Efficient diesel-electric hybrid power propelled ship and gearbox thereof

Abstract

The utility model discloses an efficient diesel-electric hybrid power propelled ship and a gearbox thereof, and relates to the technical field of ship power systems. In the gearbox, an input shaft used for being connected with an engine, an output shaft used for being connected with a propeller and a first transmission shaft used for being connected with a motor are arranged in parallel; the driving end of the first clutch is connected to the input shaft, and the driven end is connected to the main transmission gear shaft; the driven end of the second clutch is connected to the first transmission shaft; the driving end of the third clutch is fixedly connected to the first transmission shaft, and the driven end is in transmission connection to the main transmission gear shaft through a third gear pair; the main transmission gear shaft is in transmission connection with the output shaft through a second gear pair; the driving end of the first clutch is in transmission connection with the driving end of the second clutch through a first gear pair; the product of the speed ratio of the first gear pair, the speed ratio of the second gear pair and the speed ratio of the third gear pair is larger than the speed ratio of the second gear pair. Compared with an existing ship gear box, the overall efficiency of the gear box is higher.

Description

Technical Field

[0001] The utility model relates to the technical field of ship power system, and more specifically, to a high-efficiency diesel-electric hybrid propulsion ship gearbox. In addition, the utility model also relates to a high-efficiency diesel-electric hybrid propulsion ship comprising the high-efficiency 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, the gearboxes on the market used in ship diesel-electric hybrid systems generally have only one working mode with high propulsion efficiency, and the overall efficiency of the remaining modes is relatively low. However, there are diverse requirements for navigation conditions and onboard electricity consumption. The power distribution between navigation and electricity consumption of gearboxes on the market is not reasonable, resulting in low overall efficiency.

[0005] In summary, how to improve the overall efficiency of the gearbox applicable to the diesel-electric hybrid power system of a ship is an urgent problem to be solved by those skilled in the art. Utility Model Content

[0006] In view of this, an object of the present invention is to provide a high-efficiency diesel-electric hybrid propulsion ship gearbox, which has a higher overall efficiency than existing ship gearboxes.

[0007] Another object of the utility model is to provide a high-efficiency diesel-electric hybrid propulsion ship comprising the above-mentioned high-efficiency 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-efficiency diesel-electric hybrid propulsion marine gearbox, comprising: a box body, a first gear pair, a second gear pair, a third gear pair, a first clutch, a second clutch, a third clutch rotatably arranged on the box body, an input shaft, an output shaft, a main transmission gear shaft and a first transmission shaft;

[0010] The input shaft, the output shaft and the first transmission shaft are arranged in parallel; the input shaft is connected to the active end of the first clutch, the input shaft is used to connect to the engine, the main transmission gear shaft is connected to the driven end of the first clutch; the first transmission shaft is connected to the driven end of the second clutch, and the first transmission shaft is used to connect to the motor;

[0011] The active end of the third clutch is fixedly connected to the first transmission shaft, and the driven end of the third clutch is connected to the main transmission gear shaft through the third gear pair; the main transmission gear shaft is connected to the output shaft through the second gear pair, and the output shaft is used to connect the propeller; the active end of the first clutch is connected to the active end of the second clutch through the first gear pair; the product of the speed ratio of the first gear pair, the speed ratio of the second gear pair and the speed ratio of the third gear pair is greater than the speed ratio of the second gear pair.

[0012] Preferably, the speed ratio of the first gear pair is less than 1, and the speed ratio of the second gear pair and the speed ratio of the third gear pair are both greater than 1.

[0013] Preferably, the first gear pair includes a first gear and a second gear, the diameter of the second gear is smaller than the diameter of the first gear, the first gear is arranged on the active end side of the first clutch, and the second gear is arranged on the active end side of the second clutch;

[0014] The second gear pair includes a third gear and a fourth gear, the diameter of the third gear is smaller than the diameter of the fourth gear, and the third gear is arranged on the driven end side of the first clutch, and the fourth gear is arranged on the output shaft;

[0015] The third gear pair includes a fifth gear and a sixth gear, the diameter of the fifth gear is smaller than the diameter of the sixth gear, and the fifth gear is arranged on the active end side of the third clutch, and the sixth gear is arranged on the driven end side of the first clutch.

