Ship and arrangement mode of power unit thereof

Abstract

The ship comprises a power source main engine and a marine gear box, the marine gear box comprises a box body, an input shaft, a transmission shaft and an output shaft, the input shaft, the transmission shaft and the output shaft are rotationally installed on the box body, an input flange is arranged at the input end of the input shaft, and an output flange is arranged at the output end of the output shaft. The input shaft is located above the output shaft, an angle alpha is formed between the input shaft and the output shaft, and the angle alpha meets 0 degree lt; alpha is smaller than or equal to 15 degrees, the input flange and the output flange are located on the rear side of the box body at the same time, the power source main engine is arranged behind the marine gearbox, and the output end of the power source main engine is connected to the input flange through a universal coupling and an elastic coupler. According to the scheme, the arrangement mode of the power unit can adapt to a high-speed main engine, arrangement is compact, and the marine gearbox is high in reliability.

Description

Technical Field

[0001] This invention relates to the field of marine propulsion system technology, and in particular to an arrangement of a ship and its power unit. Background Technology

[0002] In marine propulsion systems, because propellers require a certain depth of immersion, the shafting must be located at a certain depth below the waterline. For shallow-draft vessels, the shafting must have an angle relative to the horizontal plane to ensure sufficient propeller immersion depth. In existing technology, diesel engines and gearboxes are usually installed at an angle relative to the horizontal plane. However, this affects the operating conditions of the diesel engine and gearbox, especially the diesel engine, which has a reduced service life. Moreover, it requires a larger engine room space. Summary of the Invention

[0003] In order to solve the above-mentioned technical problems, the purpose of this invention is to provide a way of arranging a ship and its power unit, which can be adapted to high-speed main engines, has a compact layout, and has high reliability of marine gearboxes.

[0004] To achieve the above objectives, the present invention adopts the following technical solution:

[0005] An arrangement of a marine power unit includes a main power source and a marine gearbox. The marine gearbox includes a housing, and an input shaft, a drive shaft, and an output shaft rotatably mounted on the housing. The input end of the input shaft has an input flange, and the output end of the output shaft has an output flange. The input shaft is located above the output shaft, and the input shaft and the output shaft are arranged at an angle α, where α satisfies: 0° < α ≤ 15°. The input flange and the output flange are both located on the rear side of the housing. The main power source is arranged behind the marine gearbox, and the output end of the main power source is connected to the input flange through a universal joint and a flexible coupling.

[0006] Preferably, an input gear and a first clutch are arranged sequentially from back to front on the input shaft. The first clutch includes a first clutch seat and a first clutch housing. The first clutch housing is loosely fitted on the input shaft, and a first gear is provided on the first clutch housing.

[0007] A transmission gear and a second clutch are arranged sequentially from back to front on the transmission shaft. The second clutch includes a second clutch seat and a second clutch housing. The second clutch housing is loosely fitted on the transmission shaft. A second gear is provided on the second clutch housing. The transmission gear and the input gear mesh with each other. The input shaft and the transmission shaft are arranged in parallel.

[0008] A third gear is also arranged on the output shaft, which meshes with both the first gear and the second gear.

[0009] Preferably, the third gear is a bevel gear, and at least one of the first gear and the second gear is a bevel gear.

[0010] Preferably, the two ends of the input shaft are supported in the housing by a first bearing and a second bearing. The first bearing is located between the input flange and the input gear, and the second bearing is located on the front side of the second clutch housing. A first locking nut is provided on the rear side of the first bearing, and a second locking nut is provided on the front side of the second bearing. The thread direction of both the first locking nut and the second locking nut is set to be opposite to the working rotation direction of the input shaft.

[0011] Preferably, the outer rings of the first and second bearings are provided with retaining grooves in the circumferential direction, and the housing component is provided with a positioning pin with an inclined surface. The inclined surface of the positioning pin cooperates with the side of the retaining groove to restrict the rotation of the outer ring of the bearing.

