KR102415813B1 - Hybrid Electric Propulsion System For Ships - Google Patents

Abstract

The present invention relates to a hybrid electric propulsion system for ships, and more specifically to the hybrid electric propulsion system for ships, comprising: a power supply unit that provides electrical energy to the inside of a ship; an engine unit connected to the power supply unit and generating a driving force; and a propulsion unit connected to the engine unit and providing propulsion to the ship, wherein the engine unit generates a driving force using electrical energy supplied through the power supply unit, and the propulsion unit can propel the ship with the driving force generated in the engine unit. The engine unit generates the driving force using the electric energy supplied through the power supply unit, and the propulsion unit can propel the ship with the driving force generated by the engine unit.

Description

Hybrid Electric Propulsion System For Ships

The present invention relates to a hybrid electric propulsion system for a ship, and more particularly, to a hybrid electric propulsion system for a ship that can be propelled using electricity from a battery.

Recently, with the strengthening of ship air pollutant emission regulations, the enforcement of strong environmental regulations is in full swing centering on developed countries such as the US, Europe and Japan.

Reflecting this trend, the commercialization of technologies using various electric motors, especially in developed countries, is rapidly progressing to be applied to small and medium-sized ships, and a study on the development of high-efficiency, large-capacity motors and energy storage devices for expanded application to large ships It is also being actively pursued.

However, it can be said that the hybrid technology for ships is still in its infancy.

For example, Patent Document 1 discloses a technology related to a “high-efficiency hybrid propulsion system”, and the invention is propelled by the power of an electric motor in a voyage section where environmental regulations on exhaust gas are strict, and internal combustion in an area where there are no environmental regulations To provide a high-efficiency hybrid propulsion system that can be selected as a propulsion power such as propulsion with the power of an engine engine, can be installed efficiently because it has a particularly simple structure, and can be easily retrofitted when applied to an existing ship having an internal combustion engine.

The high-efficiency hybrid propulsion system according to the invention has an advantage in that a propulsion power can be selected, but there is a problem in that it cannot be shifted according to the sailing speed of the ship and the battery cannot be charged.

Korean Patent Publication No. 10-2017-0116719

Accordingly, the present invention has been devised to solve the problems of the prior art as described above, wherein the engine unit generates a driving force using electric energy supplied through the power supply unit, and the propulsion unit uses the driving force generated from the engine unit to generate the driving force. A hybrid electric propulsion system for ships that can propel a ship is its purpose.

In addition, an object of the present invention is to provide a hybrid electric propulsion system for ships in which the electric energy required to generate propulsion force in the propulsion unit can be minimized by controlling the operation of any one of the first clutch unit and the second clutch unit.

In addition, the present invention is a hybrid electric vehicle for a ship in which the engine control unit controls the operation of any one of the first clutch unit and the second clutch unit when the electric energy of the battery is insufficient so that the motor generator can be driven by the rotational power of the engine. The propulsion system is for that purpose.

The problems to be solved by the present invention are not limited to the problems mentioned above, and other problems to be solved by the present invention not mentioned here are to those of ordinary skill in the art to which the present invention belongs from the description below. can be clearly understood.

In order to achieve the above object, the hybrid electric propulsion system for a ship according to the present invention is a power supply unit that provides electric energy to the inside of a ship, is connected to the power supply unit, and is connected to the engine unit and the engine unit for generating driving force. , a propulsion unit for imparting propulsion to the vessel, wherein the engine unit generates a driving force using electric energy supplied through the power supply unit, and the propulsion unit propels the vessel with the driving force generated by the engine unit. It is characterized by being able to

In addition, the present invention further includes a navigation information unit that provides the sailing speed of the ship, and the engine unit includes an electric function for generating rotational power with the electric energy and a power generation function for converting the rotational power into electrical output using the rotational power. a motor generator, a transmission provided on one side of the motor generator to change the rotational speed of the motor generator, and an engine control unit for controlling the transmission based on the operating speed and the state of the battery, the engine comprising: The control unit controls the operation of the transmission based on the navigation speed of the ship received from the navigation information unit, and sets the rotation speed of the motor generator in a low-speed mode suitable for low-speed navigation of the ship and a high-speed mode suitable for high-speed navigation of the ship. It is characterized in that it can be shifted to any one of them.

