JP2012025250A - Hybrid propulsion unit for marine vessel - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid propulsion unit for marine vessel which can be mounted on a relatively small marine vessel.SOLUTION: The hybrid propulsion unit for marine vessel includes an internal combustion engine 5 capable of transmitting rotation-driving force to the propeller 3 of a marine vessel 2, and an electric motor 6 capable of transmitting the rotation-driving force to the propeller 3 of the marine vessel 2, and a switching means 7 can perform switching between transmission of the rotation-driving force to the propeller 3 by the internal combustion engine 5 and transmission of the rotation-driving force to the propeller 3 by the electric motor 6. The hybrid propulsion unit for marine vessel is mounted on a small marine vessel.

Description

  The present invention relates to a marine hybrid propulsion device.

  Conventionally, as a propulsion device for ships, a counter-rotating propeller device having a front propeller (variable pitch propeller) and a rear propeller (fixed pitch propeller) that rotates in reverse on the rear coaxial of the front propeller is known. ing. As for this counter-rotating propeller device, as shown in Patent Document 1, a marine hybrid propulsion in which a front propeller is driven to rotate by an internal combustion engine and a rear propeller is driven to rotate by an electric motor has been proposed.

JP 2010-125987 A

  The counter-rotating propeller device is generally used for large ships such as ferries and tankers because of its large device configuration. Further, in the counter-rotating type propeller device, there is a difficulty in control in balancing the proportion of the propulsive force between the front and rear propellers. In particular, as disclosed in Patent Document 1, an output is supplied to the drive source of the front and rear propellers. In the marine hybrid propulsion employing the internal combustion engine and the electric motor having different characteristics, there is a problem that the control becomes more complicated and difficult. In addition, the marine hybrid propulsion disclosed in Patent Document 1 includes a generator that generates electric power for driving the electric motor, and the apparatus configuration is large and complicated.

  As is clear from this, the marine hybrid propulsion as disclosed in Patent Document 1 is adopted for a relatively small ship (for example, a small ship such as a sightseeing ship or a boat having a total tonnage of less than about 20 t). Has not been assumed in the past, and of course, the actual situation is that development has not progressed with regard to a technique for adopting both the internal combustion engine and the electric motor in a small vessel.

By the way, the internal combustion engine has advantages such as high-speed navigation and long-time navigation, but has a navigation characteristic that it is not suitable for quiet navigation and economical (low cost) navigation. In addition, the electric motor has an advantage in quiet navigation and economical navigation, but has a navigation characteristic that it is not suitable for high-speed navigation or long-time navigation.
For such circumstances, even today, even in relatively small vessels, the advantages of the navigation characteristics of the internal combustion engine and the advantages of the navigation characteristics of the electric motor can be obtained as desired. Development of new propulsion devices is being requested.

  The present invention has been made in view of the above circumstances, and it is possible to obtain both the advantages of the navigation characteristics of the internal combustion engine and the advantages of the navigation characteristics of the electric motor as desired, and a relatively small size. An object of the present invention is to provide a marine hybrid propulsion device that can be used in other marine vessels.

In order to achieve the above object, the present invention has taken the following measures.
That is, the marine hybrid propulsion apparatus according to the present invention includes an internal combustion engine that applies a rotational driving force to a propeller of a ship, an electric motor that applies a rotational driving force to the propeller of the ship, and a rotational drive of the propeller by the internal combustion engine. And switching means for switching between transmission of force and transmission of rotational driving force to the propeller by the electric motor.

As described above, in the present invention, the transmission of the rotational driving force to the propeller by the internal combustion engine and the transmission of the rotational driving force to the propeller by the electric motor can be switched by the switching means. Both the advantages of the characteristics and the navigation characteristics of the electric motor can be obtained as desired.
The switching means may include an electromagnetic clutch that transmits a rotational driving force of an internal combustion engine or an electric motor to the propeller, and an elastic means provided on an input side or an output side of the electromagnetic clutch.

  As a switching means in the present invention, it is conceivable to employ a wet clutch mechanism employed in a passenger car or the like, but in this case, an oil circulation mechanism or the like is required, and the structure becomes complicated and large. Therefore, an electromagnetic clutch having a moving shaft is employed as the switching means of the present invention. The electromagnetic clutch has an advantage that it is structurally simple, can be configured in a compact and inexpensive manner, and is suitable for a small ship.

