High-power diesel-electric hybrid power propelled ship and gearbox thereof

Abstract

The utility model discloses a high-power diesel-electric hybrid power propelled ship and a gearbox thereof, and relates to the technical field of ship power systems. In the gearbox, a gear shaft and an output shaft are parallel and are rotatably arranged on a box body, a driving gear is coaxially arranged on the gear shaft, a driven gear is coaxially arranged on the output shaft, and the driving gear and the driven gear are in meshing transmission; the transmission shaft is rotatably arranged on the box body and is parallel to the gear shaft, the transmission shaft is connected to the driving end of the first clutch, the second gear is coaxially arranged at the driven end of the first clutch, the first gear is coaxially arranged on the gear shaft, and the first gear and the second gear are in meshing transmission; the gear shaft is rotationally arranged on the box body through the two composite sliding bearings, the first gear and the driving gear are both located between the two composite sliding bearings, and the ship using the gear box can achieve high-power electric power and fuel oil hybrid propulsion.

Description

Technical Field

[0001] The utility model relates to the technical field of ship power system, and more specifically, to a high-power diesel-electric hybrid propulsion ship gearbox. In addition, the utility model also relates to a high-power diesel-electric hybrid propulsion ship comprising the high-power diesel-electric hybrid propulsion ship gearbox. Background Art

[0002] With the development of ship electric propulsion systems, electric propulsion has also been widely used in the shipbuilding industry, especially in small transport ships and cruise ships in coastal areas and lakes, where the coverage of electric propulsion is getting higher and higher. However, for ocean-going ships, diesel propulsion is still the main method.

[0003] In recent years, taking into account the ship's navigation conditions and electricity consumption, power systems combining diesel and electric propulsion have gradually emerged, so that the ship's power can be flexibly configured, energy consumption can be minimized, and carbon emissions can be reduced.

[0004] At present, most of the gearboxes used in ship diesel-electric hybrid systems on the market are mainly based on small-power branch output, so that part of the engine power can be used to drive the generator to ensure the ship's living electricity during long-distance voyages. However, it is difficult to achieve high-power electric and fuel hybrid propulsion.

[0005] In summary, how to change the gearbox suitable for ship diesel-electric hybrid power system and the current situation that it is difficult to achieve high-power electric and fuel hybrid propulsion is an urgent problem to be solved by technical personnel in this field. Utility Model Content

[0006] In view of this, the purpose of the utility model is to provide a high-power diesel-electric hybrid propulsion ship gearbox, and a ship using the gearbox can achieve high-power electric and fuel hybrid propulsion.

[0007] Another object of the utility model is to provide a high-power diesel-electric hybrid propulsion ship comprising the above-mentioned high-power diesel-electric hybrid propulsion ship gearbox.

[0008] In order to achieve the above purpose, the utility model provides the following technical solutions:

[0009] A high-power diesel-electric hybrid propulsion ship gearbox, comprising: a box body, a gear shaft, an output shaft, a driving gear, a driven gear, a transmission shaft, a first gear, a second gear, a first clutch and two composite sliding bearings;

[0010] The gear shaft and the output shaft are parallel and rotatably arranged on the housing, the driving gear is coaxially arranged on the gear shaft, the driven gear is coaxially arranged on the output shaft, and the driving gear is meshed with the driven gear for transmission;

[0011] The transmission shaft is rotatably arranged on the housing and parallel to the gear shaft, and the transmission shaft is connected to the driving end of the first clutch, the second gear is coaxially arranged on the driven end of the first clutch, the first gear is coaxially arranged on the gear shaft, and the first gear is meshed with the second gear for transmission;

[0012] The gear shaft is rotatably arranged on the housing through the two composite sliding bearings, and the first gear and the driving gear are both located between the two composite sliding bearings.

