PTO / PTI device for marine gearbox and marine gearbox

Abstract

The PTO / PTI device comprises a driving meshing gear sleeve, a front axle driving joint fork, a joint fork shaft and a front axle connecting rocker arm, one end of the front axle connecting rocker arm is fixedly connected with the joint fork shaft, the joint fork shaft is coaxially and fixedly connected with the front axle driving joint fork, an outer ring groove is formed in the outer side of the driving meshing gear sleeve, and the front axle driving joint fork is coaxially and fixedly connected with the joint fork shaft. A fork foot of the front axle driving joint fork extends into the outer ring groove, a spring is installed in an installation hole in the circumference of the splined hub, one end of the spring abuts against the bottom of the installation hole, the other end of the spring abuts against the limiting piece, a first limiting groove and a second limiting groove which are matched with the limiting piece are formed in the inner side of the driving meshing gear sleeve, and an outer spline is arranged on the circumference of the PTO / PTI output gear. The PTO / PTI power transmission device can effectively prevent ship sailing jolting and accidental slippage when the driving meshing gear sleeve is connected with the PTO / PTI output gear, and guarantees the continuity of PTO / PTI power transmission and the stability of the separation state.

Description

Technical Field

[0001] This invention relates to the field of marine gearbox technology, and in particular to a PTO / PTI device for marine gearboxes and a marine gearbox. Background Technology

[0002] The Yangtze River is the world's largest inland waterway in terms of cargo volume and is the mainstay of my country's inland waterway shipping. Vessels on the Yangtze River account for over 80% of all inland waterway vessels in my country. The key to reducing carbon emissions on inland waterways lies in the Yangtze River, and the main force behind this reduction is the vessels themselves. Currently, there are approximately 115,000 inland waterway vessels in the Yangtze River basin, 70% of which are over 15 years old, making decarbonization of shipping an urgent priority. At present, newly built inland waterway vessels are actively responding to the national call for energy conservation and emission reduction, exploring the path to "green ships." Yangtze River navigation is characterized by a round trip of "upstream and downstream," and the conditions vary significantly across different sections of the journey. To improve vessel maneuverability, medium and large cargo ships typically have twin engines (one on each side). Considering extreme navigation conditions such as beaching, the selected main engine power is generally high, resulting in a low average effective load factor and a large power margin. PTO (Power Transfer Towing) components can usually be installed to collect this excess power. In conventional marine gearboxes, the PTO component, if clutch is required, is mainly hydraulically operated, wet multi-plate friction clutch. Similar to the main clutch of the marine gearbox, the clutch is engaged or disengaged by operating the control valve. However, it has drawbacks such as long response time and easy to pull out. It cannot effectively protect the PTO output mechanism. If it is connected to a shaft-driven generator, although it can increase the PTI function, it is easy to cause wear to the generator and reduce its lifespan. Summary of the Invention

[0003] To address the aforementioned technical problems, the present invention aims to provide a PTO / PTI device and a marine gearbox for use in marine gearboxes. This device has a simple structure, is easy to operate, and has a stable and reliable clutch function to protect the generator.

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

[0005] A PTO / PTI device for a marine gearbox includes: a PTO / PTI housing and a PTO / PTI shaft disposed within the PTO / PTI housing; a first bearing, a PTO / PTI output gear, a splined hub, and a second bearing sequentially disposed on the PTO / PTI shaft; the output end of the PTO / PTI shaft is used to connect to a generator; the PTO / PTI output gear is loosely fitted on the PTO / PTI shaft; the splined hub is coaxially fixed and rotates synchronously with the PTO / PTI shaft; the first and second bearings are disposed between supporting the PTO / PTI shaft and the PTO / PTI housing; the PTO / PTI output gear is drively connected to one of the shafts of the gearbox; and a shift fork clutch is included, the shift fork clutch including drive engagement. The device includes a gear sleeve, a front axle drive engagement fork, an engagement fork shaft, and a front axle rocker arm. One end of the front axle rocker arm is fixedly connected to the engagement fork shaft. The front axle rocker arm is used to drive the engagement fork shaft to rotate. The engagement fork shaft is coaxially fixedly connected to the front axle drive engagement fork. The outer side of the drive engagement gear sleeve has an outer ring groove, and the inner side of the drive engagement gear sleeve has an inner spline. The drive engagement gear sleeve is splinedly connected to the splined hub. The fork feet of the front axle drive engagement fork extend into the outer ring groove. The splined hub has a mounting hole on its circumference. A spring is installed in the mounting hole. One end of the spring abuts against the bottom of the mounting hole, and the other end abuts against a limiting member. The inner side of the drive engagement gear sleeve has a first limiting groove and a second limiting groove that cooperate with the limiting member. The PTO / PTI output gear has an outer spline on its circumference near the splined hub.

[0006] When the engagement fork shaft drives the fork foot to swing towards the gearbox, the drive engagement sleeve slides forward and connects with the spline of the PTO / PTI output gear. At this time, the limiting member disengages from the first limiting groove and compresses the spring downward until the drive engagement sleeve slides into place and pops out into the second limiting groove. When the engagement fork shaft drives the fork foot to swing away from the gearbox, the drive engagement sleeve slides backward and separates from the PTO / PTI output gear. At this time, the limiting member disengages from the second limiting groove and compresses the spring downward until the drive engagement sleeve slides into place and pops out into the first limiting groove.

[0007] In some embodiments, the limiting member is a sphere, and the opening diameters of the first limiting groove and the second limiting groove gradually increase from the outside to the inside.