In addition, it is connected to one side of the propulsion unit of the present invention, further comprising an engine unit for generating rotational power, and the power supply unit is connected to a battery and the battery provided to store electric energy, to the motor generator and a charge controller capable of charging the battery using the electric energy generated by .

In addition, the engine unit of the present invention, an engine for generating rotational power by burning fuel, is provided on one side of the engine, based on the state of the engine clutch and the battery connecting the rotational power of the engine and the propulsion unit , and an engine control unit for controlling the engine clutch. When a problem occurs in the battery, the engine control unit blocks power transmission between the transmission and the propulsion unit, the engine control unit controls the operation of the engine clutch, It is characterized in that it can be promoted.

In addition. The motor generator of the present invention is characterized in that it is formed in a permanent magnet type to facilitate control of rotational speed and torque.

As described above, according to the present invention, the hybrid electric propulsion system for ships is configured to be able to shift according to the sailing speed of the ship from the generator, so that it can be operated while efficiently using the electricity of the battery.

In addition, the hybrid electric propulsion system for ships of the present invention has an effect that the ship can continue to operate even if any one of the plurality of gears is damaged due to the structure in which a plurality of gears are provided inside the transmission.

In addition, the hybrid electric propulsion system for a ship of the present invention can charge the battery of the electric control unit with the driving unit connected to the engine, so that the vessel can continue to operate even when the battery is discharged.

The effects of the present invention are not limited to the effects mentioned above, and other effects not mentioned will be clearly understood by those skilled in the art from the detailed description and description of the claims.

1 is an overall configuration diagram of a hybrid electric propulsion system for ships according to a first embodiment of the present invention.
2 is a detailed configuration diagram of a hybrid electric propulsion system for ships according to a first embodiment of the present invention.
3 is a perspective view showing the engine unit and the propulsion unit of the hybrid electric propulsion system for ships according to the first embodiment of the present invention.
4 is a plan view showing the engine unit and the propulsion unit of the hybrid electric propulsion system for ships according to the first embodiment of the present invention;
5 is a side view showing the engine unit and the propulsion unit of the hybrid electric propulsion system for ships according to the first embodiment of the present invention.
6 is an inside perspective view showing the inside of the transmission of the hybrid electric propulsion system for ships according to the first embodiment of the present invention.
7 is an inside perspective front view showing the inside of the transmission of the hybrid electric propulsion system for ships according to the first embodiment of the present invention.
8 is an enlarged front view of the internal appearance of the transmission in FIG.
9 is an enlarged front view of the first and second clutch units corresponding to 'A' in FIG. 6 .
10 is a detailed configuration diagram of a hybrid electric propulsion system for ships according to a second embodiment of the present invention.

Terms used in this specification will be briefly described, and the present invention will be described in detail.

The terms used in the present invention have been selected as currently widely used general terms as possible while considering the functions in the present invention, but these may vary depending on the intention or precedent of a person skilled in the art, the emergence of new technology, and the like. Therefore, the term used in the present invention should be defined based on the meaning of the term and the overall content of the present invention, rather than the name of a simple term.

When a part “includes” a component throughout the specification, this means that other components may be further included, rather than excluding other components, unless otherwise stated.

Hereinafter, with reference to the accompanying drawings, the embodiments of the present invention will be described in detail so that those of ordinary skill in the art can easily implement them. However, the present invention may be embodied in several different forms and is not limited to the embodiments described herein.

Specific details including the problem to be solved for the present invention, the means for solving the problem, and the effect of the invention are included in the embodiments and drawings to be described below. Advantages and features of the present invention, and a method for achieving them will become apparent with reference to the embodiments described below in detail in conjunction with the accompanying drawings.

