A two-stage reduction dual-speed ratio forward and reverse marine gearbox

Abstract

A two-stage reduction dual-speed ratio forward and reverse marine gearbox relates to the field of gear transmission for ship power output. The present invention solves the problem that the existing marine gear transmission has large volume and weight, is not conducive to the layout of the ship power system, and reduces the endurance and vitality of the ship. The present invention meshes the reversing active gear at the active end of the forward vehicle I friction clutch with the reversing driven gear at the active end of the reverse friction clutch 1, the forward vehicle II first-stage pinion at the active end of the forward vehicle I friction clutch meshes with the forward vehicle II first-stage large gear at the active end of the forward vehicle II friction clutch, the second-stage pinion at the driven end of the forward vehicle II friction clutch meshes with the output large gear on the output shaft, and the reverse / forward vehicle I first-stage large gear at the driven end of the forward vehicle II friction clutch meshes with the reverse first-stage pinion at the driven end of the reverse friction clutch or the forward vehicle I first-stage pinion at the driven end of the forward vehicle I friction clutch. The present invention is used to meet multiple operating modes of the ship's main engine.

Description

Technical Field

[0001] The invention relates to the field of gear transmission for ship power output, and in particular to a two-stage reduction dual-speed ratio forward and reverse ship gearbox. Background Art

[0002] Two-stage reduction, two-speed ratio forward and reverse marine gearboxes are widely used in ship power systems to transmit and switch power modes. Since the traditional two-stage reduction, two-speed ratio forward and reverse transmission form sets the clutch on the secondary gear shaft, the gearbox is large in size, heavy in weight, and complex in structure. In addition, the gearbox layout is restricted, and its application has certain limitations, which restricts the development of ship power.

[0003] The existing marine gear transmission has the problems of large size and weight, which is not conducive to the layout of the ship's power system and reduces the ship's endurance and vitality. Summary of the invention

[0004] The purpose of the present invention is to solve the problem that the existing marine gear transmission has a large volume and a large weight, which is not conducive to the layout of the ship's power system and reduces the ship's endurance and vitality, and thus provide a two-stage reduction dual-speed ratio forward and reverse marine gearbox.

[0005] The technical solution of the present invention is:

[0006] A two-stage reduction dual-speed ratio forward and reverse marine gearbox, comprising an input shaft A, a reverse shaft B, an intermediate shaft C, an output shaft D and a gearbox housing, wherein the parallel-arranged input shaft A, reverse shaft B, intermediate shaft C and output shaft D can be rotatably mounted on the gearbox housing; the gearbox also comprises a reverse friction clutch 1, a forward I friction clutch 2, a forward II friction clutch 3, a reversing meshing gearbox pair 4, a forward II primary pinion 5, a forward II primary large gear 6, a thrust bearing 7, a reverse primary pinion 8, a forward I primary pinion 9, a reverse The first-stage large gear 10, the second-stage small gear 11 and the output large gear 12 of the forward car / forward car I are installed on the input shaft A. The first-stage small gear 5 of the forward car II is installed on the input shaft A connected to the driving end of the forward car I friction clutch 2. The first-stage small gear 9 of the forward car I is installed on the input shaft A connected to the driven end of the forward car I friction clutch 2. The driving end of the forward car I friction clutch 2 is provided with a reversing driving gear of a reversing meshing gearbox pair 4; the reverse friction clutch 1 is installed on the reverse shaft B, and the reverse friction clutch 1 is connected to the driven end of the reverse car I friction clutch 2. A reverse first-stage pinion 8 is installed on the reverse shaft B connected to the moving end, and a reversing driven gear of a reversing meshing gearbox pair 4 is arranged on the driving end of the reverse friction clutch 1, and the reversing driven gear meshes with the reversing driving gear; a forward II friction clutch 3 is installed on the intermediate shaft C, and a reverse / forward I first-stage large gear 10 and a second-stage small gear 11 are installed on the intermediate shaft C connected to the driven end of the forward II friction clutch 3, and the reverse / forward I first-stage large gear 10 is meshed with the reverse first-stage small gear 8 and the forward I first-stage small gear 9 at the same time; the forward The driving end of the Ⅱ friction clutch 3 is provided with a forward car Ⅱ first-stage large gear 6, and the forward car Ⅱ first-stage large gear 6 is meshed with the forward car Ⅱ first-stage small gear 5; a thrust bearing 7 is installed at the rear end of the output shaft D, and an output large gear 12 is installed on the output shaft D, and the output large gear 12 is meshed with the secondary small gear 11. By controlling the engagement of the reverse friction clutch 1, the forward car Ⅰ friction clutch 2 or the forward car Ⅱ friction clutch 3, the forward car Ⅰ operation mode, the forward car Ⅱ operation mode or the reverse operation mode is realized, and the switching between the three operation modes is realized.

