Multifunctional clutch marine gearbox

Abstract

The invention discloses a gearbox for a multifunctional clutch ship. The gearbox comprises an oil distributor oil pump unit, a first input unit, an output unit, a second input unit and a third unit. The oil distributor oil pump unit is connected with the first input unit through a first driving gear-driven gear set, the first input unit is connected with one end of the output unit through a first passing wheel shaft, and the other end of the output unit is connected with the second input unit through a second passing wheel shaft. And the second input unit is connected with the third unit through a second group of driving gears-driven gears.

Description

Technical Field

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

[0002] Existing marine gearboxes are divided into two types: clutch and non-clutch. Marine gearboxes without clutch are inconvenient to use and require external pneumatic clutches, which are large in size, occupy limited space on the ship, increase the cost of additional equipment and use costs, and reduce the reliability of the power system. They are now rarely used; while gearboxes with clutches effectively solve the above shortcomings. However, the current marine gearboxes with clutches have a relatively simple structure, most of which are single-input single-output, single-input dual-output, dual-input single-output (two main engine inputs + one connected to the propeller tail shaft output), dual-input dual-output (two main engine inputs + one connected to the propeller tail shaft output + one PTO output), etc., and have fewer integrated functions.

[0003] With the development of modern technology, especially considering the equipment cost, reliability and use cost of the whole system, it is required that the marine gearbox needs to realize multiple functions, adapt to multiple working conditions and integrate multiple auxiliary equipment. When the ship needs micro-motion mode or the two main engines are unpowered, it is necessary to add a small PTI (POWER TAKE IN, that is, the shaft belt generator is used as a motor, the shaft belt generator needs to input power to the main propulsion shaft system, and propel it together with the main engine) input to enable the ship to move and enhance the ship's autonomous vitality; in order to save costs and space, the oil distributor power oil pump that needs to be configured separately is integrated and installed on the gearbox, which requires adding a connection to the oil distributor pump output; in order to utilize the excess power of the main engine under cruising conditions, it is necessary to have a PTO (POWER TAKE OUT, that is, the main engine drives the shaft belt generator to generate electricity and outputs power to the power grid) function; in order to prevent PTI and PTO from being affected by the rotation of the main engine when not working, it is also necessary to configure a brake on the PTI / PTO shaft system; in order to save space for the separate placement of the pitch propeller oil distributor, a connection to the oil distributor output is also required. Summary of the invention

[0004] In view of the technical problem that the prior art marine gearbox with clutch has few integrated functions, the present invention provides a multifunctional marine gearbox with clutch, which integrates two main engine inputs, one PTI input, one PTO output, one connected to the oil distributor oil pump output, one connected to the oil distributor output, and one connected to the propeller tail shaft output, a total of three inputs and four outputs, which can adapt to various working conditions, and the PTI / PTO shaft system of the gearbox is also equipped with a brake.

[0005] In order to achieve the above object, the present invention provides the following technical solutions:

[0006] A multifunctional clutch marine gearbox comprises an oil distributor oil pump unit, a first input unit, an output unit, a second input unit and a third unit;

[0007] The oil distributor oil pump unit is connected to the first input unit through a first set of driving gears and driven gears, the first input unit is connected to one end of the output unit through a first wheel shaft, the other end of the output unit is connected to the second input unit through a second wheel shaft, and the second input unit is connected to the third unit through a second set of driving gears and driven gears.

[0008] Preferably, the oil distributor oil pump unit is used to drive the oil distributor oil pump to work;

[0009] The first input unit is used to receive a start signal from the first host, drive the oil pump unit of the oil distributor to operate through the first set of driving gears and passive gears, and drive the output unit to operate through the first wheel shaft;

[0010] The second input unit is used to receive a start signal from the second host, drive the output unit to operate through the second wheel shaft, and drive the third unit to operate through the second set of driving gears and passive gears;

[0011] The third unit is used to receive the start signal of the third host, and drive the output unit to operate through the second set of active gear-passive gear and the second wheel shaft; or to receive the start signal of the first input unit or the second input unit to drive the PTO motor to operate.