[0016] Preferably, the first gear is sleeved on the outside of the housing of the first clutch, the second gear is sleeved on the outside of the housing of the second clutch, and the fifth gear is sleeved on the outside of the housing of the third clutch.

[0017] Preferably, the first transmission shaft is rotatably mounted on the housing via a thrust bearing and two first radial bearings;

[0018] The thrust bearing and the two first radial bearings are arranged in sequence along the length direction of the first transmission shaft;

[0019] The second clutch is located at the first end of the first transmission shaft, the third clutch is located between the two first radial bearings, and the second clutch and the third clutch are both rotatably arranged on the housing through a fourth radial bearing and a first self-aligning bearing sleeved on the outside of their own housings;

[0020] The fourth radial bearing supporting the second clutch is located at one end of the second clutch close to the third clutch, and the first self-aligning bearing supporting the second clutch is located at the other end of the second clutch;

[0021] The fourth radial bearing supporting the third clutch is located at one end of the third clutch close to the second clutch, and the first self-aligning bearing supporting the third clutch is located at the other end of the third clutch.

[0022] Preferably, the outer sleeve of the output shaft is provided with a thrust plate and two third radial bearings, and the second gear pair is transmission-connected to the shaft section of the output shaft located between the two third radial bearings, the thrust plate is located on the same side of the two third radial bearings, and the thrust plate is close to one end of the output shaft extending out of the box.

[0023] Preferably, the main transmission gear shaft is rotatably mounted on the housing through two composite sliding bearings arranged at intervals; the input shaft is fixedly connected to the housing of the first clutch, and the input shaft is rotatably mounted on the housing through a second radial bearing and a second self-aligning bearing, and the first clutch is located on the same side of the two composite sliding bearings;

[0024] The second radial bearing is located at one end of the first clutch close to the composite sliding bearing, and the second self-aligning bearing is located at the other end of the first clutch;

[0025] The second gear pair and the third gear pair are both drivingly connected to the input shaft and the shaft section located between the two composite sliding bearings.

[0026] Preferably, the free end of the input shaft extending out of the housing is provided with a first coupling, the free end of the output shaft extending out of the housing is provided with a second coupling, and the free end of the first transmission shaft extending out of the housing is provided with a third coupling.

[0027] Preferably, the first clutch, the second clutch and the third clutch are all plate-type hydraulic friction clutches.

[0028] A high-efficiency diesel-electric hybrid propulsion ship comprises the high-efficiency diesel-electric hybrid propulsion ship gearbox provided by any one of the above items.

[0029] The utility model provides a high-efficiency diesel-electric hybrid propulsion marine gearbox, wherein the hollow box body is used to install and support the first gear pair, the second gear pair, the third gear pair, the first clutch, the second clutch, the third clutch, the input shaft, the output shaft, the main transmission gear shaft, the first transmission shaft, etc. which are rotatably arranged on the box body.

[0030] The coaxially arranged input shaft and the main transmission gear shaft are matched through the first clutch. When the first clutch is in the engaged state, the input shaft and the main transmission gear shaft rotate synchronously, and when the first clutch is in the disengaged state, the input shaft and the main transmission gear shaft can rotate independently without affecting each other.

[0031] The first transmission shaft is connected to the driven end of the second clutch. When the second clutch is in an engaged state, the first transmission shaft and the active end of the second clutch rotate synchronously. When the second clutch is in a disengaged state, the first transmission shaft and the active end of the second clutch can rotate independently without affecting each other.

[0032] The third clutch is located in the middle of the first transmission shaft, and the active end of the third clutch is connected to the first transmission shaft. The active end of the third clutch always rotates synchronously with the first transmission shaft. The driven end of the third clutch is located on the outside of the first transmission shaft. However, there is no contact between the third clutch and the first transmission shaft. When the third clutch is in an engaged state, the driven end of the third clutch rotates synchronously with the first transmission shaft, and when the third clutch is in a disengaged state, the driven end of the third clutch and the first transmission shaft can rotate independently without affecting each other.

[0033] The active end of the second clutch is connected to the active end of the first clutch through the first gear pair, the driven end of the third clutch is connected to the main transmission gear shaft through the third gear pair, and the main transmission gear shaft is connected to the output shaft through the second gear pair.