[0007] Furthermore, in the forward vehicle I working condition, the forward vehicle I friction clutch 2 is engaged, and the power transmission route is: forward vehicle I first-stage pinion 9 → reverse / forward vehicle I first-stage large gear 10 → second-stage pinion 11 → output large gear 12.

[0008] Furthermore, when the positive vehicle II is operating in the working condition, the positive vehicle II friction clutch 3 is engaged, and the power transmission route is: the positive vehicle II primary pinion 5 → the positive vehicle II primary gear 6 → the positive vehicle II friction clutch 3 → the secondary pinion 11 → the output gear 12.

[0009] Furthermore, when the reverse working condition is running, the reverse friction clutch 1 is engaged, and the power transmission route is: the reversing meshing gearbox pair 4 → the reverse friction clutch 1 → the reverse first-stage pinion 8 → the reverse / forward I first-stage large gear 10 → the second-stage pinion 11 → the output large gear 12.

[0010] Furthermore, the input shaft A, the reverse shaft B and the intermediate shaft C all adopt a split structure, the side of the input shaft A, the reverse shaft B and the intermediate shaft C close to the input end is the active section, and the side of the input shaft A, the reverse shaft B and the intermediate shaft C close to the output end is the driven section.

[0011] Furthermore, the active section of the input shaft A and the driven section of the input shaft A are coaxially arranged, the active end of the positive vehicle I friction clutch 2 is connected to the active section of the input shaft A, and the driven end of the positive vehicle I friction clutch 2 is connected to the driven end of the input shaft A.

[0012] Furthermore, the active section of the reverse shaft B and the driven section of the reverse shaft B are coaxially arranged, the active end of the reverse friction clutch 1 is connected to the active section of the reverse shaft, and the driven end of the reverse friction clutch 1 is connected to the driven section of the reverse shaft B.

[0013] Furthermore, the active section of the intermediate shaft C and the driven section of the intermediate shaft C are coaxially arranged, the active end of the positive vehicle II friction clutch 3 is connected to the active section of the intermediate shaft C, and the driven end of the positive vehicle II friction clutch 3 is connected to the driven section of the intermediate shaft C.

[0014] Furthermore, it also includes an output flange E. The front end of the output shaft D is provided with the output flange E, and the output flange E and the output shaft D are coaxially arranged.

[0015] Furthermore, it also includes an input flange F. The front end of the input shaft A is provided with the input flange F, and the input flange F and the input shaft A are coaxially arranged.

[0016] Compared with the prior art, the present invention has the following effects:

[0017] 1. The two-stage reduction dual-speed ratio forward and reverse marine gearbox of the present invention is composed of three friction clutches and five pairs of meshing gear pairs to form a two-stage reduction transmission. The entire system can realize forward speed I, forward speed II, reverse and other working conditions. The gearbox structure is simple and compact, and its transmission form has the characteristics of structural reliability. Under the condition of constant input main engine steering and speed, the transmission system can meet the requirements of various operating modes on the one hand, and realize switching between various operating modes of the ship main engine. On the other hand, the new gearbox is reduced in size and weight. This transmission form can be applied to ship power transmission to realize various working conditions. It is a new application direction of ship transmission form and has good application prospects.

