A marine gearbox with a split clutch

Abstract

The present invention relates to a marine gearbox with a split clutch, comprising a case component, a transmission gear shaft component, an output gear shaft component and an input gear shaft component, wherein the clutch assembly comprises a clutch housing, a friction plate seat, a piston, a spring, an inner friction plate and an outer friction plate, wherein the clutch housing is separately arranged with the reverse gear, one end of the clutch housing is respectively separated from the reverse gear and has a certain clearance, and the other end of the clutch housing is fixedly connected with one end of the first main gear, wherein the friction plate seat is respectively sleeved on the input shaft and the transmission shaft and rotates synchronously with the input shaft and the transmission shaft, wherein the inner friction plate and the outer friction plate are respectively arranged on the outer spline of the friction plate seat and in the clutch housing, and the inner friction plate and the outer friction plate are alternately arranged; the spring is arranged between the piston and the friction plate seat, and the piston can be axially moved to push the inner friction plate and the outer friction plate to be in close contact and pressed; thereby solving the problems of high relative speed, large belt row torque and belt row burning of the non-working group clutch of the existing marine gearbox.

Description

Technical Field

[0001] The present invention relates to the technical field of gear boxes, and in particular to a marine gear box with a split clutch. Background Art

[0002] The existing marine gearbox clutch housing and the forward gear and reverse gear are an integrated structure, commonly known as the forward clutch housing gear and the reverse clutch housing gear, such as Figure 1 As described, the transmission gear shaft includes a clutch housing A, an outer friction plate B, an inner friction plate C, a transmission shaft D, and a first main gear F. Lubrication holes are processed on the two sets of clutch friction plate seats for lubrication and cooling of the friction plates. The clutch friction plate cooling lubricating oil is discharged through several small holes processed on the forward clutch housing gear and the reverse clutch housing gear. If the oil drainage is not smooth, the relative speed of the non-working group clutch is high, and the belt torque is large, it is easy to cause the clutch, especially the non-working group clutch belt plate to burn. Summary of the Invention

[0003] The purpose of the present invention is to provide a marine gearbox with a split clutch, in which the clutch housing is separately arranged with the forward gear and the reverse gear, and a plurality of T-shaped holes and grooves are processed on the clutch housing to cooperate with the outer friction plate, so that the oil drainage is smooth, thereby solving the problems of high relative speed, large belt and row torque, and belt and row burning of the non-working group clutch of the existing marine gearbox.

[0004] To achieve the above-mentioned purpose, the main technical solution of the present invention is a marine gearbox with a split clutch, comprising a housing component, a transmission gear shaft component, an output gear shaft component and an input gear shaft component, wherein the transmission gear shaft component, the output gear shaft component and the input gear shaft component are arranged in the housing component and are meshed with each other through gears for transmission; the characteristic is that the transmission gear shaft component comprises a transmission shaft, and a first bearing, a reverse gear, a clutch assembly, a first main gear and a second bearing sequentially sleeved on the transmission shaft; the clutch assembly comprises a clutch housing, a friction plate seat, a piston, a spring, an inner friction plate and an outer friction plate, the clutch housing and the reverse gear are arranged separately, and the clutch outer One end of the shell leaves a certain clearance distance with the reverse gear, and the other end of the clutch housing is fixedly connected to one end of the first main gear. The friction plate seat is arranged on the transmission shaft through a spline sleeve and rotates synchronously with the transmission shaft. The inner friction plate and the outer friction plate are respectively arranged on the outer spline of the friction plate seat and in the clutch housing, and the inner friction plate and the outer friction plate are alternately arranged; a spring is arranged between the piston and the friction plate seat, and a first working medium pipeline is provided inside the transmission shaft, and a chamfered notch is provided on the inner ring of the piston. The chamfered notch and the reverse gear cavity form a medium channel for driving the piston to move the axis, and the first working medium pipeline is connected to the medium channel; the piston can move the axis to push the inner friction plate and the outer friction plate to be tightly pressed.

