internal combustion engine and a propeller) and the split gearbox 14 and drive source 16. By using one or more dampers in this manner, misalignment between the shaft 12 and the drive system 10 can also be tolerated.

[0021] The collar 32 may include two or more sections connected to each other. In this way, the collar 32 is a segmented collar 32 (i.e., the collar 32 is composed of two or more sections connected to each other via connectors or fasteners such as bolts and nuts, pins, screws, nails, anchors, rivets, etc., forming the collar 32). The collar 32 can further be connected to the gear 24, for example, as a single element (e.g., sections of the gear 24 and sections of the collar 32 are fused together, otherwise irremovably connected) or as separate elements (e.g., sections of the collar 32 are connected to each other via connectors or fasteners such as bolts and nuts, pins, screws, nails, anchors, rivets, etc., connecting sections of the collar 32 to sections of the gear 24). When in operation, the collar 32 (if present) can be directly fixed around the shaft 12, for example, so that the collar 32 completely encloses the shaft 12 in a circumferential direction, thereby transmitting the rotation of the collar 32 directly to the shaft 12 (or, if the gear 24 connected to the collar 32 is not being rotated by the drive source 16, the shaft 12 rotates the collar 32). Furthermore, the collar 32 can be installed around the existing shaft 12 without removing the shaft 12 from the ship by connecting the sections of the collar 32 to each other around the shaft 12.

[0022] The gear 24 can be installed around the existing shaft 12 without removing the shaft 12 from the vessel. For example, the gear 24 can be connected around the collar 32 after the collar 32 is installed by connecting the sections of the gear 24 to each other and to the collar 32, thereby configuring the gear 24 directly on the vessel's existing shaft 12. Alternatively, if the collar 32 is not used, the gear 24 can be directly connected to the shaft 12 by connecting the sections of the gear 24 around the shaft 12 and to each other directly. Finally, if the sections of the collar 32 and the sections of the gear 24 are fused or otherwise permanently attached, these fused sections can be connected to each other around the shaft 12 (and to the shaft 12).

[0023] Accordingly, in operation, the motor gear 30 is physically connected to the drive source 16 and receives torque from the drive source 16, and this torque is transmitted to the gear 24 either through direct contact between the motor gear 30 and the gear 24, or through indirect contact between the motor gear 30 and the gear 24 via the gear 26. The driving of the gear 24 acts to transmit torque to the marine shaft 12 (directly, or via a collar 32 disposed between the gear 24 and the shaft 12), transmits torque to the shaft 12, and enables the shaft 12 to rotate (either alone in electric mode, or in conjunction with the marine engine in hybrid mode or boost mode to provide additional power to the vessel). Furthermore, as will be explained in more detail below, the drive system 10 can be installed to interact with the existing shaft 12 without disassembling or obstructing the marine shaft 12. In this way, the drive system 10 is a split drive system.

[0024] In some embodiments, when an indirect connection between the drive source 16 and the shaft 12 is employed, the indirect connection may comprise a gear train between the drive source 16 and the shaft 12, and may include various mechanical gear types (sprockets, helical, planetary gears, etc.) and gear ratios. Other forms of transmission such as belt drives and chain drives can be implemented to connect the drive source 16 to the shaft 12. Furthermore, lubrication techniques and devices for direct or indirect connection can be included; for example, oil splash lubrication (e.g., oil bath lubrication) can be employed, whereby one or more of the gear 24, the motor gear 30, or other gears in the gear train (e.g., gear 26) rotate through a reservoir filled with oil (or other lubricant), and as they rotate, the lubricant is applied to the rotating gear 24, motor gear 30, and / or gears of the gear train (e.g., gear 26). In another embodiment, oil mist or spray (or other lubricant) can be atomized and sprayed onto the gear 24, motor gear 30, and / or gears of the gear train (e.g., gear 26). Alternatively, other lubrication techniques may be employed.

[0025] Furthermore, as shown in Figure 1, the drive system 10 may include one or more friction-reducing elements 34 (e.g., bearings). One or more friction-reducing elements 34 may be positioned on the split gearbox 14 and the collar 32 (or the shaft 12 if the collar 32 is absent), or otherwise connected to them. One or more friction-reducing elements 34 may be positioned on the opposite side of the gear 24 and may interact with the opposite side of the split gearbox 14 to provide an interface between the shaft 12 and the split gearbox 14. As illustrated, one or more friction-reducing elements 34 include an inner surface through which the shaft 12 can pass. The inner surface allows rotation of the shaft 12 relative to the split gearbox 14.

