U.S. patent application number 12/321619 was filed with the patent office on 2009-08-20 for hybrid module for watercraft.
Invention is credited to Franz Peter Jegel.
Application Number | 20090209146 12/321619 |
Document ID | / |
Family ID | 39327758 |
Filed Date | 2009-08-20 |
United States Patent
Application |
20090209146 |
Kind Code |
A1 |
Jegel; Franz Peter |
August 20, 2009 |
Hybrid module for watercraft
Abstract
The invention relates to a hybrid module for installation
between an internal combustion engine (6) and the transmission (4)
of a watercraft, the flywheel being located in a conventional way
in the housing of the internal combustion engine (6). It is
characterized in that the hybrid module (7) is external to the
housing of the internal combustion engine (6) and comprises a
housing (8), a generator/motor (11) within the housing, and
suitable shifting elements (10) for optionally coupling the
transmission (4) with the internal combustion engine (6) and/or the
generator/motor (11).
Inventors: |
Jegel; Franz Peter; (Steyr,
AT) |
Correspondence
Address: |
TIAJOLOFF & KELLY
CHRYSLER BUILDING, 37TH FLOOR, 405 LEXINGTON AVENUE
NEW YORK
NY
10174
US
|
Family ID: |
39327758 |
Appl. No.: |
12/321619 |
Filed: |
January 23, 2009 |
Current U.S.
Class: |
440/3 ;
903/904 |
Current CPC
Class: |
Y02T 70/5236 20130101;
B63H 21/14 20130101; B63H 21/17 20130101; B63H 23/12 20130101; B63H
21/20 20130101; B63H 23/18 20130101 |
Class at
Publication: |
440/3 ;
903/904 |
International
Class: |
B63H 21/20 20060101
B63H021/20 |
Foreign Application Data
Date |
Code |
Application Number |
Jan 24, 2008 |
EP |
08001320.4 |
Claims
1. A hybrid module for installation between an internal combustion
engine and a transmission of a watercraft, a flywheel being located
in a conventional way in a housing of the internal combustion
engine, the hybrid module comprising: a housing, a generator/motor
within the housing, and suitable shifting elements for selectively
coupling the transmission to the internal combustion engine and/or
the generator/motor, wherein said hybrid module is external to the
housing of the internal combustion engine.
2. A hybrid module according to claim 1, said hybrid module is
configured so as to be installed in the watercraft as a separate
part in the form of a sandwich.
3. A hybrid module according to claim 1, wherein the housing is
configured as an extension of a transom panel or of a transom
housing of the transmission.
4. A hybrid module according to claim 1, wherein electrically
changing a sense of rotation of the generator/motor in an electric
motor mode of propulsion produces backward motion of the
watercraft.
5. A hybrid module according to claim 1, wherein the shifting
element is a freewheel.
6. A hybrid module according to claim 1, wherein the shifting
element is a positive locking coupling with one, two or three
positive locking clutches.
7. A hybrid module according to claim 1, wherein the shifting
element is a frictional coupling having one, two or three friction
clutches.
8. A hybrid module according to claim 1, wherein the
generator/motor is annular and disposed concentric with a main
shaft and the shifting element.
9. A hybrid module according to claim 1, wherein the
generator/motor is compact and disposed parallel to a main shaft,
and drives the shaft using a spur gear set, a chain drive, or a
belt drive.
10. A hybrid module according to claim 1, wherein the
generator/motor is compact and disposed at an angle to the main
shaft, and drives the shaft using conical gears, crown gears, or a
worm gear.
11. An application of a hybrid module according to claim 1, wherein
the hybrid module is used as a sandwich part with suitably
configured housing mounting flanges for diverse internal combustion
engines and diverse drive systems.
12. A hybrid according to claim 6, wherein the positive locking
clutch or clutches of the positive locking coupling are dog
clutches or synchronizing means.
13. A hybrid according to claim 7, wherein the friction clutch or
clutches of the frictional coupling are wet multiple disk clutches
or dry clutches.