[0034] Before use, the right end of the input shaft is connected to an engine, which may be a diesel engine or a gasoline engine, the left end of the output shaft is connected to a propeller, and the left end of the first transmission shaft is connected to a motor.

[0035] When in use, on the one hand, the gearbox can realize the first working mode of a single machine with a single propeller, specifically, the first clutch is engaged, and the second clutch and the third clutch are kept in a disengaged state, and all the power of the engine is used to drive the propeller to rotate at high speed through the second gear pair; on the other hand, the gearbox can realize the second working mode of a single machine with a single propeller and a small amount of power generation, specifically, the first clutch and the second clutch are both engaged, and under the drive of the engine, the propeller can be rotated through the second gear pair, and at the same time, the motor can generate electricity through the first gear pair; on the other hand, the gearbox can realize the third working mode of a single machine with a single propeller and a large amount of power generation to meet the electricity demand, specifically, the second clutch and the third clutch are both engaged, and the first clutch is kept in a disengaged state, and under the drive of the engine, the propeller can be rotated through the first gear pair, the second gear pair and the third gear pair, and at the same time, the motor can generate electricity through the first gear pair; since the speed ratio of the first gear pair, the speed ratio of the second gear pair and the speed ratio of the third gear pair are cumulatively greater than the speed ratio of the second gear pair, the third working mode has a lower speed of the propeller and a larger power generation of the motor than the second working mode.

[0036] The beneficial effect is that the gearbox can drive the propeller and the motor to rotate at different speeds, effectively improving the overall efficiency of the gearbox. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] 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.

[0038] Figure 1 A first structural schematic diagram of a specific embodiment provided by the utility model;

[0039] Figure 2 This is a schematic diagram of a first working mode of a specific embodiment provided by the utility model;

[0040] Figure 3 A schematic diagram of a second working mode of a specific embodiment provided by the utility model;

[0041] Figure 4 A schematic diagram of a third working mode of a specific embodiment provided by the utility model;

[0042] Figure 5 This is a schematic diagram of a fourth working mode of a specific embodiment provided by the utility model.

[0043] Reference numerals:

[0044] 1-first gear pair; 2-second gear pair; 3-third gear pair; 4-first clutch; 5-second clutch; 6-third clutch; 7-input shaft; 8-output shaft; 9-main transmission gear shaft; 10-first transmission shaft;

[0045] 11-first gear; 12-second gear; 13-third gear; 14-fourth gear; 15-fifth gear; 16-sixth gear;

[0046] 17-engine; 18-propeller; 19-motor;

[0047] 20-thrust bearing; 21-first radial bearing; 22-fourth radial bearing; 23-first self-aligning bearing;

[0048] 24-second radial bearing; 25-second self-aligning bearing; 26-composite sliding bearing; 27-thrust plate; 28-third radial bearing; 29-first coupling; 30-second coupling; 31-third coupling. DETAILED DESCRIPTION

[0049] 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.

[0050] The core of the utility model is to provide a high-efficiency diesel-electric hybrid propulsion ship gearbox, which has a higher overall efficiency than existing ship gearboxes. Another core of the utility model is to provide a high-efficiency diesel-electric hybrid propulsion ship comprising the high-efficiency diesel-electric hybrid propulsion ship gearbox.

[0051] Please refer to Figure 1The utility model provides a high-efficiency diesel-electric hybrid propulsion marine gearbox, comprising a housing, a first gear pair 1, a second gear pair 2, a third gear pair 3, a first clutch 4, a second clutch 5, a third clutch 6, an input shaft 7, an output shaft 8, a main transmission gear shaft 9 and a first transmission shaft 10 rotatably arranged in the housing; the input shaft 7, the output shaft 8 and the first transmission shaft 10 are arranged in parallel; the input shaft 7 is connected to the active end of the first clutch 4, the input shaft 7 is used to connect to the engine 17, the main transmission gear shaft 9 is connected to the driven end of the first clutch 4; the first transmission shaft 10 is connected to the first clutch 4, and the output shaft 8 is used to connect to the engine 17. The main transmission gear shaft 9 is connected to the driven end of the first clutch 4; the first transmission shaft 10 is connected to the first clutch 4. The driven end of the second clutch 5 and the first transmission shaft 10 are used to connect to the motor 19; the active end of the third clutch 6 is fixedly connected to the first transmission shaft 10, and the driven end of the third clutch 6 is connected to the main transmission gear shaft 9 through the third gear pair 3; the main transmission gear shaft 9 is connected to the output shaft 8 through the second gear pair 2, and the output shaft 8 is used to connect to the propeller 18; the active end of the first clutch 4 is connected to the active end of the second clutch 5 through the first gear pair 1; the speed ratio of the first gear pair 1 and the product of the speed ratio of the second gear pair 2 and the speed ratio of the third gear pair 3 are greater than the speed ratio of the second gear pair 2.

