Control oil way and lubrication cooperation system of multifunctional propulsion gearbox of ship

Abstract

The invention discloses a control oil way and lubrication cooperation system of a multifunctional propulsion gearbox of a ship. The outlet end of a main oil pump is divided into a plurality of oil ways, and the oil ways comprise a lubricating oil way and a control oil way; the lubricating oil way comprises a first way, and the first way is used for stabilizing the pressure of the hydraulic system, cooling hydraulic oil and spraying the hydraulic oil to a lubricating part of the gearbox; the control oil way comprises a second way and a third way, and the second way is connected to the variable torque control valve through a hydraulic oil pipe and controls the main power output mechanism to advance or reverse. According to the control oil way and lubrication cooperation system for the multifunctional propulsion gearbox of the ship, integrated design is adopted, the oil way is divided into the lubrication oil way and the control oil way through the main oil pump, and efficient cooperation of the lubrication function and the control function is achieved. A lubricating oil way directly sprays key components, the oil way is controlled to indirectly lubricate and drive executing mechanisms such as clutches, oil supply of all systems according to needs is guaranteed through the shunt design, and the overall operation efficiency is improved.

Description

Technical Field

[0001] This invention relates to the field of marine gearbox technology, specifically to a control oil circuit and lubrication coordination system for a multi-functional marine propulsion gearbox. Background Technology

[0002] In the field of marine propulsion systems, the propulsion gearbox, as a core transmission device, has its hydraulic control and lubrication systems performing critically to the safe and stable operation of the ship. Traditional marine propulsion gearboxes typically separate the control and lubrication hydraulic circuits. The control circuit is only responsible for power transmission and motion control of components such as clutches and brakes, while the lubrication circuit focuses on lubricating and cooling critical components such as gears and bearings. This separate design results in a complex system structure, occupies a large space, and increases the difficulty of layout in the ship's engine room and equipment installation costs.

[0003] Because independent hydraulic circuits lack coordination, it is difficult to dynamically match the pressure and flow of each circuit. When the ship's operating conditions change, such as frequent gear changes or heavy-load starts, pressure fluctuations may occur in the control hydraulic circuits, leading to uneven clutch engagement and lag in torque converter adjustment, affecting the ship's power transmission efficiency and handling performance. Meanwhile, when the equipment is operating under high load, the lubrication circuit may fail to effectively reduce frictional losses in gears and bearings due to insufficient oil supply or excessively high oil temperature, accelerating component wear and shortening equipment lifespan. In addition, independent hydraulic circuit systems require multiple oil pumps, control valves, and other components, which not only increases equipment manufacturing costs but also raises the complexity and failure rate of daily maintenance, resulting in persistently high ship operating costs.

[0004] Given the aforementioned problems with existing technologies, there is an urgent need for an innovative oil circuit system design to address the drawbacks of traditional separate oil circuits, such as complex structure, poor coordination, and high maintenance costs, thereby improving the overall performance and reliability of ship propulsion gearboxes. Summary of the Invention

[0005] The purpose of this invention is to overcome the defects in the prior art and provide a control oil circuit and lubrication coordination system for a multi-functional propulsion gearbox for ships.

[0006] To achieve the above objectives, the technical solution of the present invention is as follows: A control oil circuit and lubrication coordination system for a multi-functional propulsion gearbox for ships includes a main oil pump. The inlet end of the main oil pump is connected to the oil pan of the gearbox, and the outlet end is divided into multiple oil circuits, including a lubrication oil circuit and a control oil circuit. The lubrication oil circuit directly lubricates the inside of the gearbox, and the control oil circuit indirectly lubricates the inside of the gearbox. The lubrication circuit includes a first circuit, which stabilizes the pressure of the hydraulic system, cools the hydraulic oil, and sprays it onto the lubrication points of the gearbox. The control oil circuit includes a second circuit and a third circuit. The second circuit is connected to the torque control valve through a hydraulic oil pipe and controls the forward or reverse movement of the main power output mechanism. The third path includes multiple electromagnetic directional valves arranged in parallel, each electromagnetic directional valve controlling the operation of a corresponding clutch assembly.

