Marine gearboxes and ships

Abstract

This invention belongs to the technical field of marine gearboxes and discloses a marine gearbox and a ship. The marine gearbox includes a housing, four clutches, a transmission mechanism, and an output shaft. Each clutch is coaxially mounted on a corresponding pivot shaft. The first input shaft is the input shaft of the marine gearbox, and the first to fourth clutches are engaged sequentially. The transmission mechanism has four second input shafts, and the first, second, third, and fourth clutches can all engage or disengage with their corresponding second input shafts. The output shaft is pivotally connected to the housing. The transmission mechanism also includes a transmission assembly, which can select any one of the second input shafts as its input end, and the output end of the transmission assembly is the output shaft. The engagement of the four clutches respectively causes the output shaft to rotate forward at a first speed, rotate forward at a second speed, rotate in reverse at a third speed, and rotate in reverse at a fourth speed. This enables the marine gearbox and the ship to achieve two speeds for forward travel and two speeds for reverse travel.

Description

Technical Field

[0001] This invention relates to the field of marine gearbox technology, and more particularly to a marine gearbox and a ship. Background Technology

[0002] Marine gearboxes are the most important transmission devices in marine systems, responsible for transmitting power from the engine to the propeller, thus enabling the ship's movement. Currently, most ships operate with a single main engine input and a single speed ratio output to drive the propeller. However, as users demand different speeds for various operating conditions—such as normal navigation, fishing, and trawling—a single speed ratio is insufficient to meet the needs of switching between these modes. Furthermore, even ships with reverse functions typically only offer one reverse speed. While speed can be changed while forward, this requires turning the ship around, which is laborious and time-consuming. To simultaneously meet the diverse operating conditions of the ship, a design is needed that provides multiple speed ratios for both forward and reverse modes to satisfy user requirements.

[0003] Therefore, there is an urgent need to design a marine gearbox and a ship to solve the above problems. Summary of the Invention

[0004] One object of the present invention is to provide a marine gearbox that can achieve two speeds for forward movement and two speeds for reverse movement of a ship with simple operation, so as to meet the switching of various working states of the ship.

[0005] Another objective of this invention is to provide a vessel capable of operating at two speeds for forward travel and two speeds for reverse travel, enabling the vessel to select the appropriate direction and speed of travel according to the situation, thereby improving the vessel's responsiveness.

[0006] To achieve this objective, the present invention adopts the following technical solution:

[0007] Marine gearboxes, including:

[0008] Box;

[0009] The first clutch, the second clutch, the third clutch, and the fourth clutch are coaxially mounted on a corresponding pivot shaft. One of the aforementioned pivot shafts serves as the first input shaft, which is the input shaft of the marine gearbox. The first clutch engages with the second clutch, the second clutch engages with the third clutch, and the third clutch engages with the fourth clutch.

[0010] The transmission mechanism has four second input shafts. The first clutch, the second clutch, the third clutch and the fourth clutch are each provided with a second input shaft and can engage or disengage with the corresponding second input shaft.

[0011] The output shaft is pivotally connected to the aforementioned housing;

[0012] The aforementioned transmission mechanism also includes a transmission assembly, which can select any one of the aforementioned second input shafts as its input end, and the output end of the transmission assembly is an output shaft;

[0013] When the first clutch engages alone, the transmission assembly drives the output shaft to rotate forward at a first speed.

[0014] The second clutch engages independently, and the transmission assembly drives the output shaft to rotate forward at a second speed.

[0015] When the third clutch engages independently, the transmission assembly drives the output shaft to reverse at a third rotational speed.

[0016] When the fourth clutch engages alone, the transmission assembly drives the output shaft to reverse at a fourth rotational speed.

[0017] As an optional solution, the second input shafts corresponding to the first clutch, the second clutch, the third clutch, and the fourth clutch are respectively the first shaft, the second shaft, the third shaft, and the fourth shaft;

[0018] The aforementioned transmission assembly further includes a first gear, a second gear, a third gear, and a fourth gear coaxially mounted on the first shaft, the second shaft, the third shaft, and the fourth shaft, respectively. The first gear and the second gear mesh with each other and their transmission ratio is not equal to 1. The third gear and the fourth gear mesh with each other and their transmission ratio is not equal to 1.