[0008] In some embodiments, the PTO / PTI housing includes a first housing and a second housing. The first housing has a first through hole on a first side near the gearbox. The first housing is detachably connected to the first side of the second housing on a second side away from the gearbox. The second side of the second housing has a second through hole and a third through hole. The first through hole and the third through hole are used for the shaft of the gearbox, which is connected to the PTO / PTI output gear, to pass through. The second through hole is used for the output end of the PTO / PTI shaft to pass through.

[0009] In some embodiments, the first housing is provided with a first oil passage, the second housing is provided with a second oil passage, and the PTO / PTI shaft is provided with a third oil passage axially inside. The oil inlet of the first oil passage is connected to an oil pump, and the oil outlet is connected to the third oil passage. The third oil passage is connected to a first branch oil passage and a second branch oil passage. The oil outlet of the first branch oil passage is located between the inner ring of the first bearing and the PTO / PTI housing, and the oil outlet of the second branch oil passage is located between the inner ring of the second bearing and the PTO / PTI housing. The oil inlet of the second oil passage is connected to an oil pump, and the oil outlet is located on the wall of the third through hole.

[0010] The present invention also provides a marine gearbox, including a gearbox body and a PTO / PTI device for a marine gearbox as described above, disposed on the gearbox body.

[0011] In some embodiments, the system further includes a housing and an input shaft assembly, a transmission shaft assembly, and an output shaft assembly disposed within the housing. The input shaft assembly includes an input shaft, a right-hand drive gear coaxially fixed on the input shaft, a first drive gear loosely fitted on the input shaft, and a first clutch. The right-hand drive gear engages or disengages with the first drive gear via the first clutch. The transmission shaft assembly includes a transmission shaft, a left-hand drive gear coaxially fixed on the transmission shaft, a second drive gear loosely fitted on the transmission shaft, and a second clutch. The left-hand drive gear engages or disengages with the second drive gear via the second clutch. The output shaft assembly includes an output shaft and an output gear coaxially fixed on the output shaft. The right-hand drive gear meshes with the left-hand drive gear, and the first drive gear and the second drive gear mesh with the output gear respectively. The input end of the input shaft is connected to the engine drive, and the other end of the input shaft is connected to the oil pump assembly. One end of the transmission shaft is supported on the housing, and the other end of the transmission shaft is connected to the PTO / PTI output gear.

[0012] In some embodiments, a cavity is formed between the gear shaft of the first driving gear and the gear shaft of the right-hand drive gear. The first clutch is disposed in this cavity. The first clutch includes a first piston, a first return spring, a first spring seat, a first clutch seat, a first pressure plate, and a friction plate assembly. The friction plate assembly includes a first inner friction plate and a first outer friction plate. The first inner friction plate is splinedly connected to the first clutch seat. The first clutch seat is fixedly connected to the first driving gear. The first outer friction plate is splinedly connected to the right-hand drive gear. A first piston is disposed on the side of the friction plate assembly near the bottom of the cavity. A first pressure plate is disposed on the side of the friction plate assembly away from the bottom of the cavity. The first pressure plate is used to limit the friction plate assembly. The first piston is mounted on the input shaft and disposed at the bottom of the cavity. The piston is axially disposed between the friction plate assembly and the right-hand drive gear. One end of the inner side of the first piston abuts against the shoulder of the input shaft, leaving a gap between the first piston and the right-hand drive gear. The other end of the inner side of the piston abuts against one end of the first return spring. The other end of the first return spring abuts against the first spring seat. The first spring seat is limited by a retaining ring fixed on the input shaft.

[0013] In some embodiments, a cavity is formed between the gear shaft of the second driving gear and the gear shaft of the left-hand drive gear. The second clutch is disposed within this cavity. The second clutch includes a second piston, a second return spring, a second spring seat, a second clutch seat, a second pressure plate, and a friction plate assembly. The friction plate assembly includes a second inner friction plate and a second outer friction plate. The second inner friction plate is splinedly connected to the second clutch seat, the second clutch seat is fixedly connected to the second driving gear, and the second outer friction plate is splinedly connected to the left-hand drive gear. A second piston is disposed on the side of the friction plate assembly near the bottom of the cavity, and a second pressure plate is disposed on the side of the friction plate assembly away from the bottom of the cavity. The second pressure plate is used to limit the friction plate assembly. The second piston is mounted on the drive shaft and disposed at the bottom of the cavity. The piston is axially disposed between the friction plate assembly and the left-hand drive gear. One end of the inner side of the second piston abuts against the shoulder of the drive shaft, leaving a gap between the second piston and the left-hand drive gear. The other end of the inner side of the piston abuts against one end of the second return spring, and the other end of the second return spring abuts against the second spring seat. The second spring seat is limited by a retaining ring fixed on the drive shaft.

[0014] In some embodiments, a first oil distribution bushing is provided between the drive shaft and the wall of the third through hole on the second housing. The second oil passage on the second housing is connected to the first working oil passage and the first lubricating oil passage inside the drive shaft through the oil distribution bushing. The oil outlet of the first working oil passage leads to the gap between the second piston and the left-hand drive gear.

[0015] In some embodiments, the oil pump assembly includes an oil pump drive gear coaxially and fixedly connected to the input shaft, and an oil pump driven gear meshing with the oil pump drive gear. The oil pump driven gear is coaxially and fixedly connected to the input shaft of the oil pump. The oil pump drive gear and the oil pump driven gear are disposed within the oil pump housing. The oil pump housing includes a third housing and a fourth housing. The third housing is detachably connected to the housing body, and the fourth housing is detachably connected to the third housing. The oil pump drive gear and the oil pump driven gear are disposed within the fourth housing. The input shaft passes through a shaft hole on the third housing and is coaxially and fixedly connected to the oil pump drive gear within the fourth housing. The third housing is provided with a fourth oil passage. A second oil distribution bushing is provided between the shaft hole on the third housing and the input shaft. The fourth oil passage on the third housing is connected to a second working oil passage and a second lubricating oil passage within the input shaft through the second oil distribution bushing. The oil outlet of the second working oil passage leads to the gap between the first piston and the right-hand drive gear.