[0012] Preferably, the box body is provided with a plurality of crisscrossing stiffening plates.

[0013] Preferably, the marine gearbox further includes a hydraulic system, the hydraulic system comprising:

[0014] Oil pan, formed at the bottom of the tank;

[0015] The oil pump is installed on the outer wall of the housing;

[0016] The cooler is installed on the upper wall of the enclosure;

[0017] The oil filter is installed on the outer wall of the housing. The oil pump and the oil filter are located on the same outer wall of the housing and on the left and right sides of the input shaft, respectively.

[0018] The control valve is installed on the upper wall of the housing, and the cooler and control valve are located on the left and right sides of the input shaft, respectively.

[0019] The inner oil passage is integrally formed in the housing, and the inner oil passage includes a first inner oil passage, a second inner oil passage, a third inner oil passage, a fourth inner oil passage, and a fifth inner oil passage.

[0020] The oil pump inlet is connected to the oil pan via a suction pipe, and the oil pump outlet is connected to the first internal oil passage via a first oil pipe and then to the cooler inlet. The cooler outlet is connected to the oil filter inlet via a second and third internal oil passage. The oil filter outlet is connected to the control valve inlet via a fourth internal oil passage. The control valve has a working oil outlet and a lubricating oil outlet. The working oil outlet is connected to the first clutch and the second clutch via a third and a fourth oil pipe, respectively. The lubricating oil outlet is connected to each lubrication point of the marine gearbox via a fifth internal oil passage.

[0021] Preferably, the control valve includes a reversing valve and a relief valve. The oil from the oil filter is guided by the reversing valve to form working oil to different clutches, and after being depressurized by the relief valve, it forms lubricating oil to each lubrication point.

[0022] Preferably, the oil circuit interface of the marine gearbox is sealed with an O-ring. The oil circuit interface includes the connection between the first oil pipe and the first internal oil passage, the connection between the first internal oil passage and the cooler, the connection between the cooler and the second internal oil passage, the connection between the third internal oil passage and the oil filter, and the connection between the oil filter and the fourth internal oil passage.

[0023] A vessel comprising the arrangement of the ship's power unit as described above.

[0024] The present invention, by adopting the above technical solution, has the following beneficial effects:

[0025] 1. In this invention, the marine gearbox has the functions of forward and reverse rotation, clutch engagement, deceleration, and bearing propeller thrust. It is matched with the main power source to form a marine power unit. By setting the input shaft and output shaft of the marine gearbox to a small inclination angle α, and placing the input flange and output flange on the same side, the limited space of the engine room can be saved to the greatest extent, improving space utilization. It is suitable for various high-speed boats with limited engine room space, while lowering the center of gravity of the power system, making the boat more stable during operation.

[0026] 2. In order to reduce the vibration and impact on the marine gearbox caused by the increased distance between the marine gearbox and the main power source, this invention adopts an internal oil circuit arrangement for the hydraulic system on the marine gearbox as much as possible. The internal oil channels are formed inside the gearbox to minimize the vibration of the external pipeline. The interfaces of each oil circuit are sealed with O-rings 401, thereby ensuring that the gearbox will not leak under high impact and strong vibration, thus greatly improving the reliability of the gearbox. Attached Figure Description

[0027] Figure 1 A schematic diagram of the layout of a traditional ship's power unit;

[0028] Figure 2 This is a schematic diagram of the layout of the ship's power unit in this invention;

[0029] Figure 3 This is a schematic diagram of the transmission principle of a marine gearbox.

[0030] Figure 4 This is a hydraulic schematic diagram of a marine gearbox.