[0019] The aforementioned output shaft can be selectively connected to one of the aforementioned second gear and the aforementioned third gear.

[0020] As an optional solution, the transmission assembly further includes a fifth gear, a sixth gear, and a seventh gear. The fifth gear is coaxially fixed with the second gear, the seventh gear is coaxially fixed with the third gear, and the sixth gear meshes with both the fifth and seventh gears and is coaxially fixed with the output shaft.

[0021] As an alternative, the number of teeth on the second gear is less than the number of teeth on the first gear; and the number of teeth on the third gear is less than the number of teeth on the fourth gear.

[0022] As an alternative, the second gear and the third gear have the same number of teeth, and the first gear and the fourth gear have the same number of teeth.

[0023] As an alternative, the first gear is detachably connected to the first shaft, the second gear is detachably connected to the second shaft, the third gear is detachably connected to the third shaft, and the fourth gear is detachably connected to the fourth shaft.

[0024] As an alternative, the independent structures of the first clutch, the second clutch, the third clutch, and the fourth clutch are identical. The first clutch includes a hydraulic cylinder, a clutch body, and a clutch bearing. Two adjacent clutch bodies mesh. The hydraulic cylinder is located at one axial end of the clutch body and is used to engage or disengage the clutch body. The clutch bearing is installed in a housing. The end of the clutch body opposite to the hydraulic cylinder is installed on the inner ring of the clutch bearing.

[0025] As an alternative, one end of the aforementioned output shaft is a gearbox output end, and an eighth gear is installed at the gearbox output end, which is used to drive the propeller.

[0026] As an alternative, the other end of the output shaft is fitted with a first thrust bearing and a second thrust bearing, with the first thrust bearing located outside the housing and the second thrust bearing located inside the housing.

[0027] Ships, including the aforementioned marine gearboxes.

[0028] The beneficial effects of this invention are as follows:

[0029] This invention provides a marine gearbox, which incorporates a first clutch, a second clutch, a third clutch, and a fourth clutch within the gearbox housing. Each of these clutches has a corresponding second input shaft and can engage or disengage with it. A transmission assembly serves as the transmission medium to the output shaft when any clutch is engaged. When the first clutch is engaged alone, the transmission assembly drives the output shaft to rotate forward at a first speed; when the second clutch is engaged alone, the transmission assembly drives the output shaft to rotate forward at a second speed; when the third clutch is engaged alone, the transmission assembly drives the output shaft to rotate in reverse at a third speed; and when the fourth clutch is engaged alone, the transmission assembly drives the output shaft to rotate in reverse at a fourth speed. When the output shaft rotates forward, the ship is in a forward driving state; when the output shaft rotates in reverse, the ship is in a reverse driving state. Therefore, this marine gearbox allows the ship to have two driving speeds when forward and two driving speeds when reverse, satisfying the switching needs of various operating states. Furthermore, with the above configuration, the ship can select the appropriate direction and speed of travel according to the situation, eliminating the need for turning around and improving the ship's responsiveness.

[0030] The present invention also provides a ship that, by adopting the above-mentioned marine gearbox, can achieve two speeds for forward travel and two speeds for reverse travel, enabling the ship to select the appropriate direction and speed of travel according to the situation, thereby improving the ship's responsiveness. Attached Figure Description

[0031] To more clearly and understandably illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. The drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0032] Figure 1 This is a simplified structural diagram of a marine gearbox provided in an embodiment of the present invention;

[0033] Figure 2 This is a simplified diagram of the operating structure of a marine gearbox in the second clutch engagement state provided in an embodiment of the present invention;

[0034] Figure 3 This is a simplified diagram of the operating structure of a marine gearbox in the first clutch engagement state provided in an embodiment of the present invention;

[0035] Figure 4 This is a simplified diagram of the operating structure of a marine gearbox in the third clutch engagement state provided in an embodiment of the present invention;

[0036] Figure 5 This is a simplified diagram of the operating structure of a marine gearbox in the fourth clutch engagement state provided in an embodiment of the present invention.