[0013] Preferably, the transmission shaft is rotatably arranged on the housing through a thrust bearing and two first radial bearings, the thrust bearing, one of the first radial bearings, and another of the first radial bearings are sequentially arranged along the length direction of the transmission shaft, the first clutch is located between the two first radial bearings, and the thrust bearing is arranged close to the free end of the transmission shaft for connecting to the motor;

[0014] The second gear is sleeved on the middle part of the outer side of the housing of the first clutch. The first clutch is rotatably arranged on the housing through a second radial bearing and a first self-aligning bearing sleeved on the outer side of its own housing. The first self-aligning bearing is located at one end of the first clutch close to the thrust bearing, and the second radial bearing is located at the other end of the first clutch.

[0015] Preferably, the output shaft is rotatably mounted on the housing through a thrust plate and two third radial bearings disposed at intervals;

[0016] The driven gear is located between the two third radial bearings, and the thrust plate is arranged close to the free end of the output shaft for connecting with the propeller.

[0017] Preferably, the gear shaft is connected to the driven end of the second clutch, and the driving end of the second clutch is provided with an input shaft;

[0018] The second clutch is rotatably mounted on the housing through a fourth radial bearing and a second self-aligning bearing sleeved on the outside of its own housing. The fourth radial bearing is located at one end of the second clutch close to the composite sliding bearing, and the second self-aligning bearing is located at the other end of the first clutch.

[0019] Preferably, the first radial bearing, the second radial bearing, the third radial bearing and the fourth radial bearing are short cylindrical roller bearings, the thrust bearing is a four-point contact ball bearing, and the first self-aligning bearing and the second self-aligning bearing are double-row self-aligning roller bearings.

[0020] Preferably, the diameter of the driving gear is smaller than the diameter of the driven gear, and the diameter of the first gear is larger than the diameter of the second gear.

[0021] Preferably, a first coupling is provided at the free end of the input shaft, a second coupling is provided at the free end of the output shaft, and a third coupling is provided at the free end of the transmission shaft.

[0022] Preferably, the free end of the input shaft extends from the first end of the housing to the outside of the housing;

[0023] One end of the transmission shaft is supported on the housing through the first radial bearing, and the free end of the transmission shaft extends from the second end of the housing to the outside of the housing;

[0024] One end of the output shaft is supported on the housing through the third radial bearing, and the free end of the output shaft extends from the second end of the housing to the outside of the housing.

[0025] Preferably, it also includes an engine, a motor and a propeller;

[0026] The output end of the engine is coaxially fixed to the first coupling, the output end of the motor is coaxially fixed to the third coupling, and the propeller is coaxially fixed to the second coupling.

[0027] A high-power diesel-electric hybrid propulsion ship comprises the high-power diesel-electric hybrid propulsion ship gearbox provided by any one of the above items.

[0028] The utility model provides a high-power diesel-electric hybrid propulsion marine gearbox, in which a gear shaft, an output shaft and a transmission shaft are arranged in parallel and can be rotatably arranged around their own axes on a hollow box body, a driving gear is arranged on the gear shaft, and a driven gear is arranged on the output shaft, then the driving gear shaft can drive the output shaft to rotate through the meshing driving gear and the driven gear; the transmission shaft is connected to the active end of the first clutch, and the driven end of the first clutch is provided with a first gear, for example, the driven end of the first clutch is connected to a rotating shaft, and the first gear is coaxially arranged on the rotating shaft; and a second gear meshing with the first gear is also arranged on the gear shaft, then when the first clutch is engaged, the driving gear shaft rotates, and can drive the transmission shaft to rotate through the meshing first gear and the second gear and the engaged first clutch in turn, conversely, when the first clutch is disengaged, the driving gear shaft rotates, and only the first gear and the second gear are driven to rotate, but power cannot be transmitted to the transmission shaft.