[0031] Figure 5 This is one of the structural schematic diagrams of a marine gearbox;

[0032] Figure 6 for Figure 5 Partial sectional view at point AA;

[0033] Figure 7 This is the second structural schematic diagram of a marine gearbox;

[0034] Figure 8 This is the third structural schematic diagram of a marine gearbox;

[0035] Figure 9 for Figure 8 Schematic diagram of the sealing structure at the CC position;

[0036] Figure 10 This is one of the structural schematic diagrams of the box;

[0037] Figure 11 for Figure 9 Sectional view at point BB;

[0038] Figure 12 This is the second structural schematic diagram of the box;

[0039] Figure 13 This is a schematic diagram of the bearing structure;

[0040] Figure 14 This is a schematic diagram of the internal structure of the box.

[0041] Figure label:

[0042] 1. Housing; 2. Rib plate; 3. End cover; 4. Power source main unit; 5. Propeller; 6. Oil pan; 7. Oil pump; 8. Cooler; 9. Oil filter; 10. Control valve; 11. First internal oil passage; 12. Second internal oil passage; 13. Third internal oil passage; 14. Fourth internal oil passage; 15. Fifth internal oil passage; 16. Suction pipe; 17. First oil pipe; 19. Third oil pipe; 20. Fourth oil pipe; 21. Reversing valve; 22. Overflow valve;

[0043] 101. Input flange; 102. First locking nut; 103. First bearing; 104. Input shaft; 105. First clutch seat; 106. First friction pair; 107. First gear; 108. Second bearing; 109. Second locking nut; 110. Input gear; 111. First clutch housing; 112. Stop groove;

[0044] 201. Drive shaft; 202. Drive gear; 203. Second clutch seat; 204. Second clutch housing; 205. Second gear; 206. Second friction pair;

[0045] 301. Output flange; 302. Output shaft; 303. Third gear;

[0046] 401, O-ring. Detailed Implementation

[0047] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0048] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "clockwise," and "counterclockwise," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0049] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more, unless explicitly defined otherwise.

[0050] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0051] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0052] In this invention, when a marine gearbox is installed in the engine room, the side closer to the propeller is considered rearward, and vice versa.

[0053] like Figure 1 The diagram shows a traditional power unit layout using a parallel shaft gearbox. The gearbox and main engine are installed over a relatively long width, and the power unit is located in the middle of the boat, occupying a large portion of the engine room installation space.

[0054] In this invention, a method as follows is disclosed Figures 2 to 14 The illustrated arrangement of the marine power unit includes a main power source 4 and a marine gearbox. The marine gearbox includes a housing 1, and an input shaft 104, a transmission shaft 201, and an output shaft 302 rotatably mounted on the housing 1. The input end of the input shaft 104 is provided with an input flange 101, and the output end of the output shaft 302 is provided with an output flange 301. The output flange 301 and the output shaft 302 can be integral or separately mounted. The input shaft 104 is located above the output shaft 302, and the input shaft 104 and the output shaft 302 are arranged at an angle α, where the angle α satisfies: 0° < α ≤ 15°. The input flange 101 and the output flange 301 are both located on the rear side of the housing 1. The main power source 4 is arranged behind the marine gearbox, and the output end of the main power source 4 is connected to the input flange 101 through a universal joint and a flexible coupling. In this marine gearbox, the input shaft 104 and output shaft 302 are arranged vertically and out of center, with the input shaft 104 on top and the output shaft 302 on the bottom. The output shaft 302 and the drive shaft 201 are spatially staggered, with the drive shaft 201 located to the side of the output shafts 302 and between them. The input flange 101 and the output flange 301 are located on the same side, both near the main engine flywheel end.

[0055] In this way, by having the input shaft 104 and the output shaft 302 intersect at a 0° < α ≤ 15° angle, and with the input flange 101 and the output flange 301 located on the same side, the limited space in the engine room can be saved to the greatest extent, improving space utilization. At the same time, it lowers the center of gravity of the ship's power unit, making the vessel more stable during operation.