[0026] Furthermore, the one or more friction reducing elements 34 can be installed around the existing shaft 12 without removing the shaft 12 from the vessel. For example, the one or more friction reducing elements 34 may include two or more sections connected to each other. In this way, the one or more friction reducing elements 34 are divided (that is, the one or more friction reducing elements 34 consist of two or more sections connected to each other via connectors or fasteners such as bolts and nuts, pins, screws, nails, anchors, rivets, etc., to form the one or more friction reducing elements 34). The one or more friction reducing elements 34 may further be coupled to the collar 32, for example, as a single element (for example, the section of the one or more friction reducing elements 34 and the section of the collar 32 are fused or otherwise non-removably connected), or as separate elements (for example, connected to each other via connectors or fasteners such as bolts and nuts, pins, screws, nails, anchors, rivets, etc., to connect the section of the collar 32 to the section of the one or more friction reducing elements 34). In operation, the one or more friction reducing elements 34 can be directly fixed around the shaft 12, for example, such that the one or more friction reducing elements 34 completely circumferentially surround the shaft 12. Therefore, the one or more friction reducing elements 34 can be installed around the existing shaft 12 without removing the shaft 12 from the vessel by connecting the sections of the one or more friction reducing elements 34 to each other around the collar 32 (or the shaft 12 if the collar 32 is not present).

[0027] One or more friction-reducing elements 34 can be connected around the collar 32 after the collar 32 is installed by connecting sections of the one or more friction-reducing elements 34 to each other and to the collar 32. Alternatively, if the collar 32 is not used, one or more friction-reducing elements 34 can be directly connected to the shaft 12 by connecting sections of the one or more friction-reducing elements 34 directly to each other and around the shaft 12. Finally, if sections of the collar 32 and sections of the one or more friction-reducing elements 34 are fused together or otherwise permanently attached, these fused sections can be connected to each other around the shaft 12 (and can be connected to the shaft 12).

[0028] Furthermore, mounts 36 and 38 are illustrated. Mounts 36 and 38 can be legs or other supports that can be fixed to the split gearbox 14 and, for example, the hull 40 (or deck or other area) of a ship. Mounts 36 and 38 can act to support the weight of the drive system 10. In some embodiments, mounts 36 and 38 can be tables or frames that support the drive system 10 and allow the gear 24 to rotate above the hull 40. In some embodiments, one or more techniques can be implemented to isolate noise, vibration, and / or discomfort between connections (e.g., mount 36 and hull 40, mount 38 and hull 40, etc.). For example, vibration isolators (e.g., elastic supports), dampers, flexible mount connectors, vibration control, etc., can be used with the drive system 10. Similarly, mounts 36 and / or mount 38 can be adjusted to allow positional adjustment of the drive system 10 relative to the shaft 12.

[0029] Additional elements can be provided for the split gearbox 14. For example, as described above, the split gearbox 14 can function as a reservoir for lubricating fluid (e.g., oil) and may include auxiliary devices such as pumps, lines, and oil quarters. The split gearbox 14 may include a motor gear 30 and an intermediate gear (e.g., gear 26). Similarly, a flange for mounting the drive source 16 can be provided. Furthermore, in addition to or separately from mounts 36 and 38, mounting points can be provided for attaching the split gearbox 14 to a support structure (e.g., hull 40).

[0030] As described above, the drive source 16 can be an electric motor or it can be operated as a generator. The drive source 16 can be connected to a power source, for example, one or more batteries (e.g., lithium-ion batteries or other rechargeable batteries), one or more fuel cells, and / or similar or additional power sources. Furthermore, a control device may be included to control the amount of energy transmitted between the drive source 16 and the power source. For example, the control device may operate the drive source 16 as a motor to provide rotation to the shaft 12 via the gear 24, or via gears 24 and 26, for example, enabling electric propulsion of the ship when the ship's engine is stopped, or hybrid propulsion of the ship when the drive system 10 operates in parallel with the ship's engine, or otherwise in conjunction with it. Similarly, the drive source 16 can operate as a generator (for example, receiving torque from the shaft 12 via gear 24, or via gears 24 and 26, generating electricity and transmitting it to the power source to charge the power source). In other embodiments, the power source can be charged or replaced independently of the operation of the drive system 10. Similarly, the control device can be operated, for example, to electrically disconnect the drive source 16 from the power supply, thereby allowing the ship's engine to power the shaft 12 independently (i.e., the shaft 12 rotates without assistance from the drive system 10, and the power supply connected to the drive system 10 is not charged).