In particular, the electromagnetic clutch has a rotation shaft on each of the input side and the output side thereof, and when either one of the rotation shafts is switched between a rotational driving force transmission state and a non-transmission state, The moving shaft may move in the axial direction, and elastic means may be provided on the moving shaft of the electromagnetic clutch.
With such a configuration, even if the input shaft or output shaft of the electromagnetic clutch moves in the axial direction along with the operation of the electromagnetic clutch (that is, even if it is a moving shaft), it is provided on this moving shaft. The elastic means allows the movement axis to move in the axial direction. The elastic means maintains the transmission of the rotational driving force by the moving shaft when the electromagnetic clutch is at least in the drive transmission state. Therefore, even when the moving shaft moves in the axial direction, transmission of the rotational driving force from the input shaft to the output shaft is ensured.

Preferably, the drive shaft of the internal combustion engine and the shaft of the propeller are coaxially arranged, and the electromagnetic clutch is configured so that the moving shaft is connected to the drive shaft of the internal combustion engine. It is preferable that the elastic means is provided with a rubber coupling joint that connects the output shaft of the internal combustion engine and the moving shaft of the electromagnetic clutch.
The drive shaft of the internal combustion engine and the shaft of the propeller are coaxially arranged, the electric motor is provided in a parallel shaft arrangement in the internal combustion engine, and the electromagnetic clutch is electrically driven so that the moving shaft faces the counter-electric motor side. A configuration may be adopted in which the elastic means is disposed between a motor and a propeller, and the elastic means includes rubber belt winding transmission means for connecting a moving shaft of the electromagnetic clutch and a shaft of the propeller.

  In the marine hybrid propulsion device according to the present invention, both of the advantages of the navigation characteristics by the internal combustion engine and the advantages of the navigation characteristics by the electric motor can be obtained as desired.

It is the perspective view which showed an example of the ship which can employ | adopt the marine hybrid propulsion apparatus which concerns on this invention. It is the top view which showed typically the ship which employ | adopted one Embodiment of the marine hybrid propulsion apparatus which concerns on this invention. It is the schematic diagram which showed the operation mechanism of the internal combustion engine and the electric motor.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
1 to 3 show an embodiment of a marine hybrid propulsion device 1 according to the present invention.
As shown in FIG. 2, the hybrid propulsion device 1 includes an internal combustion engine 5 and an electric motor 6 as drive sources for transmitting rotational driving force to a propeller 3 provided at the rearmost part of the ship 2. . Further, the hybrid propulsion apparatus 1 has switching means 7 for switching between the rotational driving force by the internal combustion engine 5 and the rotational driving force by the electric motor 6.

For example, as shown in FIG. 1, the ship 2 is a sightseeing ship or a boat that is a small ship having a total tonnage of less than 20 t.
In the present embodiment, the left-right direction in FIG. 2 is referred to as the front-rear direction of the ship 2 and the hybrid propulsion device 1 (the left side in FIG. 2 is “front”), and the up-down direction in FIG. Or the width direction (the upper side in FIG. 2 is “right”). Further, the direction perpendicular to the paper surface of FIG. 2 is referred to as the vertical direction of the ship 2 and the hybrid propulsion device 1.

  The internal combustion engine 5 is a main engine, and is arranged at the approximate center in the front-rear direction and the width direction of the hull 2a (the main body of the ship 2). The electric motor 6 is a slave engine (an engine that assists the internal combustion engine 5), and is arranged side by side on the right side of the internal combustion engine 5. In addition, transmission of the rotational driving force from the internal combustion engine 5 to the propeller 3 and the electric motor at a position behind the internal combustion engine 5 and the electric motor 6 (closer to the stern) and in front of the propeller 3. Switching means 7 is provided that enables switching between transmission of rotational driving force to the propeller 3 by 6.

  In the present embodiment, the outdrive 9 is attached to the stern of the hull 2a so as to be exposed to the outside of the ship, and the propeller 3 is mounted at the rear end of the shaft provided so as to protrude from the outdrive 9 toward the water. Adopted retained structure. Since this outdrive 9 has a thrust bearing that receives the propulsive force generated by the propeller 3 at a portion where the propeller 3 is held, it is not necessary to provide the thrust bearing (bearing structure) in the hull 2a. There exists an advantage which can simplify the structure of an apparatus. However, the use of the outdrive 9 is not essential, and a thrust bearing may be provided at the bottom or stern of the hull 2a, and the propeller shaft may be passed through the outside of the ship via the thrust bearing.

