Multifunctional efficient integrated compact type ship propulsion gearbox

Abstract

A power input shaft is arranged at one end of a shell, a main power output mechanism comprises a main output shaft, a variable-torque control rod and a large gear assembly, the large gear assembly is arranged on the main output shaft, and a variable-pitch oil cylinder is arranged in the large gear assembly; the variable-torque control rod is coaxially arranged in the main output shaft, a variable-torque piston which slides and is adjusted in the axial direction is arranged in the variable-torque oil cylinder, the variable-torque control rod is connected with the variable-torque piston, and one end of the variable-torque control rod is further connected with the variable-torque control valve; the oil way control and lubrication mechanism controls pressure oil in an oil way to directly or indirectly lubricate gears, bearings and clutches in the shell. Power connection is accurately controlled through the main clutch assembly, the PTO clutch assembly and the like. The structure is compact, ship layout optimization is facilitated, and various ship requirements are met. The oil way control and lubrication mechanism has direct and indirect lubrication functions, good operation of gears and bearing components is guaranteed, and the working reliability and stability of the gearbox are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of marine gear box, in particular to a multifunctional high-efficiency integrated compact marine propulsion gear box. BACKGROUND

[0002] In the marine propulsion system, the adjustable pitch propeller is widely used in various ships as a key equipment due to its advantages of realizing the functions of ship advancing, retreating, variable speed and stopping without changing the propulsion shafting turning and speed. However, the pitch adjusting device and the gear box in the current marine propulsion system are mostly produced by different manufacturers, and the two are independently arranged. The pitch adjusting mechanism of the pitch adjusting device is usually installed in the propeller hub or the shafting, and the oil distributor is installed on the free end of the gear box or the shafting, and finally the two are connected and coupled. This decentralized structure design not only occupies a large space, which is acceptable in large ships, but for small and medium-sized ships, the limited arrangement space makes it difficult for the structure to adapt. At the same time, since the key components such as the pitch adjusting mechanism are not inside the engine room, once a fault occurs, the ship must be sent to the dock for maintenance, which greatly increases the maintenance cost and time cost. In addition, with the increasing diversification of the functional requirements of the ship power system, the ship needs to additionally configure a PTO (power take-off) driving device to realize the reuse of energy, and needs an independent gear oil pump and lubrication and oil circuit control system to ensure the normal operation of the equipment. These additional independent equipment further aggravates the problem of space shortage in the engine room, and also increases the connection complexity between the equipment, reduces the integration and reliability of the system, and greatly increases the difficulty of maintenance and management of the entire propulsion system. Therefore, there is an urgent need for a new type of marine propulsion equipment structure that can effectively integrate the pitch adjusting mechanism, the PTO driving part and the internal lubrication and oil circuit control system, has the characteristics of small space occupation, high integration, easy maintenance and the like, to meet the demand of modern ships for efficient, compact and reliable power system.

[0003] In view of the above reasons, it is necessary to propose a multifunctional high-efficiency integrated compact marine propulsion gear box to solve the above problems. SUMMARY

[0004] The purpose of the present application is to overcome the defects in the prior art and provide a multifunctional high-efficiency integrated compact marine propulsion gear box.

[0005] To achieve the above purpose, the technical scheme of the present application is as follows: A multifunctional high-efficiency integrated compact marine propulsion gear box, comprising a shell, one end of the shell being provided with a power input shaft, further comprising a main power output mechanism driven by the power input shaft, a PTO pump driving mechanism, an oil circuit control and lubrication mechanism; It also includes a main clutch assembly that controls the power connection between the main power output mechanism and the power input shaft; and a PTO clutch assembly that controls the power connection between the PTO pump drive mechanism and the power input shaft. The main power output mechanism includes a main output shaft, a torque control rod, and a large gear assembly. The large gear assembly is mounted on the main output shaft, and a pitch cylinder is installed inside the large gear assembly. The torque control rod is coaxially mounted inside the main output shaft, and a torque piston that can slide and adjust along the axial direction is installed inside the pitch cylinder. The torque control rod is connected to the torque piston, and one end of the torque control rod is also connected to a torque control valve. The oil circuit control and lubrication mechanism includes a main oil pump and control oil circuits connected to the actuating components respectively; the actuating components include a torque converter control valve, a main clutch assembly, and a PTO clutch assembly; the pressure oil in the control oil circuit directly or indirectly lubricates the gears, bearings, and clutches inside the housing.