[0016] The present invention has the following beneficial effects:

[0017] In the PTO / PTI device of this invention, the splined hub is provided with mounting holes and has a built-in spring and limiting component. The inner side of the drive engagement sleeve is provided with a first limiting groove and a second limiting groove. As the drive engagement sleeve slides and switches the engagement state, the limiting component can automatically lock into the corresponding groove under the action of the spring force, thereby realizing the positioning of the drive engagement sleeve. This effectively prevents accidental slippage when the ship is turbulent or when the drive engagement sleeve is connected to the PTO / PTI output gear, ensuring the continuity of PTO / PTI power transmission and the stability of the disengagement state, and avoiding equipment failure caused by accidental power interruption or mis-engagement.

[0018] The PTO / PTI device and marine gearbox of this invention integrate the PTO / PTI shaft, bearings, PTO / PTI output gear, splined hub, and shift fork clutch into the PTO / PTI housing. The integrated layout makes the structure compact and adaptable to the limited layout environment of the ship's engine room. The modular design allows the PTO / PTI device of this embodiment to be directly installed on gearboxes that lack a PTO / PTI structure without making significant modifications to the original gearbox structure, thus reducing modification costs. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the PTO / PTI device;

[0020] Figure 2 This is a schematic diagram of the oil circuit structure of the PTO / PTI unit;

[0021] Figure 3 yes Figure 2 A magnified view of a section at point A (circled in the middle);

[0022] Figure 4This is one of the structural schematic diagrams of a marine gearbox;

[0023] Figure 5 This is the second structural schematic diagram of a marine gearbox;

[0024] Figure 6 This is a structural schematic diagram of the drive shaft assembly;

[0025] Figure 7 This is a structural schematic diagram of the input shaft component;

[0026] Figure 8 This is a structural schematic diagram of the output shaft component;

[0027] Explanation of reference numerals in the attached figures:

[0028] 1. PTO / PTI housing; 11. First housing; 12. Second housing; 2. PTO / PTI shaft; 21. PTO high-elasticity coupling; 3. First bearing; 4. PTO / PTI output gear; 41. Copper sleeve; 42. Oil distributor sleeve; 5. Splined hub; 6. Second bearing; 7. Shift fork clutch; 71. Drive engagement gear sleeve; 711. First limiting groove; 712. Second limiting groove; 72. Front axle drive engagement. 73. Fork; 74. Engaging fork shaft; 75. Front axle rocker arm; 76. Spring; 77. Limiting element; 88. First oil passage; 89. Third oil passage; 80. Fourth oil passage; 81. First working oil passage; 82. Second working oil passage; 83. First lubrication oil passage; 84. Second lubrication oil passage; 95. Housing; 96. Input shaft assembly; 97. Input shaft; 98. Right-hand drive gear; 99. First drive gear; 90. First disengagement gear; 9241, First piston; 9242, First return spring; 9243, First spring seat; 9244, First clutch seat; 9245, First pressure plate; 9246, First inner friction plate; 9247, First outer friction plate; 925, Second oil distribution bushing; 93, Drive shaft assembly; 931, Drive shaft; 932, Left-hand drive gear; 933, Second drive gear; 934, Second clutch; 9341, Second piston; 9342, Second return spring; 9343, Second spring seat; 9344, Second clutch seat; 9345, Second pressure plate; 9346, Second inner friction plate; 9347, Second outer friction plate; 935, PTO drive gear; 936, First oil distribution bushing; 937, Third housing; 938, Fourth housing; 94, Output shaft assembly; 941, Output shaft; 942, Output gear; 95, Oil pump. Detailed Implementation

[0029] The embodiments of the present invention will be described in detail below. It should be emphasized that the following description is merely exemplary and is not intended to limit the scope and application of the present invention.

[0030] It should be noted that when a component is referred to as "fixed to" or "set on" another component, it can be directly on or indirectly on that other component. When a component is referred to as "connected to" another component, it can be directly connected to or indirectly connected to that other component. Furthermore, a connection can be used for fixing, coupling, or communication.

[0031] It should be understood that the terms "length", "width", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", and "outer" 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 the embodiments of the present 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 the present invention.

[0032] 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 technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of embodiments of the present invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0033] The PTO / PTI device for a marine gearbox according to an embodiment of the present invention includes: a PTO / PTI housing 1 and a PTO / PTI shaft 2 disposed within the PTO / PTI housing 1; a first bearing 3, a PTO / PTI output gear 4, a splined hub 5, and a second bearing 6 sequentially disposed on the PTO / PTI shaft 2; the output end of the PTO / PTI shaft 2 is used to connect to a generator; the PTO / PTI output gear 4 is loosely fitted on the PTO / PTI shaft 2; the splined hub 5 is coaxially fixed and rotates synchronously with the PTO / PTI shaft 2; the first bearing 3 and the second bearing 6 are disposed between supporting the PTO / PTI shaft 2 and the PTO / PTI housing 1; the PTO / PTI output gear 4 is drively connected to one of the shafts of the gearbox; and a shift fork clutch 7 is also included, the shift fork clutch 7 including a drive engagement sleeve 71 and a front axle drive engagement fork 72. The system includes a fork shaft 73 and a front axle rocker arm 74. One end of the front axle rocker arm 74 is fixedly connected to the fork shaft 73. The front axle rocker arm 74 is used to drive the fork shaft 73 to rotate. The fork shaft 73 is coaxially fixedly connected to the front axle drive engagement fork 72. The outer side of the drive engagement sleeve 71 has an outer ring groove, and the inner side of the drive engagement sleeve 71 has an inner spline. The drive engagement sleeve 71 is splinedly connected to the spline hub 5. The fork feet of the front axle drive engagement fork 72 extend into the outer ring groove. The spline hub 5 has a mounting hole on its circumference. A limit spring 75 is installed in the mounting hole. One end of the limit spring 75 abuts against the bottom of the mounting hole, and the other end abuts against the limit member 76. The inner side of the drive engagement sleeve 71 has a first limit groove 711 and a second limit groove 712 that cooperate with the limit member 76. The PTO / PTI output gear 4 has an outer spline on its circumference near the spline hub 5.