1 is an overall configuration diagram of a hybrid electric propulsion system for a ship according to a first embodiment of the present invention, FIG. 2 is a detailed configuration diagram of a hybrid electric propulsion system for a ship according to a first embodiment of the present invention, and FIG. 3 is a first embodiment of the present invention A perspective view showing the engine unit and the propulsion unit of the hybrid electric propulsion system for a ship according to an example, FIG. 4 is a plan view showing the engine unit and the propulsion unit of the hybrid electric propulsion system for a vessel according to the first embodiment of the present invention, and FIG. 5 is the first embodiment of the present invention A side view showing the engine unit and the propulsion unit of the hybrid electric propulsion system for ships according to an example, FIG. 6 is an inside perspective perspective view showing the inside of the transmission of the hybrid electric propulsion system for ships according to the first embodiment of the present invention, and FIG. 7 is the first embodiment of the present invention An inside perspective front view showing the inside of the transmission of the hybrid electric propulsion system for a ship according to an example, FIG. 8 is an enlarged front view of the inside of the transmission in FIG. 6, and FIG. 9 is the first clutch unit corresponding to 'A' in FIG. and an enlarged front view of the second clutch unit, FIG. 10 is a detailed configuration diagram of a hybrid electric propulsion system for ships according to a second embodiment of the present invention.

Hereinafter, a hybrid electric propulsion system for a ship according to a first embodiment of the present invention will be described in detail with reference to the accompanying drawings.

1 to 7 , the hybrid electric propulsion system for a ship according to the present invention is a power supply unit 10 that provides electric energy to the inside of a vessel, and an engine unit that is connected to the power supply unit 10 and generates a driving force (20) and a propulsion unit (30) connected to the engine unit (20) to impart propulsive force to the vessel.

First, the power supply unit 10 is provided. The power supply unit 10 is configured to supply electric energy to the inside of the ship. Therefore, the power supply unit 10 may be preferably provided in a portion corresponding to the inner aft of the ship. More specifically, the power supply unit 10 includes a battery 11 and a motor controller 12 .

The battery 11 is provided to store electrical energy. More specifically, the battery 11 may supply electrical energy to enable the engine unit 20 to operate. In addition, the battery 11 is provided as a rechargeable type that recovers the voltage by introducing the already-released electric energy from the outside again. Of course, a plurality of the batteries 11 may be provided according to the required electric energy capacity. And, the battery 11 may be formed in any shape as long as it can supply electric power to the inside of the ship.

The motor controller 12 is connected to the battery 11 and is provided to control the motor generator 21 to be described later. More specifically, the motor controller 12 is connected to the battery 11 on one side. The motor controller 12 receives electrical energy from the battery 11 and delivers it to a motor generator 21 to be described later. In addition, the motor controller 12 may control the overall operation of the motor generator 21 to be described later.

Next, the engine part 20 is provided. The engine unit 20 is connected to the power supply unit 10 to generate a driving force. In other words, the engine unit 20 generates a driving force required to operate the propulsion unit 30 . More specifically, the engine unit 20 includes a motor generator 21 , a transmission 22 , an engine control unit 23 , an engine unit support 24 , and a fixing bracket 25 .

The motor generator 21 is a device including a motor function for generating rotational power using the electric energy of the battery 11 and a power generation function for converting the rotational power into electrical output. In other words, the motor generator 21 may serve as an electric motor and a generator. And, the motor generator 21 is formed in a permanent magnet type. Accordingly, of course, the motor generator 21 may include a stator in which a coil is wound, a rotor having a permanent magnet, a housing, a cover, a shaft, and the like. Accordingly, since the motor generator 21 has a characteristic linearly proportional to the armature current and the torque, it can be easy to control the rotational speed and the torque. In addition, the motor generator 21 is formed of an aluminum alloy material to improve corrosion resistance.

The transmission 22 is provided on one side of the motor generator 21 and is configured as a device capable of changing the rotational speed of the motor generator 21 .

More specifically, referring to FIG. 8 , the transmission 22 includes a low-speed gear unit 221 and a high-speed gear unit 222 that are provided symmetrically with respect to an inner center of the transmission 22 .

The low speed gear unit 221 may change the rotation speed of the motor generator 21 to the first rotation speed A. In this case, the first rotational speed is preferably a speed suitable for low-speed sailing of the ship. In addition, the low-speed sailing may be, for example, 1 to 10 knots. More specifically, the low speed gear unit 221 includes a motor shaft 2211 , a first spur gear 2212 , a first bevel gear 2213 , a first gear shaft 2214 , and a first shaft support 2215 . include

The motor shaft 2211 may protrude from one side of the motor generator 21 , and may provide rotational power of the motor generator 21 to the transmission 22 . And, the motor shaft 2211 is formed in the same shape as a circular pipe.

The first spur gear 2212 is provided on one side of the motor shaft 2211 . In addition, the first spur gear 2212 is provided as a cylindrical gear in which the tooth line of the gear is a straight line parallel to the axis.