[0018] 2. The three operating modes of forward car I, forward car II and reverse car of the present invention all adopt the same two-stage large gear pair (secondary small gear 11 and output large gear 12). The small number of gears can meet the requirements of rotation and ensure the requirements of sealing.

[0019] 3. The thrust bearing 7 of the present invention is located at the front end of the output shaft D. The thrust bearing 7 can meet the requirements of both forward thrust and reverse thrust. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a schematic diagram of the transmission principle of the two-stage reduction dual-speed ratio forward and reverse marine gearbox of the present invention;

[0021] Figure 2 yes Figure 1 Principle cross-sectional view of the transmission part along ZZ;

[0022] Figure 3 yes Figure 1 Cross-sectional view of the overall structure along ZZ.

[0023] In the figure: A-input shaft; B-reverse shaft; C-intermediate shaft; D-output shaft; E-output flange; F-input flange; 1-reverse friction clutch; 2-forward I friction clutch; 3-forward II friction clutch; 4-reversing meshing gearbox pair; 5-forward II primary pinion; 6-forward II primary gear; 7-thrust bearing; 8-reverse primary pinion; 9-forward I primary pinion; 10-reverse / forward I primary gear; 11-secondary pinion; 12-output gear. DETAILED DESCRIPTION

[0024] Specific implementation method 1: Combination Figures 1 to 3The present embodiment is described. The present embodiment is a two-stage reduction dual-speed ratio forward and reverse marine gearbox, which includes an input shaft A, a reverse shaft B, an intermediate shaft C, an output shaft D and a gearbox housing. The parallel-arranged input shaft A, reverse shaft B, intermediate shaft C and output shaft D can be rotatably mounted on the gearbox housing; it also includes a reverse friction clutch 1, a forward I friction clutch 2, a forward II friction clutch 3, a reversing meshing gearbox pair 4, a forward II primary pinion 5, a forward II primary large gear 6, a thrust bearing 7, a reverse primary pinion 8, Forward I first-stage pinion 9, reverse / forward I first-stage large gear 10, second-stage pinion 11 and output large gear 12; forward I friction clutch 2 is installed on input shaft A, forward II first-stage pinion 5 is installed on input shaft A connected to the active end of forward I friction clutch 2, forward I first-stage pinion 9 is installed on input shaft A connected to the driven end of forward I friction clutch 2, and the active end of forward I friction clutch 2 is provided with a reversing driving gear of reversing meshing gear box pair 4; reverse friction clutch 1 is installed on reverse shaft B, connected to reverse A reverse first-stage pinion 8 is installed on the reverse shaft B connected to the driven end of the friction clutch 1, and a reversing driven gear of a reversing meshing gearbox pair 4 is provided at the active end of the reverse friction clutch 1, and the reversing driven gear meshes with the reversing active gear; a forward II friction clutch 3 is installed on the intermediate shaft C, and a reverse / forward I first-stage large gear 10 and a second-stage small gear 11 are installed on the intermediate shaft C connected to the driven end of the forward II friction clutch 3, and the reverse / forward I first-stage large gear 10 is meshed with the reverse first-stage small gear 8 and the forward I first-stage small gear 9 at the same time. The driving end of the forward car II friction clutch 3 is provided with a forward car II first-stage large gear 6, which meshes with the forward car II first-stage small gear 5; a thrust bearing 7 is installed at the rear end of the output shaft D, and an output large gear 12 is installed on the output shaft D, which meshes with the secondary small gear 11. By controlling the engagement of the reverse friction clutch 1, the forward car I friction clutch 2 or the forward car II friction clutch 3, the forward car I operation mode, the forward car II operation mode or the reverse operation mode is realized, and the switching between the three operation modes is realized.

