Bevel angle transmission marine gear transmission device

Abstract

The invention discloses a bevel angle transmission marine gear transmission device, which relates to the technical field of gear transmission, and comprises a box body, an input component, a transmission component and an output component, an ahead running transmission gear is fixed to an input shaft of the input component, and an ahead running driving gear with a clutch and a piston is installed on the input shaft in an empty sleeving mode. And a reversing transmission gear is fixed on a transmission shaft of the transmission part. The invention belongs to the breakthrough of the prior art, and can meet the requirements of inclination of an input shaft, a reversing shaft and an output shaft of a gear box by utilizing the displacement principle of gears with different center distances and the meshing transmission principle of crossed shaft gears. Gears on the three shafts can be mutually meshed and effectively work, the requirement that the high-speed boat inclines relative to the water surface when advancing on the water at a high speed is met, the diesel engine and the gear box are horizontally arranged in the cabin, the output shaft of the gear box outputs at a certain oblique angle, the structure is reliable, the process is easy to implement, and the high-speed boat has the advantages of being reasonable and compact in structural arrangement, high in transmission efficiency, low in cost and the like. And the weight is light.

Description

Technical Field

[0001] The present invention relates to the technical field of gear transmission, and in particular to a bevel transmission marine gear transmission device. The present invention is a bevel transmission marine gearbox with clutching and deceleration or acceleration, with a certain angle between the output shaft and the input shaft, and capable of bearing axial thrust, belonging to a marine power transmission device for transmitting power. Background Art

[0002] Gearboxes are often designed according to market demand to meet requirements such as deceleration or acceleration. For example, to meet the requirements of high-speed boats moving at high speed on the water, and to meet the requirements of hydrodynamics and hull layout, the diesel engine and gearbox can be arranged horizontally in the engine room. However, the hull needs to be at a certain angle to the water surface when moving at high speed on the water. To meet this condition, the output shaft of the gearbox must be designed at a certain angle, which is also called an angled transmission gearbox.

[0003] Existing bevel gearboxes typically utilize bevel gears. To achieve clutching and speed reduction or acceleration, they often require meshing of six gears across four shafts. For example, the first shaft is designed to be beveled, while the remaining three shafts are parallel. This type of bevel gearbox, primarily utilizing bevel gear meshing, suffers from a complex structure, low transmission efficiency, and heavy weight due to the multiple gears. Consequently, no gearbox currently exists that allows the gears on three shafts to mesh directly with each other and achieves a bevel angle between the input and output shafts.

[0004] For example, existing bevel transmission gearboxes (such as CN206545675U) rely on a four-axis, six-gear structure, resulting in heavy weight and low efficiency. Existing technologies such as CN101576144B, while employing a three-axis design, require three dedicated bevel gears, making machining difficult and costly.

[0005] Therefore, there are technical contradictions in the existing bevel transmission gearbox that cannot be solved by conventional technical means: (1) If a simple helical gear with equal helical angle (such as CN206929327U) is used, the axial force will increase by more than 37% when the inclination angle α>10°; (2) If a full bevel gear (such as CN101576144B) is used, the manufacturing cost will increase significantly and the clutch cannot be integrated; (3) Traditional ship staggered shaft designs rely on trial-and-error adjustments and are unable to quantify the relationship between the helix angle difference and the shaft intersection angle, resulting in low efficiency and short life. The bevel gear solution in CN101576144B has high processing costs and does not solve the problem of ship vibration compensation. Summary of the Invention

[0006] The technical solution of the present invention addresses the technical problem that the existing technical solutions are too simple and provides a solution that is significantly different from the existing technologies. Specifically, the purpose of the present invention is to provide an angled transmission marine gear transmission device to solve the problem raised in the above background technology that the gears on the three shafts cannot be directly made into a gear box that can mesh with each other and form an angle between the input and output shafts.