[0029] On the one hand, the gearbox can realize a single machine with a single propeller, that is, the driving gear shaft rotates, and through the driving gear, the driven gear and the output shaft in sequence, the propeller can rotate at the highest speed; on the other hand, the gearbox can also realize a single machine with a single propeller and power generation, that is, the first clutch is adjusted to engage, the driving gear shaft is rotated, and through the driving gear, the driven gear and the output shaft in sequence, the propeller can rotate at a higher speed. At the same time, through the first gear, the second gear and the transmission shaft in sequence, the motor can generate electricity; on the other hand, the gearbox can realize two machines with a single propeller, that is, the first clutch is adjusted to engage, the driving gear shaft is rotated, and through the driving gear, the driven gear and the output shaft in sequence, at the same time, the transmission shaft is driven to rotate, and through the combined first clutch, the second gear, the first gear, the gear shaft, the driving gear, the driven gear and the output shaft in sequence, the propeller can be driven to rotate together.

[0030] In the gearbox, on the gear shaft, the first gear and the driven gear for transmitting rotation and torque are located between two composite sliding bearings. The two composite sliding bearings can simultaneously withstand the radial force and axial force of gear meshing, effectively improving the supporting stiffness of the gear shaft and meeting the needs of high-power electric and fuel hybrid propulsion. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings in the following description are only embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0032] Figure 1 A schematic diagram of the structure of a specific embodiment provided by the utility model;

[0033] Figure 2 This is a first use schematic diagram of a specific embodiment provided by the utility model;

[0034] Figure 3 A second schematic diagram of the use of a specific embodiment provided by the utility model;

[0035] Figure 4 A third schematic diagram of the use of a specific embodiment provided by the utility model;

[0036] Figure 5 This is a fourth usage schematic diagram of a specific embodiment provided by the utility model.

[0037] Reference numerals:

[0038] 1-gear shaft; 2-output shaft; 3-driving gear; 4-driven gear; 5-transmission shaft; 6-input shaft; 7-first gear; 8-second gear; 9-first clutch; 10-composite sliding bearing;

[0039] 11-thrust bearing; 12-first radial bearing; 13-second radial bearing; 14-first self-aligning bearing; 15-thrust plate; 16-third radial bearing; 17-fourth radial bearing; 18-second self-aligning bearing;

[0040] 19-second clutch; 20-engine; 21-motor; 22-propeller; 23-first coupling, 24-second coupling; 25-third coupling. DETAILED DESCRIPTION

[0041] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0042] The core of the utility model is to provide a high-power diesel-electric hybrid propulsion ship gearbox, which can realize high-power electric and fuel hybrid propulsion. Another core of the utility model is to provide a high-power diesel-electric hybrid propulsion ship including the high-power diesel-electric hybrid propulsion ship gearbox.

[0043] Please refer to Figure 1 The utility model provides a high-power diesel-electric hybrid propulsion marine gearbox, including a box body, a gear shaft 1, an output shaft 2, a driving gear 3, a driven gear 4, a transmission shaft 5, a first gear 7, a second gear 8, a first clutch 9 and two composite sliding bearings 10.

[0044] Among them, the gear shaft 1 and the output shaft 2 are parallel and rotatably arranged in the housing, the driving gear 3 is coaxially arranged on the gear shaft 1, the driven gear 4 is coaxially arranged on the output shaft 2, and the driving gear 3 is meshed with the driven gear 4 for transmission; the transmission shaft 5 is rotatably arranged in the housing and parallel to the gear shaft 1, and the transmission shaft 5 is connected to the driving end of the first clutch 9, the second gear 8 is coaxially arranged on the driven end of the first clutch 9, the first gear 7 is coaxially arranged on the gear shaft 1, and the first gear 7 is meshed with the second gear 8 for transmission; the gear shaft 1 is rotatably arranged in the housing through two composite sliding bearings 10, and the first gear 7 and the driving gear 3 are both located between the two composite sliding bearings 10.