[0025] Specific implementation method 2: Combination Figures 1 to 3 To explain this embodiment, in the forward vehicle I working condition of this embodiment, the forward vehicle I friction clutch 2 is engaged, and the power transmission route is: forward vehicle I primary pinion 9 → reverse / forward vehicle I primary gear 10 → secondary pinion 11 → output gear 12. Other components and connection relationships are the same as those of the specific embodiment 1.

[0026] Specific implementation method three: Combination Figures 1 to 3To explain this embodiment, when the positive vehicle II of this embodiment is in operation, the positive vehicle II friction clutch 3 is engaged, and the power transmission route is: positive vehicle II primary pinion 5 → positive vehicle II primary gear 6 → positive vehicle II friction clutch 3 → secondary pinion 11 → output gear 12. Other components and connection relationships are the same as those of the specific embodiment one or two.

[0027] Specific implementation method four: Combination Figures 1 to 3 To explain this embodiment, when the reverse working condition of this embodiment is running, the reverse friction clutch 1 is engaged, and the power transmission route is: reversing meshing gearbox pair 4 → reverse friction clutch 1 → reverse primary pinion 8 → reverse / forward I primary gear 10 → secondary pinion 11 → output gear 12. Other components and connection relationships are the same as those of the specific embodiments one, two or three.

[0028] Specific implementation method five: Combination Figures 1 to 3 To explain this embodiment, the input shaft A, reverse shaft B and intermediate shaft C of this embodiment all adopt a split structure, the side of the input shaft A, reverse shaft B and intermediate shaft C close to the input end is the active section, and the side of the input shaft A, reverse shaft B and intermediate shaft C close to the output end is the driven section. Other components and connection relationships are the same as those of the specific embodiments one, two, three or four.

[0029] Specific implementation method six: Combination Figures 1 to 3 To explain this embodiment, the active section of the input shaft A and the driven section of the input shaft A are coaxially arranged, the active end of the forward vehicle I friction clutch 2 is connected to the active section of the input shaft A, and the driven end of the forward vehicle I friction clutch 2 is connected to the driven end of the input shaft A. In this way, the active section and the driven section of the input shaft A are clutched through the forward vehicle I friction clutch 2. Other components and connection relationships are the same as those of the specific embodiments one, two, three, four or five.

[0030] Specific implementation method seven: Combination Figures 1 to 3 To explain this embodiment, the active section of the reverse shaft B and the driven section of the reverse shaft B are coaxially arranged, the active end of the reverse friction clutch 1 is connected to the active section of the reverse shaft, and the driven end of the reverse friction clutch 1 is connected to the driven section of the reverse shaft B. In this way, the active section and the driven section of the reverse shaft B are clutched through the reverse friction clutch 1. Other components and connection relationships are the same as those of the specific embodiments one, two, three, four, five or six.

[0031] Specific implementation method eight: Combination Figures 1 to 3To explain this embodiment, the driving section of the intermediate shaft C and the driven section of the intermediate shaft C are coaxially arranged, the driving end of the positive vehicle II friction clutch 3 is connected to the driving section of the intermediate shaft C, and the driven end of the positive vehicle II friction clutch 3 is connected to the driven section of the intermediate shaft C. In this arrangement, the driving section and the driven section of the intermediate shaft C are clutched through the positive vehicle II friction clutch 3. Other components and connection relationships are the same as those of the specific embodiments one, two, three, four, five, six or seven.

[0032] Specific implementation method nine: Combination Figures 1 to 3 This embodiment is described, and this embodiment also includes an output flange E, and the front end of the output shaft D is provided with the output flange E, and the output flange E is arranged coaxially with the output shaft D. In this way, the three operating modes of forward car I, forward car II and reverse car all use the same two-stage large gear pair (secondary small gear 11 and output large gear 12), and finally output through the output flange E. Other components and connection relationships are the same as those of the specific embodiments one, two, three, four, five, six, seven or eight.

