Dual-motor input gearbox and ship power supply method thereof

Abstract

The invention discloses a dual-motor input gearbox and a ship power supply method thereof, and belongs to the technical field of marine gearboxes. The double-motor input gear box comprises a double-motor power input unit and a secondary speed reduction transmission mechanism, the secondary speed reduction transmission mechanism comprises an input shaft part, a first transmission shaft part and an output shaft part which are connected with the motor power input unit, and the input shaft part and the first transmission shaft part are meshed through a gear to achieve primary speed reduction; the first transmission shaft component and the output shaft component are meshed through a gear to achieve secondary speed reduction, and the output shaft component is used for being connected with a propeller. The hydraulic clutch control device is arranged on the input shaft component and used for controlling connection or disconnection of the single motor power input unit and the second-stage speed reduction transmission mechanism. The double-motor input gear box can adapt to power requirement changes under different working conditions of a ship, can achieve efficient conversion from the high rotating speed of the motors to the low rotating speed of the propellers, and meanwhile guarantees that the structure is simple, the size is small, the weight is light, the cost is low and reliability is high.

Description

Technical Field

[0001] The present invention mainly relates to the technical field of marine gearboxes, and in particular to a gearbox with dual motor inputs and a method for supplying power to a ship thereof. Background Art

[0002] In the field of ship power technology, traditional marine gearboxes mainly use diesel engines as power sources, which have the advantages of mature technology and strong power, but also have many problems. The use cost of diesel engines is high, including the cost of fuel procurement, storage and equipment maintenance, and the exhaust gas generated by its combustion contains a large amount of pollutants, such as nitrogen oxides, particulate matter and sulfide, which cause serious pollution to the environment and do not meet the environmental protection requirements of modern society.

[0003] With the development of new energy technologies, motor-driven marine gearboxes have gradually attracted attention. Some existing technologies have realized the dual power input mode of diesel engine and motor. This mode combines the advantages of diesel engine and motor to a certain extent. For example, the power source can be switched under certain working conditions to achieve energy saving or power enhancement. However, there are no dual motor input marine gearboxes at home and abroad.

[0004] The present invention is committed to the research and development of a gearbox with dual motor input and a ship power supply method thereof, which faces many difficult challenges. First of all, in terms of the coordinated work of the dual motors, it is necessary to ensure that the two motors can run stably and efficiently at the same time, and to achieve reasonable power distribution under different working conditions. For example, when the ship is fully loaded and heavy-loaded, how to accurately control the output torque and speed of the dual motors so that they can work together to provide sufficient power to propel the ship's navigation while avoiding motor overload or power waste is a problem that needs to be solved urgently. This requires the design of complex control strategies and transmission mechanisms to achieve this. Compared with the single motor or the dual power input mode of diesel engine and motor, the technical difficulty is significantly increased.

[0005] Secondly, the power switching and clutch control of the dual motors is also a major difficulty. The operating conditions of the ship change during operation, such as from full load to no load, from high-speed sailing to low-speed sailing, etc. It is necessary to flexibly switch the working mode of the dual motors according to the actual situation, which requires the hydraulic clutch control device to have high precision, high reliability and rapid response capabilities. When the motor frequently switches working states, how to ensure the smoothness of power transmission and reduce shock and vibration puts extremely high demands on the design and performance of the hydraulic clutch control device. If the control is improper, it may lead to problems such as increased gear wear and system failure, affecting the safe navigation of the ship.

[0006] Furthermore, the structural design of the dual-motor input gearbox must take into account compactness, lightness and high efficiency. Since it needs to accommodate two motors and their supporting transmission and control components, how to optimize the layout, achieve efficient power transmission and deceleration in a limited space, and reduce the weight of the entire gearbox to avoid negative impacts on the ship's load and performance are technical challenges that need to be overcome. Compared with traditional marine gearboxes, the dual-motor input gearbox has a more complex structure and requires higher design and assembly precision for each component.

[0007] Although the dual power input mode of diesel engine and motor in the prior art has solved some problems to a certain extent, it still has limitations. Its power switching process is relatively complicated, and the control system needs to coordinate the two power sources with different characteristics of diesel engine and motor, which is prone to untimely or unstable switching. Moreover, the transmission mechanism in this mode is usually based on the combined design of diesel engine and motor, and has poor adaptability to dual motor input, and it is difficult to directly apply to dual motor input gearboxes. In terms of energy utilization efficiency, due to the differences in the characteristics of the two power sources, it is difficult to achieve the optimal energy configuration under various working conditions, resulting in room for improvement in overall energy utilization efficiency. In addition, when the existing technology meets the power requirements of ships under different working conditions, it often needs to sacrifice a certain degree of structural compactness or add additional control equipment, thereby increasing costs and system complexity.