[0006] Furthermore, a pinion shaft is coaxially connected to the end of the power input shaft inside the housing, and a main clutch assembly is provided between the pinion shaft and the power input shaft. The main clutch assembly controls the connection and separation of the pinion shaft and the power input shaft. The pinion shaft is provided with a pinion assembly, and the large gear assembly is meshed with the pinion assembly; the other end of the pinion shaft is provided with a main oil pump.

[0007] Furthermore, the torque control valve includes an oil distribution slide valve assembly and a first connecting inner pipe and a second connecting inner pipe arranged axially within the torque control lever; the oil distribution slide valve assembly includes an annular inner oil chamber, which is connected to the main oil pump through a control oil circuit; One end of the first connecting inner tube and the second connecting inner tube are connected to the variable pitch cylinder and to the two oil chambers separated on both sides of the variable pitch piston, respectively. The other end is connected to the annular inner oil chamber. The oil distribution valve assembly slides and adjusts along the torque control rod axis to connect the annular inner oil chamber with one of the connecting inner tubes and control the movement of the variable pitch piston.

[0008] Furthermore, the power input shaft is equipped with a PTO main gear, which is connected to the PTO pump drive mechanism via an idler gear set; the PTO clutch assembly includes a PTO shaft and a driven gear, the PTO shaft is rotatably mounted inside the housing, and the driven gear is coaxially mounted on the PTO shaft, the driven gear being rotatably connected to the PTO shaft; the PTO clutch assembly is located between the driven gear and the PTO shaft and controls their engagement and disengagement, and the end of the PTO shaft extending out of the housing is designated as the PTO output end.

[0009] Furthermore, direct lubrication of the lubrication mechanism includes the main oil pump drawing oil from the oil pan of the housing and directly pumping and spraying it onto the lubrication points. Indirect lubrication includes the lubrication of oil released from the main clutch assembly, PTO clutch assembly, and torque converter control valve.

[0010] Furthermore, the pinion assembly has 20 teeth, the gear assembly has 61 teeth, and the reduction ratio is 3.05:1; all gears in the ship propulsion gearbox are helical gears, and the gear material is carburized and quenched steel 17CrNiMo6.

[0011] Furthermore, the oil used in the ship's propulsion gearbox is L-CKC100 medium-pressure gear oil.

[0012] Furthermore, the oil circuit control and lubrication mechanism also includes a spindle, the pinion shaft is a hollow shaft, the spindle passes through the axis of the pinion shaft and is rotatably set relative to the pinion shaft, one end of the spindle is connected to the power input shaft, and the other end is connected to the main oil pump.

[0013] Furthermore, it also includes a brake assembly that is controlled in conjunction with the main clutch assembly, wherein when the main clutch assembly disengages, the brake assembly engages to brake the pinion shaft.

[0014] The advantages and beneficial effects of this invention are as follows: 1. The marine propulsion gearbox of this invention has significant advantages in functional integration and structural design. It efficiently integrates main power output, PTO pump drive, oil circuit control, and lubrication into one unit. Different power transmission paths are controlled separately by the main clutch assembly and the PTO clutch assembly, achieving flexible power distribution. Simultaneously, the compact structural design effectively saves space, facilitates optimization of the ship's internal layout, and meets the installation and usage requirements of various types of vessels.