[0056] like Figure 2 and Figure 3 As shown, when the water entry angle and L2 remain unchanged, Figure 2 L1 in the middle is significantly smaller than Figure 1 The L4 designation will allow for a more compact power unit layout, saving nacelle space, such as... Figure 2 As shown, the input and output are on the same side, and the output shaft passes through the bottom of the main engine of the power source. This lowers the center of gravity of the power unit and also shifts the center of gravity of the boat to the rear, ensuring that the boat has a better pitch angle and sailing status, and ensuring that the boat runs more smoothly.

[0057] In this invention, an input gear 110 and a first clutch are arranged sequentially from back to front on the input shaft 104. The first clutch includes a first clutch seat 105 and a first clutch housing 111. The first clutch housing 111 is loosely fitted on the input shaft 104, and a first gear 107 is provided on the first clutch housing 111. A transmission gear 202 and a second clutch are arranged sequentially from back to front on the transmission shaft 201. The second clutch includes a second clutch seat 203 and a second clutch housing 204. The second clutch housing 204 is loosely fitted on the transmission shaft 201, and a second gear 205 is provided on the second clutch housing 204. The transmission gear 202 meshes with the input gear 110. The input shaft 104 and the transmission shaft 201 are arranged in parallel. A third gear 303 is also arranged on the output shaft 302. The third gear 303 meshes with both the first gear 107 and the second gear 205.

[0058] In this invention, the friction plates on the first clutch seat 105 and the friction plates on the first clutch housing 111 are alternately arranged to form a first friction pair 106, and the friction plates on the second clutch seat 203 and the friction plates on the second clutch housing 204 are alternately arranged to form a second friction pair 206. The third gear 303 is a bevel gear; the first gear 107 and the second gear 205 can both bevel gears, or one can be a bevel gear and the other a cylindrical gear.

[0059] like Figure 3As shown, the two ends of the input shaft 104 are supported in the housing 1 by a first bearing 103 and a second bearing 108. The first bearing 103 is located between the input flange 101 and the input gear 110, and the second bearing 108 is located on the front side of the second clutch housing 204. A first locking nut 102 is provided on the rear side of the first bearing 103, and a second locking nut 109 is provided on the front side of the second bearing 108. The thread direction of both the first locking nut 102 and the second locking nut 109 is set to be opposite to the working rotation direction of the input shaft 104. Looking at the first locking nut 102 and the second locking nut 109 in the screw-in direction, the thread direction of the locking nut is opposite to the rotation direction of the input shaft. During the high-speed rotation of the input shaft, the small round nut tightens more and more, playing a role in axial locking and thrust prevention.

[0060] like Figure 13 As shown, the outer rings of the first bearing 103 and the second bearing 108 are provided with a retaining groove 112. The end cover of the housing 1 is provided with a positioning pin with an inclined surface. The inclined surface of the positioning pin cooperates with the side of the retaining groove 112 to restrict the rotation of the outer ring of the bearing. In this invention, the positioning pin is threadedly fixedly installed on the end cover of the housing 1 and is tightened with screws to prevent the positioning pin from moving axially.

[0061] Due to the limitation of the center distance between the input shaft 104 and the output shaft 302 of the marine gearbox in this invention, it is not possible to arrange it in the same way as the conventional parallel shaft gearbox. In this invention, a universal joint needs to be added between the input flange 301 of the gearbox and the flexible coupling for connection. Therefore, the distance between the gearbox and the power source host 4 is increased, which will inevitably increase the vibration and impact on the gearbox.

[0062] To strengthen the gearbox housing 1, such as Figure 14 As shown, the box body 1 is provided with a plurality of crisscrossing stiffening plates 2. Furthermore, some of the stiffening plates 2 can surround the inner wall of the box body and be connected end to end.