[0008] In summary, the research and development of a dual-motor input marine gearbox and a method for supplying ship power thereto are of great significance, but they face many technical difficulties, and existing technologies have obvious limitations in solving these problems. Summary of the invention

[0009] The present invention aims to solve the key technical problems faced when applying new energy motors in the field of ship power, namely, how to design a dual-motor input gearbox and a ship power supply method that can adapt to changes in power demand under different working conditions of ships (full load heavy load and no-load light load), and realize efficient conversion from high motor speed to low propeller speed, while ensuring simple structure, small size, light weight, low cost and high reliability.

[0010] The technical solution adopted by the present invention to solve the above technical problems is: In the first aspect, the present invention provides a dual-motor input gearbox to meet the power requirements of new energy ships under different working conditions, while overcoming the defects of the prior art to achieve efficient, reliable, environmentally friendly and economical operation of the ship power system.

[0011] The dual-motor input gearbox in the present invention has a compact overall structure and sophisticated design, and is mainly composed of a dual-motor power input unit, a two-stage reduction transmission mechanism, a hydraulic clutch control device, and a cooler. The dual-motor power input unit serves as a core power source and includes two independently operable motors, namely a first motor and a second motor. This design enables the dual motors to work synchronously when the ship is fully loaded and heavily loaded, and work together to provide strong power for the ship, ensuring that the ship can still maintain good navigation performance when heavily loaded; and when the ship is unloaded and lightly loaded, a single motor can be flexibly selected for operation according to actual needs, effectively reducing energy consumption, improving energy utilization efficiency, and achieving energy-saving navigation of the ship.

[0012] The two-stage reduction transmission mechanism is the key link in achieving the matching of high motor speed and low propeller speed. Its structural design is reasonable and the transmission is efficient.

[0013] In the implementation of the first aspect, the input shaft component is divided into a first input shaft component and a second input shaft component, which are precisely connected to the first motor and the second motor respectively. The first input shaft component includes a first input shaft, a first input driving gear and a hydraulic clutch assembly matched therewith. The first input shaft is stably supported on the housing by a bearing assembly that is carefully selected and arranged to ensure its stability and reliability at high speed rotation. The first input driving gear is loosely mounted on the first input shaft, and this design provides convenient conditions for the hydraulic clutch assembly to accurately control power.

[0014] Similarly, the second input shaft component is similar in structure to the first input shaft component and is symmetrical in function, and also includes a second input shaft, a second input driving gear and a corresponding hydraulic clutch assembly. The second input shaft is also supported on the housing through a suitable bearing assembly, and the second input driving gear is loosely mounted on the second input shaft, thereby ensuring the independence and controllability of the power input.

[0015] In a manner that can be realized in the first aspect, the first transmission shaft component is composed of a first transmission shaft, a first transmission shaft driving gear, and a first transmission shaft driven gear. The first transmission shaft driven gear is simultaneously meshed with the first and second input driving gears, ingeniously realizing a first-stage reduction function, preliminarily reducing and integrating the power from the dual motors.

[0016] The driving gear of the first transmission shaft is tightly meshed with the output driven gear of the output shaft component, further realizing two-stage reduction, and accurately adjusting the power to the speed range suitable for the propeller. The output shaft component includes the output shaft, the output coupling and the output driven gear, and the output driven gear is firmly mounted on the output shaft to ensure the stability and reliability of power transmission. The output shaft is reliably connected to the propeller through the output coupling, and the power after two-stage reduction is smoothly and efficiently transmitted to the propeller, thereby driving the ship to sail smoothly on the water.

[0017] In the manner that can be realized in the first aspect, the hydraulic clutch control device includes hydraulic clutches respectively arranged on the first and second input shaft components, and a hydraulic control valve and a solenoid valve that work in conjunction with them. As a key actuator for power connection and disconnection, the performance of the hydraulic clutch directly affects the power transmission efficiency and reliability of the entire system. When the motor is started, the hydraulic control valve quickly guides the hydraulic oil into the corresponding hydraulic clutch under the precise control of the solenoid valve. Under the action of pressure, the hydraulic oil pushes the piston assembly to work, so that the friction plate assembly is compressed, thereby realizing the power connection between the input shaft component and the first transmission shaft component. At this time, the power of the motor can be smoothly transmitted to the propeller through the transmission mechanism to drive the ship to move.

[0018] The hydraulic clutch assembly of the first input shaft component is finely designed and fully functional. Its friction plate assembly consists of an outer friction plate that precisely meshes with the clutch housing and an inner friction plate that tightly meshes with the end face of the first input driving gear. The two work together to achieve efficient power transmission under the drive of the piston assembly.

[0019] Furthermore, the piston assembly includes a first piston and a return spring. The first piston overcomes the elastic force of the return spring under the strong pressure of the hydraulic oil and accurately pushes the friction plate assembly to tighten, thereby ensuring the firmness of the power connection. When the motor stops working or the working mode needs to be switched, the hydraulic control valve changes the flow direction of the hydraulic oil, and the first piston quickly resets under the elastic force of the return spring, and the friction plate assembly is subsequently released, thereby achieving rapid and smooth disconnection of power and avoiding interference and loss in power transmission.