[0031] The control unit may be part of a larger computing system or centralized control system. Alternatively, the control unit may be part of a power controller in a standalone unit that operates to control the functions of the drive system and / or its associated elements (e.g., power supply). In some embodiments, the controller is communicably connected to a main control system, such as a control system in a command room or bridge, enabling centralized control of one or more parts of a ship. The controller and / or any associated computing system or control system operates in conjunction with a software system implemented as computer executable instructions stored in a (tangible) non-temporary machine-readable medium such as memory, hard disk drives, or other short-term and / or long-term storage devices. In particular, the techniques described below with respect to the control of aspects of the power source and / or other components of the drive system 10 are achieved, for example, using code or instructions stored in a non-temporary machine-readable medium and are performed, for example, by the controller, and by an additional separate controller that controls aspects of the operation of the drive system 10, including the operation of the drive source 16 or other aspects of the operation of the drive system 10.

[0032] The controller is a general-purpose or dedicated processing unit, for example, one or more application-specific integrated circuits (ASICs), one or more processors, or another processing unit that interacts with one or more tangible, non-temporary, machine-readable media (e.g., machine-readable media) that collectively store instructions executable by the controller to perform the methods and operations described herein. Examples of such machine-readable media include RAM, ROM, EPROM, EEPROM, CD-ROM or other optical disk storage devices, magnetic disk storage devices or other magnetic storage devices, or any other media that can be used to carry or store desired program code in the form of machine-executable instructions or data structures and that are accessible by the controller. In some embodiments, the instructions executable by the controller are instead generated via a separate processing unit of the computing system and transmitted to the controller, and used, for example, to generate control signals or input signals to perform control of the power source and / or drive source 16.

[0033] Any computing system that controls a controller, or a control system including a controller, includes one or more input structures (e.g., one or more keypads, mice, touchpads, touchscreens, one or more switches, buttons, etc.) to enable a user to interact with the computing system, for example, to launch, control, or operate a graphical user interface (GUI) or application running on the computing system, and / or to launch, control, or operate components used for, for example, drive operation. Alternatively, the control system of the computing system operating the controller may instead automatically control the operation of the controller based on either user input or measured input to the drive system 10 corresponding to a predetermined operation.

[0034] Figure 2 shows a method 42 for installing the drive system 10 on a vessel. Note that method 42 is performed in connection with the installation of a power source and any associated controllers and / or control systems. Furthermore, one or more steps of method 42 may be performed in an order different from the order described below.

[0035] In step 44, mounts 36 and / or mounts 38 are installed. Step 44 includes installing one or more mounting brackets to the hull 40 (or deck or other area) of the vessel. Step 44 is performed on the vessel without removing or disconnecting the shaft 12. In step 46, the gear 24 is coupled to the shaft 12. As previously stated, this process includes direct coupling of the gear 24 to the shaft 12, or coupling of the collar 32 to the shaft 12 and the gear 24 to the collar 32. Furthermore, since the gear 24 and the collar 32 each include sections, step 46 is performed on the vessel's existing shaft 12 without removing or disconnecting the shaft 12.

[0036] In step 48, the enclosure is installed. Step 48 includes connecting one or more friction reduction elements 34 to the shaft 12. As previously stated, this process includes direct connection of one or more friction reduction elements 34 to the shaft 12, or connection of one or more friction reduction elements 34 to the shaft 12 via the collar 32. Step 48 also includes connecting one or more friction reduction elements 34 to the split gearbox 14, i.e., connection to the upper portion 18 and the lower portion 20 of the split gearbox 14. Step 48 also includes connecting the upper portion 18 and the lower portion 20 to each other to form the enclosure as the split gearbox 14. Since one or more friction reduction elements 34 and the split gearbox 14 each include sections, step 48 is performed on the existing shaft 12 of the vessel without removing or disconnecting the shaft 12.

[0037] Step 50 is similarly performed by connecting the drive source 16 to the split gearbox 14 and / or mount. The position of the drive source 16 is adjusted to ensure engagement between the motor gear 30 and gear 24 (or gear 26, if used). Then, during operation, the rotation of the drive source 16 rotates the shaft 12, and vice versa. Furthermore, step 50 is performed without removing or disconnecting the shaft 12.

[0038] This specification discloses the above description using examples, enabling those skilled in the art to implement the disclosure, including the creation and use of any apparatus or system, and the execution of any incorporated method. The patentable scope of this disclosure is defined by the claims and includes other embodiments that are conceivable to those skilled in the art. If any other embodiment includes components that are identical to those described in the claims, or substantially equivalent components that are identical to those described in the claims, such other embodiments shall be within the scope of the claims. Thus, the embodiments disclosed above may take various modifications and alternative forms, although certain embodiments are illustrated as examples in the drawings and described in detail herein. However, it should be understood that the embodiments are not intended to be limited to any particular form disclosed. Rather, the disclosed embodiments cover all modifications, equivalents, and alternative forms that fall within the spirit and scope of the embodiments defined by the following appendix claims.