[0015] 2. Its unique torque regulation mechanism provides excellent adaptability to various operating conditions. The torque control lever, torque piston, and torque control valve work together to flexibly adjust the pressure in the pitch cylinder according to changes in the ship's navigation conditions, thereby changing the propeller pitch and controlling the ship's forward or reverse rotation. This provides the ship with efficient and stable propulsion power, improving navigation efficiency and safety.

[0016] 3. A sophisticated oil circuit control and lubrication system ensures reliable equipment operation. The main oil pump provides pressurized oil, employing a dual lubrication method of direct spraying and indirect recycling to provide comprehensive lubrication for key components such as gears, bearings, and clutches, effectively reducing friction and wear. In conjunction with the brake assembly and main clutch, timely braking occurs during disengagement, further ensuring equipment operational safety, significantly extending gearbox lifespan, and reducing maintenance costs. Attached Figure Description

[0017] Figure 1 This is a structural schematic diagram of a multifunctional, high-efficiency, integrated, compact marine propulsion gearbox according to the present invention; Figure 2 This is a front view of a multifunctional, high-efficiency, integrated, compact marine propulsion gearbox according to the present invention; Figure 3 This is the present invention. Figure 2 Schematic diagram of section AA; Figure 4 This is the present invention. Figure 2 Schematic diagram of the structure of section BB; Figure 5 This is the present invention. Figure 3 A magnified structural diagram of the central area; Figure 6 This is the present invention. Figure 4 A magnified structural diagram of the central area; Figure 7 This is a schematic diagram of the hydraulic system of the present invention; In the diagram: 1. Housing; 2. Power input shaft; 3. Main power output mechanism; 4. PTO pump drive mechanism; 5. Oil circuit control and lubrication mechanism; 6. PTO main gear; 7. Idler gear set; 8. Main oil pump; 9. Main clutch assembly; 10. PTO clutch assembly; 11. Main output shaft; 12. Torque control lever; 13. Large gear assembly; 14. Pitch cylinder; 15. Torque piston; 16. First path; 17. Relief valve; 18. Second path; 19. Throttle port; 20. Torque control slide valve; 21. Third path; 22. Pressure reducing valve; 23. Main clutch control valve; 24. PTO clutch control valve; 25. Pinion shaft; 26. 27. Main clutch drum; 28. Main clutch pinion drum; 29. ​​Main clutch retaining plate; 30. Main clutch push plate; 31. Main clutch hydraulic chamber; 32. Brake assembly; 33. Brake retaining plate; 34. Brake moving plate; 35. Brake hydraulic chamber; 36. Pinion gear assembly; 37. Spindle; 38. First connecting inner tube; 39. Second connecting inner tube; 40. Annular inner oil chamber; 41. Core tube oil hole; 42. Annular tube oil hole; 43. PTO shaft; 44. Driven gear; 45. Spline sleeve; 46. PTO clutch drum; 47. PTO clutch pinion drum; 48. PTO retaining plate; 49. PTO push plate; 40. PTO clutch hydraulic chamber. Detailed Implementation

[0018] The specific embodiments of the present invention will be further described below with reference to examples. These examples are only used to more clearly illustrate the technical solutions of the present invention and should not be construed as limiting the scope of protection of the present invention.

[0019] A multifunctional, high-efficiency, integrated, compact marine propulsion gearbox, such as Figures 1-7 As shown, it includes a housing 1, with a power input shaft 2 at one end of the housing 1, and also includes a main power output mechanism 3 driven by the power input shaft 2, a PTO pump drive mechanism 4, and an oil circuit control and lubrication mechanism 5.

[0020] This ship propulsion gearbox uses a diesel engine installed in the hull as its power source. The output end of the diesel engine is connected to the power input shaft 2, thereby forming the power input to the entire ship propulsion gearbox. Specifically, the power input shaft 2 is connected to the main engine flywheel through a high-elasticity spring, and the high-elasticity spring and the power input shaft 2 are keyless interference connections. Thus, the power of the main engine is transmitted to the ship propulsion gearbox. By controlling this power, the main power output mechanism 3, the PTO pump drive mechanism 4, and the oil circuit control and lubrication mechanism 5 can be driven simultaneously or separately.