[0052] The hollow box is used to install and support the first gear pair 1, the second gear pair 2, the third gear pair 3, the first clutch 4, the second clutch 5, the third clutch 6, the input shaft 7, the output shaft 8, the main transmission gear shaft 9 and the first transmission shaft 10, etc., which are rotatably arranged in the box.

[0053] The coaxially arranged input shaft 7 and the main transmission gear shaft 9 are matched through the first clutch 4. When the first clutch 4 is in the engaged state, the input shaft 7 and the main transmission gear shaft 9 rotate synchronously, and when the first clutch 4 is in the disengaged state, the input shaft 7 and the main transmission gear shaft 9 can rotate independently without affecting each other.

[0054] The first transmission shaft 10 is connected to the driven end of the second clutch 5. When the second clutch 5 is in an engaged state, the first transmission shaft 10 and the driven end of the second clutch 5 rotate synchronously. When the second clutch 5 is in a disengaged state, the first transmission shaft 10 and the driven end of the second clutch 5 can rotate independently without affecting each other.

[0055] The third clutch 6 is located in the middle position of the first transmission shaft 10, and the active end of the third clutch 6 is connected to the first transmission shaft 10. The active end of the third clutch 6 always rotates synchronously with the first transmission shaft 10, and the driven end of the third clutch 6 is located on the outside of the first transmission shaft 10. However, there is no contact between the third clutch 6 and the first transmission shaft 10. When the third clutch 6 is in an engaged state, the driven end of the third clutch 6 rotates synchronously with the first transmission shaft 10, and when the third clutch 6 is in a disengaged state, the driven end of the third clutch 6 and the first transmission shaft 10 can rotate independently without affecting each other.

[0056] The active end of the second clutch 5 is connected to the active end of the first clutch 4 through the first gear pair 1, the driven end of the third clutch 6 is connected to the main transmission gear shaft 9 through the third gear pair 3, and the main transmission gear shaft 9 is connected to the output shaft 8 through the second gear pair 2.

[0057] Before use, Figures 1 to 5 As shown, the engine 17 is connected to the right end of the input shaft 7. The engine 17 can be a diesel engine or a gasoline engine, etc. The propeller 18 is connected to the left end of the output shaft 8, and the motor 19 is connected to the left end of the first transmission shaft 10.

[0058] When using, on the one hand, Figure 2 As shown, the gearbox can realize the first working mode of a single machine with a single propeller. Specifically, the first clutch 4 is engaged, and the second clutch 5 and the third clutch 6 are kept in a disengaged state. All the power of the engine 17 is used to drive the propeller to rotate at high speed through the second gear pair 2.

[0059] On the other hand, Figure 3 As shown, the gearbox can realize the second working mode of a single machine with a single propeller and a small amount of power generation. Specifically, the first clutch 4 and the second clutch 5 are both engaged, and the third clutch 6 remains in a disengaged state. Under the drive of the engine 17, the propeller 18 can be rotated through the second gear pair 2, and at the same time, the motor 19 can generate electricity through the first gear pair 1.

[0060] On the other hand, Figure 4 As shown, the gearbox can realize the third working mode of single machine with single propeller and large amount of power generation to meet the power demand. Specifically, the second clutch 5 and the third clutch 6 are both engaged, and the first clutch 4 is kept in a disengaged state. Driven by the engine 17, the propeller 18 can be rotated through the first gear pair 1, the second gear pair 2 and the third gear pair 3. At the same time, the motor 19 can generate electricity through the first gear pair 1. Since the speed ratio of the first gear pair 1, the speed ratio of the second gear pair 2 and the speed ratio of the third gear pair 3 are cumulatively greater than the speed ratio of the second gear pair 2, the speed of the propeller 18 is lower and the power generation of the motor 19 is larger in the third working mode than in the second working mode.