[0007] Furthermore, the main oil pump is a gear pump, and a high-pressure filter is provided at the outlet of the main oil pump.

[0008] Furthermore, an overflow valve is provided on the first path. The overflow valve controls the hydraulic oil system pressure to 4 MPa. The outlet of the overflow valve is connected to a seawater heat exchanger, so that the hydraulic oil can exchange heat with the seawater for cooling. After cooling, the hydraulic oil is sent to the main clutch assembly and the PTO clutch assembly for spray lubrication.

[0009] Furthermore, the second path enters the torque control valve through the throttle port. The torque control valve includes a torque control slide valve and a first connecting inner pipe and a second connecting inner pipe disposed on the torque control rod. The torque control slide valve slides on the torque control rod to control the movement of the torque cylinder by connecting the second path to the first connecting inner pipe or the second connecting inner pipe respectively.

[0010] Furthermore, a pressure reducing valve is provided on the third path to control the pressure after the pressure reducing valve to 1.2-1.5 MPa. A main clutch control valve and a PTO clutch control valve are connected in parallel after the pressure reducing valve.

[0011] Furthermore, the main clutch control valve has three control lines: a clutch engagement control line, a brake control line, and a clutch lubrication control line. The third path is connected to the P port of the main clutch control valve, the clutch engagement / disengagement control pipe is connected to the A port, and the brake control pipe and the clutch lubrication control pipe are connected to the B port in parallel. The other end of the clutch engagement control pipe is connected to the main clutch hydraulic chamber of the main clutch assembly, the other end of the brake control pipe is connected to the brake hydraulic chamber of the brake assembly, and the other end of the clutch lubrication control pipe is connected to the clutch disc of the main clutch assembly.

[0012] Furthermore, the PTO clutch control valve is connected to two control lines, namely the PTO clutch control line and the PTO lubrication control line; The third path is connected to the P port of the PTO clutch control valve, the PTO lubrication control pipe is connected to the A port, and the PTO clutch control pipe is connected to the B port. The other end of the PTO clutch control pipe is connected to the PTO clutch hydraulic chamber, and the other end of the PTO lubrication control pipe is connected to the PTO clutch plate.

[0013] Furthermore, a first pressure gauge is provided on the first or second path to monitor the working pressure of the main oil pump, and a second pressure gauge is provided on the third path to monitor the clutch control pressure.

[0014] The advantages and beneficial effects of this invention are as follows: 1. The multi-functional propulsion gearbox control oil circuit and lubrication coordination system of the present invention adopts an integrated design. The main oil pump divides the oil circuit into a lubrication oil circuit and a control oil circuit, achieving efficient coordination between lubrication and control functions. The lubrication oil circuit directly sprays key components, while the control oil circuit indirectly lubricates and drives actuators such as clutches. This branched design ensures that each system receives oil as needed, improving overall operating efficiency. Simultaneously, the combination of the gear pump and high-pressure filter ensures the cleanliness and stability of the oil supply, laying the foundation for reliable system operation.

[0015] 2. Precise pressure control and cooling mechanisms are the core advantages of this system. The overflow valve stabilizes the lubricating oil pressure to 4 MPa, effectively cooling the hydraulic oil in conjunction with the seawater heat exchanger, ensuring lubrication while preventing component overheating. The control oil circuit precisely controls the pressure at 1.2-1.5 MPa via a pressure reducing valve, providing stable driving force for the clutch and brakes, enabling precise adjustment of the ship's propulsion direction and power, and improving navigation safety and maneuverability.