[0021] The main power output mechanism 3 is connected to the stern shaft and propeller, serving as the ship's main power source. The PTO pump drive mechanism 4 transmits power to the idler gear group 7 via the PTO main gear 6, thereby driving the PTO pump to operate according to instructions to meet the needs of deck machinery. The oil circuit control and lubrication mechanism 5 includes controlling the flow direction of the pressure oil pumped by the main oil pump 8. In this embodiment, the main oil pump 8 is a gear pump. The hydraulic oil pumped by the gear pump supplies oil not only to the pitch cylinder 14 and the clutch, but also lubricates the bearings, gears, clutch plates, etc. of the gearbox. This allows a single gearbox to integrate multiple functions and outputs in a miniaturized manner, meeting the power needs of various operations on the entire ship.

[0022] The gearbox in this embodiment includes multiple clutch assemblies, including but not limited to: a main clutch assembly 9 that controls the power connection between the main power output mechanism 3 and the power input shaft 2; and a PTO clutch assembly 10 that controls the power connection between the PTO pump drive mechanism 4 and the power input shaft 2. Specifically, the main power output mechanism 3 includes a main output shaft 11, a torque control rod 12, and a large gear assembly 13. The large gear assembly 13 is mounted on the main output shaft 11, and a pitch cylinder 14 is located inside the large gear assembly 13. The torque control rod 12 is coaxially mounted inside the main output shaft 11. A torque piston 15, which slides axially, is located inside the pitch cylinder 14. The torque control rod 12 is connected to the torque piston 15. The axial movement of the torque piston within the pitch cylinder 14 serves as the power to drive the torque control rod 12 to move axially relative to the main output shaft 11. One end of the torque control rod 12 is also connected to a torque control valve. The axial movement of the torque control rod 12 adjusts the pitch and direction of the blades on the propeller hub assembly, thereby controlling the forward and reverse rotation of the ship.

[0023] The oil circuit control and lubrication mechanism 5 includes a main oil pump 8 and control oil circuits connected to the actuating components respectively; the actuating components include a torque converter control valve, a main clutch assembly 9, and a PTO clutch assembly 10; the pressure oil in the control oil circuit directly or indirectly lubricates the gears, bearings, and clutches inside the housing 1.

[0024] In this embodiment, the main oil pump 8 is directly connected to the power input shaft 2. The main oil pump 8 is a gear pump with a displacement of approximately 20 cm³ / rev and a flow rate of approximately 25-50 L / min. The hydraulic oil from the gear pump is filtered by a high-pressure filter with a filtration accuracy of 10µm, a nominal flow rate of 110 L / min, and a nominal pressure of 16 MPa, and is equipped with a transmitter. The filtered hydraulic oil is divided into multiple paths. The first path 16 is controlled by the overflow valve 17 to establish the working pressure of the gear pump at 4 MPa. The overflow pressure oil in this path is cooled by exchanging heat with seawater through an external heat exchanger and then sent to a designated part of the housing 1 to directly lubricate and cool the gears and bearings inside the housing 1. Excess oil is returned to the gearbox housing 1, i.e., direct lubrication is achieved by the main oil pump 8 drawing oil from the oil sump of the housing 1 and directly pumping and spraying it to the lubrication points. In this embodiment, the oil in the ship propulsion gearbox is L-CKC100 medium-pressure gear oil.

[0025] The second path 18 transmits power through the throttle port 19 to the torque control valve 20, which is used to control the forward and reverse movements of the torque cylinder 14.