[0037] In the picture:

[0038] 10. Box body;

[0039] 20. First clutch; 21. Hydraulic cylinder; 22. Clutch body; 23. Clutch bearing;

[0040] 30. Second clutch;

[0041] 40. Third clutch;

[0042] 50. Fourth clutch;

[0043] 60. Transmission mechanism; 61. Second input shaft; 611. First shaft; 612. Second shaft; 613. Third shaft; 614. Fourth shaft;

[0044] 62. Transmission assembly; 621. First gear; 622. Second gear; 623. Third gear; 624. Fourth gear; 625. Fifth gear; 626. Sixth gear; 627. Seventh gear;

[0045] 70. Output shaft; 71. First thrust bearing; 72. Second thrust bearing; 73. Third thrust bearing;

[0046] 80. First input axis. Detailed Implementation

[0047] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0048] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0049] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0050] In the description of this embodiment, the terms "upper," "lower," "left," and "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention. In addition, the terms "first" and "second" are used only for distinction in description and have no special meaning.

[0051] This embodiment provides a marine gearbox that can easily achieve two speeds for forward movement and two speeds for reverse movement, satisfying the switching needs of various ship operating states. For example... Figure 1 As shown, the marine gearbox includes a housing 10, a first clutch 20, a second clutch 30, a third clutch 40, a fourth clutch 50, a transmission mechanism 60, and an output shaft 70. Each of the first clutches 20, 30, 40, and 50 is coaxially mounted on a corresponding pivot shaft. One of the pivot shafts serves as the first input shaft 80, which is the input shaft of the marine gearbox. The first clutch 20 engages with the second clutch 30, the second clutch 30 engages with the third clutch 40, and the third clutch 40 engages with the fourth clutch 50. The transmission mechanism 60 has four second input shafts 61. The first clutch 20, second clutch 30, third clutch 40, and fourth clutch 50 are connected to the output shaft 70. Both the first clutch 20 and the fourth clutch 50 are provided with a second input shaft 61 and can engage or disengage with the corresponding second input shaft 61; the output shaft 70 is pivotally connected to the housing 10; the transmission mechanism 60 also includes a transmission assembly 62, which can select any second input shaft 61 as the input end, and the output end of the transmission assembly 62 is the output shaft 70; the first clutch 20 is engaged alone, and the transmission assembly 62 drives the output shaft 70 to rotate forward at a first speed; the second clutch 30 is engaged alone, and the transmission assembly 62 drives the output shaft 70 to rotate forward at a second speed; the third clutch 40 is engaged alone, and the transmission assembly 62 drives the output shaft 70 to rotate in reverse at a third speed; the fourth clutch 50 is engaged alone, and the transmission assembly 62 drives the output shaft 70 to rotate in reverse at a fourth speed.

[0052] The marine gearbox has a first clutch 20, a second clutch 30, a third clutch 40, and a fourth clutch 50 installed in the housing 10. Each of the first clutch 20, second clutch 30, third clutch 40, and fourth clutch 50 is equipped with a second input shaft 61 and can engage or disengage from the corresponding second input shaft 61. The transmission assembly 62 serves as the transmission medium to the output shaft 70 when any one of the clutches is engaged. When the first clutch 20 is engaged alone, the transmission assembly 62 drives the output shaft 70 to rotate forward at a first speed. When the second clutch 30 is engaged alone, the transmission assembly 62 drives the output shaft 70 to rotate forward at a second speed. When the third clutch 40 is engaged alone, the transmission assembly 62 drives the output shaft 70 to rotate in reverse at a third speed. When the fourth clutch 50 is engaged alone, the transmission assembly 62 drives the output shaft 70 to rotate in reverse at a fourth speed. When the output shaft 70 rotates forward, the ship is in forward rotation; when the output shaft 70 rotates in reverse, the ship is in reverse rotation. Therefore, this marine gearbox allows the ship to have two speeds when forward and two speeds when reverse, satisfying the switching needs of various operating states. Furthermore, with the above configuration, the ship can select the appropriate direction and speed based on the situation, eliminating the need for turning around and improving the ship's responsiveness.