[0005] In some instances, a plurality of T-shaped slots for oil drainage are circumferentially arranged on the circumferential wall of the clutch housing, and the arc distances between adjacent T-shaped slots are consistent; the outer ring of the outer friction plate is processed to form T-shaped teeth, and the outer friction plate is connected to the clutch housing through the T-shaped teeth.

[0006] In some examples, a plurality of lubrication holes are distributed on the friction plate holder for fully lubricating and cooling the friction plate. A second working medium pipeline is provided inside the transmission shaft, and the second working medium pipeline is communicated with the lubrication holes.

[0007] In some instances, the shaft body of the transmission shaft has at least one section of a circumferential wall protrusion forming a spline section, the retaining ring is axially positioned and connected to the spline section of the transmission shaft, the spring is located between the spline section and the piston, and a spring retaining ring is provided between the spring and the spline section; the friction plate seat is provided on the spline section between the spring retaining ring and the retaining ring, and a pressure plate is provided on the friction plate seat.

[0008] In some instances, the end of the transmission shaft is a tapered shaft body, and the diameter of the transmission shaft becomes smaller as it approaches the end. The inner ring aperture cross-section of the first bearing is a trapezoidal structure and is sleeved on the tapered shaft body. A round nut is threadedly connected to the end of the transmission shaft, and the first bearing is connected and fixed to the transmission shaft through the round nut; the other end of the transmission shaft is provided with an axially positioned bearing retaining ring, and the bearing retaining ring is in contact with the second bearing.

[0009] In some instances, the input gear shaft component has the same structure as the transmission gear shaft component, and the input gear shaft component further includes an input flange; the end of the input shaft close to the second bearing is a tapered shaft body, the inner ring cross-section of the input flange is a trapezoidal structure, and the input flange is sleeved on the end of the input shaft.

[0010] In some examples, the reverse gear and the second bearing are both interference-connected to the transmission shaft, and the forward gear (221) and the second bearing are both interference-connected to the input shaft.

[0011] In some examples, the first working medium pipeline is a working oil circuit for conveying working oil medium, the outer ring of the piston (213) is in close contact with the reverse gear and the forward gear respectively, and the reverse gear (214) and the forward gear (221) are provided with an oil drain valve (215).

[0012] In some instances, the output gear shaft component includes an output shaft, a third bearing, a large gear, a fourth bearing, and a fifth bearing; the large gear is connected to the output shaft through an inner hole interference fit; the transmission gear shaft component and the second main gear of the input gear shaft component are respectively engaged with the large gear for transmission, and the reverse gear of the transmission gear shaft component and the forward gear of the input gear shaft component are engaged with each other for transmission.

[0013] In some examples, the housing component further includes a hydraulic control component for controlling whether the oil medium enters the working oil circuit.

[0014] The present invention adopts the above technical solution to achieve the following effects:

[0015] 1. The clutch housing of a marine gearbox with a high-reliability clutch of the present invention is separated from the forward gear or reverse gear into a two-body structure. Four groups of 40 lubrication holes are distributed on the two sets of clutch friction plate seats to provide sufficient lubrication and cooling for the friction plates. A plurality of T-shaped holes are machined on the clutch housing to cooperate with the outer friction plates. The clutch oil discharge is unobstructed, so the non-working group clutch will not be engaged and the friction plates are not easily burned.

[0016] 2. The marine gearbox with a high-reliability clutch according to the present invention has a wide range of applications, and can be used not only in the main propulsion system of ships but also in the field of industrial transmission gearboxes. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 This is a schematic diagram of the structure of a traditional transmission gear shaft.

[0018] Figure 2 is a structural diagram of an embodiment of the present invention,

[0019] Figure 3 yes Figure 2 A schematic structural diagram of the transmission gear shaft component of the embodiment,

[0020] Figure 4 yes Figure 2 A schematic cross-sectional view of a transmission gear shaft component of an embodiment,

[0021] Figure 5 yes Figure 2 A schematic cross-sectional view of the input gear shaft component of the embodiment,

[0022] Figure 6 yes Figure 2 A schematic cross-sectional view of a marine gearbox according to an embodiment of the present invention is shown.