[0026] The third path 21, after passing through pressure reducing valve 22, reduces the pressure to 1.2-1.5 MPa. It then passes through two solenoid directional valves, specifically the main clutch control valve 23 and the PTO clutch control valve 24, which control the main clutch and the PTO clutch respectively. The solenoid directional valve model is 4WE6C50B / OFAG24N, and it has a position memory function. The solenoid valve is a two-position (engaged / disengaged) four-way (PTAB) valve. In the disengaged position, it lubricates the clutch and bearings, allowing oil to be delivered to relevant parts during unloading, thus providing indirect lubrication.

[0027] Specifically, a pinion shaft 25 is coaxially connected to the end of the power input shaft 2 inside the housing 1. A main clutch assembly 9 is provided between the pinion shaft 25 and the power input shaft 2, and the main clutch assembly 9 controls the connection and disengagement of the pinion shaft 25 and the power input shaft 2. A main clutch assembly 9 is provided between the end of the power input shaft 2 and the pinion shaft 25. The main clutch assembly 9 includes a main clutch drum 26, a main clutch small drum 27, a main clutch fixed plate 28, and a main clutch push plate 29. Specifically, the main clutch drum 26 is fixedly installed at the end of the power input shaft 2, and one end of the pinion shaft 25 is coaxially inserted into the main clutch drum 26 and rotatably connected. The main clutch small drum 27 and the main clutch are fixedly sleeved on the pinion shaft 25. The main clutch is fixed in the disc 28, and the main clutch small drum 27 is inside the main clutch large drum 26. The main clutch fixed disc 28 is outside the opening of the main clutch large drum 26. The main clutch push disc 29 is slidably sleeved on the pinion shaft 25. The main clutch push disc 29 is located between the main clutch small drum 27 and the main clutch fixed disc 28. Moreover, the main clutch hydraulic chamber 30 is formed between the main clutch push disc 29 and the main clutch fixed disc 28. When pressurized oil is injected into the hydraulic chamber, the main clutch push disc 29 is pushed axially to squeeze the clutch plates between the main clutch large drum 26 and the main clutch small drum 27 to form a clutch, thereby realizing the connection and transmission between the power input shaft 2 and the pinion shaft 25. When the oil in the main clutch hydraulic chamber 30 is unloaded, the spring in the main clutch pushes the clutch to automatically disengage.

[0028] As a further improvement, in order to enable the pinion shaft 25 to stop quickly when the main clutch is disengaged, the output shaft speed is reduced by the meshing key between the pinion shaft 25 and the large gear assembly 13, and the power is transmitted to the propeller shaft through the output shaft flange for deceleration, thereby achieving the function of braking and deceleration. Specifically, it also includes a brake assembly 31 that is linked and controlled with the main clutch assembly 9. When the main clutch assembly 9 is disengaged, the brake assembly 31 engages to brake the pinion shaft 25. This mechanism includes a brake fixed disc 32 and a brake movable disc 33, both of which are annularly and non-contactly sleeved on the outer periphery of the pinion shaft 25. The brake fixed disc 32 is fixedly mounted on the housing 1, and the brake movable disc 33 is axially slidably sleeved on the outer periphery of the brake fixed disc 32, and the two are circumferentially locked. A brake hydraulic chamber 34 is formed between the brake fixed disc 32 and the brake movable disc 33. In a free state, the brake movable disc 33 is pushed away from the main clutch fixed disc 28 by a spring. When the main clutch is disengaged, the pressure oil is reversed and enters the brake hydraulic chamber 34, thereby pushing the brake movable disc 33 toward the main clutch fixed disc 28, and thus pressing the brake pads on the side of the brake movable disc 33 onto the main clutch fixed disc 28 to achieve deceleration. In use, the hydraulic oil is selectively directed into either the main clutch hydraulic chamber 30 or the brake hydraulic chamber 34 by the reversing control of the main clutch control valve 23, thereby achieving the above-mentioned control action.