[0039] While only certain features are illustrated and described herein, those skilled in the art will be able to conceive of numerous variations and modifications. Therefore, it should be understood that the appended claims are intended to encompass all such modifications and modifications that are consistent with the true spirit of this disclosure.

[0040] The technologies presented and claimed herein refer to and apply to specific objects and specific embodiments of a practical nature that clearly improve the current art, and are therefore not abstract, intangible, or purely theoretical. Furthermore, if any of the claims appended to this specification include one or more elements designated as “means for performing (a function)...” or “steps for performing (a function)...”, these elements shall be construed under 35 U.S. Patent Act § 112(f). However, in claims that include elements designated in any other way, these elements shall not be construed under 35 U.S. Patent Act § 112(f).

Claims

1. An enclosure for housing gear, wherein the gear comprises at least two first sections, the at least two first sections being directly connected to each other and configured to be arranged circumferentially around the shaft of a ship, A friction-reducing element comprising at least two second sections, one or more of which are connected to the enclosure, wherein at least two of the second sections are configured to be directly connected to each other so as to form an inner surface through which a shaft passes, and the inner surface is in contact with the shaft during operation, A drive source configured to be connected to the gear, wherein the drive source provides rotation to the gear in order to transmit it to the shaft in a first operating mode, A system equipped with these features.

2. The system according to claim 1, comprising a first divided color section connected to a second divided color section in order to form at least a portion of the color.

3. The system according to claim 2, wherein the collar is configured to be directly connected to the shaft.

4. The system according to claim 3, wherein the first divided collar section is configured to be directly connected to the first gear sections of at least two of the first sections, and the second divided collar section is configured to be directly connected to the second gear sections of at least two of the first sections.

5. The system according to claim 1, wherein the drive source comprises a motor gear configured to interact with the gear in order to provide rotation to the gear.

6. The system according to claim 5, wherein the enclosure houses a second gear configured to be in direct contact with the motor gear and to transmit rotation from the motor gear to the gear.

7. The system according to claim 1, wherein one of the one or more first friction-reducing elements is located on the first side of the enclosure, and one of the one or more first friction-reducing elements is located on the second side of the enclosure opposite to the first side.

8. The system according to claim 7, wherein the enclosure comprises at least two third sections.

9. The system according to claim 8, wherein the first friction reduction element section of the friction reduction element is connected to the first enclosure section of at least two of the third section, and the second friction reduction element section of the friction reduction element is connected to the second enclosure section of at least two of the third section.

10. The system according to claim 9, further comprising a fastener configured to directly connect the first friction reduction element section of the first friction reduction element to the second friction reduction element section of the first friction reduction element.

11. The first gear segment and A second gear segment, wherein the first gear segment and the second gear segment are configured to be directly connected circumferentially around the shaft, and when directly connected, the first gear segment and the second gear segment form at least a portion of a gear arranged circumferentially around the shaft. The first housing segment and A second housing segment, wherein the first housing segment and the second housing segment are configured to be directly connected to enclose at least a portion of the gear and the shaft, A device equipped with the following features.

12. The apparatus according to claim 11, wherein the first housing segment and the second housing segment comprise an enclosure surrounding the gear.

13. The apparatus according to claim 12, wherein the enclosure comprises a fluid-sealed enclosure configured to contain at least one lubricant.

14. The apparatus according to claim 12, further comprising a mount configured to connect the enclosure to a ship.

15. The apparatus according to claim 11, further comprising a second gear connected to the gear as at least a part of the gear train.

16. The apparatus according to claim 15, wherein the first housing segment and the second housing segment further surround the second gear.

17. The first gear segment is arranged around the shaft, The second gear segment is arranged around the shaft, To form at least a portion of the gears arranged circumferentially around the shaft, the first gear segment and the second gear segment are directly connected circumferentially around the shaft, The first housing segment is arranged around the shaft, The second housing segment is arranged around the shaft, To form a circumferentially arranged housing around the gear and at least a portion of the shaft, the first housing segment and the second housing segment are directly coupled circumferentially around the shaft. Methods that include...

18. The first gear segment is directly coupled to the shaft, The second gear segment is directly coupled to the shaft. The method according to claim 17, including the method described in claim 17.

19. The first color section is arranged around the shaft, The second color section is arranged around the shaft. The method according to claim 17, including the method described in claim 17.

20. The first gear segment is directly coupled to the first color section, The first gear segment is directly coupled to the first color section. The method according to claim 19, including the method described in claim 19.

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