[0023] Figure 7 yes Figure 2 Schematic diagram of the cross-sectional structure of the marine gearbox according to another embodiment

[0024] In the figure: input gear shaft component 1, the transmission gear shaft component 2, output gear shaft component 3, input flange 101, input shaft 102, second main gear 104, transmission shaft 201, second bearing 202, first main gear 203, clutch housing 204, retaining ring 205, friction plate seat 206, pressure retaining ring 207, pressure plate 208, inner friction plate 209, outer friction plate 210, spring retaining ring 211, spring 212, piston 213, reverse gear 214, oil drain valve 215, bearing retaining ring 216, First bearing 217, round nut 218, T-shaped hole groove 219, chamfered notch 220, driving gear 221, output shaft 301, third bearing 302, large gear 303, fourth bearing 305, fifth bearing 306, housing component 4, main housing 401, 8-shaped clutch rear cover 402, input shaft rear end cover 403, transmission shaft rear end cover 404, output shaft rear cover 405, input shaft front end cover 406, transmission shaft front end cover 407, output shaft front end cover 408, mounting bracket 409, hydraulic control component 5. DETAILED DESCRIPTION

[0025] The following description is intended to disclose the present invention so that those skilled in the art can implement the present invention. The preferred embodiments described below are for illustrative purposes only, and those skilled in the art will readily appreciate other obvious variations. The basic principles of the present invention defined in the following description may be applied to other embodiments, variations, improvements, equivalents, and other technical solutions that do not depart from the spirit and scope of the present invention.

[0026] Those skilled in the art should understand that, in the disclosure of the present invention, the terms "longitudinal", "transverse", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like to indicate orientations or positional relationships are based on the orientations or positional relationships shown in the accompanying drawings, which are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, the above terms should not be understood as limiting the present invention.

[0027] It is understandable that the term "one" should be understood as "at least one" or "one or more", that is, in one embodiment, the number of an element may be one, while in another embodiment, the number of the elements may be multiple, and the term "one" should not be understood as a limitation on the quantity.

[0028] Example 1:

[0029] Referring to the accompanying drawings of the present invention Figures 2 to 7As shown, according to a preferred embodiment of the present invention, a marine gearbox with a split clutch is described, the marine gearbox includes a main housing 401, a transmission gear shaft component, an output gear shaft component and an input gear shaft component, the transmission gear shaft component, the output gear shaft component and the input gear shaft component are arranged in the main housing 401 and are mutually engaged and transmitted through gears; it is characterized in that the transmission gear shaft component includes a transmission shaft 201, and a first bearing 217, a reverse gear 214, a clutch assembly, a first main gear 203 and a second bearing 202 sequentially mounted on the transmission shaft 201; the clutch assembly includes a clutch housing 204 , friction plate seat 206, piston 213, spring, inner friction plate 209 and outer friction plate 210, the clutch housing 204 and the forward and reverse gears 214 are arranged in a split manner, one end of the clutch housing 204 is kept at a certain clearance distance from the reverse gear 214, and the other end of the clutch housing 204 is fixedly connected to one end of the first main gear 203, the friction plate seat 206 is mounted on the transmission shaft 201 through a spline sleeve and rotates synchronously with the transmission shaft 201, the inner friction plate 209 and the outer friction plate 210 are respectively arranged on the outer spline of the friction plate seat 206 and in the clutch housing 204, and the inner friction plates 209 and the outer friction plates 210 are alternately arranged ; The spring is arranged between the piston 213 and the friction plate seat 206. The interior of the transmission shaft 201 is provided with a first working medium pipeline. The inner ring of the piston 213 is provided with a chamfered notch 220. The chamfered notch 220 and the reverse gear 214 cavity form a medium channel for driving the piston 213 to move axially. The first working medium pipeline is connected to the medium channel; the piston 213 can move axially to push the inner friction plate 209 and the outer friction plate 210 to be tightly pressed; the main innovation of this technical solution is that the clutch housing 204 and the reverse gear 214 are arranged in a split type, thereby solving the problem of high relative speed of the non-working group clutch of the existing marine gearbox and the displacement torque. The first working medium pipeline is mainly used to input a medium that can drive the piston 213 to move toward the friction plate axis. The medium can be gas or liquid, and the present technical solution mainly uses working oil as the medium. The outer ring of the piston 213 is in close contact with the reverse gear 214. The reverse gear 214 is provided with an oil drain valve 215. By inputting working oil into the first working medium pipeline, the working oil flows through the medium channel and flows into the chamfered notch 220, thereby squeezing the piston 213 and driving the piston 213 to move axially. After the piston 213 moves axially, it pushes the outer friction plate 210 and the inner friction plate 209 to press each other tightly, thereby driving the clutch housing 204 and the first gear and the transmission shaft 201 to rotate synchronously. When the clutch needs to be disengaged, the first working medium pipeline no longer supplies oil, and the remaining working oil is discharged through the oil drain valve 215, and then the piston 213 is reset by the spring; in addition, it can be Figure 1It can be seen that in the conventional clutch assembly, the clutch housing 204 and the reverse gear 214 are arranged in one piece, and the reverse gear 214 rotates synchronously with the transmission shaft 201, so the clutch housing 204 also rotates synchronously. Therefore, the clutch housing 204 is at a relatively high speed. When the piston 213 moves to make the inner friction plate 209 and the outer friction plate 210 close to each other, a large torque is generated, which affects the service life of the inner friction plate 209 and the outer friction plate 210. The main housing 401 is provided with a The hydraulic control component 5 that controls whether the oil medium enters the working oil circuit, the use and arrangement of the hydraulic control component 5 will not be described in detail. Reference can be made to the gear box body previously applied for by the applicant. A bearing retaining ring 216 is provided on the transmission shaft 201 between the first bearing 217 and the reverse gear 214. In addition, since the forward gear 221 of the input gear shaft component and the reverse gear 214 of the transmission gear shaft component are consistent in structure and function, the only difference is the direction of rotation in the forward working condition and the reverse working condition, that is, clockwise rotation or counterclockwise rotation.

[0030] Specifically, in the present technical solution, a plurality of T-shaped slots 219 for oil drainage are circumferentially arranged on the circumferential wall of the clutch housing 204, and the arc distances between adjacent T-shaped slots 219 are consistent; the outer ring of the outer friction plate 210 is processed to form T-shaped teeth, and the outer friction plate 210 is connected to the clutch housing 204 through the T-shaped teeth. The clutch housing 204 is processed with a plurality of T-shaped slots 219 to cooperate with the outer friction plate 210, so that the clutch oil drainage is smooth, so the non-working clutch will not be engaged and the friction plate is not easily burned; in addition, a plurality of lubrication holes are distributed on the friction plate seat 206 for sufficient lubrication and cooling of the friction plate, a second working medium pipeline is provided inside the transmission shaft 201, and the second working medium pipeline is connected to the lubrication hole, the transmission gear shaft component and the input gear shaft component each have a clutch assembly, and four groups of 40 lubrication holes are distributed on the two clutch friction plate seats 206 for sufficient lubrication and cooling of the friction plate, further reducing the risk of burning.

[0031] The shaft body of the transmission shaft 201 has at least one section of a circumferential wall protrusion forming a spline section, the friction retaining ring 205 is axially positioned and connected to the spline section of the transmission shaft 201, the spring is located between the spline section and the piston 213, and a spring retaining ring 211 is provided between the spring and the spline section; the friction plate seat 206 is provided on the spline section between the spring retaining ring 211 and the retaining ring 205, and a pressure plate 208 is provided on the friction plate seat 206, and the pressure plate 208 is used to limit the moving stroke of the piston 213, and a pressure retaining ring 207 is also provided on the pressure plate 208.