The internal combustion engine 5 is, for example, a high-speed diesel engine of about 50 horsepower, and has a drive shaft 5 a for transmitting a rotational driving force to the propeller 3. The direction in which the drive shaft 5a protrudes is the rearward direction when viewed from the internal combustion engine 5, that is, the direction toward the switching means 7.
A fuel tank 10 is connected to the internal combustion engine 5 by a pipe, and a battery 11 for supplying electric power to be used for starting the engine or a control system is electrically connected. The fuel tank 10 is provided on the rear side of the hull 2a, and the battery 11 is provided on the front side of the hull 2a. With this arrangement, the balance of the hull 2a is maintained. In addition, accessory devices (not shown) such as a fuel system and an intake / exhaust system are also connected as appropriate, and are appropriately arranged in the hull 2a.

  For example, the electric motor 6 is driven at a direct current of 100 V and has an output of about 10 kW, and has a drive shaft 6 a for transmitting a rotational driving force to the propeller 3. The direction in which the drive shaft 6 a protrudes is the rearward direction when viewed from the electric motor 6, that is, the direction toward the switching means 7. The electric motor 6 is electrically connected to a control unit 12 for controlling the number of rotations, the rotation direction, and the like, and a battery 13 is electrically connected to the control unit 12. Power is supplied. The battery 13 is also arranged on the front side of the hull 2a, and is arranged to balance the hull 2a.

As described above, the battery 13 for driving the electric motor 6 and the battery 11 for starting the internal combustion engine 5 are separately provided, so that the voltage of the battery 13 of the electric motor 6 drops. Even so, the internal combustion engine 5 can be started reliably.
By the way, regarding the switching means 7 for switching the operation of the internal combustion engine 5 and the operation of the electric motor 6, the switching means 7 includes an electromagnetic clutch (first electromagnetic clutch 20) provided for the internal combustion engine 5 and an elastic means. (First elastic means 21). Furthermore, the switching means 7 has an electromagnetic clutch (second electromagnetic clutch 22) provided for the electric motor 6 and an elastic means (second elastic means 23).

The first electromagnetic clutch 20 is disposed between the internal combustion engine 5 and the propeller 3. The first electromagnetic clutch 20 has an input shaft 25 on the front side thereof, that is, the side facing the internal combustion engine 5. The input shaft 25 is connected to the drive shaft of the internal combustion engine 5 via the first elastic means 21. It is coaxially connected to 5a.
The first electromagnetic clutch 20 has an output shaft 26 on the rear surface side, that is, on the propeller 3 side. The output shaft 26 is coaxially connected to the propeller shaft 3a. The output shaft 26 and the propeller shaft 3a may be integrally formed.

  The first electromagnetic clutch 20 has a “drive transmission state (transmission state)” in which the rotation of the input shaft 25 is transmitted to the output shaft 26, and a “drive disconnection state (in which the rotation of the input shaft 25 is not transmitted to the output shaft 26). Non-transmission state) ”. At the time of switching, at least one of the input shaft 25 or the output shaft 26 is moved in the axial direction. Here, the axis moving in the axial direction is referred to as a “moving axis”. In the first electromagnetic clutch 20, the input shaft 25 is a moving shaft 25.

The moving shaft 25 is provided with first elastic means 21.
The first elastic means 21 allows the movement of the moving shaft 25 in the axial direction while maintaining the transmission state of the rotational driving force by the moving shaft 25. Specifically, the first elastic means 21 is constituted by a rubber coupling joint that connects the moving shaft 25 and the drive shaft 5 a of the internal combustion engine 5.

  If such a rubber coupling joint is employed in the first elastic means 21, the moving shaft 25 moves in the axial direction in accordance with the operation of the first electromagnetic clutch 20, and the moving shaft 25 and the drive shaft 5a of the internal combustion engine 5 are moved. Even if axial expansion and contraction occurs at the connecting portion, the expansion and contraction can be absorbed by the rubber elasticity (compression deformation) of the rubber coupling joint, and the movement allowance of the moving shaft 25 is propagated to the internal combustion engine 5. Absent.