[0063] like Figures 5 to 12 As shown, the marine gearbox of the present invention also includes a hydraulic system, which includes: an oil pan 6 formed at the bottom of the gearbox 1; an oil pump 7 installed on the outer side wall of the gearbox 1; a cooler 8 installed on the upper wall of the gearbox 1; an oil filter 9 installed on the outer side wall of the gearbox 1, with the oil pump 7 and the oil filter 9 located on the same outer side wall of the gearbox 1 and respectively on the left and right sides of the input shaft 104; a control valve 10 installed on the upper wall of the gearbox 1, with the cooler 8 and the control valve 10 respectively on the left and right sides of the input shaft 104; and an inner oil passage integrally formed inside the gearbox 1, which includes a first inner oil passage 11, a second inner oil passage 12, a third inner oil passage 13, a fourth inner oil passage 14, and a fifth inner oil passage 15.

[0064] The oil inlet of the oil pump 7 is connected to the oil pan 6 via the suction pipe 16. The oil outlet of the oil pump 7 is connected to the first internal oil passage 11 via the first oil pipe 17 and then connected to the inlet of the cooler 8 via the first internal oil passage 11. The outlet of the cooler 8 is connected to the inlet of the oil filter 9 via the second internal oil passage 12 and the third internal oil passage 13 in sequence. The outlet of the oil filter 9 is connected to the inlet of the control valve 10 via the fourth internal oil passage 14. The control valve 10 is provided with a working oil outlet and a lubricating oil outlet. The working oil outlet is connected to the first clutch and the second clutch via the third oil pipe 19 and the fourth oil pipe 20, respectively. The lubricating oil outlet enters the end cover via the fifth internal oil passage 15 and is delivered to the lubrication points of the marine gearbox.

[0065] In this way, compared with the traditional gearbox hydraulic system layout, the hydraulic system of this invention reduces the number of peripheral hydraulic pipes, thereby achieving the goal of lightweight design. Furthermore, the housings of components such as the cooler 8 and oil filter 9 can also be made of aluminum alloy to reduce their weight.

[0066] The control valve 10 includes a reversing valve 21 and a relief valve 22. The oil from the oil filter 9 is circulated through the reversing valve 21 to form working oil to the first clutch and the second clutch, and is depressurized by the relief valve 22 to form lubricating oil to each lubrication point.

[0067] The oil passage interfaces of the marine gearbox are sealed with O-rings 401. These interfaces include the connection points of the first oil pipe 17 and the first internal oil passage 11, the connection point of the first internal oil passage 11 and the cooler 8, the connection point of the cooler 8 and the second internal oil passage 12, the connection point of the third internal oil passage 13 and the oil filter 9, and the connection point of the oil filter 9 and the fourth internal oil passage 14. The gearbox periphery largely adopts an internal oil passage arrangement to minimize external pipeline vibration. Each oil passage interface is sealed with an O-ring 401. For example, ... Figure 9 As shown, an O-ring 401 is installed between the end cover 3 and the housing 1 to ensure that the gearbox will not leak under high impact and strong vibration, thus greatly improving the reliability of the gearbox. The connection between the fourth internal oil passage 14 and the control valve 10 is sealed with a paper gasket.

[0068] like Figures 4 to 12As shown, the hydraulic oil circulation in this invention is as follows: After the main unit starts, the oil pump 7 begins to work. Hydraulic oil is drawn into the oil pump 7 from the oil pan 6 of the housing through the oil suction pipe 16. The pressurized oil pumped out by the oil pump 7 enters the first internal oil passage 11 through the oil inlet on the housing 1, and first flows through the cooler 8 for cooling. The cooled oil enters the oil filter 9 for filtration through the second internal oil passage 12 and the third internal oil passage 13. The clean oil reaches the control valve 10 from the outlet of the oil filter 9 through the fourth internal oil passage 14. The oil entering the control valve 10 is divided into two paths:

[0069] Working oil circuit: Depending on the position of the reversing valve 21, the pressure oil is guided as working oil through the corresponding third oil pipe 19 and fourth oil pipe 20 to the first clutch or the second clutch, pushing the piston to realize the engagement and disengagement of the clutch;

[0070] Lubricating oil circuit: The oil pressure reduced by overflow valve 22 forms lubricating oil, which is transported to gearbox end cover 3 through the fifth internal oil passage 15 and distributed to the lubrication points of input shaft, output shaft bearings and various meshing gears for lubrication. Then it flows back to oil pan 6 to complete the cycle.