[0029] The pinion shaft 25 is provided with a pinion assembly 35, and the large gear assembly 13 is meshed with the pinion assembly 35. When the pinion shaft 25 rotates, the rotation of the tail shaft is controlled by the meshing of the pinion assembly 35 and the large gear assembly 13 to realize the transmission of the main force. When the main clutch assembly 9 is disengaged, the tail shaft also stops rotating. One end of the pinion shaft 25 is connected to the power input shaft 2, and the other end is equipped with a main oil pump 8. The main oil pump 8 is not driven by the pinion assembly 35 but is directly connected to the power input shaft 2. Specifically, the oil circuit control and lubrication mechanism 5 also includes a spindle 36. The pinion shaft 25 is a hollow shaft. The spindle 36 passes through the axis of the pinion shaft 25 and is rotatably set relative to the pinion shaft 25. One end of the spindle 36 is connected to the power input shaft 2, and the other end is connected to the main oil pump 8, so that the power input shaft 2 directly drives the main oil pump 8. This ensures that all internal components of the gearbox can receive good lubrication and cooling regardless of the drive mode. Specifically, a diameter difference is set between the spindle 36 and the hollow shaft to form an annular cavity. Pressure oil can be injected into the main clutch hydraulic chamber 30 through this annular cavity to achieve control action.

[0030] In this embodiment, the pinion assembly 35 has 20 teeth, the gear assembly 13 has 61 teeth, and the reduction ratio is 3.05:1; the gears in the ship propulsion gearbox are all helical gears, and the gear material is carburized and quenched steel 17CrNiMo6.

[0031] Furthermore, the large gear assembly 13 is equipped with a pitch-changing cylinder 14. Through the reciprocating movement of the oil distribution valve assembly, pressurized oil is distributed to the front and rear chambers of the pitch-changing cylinder 14, causing the piston of the pitch-changing cylinder 14 to move, thereby driving the torque control rod 12 to move and drive the push-pull rod of the pitch-adjustable propeller. Specifically, the large gear assembly 13 is hollow inside, forming a cylindrical cavity coaxial with the main output shaft 11 to form a torque-changing cylinder. The pitch-changing piston is slidably disposed inside the pitch-changing cylinder 14. The torque-changing piston 15 divides the pitch-changing cylinder 14 into front and rear chambers. In use, the front and rear chambers are configured to be connected to the main clutch control valve 23. Through the control of this electromagnetic reversing valve, pressurized oil is selectively allowed to enter the front and rear chambers, thereby pushing the pitch-changing piston to move within the torque-changing cylinder, thereby causing the torque control rod 12 to extend and retract axially to control the propeller hub assembly. Specifically, the torque control valve includes an oil distribution valve assembly and a first connecting inner pipe 37 and a second connecting inner pipe 38 arranged axially within the torque control lever 12; the oil distribution valve assembly includes an annular inner oil chamber 39, which is connected to the main oil pump 8 via a second control oil circuit 18; one end of the first connecting inner pipe 37 and the second connecting inner pipe 38 is connected to the pitch cylinder 14 and respectively to two oil chambers separated on both sides of the pitch piston, while the other end is connected to the annular inner oil chamber 39; Figure 3As shown, the torque control lever 12 has a hollow design at one end, with a central core tube and an annular tube arranged axially inside. The annular tube is sleeved around the outer circumference of the central core tube and the two are not connected. The central core tube is connected to the rear chamber on the left side of the torque converter piston, while the annular tube is connected to the front chamber on the right side of the torque converter piston. A core tube oil hole 40 and an annular tube oil hole 41 are provided at the end of the torque control lever 12. The oil distribution valve assembly slides and adjusts axially along the torque control lever 12, so that the annular inner oil chamber 39 is connected to one of the connecting inner tubes and controls the movement of the torque converter piston. The annular inner oil chamber 39 is connected to the second path 18 of the hydraulic oil circuit system. The pressure oil is introduced into either the core tube oil hole 40 or the annular tube oil hole 41 as needed by the movement of the oil distribution valve assembly. The corresponding oil chamber is loaded, and the oil chamber on the other side is unloaded. The hydraulic oil pressure in the chamber decreases and is squeezed out from the end of the torque converter piston rod by the movement of the torque converter piston, thereby being sprayed into the relevant parts inside the housing 1 to form indirect lubrication.