[0012] Preferably, the third host is a PTI motor.

[0013] Preferably, the first input unit includes a first flange 1, a first clutch 2, a first gear 3, and a first driving gear 4; the first flange 1 is connected to one end of the first clutch 2, the other end of the first clutch 2 is connected to the first gear 3, and the first gear 3 is connected to the first driving gear 4.

[0014] Preferably, the second input unit includes a second flange 12, a second clutch 13, a second gear 21 and a second driving gear 22; the second flange 12 is connected to one end of the second clutch 13, the other end of the second clutch 13 is connected to the second gear 21, and the second gear 21 is connected to the second driving gear 22.

[0015] Preferably, the third unit includes a support shaft 14, a third clutch 15, a second passive gear 20, a transmission shaft 16 and a third flange 19; the support shaft 14 is installed on the housing, the support shaft 14 is connected to the first end of the third clutch 15, the second end of the third clutch 15 is connected to the second passive gear 20, the third end of the third clutch 15 is connected to the transmission shaft 16, and the transmission shaft 16 is connected to the third flange 19.

[0016] Preferably, the oil distributor oil pump unit comprises a first passive gear 5 and an oil distributor oil pump 6 , that is, the first passive gear 5 is connected to the first driving gear 4 , and the first passive gear 5 is also connected to the oil distributor oil pump 6 .

[0017] Preferably, the output unit includes a third gear 7 and an output shaft 9; one end of the third gear 7 is connected to the first gear 3 of the first input unit through the first wheel shaft 8, and the other end of the third gear 7 is connected to the second gear 21 of the second input unit through the second wheel shaft 23, and the third gear 7 drives the output shaft 9 to rotate.

[0018] Preferably, a fourth flange 10 is installed at one end of the output shaft 9 for connecting with the propeller tail shaft mechanism; an oil distributor 11 is installed at the other end of the output shaft 9 .

[0019] Preferably, a brake 18 is installed on the transmission shaft 16 for braking the transmission shaft 16 .

[0020] In summary, due to the adoption of the above technical solution, compared with the prior art, the present invention has at least the following beneficial effects:

[0021] 1. The three input units in the present invention can realize three independent input modes, or can realize mutually combined input modes, and can realize up to 7 input modes in total, which do not interfere with each other during use, greatly improving the operability of the ship, increasing the life and reliability of the system, and adapting to various working conditions;

[0022] 2. The four outputs of the present invention can realize the integration of the main transmission system, reduce the purchase cost and use cost of auxiliary equipment, reduce the installation space, and increase the reliability of the system;

[0023] 3. The brake structure of the present invention can brake when the PTO or PTI is not working, so that the motor connected to it does not rotate, greatly increasing the life of the motor; it can also brake when the connected equipment needs maintenance, so that the main engine can be repaired without stopping, without affecting the normal navigation of the ship. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 The block diagram of a multifunctional clutch marine gearbox according to an exemplary embodiment of the present invention is shown in FIG.

[0025] Figure 2 The figure is a schematic structural diagram of a multifunctional clutch marine gearbox according to an exemplary embodiment of the present invention.

[0026] Figure 3 Schematic diagram of a brake structure according to an exemplary embodiment of the present invention. DETAILED DESCRIPTION

[0027] The present invention is further described in detail below in conjunction with the examples and specific implementation methods. However, this should not be understood as the scope of the above subject matter of the present invention being limited to the following examples, and all technologies realized based on the content of the present invention belong to the scope of the present invention.

[0028] In the description of the present invention, it is necessary to understand that the terms "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0029] like Figure 1 As shown, the present invention provides a multifunctional clutch marine gearbox, which includes, from left to right, an oil distributor oil pump unit, a first input unit, a first wheel shaft, an output unit, a second wheel shaft, a second input unit and a third unit.