[0034] When the engaging fork shaft 73 drives the fork foot to swing towards the gearbox, the driving engagement sleeve 71 slides forward and connects with the spline of the PTO / PTI output gear 4. At this time, the limiting member 76 disengages from the first limiting groove 711 and compresses the limiting spring 75 downward until the driving engagement sleeve 71 slides into place and pops out and locks into the second limiting groove 712. When the engaging fork shaft 73 drives the fork foot to swing away from the gearbox, the driving engagement sleeve 71 slides backward and separates from the PTO / PTI output gear 4. At this time, the limiting member 76 disengages from the second limiting groove 712 and compresses the limiting spring 75 downward until the driving engagement sleeve 71 slides into place and pops out and locks into the first limiting groove 711.

[0035] This embodiment replaces the wet multi-plate friction clutch in the PTO with a convenient and simple shift fork clutch 7, which can avoid the occurrence of belt pull and protect the generator at the PTO output end. Especially when connected to a shaft-driven generator, it can improve the service life of the generator.

[0036] In this embodiment, the splined hub 5 is provided with mounting holes and has a built-in limiting spring 75 and a limiting member 76. The inner side of the drive engagement sleeve 71 is matched with a limiting structure with first and second limiting grooves 712. As the drive engagement sleeve 71 slides and switches the engagement state, the limiting member 76 can automatically be inserted into the corresponding groove under the elastic force of the limiting spring 75, thereby realizing the positioning of the drive engagement sleeve 71. This effectively prevents the drive engagement sleeve 71 from accidentally sliding when the ship is sailing and the operating conditions change, ensuring the continuity of PTO power transmission and the stability of the disengagement state, and avoiding equipment failure caused by accidental power interruption or mis-engagement. In this embodiment, the PTO / PTI device integrates the PTO / PTI shaft, bearings, PTO output gear 942, splined hub 5, and shift fork clutch 7 within the PTO / PTI housing 1. This integrated layout results in a compact structure, adaptable to the limited space in a ship's engine room. The modular design allows for direct installation of the PTO / PTI device in this embodiment onto gearboxes lacking a PTO structure, eliminating the need for significant modifications to the original gearbox structure and reducing modification costs. In this embodiment, the output end of the PTO / PTI shaft 2 is coaxially connected to a PTO high-elasticity coupling 21, which in turn connects to the generator.

[0037] In this embodiment and some other embodiments, the limiting member 76 is a sphere. The opening diameters of the first limiting groove 711 and the second limiting groove 712 gradually increase from the outside to the inside, which reduces the frictional resistance and jamming risk between the groove opening and the limiting member 76. This allows for smoother engagement between the sphere and the groove during the sliding switching of the drive engagement sleeve 71, improving the smoothness and response speed of clutch switching. In this embodiment, the contact surface between the first limiting groove 711 and the sphere is a plane, which makes the positioning support more stable and effectively counteracts the radial impact force generated by shipboard turbulence or shaft rotation, preventing accidental slippage of the drive engagement sleeve 71 in the disengaged state and ensuring the stability of the disengaged state. In this embodiment, the end of the second limiting groove 712 near the first limiting groove 711 is an arc-shaped surface, avoiding stress concentration and extending the service life of the limiting engagement components. The above design can balance operational smoothness and operational reliability.

[0038] In this embodiment and some other embodiments, the PTO / PTI housing 1 includes a first housing 11 and a second housing 12. The first housing 11 has a first through hole on a first side near the gearbox. The first housing 11 is detachably connected to the first side of the second housing 12 on a second side away from the gearbox. The second housing 12 has a second through hole and a third through hole on its second side. The first and third through holes are used for the shaft of the gearbox, which is connected to the PTO / PTI output gear 4, to pass through. The second through hole is used for the output end of the PTO / PTI shaft 2 to pass through. The above arrangement facilitates installation and maintenance. End caps can be detachably installed at both the second and third through holes.

[0039] In this embodiment and some other embodiments, the first housing 11 is provided with a first oil passage 81, the second housing 12 is provided with a second oil passage, and the PTO / PTI shaft 2 is axially provided with a third oil passage 82. The oil inlet of the first oil passage 81 is connected to the oil pump 95, and the oil outlet is connected to the third oil passage 82. The third oil passage 82 is connected to a first branch oil passage and a second branch oil passage. The oil outlet of the first branch oil passage is located between the inner ring of the first bearing 3 and the PTO / PTI housing 1, and the oil outlet of the second branch oil passage is located between the inner ring of the second bearing 6 and the PTO / PTI housing 1. The oil inlet of the second oil passage is connected to the oil pump 95, and the oil outlet is located on the wall of the third through hole. Compared to natural lubrication or splash lubrication, the oil pump 95 provides better lubrication. The oil circuit is located in the housing and shaft, with a compact structure. The oil outlet is located on the wall of the third through hole, allowing the shaft that drives the PTO / PTI device to pass through the third through hole and be supplied with oil. It also achieves its own oil supply and distribution functions. The structure is reasonably arranged and does not require additional oil supply pipelines.

