Hi Matthew,
I don't know if you have the space for this sort of arrangement, but back in the 1980s Briggs&Stratton had an interesting set-up in a hybrid electric car prototype.
Here's an image from my website.
The electric motor was physically in-line between the gasoline engine and the gearbox. There were clutches at each end of the electric motor.
The arrangement could run in a number of modes.
1) Electric motor connected to gearbox via clutch, disconnected from gas engine, runs as 100% electric vehicle.
2) Electric motor disengaged electrically, connected physically at both ends to gearbox and gas engine, runs as 100% gasoline vehicle.
3) Electric motor engaged electrically and to both ends physically, allowing both the gas engine and electric motor to drive the gear box.
4) Electric motor engaged to gas engine, disconnected from gearbox, electrically connected as a generator to charge the batteries while parked (EV charging stations were not common in the early 1980s).
The write-up on the vehicle can be viewed at:
view-source:
I suppose you could set up a clutch arrangement using pulleys to achieve much the same results.
Darryl McMahon
toggle quoted message
Show quoted text
On 9/3/2020 10:19 AM, Matthew Cook wrote:
Hi folks,
I'm new to the group and enjoying reading old posts and learning a lot about electrifying boats.? This may have been covered in older posts so please excuse me if I'm bringing up something that has already been discussed but I would like to run some ideas and questions by ya'll:
* One of the differences between a 1984 38,000lb heavy cruising
sailboat like my Liberty 458 and a modern cruiser/racer is that the
cruiser/racer will point into the wind on a beat about 20-30 deg
higher than I can.
* Another difference is that unlike many "plastic fantastics" my old
boat is very comfortable, seaworthy and affordable.? In all but
sailing performance, I prefer her to something newer and with better
performance.
* I love to sail when possible but I'm no purist and if I can cheat
without compromise, I will.? I'd like to add a 10Kw electric motor
to my existing drive train so that when I'm beating, I can turn my
fixed 3-blade 20" x 15" propellor enough to help my sailing
performance (my transmission is a Borg Warner Velvet Drive and can
freewheel without any problem).? I estimate 2-3kw into the drive
shaft would?be sufficient in most conditions to bring my sailing
angle up to around 30-40deg off the wind which would keep
my?impatience in check.? When there is no wind, I may also use the
"2nd auxiliary" to keep me moving rather than start the noisy 84Hp
Perkins 236 engine.? It would also be very nice coming into harbor
when crew are line handling and we can hear each other without
having to yell over the engine.
Some questions that I have:
* ? Has anybody done something similar to this?? Can they report on
their results?
* ?If I placed a BLDC motor with a 2:1 dual belt drive to two?pulleys
over my propshaft, it would apply some side load to the shaft which
would, in turn, be applied to the bearings of the transmission and
the Cutless?bearing.? I'm confident that the load on the
transmission would not be a problem but I'm not so sure about the
Cutless bearing.? Does anybody have any experience with this?
* Would I need to include pillow blocks on the output shaft of the
motor or can the?motors generally handle the side load of placing a
pulley directly on the output shaft?
* I'd love to use the system to regenerate also.? I've read how
regeneration is not very efficient in smaller boats but, with
sufficient wind, I can consistently?hold 7knts throwing a pretty big
wheel.? I know from experience trying to stall my prop shaft when
I'm running along that there is a lot of power there!? Other than an
old-school brushed DC motor, is there any motor that will do a
better job of regenerating than another?
Thanks in advance for any thoughts.
Matthew
--
Curtains for COVID
Darryl McMahon
COVID-19 blog:
Darryl McMahon