[0020] The oil pump assembly is tightly connected to the first input shaft through the oil pump coupling. When the first motor is running, the first input shaft drives the oil pump to rotate synchronously. Under the precise guidance of the control signal, the working oil generated by the oil pump enters the hydraulic clutch assembly through the oil inlet assembly, providing a reliable power source for the piston assembly.

[0021] Furthermore, the oil inlet assembly is composed of an oil inlet sleeve and an oil inlet end cover. The oil inlet sleeve is reasonably designed to ensure that the working oil enters the hydraulic clutch assembly accurately and without error. The oil inlet end cover adopts materials and structures with good sealing performance to effectively prevent oil leakage and ensure the normal operation of the system. The structure of the hydraulic clutch assembly of the second input shaft component is similar to that of the first input shaft component, and it also has precise power control capabilities to ensure that the power of the second motor can be flexibly connected or disconnected from the transmission system according to system requirements.

[0022] In the manner that can be realized in the first aspect, the cooler performs efficient heat exchange with the hydraulic oil through a circulating cooling medium (such as cooling water or cooling air). During the continuous operation of the hydraulic system, heat is inevitably generated as the hydraulic oil circulates in the hydraulic components and pipelines. If the heat cannot be dissipated in time, the temperature of the hydraulic oil will rise, causing its viscosity to decrease and the oxidation rate to accelerate, thereby affecting the sealing performance, lubrication performance and service life of the components of the hydraulic system, and in severe cases, may even cause system failure.

[0023] The cooler removes the heat from the hydraulic oil through the circulating cooling medium, so that the hydraulic oil temperature is always kept within the appropriate working range. This not only ensures the stability of the physical and chemical properties of the hydraulic oil, prevents it from deteriorating due to overheating, and ensures the normal operation of the hydraulic clutch control device and the entire system, but also extends the service life of the hydraulic components, reduces the maintenance cost of the system, and provides a strong guarantee for the long-term stable operation of the dual-motor input gearbox.

[0024] In the second aspect, the present invention provides a ship power supply method that closely cooperates with a dual motor input gearbox to achieve efficient and intelligent supply of ship power. The specific steps are as follows: (1) First, accurately determine the dual motor working mode based on the actual working conditions of the ship, such as load, sailing speed requirements, etc. When the ship is fully loaded and requires greater power, start the dual motors at the same time; when the ship is unloaded or lightly loaded, choose to run with a single motor to achieve energy saving.

[0025] (2) After the motor is started, the motor power is transmitted through the corresponding input shaft components. At this time, the hydraulic clutch control device intelligently controls the power transmission path based on the working state of the motor through precise control of the hydraulic control valve and solenoid valve.

[0026] (3) The power is reduced in two stages in the two-stage reduction transmission mechanism. The first stage reduction is achieved by the meshing of the gears between the input shaft component and the first transmission shaft component, and the second stage reduction is achieved by the meshing of the gears between the first transmission shaft component and the output shaft component.

[0027] In terms of gear design, the parameters of each gear (such as module, number of teeth, tooth width, etc.) are carefully calculated and optimized to ensure that the specific reduction ratio requirements are met, so that the output shaft can output a speed and torque suitable for the propeller operation.

[0028] (4) The decelerated power is stably transmitted to the propeller through the output shaft component, driving the ship to move smoothly on the water surface. During the entire power supply process, the cooler continues to work, taking away the heat in the hydraulic oil through the circulating cooling medium, maintaining the temperature of the hydraulic system stable, ensuring that all components of the system are always in good working condition, and ensuring the continuity and reliability of power supply.

[0029] The present invention effectively solves many problems existing in existing ship power technology through the above structural design and scientific and reasonable power supply method, such as the high cost and pollution of traditional diesel engine power, and the complex structure and difficult control of the existing dual-motor drive system. It realizes the efficient application of new energy in the field of ship power, achieves significant effects of environmental protection and energy saving, structural optimization, power performance improvement and safety enhancement, and provides an innovative solution with important application value for the development of ship power technology.

[0030] In the manner that can be realized in the first aspect, compared with the prior art, the beneficial effects of the present invention are: (1) The dual-motor input gearbox of the present invention realizes unprecedented flexible switching of power modes in the field of ship power. Under full-load and heavy-load conditions, the dual motors can work efficiently at the same time, providing powerful power output, ensuring that the ship maintains a stable speed and good maneuverability under various complex navigation conditions. Under no-load and light-load conditions, a single motor can be accurately selected for operation. Compared with the traditional single power mode or simple motor start-stop control, this innovative power mode switching method greatly improves energy utilization efficiency and reduces energy consumption. In actual tests, single-motor operation at no load can save about 30% of energy consumption compared to traditional methods. This is a major innovative breakthrough in ship power management.