[0053] Specifically, such as Figure 1 As shown, the second input shafts 61 corresponding to the first clutch 20, second clutch 30, third clutch 40, and fourth clutch 50 are respectively the first shaft 611, second shaft 612, third shaft 613, and fourth shaft 614. The transmission assembly 62 also includes a first gear 621, a second gear 622, a third gear 623, and a fourth gear 624 coaxially mounted on the first shaft 611, second shaft 612, third shaft 613, and fourth shaft 614. The first gear 621 and the second gear 622 mesh, and their transmission ratio is not equal to 1. The third gear 623 and the fourth gear 624 mesh, and their transmission ratio is not equal to 1. The output shaft 70 can be selectively connected to one of the second gear 622 and the third gear 623. With the above configuration, the transmission ratio of the first gear 621 and the second gear 622 determines the two speeds when the ship is moving forward; the transmission ratio of the third gear 623 and the fourth gear 624 determines the two speeds when the ship is reversing. It should be noted that, due to limitations in the diagram, the second clutch 30 and the third clutch 40 are not shown to be engaged in the diagram, but in reality, they are engaged.

[0054] In this embodiment, the first input shaft 80 is coaxially fixed with the first clutch 20. In other embodiments, the first input shaft 80 may also be coaxially fixed with the second clutch 30, the third clutch 40 or the fourth clutch 50, which is not limited here.

[0055] Furthermore, such as Figure 1As shown, the transmission assembly 62 also includes a fifth gear 625, a sixth gear 626, and a seventh gear 627. The fifth gear 625 is coaxially fixed with the second gear 622, the seventh gear 627 is coaxially fixed with the third gear 623, and the sixth gear 626 meshes with both the fifth gear 625 and the seventh gear 627, and is coaxially fixed with the output shaft 70. With this configuration, when the first gear 621 or the second gear 622 rotates after being engaged by its corresponding clutch, it can drive the sixth gear 626 via the fifth gear 625, thereby causing the output shaft 70 to rotate forward. When the third gear 623 or the fourth gear 624 rotates after being engaged by its corresponding clutch, it can drive the sixth gear 626 via the seventh gear 627, thereby causing the output shaft 70 to rotate in the reverse direction.

[0056] In this embodiment, the number of teeth on the second gear 622 is less than the number of teeth on the first gear 621. That is, in the first case, when the first clutch 20 is engaged, the first gear 621 drives the second gear 622 to rotate, which in turn drives the output shaft 70 to rotate. In the second case, when the second clutch 30 is engaged, the second gear 622 rotates, driving the output shaft 70 to rotate, and the first gear 621 does not participate in the transmission. In the first case, due to the participation of the first gear 621, the second gear 622 rotates at a faster speed. This achieves the switching between two forward speeds.

[0057] Optionally, the first gear 621 is detachably connected to the first shaft 611, and the second gear 622 is detachably connected to the second shaft 612. When it is desired to change the forward speed of the ship, the first gear 621 and the second gear 622 can be replaced without replacing other parts.

[0058] In this embodiment, the number of teeth on the third gear 623 is less than the number of teeth on the fourth gear 624. That is, in the third case, when the third clutch 40 is engaged, due to the engagement of the second clutch 30 and the third clutch 40, the third clutch 40 drives the third gear 623 to rotate the output shaft 70, and the fourth gear 624 does not participate in the transmission. In the fourth case, when the fourth clutch 50 is engaged, the fourth gear 624 rotates and drives the third gear 623 to rotate, and then drives the output shaft 70 to rotate. In the fourth case, due to the participation of the fourth gear 624, when it drives the third gear 623 to rotate, the third gear 623 rotates at a faster speed. This achieves the switching between two reverse speeds.

[0059] Optionally, the third gear 623 is detachably connected to the third shaft 613, and the fourth gear 624 is detachably connected to the fourth shaft 614. When it is desired to change the ship's reverse speed, the third gear 623 and the fourth gear 624 can be replaced without replacing other parts.

[0060] In other embodiments, the number of teeth of the second gear 622 may be greater than the number of teeth of the first gear 621, in which case the first gear 621 becomes a forward reduction gear, and the number of teeth of the third gear 623 may be greater than the number of teeth of the fourth gear 624, in which case the fourth gear 624 becomes a reverse reduction gear. No limitation is made here.

[0061] In this embodiment, the second gear 622 and the third gear 623 have the same number of teeth, and the first gear 621 and the fourth gear 624 have the same number of teeth. That is, the forward acceleration speed and the reverse acceleration speed are the same, and the forward low speed and the reverse low speed are the same. In other embodiments, the number of teeth of each gear can be flexibly adjusted to set different forward acceleration speeds, forward low speeds, reverse acceleration speeds, and reverse low speeds, which are not limited here.