The first bevel gear 2213 is provided at an end of the motor shaft 2211 . In addition, the first bevel gear 2213 is a cross shaft gear, which is provided in a conical shape to meet each other at right angles to transmit motion between the two shafts.

The first gear shaft 2214 is provided to be perpendicular to the motor shaft 2211 . In addition, the first gear shaft 2214 is provided to protrude from the inside of the transmission 22 to the outside. Accordingly, the first bevel gear 2213 is of course also provided on one side of the first gear shaft 2214 provided to be perpendicular to the motor shaft 2211 .

The first shaft support 2215 is provided inside the transmission 22 corresponding to between the motor shaft 2211 and a shift shaft 2221 to be described later. In addition, the first shaft support 2215 is provided to be parallel to the motor shaft 2211 . The first shaft support 2215 may support the first gear shaft 2214 .

The high-speed gear unit 222 may change the rotational speed of the motor generator 21 to a second rotational speed (B). In this case, the second rotational speed (B) is preferably a speed suitable for the high-speed sailing of the ship. In addition, the high-speed sailing may be, for example, 11 to 30 knots. More specifically, the high-speed gear unit 222 includes a shift shaft 2221, a second spur gear 2222, a second bevel gear 2223, a second gear shaft 2224, and a second shaft support 2225. include

The shift shaft 2221 is provided inside the transmission 22 and is rotatably provided. In addition, the shift shaft 2221 is provided to be parallel to the motor shaft 2211 . Of course, the shift shaft 2221 is provided in the same shape as a circular pipe in the same manner as the motor shaft 2211 .

The second spur gear 2222 is provided on one side of the shift shaft 2221 to be engaged with the first spur gear 2212 . Of course, the second spur gear 2222 is provided as a cylindrical gear in which the tooth line of the gear is a straight line parallel to the axis, like the first spur gear 2212 . In addition, the second spur gear 2222 is formed to have the same size as the number of teeth and radius of the first spur gear 2212 . Accordingly, the first spur gear 2221 and the second spur gear 2222 may have different rotational speeds.

The second bevel gear 2223 is provided at an end of the shift shaft 2221 . Also, the second bevel gear 2223 is provided as a cross shaft gear in the same manner as the first bevel gear 2213 . In addition, the second bevel gear 2223 is formed to have the same size as the number of teeth and the radius of the first bevel gear 2213 . Accordingly, the first bevel gear 2213 and the second bevel gear 2223 may have different rotational speeds.

The second gear shaft 2224 is provided to be perpendicular to the shift shaft 2221 . Accordingly, the second bevel gear 2223 is of course also provided on one side of the second gear shaft 2224 provided to be perpendicular to the shift shaft 2221 . In addition, the second gear shaft 2224 is provided symmetrically with the first gear shaft 2214 . In addition, the second gear shaft 2224 is provided to protrude from the inside of the transmission 22 to the outside.

The second shaft support 2225 is provided inside the transmission 22 corresponding to between the motor shaft 2211 and the shift shaft 2221 . At this time, the second shaft support 2225 is spaced apart from the first shaft support 2215 . In other words, although the first shaft support 2215 and the second shaft support 2225 are spaced apart from each other, they can be positioned between the motor shaft 2211 and the shift shaft 222 . In addition, the second shaft support 2225 is provided to be parallel to the speed change shaft 2221 . The second shaft support 2225 may support the second gear shaft 2224 .

In summary, the low-speed gear unit 221 receives rotational power through the motor shaft 2211, and sets the rotational speed of the motor shaft 2211 by the first bevel gear 2213 to the first rotational speed ( A), and the high-speed gear unit 222 is provided with rotational power of the motor shaft 2211 while the first spur gear 2212 and the second spur gear 2222 are engaged with each other, The rotation speed of the motor shaft 2211 can be changed to the second rotation speed B by the two bevel gear 2223 .

In other words, the transmission 22 receives rotational power through the motor shaft 2211 and sets the rotational speed of the motor shaft 2211 by the low-speed gear unit 221 and the high-speed gear unit 222 to the first The rotational speed A and the second rotational speed B are respectively shifted.

In addition, the transmission 22 further includes a first clutch portion 223 provided on one side of the transmission 22 and a second clutch portion 224 provided on the other side of the transmission 22 .