[0040] In this embodiment, the PTO / PTI output gear 4 is slidably fitted with the PTO / PTI shaft 2. The PTO output gear 942 is indirectly sleeved on the PTO output shaft 941 through the copper sleeve 41. The oil distribution sleeve 42 is installed in the middle position of the copper sleeve 41. The third oil passage 82 is also connected to the third oil distribution passage, which leads to the input end of the oil distribution sleeve 42. The PTO / PTI output gear 4 can rotate independently with the lubrication support of the copper sleeve 41 and the oil distribution sleeve 42. It is reliable in operation, compact in structure, and low in cost.

[0041] This invention also discloses a marine gearbox, including a gearbox body and a PTO / PTI device for a marine gearbox as described above, disposed on the gearbox body.

[0042] In this embodiment and some other embodiments, the system further includes a housing 91 and an input shaft component 92, a transmission shaft component 93, and an output shaft component 94 disposed within the housing 91. The input shaft component 92 includes an input shaft 921, a right-hand drive gear 922 coaxially fixed to the input shaft 921, a first drive gear 923 loosely fitted on the input shaft 921, and a first clutch 924. The right-hand drive gear 922 and the first drive gear 923 are engaged or disengaged via the first clutch 924. The transmission shaft component 93 includes a transmission shaft 931, a left-hand drive gear 932 coaxially fixed to the transmission shaft 931, a second drive gear 933 loosely fitted on the transmission shaft 931, and a second clutch 924. 34. The left-hand drive gear 932 and the second drive gear 933 are engaged or disengaged via the second clutch 934. The output shaft assembly 94 includes an output shaft 941 and an output gear 942 coaxially fixed on the output shaft 941. The right-hand drive gear 922 meshes with the left-hand drive gear 932. The first drive gear 923 and the second drive gear 933 respectively mesh with the output gear 942. The input end of the input shaft 921 is connected to the engine drive, and the other end of the input shaft 921 is connected to the oil pump assembly. One end of the drive shaft 931 is supported on the housing 91, and the other end of the drive shaft 931 is connected to the PTO / PTI output gear 4. The above configuration makes the marine gearbox structure compact. The disengagement or engagement of the first clutch 924 and the second clutch 934 enables it to have forward and reverse functions. Regardless of whether the first clutch 924 and the second clutch 934 are working, the PTO / PTI device can operate independently and normally.

[0043] In this embodiment, the input shaft 921 is coaxially provided with a PTO drive gear 935 near the PTO / PTI device. The PTO drive gear 935 meshes with the PTO / PTI output gear 4 to transmit power to the PTO / PTI device. Both the PTO drive gear 935 and the PTO / PTI output gear 4 are located inside the PTO / PTI housing 1, making the overall structure compact.

[0044] In this embodiment and some other embodiments, a cavity is formed between the gear shaft of the first driving gear 923 and the gear shaft of the right-hand drive gear 922. The first clutch 924 is disposed in this cavity. The first clutch 924 includes a first piston 9241, a first return spring 9242, a first spring seat 9243, a first clutch seat 9244, a first pressure plate 9245, and a friction plate assembly. The friction plate assembly includes a first inner friction plate 9246 and a first outer friction plate 9247. The first inner friction plate 9246 is splinedly connected to the first clutch seat 9244. The first clutch seat 9244 is fixedly connected to the first driving gear 923. The first outer friction plate 9247 is splinedly connected to the right-hand drive gear 922. The friction plate assembly is located near the bottom of the cavity. A first piston 9241 is provided on one side of the input shaft 921, and a first pressure plate 9245 is provided on the side of the friction plate assembly away from the bottom of the cavity. The first pressure plate 9245 is used to limit the friction plate assembly. The first piston 9241 is fitted on the input shaft 921 and located at the bottom of the cavity. The piston is axially positioned between the friction plate assembly and the right-hand drive gear 922. One end of the inner side of the first piston 9241 abuts against the shoulder of the input shaft 921, leaving a gap between the first piston 9241 and the right-hand drive gear 922. The other end of the inner side of the piston abuts against one end of the first return spring 9242, and the other end of the first return spring 9242 abuts against the first spring seat 9243. The first spring seat 9243 is limited by a retaining ring fixed on the input shaft 921. The above configuration makes the marine gearbox structure compact and provides high reliability by using the shaft to limit the piston and return spring.

[0045] In this embodiment and some other embodiments, a cavity is formed between the gear shaft of the second driving gear 933 and the gear shaft of the left-hand drive gear 932. The second clutch 934 is disposed within this cavity. The second clutch 934 includes a second piston 9341, a second return spring 9342, a second spring seat 9343, a second clutch seat 9344, a second pressure plate 9345, and a friction plate assembly. The friction plate assembly includes a second inner friction plate 9346 and a second outer friction plate 9347. The second inner friction plate 9346 is splinedly connected to the second clutch seat 9344, and the second clutch seat 9344 is fixedly connected to the second driving gear 933. The second outer friction plate 9347 is splinedly connected to the left-hand drive gear 932. The friction plate assembly is located near the bottom of the cavity. A second piston 9341 is provided on one side of the gearbox, and a second pressure plate 9345 is provided on the side of the friction plate assembly away from the bottom of the cavity. The second pressure plate 9345 is used to limit the friction plate assembly. The second piston 9341 is fitted onto the transmission shaft 931 and located at the bottom of the cavity. The piston is axially positioned between the friction plate assembly and the left-hand transmission gear 932. One end of the inner side of the second piston 9341 abuts against the shoulder of the transmission shaft 931, leaving a gap between the second piston 9341 and the left-hand transmission gear 932. The other end of the inner side of the piston abuts against one end of the second return spring 9342, and the other end of the second return spring 9342 abuts against the second spring seat 9343. The second spring seat 9343 is limited by a retaining ring fixed on the transmission shaft 931. The above arrangement makes the marine gearbox structure compact and provides high reliability by using the shaft to limit the piston and return spring.