[0033] Specific implementation method ten: Combination Figures 1 to 3 This embodiment is described. This embodiment also includes an input flange F. The front end of the input shaft A is provided with the input flange F. The input flange F is coaxially arranged with the input shaft A. With such an arrangement, the gearbox is connected to the input main engine through the input flange F. When the input main engine has a certain direction and speed, the gear transmission equipment can be operated in multiple working conditions, and the ship main engine can be switched between multiple operating modes. The other components and connection relationships are the same as those of the first, second, third, fourth, fifth, sixth, seventh, eighth or ninth embodiment.

[0034] How it works

[0035] Combination Figures 1 to 3 The working principle of the two-stage reduction dual-speed ratio forward and reverse marine gearbox of the present invention is described as follows:

[0036] Before operation, the two-stage reduction dual-speed ratio forward and reverse marine gearbox of the present invention is connected to the input host through the input flange F, and then the reverse working condition, forward I, forward II working condition operation, or switching between various operating modes are selected according to the operating mode required by the ship's main engine.

[0037] In forward I working condition, forward I friction clutch 2 is engaged, and the power transmission route is: forward I first stage pinion 9 → reverse / forward I first stage large gear 10 → second stage pinion 11 → output large gear 12;

[0038] When the positive car II is running in working condition, the positive car II friction clutch 3 is engaged, and the power transmission route is: positive car II primary pinion 5 → positive car II primary gear 6 → positive car II friction clutch 3 → secondary pinion 11 → output gear 12;

[0039] When the reverse working condition is running, the reverse friction clutch 1 is engaged, and the power transmission route is: reversing meshing gearbox pair 4 → reverse friction clutch 1 → reverse first-stage pinion 8 → reverse / forward I first-stage large gear 10 → second-stage pinion 11 → output large gear 12.

[0040] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A two-stage reduction dual-speed ratio forward and reverse marine gearbox, comprising an input shaft (A), a reverse shaft (B), an intermediate shaft (C), an output shaft (D) and a gearbox housing, wherein the input shaft (A), the reverse shaft (B), the intermediate shaft (C) and the output shaft (D) arranged in parallel can be rotatably mounted on the gearbox housing; Features: It also includes a reverse friction clutch (1), a forward I friction clutch (2), a forward II friction clutch (3), a reversing meshing gearbox pair (4), a forward II first-stage pinion (5), a forward II first-stage gear (6), a thrust bearing (7), a reverse first-stage pinion (8), a forward I first-stage pinion (9), a reverse / forward I first-stage gear (10), a second-stage pinion (11) and an output gear (12); a forward I friction clutch (2) is installed on the input shaft (A) and is actively coupled to the forward I friction clutch (2). The input shaft (A) connected to the forward end is provided with a first-stage pinion (5) of forward vehicle II, the input shaft (A) connected to the driven end of the forward vehicle I friction clutch (2) is provided with a first-stage pinion (9) of forward vehicle I, and the driving end of the forward vehicle I friction clutch (2) is provided with a reversing driving gear of a reversing meshing gearbox pair (4); the reverse shaft (B) is provided with a reverse friction clutch (1), the reverse shaft (B) connected to the driven end of the reverse friction clutch (1) is provided with a first-stage reversing pinion (8), and the driving end of the reverse friction clutch (1) is provided with a reversing driving gear of a reversing meshing gearbox pair (4). The driven gear of the gearbox pair (4) meshes with the reversing driven gear; the forward car II friction clutch (3) is installed on the intermediate shaft (C); the reverse / forward car I first stage large gear (10) and the second stage small gear (11) are installed on the intermediate shaft (C) connected to the driven end of the forward car II friction clutch (3); the reverse / forward car I first stage large gear (10) is meshed with the reverse first stage small gear (8) and the forward car I first stage small gear (9); the forward car II friction clutch (3) is provided with a forward car II first stage large gear (11) at the active end; gear (6), the first-stage large gear (6) of the forward vehicle II meshes with the first-stage small gear (5) of the forward vehicle II; a thrust bearing (7) is installed at the rear end of the output shaft (D), an output large gear (12) is installed on the output shaft (D), and the output large gear (12) meshes with the second-stage small gear (11), and by controlling the engagement of the reverse friction clutch (1), the forward vehicle I friction clutch (2) or the forward vehicle II friction clutch (3), the forward vehicle I operation mode, the forward vehicle II operation mode or the reverse operation mode is realized, and switching between the three operation modes is realized.