[0032] The end of the transmission shaft 201 is a tapered shaft body, and the diameter of the transmission shaft 201 is smaller as it approaches the end. The inner ring aperture cross-section of the first bearing 217 is a trapezoidal structure and is sleeved on the tapered shaft body. A round nut 218 is threadedly connected to the end of the transmission shaft 201, and the first bearing 217 is connected and fixed to the transmission shaft 201 through the round nut 218; the other end of the transmission shaft 201 is provided with an axial positioning connection with a bearing retaining ring 216, and the bearing retaining ring 216 is in contact with the second bearing 202; the input gear shaft component includes an input shaft 102, and a first bearing 217, a forward gear 217, and a reverse gear 218 which are sleeved on the input shaft 102 in sequence. Wheel 221, clutch assembly, second gear, second bearing 202, wherein the clutch assembly has the same structure as the clutch assembly of the above-mentioned transmission gear shaft component, so it will not be described in detail. The difference is that the input gear shaft component also includes an input flange; the end of the input shaft 102 close to the second bearing 202 is a tapered shaft body, the inner ring cross-section of the input flange is a trapezoidal structure, and the input flange is sleeved on the end of the input shaft 102; the forward gear 221 and the second bearing 202 are both interference connected to the input shaft 102; the output gear shaft component includes an output shaft 301, a third bearing 302, a large gear 303, a fourth bearing 305 and a fifth bearing 306; the large gear 303 is interference connected to the output shaft 301 through an inner hole; the second main gear 104 of the transmission gear shaft component and the input gear shaft component are respectively meshed with the large gear 303 for transmission, and the reverse gear 214 of the transmission gear shaft component and the forward gear 221 of the input gear shaft component are meshed with each other for transmission.

[0033] The box body component 4 includes a main box body 401, an 8-shaped clutch rear cover 402, an input shaft rear end cover 403, a transmission shaft rear end cover 404, an output shaft rear cover 405, an input shaft front end cover 406, a transmission shaft front end cover 407, an output shaft front end and a mounting bracket 409; the 8-shaped clutch rear cover 402 is detachably connected to the main box body 401, the input shaft rear end cover 403 and the transmission shaft rear end cover 404 are detachably connected to the 8-shaped clutch rear cover 402, the output shaft rear cover 405, the input shaft front end cover 406, the transmission shaft front end cover 407 and the output shaft front end cover 408 are detachably connected to the main box body 401; the transmission gear shaft component, The output gear shaft component and the input gear shaft component are installed in the main housing 401. After opening the 8-shaped clutch rear cover 402, the input shaft rear end cover 403, the transmission shaft rear end cover 404, the output shaft rear cover 405, the input shaft front end cover 406, the transmission shaft front end cover 407, and the output shaft front end respectively, the transmission gear shaft component, the output gear shaft component and the input gear shaft component are installed into the housing, or the transmission shaft 201, the output shaft, the input shaft 102, the forward gear 221, the reverse gear 214, the clutch, the inner friction plate 209, the outer friction plate 210, etc. are replaced and repaired conveniently without having to disassemble part of the housing and then replace them.

[0034] The following is a detailed description of the gearbox's forward, reverse, and parking operating conditions:

[0035] During the forward-driving operation, the diesel engine rotates and transmits power to the input shaft 102 via a highly flexible coupling and the input flange 101 on the gearbox input gear shaft. Input shaft 102 transmits power to the friction plate holder 206 via a splined connection. The friction plate holder 206 transmits power to the inner friction plate 209 via a splined connection. Hydraulic control unit 5 operates to supply hydraulic oil to the input shaft 102. This oil pushes piston 213 to move and compress inner friction plate 209 and outer friction plate 210. The outer friction plate 210 rotates the clutch housing 204 and the second main gear 104 via T-shaped teeth. The second main gear 104 meshes with the large gear 303, driving the output shaft to rotate and output power to the shafting and propeller, enabling the vessel to sail forward. When the clutch is disengaged under the action of hydraulic control unit 5, no hydraulic oil is supplied to the input shaft 102. Residual hydraulic oil in the cylinder is discharged through drain valve 215, and no power is output from the output shaft.