[0007] To achieve the above-mentioned object, the present invention provides the following technical solutions: a bevel transmission marine gear transmission device, comprising a housing, an input component, a transmission component, and an output component; The input shaft of the input component is fixed with a transmission gear for the vehicle, and an idle sleeve is installed with a driving gear for the vehicle with a clutch and a piston; The transmission shaft of the transmission component is fixed with a reverse transmission gear, and a reverse driving gear with a reverse clutch and a piston is installed in an empty sleeve; The output shaft of the output component is fixed with an output gear, which is engaged with the forward driving gear and the reverse driving gear at the same time; The input shaft is arranged in parallel with the transmission shaft, and the forward transmission gear and the reverse transmission gear are cylindrical gears that mesh with each other; The output shaft is arranged at an oblique angle θ to the input shaft and the transmission shaft; The driving gear of the vehicle is a bevel gear, and the output gear is a cylindrical gear, and the two constitute an intersecting shaft transmission; The reverse driving gear and the output gear are both cylindrical gears, forming a staggered shaft transmission pair, and the helix angles β1 and β2 satisfy: |β1 - β2| = θ + β0 (θ is the shaft intersection angle, β0 is the design reference helix angle, β1 and β2 are the helix angles of the reverse driving gear and the output gear respectively).

[0008] Preferably, a clutch housing is provided at the end of the on-board transmission gear in the input component, and the clutch housing has a piston and an outer friction plate built therein; The input shaft is provided with a return spring and a return spring seat, and the first grinding plate group is provided on both sides of the driving gear of the vehicle; An inner friction plate is installed on the end of the driving gear installed in an empty sleeve on the input shaft.

[0009] Preferably, the first wear plate group is symmetrically arranged on both sides of the driving gear of the vehicle, and is used to bear the axial force component; The second grinding plate groups are symmetrically arranged on both sides of the reverse driving gear.

[0010] Preferably, the intersection angle θ between the output shaft and the input shaft is 5°-15°; The helix angle β0 ranges from 10° to 20°; β1=25°~40°, β2=15°~30°.

[0011] Preferably, the wear plate adopts a gradient hardness design; The hardness of the first abrasive plate set is HRC58-62, and the hardness of the second abrasive plate set is HRC50-55.

[0012] Preferably, the hardness difference between the first wear plate set and the second wear plate set satisfies: ΔH ≥ 0.2×β1; Wherein, ΔH is the hardness difference HRC between the first wear plate group and the second wear plate group, and β1 is the helical angle of the reverse driving gear.

[0013] Preferably, the surface of the second abrasive plate set is provided with laser micro-texturing, and the texture density ρ satisfies: ρ ≥ 0.15×β0; Among them, ρ is the texture area ratio, and β0 is the design basis helix angle.

[0014] Preferably, when the output shaft inclination angle θ>10°, the hardness of the second wear plate set is adjusted to: HRC=55+0.5×(θ-10).

[0015] Preferably, a reverse transmission gear end fixed on the transmission shaft in the transmission component is provided with a reverse clutch housing, an outer friction plate and a reverse piston are installed in the reverse clutch housing, and an inner friction plate is installed at the end of the reverse driving gear.

[0016] Preferably, the input shaft is supported by bearings on the housing and the housing cover, one end of which is connected to the input shaft coupling, an oil pump is installed at the end of the transmission shaft, and the output shaft is connected to the working propeller through an output coupling connected at one end.

[0017] Compared with the prior art, the present invention has the following beneficial effects: 1. This invention represents a breakthrough in the prior art, utilizing the principles of gear shifting with varying center distances and cross-axis gear meshing transmission to meet the inclination requirements for the gearbox's input, reverse, and output shafts. Furthermore, the gears on these three shafts mesh effectively with each other, effectively meeting the inclination requirements of high-speed boats traveling at high speeds. This allows the diesel engine and gearbox to be arranged horizontally within the engine room, while the gearbox's output shaft is angled for output. This results in a reliable structure, easy processability, a rational and compact structure, high transmission efficiency, and light weight.

[0018] 2. In the present invention, a mechanical path differentiation protection strategy is introduced into the ship gearbox, and the axial force is decomposed into the first / second wear plate group according to the dynamic characteristics. The first / second wear plate group is designed according to a gradient, thereby improving the impact fatigue life of the wear plates. At the same time, the wear of the two groups of wear plates can be synergistically optimized, so that vibration noise is suppressed, and it can adapt to the frequent forward and reverse switching of the ship. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a schematic diagram of the axial side structure of the structure of the present invention; Figure 2 It is a side schematic diagram of the structure of the present invention; Figure 3 yes Figure 2 A-A sectional view; Figure 4 It is a structural schematic diagram of the transmission component of the present invention. DETAILED DESCRIPTION

[0020] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0021] See also Figure 1-4 Example 1: The present invention provides a technical solution: an angled transmission marine gear transmission device, comprising a housing 6, an input component, a transmission component and an output component.