On the other hand, the second electromagnetic clutch 22 is disposed between the electric motor 6 and the propeller 3. The second electromagnetic clutch 22 has an input shaft 30 on the front side thereof, that is, the side to which the rotational driving force of the electric motor 6 is input. The input shaft 30 is coaxially connected to the drive shaft 6 a of the electric motor 6 via a rigid coupling 28.
Further, the second electromagnetic clutch 22 has an output shaft 31 on the rear surface side, that is, the side that outputs the rotational driving force to the propeller 3. The output shaft 31 is connected to the propeller shaft 3a of the propeller 3 via second elastic means 23 described later. The output shaft 31 and the propeller shaft 3a are arranged in parallel with a space between each other.

  The second electromagnetic clutch 22 can be switched between a “drive transmission state” in which the rotation of the input shaft 30 is transmitted to the output shaft 31 and a “drive disconnection state” in which the rotation of the input shaft 30 is not transmitted to the output shaft 31. It has become. Here, the axis moving in the axial direction is referred to as a “moving axis”. In the second electromagnetic clutch 22, the output shaft 31 is the moving shaft 31. In other words, the second electromagnetic clutch 22 is disposed in the hull 2a so that the moving shaft 31 faces rearward.

A second elastic means 23 is provided on the moving shaft 31 of the second electromagnetic clutch 22.
The second elastic means 23 is configured to allow movement of the moving shaft 31 in the axial direction while maintaining the transmission state of the rotational driving force by the moving shaft 31. Specifically, the second elastic means 23 is constituted by a winding transmission means for connecting the moving shaft 31 and the propeller shaft 3a.

  As the winding transmission means, for example, transmission means using a rubber V-belt can be employed. Specifically, the V-belt transmission means winds the V-belt around a driving pulley attached to the rear end of the moving shaft 31 so as to be integrally rotatable and a driven pulley provided so as to be integrally rotatable on the propeller shaft 3a. The structure is such that the propeller shaft 3a is rotated in the same direction as the moving shaft 31. In this embodiment, the rotation ratio between the driving pulley and the driven pulley is 2: 1, but is not limited to this ratio. The rotation ratio can be arbitrarily changed within a range where appropriate deceleration can be obtained.

  If such a winding transmission means is employed in the second elastic means 23, the moving shaft 31 moves in the axial direction in accordance with the operation of the second electromagnetic clutch 22, and the driving pulley and the driven pulley are displaced forward and backward. Even if this occurs, the misalignment of these pulleys can be absorbed by a slight bend generated between the spans of the rubber V-belt. The winding transmission means is not limited to the V belt transmission means, and can be replaced with a rope transmission means, a rubber flat belt transmission means, or the like.

Next, when the switching means 7 switches between the rotational drive of the propeller 3 by the internal combustion engine 5 and the rotational drive of the propeller 3 by the electric motor 6, in other words, the operation status of each part when the ship 1 is hybrid-driven. explain.
Now, assume that the propeller 3 is driven by the internal combustion engine 5.
At this time, the first electromagnetic clutch 20 is in a drive transmission state in which the rotation of the input shaft 25 is transmitted to the output shaft 26. The electric motor 6 is stopped, and the second electromagnetic clutch 22 is in a drive-disconnected state in which the rotation of the input shaft 30 is not transmitted to the output shaft 31.

  In order to switch from this situation to a situation in which the rotational driving force of the electric motor 6 is transmitted to the propeller 3, first, the rotational speed of the internal combustion engine 5 is lowered to the idling rotational speed and the first electromagnetic clutch 20 is switched to the drive disconnected state. Subsequently, the internal combustion engine 5 is stopped. At this time, the moving shaft 25 (input shaft 25) of the first electromagnetic clutch 20 moves in the axial direction toward the internal combustion engine 5, but this movement is absorbed by the rubber elasticity of the first elastic means 21, I don't get it.

Next, the second electromagnetic clutch 22 is switched to the drive transmission state.
At this time, the output shaft 31 (moving shaft 31) of the second electromagnetic clutch 22 moves forward, but this movement is absorbed by the rubber elasticity of the second elastic means 23 (the bending of the rubber belt generated between the pulleys). Is done. If the electric motor 6 is operated in this state, the driving force of the electric motor 6 is transmitted to the propeller shaft 3a via the second elastic means 23, and the propeller 3 is rotated. Switching from 5 to the electric motor 6 is realized.