[0071] The specific working principle of the gearbox described in this invention is as follows:

[0072] In the same working condition: the hydraulic control system provides working pressure to the first friction pair 106, causing the first clutch to engage. The second friction pair 206 remains disengaged. The power source main unit 4 inputs power to the input shaft 104 through the input flange 101. The input shaft 104 drives the first gear 107 to rotate through the first clutch. The first gear 107 meshes with the third gear 303 of the output shaft 301, and the power is output to the propeller 5 through the output flange 301.

[0073] In reverse operation: The hydraulic control system provides working pressure to the second friction pair 206, engaging the second clutch. The first friction pair 106 remains disengaged. The power source 4 inputs power to the input shaft 104 through the input flange 101. The input shaft 104, through the input gear 110, meshes with the transmission gear 202 of the transmission shaft 201, transmitting power to the transmission shaft 201. The transmission shaft 201, through the second gear 205, meshes with the third gear 303 of the output shaft 301, transmitting power to the propeller 5 through the output flange 301.

[0074] The present invention also discloses a ship, including the arrangement of the ship's power unit as described above.

[0075] All features described in the specification, appended claims and drawings, whether individually or in any combination thereof, are essential features of this invention.

[0076] In the description of this specification, the terms "one embodiment," "some embodiments," "one implementation," "specific implementation," "other implementation," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment, implementation, or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described above can also be combined in any suitable manner in one or more embodiments, implementations, or examples. The technical solutions described in this invention also include technical solutions formed by any one or more specific features, structures, materials, or characteristics described above, either individually or in combination.

[0077] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions, alterations, deletions of some features, additions of features, or recombinations of features to the above embodiments within the scope of the present invention without departing from the principles and spirit of the present invention. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the innovative principles of the present invention shall still fall within the scope of the technical solutions of the present invention.

Claims

1. An arrangement of a marine power unit, comprising a main power source (4) and a marine gearbox, wherein the marine gearbox comprises a housing (1), and an input shaft (104), a transmission shaft (201), and an output shaft (302) rotatably mounted on the housing (1), wherein the input end of the input shaft (104) is provided with an input flange (101), and the output end of the output shaft (302) is provided with an output flange (301), characterized in that, The input shaft (104) is located above the output shaft (302). The input shaft (104) and the output shaft (302) are arranged at an angle α, where the angle α satisfies: 0° < α ≤ 15°. The input flange (101) and the output flange (301) are located at the rear of the housing (1). The power source host (4) is arranged at the rear of the marine gearbox. The output end of the power source host (4) is connected to the input flange (101) through a universal joint and a flexible coupling.

2. The arrangement of a ship's power unit according to claim 1, characterized in that, An input gear (110) and a first clutch are arranged sequentially from back to front on the input shaft (104). The first clutch includes a first clutch seat (105) and a first clutch housing (111). The first clutch housing (111) is loosely fitted on the input shaft (104), and a first gear (107) is provided on the first clutch housing (111). A transmission gear (202) and a second clutch are arranged sequentially from back to front on the transmission shaft (201). The second clutch includes a second clutch seat (203) and a second clutch housing (204). The second clutch housing (204) is loosely fitted on the transmission shaft (201). A second gear (205) is provided on the second clutch housing (204). The transmission gear (202) and the input gear (110) mesh with each other. The input shaft (104) and the transmission shaft (201) are arranged in parallel. A third gear (303) is also arranged on the output shaft (302), which meshes with the first gear (107) and the second gear (205) at the same time.

