Hybrid Schematic

Combo Hybrid/Diesel Propulsion System:

Here it the layout of our proposed Combo Hybrid/Diesel Propulsion System. This includes all of the connected parts and systems, not just the batteries, motors, and engines. This diagram is, most definitely, a work in progress. Anyone who wishes to help improve this system is welcome to contact us here: Contact S/V Lynx

We do not claim to be experts at designing such systems and boat owners who have already built their electrical system (whether that includes electric propulsion or not) or have other experience in this area, please feel free to help. We would love your input in creating our system design. This schematic is our current design at the full system; however, we plan to modify it as we get feedback until it passes muster. Later, we will show our proposed system diagram to some marine electrical engineers to iron out issues we didn't know or plan for, long before we start to purchase any portions of this system.

So, take a look at our goals (below), and then feel free to send us your suggestions, corrections, etc. The only thing we don't really want is someone to try and talk us out of a Combo Hybrid/Diesel Propulsion system, we just want the best design to make it work. Thank you!

If you want, you may use this button to jump down to a full screen copy of the Hybrid Schematic.

Here is a list of our goals for the electric system:

Combo Hybrid Diesel/Electric propulsion using one 80 hp diesel engine with a 25 kw electric motor in parallel. In the opposite hull, there will only be one 25 kw electric motor. Both are run on shaft drives.
The diesel has a generator mode, with a clutch to disengage the prop shaft. It can supply 10 kw - 14 kw an hour to the batteries while the diesel is running.
Both 25 kw motors will perform regeneration while the boat is sailing, each motor supplies about 800 watts at 9 knots and 1100 watts at 10 knots. Over a 10 hour sail, that equals: At 9 knots - 16 kWh. At 10 knots - 22 kWh. Being a performance cat, these speeds are attainable, though 9 knots will be more frequently achieved.
Plug into any shore power around the world. This means 110-120vac 60hz, 220vac 60hz, or 220-240vac 50hz. In the case of 220-240vac/50hz, we can go direct to the Inverters, in all other cases, we switch to a battery charger that can handle all of these voltages and frequencies and convert them to 48vdc, charging the batteries. Then our two 8000w inverters take battery power and convert it to 230vac for use on the boat. There is a transformer on board to go from 230vac 50ha to 110vac 60hz for use in plugs.
The capability to use 230vac/50hz or 110vac/60hz appliances at the same time using different and appropriate sockets. These will be placed in each cabin, head, the salon, and at the stern charging station.
Isolation Transformer from shore power. This it to keep stray power from getting loose in the water and causing corrosion of our submerged metals.
A 690ah 48v Lithium battery bank that can be charged by shore power, diesel generator, regeneration from the props, or solar panels.
The ability to run four 6000 BTU, 48vdc air conditioners for eight hours (all night) off of our fully charged battery bank . (We would need 346 amps. Our 460 amp main battery has 368 amps available at a draw of 80%.)
Run both electric propulsion motors off the battery bank for a cruising speed of 5 knots. Assuming a 5000 watt draw, each, this would pull 104 amps per motor. Our 600 amp (continuous) lithium battery bank, with an 80% discharge rate, would motor us for a maximum of 2.3 hours.
Run a dive compressor off the inverters from the battery bank, or 230vac/50hz shore power.
Step down 48vdc to 12vdc, supplying up to 300 amps to supply high amperage (like for the 150a windlass or the 150a power winch.
Step down 48vdc to 24vdc to supply the top loading freezer and autopilot system.
Use active balancing BMS systems for all LifePO4 battery banks, with 200 a continuous discharge rate (per pair of 24v batteries).
Fuse some loads and charging (using 1000 DC distributors)
Monitor battery usage a Lynx shunts.
Have eleven 435 amp Solar panels with one MPPT per panel (to mitigate shading losses), charging 4785 watts at 48v.
10,000 watts available at 230vac from two 5000 watt inverters. We use two for redundancy since, in a pinch, the boat could function at only 5000 watts.
3000 watt inverter to convert 48vdc to 110vac to power some appliances.
Charge our AGM starter batter from the diesel engine alternator, or from the battery bank through a step down transformer.

Combo Hybrid/Diesel Propulsion System:

Here is a list of our goals for the electric system:

Full Size Schematic