[0036] Reverse working condition: the diesel engine rotates and transmits power to the input shaft 102 through the high elastic coupling and the input flange 101 on the input gear shaft component. The input shaft 102 transmits power to the forward gear 221, that is, the forward gear 221 of the input gear shaft component rotates clockwise. The forward gear and the reverse gear, that is, the reverse gear 214 of the transmission gear shaft component rotate counterclockwise and drive the transmission shaft 201 to rotate through gear meshing. The transmission shaft 201 transmits power to the friction plate seat 206 through the external spline connection. The friction plate seat 206 transmits power to the inner friction plate 209 through the external spline connection. The transmission shaft 201 is connected with working oil under the action of the hydraulic control component 5. The working oil pushes the piston 213 to move and compress the inner friction plate 209 and the outer friction plate 210. The outer friction plate 210 drives the clutch housing 204 and the first main gear 203 to rotate through the spline. The first main gear 203 and the large gear 303 The gear meshing drives the output shaft to rotate and output power to the shaft system and propeller, enabling the ship to sail in reverse. When the clutch is disengaged under the action of the hydraulic control component 5, no working oil is supplied to the transmission shaft 201, and the remaining working oil in the oil cylinder is discharged through the oil drain valve 215, and the output shaft has no power output.

[0037] Parking condition: The diesel engine rotates and connects to the input flange 101 on the gearbox input gear shaft through a high elastic coupling. The power is transmitted to the input shaft 102, and the input shaft 102 transmits the power to the friction plate seat 206 through the external spline connection. The friction plate seat 206 transmits the power to the inner friction plate 209 through the external spline connection. Since the input shaft 102 has no working oil under the action of the hydraulic control component 5, the inner friction plate 209 rotates idly on the friction plate seat 206, and no power is output to the clutch housing 204 and the second main gear 104; another way: the input shaft 102 drives the forward gear to rotate, and the forward gear and the reverse gear drive the transmission shaft 201 to rotate through gear meshing. The transmission shaft 201 transmits the power to the friction plate seat 206 through the external spline connection. The friction plate seat 206 transmits the power to the inner friction plate 209 through the external spline connection. Since the transmission shaft 201 has no working oil under the action of the hydraulic control component 5, the inner friction plate 209 rotates idly on the friction plate seat 206, and no power is output to the clutch housing 204 and the first main gear 203, and the ship stops.

[0038] Those skilled in the art should understand that the embodiments of the present invention described above and shown in the accompanying drawings are only for illustrative purposes and are not intended to limit the present invention.

[0039] The purpose of the present invention has been completely and effectively achieved. The functional and structural principles of the present invention have been demonstrated and explained in the embodiments, and the embodiments of the present invention may be modified or altered in any way without departing from the principles.

[0040] Those skilled in the art should understand that the embodiments of the present invention described above and shown in the accompanying drawings are only for illustrative purposes and are not intended to limit the present invention.

[0041] The purpose of the present invention has been completely and effectively achieved. The functional and structural principles of the present invention have been demonstrated and explained in the embodiments, and the embodiments of the present invention may be modified or altered in any way without departing from the principles.