Description
[0001] The present invention relates to a hybrid module for
watercraft, which optionally permits operating the watercraft by
internal combustion engine or by electric motor, or which by a
compound arrangement of both engine types permits boosting or
generating electricity, in particular for battery charging. The
invention especially relates to an add-on module for existing
internal combustion engine drive systems for watercraft to convert
them to hybrid propulsion systems, or to a module which can be
integrated in new propulsion systems.
[0002] In recent years there has been increased demand for
emission-free propulsion systems for watercraft which are operated
in ecologically sensitive areas. This trend now extends to harbour
regions and protected areas and becomes increasingly relevant for
commercially or privately operated watercraft, such as water taxis,
supply ships or yachts.
[0003] Hybrid propulsion systems, which permit propelling a vehicle
optionally either by an internal combustion engine or by an
electric motor, are already state of the art. U.S. Pat. No.
5,214,358 for instance describes a generator connected to the
flywheel of an internal combustion engine and provided with control
circuitry for charging batteries, which in turn power a separate
electric motor. This solution is not a generator/ motor for a
direct electrical drive, however, but requires two separate
electrical units for electrically propelling the vehicle. This
design thus is complicated and leads to significant additional
weight. Besides, it is not suitable for refitting existing boat
propulsion systems.
[0004] DE 296 04 437 describes a similar hybrid propulsion system,
comprising a diesel engine, an electric motor and a generator,
whose aim is increased fuel economy. Again, this system is not a
generator/motor directly mechanically connected to the
transmission, nor is it suitable for driving a watercraft whose
internal combustion engine has been deactivated. Moreover it cannot
be used for subsequently refitting existing boat propulsion
systems.
[0005] WO 2007/075148 describes a generator/motor, which is
integrated in the flywheel housing of an internal combustion engine
and serves to generate DC or AC current and acts as an alternative
drive unit. This device is not suitable, however, for refitting
existing boat propulsion systems. Moreover it will not be possible
to operate the watercraft completely decoupled from the
generator/motor, resulting in reduced efficiency of the internal
combustion engine.
[0006] It is an object of the present invention to provide a module
of a simple type, which will permit optional propulsion by internal
combustion engine or by electric motor or by a combination of both
systems, without substantial increase in the total weight of the
whole propulsion unit. In a preferred embodiment the internal
combustion engine should be able to drive the generator/motor in
order to charge the batteries without propelling the craft, if so
desired.
[0007] This object is achieved by a hybrid module for installation
between an internal combustion engine and the transmission of a
watercraft. The flywheel is located in a conventional way in the
housing of the internal combustion engine, and the hybrid module
(7) is external to the housing of the internal combustion engine
(6), and comprises a housing (8), a generator/motor (11) within the
housing, and suitable shifting elements (10) for optionally
coupling the transmission (4) to the internal combustion engine (6)
and/or the generator/motor (11). Other advantageous variations or
improvements of the hybrid module will be apparent from this
disclosure.
[0008] The invention will now be described in more detail with
reference to the enclosed drawings. There is shown in
[0009] FIG. 1 a section through the stern of a watercraft with an
internal combustion engine and a propulsion unit comprising
transmission, propellers, and a hybrid module positioned between
transmission and internal combustion engine;
[0010] FIG. 2 a section as in FIG. 1 with a first alternative
shifting arrangement in the hybrid module;
[0011] FIG. 3 a section as in FIG. 1 with a second alternative
shifting arrangement in the hybrid module;
[0012] FIG. 4 a section as in FIG. 1 with a third alternative
shifting arrangement in the hybrid module;
[0013] FIG. 5 a section as in FIG. 1 with a fourth alternative
shifting arrangement in the hybrid module;
[0014] FIG. 6 a section as in FIG. 1 with a fifth alternative
shifting arrangement in the hybrid module;
[0015] FIG. 7 a section as in FIG. 1 with a sixth alternative
shifting arrangement in the hybrid module;
[0016] FIG. 8 a section as in FIG. 1 with a schematical
presentation of the generator/motor in radial design surrounding
the centric gearshift elements and the main axis in the hybrid
module;
[0017] FIG. 9 a section as in FIG. 8 with a schematical
presentation of the generator/motor in compact design in a position
parallel to the main axis in the hybrid module;
[0018] FIG. 10 a section as in FIG. 8 with a schematical
presentation of the generator/motor in compact design in angular
position, for instance at a right angle to the main axis in the
hybrid module as shown;
[0019] FIGS. 11 to 13 the hybrid module as an add-on module with
different mounting flanges;
[0020] FIGS. 14 to 19 various embodiments in which the housing of
the hybrid module is configured as an extension of the transmission
housing.