[0022] The input shaft 4 of the input component is fixed with a transmission gear 7, and a driving gear 14 with a clutch and a piston 8 is installed in an empty sleeve.

[0023] The transmission shaft 38 of the transmission component is fixed with the reverse transmission gear 25, and the reverse driving gear 31 with the reverse clutch and the piston 26 is installed in an empty sleeve.

[0024] The output shaft 21 of the output component is fixed with an output gear 19 , which meshes with the forward driving gear 14 and the reverse driving gear 31 at the same time.

[0025] The input shaft 4 is arranged in parallel with the transmission shaft 38 , and the forward transmission gear 7 and the reverse transmission gear 25 are cylindrical gears and mesh with each other.

[0026] The output shaft 21 is arranged at an oblique angle θ with the input shaft 4 and the transmission shaft 38 .

[0027] The driving gear 14 is a bevel gear, and the output gear 19 is a cylindrical gear, and the two constitute an intersecting axis transmission.

[0028] The reverse driving gear 31 and the output gear 19 are both cylindrical gears, forming a staggered shaft transmission pair, and the helix angles β1 and β2 satisfy: |β1 - β2| = θ + β0 (θ is the shaft intersection angle, β0 is the design reference helix angle).

[0029] The intersection angle θ between the output shaft 21 and the input shaft 4 is 5°-15°.

[0030] The helix angle β0 ranges from 20° to 30°; The specific derivation process of the above formula is as follows: First, the basic meshing conditions must be met: the relationship between the axis angle θ and the helical angles β1 and β2 of the staggered helical gear transmission is: cosθ = (sinβ1 × sinβ2) / cosα n + cosβ1 × cosβ2 (Where: α n Normal pressure angle refers to the pressure angle of the gear tooth profile in the normal plane, and the standard value is 20° (GB / T 1356). In this marine application this can be simplified: Since the marine gearbox θ ≤ 15° (limited by the inclination angle of the existing ship shaft system), substitute α n = 20°, we can get the approximate formula: cosθ ≈ 1 - (θ²) / 2 (θ is in radians) When β1 and β2 are in the range of 15°-40°, a linear relationship is verified by bench tests (the bench tests include: a) Apply typical impact loads of ships according to GB / T 6404.2-2005; b) Salt spray environment simulation (compliant with ISO 9227:2022); c) Efficiency test complies with CCS Guidelines for Energy Efficiency of Marine Gearboxes): |β1 - β2| ≈ θ × (180 / π) + β0 That is: |β1 - β2| = θ + β0 Among them, β0 is the compensation angle, which is used to correct the geometric error of the staggered axis gear transmission under ship working conditions. The value of β0 is based on the correlation with the ship. The reason why the compensation angle β0 is limited to 10°-20° is: and the adaptability to ship working conditions with β0=10°-20°: the optimal values of β0 for three typical ship types; Furthermore, the value range of β1 (helix angle of the reverse driving gear) is: 25°~40° (larger helix angle increases torque capacity (ABS specification)).

[0031] The value range of β2 (output gear helix angle) is 15° to 30° (limiting axial force (ISO 6336)).

[0032] In this embodiment, a clutch housing is provided at the end of the on-board transmission gear 7 in the input component, and the clutch housing has a piston 8 and an outer friction plate 9 built therein.

[0033] A return spring 11 and a return spring seat 12 are provided on the input shaft 4, and a first grinding plate group (13, 18) is provided on both sides of the driving gear 14.

[0034] An inner friction plate 10 is installed on the end of the driving gear 14 installed in an empty sleeve on the input shaft 4.

[0035] In this embodiment, the first wear plate group (13, 18) is symmetrically arranged on both sides of the driving gear 14 for bearing the axial force component.

[0036] Second grinding plate groups (32, 37) are symmetrically arranged on both sides of the reverse driving gear 31.

[0037] The grinding plates (13, 18, 32, 37) are designed with a gradient hardness, and the hardness of the first grinding plate group (13, 18) is higher than that of the second grinding plate group (32, 37).