[0045] First, the gear shaft 1, the output shaft 2, and the transmission shaft 5 are arranged in parallel and can rotate around their own axes on the hollow box. A driving gear 3 is arranged on the gear shaft 1, and a driven gear 4 is arranged on the output shaft 2. The driving gear 3 and the driven gear 4 are meshed with each other, and the driving gear shaft 1 can drive the output shaft 2 to rotate.

[0046] Furthermore, the transmission shaft 5 is connected to the active end of the first clutch 9, and the driven end of the first clutch 9 is provided with the first gear 7. For example, the driven end of the first clutch 9 is connected to a rotating shaft, and the first gear 7 is coaxially arranged on the rotating shaft; and a second gear 8 meshing with the first gear 7 is also arranged on the gear shaft 1. When the first clutch 9 is engaged, the driving gear shaft 1 rotates, and the transmission shaft 5 can be driven to rotate in turn through the meshing transmission of the first gear 7 and the second gear 8 and the engaged first clutch 9. Conversely, when the first clutch 9 is disengaged, the driving gear shaft 1 rotates, which will only drive the first gear 7 and the second gear 8 to rotate, but cannot transmit power to the transmission shaft 5.

[0047] When using, Figure 1 As shown, the free end of the gear shaft 1 is connected to an engine 20, which can be a diesel engine or a gasoline engine, etc. The free end of the output shaft 2 is connected to a propeller 22, and the free end of the transmission shaft 5 is connected to a motor 21. On the one hand, the gearbox can realize a single machine with a single propeller, that is, Figure 2 As shown, driven by the engine 20, the propeller 22 rotates at the highest speed through the gear shaft 1, the driving gear 3, the driven gear 4 and the output shaft 2 in sequence.

[0048] On the other hand, the gearbox can also realize single-machine and single-propeller power generation, that is, Figure 3 As shown, the first clutch 9 is regulated to engage, and under the drive of the engine 20, the propeller 22 rotates at a higher speed through the gear shaft 1, the driving gear 3, the driven gear 4 and the output shaft 2 in sequence. At the same time, the motor 21 generates electricity through the gear shaft 1, the first gear 7, the second gear 8 and the transmission shaft 5 in sequence.

[0049] On the other hand, the gearbox can realize double engines with single propeller, that is, Figure 4 As shown, the first clutch 9 is regulated to engage, and under the drive of the engine 20, it passes through the gear shaft 1, the driving gear 3, the driven gear 4 and the output shaft 2 in sequence. At the same time, under the drive of the motor 21, it passes through the transmission shaft 5, the combined first clutch 9, the second gear 8, the first gear 7, the gear shaft 1, the driving gear 3, the driven gear 4 and the output shaft 2 in sequence to jointly drive the propeller 22 to rotate.

[0050] In the gearbox, on the gear shaft 1, the first gear 7 and the driven gear 4 for transmitting rotation and torque are located between two composite sliding bearings 10. The two composite sliding bearings 10 can simultaneously withstand the radial force and axial force of the gear meshing, effectively improving the supporting stiffness of the gear shaft 1, and through the meshing transmission of the first gear 7 and the second gear 8, the gearbox can meet the needs of high-power electric and fuel hybrid propulsion.

[0051] On the basis of the above embodiment, the transmission shaft 5 is rotatably arranged in the housing through a thrust bearing 11 and two first radial bearings 12. The thrust bearing 11, one first radial bearing 12, and another first radial bearing 12 are arranged in sequence along the length direction of the transmission shaft 5. The first clutch 9 is located between the two first radial bearings 12. The thrust bearing 11 is arranged near the free end of the transmission shaft 5 for connecting the motor 21.

[0052] like Figure 1 and Figure 3 As shown, the transmission shaft 5 is arranged horizontally, the right end of the transmission shaft 5 is connected to the active end of the first clutch 9, and the outside of the transmission shaft 5 is sequentially sleeved with a thrust bearing 11, a first radial bearing 12 and another first radial bearing 12 from left to right along the horizontal direction, and the first clutch 9 is located between the two first radial bearings 12. With such an arrangement, the axial movement of the transmission shaft 5 can be limited by the thrust bearing 11, and the transmission shaft 5 can be radially supported by the first radial bearing 12.