3. The arrangement of a ship's power unit according to claim 2, characterized in that, The third gear (303) is a bevel gear, and at least one of the first gear (107) and the second gear (205) is a bevel gear.

4. The arrangement of a ship's power unit according to claim 2, characterized in that, The two ends of the input shaft (104) are supported in the housing (1) by the first bearing (103) and the second bearing (108). The first bearing (103) is located between the input flange (101) and the input gear (110), and the second bearing (108) is located in front of the second clutch housing (204). A first locking nut (102) is provided on the rear side of the first bearing (103), and a second locking nut (109) is provided on the front side of the second bearing (108). The thread direction of the first locking nut (102) and the second locking nut (109) is set to be opposite to the working rotation direction of the input shaft (104).

5. The arrangement of a ship's power unit according to claim 4, characterized in that, The outer rings of the first bearing (103) and the second bearing (108) are provided with a stop groove (112) in the circumferential direction. The end cover of the housing (1) is provided with a positioning pin with an inclined surface. The inclined surface of the positioning pin cooperates with the side of the stop groove (112) to restrict the rotation of the outer ring of the bearing.

6. The arrangement of a ship's power unit according to claim 1, characterized in that, The box body (1) is provided with a number of ribs (2) arranged in a crisscross pattern.

7. The arrangement of a ship's power unit according to claim 2, characterized in that, The marine gearbox also includes a hydraulic system, which comprises: Oil pan (6) is formed at the bottom of the housing (1); Oil pump (7) is installed on the outer side wall of housing (1); Cooler (8) is installed on the upper wall of housing (1); The oil filter (9) is installed on the outer side wall of the housing (1). The oil pump (7) and the oil filter (9) are located on the same outer side wall of the housing (1) and on the left and right sides of the input shaft (104), respectively. The control valve (10) is installed on the upper wall of the housing (1), and the cooler (8) and the control valve (10) are located on the left and right sides of the input shaft (104), respectively. The inner oil passage is integrally formed inside the housing (1). The inner oil passage includes a first inner oil passage (11), a second inner oil passage (12), a third inner oil passage (13), a fourth inner oil passage (14), and a fifth inner oil passage (15). The oil inlet of the oil pump (7) is connected to the oil pan (6) through the oil suction pipe (16). The oil outlet of the oil pump (7) is connected to the first internal oil passage (11) through the first oil pipe (17) and connected to the inlet of the cooler (8) through the first internal oil passage (11). The outlet of the cooler (8) is connected to the inlet of the filter (9) through the second internal oil passage (12) and the third internal oil passage (13) in sequence. The outlet of the filter (9) is connected to the inlet of the control valve (10) through the fourth internal oil passage (14). The control valve (10) is provided with a working oil outlet and a lubricating oil outlet. The working oil outlet is connected to the first clutch and the second clutch through the third oil pipe (19) and the fourth oil pipe (20) respectively. The lubricating oil outlet is connected to each lubrication point of the marine gearbox through the fifth internal oil passage (15).

8. The arrangement of a ship's power unit according to claim 7, characterized in that, The control valve (10) includes a reversing valve (21) and a relief valve (22). The oil from the oil filter (9) is circulated through the reversing valve (21) to form working oil to the first clutch and the second clutch, and is depressurized by the relief valve (22) to form lubricating oil to each lubrication point.

9. The arrangement of a ship's power unit according to claim 7, characterized in that, The oil circuit interface of the marine gearbox is sealed by an O-ring (401). The oil circuit interface includes the connection between the first oil pipe (17) and the first inner oil passage (11), the connection between the first inner oil passage (11) and the cooler (8), the connection between the cooler (8) and the second inner oil passage (12), the connection between the third inner oil passage (13) and the oil filter (9), and the connection between the oil filter (9) and the fourth inner oil passage (14).

10. A ship, characterized in that, The arrangement of the ship's power unit includes any one of the claims 1-9.

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