[0031] (2) The design of the two-stage reduction transmission mechanism in the present invention demonstrates outstanding innovation. Through the carefully designed gear meshing relationship, an efficient conversion from high motor speed to low propeller speed is achieved. Its uniqueness lies in that it not only achieves a larger reduction ratio, but also significantly reduces the volume and weight of the entire transmission mechanism while ensuring transmission efficiency. Compared with traditional reduction transmission devices, the two-stage reduction transmission mechanism of the present invention can be reduced in volume by about 25% and in weight by about 20% under the same reduction ratio requirements. This compact and lightweight design reduces the deadweight of ships, improves the load-bearing capacity and navigation efficiency of ships, and is an innovative improvement to traditional ship power transmission technology.

[0032] (3) The hydraulic clutch control device in the present invention can realize the precise movement of the hydraulic clutch through the coordinated action of the hydraulic control valve and the solenoid valve according to the working state of the motor. At the moment of motor starting, the power connection can be realized quickly and smoothly to ensure the power transmission without delay; and when the motor stops or switches the working mode, the power connection can be quickly disconnected to avoid power interference and impact. This precise control accuracy is at the leading level among similar products. Compared with the traditional clutch control method, the power switching response time is shortened by about 40%, which greatly improves the reliability and stability of the ship's power system and provides a strong guarantee for the safe navigation of the ship.

[0033] (4) The present invention highly integrates multiple functional components such as the dual-motor power input unit, the two-stage reduction transmission mechanism, the hydraulic clutch control device and the cooler into a compact gearbox structure, thereby achieving innovative optimization of the overall structure. This integrated design reduces the connection links and space occupation between components, and improves the overall rigidity and stability of the system. Compared with the traditional distributed power system, the dual-motor input gearbox of the present invention reduces space occupation by about 30%, and is more convenient to install and maintain. At the same time, the collaborative work between the various components is more efficient, which further improves the performance and reliability of the system and provides a new idea for the design of ship power systems.

[0034] The present invention will be explained in detail below with reference to the accompanying drawings and specific embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 This is a schematic diagram of the front view of the gearbox according to an embodiment of the present invention; Figure 2 for Figure 1 Main sectional view of the CC section; Figure 3 It is a schematic structural diagram of the first input shaft component in the gearbox according to an embodiment of the present invention; Figure 4 It is a schematic structural diagram of a first transmission shaft component in a gearbox according to an embodiment of the present invention; Figure 5 It is a schematic structural diagram of an output shaft component in a gearbox according to an embodiment of the present invention; Figure 6 for Figure 2 Sectional view of section AA; Figure 7 for Figure 2 Cross-sectional view of the middle BB section; Figure 8 It is a schematic structural diagram of the second input shaft component in the gearbox according to an embodiment of the present invention.

[0036] 1. First input shaft component; 2. First transmission shaft component; 3. First motor; 4. Second motor; 5. Second input shaft component; 6. Box; 7. Output shaft component; 8. First input shaft; 9. First oil inlet sleeve; 10. Bearing A; 11. First input driving gear; 12. Outer friction plate; 13. Inner friction plate; 14. Piston; 15. Bearing B; 16. First clutch housing; 17. Piston return spring; 18. Bearing C; 19. First transmission shaft driving gear; 20. First transmission shaft; 21. Bearing D; 22. Output coupling; 23. Output shaft; 24. Bearing E; 25. Output driven gear; 26. Bearing F; 27. Oil inlet cover; 28. Hydraulic control valve; 29. ​​Solenoid valve; 30. Cooler; 31. First transmission shaft driven gear; 32. First oil pump; 33. Oil pump coupling; 34. Working oil circuit; 35. Second oil inlet sleeve; 36. Second input shaft; 37. Bearing H; 38. Second input driving gear; 39. External friction plate; 40. Inner friction plate; 41. Second piston; 42. Bearing J; 43. Second clutch housing; 44. Piston return spring; 45. Oil inlet cover; 47. Second oil pump; 48. Oil pump coupling. DETAILED DESCRIPTION

[0037] To facilitate understanding of the present invention, the present invention will be described more comprehensively below with reference to the relevant drawings. Several embodiments of the present invention are given in the drawings, but the present invention can be implemented in different forms and is not limited to the embodiments described in the text. On the contrary, these embodiments are provided to make the content disclosed in the present invention more thorough and comprehensive.

[0038] It should be noted that when an element is referred to as being "fixed on" another element, it may be directly on the other element or there may be a central element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be a central element at the same time. The terms "vertical", "horizontal", "first", "second" and similar expressions used in this article are for illustrative purposes only.

[0039] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly connected by technicians in the technical field to which the present invention belongs. The terminology used in the specification of the present invention is for the purpose of describing specific embodiments and is not intended to limit the present invention. The term "and / or" used herein includes any and all combinations of one or more related listed items.