[0038] Specifically, the hardness of the first grinding plate group (13, 18) is HRC58-62, the hardness of the second grinding plate group (32, 37) is HRC50-55, and the first grinding plate group (13, 18) and the second grinding plate group (32, 37) need to meet the following conditions: the hardness value of the first grinding plate group ≥ the hardness value of the second grinding plate group + 5 HRC.

[0039] Furthermore, a laser micro-texturing array is provided on the surface of the first wear plate group (13, 18), with a texture depth of 20-50 μm, a diameter of 100-200 μm, and a texture density of 15-25%, for storing lubricating oil and forming a dynamic pressure lubricating film.

[0040] In this embodiment, a reverse clutch housing is provided at the end of the reverse transmission gear 25 fixed on the transmission shaft 38 in the transmission component. An outer friction plate 27 and a reverse piston 26 are installed in the reverse clutch housing, and an inner friction plate 28 is installed at the end of the reverse driving gear 31.

[0041] The input shaft 4 is supported on the housing 6 and the housing cover 23 by bearings (5, 16), one end of which is connected to the input shaft coupling 1. An oil pump 40 is installed at the end of the transmission shaft 38, and the output shaft 21 is connected to the working propeller through the output coupling 22 connected at one end.

[0042] Working Principle: When using this bevel gear transmission, first, when the control handle of the oil pump 40 is in the forward position, the gearbox working oil enters the piston 8 through the forward working oil hole 15. At this time, the piston presses the outer friction plate 9 in the clutch housing at the forward transmission gear end and the inner friction plate 10 at the forward driving gear end. The power from the diesel engine is transmitted through the input coupling 1, input shaft 4, the outer friction plate 9 in the clutch at the forward transmission gear 7 end, the inner friction plate 10 on the forward driving gear end, and the forward driving gear 14 to the mutually meshing driven gear 19, and then through the output shaft 21 and output coupling 22 to the propeller.

[0043] When the control valve handle is in the forward working position, the reverse working oil is disconnected, and the reverse piston 26 is supported on the return spring seat 30 and the return spring 29 retracts the reverse piston 26. Because the reverse driving gear and the driven gear are often engaged, the reverse driving gear can be reversed under the drive of the driven gear when the car is working. The axial component of the reverse gear is borne by the wear plate 32 and the wear plate 37.

[0044] During this process, input shaft 4 drives bevel gear 14 to engage output gear 19, generating an instantaneous axial impact force. The first wear plate set (13, 18), with its high hardness (HRC58-62), dissipates over 90% of the impact energy through elastic deformation, with the remaining energy being conducted through housing 6.

[0045] When the control valve 40 handle is in reverse, the gearbox operating oil enters the reverse piston 26 through the reverse operating oil port 34, pressing the reverse piston 26 against the outer friction plate 27 and inner friction plate 28. Power from the diesel engine is transmitted through the input coupling 1, input shaft 4, and forward drive gear 7 to the reverse drive gear 25. Then, through the outer friction plate 27 in the clutch at the end of the reverse drive gear, the inner friction plate 28 on the end of the reverse drive gear, and the reverse drive gear 31, it is transmitted to the meshing driven gear 19. Then, through the output shaft 21 and output coupling 22, it is transmitted to the propeller. When the control valve handle is in reverse, the forward operating oil is disconnected, and the forward piston 8, supported by the return spring seat 12, is retracted by the return spring 11. Because the forward drive gear and the driven gear are constantly meshed, the forward drive gear can reverse under the influence of the driven gear during reverse operation. The axial force component of the forward drive gear is borne by the wear plates 13 and 18.

[0046] During this process, the meshing of the helical gears (31, 19) generates a steady-state axial force. The second wear plate set (32, 37) is made of a medium hardness (HRC50-55) and allows a plastic deformation of ≤5μm to make the stress distribution uniform and avoid local pitting corrosion.

[0047] This invention achieves a system whereby power is input from a diesel engine or electric motor (prime mover) and outputted through an input shaft, a clutch, a driving gear, a transmission gear, an output gear, and an output shaft. The input shaft of the gearbox is connected to the diesel engine flywheel, aligning the gearbox input shaft and the diesel engine. The key driving gear, originally a cylindrical gear, is converted into a bevel gear, resulting in the previously parallel meshing lines, gear tip circle, and tooth root circle becoming inclined upon meshing with the output gear.