[0032] The PTO pump drive mechanism 4 is specifically described as follows: a PTO main gear 6 is provided on the power input shaft 2, which drives the PTO pump drive mechanism 4. The PTO main gear 6 and the PTO pump drive mechanism 4 are connected and driven by an idler gear set 7. The idler gear set 7 is a power transmission gear that transmits power from the PTO main gear 6 to the PTO pump drive mechanism 4, thereby setting the PTO pump drive mechanism 4 at a certain distance from the power input shaft 2. This facilitates the connection between the output end of the PTO pump drive mechanism 4 and the deck machinery and avoids interference with the main power output mechanism 3. The PTO clutch assembly 10 includes a PTO shaft 42 and a driven gear 43. The PTO shaft 42 is rotatably mounted on the housing. Inside the housing 1, the PTO shaft 42 is used to transmit power to the deck machinery. The PTO shaft 42 has an external connection end, which forms a connection port with external equipment on the surface of the housing 1. The PTO shaft 42 forms a spline sleeve 44 at this end. Other machinery using main engine power can form a power connection with the main engine through spline connection. It can be understood that this embodiment takes the setting of one PTO pump drive mechanism 4 as an example. In actual production, the number of PTO pump drive mechanisms 4 can be increased according to customer needs, and PTO clutch assembly 10 can be set accordingly. This will enable the ship propulsion gearbox to increase more controllable power output ends, thereby driving more mechanical equipment on the ship and forming a highly efficient and integrated multi-functional gearbox. Furthermore, a driven gear 43 is coaxially mounted on the PTO shaft 42, and the driven gear 43 is rotatably connected to the PTO shaft 42; the PTO clutch assembly 10 is disposed between the driven gear 43 and the PTO shaft 42 and controls their engagement and disengagement; the end of the PTO shaft 42 extending out of the housing 1 is designated as the PTO output end; the idler gear set 7 meshes with the driven gear 43, so the power input shaft 2 directly controls the rotation of the driven gear 43, and then the PTO clutch assembly 10 controls whether the power is transmitted to the PTO shaft 42; similar to the main clutch assembly 9. The PTO clutch assembly 10 includes a PTO clutch drum 45, a PTO clutch small drum 46, a PTO fixed plate 47, and a PTO push plate 48. A PTO clutch hydraulic chamber 49 is formed between the PTO fixed plate 47 and the PTO push plate 48. The PTO clutch assembly 10 is connected to the PTO clutch hydraulic chamber 49 through an oil pipe to control the engagement or disengagement of the PTO clutch assembly 10, thereby controlling the operation or stop of the PTO pump drive mechanism 4. When the PTO clutch assembly 10 is unloaded, the oil inside it is released to the corresponding area to achieve indirect lubrication.

[0033] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A multifunctional, high-efficiency, integrated, compact marine propulsion gearbox, characterized in that, It includes a housing, one end of which is provided with a power input shaft, and also includes a main power output mechanism driven by the power input shaft, a PTO pump drive mechanism, and an oil circuit control and lubrication mechanism. It also includes a main clutch assembly that controls the power connection between the main power output mechanism and the power input shaft; and a PTO clutch assembly that controls the power connection between the PTO pump drive mechanism and the power input shaft. The main power output mechanism includes a main output shaft, a torque control rod, and a large gear assembly. The large gear assembly is mounted on the main output shaft, and a pitch cylinder is installed inside the large gear assembly. The torque control rod is coaxially mounted inside the main output shaft, and a torque piston that can slide and adjust along the axial direction is installed inside the pitch cylinder. The torque control rod is connected to the torque piston, and one end of the torque control rod is also connected to a torque control valve. The oil circuit control and lubrication mechanism includes a main oil pump and control oil circuits connected to the actuating components respectively; the actuating components include a torque converter control valve, a main clutch assembly, and a PTO clutch assembly; the pressure oil in the control oil circuit directly or indirectly lubricates the gears, bearings, and clutches inside the housing.