[0030] In this embodiment, the oil pump unit of the oil distributor is connected to the first input unit through a first set of driving gears and driven gears, and the first input unit is connected to one end of the output unit through a first wheel shaft; the other end of the output unit is connected to the second input unit through a second wheel shaft, and the second input unit is connected to the third unit through a second set of driving gears and driven gears.

[0031] In this embodiment, the oil distributor oil pump unit is used to drive the oil distributor oil pump to work;

[0032] The first input unit is used to receive a start signal from the first host, drive the oil pump unit of the oil distributor to operate through the first set of driving gears and passive gears, and drive the output unit to operate through the first wheel shaft;

[0033] The second input unit is used to receive a start signal from the second host, drive the output unit to operate through the second wheel shaft, and drive the third unit to operate through the second set of driving gears and passive gears;

[0034] The third unit is used to receive the starting signal of the third host (PTI motor) to drive the output unit to operate through the second set of driving gear-passive gear and the second wheel shaft; or to receive the starting signal of the first input unit or the second input unit to drive the PTO motor to operate.

[0035] The first wheel shaft and the second wheel shaft are used for reversing, so that the first input unit, the second input unit and the output unit rotate in the same direction.

[0036] like Figure 2As shown, the first input unit includes a first flange 1, a first clutch 2, a first gear 3, and a first driving gear 4 which are connected in sequence from top to bottom; that is, the first flange 1 is connected to one end of the first clutch 2, the other end of the first clutch 2 is connected to the first gear 3, and the first gear 3 is connected to the first driving gear 4. The specific connection relationship belongs to the prior art.

[0037] In this embodiment, the oil distributor oil pump unit includes a first passive gear 5 and an oil distributor oil pump 6 connected in sequence from top to bottom, that is, the first passive gear 5 is connected to the first driving gear 4, and the first passive gear 5 is also connected to the oil distributor oil pump 6. The specific connection relationship belongs to the prior art.

[0038] In this embodiment, the second input unit includes a second flange 12, a second clutch 13, a second gear 21 and a second driving gear 22 which are connected in sequence from top to bottom; that is, the second flange 12 is connected to one end of the second clutch 13, the other end of the second clutch 13 is connected to the second gear 21, and the second gear 21 is connected to the second driving gear 22. The specific connection relationship belongs to the prior art.

[0039] In this embodiment, the third unit includes a support shaft 14, a third clutch 15, a second passive gear 20, a transmission shaft 16, a friction plate 17, a brake 18 and a third flange 19 which are connected in sequence from top to bottom; the support shaft 14 is mounted on the housing, the support shaft 14 is connected to the first end of the third clutch 15, the second end of the third clutch 15 is connected to the second passive gear 20, the third end of the third clutch 15 is connected to the transmission shaft 16, and the transmission shaft 16 is connected to the third flange 19; the specific connection relationship belongs to the prior art. The friction plate 17 and the brake 18 are mounted on the transmission shaft 16 to brake the transmission shaft 16.

[0040] In this embodiment, the third unit is a PTI input, that is, the third clutch 15 is a PTI (PTO) clutch.

[0041] In this embodiment, the output unit includes a third gear 7 and an output shaft 9; one end of the third gear 7 is connected to the first gear 3 of the first input unit through the first wheel shaft 8, and the other end of the third gear 7 is connected to the second gear 21 of the second input unit through the second wheel shaft 23. The third gear 7 drives the output shaft 9 to rotate, and the specific connection relationship belongs to the prior art. Among them, a fourth flange 10 is installed at one end (rear end) of the output shaft 9 for connecting with the propeller tail shaft mechanism; the other end (front end) of the output shaft 9 can be installed with an oil distributor 11.

[0042] In this embodiment, the working method of the first input unit is: when the first main engine is started, it passes through the first flange 1, the first clutch 2, the first gear 3 in sequence, and then passes to the output unit to the right through the first wheel shaft 8. At the same time, it can also be transmitted to the oil distributor oil pump 6 to the left through the first driving gear 4 and the first passive gear 5.