Claims

1. A marine gearbox with a split clutch, comprising a housing component (4), a transmission gear shaft component (2), an output gear shaft component (3) and an input gear shaft component (1), wherein the transmission gear shaft component (2), the output gear shaft component (3) and the input gear shaft component (1) are arranged in the housing component (4) and are meshed with each other through gears for transmission; characterized in that: The transmission gear shaft component (2) comprises a transmission shaft (201), and a first bearing (217), a reverse gear (214), a clutch assembly, a first main gear (203), and a second bearing (202) which are sequentially sleeved on the transmission shaft (201); the clutch assembly comprises a clutch housing (204), a friction plate seat (206), a piston (213), a spring (212), an inner friction plate (209), and an outer friction plate (210); the clutch housing (204) and the reverse gear (214) are arranged in a split manner; one end of the clutch housing (204) and the reverse gear (214) have a certain clearance; the other end of the clutch housing (204) and one end of the first main gear (203) are fixedly connected by welding; the friction plate seat (206) is sleeved on the transmission shaft (201) through a spline 01) and rotates synchronously with the transmission shaft (201), the inner friction plate (209) and the outer friction plate (210) are respectively arranged on the outer spline of the friction plate seat (206) and in the clutch housing (204), and the inner friction plate (209) and the outer friction plate (210) are arranged alternately; the spring (212) is arranged between the piston (213) and the friction plate seat (206), the interior of the transmission shaft (201) is provided with a first working medium pipeline, the inner ring of the piston (213) is provided with a chamfered notch (220), the chamfered notch (220) and the reverse gear (214) cavity form a medium channel for driving the piston (213) to move axially, and the first working medium pipeline is communicated with the medium channel; the piston (213) can move axially to push the inner friction plate (209) and the outer friction plate (210) to be tightly pressed; A plurality of T-shaped slots (219) for oil drainage are arranged circumferentially and spaced apart on the circumferential wall of the clutch housing (204), and the arc distances between adjacent T-shaped slots (219) are consistent; the outer ring of the outer friction plate (210) is machined to form T-shaped teeth, and the outer friction plate (210) is connected to the clutch housing (204) via the T-shaped teeth; A plurality of lubrication holes for fully lubricating and cooling the friction plate are distributed on the friction plate seat (206); a second working medium pipeline is provided inside the transmission shaft (201); and the second working medium pipeline is communicated with the lubrication holes.

2. The marine gearbox according to claim 1, characterized in that: The shaft body of the transmission shaft (201) has at least one circumferential wall protrusion forming a spline section, the retaining ring (205) is axially positioned and connected to the spline section of the transmission shaft (201), the spring is located between the spline section and the piston (213), and a spring retaining ring (211) is provided between the spring and the spline section; the friction plate seat (206) is provided on the spline section between the spring retaining ring (211) and the retaining ring (205), and a pressure plate (208) is provided on the friction plate seat (206).

3. The marine gearbox according to claim 1, characterized in that: The end of the transmission shaft (201) is a tapered shaft body, and the diameter of the transmission shaft (201) is smaller as it approaches the end. The inner ring aperture cross-section of the first bearing (217) is a trapezoidal structure and is sleeved on the tapered shaft body. A round nut (218) is threadedly connected at the end of the transmission shaft (201), and the first bearing (217) is connected and fixed to the transmission shaft (201) through the round nut (218); the other end of the transmission shaft (201) is provided with a bearing retaining ring (216) for axial positioning connection, and the bearing retaining ring (216) is in contact with the second bearing (202).

4. The marine gearbox according to claim 1, characterized in that: The input gear shaft component (1) comprises an input shaft (102), a shunting gear (221) and an input flange (101), and the remaining structure is consistent with the structure of the transmission gear shaft component (2); the end of the input shaft (102) close to the second bearing (202) is a tapered shaft body, the inner ring cross-section of the input flange (101) is a trapezoidal structure, and the input flange is sleeved on the end of the input shaft (102).

5. The marine gearbox according to claim 4, characterized in that: The reverse gear (214) and the second bearing (202) are both interference-connected to the transmission shaft (201), and the forward gear (221) and the second bearing (202) are both interference-connected to the input shaft (102).

6. The marine gearbox according to claim 4, characterized in that: The first working medium pipeline is a working oil pipeline for conveying working oil medium. The outer ring of the piston (213) is in close contact with the reverse gear (214) and the forward gear (221) respectively. The reverse gear (214) and the forward gear (221) are provided with an oil drain valve (215).

7. The marine gearbox according to claim 4, characterized in that: The output gear shaft component (3) comprises an output shaft (301), a third bearing (302), a large gear (303), a fourth bearing (305) and a fifth bearing (306); the large gear (303) is interference-connected to the output shaft (301) through an inner hole; the transmission gear shaft component (2) and the second main gear (104) of the input gear shaft component (1) are respectively meshed with the large gear (303) for transmission, and the reverse gear (214) and the forward gear (221) are meshed with each other for transmission.

8. The marine gearbox according to claim 6, characterized in that: The box component (4) also includes a hydraulic control component (5) for controlling whether the oil medium enters the working oil circuit.

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