[0021] FIG. 1 schematically shows part of stern panel 1 and bottom
2 of a watercraft. The propulsion unit 3 comprises the transmission
4, which includes first transmission parts and transom panel 4a and
the transmission 4b proper, as well as propellers 5. The internal
combustion engine 6 is located within the watercraft. Between the
internal combustion engine 6 and transmission part 4a the hybrid
module 7 is positioned, which consists of the housing 8 and the
generator/motor 11, here of the annular type and disposed
concentrically around the main shaft 9 and the shifting elements
10. The shifting elements are configured as a freewheel.
[0022] This embodiment permits propulsion by the internal
combustion engine 6 as well as purely electric propulsion by the
generator/motor 11, which in this case acts solely as an electric
motor. If the internal combustion engine 6 is used as driving unit
the generator/motor 11 acts as generator, powering the onboard
electrical installations and charging the battery pack, which
supplies energy for the electric motor when the internal combustion
engine 6 is deactivated. In order to start the internal combustion
engine a separate starter unit is required, however. Mechanical
decoupling of the generator is not possible; it may only be
electrically decoupled. By appropriate gearshifting in the
transmission 4 the drive may operate in forward, reverse or neutral
mode.
[0023] In the alternative embodiment of the hybrid module shown in
FIG. 2 the shifting elements 10 are positive locking clutches, for
instance dog clutches, synchronizing devices, etc. As opposed to
the variant of FIG. 1 the internal combustion engine can be started
in this case when the clutch is engaged. This embodiment permits
propulsion by the internal combustion engine 6 as well as purely
electrical propulsion by the generator/motor 11, acting solely as
electric motor. If the internal combustion engine 6 is used as
drive the generator/motor 11 acts as generator. Mechanical
decoupling of the generator is not possible. The drive may again
operate in forward, reverse or neutral mode.
[0024] In yet another alternative variant of the hybrid module
shown in FIG. 3 the shifting elements 10 consist of two positively
locking clutches. In contrast to the variant of FIG. 2 it is
possible in this variant to mechanically decouple the drive via the
internal combustion engine from the generator/motor, resulting in
better efficiency as compared to the variant of FIG. 2. This
variant permits a purely electrical drive, and propulsion solely by
the internal combustion engine, and propulsion by the internal
combustion engine while the coupled generator/motor charges the
batteries, and starting of the internal combustion engine by the
electric motor. The drive may again operate in forward, reverse or
neutral mode.
[0025] An analogous embodiment with three positively locking
clutches as shifting elements is shown in FIG. 4. As compared with
the variant of FIG. 3 this embodiment has the additional advantage
that starting the internal combustion engine by the electric motor
or solely charging the batteries from the generator is possible,
even in the case of a Z-drive train or with a transmission having
no neutral gear position. A further essential advantage of this
variant is the possibility of starting the internal combustion
engine by the electric motor or of charging the batteries from the
generator, even if the Z-drive train is in the lifted position.
[0026] FIG. 5 shows an alternative embodiment of the hybrid module
of FIG. 2, with the shifting elements 10 here being realized by a
friction clutch, for instance a wet multiple disk clutch or a dry
clutch. This embodiment permits the same operational modes as that
of FIG. 2.
[0027] FIG. 6 shows an alternative embodiment of the hybrid module
of FIG. 3, with the shifting elements 10 here being realized by two
friction clutches. This embodiment permits the same operational
modes as that of FIG. 3.