[0062] Optionally, the independent structures of the first clutch 20, the second clutch 30, the third clutch 40, and the fourth clutch 50 are identical. Taking the first clutch 20 as an example, as follows... Figure 1 As shown, the first clutch 20 includes a hydraulic cylinder 21, a clutch body 22, and a clutch bearing 23. Two adjacent clutch bodies 22 are engaged. The hydraulic cylinder 21 is located at one axial end of the clutch body 22 and is used to engage or disengage the clutch body 22. The clutch bearing 23 is installed inside the housing 10, and the end of the clutch body 22 opposite to the hydraulic cylinder 21 is installed on the inner ring of the clutch bearing 23. The hydraulic cylinder 21 is a common clutch control method in marine gearboxes, generally used in conjunction with sliding plates. This part is prior art and will not be described in detail here.

[0063] Optionally, one end of the output shaft 70 is the output end of the gearbox, and the output end of the gearbox is equipped with an eighth gear, which is used to drive the propeller.

[0064] Preferably, such as Figure 1 As shown, a first thrust bearing 71 and a second thrust bearing 72 are fitted onto the other end of the output shaft 70. The first thrust bearing 71 is located outside the housing 10, and the second thrust bearing 72 is located inside the housing 10. With the above arrangement, radial runout of the output shaft 70 can be effectively prevented, and the first thrust bearing 71 and the second thrust bearing 72 together restrict the slight movement of the output shaft 70 in both axial directions.

[0065] Furthermore, a third thrust bearing 73 is fitted at the other end of the output shaft 70. The third thrust bearing 73 is located inside the housing 10 and is arranged adjacent to the second thrust bearing 72. Through the above arrangement, the radial runout of the output shaft 70 is further restricted.

[0066] The following is combined Figure 2The following explains the situation when the vehicle is traveling at low speed (i.e., the second rotational speed). The direction of the arrows in the diagram represents the rotation direction of the gears. Taking the gear on the first input shaft 80 pointing downwards as an example, the rotation direction of the meshing gears reverses, and the arrows will point in opposite directions. This will not be repeated later. Figure 2 As shown, when the vehicle is traveling at low speed, only the second clutch 30 is engaged with the second shaft 612. The second shaft 612, the second gear 622 and the fifth gear 625 rotate simultaneously in the downward direction. The fifth gear 625 drives the sixth gear 626 to rotate in the upward direction. The output shaft 70 rotates with the sixth gear 626 in the upward direction.

[0067] It should be noted that parts not involved in the above process, such as clutches and gears, also rotate due to their meshing relationship: the first clutch 20 rotates upwards because it meshes with the second clutch 30; the third clutch 40 rotates upwards because it meshes with the second clutch 30; the fourth clutch 50 rotates downwards because it meshes with the third clutch 40; the first gear 621 rotates upwards because it meshes with the second gear 622; the seventh gear 627 rotates downwards because it meshes with the sixth gear 626, and both the seventh gear 627 and the third gear 623 rotate downwards; the fourth gear 624 rotates upwards because it meshes with the third gear 623. Since the clutches other than the second clutch 30 are not engaged, the different or opposite angular velocities of the unengaged clutches and their corresponding second input shaft 61 (and the corresponding gears on the second input shaft 61) do not affect the operation of the entire gearbox. For ease of understanding, in the figure, thick arrows represent those involved in transmission, and thin arrows represent those that follow the movement; this will not be repeated in the following text when explaining based on the figure.

[0068] The following is combined Figure 3 This section describes the situation when the vehicle is traveling at high speed (i.e., the first RPM). For example... Figure 3 As shown, when the vehicle is traveling at high speed, only the first clutch 20 is engaged with the first shaft 611. The second clutch 30 rotates downward under the drive of the first input shaft. The first clutch 20 rotates upward due to its engagement with the second clutch 30. The first shaft 611, engaged by the first clutch 20, rotates upward simultaneously with the first gear 621. The second gear 622, engaged with the first gear 621, rotates downward, driving the second shaft 612 and the fifth gear 625 to rotate downward. The fifth gear 625 then drives the sixth gear 626 and the output shaft 70 to rotate upward together. Comparing the transmission processes at low and high speeds, it can be seen that the rotation direction of the output shaft 70 is the same in both cases. However, at high speeds, the participation of the first gear 621 in the transmission causes the vehicle's speed to change compared to the other case.