[0061] On the other hand, Figure 5 As shown, a fourth working mode in which the motor 19 drives the propeller 18 at a low speed can also be realized. The third clutch 6 is engaged, and the first clutch 4 and the second clutch 5 are kept in a disengaged state to meet the emergency need of the ship to return to the port when the ship is sailing at a low speed or the engine 17 fails and is disabled. Specifically, the motor 19 is started, and the propeller 18 can be rotated at a lower speed through the second gear pair 2 and the third gear pair 3.

[0062] It should be noted that the speed ratios of the first gear pair 1, the second gear pair 2 and the third gear pair 3 are not limited as long as the above functions can be achieved. Optionally, the speed ratio of the first gear pair 1 is less than 1, and the speed ratios of the second gear pair 2 and the third gear pair 3 are both greater than 1, that is, the first gear pair 1 can achieve speed increase, the second gear pair 2 and the third gear pair 3 can achieve speed reduction, and the product of the speed ratio of the first gear pair 1 and the speed ratio of the third gear pair 3 is less than 1; Optionally, the speed ratio of the third gear pair 3 is less than 1, and the speed ratios of the second gear pair 2 and the speed ratio of the first gear pair 1 are both greater than 1, that is, the third gear pair 3 can achieve speed increase, the second gear pair 2 and the first gear pair 1 can achieve speed reduction, and the product of the speed ratio of the first gear pair 1 and the speed ratio of the third gear pair 3 is less than 1.

[0063] It should also be noted that there is no limitation on the types of the first gear pair 1, the second gear pair 2 and the third gear pair 3, as long as the above functions can be achieved. Optionally, the first gear pair 1, the second gear pair 2 and the third gear pair 3 all include four gears and a gear shaft rotatably arranged on the housing. Taking the first gear pair 1 as an example, its gear shaft is parallel to the first transmission shaft 10 and is located between the third gear 13 shaft and the input shaft 7. The gear shaft is provided with two gears to respectively mesh with the gear located on the active end side of the second clutch 5 and the gear located on the active end side of the first clutch 4 for transmission.

[0064] Optional, such as Figures 1 to 5 The first gear pair 1 includes a first gear 11 and a second gear 12, the diameter of the second gear 12 is smaller than the diameter of the first gear 11, the first gear 11 is arranged on the active end side of the first clutch 4, and the second gear 12 is arranged on the active end side of the second clutch 5; the second gear pair 2 includes a third gear 13 and a fourth gear 14, the diameter of the third gear 13 is smaller than the diameter of the fourth gear 14, and the third gear 13 is arranged on the driven end side of the first clutch 4, and the fourth gear 14 is arranged on the output shaft 8; the third gear pair 3 includes a fifth gear 15 and a sixth gear 16, the diameter of the fifth gear 15 is smaller than the diameter of the sixth gear 16, and the fifth gear 15 is arranged on the driven end side of the third clutch 6, and the sixth gear 16 is arranged on the driven end side of the first clutch 4. With such an arrangement, while realizing the preset speed change, the structure of the gear box is relatively simple and the energy loss is relatively small.

[0065] The gearbox can drive the propeller 18 and the motor 19 to rotate at different speeds, effectively improving the overall efficiency of the gearbox, and the gearbox can also drive the propeller 18 to rotate by the motor 19 alone.

[0066] On the basis of the above embodiment, the first gear 11 is sleeved on the outside of the housing of the first clutch 4, the second gear 12 is sleeved on the outside of the housing of the second clutch 5, and the fifth gear 15 is sleeved on the outside of the housing of the third clutch 6. The first gear 11 and the housing of the first clutch 4, the second gear 12 and the housing of the second clutch 5, and the fifth gear 15 and the housing of the third clutch 6 can all rotate synchronously, and the two mutually sleeved ones can be welded or keyed, etc. With such an arrangement, the structure of the gear box is relatively compact, and the volume of the gear box is effectively reduced.