Note that switching from the electric motor 6 to the internal combustion engine 5 may be performed by performing the reverse operation described above.
That is, first, the electric motor 6 is stopped, and then the second electromagnetic clutch 22 is switched to the drive disconnected state. At this time, the output shaft 31 (moving shaft 31) of the second electromagnetic clutch 22 moves rearward, but this movement is absorbed by the rubber elasticity of the second elastic means 23, and no problem occurs.

Thereafter, the internal combustion engine 5 is started, and the first electromagnetic clutch 20 is switched to the drive transmission state after the start. At this time, the moving shaft 25 of the first electromagnetic clutch 20 moves in the axial direction so as to be separated from the internal combustion engine 5 side, but this movement is absorbed by the rubber elasticity of the first elastic means 21, and no problem occurs.
As can be seen from the above operation, the switching means 7 in the present invention is preferably an electromagnetic clutch that has a simple structure and is compact and inexpensive. However, in the electromagnetic clutch, one of the input shaft and the output shaft moves in the axial direction when switching between the drive transmission state and the drive disconnection state. If this axial movement is transmitted to the drive side of the internal combustion engine 5 or the like, the internal combustion engine 5 or the like is damaged (burned). The transmission of the axial movement to the propeller shaft 3a may cause inundation into the hull 2a. In the present invention, the above-mentioned problem is solved by the elastic means 21 provided in the switching means 7 absorbing the movement allowance of the moving shaft.

In switching between the electric motor 6 and the internal combustion engine 5, the internal combustion engine 5 or the electric motor 6 is stopped, but this stop operation is not essential. By taking into account the synchronization of the rotational speeds of the internal combustion engine 5 and the electric motor 6, it becomes possible to switch the operation state.
By the way, when adjusting the output of the internal combustion engine 5 and the electric motor 6, it is naturally necessary to change the output adjustment of the internal combustion engine 5 and the output adjustment of the electric motor 6. However, if these output adjustments are made with different operation levers, it cannot be denied that the operation becomes complicated. Therefore, in this embodiment, a structure that can adjust the output of the internal combustion engine 5 and the output of the electric motor 6 by using a single operation lever 39 is adopted.

  That is, as shown in FIG. 3, an L-shaped link 37 is attached to an output adjusting throttle shaft 5 b provided in the internal combustion engine 5 so as to be integrally rotatable, and a wire cable is connected to one end of the L-shaped link 37. 38 is connected, and the tip of the wire cable 38 is pulled out to the steering seat of the ship 2. And the front-end | tip part of the wire cable 38 is connected with the operation | movement part 40 of the operation lever 39 provided in the steering seat so that rocking | fluctuation was possible. Accordingly, by swinging the operating lever 39, the L-shaped link 37 swings through the pushing and pulling of the wire cable 38, and the throttle shaft 5b of the internal combustion engine 5 is rotated. The output (rotation speed) will be adjusted.

  On the other hand, a movable piece 43 of a potentiometer (variable resistor) 42 is linked to the other end of the L-shaped link 37 by a link piece 44. The potentiometer 42 is electrically connected to the control unit 12 that controls the electric motor 6. Accordingly, when the operation lever 39 is swung, if the L-shaped link 37 is swung through the pulling and pulling of the wire cable 38, the movable piece 43 of the potentiometer 42 is further operated through the link piece 44. . Therefore, the control unit 12 controls the number of revolutions of the electric motor 6 according to the resistance value that changes with the operation amount of the movable piece 43.

As described above, regardless of whether the switching means 7 is in the drive transmission state of the propeller 3 by the internal combustion engine 5 or the drive transmission state of the propeller 3 by the electric motor 6, it only operates the operation lever 39. Thus, the output of the selected engine (internal combustion engine 5 or electric motor 6) can be adjusted.
As is clear from the above description, the hybrid propulsion device 1 according to the present invention transmits the rotational driving force to the propeller 3 by the internal combustion engine 5 and the propeller 3 by the electric motor 6 by the switching means 7. The transmission of the rotational driving force can be switched. Therefore, if the switching means 7 is appropriately switched according to the navigation circumstances of the ship 2, navigation utilizing the navigation characteristics that the internal combustion engine 5 excels in high-speed navigation, long-time navigation, etc., and the electric motor 6 is silent navigation It is possible to freely select a navigation utilizing the navigation characteristics such as excellent economical navigation, and the advantages of both engines can be obtained as desired.