The first clutch unit 223 provides rotational power of the low speed gear unit 221 to the propulsion unit 30 . The second clutch unit 224 provides rotational power of the high-speed gear unit 222 to the propulsion unit 30 . In addition, the first clutch unit 223 and the second clutch unit 224 are symmetrical with respect to the center of the transmission 22 and have the same configuration. In addition, the first clutch unit 223 and the second clutch unit 224 are configured as clutches whose ON/OFF state can be controlled by an engine control unit 23 to be described later.

More specifically, referring to FIG. 9 , the first clutch unit 223 and the second clutch unit 224 include an outer ring portion 2231 , a leaf spring 2232 , a mover 2233 , an inner ring portion 2234 , and an electromagnet. 2235 and a timing belt 2236 .

The first gear shaft 2214 and the second gear shaft 2224 protruding from the transmission 22 are connected while sequentially passing through the inner ring portion 2234 and the outer ring portion 2231 . The leaf spring 2232 and the mover 2233 are provided on one side of the outer ring part 2231 . The leaf spring 2232 and the mover 2233 are connected to each other. The electromagnet 2235 is provided on one side of the inner ring part 2234 .

The first clutch part 223 and the second clutch part 224 have the same configuration as described above. In the OFF state, only the inner ring part 2234 rotates, and in the ON state, power is supplied to the electromagnet 2235 and the The mover 2233 is pulled. Accordingly, the mover 2233 and the inner ring portion 2234 rotate together to the outer ring portion 2231 while being engaged with each other.

In addition, the timing belt 2236 is provided on the outer ring portion 2231 . That is, when the outer ring 2231 rotates in the ON state, the timing belt 2236 also rotates. In other words, the first clutch unit 223 and the second clutch unit 224 connect the power in the ON state, and release the power in the OFF state.

In addition, the engine part 20 further includes an engine part support 24 and a fixing bracket 25 . The engine support 24 may protrude from the lower end of the transmission 22 and support the shaft 31 while passing it through. The bronchial support 26 is provided in plurality. In addition, the endotracheal support 24 is formed in a rectangular shape as a whole, the edge may be formed to be curved.

The fixing bracket 25 may protrude from the lower end of the transmission 22 to fix the transmission 22 to the bottom surface of the ship. The fixing bracket 25 is formed in the shape of an 'B' as a whole. A plurality of assembly holes 251 are formed on one side of the fixing bracket 25 so as to be assembled with the bottom surface of the ship.

Next, the propulsion unit 30 is provided. The propulsion unit 30 is connected to the engine unit 20 and is configured to impart propulsion force to the vessel. More specifically, the propulsion unit 30 includes a shaft 31 and a propeller 32 .

The shaft 31 is provided at a position adjacent to the transmission 22 . The shaft 31 is formed in the same shape as a circular pipe for providing rotational power to the first and second clutch units 223 and 224 .

The propeller 32 is provided at one end of the shaft 31 , and converts the rotational power of the shaft 31 into thrust to propel the vessel. The propeller 32 is provided in a form in which twisted blades are radially fixed to the rotation shaft. Of course, the angle and number of blades of the propeller 32 may be variously provided according to the operating speed of the vessel.

In summary, the engine unit 20 of the present invention generates a driving force using electric energy supplied through the power supply unit 10 , and the propulsion unit 30 is a driving force generated by the engine unit 20 . It is a hybrid electric propulsion system for ships that can propel the ship.

In addition, the hybrid electric propulsion system for a ship according to the present invention further includes a navigation information unit 40 that provides the navigation speed of the ship. In addition, the engine unit 20 further includes an engine control unit 23 that controls the transmission 22 based on the operating speed and the state of the battery 11 .

The operation information unit 40 is provided on one side of the vessel. The operation information unit 40 may provide the current position and overall condition of the vessel as well as the operating speed of the vessel as vessel operation equipment.

The engine control unit 23 is provided on one side of the engine unit 20 , and is connected to the operation information unit 40 and the battery 11 . The engine control unit 23 receives the navigation speed of the vessel from the operation information unit 40 and the capacity of electric energy from the battery 11 . The engine control unit 23 controls the first clutch unit 223 and the second clutch unit 224 based on the navigation speed of the ship received from the operation information unit 40 .