[0048] The output shaft axis is parallel to the meshing line, addendum circle, and root circle of the conical driving gear. That is, the output shaft axis becomes an oblique line, that is, the input shaft driving gear is made into a bevel gear according to the gear shift, and the output shaft output gear is made according to the normal cylindrical gear. The output shaft gear and the input shaft gear can mesh normally, and the input shaft axis and the output shaft axis become an oblique line at an angle.

[0049] The reverse shaft is designed as a parallel shaft, allowing the drive gear on the reverse shaft to mesh normally with the drive gear on the parallel input shaft. The driving gear on the reverse shaft operates on the principle of cylindrical gear cross-axis helical gear transmission, that is, a gear pair consisting of two helical gears with unequal helix angles, and the two gear axes can be at any angle.

[0050] Among them, the helix angle of the gear is increased by a cross angle from the original helix angle (the design of the cross angle refers to the above), so that it can mesh normally.

[0051] Example 2: Quantitative matching of the hardness of the wear plate and the helix angle.

[0052] Refer to the instruction manual Figure 4 As shown, when the helix angle β1 of the reverse driving gear 31 is 35°, the hardness of the first grinding plate group (13, 18) is set to HRC60, and the hardness of the second grinding plate group (32, 37) is set to HRC53, and the hardness difference ΔH is 7 HRC.

[0053] Verification formula: ΔH ≥ 0.2×β1 → 0.2×35=7, which is a perfect match. At this time, a bench test is carried out under the towing condition (β0=18°): Axial vibration reduced to 82 dB (compared to 90 dB for designs with equal stiffness); The life of the wear plate is up to 15,000 hours (ABS specification requires 10,000 hours).

[0054] Technical effect: High β1 leads to large axial force → a larger hardness difference is required to absorb dynamic impact. In this formula, an increase in β1 leads to an increase in axial force. The forced association through ΔH ≥ 0.2 × β1 ensures that the bearing plate under high helix angle still consumes energy in a coordinated manner.

[0055] Example 3: Enhancement of the compensation angle β0 by micro-texture density.

[0056] Under the luxury yacht working condition (β0=15°), the surface of the second bearing plate group (32,37) is processed with laser microtexturing, with a texture density of ρ=22% (satisfying ρ≥0.15×15=22.5%), and texture parameters: diameter 150μm, depth 40μm.

[0057] Salt spray test (ISO9227) results: Technical effect: High β0 requires more texture to store lubricating oil and compensate for geometric errors. In the invention, the micro-texture density ρ is positively correlated with β0. When β0 is high (large geometric error), the oil storage capacity is increased to compensate for the deviation between the theoretical value of the formula and the actual operation.

[0058] Example 4: Dynamic hardness adjustment of inclination angle θ.

[0059] Refer to the instruction manual Figure 2 As shown, the inclination angle of the output shaft of the harbor tugboat is θ=13° (exceeding the 10° threshold), and the hardness of the second grinding plate group (32, 37) is adjusted to: HRC=55+0.5×(13-10)=56.5 (rounded to HRC57), combined with the first bearing plate set HRC61 (ΔH=4 HRC), perform a sudden load test: Under the propeller emergency stop condition, the peak axial force is 158 kN (the plastic deformation of the traditional design wear plate is greater than 10 μm).

[0060] The deformation of the wear plate in this design is only 4.2μm, and there is no permanent damage after reset.

[0061] Technical effect: When θ increases, the hardness of the reversing path wear plate is improved, and the nonlinear growth of the axial force is resisted. In the present invention, when θ>10°, the axial force increases exponentially, and the hardness of the reversing path wear plate is dynamically improved (formula: HRC=55+0.5×(θ-10)) to resist failure.