[0046] In this embodiment and some other embodiments, a first oil distribution bushing 936 is provided between the drive shaft 931 and the wall of the third through hole on the second housing 12. The second oil passage on the second housing 12 is connected to the first working oil passage 84 and the first lubricating oil passage 86 inside the drive shaft 931 through the oil distribution bushing. The oil outlet of the first working oil passage 84 leads to the gap between the second piston 9341 and the left-hand drive gear 932. The oil distribution bushing achieves precise docking between the oil passage of the PTO / PTI housing and the oil passage inside the drive shaft 931, allowing the gearbox's hydraulic control system to uniformly supply oil for the lubrication of the PTO / PTI device and the operation of the second clutch 934 through the second oil passage. This achieves integrated oil supply for the gearbox and the PTO / PTI device, eliminating the need for a separate oil pump 95 and oil passage for the clutch, thus reducing cost and control complexity.

[0047] In this embodiment and some other embodiments, the oil pump assembly includes an oil pump drive gear coaxially and fixedly connected to the input shaft 921, and an oil pump driven gear meshing with the oil pump drive gear. The oil pump driven gear is coaxially and fixedly connected to the input shaft 921 of the oil pump 95. The oil pump drive gear and the oil pump driven gear are disposed within the oil pump housing. The oil pump housing includes a third housing 937 and a fourth housing 938. The third housing 937 is detachably connected to the housing 91, and the fourth housing 938 is detachably connected to the third housing 937. The oil pump drive gear and the oil pump driven gear are disposed within the fourth housing 938. The input shaft 921 passes through the shaft hole on the third housing 937 within the fourth housing. The oil pump 95 is coaxially and fixedly connected to the drive gear of the oil pump within housing 938. A fourth oil passage 83 is provided on the third housing 937. A second oil distribution bushing 925 is provided between the shaft hole on the third housing 937 and the input shaft 921. The fourth oil passage 83 on the third housing 937 is connected to the second working oil passage 85 and the second lubricating oil passage 87 inside the input shaft 921 via the second oil distribution bushing 925. The oil outlet of the second working oil passage 85 leads to the gap between the first piston 9241 and the right-hand drive gear 922, directly driving the oil pump 95 through the engine-driven input shaft 921. This ensures that the operation of the oil pump 95 is not affected by the clutch, providing stable oil supply. Furthermore, its proximity to the PTO / PTI device results in a shorter pipeline connecting to the PTO / PTI device. The oil passages are arranged through an internal housing and shaft integration, eliminating exposed gear meshing parts and oil passage connectors, resulting in a compact structure and high space utilization. The detachable design of the oil pump housing separates the functions of the two housings, facilitating installation and maintenance.

[0048] The working process of a marine gearbox is as follows:

[0049] Power is input from the high-elasticity coupling at the gearbox input end, transmitted to the input shaft 921 via the input flange, and the oil pump drive gear at the other end of the input shaft 921 drives the oil pump 95 to work. The oil pump 95 delivers lubricating oil to the working oil circuit and various lubrication points of the gearbox. The right-hand drive gear 922 on the input shaft 921 drives the left-hand drive gear 932 and the drive shaft 931 to rotate. When the first clutch 924 of the input shaft assembly 92 is engaged or disengaged, the working oil enters the input shaft 921 from the second oil distribution bushing 925, passes through the right-hand drive gear 922, and reaches the oil chamber. The oil pressure pushes the first piston 9241, and the first piston 9241 presses down... When the first outer friction plate 9247 and the first inner friction plate 9246 are engaged, the input shaft 921 drives the first drive gear 923 to rotate, transmitting torque to the output gear 942. The output gear 942 rotates together with the output shaft 941 and the output flange, transmitting energy to the gearbox output end; this is the forward rotation. When the second clutch 934 of the drive shaft assembly 93 is engaged, working oil enters the drive shaft 931 from the first oil distributor bushing 936, passes through the left-hand drive gear 932, and reaches the oil chamber. The oil pressure pushes the piston, and the second piston 9341 presses the second outer friction plate 9247 and the second inner friction plate 9246 together. 46. ​​This creates a meshing effect, causing the drive shaft 931 to drive the second drive gear 933 to rotate together, transmitting torque to the output gear 942. The output gear 942 rotates together with the output shaft 941 and the output flange, transmitting power to the gearbox output end. This is in reverse. Regardless of whether the gears are meshing in forward or reverse, the PTO drive gear 935 on the drive shaft 931 always drives the PTO / PTI output gear 4. The PTO / PTI output gear 4 can rotate independently thanks to the lubrication of the copper sleeve 41 and the oil distribution sleeve 42. When the shift fork clutch 7 is engaged, the spline of the PTO / PTI output gear 4 and the PTO output shaft 941... The splines of the upper splined hub 5 are connected via a drive engagement sleeve 71. The PTO / PTI output gear 4 drives the PTO output shaft 941 to transmit power to the PTO high-elasticity clutch. The drive shaft carries a generator. When the PTO needs to stop working, the front axle drive engagement fork 72 connected to the engagement fork shaft 73 is moved to move the drive engagement sleeve 71, causing the shift fork clutch 7 to disengage. The PTO output shaft 941 then stops rotating. During normal operation, the shift fork clutch 7 is normally closed, and power is transmitted through the transmission shaft 931. The PTO / PTI device can operate normally regardless of whether the main clutch of the input shaft component 92 or the transmission shaft component 93 is engaged or disengaged. Moving the drive engagement sleeve 71 by moving the front axle drive engagement fork 72 connected to the engagement fork shaft 73 produces the engagement or disengagement effect of the shift fork clutch 7.