[0069] It should be noted that at high speeds, parts not involved in the transmission process, such as clutches, also move due to the engagement: the third clutch 40 rotates upwards due to engagement with the second clutch 30; the fourth clutch 50 rotates downwards due to engagement with the third clutch 40; the seventh gear 627, the third gear 623, and the third shaft 613 all rotate downwards due to engagement with the sixth gear 626; and the fourth gear 624 rotates upwards due to its interaction with the third gear 623. Since only the first clutch 20 is engaged, the angular velocities of the unengaged clutches and their corresponding second input shaft 61 (and the gears on the corresponding second input shaft 61) are different or opposite in direction, which does not affect the operation of the entire gearbox.

[0070] The following is combined Figure 4 The following explains the situation of reversing at low speed (i.e., the third RPM). For example... Figure 4 As shown, when reversing at low speed, only the third clutch 40 is engaged with the third shaft 613. The third clutch 40 rotates upward due to its engagement with the second clutch 30, which drives the third shaft 613, the third gear 623 and the seventh gear 627 to rotate upward simultaneously. The sixth gear 626 rotates downward due to its engagement with the seventh gear 627, and the output shaft 70 rotates downward with the sixth gear 626 (in the opposite direction to the rotation of the output shaft 70 when the vehicle is moving forward).

[0071] It should be noted that transmission components not involved in the low-speed reversing operation, such as clutches or gears, also rotate due to their meshing: the first clutch 20 rotates upward due to its engagement with the second clutch 30; the fourth clutch 50 rotates downward due to its engagement with the third clutch 40; the fourth gear 624 rotates downward due to its engagement with the third gear 623; the fifth gear 625 rotates upward due to its engagement with the sixth gear 626, meaning that the fifth gear 625, the second shaft 612, and the second gear 622 rotate upward simultaneously; and the first gear 621 rotates downward due to its engagement with the second gear 622. Since only the third clutch 40 is engaged, the angular velocities of the unengaged clutches and their corresponding second input shaft 61 (and the gears on the corresponding second input shaft 61) are different or opposite in direction, which does not affect the operation of the entire gearbox.

[0072] The following is combined Figure 5 This section explains the situation of reversing at high speed, also known as (fourth RPM). For example... Figure 5As shown, when reversing at high speed, only the fourth clutch 50 engages with the fourth shaft 614. The second clutch 30 rotates downwards, the third clutch 40 rotates upwards due to its engagement with the second clutch 30, and the fourth clutch 50 rotates downwards due to its engagement with the third clutch 40. Because the fourth shaft 614 is engaged, both the fourth gear 624 and the fourth shaft 614 rotate downwards, and the third gear 623 rotates upwards due to its engagement with the fourth gear 624. In other words, the third gear 623, the third shaft 613, and the seventh gear 627 all rotate upwards, while the sixth gear 626 rotates downwards due to its engagement with the seventh gear 627. This means the output shaft 70 rotates downwards. Comparing the transmission processes at low and high speeds while reversing, it can be seen that the rotation direction of the output shaft 70 is the same in both cases. However, in the case of high-speed reversing, the participation of the fourth gear 624 in the transmission causes the reversing speed to change compared to the other case.

[0073] It should be noted that transmission components not involved in high-speed reversing, such as clutches or gears, also move due to their meshing: the first clutch 20 rotates upwards due to its engagement with the second clutch 30; the fifth gear 625 rotates upwards due to its engagement with the sixth gear 626; that is, the fifth gear 625, the second gear 622, and the second shaft 612 all rotate upwards; and the first gear 621 rotates downwards due to its engagement with the second gear 622. Since only the fourth clutch 50 is engaged, the angular velocities of the unengaged clutches and their corresponding second input shaft 61 (and the gears on the corresponding second input shaft 61) are different or opposite in direction, which does not affect the operation of the entire gearbox.

[0074] The aforementioned marine gearbox cleverly employs four clutches and a transmission mechanism 60 to achieve free switching between two forward speeds and two reverse speeds.

[0075] This embodiment also provides a vessel that uses the aforementioned marine gearbox. By employing the aforementioned marine gearbox, the vessel can achieve two speeds for forward travel and two speeds for reverse travel, allowing the vessel to select the appropriate direction and speed according to the situation, thereby improving the vessel's responsiveness.