[0067] On the basis of the above embodiment, the first transmission shaft 10 is rotatably arranged in the housing through a thrust bearing 20 and two first radial bearings 21; the thrust bearing 20 and the two first radial bearings 21 are arranged in sequence along the length direction of the first transmission shaft 10; the second clutch 5 is located at the first end of the first transmission shaft 10, the third clutch 6 is located between the two first radial bearings 21, and the second clutch 5 and the third clutch 6 are both rotatably arranged in the housing through a fourth radial bearing 22 and a first self-aligning bearing 23 sleeved on the outside of their own housings; the fourth radial bearing 22 supporting the second clutch 5 is located at one end of the second clutch 5 close to the third clutch 6, and the first self-aligning bearing 23 supporting the second clutch 5 is located at the other end of the second clutch 5; the fourth radial bearing 22 supporting the third clutch 6 is located at one end of the third clutch 6 close to the second clutch 5, and the first self-aligning bearing 23 supporting the third clutch 6 is located at the other end of the third clutch 6.

[0068] like Figures 1 to 5 As shown, a thrust bearing 20 and two first radial bearings 21 arranged at intervals are sleeved on the outside of the first transmission shaft 10 in a transverse direction from left to right, and the third clutch 6 is located between the two first radial bearings 21, and the second clutch 5 is located at the right end of the first transmission shaft 10; the third clutch 6 is sleeved on the left end of the shell of the first clutch 6 with a first radial bearing 23, and on the right end with a fourth radial bearing 22, and in coordination, the second clutch 5 is sleeved on the left end of the shell of the first clutch 5 with a fourth radial bearing 22, and on the right end with a first radial bearing 23.

[0069] The thrust bearing 20 can limit the axial movement of the first transmission shaft 10, the first radial bearing 21 can radially support the first transmission shaft 10, and the first self-aligning bearing 23 can realize the self-alignment of the corresponding second clutch 5 and third clutch 6 housings, while further limiting their axial movement and ensuring the radial support capacity for the second clutch 5 and the third clutch 6. With such an arrangement, the support stiffness of the first transmission shaft 10 is relatively high.

[0070] It should be noted that the type of thrust bearing 20 is not limited, such as four-point contact ball bearings or paired angular contact ball bearings or paired tapered roller bearings, as long as the above functions can be met; in addition, the type of the first radial bearing 21 is not limited, such as cylindrical roller bearings or radial deep groove ball bearings, as long as the above functions can be met; furthermore, the type of the first self-aligning bearing 23 is not limited, such as double-row self-aligning roller bearings or self-aligning ball bearings, as long as the above functions can be met.

[0071] On the basis of the above embodiment, the outer sleeve of the output shaft 8 is provided with a thrust plate 27 and two third radial bearings 28, and the second gear pair 2 is transmission-connected to the shaft section of the output shaft 8 located between the two third radial bearings 28, the thrust plate 27 is located on the same side of the two third radial bearings 28, and the thrust plate 27 is close to the end of the output shaft 8 extending out of the housing.

[0072] like Figures 1 to 5 As shown, a thrust plate 27 and two third radial bearings 28 are sequentially sleeved from left to right along the outer side of the transversely extending output shaft 8, and the second gear pair 2 is transmission-connected to the shaft section of the output shaft 8 between the two third radial bearings 28 to withstand the higher radial and axial forces acting on the output shaft 8. Such an arrangement is conducive to improving the supporting stiffness of the output shaft 8.

[0073] On the basis of the above embodiment, the main transmission gear shaft 9 is rotatably arranged in the housing through two spaced composite sliding bearings 26; the input shaft 7 is fixedly connected to the housing of the first clutch 4, and the input shaft 7 is rotatably arranged in the housing through the second radial bearing 24 and the second self-aligning bearing 25, and the first clutch 4 is located on the same side of the two composite sliding bearings 26; the second radial bearing 24 is located at one end of the first clutch 4 close to the composite sliding bearing 26, and the second self-aligning bearing 25 is located at the other end of the first clutch 4; the second gear pair 2 and the third gear pair 3 are both transmission-connected to the input shaft 7, the shaft section located between the two composite sliding bearings 26.