[0062] Although the present invention has been described in detail with reference to the aforementioned embodiments, it is still possible for those skilled in the art to modify the technical solutions described in the aforementioned embodiments, or to make equivalent substitutions for some of the technical features therein. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A bevel gear transmission device for marine use, characterized in that: It includes a housing (6), an input component, a transmission component, and an output component; The input shaft (4) of the input component is fixed with a commutation transmission gear (7), and a commutation driving gear (14) with a clutch and a piston (8) is installed in an empty sleeve; The transmission shaft (38) of the transmission component is fixed with a reverse transmission gear (25), and a reverse driving gear (31) with a reverse clutch and a piston (26) is installed in an empty sleeve; The output shaft (21) of the output component is fixed with an output gear (19), which simultaneously meshes with the forward driving gear (14) and the reverse driving gear (31); The input shaft (4) and the transmission shaft (38) are arranged in parallel, and the forward transmission gear (7) and the reverse transmission gear (25) are cylindrical gears and mesh with each other; The output shaft (21) is arranged at an oblique angle θ with the input shaft (4) and the transmission shaft (38); The driving gear (14) of the vehicle is a bevel gear, and the output gear (19) is a cylindrical gear, and the two constitute an intersecting shaft transmission; The reverse driving gear (31) and the output gear (19) are both cylindrical gears, forming a staggered axis transmission pair, and the helical angles β1 and β2 satisfy: |β1 - β2| = θ + β0; Wherein, θ is the axis intersection angle, β0 is the design reference helix angle, and β1 and β2 are the helix angles of the reverse driving gear (31) and the output gear (19), respectively.

2. The bevel gear transmission device for marine use according to claim 1, characterized in that: A clutch housing is provided at the end of the on-board transmission gear (7) in the input component, and the clutch housing has a piston (8) and an outer friction plate (9) built therein; A return spring (11) and a return spring seat (12) are provided on the input shaft (4), and a first grinding plate group (13, 18) is provided on both sides of the driving gear (14); An inner friction plate (10) is installed at the end of the driving gear (14) mounted in an empty sleeve on the input shaft (4).

3. The bevel gear transmission device for marine use according to claim 1, characterized in that: The first grinding plate group (13, 18) is symmetrically arranged on both sides of the driving gear (14) of the vehicle, and is used to bear the axial force component; Second grinding plate groups (32, 37) are symmetrically provided on both sides of the reverse driving gear (31).

4. The bevel gear transmission device for marine use according to claim 3, characterized in that: The intersection angle θ between the output shaft (21) and the input shaft (4) is 5°-15°; The helix angle β0 ranges from 10° to 20°; β1=25°～40°，β2=15°～30°。 5. The bevel gear transmission device for marine use according to claim 3, characterized in that: The wear plates (13, 18, 32, 37) are designed with gradient hardness; The hardness of the first grinding plate group (13, 18) is HRC58-62, and the hardness of the second grinding plate group (32, 37) is HRC50-55.

6. The bevel gear transmission device for marine use according to claim 3, characterized in that: The hardness difference between the first grinding plate group (13, 18) and the second grinding plate group (32, 37) satisfies: ΔH ≥ 0.2×β1; Wherein, ΔH is the hardness difference HRC between the first wear plate group (13, 18) and the second wear plate group (32, 37), and β1 is the helical angle of the reverse driving gear.

7. The bevel gear transmission device for marine use according to claim 6, characterized in that: The surface of the second grinding plate group (32, 37) is provided with laser micro-texturing, and the texture density ρ satisfies: ρ ≥ 0.15×β0; Among them, ρ is the texture area ratio, and β0 is the design basis helix angle.

8. The bevel gear transmission device for marine use according to claim 4, characterized in that: When the output shaft inclination angle θ>10°, the hardness of the second grinding plate set (32, 37) is adjusted to: HRC=55+0.5×(θ-10).

9. The bevel gear transmission device for marine use according to claim 1, characterized in that: A reverse clutch housing is provided at the end of the reverse transmission gear (25) fixed on the transmission shaft (38) in the transmission component. An outer friction plate (27) and a reverse piston (26) are installed in the reverse clutch housing. An inner friction plate (28) is installed at the end of the reverse driving gear (31).

10. The bevel gear transmission device for marine use according to claim 9, characterized in that: The input shaft (4) is supported on the housing (6) and the housing cover (23) by bearings (5, 16), and one end of the input shaft (4) is connected to the input shaft coupling (1). An oil pump (40) is installed at the end of the transmission shaft (38). The output shaft (21) is connected to the working propeller through the output coupling (22) connected at one end.

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