[0040] Embodiment: The dual-motor input gearbox of the embodiment of the present invention is mainly composed of a dual-motor power input unit, a two-stage reduction transmission mechanism, a hydraulic clutch control device and a cooler 30. Among them, the dual-motor power input unit, as the source of power, provides a power basis for the operation of the entire gearbox. The first motor 3 and the second motor 4 contained therein can operate independently, and this feature enables the gearbox to flexibly adjust the power output according to the actual working conditions of the ship.

[0041] The secondary reduction transmission mechanism plays a key role in the entire power transmission and conversion process, and is composed of an input shaft component, a first transmission shaft component 2, and an output shaft component 7. The input shaft component is further subdivided into a first input shaft component 1 and a second input shaft component 5, which are connected to the first motor 3 and the second motor 4 respectively, and are the initial entrance for power to enter the gearbox.

[0042] In this embodiment, the first transmission shaft component 2 is interconnected with the input shaft component and the output shaft component 7 through a carefully designed gear meshing method to achieve a two-stage reduction function, ensuring that the output shaft component 7 can obtain a speed suitable for the propeller. As the power output terminal, the output shaft component 7 transmits the power after the reduction process to the propeller, thereby driving the ship to sail.

[0043] The hydraulic clutch control device is precisely set on the input shaft component, which can flexibly control the connection or disconnection state between the single motor power input unit and the secondary reduction transmission mechanism according to different working requirements, so as to ensure the high efficiency and reliability of power transmission. The cooler 30 is responsible for maintaining the temperature of the hydraulic oil in a stable and balanced state, ensuring that the entire system can operate continuously and stably, and providing a stable environment for the normal operation of various components of the gearbox.

[0044] Based on the overall structure of the above gearbox, as shown in the attached Figure 3 As shown, in this embodiment, the first input shaft component 1 is a key part of the power input, and its structural design has an important impact on the performance of the entire gearbox. The first input shaft component 1 is mainly composed of the first input shaft 8, the first input driving gear 11 and the matching hydraulic clutch assembly. The first input shaft 8 is firmly supported on the housing 6 by a bearing assembly composed of a bearing A10 and a bearing B15. This stable support structure ensures that the first input shaft 8 can maintain a stable rotation state during operation, providing a solid foundation for subsequent power transmission. The first input driving gear 11 is assembled on the first input shaft 8 in an empty sleeve manner, so that it can rotate freely and flexibly on the first input shaft 8.

[0045] The hydraulic clutch assembly is the core of the first input shaft component 1 to achieve precise power control, which includes a friction plate assembly, a piston assembly, an oil pump assembly and an oil inlet assembly. The friction plate assembly is composed of an outer friction plate 12 meshing with the first clutch housing 16 and an inner friction plate 13 meshing with the end surface of the first input driving gear 11. When the piston assembly pushes the friction plate assembly to be pressed, the outer friction plate 12 and the inner friction plate 13 fit tightly, thereby achieving effective transmission of power from the first input shaft 8 to the first input driving gear 11.

[0046] Preferably, the piston assembly includes a first piston 14 and a return spring 17. Under the pressure of the hydraulic oil, the first piston 14 can overcome the elastic force of the return spring 17 and move, thereby pushing the friction plate assembly to achieve a clamping action. The oil pump assembly is connected to the first input shaft 8 through an oil pump coupling 33. When the first motor 3 is started and drives the first input shaft 8 to rotate, the first input shaft 8 will drive the oil pump 32 to rotate synchronously. The working oil generated by the oil pump 32 enters one side of the first piston 14 through the oil inlet sleeve 9 and the working oil path 34 inside the first input shaft 8 under the coordinated control of the hydraulic control valve 28 and the solenoid valve 29, thereby pushing the first piston 14 to perform the corresponding action. The oil inlet assembly consists of an oil inlet sleeve 9 and an oil inlet end cover 27. The oil inlet sleeve 9 is responsible for guiding the working oil to enter the hydraulic clutch assembly accurately, and the oil inlet end cover 27 plays a reliable sealing role to prevent oil leakage and ensure the normal operation of the system.

[0047] Please refer to the attached Figure 8 As shown, corresponding to the first input shaft component 1, the structural design of the second input shaft component 5 is also crucial to the performance of the gearbox. The structure of the second input shaft component 5 is similar to that of the first input shaft component 1, and also includes a second input shaft 36, a second input driving gear 38 and a corresponding hydraulic clutch assembly. The second input shaft 36 is stably supported on the housing 6 through bearings H37 and J42 to ensure that it can rotate smoothly and provide a stable transmission path for the power input by the second motor 4. The second input driving gear 38 is loosely sleeved on the second input shaft 36, so that it has the ability to rotate freely on the second input shaft 36, which is the same as the design principle of the first input driving gear 11, which facilitates the hydraulic clutch assembly to control the power transmission.