[0053] On the basis of the above embodiment, the second gear 8 is sleeved on the middle part of the outer side of the shell of the first clutch 9, and the first clutch 9 is rotatably arranged on the housing through the second radial bearing 13 and the first self-aligning bearing 14 sleeved on the outer side of its own shell. The first self-aligning bearing 14 is located at one end of the first clutch 9 close to the thrust bearing 11, and the second radial bearing 13 is located at the other end of the first clutch 9.

[0054] like Figure 1 and Figure 3 As shown, the housing of the first clutch 9 and the second gear 8 can be connected by key connection or welding to achieve transmission connection. Usually, the housing of the first clutch 9 will be fixedly connected to the components of its driven end, such as friction plates, so that the second gear 8 and the driven end of the first clutch 9 can rotate synchronously. Such an arrangement is conducive to miniaturization of the gearbox, and the structure is compact and the layout is reasonable. In coordination, a first self-aligning bearing 14 is arranged at the left end of the first clutch 9 and a second radial bearing 13 is arranged at the right end to stably support the first clutch 9 on the box body. In such an arrangement, the driven end of the first clutch 9 is aligned through the first self-aligning bearing 14, and the second radial bearing 13 is cooperated to jointly ensure radial support for the driven end of the first clutch 9.

[0055] In summary, the support stiffness of the transmission shaft 5 and the driven end of the first clutch 9 is relatively high, and while meeting the large torque requirements, it can ensure that the first clutch 9 only transmits pure torque, effectively avoiding interference from additional loads at the active and driven ends of the first clutch 9.

[0056] Based on the above embodiment, the output shaft 2 is rotatably arranged in the housing through a thrust plate 15 and two third radial bearings 16 arranged at intervals; the driven gear 4 is located between the two third radial bearings 16, and the thrust plate 15 is arranged close to the free end of the output shaft 2 for connecting to the propeller 22.

[0057] like Figures 1 to 5 As shown, the output shaft 2 is arranged in the transverse direction, and the outer part of the transmission shaft 5 is sequentially sleeved with a thrust plate 15, a third radial bearing 16 and another third radial bearing 16 in the transverse direction from left to right. The free end of the output shaft 2 located on the left side of the thrust plate 15 is used to connect the propeller 22, and the shaft section of the output shaft 2 located on the right side of the thrust plate 15 and a driven gear 4 are arranged between the two third radial bearings 16. With this arrangement, the axial force generated by the meshing of the driving gear 3 and the driven gear 4 and the thrust generated by the rotation of the propeller 22 can act on the box body through the thrust plate 15. With the two third radial bearings, the support stiffness of the output shaft 2 is relatively high.

[0058] On the basis of the above embodiment, the gear shaft 1 is connected to the driven end of the second clutch 19, and the active end of the second clutch is provided with an input shaft 6; the second clutch 19 is rotatably arranged in the housing through a fourth radial bearing 17 and a second self-aligning bearing 18 sleeved on the outside of its own housing, and the fourth radial bearing 17 is located at one end of the second clutch 19 close to the composite sliding bearing 10, and the second self-aligning bearing 18 is located at the other end of the first clutch 9.

[0059] like Figures 1 to 4 As shown, the gear shaft 1 can be connected to the engine 20 through the second clutch 19 and the input shaft 6. The gear shaft 1 is connected to the driven end of the second clutch 19, and the right end of the housing of the active end of the first clutch 9 has a protrusion extending to the right as the input shaft 6. The input shaft 6 is coaxial with the gear shaft 1, so the active end and the driven end of the second clutch 19 are engaged, and the input shaft 6 and the gear shaft 1 can rotate synchronously, while the active end and the driven end of the second clutch 19 are separated, and the input shaft 6 and the gear shaft 1 can only rotate independently of each other. The power output from the engine 20 to the motor 21 and the propeller 22 can be cut off or transmitted through the second clutch 19.