  For example, when the ship 2 of the present invention is used as a sightseeing ship or a pleasure boat, it is moved silently by the electric motor 6 during business activities on the ship (tourist guidance, entertainment, banquets, etc.) It can be used for quick movement using the internal combustion engine 5 for movement or the like. In addition, when the ship 2 of the present invention is used as a fishing boat, it is quietly moved by the electric motor 6 for a small movement that does not scatter the boats and fish in the fishing area, and for a long distance movement to the fishing area. In addition, it can be used for quick movement using the internal combustion engine 5.

The hybrid propulsion device 1 of the present embodiment has a structure having an internal combustion engine 5 as a main engine and an electric motor 6 as a slave engine, so that it is easy to hybridize an existing ship equipped with the internal combustion engine. .
The present invention is not limited to the embodiment described above, and can be changed as appropriate according to the embodiment.

For example, in the switching means 7, the second electromagnetic clutch 22 provided for the electric motor 6 may be used so that the input shaft 30 is a moving shaft. In this case, an elastic means equivalent to the first elastic means 21 such as a rubber coupling joint may be provided at the connecting portion between the drive shaft 6 a of the electric motor 6 and the input shaft 30 instead of the rigid coupling 28.
In FIG. 2, the internal combustion engine 5 is arranged coaxially with the propeller shaft 3a, and the electric motor 6 is arranged on the side thereof. However, the electric motor 6 may be arranged coaxially with the propeller shaft 3a, and the internal combustion engine 5 may be arranged on the side thereof.

The hybrid propulsion device 1 according to the present embodiment has a structure having the internal combustion engine 5 as the main engine and the electric motor 6 as the slave engine. There is no problem even if the configuration uses the motor 6 in the same row.
In addition, the electric motor 6 may be arranged side by side on the left side of the internal combustion engine 5, as long as the electric motor 6 is arranged in parallel with the internal combustion engine 5.

DESCRIPTION OF SYMBOLS 1 Hybrid propulsion apparatus 2 Ship 2a Hull 3 Propeller 3a Propeller shaft 5 Internal combustion engine 5a Drive shaft 6 Electric motor 6a Drive shaft 7 Switching means 20 1st electromagnetic clutch 21 1st elastic means 22 2nd electromagnetic clutch 23 2nd elastic means 25 Input Axis (moving axis)
26 Output shaft 30 Input shaft 31 Output shaft (moving shaft)

Claims (5)

An internal combustion engine for applying a rotational driving force to the propeller of the ship;
An electric motor for applying a rotational driving force to the propeller of the ship;
Switching means for enabling switching between transmission of rotational driving force to the propeller by the internal combustion engine and transmission of rotational driving force to the propeller by the electric motor;
A marine hybrid propulsion device comprising: The switching means includes an electromagnetic clutch that transmits a rotational driving force of an internal combustion engine or an electric motor to the propeller,
Elastic means provided on the input side or output side of the electromagnetic clutch;
The marine hybrid propulsion device according to claim 1, comprising: The electromagnetic clutch has a rotation shaft on each of an input side and an output side thereof, and any one of the rotation shafts is axially switched at the time of switching between a rotational driving force transmission state and a non-transmission state. It is considered as a movement axis that moves to
3. The marine hybrid propulsion device according to claim 2, wherein an elastic means is provided on a moving shaft of the electromagnetic clutch. The drive shaft of the internal combustion engine and the shaft of the propeller are coaxially arranged,
The electromagnetic clutch is disposed between the internal combustion engine and the propeller shaft such that the moving shaft is coupled to a drive shaft of the internal combustion engine;
4. The marine hybrid propulsion device according to claim 3, wherein the elastic means comprises a rubber coupling joint that connects the output shaft of the internal combustion engine and the moving shaft of the electromagnetic clutch. The drive shaft of the internal combustion engine and the shaft of the propeller are coaxially arranged, and the electric motor is provided in a parallel axis arrangement in the internal combustion engine,
The electromagnetic clutch is disposed between the electric motor and the propeller so that the moving shaft faces the counter-electric motor side,
4. The marine hybrid propulsion device according to claim 3, wherein the elastic means comprises rubber belt winding transmission means for connecting the moving shaft of the electromagnetic clutch and the shaft of the propeller.

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