2. The multifunctional, high-efficiency, integrated, compact marine propulsion gearbox according to claim 1, characterized in that, The housing contains a pinion shaft coaxially connected to the end of the power input shaft. A main clutch assembly is provided between the pinion shaft and the power input shaft. The main clutch assembly controls the connection and separation of the pinion shaft and the power input shaft. The pinion shaft is provided with a pinion assembly, and the large gear assembly is meshed with the pinion assembly; the other end of the pinion shaft is provided with a main oil pump.

3. The multifunctional, high-efficiency, integrated, compact marine propulsion gearbox according to claim 1, characterized in that, The torque control valve includes an oil distribution slide valve assembly and a first connecting inner pipe and a second connecting inner pipe arranged axially inside the torque control rod; the oil distribution slide valve assembly includes an annular inner oil chamber, which is connected to the main oil pump through a control oil circuit; One end of the first connecting inner tube and the second connecting inner tube are connected to the variable pitch cylinder and to the two oil chambers separated on both sides of the variable pitch piston, respectively. The other end is connected to the annular inner oil chamber. The oil distribution valve assembly slides and adjusts along the torque control rod axis to connect the annular inner oil chamber with one of the connecting inner tubes and control the movement of the variable pitch piston.

4. The multifunctional, high-efficiency, integrated, compact marine propulsion gearbox according to claim 1, characterized in that, The power input shaft is equipped with a PTO main gear, which is connected to the PTO pump drive mechanism via an idler gear set. The PTO clutch assembly includes a PTO shaft and a driven gear. The PTO shaft is rotatably mounted inside the housing, and the driven gear is coaxially mounted on the PTO shaft. The driven gear is rotatably connected to the PTO shaft. The PTO clutch assembly is located between the driven gear and the PTO shaft and controls their engagement and disengagement. The end of the PTO shaft extending out of the housing is designated as the PTO output end.

5. A multifunctional, high-efficiency, integrated, compact marine propulsion gearbox according to claim 1, characterized in that, Direct lubrication of the lubrication mechanism includes the main oil pump drawing oil from the oil pan of the housing and directly pumping and spraying it onto the lubrication points. Indirect lubrication includes the lubrication of oil released from the main clutch assembly, PTO clutch assembly, and torque control valve.

6. A multifunctional, high-efficiency, integrated, compact marine propulsion gearbox according to claim 2, characterized in that, The pinion assembly has 20 teeth, the gear assembly has 61 teeth, and the reduction ratio is 3.05:

1. All gears in the ship propulsion gearbox are helical gears, and the gear material is carburized and quenched steel 17CrNiMo6.

7. A multifunctional, high-efficiency, integrated, compact marine propulsion gearbox according to claim 5, characterized in that, The oil used in the ship's propulsion gearbox is L-CKC100 medium-grade gear oil.

8. A multifunctional, high-efficiency, integrated, compact marine propulsion gearbox according to claim 2, characterized in that, The oil circuit control and lubrication mechanism also includes a spindle. The pinion shaft is a hollow shaft. The spindle passes through the axis of the pinion shaft and is rotatably positioned relative to the pinion shaft. One end of the spindle is connected to the power input shaft, and the other end is connected to the main oil pump.

9. A multifunctional, high-efficiency, integrated, compact marine propulsion gearbox according to claim 1, characterized in that, It also includes a brake assembly that is controlled in conjunction with the main clutch assembly, wherein when the main clutch assembly disengages, the brake assembly engages to brake the pinion shaft.

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