[0016] 3. The intelligent multi-pipeline control design enables the orderly operation of complex functions. The main clutch control valve and the PTO clutch control valve control engagement, braking, and lubrication through multiple pipelines, with clear logic and no interference between them. The torque converter control valve precisely switches between forward and reverse states by controlling the cooperation of the slide valve and the connecting inner pipe. Pressure gauges monitor pressure in real time, facilitating the timely detection of potential faults. This systematic design significantly reduces maintenance costs, extends equipment lifespan, and improves the overall performance of the ship's propulsion system. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the control oil circuit and lubrication coordination system of a multi-functional propulsion gearbox for ships according to the present invention; Figure 2 This is a front view of a control oil circuit and lubrication coordination system for a multi-functional propulsion gearbox of a ship 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 at 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 4A 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. Main clutch drum; 27. Main clutch sprocket; 28. Main clutch retaining plate; 29. ​​Main clutch push plate; 30. Main clutch hydraulic chamber; 31. 32. Brake mounting plate; 33. Brake moving plate; 34. Brake hydraulic chamber; 35. Pinion assembly; 36. Spindle; 37. First connecting inner tube; 38. Second connecting inner tube; 39. Annular inner oil chamber; 40. Core tube oil hole; 41. Annular tube oil hole; 42. PTO shaft; 43. Driven gear; 44. Spline sleeve; 45. PTO clutch drum; 46. PTO clutch drum; 47. PTO mounting plate; 48. PTO push plate; 49. PTO clutch hydraulic chamber; 50. Seawater heat exchanger; 51. High-pressure filter; 52. Clutch engagement / disengagement control pipe; 53. Brake control pipe; 54. Clutch lubrication control pipe; 55. PTO engagement / disengagement control pipe; 56. PTO lubrication control pipe; 57. First pressure gauge; 58. Second pressure gauge. 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 control oil circuit and lubrication coordination system for a multi-functional propulsion gearbox for ships, such as Figure 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 exchanges heat with seawater through an external seawater heat exchanger, allowing the hydraulic oil to be cooled by heat exchange with seawater. After cooling, the hydraulic oil is sent to the main clutch assembly and the PTO clutch assembly for spray lubrication, directly lubricating and cooling various parts of 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 pan of the housing 1 and directly pumping 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] like Figure 7 As shown, the main clutch control valve 23 has three control lines: clutch engagement control line 52, brake control line 53, and clutch lubrication control line 54. The third path 21 is connected to the P port of the main clutch control valve 23, the clutch engagement and disengagement control pipe 52 is connected to the A port, and the brake control pipe 53 and the clutch lubrication control pipe 54 are connected to the B port in parallel. The other end of the clutch engagement control pipe 52 is connected to the main clutch hydraulic chamber 30 of the main clutch assembly 9, the other end of the brake control pipe 53 is connected to the brake hydraulic chamber 34 of the brake assembly 31, and the other end of the clutch lubrication control pipe 54 is connected to the clutch disc of the main clutch assembly 9.

[0028] Furthermore, the PTO clutch control valve 24 is connected to two control lines, namely the PTO clutch control line 55 and the PTO lubrication control line 56. The third path 21 is connected to the P port of the PTO clutch control valve 24, the PTO lubrication control pipe 56 is connected to the A port, and the PTO clutch control pipe 55 is connected to the B port. The other end of the PTO clutch control pipe 55 is connected to the PTO clutch hydraulic chamber 49, and the other end of the PTO lubrication control pipe 56 is connected to the PTO clutch disc. The T-ports of the main clutch control valve 23 and the PTO clutch control valve 24 can be connected to oil pipes to spray the released hydraulic oil to the required lubrication points for indirect lubrication, or they can be directly connected to the oil pan to allow the hydraulic oil to be circulated.

[0029] Furthermore, the first pressure gauge 57 for monitoring the working pressure of the main oil pump 8 is provided on the first channel 16 or the second channel 18, and the second pressure gauge 58 for monitoring the clutch control pressure is provided on the third channel 21. The two pressure gauges can be connected to the display panel in the cab for easy viewing by the driver.

[0030] 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.

[0031] 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.

[0032] 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.

[0033] 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.

[0034] 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 3 As 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.

[0035] 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.