More specifically, the engine control unit 23 may change the rotation speed of the motor generator 21 into any one of a low-speed mode suitable for low-speed sailing of the ship and a high-speed mode suitable for high-speed navigation of the ship.

In this case, the low-speed mode means a state in which the rotational speed of the motor generator 21 is shifted to the first rotational speed A suitable for the low-speed sailing of the ship. More specifically, in the low-speed mode, the engine control unit 23 controls the second clutch unit 224 to be in an OFF state and the first clutch unit 223 to be in an ON state, thereby turning the first clutch unit 223 into an ON state. ) in a state in which only the timing belt 2236 is driven.

In addition, the high-speed mode means a state in which the speed is shifted to the second rotation speed B suitable for low-speed sailing of the ship. More specifically, in the high-speed mode, the second clutch unit 23 ) in a state in which only the timing belt 2236 is driven.

For example, assuming that the rotation speed of the motor generator 21 is 2,000 rpm, the rotation speed of the motor generator 21 can be changed to 500 rpm in the low speed mode, and the motor generator 21 in the high speed mode The rotation speed can be changed to 1,000 rpm.

Accordingly, the engine control unit 23 has the effect of increasing the efficiency of electric energy required to generate the propulsion force in the propulsion unit 30 .

Hereinafter, a hybrid electric propulsion system for a ship according to a second embodiment of the present invention will be described in detail with reference to the accompanying drawings.

This embodiment is different from the first embodiment in that the configuration of the engine unit 50 and the configuration of the power supply unit 10-1 are added, and the engine unit 50 and the power supply unit 10-1 are The rest of the configuration except for the configuration is the same as the first embodiment, so the description of the first embodiment is referred to.

Referring to FIG. 10 , the hybrid electric propulsion system for ships according to the second embodiment includes an engine unit 50 that is connected to one side of the propulsion unit 30 and generates rotational power, and the power supply unit 10- 1) is connected to the battery 11 and includes a charging controller 13 capable of charging the battery 11 using electric energy generated by the motor generator 21 .

The engine unit 50 is connected to the shaft 31 on one side, and is configured as a device for burning fuel to generate mechanical power. More specifically, the engine unit 50 includes an engine 51 , an engine clutch 52 , and an engine control unit 53 .

The engine 51 may generate rotational power by burning fuel. In this case, the fuel may be, for example, diesel. More specifically, the engine 51 is provided as a reciprocating internal combustion engine operating according to compression and combustion of diesel as fuel.

The engine clutch 52 is provided on one side of the engine 51 , and provides rotational power of the engine 51 to the propulsion unit 30 . More specifically, the engine clutch 52 is connected to a shaft (not shown) protruding from the engine 51 and provides rotational power of the engine 51 to the shaft 31 , ) can be rotated.

The engine control unit 53 is provided on one side of the engine 51 and is connected to the battery 11 . The engine control unit 53 receives a signal from the battery 11 and controls the engine clutch 52 .

As an example, when a problem occurs in the battery 11 , the engine control unit 23 cuts off the operations of the first clutch unit 223 and the second clutch unit 224 , and the engine control unit Reference numeral 53 controls the operation of the engine clutch 52 so that the ship can be propelled only by the rotational power of the engine 51 .

The charge controller 13 is provided on one side of the power supply unit 10 - 1 and is connected to the battery 11 . The charging controller 13 may charge the battery 11 using electric energy generated by the power generation function of the motor generator 21 .

As an example, when the electric energy of the battery 11 is insufficient, the motor generator 21 may be driven by the rotational power of the engine 51 .

As another example, when the electric energy of the battery 11 is insufficient, the engine control unit 53 controls the operation of any one of the first clutch unit 223 and the second clutch unit 224, The rotation speed of the engine 51 may be shifted to any one of a low speed mode and a high speed mode. Accordingly, the speed at which the battery 11 is charged by the engine control unit 53 may be increased.

As such, those skilled in the art to which the present invention pertains will understand that the above-described technical configuration of the present invention may be implemented in other specific forms without changing the technical spirit or essential characteristics of the present invention.

Therefore, the embodiments described above are to be understood as illustrative and not restrictive in all respects, and the scope of the present invention is indicated by the following claims rather than the above detailed description, and the meaning and scope of the claims and their All changes or modifications derived from the concept of equivalents should be construed as being included in the scope of the present invention.