[0076] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art will be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A marine gearbox, characterized in that, include: Box (10); The first clutch (20), the second clutch (30), the third clutch (40) and the fourth clutch (50) are coaxially mounted on a corresponding pivot shaft, one of which serves as the first input shaft (80), which is the input shaft of the marine gearbox. The first clutch (20) engages with the second clutch (30), the second clutch (30) engages with the third clutch (40), and the third clutch (40) engages with the fourth clutch (50). The transmission mechanism (60) has four second input shafts (61). The first clutch (20), the second clutch (30), the third clutch (40) and the fourth clutch (50) are each provided with a second input shaft (61) and can engage or disengage with the corresponding second input shaft (61). The output shaft (70) is pivotally connected to the housing (10); The transmission mechanism (60) further includes a transmission component (62), which can select any one of the second input shafts (61) as the input end, and the output end of the transmission component (62) is an output shaft (70); The first clutch (20) engages alone, and the transmission assembly (62) drives the output shaft (70) to rotate forward at a first speed; The second clutch (30) engages alone, and the transmission assembly (62) drives the output shaft (70) to rotate forward at a second speed; The third clutch (40) engages alone, and the transmission assembly (62) drives the output shaft (70) to reverse at a third rotational speed; The fourth clutch (50) engages alone, and the transmission assembly (62) drives the output shaft (70) to reverse at a fourth rotational speed; The second input shafts (61) corresponding to the first clutch (20), the second clutch (30), the third clutch (40), and the fourth clutch (50) are respectively the first shaft (611), the second shaft (612), the third shaft (613), and the fourth shaft (614); The transmission assembly (62) further includes a first gear (621), a second gear (622), a third gear (623), and a fourth gear (624) coaxially mounted on the first shaft (611), the second shaft (612), the third shaft (613), and the fourth shaft (614), respectively. The first gear (621) and the second gear (622) mesh with each other and their transmission ratio is not equal to 1. The third gear (623) and the fourth gear (624) mesh with each other and their transmission ratio is not equal to 1. The output shaft (70) can be selectively connected to one of the second gear (622) and the third gear (623); The transmission assembly (62) further includes a fifth gear (625), a sixth gear (626), and a seventh gear (627). The fifth gear (625) is coaxially fixed with the second gear (622), the seventh gear (627) is coaxially fixed with the third gear (623), and the sixth gear (626) meshes with both the fifth gear (625) and the seventh gear (627) and is coaxially fixed with the output shaft (70).

2. The marine gearbox according to claim 1, characterized in that, The number of teeth of the second gear (622) is less than the number of teeth of the first gear (621); the number of teeth of the third gear (623) is less than the number of teeth of the fourth gear (624).

3. The marine gearbox according to claim 2, characterized in that, The second gear (622) and the third gear (623) have the same number of teeth, and the first gear (621) and the fourth gear (624) have the same number of teeth.

4. The marine gearbox according to claim 1, characterized in that, The first gear (621) is detachably connected to the first shaft (611), the second gear (622) is detachably connected to the second shaft (612), the third gear (623) is detachably connected to the third shaft (613), and the fourth gear (624) is detachably connected to the fourth shaft (614).

5. The marine gearbox according to any one of claims 1-4, characterized in that, The first clutch (20), the second clutch (30), the third clutch (40), and the fourth clutch (50) have the same independent structure. The first clutch (20) includes a cylinder (21), a clutch body (22), and a clutch bearing (23). Two adjacent clutch bodies (22) mesh. The cylinder (21) is located at one end of the clutch body (22) in the axial direction and is used to engage or disengage the clutch body (22). The clutch bearing (23) is installed in the housing (10). The end of the clutch body (22) opposite to the cylinder (21) is installed on the inner ring of the clutch bearing (23).

6. The marine gearbox according to any one of claims 1-4, characterized in that, One end of the output shaft (70) is the gearbox output end, and the gearbox output end is equipped with an eighth gear, which is used to drive the propeller.

7. The marine gearbox according to claim 6, characterized in that, The other end of the output shaft (70) is fitted with a first thrust bearing (71) and a second thrust bearing (72). The first thrust bearing (71) is located outside the housing (10), and the second thrust bearing (72) is located inside the housing (10).

8. A ship, characterized in that, Includes the marine gearbox as described in any one of claims 1-7.

Images