[0036] 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 control oil circuit and lubrication coordination system for a multi-functional propulsion gearbox for ships, characterized in that, It includes a main oil pump, the inlet end of which is connected to the oil pan of the gearbox, and the outlet end is divided into multiple oil circuits, including a lubrication oil circuit and a control oil circuit. The lubrication oil circuit directly lubricates the inside of the gearbox, and the control oil circuit indirectly lubricates the inside of the gearbox. The lubrication circuit includes a first circuit, which stabilizes the pressure of the hydraulic system, cools the hydraulic oil, and sprays it onto the lubrication points of the gearbox. The control oil circuit includes a second circuit and a third circuit. The second circuit is connected to the torque control valve through a hydraulic oil pipe and controls the forward or reverse movement of the main power output mechanism. The third path includes multiple electromagnetic directional valves arranged in parallel, each electromagnetic directional valve controlling the operation of a corresponding clutch assembly.

2. The control oil circuit and lubrication coordination system for a multi-functional propulsion gearbox of a ship according to claim 1, characterized in that, The main oil pump is a gear pump, and a high-pressure filter is installed at the outlet of the main oil pump.

3. The control oil circuit and lubrication coordination system for a multi-functional propulsion gearbox of a ship according to claim 1, characterized in that, The first path is equipped with an overflow valve, which controls the hydraulic oil system pressure to 4 MPa. The outlet of the overflow valve is connected to a seawater heat exchanger, which allows the hydraulic oil to exchange heat with the seawater for cooling. After cooling, the hydraulic oil is sent to the main clutch assembly and the PTO clutch assembly for spray lubrication.

4. The control oil circuit and lubrication coordination system for a multi-functional propulsion gearbox of a ship according to claim 1, characterized in that, The second path enters the torque control valve through the throttle port. The torque control valve includes a torque control slide valve and a first connecting inner pipe and a second connecting inner pipe disposed on the torque control rod. The torque control slide valve slides on the torque control rod to control the movement of the torque cylinder by connecting the second path to the first connecting inner pipe or the second connecting inner pipe respectively.

5. The control oil circuit and lubrication coordination system for a multi-functional propulsion gearbox of a ship according to claim 1, characterized in that, The third path is equipped with a pressure reducing valve, which controls the pressure after the pressure reducing valve to be 1.2-1.5 MPa. A main clutch control valve and a PTO clutch control valve are connected in parallel after the pressure reducing valve.

6. The control oil circuit and lubrication coordination system for a multi-functional propulsion gearbox of a ship according to claim 5, characterized in that, The main clutch control valve has three control lines: a clutch engagement control line, a brake control line, and a clutch lubrication control line. The third path is connected to the P port of the main clutch control valve, the clutch engagement / disengagement control pipe is connected to the A port, and the brake control pipe and the clutch lubrication control pipe are connected to the B port in parallel. The other end of the clutch engagement control pipe is connected to the main clutch hydraulic chamber of the main clutch assembly, the other end of the brake control pipe is connected to the brake hydraulic chamber of the brake assembly, and the other end of the clutch lubrication control pipe is connected to the clutch disc of the main clutch assembly.

7. The control oil circuit and lubrication coordination system for a multi-functional propulsion gearbox of a ship according to claim 5, characterized in that, The PTO clutch control valve is connected to two control pipelines, namely the PTO clutch control pipeline and the PTO lubrication control pipeline. The third path is connected to the P port of the PTO clutch control valve, the PTO lubrication control pipe is connected to the A port, and the PTO clutch control pipe is connected to the B port. The other end of the PTO clutch control pipe is connected to the PTO clutch hydraulic chamber, and the other end of the PTO lubrication control pipe is connected to the PTO clutch plate.

8. The control oil circuit and lubrication coordination system for a multi-functional propulsion gearbox of a ship according to claim 1, characterized in that, The first or second path is equipped with a first pressure gauge to monitor the working pressure of the main oil pump, and the third path is equipped with a second pressure gauge to monitor the clutch control pressure.

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