[0028] FIG. 7 shows an alternative embodiment of the hybrid module
of FIG. 4, with the shifting elements 10 here being realized by
three friction clutches. This embodiment permits the same
operational modes as that of FIG. 4.
[0029] FIG. 8 again shows schematically the design of a hybrid
module 7 with annular generator/motor 11, disposed concentrically
with the main shaft 9 and the shifting elements 10. Any of the
variants of the shifting elements 10 shown in FIGS. 1 to 7 can be
employed.
[0030] In FIG. 9 there is schematically shown a variant of the
hybrid module 7 as an alternative to that of FIG. 8, with the
generator/motor here configured as a compact unit, which is not
concentric with the main shaft 9 but parallel to it, and is coupled
to the main shaft by a spur gear set 12, a chain or belt drive or
the like.
[0031] A further alternative embodiment is presented in FIG. 10.
Here the compact generator/motor 11 is positioned at an angle
relative to the main shaft 9, for instance at a right angle as
shown, and is coupled to the main shaft via conic gears, crown
gears, a worm gear or the like.
[0032] FIGS. 11 to 13 show three examples of the use of the hybrid
module 7 as a subsequently added module with suitably configured
mounting flanges. In FIG. 11 one recognizes a commercially
available inboard transmission for shaft drive systems and surface
drives with two SAE-7 standard mounting flanges 14, also known as
Borg-Warner flanges.
[0033] FIG. 12 shows a VOLVO-Penta IPS-drive with corresponding
mounting flanges 15 for IPS-drives. FIG. 13 shows a further
exemplary internal combustion engine 6 with saildrive 16 and
corresponding mounting flanges 17. It should be obvious that the
hybrid module 7 as an add-on sandwich part can also be used with
other drives, such as MerCruiser stern drives, VOLVO-Penta stern
drives, IP-drives, CummingsMerCruiser ZEUS-pod-drives and other
variants of drive systems not shown here.
[0034] The housing 8 of the hybrid module 7 may also be designed as
an extension of the transmission housing. Examples of this version
are shown in FIGS. 14 to 19.
[0035] FIG. 14 shows a new transom panel 18 with integrated hybrid
module 7 and a suitable MerCruiser mounting flange 19. FIG. 15
shows the VOLVO-Penta Z-drive train with matching VOLVO-Penta
mounting flange 20 and a new VOLVO-Penta transom panel 21 with
integrated hybrid module 7. In FIG. 16 an IP-drive made by GHM with
a SAE-7 BW-standard flange 22 and a modified transom housing 23 is
shown.
[0036] FIG. 17 shows an inboard transmission for shaft drive
systems and surface drives with a SAE-7 BW-standard flange 22 and
an inboard transmission 24 with integrated hybrid module. In FIG.
18 the integration of the hybrid module 7 in a typical IPS-drive 25
can be recognized. FIG. 19 shows the internal combustion engine 6
of FIG. 13 with a matching mounting flange 17 and a saildrive 16
with a hybrid module integrated in its housing 26.
[0037] The great design simplicity of the hybrid module proposed by
the invention is of particular advantage. It permits propulsion of
a watercraft either by a conventional internal combustion engine or
an electric motor, which is designed as a generator/motor and
therefore can also be employed for charging the batteries needed
for its operation, in addition to enabling propulsion by a
combination of both systems.
[0038] It is of particular advantage that in electric motor
operation electrically reversing the direction of rotation of the
generator/motor will provide backward motion, thus eliminating the
need for a reverse gear in the transmission. This will simplify the
transmission and reduce its weight.
[0039] The present invention permits the use of watercraft with
internal combustion engines in ecologically sensitive areas and
achieves a significant reduction of emission and noise. As a
further advantage the total weight of the drive assembly will not
be substantially increased. The hybrid module is ideally suited for
retrofitting with existing systems, though its housing may also be
integrated to advantage into the transmission housing of newly
built crafts.
* * * * *