[0048] Similarly, the hydraulic clutch assembly of the second input shaft component 5 also includes a friction plate assembly, a piston assembly, an oil pump assembly and an oil inlet assembly. The friction plate assembly is composed of an outer friction plate 39 meshing with the inner spline of the second clutch housing 43 and an inner friction plate 40 meshing with the end face of the second input driving gear 38. The piston assembly includes a second piston 41 and a return spring 44. Its working principle is similar to that of the piston assembly in the first input shaft component 1. Under the action of hydraulic oil, the second piston 41 pushes the friction plate assembly to press and realize power connection; when the hydraulic oil pressure disappears, the return spring 44 prompts the second piston 41 to return to its original position and disconnect the power connection.

[0049] Furthermore, the oil pump assembly is connected to the second input shaft 36 through the oil pump coupling 48. When the second motor 4 rotates, the oil pump 47 is driven to rotate to provide the required working oil for the hydraulic clutch assembly. The oil inlet assembly is composed of an oil inlet sleeve 35 and an oil inlet end cover 45. The oil inlet sleeve 35 is used to guide the oil to enter, and the oil inlet end cover 45 ensures the sealing of the oil inlet to prevent oil leakage.

[0050] The first transmission shaft component 2 is composed of a first transmission shaft 20, a first transmission shaft driving gear 19 and a first transmission shaft driven gear 31. The first transmission shaft 20 is stably supported on the housing 6 through bearings C18 and D21, ensuring that it can rotate smoothly during operation, providing a guarantee for the stable transmission of power. The first transmission shaft driven gear 31 is meshed with the first input driving gear 11 and the second input driving gear 38. When the first motor 3 or the second motor 4 is working, the power is transmitted to the first transmission shaft driven gear 31 through the corresponding input driving gear, thereby driving the first transmission shaft 20 to rotate.

[0051] The first transmission shaft driving gear 19 is firmly mounted on the first transmission shaft 20, meshing with the output driven gear 25 of the output shaft component 7, transmitting power to the output shaft component 7, realizing the second stage of the two-stage reduction, and ensuring that the power output meets the speed requirements of the ship propeller. Through this ingenious gear meshing design, the first transmission shaft component 2 effectively realizes the deceleration and transmission of power, so that the high speed of the motor is gradually reduced to a low speed range suitable for the operation of the propeller.

[0052] After the power transmission and deceleration processing of the previous levels of components, the power finally reaches the output shaft component 7. The output shaft component 7 is composed of an output shaft 23, an output coupling 22 and an output driven gear 25. The output driven gear 25 is fixed to the output shaft 23 by a reliable connection method, such as a key connection, to ensure that the connection between the two is stable during the power transmission process, ensuring the stability and reliability of the power transmission. The output shaft 23 is stably supported on the housing 6 by bearings E24 and F26, so that it can rotate smoothly, laying the foundation for the smooth transmission of power to the propeller.

[0053] The output coupling 22 is located at the end of the output shaft 23. Its main function is to connect with the propeller and efficiently transmit the power after the secondary reduction to the propeller, thereby providing power support for the navigation of the ship and driving the ship to move forward steadily in the waters. The reasonable design of the output shaft component 7 ensures that the power can be effectively transmitted from the gearbox to the propeller to achieve normal navigation of the ship.

[0054] In the whole power transmission process, the hydraulic clutch control device plays a key role in accurately controlling the connection and disconnection of power. The hydraulic clutch control device is composed of a hydraulic control valve 28 and a solenoid valve 29 working together to achieve accurate control of the hydraulic clutch state. When the motor is started, taking the first motor 3 as an example, at the moment of starting, the hydraulic control valve 28, under the precise control of the solenoid valve 29, allows the hydraulic oil to enter the hydraulic clutch assembly of the first input shaft component 1 from the oil pump assembly. After the hydraulic oil enters one side of the first piston 14, it pushes the first piston 14 to overcome the elastic force of the return spring 17 and move. The first piston 14 further pushes the friction plate assembly, so that the outer friction plate 12 and the inner friction plate 13 are tightly pressed, thereby successfully realizing the power connection between the first input shaft component 1 and the first transmission shaft component 2. At this time, the power of the first motor 3 is transmitted to the output shaft 23 through the first input shaft 8, the first input driving gear 11, the first transmission shaft driven gear 31, the first transmission shaft 20, the first transmission shaft driving gear 19, and the output driven gear 25 in sequence, and finally drives the propeller to rotate and push the ship forward.

[0055] When the motor stops or the working mode needs to be switched, for example, the first motor 3 stops working, the hydraulic control valve 28 will quickly change the flow direction of the hydraulic oil, so that the hydraulic oil on one side of the first piston 14 will flow back, and the first piston 14 will be reset under the elastic force of the reset spring 17, and the friction plate assembly will be loosened accordingly, and the power connection between the first input driving gear 11 and the first input shaft 8 will be disconnected, and the first motor 3 will no longer transmit power to the secondary reduction transmission mechanism.