[0060] A fourth radial bearing 17 is sleeved on the outer side of the left end of the shell of the second clutch 19, and a second self-aligning bearing 18 is sleeved on the outer side of the input shaft 6. The second self-aligning bearing 18 enables the active end of the second clutch 19 to be aligned while cooperating with the fourth radial bearing 17 to ensure radial support for the active end of the second clutch 19. By such an arrangement, the fourth radial bearing 17 and the second self-aligning bearing 18 for supporting the active end of the second clutch 19 have a longer service life.

[0061] When in use, the gearbox needs to realize the above-mentioned single-machine with single-propeller working mode, such as Figure 2 As shown, the second clutch 19 is regulated to engage, the first clutch 9 is kept in a disengaged state, and the engine 20 is started to output power; when the gearbox needs to realize the above-mentioned single-machine with single propeller and power generation working mode, that is, Figure 3 As shown, the first clutch 9 and the second clutch 19 are both engaged, and the engine 20 is started to output power; when the gearbox needs to realize the above-mentioned dual-engine single-propeller working mode, that is, Figure 4 As shown, the first clutch 9 and the second clutch 19 are both engaged, and the engine 20 and the motor 21 are started so that both of them output power; the gearbox can also realize the working mode of the electric system with a single propeller, that is, Figure 5 As shown, the first clutch 9 is regulated to engage, the second clutch 19 is kept in a disengaged state, and the motor is started to output power.

[0062] It should be noted that the type of the thrust bearing 11 is not limited, such as a four-point contact ball bearing or a pair of angular contact ball bearings or a pair of tapered roller bearings, etc., as long as the above functions can be met; in addition, the type of the first radial bearing 12, the second radial bearing 13, the third radial bearing 16 and the fourth radial bearing 17 is not limited, such as a cylindrical roller bearing or a radial deep groove ball bearing, etc., as long as the above functions can be met; furthermore, the type of the first self-aligning bearing 14 and the second self-aligning bearing 18 is not limited, such as a double-row self-aligning roller bearing or a self-aligning ball bearing, etc., as long as the above functions can be met.

[0063] like Figures 1 to 4 As shown, in some possible embodiments, the first radial bearing 12, the second radial bearing 13, the third radial bearing 16 and the fourth radial bearing 17 are all short cylindrical roller bearings, the thrust bearing 11 is a four-point contact ball bearing, and the first self-aligning bearing 14 and the second self-aligning bearing 18 are both double-row self-aligning roller bearings.

[0064] On the basis of the above embodiment, the diameter of the driving gear 3 is smaller than the diameter of the driven gear 4, and the diameter of the first gear 7 is larger than the diameter of the second gear 8. With such a configuration, the rotation of the gear shaft 1 can be transmitted to the output shaft 2 through the meshing transmission of the driving gear 3 and the driven gear 4 to achieve deceleration, and the rotation of the gear shaft 1 transmitted to the transmission shaft 5 through the meshing of the first gear 7 and the second gear 8 can be accelerated.

[0065] On the basis of the above embodiment, the free end of the input shaft 6 is provided with a first coupling 23, the free end of the output shaft 2 is provided with a second coupling 24, and the free end of the transmission shaft 5 is provided with a third coupling 25. Figures 1 to 5 As shown, the right end of the input shaft 6 is coaxially fixed on one end of the first coupling 23, and the engine 20 can be connected through the other end of the first coupling 23; similarly, the left end of the output shaft 2 is coaxially fixed on one end of the second coupling 24, and the propeller 22 can be connected through the other end of the second coupling 24; similarly, the left end of the transmission shaft 5 is coaxially fixed on one end of the third coupling 25, and the motor 21 can be connected through the other end of the third coupling 25. With this arrangement, the diesel tank is easy to use.