[0074] like Figures 1 to 5As shown, in this embodiment, the input shaft 7 is a partial structure of the first clutch 4 housing extending along its own center line direction, and the input shaft 7 located at the right end of the first clutch 4 is provided with a second self-aligning bearing 25 on the outside, and the first clutch 4 housing left end is provided with a second radial bearing 24 on the outside, and the main drive gear shaft 9 is fixedly connected to the driven end of the first clutch 4, and the main drive gear shaft 9 is provided with two composite sliding bearings 26 on the outside, and the second gear pair 2 and the third gear pair 3 are both transmission-connected to the main drive gear shaft 9, and the shaft section located between the two composite sliding bearings 26, the two composite sliding bearings 26 can simultaneously withstand radial and axial forces along the main drive gear shaft 9, effectively improving the support stiffness of the main drive gear shaft 9, and meeting the needs of high-power electric and fuel hybrid propulsion.

[0075] Based on the above embodiment, the free end of the input shaft 7 extending out of the housing is provided with a first coupling 29, the free end of the output shaft 8 extending out of the housing is provided with a second coupling 30, and the free end of the first transmission shaft 10 extending out of the housing is provided with a third coupling 31.

[0076] like Figure 2 and Figure 3 As shown, a first coupling 29 is provided at the end of the input shaft 7 extending out of the housing, a second coupling 30 is provided at the end of the output shaft 8 extending out of the housing, and a third coupling 31 is provided at the end of the first transmission shaft 10 extending out of the housing. With such an arrangement, the gearbox is easy to use.

[0077] In some possible embodiments, the input shaft 7 is connected to the engine 17 via a first coupling 29 , the output shaft 8 is connected to the propeller 18 via a second coupling 30 , and the first transmission shaft 10 is connected to the motor 19 via a third coupling 31 .

[0078] On the basis of the above-mentioned embodiment, the first clutch 4, the second clutch 5 and the third clutch 6 are all plate-type hydraulic friction clutches. Such arrangement facilitates the cooperation with a professional control system to control the first clutch 4, the second clutch 5 and the third clutch 6 by remote electric or pneumatic means, and realizes engagement or disengagement in the operating state, so as to realize flexible switching among the first working mode, the second working mode, the third working mode and the fourth working mode, effectively improve the automation degree of the gearbox, and reduce the labor intensity of the operator.

[0079] It should be noted that the types of the first clutch 4 , the second clutch 5 and the third clutch 6 are not limited, as long as the torque requirements are met and the above functions are satisfied.

[0080] In addition to the above-mentioned high-efficiency diesel-electric hybrid propulsion ship gearbox, the utility model also provides a high-efficiency diesel-electric hybrid propulsion ship including the high-efficiency diesel-electric hybrid propulsion ship gearbox disclosed in the above-mentioned embodiment. For the structures of other parts of the high-efficiency diesel-electric hybrid propulsion ship, please refer to the prior art and will not be repeated in this article.

[0081] 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.

[0082] 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.

[0083] The above is a detailed introduction to the high-efficiency 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-efficiency diesel-electric hybrid propulsion marine gearbox, characterized in that: include: A housing, a first gear pair (1), a second gear pair (2), a third gear pair (3), a first clutch (4), a second clutch (5), a third clutch (6), an input shaft (7), an output shaft (8), a main transmission gear shaft (9), and a first transmission shaft (10) rotatably disposed on the housing; The input shaft (7), the output shaft (8) and the first transmission shaft (10) are arranged in parallel; the input shaft (7) is connected to the active end of the first clutch (4), the input shaft (7) is used to connect to the engine (17), the main transmission gear shaft (9) is connected to the driven end of the first clutch (4); the first transmission shaft (10) is connected to the driven end of the second clutch (5), and the first transmission shaft (10) is used to connect to the motor (19); The active end of the third clutch (6) is fixedly connected to the first transmission shaft (10), and the driven end of the third clutch (6) is transmission-connected to the main transmission gear shaft (9) through the third gear pair (3); the main transmission gear shaft (9) is transmission-connected to the output shaft (8) through the second gear pair (2), and the output shaft (8) is used to connect to the propeller (18); the active end of the first clutch (4) is transmission-connected to the active end of the second clutch (5) through the first gear pair (1); the product of the speed ratio of the first gear pair (1), the speed ratio of the second gear pair (2), and the speed ratio of the third gear pair (3) is greater than the speed ratio of the second gear pair (2).

2. The high-efficiency diesel-electric hybrid propulsion marine gearbox according to claim 1, characterized in that: The speed ratio of the first gear pair (1) is less than 1, and the speed ratio of the second gear pair (2) and the speed ratio of the third gear pair (3) are both greater than 1.