A: 1st rotation speed
B: 2nd rotation speed
10: power supply
10-1: power supply unit
11: battery
12: motor controller
13: charge controller
20: engine department
21: motor generator
22: gearbox
221: low speed gear part
2211: motor shaft
2212: first spur gear
2213: first bevel gear
2214: first gear shaft
2215: first shaft support
222: high-speed gear unit
2221: shift shaft
2222: second spur gear
2223: second bevel gear
2224: second gear shaft
2225: second shaft support
223: first clutch unit
2231: outer ring part
2232: leaf spring
2233: mover
2234: inner ring part
2235: electromagnet
2236: timing belt
224: second clutch unit
23: engine control unit
24: engine support
25: fixing bracket
251: assembly hole
30: propulsion unit
31: shaft
311: shaft pulley
32: propeller
40: Flight information department
50: engine unit
51: engine
52: engine clutch
53: engine control unit

Claims (5)

a power supply unit for providing electrical energy to the interior of the vessel;
an engine unit connected to the power supply unit to generate a driving force;
a propulsion unit connected to the engine unit to impart propulsion force to the vessel; and
Including;
The organ department,
a motor generator including an electric function for generating rotational power with the electric energy and a power generation function for converting the rotational power into electrical output;
a transmission provided on one side of the motor generator to change the rotational speed of the motor generator; and
an engine control unit controlling the transmission based on the operating speed and the state of the battery; and
The gearbox is
a low-speed gear unit provided on one side with respect to the inner center of the transmission to change the rotation speed of the motor generator to a first rotation speed;
a high-speed gear unit provided symmetrically to the low-speed gear unit with respect to the inner center of the transmission to shift the rotation speed of the motor generator to a second rotation speed;
a first clutch unit provided on one side of the transmission to provide rotational power of the low speed gear unit to the propulsion unit; and
a second clutch part provided on the other side of the transmission to provide rotational power of the high-speed gear part to the propulsion part; and
The engine control unit controls the operations of the first and second clutch units based on the sailing speed of the vessel received from the operation information unit, and selects any one of the rotational power of the low-speed gear unit and the rotational power of the high-speed gear unit. By providing the propulsion unit, the hybrid electric propulsion system for ships, characterized in that the efficiency of the electric energy required to generate the propulsion force in the propulsion unit can be increased.
The method of claim 1,
The low speed gear unit,
a motor shaft protruding from one side of the motor generator to provide rotational power of the motor generator to the inside of the transmission;
a first spur gear provided on one side of the motor shaft;
a first bevel gear provided at an end of the motor shaft;
a first gear shaft provided to be perpendicular to the motor shaft and protruding from the inside of the transmission to the outside; and
and a first shaft support provided inside the transmission to support the first gear shaft;
The high-speed gear unit,
a shift shaft rotatably provided inside the transmission;
a second spur gear provided on one side of the shift shaft to be engaged with the first spur gear;
a second bevel gear provided at an end of the shift shaft;
a second gear shaft provided to be perpendicular to the shift shaft and protruding from the inside of the transmission to the outside; and
The hybrid electric propulsion system for ships, comprising a; a second shaft support provided to be spaced apart from the first shaft support to support the second gear shaft.
The method of claim 1,
It further includes; an engine unit connected to one side of the propulsion unit to generate rotational power,
The power supply unit,
a battery provided to store electrical energy; and
A charging controller connected to the battery and capable of charging the battery using the electric energy generated by the motor generator;
When the electric energy of the battery is insufficient, the hybrid electric propulsion system for a ship, characterized in that so that the motor generator can be driven by the rotational power of the engine unit.
4. The method of claim 3,
The engine unit,
an engine that burns fuel to generate rotational power;
an engine clutch provided on one side of the engine and connecting the rotational power of the engine and the propulsion unit; and
and an engine control unit controlling the engine clutch based on the state of the battery.
When a problem occurs in the battery, the engine control unit blocks power transmission between the transmission and the propulsion unit, the engine control unit controls the operation of the engine clutch, Hybrid electric propulsion system for ships, characterized in that it can be propelled.
The method of claim 1,
the motor generator
A hybrid electric propulsion system for ships, characterized in that it is formed in a permanent magnet type to facilitate control of rotational speed and torque.

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