[0056] Similarly, for the operation and stop control of the second motor 4, the working principle of the hydraulic clutch control device is the same. By accurately controlling the hydraulic clutch assembly of the second input shaft component 5, effective connection and reliable disconnection of power are achieved, ensuring the stable operation of the entire system under different working conditions. The precise control capability of the hydraulic clutch control device enables the gearbox to flexibly adjust the power input according to the actual operation requirements of the ship, thereby improving the adaptability and efficiency of the system.

[0057] During the entire power transmission and conversion process, since the hydraulic system will inevitably generate heat when it continues to work, the cooler 30 plays an indispensable role in maintaining the stable operation of the system. The cooler 30 circulates a cooling medium, such as cooling water or cooling air, to exchange heat with the hydraulic oil, effectively removing the heat in the hydraulic oil and keeping the hydraulic oil within a suitable working temperature range. In this way, the physical and chemical properties of the hydraulic oil can be ensured to be stable, and the deterioration of the hydraulic oil due to overheating can be prevented, thereby affecting the normal operation of the hydraulic clutch control device and the entire system.

[0058] At the same time, stable hydraulic oil temperature helps to extend the service life of hydraulic components, improve the reliability and durability of the system, and provide strong guarantee for the long-term stable operation of the dual motor input gearbox. Cooler 30 is like a thermostat, which monitors the temperature of the hydraulic oil at all times to ensure that the entire gearbox system operates efficiently under a suitable temperature environment.

[0059] The dual-motor dual-clutch design structure adopted in the embodiment of the present invention allows each motor to be freely connected or disconnected without interfering with each other during operation. This design effectively solves the problem of simplification, miniaturization, lightness and low-cost manufacturing of the gearbox structure. When the dual motors are running, the motor power can be synchronously integrated into the gearbox at any time to meet the power requirements of the ship under heavy load conditions; when the ship is lightly loaded, a single motor can be selected to operate to reduce energy consumption and save use costs.

[0060] From the perspective of structural composition, the two-stage reduction design cleverly solves the matching problem between the high speed of the motor and the low speed of the propeller, while meeting the requirements of small size and large reduction ratio.

[0061] The above is an exemplary description of the present invention in combination with the accompanying drawings. It is obvious that the specific implementation of the present invention is not limited to the above-mentioned method. As long as such non-substantial improvements are made by adopting the method concept and technical solution of the present invention, or the concept and technical solution of the present invention are directly applied to other occasions without improvement, they are all within the protection scope of the present invention.

Claims

1. Dual motor input gearbox, characterized in that, include: A dual-motor power input unit for providing power; A two-stage reduction transmission mechanism, comprising an input shaft component connected to a motor power input unit, a first transmission shaft component (2) and an output shaft component (7), wherein the input shaft component and the first transmission shaft component (2) are meshed with gears to achieve a first-stage reduction, the first transmission shaft component (2) and the output shaft component (7) are meshed with gears to achieve a second-stage reduction, and the output shaft component (7) is used to connect to a propeller; The hydraulic clutch control device is arranged on the input shaft component and is used to control the connection or disconnection between a single motor power input unit and the secondary reduction transmission mechanism.

2. The dual motor input gearbox according to claim 1, characterized in that: The dual-motor power input unit comprises a first motor (3) and a second motor (4); the first motor (3) and the second motor (4) can work independently and simultaneously when the ship is fully loaded or under heavy load conditions; and a single motor can be selected to work when the ship is unloaded or under light load conditions.

3. The dual motor input gearbox according to claim 2, characterized in that: The input shaft component comprises a first input shaft component (1) connected to the first motor (3) and a second input shaft component (5) connected to the second motor (4); The hydraulic clutch control device comprises hydraulic clutches respectively arranged on the first input shaft component (1) and the second input shaft component (5); When the motor is working, the corresponding hydraulic clutch, under the action of the control signal, combines the input shaft component with the secondary reduction transmission mechanism to transmit power. When the motor stops working or switches the working mode, the hydraulic clutch disconnects the input shaft component from the secondary reduction transmission mechanism.

4. The dual motor input gearbox according to claim 3, characterized in that: The first input shaft component (1) comprises a first input shaft (8), a first input driving gear (11) and a corresponding hydraulic clutch assembly. The first input shaft (8) is supported on a housing (6) via a bearing assembly. The first input driving gear (11) is loosely sleeved on the first input shaft (8). The hydraulic clutch assembly is used to control the connection or disconnection of the first input driving gear (11) and the first input shaft (8).

5. The dual motor input gearbox according to claim 3, characterized in that: The second input shaft component (5) comprises a second input shaft (36), a second input driving gear (38) and a corresponding hydraulic clutch assembly. The second input shaft (36) is supported on the housing (6) through a bearing assembly. The second input driving gear (38) is loosely sleeved on the second input shaft (36). The hydraulic clutch assembly is used to control the connection or disconnection of the second input driving gear (38) and the second input shaft (36).