3. The high-efficiency diesel-electric hybrid propulsion marine gearbox according to claim 2, characterized in that: The first gear pair (1) comprises a first gear (11) and a second gear (12), the diameter of the second gear (12) being smaller than the diameter of the first gear (11), the first gear (11) being arranged on the active end side of the first clutch (4), and the second gear (12) being arranged on the active end side of the second clutch (5); The second gear pair (2) comprises a third gear (13) and a fourth gear (14), the diameter of the third gear (13) being smaller than the diameter of the fourth gear (14), and the third gear (13) being arranged on the driven end side of the first clutch (4), and the fourth gear (14) being arranged on the output shaft (8); The third gear pair (3) comprises a fifth gear (15) and a sixth gear (16), the diameter of the fifth gear (15) being smaller than the diameter of the sixth gear (16), and the fifth gear (15) being arranged on the active end side of the third clutch (6), and the sixth gear (16) being arranged on the driven end side of the first clutch (4).

4. The high-efficiency diesel-electric hybrid propulsion marine gearbox according to claim 3, characterized in that: The first gear (11) is sleeved on the outside of the housing of the first clutch (4), the second gear (12) is sleeved on the outside of the housing of the second clutch (5), and the fifth gear (15) is sleeved on the outside of the housing of the third clutch (6).

5. The high-efficiency diesel-electric hybrid propulsion marine gearbox according to claim 4, characterized in that: The first transmission shaft (10) is rotatably mounted on the housing via a thrust bearing (20) and two first radial bearings (21); The thrust bearing (20) and the two first radial bearings (21) are arranged in sequence along the length direction of the first transmission shaft (10); The second clutch (5) is located at the first end of the first transmission shaft (10), the third clutch (6) is located between the two first radial bearings (21), and the second clutch (5) and the third clutch (6) are both rotatably mounted on the housing via a fourth radial bearing (22) and a first self-aligning bearing (23) sleeved on the outside of their own housings; The fourth radial bearing (22) supporting the second clutch (5) is located at one end of the second clutch (5) close to the third clutch (6), and the first self-aligning bearing (23) supporting the second clutch (5) is located at the other end of the second clutch (5); The fourth radial bearing (22) supporting the third clutch (6) is located at one end of the third clutch (6) close to the second clutch (5), and the first self-aligning bearing (23) supporting the third clutch (6) is located at the other end of the third clutch (6).

6. The high-efficiency diesel-electric hybrid propulsion marine gearbox according to claim 5, characterized in that: The output shaft (8) is externally sleeved with a thrust plate (27) and two third radial bearings (28), and the second gear pair (2) is drivingly connected to the shaft section of the output shaft (8) located between the two third radial bearings (28), the thrust plate (27) is located on the same side of the two third radial bearings (28), and the thrust plate (27) is close to one end of the output shaft (8) extending out of the housing.

7. The high-efficiency diesel-electric hybrid propulsion marine gearbox according to claim 6, characterized in that: The main transmission gear shaft (9) is rotatably mounted on the housing via two composite sliding bearings (26) disposed at intervals; the input shaft (7) is fixedly connected to the housing of the first clutch (4), and the input shaft (7) is rotatably mounted on the housing via a second radial bearing (24) and a second self-aligning bearing (25), and the first clutch (4) is located on the same side of the two composite sliding bearings (26); The second radial bearing (24) is located at one end of the first clutch (4) close to the composite sliding bearing (26), and the second self-aligning bearing (25) is located at the other end of the first clutch (4); The second gear pair (2) and the third gear pair (3) are both drivingly connected to the input shaft (7) and the shaft section located between the two composite sliding bearings (26).

8. The high-efficiency diesel-electric hybrid propulsion marine gearbox according to claim 7, characterized in that: The free end of the input shaft (7) extending out of the housing is provided with a first coupling (29), the free end of the output shaft (8) extending out of the housing is provided with a second coupling (30), and the free end of the first transmission shaft (10) extending out of the housing is provided with a third coupling (31).

9. The high-efficiency diesel-electric hybrid propulsion marine gearbox according to claim 3, characterized in that: The first clutch (4), the second clutch (5) and the third clutch (6) are all plate-type hydraulic friction clutches.

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

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