2. A two-stage reduction dual-speed ratio forward and reverse marine gearbox according to claim 1, Features: In the forward I working condition, the forward I friction clutch (2) is engaged, and the power transmission route is: the forward I first stage pinion (9) is transmitted to the reverse / forward I first stage large gear (10), the second stage pinion (11) and the output large gear (12) in sequence.

3. A two-stage reduction dual-speed ratio forward and reverse marine gearbox according to claim 1, Features: When the positive vehicle II is in operation, the positive vehicle II friction clutch (3) is engaged, and the power transmission route is: the positive vehicle II primary pinion (5) is transmitted to the positive vehicle II primary gear (6), the positive vehicle II friction clutch (3), the secondary pinion (11) and the output gear (12) in sequence.

4. A two-stage reduction dual-speed ratio forward and reverse marine gearbox according to claim 1, Features: When the reverse operation mode is in operation, the reverse friction clutch (1) is engaged, and the power transmission route is: the reversing meshing gearbox pair (4) is transmitted in sequence to the reverse friction clutch (1), the reverse first-stage pinion (8), the reverse / forward I first-stage large gear (10), the second-stage pinion (11), and the output large gear (12).

5. A two-stage reduction dual-speed ratio forward and reverse marine gearbox according to claim 1, 2, 3 or 4, Features: The input shaft (A), reverse shaft (B) and intermediate shaft (C) all adopt a split structure. The side of the input shaft (A), reverse shaft (B) and intermediate shaft (C) close to the input end is the active section, and the side of the input shaft (A), reverse shaft (B) and intermediate shaft (C) close to the output end is the driven section.

6. A two-stage reduction dual-speed ratio forward and reverse marine gearbox according to claim 5, Features: The driving section of the input shaft (A) and the driven section of the input shaft (A) are coaxially arranged, the driving end of the positive vehicle I friction clutch (2) is connected to the driving section of the input shaft (A), and the driven end of the positive vehicle I friction clutch (2) is connected to the driven end of the input shaft (A).

7. A two-stage reduction dual-speed ratio forward and reverse marine gearbox according to claim 1 or 6, Features: The driving section of the reverse shaft (B) and the driven section of the reverse shaft (B) are coaxially arranged, the driving end of the reverse friction clutch (1) is connected to the driving section of the reverse shaft, and the driven end of the reverse friction clutch (1) is connected to the driven section of the reverse shaft (B).

8. A two-stage reduction dual-speed ratio forward and reverse marine gearbox according to claim 1 or 6, Features: The driving section of the intermediate shaft (C) and the driven section of the intermediate shaft (C) are coaxially arranged, the driving end of the positive vehicle II friction clutch (3) is connected to the driving section of the intermediate shaft (C), and the driven end of the positive vehicle II friction clutch (3) is connected to the driven section of the intermediate shaft (C).

9. A two-stage reduction dual-speed ratio forward and reverse marine gearbox according to claim 1 or 6, Features: It also includes an output flange (E). The front end of the output shaft (D) is provided with the output flange (E), and the output flange (E) is coaxially arranged with the output shaft (D).

10. A two-stage reduction dual-speed ratio forward and reverse marine gearbox according to claim 1, Features: It also includes an input flange (F), the front end of the input shaft (A) is provided with the input flange (F), and the input flange (F) is coaxially arranged with the input shaft (A).

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