[0043] In this embodiment, the working method of the second input unit is: when the second host is started, it passes through the second flange 12, the second clutch 13, the second gear 21 in sequence, and then passes to the output unit to the left through the second wheel shaft 23. At the same time, it can also pass to the right through the second driving gear 22 and the second passive gear 20 to the third unit.

[0044] In this embodiment, the working method of the third unit is: when the third main engine (PTI / PTO motor) is started, it is transmitted to the output unit in sequence through the third flange 19, the transmission shaft 16, the third clutch 15, the second passive gear 20, the second driving gear 22, the second gear 21, and the second wheel shaft 23.

[0045] In this embodiment, the first input unit, the second input unit, and the third unit can be used as individual inputs, or they can be input in combination of two or three at the same time, so that up to 7 different input modes can be realized. In actual use, different input modes can be used to quickly achieve the corresponding purpose according to different working conditions. For example, the third unit can be selected when a small movement is required, and the parallel mode of the first input unit + the second input unit can be selected when high-speed navigation is required (the first input unit drives the third gear 7 to rotate through the first wheel shaft 8, and the second input unit also drives the third gear 7 to rotate through the second wheel shaft 23, and the third gear 7 drives the output shaft 9 to rotate). When slow navigation is required at the dock, the single input mode of the first input unit or the second input unit can be selected.

[0046] In this embodiment, the gearbox has four output modes, including a first output (output shaft 9 outputs the propeller), a second output (distributor oil pump unit output), a third output (third unit output) and a fourth output (output shaft 9 output).

[0047] The first output is: the first input unit drives the output unit to rotate to achieve propeller output; or the second input unit drives the output unit to rotate to achieve propeller output; or the third unit drives the output unit to rotate to achieve propeller output;

[0048] The second output is: the first input unit drives the oil distributor oil pump unit to rotate, thereby realizing the driving output of the oil distributor oil pump 6 .

[0049] The third output is: the second input unit drives the third unit to rotate to achieve PTO output.

[0050] The fourth output is: an oil distributor 11 is installed at the front end of the output shaft 9, and when the output shaft 9 rotates, the driving output of the oil distributor 11 can be realized.

[0051] In the existing common gearbox, there are generally only three outputs. The present invention further enhances the integration of the gearbox, reduces the equipment cost and occupied space. The four output modes of the present invention can realize the integration of the main transmission system, reduce the purchase cost and use cost of the auxiliary equipment, reduce the installation space, and increase the reliability of the system. For example, the structure of the second output can save the motor and installation space for driving the oil distributor oil pump, and the structure of the fourth output can save the motor and installation space for driving the oil distributor, and also convert the oil distributor pressure oil pipe from a large-size radial seal to a small-size axial seal, which greatly increases the sealing reliability.

[0052] In this embodiment, in order to increase the life of the PTO motor and prevent the third unit from rotating along with the second input unit, a brake 18 is installed on the transmission shaft 16 .

[0053] like Figure 3 As shown, the brake 18 includes a friction plate 17, a piston 24 and a spring 25, and is used to brake the transmission shaft 16. When the first input unit or the second input unit is in operation, the second driving gear 22 will rotate accordingly, thereby driving the third clutch 15 to rotate. Due to the inherent characteristics of the wet friction clutch, even if the third clutch 15 is disengaged, the third flange 19 will rotate under the action of the belt displacement force; therefore, when the third flange 19 does not need to rotate under certain special working conditions, the transmission shaft 16 needs to be braked.

[0054] The brake 18 includes friction plates 17 (passive friction plates 17.1 and active friction plates 17.2), a piston 24 and a spring 25; the passive friction plates 17.1 are connected to the housing, and the active friction plates 17.2 are connected to the transmission shaft 16. When braking is required, the working oil enters from the brake working oil port A to push the piston 24 upward, pressing the friction plates 17, even if the passive friction plates 17.1 and the active friction plates 17.2 are integrated to achieve the purpose of braking; when the brake needs to be released, the working oil in the brake working oil port A is disconnected, and the piston 24 is pushed open (i.e., lowered) under the action of the spring 25, so that the passive friction plates 17.1 and the active friction plates 17.2 are separated, thereby achieving the purpose of releasing the brake.