[0066] It should be noted that there is no restriction on which side of the housing the free ends of the input shaft 6, the output shaft 2, and the transmission shaft 5 are located. For example, the input shaft 6, the output shaft 2, and the transmission shaft 5 are all located at one end of the housing, or the transmission shaft 5 and the input shaft 6 are located at the same end of the housing, while the output shaft 2 is located at the other end of the housing, as long as the above functions can be met.

[0067] Preferably, the free end of the input shaft 6 extends from the first end of the box to the outside of the box; one end of the transmission shaft 5 is supported on the box through the first radial bearing 12, and the free end of the transmission shaft 5 extends from the second end of the box to the outside of the box; one end of the output shaft 2 is supported on the box through the third radial bearing 16, and the free end of the output shaft 2 extends from the second end of the box to the outside of the box. Figure 1 As shown, the left end of the input shaft 6 is connected to the second clutch 19, and the right end is a free end extending to the outside of the box body. The right end of the transmission shaft 5 is provided with a first radial bearing 12, and the left end is a free end extending to the outside of the box body. The right end of the output shaft 2 is provided with a third radial bearing 16, and the left end is a free end extending to the outside of the box body. With this arrangement, the gearbox has a reasonable layout, is conducive to miniaturized design, and has a long service life.

[0068] On the basis of the above embodiment, it also includes an engine 20, a motor 21 and a propeller 22; the output end of the engine 20 is coaxially fixed to the first coupling 23, the output end of the motor 21 is coaxially fixed to the third coupling 25, and the propeller 22 is coaxially fixed to the second coupling 24. Figures 1 to 5As shown, the gearbox is equipped with an engine 20, a motor 21 and a propeller 22. With such an arrangement, the gearbox is easy to install and use.

[0069] In addition to the above-mentioned high-power diesel-electric hybrid propulsion ship gearbox, the utility model also provides a high-power diesel-electric hybrid propulsion ship including the high-power diesel-electric hybrid propulsion ship gearbox disclosed in the above-mentioned embodiment. For the structures of other parts of the high-power diesel-electric hybrid propulsion ship, please refer to the prior art and will not be repeated in this article.

[0070] It should be noted that the relational terms such as "first" and "second" mentioned above are merely used to distinguish one entity from other entities, and do not necessarily require or imply any actual relationship or order between these entities; the "upper surface, lower surface" and the directional words "upper, lower, left, right" mentioned above are all defined based on the drawings in the specification.

[0071] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0072] The above is a detailed introduction to the high-power diesel-electric hybrid propulsion ship and its gearbox provided by the utility model. This article uses specific examples to illustrate the principle and implementation method of the utility model. The description of the above embodiment is only used to help understand the method and core idea of ​​the utility model. It should be pointed out that for ordinary technicians in this technical field, without departing from the principle of the utility model, the utility model can also be improved and modified, and these improvements and modifications also fall within the scope of protection of the utility model.

Claims

1. A high-power diesel-electric hybrid propulsion marine gearbox, characterized in that: include: A housing, a gear shaft (1), an output shaft (2), a driving gear (3), a driven gear (4), a transmission shaft (5), a first gear (7), a second gear (8), a first clutch (9), and two composite sliding bearings (10); The gear shaft (1) and the output shaft (2) are parallel and rotatably arranged on the housing, the driving gear (3) is coaxially arranged on the gear shaft (1), the driven gear (4) is coaxially arranged on the output shaft (2), and the driving gear (3) and the driven gear (4) are meshed for transmission; The transmission shaft (5) is rotatably arranged on the housing and is parallel to the gear shaft (1), and the transmission shaft (5) is connected to the driving end of the first clutch (9), the second gear (8) is coaxially arranged on the driven end of the first clutch (9), the first gear (7) is coaxially arranged on the gear shaft (1), and the first gear (7) and the second gear (8) are meshed for transmission; The gear shaft (1) is rotatably arranged on the housing via the two composite sliding bearings (10), and the first gear (7) and the driving gear (3) are both located between the two composite sliding bearings (10).