[0050] The above description provides a further detailed explanation of the present invention in conjunction with specific / preferred embodiments, and it should not be construed that the specific implementation of the present invention is limited to these descriptions. For those skilled in the art, various substitutions or modifications can be made to these described embodiments without departing from the concept of the present invention, and all such substitutions or modifications should be considered within the scope of protection of the present invention. In the description of this specification, the reference to terms such as "an embodiment," "some embodiments," "preferred embodiment," "example," "specific example," or "some examples," etc., indicates that the specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment 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. Moreover, the specific features, structures, materials, or characteristics described can be combined in any suitable manner in one or more embodiments or examples. Without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification and the features of different embodiments or examples. Although the embodiments of the present invention and their advantages have been described in detail, it should be understood that various changes, substitutions, and modifications can be made herein without departing from the scope of protection of the patent application.

Claims

1. A PTO / PTI device for marine gearboxes, comprising: The PTO / PTI housing (1), the PTO / PTI shaft (2) disposed inside the PTO / PTI housing (1), the first bearing (3), the PTO / PTI output gear (4), the splined hub (5) and the second bearing (6) sequentially disposed on the PTO / PTI shaft (2), the output end of the PTO / PTI shaft (2) is used to connect to the generator, the PTO / PTI output gear (4) is loosely fitted on the PTO / PTI shaft (2), the splined hub (5) is coaxially fixed and rotates synchronously with the PTO / PTI shaft (2), the first bearing (3) and the second bearing (6) are disposed between the support of the PTO / PTI shaft (2) and the PTO / PTI housing (1), the PTO / PTI output gear (4) is connected to one of the shafts of the gearbox for transmission, characterized in that it also includes a shift fork clutch (7), the shift fork clutch (7) including a drive engagement sleeve (71), a front axle drive engagement fork (72), an engagement fork shaft (73) and a front axle drive engagement fork. A bridge rocker arm (74) is connected to the front axle rocker arm (74) at one end, which is fixedly connected to the engagement fork shaft (73). The front axle rocker arm (74) is used to drive the engagement fork shaft (73) to rotate. The engagement fork shaft (73) is coaxially fixedly connected to the front axle drive engagement fork (72). The outer side of the drive engagement sleeve (71) has an outer ring groove, and the inner side of the drive engagement sleeve (71) has an inner spline. The drive engagement sleeve (71) is splinedly connected to the splined hub (5). The fork feet of the front axle drive engagement fork (72) are... Extending into the outer ring groove, the splined hub (5) has a mounting hole on its circumference. A limit spring (75) is installed in the mounting hole. One end of the limit spring (75) abuts against the bottom of the mounting hole, and the other end abuts against the limit member (76). The inner side of the drive meshing gear sleeve (71) has a first limit groove (711) and a second limit groove (712) that cooperate with the limit member (76). The PTO / PTI output gear (4) has an external spline on its circumference near the splined hub (5). When the engaging fork shaft (73) drives the fork foot to swing towards the gearbox, the driving engagement sleeve (71) slides forward and connects with the spline of the PTO / PTI output gear (4). At this time, the limiting member (76) disengages from the first limiting groove (711) and compresses the limiting spring (75) downward until the driving engagement sleeve (71) slides into place and pops out and locks into the second limiting groove (712). When the engaging fork shaft (73) drives the fork foot to swing away from the gearbox, the driving engagement sleeve (71) slides backward and separates from the PTO / PTI output gear (4). At this time, the limiting member (76) disengages from the second limiting groove (712) and compresses the limiting spring (75) downward until the driving engagement sleeve (71) slides into place and pops out and locks into the first limiting groove (711).

2. The PTO / PTI device for marine gearboxes as described in claim 1, characterized in that, The limiting member (76) is a sphere, and the opening diameters of the first limiting groove (711) and the second limiting groove (712) gradually increase from the outside to the inside.

3. A PTO / PTI device for marine gearboxes as described in claim 1, characterized in that, The PTO / PTI housing (1) includes a first housing (11) and a second housing (12). The first housing (11) has a first through hole on the first side near the gearbox. The first housing (11) is detachably connected to the first side of the second housing (12) on the second side away from the gearbox. The second side of the second housing (12) is provided with a second through hole and a third through hole. The first through hole and the third through hole are used for the shaft of the gearbox that is connected to the PTO / PTI output gear (4) to pass through. The second through hole is used for the output end of the PTO / PTI shaft (2) to pass through.

4. A PTO / PTI device for marine gearboxes as described in claim 3, characterized in that, The first housing (11) is provided with a first oil passage (81), the second housing (12) is provided with a second oil passage, and the PTO / PTI shaft (2) is provided with a third oil passage (82) axially inside. The oil inlet of the first oil passage (81) is connected to the oil pump (95), and the oil outlet is connected to the third oil passage (82). The third oil passage (82) is connected to the first branch oil passage and the second branch oil passage. The oil outlet of the first branch oil passage is located between the inner ring of the first bearing (3) and the PTO / PTI housing (1). The oil outlet of the second branch oil passage is located between the inner ring of the second bearing (6) and the PTO / PTI housing (1). The oil inlet of the second oil passage is connected to the oil pump (95), and the oil outlet of the second oil passage is located on the wall of the third through hole.

5. A marine gearbox, characterized in that, It includes a gearbox body and a PTO / PTI device for marine gearboxes as described in any one of claims 1-4, which is disposed on the gearbox body.