[0055] Those skilled in the art will appreciate that the above-mentioned embodiments are specific examples for implementing the present invention, and in actual applications, various changes may be made thereto in form and detail without departing from the spirit and scope of the present invention.

Claims

1. A multifunctional clutch marine gearbox, It is characterized in that It includes a fuel distributor oil pump unit, a first input unit, an output unit, a second input unit and a third unit; The oil distributor oil pump unit is connected to the first input unit through a first set of driving gears and driven gears, the first input unit is connected to one end of the output unit through a first wheel shaft, the other end of the output unit is connected to the second input unit through a second wheel shaft, and the second input unit is connected to the third unit through a second set of driving gears and driven gears.

2. A multifunctional clutch marine gearbox as claimed in claim 1, It is characterized in that The oil distributor oil pump unit is used to drive the oil distributor oil pump to work; The first input unit is used to receive a start signal from the first host, drive the oil pump unit of the oil distributor to operate through the first set of driving gears and passive gears, and drive the output unit to operate through the first wheel shaft; The second input unit is used to receive a start signal from the second host, drive the output unit to operate through the second wheel shaft, and drive the third unit to operate through the second set of driving gears and passive gears; The third unit is used to receive the start signal of the third host, and drive the output unit to operate through the second set of active gear-passive gear and the second wheel shaft; or to receive the start signal of the first input unit or the second input unit to drive the PTO motor to operate.

3. A multifunctional clutch marine gearbox as claimed in claim 2, It is characterized in that The third host is a PTI motor.

4. A multifunctional clutch marine gearbox as claimed in claim 1, It is characterized in that The first input unit comprises a first flange (1), a first clutch (2), a first gear (3), and a first driving gear (4); the first flange (1) is connected to one end of the first clutch (2), the other end of the first clutch (2) is connected to the first gear (3), and the first gear (3) is connected to the first driving gear (4).

5. A multifunctional clutch marine gearbox as claimed in claim 1, It is characterized in that The second input unit comprises a second flange (12), a second clutch (13), a second gear (21) and a second driving gear (22); the second flange (12) is connected to one end of the second clutch (13), the other end of the second clutch (13) is connected to the second gear (21), and the second gear (21) is connected to the second driving gear (22).

6. A multifunctional clutch marine gearbox as claimed in claim 1, It is characterized in that The third unit comprises a support shaft (14), a third clutch (15), a second passive gear (20), a transmission shaft (16) and a third flange (19); the support shaft (14) is mounted on the housing, the support shaft (14) is connected to a first end of the third clutch (15), the second end of the third clutch (15) is connected to the second passive gear (20), the third end of the third clutch (15) is connected to the transmission shaft (16), and the transmission shaft (16) is connected to the third flange (19).

7. A multifunctional clutch marine gearbox as claimed in claim 1, It is characterized in that The oil distributor oil pump unit comprises a first passive gear (5) and an oil distributor oil pump (6), that is, the first passive gear (5) is connected to the first active gear (4), and the first passive gear (5) is also connected to the oil distributor oil pump (6).

8. A multifunctional clutch marine gearbox as claimed in claim 1, It is characterized in that The output unit comprises a third gear (7) and an output shaft (9); one end of the third gear (7) is connected to the first gear (3) of the first input unit via a first wheel shaft (8), and the other end of the third gear (7) is connected to the second gear (21) of the second input unit via a second wheel shaft (23); the third gear (7) drives the output shaft (9) to rotate.

9. A multifunctional clutch marine gearbox as claimed in claim 8, It is characterized in that A fourth flange (10) is installed at one end of the output shaft (9) for connecting to the propeller tail shaft mechanism; an oil distributor (11) is installed at the other end of the output shaft 9.

10. A multifunctional clutch marine gearbox as claimed in claim 6, It is characterized in that A brake (18) is installed on the transmission shaft (16) and is used to brake the transmission shaft (16).

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