2. The high-power diesel-electric hybrid propulsion marine gearbox according to claim 1 is characterized in that: The transmission shaft (5) is rotatably arranged on the housing via a thrust bearing (11) and two first radial bearings (12); the thrust bearing (11), one of the first radial bearings (12), and another of the first radial bearings (12) are arranged in sequence along the length direction of the transmission shaft (5); the first clutch (9) is located between the two first radial bearings (12); and the thrust bearing (11) is arranged close to a free end of the transmission shaft (5) for connecting to a motor (21); The second gear (8) is sleeved on the middle part of the outer side of the housing of the first clutch (9); the first clutch (9) is rotatably mounted on the housing through a second radial bearing (13) and a first self-aligning bearing (14) sleeved on the outer side of its own housing; the first self-aligning bearing (14) is located at one end of the first clutch (9) close to the thrust bearing (11), and the second radial bearing (13) is located at the other end of the first clutch (9).

3. The high-power diesel-electric hybrid propulsion marine gearbox according to claim 2 is characterized in that: The output shaft (2) is rotatably mounted on the housing via a thrust plate (15) and two third radial bearings (16) disposed at intervals; The driven gear (4) is located between the two third radial bearings (16), and the thrust plate (15) is arranged close to the free end of the output shaft (2) for connecting to the propeller (22).

4. The high-power diesel-electric hybrid propulsion marine gearbox according to claim 3 is characterized in that: The gear shaft (1) is connected to a driven end of a second clutch (19), and the driving end of the second clutch has an input shaft (6); The second clutch (19) is rotatably mounted on the housing via a fourth radial bearing (17) and a second self-aligning bearing (18) sleeved on the outside of its housing; the fourth radial bearing (17) is located at one end of the second clutch (19) close to the composite sliding bearing (10); and the second self-aligning bearing (18) is sleeved on the outside of the input shaft (6).

5. The high-power diesel-electric hybrid propulsion marine gearbox according to claim 4 is characterized in that: The first radial bearing (12), the second radial bearing (13), the third radial bearing (16) and the fourth radial bearing (17) are all short cylindrical roller bearings, the thrust bearing (11) is a four-point contact ball bearing, and the first self-aligning bearing (14) and the second self-aligning bearing (18) are both double-row self-aligning roller bearings.

6. The high-power diesel-electric hybrid propulsion marine gearbox according to claim 1, characterized in that: The diameter of the driving gear (3) is smaller than the diameter of the driven gear (4), and the diameter of the first gear (7) is larger than the diameter of the second gear (8).

7. The high-power diesel-electric hybrid propulsion marine gearbox according to claim 4, characterized in that: The free end of the input shaft (6) is provided with a first coupling (23), the free end of the output shaft (2) is provided with a second coupling (24), and the free end of the transmission shaft (5) is provided with a third coupling (25).

8. The high-power diesel-electric hybrid propulsion marine gearbox according to claim 7, characterized in that: The free end of the input shaft (6) extends from the first end of the housing to the outside of the housing; One end of the transmission shaft (5) is supported on the housing through the first radial bearing (12), and the free end of the transmission shaft (5) extends from the second end of the housing to the outside of the housing; One end of the output shaft (2) is supported on the housing through the third radial bearing (16), and the free end of the output shaft (2) extends from the second end of the housing to the outside of the housing.

9. The high-power diesel-electric hybrid propulsion marine gearbox according to claim 7, characterized in that: Also includes an engine (20), a motor (21) and a propeller (22); The output end of the engine (20) is coaxially fixed to the first coupling (23), the output end of the motor (21) is coaxially fixed to the third coupling (25), and the propeller (22) is coaxially fixed to the second coupling (24).

10. A high-power diesel-electric hybrid propulsion ship, characterized in that: A high-power diesel-electric hybrid propulsion marine gearbox comprising any one of claims 1 to 9.

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