6. A marine gearbox as described in claim 5, characterized in that, It also includes a housing (91) and an input shaft assembly (92), a transmission shaft assembly (93), and an output shaft assembly (94) disposed within the housing (91). The input shaft assembly (92) includes an input shaft (921), a right-hand drive gear (922) coaxially fixed on the input shaft (921), a first drive gear (923) loosely fitted on the input shaft (921), and a first clutch (924). The right-hand drive gear (922) and the first drive gear (923) are engaged or disengaged through the first clutch (924). The transmission shaft assembly (93) includes a transmission shaft (931), a left-hand drive gear (932) coaxially fixed on the transmission shaft (931), a second drive gear (933) loosely fitted on the transmission shaft (931), and a second clutch (934). The left-hand drive gear (932) and the second drive gear (933) are engaged or disengaged through the second clutch (934). The output shaft component (94) includes an output shaft (941) and an output gear (942) coaxially fixed on the output shaft (941). The right-hand drive gear (922) meshes with the left-hand drive gear (932). The first drive gear (923) and the second drive gear (933) mesh with the output gear (942) respectively. The input end of the input shaft (921) is connected to the engine drive, and the other end of the input shaft (921) is connected to the oil pump assembly drive. One end of the drive shaft (931) is supported on the housing (91), and the other end of the drive shaft (931) is connected to the PTO / PTI output gear (4).

7. A marine gearbox as described in claim 6, characterized in that, A cavity is formed between the gear shaft of the first driving gear (923) and the gear shaft of the right-hand drive gear (922). The first clutch (924) is disposed in this cavity. The first clutch (924) includes a first piston (9241), a first return spring (9242), a first spring seat (9243), a first clutch seat (9244), a first pressure plate (9245), and a friction plate assembly. The friction plate assembly includes a first inner friction plate (9246) and a first outer friction plate (9247). The first inner friction plate (9246) is splinedly connected to the first clutch seat (9244), and the first clutch seat (9244) is fixedly connected to the first driving gear (923). The first outer friction plate (9247) is splinedly connected to the right-hand drive gear (922). The friction plate assembly is disposed on one side near the bottom of the cavity. There is a first piston (9241), and a first pressure plate (9245) is provided on the side of the friction plate assembly away from the bottom of the cavity. The first pressure plate (9245) is used to limit the friction plate assembly. The first piston (9241) is fitted on the input shaft (921) and is located at the bottom of the cavity. The piston is axially positioned between the friction plate assembly and the right-hand drive gear (922). One end of the inner side of the first piston (9241) abuts against the shoulder of the input shaft (921), leaving a gap between the first piston (9241) and the right-hand drive gear (922). The other end of the inner side of the piston abuts against one end of the first return spring (9242). The other end of the first return spring (9242) abuts against the first spring seat (9243). The first spring seat (9243) is limited by a retaining ring fixed on the input shaft (921).

8. A marine gearbox as described in claim 7, characterized in that, A cavity is formed between the gear shaft of the second driving gear (933) and the gear shaft of the left-hand drive gear (932). The second clutch (934) is disposed in this cavity. The second clutch (934) includes a second piston (9341), a second return spring (9342), a second spring seat (9343), a second clutch seat (9344), a second pressure plate (9345), and a friction plate assembly. The friction plate assembly includes a second inner friction plate (9346) and a second outer friction plate (9347). The second inner friction plate (9346) is splinedly connected to the second clutch seat (9344), and the second clutch seat (9344) is fixedly connected to the second driving gear (933). The second outer friction plate (9347) is splinedly connected to the left-hand drive gear (932). The friction plate assembly is disposed on one side near the bottom of the cavity. A second piston (9341) is provided. A second pressure plate (9345) is provided on the side of the friction plate assembly away from the bottom of the cavity. The second pressure plate (9345) is used to limit the friction plate assembly. The second piston (9341) is mounted on the transmission shaft (931) and located at the bottom of the cavity. The piston is axially positioned between the friction plate assembly and the left-hand transmission gear (932). One end of the inner side of the second piston (9341) abuts against the shoulder of the transmission shaft (931), leaving a gap between the second piston (9341) and the left-hand transmission gear (932). The other end of the inner side of the piston abuts against one end of the second return spring (9342). The other end of the second return spring (9342) abuts against the second spring seat (9343). The second spring seat (9343) is limited by a retaining ring fixed on the transmission shaft (931).

9. A marine gearbox as described in claim 8, characterized in that, A first oil distribution bushing (936) is provided between the drive shaft (931) and the wall of the third through hole on the second housing (12). The second oil passage on the second housing (12) is connected to the first working oil passage (84) and the first lubricating oil passage (86) inside the drive shaft (931) through the oil distribution bushing. The oil outlet of the first working oil passage (84) leads to the gap between the second piston (9341) and the left-hand drive gear (932).

10. A marine gearbox as described in claim 8, characterized in that, The oil pump assembly includes an oil pump drive gear coaxially fixedly connected to the input shaft (921), and an oil pump driven gear meshing with the oil pump drive gear. The oil pump driven gear is coaxially fixedly connected to the input shaft of the oil pump (95). The oil pump drive gear and the oil pump driven gear are disposed inside the oil pump housing. The oil pump housing includes a third housing (937) and a fourth housing (938). The third housing (937) is detachably connected to the housing (91), and the fourth housing (938) is detachably connected to the third housing (937). The oil pump drive gear and the oil pump driven gear are disposed inside the fourth housing (938). The input shaft (921) passes through the third housing. The shaft hole on the housing (937) is coaxially and fixedly connected to the oil pump drive gear in the fourth housing (938). The third housing (937) is provided with a fourth oil passage (83). The shaft hole on the third housing (937) is provided with a second oil distribution bushing (925) between it and the input shaft (921). The fourth oil passage (83) on the third housing (937) is connected to the second working oil passage (85) and the second lubricating oil passage (87) in the input shaft (921) through the second oil distribution bushing (925). The oil outlet of the second working oil passage (85) leads to the gap between the first piston (9241) and the right-hand drive gear (922).

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