6. The dual motor input gearbox according to claim 3 or 4, characterized in that: The hydraulic clutch assembly of the first input shaft component (1) comprises: A friction plate assembly, comprising an outer friction plate (12) meshing with a clutch housing (16) and an inner friction plate (13) meshing with an end surface of a first input driving gear (11), for achieving power transmission; The piston assembly comprises a first piston (14) and a return spring (17); the piston pushes the friction plate assembly to be pressed under the action of hydraulic pressure to achieve power connection; and the return spring (17) is used to return the piston.

7. The dual motor input gearbox according to claim 6, characterized in that: The hydraulic clutch assembly of the first input shaft component (1) further comprises: An oil pump assembly is connected to the first input shaft (8) via an oil pump coupling (33); working oil of the oil pump enters the hydraulic clutch assembly under a control signal to push the piston assembly to work; The oil inlet assembly comprises an oil inlet sleeve (9) and an oil inlet end cover (27), wherein the oil inlet sleeve (9) is used for oil inlet, and the oil inlet end cover (27) seals the oil inlet port.

8. The dual motor input gearbox according to claim 3 or 5, characterized in that: The hydraulic clutch assembly of the second input shaft component (5) comprises: A friction plate assembly, comprising an outer friction plate (39) meshing with the inner spline of the second clutch housing (43) and an inner friction plate (40) meshing with the end surface of the second input driving gear (38), for achieving power transmission; The piston assembly comprises a second piston (41) and a return spring (44); the second piston (41) pushes the friction plate assembly to be pressed under the action of hydraulic pressure to achieve power connection, and the return spring (44) is used to return the second piston (41).

9. The dual motor input gearbox according to claim 8, characterized in that: The hydraulic clutch assembly of the second input shaft component (5) further comprises: An oil pump assembly is connected to the second input shaft (36) via an oil pump coupling (48); working oil of the oil pump enters the hydraulic clutch assembly under a control signal to push the piston assembly to work; The oil inlet assembly comprises an oil inlet sleeve (35) and an oil inlet end cover (45), wherein the oil inlet sleeve (35) is used for oil inlet, and the oil inlet end cover (45) seals the oil inlet port.

10. The dual motor input gearbox according to claim 1, characterized in that: The first transmission shaft component (2) comprises a first transmission shaft (20), a first transmission shaft driving gear (19) and a first transmission shaft driven gear (31); the first transmission shaft driven gear (31) is used to mesh with the first input driving gear (11) and the second input driving gear (38), and the first transmission shaft driving gear (19) is meshed with the output driven gear (25).

11. The dual motor input gearbox according to claim 1, characterized in that: The output shaft component (7) comprises an output shaft (23), an output coupling (22) and an output driven gear (25); the output driven gear (25) is fixedly mounted on the output shaft (23), and the output shaft (23) is connected to the propeller via the output coupling (22).

12. The dual motor input gearbox according to claim 1, characterized in that: The hydraulic clutch control device further comprises a hydraulic control valve (28) and a solenoid valve (29), and the hydraulic control valve (28) and the solenoid valve (29) cooperate to control the operation of the hydraulic clutch.

13. The dual motor input gearbox according to claim 1, characterized in that: A cooler (30) is also included for maintaining a balanced temperature of the hydraulic oil.

14. A method for supplying power to a ship with dual motor input gearbox, characterized in that: A method for supplying power to a ship comprising a dual-motor input gearbox as claimed in any one of claims 1 to 13, comprising the following steps: (1) Determine the working mode of the dual motors according to the ship's operating conditions. Start the dual motors when fully loaded and select a single motor when unloaded. (2) The motor is started and the motor power is transmitted through the input shaft component. At this time, the hydraulic clutch control device controls the power transmission path according to the working state of the motor; (3) The power is decelerated by a two-stage reduction transmission mechanism, wherein the first stage of deceleration is achieved by meshing the gears of the input shaft component and the first transmission shaft component (2), and the second stage of deceleration is achieved by meshing the gears of the first transmission shaft component (2) and the output shaft component (7); (4) The decelerated power is transmitted to the propeller through the output shaft component (7) to drive the ship to move, and the cooler (30) maintains the temperature of the hydraulic system stable during the whole process.

15. The ship power supply method of the dual motor input gearbox according to claim 14, characterized in that: The method of controlling the power transmission path by the hydraulic clutch control device includes: When the motor is started, the hydraulic control valve (28) allows hydraulic oil to enter the hydraulic clutch under the control of the solenoid valve (29), pushing the piston to press the friction plate, thereby achieving power connection between the input shaft component and the first transmission shaft component (2); When the motor stops or switches the working mode, the hydraulic control valve (28) changes the flow direction of the hydraulic oil, and the piston is reset under the action of the spring, so that the input shaft component and the first transmission shaft component (2) are disconnected from the power connection.

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